CEBM017900

Shop
Manual

DUMP TRUCK

SERIAL NUMBERS A30462 & UP

®
Unsafe use of this machine may cause serious injury or death. Operators and maintenance per-
sonnel must read and understand this manual before operating or maintaining this machine.

This manual should be kept in or near the machine for reference, and periodically reviewed by all
personnel who will come into contact with it.

This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or dis-
closed 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 obli-
gation 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.

CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California
to cause cancer, birth defects or other reproductive harm.

CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer
and birth defects or other reproductive harm. Wash hands after handling.
 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 sys-
tems.

Replacement parts manufactured and supplied by unauthorized sources may not be

designed, manufactured or assembled to Komatsu's design specifications; accord-
ingly, 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. It is designed to help these persons to
become fully knowledgeable of the truck and all of its systems in order to keep it operating safely and efficiently. All
operators and maintenance personnel should read and understand the information in this manual before operating
the truck or performing maintenance and/or operational checks on the truck. All safety notices, warnings, and
cautions should be understood and followed when operating the truck or performing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other
general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major
serviceable area is dealt with individually. For example, the disassembly, service and reassembly of the radiator
group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire
mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed
repairs.

The illustrations used in this manual are typical of the component shown and may not be an exact reproduction of
what is found on the truck.

This manual shows dimensioning of U.S. standard and metric (SI) 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.
When assembly instructions are provided without references to specific torque values, standard torque values
should be used. Standard torque values are shown in torque charts in the General Information section of this
manual. Specific torques, when provided in the text, are in bold face type, such as 100 ft.lbs. (135 N•m). All torque
specifications have ±10% tolerance unless otherwise specified.
A product identification plate is located on the frame in front of the right side front wheel. It designates the Truck
Model Number, Product Identification Number (vehicle serial number), and Maximum GVW (Gross Vehicle Weight)
rating.

The KOMATSU truck model designation consists of three numbers and one letter (i.e. 930E).
The three numbers represent the basic truck model.
The letter “M”, when present, designates a Mechanical drive system.
The letter “E”, when present, designates an Electrical wheel motor drive system.
The Product Identification Number (vehicle serial number) contains information which identifies the original
manufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many
service parts and/or warranty consideration.

The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other
components. The vehicle design and application guidelines are sensitive to the maximum GVW.
GVW is total weight: empty vehicle weight + fuel & lubricants + payload.

To determine the allowable payload, fill all lubricants to the proper level and fill the fuel tank of an empty truck
(which includes all accessories, body liners, tailgates, etc.), and then weigh the truck. Record this value and
subtract it from the GVW. The result is the allowable payload.

NOTE: Accumulations of mud, frozen material, etc, become part of the GVW and reduces the allowable payload.
To maximize payload and to keep from exceeding the maximum GVW rating, these accumulations should be
removed as often as practical.

Exceeding the allowable payload will reduce the expected life of truck components.

A00041 Introduction A-1

 This “ALERT” symbol is used with the signal words,
“DANGER”, “WARNING”, and “CAUTION” in this
manual to alert the reader to hazards arising from
improper operating and maintenance practices.

“DANGER” identifies a specific potential hazard WHICH WILL

RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.

“WARNING” identifies a specific potential hazard WHICH

MAY RESULT IN EITHER INJURY OR DEATH if proper
precautions are not taken.

“CAUTION” is used for general reminders of proper safety

practices OR to direct the reader’s attention to avoid unsafe
or improper practices which may result in damage to the
equipment.

A-2 Introduction A00041

 TABLE OF CONTENTS

SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A

STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B

ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C

ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D

ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E

DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G

HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H

BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J

HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L

OPTIONS AND SPECIAL TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M

OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P

ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q

SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R

A00041 Introduction A-3

 KOMATSU MODEL 930E-4 DUMP TRUCK

A-4 Introduction A00041

 SECTION A
GENERAL INFORMATION
INDEX

MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2

GENERAL SAFETY AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3

WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4

STANDARD TORQUE CHARTS AND CONVERSION TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5

STORAGE PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7

A01001 02/94 Index A1-1

 NOTES

A1-2 Index 02/94 A01001

 MAJOR COMPONENTS & SPECIFICATIONS
TRUCK AND ENGINE
The 930E-4 Dump Truck is an off-highway, rear
dump truck with AC electric drive system. The gross
vehicle weight is 1,100,000 lbs. (498 960 kg). The
engine is a Komatsu SSDA16V160 rated @ 2700 HP
(2014 kW).
MAIN ALTERNATOR
The diesel engine drives an in-line alternator at
engine speed. The alternator produces AC current
which is rectified to DC within the main control
cabinet. The rectified DC power is converted back to
AC by groups of devices called "inverters", which are
also within the main control cabinet. Each inverter
consists of six phase modules under the control of a
gate driver power converter (GDPC). The two
GDPCs control the operation of each phase module.
Each phase module contains paired positive and
negative semiconductor switches referred to as
insulated gate bipolar transistors (IGBT). The IGBTs
cycle on and off at varying frequencies to create an
AC power signal from the DC supply.
The AC power signal produced by each inverter is a
variable-voltage, variable-frequency (VVVF) signal.
Frequency and voltage are changed to suit the
operating conditions.
Cooling air for the control/power group and wheel
motors, as well as the alternator itself, is provided by
dual fans mounted on the alternator shaft.
AC INDUCTION TRACTION MOTORIZED
WHEELS
The alternator output supplies electrical energy to the
two wheel motors attached to the rear axle housing.
The motorized wheels use three-phase AC induction
motors with full-wave AC power.
The two wheel motors convert electrical energy back
to mechanical energy through built-in gear trains
within the wheel motor assembly. The direction of the
wheel motors is controlled by a forward or reverse
hand selector switch located on the center console.
SUSPENSION
Hydrair II® suspension cylinders located at each
wheel provide a smooth and comfortable ride for the
operator and dampens shock loads to the chassis
during loading and operation.
A02074 Major Components & Specifications
OPERATOR’S CAB
The operator cab has been engineered for operator
comfort and to allow for efficient and safe operation
of the truck. The cab provides wide visibility with an
integral 4-post ROPS/FOPS structure and an
advanced analog operator environment. It includes a
tinted safety-glass windshield and power-operated
side windows, a deluxe interior with a fully adjustable
seat with lumbar support, a fully adjustable/tilt
steering wheel, controls mounted within easy reach
of the operator, and an analog instrument panel
which provides the operator with all instruments and
gauges which are necessary to control and/or
monitor the truck's operating systems.
POWER STEERING
The truck is equipped with a full time power steering
system which provides positive steering control with
minimum operator effort. The system includes
nitrogen-charged accumulators which automatically
provide emergency power if the steering hydraulic
pressure is reduced below an established minimum.
DYNAMIC RETARDING
The dynamic retarding is used to slow the truck
during normal operation or control speed coming
down a grade. The dynamic retarding ability of the
electric system is controlled by the operator through
the activation of the retarder pedal (or by operating a
lever on the steering column) in the operators cab
and by setting the retarder speed sontrol (RSC).
Dynamic retarding is automatically activated if the
truck speed goes to a preset overspeed setting.
BRAKE SYSTEM
Service brakes at each wheel are oil-cooled multiple
disc brakes applied by an all-hydraulic actuation
system. Depressing the brake pedal actuates both
front and rear brakes after first applying the retarder.
All wheel brakes will be applied automatically if the
brake system pressure decreases below a preset
minimum.
The parking brake is a dry disc type, mounted
inboard on each rear wheel motor, and is spring-
applied and hydraulically-released with wheel speed
application protection (will not apply with truck
moving).
A2-1
A2-2 Major Components & Specifications A02074
SPECIFICATIONS
These specifications are for the standard Komatsu
930E-4 Truck. Customer options may change this
listing.
ENGINE
Komatsu SSDA18V170
No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Operating Cycle. . . . . . . . . . . . . . . . . . . . . . 4-Stroke
Rated Brake HP. . 2700 HP (2014 kW) @ 1900 RPM
Flywheel HP . . . . 2550 HP (1902 kW) @ 1900 RPM
Weight* (Wet) . . . . . . . . . . 21,182 pounds (9608 kg)
* Weight does not include radiator, sub-frame, or alternator
AC ELECTRIC DRIVE SYSTEM
(AC/DC Current)
Alternator . . . . . . . . . . . . . . General Electric GTA-41
Dual Impeller, Inline Blower 12,000 cfm (340 m³/min)
Motorized Wheels . . GDY106 AC Induction Traction
Motors
Standard Gear Ratio*. . . . . . . . . . . . . . . . . 32.62:1
Maximum Speed . . . . . . . . . . 40 MPH (64.5 km/h)
*NOTE: Wheel motor application depends upon GVW, haul road
grade and length, rolling resistance, and other parameters.
Komatsu & G.E. must analyze each job condition to assure proper
application.
DYNAMIC RETARDING
Electric Dynamic Retarding . . . . . . . . . . . . . Standard
Maximum Rating . . . . . . . . . . . . 5400 HP (4026 kW)
Continuous* . . . . . . . . . . . . . . . . 3300 HP (2460 kW)
*Continuously rated high-density blown grids with retard at engine
idle and retard in reverse propulsion.
BATTERY ELECTRIC SYSTEM
Batteries . . . . . . . . . . . . . . . . . . . .4 x 8D 1450 CCA,
. . . . . . . . . . . . . . . . . . . . . . . 12 volt, in series/parallel
. . . and 2 x 30H 800CCA, 220-ampre-hour batteries,
. . . . . . . . . . bumper mounted with disconnect switch
Alternator 24 Volt, 260 Ampere Output
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Volt
Starters (2). . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt
A02074 Major Components & Specifications
SERVICE CAPACITIES
Crankcase . . . . . . . . . . . . . . 74 US gal. (280 Liters)
(includes lube oil filters)
Cooling System . . . . . . . . . .157 US gal. (594 Liters)
Fuel . . . . . . . . . . . . . . . . .1200 US gal. (4542 Liters)
Hydraulic System . . . . . . . .350 US gal. (1325 Liters)
Wheel Motor Gear Box. . . . . . .25 US gal. (95 Liters)
(per wheel)
HYDRAULIC SYSTEMS
Hoist & Brake Cooling Pump . . . . . . . Tandem Gear
Rated @ . . . . 246 GPM (931 l/min.) @ 1900 RPM
and 2500 psi (17,237 kPa)
Steering/Brake Pump Pressure Compensated Piston
Rated @ . . . . . 65 GPM (246 l/min.) @ 1900 RPM
and 2750 psi (18,961 kPa)
Relief Pressure
Hoist . . . . . . . . . . . . . . . . . . 2500 psi (17,200 kPa)
Steering/Brake . . . . . . . . . . 4000 psi (27,580 kPa)
Hoist Cylinders (2) . . . . . . . . . . . . 3-Stage Hydraulic
Tank (Vertical/Cylindrical) . . . . . . . . Non-Pressurized
Tank Capacity . . . . . . . . . 250 US Gal. (947 Liters)
Filtration . . . . . . . . . . . . In-line replaceable elements
Suction . . . . . . . . . . . .Single, Full Flow, 100 Mesh
Hoist & Steering Filters . . . . . .Beta 12 Rating =200
Dual In-Line, High Pressure
SERVICE BRAKES
All Hydraulic Actuation with Traction System
Wheel Slip / Slide Control
Front and Rear Oil-Cooled Multiple Discs
at each wheel
Total Friction Area / Brake . . 15,038 in² (97,019 cm²)
Maximum Apply Pressure . . . 2500 psi (17,238 kPa)
STEERING
Turning Circle (SAE). . . . . . . . . . .97 ft. 8 in. (30.4 m)
Twin hydraulic cylinders with accumulator assist to
provide constant rate steering. Emergency power
steering automatically provided by accumulators.
A2-3
STANDARD DUMP BODY CAPACITIES AND
DIMENSIONS
Capacity
Heaped @ 2:1 (SAE) . . . . . . . . . . . 276 yd3 (211 m3)
Struck . . . . . . . . . . . . . . . . . . . . . . . 224 yd3 (171 m3)
Width (Inside) . . . . . . . . . . . . . . . .26 ft. 9 in. (8.15 m)
Depth . . . . . . . . . . . . . . . . . . . . . . .10 ft. 7 in. (3.2 m)
Loading Height . . . . . . . . . . . . . . 23 ft. 2 in. (7.06 m)
Dumping Angle . . . . . . . . . . . . . . . . . . . . . . . . . . 45°
NOTE: Optional capacity dump bodies are available.
TIRES
Radial Tires (standard) . . . . . . . . . . . . . . . 53/80 R63
Rock Service, Deep Tread . . . . . . . . . . . . . . tubeless
Rims . . . . . patented Phase I New Generation™ rims
A2-4 Major Components & Specifications
WEIGHT DISTRIBUTION
Empty Vehicle
Front Axle (49.3%) . . . . . . 227,738 lbs. (103,301 kg)
Rear Axle (50.7 %) . . . . . . 237,034 lbs. (107,518 kg)
Total (50% Fuel) . . . . . . . 464,772 lbs. (210,819 kg)
Standard Komatsu body . . . 66,936 lbs. (30,362kg)
Standard tire weight. . . . . . . 57,600 lbs. (26,127 kg)
Loaded Vehicle
Front Axle (33.0%) . . . . . . 364,980 lbs. (165,554 kg)
Rear Axle (67.0%) . . . . . . . 741,020 lbs. (336,124 kg)
Total . . . . . . . . . . . . . . . 1,106,000 lbs. (501,673 kg)
Nominal Payload* . . . . . . . 641,228 lbs. (290,859 kg)
*Not to exceed 1,270,000 lbs. (576,062 kg) including
options, fuel, and payload. Weights in excess of this
amount require factory approval.
A02074
 GENERAL SAFETY
INTRODUCTION
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.
Read and follow all safety precautions. Failure to
do so may result in serious injury or death.
Safety Rules
•Only trained and authorized personnel can
operate and maintain the machine.
•Follow all safety rules, precautions and
instructions when operating or performing
maintenance on the machine.
•When working with another operator or a person
on work site traffic duty, be sure all personnel
understand all hand signals that are to be used.
Safety Features
•Ensure all guards and covers are in their proper
position. Have any damaged guards and covers
repaired. (See Operating Instructions - Section 30,
Preparing For Operation)
•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
them in good operating condition.
•Improper use of safety features could result in
serious bodily injury or death.
A03032 General Safety & Operating Instructions
Clothing And Personal Items
•Avoid loose clothing, jewelry, and loose long hair.
They can catch on controls or in moving parts and
cause serious injury or death. Also, 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.
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.
Leaving The Operator’s Seat
When preparing to leave the operator's seat, do not
touch any control lever that is not locked. To prevent
accidental operations from occurring, always perform
the following:
•Move the directional control lever to PARK. Do not
use the wheel lock feature when the engine will
be turned off.
•Ensure that the dump body is lowered to the truck
frame.
•Stop the engine. When exiting the machine,
always lock compartments and take the keys with
you. If the machine should suddenly move or
move in an unexpected way, this may result in
serious bodily injury or death.
A3-1
Mounting And Dismounting
•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 that you support
yourself.
Fire Prevention For Fuel And Oil
•Fuel, oil, and antifreeze can be ignited by a flame.
Fuel is extremely flammable and can be
hazardous.
•Keep flames away from flammable fluids.
•Stop the engine and never smoke when refueling.
A3-2 General Safety & Operating Instructions
•When bringing tools into the operator's
compartment, always pass them by hand or pull
them up by rope.
•If there is any oil, grease, or mud on the hand-
holds or steps, wipe them clean immediately.
Always keep these components clean. Repair any
damage and tighten any loose bolts.
•Use the handrails and steps when getting on or off
the machine.
•Tighten all fuel and oil tank caps securely.
•Refueling and oiling should be done in well
ventilated areas.
•Keep oil and fuel in a designated location and do
not allow unauthorized persons to enter.
A03032
Precautions With High Temperature Fluids
Immediately after machine operation, engine coolant,
engine oil, and hydraulic oil are at high temperatures
and are pressurized. If the cap is removed, the fluids
are drained, the filters are replaced, etc., 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.
•To prevent hot coolant from spraying:
1. Stop the engine.
2. Wait for the coolant temperature to decrease.
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.
3. Turn the cap slowly to release the pressure
before removing the cap.
Asbestos Dust Hazard Prevention
Asbestos dust is hazardous to your health when
inhaled. If you handle materials containing asbestos
fibers, follow the guidelines below:
•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.
A03032 General Safety & Operating Instructions
Prevention Of Injury By Work Equipment
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 that fire extinguishers are accessible and
proper usage techniques are known.
•Provide a first aid kit at the storage point.
•Know what to do in the event of a fire.
•Keep the phone numbers of persons you should
contact in case of an emergency on hand.
Precautions When Using 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 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 if it 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.
A3-3
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.
Precautions For Starting The Machine
•Start the engine from the operator’s seat only.
•Never attempt to start the engine by shorting
across cranking motor terminals. This may cause
a fire, or serious injury or death to anyone in
machine’s path.
A3-4 General Safety & Operating Instructions
PRECAUTIONS BEFORE OPERATION
Safety is thinking ahead. Prevention is the best
safety program. Prevent a potential accident by
knowing the employer's safety requirements and all
necessary job site regulations. In addition, know the
proper use and care of all the safety equipment on
the truck. Only qualified operators or technicians
should attempt to operate or maintain a Komatsu
machine.
Safe practices start before the operator gets to the
equipment.
Safety At The Worksite
•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.
•Examine the road surface at the job site and
determine the best and safest method of
operation.
•Choose an area where the ground is as horizontal
and firm as possible before performing the
operation.
•If you need to operate 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 the existence of
obstacles before starting operations.
•Always determine the travel roads at the work site
and maintain them so that it is always safe for the
machines to travel.
•If travel through wet areas is necessary, check the
depth and flow of water before crossing the
shallow parts. Never drive through water that
exceeds the permissible water depth.
A03032
Fire Prevention
•Remove wood chips, leaves, paper, and other
flammable items that have accumulated in the
engine compartment. Failure to do so could result
in a fire.
•Check the fuel, lubrication, and hydraulic systems
for leaks. Repair any leaks. Clean any excess oil,
fuel or other flammable fluids, and dispose of them
properly.
•Make sure a fire extinguisher is present and in
proper working condition.
•Do not operate the machine near open flames.
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.
•Become familiar with and use all protective
Mirrors, Windows And Lights
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. Inhaling
exhaust fumes from the engine can kill.
A03032 General Safety & Operating Instructions
In Operator’s Cab - Before Starting The Engine
•Do not leave tools or spare parts lying around. Do
not 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 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.
•Read and understand the contents of this manual.
Pay special attention to Sections 30 and 32
pertaining to safety and operating instructions.
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.
•Make sure the steering wheel, horn, controls and
pedals are free of any oil, grease or mud.
•Check the operation of the windshield wiper,
condition of wiper blades, and 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.
•Remove any dirt from the surface of the
windshield, cab windows, mirrors and lights. Good
visibility may prevent an accident.
•Adjust the rear view mirror to a position where the
operator can see best from the operator's seat. If
any glass or light should break, replace it with a
new part.
•Make sure 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.
A3-5
OPERATING THE MACHINE
When Starting The Engine
•Never attempt to start the engine by shorting
across cranking motor terminals. This may cause
a fire, or serious injury or death to anyone in
machine’s path. The tire and rim assembly may explode if
subjected to excessive heat. Personnel should
•Never start the engine if a warning tag has been move to a remote or protected location if sensing
attached to the controls. excessively hot brakes, smelling burning rubber
•When starting the engine, sound the horn as an or observing evidence of fire near the tire and
alert. wheel area.
•Start and operate the machine only while seated in If the truck must be approached to exstinguish a
the operator’s seat. fire, those personnel should do so only while
•Do not allow any unauthorized persons in the facing the tread area of the tire (front or back)
operator's compartment or any other place on the unless protected by using large heavy equipment
machine. as a shield. Stay at least 50 ft. (15 m) from the
tread of the tire.
Truck Operation - General
In the event of fire in the tire and wheel area
•Wear seat belt at all times. (including brake fires), stay away from the truck
•Only authorized persons are allowed to ride in the for at least 8 hours or until the tire and wheel are
truck. Riders must be in the cab and belted in the cool.
passenger seat.
•Do not allow anyone to ride on the decks or steps
•Keep serviceable fire fighting equipment on hand.
of the truck.
Report empty extinguishers for replacement or
•Do not allow anyone to get on or off the truck while refilling.
it is in motion.
•Always have the parking brake applied when the
•Do not move the truck in or out of a building truck is parked and unattended. DO NOT leave the
without a signal person present. truck unattended while the engine is running.
•Know and obey the hand signal communications •Park the truck a safe distance away from other
between operator and spotter. When other vehicles as determined by the supervisor.
machines and personnel are present, the operator
•Stay alert at all times! In the event of an
should move in and out of buildings, loading areas,
emergency, be prepared to react quickly and avoid
and through traffic under the direction of a signal
accidents. If an emergency arises, know where to
person. Courtesy at all times is a safety
get prompt assistance.
precaution!
•Immediately report any adverse conditions at the
haul road, pit or dump area that may cause an
operating hazard.
•Check for flat tires periodically during a shift. If the
truck has been operating on a “flat,” do not park
the machine inside a building until the tire cools. If
the tire must be changed, do not stand in front of
the rim and locking ring when inflating a tire
mounted on the machine. Observers should not be
permitted in the area and should be kept away
from the side of such tires.

A3-6 General Safety & Operating Instructions A03032

Check When Traveling In Reverse
Before operating the machine or work equipment, do
the following:
•Sound the horn to warn people in the area. For
machines equipped with a back-up alarm, make
sure the alarm works properly.
•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.
•When operating in areas that may be hazardous or
have poor visibility, designate a person to direct
work site traffic.
•Do not allow any one 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.
Traveling
•When traveling on rough ground, travel at low
speeds. When changing direction, avoid turning
suddenly.
•Ensure that the dump body is lowered to the truck
frame.
•If the engine stops 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).
A03032 General Safety & Operating Instructions
Traveling On Slopes
•Traveling on slopes could result in the machine
tipping over or slipping.
•Do not change direction on slopes. To ensure
safety, drive to level ground before turning.
•Do not travel up and down on grass, fallen leaves,
or wet steel plates. These materials may make the
machine slip on even the slightest slope. Avoid
traveling sideways, and always keep travel speed
low.
•When traveling downhill, use the retarder to
reduce speed. Do not turn the steering wheel
suddenly. Do not use the foot brake except in an
emergency.
•If the engine should stop on a slope, apply the
service brakes fully and stop the machine. Apply
the parking brake after the machine has stopped.
Ensure Good Visibility
•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.
Operate Carefully On Snow
•When working on snowy or icy roads, there is
danger that the machine may slip to the side on
even the slightest slope. Always travel slowly and
avoid sudden starting, turning, or stopping in these
conditions.
•Be extremely careful when clearing snow. The
road shoulder and other objects are buried in the
snow and cannot be seen. When traveling on
snow-covered roads, always install tire chains.
Avoid Damage To Dump Body
•Always use extreme caution when working in
tunnels, on bridges, under electric cables, or when
entering a parking place or any other place where
there are height limits. The dump body must be
completely lowered before driving the machine.
A3-7
Driving Near High Voltage Cables
Driving near high-voltage cables can cause electric
shock. Always maintain safe distances between the
machine and the electric cable 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.
The following actions are effective in preventing
accidents while working near high voltages:
•Wear shoes with rubber or leather soles.
•Use a signalman to give warning if the machine
approaches an electric cable.
•If the work equipment should touch an electric
cable, the operator should not leave the cab.
•When performing operations near high voltage
cables, do not allow anyone to approach the
machine.
•Check with the electrical maintenance department
about the voltage of the cables before starting
operations.
When Dumping
•Before starting the dumping operation, check that
there are no persons 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 tipping over. Always use
extreme care when performing such operations.
•Never travel with the dump body raised.
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 and result in serious
injury or death. Remember that ground surfaces in
these areas may be weakened after heavy rain or
blasting.
•Freshly laid soil and the soil near ditches is loose.
It can collapse under the weight or vibration of the
machine. Avoid these areas whenever possible.
A3-8 General Safety & Operating Instructions
When Loading
•Check that the surrounding area is safe. Stop the
machine in the correct loading position, then load
the body uniformly.
•Do not leave the operator's seat during the loading
operation.
Parking The Machine
•Choose a horizontal road surface to park the
machine. If the machine has to be parked on a
slope, always put blocks under all the wheels to
prevent the machine from moving.
•When parking on public roads, provide fences and
signs, such as flags or lights, on the machine to
warn pedestrians and other vehicles. Be sure that
the machine, flags or lights do not obstruct traffic.
•Before leaving the machine, lower the dump body
fully, activate the parking brake, stop the engine
and lock everything. Always take the key with you.
Do not activate the wheel lock feature when the
parking brake is activated. Bleed down of
hydraulic pressure may occur, causing the truck
to roll away.
TOWING
•Improper towing methods may lead to serious
personal injury and/or damage.
•Use a towing device with ample strength for the
weight of this machine.
•Never tow a machine on a slope.
•Inspect towing components, such as tow bars and
couplings, for any signs of damage. Never use
damaged or worn components to tow a disabled
vehicle.
•Keep a safe distance from machines and towing
apparatus while towing a vehicle.
•When connecting a machine that is to be towed,
do not allow anyone to go between the tow vehicle
and the disabled vehicle.
•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 TOWING on page
A3-25.
A03032
WORKING NEAR BATTERIES
Battery Hazard Prevention
•Battery electrolyte contains sulfuric acid, which
can quickly burn the skin and eat holes in clothing.
If you spill acid on yourself, immediately flush the
area with water.
•Battery acid can cause blindness if splashed into
your eyes. If acid gets into your eyes, flush them
immediately with large quantities of water and see
a doctor at once.
•If you accidentally drink acid, drink a large quantity
of water, milk, beaten eggs or vegetable oil. Call a
doctor or poison prevention center immediately.
•Always wear safety glasses or goggles when
working with batteries.
Starting With Booster Cables
•Always wear safety glasses or goggles when
starting the machine with booster cables.
•When starting from another machine, do not allow
the two machines to touch.
•Be sure to connect the positive (+) cable first when
installing booster cables. Disconnect the ground or
negative (-) cable first during removal.
INCORRECT
A03032 General Safety & Operating Instructions
•Batteries generate hydrogen gas. Hydrogen gas is
very explosive and can easily be ignited with a
small spark or 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.
•When removing or installing batteries, check which
is the positive (+) terminal and the negative (-)
terminal.
•Tighten battery caps securely.
•Tighten the battery terminals securely. Loose
terminals can generate sparks and lead to an
explosion.
•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 as far as
possible from the battery.
A3-9
BEFORE PERFORMING MAINTENANCE
Warning Tag
•Starting the engine or operating the controls while
other personnel are performing maintenance on
the truck can lead to serious injurty and/or death.
•Always attach the warning tag to the control lever
in the operator's cab to alert others that you are
working on the machine. Attach additional warning
tags around the machine, if necessary.
•These tags are available from your Komatsu
distributor.
Warning tag part number: 09963-03000
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.
1. To hold the dump body in the up position, raise
the body to it's maximum height.
2. Remove cable (3) from its stored position on the
body. Install it between rear body ear (1) and
axle housing ear (4).
3. Secure the cable clevis pins with cotter pins.
4. Return the cable to stored position (2) after
maintenance is complete.

Proper Tools
Only use tools that are suited to the task. Using
damaged, low quality, faulty or makeshift tools could
cause personal injury.

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 run during service, such as
when cleaning the radiator, move the directional
control lever to PARK. Always perform this work
with two people. One person must sit in the
operator's seat to stop the engine if necessary.
During these situations, never move any controls
that are not related to the task at hand.
•When servicing the machine, do not to 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, place the dump lever in the HOLD position
and apply the lock (if equipped). Install the body-
up safety pins or cable securely.

A3-10 General Safety & Operating Instructions A03032

WHILE PERFORMING MAINTENANCE Attachments
NOTE: Only authorized personnel should service Place attachments that have been removed from the
and repair the machine. machine in a safe place and manner to prevent them
from falling.
Keep The Machine Clean
•Spilled oil, grease, scattered tools, etc., can cause
you to slip or trip. Always keep your machine clean
and tidy.
•If water gets into the electrical system, there is
danger that the machine may may move
unexpectedly and/or damage to components may
occur. Do not use water or steam to clean any
Working Under The Machine
sensors, connectors or the inside of the operator's
compartment. •Always lower all movable work equipment to the
ground or to their lowest position before
•Use extreme care when washing the electrical
performing service or repairs under the machine.
control cabinet. Do not allow water to enter the
control cabinet around the doors or vents. Do not •Always block the tires of the machine securely.
allow any water to enter the cooling air inlet duct
above the electrical control cabinet. If water enters •Never work under the machine if the machine is
the control cabinet through any opening or crevice, poorly supported.
major damage to the electrical components is
possible.
•Never spray water into the rear wheel electric
motor covers. Damage to the wheel motor
armatures may occur.
•Do not spray water into the retarding grids. Excess
water in the retarding grids can cause a ground
fault, which will prevent propulsion. Rotating Fan And Belts
Stay away from all 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.

Adding Fuel Or Oil

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

A03032 General Safety & Operating Instructions A3-11

Radiator Water Level
•If it is necessary to add coolant to the radiator,
stop the engine and allow the engine and radiator
to cool down before adding the coolant.
•Depress the pressure release button on the cap to
vent cooling system pressure.
•Slowly loosen the cap to relieve any remaining
pressure.
Use Of Lighting
When checking fuel, oil, coolant or battery
electrolyte, always use lighting with anti-explosion
specifications. If such lighting equipment is not used,
there is danger or explosion.
Precautions With The Battery
When repairing the electrical system or 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 them with
hard objects. Do not use any bent or cracked
piping, tubes or hoses. They may burst during use.
•Always repair any loose or broken hoses. If fuel or
oil leaks, it may result in a fire.
A3-12 General Safety & Operating Instructions
Precautions When Performing Maintenance Near
High Temperature Or High Pressure
Immediately after stopping operation, engine coolant
and operating oils are at high temperature and under
high pressure. If the cap is removed, the oil or water
is drained, or the filters are replaced under these
conditions, 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.
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.
Waste Materials
•Never dump oil into a sewer system, river, etc.
•Always put oil drained from your machine 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 and batteries.
A03032
TIRES
Handling Tires Storing Tires After Removal
If tires are not used under the specified conditions, •As a basic rule, store the tires in a warehouse in
they may overheat and burst, or be cut and burst by which unauthorized persons cannot enter. If the
sharp stones on rough road surfaces. This may lead tires are stored outside, always erect a fence
to serious injury or damage. around the tires and put up “No Entry” signs and
other warning signs that even young children can
To maintain tire safety, always adhere to the understand.
following conditions:
•Stand the tire on level ground and block it securely
•Inflate the tires to the specified pressure. so that it cannot roll or fall over.
Abnormal heat is generated particularly when the •If the tire should fall over, flee the area quickly.
inflation pressure is too low. The tires for construction equipment are extremely
•Use the specified tires. heavy. Never attempt to hold or support the tire.
Attempting to hold or support a tire may lead to
The tire inflation pressure and permissible speeds serious injury.
are general values. The actual values may differ
depending on the type of tire and the condition under
which they are used. For details, please consult the
tire manufacturer.
When tires become hot, a flammable gas is produced
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 large.
Therefore, the following operations are strictly
prohibited when the tire is pressurized:
•Welding the rim
•Welding near the wheel or tire
•Smoking or creating open flames
If the proper procedure for performing maintenance
or replacement of the wheel or tire is not used, the
wheel or tire may burst and cause serious injury or
damage. When performing such maintenance,
consult your authorized regional Komatsu distributor
or the tire manufacturer.

A03032 General Safety & Operating Instructions A3-13

WHEN REPAIRS ARE NECESSARY
1. Only qualified maintenance personnel who 9. If the truck is to be towed for any reason, use a
understand the systems being repaired should rigid tow bar. Check the truck cab for a decal
attempt repairs. recommending special towing precautions. Also
2. Many components on the Komatsu truck are refer to TOWING on page A3-25.
large and heavy. Ensure that lifting equipment - 10. Drain, clean and ventilate fuel tanks and/or
hoists, slings, chains, and lifting eyes - are of hydraulic tanks before making any welding
adequate capacity to handle the lift. repairs.
3. Do not work under a suspended load. Do not
work under a raised body unless body safety
cables, props or pins are in place to hold the
body in up position.
4. Do not repair or service the truck while the
engine is running, except when adjustments
Any operating fluid, such as hydraulic oil or
can only be made under such conditions. Keep
brake fluid, escaping under pressure can have
a safe distance from moving parts.
sufficient force to enter a person's body by
5. When servicing any air conditioning system with penetrating the skin. Serious injury and possibly
refrigerant, wear a face shield and cold resistant death may result if proper medical treatment by a
gloves for protection against freezing. Be sure physician familiar with this injury is not received
to follow all current regulations for handling and immediately.
recycling refrigerants.
6. Follow package directions carefully when using
cleaning solvents. 11. Relieve pressure in lines or hoses before
7. If an auxiliary battery assist is needed, first use making any disconnects.
one cable to connect the 24V positive (+) post 12. After adjustments or repairs, replace all shields,
of the disabled truck batteries to the 24V screens and clamps.
positive (+) post of the auxiliary assist. Use a
13. Only a qualified operator or maintenance
second cable to connect the 24V negative (-)
personnel who are also qualified in truck
post of the auxiliary assist battery to a frame
operation should move the truck under its own
ground (-) on the disabled truck away from the
power in the repair facility or during road testing
battery.
after repairs are complete.
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 the electronic
control components before making welding
repairs. (It is not necessary to disconnect or
remove any control circuit cards on electric
drive dump trucks or any of the “AID” circuit
control cards.)
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, sus-
pensions or hydraulic cylinders. Always avoid
laying welding cables over or near the vehicle
electrical harnesses. Welding voltage could be
induced into the electrical harness and possibly
cause damage to components.

A3-14 General Safety & Operating Instructions A03032

SPECIAL PRECAUTIONS FOR WORKING
ON AN AC DRIVE TRUCK
Preliminary Procedures Before Welding or
Performing Maintenance
Prior to welding and/or repairing an AC drive dump
truck, maintenance personnel should notify a
Komatsu service representative. Only qualified
personnel, specifically trained for servicing the AC
drive system, should perform this service.
If it is necessary to perform welding or repair to the
truck without the field engineer present, the following
procedures should be followed to ensure that the
truck is safe for maintenance personnel to work on
and to reduce the chance for damage to equipment.
Anytime the engine is running, do not open any
of the cabinet doors or remove any covers. Do
not use any of the power cables for hand holds or
foot steps. Do not touch the retarding grid
elements.
Before opening any cabinets or touching a
retarding grid element or a power cable, the
engine must be shutdown and the red drive
system warning lights must not be illuminated.
A03032 General Safety & Operating Instructions
Normal Engine Shutdown Procedure
1. Stop the truck out of the way of other traffic on
a dy, level surface (if possible) that is free of
overhead power lines or other obstructions in
case the dump body should need to be raised.
a. Reduce engine speed to idle. Allow the
engine to cool gradually by running it at low
idle for approximately 5 minutes.
b. Place the directional control lever in PARK.
c. Ensure that the parking brake applied
indicator light in the overhead panel is
illuminated.
2. Place the rest switch in the ON position to put
the AC drive system in “rest” mode. Be sure the
“rest” indicator light in the overhead panel is
illuminated.
3. After the engine is cooled down, turn the key
switch counterclockwise to the OFF position for
normal engine shutdown.
If the engine does not shutdown with the key
switch, use the engine shutdown switch on the
operator cab center console. Hold this switch
down until the engine stops.
4. With the key switch OFF and the engine
stopped, wait at least 90 seconds. Make sure
the steering circuit is completely bled down by
turning the steering wheel back and forth
several times. No front wheel movement will
occur when hydraulic pressure is relieved. If the
vehicle continues to steer after shutdown, notify
maintenance personnel.
5. Verify that all the link voltage lights are off (one
on back wall of operator cab, and two on deck
control cabinets). Notify maintenance personnel
if any light remains illuminated longer than five
minutes after engine shutdown.
6. Close and lock all windows, remove the key
from the key switch, and lock the cab to prevent
possible unauthorized truck operation.
Dismount the truck properly. Put wheel chocks
in place.
A3-15
Engine Shutdown Procedure Before Welding or
Performing Maintenance
Normal operation of the AC drive system at
shutdown should leave the system safe to service.
However, in the event of a system failure, performing
the following procedure prior to any maintenance
activities will ensure that no hazardous voltages are
present in the AC drive system.
1. Before shutting down the engine, verify the
status of all the drive system warning lights on
the overhead display panel. Use the lamp test
switch to verify that all lamps are functioning
properly.
If any of the red drive system warning lights
remain on, do not attempt to open any cabinets,
disconnect any cables, or reach inside the
retarding grid cabinet without a trained drive
system technician present, even if the engine is
off. Only qualified personnel, specifically
trained for servicing the AC drive system,
should perform this service.
2. If all red drive system warning lights are off,
follow the “Normal Engine Shutdown
Procedure” on the prevoius page.
3. After the engine has been stopped for at least
five minutes, inspect the link voltage lights on
the exterior of the main control cabinet and
back wall of the operator's cab (DID panel). If all
lights are off, it is safe to work on the retarding
grids, wheel motors, alternator and related
power cables.
4. Locate the GF cut-out switch in the access
panel on the left side of the main control
cabinet. Place the switch in the “alternator
cutout” position. This will prevent the alternator
from re-energizing and creating system voltage
until the switch is returned to its former position.
5. Before welding on the truck, disconnect all
electrical harnesses from the Engine Control
System (ECS) inside the electrical cabinet
behind the operator's cab. Also, disconnect the
ground strap from the ECS.
6. Do not weld on the rear of the control
cabinet! The metal panels on the back of the
cabinet are part of capacitors and cannot be
heated.
7. Do not weld on the retarding grid exhaust
louvers! They are made of stainless steel.
Some power cable panels throughout the truck
are also made of aluminum or stainless steel.
They must be repaired with the same material
or the power cables may be damaged.
A3-16 General Safety & Operating Instructions
8. Power cables must be cleated in wood or other
non-ferrous materials. Do not repair cable
cleats by encircling the power cables with metal
clamps or hardware. Always inspect power
cable insulation before servicing the cables and
returning the truck to service. Discard cables
with broken insulation.
10. Power cables and wiring harnesses should be
protected from weld spatter and heat.
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.
Always 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.
Before doing any welding on the truck,
disconnect the battery charging alternator lead
wire and isolate electronic control components.
Also, always disconnect the negative and
positive battery cables of the vehicle. Failure to
do so may seriously damage the battery and
electrical equipment.
Never allow welding current to pass through
ball bearings, roller bearings, suspensions or
hydraulic cylinders.
11. If the red lights on the exterior of the control
cabinet and/or the back wall of the operator's
cab continue to be illuminated after following
the above procedure, a fault has occurred.
Leave all cabinet doors in place. Do not touch
the retarding grid elements. Do not disconnect
any power cables or use them as hand or foot
holds.
Notify your Komatsu service representative
immediately. Only qualified personnel,
specifically trained for servicing the AC drive
system, should perform this service.
12. Replace all covers and doors. Place the GF
cutout switch and battery disconnect switches
in their original positions. Reconnect all
harnesses prior to starting the truck.
Leave the drive system in the “rest” mode until
the truck is to be moved.
A03032
 OPERATING INSTRUCTIONS
PREPARING FOR OPERATION
The safest trucks are those which have been
properly prepared for operation. At the beginning of
each shift, a careful check of the truck should be
made before attempting to start the engine.
Safety is thinking ahead. Prevention is the best
safety program. Prevent a potential accident by
knowing the employer's safety requirements, all
necessary job site regulations, and use and care of
the safety equipment on the truck. Only qualified
operators or technicians should attempt to operate or
maintain a Komatsu truck.
Safe practices start before the operator gets to the
equipment.
• Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc.,
can catch on a protrusion and cause a potential
hazard.
• Always use the personal safety equipment
provided for the operator such as hard hats,
safety shoes, safety glasses or goggles. There
are some conditions when protective hearing
devices should 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, a walk-around
inspection should be performed before attempting to
start the engine. A walk-around inspection is a
systematic ground level inspection of the truck and
its components to ensure that the truck is safe to
operate before entering the operator's cab.
Start at the left front corner of the truck (see the
illustration on the next page) and move in a
counterclockwise direction. Move front-to-rear,
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 from the same point and in the same
direction before every shift, many potential problems
may be avoided or scheduled for maintenance.
Unscheduled downtime and loss of production can
be reduced as a result.
Local work practices may prevent an operator from
performing all tasks suggested here. To the extent
permitted, the operator should follow this routine.
A03032 General Safety & Operating Instructions
High voltage may be present on this truck! DO
NOT open any electrical cabinet doors on this
truck while the engine is running. Never climb on
any power cables or use power cables for
handholds or footholds unless the engine has
been shut down and the system has been verified
to be at “rest”.
1. Start at left front of truck. Visually inspect all
lights and safety equipment for damage. Make
sure the lenses are clean and unbroken.
2. Empty the dust collectors on the left side air
cleaner assemblies. (A ladder may be
necessary to reach the air cleaners.) Make sure
the battery box covers are in place and secure.
3. Move in front of the left front tire. Inspect the hub
and brake assemblies for leaks and any
abnormal conditions.
4. Check that all suspension attaching hardware is
secure. Inspect the mounting key area for
evidence of wear. Check that the suspension
extension (exposed piston rod) is correct and
that there are no leaks.
5. With the engine stopped, check the engine oil
level. Use the service light, if necessary.
6. Inspect the air conditioner belts for correct
tension, obvious wear, and tracking. Check that
the fan guard is secure and in good condition.
When leaving this point, turn off the service light
if used.
7. Make sure the anchor end of the steering
cylinder is secure and properly greased.
8. Move outside of the front wheel. Make sure all of
the attaching nuts/studs are in place and tight.
Check the tires for cuts, damage, or bubbles.
Check for evidence of incorrect tire inflation.
9. Move in behind the front wheel. Check that the
steering cylinder is properly greased and the
attaching hardware is tight. Check the
suspension attaching hardware and suspension
extension. Make sure the suspension protective
boot is in good condition. Inspect the hub and
brakes for any unusual conditions. Check the
entire area for leaks.
A3-17
 START HERE

A3-18 General Safety & Operating Instructions A03032

 10. Inspect the sight glass on the hydraulic tank.
With the engine stopped and the body down,
hydraulic fluid must be visible in the upper sight
glass.
11. Verify all hydraulic tank shut off valves are
locked in their fully open positions.
12. Move around the hydraulic tank and in front of
the rear dual tires. Inspect the hoist cylinder for
any damage and leaks. Make sure both upper
and lower hoist cylinder pins are secure and
properly greased.
13. Look under the lower edge of the chassis to
make sure the flexible duct that carries the air
from the main blower to the final drive housing
is in good condition. Also look up at the main
hydraulic pumps to see if there is any leakage
or any other unusual condition with the pumps
or pump drive shafts.
14. Move around the left side dual tires. Check that
all wheel nuts/studs are in place and tight.
Inspect the wheel for any oil that would indicate
brake leakage or wheel motor leakage.
15. Check the dual tires for cuts, damage, and
bubbles. Verify that tire inflation is correct. If the
truck has been run on a "flat," the tire must be
cooled before moving the truck inside. Check
for any rocks that might be lodged between the
dual tires.
16. Inspect the left rear suspension for damage,
correct rod exposure, and leaks. Ensure that
the covers over the chrome piston rod are in
good condition.
17. Open the rear hatch cover. Inspect for leaks
around the parking brakes. Make sure the
cooling air exhaust ductwork is intact and there
are no obstructions.
18. While standing at the rear hatch, look up to
check that the rear lights and back-up horns are
in good condition. Look up at panhard rod to
check that it is properly greased. Also check
both body hinge pins for proper greasing and
any abnormal condition. Check the hoist limit
switch and clear any mud or debris from the
contacts.
19. Perform the same inspections on the right rear
suspension.
20. Move around the right side dual tires. Inspect
between the tires for rocks. Inspect the tires for
cuts, damage and proper inflation.
A03032 General Safety & Operating Instructions
21. Check that all wheel nuts/studs are in place and
tight. Inspect the wheel for any oil that would
indicate brake leakage or wheel motor leakage.
22. Move in front of right dual tires. Inspect the hoist
cylinder in the same manner as the left side.
Make sure the body up limit switch is secure
and in good condition. Remove any mud or dirt
accumulation from the switch.
23. Move around the fuel tank. Inspect the fuel
gauge. This should agree with the fuel gauge in
the cab. Inspect the attaching hardware for the
fuel tank at the upper saddles and at the lower
back side of the tank. Check the hoist filters for
leaks.
24. Move in behind the right front wheel. Check that
the steering cylinder is properly greased and
the attaching hardware is secure. Check the
suspension attaching hardware and suspension
extension. Make sure the suspension protective
boot is in good condition. Inspect the hub and
brakes for any unusual conditions. Check the
entire area for leaks.
25. Move out and around the right front wheel.
Check that all wheel nuts/studs are in place and
tight.
26. Move behind the front of the right front wheel.
Check the hub and brakes for leaks and any
unusual conditions. Check that the steering
cylinder is secure and properly greased. Inspect
the engine compartment for any leaks and
unusual conditions. Inspect the fan guard and
belts. Check for any debris behind the radiator.
27. Inspect the auto lube system. See Section 42,
Automatic Lubrication System, for more
information about the auto lube system.
28. Move around to the right front of the truck.
Empty the dust collectors on the right side air
cleaner assemblies. (A ladder may be
necessary to reach the air cleaners.)
29. As you move in front of the radiator, remove any
debris that is stuck in front of the radiator.
Check for any coolant leaks. Inspect the
headlights and fog lights.
30. Before climbing the ladder to first level, make
sure the ground level engine shutdown switch is
ON. Inspect the fire control actuator. Make sure
the safety pin is in place and the plastic tie that
prevents accidental actuation is in place and in
good condition. Make sure the battery
disconnect switches are activated.
A3-19

Always mount and dismount ladders facing the
truck. Never attempt to mount or dismount while
the truck is in motion.
31. Always use handrails and ladders when
mounting or dismounting the truck. Clean any
foreign material such as ice, snow, oil or mud
from the ladders and handrails.
If the engine has been running, allow the coolant
to cool before removing the fill cap or draining
the radiator. Serious burns may result if skin
comes in contact with hot coolant.
32. Use the coolant level sight gauge to check the
coolant level in the radiator. If it is necessary to
remove the radiator cap, make sure the engine
is shut down and relieve coolant pressure by
slowly removing the radiator cap.
33. Inspect the retarding grid covers. Make sure the
latches are in place and secure. Inspect the
main air inlet to be sure it is clear. Make sure all
cabinet door latches are secure.
34. Move around to the rear of the cab. Open the
doors of the brake cabinet and check inside the
cabinet for leaks.
35. Clean the cab windows and mirrors. Clean out
the cab floor, if necessary. Make sure the
steering wheel, operator controls, and pedals
are free of any grease or mud.
36. Stow any personal gear in the cab so that it
does not interfere with any operation of the
truck. Dirt or trash buildup, specifically in the
operator's cab, should be cleared. Do not carry
tools or supplies in the cab or on the deck.
37. Adjust the seat and the steering wheel for the
operator’s comfort.
38. Before operating the truck, read about and
understand the locations and functions of all
operator controls listed in Section 32, Operator
Cab And Controls, in the Operation &
Maintenance Manual.
A3-20 General Safety & Operating Instructions
ENGINE START-UP
Never attempt to start the engine by shorting
across the starter terminals. This may cause fire,
or serious injury or death to anyone in the
machine’s path. Start the engine from the
operator’s seat only.
If the truck is equipped with an auxiliary cold
weather heater system, do not attempt to start
the engine while the heaters are in operation.
Damage to the coolant heaters will result!
1. Make sure all personnel are clear of the truck
before starting the engine. Always sound the
horn as a warning before moving any controls.
2. If the truck is in an enclosure, make sure there is
adequate ventilation before start-up. Exhaust
fumes are dangerous!
3. Make sure the parking brake switch is in the ON
position and the selector lever is in NEUTRAL
before starting.
4. Place the rest switch in the ON position (put
drive system in "rest" mode of operation). For
more information, refer to Section 32, Operator
Cab And Controls, in the Operation &
Maintenance Manual.
Do not crank an electric starter for more than 30
seconds. Allow two minutes for cooling before
attempting to start the engine again. Severe
damage to the starter motors can result from
overheating.
5. The key switch is a three-position switch
(OFF, RUN, START).
a. Turn the key switch one position clockwise to
the RUN (not START) position. All electrical
circuits except the start circuit are activated.
b. Turn the key switch fully clockwise to the
START position and hold this position until
engine starts. The START position is spring-
loaded and will return to RUN when the key
is released.
A03032
NOTE: This truck is equipped with an engine prelube
system. With this feature, a noticeable time delay
may occur before engine cranking begins as the
engine lube oil passages are being filled and
pressurized.
6. After the engine has started, place the rest
switch in the OFF position to de-activate the
"rest" mode of operation. Refer to Section 32,
Operator Cab And Controls, in the Operation &
Maintenance Manual for more information on
the rest switch.
A03032 General Safety & Operating Instructions
AFTER ENGINE HAS STARTED
1. Become thoroughly familiar with the steering
and emergency controls. After the engine has
started and the low pressure and warning
systems are normal, test the truck steering in
the extreme right and left directions. If the
steering system is not operating properly, shut
down the engine immediately. Determine the
steering system problem and have it repaired
before resuming operation.
2. Operate each of the truck's brake circuits at
least twice before operating and moving the
truck. These circuits include the service brake,
parking brake, and brake lock. With the engine
running and the hydraulic circuit fully charged,
activate each circuit individually from the
operator's cab. If any application or release of
any brake circuit appears sluggish or improper,
or if warning alarms are activated upon
application or release, shut down the engine
and notify maintenance personnel immediately.
Do not operate the truck until the faulty brake
circuit is fully operational.
3. Check the gauges, warning lights, and
instruments before moving the truck to ensure
proper system operation and proper instrument
functioning. Pay special attention to braking and
steering circuit hydraulic warning lights. If
warning lights come on, shut down the engine
immediately and determine the cause.
4. Make sure the headlights, worklights, and
taillights are in proper working order. Check the
operation of windshield wiper. Good visibility
may help prevent an accident.
5. When the truck body is in the dump position, do
not allow anyone beneath it unless the body-up
retaining pin or cable is in place.
6. Do not use the fire extinguisher for any purpose
other than putting out a fire. If a fire extinguisher
is discharged, report the occurrence so the
used unit can be refilled or replaced.
7. Do not allow unauthorized personnel to ride in or
on the truck. Do not allow anyone to ride on the
ladder of the truck.
8. Do not leave the truck unattended while the
engine is running. Shut down the engine and
apply the parking brake before getting out of the
cab.
A3-21
MACHINE OPERATION SAFETY
PRECAUTIONS
After the engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to ensure safe machine operation.
If any of the red warning lights come on or if any
gauge reads in the red area during truck
operation, a malfunction is indicated. Stop the
truck as soon as possible and shut down the
engine. Have the problem corrected before
resuming truck operation.
The truck is equipped with "slip/slide" control. If
this function becomes inoperative, operating the
truck with stalled or free spinning wheel motors
may cause serious damage to the wheel motors.
If the truck does not begin to move within 10
seconds after depressing the throttle pedal
(selector lever in a drive position), release the
throttle pedal and allow the wheels to regain
traction before accelerating again.
1. Always look to the rear before backing the truck.
Watch for and obey the ground spotter's hand
signals before making any reverse movements.
Sound the warning horn (three blasts). The
spotter should have a clear view of the entire
area at the rear of the truck.
2. Operate the truck only while properly seated
with seat belt fastened. Keep hands and feet
inside the cab while the truck is in operation.
3. Check the gauges and instruments frequently
during operation for proper readings.
4. Observe all regulations pertaining to the job
site's traffic pattern. Be alert to any unusual
traffic pattern. Obey the spotter's signals.
5. Match the truck speed to haul road conditions.
Slow down the truck in congested areas. Keep
a firm grip on the steering wheel at all times.
6. Do not allow the engine to run at idle for
extended periods of time.
7. Check the parking brake periodically during your
shift. Use the parking brake only for parking. Do
not use the parking brake for loading or
dumping. Do not attempt to apply the parking
brake while the truck is moving!
A3-22 General Safety & Operating Instructions
Do not use the brake lock or the emergency
brake (if equipped) for parking. With the engine
stopped, hydraulic pressure will bleed down,
allowing the brakes to release.
8. Check the brake lock performance periodically
for safe loading and dump operation.
9. Proceed slowly on rough terrain to avoid deep
ruts or large obstacles. Avoid traveling close to
soft edges or the edge of a fill area.
10. Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
OPERATING ON THE HAUL ROAD
1. Always stay alert! If you are unfamiliar with the
road, drive with extreme caution. The cab doors
should remain closed at all times if the truck is
in motion or unattended.
2. Obey all road signs. Operate the truck so it is
under control at all times. Govern the truck
speed by the road conditions, weather, and
visibility. Report poor haul road conditions
immediately. Muddy or icy roads, pot holes, or
other obstructions can present hazards.
3. Initial propulsion with a loaded truck should
begin from a level surface whenever possible. If
there are circumstances where starting on a hill
or grade cannot be avoided, refer to Starting On
A Grade With A Loaded Truck on page A3-23.
4. When backing up the truck, give a back-up
signal of three blasts on the horn. When starting
forward, give two blasts on the horn. These
signals must be given each time the truck is
moved forward or backward.
5. Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
6. Maintain a safe distance when following another
vehicle. Never follow another vehicle in the
same lane closer than 15 m (50 ft). When
driving on a downgrade, this distance should be
at least 30 m (100 ft).
7. Do not stop or park on a haul road unless it is
unavoidable. If you must stop, move the truck to
a safe place, apply the parking brake, and shut
down the engine before leaving cab. Block the
wheels securely and notify maintenance
personnel for assistance.
A03032
 8. Before starting up or down a grade, maintain a
speed that will ensure safe driving and provide
effective retarding under all conditions. Refer to
Dynamic Retarding in Section 32, Operator Cab
And Controls, in the Operation & Maintenance
Manual. The grade/speed retard chart in the
operator's cab should always be referenced to
determine the maximum safe truck speeds for
descending various grades with a loaded truck.
9. When operating the truck in darkness, or when
visibility is poor, do not move the truck unless all
headlights, clearance lights, and tail lights are
on. Do not back up the truck if the back-up horn
or lights are inoperative. Always dim the
headlights when meeting oncoming vehicles.
10. If the emergency steering light and/or low brake
pressure warning light (if equipped) illuminate
during operation, steer the truck immediately to
a safe area away from other traffic, if possible,
and stop the truck. Refer to Step 7.
11. Check the tires for proper inflation periodically
during your shift. If the truck has been run on a
"flat", or under-inflated tire, it must not be
parked in a building until the tire cools.
STARTING ON A GRADE WITH A
LOADED TRUCK
Initial propulsion with a loaded truck should begin
from a level surface whenever possible. If there are
circumstances when starting on a hill or grade cannot
be avoided, use the following procedure:
1. Fully depress the retarder/service brake pedal.
Do not use the retarder lever to hold the truck
on the grade. With the service brakes fully
applied, move the selector lever to a drive
position (FORWARD/REVERSE) and increase
the engine rpm with the throttle pedal.
2. As the engine rpm approaches the maximum,
and the operator senses the propulsion effort
working against the brakes, release the brakes
and let truck movement start. Completely
release the retarder/service brake pedal. As the
truck speed increases above 5-8 kph (3-5 mph),
the propulsion system control (PSC) will drop
the propulsion if the retarder is still applied.
Releasing and re-applying dynamic retarding
during a hill start operation will result in loss of
propulsion.
A03032 General Safety & Operating Instructions
PASSING
1. Do not pass another truck on a hill or blind
curve. Only use areas designated for passing.
2. Before passing, make sure the road ahead is
clear. If a disabled truck is blocking your lane,
slow down and pass with extreme caution.
LOADING
1. Pull into the loading area with caution. Remain
at a safe distance while the truck ahead is being
loaded.
2. Do not drive over unprotected power cables.
3. When approaching or leaving a loading area,
watch out for other vehicles and personnel
working in the area.
4. When pulling in under a loader or shovel, follow
the spotter or shovel operator’s signals. The
truck operator may speed up loading operations
by observing the location and loading cycle of
the truck being loaded ahead, then follow a
similar pattern.
5. During loading, the operator must stay in the
cab with the engine running. Place the
directional control lever in NEUTRAL and apply
the wheel brake lock.
6. When loaded, pull away from shovel as quickly
as possible but with extreme caution.
DUMPING
Raising The Dump Body
1. Pull into the dump area with extreme caution.
Make sure the area is clear of persons and
obstructions, including overhead utility lines.
Obey signals directed by the spotter, if present.
2. Avoid unstable areas. Stay a safe distance from
the edge of the dump area.
To prevent tipping or rolling, position the truck
on a solid, level surface before dumping. As the
body raises, the truck center of gravity will move.
3. Carefully maneuver the truck into the dump
position. When backing the truck into the dump
position, use only the foot-operated brake pedal
to stop and hold the truck. Do not rely on the
wheel brake lock to stop the truck. This control
is not modulated and applies the rear service
brakes only.
A3-23
 4. When the truck is stopped and in the dump
position, apply the wheel brake lock and move
the directional control lever to NEUTRAL.
Dumping very large rocks (10% of payload or
greater) or sticky material (loads that do not flow
freely from the body) may allow the material to
move too fast and cause the body to move
rapidly and suddenly. This sudden movement
may jolt the truck violently and cause possible
injury to the operator and/or damage to the hoist
cylinders, frame, and/or body hinge pins.
5. Pull the lever to the rear to actuate the hoist
circuit. Releasing the lever anywhere during
"hoist up" will hold the body at that position.
6. Raise the engine rpm to accelerate the hoist
speed.
If dumping very large rocks or sticky material as
described in the WARNING above, slowly
accelerate the engine to raise the body. When
the material starts to move, release the hoist
lever to the HOLD position. If the material does
not continue moving and clear the body, repeat
this procedure until the material has cleared the
body.
7. Reduce the engine rpm as the last stage of the
hoist cylinder begins to extend. Let the engine
go to low idle as the last stage reaches half-
extension.
8. Release the hoist lever as the last stage of the
hoist cylinder reaches full extension.
9. After the material being dumped clears the
body, lower the body to the frame.
A3-24 General Safety & Operating Instructions
Lowering The Dump Body
(When dumping on flat ground):
It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to
clear the material) before the body can be lowered.
1. Shift the selector lever to FORWARD, release
the brake lock, depress the override button, and
drive just far enough forward for the body to
clear the material.
2. Stop, shift the selector lever to NEUTRAL, and
apply the brake lock.
3. Move the hoist lever forward to the DOWN
position. Release the lever to place the hoist
control valve in the FLOAT position, which
allows the body to return to the frame.
If dumped material builds up at the rear of the
body and the body cannot be lowered, then
perform the following steps:
a. Move the hoist lever back to the RAISE
position to fully raise the dump body. Then
release the hoist lever so it returns to the
HOLD position.
b. Shift the selector lever to FORWARD,
release the brake lock, depress the override
button, and drive forward to clear the
material.
c. Stop, shift the selector lever to NEUTRAL,
apply the brake lock, and lower the body.
NOTE: Failure to "hoist" the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
The truck should not be moved with the dump
body raised except in an emergency. Failure to
lower body before moving truck may cause
damage to hoist cylinders, frame and/or body
hinge pins.
4. With the body returned to frame, move the
selector lever to FORWARD, release the brake
lock, and leave the dump area carefully.
A03032
Lowering The Dump Body
(When dumping over a berm or into a crusher):
1. Move the hoist lever forward to the DOWN
position. Release the lever to place the hoist
control valve in the FLOAT position, which
allows the body to return to the frame.
If dumped material builds up at the rear of the
body and the body cannot be lowered, perform
the following steps:
a. Move hoist lever back to the HOIST position
to fully raise the dump body. Release the
hoist lever so it returns to the HOLD position.
NOTE: Do not drive forward if the tail of body will not
clear the crusher wall in the fully raised position.
b. Shift the selector lever to FORWARD,
release the brake lock, depress the Override
button, and drive forward to clear the
material.
c. Stop, shift the selector lever to NEUTRAL,
apply the brake lock and lower the body.
NOTE: Failure to "hoist" the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
The truck should not be moved with the dump
body raised except in an emergency. Failure to
lower the body before moving the truck may
cause damage to the hoist cylinders, frame and/
or body hinge pins.
2. With the body returned to the frame, move the
selector lever to FORWARD, release the brake
lock, and leave the dump area carefully.
A03032 General Safety & Operating Instructions
TOWING
Before towing a truck, many factors must be carefully
considered. Serious personal injury and/or significant
property damage may result if important safety
practices, procedures and preparation for moving
heavy equipment are not observed. Do not tow the
truck any faster than 8 kph (5 mph).
Information about the towing attachments listed
below is available from your Komatsu service
representative:
Front Bumper Modification Kit - MK3941: This kit
contains the parts necessary to modify the front
bumper for installation of towing bosses. One
MK3941 kit is required for each truck in the fleet.
Tow Adaptor Structure - MK3945: This structure
must be ordered (or designed) to mate with the
intended towing vehicle and is intended for towing an
unloaded vehicle only.
A disabled machine may be towed after the following
precautions have been taken.
1. Shut down the engine.
2. If the truck is equipped, install hydraulic
connections for steering and dumping between
towing and towed vehicles. Check the towed
vehicle braking system.
3. If the truck is loaded, dump the entire load.
Never pull or tow a loaded truck. Refer to
Disabled Truck Dumping Procedure on page
A3-28.
4. Make sure the tow bar has adequate strength
(approximately 1.5 times the gross vehicle
weight of truck being towed).
5. Make sure the towing vehicle has adequate
capacity to both move and stop the towed truck
under all conditions.
6. Block the disabled truck to prevent movement
while attaching the tow bar.
7. Release the disabled truck’s brakes and remove
the blocking.
8. Sudden movement may cause tow bar failure.
Smooth, gradual truck movement is preferred.
9. Minimize the tow angle at all times. Never
exceed 30 degrees. The towed truck must be
steered in the direction of the tow bar.
A3-25
SAFE PARKING PROCEDURES
Continue to use safety precautions when preparing
for parking and engine shutdown.
If the equipment is being used in consecutive shifts,
any questionable truck performance the operator
may have noticed must be checked by maintenance
personnel before the truck is released to another
operator.
1. The truck should be parked on level ground, if
possible. If the truck must be parked on a
grade, the truck should be positioned at a right
angle to the grade.
2. The parking brake must be applied and/or
chocks placed in front of and behind the wheels
so the truck cannot roll. Each truck should be
parked at a reasonable distance from one
another.
Do not activate the wheel lock feature when the
parking brake is activated. Bleed down of
hydraulic pressure may occur, causing the truck
to roll away.
3. Haul roads are not safe parking areas. In an
emergency, pick the safest spot that is most
visible to other machines in the area. If the truck
becomes disabled where traffic is heavy, mark
the truck with warning flags in daylight or flares
at night.
A3-26 General Safety & Operating Instructions
NORMAL ENGINE SHUTDOWN
PROCEDURE
Follow this procedure at each engine shutdown.
1. Stop the truck out of the way of other traffic on a
level surface. Make sure there are no overhead
power lines or other obstructions in case the
dump body must be raised.
a. Reduce the engine speed to idle.
b. Place the directional control lever in PARK.
c. Ensure that the parking brake applied
indicator light in the overhead panel is
illuminated.
d. Allow the engine to cool gradually by running
at low idle for 3 to 5 minutes, or activate the
5 minute shutdown delay timer as described
in Delayed Engine Shutdown Procedure on
the following page.
2. Place the rest switch in the ON position to put
the AC drive system in the "rest" mode of
operation. Makee sure the "rest" indicator light
in the overhead panel is illuminated.
3. With the engine cooled down, turn the key
switch counterclockwise to the OFF position for
normal engine shutdown.
If the engine does not shutdown with the key
switch, use the engine shutdown switch on the
operator cab center console. Hold this switch
down until the engine stops.
4. With the key switch OFF and engine stopped,
wait at least 90 seconds. Make sure the
steering circuit is completely bled down by
turning the steering wheel back and forth
several times. No front wheel movement will
occur when the hydraulic pressure is relieved. If
the vehicle continues to steer after shutdown,
notify maintenance personnel.
5. Make sure all link voltage lights are off (one on
back interior wall of operator cab, two on
electrical cabinet, on deck). Notify maintenance
personnel if a light remains illuminated for
longer than five minutes after the engine is shut
down.
6. Close and lock all windows. Remove the key
from the key switch and lock the cab to prevent
unauthorized truck operation. Dismount the
truck properly. Put wheel chocks in place.
A03032
DELAYED ENGINE SHUTDOWN
PROCEDURE
1. Stop the truck out of the way of other traffic on a
level surface and free of overhead power lines
or other obstructions in case dump body needs
to be raised.
a. Reduce the engine speed to low idle.
b. Place the directional control lever in PARK.
c. Ensure that the parking brake applied
indicator light in the overhead panel is
illuminated.
2. Place the rest switch in the ON position to put
the AC drive system in the "rest" mode of
operation. Be sure the "rest" indicator light in
the overhead panel is illuminated.
3. Press the top of the engine
shutdown switch to select the
ON (center) position. Press the
top of the switch again to
activate the timer delay
(MOMENTARY position). Release the switch
and allow it to return to the ON position.
When the engine shutdown timer
has been activated, the timer
delay indicator light in the
overhead status panel will
illuminate to indicate that the
shutdown timing sequence has started. The
engine will continue to idle for approximately 5
minutes to allow for proper engine cool-down
before stopping.
SUDDEN LOSS OF ENGINE POWER
If the engine suddenly stops, there is enough
hydraulic pressure stored in the brake and steering
accumulators to allow the operation of the steering
and brake functions. However, this oil supply is
limited, so it is important to stop the truck as quickly
and safely as possible after the loss of engine power.
If the brake supply pressure drops to a pre-
determined level, the "low brake pressure" warning
light 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
apply automatically to stop the truck.
1. Bring the truck to a safe stop as quickly as
possible by using the foot pedal to apply the
service brakes. If possible, safely steer the
truck to the side of the road while braking.
Dynamic retarding will not be available. Do not
use the service brakes for continuous retarding
purposes.
2. Apply the parking brake as soon as the truck
has stopped moving.
3. Turn the key switch to the OFF position and
notify maintenance personnel immediately.
4. If traffic is heavy near the disabled machine,
mark the truck with warning flags during
daylight hours or use flares at night. Adhere to
local regulations.

4. Turn the key switch counterclockwise to the

OFF position to cause the engine to shutdown
when the timing sequence is complete. When
the engine stops, this will activate the hydraulic
bleeddown timer and turn off the 24 VDC
electric circuits controlled by the keyswitch.
NOTE: To cancel the 5 minute idle timer sequence,
press the timer delay shutdown switch to the OFF
(lower) position. If the key switch is in the OFF
position, the engine will stop. If the key switch is in
the ON position, the engine will continue to run.

A03032 General Safety & Operating Instructions A3-27

DISABLED TRUCK DUMPING
PROCEDURE
Sometimes it is necessary to dump a load from the
body of a truck if the hoist system is inoperable. The
following instructions describe the use of a “good"
truck to provide the hydraulic power required to raise
the body of the "disabled" truck to dump the load.
In the following example, Figure 30-1 illustrates a
typical hookup from the good truck. The disabled
truck may be another model 930E or a different
Komatsu model.
Hookup
Make sure there is an adequate, clear area to dump
the loaded body. When the good truck is in position,
shut down the engine and allow the hydraulic system
to bleed down. Be sure the pressure has bled off
before connecting the hoses.
1. With the good truck parked as close as possible
to the disabled truck, attach a hose from the
power up quick disconnect (4, Figure 30-1) to
the power down circuit of the disabled truck.
The hose must be rated to withstand 2500 psi
(17 MPa) or greater pressure.
NOTE: The power down circuit will use a smaller
diameter hose (tube) than the power up circuit.
2. Connect another hose from the power down
quick disconnect (3) to the power up circuit of
the disabled truck.
NOTE: If both trucks are a model 930E, the hoses
will be installed at the quick disconnects shown in
Figure 30-1 and will be crossed when connected.
Raising the Body
1. On the disabled truck, move the hoist control
lever to power up and then release it to place
the hoist pilot valve in the HOLD position (leave
in this position during entire procedure).
2. Start the engine on the good truck, place the
hoist control in the POWER DOWN position and
increase the engine rpm to high idle to dump
the disabled truck. If the body of the disabled
truck fails to raise, increase the good truck
power down relief pressure as follows:
a. Shut down engine and allow the hydraulic
system to bleed down.
A3-28 General Safety & Operating Instructions
b. Remove the cap from the hoist pilot valve
relief valve (2, Figure 30-1) located in the
hydraulics components cabinet behind the
cab. While counting the number of turns,
slowly turn the relief valve adjustment screw
clockwise until it bottoms. Repeat Step 2.
FIGURE 30-1. PUMP MODULE, HOSE HOOKUP
1. Hoist Valve
2. Tubes to LH Hoist Cylinder
3. Power Down Quick Disconnect (Connect to power
up circuit of disabled truck.)
4. Power Up Quick Disconnect (Connect to power
down circuit of disabled truck.)
5. Overcenter Manifold
Lowering the Body
1. Place the hoist lever of the good truck in FLOAT
to lower the body. If necessary, momentarily
place the hoist control in POWER UP until the
body is able to descend in FLOAT. Do not
accelerate the engine.
2. After the body is lowered, shut down the truck,
bleed the hydraulic system, and disconnect the
hoses.
3. Reduce the power down relief valve pressure on
the good truck to normal by turning the
adjustment counterclockwise the same number
of turns as required in Step 2b of “Raising the
Body.”
4. Check the power down relief pressure. Refer to
Section L, Hydraulic Check-Out Procedure.
5. Check the hydraulic tank oil level.
A03032
 WARNINGS AND CAUTIONS
The following pages give an explanation of the KEY SWITCH
warning, caution, and service instruction plates and
decals attached to the truck. The plates and decals A warning decal is below the key switch located to
listed here are typical of this Komatsu model, but the right of the steering column on the instrument
because of customer options, individual trucks may panel. The warning stresses the importance of
have plates and decals that are different from those reading the operator's manual before operation.
shown here.
The plates and decals must be kept clean and
legible. If any decal or plate becomes damaged or
illegible, replace it with a new one.

GRADE/SPEED CHART
A grade/speed retard chart is located on the left front
post of the operator's cab. It provides the
recommended maximum speeds to be used when
descending various grades with a loaded truck.
Always refer to the decal in operator's cab. This
decal may change with optional truck equipment
such as wheel motor drive train ratios, retarding
grids, tire sizes, etc.

ROPS/FOPS
A plate attached to the right rear corner of the cab
states that the Rollover Protective Structure (ROPS)
and Falling Object Protective Structure (FOPS) meet
various SAE performance requirements.
The plate also contains a WARNING about making
modifications or repairs to the structure.
Unauthorized modifications or repairs will void the
certification.

A04061 Warnings and Cautions A4-1

BATTERIES
Attached to the exterior of both battery CRUSHING HAZARD
compartments is a danger decal which stresses the
Warning plates are mounted on the frame in front of
need to keep from making any sparks near the
both front tires and to the rear of both front tires.
battery. When another battery or 24VDC power
They warn that the clearances change when the
source is used for auxiliary power, all switches must
truck is steered and could cause serious injury.
be OFF before making any connections. When
connecting auxiliary power cables, positively
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
battery or near the battery box. This hookup
completes the circuit but minimizes the danger of
sparks near the batteries.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and a rubber apron
when handling and servicing batteries. If sulfuric acid
is swallowed, gets into your eyes or contacts your
Warning plates are attached to both the hydraulic
skin, get proper medical help immediately.
tank and fuel tank to alert technicians not to work on
the truck with the body in the raised position unless
the body-up retention device (pins or cable) is in
position.

This decal is placed on both battery boxes and near

the battery disconnect switches to indicate that the
battery system (24VDC) is a negative (-) ground sys-
tem.

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.

A4-2 Warnings and Cautions A04061

CYLINDER PRESSURE
These danger plates are mounted on the outside of
each frame rail to remind technicians to read the
warning labels attached to the side of each of the
accumulators (see below) before releasing internal
nitrogen pressure or disconnecting any hydraulic
lines or hardware. There are similar decals mounted
on top of each of the accumulators (both steering
and brake) with the same danger message.
FILLING THE HYDRAULIC TANK
A plate mounted on the side of the hydraulic tank
provides instructions for filling the hydraulic tank.
To lessen the chances of system contamination,
keep the system open to the atmosphere only as
long as absolutely necessary. Service the tank with
clean Type C-4 hydraulic oil. All oil that is being put
into the hydraulic tank should be filtered through 3
micron filters.

These warning decals are mounted on the side of

each of the accumulators (both steering and brake)
to alert technicians to discharge all gas and hydraulic
pressure, and to read the maintenance/service
manual before performing any service.
A caution decal is attached below the hydraulic tank
oil level sight gauge. Check the oil level with the body
down, engine stopped, and key switch OFF. Add oil
per filling instructions if the oil level is below the top
of the sight glass.

This danger plate is attached to all four suspensions.

It contains instructions for releasing internal pressure
before disconnecting any hardware. Serious injury
can occur if these directions are not followed.

A04061 Warnings and Cautions A4-3

HYDRAULIC OIL PRESSURE
A warning plate is attached to the hydraulic tank to
warn technicians that high pressure hydraulic oil is
present during operation. When it is necessary to
open the hydraulic system, be sure the engine is
stopped and the key switch is OFF to bleed down
hydraulic pressure. There is always a chance of
residual pressure being present. Open fittings slowly
to allow all pressure to bleed off before removing any
connections.
WHEEL MOTOR OIL LEVEL
A wheel motor oil level decal is attached to the gear
cover on both electric wheel motors. This decal
stresses that the truck must be parked for 20 minutes
prior to checking the oil level in order to get an
accurate reading.
EMERGENCY TOWING PROCEDURE
A decal which provides the operator or technician
with the emergency procedure for towing a disabled
truck is located on the left frame rial near the steering
accumulators.
A4-4 Warnings and Cautions
EMERGENCY DUMP PROCEDURE
A decal which provides the operator or technician
with the emergency procedure for dumping a loaded,
disabled truck by using a functional truck for
hydraulic power is located on the frame near the left
hoist cylinder.
Refer to Section L in the shop manual for additional
information about using this procedure.
ACCUMULATOR DRAIN VALVES
Warning decals are applied to both brake
accumulators located inside the brake system
cabinet behind the operator cab. These decals
remind servicing technicians to close the
accumulator drain valves after they have been
opened to bleed the brake pressure. It further warns
not to overtighten the drain valves in order to prevent
damage to the valve seat(s).
HOT EXHAUST
A caution decal is also attached to the door of the
rear hatch cover and around the retarding grid
cabinet to alert personnel that hot exhaust air is
present and may cause injury.
A04061
WELDING CAPACITORS
This caution decal is placed near the battery This caution decal is placed on the back of the
disconnect switches on the right side of the front control cabinet to alert service technicians that this
bumper to alert service technicians to always area contains capacitors and must not be disturbed
disconnect the battery charging alternator lead wire in any manner.
before making welding repairs.
In addition, always isolate electronic control
components and disconnect the positive and
negative battery cables of the vehicle. Failure to do
so may seriously damage the battery and electrical
equipment.

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. Always avoid laying welding
cables over or near the vehicle electrical harnesses.
Welding voltage could be induced into the electrical
harness and possibly cause damage to components. This decal is placed near three different indicator
lights:
EMERGENCY SHUTDOWN • In the operator cab, on the D.I.D. panel on the
This decal is placed on the ground level engine rear wall.
shutdown switch, which is mounted on the right side • On the front of the control box, which is mounted
of the front bumper structure. It specifies that this on the right side of the main control cabinet.
switch is for emergency shutdown only.
• On the outside of the left control cabinet wall that
faces the right side of the operator cab.
When any of these indicator lights are on, high
voltage is present throughout the propulsion and
retarding system. Extreme care should be exercised!

A04061 Warnings and Cautions A4-5

INFORMATION DISPLAY
This information decal is placed on the outside of the
door panel on the control cabinet wall that faces the
right side of the operator cab.
HIGH VOLTAGE
A high voltage danger plate is attached to the door of
the rear hatch cover.
High voltage may be present! Only authorized
personnel should access this rear housing.

These warning plates are mounted on all the AC

drive control housings and cabinets.
RADIATOR
High voltage may be present! Only authorized
A warning plate is mounted on top of the radiator
personnel should access this rear housing.
surge tank cover near the radiator cap. The engine
cooling system is pressurized. Always turn the key
switch OFF and allow the engine to cool before
removing the radiator cap. Unless the pressure is
first released, removing the radiator cap after the
engine has been running for a time will result in hot
coolant being expelled from the radiator. Serious
scalding and burning may result.

A4-6 Warnings and Cautions A04061

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

A04061 Warnings and Cautions A4-7

PRODUCT IDENTIFICATION PLATE
A product identification plate is located on the frame
in front of the right side front wheel. It shows the
Truck Model Number, Maximum GVW, and Product
Identification Number (PIN).
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.
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 Product Identification Number (PIN) consists of a

total of 19 characters. The first and last characters
are tamper preventive symbols (*). The remaining 17
alpha/numeric characters are used to identify the
following five characteristics of the machine:
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.

LUBRICATION CHART
The lubrication chart is mounted on the right hand side of the radiator grille structure. Refer to Section P,
Lubrication and Service, in the shop manual for more complete lubrication instructions.

A4-8 Warnings and Cautions A04061

 STANDARD TORQUE CHARTS AND CONVERSION TABLES
This manual provides U.S. standard and metric (SI)
units for most specifications.
References throughout the manual to standard torques
or other standard values will be to one of the following
charts or tables. For values not shown in these charts
or tables, standard conversion factors for most
commonly used measurements are provided in Table
XIII.
Standard torque values are not to be used when “turn-
of-the-nut” tightening procedures are recommended.
INDEX OF TABLES
Table I . . . . . . . . Standard Torque Chart (SAE)
Table II . . . Standard Torque, 12-Point, Grade 9
Table III . . . Standard Metric Assembly Torque
Table IV . . . . . . . JIC Swivel Nuts Torque Chart
Table V. . . . . . . . . . .Pipe Thread Torque Chart
Table VI . . . . . . . . . O-Ring Boss Torque Chart
Table VII. . . . . O-Ring Face Seal Torque Chart
Table VIII . . Torque Conversions (ft lbs to N•m)
Table IX . . Torque Conversions (ft lbs to kg•m)
Table X. . . . Pressure Conversions (psi to kPa)
Table XI . . Pressure Conversions (psi to MPa)
Table XII. . . . . . . . . .Temperature Conversions
Table XIII . . . . Common Conversion Multipliers
EFFECT OF SPECIAL LUBRICANTS
On Fasteners and Standard Torque Values
Komatsu 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
during the tightening process.
If special friction-reducing lubricants are used,
excessive stress and possible breakage of the
fasteners may result.
. . A5-1
When the torque tables specify “lubricated threads” for
. . A5-2
the standard torque values listed, these standard
. . A5-2
torque values are to be used with simple lithium base
. . A5-3
chassis grease (multi-purpose EP NLGI) or a rust-
. . A5-3
preventive grease (see list, page A5-2) on the threads
. . A5-3
and seats unless specified otherwise.
. . A5-3
. . A5-4 Verify threads and tapped holes are free of burrs and
. . A5-4 other imperfections before installing hardware.
. . A5-4
. . A5-5
. . A5-5
. . A5-6

Grade 5 TABLE I. -STANDARD TORQUE CHART

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

A05001 11/05 Standard Torque Charts and Conversion Tables A5-1

STANDARD ASSEMBLY TORQUES STANDARD ASSEMBLY TORQUES
For 12-Point, Grade 9 Capscrews (SAE) For Class 10.9 Capscrews & Class 10 Nuts
The following specifications apply to required assembly The following specifications apply to required assembly
torques for all 12-point, grade 9 (170,000 psi minimum torques for all metric Class 10.9 finished hexagon head
tensile) capscrews. capscrews and Class 10 nuts.
• Capscrew threads and seats shall be lubricated • Capscrew threads and seats shall not be lubricated
when assembled. when assembled. These specifications are based
on all capscrews, nuts, and hardened washers
NOTE: Unless the instructions specifically recommend being phosphate and oil coated.
otherwise, these standard torque values are to be used
with simple lithium base chassis grease (multi-purpose NOTE: If zinc-plated hardware is used, each piece
EP NLGI) or a rust preventive grease (see list, this must be lubricated with simple lithium base chassis
page) on the threads. grease (multi-purpose EP NLGI) or a rust preventive
grease (see list, this page) to achieve the same
• Torques are calculated to give a clamping force of clamping forces provided below.
approximately 75% of proof load.
• Torques are calculated to give a clamping force of
• The maximum torque tolerance shall be ±10% of
approximately 75% of proof load.
the torque value shown.
• The maximum torque tolerance shall be within
±10% of the torque value shown.
TABLE II. STANDARD ASSEMBLY TORQUE
for 12-Point, Grade 9 Cap screws TABLE III. STANDARD ASSEMBLY TORQUE
for Metric Class 10.9 Cap screws & Class 10 Nuts
CAPSCREW TORQUE TORQUE TORQUE
SIZE* ft lbs N•m kg•m CAPSCREW TORQUE TORQUE TORQUE
0.250 - 20 12 16 1.7 SIZE* N•m ft lbs kg•m
0.312 - 18 24 33 3.3 M6 x1 12 9 1.22
0.375 - 16 42 57 5.8 M8 x 1.25 30 22 3.06
0.438 -14 70 95 9.7 M10 x 1.5 55 40 5.61
0.500 -13 105 142 14.5 M12 x 1.75 95 70 9.69
0.562 - 12 150 203 20.7 M14 x 2 155 114 15.81
0.625 - 11 205 278 28.3 M16 x 2 240 177 24.48
0.750 - 10 360 488 49.7 M20 x 2.25 465 343 47.43
0.875 - 9 575 780 79.4 M24 x 3 800 590 81.6
1.000 - 8 860 1166 119 M30 x 3.5 1600 1180 163.2
1.000 - 12 915 1240 126 M36 x 4 2750 2028 280.5
1.125 - 7 1230 1670 170 * Shank Diameter (mm) - Threads per millimeter
1.125 - 12 1330 1800 184 This table represents standard values only. Do not use these
1.250 - 7 1715 2325 237 values to replace torque values which are specified in assembly
1.250 - 12 1840 2495 254 instructions.
1.375 - 6 2270 3080 313
1.375 - 12 2475 3355 342
Suggested* Sources for Rust Preventive Grease:
1.500 - 6 2980 4040 411 • American Anti-Rust Grease #3-X from Standard Oil
1.500 - 12 3225 4375 445 Company (also American Oil Co.)
* Shank Diameter (in.) - Threads per inch • Gulf Norust #3 from Gulf Oil Company.
This table represents standard values only. Do not use these
values to replace torque values which are specified in assembly
• Mobilarma 355, Product No. 66705 from Mobil Oil
instructions. 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 Standard Torque Charts and Conversion Tables 11/05 A05001

 TABLE IV. TABLE VI.
TORQUE CHART FOR JIC 37° SWIVEL NUTS TORQUE CHART FOR
WITH OR WITHOUT O-RING SEALS O-RING BOSS FITTINGS

SIZE TUBE SIZE THREADS TORQUE SIZE TUBE SIZE THREADS TORQUE
CODE (O.D.) UNF-2B ft lbs CODE (O.D.) UNF-2B ft lbs
–2 0.125 0.312 – 24 4 ±1 –2 0.125 0.312 – 24 4 ±2
–3 0.188 0.375 – 24 8 ±3 –3 0.188 0.375 – 24 5 ±2
–4 0.250 0.438 – 20 12 ±3 –4 0.250 0.438 – 20 8 ±3
–5 0.312 0.500 – 20 15 ±3 –5 0.312 0.500 – 20 10 ±3
–6 0.375 0.562 – 18 18 ±5 –6 0.375 0.562 – 18 13 ±3
–8 0.500 0.750 – 16 30 ±5 –8 0.500 0.750 – 16 24 ±5
– 10 0.625 0.875 – 14 40 ±5 – 10 0.625 0.875 – 14 32 ±5
– 12 0.750 1.062 – 12 55 ±5 – 12 0.750 1.062 – 12 48 ±5
– 14 0.875 1.188 – 12 65 ±5 – 14 0.875 1.188 – 12 54 ±5
– 16 1.000 1.312 – 12 80 ±5 – 16 1.000 1.312 – 12 72 ±5
– 20 1.250 1.625 – 12 100 ±10 – 20 1.250 1.625 – 12 80 ±5
– 24 1.500 1.875 – 12 120 ±10 – 24 1.500 1.875 – 12 80 ±5
– 32 2.000 2.500 – 12 230 ±20 – 32 2.000 2.500 – 12 96 ±10

TABLE V. TABLE VII.

TORQUE CHART FOR TORQUE CHART FOR
PIPE THREAD FITTINGS O-RING FACE SEAL FITTINGS

PIPE WITH WITHOUT SIZE TUBE SIZE THREADS TORQUE ft

SIZE THREAD SEALANT SEALANT CODE (O.D.) UNF-2B lbs
CODE SIZE ft lbs ft lbs
–4 0.250 0.438 – 20 11 ±1
–2 0.125 – 27 15 ±3 20 ±5
–6 0.375 0.562 – 18 18 ±2
–4 0.250 – 18 20 ±5 25 ±5
–8 0.500 0.750 – 16 35 ±4
–6 0.375 – 18 25 ±5 35 ±5
– 10 0.625 0.875 – 14 51 ±5
–8 0.500 – 14 35 ±5 45 ±5
– 12 0.750 1.062 – 12 71 ±7
– 12 0.750 – 14 45 ±5 55 ±5
– 16 1.000 1.312 – 12 98 ±6
– 16 1.000 – 11.50 55 ±5 65 ±5
– 20 1.250 1.625 – 12 132 ±7
– 20 1.250 – 11.50 70 ±5 80 ±5
– 24 1.500 1.875 – 12 165 ±15
– 24 1.500 – 11.50 80 ±5 95 ±10
– 32 2.000 – 11.50 95 ±10 120 ±10

A05001 11/05 Standard Torque Charts and Conversion Tables A5-3

 TABLE VIII. TORQUE CONVERSIONS
Foot Pounds (ft lbs) to Newton-meters (N•m)

ft lbs 0 1 2 3 4 5 6 7 8 9
0 (N·m) 1.36 2.71 4.07 5.42 6.78 8.14 9.49 10.85 12.20
10 13.56 14.91 16.27 17.63 18.98 20.34 21.69 23.05 24.40 25.76
20 27.12 28.47 29.83 31.18 32.54 33.90 35.25 36.61 37.96 39.32
30 40.67 42.03 43.39 44.74 46.10 47.45 48.81 50.17 51.52 52.87
40 54.23 55.59 56.94 58.30 59.66 60.01 62.37 63.72 65.08 66.44
50 67.79 69.15 70.50 71.86 73.21 74.57 75.93 77.28 78.64 80.00
60 81.35 82.70 84.06 85.42 86.77 88.13 89.48 90.84 92.20 93.55
70 94.91 96.26 97.62 98.97 100.33 101.69 103.04 104.40 105.75 107.11
80 108.47 109.82 111.18 112.53 113.89 115.24 116.60 117.96 119.31 120.67
90 122.03 123.38 124.74 126.09 127.45 128.80 130.16 131.51 132.87 134.23
See NOTE on page A5-5 regarding Table usage

TABLE IX. TORQUE CONVERSIONS

Foot Pounds (ft lbs) to kilogram-meters (kg•m)

ft lbs 0 1 2 3 4 5 6 7 8 9
0 (kg.m) 0.138 0.277 0.415 0.553 0.692 0.830 0.968 1.106 1.245
10 1.38 1.52 1.66 1.80 1.94 2.07 2.21 2.35 2.49 2.63
20 2.77 2.90 3.04 3.18 3.32 3.46 3.60 3.73 3.87 4.01
30 4.15 4.29 4.43 4.56 4.70 4.84 4.98 5.12 5.26 5.39
40 5.53 5.67 5.81 5.95 6.09 6.22 6.36 6.50 6.64 6.78
50 6.92 7.05 7.19 7.33 7.47 7.61 7.74 7.88 8.02 8.16
60 8.30 8.44 8.57 8.71 8.85 8.99 9.13 9.27 9.40 9.54
70 9.68 9.82 9.96 10.10 10.23 10.37 10.51 10.65 10.79 10.93
80 11.06 11.20 11.34 11.48 11.62 11.76 11.89 12.03 12.17 12.30
90 12.45 12.59 12.72 12.86 13.00 13.14 13.28 13.42 13.55 13.69
See NOTE on page A5-5 regarding Table usage

TABLE X. PRESSURE CONVERSIONS

Pounds/square inch (psi) To Kilopascals (kPa)
Formula: psi x 6.895 = kPa

psi 0 1 2 3 4 5 6 7 8 9
0 (kPa) 6.895 13.79 20.68 27.58 34.47 41.37 48.26 55.16 62.05
10 68.95 75.84 82.74 89.63 96.53 103.42 110.32 117.21 124.1 131.0
20 137.9 144.8 151.7 158.6 165.5 172.4 179.3 186.2 193.1 200.0
30 206.8 213.7 220.6 227.5 234.4 241.3 248.2 255.1 262.0 268.9
40 275.8 282.7 289.6 296.5 303.4 310.3 317.2 324.1 331.0 337.9
50 344.7 351.6 358.5 365.4 372.3 379.2 386.1 393.0 399.9 406.8
60 413.7 420.6 427.5 434.4 441.3 448.2 455.1 462.0 468.9 475.8
70 482.6 489.5 496.4 503.3 510.2 517.1 524.0 530.9 537.8 544.7
80 551.6 558.5 565.4 572.3 579.2 586.1 593.0 599.9 606.8 613.7
90 620.5 627.4 634.3 641.2 648.1 655.0 661.9 668.8 675.7 682.6
See NOTE on page A5-5 regarding Table usage

A5-4 Standard Torque Charts and Conversion Tables 11/05 A05001

 TABLE XI. PRESSURE CONVERSIONS
Pounds/square inch (psi) To Megapascals (MPa)
Formula: psi x 0.0069 = MPa

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

NOTE: Tables such as Table VIII, IX, X, and XI may be used as in the following example:
Example: Convert 975 psi to kilopascals (kPa). 3. Multiply by 10:
970 psi = 6688 kPa.
1. Select Table X.
4. Go to psi row 0, column 5; read 34.475
2. Go to psi row 90, column 7; read 668.8
psi = 34.47 kPa. Add to step 3.
97 psi = 668.8 kPa.
5. 970 + 5 psi = 6688 + 34 = 6722 kPa.

TABLE XII. TEMPERATURE CONVERSIONS

Formula: F° - 32 / 1.8 = C° or C° x 1.8 + 32 = F°

CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT

C° F° C° F° C° F°
121 250 482 63 145 293 4 40 104
118 245 473 60 140 284 2 35 95
116 240 464 57 135 275 –1 30 86
113 235 455 54 130 266 –4 25 77
110 230 446 52 125 257 –7 20 68
107 225 437 49 120 248 –9 15 59
104 220 428 46 115 239 – 12 10 50
102 215 419 43 110 230 – 15 5 41
99 210 410 41 105 221 – 18 0 32
96 205 401 38 100 212 – 21 –5 23
93 200 392 35 95 293 – 23 – 10 14
91 195 383 32 90 194 – 26 – 15 5
88 190 374 29 85 185 – 29 – 20 –4
85 185 365 27 80 176 – 32 – 25 – 13
82 180 356 24 75 167 – 34 – 30 – 22
79 175 347 21 70 158 – 37 – 35 – 31
77 170 338 18 65 149 – 40 – 40 – 40
74 165 329 15 60 140 – 43 – 45 – 49
71 160 320 13 55 131 – 46 – 50 – 58
68 155 311 10 50 122 – 48 – 55 – 67
66 150 302 7 45 113 – 51 – 60 – 76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C°) or Fahrenheit (F°). Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C°) or read to the right to convert to degrees Fahrenheit (F°). If
starting with a known temperature (either C° or F°), find that temperature in the marked column and read the converted temperature in the
center, unmarked column.

A05001 11/05 Standard Torque Charts and Conversion Tables A5-5

 TABLE XIII
COMMON CONVERSION MULTIPLIERS

COMMON CONVERSION MULTIPLIERS COMMON CONVERSION MULTIPLIERS

ENGLISH TO METRIC METRIC TO ENGLISH

To Convert Multiply Multiply

From TO By To Convert From TO By
inch – in. millimeter (mm) 25.40 millimeter (mm) inch – in. 0.0394
inch – in. centimeter (cm) 2.54 centimeter (cm) inch – in. 0.3937
foot – ft meter (m) 0.3048 meter (m) foot – ft 3.2808
yard – yd meter (m) 0.914 meter (m) yard – yd 1.0936
mile – mi. kilometer (km) 1.61 kilometer (km) mile – mi. 0.6210

sq. in. – in. 2

sq. centimeters (cm ) 2 6.45 sq. centimeters (cm 2) sq. in. – in.2 0.1550

sq. ft. – ft2 sq. centimeters (cm2) 929 sq. centimeters (cm2) sq. ft. – ft2 0.001

cu. in. – in.3 cu. centimeters (cm3) 16.39 cu. centimeters (cm3) cu in – in.3 0.061

cu. in. – in.3 liters (l) 0.016 liters (l) cu in – in.3 61.02

cu. ft. – ft3 cu. meters (m3) 0.028 cu. meters (m3) cu ft – ft3 35.314

cu. ft. – ft3 liters (l) 28.3 liters (l) cu ft – ft3 0.0353

ounce – oz kilogram (kg) 0.028 grams (g) ounce – oz. 0.0353

fluid ounce – fl oz milliliter (ml) 29.573 milliliter (ml) fluid ounce – fl oz. 0.0338
pound (mass) kilogram (kg) 0.454 kilogram (kg) pound (mass) 2.2046
pound (force) – lbs Newton (N) 4.448 Newton (N) pound (force) – lbs 0.2248
in. lbs. (force) Newton meters (N•m) 0.113 Newton-meters (N•m) kilogram meters (kg•m) 0.102
ft lbs (force) Newton meters (N•m) 1.356 Newton-meters (N·m) ft lbs 0.7376
ft lbs (force) kilogram meters (kg•m) 0.138 kilogram-meters (kg•m) ft lbs 7.2329
psi (pressure) kilopascals (kPa) 6.895 kilogram-meters (kg•m) Newton meters (N•m) 9.807
psi (pressure) megapascals (MPa) 0.007 kilopascals (kPa) psi 0.1450
psi (pressure) kilograms/cm2 (kg/cm2) 0.0704 megapascals (MPa) psi 145.038

ton (short) kilogram (kg) 907.2 kilograms/cm 2 (kg/cm2) psi 14.2231

ton (short) metric ton 0.0907 kilograms/cm2 (kg/cm2) kilopascals (kPa) 98.068
quart – qt liters (l) 0.946 kilogram (kg) ton 0.0011
gallon – gal liters (l) 3.785 metric ton ton 1.1023
HP (horsepower) Watts 745.7 liters (l) quart – qt 1.0567
HP (horsepower) kilowatts (kw) 0.745 liters (l) gallon – gal 0.2642
Watts Horsepower HP 0.00134
kilowatts (kw) Horsepower HP 1.3410

A5-6 Standard Torque Charts and Conversion Tables 11/05 A05001

 STORAGE AND IDLE MACHINE PREPARATION
There may be periods when it is necessary for a
machine to be idle for an extended period of time. If
properly prepared, a stored machine may promptly
and safely be put back into operation. Improper
preparation, or complete lack of 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, and the
necessary steps for bringing the unit back to
operational status. Additional information is given to
help restore machines that were not put into storage,
but merely shut down and left idle for a long period of
time.
Much of this material is of a general nature since the
environment (where the machine has been standing
idle) will play a big part in its overall condition. A hot,
humid climate will affect vehicle components much
differently than a dry desert atmosphere or a cold
arctic environment. These climatic aspects must be
considered and appropriate actions taken when
restoring a long term idle vehicle.
These instructions are not intended to be all
inclusive, but are minimum guidelines. The final aim
should always be to provide the operator with a safe,
reliable, fully productive vehicle.
A07003 11/05 Storage Procedures and Idle Machine Preparation
SHORT TERM IDLE PERIODS
There may be periods when a vehicle is idle from 30
to 60 days, but must be ready for use at any time. To
most effectively hande this type of situation, follow
the procedure below to prevent any deterioration
from the beginning of vehicle idle time.
1. Keep the vehicle fully serviced.
2. Perform a visual check of the vehicle every
week. Start and run the engine until it is at
operating temperature. Move the vehicle
around the yard for a few minutes to ensure that
all internal gears and bearings are freshly
lubricated.
3. Operate all hydraulic functions through their
complete range to ensure that the cylinder rods
and seals are fully lubricated.
4. Check and operate all systems.
5. Once a month, perform the 10 Hour service
items shown in the Operation and Maintenance
Manual. Keep batteries properly serviced.
A7-1
PREPARATION FOR STORAGE
For long term idle periods, proper preparation will
pay large dividends in time and money when future
operation of the vehicle is scheduled.
1. The engine should be prepared for storage
according to instructions found in the engine
manufacturer's manual.
2. The vehicle should be in top operating condition
with all problems corrected. The paint should be
in good condition, with no rust or corrosion. All
exposed, machined or unpainted surfaces
should be coated with a good rust preventive
grease.
3. After the vehicle has been parked in its storage
location, all hydraulic cylinders, including
Hydrair suspensions, should be retracted as
much as possible (steering cylinders centered).
Wipe the exposed portion of all cylinder rods
clean and coat them (including the seals on the
end of the barrel) with a good preservative
grease.
4. If long term storage is anticipated, the vehicle
should be blocked up with the tires clear of the
ground to remove the vehicle weight from the
tires. Lower the tire pressure to 103 - 172 kPa
(15 - 25 psi). Completely cover the tires with
tarpolins to minimize rubber oxidation and
deterioration.
5. Clean the radiator. Refer to Section C, Cooling
System, for the proper cleaning instructions.
The cooling system is pressurized due to thermal
expansion of coolant. Do not remove the radiator
cap while the engine and coolant are hot. Severe
burns may result.
A7-2 Storage Procedures and Idle Machine Preparation
6. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated. Refer to
Section P, Lubrication and Service, for the
proper anti-freeze and conditioner
concentrations. After refilling the system,
always operate the engine until the thermostats
open to circulate the solution through the
cooling system.
NOTE: NEVER store a vehicle with a dry cooling
system.
Any operating fluid, such as hydraulic oil,
escaping under pressure can have sufficient
force to enter a person's body by pentrating the
skin. Serious injury and possible death may
result if proper medical treatment by a physician
familiar with this injury is not received
immediately.
7. New hydraulic filters should be installed and the
hydraulic tank fully serviced with Type C-4 oil as
specified in Section P, Lubrication and Service.
8. Disconnect the batteries, if possible. Batteries
should be removed and stored in a battery shop
or a cool dry location on wooden blocks. Do not
store batteries on a concrete floor. Clean the
battery compartment. Remove all corrosion and
paint the compartment with an acid proof paint.
9. The wheel axle housings should be fully
serviced with recommended lubricants. Seal all
vents.
10. The exhaust openings and air cleaners should
be covered tightly with moisture barrier paper
and sealing tape.
11/05 A07003
 11. All lubrication points (grease fittings) should be
serviced with the recommended lubricants.
12. Relieve the tension from all drive belts. The
engine manufacturer recommends insertion of
heavy kraft paper between the belts and pulleys
to prevent sticking.
13. All vandalism covers and locks should be in
place and secured.
14. All cab windows should be closed, locked and
sealed, and the cab door should be locked to
prevent vandalism and weather effects.
15. The fuel tank should be completely drained of
fuel, fogged with preservative lubricant (NOX-
RUST MOTOR STOR., SAE10), and closed
tightly. All fuel filters should be replaced.
16. If possible, all available service publications
(vehicle and engine) and a current parts catalog
should be packaged in a moisture proof
package and placed in the cab to aid whomever
will eventually place the unit back in operation.
17. Ensure that the water drain holes in the truck
body are open.
A07003 11/05 Storage Procedures and Idle Machine Preparation
REMOVAL FROM STORAGE
If the storage preparations were followed when
placing the vehicle into storage, getting it back to
operational status is a matter of reversing those
steps.
NOTE: Before starting the job of restoring a vehicle
to operation, obtain copies of the Operation and
Maintenance Manual, Service Manual, Engine
Manuals and Parts Book, if possible, and follow all
special instructions regarding servicing the vehicle
and its components.
In addition to removing the storage materials, the
following actions should be taken:
1. Inspect the entire vehicle carefully for rust and
corrosion. Correct as necessary.
2. Service the engine according to the engine
manufacturer's Operation and Maintenance
Manual.
3. Clean the radiator. Refer to Section C, Cooling
System, for cleaning instructions.
4. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated. Refer to
Fluid Specifications in Section P, Lubrication
and Service, for the proper anti-freeze and
conditioner concentrations. After refilling the
system, always operate the engine until the
thermostats open to circulate the solution
through the cooling system.
5. Thoroughly inspect all drive belts and hydraulic
oil lines for damage, wear or deterioration.
Replace any suspected lines. Do not take
chances on possible ruptures or blow-outs.
6. New hydraulic filters should be installed and the
hydraulic tank checked and serviced with Type
C-4 oil as specified in Section P, Lubrication
and Service.
A7-3
 7. Open the fuel tank drain valve to remove any 16. Refer to the Operation and Maintenance
moisture or sediment that may have Manual for engine startup and vehicle checkout
accumulated while in storage. Close the drain procedures. Check all hose and line
valve and fill the fuel tank with diesel fuel. connections for leaks when the engine is
running.
17. Before moving the vehicle, cycle all hydraulic
controls, steering controls, and braking systems
to verify proper operation. Check all
Never blend gasoline, gasohol and/or alcohol instruments and gauges to ensure that all
with diesel fuel. This creates an extreme fire systems are operational.
hazard and, under certain conditions, may cause
an explosion. 18. When all systems are operational and all known
problems are corrected, road test the vehicle in
8. Ensure that all hydraulic controls, steering a smooth, level, unobstructed area to check
linkage and throttle linkage points are lubricated steering response, service brake efficiency, and
and operate freely before starting the engine. hydraulic functions.
9. All electrical connections must be clean and
19. Recharge any fire protection equipment before
tight. Ensure that all ground straps and cables.
the vehicle is returned to service.
are secure
10. Install fully charged batteries in the vehicle.
Clean the connectors and connect the battery
cables. The battery compartment must be free
of corrosion. Secure the batteries with hold-
downs.
11. Check all electrical cables for deterioration,
cracks and other damage. Replace any
defective cables.

Air pressure must be released from tires with bad

cuts or wear that extends into the plies before
removal from the vehicle. Also, do not allow
personnel to stand in removal path of tires.
12. Check all tires carefully for damage. Inflate the
tires to the proper pressure.
13. If disconnected, reconnect the parking brake
linkage.
14. Completely service the vehicle as
recommended in Section P, Lubrication and
Service, for both 10 and 100 Hour inspections.
15. Adjust all drive belts to the specified tension.

A7-4 Storage Procedures and Idle Machine Preparation 11/05 A07003

RECONDITIONING AN IDLE VEHICLE
Never attempt to operate a vehicle that has been
standing idle for a long period until all systems
which affect steering, brakes, engine,
transmission and running gears have been
completely reconditioned. An unsafe vehicle can
cause serious injuries and/or major property
damage.
Reconditioning a vehicle that has been subjected to
long idle periods without being properly prepared for
storage - merely shut down and left to the elements -
may present a major expenditure of time and money
when it is to be put into operation.
1. Remove all debris and thoroughly clean the
vehicle before starting any inspection or
maintenance.
2. Remove the batteries and move them to a
battery shop for service and charging, or
replace as necessary.
Do not disassemble an inflated tire. Remove the
valve core slowly and allow pressure to bleed off
before attempting to remove the lockring. Also,
eye protection must be worn during tire deflation
to protect against any foreign object 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.
A07003 11/05 Storage Procedures and Idle Machine Preparation
3. Inspect tires thoroughly for wear, cuts and
cracks on the treads and side walls.
a. Any tire suspected of being unserviceable
should be removed and thoroughly
inspected before being inflated.
b. If the tires are removed, clean and inspect all
wheel components. All rust and corrosion
must be removed and parts repainted as
needed before mounting the tires.
c. Mount and inflate tires as shown in
Operation and Maintenance Manual. Follow
all safety rules
4. Inspect the service brakes carefully. Before
disabling the brake circuit, block all wheels to
prevent possible movement of the vehicle.
a. All brake lines and connections must be
clean and free of rust, corrosion and
damage.
b. When reconditioning the braking system, the
service brake hydraulic circuits should be
checked out according to the instructions in
Section J, Brake Circuit Check-Out
Procedure.
5. The engine should be inspected and serviced
according to the engine manufacturer's
Operation And Maintenance Manuals.
a. Ensure that the exhaust is clear and clean. If
water entry is suspected, disconnect the air
tubes at the turbochargers to check for water
before attempting to start the ethe ngine.
b. Replace the fuel filters and fill filter cans with
fresh fuel for engine priming.
Have a new safety filter (secondary) element on
hand before removing the old one. Do not keep
the intake system open to the atmosphere any
longer than absolutely necessary.
A7-5
 c. Replace both the primary and safety filter
(secondary) elements in the air cleaners.
Check all intake lines between the air
cleaners and the engine. All clamps must be
tight. The plunger in the filter condition
indicators must move freey.
d. Inspect the tubes in the precleaner section of
the air cleaner assembly. Use a light to
inspect the tubes. The light should be visible
through the end of the tube. If clogging is
evident, the precleaner must be cleaned
according to the instructions in Section C, Air
Cleaners.
e. Drain and flush the engine cooling system.
Fill with coolant and inhibitors after checking
all lines, hoses and connections. Refer to
Section P, Lubrication and Service, for anti-
freeze recommendations. Radiator cores
must be clear of dirt and debris.
To prevent injuries, always release spring
tension before replacing the fan belt.
f. Check and tighten the engine fan drive belts.
If necessary, install a new belt set.
g. Check and tighten the engine mounts.
6. If fuel was left in the tanks, it must be removed.
Do not attempt to use old diesel fuel.
a. With the tanks empty, remove the inspection
plates and thoroughly check the interior of
the tanks. Remove any sediment and
contamination. If the fuel was contaminated,
the lines should be disconnected and blown
clear.
b. Check all fuel lines for deterioration or
damage. Replace lines as necessary.
c. Install the inspection covers with new
gaskets.
d. Fill the tanks with the specified diesel fuel.
e. Replace the fuel filters.
A7-6 Storage Procedures and Idle Machine Preparation
7. Drain the hydraulic tank. If the oil is not
contaminated and is stored in clean containers,
it may be reused if filtered through 3-micron
filter elements when being pumped back into
the tank. Do not attempt to use contaminated
hydraulic oil, especially if water entry into the
system is suspected.
NOTE: If filling is required, use clean hydraulic oil
only. Refer to the Lubrication Chart in Section P,
Lubrication and Service, for proper oil specifications.
a. Replace the hydraulic filter elements and
clean the suction strainer elements. While
the suction strainers are removed, inspect
and clean the inside of the tank thoroughly to
remove all sediment and foreign material.
b. Inspect all hydraulic lines for deterioration
and damage. Replace any suspected lines.
Do not risk possible hose ruptures or blow
outs.
c. Check all hydraulic components (pumps,
valves and cylinders) for damage and
corrosion. Secure all mountings and
connections. The control valves must move
freely with no binding.
d. Check the exposed portions of all hydraulic
cylinder rods for rust, pitting and corrosion. If
the plating has deteriorated, the cylinder
should be removed and overhauled or
replaced. Pitted or scored plating will cause
leakage at the cylinder seals.
8. Check the front wheel hub, final drive and wheel
axle lubricant. If contamination is suspected,
the oil should be drained completely and the
component serviced with clean recommended
lubricant. If major contamination is present,
disassembly and overhaul will be necessary.
9. Check the parking brake. Since it is spring
applied, the brake pads may be stuck tightly to
the disc. It may be necessary to remove and
overhaul the parking brake assembly.
11/05 A07003
 10. Lubricate all grease fittings that are not part of
the automatic lubrication system with the
recommended lubricants. Pay special attention
to the steering linkage connections. All pivot
points must move freely with no binding.
11. Check the battery charging alternator for
corrosion or deterioration. The alternator rotor
must move freely with no binding or roughness.
Inspect, install and properly tension the
alternator drive belts.
12. Ensure that the steering cylinder ball joints link
and hydraulic connections are secure.
13. Examine the Hydrair suspensions for damage.
a. Discharge the nitrogen from the suspensions
as outlined in Section H, Hydrair II
Suspensions.
b. Check the conditon of the suspension oil and
cylinder wipers. If the wipers are cracked or
hardened, the suspension must be rebuilt.
Recharge the suspension with new oil if the
old oil is deteriorated.
c. Check the exposed chrome portions of
cylinder for rust, pitting and corrosion. If the
plating is deteriorated, the suspension
should be removed and overhauled or
replaced. Pitted or scored plating will rapidly
cause leakage at the seals.
d. Recharge the suspensions as outlined in
Section H, Hydrair II Suspensions.
14. If not done previously, install fully-charged
batteries and ensure that the hook-up is correct.
A07003 11/05 Storage Procedures and Idle Machine Preparation
ENGINE OPERATION
After all reconditioning procedures have been
completed, a static check of engine operation,
systems operations, and verification of the braking
and steering functions must be done before the
vehicle is moved.
.
Before starting the engine, clear the immediate
area of personnel and obstructions. Ensure that
all tools and loose equipment have been
removed from the vehicle. Always sound the
horn as a warning before starting the engine or
actuating any operational controls.
Never start the engine in a building unless the
doors and windows are open and ventilation is
adequate.
1. Turn the key switch ON. The warning lights for
low brake and steering pressure should
illuminate and the horn should sound. If it does
not, check all components in the circuit and
correct the problem before continuing.
2. Turn the key switch to the START position to
crank the engine. Release the key when the
engine starts. Watch the engine oil pressure
gauge. If the pressure does not show within 10 -
15 seconds, turn off the engine and locate the
problem.
3. While the engine is warming up, inspect the
coolant, oil and fuel lines for leaks. Check the
hydraulic pump and hydraulic lines for leaks.
4. When the engine is at operating temperature,
check the operation of the throttle circuit.
Acceleration should be smooth. Watch the
gauges for any abnormal activity. Proper
temperatures and pressures are shown in the
Operation and Maintenance Manual.
A7-7
After The Engine Has Started
Any machine which is unsafe and/or not in top
operating condition should not be assigned to an
operator for production use.
1. Become thoroughly familiar with the steering
and emergency controls. Test the steering in
the extreme right and left directions. If the
steering system is not operating properly, turn
off the engine immediately. Determine the
steering system problem and have repairs
made before resuming operation.
2. Operate each of the brake circuits at least twice
prior to operating and moving the machine.
a. Activate each circuit individually using the
controls in the cab with the engine running
and the hydraulic circuit fully charged.
b. If any application or release of any brake
circuit does not appear proper or if
sluggishness is apparent, turn off the engine
and notify maintenance personnel. Do not
operate the machine until the brake circuit in
question is fully operational.
3. Check all gauges, warning lights and
instruments before moving the machine to
ensure proper system operation and gauge
function. Pay special attention to the braking
and steering circuit warning lights. If any
warning lights come on, turn off the engine
immediately and determine the cause.
4. Cycle the hoist controls and steering several
times to remove any trapped air. Complete the
steering cycles in both directions to verify
steering response, smoothness and reliability.
Check the seals and lines for leaks.
A7-8 Storage Procedures and Idle Machine Preparation
5. After all known problems have been corrected,
the vehicle is ready for a road test. This test
should be performed only by a capable and
experienced operator in a large open area
where plenty of maneuvering room is available.
One of the road test items that should be
performed is the repeated test of braking
efficiency at progressively higher speeds. Start
at slow speeds. Do not operate at higher
speeds until the machine is determined to be
operating safely.
6. When the vehicle is ready for production use, it
should be visually rechecked and fully serviced
according to Section P, Lubrication and
Service.
A few of the conditions which might be encountered
after a machine has been exposed to the elements
for a long period of time include:
• increased corrosion and fungus growth on
electrical components in humid/tropical areas.
• accelerated rust formation in humid climates.
• increased sand and dust infiltration in windy, dry
dusty areas.
• deterioration of rubber products in extreme cold
areas. Cables, hoses, O-rings, seals and tires
may become weather checked and brittle.
• animal or bird's nests in unsealed openings.
11/05 A07003
ENGINE STORAGE
When an engine is to be stored or removed from
operation for a period of time, special precautions
should be taken to protect the interior and exterior of
the engine and other parts from rust and corrosion.
All rust and corrosion must be completely removed
from any exposed part before applying a rust
preventive compound. Therefore, it is recommended
that the engine be processed for storage as soon as
possible after removal from operation.
The engine should be stored in a building which is
dry and can be heated during the winter months.
Moisture absorbing chemicals are commercially
available for use when excessive moisture is
prevalent in the storage area.
Temporary Storage (30 Days Or Less)
1. Drain the oil from the crankcase. Fill the
crankcase to the proper level with the
recommended viscosity and grade of new oil.
2. Fill the fuel tank with the recommended grade
of fuel oil. Operate the engine for two minutes at
1200 rpm with no load. Turn off the engine. Do
not drain the fuel system or the crankcase.
3. Check the air cleaner and service it, if
necessary.
4. If freezing weather is expected during the
storage period, add an ethylene glycol base
antifreeze solution in accordance with the
manufacturer's recommendations.
5. Clean the entire exterior of the engine (except
the electrical system) with fuel oil and dry it with
compressed air.
To prevent possible personal injury, wear
adequate eye protection and do not exceed a
compressed air pressure of 276 kPa (40 psi).
A07003 11/05 Storage Procedures and Idle Machine Preparation
6. Seal all engine openings. The material used for
this purpose must be waterproof, vaporproof
and possess sufficient physical strength to
resist puncture and damage from the expansion
of entrapped air.
An engine prepared in this manner can be returned
to service in a short period of time by removing the
seals at the engine openings, checking the engine
coolant, fuel oil, lubricating oil, transmission oil, and
priming the raw water pump (if used).
Extended Storage (More Than 30 Days)
1. Drain the cooling system and flush with clean,
softened water. Refill the system with clean,
softened water and add a rust inhibitor.
2. Remove, check and recondition the injectors, if
necessary, to ensure that they will be ready to
operate when the engine is restored to service.
Reinstall the injectors. Time them and adjust
the exhaust valve clearance.
3. Circulate the coolant by operating the engine
until the normal operating temperature of 71° -
85° C (160° - 185° F) is reached.
4. Stop the engine.
5. Drain the oil from the crankcase, then reinstall
and tighten the drain plug. Install new
lubricating oil filter elements and gaskets.
6. Fill the crankcase to the proper level with a 30-
weight preservative lubricating oil (MIL-L-
21260C, Grade 2).
A7-9
 7. Drain the fuel tank. Refill with enough No. 1
diesel fuel or pure kerosene to allow the engine
to operate for about ten minutes. If it is not
convenient to drain the fuel tank, use a
separate portable supply of the recommended
fuel.
NOTE: If the engine is stored where condensation of
water in the fuel tank may be a problem, add pure,
waterless isopropyl alcohol (isopropanol) to the fuel
at a ratio of one pint to 125 gallons(473 L) of fuel, or
0.010% by volume. Where biological contamination
of fuel may be a problem, add a biocide, such as
Biobor JF or an equivalent, to the fuel. When using a
biocide, follow the manufacturer's concentration
recommendations and all cautions and warnings.
8. Drain and disassemble the fuel filter and
strainer. Discard the used elements and
gaskets. Fill the cavity between the element and
shell with No. 1 diesel fuel or pure kerosene,
and install on the engine. If spin-on fuel filters
and strainers are used, discard the used
cartridges, fill the new ones with No. 1 diesel
fuel or pure kerosene, and install on the engine.
10. Operate the engine for five minutes to circulate
the clean fuel oil throughout the fuel system.
11. Service the air cleaner.
12. Turbocharger bearings are pressure lubricated
through the external oil line leading from the
engine cylinder block while the engine is
operating. However, the turbocharger air inlet
and turbine outlet connections should be sealed
off with moisture resistant tape.
13. Apply a rust preventive compound to all
exposed, non-painted surfaces.
14. Drain the cooling system.
15. Drain the preservative oil from the engine
crankcase. Reinstall and tighten the drain plug.
A7-10 Storage Procedures and Idle Machine Preparation
16. Remove and clean the batteries and battery
cables with a baking soda/water solution and
rinse them with fresh water. Do not allow the
soda solution to enter the battery. Add distilled
water to the electrolyte, if necessary. Store the
battery in a cool - never below 0° C (32° F) -
dry place. Keep the battery fully charged and
check the level and the specific gravity of the
electrolyte regularly. Never set batteries on a
concrete floor. Place them on wooded blocks.
17. Insert heavy paper strips between the pulleys
and belts to prevent sticking.
18. Seal all engine openings, including the exhaust
outlet, with moisture resistant tape. Use
cardboard, plywood or metal covers where
practical.
19. Clean and dry the exterior painted surfaces of
the engine and spray with a suitable liquid
automotive body wax, a synthetic resin varnish
or a rust preventive compound.
20. Protect the engine with a weather-resistant
tarpaulin and store it under cover, preferably in
a dry building with temperatures above 0° C
(32° F).
Outdoor storage of engines is not recommended.
However, if an engine must be kept outdoors,
follow the preparation and storage instructions
above. Do not use plastic sheeting for outdoor
storage. Plastic may be used for indoor storage.
However, when used outdoors, moisture can
condense on the inside of the plastic and cause
ferrous metal surfaces to rust and/or pit
aluminum surfaces. If a unit is stored outside for
any extended period of time, severe corrosion
damage can result.
11/05 A07003
 21. Inspect the stored engine periodically. If there
are any indications of rust or corrosion,
corrective steps must be taken to prevent
damage to the engine parts. Perform a
complete inspection at the end of one year and
apply additional treatment, as required.
A07003 11/05 Storage Procedures and Idle Machine Preparation
RESTORING AN ENGINE AFTER
EXTENDED STORAGE
1. Remove the covers and tape from all of the
openings of the engine, fuel tank and electrical
equipment. Do not overlook the exhaust
outlet or the intake system.
2. Wash the exterior of the engine and flywheel
with fuel oil to remove the rust preventive
compound.
3. Remove the paper strips from between the
pulleys and the belts.
4. Remove the drain plug and drain the
preservative oil from the crankcase. Reinstall
the drain plug. Then, refer to Lubrication and
Service, Section P, and fill the crankcase with
the recommended grade of lubricating oil to
proper level using a pressure prelubricator.
5. Fill the fuel tank with the engine manufacturer's
specified fuel.
6. Close all of the drain cocks and fill the engine
cooling system with clean, softened water and a
rust inhibitor. If the engine is to be exposed to
freezing temperatures, fill the cooling system
with an ethylene glycol base antifreeze solution.
Refer to the coolant specifications in Section P,
Lubrication and Service.
7. Install and connect the fully charged batteries.
8. Service the air cleaner as outlined in Section C,
Air Cleaners.
10. Remove the covers from the turbocharger air
inlet and turbine outlet connections.
11. After all of the preparations have been
completed, start the engine. The small amount
of rust preventive compound which remains in
the fuel system will cause a smoky exhaust for
a few minutes.
NOTE: Before subjecting the engine to a load or high
speed, it is advisable to check the engine tune-up.
A7-11
ELECTRIC DRIVE TRUCKS
These instructions provide the recommended
procedures for protecting equipment from damage
during both short term and lon -term storage periods.
Also included are instructions for placing this
equipment into service after having been stored.
For the purposes of this instruction, a short term
storage period is considered to be less than three
months; a long-term storage period is considered to
be three months or longer.
General Electric recommends a maximum storage
period of three years, with these storage procedures
being repeated after each year. After a storage
period of three years or more, the motorized wheels
should be removed and sent to an overhaul facility
for teardown and inspection of seals and bearings.
These should be replaced if necessary.
Periodic (every three months) inspections should be
made to determine the lasting qualities of long-term
storage protection measures. Such inspections will
indicate the need for renewing protective measures
when necessary to prevent equipment deterioration.
Proper storage of this equipment is vital to equipment
life. Bearings, gears, and insulation may deteriorate
unless adequate protective measures are taken to
protect against the elements. For example, bearings
and gears in the motorized wheel gear case are
susceptible to the formation of rust, insulation in
rotating electrical equipment can accumulate
moisture, and bearings may become pitted.
Never apply any spray, coating, or other
protective materials to areas not specifically
recommended.
A7-12 Storage Procedures and Idle Machine Preparation
It is also important to note that these instructions
cannot possibly anticipate every type of storage
condition and, therefore, cannot prevent all
equipment deterioration problems caused by
inadequate storage. These instructions are not
intended to be all inclusive, but are minimum
guidelines for achieving the best possible equipment
life and the lowest operating cost when the
equipment is returned to service.
NOTE: Local conditions and/or experience may
require additional procedures and/or additional
storage precautions.
Storing A Truck That Is Operational
When a fully operational truck is being placed into
storage for less than three months, the best
protective measure which can be taken is to drive the
truck once a week for at least 30 minutes. Prior to
driving the truck, the rotating equipment should be
Meggered and:
• If greater than 2 megohms, run normally.
• If less than 2 megohms, isolate the condition and
correct it before running.
Driving the truck circulates oil in the gearcase to
keep gears and bearings lubricated and free from
rust. It also prevents deterioration of the brushes,
commutators and slip rings.
When a fully operational truck is being placed into
storage for three months or longer, and the truck
cannot be operated weekly throughout the storage
period as indicated above, perform the following:
1. Drain the oil from the gearcase and install rust
preventive 4161 (a product of Van Straaten
Chemical Co.) or equivalent. Fill per General
Electric Motorized Wheel Service Manual.
11/05 A07003
 2. Megger the wheels as indicated in the
instructions above. Operate the truck for at least
30 minutes to ensure that the rust preventive
compound has been thoroughly circulated
throughout the gearcase. Stop the truck and
drain the rust preventive compound.
NOTE: Do not run a loaded truck with rust preventive
compound in the wheel motor gearcases.
Do not operate trucks without oil in the wheel
motor gearcases.
3. Perform a megohmmeter test. Refer to the
truck's Vehicle Test instructions for the correct
procedure. Record the Megger readings for
future reference. They will be helpful in
determining if deterioration is being
experienced when additional Megger tests are
made as part of the periodic inspection.
4. Lift all brushes in the motorized wheels, blowers
and the alternator. They must be removed from
the brushholder. Disconnecting brush pigtails is
not required.
5. Cover any open ductwork with screening
material to prevent rodents from entering. Then
tape over the screen to prevent the entry of
water and dirt (allow breathing).
6. Examine all exposed machined surfaces for
rust or dirt accumulation. Remove all
contamination as necessary. Remove rust by
using a fine abrasive paper. Old flushing
compound can be removed with mineral spirits
(GE-D5B8). Methanol should be used to
remove all residue. When clean, coat with Tarp
B rust preventive. Refer to General Electric
Motorized Wheel Service Manual for
specifications.
7. Loosen exciter drive belts (where applicable).
8. Open all switches in the control compartment.
A07003 11/05 Storage Procedures and Idle Machine Preparation
9. Install a 500 watt heat source inside all control
groups which house electronic control
equipment. These heat sources are to be
energized below 0° C (32° F) and de-energized
above 5° C (41° F).
10. Install a 500 watt heat source inside the
commutator chamber of both motorized wheels
and inside the alternator slip ring chamber. This
will minimize the accumulation of moisture. A
hole in the bottom of the hubcap will
accommodate the electrical cord for the heat
source in the motorized wheels. These heat
sources are to be energized continuously.
11. Seal the compartment doors with a
weatherproof tape to prevent entry of rain, snow
and dirt (allow breathing).
Storing A Truck That Is Not Operational
When a truck which is not fully operational is being
stored for any period of time, perform the following:
1. Drain the oil from the gearcase and install rust
preventive compound 4161 (or equivalent). Fill
per General Electric Motorized Wheel Service
Manual.
2. Jack up each side of the truck (one side at a
time) enough to rotate the tires.
3. Connect a D-C welder as described in the
Vehicle Test Instructions (Wheel Motor inst.
400A, arm & field in stress 900- 1000 rpm arm).
4. Rotate each motorized wheel (one at a time) for
at least 30 minutes to ensure that the rust
preventive compound has been thoroughly
circulated throughout the gearcase. Disconnect
the welder. Remove the jacks. Drain the
gearcase.
A7-13
 5. If the truck is partially dismantled, pay close
attention to ductwork, blower shrouds, etc.,
which may be exposed to weather conditions.
These areas will require the same sealing
measures as in Step 5 above which deals with
protecting ductwork. Cover exposed blower
housings to prevent entry of water and dirt.
6. Perform Steps 3 through 11 in “Storing A Truck
That Is Operational” in this section.
Storing A Major Component
When storing a motorized wheel, alternator, blower
or control group for any period of time, always store it
inside a warm, climate-controlled environment. Do
not attempt to store individual components where
they would be exposed to inclement weather,
climatic changes, high humidity and/or temperature
extremes.
Periodic Inspections
It is important that periodic inspections (every three
months) of stored equipment be performed to ensure
the continued serviceability of all protective
measures initially taken when the storage period
began. The following items should be checked at
each inspection interval:
1. Remove the weatherproof tape from the
compartment doors and perform a Megger test
as described in the Vehicle Test Instructions.
Record the test results and compare them with
the recorded Megger readings taken when
storage first began, and those taken throughout
the storage period. Remove all test equipment
and close the compartment. Reseal the
compartment doors with new weatherproof
tape. If Megger readings indicate a
deterioration of insulation quality (to below 2.0
megohms), more protection may need to be
provided.
A7-14 Storage Procedures and Idle Machine Preparation
2. Check all other weatherproofing tape. Replace
any that has become loose or is missing.
3. Check all heat sources. Replace or repair any
that have become inoperative.
4. Check all machine surfaces that were coated
with flushing compound when storage began. If
the compound appears to be deteriorating, it
must be cleaned off and renewed.
Placing Equipment Into Service After Storage
If a truck has been operated weekly throughout the
storage period, perform a complete visual inspection
of the motorized wheels, blowers, alternator and
control compartments. Repair any defects that are
found, then place the truck directly into service.
If the truck was not operated weekly throughout the
storage period, perform the following procedures:
1. Remove all weatherproofing tape from control
compartment doors and ductworks.
2. Remove all screening material from the
ductwork.
3. Remove all heat sources from the motorized
wheels, control compartments and the
alternator.
4. Fill with recommended oil. Refer to the
Motorized Wheel Service Manual for the type
and amount oil to be used. This oil should be
drained and new oil should be added after 500
hours of operation.
5. Clean all motorized wheel grease fittings in the
axle box. Ensure that all grease lines are
completely full of grease, then add the
recommended amount of grease to all fittings.
6. Install brushes in the motorized wheels, blowers
and alternator. Make sure that the brushes
move freely in their carbonways and that they
have enough length to serve until the truck's
next inspection period. Install new brushes if
necessary. Ensure that all brush pigtail screws
are tight.
11/05 A07003
 7. Perform a megohmmeter test. Refer to the
truck's Vehicle Test Instructions for the correct
procedure. If Megger readings are less than 2.0
megohms, the problem could be an
accumulation of moisture in the motor or
alternator. If this is the case, the faulty
component will have to be isolated and dried
out using procedures outlined in the G.E.
Service Manual.
8. Perform a thorough inspection of the motorized
wheels, alternator, blowers and control
compartments. Look for:
•Rust or dirt accumulation on machine
surfaces
•Damaged insulation
•Any accumulation of moisture or debris,
especially in the ductwork
•Loose wiring and cables
•Any rust on electrical connectors in the control
compartment
•Any loose cards in the card panels
9. Clean and make repairs as necessary.
A07003 11/05 Storage Procedures and Idle Machine Preparation
10. Check the retarding grids and insulators for
loose connections and dirt accumulation. Clean
and tighten connections as necessary.
11. Where applicable, check exciter drive belts for
cracks and deterioration. If acceptable, set the
belt tension to specification.
12. Before starting the engine, turn on the control
power. Check that the contactors and relays
pick up and drop out normally.
13. Perform a startup procedure on the complete
system to ensure maximum performance during
service. Refer to the truck's Vehicle Test
Instructions for the complete test procedure.
After all storage protection has been removed, the
truck has been cleaned and inspected, all repairs
have been made, the motorized wheel gearcase has
been filled with new oil, the dirt seals have been
completely purged with new grease, and the system
has been completely checked, the truck can be
placed into service. However, it is recommended that
the truck be driven unloaded at a low speed of no
more than 16 km/h (10 mph) for the first hour of
operation.
A7-15
 NOTES

A7-16 Storage Procedures and Idle Machine Preparation 11/05 A07003

 SECTION B

STRUCTURES

INDEX

STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1

DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1

FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1

B01016 Index B1-1

 NOTES

B1-2 Index B01016

 SECTION B2
STRUCTURAL COMPONENTS
INDEX

PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3

GRILLE, HOOD AND LADDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4

RIGHT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5

LEFT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6

CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7

B02028 Structural Components B2-1

 NOTES

B2-2 Structural Components B02028

 STRUCTURAL COMPONENTS
PREPARATION
The deck components are removable in sections as
shown in Figure 2-1. The following removal and
installation instructions detail the steps to be taken
before the decks and hood can be removed.
Additional steps may be required before the deck or
other major structure is removed, depending on
optional equipment installed on the truck.
Prior to removal or repair procedures, it may be
necessary to remove the body to provide clearance
for any lifting equipment. If body removal is not
required, the body should be raised and the safety
cables installed at the rear of the truck.
• Do not attempt to work in deck area until body
safety cables have been installed.
• Do not step on or use any power cable as a
handhold when the engine is running.
• Do not open any electrical cabinet covers or
touch the retarding grid elements until all
shutdown procedures have been followed.
• All removal, repairs and installation of
propulsion system electrical components
and cables must be performed by an
electrical maintenance technician who is
properly trained to service the system.
• In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify that the
propulsion system does not have dangerous
voltage levels present before repairs are
started.
B02028 Structural Components
After the truck is parked for repairs, the truck must be
shut down properly to ensure the safety of those
working in the areas of the deck, electrical cabinet
and retarding grids. The following procedures will
ensure the electrical system is properly discharged
before repairs are started.
1. Reduce the engine speed to idle. Place the
directional control lever in PARK. The parking
brake applied indicator lamp in the overhead
panel should be illuminated.
2. Place the drive system in the rest mode by
turning on the rest switch on the instrument
panel. The rest warning lamp should be
illuminated.
3. Turn the key switch to OFF. If the engine does
not stop, use the emergency shutdown switch
on the center console.
4. Verify that the link voltage lights are off. If they
remain on longer than five minutes after
shutdown, notify the electrical department.
5. Verify that the steering accumulators have bled
down by attempting to steer.
6. Bleed down the brake accumulators by using
the manual bleed valves on the brake manifold.
7. Activate the battery disconnect switches.
8. Inspect and maintain the anti-slip material on
the decks.
9. If weld repairs are necessary, disconnect all
electrical harnesses and remove the ground
strap from the engine control system (governor)
located in the auxillary control cabinet behind
the cab.
10. All hoses and mating fittings should be capped
as they are removed to prevent possible system
contamination.
11. Tag and verify that all cables, harnesses, and
hoses have been removed before the structure
is lifted off the truck.
B2-3
GRILLE, HOOD AND LADDER
Removal
1. Remove the hardware that attaches diagonal
ladder (4, Figure 2-1) to the front bumper.
2. Attach an appropriate lifting device to the ladder
and lift the structure off the truck.
3. Disconnect the wiring harnesses and remove
the cable clamps as necessary to allow
rremoval of the hood.
4. Attach an appropriate lifting device to hood and
grille assembly (1, Figure 2-2).
5. Remove all side mounting capscrews and
lockwashers (2, Figure 2-2).
6. Loosen the radiator bumpers on both decks.
7. Lift the hood and grille assembly from the truck
and move it to a work area.

FIGURE 2-2. HOOD AND GRILLE REMOVAL

1. Hood & Grille 2. Capscrews and

Assembly Lockwashers

Installation
1. Move hood and grille assembly (1, Figure 2-2)
from the work area to the truck. Use an
appropriate lifting device to lift it into place.
2. Align the mounting holes with the brackets
attached to the radiator assembly. Install side
mounting capscrews (2, Figure 2-2).
3. Adjust and tighten both radiator bumpers.
4. Use an appropriate lifting device to lift diagonal
FIGURE 2-1. DECK COMPONENTS ladder (4, Figure 2-1) into position over the
mounting pads on the front bumper. Align the
1. L.H. Deck 5. Center Deck mounting holes and install the hardware.
2. Electrical Cabinet 6. R.H. Deck Tighten the capscrews to the standard torque.
3. Cab 7. Retarding Grids
5. Connect all cables, harnesses, hoses and
4. Diagonal Ladder
clamps that were removed previously.

B2-4 Structural Components B02028

RIGHT DECK AND COMPONENTS
Removal
1. Remove the access covers from retarding grids
(7, Figure 2-1). Tag and disconnect all electrical
leads in preparation for removal. Attach an
appropriate lifting device to the lifting eyes on
the grids.
2. Remove retarding grid mounting hardware (3,
Figure 2-3) at six locations.
3. Lift the retarding grids clear of deck structure (1,
Figure 2-3) and move it to a work area.
5. Install an appropriate lifting device to the lifting
eyes at each corner of the deck and take up any
slack. Do not attach the lifting device to the
handrails.
6. Remove deck mounting hardware (2, Figure 2-
3) at the deck support and the front upright.
7. Loosen the radiator bumpers on both decks.
8. Ensure that all wiring harnesses, cables and
hoses have been removed. Carefully lift the
deck from the deck supports.
Installation

NOTE: If repairs to the grid assembly or cooling
blower are required, refer to the applicable G.E.
publication for service and maintenance procedures.
4. Disconnect deck lighting harness (4, Figure 2-
3). Inspect the underside of the deck and, if
necessary, remove any hoses or cables that
remain. The lighting harness and clamps do not
require removal.
Repeat the removal procedure in reverse order to
install the right deck and components. Clean all
mount mating surfaces and tighten all attaching
hardware to standard torque specifications listed in
Section A, Standard Torque Charts and Conversion
Tables.
Ensure that all electrical harnesses and clamps are
undamaged and reinstalled securely. Replace any
components as necessary.

FIGURE 2-3. R.H. DECK STRUCTURE MOUNTING

1. Deck Structure 3. Retarding Grid Mounting Hardware
2. Deck Mounting Hardware 4. Deck Lighting Harness

B02028 Structural Components B2-5

LEFT DECK AND COMPONENTS
If air conditioning system components must be
removed, refer to Section N, Operator Comfort,
for instructions on discharging the air
conditioning system befoe disconnecting any air
conditioning lines and servicing the air
conditioning system after installation.
NOTE: Refer to Section N, Truck Cab, for cab
removal and installation instructions.
Removal
1. Disconnect deck lighting harness (3, Figure 2-
4). Inspect the underside of the deck and, if
necessary, remove any hoses or cables that
remain. The lighting harness and clamps do not
require removal.
FIGURE 2-4. L.H. DECK STRUCTURE MOUNTING
1. Deck Structure
2. Deck Mounting Hardware
B2-6 Structural Components
2. Install an appropriate lifting device to the lifting
eyes at each corner of the deck and take up any
slack. Do not attach the lifting device to the
handrails.
3. Remove deck mounting hardware (2, Figure 2-
4) at the deck support and the front upright.
4. Loosen the radiator bumpers on both decks.
5. Ensure that all wiring harnesses, cables and
hoses have been removed. Carefully lift the
deck from the deck supports.
Installation
Repeat the removal procedure in reverse order to
install the right deck and components. Clean all
mount mating surfaces and tighten all attaching
hardware to standard torque specifications listed in
Section A, Standard Torque Charts and Conversion
Tables.
Ensure that all electrical harnesses and clamps are
undamaged and reinstalled securely. Replace any
components as necessary.
3. Deck Lighting Harness
B02028
CENTER DECK
Removal Installation
1. Install an appropriate lifting device to the deck Repeat the removal procedure in reverse order to
and take up any slack. install the right deck and components. Clean all
2. Remove deck mounting hardware (2, Figure 2- mount mating surfaces and tighten all attaching
5). hardware to standard torque specifications listed in
Section A, Standard Torque Charts and Conversion
3. Ensure that all wiring harnesses, cables and
Tables.
hoses have been removed. Carefully lift the
deck from the truck. Ensure that all electrical harnesses and clamps are
undamaged and reinstalled securely. Replace any
components as necessary.

FIGURE 2-5. CENTER DECK STRUCTURE

MOUNTING
1. Deck Structure 2. Deck Mounting
Hardware

B02028 Structural Components B2-7

 NOTES

B2-8 Structural Components B02028

 SECTION B3
DUMP BODY
INDEX

DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3

DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4

BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5

Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5

BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6

HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6

BODY UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6

BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6

ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7

B03020 6/06 Dump Body B3-1

 NOTES

B3-2 Dump Body 6/06 B03020

 DUMP BODY
DUMP BODY Removal
1. Park truck on a hard, level surface and block all
the wheels. Attach cables and a lifting device to
the dump body and take up the slack as shown
in Figure 3-1.
2. Remove the mud flaps from both sides of the
Inspect the condition and rating of all lifting body. Remove any electrical wiring and hoses
devices, slings, chains, and cables. Refer to the that are attached to the body.
manufacturer's manual for correct capacities and
3. Attach chains around the upper end of the hoist
safety procedures when lifting components.
cylinders to support them after the mounting
Replace any questionable items.
pins are removed.
Ensure that the lifting device is rated for at least a
4. Remove retaining capscrew and locknut (4,
45 ton capacity. Slings, chains, and cables used
Figure 3-2) from each of the upper hoist
for lifting components must be rated to supply a
cylinder mounting eyes. Remove each pivot pin
safety factor of approximately 2X the weight
(2).
being lifted. When in doubt as to the weight of
components or any service procedure, contact
the Komatsu area representative for further
information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, ensure there is
adequate clearance between the body and
overhead structures or electric power lines.

FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER)

1. Dump Body 3. Hoist Cylinder
2. Pivot Pin 4. Retaining Capscrew
and Locknut

FIGURE 3-1. DUMP BODY REMOVAL

1. Lifting Cables 2. Guide Rope

B03020 6/06 Dump Body B3-3

 5. Remove capscrews (1, Figure 3-3) and locknuts
(2) from each body pivot pin.
6. Attach a body pivot pin support fixture to the
bracket on the underside of the dump body to
aid in supporting the pin as it is removed.
7. Remove body pivot pins (3) far enough to allow
shims (6) to drop out. Complete removal of pins
is not necessary unless new pins are being
installed.
NOTE: To prevent the pivot pins from falling while
removing the dump body, use chains to secure them
to the truck.
8. Lift the dump body clear of the chassis and
move it to a work area. Block the body to
prevent damage to the body guide.
9. Inspect bushings (5), (8), and (9), body ear (4),
and frame pivot (7) for excessive wear or
damage.
FIGURE 3-3. DUMP BODY PIVOT PIN
1. Capscrew 6. Shim
2. Locknut 7. Frame Pivot
3. Body Pivot Pin 8. Pivot Bushing
4. Body Ear 9. Body Pivot Bushing
5. Body Pivot Bushing
B3-4 Dump Body
Installation
1. Park truck on a hard, level surface and block all
the wheels. Attach cables and a lifting device to
the dump body and take up the slack as shown
in Figure 3-1. Lower the body over the truck
frame and align the body pivots with the frame
pivot holes.
2. Install shims (6, Figure 3-3) in both body pivots,
as required, to fill the outside gaps and center
the body on the frame pivot. Do not install
shims on the inside. A minimum of one shim is
required at the outside end of both frame pivots.
3. Align the hole in pivot pin (3) with the capscrew
hole in the pin retainer - part of body pivot ear
(4). Push the pivot pin through shims (6), frame
pivot (7), and into pivot bushings (5) and (9) in
each side of the body pivot.
4. Install capscrew (1) through each pin and
tighten nuts (2) to 407 N•m (300 ft lbs). Use
washers, as necessary, on the nut side only to
ensure the capscrew does not run out of
threads when tightening.
5. Align the hoist cylinder upper mounting eye
bushings with the hole through the body. Align
the pin retaining capscrew hole and install the
pin.
6. Install retaining capscrews and locknuts (4,
Figure 3-2). Tighten the locknuts to 407 N•m
(300 ft lbs).
7. Install all mud flaps, electrical wiring and hoses
to the body.
6/06 B03020
BODY PADS
NOTE: It is not necessary to remove the dump body
to replace the body pads. Body pads should be
inspected during scheduled maintenance inspections
and replaced if worn excessively.
1. Raise the unloaded dump body to a height that
is sufficient to allow access to all of the body
pads. Place blocks between the body and
frame. Secure the blocks in place.
2. Remove pad mounting hardware (2, Figure 3-
4).
3. Remove body pad (4) and shims (5). Note the
number of shims installed at each pad location.
The rear pad on each side should have one less
shim than the other pads.
4. Install new body pads with the same number of
shims that were removed in step 3.
5. Install pad mounting hardware (2) and torque to
88 N•m (65 ft lbs).
FIGURE 3-4. BODY PAD INSTALLATION
1. Dump Body 3. Frame
2. Pad Mounting Hardware 4. Body Pad
B03020 6/06 Dump Body
6. Remove the blocks from the frame. Lower the
body onto the frame.
Adjustment
1. Park the truck on a flat, level surface.
2. All pads (except the rear pad on each side)
should contact the frame with approximately
equal compression of the rubber.
3. A gap of approximately 1.9 mm (0.075 in.) is
required at each rear pad. This can be
accomplished by using one less shim at each
rear pad.
4. If pad contact appears to be unequal, repeat the
adjustment procedure.
NOTE: Proper contact between the body pad and
frame is required to assure maximum pad life.
5. Shim
6. Mounting Pad
B3-5
BODY GUIDE
1. Inspect the body guide wear points each time a
body pad inspection is performed. Body guide
(2, Figure 3-5) should be centered between
wear plates (3) with a maximum gap of 4.8 mm
(0.19 in.) at each side (new wear plates).
2. If the gap becomes excessive, install new parts.
FIGURE 3-5. BODY GUIDE
1. Dump Body 3. Body Guide Wear
2. Body Guide Plates
HOIST LIMIT SWITCH
Refer to Section D, Electrical System (24VDC), for
the hoist limit switch adjustment procedure.
BODY UP SWITCH
Refer to Section D, Electrical System (24VDC), for
the body up switch adjustment procedure.
B3-6 Dump Body
BODY UP RETENTION CABLE
To avoid serious personal injury or death, the
body up retention cable must be installed
anytime personnel are required to perform
maintenance on the vehicle with the dump body
in the raised position.
1. To hold the dump body in the raised position,
raise the body to its maximum height.
FIGURE 3-6. BODY UP RETENTION CABLE
INSTALLATION
1. Rear Body Ear
2. Axle Housing Ear
3. Cable Assembly
2. Install cable assembly (3) between rear body
ear (1) and axle housing ear (4).
3. Secure the cable clevis pins with cotter pins.
4. After service work is completed, reverse the
installation steps to remove the cable assembly.
6/06 B03020
ROCK EJECTORS
Rock ejectors are placed between the rear dual
wheels to keep rocks or other material from lodging
between the tires. Failure to maintain the rock
ejectors could allow debris to build up between the
dual wheels and cause damage to the tires.
3. If rock ejector arm (1) becomes bent, it must be
removed and straightened.
4. At each shift change, inspect mounting brackets
(4, Figure 3-7), pins (2) and stops (3) for wear
and damage. Repair as necessary.

Inspection
1. The rock ejectors must be positioned on the
center line between the rear tires within 6.0 mm
(0.25 in.).
2. With the truck parked on a level surface, the
arm structure should be approximately 454.5
mm (17.9 in.) from wheel housing (2). Refer to
Figure 3-8.
NOTE: With rock ejector arm (1, Figure 3-7) hanging
vertical as shown in Figure 3-8, there must be no gap
at stop block (3, Figure 3-7).

FIGURE 3-8. ROCK EJECTOR INSTALLATION

FIGURE 3-7. ROCK EJECTOR MOUNTING 1. Rock Ejector Arm 2. Wheel Housing
BRACKET
1. Rock Ejector 3. Stop Block
2. Pin 4. Mounting Bracket

B03020 6/06 Dump Body B3-7

 NOTES

B3-8 Dump Body 6/06 B03020

 SECTION B4
FUEL TANK
INDEX

FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4

Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4

Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4

FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5

FUEL TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5

FUEL RECEIVERS (WIGGINS QUICK FILL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6

B04025 Fuel Tank B4-1

 NOTES

B4-2 Fuel Tank B04025

 FIGURE 4-1. FUEL TANK INSTALLATION
1. Fuel Tank 8. Fuel Supply Hose 15. Flat Washer
2. Fuel Receiver Assembly 9. Fuel Gauge Sender 16. Rubber Dampener
3. Mounting Cap 10. Drain Cock 17. Ground Wire
4. Upper Mounting Hardware 11. Hoist Circuit Filter Assemblies 18. Terminals
5. Filler Cap 12. Steering Circuit Filter Assembly 19. Sender Mounting Hardware
6. Fuel Return Hose 13. Wire Harness
7. Breather 14. Lower Mounting Hardware

B04025 Fuel Tank B4-3

FUEL TANK
Removal
1. Raise the truck body and install the body up
retention cable.
2. Loosen filler cap (5, Figure 4-1) and open drain
cock (10) to drain the fuel from the tank into
clean containers. Tighten the filler cap when the
fuel is completely drained.
3. Disconnect wire harness (13) and remove the
clamps attached to the fuel tank. Remove
ground wire (17).
4. If equipped, close the inline shutoff valves.
Remove fuel return hose (6) and fuel supply
hose (8). Cap the hoses and tank fittings to
prevent contamination.
5. Remove hoist circuit filter assemblies (11) and
steering circuit filter assembly (12) from the
frame side of the tank. Support the filter
assembly by placing a chain over the frame rail.
It is not necessary to remove the hydraulic
hoses.
NOTE: The weight of the empty fuel tank is
approximately 1690 kg (3725 lbs). Use lifting devices
with adequate capacity to remove the fuel tank.
6. Attach a lifting device to the lifting eyes on each
side of the tank.
7. Remove lower mounting hardware (14), flat
washer (15) and rubber dampeners (16).
Remove upper mounting hardware (3) and
mounting caps (4).
8. Lift the fuel tank from the brackets and move it
to a work area.
9. Remove fuel gauge sender (9), breather (5),
and other fittings as required to perform interior
cleaning. See “Fuel Gauge Sender” in this
section for removal of the fuel gauge sender.
Repair
If a tank has been damaged and requires structural
repair, perform such repairs before final cleaning.
If a tank is to be weld repaired, special
precautions are necessary to prevent fire or
explosion. Consult local authorities for safety
regulations before proceeding.
B4-4 Fuel Tank
Cleaning
The fuel tank has drain cock (10, Figure 4-1) and a
cleaning port in the side that allows steam or solvent
to be used for cleaning tanks that have accumulated
foreign material.
It is not necessary to remove the tank from the truck
for cleaning of sediment. However, rust and scale on
the walls and baffles may require complete tank
removal. This allows cleaning solutions to be in
contact with all interior surfaces by rotating the tank
in various positions.
Before a cleaning procedure of this type, all vents,
the fuel gauge sender, and hose connections should
be removed and temporarily sealed. After cleaning is
complete, the temporary plugs can be removed.
If the tank is to remain out of service, a small amount
of light oil should be sprayed into the tank to prevent
rust. All openings should be sealed for rust
prevention.
Installation
1. Thoroughly clean the frame mounting brackets
and the mounting hardware holes. Re-tap the
threads if damaged.
NOTE: The weight of the empty fuel tank is
approximately 1690 kg (3725 lbs). Use lifting devices
with adequate capacity to remove the fuel tank.
2. Lift the fuel tank into position over the frame
trunnion mounts and lower it into position.
Install mounting caps (4, Figure 4-1) and upper
mounting hardware (3). Do not tighten the
hardware at this time.
3. Install rubber dampeners (16), flat washers (15)
and lower mounting hardware (14) in the lower
mounts. Tighten the lower mounting hardware
to 420 ± 42 N•m (310 ± 31 ft lbs).
4. Tighten upper mounting hardware (3) to 711 ±
72 N•m (525 ± 53 ft lbs).
5. Install hoist circuit filter assemblies (11) and
steering circuit filter assembly (12) on the frame
side of the tank.
6. Connect fuel return hose (6) and fuel supply
hose (8). Install wire harness (13) and all
clamps. Open the inline shutoff valves, if
equipped.
B04025
FUEL GAUGE SENDER
Fuel gauge sender (9, Figure 4-1) mounted on the
side of the tank provides an electrical signal to
operate the fuel gauge on the instrument panel.

Removal
1. Drain the fuel below the level of the fuel gauge
sender.
2. Disconnect the wires from terminals (18).
3. Remove sender mounting hardware (19).
Carefully remove the sender and gasket.

Installation
1. Clean the mating surfaces. Install a new gasket.
2. Install the fuel gauge sender in the tank. Ensure
the float is oriented properly and moves freely.
3. Install sender mounting hardware (19) and
tighten the capscrews to the standard torque.
4. Connect the wires to terminals (18).
5. Fill the fuel tank and check for leaks.

FUEL TANK BREATHER VALVE

NOTE: The relief pressure of the fuel tank breather
valve is 70 - 89 kPa (10 - 13 psi).

Disassembly FIGURE 4-2. BREATHER VALVE

1. Remove clamp (3, Figure 4-2), cover (2) and
screen (1). 1. Screen 7. End Fitting
2. Cover 8. Stem
2. Remove ball cage (10), solid ball (11) and float 3. Clamp 9. O-Ring
balls (12). 4. Body 10. Ball Cage
3. Unscrew end fitting (7) from body (4). 5. Valve Spring 11. Solid Ball
4. Remove stem (8) and valve spring (5). 6. O-Ring 12. Float Ball

Assembly
1. Clean and inspect all parts. If any parts are
damaged, replace the entire assembly.
2. Place valve spring (5) into position in body (4).
3. Insert stem (8) into end fitting (7).
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.
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.

B04025 Fuel Tank B4-5

FUEL RECEIVERS (WIGGINS QUICK FILL)
Fuel receiver assembly (2, Figure 4-1) is mounted on
the front of the fuel tank. Fuel receiver assembly (6,
Figure 4-3) is mounted on the left hand frame rail.
Keep the cap on each fuel receiver to prevent dirt
build up in valve area and nozzle grooves.
If fuel spills from the fuel tank breather valve, or if the
tank does not completely fill, check the breather
valve to see whether the float balls are in place and
the outlet screen is clean. If the breather valve is
operating properly, the problem will most likely be in
the fuel supply system.

FIGURE 4-3. LEFT SIDE QUICK FILL

1. Refueling Box 3. Capscrew 5. Filler Cap 7. Fuel Tank
2. Filler Hose 4. Tapped Bar 6. Receiver Assembly 8. Frame Rail

B4-6 Fuel Tank B04025

 SECTION C

ENGINE

INDEX

POWER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1

COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1

POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1

AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1

FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1

C01014 Index C1-1

 NOTES

C1-2 Index C01014

 SECTION C2

POWER MODULE

INDEX

POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3

Preparation for Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-4

Removal - Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-7

Installation - Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-9

Hookup - Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-9

C02021 Power Module C2-1

 NOTES

C2-2 Power Module C02021

 POWER MODULE
The radiator, engine and alternator assemblies are
mounted on a roller equipped subframe which is
contained within the truck's main frame and is
referred to as a “power module”. This arrangement
permits removal and installation of these
components with a minimum amount of disconnect
and by utilizing the unique “roll in/roll out” feature.
Although the instructions in this section are primarily
based upon the “Rollout” method for major
component removal, the radiator and fan may be
removed as separate items. Instructions for radiator
and fan removal are contained later in this section.
Optional equipment may be installed on the truck,
requiring additional removal and installation steps not
listed.
The procedures outlined in this section of the manual
are general instructions for power module removal
and installation. It may be necessary to perform
some procedures in a different order or use different
methods for component removal and installation,
depending on the lifting equipment available at the
mine site. Prior to removal or repair procedures, it
may be necessary to remove the body to provide
clearance for lifting equipment to be used. If body
removal is not required, the body should be raised
and the safety cables installed at the rear of the
truck.
Read and observe the following instructions before
attempting any repairs!
• Do not attempt to work in deck area until body
safety cables have been installed.
• Do not step on or use any power cable as a
handhold when the engine is running.
• Do not open any electrical cabinet covers or
touch the retarding grid elements until all
shutdown procedures have been followed.
• All removal, repairs and installation of
propulsion system electrical components,
cables etc. must be performed by an
electrical maintenance technician properly
trained to service the system.
• In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
C02021 Power Module
After the truck is parked in position for the repairs,
the truck must be shut down properly to ensure the
safety of those working in the areas of the deck,
electrical cabinet and retarding grids. The following
procedures will ensure the electrical system is
properly discharged before repairs are started.
Preparation
1. Reduce the engine speed to idle. Place the
selector switch in NEUTRAL and apply the
parking brake. Make sure that the parking
brake applied indicator lamp in the overhead
panel is illuminated.
2. Place the drive system in the rest mode by
turning the rest switch on the instrument panel
ON. Make sure that the rest warning lamp is
illuminated.
3. Shut down the engine using the keyswitch. If,
for some reason the engine does not shut
down, use the shutdown switch on the center
console.
4. Verify the link voltage lights are off. If they
remain on longer than 5 minutes after
shutdown, notify the electrical department.
5. Place the GF cutout switch in the CUTOUT
position. (See Figure 3-1 in Section E,
Propulsion System, for switch location.)
6. Verify the steering accumulators have bled
down by attempting to steer.
7. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
8. Open the battery disconnect switches.
Tag or mark all hydraulic lines, fuel lines and
electrical connections to assure correct
hookup at time of power module installation.
Plug all ports and cover all hose fittings or
connections when disconnected to prevent
dirt or foreign material from entering.
It is not necessary to remove the radiator
prior to the removal of the power module.
However, the coolant must be drained and
the piping connected to the brake cooling
heat exchanger removed. If radiator removal
is desired or if only radiator repair is
necessary, refer to Section C, Cooling
System.
C2-3
 FIGURE 2-1. HYDRAULIC PUMP DRIVE SHAFT
1. Hydraulic Pump 3. Pump Drive Shaft
2. Bottom Drive Shaft 4. Companion Flange
Cover

Preparation for Removal

The complete power module, including the hood

and grille weighs approximately 37,386 lbs.
(16,958 kg). Make sure lifting device to be used
has adequate capacity.
FIGURE 2-2. MAIN ALTERNATOR BLOWER DUCT
1. If radiator removal is required, refer to Section
B, Structural Components, for hood and grille
removal instructions. The power module may
be removed with hood installed if desired.)
2. Remove bottom drive shaft cover (2, Figure 2-
1). Disconnect pump drive shaft (3) at drive
shaft U-joint companion flange (4) mounted on
the alternator.
3. Remove main alternator blower ducts to provide
clearance to raise the engine off the subframe
mounts. (Refer to Figure 2-2):
a. Disconnect cables and hoses as required.
b. Remove alternator inlet transition structure
(8) and gasket.
c. Remove wheel motor cooling air duct transi-
tion structure (5).
d. Cover all openings to prevent entrance of
foreign material.
1. Electrical Cabinet 6. Wheel Motor Duct
2. Intake Duct 7. Main Alternator
3. Alternator Inlet Duct 8. Alternator Inlet
4. Blower Assembly Transition Structure
5. Wheel Motor Duct-
Transition Structure
4. Remove engine air intake duct support rods (9,
Figure 2-3). Remove any hoses or electrical
cables attached to center deck structure.
5. Attach overhead hoist to center deck structure.
Remove deck mounting hardware, lift deck from
truck and move to storage area.
6. Disconnect the air cleaner restriction indicator
nylon tubes at ports on inlet ducts.
7. Loosen clamps (5) on hump hoses (4) between
the four engine air inlet ducts and air cleaner
outlet ducts.
8. Disconnect inlet ducts at each of the four
turbochargers. Remove inlet ducts from truck.
Cover openings at turbochargers.

C2-4 Power Module C02021

 FIGURE 2-3. ENGINE AIR INLET PIPING

1. Air Cleaner Assemblies 7. Reducer Elbow

2. Left Rear Intake Duct 8. T-Bolt Clamp
3. Left Front Intake Duct 9. Duct Support Rod
4. Hump Hose 10. Right Front Intake Duct
5. T-Bolt Clamp 10. Right Rear Intake Duct
6. T-Bolt Clamp

C02021 Power Module C2-5


FIGURE 2-4. ENGINE EXHAUST PIPING
1. Capscrew 4. Front Exhaust Pipe
2. Lockwasher 5. Rear Exhaust Pipe
3. Nut 6. Clamp Bands
9. Remove exhaust duct clamps (6, Figure 2-4).
Remove capscrews (1), lockwashers (2) and
nuts (3) retaining exhaust pipes to turbocharger
outlet flange. Remove exhaust ducts (4 & 5).
Cover opening on engine exhaust outlets.
10. Remove alternator power cable protective
cover. Disconnect all (already marked)
electrical cables, oil and fuel lines that would
interfere with power module removal (see
Figure 2-5). Cover or plug all lines and their
connections to prevent entrance of dirt or
foreign material. To simplify this procedure,
most connections utilize quick disconnects.
C2-6 Power Module
11. Close cab heater shutoff water valves,
disconnect water lines and drain water from the
heater core. Secure water lines away from
engine compartment to prevent interference
with power module removal.
12. Drain engine coolant into clean containers for
re-use after engine installation. Coolant
capacity is approximately 738 L (195 gal).
13. Disconnect and remove piping (6, Figure 2-5)
from engine water pump and radiator routed to
the brake system cooling heat exchanger (7).
14. Remove upper radiator support rod (11) at each
side of radiator.
15. Remove capscrews and washers at vertical and
diagonal ladder mounting pads. Lift ladders
from truck and move to storage area.
16. Refer to Section N, Operator Comfort, for
procedures required to properly remove the
refrigerant. After the system has been
discharged, disconnect refrigerant hoses routed
to cab at the compressor and receiver/drier
(10).
NOTE: System contains HFC-134A refrigerant.
Federal regulations prohibit venting air condi-
tioning system refrigerants into the atmosphere.
An approved recovery/recycle station must be
used to remove the refrigerant from the air condi-
tioning system.
C02021
 FIGURE 2-5. POWER MODULE REMOVAL & INSTALLATION
1. 1. Alternator 5. Power Module Sub-frame 8. Front Frame/Sub-frame Mount
2. 2. Rear Power Module Lift Eye 6. Heat Exchanger Piping 9. Front Power Module Lift Eye
3. Rear Frame/Sub-frame Mount 7. Heat Exchanger 10. Receiver/Drier
4. Engine/Alternator Cradle Struc- 10. Upper Radiator Support Rod
ture

Removal - Power Module 2. Remove capscrews and caps securing

subframe mounting bushings to the subframe
Recheck to be certain all hoses, electrical cables,
support bracket (3) at rear of subframe.
ground straps etc. have been removed.
3. Check engine and alternator to make sure all
cables, wires, hoses, tubing and linkages have
1. Remove capscrews, nuts and washers (8, been disconnected.
Figure 2-5) securing front subframe support to
main frame.

Install safety chain around the engine subframe Lift power module only at the lifting points on
cross member and main frame to prevent the subframe and engine/alternator cradle structure.
power module from rolling when the subframe (Refer to Figure 2-5 and 2-7.)
rollers are installed.

C02021 Power Module C2-7


FIGURE 2-6. SUBFRAME ROLLERS
1. Roller Assembly 3. Capscrews
2. Subframe
4. Locate a jack under the rear of the power
module. Raise the rear portion of engine
subframe and install subframe rollers (Refer to
Figure 2-6). Lower the rear portion of the
subframe carefully until the rollers rest on the
main frame guide rail.
NOTE: Subframe rollers are supplied in the truck tool
group and can be installed in the storage position
after use, as shown in Figure 2-6.
5. Position hoist to front subframe lifting points (9,
Figure 2-5). Raise the engine subframe until the
engine is on a level plane. Remove the safety
chain.
The complete power module, including the hood
and grille weighs approximately 37,386 lbs.
(16,958 kg). Make sure lifting device to be used
has adequate capacity.
C2-8 Power Module
FIGURE 2-7. POWER MODULE LIFTING POINTS
1. Module Lifting Tool 4. Engine
2. Alternator 5. Power Module Sub-
3. Lifting Points frame
6. Roll the power module forward sufficiently so
that adequate clearance is provided in front of
electrical cabinet for the lifting device to be
attached to the engine/alternator cradle
structure (2, Figure 2-5) and front subframe
lifting points (9). Place stands or block under
front of subframe and lower hoist until front of
subframe is supported. Install safety chain to
prevent subframe from rolling.
7. Attach lifting device (1, Figure 2-7) to hoist and
attach to engine/alternator cradle structure and
front subframe lifting points as shown in Figure
2-7. Remove safety chain.
8. Raise the power module slightly to determine if
module is on an even plane. Move the power
module straight out of truck to a clean work area
for disassembly.
For further disassembly of the engine, alternator, and
radiator, refer to the appropriate section of this
manual.
C02021
Installation - Power Module
1. Inspect the main frame guide rails. Remove
any debris which would interfere with power
module installation.
2. Clean the main frame rear support brackets.
Apply a light film of soap solution to each rubber
bushing (3, Figure 2-5) located at the rear of the
subframe.
3. Check the subframe rollers making sure they
roll freely and are in the “roll-out” position.
(Figure 2-6).
4. Attach a lifting device to engine/alternator
cradle structure and front subframe lifting points
(Figure 2-7).
The complete power module, including the hood
and grille weighs approximately 16,958 kg
(37,386 lbs.). Make sure that the lifting device to
be used has adequate capacity.
5. Raise the power module and align the subframe
rollers within the main frame guide rails.
FIGURE 2-8. POWER MODULE INSTALLATION
C02021
6. Lower the power module to the subframe guide
rails, relax the hoist slightly and roll the power
module into truck frame as far as possible
before the lifting chains contact the electrical
cabinet.
7. Place stands or blocking under front of
subframe to support assembly while
repositioning hoist.
8. Install a safety chain around the truck frame
and the subframe. The safety chain will prevent
the power unit from rolling forward.
9. Place a small block behind each rear subframe
roller to prevent rolling.
10. Lower hoist to allow subframe to rest on stands
and rollers. Remove lifting device.
11. Attach hoist to front lifting eyes on subframe.
12. Remove the small blocks behind the subframe
rollers, remove safety chain, and slowly roll the
power module into position over the main frame
mounts. Lower hoist until front subframe
mounts are aligned and seated on the front,
main frame mounts. Reinstall safety chain.
13. Place a jack under rear of subframe to support
the power module. Raise power module just
enough to permit removing the subframe
rollers.
14. Lower the rear portion of the subframe until the
subframe rubber bushings are seated in the
mounting brackets (3, Figure 2-5) located on
the main frame of the truck.
15. After subframe is seated in frame mounts, the
safety chain may be removed from the front
subframe member.
16. Install rubber bushings, capscrews, washers
and nuts in the front mounts (8, Figure 2-5).
Tighten capscrews to 712 N•m (525 ft. lbs.).
17. Install the rear subframe mounting caps and
secure caps in place with lubricated capscrews.
Tighten capscrews to 551 N•m (407 ft. lbs.).
(Refer to Figure 2-5).
Hookup - Power Module
1. Install all ground straps between frame and
subframe. Reconnect wire harnesses at power
module subframe connectors.
2. Install vertical and diagonal ladders on
mounting pads at front bumper.
Power Module C2-9
 3. Attach hoist to the front center deck and lift into
position. Install capscrews, flatwashers,
lockwashers and nuts at each mounting bracket.
Tighten capscrews to standard torque.
4. Install engine air intake duct supports. Reinstall
intake ducts between turbochargers and
aircleaner outlet ducts (see Figure 2-3). Clamp
securely to insure a positive seal is made. (Refer
to Figures 2-3 & 2-9 for correct installation and
alignment examples.) Install exhaust ducts (4 &
5, Figure 2-4) on turbocharger outlet flanges and
pipes at frame crossmember.
5. Connect the cab heater inlet and outlet hoses
and open both valves.
6. Install piping (6, Figure 2-5) between heat
exchanger (7) and engine water pump and
radiator.
7. Inspect alternator/wheel motor cooling duct
gaskets and replace if damaged. Install
FIGURE 2-9. AIR INLET PIPING CONNECTIONS
C2-10 Power Module
Alternator inlet transition structure (8, Figure 2-2)
and wheel motor duct transition structure (5).
8. Connect the hydraulic pump drive shaft
companion flange (4, Figure 2-1) to the
alternator (5). Tighten capscrews to standard
torque. Install driveshaft guard (2).
9. Connect all remaining electrical, oil, and fuel
lines.
10. Connect the air filter restriction indicator hoses.
11. Close battery disconnect switches.
12. Connect hoses routed from cab to receiver/drier
and air conditioning compressor.
13. Refill radiator and service engine with
appropriate fluids. Refer to Section P,
Lubrication and Service, for capacity and fluid
specifications.
14. Recharge air conditioner system per instructions
in Section N, Operator Comfort.
C02021
 SECTION C3

COOLING SYSTEM

INDEX

RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5

Filling Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6

REPAIRING THE RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6

Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6

External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8

Pressure Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9

COOLANT SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10

C03034 Cooling System C3-1

 NOTES

C3-2 Cooling System C03034

 COOLING SYSTEM
RADIATOR
Removal
1. Drain the coolant into clean containers for
possible reuse after engine installation. Refer to
Section P, Lubrication and Service, for the
cooling system capacity.
2. If the radiator is being removed without the
complete power module, remove the grille and
hood according to the removal instructions in
Section B, Structural Components.
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.
FIGURE 3-1. RECEIVER/DRIER LOCATION
1. Condenser 3. Receiver/Drier
2. Accumulator
C03034
3. Refer to Section N4, Heater / Air Conditioner,
for the procedures required to properly remove
the refrigerant from the air conditioning system.
NOTE: The system is charged with HFC-134A
refrigerant.
a. Remove the refrigerant hose clamps and
receiver/drier (3, Figure 3-1) from the front
left side of the radiator shroud. Disconnect
the harness from the low pressure switch on
the receiver/drier.
b. Remove the clamps and disconnect inlet
hose (4, Figure 3-2) and outlet hose (5) at
the condenser. Remove mounting hardware
(3) and remove condenser (2) from radiator
assembly (1).
c. Cap all hoses to prevent contamination.
Remove any remaining clamps attaching the
hoses and wiring to the radiator shroud.
Reposition the hoses and wiring to allow
removal of the radiator and shroud
assembly.
4. Disconnect the lines at the fuel cooler. Remove
all clamps that secure the lines to the radiator.
FIGURE 3-2. AIR CONDITIONER CONDENSER
1. Radiator Assembly 4. Inlet Hose
2. Condenser 5. Outlet Hose
3. Mounting Hardware
Cooling System C3-3

FIGURE 3-3. RADIATOR PIPING, BOTTOM VIEW
1. Drain Cock 4. Outlet Elbow (Rear)
2. Outlet Elbow (Front) 5. Heat Exchanger
NOTE: The radiator and shroud assembly weighs
3. Radiator Mounting 6. Engine Subframe
approximately 2600 kg (5730 lbs).
Hardware
5. Unclamp and separate all upper hoses between
the radiator and the engine.
6. Remove outlet elbows (2, Figure 3-3) and (4) at
the bottom tanks. Cap all coolant lines to
prevent contamination.
7. Remove and cap the hoses from the radiator
top tank and surge tank.
8. Remove the capscrews and lockwashers to free
fan guards (1, Figure 3-4) and (2) from radiator
shroud (3). The two halves of the fan guard may
be disassembled and removed or the complete
guard may be moved to the rear to clear the
shroud during removal of the radiator.
FIGURE 3-4. FAN GUARDS
1. Fan Guard (LH) 3. Radiator Shroud
2. Fan Guard (RH)
9. Attach the hoist to the radiator and take up any
slack.
10. Remove upper support rods (2, Figure 3-5) and
stabilizer bars (3).
11. Remove radiator mounting hardware (4, Figure
3-3) that secures the radiator and to the power
module subframe.
12. Loosen the radiator bumpers on both decks.
13. Ensure that all hoses and wiring harnesses
have been removed. Lift the radiator slightly
with the hoist and move the radiator forward
until it is clear of the engine fan. Move the
radiator to a work area for service.

C3-4 Cooling System C03034


FIGURE 3-5. RADIATOR MOUNTING
1. Radiator 4. Radiator Mounting
2. Upper Support Rod Hardware
3. Stabilizer Bar
Installation
1. Attach a hoist to the radiator and lift it into
position on the power module subframe.
2. Install radiator mounting hardware (4, Figure 3-
5) at the lower radiator mounting brackets. Do
not tighten at this time.
3. Inspect the rubber bushings for stablizer bars
(5) and replace them if worn or damaged.
4. Install the mounting hardware on the lower end
of stabilizer bars (5) and insert the rods into the
subframe mounting brackets. Insert the
remaining mounting hardware but do not
tighten. Install the stablizer bars at the radiator
brackets and tighten the mounting hardware to
the standard torque.
5. Install upper support rods (2) and the mounting
hardware at both ends. Do not tighten at this
time.
C03034 Cooling System
6. Adjust the stabilizer bars until the radiator is
positioned perpendicular to the subframe within
± 3.0 mm (0.12 in.) measured at top of radiator.
When the position is established, tighten the
locknuts at the subframe mounting brackets to
712 N•m (525 ft lbs).
7. Tighten the upper support rod mounting
hardware and recheck the perpendicularity of
the radiator.
8. Tighten radiator mounting hardware (4) at the
lower radiator mounting brackets to the
standard torque.
9. Install fan guards (1, Figure 3-4) and (2) using
the original mounting hardware.
10. Install the upper hoses between the radiator
and the engine. Seat the hoses fully and tighten
the clamps securely.
11. Install outlet elbows (2, Figure 3-3) and (4) with
new gaskets.
12. Route the lines to the fuel cooler and clamp
them in place. Attach the lines to the fuel cooler
fittings.
13. Install the air conditioning system components.
a. Install condenser (2, Figure 3-2), hoses (4)
and (5), and all clamps.
b. Install receiver/drier (3, Figure 3-1) and
clamp the hoses. Attach the harness to the
low pressure switch.
c. Clamp all hoses and wiring to the studs
using the original clamps. Refer to Section N,
Operator Comfort, for complete instructions
on evacuating and recharging the air
conditioning system.
14. Install the grille and hood according to the
instructions in Section B, Structural
Components. Make sure that both radiator
bumpers are adjusted and secured.
15. Make sure that all coolant drains are closed, all
pipe plugs are installed, and all hoses are
connected securely. Service the cooling system
with the proper mixture of antifreeze as
recommended in Section P, Lubrication and
Service. Check for leaks and correct as needed.
16. Start and operate the engine until the cooling
system reaches normal operating temperature.
Recheck for leaks during engine operation.
Turn off the engine and correct any leaks.
C3-5
Filling Procedure
The cooling system is pressurized due to thermal
expansion of coolant. DO NOT remove the
radiator cap while the engine and coolant are hot.
Severe burns may result.
1. With engine and coolant at ambient
temperature, remove the radiator cap.
Note: If coolant is added using the Wiggins quick fill
system, the radiator cap must be removed before
adding coolant.
2. Fill the radiator with the proper coolant mixture
(as specified by the engine manufacturer) until
coolant is visible in the sight gauge.
3. Install the radiator cap.
4. Operate the engine for five minutes, then check
the coolant level.
5. If coolant is not visible in the sight gauge,
repeat steps 1 through 4 of this procedure. Any
excess coolant will be discharged through the
vent hose after the engine reaches normal
operating temperature.
NOTE: Engine coolant must always be visible in the
sight gauge before truck operation.
C3-6 Cooling System
REPAIRING THE RADIATOR
Internal Inspection
If desired, an internal inspection can be performed on
the radiator before complete disassembly. The
inspection involves removing tubes from the radiator
core and cutting them open. This type of inspection
can indicate overall radiator condition, as well as
coolant and additive breakdown.
To perform this inspection, remove 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 the proper instructions
for removing and installing tubes. Analyze any
contaminant residue inside the tube to determine the
cause of contamination. Flush the system before
returning the truck to service. Contact your nearest
L&M Radiator facility for further instructions or visit
the L&M website 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 or core in clean water after removing it 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 should not exceed 8275 kPa
(1200 psi). Unlike conventional cores, the spray
nozzle can be used right up 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 down. Spray straight into
the core, not at an angle. Continue washing until the
exit water is free of dirt. Repeat from the opposite
side.
C03034
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 3-7. 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 3-8. The upper jaw of
the installation tool should be positioned just
below the rectangular section of the tube. The
bottom jaw should rest on the seal. Squeeze
the installation 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 3-6. BREAKER TOOL (XA2307)

1. Start at the top row of tubes. Use the breaker

tool (XA2307) to loosen the tube to be removed.
When using the breaker 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 breaker tool to lightly twist the tube back
and forth within the seals to loosen the grip.
Refer to Figure 3-7.

FIGURE 3-8. 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. Refer to
Figure 3-9. Removing the tube at an excessive
angle may cause damage to the tube.
4. Remove all the top tubes before removing the
bottom tubes. 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.

C03034 Cooling System C3-7

Cleaning and Inspection
1. Use a drill with a 19 mm (3/4 in.) wire brush to
remove any foreign material from the tube
holes, then wipe the holes clean.
2. Clean the inside of the tanks and tubes. In most
cases, just flushing the inside with soap and a
high pressure hot water washer will be
sufficient. If not, contact an L&M manufacturing
facility for further instructions or visit the L&M
website at www.mesabi.com.
3. 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 should be analyzed. The radiator must be FIGURE 3-9. PROPER SEAL INSTALLATION
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. 2. Use a 13 mm (1/2 in.) diameter brush to
lubricate the seals with lube/release agent
4. Buff the tube ends with a polishing wheel and a (XA2308).
copper polishing compound. If any debris can
not be removed by buffing, using an emery 3. Use a spray bottle to lubricate the tube ends
cloth, steel wool or a wire wheel with a wire size with the lube/release agent.
of 0.15 - 0.20 mm (0.006 - 0.008 in.) is 4. When installing tubes, start at one end and
acceptable. Be careful not to mar the tube ends. work toward the center. After you reach the
center, move to the opposite end, and again
Assembly work toward the center. If any of the tubes are
difficult to install, do not force the tube. Remove
NOTE: For easier installation, soak the seals in hot
the tube and determine the problem. Possible
water before installing.
causes may be:
1. Install new tube seals onto the bottom tank and
the bottom side of the center tank. Do not install •adequate seal/tube lubrication
seals in the top core at this time. Seals for the •improperly installed seal
top of the tubes do not have locking grooves;
•damaged seal or tube end
bottom tube seals do. Ensure the correct seals
are installed in the proper position. •tube angle excessive during installation and/or
tube not centered in seal.
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 Inspect the seals and tube ends for damage
force will drive the seals in too far. When before trying to reinstall a tube. Replace as
installed properly, the seals should be slightly necessary.
convex. Improperly installed seals are concave
with a smaller diameter hole. Refer to Figure 3-
10.

C3-8 Cooling System C03034

 5. Working from 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.
6. 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 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 3-11.
FIGURE 3-10. USING INSTALLATION TOOL TO
INSTALL TUBE
7. 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.
8. Install tube stay ends. Install the felt air baffles
behind the front and back rows while
completing tube installation.
C03034 Cooling System
Pressure Testing
The radiator should be pressure tested 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 can be found on
the L&M Radiator website at www.mesabi.com.
COOLANT SYSTEM
TROUBLESHOOTING
If abnormal coolant temperatures are experienced,
perform the following visual inspections and tests:
1. Check the coolant level and thoroughly inspect
the system for leaks.
a. Check for proper coolant/antifreeze mixture.
b. Follow the recommendations of the engine
manufacturer regarding use of cooling
system additives.
2. Inspect the radiator fins for restrictions. Ensure
the air flow through the radiator is not restricted
by debris or bent radiator fins.
3. Inspect the fan blades for damage.
4. Check the radiator cap sealing surfaces.
5. If equipped with a fan clutch, refer to Section N,
Operator Comfort, for complete instructions for
testing and repairs, if required.
6. Refer to the engine manufacturer's Service
Manual for information about testing and
replacing the cooling system thermostats.
C3-9
 NOTES

C3-10 Cooling System C03034

 SECTION C4
POWER TRAIN
INDEX

ALTERNATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3

ALTERNATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5

Measuring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5

Joining the Alternator and Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7

ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8

C04027 6/06 Power Train C4-1

 NOTES

C4-2 Power Train 6/06 C04027

 POWER TRAIN
ALTERNATOR REMOVAL
The following instructions cover the removal of the
main alternator from the engine after the power
module has been removed from the truck.

The alternator weighs approximately 3720 kg

(8200 lbs). Ensure the lifting device to be used
has adequate capacity. Lift the alternator only at
the lifting eyes on the alternator.
1. Attach a hoist with two lifting chains to both
lifting eyes (8, Figure 4-2) on top of alternator
(1).
2. Block up the rear of the engine.
3. Loosen cradle adjustment setscrews (3, Figure
4-1). FIGURE 4-1. CRADLE STRUCTURE
4. Loosen engine-to-cradle capscrews (5, Figure 1. Cradle Structure 4. Subframe
4-2). 2. Jam Nut 5. Gap
3. Adjustment Setscrew

FIGURE 4-2. ENGINE AND ALTERNATOR

1. Alternator 4. Flywheel Housing 7. Subframe
2. Mounting Hardware 5. Capscrews 8. Alternator Lifting Eyes
3. Cradle Structure 6. Engine

C04027 6/06 Power Train C4-3

 5. Remove the access cover at the front, right side
of engine flywheel housing (4). Reach through
the access openings and remove 12 capscrews
(6, Figure 4-3) that join engine drive ring (7) to
alternator rotor (8). Rotate the crankshaft to
align each capscrew with the access hole.
NOTE: Ensure that all 12 capscrews have been
removed.
6. Remove 16 capscrews (3) that secure flywheel
housing adapter (2) to alternator housing (1).
NOTE: The clearance between the head of capscrew
(3) and flywheel housing (4) will not permit complete
removal of the capscrews at all locations. Ensure that
all of the capscrew threads are completely
disengaged from alternator housing (1).
7. Take up any slack in the hoist. Remove
mounting hardware (2, Figure 4-2) that secures
the alternator to the cradle structures.
8. Keep the alternator as level as possible and
move away from engine.
9. Note the location and quantity of the shims.
Keep the shims for possible reuse during
installation.
NOTE: For further disassembly instructions for the
alternator, refer to the GE Service Manual. FIGURE 4-3. ALTERNATOR TO ENGINE
MOUNTING
1. Alternator Housing 5. Capscrew
2. Flywheel Housing 6. Capscrews
Adapter 7. Engine Drive Ring
3. Capscrews 8. Alternator Rotor
4. Flywheel Housing

C4-4 Power Train 6/06 C04027

ALTERNATOR INSTALLATION
The following instructions must be followed to
ensure proper alignment and engine crankshaft
endplay. Failure to follow these instructions can
result in serious damage to the engine and/or
alternator.
• Never pry on the engine crankshaft damper.
• Loosen or remove fan belts before measuring
crankshaft endplay to ensure that the crankshaft
moves easily and completely.
• When taking measurements, always take four
equally spaced readings and average them.
• Always measure from mating surface to mating
surface.
• A reference to crankshaft rotation - clockwise
(CW) or counterclockwise (CCW) - is the
direction of rotation when looking at the front
(damper end) of engine.
• Crankshaft end play: 0.13 - 0.38 mm
(0.005 - 0.015 in.)
Measuring Procedure
1. Thoroughly clean the alternator housing
mounting surface, rotor drive adapter mounting
surface and flywheel housing adapter mounting
surfaces.
2. Mount a magnetic base on the front of the
engine and a dial indicator on the front of the
crankshaft. Measure total crankshaft endplay.
Verify end play is within 0.13 - 0.38 mm (0.005 -
0.015 in.).
Total Crankshaft Endplay_________________
3. Refer to Figure 4-4. Move the engine crankshaft
to the rear of its end travel.
a. Carefully measure Dimension “C” at four
locations, 90° apart:
1st measurement:___________________
2nd measurement:__________________
3rd measurement:___________________
4th measurement:___________________
Dimension “C” average:______________
b. Add 1/2 (one-half) of Total Crankshaft
Endplay from step 2.
c. Record (a + b) as
Measurement “C”:___________________

SERVICE DATA - Eccentricity & Runout Limits

Description T.I.R
Maximum Eccentricity of Flywheel 0.66 mm
Housing Bore (0.026 in.)
Maximum Face Runout of Flywheel 0.25 mm
Housing (0.010 in.)
Maximum Eccentricity of Flywheel 0.18 mm
(Coupling Assembly) (0.007 in.)
Maximum Axial Runout of Flywheel 0.25 mm
Face (Coupling Assembly) (0.010 in.)

FIGURE 4-4. SHIM LOCATION

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

C04027 6/06 Power Train C4-5

 4. Refer to Figure 4-5 to determine alternator
endplay:
a. Using flat steel bar (3) bolted rigidly to
alternator rotor (2), install 5/8" - 11NC
capscrew (4) finger tight at each end into
alternator housing (1).
b. Move alternator rotor (2) axially toward the
rear (slip ring end) by alternately tightening
capscrews (4) one-half turn at a time. Do not
exceed 16 N•m (12.0 ft lbs) on each
capscrew. This establishes the maximum
permissIble rear travel for the alternator
rotor.
c. Alternately loosen capscrews (4) one turn at
a time until all torque is released. Carefully
remove steel bar (3).
Refer to Figure 4-4.
d. Carefully measure Dimension “A” at four
locations, 90° apart, and average the
measurements. Do not move the alternator
rotor.
1st measurement:___________________
2nd measurement:___________________
3rd measurement:___________________
4th measurement:___________________
Dimension “A” average:____________ FIGURE 4-5. ALTERNATOR END-PLAY
Add 0.25 mm (0.010 in.) to Dimension “A”.
1. Alternator Housing 3. Steel Bar
e. Record (d + e) as 2. Alternator Rotor 4. Capscrew
Measurement “A”:___________________
5. To determine the correct shims to use,
compare Measurement “C” (Step 3c.) with
Measurement “A” (Step 4e.).
a. If C is greater than A, subtract: (C - A) = B b. If A is greater than C, subtract: (A - C) = D
B = ______________Shim pack thickness D = ________________Shim pack thickness
to be installed at location B, Figure 4-4. to be installed at location D, Figure 4-4.

Rotor-to-Drive Ring Alternator-to-Flywheel Housing Adapter

Location “B” Location “D”
Shim Part Number Shim Thickness Shim Part Number Shim Thickness
0.10 mm 0.10 mm
TM3467 TM3466
(0.004 in.) (0.004 in.)
0.18 mm 0.18 mm
TM3469 TM3468
(0.007 in.) (0.007 in.)

C4-6 Power Train 6/06 C04027

Joining the Alternator and Engine

The alternator weighs approximately 3720 kg

(8200 lbs). Ensure the lifting device to be used
has adequate capacity. Lift the alternator only at
the lifting eyes.
1. Use two lifting eyes (8, Figure 4-2) provided on
the alternator. The top front lifting eye should be
equipped with some method of adjusting the
alternator to keep it horizontal.
2. Carefully move the alternator into place and
engage engine drive ring (6, Figure 4-6) into
alternator rotor drive (7) using shims “B”, if
required. Refer to step 5a. in Measuring
Procedure.
3. Install flywheel housing adapter capscrews (2)
into alternator housing (1). Tighten to 237 N•m
(175 ft lbs).
4. Install capscrews (5) through engine drive ring
(6) into alternator rotor adapter (7). Rotate the
crankshaft to access and align holes. Tighten
capscrews (5) to 237 N•m (175 ft lbs). FIGURE 4-6. ALTERNATOR TO ENGINE
5. Install alternator-to-cradle mounting hardware MOUNTING
(2, Figure 4-2). Tighten to 712 N•m (525 ft lbs).
1. Alternator Housing 5. Capscrew
6. Tighten engine-to-cradle capscrews (5) to 465 2. Point Capscrew 6. Engine Drive Ring
N•m (345 ft lbs). 3. Flywheel Housing 7. Alternator Rotor
Adapter “B” - Drive Shims
4. Engine Flywheel “D” - Housing Shims
Housing

The total engine crankshaft endplay (step 7) must

Never pry on the engine crankshaft damper.
Severe engine damage can result.
7. Mount a magnetic base on the front of the
engine and a dial indicator on the front of the
crankshaft. Measure total crankshaft endplay.
Total Crankshaft Endplay:________________
8. Compare the value above to the measurement
taken before the alternator was installed on the
engine.
equal the original measurement or 0.51 mm
(0.020 in.), whichever is smaller.
If the endplay after the alternator and engine are
assembled is less than 0.51 mm (0.020 in.), and
less than the original engine crankshaft endplay,
reshimming is required.
9. Rotate the crankshaft one full revolution and
listen for any unusual noise caused by moving
components contacting stationary parts.
10. Install the engine side cover, if removed. Install
the lockwire on all alternator mounting
capscrews.
11. Install the access cover on the flywheel housing.

C04027 6/06 Power Train C4-7

ENGINE
Removal
NOTE: Refer to previous sections for removal
procedures for the power module, alternator, and
radiator assembly.
The engine weighs approximately 9,300 kg
(20,515 lbs). Ensure that the lifting device to be
used has adequate capacity.
1. Disconnect any remaining wiring or hoses
between engine (6, Figure 4-2) and subframe
(7).
2. Remove the capscrews at the front engine
mounts.
3. To ensure that the engine stays level while
lifting, attach a spreader bar with lifting straps to
the engine lifting eyes. Remove engine-to-
cradle structure mounting capscrews (5).
4. Lift the engine from the subframe and move to
clean work area for further disassembly.
C4-8
Service
Complete instructions for the disassembly, assembly
and maintenance of the engine and its components
can be found in the engine manufacturer's service
manual.
Installation
1. Align the engine with subframe (7, Figure 4-2)
and install the capscrews at the front engine
mounts.
2. Align and install capscrews (2) through the rear
engine mounts and into cradle structure (3), but
do not tighten at this time.
3. Install the alternator on the engine. Refer to
Alternator Installation in this section.
4. Adjust setscrew (3, Figure 4-1) to equalize gap
(5) between cradle structure (1) and subframe
(4) at the left side and right side. Lock the
setscrew with jam nut (2).
Power Train 6/06 C04027
 SECTION C5
AIR CLEANERS
INDEX

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3

SERVICING THE AIR CLEANERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3

Replacing The Filter Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3

Cleaning The Main Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5

Servicing The Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6

AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7

C05013 11/05 Air Cleaners C5-1

 NOTES

C5-2 Air Cleaners 11/05 C05013

 AIR CLEANERS
OPERATION
Air required by the diesel engine passes through the
air cleaner assemblies mounted on each side of the
radiator. These air cleaners discharge heavy
particles of dust and dirt by centrifugal action and
then remove finer particles by passing air through
filter cartridges.
The engine demand for air creates a vacuum in the
air cleaners and causes outside air to be drawn in
through air inlets on the air cleaners. Dirty air
entering here is drawn through a series of tubes that
are designed to produce a cyclonic action. As the air
passes through the outer portion of the tubes, a
circular motion is set up causing dust and dirt
particles to be thrown from the air stream into dust
collectors (1, Figure 5-1). At the same time, the air
stream turns and is directed up through the center of
the tubes into the filter chamber. Here the air passes
through the main filter element and safety filter
element and out the clean air outlet to the engine's
air intake system. The function of the safety filter is to
increase overall reliability and engine protection.
FIGURE 5-1. ENGINE AIR CLEANERS
1. Dust Collectors 3. Air Intake Cover
2. Precleaner Section 4. Element Cover
C05013 11/05
SERVICING THE AIR CLEANERS
The engine must be turned off before servicing
the air cleaner assemblies or opening the engine
air intake system. Never start the engine with the
filter elements removed. Serious engine damage
can result.
• Inspect and empty dust collector cups at regular
intervals. Daily inspection is recommended.
Never allow the dust level to build up to the tube
(precleaner) chamber.
• During operation or after the engine has been
turned off, observe the air filter restriction gauges
mounted on the overhead panel in the cab.
When a gauge shows maximum restriction, filter
service is required.
• Check all engine air inlet tubes, hoses and
clamps. All connections must be air tight to
prevent dirt from entering.
• Air cleaner housing fasteners and mountings
must be tight.
• After the filters have been serviced, reset the air
filter restriction gauges by pressing the reset
button on the face of the gauge.
Replacing The Filter Element
1. Turn off the engine. Clean any dirt and dust
from the area around air cleaner element cover
(4, Figure 5-1).
2. Loosen large wing nut (5, Figure 5-2) on the air
cleaner cover to free main filter element (10).
Pull the main filter element from the assembly.
3. Inspect the main filter element carefully for
damage, holes or breaks which might affect
reuse of the element. If the element appears
serviceable, proceed with the cleaning
procedure. If defects are found in the element,
wing nut (5) must be removed from the
assembly and installed on the new element.
4. Check safety filter indicator (7). If the solid red
area is showing, replacement of the safety filter
is required. If the center is green, the safety
filter does not require replacement.
Air Cleaners C5-3

Have a new safety (secondary) filter element on
hand before removing the used filter element. Do
not keep the intake system open to the
atmosphere any longer than necessary.
5. If the safety filter element must be replaced,
remove the indicator and remove the safety
filter element. Discard the filter element. Do not
clean the damaged filter element.
6. Reset the safety filter indicator from red to
green by gently blowing air into the threaded
hole from gasket side of the indicator nut.
7. Install the new safety filter element. Tighten the
wing nut to 13 N•m (10 ft lbs).
8. Install main filter element (10) into the air
cleaner and secure it with wing nut (5). Tighten
the wing nut hand tight. Do not use a wrench or
pliers. If the original filter element is being
reused, ensure the sealing gasket is not
damaged. The gasket must seal completely.
9. Close and latch the dust collectors on the
bottom of the air cleaner assembly.

FIGURE 5-2. AIR CLEANER ASSEMBLY

1. Dust Collector 5. Wing Nut 9. Safety Filter Element 13. Precleaner Gasket
2. Dust Collector Gasket 6. Wing Nut Gasket 10. Main Filter Element 14. Safety Filter Element
3. Tube 7. Safety Filter Indicator 11. Main Element Gasket Gasket
4. Unfiltered Air Inlet 8. End Cover 12. Clean Air Outlet

C5-4 Air Cleaners 11/05 C05013

Cleaning The Main Filter Element

Only the main filter elements may be cleaned,

and then only if they are structurally intact. Do
not reuse an element that is damaged. Do not
clean and reuse the safety (secondary) filter
elements. Replace them with new parts.
After inspection, determine the condition of the main
filter element and choose either the washing method FIGURE 5-3. INSPECTING FILTER ELEMENT
or compressed air method for cleaning the element.
If the element is clogged with carbon, soot, oil and/or
dust, the complete washing procedure will produce Clean dust loaded elements with dry filtered
the best results. compressed air as follows:
1. Maximum nozzle pressure must not exceed
207 kPa (30 psi). The distance from the nozzle
Wash elements with water and detergent as follows:
to the surface of the filter element must be at
1. Soak the element in a solution of detergent and least 25 mm (1 in.) to prevent damage to the
water for at least 15 minutes. Rotate the filter material.
element back and forth in the solution to loosen 2. As shown in Figure 5-4, direct the stream of air
dirt deposits. Do not soak elements for more from the nozzle against the inside of the filter
than 24 hours. element. This is the clean air side of the
2. Rinse the element with a stream of fresh water element and air flow should be opposite of
in the opposite direction of normal air flow until normal air flow.
rinse water runs clear. Maximum permissible 3. Move the air flow up and down vertically with
water pressure is 276 kPa (40 psi). A complete the pleats in the filter material while slowly
and thorough rinse is essential. rotating the filter element.
3. Dry the element thoroughly. If drying is done 4. When cleaning is complete, inspect the filter
with heated air, the maximum temperature must element as shown in Figure 5-3. If holes or
not exceed 60°C (140°F) and must be ruptures are noted, discard the element and
circulated continually. Do not use a light bulb to replace with a new element.
dry elements.
4. After cleaning, inspect the element thoroughly
for the slightest ruptures and damaged gaskets.
A good method for detecting paper ruptures is
to place a light inside the filter element, as
shown in Figure 5-3, and inspect the outer
surface of the filter element. If holes or ruptures
are found, do not reuse the element. Discard
and replace with a new element.

FIGURE 5-4. CLEANING FILTER ELEMENT

WITH COMPRESSED AIR

C05013 11/05 Air Cleaners C5-5

Servicing The Precleaner Section
from the air cleaner assembly without removing the
The tubes in precleaner section (2, Figure 5-1)
entire air cleaner from the truck.
should be cleaned at least once per year and at each
engine overhaul. More frequent cleaning may be
necessary depending upon operating conditions and
and the local environment.
To inspect the tubes in the precleaner section,
remove the main filter element. Do not remove the
safety filter element. Loosen the clamps and remove
dust collector (1, Figure 5-2). Use a light to inspect
the tubes. All tubes should be clear and the light
should be visible.
NOTE: Both the main and safety elements must be
installed in the air cleaner while Steps 1 and 2 are
being accomplished to prevent any possibility of dirt
being forced into the engine intake area.
Dust can be removed with a stiff fiber brush (see
Figure 5-5). Do not use a wire brush. Dust may also
be removed effectively using compressed air.
Heavy plugging of the tubes may require soaking and
washing the entire precleaner section. Refer to the
following procedure.
FIGURE 5-5. REMOVING DUST FROM
PRECLEANER TUBES
C5-6 Air Cleaners
NOTE: The precleaner section may be separated
1. Remove air intake cover (3, Figure 5-1).
Remove the mounting hardware that secures
the precleaner section to the air cleaner
assembly. Remove the precleaner section. The
safety filter element must remain in place to
protect the engine intake.
2. Loosen the clamps and remove dust collector
(1) from the precleaner section. Wash the dust
collector with a water and liquid soap solution.
3. Submerge the precleaner section in a solution
of Donaldson D-1400 and warm water (see
Figure 5-6). Mix the solution according to the
directions on the package. The tube section
must be down. Soak for 30 minutes, then
remove the precleaner section from the
solution. Rinse thoroughly with fresh water and
blow dry.
Severe plugging may require the use of an
Oakite 202 and water solution instead. The
solution should be 50% Oakite 202 and 50%
fresh water.
4. Check the precleaner gaskets carefully for any
evidence of air leaks. Replace if necessary.
5. Install the precleaner section and gaskets on
the air cleaner assembly. Install all mounting
hardware that was removed.
6. Install the dust collector and gasket on the
precleaner section. Secure the dust collector
with mounting clamps.
FIGURE 5-6. WASHING AND SOAKING
PRECLEANER SECTION
11/05 C05013
AIR INTAKE TROUBLESHOOTING
To ensure maximum engine protection, all
connections between the air cleaners and the engine
intake are tight and sealed. If air leaks are
suspected, check the following:
1. Check all intake lines, tubes and hump hoses
for breaks, cracks, and holes which could allow
an intake air leak.
2. Check that all air cleaner gaskets are sealing
properly.
3. Check the main and safety filter elements for
ruptures, holes or cracks.
4. Check the air cleaner assembly for structural
damage, cracks, breaks or other defects which
could allow air leakage. Check that all mounting
hardware is tightened properly.

C05013 11/05 Air Cleaners C5-7

 NOTES

C5-8 Air Cleaners 11/05 C05013

 SECTION C7
FAN CLUTCH
INDEX

REMOVAL & INSTALLATION TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3

DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-6

CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-16

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-20

TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-34

C07001 Fan Clutch C7-1

 NOTES

C7-2 Fan Clutch C07001

 FAN CLUTCH

REMOVAL & INSTALLATION TOOLING

TOOL A - FRONT SLEEVE BEARING

TOOL B - REAR SLEEVE BEARING

C07001 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 C07001

 TOOL E - BEARING INSTALLER

TOOL F - BEARING INSTALLER

C07001 Fan Clutch C7-5

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. Name Plate Kit
8. Washer
9. Bolt
10. Oil Seal
11. Bearing Retainer (Rear)
12. Bearing Spacer
(External Snap Ring)
13. O-Ring Seal
14. Main Bearing (Rear)
15. Internal Snap Ring
C7-6
16. External Snap Ring (Spacer)
17. Seal Ring (Hook-Type)
18. Bolt
19. Washer
20. Pulley
21. Pulley Adapter
22. Seal Ring (Large)
23. Piston
24. Seal Ring (Small)
25. Spring Washer
26. Shim
27. External Snap Ring
28. External Snap Ring
29. Clutch Hub
30. Facing Plate
31. Steel Clutch Plate
Fan Clutch
32. Internal Snap Ring
33. Main Bearing (Front)
34. O-Ring Seal
35. Bearing Retainer (Front)
36. Oil Seal
37. Washer
38. Bolt
39. Wear Sleeve
40. Retainer/Seal Assembly
41. Sleeve Bearing (Rear, Short)
42. Fan Mounting Hub
43. Dowel Pin (Front)
44. Sleeve Bearing (Front, Long)
45. End Cap
C07001
 FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical)
3. Pitot Tube 14. Main Bearing 27. External Snap Ring 37. Washer
4. Wear Sleeve 15. Internal Snap Ring 28. External Snap Ring 38. Bolt
5. Retainer/Seal 16. External Snap Ring 29. Clutch Hub 39. Wear Sleeve
Assembly 17. Seal Ring (Hook-Type) 30. Facing Plate 40. Retainer/Seal Assembly
6. Shaft Assembly 20. Pulley 31. Steel Clutch Plate 41. Sleeve Bearing
8. Washer 22. Seal Ring (Large) 32. Internal Snap Ring (Rear, Short)
9. Bolt 23. Piston 33. Main Bearing 42. Fan Mounting Hub
10. Oil Seal 24. Seal Ring (Small) 34. O-Ring Seal 44. Sleeve Bearing
11. Bearing Retainer 25. Spring Washer 35. Bearing Retainer (Front, Long)
13. O-Ring Seal 26. Shim 36. Oil Seal 45. End Cap

C07001 Fan Clutch C7-7

 FIGURE 7-4.
FIGURE 7-2.

1. Support the fan clutch on a bench with fan 3. Remove O-ring seal (34).
mounting hub (42) facing upward. Support the
assembly beneath the pulley. Remove bolts
(38) and washers (37).

FIGURE 7-3. FIGURE 7-5.

2. Install lifting eyes, and attach a hoist and chains

to front bearing retainer (35). Use a small 4. Position the bearing retainer and hub assembly
screwdriver to separate the front bearing on the bench with clutch hub (29) up. Remove
retainer from pulley adapter (21), and set it external snap ring (28).
aside on a bench.

C7-8 Fan Clutch C07001

 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).

C07001 Fan Clutch C7-9

 FIGURE 7-10.
FIGURE 7-12.

11. Remove front retainer/seal assembly (40).

9. Turn bearing retainer (35) over on the press Wedge a large chisel or other appropriate tool
bed. Press front bearing (33) out of the bearing behind the retainer to force it off fan mounting
retainer using tooling (D). hub (42).

FIGURE 7-13.

FIGURE 7-11. Use a chisel to make three indentations in wear

sleeve (39) in order to loosen the sleeve. The
indentations should be approximately 120
10. Support beneath the fan mounting hub with end degrees apart from one another. Remove the
cap (45) down, but approximately 50 mm (2 in.) wear sleeve.
above the press bed. Using a solid steel bar or
NOTE: Use caution when using the chisel. Do not cut
equivalent, press the end cap from the fan
through the sleeve. Damage to the shaft can cause
mounting hub.
future leaks.

C7-10 Fan Clutch C07001

 FIGURE 7-14.

12. Inspect sleeve bearing (44) and sleeve bearing FIGURE 7-16.
(41). Compare the color of each bearing to the
chart above. The lighter the appearance of the 14. Remove the stack of facing plates (30) and
bearing, the more worn it is. If either bearing steel clutch plates (31) from inside the pulley.
needs replacing, proceed to the next step. If the
bearings are in good condition, skip the next
step.

FIGURE 7-17.

FIGURE 7-15. 15. Remove external snap ring (27), shim (26), and
spring washer (25).
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.

C07001 Fan Clutch C7-11

 FIGURE 7-20.

FIGURE 7-18.
18. Support beneath the pulley to prevent it from
dropping to the bench. Remove bolts (9) and
16. Attach wire lifting hooks to piston (23). Use the lockwashers (8).
lifting hooks to pull the piston from pulley
adapter (21).

FIGURE 7-19.

FIGURE 7-21.
17. Remove seal rings (22) and (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 O-
ring 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 C07001

 FIGURE 7-22.

20. Position the shaft as shown. Insert a phillips-

FIGURE 7-24.
head 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 22. Remove external snap ring (16).
remove the pitot tubes from the hole in the
shaft.

FIGURE 7-25.
FIGURE 7-23.

21. Remove both seal rings (17). 23. Remove internal snap ring (15).

C07001 Fan Clutch C7-13


FIGURE 7-26.
24. Support the bearing retainer as close as
possible to the bearing bore. Be careful not to
damage the retainer/seal assembly. Press the
shaft out of bearing (14) using tooling (E).
FIGURE 7-27.
25. Remove oil seal (10) from bearing retainer (11).
C7-14 Fan Clutch
FIGURE 7-28.
26. Use tooling (E) to press rear bearing (14) out of
rear bearing retainer (11).
FIGURE 7-29.
27. Use a chisel to make three indentations in wear
sleeve (4). The indentations should be
approximately 120 degrees apart from one
another. Remove the wear sleeve.
NOTE: Use caution when using the chisel. Do not cut
through the sleeve. Damage to the shaft can cause
future leaks.
C07001
 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.

C07001 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 snap rings - Must not be damaged or worn. Must be flat and have square edges at outer diameter.
• External snap rings - Must not be damaged or worn. Must be flat and have square edges at inner diameter.
• Seal rings - Replace during rebuild.
• Oil seals - Replace during rebuild.
• Bolts and 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 the 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 C07001

 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.

C07001 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 3.07 mm (0.121
in.) minimum thickness when new and must be
flat within 0.13 mm (0.005 in.).
9. Inspect facing plates (30). Minimum thickness
for new facing plates is 2.77 mm (0.109 in.).
Grooves are 0.15 mm (0.006 in.) deep. The
plates must be flat within 0.13 mm (0.005 in.).
Check the teeth for excessive wear. When new,
the space between the teeth is approximately
7.11 mm (0.280 in.).
FIGURE 7-36.

10. Inspect fan mounting hub (42).

C7-18 Fan Clutch C07001

 FIGURE 7-37.

11. Inspect front bearing retainer (35).

12. Inspect end cap (45) for any wear or raised
nicks.

C07001 Fan Clutch C7-19

ASSEMBLY
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 7-38.
C7-20 Fan Clutch
2. If removed, install dowel pin (43) into fan
mounting hub assembly (42). Refer to Figure 7-
38. Press the pin into the hub, leaving 2.3 mm
(0.090 in.) exposed.
If the shaft did not originally come with
pinned bearings, install the dowel per
instructions in Figures 7-38 and 7-39.
FIGURE 7-39.
C07001
 FIGURE 7-40.

FIGURE 7-42.

4. Turn the hub over on the bed of the press.

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.

C07001 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
1.0 mm (0.040 in.) below the shoulder.
Check carefully to ensure that the retainer/seal
assembly is installed straight and is 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 inside diameter of the front
wear sleeve is color coded red. FIGURE 7-45.
• 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 6. Coat the inside diameter of front wear sleeve
occurring. (39) and the wear sleeve diameter of the shaft
with Loctite Primer N and #242 (or equivalent).
• Use extreme care when handling the wear Using tooling (D), press the wear sleeve onto
sleeve. The slightest nicks or scratches may
the shaft until it is flush with the shoulder.
cause leakage.
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 C07001

 FIGURE 7-46.
7. Coat the bore of the fan mounting hub (42) with
a thin coating of Loctite Primer N and #242.
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.
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.
C07001 Fan Clutch
FIGURE 7-48.
9. Install internal snap ring (32).
FIGURE 7-49.
10. Turn the retainer over on the press bed. Coat
the outside diameter of front oil seal (36) and
the 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 until it is flush with the front
face. Ensure that the lip of the seal is dry.
Wipe any excess Loctite from the seal area and
remove any rubber strings from the seal.
C7-23
 FIGURE 7-50.

11. Coat the inside diameter of the bearing and the

fan mounting hub bearing journal with Loctite
Primer N and #609 (or equivalent). Place the FIGURE 7-51.
front bearing retainer sub-assembly into
position on the fan mounting hub. Ensure the
notch in the bearing is aligned with the bearing 12. Install clutch hub (29) on the fan mounting hub
dowel pin. Do not allow the seal lip to come in assembly (42) with the open end down. (No
contact with the Loctite. Press the bearing onto special timing is necessary.)
the hub using tooling (D) until it contacts the
wear sleeve.
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 C07001

 FIGURE 7-53.

FIGURE 7-55.

15. Use tooling (D) to press rear retainer/seal

assembly (5) onto shaft (6). The inner race of
the retainer should be recessed 1.0 mm (0.040
in.) below the shoulder.
Check carefully to ensure that 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
FIGURE 7-54. after assembly.

14. If removed, install rear dowel pin (2) in shaft

assembly (6). Press the pin until 2.0 mm (0.080
in.) 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.

C07001 Fan Clutch C7-25

 FIGURE 7-57.

FIGURE 7-56. 17. Coat the outside diameter 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. Using tooling (F) or equivalent,
press the bearing into the bearing retainer.
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 inside diameter 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 inside diameter of 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 FIGURE 7-58.
lube hole in the shoulder. Using tooling (D),
press the wear sleeve onto the fan mounting
hub until it is flush with the shoulder.
18. Install internal snap ring (15).

C7-26 Fan Clutch C07001

 FIGURE 7-59.

19. Some fan clutches were assembled with an external snap ring that is used as a spacer between the bearing
and the oil seal. Newer models were assembled using a notched spacer. If an external snap ring was used,
place snap ring (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 next step.

FIGURE 7-60.
FIGURE 7-61.

20. Coat the outside diameter of rear oil seal (10)
with Loctite Primer N and #242 (or equivalent).
Use tooling (E) or an equivalent to install the oil
seal in the rear bearing retainer until it is flush
with the rear face.
Do not lubricate the seal. The seal is made of
teflon and must be installed dry.
21. If a bearing spacer is used instead of a snap
ring (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.

C07001 Fan Clutch C7-27

 FIGURE 7-62.
FIGURE 7-63.

23. Install external snap ring (16). Ensure that the

22. Place the shaft sub-assembly on the press bed. snap ring is fully seated in the groove. It may be
Coat the inside diameter of the bearing and the necessary to tap on the snap ring with a
bearing journal on the shaft with Loctite Primer screwdriver to fully seat it.
N and #609 (or equivalent).
Carefully, lower the rear bearing retainer sub-
assembly 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 snap ring (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 FIGURE 7-64.
interference is found, remove the bearing
retainer and eliminate the point of interference.
24. Ensure that 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
tube to approximately 20 mm (0.75 in.) from the
end.

C7-28 Fan Clutch C07001

 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 counterclockwise 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 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. Lubricate the seal ring grooves of piston (23)

with an oil-soluble lubricant such as engine
assembly grease. Install small seal ring (24) in
the inside groove and large seal ring (22) in the
outside groove. Refer to 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 degrees apart from one FIGURE 7-67.
another.

27. Lubricate the external surfaces of seal rings

(22) and (24) with an oil-soluble lubricant such
as engine assembly grease. Also lubricate the
seal mating surfaces in the pulley adapter.

C07001 Fan Clutch C7-29

Do not push the piston in place. Forcing the
piston will usually cause the seal rings to be cut.
28. Carefully place the piston in the pulley. Without
pressing down on the piston, rotate it slowly
back and forth until it falls into place.
FIGURE 7-68.
29. Align the tangs of the piston for 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.
C7-30 Fan Clutch
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 7-70.
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. Dip one facing plate (30) in new engine
oil. Allow the excess oil to drain off, then place
the facing plate on top of the steel plate.
Repeat this step until all 16 plates have been
installed.
C07001
 32. Turn the pulley adapter assembly over and
install two lifting eyes 180 degrees 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 that 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) 90 degrees apart. Snug them down.

FIGURE 7-72.

C07001 Fan Clutch C7-31

 FIGURE 7-76.

FIGURE 7-74.
36. Install bolts (9) with lockwashers (8). Tighten
each bolt to 49 - 58 N•m (36 - 43 ft lbs).
34. Lubricate O-ring seal (13) with petroleum jelly or
an oil-soluble grease and install it in the pulley
groove.

FIGURE 7-77.
FIGURE 7-75.

35. Lubricate hook-type seal rings (17) on the shaft 37. If removed, install orifice fitting (1) in the “oil in”
assembly. Carefully lower the shaft sub- port of the bracket.
assembly 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 Fan Clutch C07001

 FIGURE 7-78.

38. Turn the assembly over on the bench. Install remaining bolts (38) and lockwashers (37). Tighten each bolt to
49 - 58 N•m (36 - 43 ft lbs).

C07001 Fan Clutch C7-33

TEST PROCEDURE

1. The fan clutch should be fully locked up with 275 kPa (40 psi) oil pressure supplied at the control pressure
port.
2. Operate the fan clutch with 82° C (180° F) 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 that the fan mounting hub is allowed to rotate freely while the clutch
is engaged.

The fan clutch rotation causes the pitot tubes to pump lubricating 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 C07001

 SECTION D

ELECTRICAL SYSTEM (24VDC NON-PROPULSION)

INDEX

24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1

24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1

BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-1

VHMS COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-1

VHMS SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-1

VHMS CHECKOUT AND TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-1

VHMS FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1

NOTE: Electrical system wiring hookup and electrical schematics are located in Section R of this manual.

DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOL-
LOWED. Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
•DO NOT step on or use any power cable as a handhold.
•Never open any electrical cabinet covers or touch the retarding grid elements. Additional pro-
cedures are required before it is safe to do so. Refer to Section E for additional propulsion
system safety checks to be performed by a technician trained to service the system.
•ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
•In the event of a propulsion system malfunction, a qualified technician should inspect the
truck and verify the propulsion system does not have dangerous voltage levels present
before repairs are started.
•Prior to welding on the truck, maintenance personnel should attempt to notify the Komatsu
Factory Representative. The welding ground electrode should be attached as close as possi-
ble to the area to be welded. Never weld on the rear of the electrical control cabinet or the
retard grid exhaust air louvers.

After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the
safety of anyone working in the areas of the deck, electrical cabinet, traction motors, and retarding grids.
The following procedure will ensure that the electrical system is properly discharged before repairs are
begun.

D01039 Index D1-1

 TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Place the directional control lever in PARK. Make sure that the
parking brake applied indicator light in the overhead panel is illuminated.
2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Make
sure that the rest mode indicator light is illuminated.
3. Shut down the engine using the key switch. If the engine does not shut down, use the emergency
shutdown switch on the center console.
4. After approximately 90 seconds, verify that the steering accumulators have bled down by attempting
to turn the steering wheel.
5. Verify that the link voltage lights on the electrical cabinet and the DID panel in the cab are OFF. If
they remain on longer than 5 minutes after shutdown, the propulsion system must be inspected by a
technician who is trained to investigate the cause.
6. Place the GF cutout switch, located in the information display panel at the left side of the electrical
control cabinet, in the CUTOUT position.

D1-2 Index D01039

 SECTION D2
24VDC ELECTRIC SUPPLY SYSTEM
INDEX

ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3

BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3

Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3

Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3

BATTERY SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5

24VDC Battery Charging Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5

Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5

Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6

Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6

24VDC Auxiliary Battery Receptacles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6

Isolator Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6

Engine Start Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6

24VDC to 12VDC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6

D02033 24VDC Electrical Supply System D2-1

 NOTES

D2-2 24VDC Electrical Supply System D02033

 24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The truck uses a 24VDC electrical system which
supplies power for engine starting circuits and most
non-propulsion electrical components. The 24VDC
engine starting circuit is supplied by four heavy duty,
Type 8D, 12-volt storage batteries. Several
components require 12VDC and are supplied by
circuits tapped off the starting batteries.
The batteries are of the lead-acid type, each
containing six 2-volt cells. With the engine off, power
is supplied by the batteries. During engine cranking,
power is supplied by the four engine cranking
batteries only. When the engine is running, power is
supplied by a high capacity alternator that is driven
by the engine.
Lead-acid storage batteries contain sulfuric acid
which, if handled improperly, may cause serious
burns on skin or other serious injuries to
personnel. Wear protective gloves, aprons and
eye protection when handling and servicing lead-
acid storage batteries. See the precautions in
Section A of this manual to ensure proper
handling of batteries and accidents involving
sulfuric acid.
During operation, the storage batteries function as an
electrochemical device that converts chemical
energy into the electrical energy that is required for
operating the accessories when the engine is off.
BATTERIES
Maintenance and Service
The electrolyte level of each cell should be checked
at the interval specified in Section P, Lubrication and
Service. Add water if necessary. The proper level to
maintain is 10 to 13 mm (3/8 to 1/2 in.) above the
plates. To ensure maximum battery life, use only
distilled water or other types of 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.
D02033 24VDC Electrical Supply System
DO NOT SMOKE or allow flame around a dead
battery or during the recharging process. The
expelled gas from a dead cell is extremely
explosive.
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit
operating eight hours per day is about 30 to 60 cm3
(1 to 2 oz.) per cell per month. For heavy duty
operation (24 hours per day), normal consumption
should run about 30 to 60 cm3 (1 to 2 oz.) per cell per
week. Any appreciable increase over these figures
should be considered a danger signal.
Troubleshooting
Two most common problems that occur in the
charging system are undercharging and
overcharging of the truck's batteries.
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
Some possible causes for an undercharged battery
are:
• Sulfated battery plates
• Loose or corroded battery connections
• Defective wire in electrical system
• Loose alternator drive belt
• Defective alternator
Overcharging, which causes overheating, is first
indicated by excessive use of water. If allowed to
continue, the cell covers will push up at the positive
ends and, in extreme cases, the battery container will
become distorted and cracked.
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 and other signs of leakage. Check the
battery hold down connections to ensure that the
tension is not great enough to crack the battery or
loose enough to allow vibration to open the seams. A
leaking battery must be replaced.
D2-3
To remove corrosion, clean the battery with a The rate of self-discharge of a battery kept at 38°C
solution of ordinary baking soda and a stiff, non-wire (100°F) is about six times that of a battery kept at
brush and flush with clean water. Make sure that 10°F (50°F), and self-discharge of a battery kept at
none of the soda solution is allowed to enter the 27°C (80°F) is about four times that one at 10°F
battery cells. Make sure that the terminals are clean (50°F). Over a 30 day period, the average self-
and tight. Clean terminals are very important in a discharge runs about 0.002 specific gravity per day
voltage regulated system. Corrosion creates at 27°C (80°F).
resistance in the charging circuit, which causes
To offset the results of self-discharge, idle batteries
undercharging and gradual starvation of the battery.
should receive a booster charge (not a quick charge)
NOTE: When washing batteries, make sure that the at least once every 30 days. Batteries allowed to
cell caps are tight to prevent cleaning solution from stand for long periods in a discharged condition are
entering the cells. attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called “sulfated” and are,
Addition of acid will be necessary if considerable
in the majority of cases, irreparably damaged. In less
electrolyte has been lost through spillage. Before
severe cases, the sulfated battery may be restored to
adding acid, make sure that the battery is fully
limited service by prolonged charging at a low rate
charged by putting the battery on charge and taking
(approximately 1/2 normal rate).
hourly specific gravity readings on each cell. When
all the cells are gassing freely and three successive An undercharged battery is extremely susceptible to
hourly readings show no rise in specific gravity, the freezing when allowed to stand in cold weather.
battery is considered charged. Additional acid may
The electrolyte of a battery in various stages of
now be added. Continue charging for another hour
charge will start to freeze at temperatures indicated
and check specific gravity again. Repeat the above
in the table below.
procedure until all cells indicate a specific gravity of
1.260 - 1.265 corrected to 27°C (80°F). The temperatures in the table below indicate the
points at which the first ice crystals appear. Lower
NOTE: Use 1.400 strength sulfuric acid when making
temperatures must be reached for a solid freeze.
specific gravity adjustments. Acid of higher strength
Solid freezing of the electrolyte may crack the battery
will attack the plates and separators before it has a
case and damage the positive plates. As will be
chance to diffuse into the solution.
noted, a charged battery is in no danger of freezing.
If the temperature of the electrolyte is not reasonably Therefore, a battery should be kept charged,
close to 27°C (80°F) when the specific gravity is especially during winter weather.
taken, temperature should be corrected to 27°C
(80°F) as follows:
• For every 5°C (10°F) below 27°C (80°F), 0.004
should be SUBTRACTED from the specific
SPECIFIC GRAVITY FREEZING
gravity reading.
Corrected to 27°C (80°F) TEMPERATURE
• For every 5°C (10°F) above 27°C (80°F), 0.004
1.280 -70°C (-90°F)
should be ADDED to the reading.
1.250 -54°C (-60°F)
Idle batteries should not be allowed to stand
unattended. If equipment is to stand unused for more 1.200 -27°C (-16°F)
than two weeks, the batteries should be removed 1.150 -15°C (+5°F)
and placed in a cool, dry place where they may be 1.100 -7°C (+19°F)
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self-discharge takes place
even though the battery is not connected in a circuit,
and it is more pronounced in warm weather than in
cold weather.

D2-4 24VDC Electrical Supply System D02033

BATTERY SUPPLY SYSTEM
24VDC Battery Charging Alternator
Refer to Section D, Battery Charging Alternator in, for
service information regarding the battery charging
alternator.
Battery Box
Four type 8D batteries (3, Figure 2-1) for the 24VDC
engine cranking circuit are located in the battery box
in the center of the front platform. For access to the
batteries, open the two hinged covers by turning the
cover latches (1) counterclockwise until released.
Lifting eyes are attached to each end of the battery
box so that the entire battery box assembly can be
removed, if necessary.
A 24VDC to 12VDC converter, located toward the
bottom of the inside left wall of the auxiliary control
cabinet, is used to convert the 24 volt battery system
voltage to 12 volts for various truck components.
When maintenance or repairs are performed, the
batteries can be quickly disconnected from the
starter or control circuits by using disconnect
switches (7 & 8) located on battery control box (4).
An external battery charger may also be connected
to auxiliary battery receptacles (2) located on battery
control box (4).

FIGURE 2-1. BATTERY BOX & BATTERY CONTROL BOX

1. Battery Box Cover Latch 5. Circuit Breaker (50 amp) 8. Battery Disconnect Switch
2. Auxliary Battery Receptacles 6. Engine Start Relay (System)
3. Batteries 7. Battery Disconnect Switch 9. Battery System Isolator Diode
4. Battery Control Box (Starter)

D02033 24VDC Electrical Supply System D2-5

Battery Control Box
Battery control box (4) is located to the left of the
battery box. This box contains the battery disconnect
switches and other components listed below.
Battery Disconnect Switches
Battery disconnect switches provide a convenient
method of disconnecting the truck batteries from the
truck electrical circuits without having to remove any
battery cables. Rearward disconnect switch (7)
opens the starter battery circuit only, preventing
engine startup while still allowing battery power to the
24VDC control system circuits, if desired. Forward
disconnect switch (8) disconnects the 24VDC system
batteries.
24VDC to 12VDC Converter
24VDC to 12VDC converter (1, Figure 2-2) is used to
convert the 24 volt battery system voltage to 12 volts
for various truck components such as the radio/
cassette player, cab power windows, and the
auxiliary power receptacles in the cab.
The converter is powered by the starter circuit
batteries. Converter output circuits are protected by
CB101, a 50 amp circuit breaker (5, Figure 2-1)
located inside the battery control box.

24VDC Auxiliary Battery Receptacles

Two pairs of receptacles (2), located near the battery
disconnect switches, are provided to attach battery
charger leads for charging the batteries.
These receptacles can also be used for connecting
external batteries to aid engine starting during cold
weather. When external batteries are used, they
should be of the same type (8D) as the batteries
installed on the truck. Two pairs of batteries should
be used. Each pair should be connected in series to
provide 24VDC, with one pair connected to the front
receptacle and the other pair connected to the rear
receptacle on the truck.

Isolator Diode
A Schottky type isolation diode is used to provide
isolation between the electrical system battery
circuits and the dual starter motor start command
circuits. This device controls the direction of current
flow in high current applications.
Battery system isolation diode (9) allows current from
the battery charging alternator to charge the
batteries, but prevents current flow from the batteries
to the starter motors when the engine is started.
FIGURE 2-2. AUXILIARY CONTROL CABINET
Engine Start Relay (LEFT WALL)
Engine start relay (6) receives the signal to begin 1. 24VDC to 12VDC Converter
cranking from the start relay located on relay board
RB6. When the engine start relay is activated, it
provides current to the starter motors to engage the
drives and begin cranking the engine, eliminating the
need for magnetic switches.

D2-6 24VDC Electrical Supply System D02033

 SECTION D3
24VDC ELECTRICAL SYSTEM COMPONENTS
INDEX

TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3

BRAKE WARNING BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3

AUXILIARY CONTROL CABINET COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3

Power Distribution Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3

Engine Starter Failure Delay Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3

5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4

Pulse Voltage Modulator (PVM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4

Auto Lube Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4

Control Power Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4

Diode Board - DB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6

Fuse Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7

Alarm Indicating Device (AID) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7

RELAY BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10

Relay Boards RB1, RB3, RB4, RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10

Relay Boards RB6, RB7, RB8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11

Relay Board Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13

BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15

Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15

HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16

Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16

FUSE BLOCKS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17

CIRCUIT BREAKERS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18

D03035 24VDC Electrical System Components D3-1

 NOTES

D3-2 24VDC Electrical System Components D03035

 24 VDC ELECTRICAL SYSTEM COMPONENTS
Do not attempt repairs until the truck is properly
shut down. Dangerous voltage levels are present
in the propulsion system while the engine is
running and for a period of time after shutdown.
Refer to the Index in Section D for additional
warnings.
TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Move the
directional control lever in PARK. Make sure
that the parking brake applied indicator light in
the overhead panel is illuminated.
2. Place the drive system in the rest mode by
turning the rest switch on the instrument panel
ON. Make sure that the rest mode indicator light
is illuminated.
3. Shut down the engine using the key switch. If,
for some reason the engine does not shut
down, use the shutdown switch on the center
console.
4. Verify the link voltage lights on the electrical
cabinet and next to the DID panel in the cab are
OFF. If they remain on longer than 5 minutes
after shutdown, the propulsion system must be
inspected by a technician trained to investigate
the cause.
5. Place the GF cutout switch in the CUTOUT
position throughout test and troubleshooting
procedures.
6. Verify that the steering accumulators have bled
down by attempting to turn the steering wheel.
BRAKE WARNING BUZZER
The brake warning buzzer provides an audible alarm
for the operator if a malfunction occurs in the
hydraulic service brake system. This buzzer is
located inside the radio module in the overhead
panel. Refer to Section J for additional details.
D03035 24VDC Electrical System Components
AUXILIARY CONTROL CABINET
COMPONENTS
The following 24VDC electrical system components
are located in the auxiliary control cabinet, which is
mounted on the left side of the main control cabinet
behind the cab. The auxiliary control cabinet houses
various components for the 24VDC circuits, engine
related devices, and terminal strips that connect truck
wiring harnesses with the main control cabinet and
cab.
The following information describes the components
in the auxiliary control cabinet and their operation.
Additional detailed information for operation and
troubleshooting procedures not included below can
be found in Section E, Electrical Propulsion System,
the engine manufacturer's service publications, and
the appropriate GE publications. The electrical
schematics in Section R should be used when
troubleshooting problems with the following 24VDC
electrical system components.
Power Distribution Terminals
24VDC terminal (1, Figure 3-1) and 12VDC terminal
(2) are mounted on the left wall of the cabinet. These
terminals distribute battery voltage and 12VDC for
devices requiring reduced voltage. The 24VDC
terminal is a convenient test point for measuring
battery voltage during troubleshooting procedures.
Engine Starter Failure Delay Timer
Engine starter failure delay timer (3) is used in the
circuitry which detects a failure of one of the two
starter motors. This circuit provides a warning to the
operator if either starter does not energize for at least
2 seconds when engine starting is first attempted, or
if either starter stops operating during the engine
starting process.
D3-3
5 Minute Idle Timer
5 minute idle timer (4) is activated when the operator
presses the 5 minute idle timer engine shutdown
switch on the instrument panel. (This is a momentary
switch that also latches the 5 minute idle timer in the
energized position.) When the timer is energized,
internal contacts close and energize the relay.
The 5 minute idle timer circuit automatically provides
approximately five minutes of engine idle time before
actual engine shutdown occurs. This system allows
the engine cooling system to circulate coolant to
reduce and stabilize engine component
temperatures, when engine power requirements are
minimal, resulting in extended engine life.
The circuit is controlled by a 3-position rocker switch.
Pressing the bottom of the switch will turn the circuit
OFF. The engine will shut down by use of the key
switch, console mounted engine shutdown switch, or
the ground level shutdown switch.
With the rocker switch in the middle position, the
circuit is ON, but does not activate the 5 minute idle
timer circuit. The engine can be shut down
immediately using any one of the three switches
described above.
When the top of the switch is depressed and held
momentarily, the idle timer circuit is activated. When
released, the switch will return to the ON (middle)
position, and the 5 minute idle timer circuit is latched
on through the switch. The 5 minute idle timer
indicator lamp on the overhead display will also
illuminate. The engine will not shut down with the key
switch. Moving the key switch to the OFF position,
will cause the engine to shut down after the 5 minute
time delay is completed. The normal shutdown
sequence will then occur.
However, if during the 5 minute idle timing sequence,
the 5 minute delay switch on the instrument panel is
pressed to the OFF position, the center console
engine shutdown switch is depressed, or the ground
level shutdown switch is activated, the engine will
shut down immediately, followed by the normal
shutdown of all systems.
D3-4 24VDC Electrical System Components
Test the 5 minute idle timer circuits as follows:
1. With the key switch ON, press the engine
shutdown switch firmly to the momentary
position and release (switch will return to the
ON position).
2. Turn the key switch OFF and verify the
following:
Circuit 712 (to ground) remains 24 volts for
approximately 5 minutes. After 5 minutes,
the voltage drops to 0.
The 5 minute idle indicator lamp on the
overhead display is ON when circuit 712
reads 24 volts.
3. Repeat Step 1. While monitoring voltage at
circuit 712, turn the key switch OFF. Turn the
engine shutdown switch off.
Verify that the voltage at circuit 712 drops to
0 when the shutdown switch is turned to
OFF.
Pulse Voltage Modulator (PMV)
The Pulse Voltage Modulator (6) receives a load
curve signal from the engine controls and converts it
to a 0 to 10 volt signal for use by a PSC card in the
Integrated Control Panel (ICP).
Control Power Relay
Control power relay (8) is energized when the control
power switch, located in the main control cabinet, is
turned ON. This relay isolates the GE control power
from the truck circuits and provides power to non-
propulsion system 24VDC components.
Auto Lube Timer
The automatic lubrication system lubrication interval
is controlled by auto lube timer (9). Lubrication cycle
frequency can be adjusted by removing the timer
cover and selecting one of five different timing
intervals available. System “on” time is automatically
determined by the timer and is not adjustable. Refer
to Section P for additional automatic lubrication
system details.
D03035
 FIGURE 3-1. AUXILIARY CONTROL CABINET - LEFT WALL
1. 24VDC Terminal 7. 12V Power Relay 13.Relay Board - RB5
2. 12VDC Terminal 8. Control Power Relay 14.Relay Board - RB6
3. Engine Starter Failure Delay Timer 9. Auto Lube Timer 15.Relay Board - RB7
4. 5 Minute Idle Timer 10.Relay Board - RB1 16.Relay Board - RB8
5. Key Switch Power Relay 11.Relay Board - RB3 17.Relay Board - RB9
6. Pulse Voltage Modulator (PVM) 12.Relay Board - RB4 18.Diode Board - DB1

NOTE: For more information about relay boards RB1 through RB9, refer to Relay Boards later in this section.

D03035 24VDC Electrical System Components D3-5

Diode Board - DB1
Diode board (18, Figure 3-1) contains 24 replaceable
diodes that are mounted on a plug-in connector for
easy replacement. Some of the diodes are used in
the coil circuit of various relays to suppress the
resultant coil voltage spike when power is removed
from the circuit, preventing damage to other circuit
components (lamp filaments, etc.). Other diodes are
used to control the flow of current in a circuit as
required. Resistors or diodes may also be installed in
sockets P7 through P12.
Refer to the electrical schematic in Section R of this
manual for specific circuits.
FIGURE 3-2. DIODE BOARD
1. Mounting Rail 5. Foam Block
2. Screw 6. Board
3. Nut 7. Diode
4. Mounting Plate
If a diode failure is suspected, remove and check the
diode as follows:
1. Grasp the diode connector, compressing the
locking “ears” while pulling the connector off the
board. Note the connector “key” used to ensure
correct polarity.
NOTE: Some digital multimeters are designed to test
diodes. If this type is used, follow the manufacturer's
instructions for proper test.
2. An analog ohmmeter can be used to test the
diode as follows:
a. Place the meter on the “X100” scale.
b. With the red meter lead (+) on the banded
end of the diode and the black lead (-) on the
other diode lead, the meter should read
between 1000 and 2000 ohms.
c. Reverse the meter leads and read infinite
resistance.
3. If no resistance is read on the meter, the diode
is open and must be replaced.
4. If the meter reads zero ohms, the diode is
shorted and must be replaced.
5. Orient the diode assembly for proper polarity
(“key” noted in step 1.) and insert connector
until locked in position on mating receptacle.

D3-6 24VDC Electrical System Components D03035

Fuse Blocks
Four fuse blocks (1, Figure 3-3) contain fuses that
protect various circuits on the truck. Always replace a
blown fuse with a new one of the same rating. For a
listing of fuse sizes and circuits, refer to the Fuse
Blocks charts at the end of this section.
FIGURE 3-3. AUXILIARY CONTROL CABINET -
FRONT VIEW
1. Fuse Blocks
D03035 24VDC Electrical System Components
Alarm Indicating Device (AID) System
Alarm indicating device (AID) module (1, Figure 3-4
is connected to the electrical accessories circuits to
provide the operator with a warning indication of a
malfunction. This system consists of up to eight
printed circuit cards located in the auxiliary control
cabinet. The actual quantity of cards will depend on
the that are options installed on the truck.
FIGURE 3-4. AUXILIARY CONTROL CABINET -
RIGHT WALL
1. AID Module
D3-7
The AID system enables the indicating lights to be
flashing or constant. The AID also has the capability
of operating an audible alarm along with the light.
The eight printed circuit cards are:
• Diode Matrix (With Sound) Card (Slot 1)
• Diode Matrix (Without Sound) Card (Slot 2)
• Hot Switch Inverter Card (Slot 3)
• Hot Switch Inverter Card (Slot 4) (Not Used)
• Temperature Card (Slot 5) (Optional)
• Oil Level Card (Slot 6) (Optional)
• Temperature and Latch Card (Slot 7)
• Coolant Level and Flasher Card (Slot 8)
NOTE: Each card is identified with a number which
corresponds to a mating number on the housing. If
any cards are removed, make sure that the card
numbers correspond with the housing numbers
during installation See Figure 3-5.
FIGURE 3-5. AID SYSTEM CARD ENCLOSURE
1. Diode Matrix With Sound
2. Diode Matrix Without Sound
3. Hot Switch Inverter
4. Hot Switch Inverter (Not Used)
5. Temperature & Latch
6. Coolant Level & Flasher
D3-8 24VDC Electrical System Components
The following briefly describe each card and its
function. Refer to Section R, Schematics, for the
circuit components described below.
Diode Matrix (With Sound)
The diode matrix with sound card works very much
like the other diode matrix card, except that it
contains extra diodes to activate the alarm horn in
addition to the flasher. The circuits connected to
terminals A1 through A8 operate in the same
manner.
All of the card circuits are connected to the lamp test
switch on the overhead display area. In normal
operation, these circuits are open and not functional.
When the operator pushes the lamp test switch, it
activates all the indicator circuits by grounding them.
This is used to verify that all lamps are functional.
Diode Matrix (Without Sound)
The diode matrix without sound card consists of a
series of diodes capable of working with eight
different indicator circuits. The indicator light can be a
flashing light by connecting it to the 12F circuit or a
steady light by connecting it to the 12M circuit. In
addition, some of the indicator light circuits are
routed through a dimmer module to allow the
operator to vary the intensity of the lamps. These
lamps are fed by circuits 12FD (flashing) and 12MD
(steady).
When an indicator circuit is not activated, there is no
ground circuit for the bulb. When the indicator
detecting switch activates the circuit, it grounds the
lamp and the flasher circuit through the diodes. Any
circuits connected to terminals C1 through C8 will
operate in the same manner. The alarm horn is not
activated by this card.
Hot Switch Inverter
The hot switch inverter card is used to operate and
test the service brake indicator light. In normal
conditions Q4 transistor is off and the Indicator Light
is off. When the stoplight switch is activated, 24 volts
is sent to pin “E” of the hot switch inverter card.
Transistor Q4 is turned on by this voltage and, in
turn, grounds the service brake indicator light. There
is no alarm horn operation with this card.
A second circuit on this card is used to operate and
test the retard speed control indicator light. When
RSC is turned OFF, transistor Q7 is off and the
indicator light is off. When RSC is turned on, 24 volts
is sent to pin “J” of the card. This voltage turns on
Q7, grounding the indicator light circuit.
D03035
Hot Switch Inverter (Not Used)
The optional oil level card is used to turn on the low
oil level indicator light to warn the operator that the
engine oil/hydraulic tank oil level is below acceptable
levels. The oil float is connected to a variable
resistor. As the oil level decreases, the resistance
goes down, causing Q3 to turn on and grounding the
indicator light and alarm horn.
The optional temperature card is used to turn on the
high oil temperature indicator light. The indicator light
tells the operator hydraulic tank oil temperature has
exceeded acceptable levels. Normal temperature
setting is 121°C (250°F). As the temperature goes
up, the resistance in the probe decreases providing a
ground path for the indicator light and alarm horn.
Temperature and Latch
The temperature and latch card has two circuits to
operate two different indicator lights. The
temperature circuit is controlled by a coolant
temperature sensor which decreases electrical
resistance as its temperature increases. It will have a
resistance of approximately 1000 ohms at 85°C
(185°F) and 500 ohms at 121°C (250°F). The normal
setting is 96°C (204°F).
When the temperature is low and the resistance is
high, Q1 is off and no high temperature indication
occurs. When the coolant temperature is excessive,
resistance decreases to a point where Q1 will turn on
and ground the flasher through D8, the alarm horn
through D12, and the high temperature light through
terminal D8. R14 can adjust the temperature
(resistance) at which the circuit is activated.
NOTE: Some electronic engine controls monitor
coolant temperature. If the engine controls monitor
the circuit, a 2K ohm resistor is installed to replace
the temperature sensor and disable the AID system
circuit.
The latch circuit monitors the accumulator precharge
pressure switches. When one of the pressure
switches closes, Q5, which supplies power to the
gate of SCR Q7, will be turned off. With Q7 turned
on, Q9 will supply the ground path to turn on the low
accumulator precharge indicator light and sound the
alarm horn. The indicator light is connected to 12F
and will flash off and on. The SCR will remain on until
power is removed from the card by turning the key
switch OFF.
D03035 24VDC Electrical System Components
Coolant Level & Flasher
The coolant level and flasher card contains two
separate circuits. The flasher circuit at the top of the
card has Q12 transistor biased to be saturated when
no malfunction is present, resulting in 24 volt positive
output on pin “H” of the card and on wire 12F. When
an indicating circuit is activated, the ground side of
the circuit connected to card pin “K” is grounded.
Q12 will turn off initially and then after a delay,
adjusted by R20, will turn on and off to give the
intermittent 24 volt output.
The other half of the circuitry on the coolant level and
flasher card operates the coolant level light. The
water level probe connected to terminal B11 grounds
the 31L circuit when the coolant in the radiator is
above the probe position. The coolant saturates the
probe and electrically grounds the circuit. When the
circuit is grounded, Q6 transistor is off, resulting in no
indication. When the coolant level drops below the
probe, 31L is no longer grounded and Q6 turns on to
ground the flasher through D5, the coolant level light
through terminal D11, and the alarm horn through
D6. The light and alarm horn will operate
intermittently as their 24 volt supply is from circuit
12F, the flasher output.
NOTE: Some electronic engine controls monitor
coolant level. If the engine controls monitor the
circuit, a 2KΩ resistor is installed to replace the probe
and disable the AID system circuit.
D3-9
RELAY BOARDS
The auxiliary control cabinet contains eight relay
boards to provide control for many of the 24VDC
circuits. Two types of boards are used. One type of
board contains circuit breakers in addition to 24VDC
relays and a PC board for special functions. The
second type of board contains relays only.
All relays are interchangeable. The circuit breakers
are interchangeable, providing that the circuit
breaker capacity is the same.
Do not interchange or replace any circuit breaker
with one of a different capacity than specified for
the circuit. Serious damage or a fire may result if
the wrong capacity breaker is used.
The relay boards are identified as follows:
• Relay Board 1 . . . . . . .Clearance/Turn Signal
• Relay Board 3 . . . . . . .Stop, Retard, Backup
. . . . . . . . . . . . . . .Lights
• Relay Board 4 . . . . . . .Parking Brake, Horn,
Body-up, Engine Cranking
• Relay Board 5 . . . . . . .Head Lights
• Relay Board 6 . . . . . . .Engine Functions,
. . . . . . . . . . . . . . .Mid/Full Load Signals,
. . . . . . . . . . . . . . .Backup Lights & Horn,
. . . . . . . . . . . . . . .Park Brake Off Signal
• Relay Board 7 . . . . . . .Auto Lube System, Ether
• Relay Board 8 . . . . . . .5 Minute Idle System,
. . . . . . . . . . . . . . .Starter Failure System
Refer to Figure 3-1 for the location of each relay
board. Refer to the Circuit Breakers chart at the end
of this section for electrical circuit identification
numbers.
D3-10 24VDC Electrical System Components
Relay Boards RB1, RB3, RB4, RB5
Each relay board of this type is equipped with four
green lights (9, Figure 3-6) and one red “breaker
open” light (7). Each relay board has a fifth green (8)
light that has a different function on each board.
Four green lights (9) are labeled K1, K2, K3, or K4.
These lights will be on only when that particular
control circuit has been switched ON and the relay
coil is being energized. The light will not turn on if the
relay board does not receive the 24 volt signal to turn
on a component.
If illuminated, red “breaker open” light (7) indicates
that a circuit breaker on that relay board is in the OFF
position. A light on the overhead display panel will
also illuminate, informing the operator that a circuit
breaker is in the OFF position. The red “breaker
open” light will turn ON whenever there is a voltage
difference across the two terminals of a circuit
breaker.
If a control switch has been turned ON and a green
(K) light is on, but that component is not operating,
check the following on the relay board for that circuit:
If a circuit breaker light is on, press all the
circuit breakers to make sure that they are
all on. There is no visual indication as to
which circuit breaker has been tripped.
Check the operation of the component. If it
trips again, check the wiring or component
for the cause of the overload.
The contacts inside the relay may not be
closing, or the contacts may be open,
preventing an electrical connection. Swap
relays and check again. Replace defective
relays. Relays may take one minute to trip
and 30 seconds before they can be reset.
Check the wiring and all of the connections
between the relay board and the
component for an open circuit.
The component may be defective. Replace
the component.
There is a poor ground at the component.
Repair the ground connection.
D03035
Relay Board RB6, RB7, RB8
Relay boards 6, 7 and 8 (Figure 3-7) do not contain
circuit breakers or modular cards. Additional circuits
may be added by utilizing a spare relay socket as
described below:
The control circuit for the relays are the “+” and “-”
terminals:
• “+” terminal is for positive voltage.
• “-” terminal is for grounding of the control circuit.
• Either circuit can be switched “open” or “closed” to
control the position of the relay.
The terminals of the switched circuit from the relay
contacts are labeled as follows:
• NC - Normally Closed
• COM - Common
• NO - Normally Open
COM terminal is for the voltage source
(protected by a circuit breaker) coming into
the relay which will supply the electrical
power for the component being controlled.
NC terminal is connected (through the
relay) to the “COM” terminal when the relay
is not energized (when the control circuit
terminals “+” & “-”) are not activated).
NO terminal is connected (through the
relay) to the “COM” terminal when the relay
is energized (by the control circuits “+” & “-
”) being energized).
Service
To replace a relay:
NOTE: The relays are labelled to identify the
applicable circuits and components Also, refer to the
Fuse Blocks charts at the end of this section.
1. Remove one screw (10, Figure 3-6) holding the
crossbar in place and loosen the other screw.
2. Swing the crossbar away.
3. Gently wiggle and pull outward to remove relay
(11).
4. Line up the tabs and install a new relay.
5. Place the crossbar in its original position and
install screw (10). Tighten both screws.
D03035 24VDC Electrical System Components
To replace a circuit breaker:
NOTE: Always replace a circuit breaker with one of
the same amperage capacity as the one being
removed.
1. Activate the battery disconnect switches.
2. Unplug all wiring harnesses from the relay
board. Remove the four relay board mounting
screws. Remove the relay board from the truck.
3. Remove four hold down screws (2, Figure 3-6)
(one in each corner) in the circuit breaker cover
plate. Remove two screws (6) and card (5).
4. Remove the nuts on the wire terminal leads on
the circuit breaker to be replaced. Remove
mounting screws on circuit breaker to be
replaced.
5. Lift out circuit breaker. Retain flat washers from
wire terminals.
6. Install new circuit breaker of the same capacity
rating as the one removed. Install one nut and
two flat washers for each wire connection to the
new circuit breaker.
7. Install cover plate and all screws removed
during disassembly.
8. Carefully install card (5) with screws (6).
9. Install relay board in truck and connect all wiring
harnesses.
To replace a circuit panel card:
NOTE: DO NOT remove the small screws that hold
the cover plate to the circuit panel. Replace circuit
panel as a complete assembly.
1. Place battery disconnect switches in the OFF
position.
2. Remove the two mounting screws (6, Figure 3-
6) and carefully remove the circuit panel card
from the relay board.
3. Line up the new circuit panel in slots and with
the socket on the relay board and install
carefully.
4. Install two mounting screws (6).
D3-11
 1. Relay Board
2. Screw
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (RED)
8. Bleed Down Light (GREEN)
(Relay Board 4 Only)
9. K1, K2, K3, K4 Lights
(GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector

FIGURE 3-6. TYPICAL RELAY BOARDS - RB1, RB3, RB4, RB5

D3-12 24VDC Electrical System Components D03035

Relay Board Functions Relay Board 4 (RB4)
The following describes the components and 1 - Steering Pressure Bleed Down Timer Module
functions of each relay board. card
1 - Bleed Down Light (Green): This light is
illuminated when the bleeddown solenoid is
Relay Board 1 (RB1) being energized. The bleeddown timer will
1 - Flasher Power Light (Green): This light will be energize the solenoid for 90 seconds after the
illuminated when the turn signals or hazard key switch is turned OFF.
lights are activated. 3 - 12.5 amp circuit breakers (CB20, CB21, CB22)
1 light will be illuminated during right turn 4 - Relays
signal operation
Parking Brake Failure Relay (K1)
2 light will be illuminated during left turn
signal operation Engine Cranking Oil Pressure Interlock
Relay (K2)
3 light will be illuminated when clearance
lights are activated. Horn Relay (K3)
4 light will be flashing when the turn signals Body Up Relay (K4)
or hazard lights are in operation.
NOTE: If circuit breakers (CB13 & CB15) are in the
off position, no warning will be noticed until the Relay Board 5 (RB5)
clearance light switch is turned ON. 1 - Light Display Module card
1 - Flasher Module card 1 - Lights Control Light (Green): This light is
2 - 12.5 amp circuit breakers (CB13, CB15) illuminated when 24 volts is being supplied to
the battery terminal of the light switch.
4 - Relays
5 - 12.5 amp circuit breakers
Left Turn Light Relay (K1) (CB23, CB24, CB25, CB26, CB27)
Right Turn Light Relay (K2) 4 - Relays
Clearance Lights Relay (K3)
Left Low Beam Relay (K1)
Flasher Relay (K4)
Right Low Beam Relay (K2)
Left High Beam Relay (K3)
Relay Board 3 (RB3) Right High Beam Relay (K4)
1 - Light Module Display card
1 - Rev Light (Green): This light is illuminated
whenever the directional control lever is in the
REVERSE position and the key switch is in the
ON position.
4 - 12.5 amp circuit breakers
(CB16, CB17, CB18, CB19)
4 - Relays
Manual Backup Lights Relay (K1)
Stop Lights Relay (K2)
Retard Lights Relay (K3)
Backup Lights & Horn Relay(K4)

D03035 24VDC Electrical System Components D3-13

Relay Board 6 (RB6)
The following relays are installed on RB6:
Backup Lights & Horn Relay (K1)
Engine Run/Ignition Relay (K2)
Engine Start Relay (K3)
Spare Relay (K4)
Spare Relay (K5)
Park Brake Off Relay (K6)
70% Load Signal to PSC Relay (K7)
Full Load Signal to PSC Relay (K8)

FIGURE 3-7. AUXILIARY RELAY BOARD -

Relay Board 7 (RB7) RB6, RB7, RB8
The following relays are installed on RB7: 1. Circuit Board 5. Mounting Plate
2. Mounting Rail 6. Foam Block
Auto Lube Pressure Relay (K1) 3. Screw 7. Relay
Auto Ether Start Relay (K2) 4. Nut
Auto Lube Timer Relay (K3)
Auto Lube Timer Relay (K4)
Auto Lube Solenoid Relay (K5)
Spare Relay (K6)
Spare Relay (K7)
Spare Relay (K8)

Relay Board 8 (RB8)

The following relays are installed on RB8:
5 Minute Idle System (K1)
5 Minute Idle System (K2)
Starter Motor Failure #2 (K3)
5 Minute Idle System (K4)
Starter Motor Failure #1 (K5)
5 Minute Idle System (K6)
Starter Motor Failure Warning Light (K7)
Starter Motor Failure Delay (K8)

D3-14 24VDC Electrical System Components D03035

BODY-UP SWITCH
Body-up switch (3, Figure 3-8) is located inside the
right frame rail near the front of the body. It must be
adjusted to specifications to ensure that the proper
electrical signal is obtained when the body is raised
or lowered. The body-up switch is designed to
prevent propulsion in REVERSE when the dump
body is not resting on the frame rails. The switch also
prevents forward propulsion with the body up unless
the override button is depressed and held.
Operation
When the body is resting on the frame, actuator arm
(4) causes the electrical contacts in the magnetically
operated switch to close. When the body is raised,
the arm moves away from the switch, opening the
contacts. The electrical signal is sent to the control
system and the body-up relay.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch
assembly.
FIGURE 3-8. BODY-UP SWITCH
D03035 24VDC Electrical System Components
Adjustment
Before adjusting the body-up switch, inspect the
body pads for wear and damage. Replace the body
pads if required. The body must be resting on the
frame in the normal body down position when
adjustments are made.
1. Loosen capscrews (2, Figure 3-8) and adjust
proximity switch bracket (3) to achieve an air
gap (dimension “A”) of 12.7 to 15.9 mm (0.50 to
0.62 in.) between the sensing area
(crosshatched area as marked on the switch)
and actuator arm (4). Tighten the capscrews
after the adjustment.
2. If necessary, loosen actuator arm mounting
capscrews (5), and position arm until centered
over sensing area of switch. Vertical set up
dimension (“B”) should be 1.63 in. (41.5 mm).
Tighten the capscrews.
Service
Keep the sensing area clean and free of metallic dust
and other debris that may damage or inhibit
operation of the switch. If the switch is damaged or
not functioning, the switch must be replaced.
1. Switch Mounting Bracket
2. Adjustment Capscrews
3. Proximity Switch
4. Actuator Arm
5. Adjustment Capscrews
D3-15
HOIST LIMIT SWITCH
Hoist limit switch (5, Figure 3-9) is located inside the
right frame rail above the rear suspension, near the
body pivot pin. The hoist limit switch is designed to
stop the hoist cylinders before they reach full
extension, preventing possible damage to the dump
body or hoist cylinders.

Operation
When the hoist cylinders approach maximum stroke
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically-operated
switch to close the electrical contacts. When the
contacts close, an electrical signal is sent to the
hoist-up limit solenoid valve, located in the hydraulic
brake cabinet, to prevent further oil flow to the hoist
cylinders.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch
assembly.

Adjustment
1. Raise the body so that the hoist cylinders are
within 152 mm (6 in.) of maximum travel.
2. Adjust the hoist limit switch to achieve an air
gap (dimension “A”) of 12.70 to 14.30 mm (0.50
to 0.56 in.) between the sensing area and
actuator arm (3). Tighten the capscrews.

Service
Keep the sensing area clean and free of metallic dust
and other debris that may damage or inhibit
operation of the switch. If the switch is damaged or
not functioning, the switch must be replaced.
FIGURE 3-9. HOIST LIMIT SWITCH ADJUSTMENT

1. Body 4. Switch Mounting

2. Frame Plate
3. Actuator Arm 5. Hoist Limit Switch

D3-16 24VDC Electrical System Components D03035

 FUSE BLOCK #1
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 15 A/C, Heater Blower Motor 12H
2 10 Windshield Washer / Wiper 63
3 5 Instrument Panel Gauges 712G
4 10 Key Switch Power 712P
5 10 Hoist Solenoid 712H
6 15 Turn Signal / Clearance Lights 712T
7 10 Engine Options 712E
8 10 AID and Indicator Lights 12M
9 5 Engine Start Failure 712SF
10 10 Engine Shutters 712R
11 10 Dome Light Switch 712A
17 15 Key Switch Supplemental Power 11KS
18 15 PLMIII 39J
19 5 PLMIII 39G

FUSE BLOCK #2
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 15 Service Lights 11SL
2 15 Cab Dome, Fog, Ladder Lights 11L
3 15 Hazard Lights 4G
4 10 Interface Module 11INT
5 10 VHMS & Orbcomm Controllers 85
6 20 Modular Mining System 11M
7 15 Display Module 11DISP
8 15 Headlights 11HDL
9 15 Oil Reserve System Pump 11ORS
10 15 Oil Reserve System Control 11RCNT
11 20 Hydraulic Bleed Down 11BD
17 10 Radio Memory 65

FUSE BLOCK #3
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 15 Cab Drive System 71P
2 10 Automatic Lube Pump 68A
13 10 Right Front Wheel Speed Sensor 15RFWS
14 10 Left Front Wheel Speed Sensor 15LFWS
17 10 Cigarette Lighter 67C
18 20 R.H. Cab Window 67R
19 20 L.H. Cab Window 67P

D03035 24VDC Electrical System Components D3-17

 FUSE BLOCK #4
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 10 Brake Circuits 71BC
2 5 PLMIII 712K, 712PL
3 5 Interface Module 87
4 5 VHMS 71VHM
5 5 Modular Mining System 712MM
6 5 Display Module 86
17 5 Temperature Gauge 15V
18 5 Pedal Voltage 15PV
19 5 Engine Interface 15VL

CIRCUIT BREAKERS
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
RB1 - CB13 12.5 Turn Signals / Clearance Lights 11CL
RB1 - CB15 12.5 Tail Lights 41T
RB3 - CB16 12.5 Retard Lights 44D
RB3 - CB17 12.5 Manual Backup Lights 47B
RB3 - CB18 12.5 Stop Lights 44A
RB3 - CB19 12.5 Backup Lights and Horn 79A
RB4 - CB20 12.5 Engine Control Power 23D
RB4 - CB21 12.5 Service Lights, Horn, Solenoid 11A
RB4 - CB22 12.5 Engine Run Relay 439E
RB5 - CB23 12.5 Headlights, Left Low Beam 11DL
RB5 - CB24 12.5 Headlights, Right Low Beam 11DR
RB5 - CB25 12.5 Headlights, Left High Beam 11HL
RB5 - CB26 12.5 Headlights, Right High Beam 11HR
RB5 - CB27 12.5 Headlights and Dash Lights 11D

D3-18 24VDC Electrical System Components D03035

 SECTION D10
BATTERY CHARGING ALTERNATOR
INDEX

BATTERY CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5

BATTERY CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5

ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5

CHARGE VOLT AND AMP VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5

BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5

Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5

Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6

Undercharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6

Overcharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6

Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6

Acid Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6

Non-Use or Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6

Freezing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7

BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8

General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8

Terminal Identification and Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9

Battery Positive (B+) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9

Battery Negative (B-) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9

DC Output (D+) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9

AC Output (R) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9

Regulator Harness Plug Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9

Alternator Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9

Performance Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9

Battery/Alternator Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10

D10003 07/06 Battery Charging Alternator D10-1

 WIRING DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12

DIMENSIONS AND TORQUE VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13

PERIODIC MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14

TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14

Troubleshooting Alternator (On-Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14

Equipment Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14

Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14

Test Set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-16

Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17

REGULATOR TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18

Regulator Bypass Test (No Output) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18

Regulator Bypass Test (Amp Rating) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-19

BENCH TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20

Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20

Identification Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20

Advanced Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20

Bench Test 1: No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20

Bench Test 2: Full Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21

Bench Test 3: Regulator Bypass Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21

STATIC TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22

Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22

Identification Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22

Regulator Tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22

Check For Shorted Power Transistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22

Circuit Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-23

FIELD COIL TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24

Field Coil Test 1: Check for Open or Shorted Field Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24

Field Coil Test 2: Check For Grounded Field Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24

STATOR TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-25

D10-2 Battery Charging Alternator D10003 07/06

 Stator Test 1: Check For Stator-To-Stator Continuity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-25

Stator Test 2: Check For Grounded Stators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26

THERMAL SWITCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26

Initial Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26

Verifying a Faulty Thermal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-27

TROUBLESHOOTING TIPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-28

ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32

ALTERNATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-34

Special Tools and Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-34

Epoxy Adhesive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35

Liquid Threadlockers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35

Elastoplastic Silicone Resin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35

ALTERNATOR EXPLODED VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-38

ALTERNATOR DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-40

Regulator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-40

Fan Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-41

Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-42

Anti-Drive End Housing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-42

Anti-Drive End Rotor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-44

Drive End Housing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-46

Drive End Rotor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-52

Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-53

Drive End and/or Anti-Drive End Stator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-55

CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57

ALTERNATOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57

Anti-Drive End Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57

Drive End Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-59

Field Coil Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-62

D10003 07/06 Battery Charging Alternator D10-3

 Drive End Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-64

Drive End Rotor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-66

Rotor and Rotor Shaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-66

Drive End Housing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-67

Anti-Drive End Rotor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-71

Anti-Drive End Housing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-72

Regulator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-75

THERMAL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-76

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-76

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-78

SUPPORT STAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-78

D10-4 Battery Charging Alternator D10003 07/06

 BATTERY CHARGING SYSTEM
BATTERY CHARGING SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The Komatsu truck utilizes a 24VDC electrical sys-
tem which supplies power for all non-propulsion elec-
trical components. The 24VDC power is supplied by
two pairs of 12-Volt storage batteries wired in series.
The batteries are a lead-acid type, each containing
six 2-Volt cells. With the key switch on and the
engine off, power is supplied by the batteries. When
the engine is operating, the electrical power (non-
propulsion) is supplied by a 28-Volt alternator. Refer
to Schematics, Section R, for specific electrical hook-
up information.
CHARGE VOLT AND AMP VALUES
The volt and amp levels are a function of the battery
state-of-charge. If the batteries are in a state of dis-
charge, as after extended cranking time to start the
engine, system voltage, when measured after the
engine is started, will be lower than the regulator set
point. The system amperage will also be high. This is
a normal condition for the charging system. The
measured values of system Volts and amps will
depend on the level of battery discharge. In other
words, the greater the battery discharge level, the
lower the system Volts and the higher the system
amperage will be. The Volt and amp readings will
change; system Volts reading will increase up to the
regulator set point and the system amperage will
decrease to a low level (depending on other loads)
as the batteries recover and become fully charged.
BATTERY
During operation, the storage batteries function as an
electrochemical device for converting chemical
energy into the electrical energy required for operat-
ing the accessories when the engine is off.
D10003 07/06 Battery Charging Alternator
Lead-acid storage batteries contain sulfuric acid,
which if handled improperly, may cause serious
burns on the skin or other serious injuries. Wear
protective gloves, aprons, and eye protection
when handling and servicing lead-acid storage
batteries. See the precautions in General Informa-
tion, Section A, of this manual to ensure proper
handling of the batteries and/or accidents involv-
ing sulfuric acid.
Maintenance and Service
Check the electrolyte level of each cell at the interval
specified in Lubrication and Service, Section P. Add
water, if necessary. The proper electrolyte level is 10
to 13 mm (0.375 - 0.50 in.) to above the plates. To
ensure maximum battery life, use only distilled water
or water recommended by the battery manufacturer.
After adding water in freezing temperature, operate
the engine for at least 30 minutes to thoroughly mix
the electrolyte.
DO NOT smoke or allow a flame around a dead
battery or during recharging. The expelled gas
from a dead battery cell or a charging battery is
extremely explosive and can cause serious
bodily injury.
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a truck operat-
ing eight hours per day is about 30-60 ml (1-2 oz) per
cell, per month. For heavy-duty operation (24 hours
per day), normal consumption is about 30-60 ml (1-2
oz) per cell, per week. Any appreciable increase in
water consumption is considered a danger signal. No
water consumption may indicate undercharging or
sulfated battery plates.
D10-5
Troubleshooting
The two most common problems that occur in the
charging system are undercharging and overcharg-
ing of the truck's batteries.
Undercharging
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Loose or corroded battery connections
Defective wire in the electrical system
Loose alternator drive belt
Defective alternator or regulator
Defective battery equalizer
Overcharging
Overcharging, which causes battery overheating, is
first indicated by excessive use of water. If allowed to
continue, the cell covers will push up at the positive
ends of the battery case. In extreme situations, the
battery container will become distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, bat-
tery 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 damage. Check the battery
hold-down connections to ensure they are not over-
tightened, which could cause a crack in the battery. If
the battery connections are too loose, it could allow
vibration, causing the battery case seams to break
open. A leaking battery must be replaced.
Corrosion
Corrosion creates resistance in the charging circuit,
which causes undercharging and gradual starvation of
the battery.
To remove corrosion, clean the battery with a solution
of ordinary baking soda and a stiff, non-wire brush.
Then rinse the battery with clean water. DO NOT allow
the baking soda solution into the battery cells. Dry the
battery and ensure the battery terminal connections
are clean and tight. Clean terminals are very important
in a voltage regulated system.
D10-6 Battery Charging Alternator
NOTE: When washing the batteries, ensure the cell
caps are tight, preventing any cleaning solution from
entering the battery cells.
Acid Levels
The addition of 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 battery
charger and taking hourly specific gravity readings on
each cell. When all the cells are charged (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. Con-
tinue charging for another hour and again check the
specific gravity. Repeat the above process until all
cells indicate a specific gravity of 1.260 to 1.265 cor-
rected to 27°C (80°F).
NOTE: 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.
If the temperature of the electrolyte is not reasonably
close to 27°C (80°F) when the specific gravity is
taken, the temperature factor must be corrected to
27°C (80°F):
• For every 5°C (10°F) below 27°C (80°F), subtract
0.004 from the specific gravity reading.
• For every 5°C (10°F) above 27°C (80°F), add
0.004 to the reading.
Non-Use or Storage
Remove idle batteries (unused for more than two
weeks) from the truck and place in a cool, dry place.
Periodically check and charge, when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self-discharge takes place even
though the battery is not connected in a circuit and is
more pronounced in warmer weather than in cold.
The rate of self-discharge of a battery kept at 38°C
(100°F) is about six times faster than that of a battery
kept at 19°C (50°F). Self-discharge of a battery kept
at 27°C (80°F) is about four times faster than that of
one at 10°C (50°F). Over a thirty day period, the
average self-discharge is about 0.002 specific gravity
per day at 27°C (80°F).
D10003 07/06
To offset the results of self-discharge, booster-charge
idle batteries (not a quick charge) at least once every
thirty days. Batteries not used for long periods in a
discharged condition are attacked by a crystallization
of the lead sulfate on the plates. Such batteries are
called sulfated and are, in the majority of cases,
irreparably damaged. In less severe cases, the sul-
fated battery may be restored to limited service by
prolonged charging at a low rate (approximately 1/2
normal rate).

Freezing
An undercharged battery is extremely susceptible to
freezing when stored in cold weather.
The electrolyte of a battery in various stages of
charge will start to freeze at temperatures indicated
in Table 10-1.
The temperatures in Table 10-1 indicate the points at
which the first ice crystals appear. Lower tempera-
tures must be reached for a solid freeze. Solid freez-
ing of the electrolyte may crack the battery case and
damage the positive plates. A battery with at least a
75% charge is in no danger of freezing, especially
during winter weather.

Table 10-1: OPERATING TEMPERATURES

Specific Gravity Freezing
Corrected to 27°C Temperature
(80°F) Degrees
1.280 -70°C (-90°F)
1.250 -54°C (-60°F)
1.200 -27°C (-16°F)
1.150 -15°C (+5°F)
1.100 -7°C (+19°F)

NOTE: If the temperature of the electrolyte is not rea-

sonably close to 27°C (80°F) when the specific grav-
ity is taken, adjust the temperature factor to 27°C
(80°F).

D10003 07/06 Battery Charging Alternator D10-7

BATTERY CHARGING ALTERNATOR
GENERAL INFORMATION
General Description
The Niehoff model C653A 28-Volt (260 Amp) alterna-
tor is self-rectifying. All windings and current-trans-
mitting components are non-moving, so there are no
brushes or slip rings to wear out.
When controlled by voltage regulator (5), these alter-
nators become self-energizing through an internal
dual diode trio. A residual magnetic field induces a
small voltage in the stator and energizes the field
coil. The field coil continues receiving incremental
voltage until full voltage is achieved. Alternating cur-
rent (AC) is rectified into a direct current (DC) output
through the diodes. The regulator controls voltage
output and has a D+ terminal to provide a DC output
signal to the truck’s electrical system, confirming
alternator operation. An R terminal provides optional
AC output.
FIGURE 10-1. ALTERNATOR EXTERIOR
1. Drive Shaft with Woodruff Key
2. Control Housing
3. Identification Plate
4. Battery Positive Terminal (B+)
5. Voltage Regulator
D10-8 Battery Charging Alternator
This is a basic dual stator alternator constructed from
shell assembly (8) containing one stator at each end
and a field coil between the stators.
Drive end housing (9) and anti-drive end housing (6)
each contain a bearing to support drive and rotor
shaft (1). They are attached to each end of the shell
assembly by long threaded studs.
Drive end housing assembly (9) has an area called
control housing (2), containing all the required inter-
nal electrical connections for the alternator. It also
contains a thermal switch used to protect the B+ ter-
minal.
Battery positive terminal (4) is located on the face of
control housing (2) for connection to the truck’s bat-
tery positive circuit. The ground circuit cable can be
attached to either of two ground terminals (10)
located on the front housing. Fan guard (7) protects
maintenance personnel from the rotating fan when
the engine is operating.
Identification plate (3) contains general alternator infor-
mation, including model number and serial number.
.
6. Anti-Drive End Housing
7. Fan Guard and Cooling Fan Assembly
8. Shell Assembly
9. Drive End Housing
10. Ground Terminals (B-)
D10003 07/06
Terminal Identification and Location Regulator Harness Plug Identification

FIGURE 10-3. PIN CONNECTION IDENTIFICATION

Alternator Specifications
Volts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28VDC
Amps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260
Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Negative
Regulator Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
FIGURE 10-2. TERMINAL LOCATIONS
Regulator Settings . . . . . . . . . . . . . . . . . . . . . . . 27.5
B+. Battery Positive D+. DC Output ...................................... 28.5
B-. Battery Negative R. AC Output ...................................... 28.0
...................................... 29.0
Battery Positive (B+)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . 29 kg (65 lbs)
Main positive power terminal on the alternator.
Located on the control housing. Performance Curve

Battery Negative (B-) Measurements listed on the curves are for a stabi-
lized machine at maximum output at temperatures
Main negative power terminal (ground) on the alter- indicated for each curve.
nator. Located on the drive end housing.

DC Output (D+)
Positive DC voltage output from the alternator. May
be used for specific control circuit. Located on the
regulator. Limited to one or two amp output.

AC Output (R)
Relay terminal. AC current output terminal for the
tachometer or for relay use. Located on the regulator.

FIGURE 10-4. ALTERNATOR PERFORMANCE

CURVE

D10003 07/06 Battery Charging Alternator D10-9

Battery/Alternator Terminology Diode Trio: Assembly of three diodes, one diode
connected to each stator phase tap. Used typically to
NOTE: Charge voltage and amp rates vary from
operate as a signaling source, once the alternator is
battery type to battery type, based on battery
rotating, to tell the regulator to turn on (self-energiz-
construction technology and physical size of the
ing signal), or to provide current for the field coil oper-
battery.
ation.
AC: Alternating current (AC) output of the alternator.
Diode Trios: Dual use of two diode trios, one trio per
Alternator: General term for a vehicle generator stator, on dual stator alternators.
using solid-state devices to rectify output power and
DMM: Digital Multimeter. A handheld test instrument
provide DC output.
to digitally display test values. The preferred test
Amps, Low: A minimum or lowest charging system meter has high impedance value (10 Meg-ohms).
amp value required to maintain the battery state of
Drive End: End of the alternator is equipped to
charge, obtained when testing the charging system
receive mechanical power from the primary power
with a fully charged battery and no other loads
source via the pulley or drive coupling.
applied. This value will vary with battery type.
Fan: Fan located at the anti-drive end of the alterna-
Amps, Medium: A system amp value which can
tor.
cause the battery temperature to rise above the ade-
quate charging temperature within 4-8 hours of Ground: Return path of electrical circuit. May be
charge time. To prevent battery damage, the charge separate wire, component housing, or vehicle chas-
amps must be reduced when the battery temperature sis. (B-) is considered the ground on modern vehicle
rises. Check the battery manufacturer’s recommen- systems.
dations for proper rates of charge amps.
Harness: Enclosed bundle of wires used to connect
Amps, High: A system amp value which can cause electrical devices.
the battery temperature to rise above adequate
Phase: Single output winding of an alternator. Most
charging temperature within 2-3 hours of charge
dual stator alternators have six phases, three phases
time. To prevent battery damage, the charge amps
per stator.
must be reduced when the battery temperature rises.
Check the battery manufacturer’s recommendations Polarity: Distinguishes between positive (+) and
for proper rates of charge amps. negative (-) in an electrical circuit.
Anti-Drive End: End of alternator farthest from drive Rectifier Assemblies: Assembly of power diodes
end (drive pulley). that convert AC current output of the alternator stator
phases to DC current output. Rectifier assemblies
Charge Voltage: Nominal value to which the regula-
are modular designed. Rectifier modules are
tor is set. The actual charge voltage level is deter-
grouped in single blocks mounted in an end housing.
mined by the battery type and the system duty cycle
Modular rectifier blocks can be replaced individually.
and may vary slightly.
Self-energized: The alternator turns itself on and
Control Housing: Part of the housing assembly con-
begins to produce electricity at predetermined rotor
taining internal electrical connections of the alterna-
speed through special circuits designed into the reg-
tor and mounting area for the control unit.
ulator or the alternator.
DC: Direct current (DC) output of the alternator.

D10-10 Battery Charging Alternator D10003 07/06

Set Point: The voltage value to which the regulator is
set. The voltage value is established by the battery
type and the vehicle duty cycle. There are four val-
ues available on the regulator. The set point valve
may be fixed (flat compensation) or variable, based
on operating temperature (negative temperature
compensation).
Significant Magnetism: A change in the strength or
intensity of a magnetic field present in the alternator
rotor shaft when the field coil is energized. The mag-
netic field strength when the field coil is energized
must feel stronger than when the field is not ener-
gized.
Surface Charge: A higher than normal battery volt-
age occurring when the battery is removed from a
battery charger. The surface charge must be
removed to determine true battery voltage and state
of charge.
Voltage B+: A voltage value obtained when measur-
ing voltage at the battery positive terminal or alterna-
tor (B+) terminal.
Voltage, Battery: The steady-state voltage value as
measured with the battery in an open circuit with no
battery load. This value relates to the battery state of
charge.
Voltage, Charge: A voltage value obtained when the
charging system is operating. This value will be
higher than the battery voltage and must never
exceed the regulator voltage set point.
Voltage Droop or Sag: A normal condition which
occurs when the load demand on the alternator is
greater than rated alternator output at a given rotor
shaft rpm.
Voltage Regulator (also Regulator): Device to con-
trol the alternator output voltage. Modern regulators
are solid-state devices. The regulator is mounted on
the alternator. Some regulators have several voltage
set points available for different operating conditions
or battery types.

D10003 07/06 Battery Charging Alternator D10-11

WIRING DIAGRAM

FIGURE 10-5. WIRING DIAGRAM

D10-12 Battery Charging Alternator D10003 07/06

DIMENSIONS AND TORQUE VALUES

FIGURE 10-6. TORQUE SPECIFICATIONS AND OVERALL DIMENSIONS

TORQUE SPECIFICATIONS
Item Description Metric SAE
1 Ground Bolt (B-), M10 X 1.5 15 N·m 11 ft lbs
2 Pulley Nut, M20 X 1.5 163 N·m 120 ft lbs
3 Output Bolt (B+), M12 X 1.75 32 N·m 24 ft lbs
4 Fan Nut, M16 X 1.5 67 N·m 50 ft lbs
5 Regulator Hold Down Screw, M5 X 0.8 8.5 N·m 75 in. lbs
6 Regulator Terminal (R), M6 X 1 4.5 N·m 40 in. lbs
7 Regulator Terminal (D+), M5 X 0.8 4.5 N·m 40 in. lbs
DIMENSIONS
A Housing Diameter 203.2 mm 8.0 in.
B Overall Length Minus Drive Shaft 292.0 mm 11.5 in.
C Shaft Diameter 22.22 mm 0.875 in.
D Height (Centerline to Top) 142.0 mm 5.59 in.
E Height (Centerline to Bottom) 135.6 mm 5.34 in.
F Width (Centerline to Regulator) 139.2 mm 5.48 in.

D10003 07/06 Battery Charging Alternator D10-13

PERIODIC MAINTENANCE
Alternator performance depends on the condition of
the components in the charging system. The most
important components in the charging system are the
alternator drive belt, battery, and related cables and
connections. A loose drive belt, weak battery, or cor-
roded cables and connections can cause the alterna-
tor to work extra hard, leading to overheating and a
reduction in performance. When performing any
scheduled maintenance on your vehicle, ensure
these components are working properly. The alterna-
tor itself requires little maintenance.
1. The most important maintenance requirement
for an alternator is to keep the air cooling pas-
sages free of dirt and obstruction.
2. To ensure that air cooling passages are clean,
the alternator can be washed using a garden
hose.
3. During washing, avoid spraying high pressure
water directly on the regulator and regulator
connector. This can cause moisture to get past
the seals in the connector and cause perfor-
mance problems.
4. After washing, dry the alternator by operating
the engine and alternator a few minutes. Main-
tenance requirements for internal components,
such as alternator bearings, depend on the
application, usage, and environment.
D10-14 Battery Charging Alternator
TESTING
GENERAL INFORMATION
Troubleshooting Alternator (On-Truck)
Most 24-Volt charging system problems can be diag-
nosed with the alternator installed on the truck, oper-
ating under normal conditions. Many problems can
be attributed to loose or corroded cable connectors.
It is essential that all battery charging cables are in
satisfactory condition and all connections are clean
and securely tightened.
Equipment Required
• Voltmeter, 0-40 Volt range (Digital type preferred)
• Ammeter, 0-400 amp range (Digital, inductive
type preferred)
• Jumper wires
Preliminary Checks
Ensure that an undercharged battery condition has
not been caused by accessories having been left on
for extended periods.
1. Check the alternator drive belt.
2. Ensure the automatic belt tensioner is working
correctly.
3. If a battery defect is suspected, check the bat-
tery.
4. Inspect the wiring for defects. Check all connec-
tions for tightness and cleanliness. Remove and
clean the battery cables.
5. The truck is equipped with a battery equalizer
system. Verify the proper operation of the
equalizer and the individual battery voltages.
Refer to Battery Equalizer, Section D, 24VDC
Electrical Supply System.
6. Check the (B-) cable, (B+) cable, and alterna-
tor-to-regulator wiring harness connections.
Repair or replace any damaged component
before troubleshooting.
7. Ensure the thermal switch is functioning properly.
Refer to the Thermal Switch section in this chap-
ter for additional information.
D10003 07/06
 8. Check the battery. The batteries must be in
good condition and fully charged. If any battery
condition is marginal, replace it with one known
to be in good condition.
For split battery pack, dual voltage systems,
battery rest voltages with 0.3 V. When the 12V
battery voltage is more than 0.3 V lower than
24V battery voltage, check the 12V battery cir-
cuit to verify adequate charge.
Polarity of the battery and the alternator must
agree; reverse polarity will damage the alterna-
tor. The alternator is negative ground.
9. Check the voltage output and use the informa-
tion below to determine possible cause.
a. Causes of low voltage
1). Loose or broken drive belt
2). Batteries low state of charge
3). Current load on system greater than
the alternator can produce
4). Defective wiring or poor ground path
5). Low regulator set point
6). Defective voltage regulator
7). Defective alternator
8). Lost residual magnetism
b. Causes of high voltage
1). Wrong regulator
2). High regulator set point
3). Defective regulator
4). Defective alternator
c. Causes of no voltage output. See
Regulator Bypass Test (No Output) for
additional testing information.
1). No drive belt
2). No battery (B+) voltage at alterna-
tor's (B+) terminal
3). Defective regulator
4). Defective alternator
5). Lost residual magnetism
10. Check the condition of the battery and the
charge voltage reactions.
D10003 07/06 Battery Charging Alternator
NOTE: Until electrical system component
temperatures stabilize, the conditions listed here may
be observed during cold start voltage tests.
a. Maintenance-type batteries display the fol-
lowing characteristics.
1). Immediately after engine start, the sys-
tem Volts are lower than regulator set
point with medium amps.
2).Three to five minutes into the charge
cycle, higher system Volts and reduced
amps.
3). Five to ten minutes into the charge cycle,
system Volts are at, or nearly at, the regu-
lator set point, and the amps are reduced
to a minimum.
b. Low maintenance-type batteries display the
same characteristics as maintenance-type
batteries, except cycle times may be longer.
c. Maintenance free-type batteries display the
following characteristics.
1). Immediately after engine start, the sys-
tem Volts are lower than the regulator set
point with low charging amps.
2). Fifteen to thirty minutes into the charge
cycle, still low Volts and low amps.
3). Fifteen to thirty minutes into the charge
cycle, Volts increase several tenths, amps
increase gradually, then increase quickly
to medium to high amps.
4). Twenty to thirty-five minutes into the
charge cycle, Volts increase to the set
point and amps decrease.
d. High-cycle, maintenance-free type batteries
display the following characteristics.
1). These batteries respond much better than
the standard maintenance-free batteries.
2). The charge acceptance of these batteries
may display characteristics similar to stan-
dard, maintenance-type batteries.
D10-15
Test Set-up
1. Discharge the battery as follows:
a. Disable the fuel system.
b. Turn all lights and accessories on. Crank the
engine for 10-15 seconds to discharge the
battery.
c. Turn all lights and accessories off.
d. Enable the fuel system.
2. Determine which set point is used on the regu-
lator (27.5, 28.0, 28.5, 29.0). The set point of
the alternator is 28V. Normal range is within ±
0.3V of set point, as shown in Table 10-2.

Table 10-2: VOLTAGE REGULATOR

System Factory Normal
Voltage Setting Range
27.5 27.2 - 27.8
28.0 27.7 - 28.3
24
28.5 28.2 - 28.8
29.0 28.7 - 29.3
FIGURE 10-7. TROUBLESHOOTING
Refer to Figure 10-7 for the following steps. Install 1. Alternator Under 4. Alternator (B+)
meters directly at the alternator, as shown, to elimi- Test Terminal
nate variations in readings due to cable lengths, etc. 2. 0 to 400 AMP 5. Alternator (B-)
Ammeter Ground Terminal
3. Open the battery disconnect switch. Remove 3. 0 to 40VDC 6. Truck Batteries
the battery cable from the alternator (B+) termi- Voltmeter
nal. 4. Attach the meters as indicated by Figure 10-7.
Measure the voltage and amperage at the alter-
nator, not at the batteries or an intermediate
point.
a. Connect the ammeter negative lead to the
end of the cable removed in Step 3. Connect
the ammeter positive lead to the alternator
(B+) terminal.
b. Connect the red lead of a voltmeter to the
alternator (B+) terminal, and the black lead
of the voltmeter to the (B-) terminal on the
alternator.
5. Secure all the test equipment leads to prevent
damage or short circuits when the engine is
started.
6. Reconnect the battery disconnect switch.

D10-16 Battery Charging Alternator D10003 07/06

Test Procedure
The following tests require working near the
engine when it is on. Use caution when working
near the engine fan, alternator fan, and fan belts.
2. Watch the meter reading(s). If the battery is suf-
ficiently discharged, the amps must be high
within ± 10% of the output specified by the per-
formance curve. Volts must be within or below
the normal range as the battery approaches full
charge. Amps must fall as the voltage rises.
When the amps and Volts stabilize, note the
readings and refer to Table 10-3.

Table 10-3: AMP/VOLTAGE READINGS

1. Start the engine and accelerate to high idle.
Amps Volts Diagnosis
HIGH LOW Charging system is good. Battery
is not yet fully charged. Wait for
charging system to bring to full
charge: Amps must decrease and
Volts must stabilize within normal
If the charge voltage is above 33-Volts, immedi- range.
ately shut the engine off. Electrical system dam-
HIGH NORMAL Watch until amps fall, or Volts
age may occur if the charging system is allowed
exceed normal range. If amps
to operate at high voltage. decrease and Volts remain normal,
charging system is good. If Volts
exceed normal, regulator and/or
field coil must be replaced. Go to
Static Tests.
HIGH HIGH Stop the test. Regulator and/or
field coil replaced. Go to Static
Tests.
LOW LOW Ensure voltmeter leads are
attached at the alternator. If the
connections are good, the alterna-
tor and/or regulator must be
repaired or replaced. Go to Bench
Test 3.
LOW NORMAL Regulator is good. Go to Bench
Test 2.
LOW HIGH Stop the test. If battery and voltme-
ter check good, the regulator and/
or field coil must be replaced.

3. The batteries are considered fully charged if the

charge voltage is at the regulator set point, and
the charge amps remain at the lowest value for
10 minutes.
4. If the charging system is not performing prop-
erly, go to the Regulator Bypass test in the next
section.

D10003 07/06 Battery Charging Alternator D10-17

REGULATOR TESTING
Regulator Bypass Test (No Output)
If the Troubleshooting Alternator test procedure indi-
cates low or no output, perform the following test to
determine if the voltage regulator is defective or if the
alternator is defective.
1. A self-energized alternator may have lost its
magnetism.
a. Touch a steel tool to the shaft on the anti-
drive end to detect any magnetism.
b. If the shaft is magnetized, proceed to Step 5.
c. If the shaft is not magnetized, proceed to
Step 2.
2. If the shaft is not magnetized:
a. Momentarily (1 second), connect a jumper
wire from the regulator (D+) terminal to the
alternator (B+) terminal.
b. Touch the shaft with the steel tool to detect
significant magnetism.
c. If the shaft is magnetized, proceed to Step 5;
otherwise go to Step 3.
FIGURE 10-9. WIRING HARNESS PLUG JUMPER
1. Wiring Harness Plug 2. Regulator
FIGURE 10-8. JUMPER WIRE CONNECTION
1. Plug 2. Regulator
D10-18 Battery Charging Alternator
3. If the shaft is still not magnetized, remove the
jumper from the alternator (D+) terminal on the
regulator and go to Step 4.
4. If the shaft is not magnetized:
a. If connected, unplug the alternator-to-regula-
tor wiring harness connection.
b. Install a jumper wire from the alternator (B+)
terminal to pin F in the wiring harness plug.
c. Momentarily (1 second), connect a jumper
wire from pin A to the alternator (B-) terminal.
d. Touch the shaft with the steel tool to detect
significant magnetism.
e. If the shaft is not magnetized, the alternator
is defective.
f. If the shaft is magnetized, the regulator is
defective.
WIRE CONNECTION
5. Connect a voltmeter across pin D and pin C in
the wiring harness plug. Does battery voltage
exist?
a. If no voltage, the alternator is defective.
b. If voltage is present, proceed to Step 6.
D10003 07/06
 6. Set the voltmeter to the diode test scale.
a. Connect the black lead of the voltmeter to
pin E in the wiring harness plug.
b. Connect the red lead to the (B-) terminal on
the alternator. Limit the time the terminal is connected to a few
seconds. Doing so can protect the charging sys-
c. The voltmeter must read a voltage drop.
tem from excessive voltage increase.
d. Reverse the leads. The voltmeter must read
OL.
e. If there is no voltage drop, the alternator is Table 10-4: REGULATOR BYPASS TEST
defective.
Connect Disconnect Diagnosis
f. If there is a voltage drop, proceed to Step 7.
Amps increase Amps Alternator is good.
7. Install a jumper from the alternator (B+) terminal decrease Replace the regula-
to pin F in the wiring harness plug. tor only if low amps/
low Volts are indi-
a. Momentarily (1 second), connect a jumper cated by Bench Test
wire from pin A to the alternator (B-) terminal. 1 or 2.
b. Again, touch the shaft with a steel tool to No change No change The alternator must
detect significant magnetism. Is the shaft be repaired. Go to
magnetized? Static Tests.
c. If the shaft is not magnetized, the alternator
is defective.
d. If the shaft is magnetized, the regulator is
defective.

Regulator Bypass Test (Amp Rating)

1. Disconnect alternator-to-regulator wiring har-
ness plug (1, Figure 10-9).
2. Connect a jumper wire from pin F (F+ terminal)
in the alternator-to-regulator harness plug to the
alternator (B+) terminal.
3. Start the engine and accelerate to high idle.
4. Momentarily touch pin A (F- terminal) wiring
harness plug to the alternator ground terminal
(B-). Observe whether the amps increase or
decrease.
a. If the amps increase to within ± 10% of the
rated output when connecting (F-) to ground
(B-), the alternator is good. Refer to Table
10-4.
b. If the amps decrease when disconnecting
pin A (F-) from alternator ground (B-), the
alternator is good. Refer to Table 10-4.

D10003 07/06 Battery Charging Alternator D10-19

BENCH TESTING Bench Test 1: No-Load Test
1. With the battery connected and no electrical
load, operate the alternator at 5000 rpm.
2. Compare the test results to the No Load Test,
Perform the following on-bench tests when: Table 10-5, and take the appropriate action, as
stated in the table.
• On-vehicle test results are not available.
• Confirming on-vehicle test results. Table 10-5: NO LOAD TEST
Amps Volts Diagnosis
Equipment
HIGH LOW Test bench battery is discharged
• Voltmeter, 0-40 Volt range (Digital type preferred) or defective. Allow to charge or
replace.
• Ammeter, 0-400 ampere range (Digital, Inductive
type preferred.) HIGH NORMAL Allow time to stabilize while moni-
toring the Volts. If the Volts
• Test bench with 30-40 hp motor able to drive the increase above the normal range,
alternator to 8000 rpm. Mount the alternator on the regulator and/or field coil must
the test bench per the bench manufacturer’s be replaced. If the amps
instructions. Ensure the test bench batteries are decrease, the charging system is
at 95% or higher state of charge. good.

Identification Record HIGH HIGH The regulator and/or field coil

must be replaced. Go to Static
List the following items for troubleshooting: Testing.
Alternator model number ______________ LOW LOW The alternator and/or regulator
must be repaired or replaced. Go
Regulator model number ______________ to Bench Test 3.
Set point(s) listed on regulator __________ LOW NORMAL The regulator is good. Go to
Bench Test 2.
Advanced Troubleshooting
LOW HIGH Stop the test. The alternator is
a. A voltage reading at the regulator set point of defective, bench is not working
± 0.2 Volts is considered normal. properly, or the alternator is wired
improperly to the bench.
b. The alternator rated output (listed on the
nameplate) within ± 10% is determined at
5000 rpm.

D10-20 Battery Charging Alternator D10003 07/06

Bench Test 2: Full Load Test 2. Set up the load on the alternator the same as
Bench Test 2.
1. With the load set to the rated output (listed on
the nameplate) ± 10%, operate the alternator at 3. Note whether the amps increased to within ±
5000 rpm. 10% of the rated output when connecting pin A
(F-) to alternator ground (B-.)
2. Compare the test results to Table 10-6, and take
the appropriate action, as stated in the table. 4. Note whether the amps decrease when discon-
necting pin A (F-) from the alternator ground.
Table 10-6: FULL LOAD TEST Compare the test results to Table 10-7, and take
the appropriate action, as stated in the table.
Amps Volts Diagnosis
HIGH LOW The test bench battery is dis-
charged or defective. Allow the
battery to charge or replace the
battery. Limit the time the terminal is connected to a few
HIGH NORMAL The charging system is good. seconds. Doing so can protect the charging sys-
HIGH HIGH Stop the test. The regulator and/ tem from excessive voltage increase.
or field coil replaced. Go to Static
Testing. Table 10-7: REGULATOR BYPASS TEST
LOW LOW The alternator and/or regulator Connect Disconnect Diagnosis
must be repaired or replaced. Go
to Bench Test 3. Amps increase Amps decrease The alternator is
good. Replace the
LOW HIGH Stop the test. The alternator is regulator only if low
defective, the bench is not work- amps/low Volts are
ing properly, or the alternator is indicated by Bench
wired improperly to the bench. Test 1 or 2.
No change No change The alternator must
Bench Test 3: Regulator Bypass Test be repaired. Go to
Static Testing.
Perform this test only when directed by other tests.
1. Bypass the regulator by installing a jumper
between pin A (F-) and pin F (F+).

FIGURE 10-10. PIN CONNECTION

IDENTIFICATION

D10003 07/06 Battery Charging Alternator D10-21

STATIC TESTING Check For Shorted Power Transistor
1. Set the DMM to the diode test scale and zero
the meter.

Static tests must confirm on-vehicle and bench

tests. For best results, disassemble the alterna-
tor, as needed, to access the parts.

Equipment
• Digital Multimeter (DMM)
• Ammeter (digital, inductive)
• Regulator tester
Identification Record
Alternator model number ______________
Regulator model number ______________
Set point(s) listed on regulator __________
Regulator Tester
A regulator tester can test all regulator functions. If a
regulator tester is used, follow the regulator tester
manufacturer’s instructions.
If a regulator tester is not available, the regulator can
only be tested for a shorted power transistor.
FIGURE 10-11. PIN CONNECTION
IDENTIFICATION
2. Connect one meter lead to pin A (F-, Figure 10-
11) connector socket in the regulator, and con-
nect the other lead to pin C (B-) connector
socket in the regulator. Observe the meter read-
ing.
3. Reverse the leads and observe the meter reading.
4. In one direction, the DMM must register a tone.
In the other direction, the DMM must show OL
(out of limits).
5. If the DMM shows zero in both directions, the
power transistor is shorted and the regulator
must be replaced.

NOTE: If regulator failure is indicated, field coil failure

must also be suspected.

D10-22 Battery Charging Alternator D10003 07/06

Circuit Tests 3. The expected reading listed for each test must
be obtained.
1. Before testing, check for visible signs of dam-
aged components. 4. Replace any component that fails.
2. Conduct the tests described in Alternator Pin- 5. Remove wiring harness (1, Figure 10-12)
to-Pin Tests, Table 10-8. before any test.

Table 10-8: ALTERNATOR PIN-TO-PIN TESTS

Test Meter Meter (+) Lead Meter (-) Lead Expected
No. Scale Connection Connection Tested Circuit Reading
1 Ohms Pin C Alt. B- Terminal Regulator ground circuit 0 ohms
2 Ohms* Pin A Pin F Field coil resistance 1.5 ± 0.2 ohms
3 Ohms Pin F Alt. B- Terminal Insulated OL (out of limits)
4 Ohms Pin A Alt. B- Terminal Insulated OL (out of limits)
5 Diode Test Pin B Alt. B+ Terminal Phase winding and diode <0.7 Volts (flow)**
6 Diode Test Alt. B+ Terminal Pin B Phase winding and diode OL (blocking)**
7 Diode Test Pin B Alt. B- Terminal Phase winding and diode OL (blocking)*
8 Diode Test Alt. B- Terminal Pin B Phase winding and diode <0.7 Volts (flow)**
9 Ohms Pin D Alt. B+ Terminal Regulator power circuit 0 ohms
10 Diode Test Alt. B+ Terminal Alt. B- Terminal All diodes in parallel OL (blocking)
11 Diode Test Alt. B- Terminal Alt. B+ Terminal All diodes in parallel <0.8 Volts (flow)
12 Diode Test Alt. B- Terminal Pin E Dual diode trio <0.7 Volts (flow)
13 Diode Test Pin E Alt. B- Terminal Dual diode trio OL (blocking)

* Applies only when the field coil is attached to the

rectifier/housing assembly.
** If the expected reading is not achieved, check the
thermal switch inside the rectifier/housing assem-
bly and test the switch for continuity.

D10003 07/06 Battery Charging Alternator D10-23

 FIELD COIL TESTS
This test is used to check for an open or shorted field
coil.

Field Coil Test 1: Check for Open or Shorted Field

Coil
1. Set the digital multimeter DMM to x1 scale.
Ensure the DMM is zeroed.
2. Connect the meter leads from pin A (F-, Figure
10-13) and pin F (F+) in the regulator harness
plug. The DMM must show 1.2 ± 0.2 ohms.
a. If the meter shows more than 1.5 ohms, the
field coil is open.
b. If the meter shows less than 0.5 ohm, the
field coil is shortened. Replace the field coil.

FIGURE 10-12. WIRING HARNESS PLUG JUMPER

WIRE CONNECTION
1. Wiring Harness Plug 2. Regulator

FIGURE 10-13. PIN CONNECTION

IDENTIFICATION

Field Coil Test 2: Check For Grounded Field Coil

1. Set the digital multimeter (DMM) to x10K scale.
Ensure the DMM is zeroed.
2. Connect one meter lead to pin A (F-, Figure 10-
14) in the regulator harness plug. Connect the
other lead to the alternator ground (B-) terminal.
The DMM must show a very high resistance. If
the DMM reads less than 100K ohms, the field
coil is grounded. Replace the field coil.

D10-24 Battery Charging Alternator D10003 07/06

 3. Move the drive lead from pin A (F-) to pin F (F+) STATOR TESTS
in the harness plug. The DMM must show a
These alternators have delta-wound stators. Test 1
very high resistance. If the ohmmeter shows
will show the condition of the phase lead from the
less than 100K ohms, the field coil is grounded.
ring terminal at the diode end of the lead to the sol-
Replace the field coil.
dered connection at the phase winding. Test the
phase coil windings on a bench stator tester, follow-
ing the tester’s instructions.
Before performing tests:
1. Check the stator for signs of damage, such as
burnt insulation or a loose coil.
2. Disconnect the phase lead wire from the mount-
ing terminals.

FIGURE 10-14. WIRING HARNESS PLUG JUMPER

WIRE CONNECTION
1. Wiring Harness Plug 2. Regulator

FIGURE 10-15. PHASE LEAD LOCATIONS

Stator Test 1: Check For Stator-To-Stator Conti-

nuity
1. Set the DMM to the ohms scale and zero the
meter.
2. Connect one meter lead to phase lead P1 (Fig-
ure 10-15), connect other meter lead (one at a
time) to each phase lead P4, P5, and P6.
Repeat for P2 and P3.
3. The DMM must show OL (out of limits) each
time. If the DMM shows a value, replace the
stator.

D10003 07/06 Battery Charging Alternator D10-25

Stator Test 2: Check For Grounded Stators
1. Set the DMM to the ohms scale and zero the
meter.
2. Connect one DMM lead to the (B-) terminal on
the alternator, and connect the other meter lead
to each phase lead P1, P2, and P3 (Figure 10-
15).
3. If the resistance reading is other than OL (out of
limits) at any connection, the stator is grounded
to the shell. Replace the stator.
4. Connect one DMM lead to the (B-) terminal on
the alternator, and connect the other DMM lead
to each phase lead P4, P5, and P6.
5. If the resistance reading is other than OL (out of
limits) at any connection, the stator is grounded
to the shell. Replace the stator.
Initial Test
1. Disconnect the wiring harness plug from the
regulator.
2. If necessary, remove the cover from the drive
end housing.
3. Check for continuity between pin B (phase 1) of
the wiring harness plug and the phase lead
(diode) connection (2), shown in Figure 10-16.
This connection is just left of the 11 O'clock
position when looking at the alternator from the
drive end.
a. If continuity exists, there is a problem with
the alternator and not with the thermal
switch.
b. If there is no continuity, the thermal switch is
probably faulty.

THERMAL SWITCH TEST

If the alternator is not operating properly, check the
thermal switch. This switch is a normally closed (NC)
switch which must have continuity between the wires
from the switch.

FIGURE 10-16.

1. Pin B (Phase) 2. Phase Lead

Connection

D10-26 Battery Charging Alternator D10003 07/06

Verifying a Faulty Thermal Switch
1. Remove the cover from the control box on the
drive end housing.
2. Locate the thermal switch inside the control
box.
3. Test the two wires from the thermal switch for
continuity.
a. If there is no continuity, the switch is faulty.
b. If there is continuity, there may be a problem
with either the alternator or the wiring har-
ness.

D10003 07/06 Battery Charging Alternator D10-27

TROUBLESHOOTING TIPS
PROBLEM
1. Installed the alternator and connected the A self-energizing type alternator can lose its residual magne-
cables (B+/B-(GND)) but the alternator has no
output. What could be wrong?
Refer to the Regulator Bypass test (No Output)
section for additional testing information.
2. Self-energizing alternator loses residual
magnetism.
Refer to the Regulator Bypass test (No Output)
section for additional testing information.
3. How can voltage regulators be tested?
Refer to the Regulator Bypass test (No Output)
section for additional testing information.
D10-28
CAUSE/SOLUTION
tism and not work properly. Residual magnetism is the small
amount of magnetic field that remains in the alternator when
there is no field current present. This residual magnetism is
necessary to start the alternator. Once established, the resid-
ual magnetism slowly declines over time when the alternator
is not used. In practical terms, this time period is months. To
test for the presence of residual magnetism, touch a steel
wrench or screwdriver to the rotor shaft on the anti-drive end
of the alternator. If a light magnetic attraction is present, the
residual magnetism is present. If there is no attraction, the
residual magnetism is lost and must be restored or the alter-
nator may not self-energize. See 2. Self-energizing alternator
loses residual magnetism.
Once an alternator is magnetized at the factory, it must hold
its residual magnetic field for the duration of its life. In rare
instances, residual magnetism can be lost either during an
extended period of inactivity (shelf time) or if the alternator
was exposed to a strong external magnetic field.
Momentarily (1 second), connect a jumper wire from the
jumper (D+) terminal on the regulator to the (B+) alternator
output terminal. The alternator must operate normally. If not,
further troubleshooting is required.
Voltage regulators can be tested using several methods.
1. The first method is to remove the suspect regulator and
substitute a known good regulator and then conduct the
alternator output test. If the alternator performs properly,
the suspect regulator is confirmed defective and must
be replaced.
2. The second method, incorporating the process of elimi-
nation, is to follow a diagnostic sequence and test the
individual alternator component functions to determine if
the components are good or bad. After systematically
eliminating the alternator components as the cause of
the problem, most likely, the regulator is defective.
Replace the regulator.
3. The third method involves utilizing a direct regulator
tester which is commercially available. When using a
tester to test a regulator, follow the instructions supplied
by the tester manufacturer and service manual for
proper terminal connections. If the regulator is not prop-
erly connected, the tester or the regulator may be dam-
aged. Refer to the regulator tester manufacturer's
instructions to determine if the regulator is defective.
Battery Charging Alternator D10003 07/06
 PROBLEM CAUSE/SOLUTION
4. The regulator has four different voltage settings The voltage regulator is equipped with a selectable voltage
from 27.0V to 29.5V on the 28.0V systems. set point. This feature allows the choice of the regulated volt-
Which is used? age output of the alternator according to the type of batteries
in use on the truck.
Refer to the Regulator Removal procedure in the
Alternator Disassembly section for additional infor- The lower voltage settings are used for maintenance-type
mation. batteries. The maintenance-type batteries require slightly
lower charge voltage to maintain performance. Excessive
voltage settings on the maintenance-type batteries will lead to
overcharging and premature failure of the batteries.
The higher voltage settings are used for maintenance-free
batteries. In general, a vehicle equipped with maintenance-
free batteries must have the regulator charge voltage set
point adjusted to one of the two higher settings on the regula-
tor. If the voltage setting is set too low for the maintenance-
free batteries, the insufficient charge voltage will keep the
battery from reaching full charge. Over time, this can lead to a
no start condition and reduce the battery life. An incorrectly
adjusted regulator voltage set point will result in either a con-
tinuous overcharging or undercharging condition, which can
affect battery performance and shorten the battery life.
The highest regulator voltage setting can be used only on
vehicles equipped with battery isolators. The battery isolators
are generally used on vehicles with two or more batteries.
The isolator set-up allows for independent discharge of one
battery, while the other battery remains fully charged for
engine restart. Due to the design nature of the isolator, the
alternator voltage setting must be increased to overcome a
voltage drop that occurs as the current flows through the iso-
lator. This voltage drop can be as high as one Volt. If the volt-
age is set lower than the battery type requires, it will lead to
an undercharge condition, a no start situation, and will reduce
the battery life.
If regulator replacement is necessary, set the new regulator
charge voltage set point to the same voltage setting as on the
regulator being replaced. Confirm that this is the correct set-
ting for the type of battery being used. The ambient tempera-
ture may also play a role in determining the correct regulator
charge voltage set point. When the vehicle is operated contin-
uously in cold climates, and the battery is not maintaining a
state of full charge, the regulator voltage set point may be
adjusted to the next higher set point appropriate for the given
battery type.

D10003 07/06 Battery Charging Alternator D10-29

 PROBLEM CAUSE/SOLUTION
5. What is an alternator field coil, and how can the coil be The alternator field coil acts as an electromagnet
tested? when field current is applied. The stronger the mag-
netic field, the higher the alternator output when the
Refer to the Field Coil tests section for additional testing
shaft is turned. The strength of the magnetic field is
information.
dependent on the resistance of the field coil winding
(which determines the amperes of current the field
coil draws) and the number of wire turns in the field
coil. The most common symptoms associated with
alternator field coil failure are a no output condition,
reduced output, and sometimes an over-charge con-
dition.
The field coil can be tested for resistance value or
short to ground using an ordinary multi-meter. To test
the alternator's field coil resistance, refer to the Field
Coil Tests for additional testing information.
6. What is the function of the R terminal on the regulator The R terminal represents a tap or direct connection
and what can be measured there? to the alternator stator that has electric power only
when the alternator is turning and producing power.
The terminal output is utilized on some applications
for rpm or tachometer function. This requires a cali-
bration circuit that relates the alternator shaft speed
to the engine speed. The output at the R terminal is
AC voltage. The average voltage output can be mea-
sured with an ordinary multi-meter. The R terminal
output, depending on the electrical load, will be equiv-
alent to approximately one-half of the alternator regu-
lated voltage output. In other words, on the 28-Volt
system, the average voltage reading will be about 14-
Volts.

7. An alternator is being tested on a test bench and it does The maximum alternator output is dependent on the
not reach its full-rated output. What could be wrong?
alternator shaft speed. If the test bench motor is not
properly rated, the alternator shaft will turn too slowly.
The alternator will not reach its rated output. When
testing an alternator on a test bench, ensure the test
bench motor is powerful enough to drive the alterna-
tor shaft at full load. To properly test the alternator
rated at 28-Volts and more than 200 amps, a bench
motor rated at 30 hp is required. Testing an alternator
using an underrated bench motor can lead to misdi-
agnosis and unnecessary component replacement.

D10-30 Battery Charging Alternator D10003 07/06

 PROBLEM
8. When the alternator voltage is measured at the alterna-
tor (B+) terminal, it is considerably higher than alterna-
tor voltage measured at the battery (B+) terminal. What
could be wrong?
D10003 07/06 Battery Charging Alternator
CAUSE/SOLUTION
When there is a difference in voltage measured
between two places in the same circuit, the most
likely cause is excessive resistance in that circuit.
This difference, as measured between two points, is
called a voltage drop. The excessive resistance in the
circuit can be a result of poor connections at the ter-
minals or undersize gauge of the connecting cable.
All connecting cables in any electrical system must
be of sufficient gauge for the length of the cable to be
able to carry the necessary current within the circuit.
If the gauge is too small, the resulting voltage drop
will impair electrical system performance. This is a
critical issue for the charging system because exces-
sive voltage drops in the system, on the positive or
the negative side, can prevent the batteries from
recharging properly. The maximum difference
between the measurements must not exceed 0.8-
Volts for the 28-Volts system. To maintain accuracy
when testing the charging system, measure the volt-
age drop with the alternator at no load and at maxi-
mum load to check how the load current can affect
the voltage. Undersized cables also heat up when
conducting electrical current. This causes the insula-
tion to either soften or get brittle, and represents a
safety hazard in the system.
D10-31
ALTERNATOR
ALTERNATOR REPAIR

The alternator weighs approximately 32 kg (70

The charging system is capable of causing phys-
ical harm. Use caution during the removal/instal-
lation procedures to protect personnel from
injury.
lbs). To prevent personal injury, it is recom-
mended that a sling and overhead lifting device
be used when removing the alternator.
1. Disconnect the battery power:
a. If the truck is equipped with a battery equal-
izer, open the battery disconnect switch to
remove power from the system.
b. Remove the battery cables using the follow-
ing sequence:
1). Remove the battery positive (+) cables
first.
2). Remove the negative (-) cables last.
2. Securely attach a sling around the alternator,
and hook the sling to an overhead lifting device.
3. Remove battery cable (1, Figure 10-18) from
the (B+) terminal on alternator (2).

FIGURE 10-17. BATTERY CHARGING

ALTERNATOR
1. Alternator 2. Radiator

Removal
The following instructions cover the removal of alter-
nator (1, Figure 10-17) from a Komatsu engine. Radi-
ator (2) has been removed from the truck in some
pictures to clearly show the removal process. How-
ever, the radiator does not need to be removed to
remove the alternator.

FIGURE 10-18. REMOVE BATTERY CABLE

1. Battery Cable (B+) 2. Alternator
Terminal
To prevent shorting of the electrical system, dis-
connect the positive battery cable from the bat-
tery before starting this procedure.

D10-32 Battery Charging Alternator D10003 07/06

 4. Remove ground strap (1, Figure 10-19) from
the alternator by removing cap screw (1, Figure
10-20). It is not necessary to completely remove
the ground cable unless it is damaged and must
be replaced.
5. Remove eight lock nuts (1, Figure 10-21) from
the front cover of the belt guard assembly.
6. Remove cover (2).

FIGURE 10-21. BELT GUARD ASSEMBLY

1. Lock Nuts 2. Cover

FIGURE 10-19. GROUND STRAP
1. Ground Strap 2. Sub Frame 7. Use a ¾ inch square drive breaker bar to
release the tension on automatic belt tensioner
(1, Figure. 10-22.)
8. Remove belt (2). Replace the belt if signs of
wear or damage are found.

FIGURE 10-20. GROUND STRAP CONNECTION

1. Ground Strap 2. Cap Screw

FIGURE 10-22. AUTOMATIC BELT TENSIONER

ASSEMBLY

1. Automatic Belt 2. Belt

Tensioner

D10003 07/06 Battery Charging Alternator D10-33

 9. Remove outer alternator bracket half (1, Figure 4. Use a ¾ inch square drive breaker bar to
10-23) by removing four lock nuts (2). release the tension on automatic belt tensioner
(1, Figure 10-22) and install belt (2).
10. Remove the alternator from the inner bracket
half. 5. Install cover (2, Figure 10-21) using eight lock
nuts (1).
6. Install ground strap (1, Figure 10-19) to the
alternator. Tighten ground cable cap screw (2,
Figure 10-20) to 15 N·m (11 ft lbs). If the ground
strap cable was removed from the frame, reat-
tach it.
7. Install battery cable (B+) to the terminal on
alternator (2, Figure 10-18). Tighten the nut to
32 N·m (24 ft lbs).
8. Connect the battery cable to the battery.
a. If the truck is equipped with a battery equal-
izer, close the battery disconnect switch.
b. If the truck is not equipped with a battery
equalizer, install the negative cable to the
negative battery post. Then, install the posi-
FIGURE 10-23. MOUNTING BRACKET tive cable to the positive battery post.
1. Alternator Bracket 2. Lock Nut Special Tools and Lubricants
(Top Half) Table 10-9: REQUIRED LUBRICANTS AND
SEALANTS
For additional information on disassembling the alter-
nator, see the Alternator Disassembly procedure in Komatsu Description Use
this chapter. Part #
XA3401 Grease Lubricate spiral rings
Installation
— Liquid Thread lock screws
Threadlockers
— Elastoplastic Insulate electrical
Silicone Resin connections
The alternator weighs approximately 32 kg (70
lbs). To prevent personal injury, it is recom- — Epoxy Install new stator
mended that a sling and overhead lifting device Adhesive wedges
be used when removing the alternator.
1. Securely attach a sling around the alternator
and hook the sling to an overhead lifting device.
2. Place the alternator on the inner bracket half.
3. Install outer alternate bracket half (1, Figure 10-
23). Install four lock nuts (2) and tighten to stan-
dard torque.

D10-34 Battery Charging Alternator D10003 07/06

Epoxy Adhesive Elastoplastic Silicone Resin
Master Bond, Inc. Dow Corning 1-2577 Low VOC RTV is a one-part
154 Hobart Street clear, RTV cure with mild heat acceleration possible.
Hackensack, NJ 07601 USA It has a hard slick finish with abrasion resistance, sol-
Phone: 201-343-8983 vent-borne with low VOC which is ozone-safe. This
Fax: 201-343-2132 silicon meets UL and MIL Specs and contains a UV
www.masterbond.com indicator.
Typical Properties:
Viscosity/Flowability
Epoxy adhesive, EP11HT, is a one component, heat
(cps or mPa sec) = 1,250;
curing, structural epoxy adhesive with high shear
Durometer = 25 D;
strength, easy handling, and high temperature resis-
Specific Gravity = 0.88;
tance. Cures at elevated temperatures, e.g. 90-120
RT Tack Free Time = 6 minutes;
minutes at 121°C (250°F) or 60-90 minutes at 149°C
Room Temp Cure Time = 60 minutes;
(300°F). The minimum cure temperature is 121°C
Heat Cure Time = 2 minutes @ 60°C (140°F;
(250°F). EP11HT attains tensile shear strengths in
Agency Listing = UL 94 V-0 or HB & 746C / Mil Spec;
excess of 22753 kPa (3,300 psi) and forms rigid and
Dielectric Strength, Volts/mil = 340;
dimensionally stable bonds. The service temperature
Dielectric Strength kV/mm = 13.4;
range is -51°C to 204°C (-60°F to 400°F). As a one
Volume Resistivity ohm-cm = 1.9E+14
part system, it does not require mixing prior to use
and has an unlimited working life at room tempera- Dow Corning Corporation
ture. EP11HT bonds well to a wide variety of sub- Corporate Center
strates, including metals and most plastics. It has PO Box 994
excellent resistance to a wide range of chemicals Midland MI 48686-0994 USA
including acids, bases, oils, salts, and many solvents. Phone: 989-496-7881
This adhesive is 100% reactive and does not contain Fax: 989-496-6731
any solvents or volatiles. The standard color is tan. www.dowcorning.com
The cured adhesive fully meets the requirements of
MIL-MMM-A-132.

Liquid Threadlockers
Loctite 222 Low Strength Threadlocker is an anaero-
bic sealant. This low-strength threadlock is used for
small screws less than 6 mm (.25 in.) in diameter.
The parts can be separated using hand tools.

Henkel Corporation
1001 Trout Brook Crossing
Rocky Hill, Connecticut 06067 USA
Phone: 860-571-5100
Internet: www.loctite.com

D10003 07/06 Battery Charging Alternator D10-35

 Table 10-10: REQUIRED TOOLING
XA3320 Field Coil Removal/Installation Tool
XA3322 Stator Installation Tool
Customer-supplied dealer manufactured support stand
Three jaw gear puller (rotor removal, anti-drive end
housing, and anti-drive end shaft bearing)
Air impact wrench (pulley nut and fan nut)
Air chisel with a rounded point hammer bit (to loosen
rust from rotor, item 47)
Torque wrench (inch pounds)
Torque wrench (foot pounds)
FIGURE 10-25. XA3322 STATOR INSTALLATION
Torx bit T15 (field coil screws, item 53)
TOOL
Torx bit T20 (drive end cover plates and control unit
cover plates, item 6)
Torx bit T25 (rotor screws, item 46)
Allen socket wrench 3 mm (fan guard, item 69)
Deep well socket 6 mm (nut, item 54)
Socket 8 mm (voltage regulator screws, item 38)
Socket 9 mm (drive end and anti-drive end housings
lock flange nuts, item 14)
Socket 11 mm (stator wire hex jam nut, item 11)
Socket 24 mm (fan nut, item 67)
Socket 30 mm (pulley nut, item 1)
Small screwdriver (to release sockets in electrical plug,
item 30)
Expandable pliers (studs, item 61, and pulley bushing,
item 4) FIGURE 10-26. CUSTOMER-SUPPLIED DEALER
Internal heavy-duty snap ring pliers (items 8, 10) MANUFACTURED SUPPORT STAND
Hydraulic Press

FIGURE 10-27. THREE JAW GEAR PULLER

FIGURE 10-24. XA3320 FIELD COIL
REMOVAL/INSTALLATION TOOL

D10-36 Battery Charging Alternator D10003 07/06

 NOTES

D10003 07/06 Battery Charging Alternator D10-37

ALTERNATOR EXPLODED VIEW

FIGURE 10-28. ALTERNATOR

D10-38 Battery Charging Alternator D10003 07/06

 1. Lock Nut 36. Harness, Wiring
2. Flat Washer 37. Regulator
3. Pulley (supplied with engine) 38. Screw, Hex
4. Bushing, Pulley
39. Washer, Stainless Steel Bellville
5. Ring, Spiral
40. Washer, Bellville
6. Screw, Pan
41. Lock Nut
7. Plate, Cover
8. Ring, Beveled Retainer 42. Nut
9. Bearing, Front 43. Washer, Bellville
10. Ring, Flat Retainer 44. Bushing, Pulley
11. Nut, Hex Jam 45. Shaft and Core, Rotor Assembly
12. Flat Washer 46. Screw, Torx
13. Insulator 47. Rotor Assembly
14. Nut, Lock Flange 48. Rotor Shaft and Core Assembly
15. Flat Washer 49. Key, Woodruff
16. Cap Screw, Stainless Steel 50. Ring, Spiral
17. Lock Washer 51. Ring, Carrier
18. Lock Washer, Stainless Steel 52. Coil and Stator Assembly, Field
19. Cap Screw 53. Screw, Torx
20. Housing, Drive End 54. Nut
21. Cover, Control Unit 55. Wedge, Stator (attached to stator with epoxy
glue)
22. Switch, Thermal
56. Stator, Drive End
23. Cap Screw, Hex Head
57. Bushing, Tension (not used in mounting)
24. Lock Washer, Stainless Steel
58. Shell
25. Flat Washer
59. Stator, Anti-Drive End
26. Cover Plate, Stud Assembly
60. Coil, Field
27. Cap Screw, Stainless Steel
61. Stud
28. Lock Washer
62. Bearing, Anti-Drive End
29. Flat Washer
63. O-Ring
30. Shell Connector (Plug)
64. Housing, Anti-Drive End
31. Pin Connector, Female
65. Fan
32. Plug, Wedge Lock
66. Washer, Bellville
33. Shell Connector (Receptacle)
67. Nut
34. Receptacle, Wedge Lock
68. Guard, Fan
35. Pin Connector, Male
69. Screw, Pan
70. Grommet

D10003 07/06 Battery Charging Alternator D10-39

 Regulator Removal
1. Remove voltage regulator (37).
a. Disconnect wiring harness (36) from voltage
regulator (37).
Wedges must be reinstalled and sealed in place
b. Remove and save four screws (38) and four
correctly to prevent damage to the internal parts
Bellville washers (39) using an 8 mm socket.
during operation.

ALTERNATOR DISASSEMBLY
NOTE: Disassemble the alternator only as far as
necessary to replace any defective part(s).

The alternator weighs approximately 32 kg (70

lbs). Be careful when moving or positioning the
alternator to prevent personal injury.

FIGURE 10-29.
36. Wiring Harness 37. Voltage Regulator
The following replacement parts are mandatory:
spiral rings (5, 50), O-rings (63), lock nuts (14),
bearings (9, 62), and all lock washers. All small
hardware is included in a kit. Refer to the Parts
book.

FIGURE 10-30.
38. Screw 39. Bellville Washer

D10-40 Battery Charging Alternator D10003 07/06

 2. If replacement of the voltage regulator is neces-
sary, record the setting of the selectable voltage
set point switch on the back side of the voltage
regulator. When installing a new voltage regula-
tor, set the selectable voltage set point switch to
the same switch position as the faulty regulator.
NOTE: DO NOT lose the metal portion of grommet
washers (70).
2. Remove fan (65) by removing nut (67) using an
air impact wrench and a 24 mm socket. Also,
remove Bellville washer (66).

FIGURE 10-33.
FIGURE 10-31.
65. Fan 67. Nut
NOTE: The setting of this switch can depend on the 66. Bellville Washer
type of battery being used. Refer to the Battery
section for additional information.

Fan Removal
1. Remove fan guard (68) by removing six Allen
head screws (69) using a 3 mm Allen wrench. When removing nut (67), the use of an air impact
wrench is recommended.

FIGURE 10-32.
FIGURE 10-34.
68. Fan Guard 70. Grommet Washer
69. Allen Head Screw

D10003 07/06 Battery Charging Alternator D10-41

 3. Remove and discard spiral ring (50) from fan Anti-Drive End Housing Removal
(65).
1. Scribe a single mark on side of shell (58) and
drive end housing (20). Scribe a double mark on
the side of shell (58) and anti-drive end housing
(64). This will ensure the proper reassembly of
the end housings.

FIGURE 10-35.

50. Spiral Ring 65. Fan

Pulley Removal
1. Remove pulley (3, Figure 10-24) from the drive
end by removing nut (1) using an air impact
wrench and a 30 mm socket. Also, remove
washer (2) and woodruff key (49).

FIGURE 10-37.
20. Drive End Housing 64. Anti-Drive End
58. Shell Housing

FIGURE 10-36.
1. Nut 49. Woodruff Key
2. Washer

NOTE: Removal of the pulley may require a three

jaw gear puller.

D10-42 Battery Charging Alternator D10003 07/06

NOTE: Disassembly of the alternator can be made 3. Remove and discard nine lock flange nuts (14)
easier by using a support stand, as shown. The from anti-drive end housing (64) using a 9 mm
Support Stand section in this chapter provides socket.
dimensions to manufacture the stand.

FIGURE 10-40.
FIGURE 10-38.
14. Lock Flange Nuts 64. Anti-Drive End
Housing

4. Remove anti-drive end housing (64) from shell

(58).

The alternator weighs approximately 32 kg (70 NOTE: Removal may require the use of a three jaw
lbs). Be careful when moving or positioning the gear puller.
alternator to prevent personal injury.

2. Position the alternator in the support stand with

the anti-drive end facing up.

FIGURE 10-41.
58. Shell 74. Three Jaw
64. Anti-Drive End Gear Puller
Housing
FIGURE 10-39.

D10003 07/06 Battery Charging Alternator D10-43

 5. Remove and discard two O-rings (63) from 7. Remove and discard spiral ring (50) from carrier
inside diameter of anti-drive end housing (64). ring (51).
.

FIGURE 10-42. FIGURE 10-44.

63. O-Rings 64. Anti-Drive End
Housing 50. Spiral Ring 51. Carrier Ring

6. Remove bearing (62) from rotor shaft (48) along

Anti-Drive End Rotor Removal
with ring carrier (51) using a three jaw gear puller.
1. Remove one Torx screw (46) using a number
T25 Torx bit. Scribe a mark on the face of the
rotor at the center of the screw hole. This will be
used to correctly position the rotor during
assembly.

FIGURE 10-43.
48. Rotor Shaft 62. Bearing
51. Ring Carrier

FIGURE 10-45.

46. Screw 47. Rotor

D10-44 Battery Charging Alternator D10003 07/06

 NOTE: If necessary to loosen rust, use an air chisel
with a rounded-point hammer bit to vibrate the area
between screw holes on the rotor face.
4. Thread three screws (46) into the puller holes.
Tighten the screws evenly to start removing
The rotor retaining screws have been installed
rotor (47) from rotor shaft (48).
with a thread lock compound (Loctite). DO NOT
use air impact tools to remove screws (46). Use .
only hand tools to carefully remove these
screws. Using air tools can cause the screws to
break, resulting in damage.

FIGURE 10-48.
46. Screw 48. Rotor Shaft
47. Rotor
FIGURE 10-46.

46. Screw 47. Rotor

2. Remove remaining five Torx screws (46) using
a number T25 Torx bit.
3. Clean out three threaded puller holes in top of
rotor (47).
Threaded screws (46) may not be long enough to
completely remove rotor (47) from the rotor shaft. If
necessary, use a three jaw gear puller to completely
remove the rotor. Using the three jaw gear puller
may damage the rotor if it is rusted to the rotor shaft.

FIGURE 10-47.

46. Screw 47. Rotor

FIGURE 10-49.
47. Rotor. 74. Three Jaw
Gear Puller

D10003 07/06 Battery Charging Alternator D10-45

 5. Remove the rotor from the rotor shaft. 2. Place the alternator in the support stand with
the drive end facing up.

FIGURE 10-50.
FIGURE 10-52.

Drive End Housing Removal

3. Remove cover plate (7) by removing six Torx
screws (6) using a number T20 Torx bit.

Ensure the single mark has been scribed

between drive end housing (20) and shell (58).
This mark will be used during the assembly pro-
cess to correctly align the two parts.

1. Position the support stand so the large diameter

hole is facing up.

FIGURE 10-53.

6. Screw 7. Cover Plate

FIGURE 10-51.

D10-46 Battery Charging Alternator D10003 07/06

 4. Remove six hex jam nuts (11, Figure 10-54)
using an 11 mm socket. Remove the phase
leads from the terminals. If necessary, remove
flat washers (12, Figure 10-55) and insulators
(13).
5. Mark the location of the six phase leads for
proper reassembly. Place a different identifica-
tion mark on both the housing and each phase
lead terminal.

FIGURE 10-56.
FIGURE 10-54.
11. Hex Jam Nuts 20. Drive End Housing
6. Remove and discard nine lock flange nuts (14)
using a 9 mm socket.

FIGURE 10-55. FIGURE 10-57.

12. Flat Washers 13. Insulators
14. Lock Flange Nuts 20. Drive End Housing

D10003 07/06 Battery Charging Alternator D10-47

 7. Remove the sealing compound from the face of 9. Carefully pull out and disconnect plug (30) from
the drive end housing where the field coil leads receptacle (33) by releasing the lock and dis-
enter the control unit connecting the gray plug assembly.
.

FIGURE 10-58. FIGURE 10-60.

8. Remove five Torx screws (6) from control unit 30. Plug 33. Receptacle
cover (21) using a T20 Torx bit. Remove control
unit cover (21).
10. Remove orange wedge lock (32).

FIGURE 10-61.

30. Plug 32. Wedge Lock

FIGURE 10-59.
6. Screw 21. Control Unit Cover

D10-48 Battery Charging Alternator D10003 07/06

 11. Using a small flat-blade screwdriver, release the 13. Pull the field coil leads through the opening in
female pin connectors from the plug assembly. the drive end housing.

FIGURE 10-62. FIGURE 10-64.

12. Remove the two field coil leads from plug (30),
and remove the orange seal from the field coil
leads.
14. Lift drive end housing (20), along with rotor (47)
and rotor shaft (48), off of shell assembly (58).
This may require two people; one to lift the
housing, and the other to guide the phase leads
out of the housing.

FIGURE 10-63.
20. Drive End Housing 30. Plug
FIGURE 10-65.
20. Drive End Housing 48. Rotor Shaft
47. Rotor 58. Shell Assembly

D10003 07/06 Battery Charging Alternator D10-49

 15. Remove pulley bushing (4). 16. Remove spiral ring (5) from pulley bushing (4)
and discard.

FIGURE 10-66.
4. Pulley Bushing 20. Drive End Housing FIGURE 10-68.
4. Bushing 5. Spiral Ring

NOTE: Use a pair of expandable pliers and gently

wiggle (move side-to-side) the pulley bushing out of 17. Place drive end housing (20) into a hydraulic
the housing. press with the outer surface of the housing sup-
ported by the press table.

FIGURE 10-67.
4. Pulley Bushing 75. Expandable Pliers FIGURE 10-69.
20. Drive End Housing 77. Hydraulic Press

D10-50 Battery Charging Alternator D10003 07/06

 18. Press rotor shaft (48) out of front bearing (9). 20. Remove flat retainer ring (10) using heavy-duty
internal snap ring pliers. Save the ring.

FIGURE 10-70.
FIGURE 10-72.
9. Front Bearing 48. Rotor Shaft
10. Flat Retainer Ring 9. Front Bearing

19. Remove beveled retainer ring (8) using heavy-

duty internal snap ring pliers. Save the retainer 21. Place the drive end housing face down on a
ring. hydraulic press with the outer surface of the
housing supported by the press table.

FIGURE 10-71.
FIGURE 10-73.
8. Beveled Retainer 9. Front Bearing
Ring

D10003 07/06 Battery Charging Alternator D10-51

 2. Remove one Torx screw (46) using a number
T25 Torx bit. Scribe a mark on the face of the
rotor at the center of the screw hole. This will be
used to correctly position the rotor during
assembly.
Use a bearing driver with a slightly smaller diam-
eter than the outer race of the bearing. Pressing
against the inner race of the bearing will cause
bearing damage.
22. Use a bearing driver to remove the bearing from
the housing. Discard the bearing.

FIGURE 10-76.
46. Screw 47. Rotor

FIGURE 10-74.
Drive End Rotor Removal
1. If necessary, remove drive end rotor (47) from
rotor shaft (48), using the following steps.
The rotor retaining screws have been installed
with a thread lock compound (Loctite). DO NOT
use air impact tools to remove screws (46). Use
only hand tools to carefully remove these
screws. Using air tools can cause the screws to
break, resulting in damage.

3. Remove remaining five Torx screws (46) using

a number T25 Torx bit.
4. Place rotor (47) and rotor shaft (48) into a
hydraulic press and remove the shaft. Ensure
the rotor is fully supported by the press table.

FIGURE 10-75.

47. Drive End Rotor 48. Rotor Shaft

D10-52 Battery Charging Alternator D10003 07/06

Field Coil Removal 4. Reposition the alternator in the support stand
with the drive end facing up.

DO NOT damage or bend studs (61).

1. Position the alternator in the support stand with
the anti-drive end facing up.
2. Permanently mark the letters ADE on the sur-
face of field coil (60) in the location of the miss-
ing screw.
3. Remove eight Torx screws (53) using a number
T15 Torx bit.

FIGURE 10-78.

5. Permanently mark the letters DE on the surface

of field coil (60) in the location of the missing
screw.
6. Remove eight Torx screws (53) using a number
T15 Torx bit.

FIGURE 10-77.
53. Screws 60. Field Coil

Field coil retaining screws (53) have been

installed with a thread lock compound (Loctite).
DO NOT use air impact tools to remove screws. FIGURE 10-79.
Use only hand tools to carefully remove these
screws. Using air tools can cause the screws to 53. Screws 60. Field Coil
break, resulting in damage.

D10003 07/06 Battery Charging Alternator D10-53

 7. Place XA3320 field coil removal/installation tool
on top of the field coil.

DO NOT damage the field coil leads during the

removal process.
NOTE: If a new field coil will be installed, mark the
letters (in the same location and orientation) from
Steps 2 and 5 on the new replacement field coil.

9. Carefully remove the field coil from the stator.

The clearance between the field coil and stator
is minimal. Use caution during the removal pro-
cess. As the field coil is removed, ensure the
two field coil leads are removed without dam-
FIGURE 10-80. age.

8. Engage the recessed areas of the tool with the NOTE: In some instances, removal of the field coil
field coil bobbin ears. Rotate the tool clockwise may be easier by placing the anti-drive end of the
approximately five degrees to release the field alternator in an upward position and pulling the field
coil from the stator tabs. coil out of the stator.

FIGURE 10-82.

FIGURE 10-81.

D10-54 Battery Charging Alternator D10003 07/06

Drive End and/or Anti-Drive End Stator Removal 4. Permanently scribe or etch a single mark
aligned with the center of two stud holes, across
the top surface of anti-drive end stator (59) and
end of shell (58). Repeat at an adjacent hole.

Remove and replace one faulty stator at a time.

This process will ensure the alignment of stators
(56, 59) to shell (58). Refer to the appropriate
Installation section for specific installation
instructions.
1. Position the alternator in the support stand with
the drive end facing up.
2. Permanently scribe or etch a single mark,
aligned with the center of a stud hole, across
the top surface of drive end stator (56) and end
of shell (58).

FIGURE 10-84.

58. Shell 59. Anti-Drive End

Stator

A single scribe mark identifies the stator as the

drive end stator. The double mark identifies the
stator as the anti-drive end stator. It is critical
FIGURE 10-83. that these marks be precisely aligned during
assembly. If the marks are not precisely aligned,
56. Drive End Stator 58. Shell the phase leads, field coil leads, and the mount-
ing holes will not properly align. If a new stator is
3. Reposition the alternator in the support stand being installed, it is critical to precisely transfer
with the anti-drive end facing up. the location of the mark(s) to the new part.

D10003 07/06 Battery Charging Alternator D10-55

 5. Remove the shell assembly from the support
stand. Remove hex head nuts (54) from studs
(61) using a deep well 6 mm socket. Discard
nuts (54). Use expandable pliers to hold the
enlarged portion of the stud.
FIGURE 10-85.
54. Hex Head Nuts 61. Studs
NOTE: Hex head nuts (54) have been installed using
a thread locking compound. Use care when
removing.
6. Remove and save nine studs (61) from the sta-
tors.
7. If a stator needs to be replaced, remove only
the faulty stator.
a. If removing the anti-drive end stator, place a
mark on the drive end stator where each
anti-drive end phase lead is located. Cut the
three terminals off the anti-drive end phase
leads and discard.
b. If removing the drive end stator, break out
the six glued in wedges on the drive end sta-
tor with the anti-drive end phase leads
behind them.
D10-56 Battery Charging Alternator
8. Position the shell in the support stand with the
faulty stator in a downward position. Place sta-
tor installation/removal tool XA3320 on top of
the tabs of the stator being removed. Ensure
the recessed portion of the tool is fully engaged
with the stator tabs
Ensure the stator installation/removal tool is
engaged with the stator tabs of the part being
removed and not the stator in the upper position.
The shell assembly is manufactured with a raised
area in the center of the shell. The stators can
only be removed by pushing them out through
the end of the shell.
9. Place the shell assembly into a hydraulic press
and remove the faulty stator. Figure 10-86
shows the drive end stator being removed.
FIGURE 10-86.
NOTE: The tabs of the stator may bend slightly
downward during the removal process. Continued
downward pressure will push the stator out of the
shell.
D10003 07/06
 10. Carefully pull the three anti-drive end stator
phase leads through the spaces between the
stator windings.
FIGURE 10-87.
11. If it is necessary to remove the other stator, first
reinstall a new stator in place of the removed
stator. Then, reposition the shell in the hydraulic
press with the remaining stator in a downward
position.
FIGURE 10-88.
12. Place the shell assembly into a hydraulic press
and remove the other faulty stator (56 or 59).
D10003 07/06 Battery Charging Alternator
CLEANING AND INSPECTION
1. Ensure all parts being reused are thoroughly
clean.
2. Ensure all parts being reused are in good condi-
tion. Replace any damaged parts.
ALTERNATOR ASSEMBLY
Before starting the installation procedure, ensure all
the parts are available and in good condition.
Replace any damaged parts before assembly.
All electrical wiring connections are coated with
a Dow Corning® 1-2577 low VOC RTV coating or
equivalent. DO NOT use a coating containing
acetic acid (vinegar smell) on any electrical com-
ponents. Using any other coating will cause part
damage.
The following replacement parts are mandatory:
spiral rings (5, 50), O-rings (63), lock nuts (14),
bearings (9, 62), and all lock washers. All small
hardware is included in a kit. Refer to the Parts
book.
Anti-Drive End Stator Installation
This procedure assumes the drive end stator is
already installed in the shell, and a new anti-drive
end stator is being installed.
NOTE: New stators do not have terminals on the
phase leads. The leads must be cut to length,
insulation sleeves installed, and terminals soldered
onto the wires during final assembly.
1. Precisely transfer the two scribed assembly
marks from faulty anti-drive end stator (59) to
the replacement stator.
2. Place the stator in the opening of shell (58).
D10-57
NOTE: If the drive end stator will not be replaced, 4. Insert six alignment studs through the holes in
route the phase leads from the replacement anti- anti-drive end stator (59) aligning them with the
drive end stator through the corresponding spaces holes in drive end stator (56).
(marked in Step 7a of the Disassembly procedure,
.
page 55) between the drive end stator windings. New
insulation sleeves and terminals will be installed on
the phase leads during final assembly.

FIGURE 10-91.

56. Drive End Stator 59. Anti-Drive End

Stator
FIGURE 10-89. 5. Place the shell with the stator into a hydraulic
press. Place stator installation tool XA3322 on
top of the stator.
3. Align the two scribed marks on the stator with
the scribed marks on shell (58). It is critical that
these scribed marks be carefully aligned. If the
marks are not precisely aligned, the wiring and
the mounting holes will not properly align.

FIGURE 10-92.

FIGURE 10-90.

D10-58 Battery Charging Alternator D10003 07/06

 8. If the drive end stator needs to be replaced, fol-
low the steps in the next section. If the drive end
stator does not need replacement, go to the
Field Coil Installation section in this manual.

Ensure the shell is supported in a hydraulic Drive End Stator Installation

press so the alignment studs are not damaged by
the supports.
6. Press the stator into the shell. The top surface
of stator (59) will be flush with the end of shell
(58) when fully installed.
. ment stator.
This procedure assumes the anti-drive end stator is
already installed in the shell, and a new drive end
stator is being installed.
1. Precisely transfer the scribed assembly mark
from faulty drive end stator (56) to the replace-
2. Place the stator in the opening of the shell.
3. Route three anti-drive end stator phase leads
through the corresponding spaces between the
drive end stator windings.
NOTE: There are two methods for routing the anti-
drive end phase leads. Follow either Step 3a or 3b.

a. Primary method (recommended): Break out

the six wedges on the replacement drive end
stator. Route the phase leads through the
corresponding spaces between the drive end
stator windings. Glue the six replacement
FIGURE 10-93. wedges in place using the recommended
58. Shell 59. Stator epoxy adhesive after the drive end stator is
pressed in place.
7. Remove the shell and stator assembly from the
press. Remove the installation tool. Remove the
six alignment studs.

FIGURE 10-95.

FIGURE 10-94.

D10003 07/06 Battery Charging Alternator D10-59

 b. Alternative method: Remove the insulation 4. Place the stator in the opening of the shell. Pre-
sleeves from the three anti-drive end phase cisely align the scribed mark. It is critical that
leads. DO NOT damage the insulation this scribed mark be carefully aligned. If the
sleeves during removal. Carefully feed the mark is not precisely aligned, the wiring and the
terminal ends up through the corresponding mounting holes will not properly align.
spaces between the drive end windings. Use
a pick tool to pull the terminals though the
windings. Reinstall insulation sleeves after
the drive end stator is pressed in place.

FIGURE 10-97.

5. Insert six alignment studs through the holes in

the drive end stator aligning them with the holes
FIGURE 10-96. in the anti-drive end stator.

If the insulation sleeves are damaged or not

installed properly, excessive damage can be
caused to the alternator when current is pro-
duced during operation.

FIGURE 10-98.

D10-60 Battery Charging Alternator D10003 07/06

 6. Place the shell with the stator in a hydraulic 8. Remove the shell and stator assembly from the
press. Place stator installation tool XA3322 on press. Remove the installation tool. Remove the
top of the stator. Position the studs in the open- six alignment studs.
ings of the tool.

FIGURE 10-101.
FIGURE 10-99.
NOTE: Precisely align the alignment marks on both
stators and the shell. If they are not aligned, remove
the stator(s) and reinstall.

9. Install nine studs (61) through stators (56 and

Position the shell in a hydraulic press so the 59). Install the studs from the anti-drive end of
alignment studs are not damaged by the sup- the alternator with the enlarged portion of the
ports. stud on the anti-drive end.

7. Press the stator into the shell. The top surface

of drive end stator (56) will be flush with end of
shell (58) when fully installed.

FIGURE 10-102.

56. Drive End Stators 61. Studs

59. Anti-Drive End
Stators
FIGURE 10-100.
56. Drive End Stator 58. Shell

D10003 07/06 Battery Charging Alternator D10-61

 10. Install hex head nuts (54) onto the studs. Use a 2. Align the letters ADE on the field coil with the
suitable thread lock compound such as Loctite non-tabbed portion of the stator, and route the
222. Tighten the nuts to 3 N·m (30 in. lb) in an two field coil leads through the corresponding
alternating pattern. space between the stator windings.

Field Coil Installation

NOTE: If a new field coil is being installed, transfer
the letters ADE (anti-drive end) and DE (drive end)
from the faulty field coil to the corresponding
locations on the replacement field coil.

1. Position shell (58) on the support stand with the

drive end facing down.

FIGURE 10-104.

NOTE: New field coils do not have terminal pins

installed on the leads. The leads must be cut to
length and the new terminal pins crimped on during
final assembly.

FIGURE 10-103.

58. Shell 73. Support Stand

D10-62 Battery Charging Alternator D10003 07/06

 3. Carefully push the field coil downward through
stator tabs (59). The clearance between the
field coil and stator is minimal and will require
care during the installation process. As the field
coil is installed, ensure the two wires are not
damaged. Push the field coil downward until the
mating surfaces between the field coil bobbin
ears and the stator tabs are vertically aligned.
5. Engage the recessed areas of the tool with the
field coil bobbin ears. Rotate the tool clockwise
approximately five degrees to engage the field
coil with the stator tabs. Ensure the letters ADE
are now aligned with the non-tabbed area of the
stator.

FIGURE 10-107.

FIGURE 10-105.
6. Install eight field coil screws coated with a
59. Stator Tabs 60. Field Coil thread locking compound (such as Loctite 222
or equivalent). Tighten the screws to 2 N·m (20
in. lb).
4. Place field coil removal/installation tool XA3320
on top of the field coil.

FIGURE 10-108.

FIGURE 10-106.

D10003 07/06 Battery Charging Alternator D10-63

DO NOT install a screw in the marked hole DO NOT install a screw in the marked hole
because there is no corresponding stator tab. If because there is no corresponding stator tab. If
installed, the screw will fall into the stator cavity, installed, the screw will fall into the stator cavity,
damaging internal parts during operation. damaging internal parts during operation.

Drive End Bearing Installation

7. Reposition the shell assembly in the support
1. Install flat retainer ring (10) into the drive end
stand with the drive end facing up.
housing, as shown, using heavy-duty, internal
snap ring pliers.

FIGURE 10-109.
FIGURE 10-111.

8. Install eight field coil screws coated with a 10. Flat Retainer Ring 76. Snap Ring Pliers
thread locking compound (such as Loctite 222
or equivalent). Tighten the screws to 2 N·m (20
in. lb).

Fully support the housing before pressing the

bearing into the housing. Position the diameter of
the bearing driver against the outer bearing race.
Pressing on the inner race of the bearing will result
in bearing damage.

FIGURE 10-110.

D10-64 Battery Charging Alternator D10003 07/06

 2. Place drive end housing (20) and front bearing 4. Lubricate the spiral ring with Komatsu grease
(9) in a hydraulic press. Press the bearing into XA3401. Wind new spiral ring (5) into the
the bore until completely seated against the flat groove around pulley bushing (44).
retainer ring.

FIGURE 10-114.
FIGURE 10-112.
5. Spiral Ring 44. Pulley Bushing
9. Front Bearing 20. Drive End Housing

5. Compress spiral ring (5) and install pulley bush-

3. Install beveled retainer ring (8) using heavy- ing assembly into the inside bore of the drive
duty, internal snap ring pliers. Position the bev- end housing. Position the thickest flange of the
eled portion of the retaining ring facing up. pulley bushing facing up (towards the inside of
the alternator).

FIGURE 10-113.
FIGURE 10-115.
8. Beveled Retainer 76. Snap Ring Pliers
Ring 5. Spiral Ring 20. Drive End Housing

D10003 07/06 Battery Charging Alternator D10-65

Drive End Rotor Installation Rotor and Rotor Shaft Installation
1. If removed, install drive end rotor (47) onto shaft 1. Press rotor and rotor shaft assembly (47, 48)
assembly (48). into drive end housing (20).
a. Place the rotor and rotor shaft assembly into
a hydraulic press with the rotor shaft fully
supported.
b. Place drive end housing (20) onto rotor shaft
(48).
c. Press the drive end housing onto the rotor
shaft. Press the housing onto the shaft using
a bearing driver, which will press against the
inner bearing race.

FIGURE 10-116.

47. Drive End Rotor 48. Shaft Assembly

2. Center the screw hole in rotor shaft (48) with

the slot in rotor (47).

FIGURE 10-118.

20. Drive End Housing 48. Rotor Shaft

47. Rotor Assembly Assembly

When installing the drive end housing, press

only on the inner race of the bearing. Pressing on
any other surface will result in bearing damage.
FIGURE 10-117.

47. Drive End Rotor 48. Shaft Assembly

2. Rotate the shaft to verify the bearing moves
3. Install five Torx screws (46) using a T25 Torx bit. freely.
Apply thread lock compound (Loctite 222) and
tighten to 7 N·m (65 in. lb). DO NOT install a
screw in the marked hole at this time.
4. Ensure the screw hole has remained centered
in the slot on the face of the rotor. Apply thread
lock compound (Loctite 222) and install the
screw. Tighten to 7 N·m (65 in. lb).

D10-66 Battery Charging Alternator D10003 07/06

Drive End Housing Installation 3. As the drive end housing is installed, guide the
two field coil leads and the six stator phase
1. Place shell assembly (58) into the support
leads through the proper openings in the drive
stand with the drive end facing up.
end housing.
NOTE: If necessary, install new terminal ends on the
wires. On the stator phase leads cut the wires to
length, strip the correct amount of wire insulation,
install insulating sleeves over the wires, and solder
on the new terminal ends. On the new field coil leads,
cut the wires to length, strip the correct amount of
wire insulation, and crimp on the new terminal pins.

FIGURE 10-119.
58. Shell Assembly 73. Support Stand

DO NOT damage the stator windings or studs FIGURE 10-121.

while repositioning the alternator.

2. Align the scribed marks on the drive end hous-

ing and the shell. Install the rotor shaft and
housing assembly onto the shell. A rod can be
used to verify the mounting tabs on the shell
and the drive end housing are properly aligned.

FIGURE 10-120.

D10003 07/06 Battery Charging Alternator D10-67

 4. Install nine new lock flange nuts (14) onto studs 6. Place the stator phase leads onto the stator
(61). Tighten the nuts to 5 N·m (45 in. lb) using phase lead studs and install new hex jam nuts
an alternating pattern. (11). Tighten the nuts to 3 N·m (30 in. lb).

FIGURE 10-122. FIGURE 10-124.

14. Lock Flange Nuts 61. Studs 11. Jam Nuts 20. Drive End Housing

5. Install insulator (13) and then flat washer (12)

on the stator phase lead studs.

Position the insulation sleeves on the stator

phase leads over the arm of each terminal ring to
avoid a possible short circuit.

FIGURE 10-123.

12. Flat Washer 13. Insulator

D10-68 Battery Charging Alternator D10003 07/06

 7. Lubricate the spiral ring with Komatsu grease 9. Guide the two field coil leads through the open-
XA3401. Wind new spiral ring (5) into the ing in the drive end housing and into the control
groove around pulley bushing (4). housing.

FIGURE 10-125. FIGURE 10-127.

4. Pulley Bushing 5. Spiral Ring

8. Compress spiral ring (5) and install pulley bush-

ing assembly (4) into the outside of drive end
housing (20). Position the thickest flange of the
pulley bushing facing up (towards the outside of
the alternator).

FIGURE 10-126.

4. Pulley Bushing 20. Drive End Housing

Assembly
5. Spiral Ring

D10003 07/06 Battery Charging Alternator D10-69

 10. Install the orange wire seal over the field coil 11. Connect plug assembly (30) with receptacle
leads. Install the two terminal sockets into plug assembly (33).
assembly (30). Install orange wedge (32) to lock
the sockets into the plug.

FIGURE 10-129.

30. Plug Assembly 33. Receptacle

Assembly

12. Apply Dow Corning® 1-2577 low VOC RTV, or

equivalent, onto all electrical connections. Also,
seal the opening where the field coil leads enter
the control unit.

FIGURE 10-128.

30. Plug Assembly 32. Wedge

NOTE: Ensure the brown wire in the plug assembly

corresponds to the white wire in the receptacle
assembly. Ensure the red wire corresponds with the
black wire.

FIGURE 10-130.

D10-70 Battery Charging Alternator D10003 07/06

 13. Install cover plate (7). Apply thread lock com- Anti-Drive End Rotor Installation
pound (Loctite) and install six Torx screws (6) 1. Reposition the alternator in the support stand
using a T20 Torx bit. Tighten the screws to 3 N·m with the anti-drive end facing up.
(30 in. lb).

FIGURE 10-133.
FIGURE 10-131.
6. Screws 7. Cover Plate
2. Install anti-drive end rotor (47) onto shaft
assembly (48). Align the previously-scribed
14. Apply Dow Corning® 1-2577 low VOC RTV, or mark on the face of the rotor with the center of
equivalent, onto the cover before installing. the screw hole.
Install control unit cover (21). Apply thread lock
compound (Loctite) with five Torx screws (6)
using a T20 Torx bit. Tighten to 3 N·m (30 in.
lb).

FIGURE 10-134.
47. Anti-Drive End Rotor 48. Shaft Assembly

FIGURE 10-132.
6. Screws 21. Control Unit Cover

D10003 07/06 Battery Charging Alternator D10-71

 3. Apply thread lock compound (Loctite) and
install five Torx screws (46) using a T25 Torx bit.
DO NOT install a screw in the scribed hole at
this time. Tighten the five screws to 7 N·m (65
in. lb).
Anti-Drive End Housing Installation
1. Lubricate the spiral ring with Komatsu grease
XA3401. Wind new spiral ring (50) into the
groove of carrier ring (51).

FIGURE 10-137.
FIGURE 10-135.
46. Screw 47. Rotor 50. Spiral Ring 51. Carrier Ring

2. Install two new O-rings (63) in anti-drive end

4. Ensure the alignment mark has remained cen- housing (64).
tered with the screw hole. Apply thread lock
compound (Loctite), install the screw. Tighten to
7 N·m (65 in. lb).

FIGURE 10-138.
63. O-Rings 64. Anti-Drive End
FIGURE 10-136. Housing
46. Screw 47. Rotor

D10-72 Battery Charging Alternator D10003 07/06

 3. Compress spiral ring (50) and install carrier ring 5. Apply thread lock compound (Loctite 222) and
assembly (51) into the anti-drive end housing, install nine new lock flange nuts (14). Tighten to
(towards the inside of the alternator). This part 5 N·m (45 in. lb) in an alternating pattern.
can be installed in either direction.

FIGURE 10-141.
FIGURE 10-139.
14. Lock Flange Nuts 64. Anti-Drive End
50. Spiral Ring 51. Carrier Ring Housing
Assembly

6. Install anti-drive end bearing (62) over the rotor

4. Align the installation scribe marks on shell (58) shaft. Place the shell assembly into a hydraulic
and anti-drive end housing (64). Install the anti- press. Press the bearing into the bore of anti-
drive end housing over rotor shaft (48) and nine drive end housing (64) until it is completely
studs (61). seated against the pulley bushing.

FIGURE 10-140. FIGURE 10-142.

48. Rotor Shaft 61. Studs
62. Bearing 64. Anti-Drive End
58. Shell 64. Anti Drive-End
Housing
Housing

D10003 07/06 Battery Charging Alternator D10-73

 10. Install fan guard (68). Apply thread lock com-
pound (Loctite). Install Allen head screws (69)
using a 3 mm Allen socket wrench. Tighten the
screws to 7 N·m (65 in. lb).

When installing the anti-drive end bearing, press

only on the inner race of the bearing. Pressing on
any other surface will result in bearing damage.

7. Rotate the shaft to verify the bearing moves freely.

8. Lubricate the spiral ring with Komatsu grease
XA3401. Wind new spiral ring (50) into the
groove around fan (65).

FIGURE 10-143.
50. Spiral Ring 65. Fan

FIGURE 10-145.
9. Install the fan onto the rotor shaft with Bellville
washer (66) and nut (67). Use an air impact 68. Fan Guard 70. Grommets
wrench and a 24 mm impact socket to tighten 69. Allen Head Screws
the nut to 6 N·m (50 ft lb).
.
NOTE: Verify the metal grommet washers are still in
grommets (70).

FIGURE 10-144.

D10-74 Battery Charging Alternator D10003 07/06

 11. Remove the alternator from the support stand.
Install woodruff key (49) in the rotor shaft.
Install pulley (3) with flat washer (2) and nut (1).
Use an air impact wrench and a 30 mm impact
socket to tighten the nut to 163 N·m (120 ft lb).
NOTE: The setting of this switch can depend on the
type of battery being used. Refer to Battery in this
chapter for additional information.
2. Place the regulator on the alternator. Install four
screws (38) with Bellville washers (39) using an
8 mm socket. Tighten the screws to 8 N·m (70
in. lb).

FIGURE 10-146.
1. Lock Nut 49. Woodruff Key
2. Flat Washer
FIGURE 10-148.
Regulator Installation
38. Screws 39. Bellville Washers
1. Set the selectable voltage set point switch on
the back side of the regulator to the correct
position.
3. Connect wiring harness (36) to voltage regula-
tor (37).

FIGURE 10-147.

FIGURE 10-149.
36. Wiring Harness 37. Voltage Regulator

D10003 07/06 Battery Charging Alternator D10-75

THERMAL SWITCH 3. Remove the plastic tie strap securing the wires
together.
Removal
1. Disconnect wiring harness plug (36) from volt-
age regulator (37).

FIGURE 10-152.

FIGURE 10-150. 4. Remove all the sealant from around thermal

switch (22).
36. Wiring Harness Plug 37. Voltage Regulator

2. Remove nine Torx screws (6) using a T20 Torx

bit. Remove covers (21, 26).

FIGURE 10-153.
22. Thermal Switch

FIGURE 10-151.
6. Screws 26. Stud Assembly
21. Control Unit Cover

NOTE: If desired, disconnect field coil plug (30) from

receptacle (35). This will provide additional clearance
when removing the thermal switch.

D10-76 Battery Charging Alternator D10003 07/06

 5. Remove hex head bolt (23) using a 13 mm
socket. Also, remove Bellville washer (24) and
flat washer (25).
7. Remove thermal switch (22).
a. Reposition the two insulation sleeves to
expose the wiring connections.
b. Remove the heat shrink insulation from both
wiring connections.
c. Unsolder each wire from the wiring terminal
sleeves.

FIGURE 10-154.
23. Hex Head Bolt 25. Flat Washer
24. Bellville Washer

6. Identify and mark the wiring terminals for proper FIGURE 10-156.
reassembly. These terminals must be reinstalled
in the same location as they were removed.
The order of the connections from top to bottom is:
rectifier terminal (1)
rectifier terminal (1),
B+/sense terminal (2),
thermal switch terminal (3),
flat washer,
Bellville washer, and
bolt

FIGURE 10-157.

FIGURE 10-155.

D10003 07/06 Battery Charging Alternator D10-77

Installation SUPPORT STAND
1. Place the appropriate diameter heat shrink Disassembly of the alternator can be made easier by
insulation onto the thermal switch wires. using a support stand, as shown. This drawing pro-
2. Solder the new thermal switch wires into the vides the dimensions to manufacture the stand.
wiring terminal sleeves.
3. Position the heat shrink insulation over each
wiring connection and apply heat to seal the
connection.
4. Reposition the insulation sleeve over each wir-
ing connection.
5. Place the wiring terminal connections in the cor-
rect order. Refer to Step 6, Removal, for the
proper installation order. Install hex head bolt
(23) with lock washer (24) and flat washer (25).
Tighten the bolt to 28 N·m (20 ft lb).

The thermal switch connection is coated with a

Dow Corning® 1-2577 low VOC RTV coating, or FIGURE 10-158.
equivalent. DO NOT use a coating containing
acetic acid (vinegar smell) on any electrical com-
ponents. Using any other coating will cause part
damage.

6. Coat the thermal switch connection with Dow

Corning® 1-2577 low VOC RTV coating, or
equivalent.
7. Secure the wires together using a plastic tie
strap.
8. Apply Dow Corning® 1-2577 low VOC RTV
coating, or equivalent, onto the cover plates
before installing. Install control unit cover plates
(21, 26). Apply a thread lock compound (Loc-
tite) to the screws with nine Torx screws (6)
using a T20 Torx bit. Tighten to 3 N·m (30 in.
lb).
9. Connect wiring harness (36) to voltage regula-
tor (37).

D10-78 Battery Charging Alternator D10003 07/06

 SECTION D11
VHMS COMPONENTS
INDEX
VHMS BASIC FEATURES 3
Gather Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Convert and Record Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Communicate Data to Off-Board Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-4

USING THE VHMS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5

Turning the VHMS System ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Normal VHMS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Turning the VHMS System OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6
Downloading from the VHMS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6

VHMS DATA ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7

Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Machine History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
VHMS History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8
Manual Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8
Trends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10
Histogram (Load Map) Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10
Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D11-11
Alarm and Snapshot Triggers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12
Satellite Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12

VHMS DIAGNOSTIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14

Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
VHMS LED Digits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14

VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15

ORBCOMM CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16

INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17

SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18

D11007 VHMS COMPONENTS D11-1

 NOTES

D11-2 VHMS COMPONENTS D11007

 VHMS COMPONENTS
VHMS BASIC FEATURES Convert and Record Data
The center of the VHMS system is the VHMS VHMS controller (2, Figure 11-1) processes data
controller, which gathers data about the operation of received from external controllers and stores the
the truck from sensors and other controllers installed following data in internal memory:
on the truck. Refer to Figure 11-1 for an overview of
•Fault codes from the engine, Interface Module,
the VHMS system components. and PLM III
For instructions on how to use VHMS software •Snapshots of data when specific fault codes
programs, refer to VHMS Software elsewhere in this occur
section. For error codes, check-out and
•Trends of specific engine and chassis
troubleshooting procedures, refer to VHMS parameters
Troubleshooting and Check-out Procedures
elsewhere in this section. •Load map and other measures of engine and
chassis usage
•Haul cycle summary information, including
payload, distance traveled, and travel times
Gather Data
In addition to data gathered from external controllers,
The VHMS controller gathers data from three
the VHMS records information about the vehicle and
sources. Real-time and alarm data from each
VHMS usage, including:
controller is gathered continually. In addition, haul
cycle summary data from the PLM III is requested by •Key ON and engine ON record
the VHMS controller one time per day. •VHMS configuration changes.
The VHMS system performs three primary functions:
1. Gathers data from on-board sources:
•PLM III controller
•Interface Module (IM)
•Engine controllers
2. Converts data into usable formats and records
it into permanent memory.
3. Communicates data to off-board systems:
•Satellite (OrbComm)
•PC download
NOTE: The electric drive system does provide a
limited number of faults to the interface module.
Refer to VHMS Troubleshooting elsewhere in this
section for a complete listing of fault codes that are
generated by the drive system.

FIGURE 11-1. VHMS SYSTEM COMPONENTS

1. Orbcomm Controller 4. Red LED Digits
2. VHMS Controller 5. Green LED Light
3. Interface Module

D11007 VHMS COMPONENTS D11-3

 FIGURE 11-2. VHMS SYSTEM

Communicate Data to Off-Board Systems

The VHMS has two methods to communicate data to In order to collect all the necessary machine data, a
off-board systems: preventive maintenance (PM) snapshot needs to be
recorded every 500 hours of operation. The snapshot
•Via satellite to the WebCARE database
and other data is then downloaded into a laptop PC.
•Download to a laptop PC running the VHMS This data is to be sent to Komatsu via the FTP
Technical Analysis Toolbox software program which is a part of the VHMS Technical
Communication to the satellite (using OrbComm) Analysis Tool Box program. Refer to the check-out
occurs automatically, but only sends critical data procedure for more detailed information regarding a
items. OrbComm controller (1, Figure 11-1) is PM snapshot.
located inside the auxiliary control cabinet.
OrbComm antenna (1, Figure 11-3) is mounted on
the front left corner of the cab by magnetic mount (2).
Communication to a laptop PC occurs whenever a
user connects a laptop PC to the VHMS controller
and requests a data download. All VHMS data is
available for download to a laptop PC. Once
downloaded to a laptop PC, the information is then
sent to Komatsu via FTP. This data is then compiled
at the Komatsu computer server. Based on this
information, the local Komatsu distributor will suggest
improvements and provide information aimed at
reducing machine repair costs and downtime.

D11-4 VHMS COMPONENTS D11007

 Turning VHMS ON
The VHMS controller is turned on by the truck key
switch (circuit 712). Immediately after receiving input
from the key switch signal, the VHMS controller
begins its power-up initialization sequence. This
sequence takes about three seconds, during which
time red LED digits (4, Figure 11-1) on the top of the
VHMS controller unit will display a circular sequence
of flashing LED segments. The VHMS controller will
not support a connection from a laptop PC or a
manual snapshot during this initialization time.
The VHMS controller is connected directly to the
battery circuit, which provides a constant 24 volt
signal from the truck batteries. However, the VHMS
controller has the ability to turn itself off and will do so
automatically within three minutes after the key
switch is turned off.

The battery disconnect switch, located at the

truck battery box, will remove 24 volt power from
FIGURE 11-3. ORBCOMM ANTENNA the VHMS controller and cause the VHMS
controller to lose all data gathered since the key
1. Orbcomm Antenna 2. Magnetic Mount switch was last turned on. DO NOT disconnect
the batteries until the VHMS controller has
completed its shutdown operations and has
turned off its LED digits.

USING VHMS
The primary tool for configuring, downloading, and Normal VHMS Operation
viewing VHMS data is the VHMS Technical Analysis The red LED digits on the top of the VHMS controller
Toolbox software. Use of this software requires: indicate the current condition of the system. The
•A laptop PC running Windows 95/98/2000/ME/ possible conditions are shown in Table 1.
XP operating system.
•A serial cable to connect the laptop PC to the Table 1: VHMS STATUS
VHMS controller.
LED DISPLAY DESCRIPTION
Refer to the VHMS Technical Analysis Tool Box
Flashing LED segments
instruction manual for additional information about Power-on initialization
in circular sequence
using this software.
Numeric display, counting
NOTE: It is recommended that the engine be OFF 00 - 99 at rate of 10 Normal Operation
when downloading or configuring the VHMS numbers per second
controller.
Normal operation, but
Flashing Fault Codes
a fault code is active

NOTE: Only a limited number of fault codes are

displayed on the LED display. Most fault conditions
are recorded internally in the VHMS controller, but
are not indicated on the LED digits.

D11007 VHMS COMPONENTS D11-5

Turning the VHMS System OFF
The VHMS controller is connected directly to the
truck batteries, but will remain in normal operation
only if the truck key switch input (circuit 712) is on.
When the VHMS controller senses that the truck key
switch has been turned off, it finishes its internal
processing and then saves recent data into
permanent memory. This process can take up to
three minutes.
If 24 volt power is removed from the VHMS controller
before it has time to save data to permanent
memory, data loss or corruption may occur.
The VHMS controller will turn off the red LED digits
when it is off.
Do not remove 24 volt power from the VHMS
controller unless the red LED digits on the VHMS
controller are off!
D11-6 VHMS COMPONENTS
Downloading from the VHMS Controller
Downloading data requires a laptop PC running
Windows 95/98/2000/ME/XP operating system, the
VHMS Technical Analysis Toolbox software, and a
serial cable to connect the laptop PC to the VHMS
controller. Refer to the VHMS Technical Analysis
Tool Box instruction manual for additional information
about using this software.
When a download to a laptop PC is performed,
certain files are generated to store data. A listing of
the file types and data is shown in Table 2.
VHMS diagnostic port (2, Figure 11-4), located on
the D.I.D. panel at the rear of the operator cab, is
used to download from the VHMS controller.
FIGURE 11-4. DIAGNOSTIC PORTS
1. IM Diagnostic Port
2. VHMS Diagnostic Port
D11007
 Table 2: File Types of Download Data
File Name Data Type Description
cyc_int0 Cycle Interval Changes in engine speed
csvdata_3f.csv Temporary Brake Load Map
Fault0.csv Fault History Records all faults
index00.csv Index Lists all common data files
loadm1.csv Temporary Load Map
mcn_his0.csv Machine History Key On, Key Off
m_area0.csv Running Area Map Records engine operation distribution
m_drct0.csv Running Direction Map Records engine performance movement
snap00.csv Snapshot Records snapshot data over time period
vhmshis0.csv VHMS History Records changes to VHMS
*.k Zipped File Contains all data files

VHMS DATA ITEMS Machine History

Fault Codes The VHMS controller maintains a history of the most

recent 400 Key ON and Engine ON conditions.
The VHMS controller maintains a history of the most
recent 600 fault codes. For each fault code, the
VHMS controller records the following information:
VHMS History
•Fault Code Number
The VHMS controller maintains a history of the most
•SMR (service meter reading) when the fault recent 400 VHMS configuration changes. The VHMS
occurred controller will record a history entry each time one of
•Time/Date when the fault occurred the following configuration changes occurs:
•SMR (service meter reading) when the fault •Changing the date or time of the VHMS
cleared controller
•Time/Date when the fault cleared •Changing the OrbComm satellite settings
•Performing a VHMS memory clear operation
If a fault occurs more than once within 30 minutes,
the VHMS controller will only maintain a single fault
entry, but it will count the number of times the fault
occurred and was cleared. This feature prevents an
intermittent fault that occurs repeatedly from filling up
the fault memory.
Serious fault conditions will be sent to WebCARE via
the OrbComm satellite network as well as being
recorded in permanent memory. Some fault codes
are configured to generate a snapshot when they
occur. Refer to Table 6 for detailed information
showing which fault codes will send data to
WebCARE and which ones trigger a snapshot.

D11007 VHMS COMPONENTS D11-7

Snapshots Manual Snapshots
A snapshot is a time history of real-time data that is A manual snapshot is taken by pressing the data
recorded before and after the instant that a fault code store button (1, Figure 11-5), located at the rear of
occurs. The VHMS controller is continually recording the center console. When the 7.5 minute snapshot is
real-time data for various engine data items. This being recorded by the VHMS controller, VHMS
allows the VHMS controller to record data for the snapshot in progress light (2) will be illuminated.
time period before and after a fault code occurred. During the first five minutes, the LED will be on
continuously. During the next two minutes, the LED
Only certain fault codes generate snapshots. When a
will flash slowly. During the last 30 seconds, the LED
snapshot enabled fault code occurs, the VHMS
will flash rapidly.
controller will record data for 330 seconds (5.5
minutes) before the fault to 120 seconds (2 minutes) Manual snapshots are used to record current
after the fault. machine data that can then be downloaded and
stored on a laptop PC. These snapshots can be used
In order to conserve storage memory, the VHMS
to observe current conditions on a machine. Over
controller records snapshot data at two different
time, these snapshots can be compared and trends
sample rates. Each data item is recorded at a rate of
can be monitored. During the snapshot recording
one sample every 10 seconds up until 30 seconds
period, the machine should be driven over a variety
prior to the fault occurrence. Each data item is then
of conditions so useful data can be collected.
recorded at a rate of one sample per second from 30
seconds prior to 120 seconds after the fault
occurrence.
If a snapshot enabled fault condition occurs more
than one time, the VHMS controller will record the
snapshot for the first (earliest) fault occurrence. The
only exception is the manual snapshot button, in
which case the VHMS controller will record the latest
(most recent) snapshot.
Refer to Table 3 for all the items that are recorded in
each snapshot.

FIGURE 11-5. REAR OF CENTER CONSOLE

1. Data Store Button
2. VHMS Snapshot In Progress Light

D11-8 VHMS COMPONENTS D11007

 Table 3: Snapshot Data
Data Item Data Source
Engine Coolant Temperature Cummins QUANTUM Controller

Engine Oil Pressure Cummins QUANTUM Controller

Accelerator Position% Cummins QUANTUM Controller

Engine Speed Cummins QUANTUM Controller

Exhaust Gas Temperature (Left Front) Cummins CENSE Controller

Exhaust Gas Temperature (Left Rear) Cummins CENSE Controller

Exhaust Gas Temperature (Right Front) Cummins CENSE Controller

Exhaust Gas Temperature (Right Rear) Cummins CENSE Controller

Engine Oil Temperature Cummins CENSE Controller

Fuel Rate Cummins QUANTUM Controller

Boost Pressure Cummins QUANTUM Controller

Blow-by Pressure Cummins QUANTUM Controller

Vehicle Speed PLM III

Sprung Weight PLM III

haul cycle State PLM III

Brake Pressure Interface Module

Hoist Pressure 1 Interface Module

Hoist Pressure 2 Interface Module

Steering Pressure Interface Module

Front Left Brake Oil Temperature Interface Module

Front Right Brake Oil Temperature Interface Module

Rear Left Brake Oil Temperature Interface Module

Rear Right Brake Oil Temperature Interface Module

Ambient Temperature Interface Module

D11007 VHMS COMPONENTS D11-9

Trends
The VHMS controller develops trends by monitoring
real-time data and reducing the data into 20 hour
statistical values. For each trended data item, the
VHMS controller can determine the maximum value,
minimum value, and average value during the
preceding 20 hour period. Table 4 shows the type of
statistical data recorded for each item.
NOTE: Trend data is only collected when the engine
is running.
Histogram (Load Map) Data
The VHMS controller develops histograms by
sampling data every 100ms while the engine is
running. The data is presented as a two dimensional
histogram showing time-at-level for various
combinations of the two input data items.
The VHMS controller maintains an engine speed vs.
fuel rate histogram called the Engine Load Map, and
a brake pressure vs. speed histogram.
The Engine Load Map histogram shows time-at-level
for specific engine speed and fuel rate combinations.
The Brake Pressure vs. Speed histogram shows
time-at-level for specific brake pressure and vehicle
speed combinations.
Two engine load maps are maintained in the VHMS
controller. The Permanent Load Map contains load
map data for the life of the engine. The Temporary
Load Map contains load map data since the most
recent memory clear action.
Although the engine data is sampled every 100ms
internally, the histograms are only updated every two
hours.

Table 4: Trend Data

Data Item Data Source MAX AVG MIN
Engine Coolant Temperature QUANTUM Controller X X

Engine Oil Pressure QUANTUM Controller X X

Engine Speed QUANTUM Controller X

Atmospheric Pressure QUANTUM Controller X

Exhaust Gas Temperature CENSE Controller X

Engine Oil Temperature CENSE Controller X

Fuel Rate QUANTUM Controller X

Boost Pressure QUANTUM Controller X

Blow-by Pressure QUANTUM Controller X

Brake Pressure Interface Module X X

Hoist Pressure 1 Interface Module X

Hoist Pressure 2 Interface Module X

Steering Pressure Interface Module X

Front Left Brake Oil Temperature Interface Module X X

Front Right Brake Oil Temperature Interface Module X X

Rear Left Brake Oil Temperature Interface Module X X

Rear Right Brake Oil Temperature Interface Module X X

Ambient Temperature Interface Module X X X

D11-10 VHMS COMPONENTS D11007

Haul Cycle Data
The VHMS controller downloads haul cycle data from
Payload Meter III one time every 24 hours, at a time
specified by the VHMS Setting Tool software. The
data consists of a summary report of all haul cycles
completed in the past 24 hours. The summary data
items are listed in Table 5.
After receiving the haul cycle summary data from
Payload Meter III, the VHMS controller immediately
attempts to send the data to WebCARE via the
OrbComm satellite. The haul cycle summary data is
also stored in VHMS controller internal memory. The
VHMS controller maintains a record of the payload
summary data from the past 100 daily transmissions
to OrbComm.
NOTE: The haul cycle summary statistics exclude
haul cycles that the Payload Meter III controller has
marked as 'not trusted'. The total number of haul
cycles that occurred during the summary period, but
were excluded from the summary, are indicated in
the 'Total Excluded Cycles' field. See the Payload
Meter III coverage in Section M, Options, for more
information on excluded cycles.

Table 5: Haul Cycle Data

Summary Data Item
Summary Start Time
Summary End Time
Total Cycles
Total Excluded Cycles
Average Carried Load
Standard Deviation of Carried Load
Number of Loads Over Rated
Number of Loads Over 110%
Number of Loads over 120%
Maximum Carried Load
Maximum Speed EMPTY
Average Speed EMPTY
Maximum Speed LOADED
Average Speed LOADED
Maximum Sprung Load
Average Maximum Sprung Load
Maximum Frame Torque
Average Maximum Frame Torque
Right Front Tire TKPH
Left Front Tire TKPH
Rear Tires TKPH
Relative Application Severity
Reserved_1
Reserved_2
Reserved_3
Description
Start time of first haul cycle in summary
Start time of last haul cycle in summary
Total haul cycles included in this summary
Total haul cycles occurring during summary period, but excluded from the statistics
Average Gross Payload
Standard Deviation of Gross Payload
Number of haul cycles with carried load > rated payload for this truck.
Number of haul cycles with carried load > 110% of rated payload for this truck.
Number of haul cycles with carried load > 120% of rated payload for this truck.
Maximum carried load during this summary
Maximum truck speed while truck was empty
Average truck speed while truck was empty
Maximum truck speed while truck was loaded
Average truck speed while truck was loaded
Maximum instantaneous sprung weight recorded during this summary
Average of all 'Maximum Sprung Load' values recorded in each haul cycle
Maximum instantaneous frame torque recorded during this summary
Average of all 'Maximum Frame Torque' values recorded in each haul cycle.
Total tire ton kilometer per hour recorded for the right front tire.
Total tire ton kilometer per hour recorded for the left front tire
Total tire ton kilometer per hour recorded for the rear tires
Total frame damage recorded during this summary
Future Use
Future Use
Future Use

D11007 VHMS COMPONENTS D11-11

Alarm and Snapshot Triggers
Serious fault conditions will be sent to WebCARE via
the OrbComm satellite network, as well as being
recorded in permanent memory. Some fault codes
are configured to generate a snapshot when they
occur.
Table 6 shows which fault codes trigger a snapshot
and which fault codes will be sent to WebCARE via
satellite.
Satellite Features
The VHMS controller sends data to WebCARE via
the OrbComm satellite network in the following
conditions:
•A fault code occurs that has been configured for
transmission via OrbComm.
•A periodic event occurs, such as reception of
daily PLM III summary data or a 20 hour trend.
•A remote request for data is received via the
satellite network.

Table 6: Alarm and Snapshot Triggers

VHMS Sent via Snapshot
VHMS Fault Description Source
Fault Code OrbComm Trigger
#A018 RR Flat Cylinder Warning PLM III X
#A019 LR Flat Cylinder Warning PLM III X
#A101 Pump Filter Switches IM X
#A107 Propel System Caution IM X
#A108 Propel System Temp Caution IM X
#A109 Propel System Reduced Level IM X
#A115 Low Steering Precharge IM X
#A124 No Propel / Retard IM X
#A125 No Propel IM X
#A126 Hydraulic Tank Level IM X
#A127 IM Sensor +5V Low IM X
#A128 IM Sensor +5V High IM X
#A190 Auto Lube Switch IM X
#A194 High FL Brake Oil Temp IM X X
#A195 High FR Brake Oil Temp IM X X
#A196 High RL Brake Oil Temp IM X X
#A197 High RR Brake Oil Temp IM X X
MFA0 Manual Trigger Manual X X
C00115 Speed Signal Lost Engine X X
C00135 Oil Pressure Circuit Failed High Engine X X

Continued

D11-12 VHMS COMPONENTS D11007

 Table 6: Alarm and Snapshot Triggers (continued)
VHMS Sent via Snapshot
VHMS Fault Description Source
Fault Code OrbComm Trigger
C00143 Low Oil Pressure Engine X X
C00151 High Coolant Temperature Engine X X
C00155 High IMT LBF Engine X X
C00158 High IMT LBR Engine X X
C00162 High IMT RBF Engine X X
C00165 High IMT RBR Engine X X
C00214 High Oil Temperature Engine X X
C00219 Remote Oil Level Low Engine X X
C00233 Low Coolant Pressure Engine X X
C00234 Engine Overspeed Engine X X
C00235 Low Coolant Level Engine X X
C00261 High Fuel Temperature Engine X X
C00292 OEM Temp out of Range Engine X X
C00293 OEM Temp Failed High Engine X
C00294 OEM Temp Failed Low Engine X
C00296 OEM Pressure Out of Range Engine X X
C00297 OEM Pressure Failed High Engine X
C00298 OEM Pressure Failed Low Engine X
C00473 Remote Oil Level Signal Invalid Engine X X
C00555 High Blow-by Pressure Engine X X
C00639 Intake Air Leak LBR Engine X X
C00641 High Exh Temp #1 LB Engine X
C00642 High Exh Temp #2 LB Engine X
C00643 High Exh Temp #3 LB Engine X
C00644 High Exh Temp #4 LB Engine X
C00645 High Exh Temp #5 LB Engine X
C00646 High Exh Temp #6 LB Engine X
C00647 High Exh Temp #7 LB Engine X
C00648 High Exh Temp #8 LB Engine X
C00651 High Exh Temp #1 RB Engine X
C00652 High Exh Temp #2 RB Engine X
C00653 High Exh Temp #3 RB Engine X
C00654 High Exh Temp #4 RB Engine X
C00655 High Exh Temp #5 RB Engine X
C00656 High Exh Temp #6 RB Engine X
C00657 High Exh Temp #7 RB Engine X
C00658 High Exh Temp #8 RB Engine X

D11007 VHMS COMPONENTS D11-13

VHMS DIAGNOSTIC FEATURES
VHMS provides several basic data items that are
useful for troubleshooting failures in the VHMS itself.
Fault History
VHMS CONTROLLER
The VHMS controller collects and stores signals from
sensors and data from other controllers. It also gives
commands for transmitting the accumulated data
through the communications system. The controller
operates on 20VDC - 30VDC.

The fault history recorded in the VHMS controller can

help identify failures within the system and in the
communications network to the engine controllers,
interface module, or PLM III. For a complete listing of
all the error codes, refer to the VHMS
Troubleshooting and Checkout Procedures in this
section.

VHMS LED Digits

The VHMS controller indicates some system errors
or communication errors on two red LED digits (2,
Figure 11-6) on the controller. Error codes are
flashed as a two-part sequence. If no errors are
occurring, the VHMS LED's count from 00 - 99
continuously at a rate of 10 numbers per second. For
a complete listing of all the error codes, refer to the
VHMS Troubleshooting and Checkout Procedures in
this section.
The VHMS controller also has two red LED lights (10
and 11, Figure 11-6).
Light (10) PLM III communication
•OFF - no communication with the PLM III
controller
•ON - is communication with the PLM III
controller
FIGURE 11-6. VHMS CONTROLLER
Light (11) OrbComm
•OFF - no communication with OrbComm 1. VHMS Controller 7. Connector CN1
controller 2. LED Digit Display 8. Connector CN2A
•ON - communication with OrbComm controller 3. Connector CN3B 9. Connector CN2B
4. Connector CN3A 10. PLM III Light
•FLASHING - satellite in view 5. Connector CN4B 11. OrbComm Light
6. Connector CN4A

D11-14 VHMS COMPONENTS D11007

Removal
If the VHMS controller has to be replaced, the
following steps must be performed in order to
maintain accurate information after the controller has
been replaced. If the new VHMS controller is not set
up correctly (like the one being removed), the data in
the controller and at WebCARE may not be usable.
Some steps will require using a laptop PC and the
VHMS Setting Tool software or the VHMS Technical
Analysis Tool Box software. For more detailed
instructions on performing these steps with a laptop
PC and software, refer to VHMS Software elsewhere
in this section.
During the controller replacement process, two data
downloads will have to be taken (one before, one
after) and sent to WebCARE. Also, a VHMS
Initialization form will have to be filled out and sent to
Komatsu North America as shown on the form.
1. With the key switch OFF, connect a laptop PC
to the VHMS controller using the serial cable.
2. Using a laptop PC and the VHMS Technical
Analysis Tool Box software, perform a complete
data download from the VHMS controller.
3. Save this data so it can be sent to WebCARE at
a later time when a connection to the internet is
available.
4. Using the VHMS Setting Tool software, enter
the Service ID and choose the “Save/Load”
function.
5. From the File menu, select “Save”.
6. Capture a screen shot (“Alt” and “Print Screen”
keys at the same time) of the Save
Confirmation window, paste it into a Microsoft
Word document and save it.
7. Click the “OK” button to save the settings.
8. Exit the VHMS Setting Tool program.
9. Turn the key switch OFF.
10. Wait three minutes, then disconnect battery
power.
11. After the two LED lights are off, disconnect the
wiring harnesses and remove the VHMS
controller.
D11007 VHMS COMPONENTS
Installation
1. Install the new VHMS controller and connect
the wiring harnesses to it. Connect the laptop
PC to the VHMS controller with the serial cable.
2. Connect battery power. Turn the key switch
ON, but do not start the engine.
3. With the VHMS Setting Tool software, enter the
Service ID and choose the “Save/Load”
function.
4. From the file menu, select “Load”.
5. Capture a screen shot (“Alt” and “Print Screen”
keys at the same time) of the Save
Confirmation window, paste it into a Microsoft
Word document and save it.
6. Click the [OK] button to load the settings.
7. Click the [Apply] button to reset the controller,
then click the [OK] and [Yes] buttons to confirm.
Then select the [Close] button.
8. Fill out a “VHMS Initialization” form and send it
to Komatsu as instructed on the form.
9. Exit the VHMS Setting Tool program.
10. Turn the key switch OFF and wait three
minutes.
11. Turn the key switch ON. Wait three minutes and
watch for any error messages on the VHMS
controller LED lights that might indicate a
problem in the system.
12. If there are no error messages, continue to Step
13. If there are error messages, refer to the
VHMS Troubleshooting and Checkout
procedures elsewhere in this section.
13. Using a laptop PC and the VHMS Technical
Analysis Tool Box software, perform a complete
data download from the VHMS controller.
14. Confirm the download data is good by using the
VHMS Technical Analysis Tool Box software.
Make sure the settings are correctly applied by
looking at the date, time, SMR, etc.
15. Turn the key switch OFF. Disconnect the laptop
PC from the VHMS controller.
16. Use internet access available to the laptop PC
to send the download data set that was taken
before the VHMS controller was removed from
the truck to WebCARE. Use the FTP feature
built into the VHMS Technical Analysis Tool
Box program to send the files.
17. Use the FTP program to send the download
data set that was taken after the new VHMS
controller was installed to WebCARE.
D11-15
ORBCOMM CONTROLLER Installation
The OrbComm controller receives data from the 1. Install the OrbComm controller. Connect the
VHMS controller and sends this data through the wire harnesses to the controller.
antenna to the Komatsu computer center. 2. Turn the key switch ON, but do not start engine.
Wait three minutes and watch for any error
messages on the VHMS controller LED lights
Removal that might indicate a problem with the
OrbComm controller or communications to the
1. Turn the key switch OFF. Disconnect battery
controller.
power by using the battery disconnect switches.
3. If there are no error messages, turn the key
2. Disconnect the wire harnesses from the
switch OFF. If there are error messages, refer
OrbComm controller.
to the VHMS Troubleshooting and Checkout
3. Remove the OrbComm controller. Procedures elsewhere in this section.
4. Fill out the “VHMS Initialization” form and send
it to Komatsu as instructed on the form. Failure
to submit the form to Komatsu will prevent
machine data from being sent to the Komatsu
computer center.
NOTE: The new controller should come with a
special Orbcomm Terminal Activation form that
includes space to list the failed controller serial
number and new controller serial number. Komatsu
must have this information to maintain accurate data.
5. It may take up to two weeks for Komatsu to
activate the new OrbComm controller. During
this time, a manual download of data must be
taken one time each week using a laptop PC.
This data must then be sent to WebCARE using
the FTP feature in VHMS Technical Analysis
Tool Box program. Keep downloading data and
sending it to WebCARE one time each week
until the new OrbComm controller has been
activated.

FIGURE 11-7. ORBCOMM CONTROLLER Komatsu will notify the person who performed
the controller replacement by e-mail when the
1. OrbComm Controller 3. Connector CN1B new controller has been activated and no more
2. Connector CN1A 4. Antenna Connector manual downloads will have to be performed.

D11-16 VHMS COMPONENTS D11007

INTERFACE MODULE
The interface module collects data from various
sensors and sends this information to the VHMS
controller through the main wiring harness.
If a new interface module is purchased, the operating
system (software) has to be installed into the new
interface module. To install the operating system, a
laptop PC must be connected to the IM diagnostic
port (1, Figure 11-4). Two software programs are
required to install the software: the operating system
and the program to perform the installation of the
software (flashburn).
6. Turn the key switch OFF and wait one minute.
7. Turn the key switch ON, but do not start the
engine. Wait three minutes and watch for any
error messages on the VHMS controller LED
lights that might indicate a problem in the
system.
8. If there are no error messages, turn the key
switch OFF. If there are error messages, refer
to the VHMS Troubleshooting and Checkout
procedures elsewhere in this section.

Removal
1. Turn the key switch OFF. Wait three minutes to
allow the VHMS controller to process and store
data.
2. Disconnect the battery using the battery
disconnect switch.
3. Disconnect the wiring harnesses from the
interface module.
4. Remove the mounting hardware and remove
the interface module.

Installation
1. Install the interface module. Attach all wire
harnesses to the interface module.
2. Refer to the VHMS Software instructions to
install the flashburn program on a laptop PC.
3. Connect the laptop PC to IM diagnostic port (1,
Figure 11-4).
4. Turn the key switch ON, but do not start the
engine. FIGURE 11-8. INTERFACE MODULE
5. Run the flashburn program to install the 1. Interface Module 3. Connector IM2
operating system into the interface module. 2. Connector IM1 4. Connector IM3
Make sure the correct operating system is
installed for the model of truck that is being
serviced. Refer to the VHMS Software section
for more details on programming the interface
module.

D11007 VHMS COMPONENTS D11-17

SENSORS
Temperature Sensors
Temperature sensors (Figure 11-9) monitor the
ambient air temperature and the hydraulic oil
temperature. An ambient air temperature sensor is
located on the left side of the air blower inlet duct for
the traction alternator.
FIGURE 11-9. TEMPERATURE SENSOR
D11-18 VHMS COMPONENTS
Pressure Sensors
Four pressure sensors (Figure 11-10) have been
added to the truck to monitor various hydraulic
circuits. The four circuits are:
•both inlets to the hoist valve
•steering supply circuit
•front brake apply circuit
The hoist pressure sensors are both located right at
the inlet of the hoist valve. The front brake apply
pressure sensor is located in the brake circuit
junction block in the hydraulic brake cabinet behind
the cab. The steering pressure sensor is located on
the bleeddown manifold in the port labeled “TP2”.
FIGURE 11-10. PRESSURE SENSOR
1. Pin 1, Input (Brown) 3. Sensor
2. Pin 2, Signal (Red)
D11007
 SECTION D12
VHMS SOFTWARE
INDEX

VHMS SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3

NECESSARY SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3

NECESSARY TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3

VHMS SYSTEM SET UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4

INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4

VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4

INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4

FLASHBURN PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4

INTERFACE MODULE APPLICATION CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4

INTERFACE MODULE REALTIME DATA MONITOR SOFTWARE PROGRAM . . . . . . . . . . . D12-5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5

Using The Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5

VHMS SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5

VHMS TOOL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5

VHMS SETTING TOOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5

VHMS INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6

D12005 VHMS SOFTWARE D12-1

 VHMS CONTROLLER SETUP PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6

VHMS Setting Tool software program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6

Select Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6

VHMS Setting Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7

Machine Information Setting (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7

Machine Information Setting (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7

Date & Time Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7

GCC Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8

Setting Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8

VHMS SNAPSHOT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-9

VHMS DOWNLOAD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-10

LOCATION OF DOWNLOAD FILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-10

VHMS FTP UPLOAD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-11

VHMS INITIALIZATION FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12

WHEN REPLACING A VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-13

To Set: Date & Time; Satellite; Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-15

Review Setting Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-17

D12-2 VHMS SOFTWARE D12005

 VHMS SOFTWARE
To work with the Vehicle Health Monitoring System
(VHMS), several special tools and software
programs are required. Refer to Tables 1 and 2 for
detailed information on VHMS software and tools.
Refer to the following pages for detailed information
on how to perform certain procedures using VHMS
specific software.
NECESSARY SOFTWARE
The data files, application code and flashburn
software are only required if the interface module is
being replaced. Replacement interface modules from
Komatsu do not have any software installed in them.
NOTE: Be aware that the software and data files are
updated periodically. Check with the local Komatsu
distributor for the latest software versions.

Table 1: VHMS Software

Part Number Name Description Source
Version 3.04.03.01 VHMS Technical To maintain VHMS system Komatsu Distributor
Analysis Tool Box
Version 3.06.00.00 VHMS Setting Tool To initialize VHMS system Komatsu Distributor
1.1.0.0 Install.exe Interface Module Use to watch inputs and outputs in the Komatsu Distributor
Realtime Data interface module
Monitor Software
Version
1.1.0.0 Install.exe
EJ3055-2.exe Flashburn Software To install application code in interface module Komatsu Distributor
EJ9098-2.exe 930E-4 Application code for interface module Komatsu Distributor
Application Code
1.4.7.39 PDM Payload Meter III Data Manager Komatsu Distributor
EJ0575-5 PLM III PLM III Controller Software to work with VHMS Komatsu Distributor

NECESSARY TOOLS

Table 2: VHMS Tools

Part Number Name Description Source
Laptop PC 200 MHz or higher Purchased Locally
64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy Drive
Windows 95/98/2000/ME/XP
Serial cable (RS232) Purchase locally Purchased Locally
Male DB9 connector at one end
Female DB9 connector at other end
Adaptor USB port to RS232 (serial) port adapter Purchased Locally
(If laptop PC does not have an RS232 port,
this adaptor is required)

D12005 VHMS SOFTWARE D12-3

VHMS SYSTEM SET UP
The following topics are covered in detail.
INTERFACE MODULE
• Flashburn Program
• Interface Module Application Code
• Interface Module Realtime
Software
VHMS CONTROLLER
• VHMS Tool Box
• VHMS Setting Tool
• VHMS Initialization Procedure
• VHMS Snapshot Procedure
• VHMS Download Procedure
• Location of Download Files
• VHMS FTP Upload Procedure
• VHMS Initialization Forms
• When Replacing a VHMS Controller
INTERFACE MODULE APPLICATION
CODE
Installation
The application code is truck specific software that is
installed into the interface module. Application code
is installed using the Flashburn program.
Data Monitor 1. Using a laptop PC, save the application code
files to a folder on a local hard drive (such as
C:\temp).
•930E-4 - File name is EJ9098-2.exe
2. Double-click on the correct application code file
so it will extract the file. Chose a folder on a
local hard drive to save the file into (such as
C:\temp).
•930E-4 - File name is EJ9098-2.kms
3. Using a serial cable, connect the laptop PC to
the IM-Diag connector located near the
interface module.
4. Start the Flashburn program.
5. Select [Download Application to Product].

INTERFACE MODULE
FLASHBURN PROGRAM
Installation
The Flashburn program is used to install the
application code into the interface module controller.
1. Save the file EJ3055-2.exe to local drive on a 6. Make sure that the power to the interface
laptop PC. module is off. Then click [Next].
2. Double-click on the EJ3055-2.exe file to extract 7. Select the correct COM port. Then click [Next].
the files to a directory (such as C:\temp).
8. Select the correct .KMS file. Then click [Next].
3. Inside that directory, double-click on Setup.exe
to install the Flashburn program. Flashburn will now install the application code into
4. Follow the on screen prompts to install the the interface module.
program.

D12-4 VHMS SOFTWARE D12005

INTERFACE MODULE REALTIME DATA
MONITOR SOFTWARE PROGRAM
The Interface Module Realtime Data Monitor
Software is used to display the data going into and
out of the interface module. The program is installed
onto a laptop PC.
Installation
1. Copy the file onto the laptop PC hard drive.
2. Double-click on the file and follow the screen
prompts to install the software.
Using The Program
1. Start the Interface Module Realtime Monitor
program.
2. Click on the [Select Serial Port] menu item.
Select the correct communication port. It will
usually be Com1.
3. Click on the [Start/Stop] menu item and choose
[Start].
4. Logging?
5. Click on the [Units] menu to select the desired
units to display the information.
D12005 VHMS SOFTWARE
VHMS CONTROLLER
VHMS TOOL BOX
Installation
1. Insert the CD. The VHMS Technical Analysis
Tool Box software will begin installing
automatically.
2. Accept the recommended defaults and finish
installing VHMS Technical Analysis Tool Box.
3. Double-click on the new icon on the desktop,
VHMS Technical Analysis Tool Box.
4. Initialize the software by inserting the Set Up
Disk.
5. Enter the User Name. The User Name is user.
6. Enter the Password. The Password you entered
the first time will be your Password from then
forward, unless you change it.
7. VHMS Technical Analysis Tool Box is installed.
VHMS SETTING TOOL
Installation
1. Insert the CD. If the VHMS Technical Analysis
Tool Box software begins installing
automatically, select the [Cancel] button to stop
the installation process.
2. Open My Computer.
3. Right-click on the CD drive and select Open.
4. Open the Setting Tool folder.
5. Double-click on the Setup.exe file.
6. Accept the recommended defaults and finish
installing VHMS Setting Tool.
D12-5
VHMS INITIALIZATION PROCEDURE VHMS CONTROLLER SETUP PROCEDURE
When a new VHMS-equipped truck is being VHMS Setting Tool software program
assembled, there are several procedures to perform
1. Start the VHMS Setting Tool software program.
in order to initialize the system. Following the
There will be three choices to choose from.
procedures will ensure a smooth initialization
process which should not take longer than an hour to • Use the [VHMS Setting] function to initialize a
complete. To ensure the initialization process has truck or change a truck's settings.
been completed properly, check off each item on the • Use the [When VHMS needs to be replaced]
list below as it is done. It is important to complete the function when replacing a truck's VHMS
entire procedure at one time. Submitting a data controller.
download with a date and SMR that does not match
the VHMS Initialization form will not allow the system • Use the [Review setting information] function
when only needing to view a truck's settings.
to be initialized.
NOTE: The interface module must be fully
operational before initializing the VHMS controller. Select Operation
The initialization procedure consists of the following: 2. Select VHMS Setting, then click [Next].
1. VHMS Controller Setup Procedure
2. VHMS Snapshot Procedure
3. VHMS Download Procedure
4. Location Of Download Files
5. VHMS FTP Upload Procedure
6. VHMS Initialization Forms

D12-6 VHMS SOFTWARE D12005

VHMS Setting Function Machine Information Setting(2)
3. Select Set up & All clear if initializing a truck, 5. Verify that the Machine Information Settings are
then click [Next]. correct. If not, enter the correct settings. Then
click [Next].

Machine Information Setting(1)

4. Verify that the Machine Information Settings are
correct. If not, enter the correct settings. Then
click [Next].
Date & Time Setting
6. Enter the correct Time Zone, Date and Time.
Check [DST (Summer Time)] if the truck's
location uses Daylight Savings Time. Then click
[Next].

D12005 VHMS SOFTWARE D12-7

GCC Setting 9. Click [YES].
7. Choose the correct GCC code. The GCC code
tells trucks that are equipped with Orbcomm
which satellite ground station to use. Then click
[Next].

10. Click [OK].

11. Click [OK]. The VHMS Setting Tool program will

close.

Setting Summary
8. Verify that all the setting information is correct
and click [Apply].

D12-8 VHMS SOFTWARE D12005

VHMS SNAPSHOT PROCEDURE
A snapshot through VHMS records important data
about different systems on the truck. Take snapshots
on a periodic schedule and store them as part of the
truck history. These snapshots can then be
compared and trends can be analyzed to predict
future repairs.
A single snapshot records truck data for 7.5 minutes.
NOTE: On AC drive trucks, a laptop PC should also
be connected to the GE drive system to allow for
maximum horsepower check of the engine during the
snapshot recording process.
1. Allow the truck to run until it is at normal
operating temperatures.
2. Press and hold the GE data store switch for
three seconds, then release it. The white data
store in progress LED should illuminate.
3. While the manual snapshot is being taken,
operate the truck.
a. Operate the engine at high and low idle.
b. Raise the dump body to the full dump
position.
D12005 VHMS SOFTWARE
c. Lower the dump body to the frame, then hold
it in the power down position momentarily.
d. Turn the steering wheel to full left, then full
right against the stops momentarily.
e. Travel forward to maximum speed and apply
the brakes hard.
f. Travel in reverse.
g. Perform a horsepower check using a laptop
PC connected to the GE drive system.
4. The white LED will begin flashing slowly after
five minutes has elapsed, then flash rapidly
during the last 30 seconds.
5. Wait until the LED has finished flashing. After
one more minute, turn the key switch OFF to
stop the engine. Verify that the VHMS controller
red LED display is off.
6. Use VHMS Technical Analysis Tool Box
program to download the snapshot data into a
laptop PC. Use the FTP feature to send the
download data to WebCARE.
D12-9
VHMS DOWNLOAD PROCEDURE
NOTE: Always verify a full download has been taken
before disconnecting the laptop PC from the truck.
1. Turn the key switch to the OFF position to stop
the engine.
2. Turn the key switch to the ON position, but DO
NOT start the engine.
3. Allow the VHMS controller to start up. This
should take about one minute. Verify the red
LED display starts counting up.
4. Attach the VHMS serial cable to the truck's
VHMS port and the other end to the laptop PC’s
serial port.
5. Double-click on the VHMS Technical Analysis
Tool Box icon on the laptop PC's desktop.
6. Enter the appropriate User Name and
Password and click the [OK] button.
7. Double-click on the [Download] icon.
8. Select the COM port in the Port No. drop-down
box and click the [Connection] button.
9. Verify that the date and time is correct for
current local date and time. Also verify that the
displayed service meter hours are equal to the
value entered previously.
10. If this is the first time this laptop PC has
connected to the truck, you will need to
download its definition file by clicking the [OK]
button.
11. Verify that a manual snapshot (MFAO) has
been recorded. The display should show an
item named “Snapshot” with the code MFAO
and text “Manual Trigger”.
12. On the Download screen, click the [Select All]
button. All items will become checked.
13. Click the [Download] button. The download may
take one to ten minutes. Generally, if there are
several snapshots in the download items, the
download will take longer.
14. Click the [OK] button to complete the download.
15. Verify that the “Download Completed” message
is displayed. Click on [Exit].
D12-10 VHMS SOFTWARE
16. Select the [Machine History] option from the list
on the left side of the screen.
17. Verify that the key ON/OFF and engine ON/OFF
records are recorded correctly.
18. Exit any open windows on the laptop PC.
19. Verify that a full download has been taken.
Refer to Location of Downloaded Files on
Computer for more detailed instructions.
20. Disconnect the VHMS cable from the laptop PC
and from the truck.
21. Turn the key switch to OFF.
LOCATION OF DOWNLOAD FILES
When a download using VHMS Technical Analysis
Tool Box is performed, several files are downloaded
onto the computer. They are organized in a specific
way so that they can be used by VHMS Technical
Analysis Tool Box at a later time. This structure is
created automatically when the computer is used to
perform the download from the VHMS controller. The
situation may arise where the files need to be sent to
someone, or someone gives these files to you.
1. Open Windows Explorer by right-clicking on the
Start button and choosing Explore.
2. In the left frame, the computer's file structure
will be displayed. The right frame will show the
details for the folder that is highlighted in the left
frame.
3. In the left frame, navigate to the download files.
The basic path is as follows:
- Desktop
- My Computer
- Local Disk (C:)
- VHMS_Data
- Model
- Serial Number
- Date
- Check Number
NOTE: The Date folder is named in the format
YYYYMMDD.
D12005
 VHMS FTP UPLOAD PROCEDURE
After downloading, the VHMS data resides on the
laptop PC that performed the download. At this point,
it can be reviewed and analyzed using VHMS
Technical Analysis Tool Box on this laptop PC only.
In order to make this data available to others, it must
be sent to an online database named WebCARE.
Once the data has been uploaded via FTP to
WebCARE, it is accessible to anyone with an internet
connection and an ID and password.
VHMS Technical Analysis Tool Box is used to
perform the FTP upload. Perform an FTP upload as
soon as the person who performed the download can
obtain an internet connection. All downloads should
be uploaded to WebCARE.

1. Double-click on the VHMS Technical Analysis

The screenshot shows the location the VHMS
download files on a computer. The Check Number
folder is named in the format CHK000#. Each time a
download is taken, it is placed in one of these folders.
The first download will be in the CHK0001 folder. If a
second download is taken on the same day, will be in
the CHK0002 folder, etc.
Once the appropriate folder is selected, the contents
will be shown in the right frame. These files can then
be e-mailed or copied to a disk.
If someone provides VHMS download files through
e-mail or on a disk, the same folder organization
must be created in order to view them in VHMS
Technical Analysis Tool Box.
Tool Box icon on the laptop PC's desktop.
2. Enter the appropriate user name and password
and click the [OK] button.
3. Double-click the [FTP] icon.
4. At the FTP Client Login window, enter the FTP
User ID and Password.
User ID = komatsu
Password = vhms
5. The target directory should be set to the laptop
PC's hard drive (usually drive C:\).
a. Double-click the VHMS_Data folder to drop
down the model folders.
b. Double-click the appropriate model folder to
drop down the serial number folders.
c. Double-click the appropriate serial number
folder to drop down the date folders.

D12005 VHMS SOFTWARE D12-11

 d. Double-click the appropriate date folder to
drop down the check number folders.
e. Double-click the appropriate check number
folder to display its contents in the files
window.
9. If the sending file was uploaded successfully,
the file will appear in the OK window. If the
sending file was not uploaded successfully, the
file will appear in the NG (No Good) window.
Make sure that the laptop PC has an internet
connection.

6. Some models will automatically create a

sending file during the download process. 10. Click the [OK] button, then the [Exit] button.
Others need to have the sending file created at Close all other open windows.
this time. A sending file is just a compressed
version of all the other downloaded files. If there
is already a sending file in the Send File
window, you do not need to perform this step. If
there is not a sending file in the Send File
window, click the [Make Sending File] button.

VHMS INITIALIZATION FORMS

NOTE: The compressed sending file will look similar
Complete the initialization check list and initialization
to this file name, and will always end with a “.K”.
forms found in this section. Send the initialization
P_930E_-_A30462_1105208857.K
form to Komatsu.
Initialization is now complete.
7. After selecting the correct file to send, click the
[Send (FTP)] button.
8. Click the [Yes] button to verify that you want to
upload the data to WebCARE.

D12-12 VHMS SOFTWARE D12005

WHEN REPLACING A VHMS 3. Click the [Save] button.
CONTROLLER
Refer to the VHMS controller removal and installation
instructions earlier in this section to replace a VHMS
controller. Follow the steps below when using the
VHMS Setting Tool software to save the data and
settings so they can be transferred from the old
controller to the new controller.

1. Select the [When VHMS Needs To Be

Replaced] function.

4. Click the [OK] button.

5. Replace the VHMS controller.

2. Select the [Save current setting before
replacement of VHMS controller] function.

D12005 VHMS SOFTWARE D12-13

 6. Select the [Use previous setting after 8. If the correct data is not showing, click the
replacement of VHMS controller] function. [Select File] button and choose the correct data.
Then click the [Next] button.

7. Verify that the data showing is the data to be 9. Enter the correct Time Zone, Date and Time
loaded and then click the [Next] button. information. Check [DST (Summer Time)] if the
truck's location uses Daylight Savings Time.
Click the [Apply] button.

D12-14 VHMS SOFTWARE D12005

10. Click the [OK] button. Setting Date & Time, Satellite & Payload Meter
1. Select the [VHMS Setting] function, then click
the [Next] button.

11. Click the [OK] button. The Setting Tool Program

will close.

2. Select the [Set up only] function, then click the

[Next] button.

D12005 VHMS SOFTWARE D12-15

 3. After selecting one of the following choices, b. Satellite: Select the correct country location
click the [Next] button. from the drop-down menu, then click the
[Apply] button to change the setting.
• Date & Time
• Satellite
• Payload Meter

c. Payload Meter: Set Start Time to “0”, and

Interval to 1. Then click the [Apply] button to
a. Date & Time: Should be set to current date save the setting.
and time. If not correct, set the correct Time
Zone, Date and Time to current time zone,
date and time. Select [DST Summer Time)] if
it applies. Click the [Apply] button.

D12-16 VHMS SOFTWARE D12005

Review Setting Information
1. Select the [Review setting information] function
and then click the [Next] button.
2. Review the settings for accuracy. If something
is not correct, click the [Back] button, select the
appropriate category and reset the information
to the correct settings. If everything is correct,
click the [Exit] button.

3. Click the [Yes] button to close the Setting Tool

Program.

D12005 VHMS SOFTWARE D12-17

 NOTES

D12-18 VHMS SOFTWARE D12005

 SECTION D13
VHMS CHECKOUT AND TROUBLESHOOTING
INDEX

INTERFACE MODULE AND VHMS CHECKOUT & TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . D13-3

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
Structure and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3

INTERFACE MODULE CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4

Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Necessary Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-5
Checking Inputs And Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . D13-5
Check Analog Inputs To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-8
Check CAN RPC & J1939 Interfaces To The IM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-9
Check Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-9

VHMS CONTROLLER CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-10

VHMS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-10
Necessary Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-10
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-11
VHMS Controller Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-12

ORBCOMM CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-14

TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-14
Communications Networks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-14
Coaxial Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-14

FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-15

Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-15
VHMS LED Display Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-16
Chassis Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-17
Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-20

FAULT TREE ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-26

Unable to connect to VHMS from laptop PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-26
Flashing Error Code N4-23 (PLM III Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . D13-27
Flashing Error Code N4-22 (Engine Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . D13-28
No Data Received By WebCARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-29
Coaxial Cable Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-30

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-1

 NOTES

D13-2 VHMS CHECKOUT & TROUBLESHOOTING D13005

 INTERFACE MODULE AND VHMS CHECKOUT & TROUBLESHOOTING
GENERAL
The center of the Vehicle Health Monitoring System The interface module should already have the
(VHMS) is the VHMS controller, which gathers data application code installed. If not, refer to the VHMS
about the operation of the truck from sensors and Software procedures for “Installing Application Code
other controllers installed on the truck. Refer to Into Interface Module”.
Figure 13-1 for an overview of the VHMS system
components.
The following areas are covered in this checkout
For instructions on how to use VHMS software
procedure.
programs, refer to VHMS Software elsewhere in this
section. • Interface Module Checkout
• VHMS Controller Checkout
• Orbcomm Controller
Structure and Purpose
• Troubleshooting
This checkout procedure is in two parts. The first part
verifies that the interface module, is in good working • Fault Code Tables
condition. The second part verifies the VHMS • Fault Tree Analysis
controller operation and also reviews the settings for
accuracy.

FIGURE 13-1. VHMS SYSTEM

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-3

INTERFACE MODULE CHECKOUT
Interface Module
The interface module (1, Figure 13-2) collects data
from various sensors and sends this information to
the VHMS controller through the main wiring
harness. It also controls some truck functions.

If a new truck with VHMS is being assembled, or

a new VHMS has just been installed, refer to the
VHMS Software instructions regarding the VHMS
Initialization Procedure. The initialization
procedure and form must be completed before
the truck can be put into service.

Necessary Equipment
• Checkout procedure
• System schematic
• Laptop personal computer (PC)
• VHMS Technical Analysis Toolbox software FIGURE 13-2. INTERFACE MODULE
• VHMS Setting Tool software
1. Interface Module 3. Connector IM2
• Interface Module Real Time Data Monitor
software 2. Connector IM1 4. Connector IM3

• Serial cable (RS232)

(male DB9 connector on one end, female
connector on the other end)
• Jumper wire 77 mm (3 in.) or longer
• Volt Meter
• 1330 ± 20 ohm resistor
• 3/8 in. nut driver

D13-4 VHMS CHECKOUT & TROUBLESHOOTING D13005

Preliminary
1. Turn the key switch to the OFF position to stop
the engine.
2. Turn the key switch to the ON position, but DO
NOT start the engine.
3. Allow the VHMS controller to start up. This
should take about one minute. Verify that the
red LED display starts counting up.
4. Attach the VHMS serial cable to the machine's
VHMS diagnostic port (2, Figure 13-3) and the
other end to the laptop PC’s serial port.
Checking Inputs And Outputs From The Interface
Module
FIGURE 13-3. DIAGNOSTIC PORTS
1. IM Diagnostic Port 2. VHMS Diagnostic Port
5. Double-click on the VHMS Technical Analysis
Tool Box icon on the computer's desktop.
6. Enter the appropriate User Name and
Password and click the [OK] button.
D13005 VHMS CHECKOUT & TROUBLESHOOTING
7. Check for fault codes associated with the
interface module.
a. Perform a VHMS download with the VHMS
Technical Analysis Toolbox program. Refer
to VHMS Download for detailed instructions
on performing a download.
b. In the download data, view the fault history
and confirm that there are no fault codes
associated with the interface module. If any
are found, these circuits should be analyzed
to determine the cause of the fault and
repaired.
c. Confirm that there are no fault codes
associated with the communications
between PLM III, engine controller, interface
module, drive system controller or the
Orbcomm controller. If any are found, these
circuits should be analyzed to determine the
cause of the fault and repaired.
1. Attach the VHMS serial cable to the machine's
IM diagnostic port (1, Figure 13-3) and the other
end to the laptop PC’s serial port.
2. Start the Interface Module Real Time Data
Monitor program by double-clicking on the
shortcut. The program begins with a blank
window. On the menu bar, there are five items:
Select Serial Port, Start/Stop, Logging,
Screenshot, and Units.
3. Click on [Select Serial Port] in the menu bar.
Select the correct communication port. It will
usually be Com1.
4. Click on [Start/Stop] in the menu bar and select
Start.
5. The program should display data as shown in
Figures 13-4 and 13-5.
D13-5
Check Digital Inputs To The Interface Module 4. Propel System Temp Caution - (IM3-A) Short
wire 34TW to ground at TB26-B momentarily
1. Hydraulic Tank Level (IM2-K) - Short wire 34LL
and confirm state change (one to zero).
to ground at TB35-N momentarily and confirm
state change (one to zero). 5. Lamp Test (IM2-R) - Actuate the lamp test
switch and confirm state change (zero to one).
2. No Propel / Retard - (IM2-N) Short wire 75-6P
to ground at TB26-C momentarily and confirm 6. Low Steering Precharge (IM2-W) - Short wire
state change (one to zero). 33KL to ground at TB44-P momentarily and
confirm state change (one to zero).
3. Reduced Retard - (IM2-R) Short wire 76LR to
ground at TB28-D momentarily and confirm
state change (one to zero).

FIGURE 13-4. Interface Module Real Time Data Monitor

D13-6 VHMS CHECKOUT & TROUBLESHOOTING D13005

 7. Pump Filter Switches (IM2-Y) - Short wire 39L
to ground at TB44-N momentarily and confirm
state change (one to zero).
8. No Propel (IM2-p) - Short wire 75NP to ground
at TB25-P momentarily and confirm state
change (one to zero).
9. Propel System Caution (IM2-t) - Short wire 79W
to ground at TB26-D momentarily and confirm
state change (one to zero).
10. Reduced Propel System (IM3-B) - Short wire
72LP to ground at TB25-W momentarily and
confirm state change (one to zero).
11. Park Brake Set (IM2-M) - Disconnect the
parking brake pressure switch in the hydraulic
brake cabinet at CN240 momentarily and
confirm that the state change toggles
continually (zero to one).

FIGURE 13-5. Interface Module Real Time Data Monitor

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-7

 12. Park Brake Request (IM3-V) - Place the shifter
into the PARK position and confirm state
change (zero to one).
13. Secondary Engine Shutdown Switch (IM3-E) -
Actuate the emergency engine shutdown switch
and confirm state change (one to zero).
14. Auto Lube Switch (IM3-Y) - Short wire 68LLP1
to ground at TB24-T momentarily and confirm
state change (one to zero).
15. Reset Request Switch (IM3-C) - Actuate the
body up override switch and confirm state
change (zero to one).
16. GE Batt + (IM3-M) - Verify that this is a 1.
17. Starter Motor 1 Energized (IM3-R) - Disconnect
wire 11SM1 from the cranking motor at TB29-K.
Momentarily short TB29-K to 24V and confirm
state change (zero to one). Reconnect the wire.
18. Starter Motor 2 Energized (IM3-S) - Disconnect
wire 11SM2 from cranking motor at TB29-G.
Momentarily short TB29-G to 24V and confirm
state change (zero to one). Reconnect the wire.
19. Crank Sense (IM3-U) - Open the starter battery
disconnect switch so that there is no battery
voltage to the starters. Momentarily short TB32-
M to 24V and confirm state change (zero to
one). After removing the 24V short from TB32-
M, close the starter battery disconnect switch.
D13-8 VHMS CHECKOUT & TROUBLESHOOTING
Check Analog Inputs To The Interface Module
NOTE: Instead of using a resister in place of a
sensor for verifying pressure readings, a calibrated
pressure gauge can be installed in the hydraulic
circuit to compare system pressures with the
pressures displayed in the Interface Module Real
Time Data Monitor program.
Verify that the used analog inputs are in the range of
the values listed below.
1. Truck Speed [kph] (IM1-gh) - Use GE DID to
simulate vehicle speed and confirm that the
reported speed matches the vehicle speed set
using GE DID within 2 kph.
2. Steering Pressure [kPa] (IM3-d) - Disconnect
the steering pressure sensor and confirm that
fault A204, Steering Pressure Sensor Low, is
active. Reconnect the sensor.
3. Ambient Air Temp [°C] (IM3-e) - Verify that the
reported temperature matches the ambient
temperature within 3°C.
4. Fuel Level [%] (IM3-g) - Verify that the reported
% level matches the actual fuel level in the tank
within 5%.
5. Battery Voltage A [V] (IM3-h) - Verify that the
reported voltage is witnin one volt of the actual
measured 12 volt battery voltage.
6. Brake Pressure [kPa] (IM3-p) - Disconnect the
service brake pressure sensor located in
hydraulic brake cabinet (reference circuit 33SP)
and confirm that fault A205, Brake Pressure
Sensor Low, is active. Reconnect the sensor.
7. Hydraulic Tank Temp [°C] (IM3-m) - Disconnect
the tank temperature sensor and confirm that
fault A103, Hydraulic Oil Temp - Tank Sensor
Low, is active. Reconnect the sensor.
8. Hoist Pressure 2 [kPa] (IM3-q) - Short wire
33HP2 to ground at TB41-J momentarily and
confirm that fault A203, Hoist Pressure 2
Sensor Low, is active.
9. Hoist Pressure 1 [kPa] (IM3-s) - Short wire
33HP1 to ground at TB41-A momentarily and
confirm that fault A202, Hoist Pressure 1
Sensor Low, is active.
10. Battery Voltage 24V [V] (IMint) - Verify that the
reported voltage is within one volt of the actual
measured battery voltage.
D13005
Check CAN RPC & J1939 Interfaces To The IM
1. CAN/J1939 - (IM1-q,r,s) - Confirm that fault
A184, J1939 Not Connected, is not active.
2. CAN/RPC (IM1-I,j,k) - Confirm that fault A257,
Payload CAN/RPC Not Connected, is not
active.
Check Outputs From The Interface Module
Note: Before performing these next steps, the key
switch must be turned off for at least 7 minutes to
allow the IM to completely shutdown. Confirm that
the IM has shutdown by verifying that the green LED
on the IM controller has stopped flashing. While
performing the following IM output checks, ensure
that no output short circuit fault codes are reported
by the IM Realtime Data Monitor software.
1. Turn the key switch ON and shift into
NEUTRAL. Confirm that the parking brake
solenoid is energized (coil is magnetized).
2. Use the GE DID panel to set the truck speed to
a speed above 1 kph.
3. Shift into PARK. Confirm that the parking brake
solenoid remains energized.
4. Reduce the truck speed to 0 kph. Confirm that
the parking brake solenoid de-energizes.
D13005 VHMS CHECKOUT & TROUBLESHOOTING
5. Connect circuit 52B at TB35-L to 24 volts and
confirm that the Battery Charger Failure lamp is
lit.
6. With circuit 52B at TB35-L still shorted to 24
volts, confirm that the IM Warning lamp is lit.
7. With circuit 52B at TB35-L still shorted to 24
volts, confirm that the Engine Start Fail lamp is
lit.
8. With circuit 52B at TB35-L still shorted to 24
volts, confirm that the Low Fuel lamp is lit.
9. Disconnect the parking brake pressure switch.
With circuit 52B at TB35-L still shorted to 24
volts, confirm that the Parking Brake lamp is lit.
Reconnect the pressure switch.
10. With circuit 52B at TB35-L still shorted to 24
volts, confirm that the High Hydraulic Oil
Temperature lamp is lit. Remove the 24 volts
from TB35-L.
11. Check the Hydraulic Oil Temperature gauge
by placing a 316 ohm resistor (a range of 300 to
332 ohms should work) between circuit 5VIM on
TB33-L and 34BT4 on TB21-P. Verify that the
gauge needle moves clockwise. Remove the
resistor.
D13-9
VHMS CONTROLLER CHECKOUT
VHMS Controller
The VHMS controller (1, Figure 13-6) collects and
stores signals from sensors and data from other
controllers. It also gives commands for transmitting
the accumulated data through the communications
system. The controller operates on 20VDC - 30VDC.

Necessary Equipment
• Checkout procedure
• System schematic
• Laptop personal computer (PC)
• VHMS Technical Analysis Toolbox software
• VHMS Setting Tool software
• Tera Term Pro software
• Serial cable (RS232)
(male DB9 connector on one end, female
connector on the other end)

FIGURE 13-6. VHMS CONTROLLER

1. VHMS Controller 7. Connector CN1

2. LED Display 8. Connector CN2A
3. Connector CN3B 9. Connector CN2B
4. Connector CN3A 10. PLM III Light
5. Connector CN4B 11. OrbComm Light
6. Connector CN4A

D13-10 VHMS CHECKOUT & TROUBLESHOOTING D13005

The interface module must be fully functional before 9. Select the [Review setting information] function
performing the this checkout procedure. The VHMS and then click the [Next] button.
controller must be initialized and fully functional
before performing this checkout procedure.

Preliminary
1. Turn the key switch to the OFF position to stop
the engine. Verify that the seven segment LED
display on the VHMS controller is off.
2. Turn the key switch to the ON position, but DO
NOT start the engine.
3. Allow the VHMS controller to boot up. Watch
the red, two digit LED display on the VHMS
controller to show a circular sequence of seven
flashing segments on each digit. After a short
time the two digit display should start counting
up from 00 - 99 at a rate of ten numbers per
second.
4. Attach the VHMS serial cable to the truck's
VHMS diagnostic port (2, Figure 13-3) and the 10. Review the settings for accuracy.
other end to the laptop PC’s serial port.
• If everything is correct, click the [Exit] button. The
5. Double-click on the VHMS Technical Analysis checkout procedure is complete.
Tool Box icon on the laptop PC's desktop.
• If a setting is not correct, click the [Back] button,
6. Enter the appropriate User Name and select the appropriate category and reset the
Password and click the [OK] button. information to the correct settings. Then proceed
7. Check for any active fault codes. If any are to the next step.
found, these circuits should be analyzed to
determine the cause of the fault and they must
be repaired before continuing.
8. Start the VHMS Setting Tool program by
clicking on the icon on the laptop PC screen.

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-11

 11. If any one of the following settings was VHMS Controller Checkout Procedure
changed, a new VHMS Initialization Form must 1. Connect the serial cable from the PC to the
be filled out and submitted to Komatsu America serial port of the VHMS controller.
Service Systems Support Team.
2. Start the serial communications software (Tera
•VHMS controller replaced Term).
•Engine or alternator replaced 3. Setup the serial communications software by
selecting the appropriate serial COM port, and
•Adjusted time or time zone
baud rate equal to 19200.
12. Select [Apply] and exit the VHMS Setting Tool
program. Click [YES] when prompted to reset 4. After completing the setup, wait for 5 seconds
the controller. then while holding the CTRL key, type VHMS
(Notice that nothing will display on the screen
10. E-mail or fax the completed VHMS Initialization while typing).
form to Komatsu America Service Systems
5. After VHMS has been typed, some text followed
Support Team.
by a prompt, >, will be displayed. This confirms
that proper communication between the pc and
VHMS has been established.
6. At the prompt, >, type "ver". Something similar
to the following will be displayed:
>ver
VHMS OS Ver 1.6.5.1 Mar 01 2004 16:37:25
>

D13-12 VHMS CHECKOUT & TROUBLESHOOTING D13005

 7. At the prompt type "dispvhmsinf". Information 8. The VHMS controller also has two red LED
similar to the following will be displayed: lights (10 and 11, Figure 13-6). Verify the
connection status and repair any problems.
Light (10) PLM III communication
>dispvhmsinf
• OFF - no communication with the PLM III
controller. Troubleshoot and repair the
---- MACHINE INFORMATION -------- connection.

PRODUCT GROUP: Dumptruck • ON - communication with the PLM III controller is

good.
MACHINE_MODEL: 930E-
Light (11) OrbComm
MACHINE_SERIAL:
• OFF - no communication with OrbComm
ENG_MODEL: QSK60 controller. Troubleshoot and repair the
connection.
ENG_SERIAL_NO1:
• ON - communication with OrbComm controller is
ENG_SERIAL_NO2: good.
PRG_NO1: 12000100100 • FLASHING - satellite in view and signal
established, which is good.
PRG_NO2: 782613R290
---- DEVICES ------------------------
PLC NO CONNECTION
PLM23 Disabled
PLM3 CONNECTED
---- Condition --------------------
SMR: 90.0 H
DATE 04-10-25 TIME14:44:24
TIMEZONE: 0.0 H SUMMERTIME 0
----Controller Info -------------------
PartNumber: 0000000000
Serial No.: 000000
Compo Name: KDE1010
SilkyID: VA011740744
>
NOTE: Use the results of step 6 and 7 to confirm that
the correct software is installed in the VHMS
controller.

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-13

ORBCOMM CONTROLLER
The OrbComm controller (1, Figure 13-7) receives
data from the VHMS controller and sends this data
through the antenna to the Komatsu computer
center.
TROUBLESHOOTING
VHMS basically consists of five communications
networks connected to the VHMS and OrbComm
modem controllers. Figure 13-1 shows the VHMS
block diagram.

Communications Networks
Each RS232 network uses three wires: transmit,
receive, and ground. Both transmit and receive are
voltage signals, referenced individually to the ground
wire. The shield for the cable is grounded at one end
only.
Each CAN network uses two wires: CAN_High &
CAN_Low. The communications signal is a voltage
differential measured between CAN_High and
CAN_Low. The cable shields are connected at each
module through a high pass filter and grounded at
one point only on the truck. Both ends of each
network have termination resistors.

Coaxial Cable
The coaxial cable carries the Radio Frequency (RF)
communications signal between the OrbComm
modem and the antenna. The coaxial cable consists
of an inner conductor and an outer shield (connected
to the connector shell) that are separated by a non-
FIGURE 13-7. ORBCOMM CONTROLLER conductive dielectric material.
1. OrbComm Controller 3. Connector CN1B In an RF application such as VHMS, the
2. Connector CN1A 4. Antenna Connector communications signal sent over coaxial cable is
very susceptible to changes in the cable. Physical
damage, as well as contaminants such as water,
may affect the ability of the cable to properly transmit
the RF signal. Bending the coaxial cable into a small
loop may also damage the inner conductor.

D13-14 VHMS CHECKOUT & TROUBLESHOOTING D13005

Effective troubleshooting of RF communications FAULT CODES
systems can be complex and cannot always be
reduced to a simple check of electrical resistance. Fault History
However, a few basic troubleshooting procedures The fault history recorded in the VHMS controller can
may be helpful in identifying common problems. The help identify a failure within VHMS and in the
following steps can help identify a failed coaxial communications network to the engine, interface
cable. Repair or replace the cable if any of the module and PLMIII. VHMS provides the following
following is true: fault codes.
1. The center conductor is broken. There are more
than two ohms of resistance when measuring
from one end of the coaxial cable to the other.
2. The outer shield is broken.
3. There is an electrical connection between the
center conductor and the outer shield. There
are less than two megohms of resistance when
measuring from the center conductor to the
outer shield.

Table 1: Fault History

Fault Code Description
DBB0KK Source Voltage Error
DBB3KK Abnormality in VBAT Voltage (VHMS VBAT <10V)
DBBRKR Can-net System (J1939)
DBB0KQ VHMS Connector Mismatch
DAW0KR IM Stopped Real Time Data
7P70Kr Too Much Payload Data For Requested Period
7P70KR PLMIII Stopped Real Time Data
9843KM Truck Frame Number Changed
MFA0 Manual Trigger

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-15

VHMS LED Display Fault Codes
When no communication errors are occurring, the
The VHMS controller also indicates some faults on
VHMS LED digits count from 00 - 99 continuously at
the two red LED digits on the top of the controller.
a rate of ten numbers per second.
Fault codes are flashed as a two part sequence, as
shown in the table below.

Table 2: VHMS LED Display Error Codes

Fault Code Fault Condition VHMS LED Display
M101 Truck Frame Number Changed Alternates ‘n1’ and ‘01’
M801 Can-net System (J1939) Alternates ‘n8’ and ‘01’
M804 Can-net System (RPC) Alternates ‘n8’ and ‘04’
M806 IM Stopped Real Time Data Alternates ‘n8’ and ‘06’
M807 Too Much Payload Data For Requested Alternates ‘n8’ and ‘07’
Period
M808 PLMIII Stopped Real Time Data Alternates ‘n8’ and ‘08’
M809 Can-net System (QUANTUM) Alternates ‘n8’ and ‘09’
M80A Can-net System (CENSE) Alternates ‘n8’ and ‘0A’
M901 Source Voltage Error Alternates ‘n9’ and ‘01’
M902 VHMS 24V Source System Error Alternates ‘n9’ and ‘02’
M903 VHMS 12V Source System Error Alternates ‘n9’ and ‘03’
M904 VHMS 5V Source System Error Alternates ‘n9’ and ‘04’
M905 Abnormality in VBAT Voltage (VHMS Alternates ‘n9’ and ‘05’
VBAT <10V)
M990 Ethernet Power Short Alternates ‘n9’ and ‘90’
MC10 MEMORY CLEAR: Failure History Alternates ‘nc’ and ‘10’
MC31 MEMORY CLEAR: (Load Map) Alternates ‘nc’ and ‘31’
MC40 MEMORY CLEAR: (Trend Analysis) Alternates ‘nc’ and ‘40’
MC60 MEMORY CLEAR: (Snap Shot) Alternates ‘nc’ and ‘60’
MC91 MEMORY CLEAR: (Maintenance History) Alternates ‘nc’ and ‘90’
ME01 Change Service Meter Alternates ‘ne’ and ‘01’
ME02 Change Calendar Alternates ‘ne’ and ‘02’
ME03 Orbcomm Settings Alternates ‘ne’ and ‘03’
ME04 Other Settings Alternates ‘ne’ and ‘04’
ME05 MEMORY CLEAR: All Alternates ‘ne’ and ‘05’
ME06 Initialized Alternates ‘ne’ and ‘06’
MF11 VHMS Connector Mismatch Alternates ‘nf’ and ‘11’
MFA0 Manual Trigger Alternates ‘nf’ and ‘A0’

D13-16 VHMS CHECKOUT & TROUBLESHOOTING D13005

Chassis Fault Codes NOTE: Not all of the fault codes listed are used on
this truck.
Fault codes generated from the truck chassis,
PLM III or GE are shown in Table 3.

Table 3: Chassis Fault Codes

VHMS Sent via Snapshot
VHMS Fault Description Source
Fault Code OrbComm Trigger
#A1 LF Pressure Sensor Signal High PLMIII
#A2 LF Pressure Sensor Signal Low PLMIII
#A3 RF Pressure Sensor Signal High PLMIII
#A4 RF Pressure Sensor Signal Low PLMIII
#A5 LR Pressure Sensor Signal High PLMIII
#A6 LR Pressure Sensor Signal Low PLMIII
#A7 RR Pressure Sensor Signal High PLMIII
#A8 RR Pressure Sensor Signal Low PLMIII
#A9 Inclinometer Sensor Signal High PLMIII
#A10 Inclinometer Sensor Signal Low PLMIII
#A13 Body Up Switch Failure PLMIII
#A14 Internal Checksum Failure PLMIII
#A16 Internal Memory Write Failure PLMIII
#A17 Internal Memory Read Failure PLMIII
#A18 RR Flat Cylinder Warning PLMIII
#A19 LR Flat Cylinder Warning PLMIII
#A20 Date/Time Change PLMIII
#A21 Manual Tare Reset PLMIII
#A22 Alarm Carry Back PLMIII
#A26 User Switch Select Failure PLMIII
#A27 User Switch Clear Failure PLMIII
#A101 Hydraulic Oil Filter Differential IM
Pressure High
#A103 Hydraulic Tank Temp - Sensor Low IM
#A104 Hydraulic Tank Temp - Sensor High IM
#A107 Propel System Caution IM/GE X
#A108 Propel System Temp Caution IM/GE X
#A109 Propel System Reduced Level IM/GE X
#A115 Low Steering Precharge IM X
#A123 Reduced Retard Level IM/GE
#A124 No Propel/Retard IM/GE X
#A125 No Propel IM/GE X
#A126 Hydraulic Tank Level Low IM X
#A127 IM Sensor +5V Low IM X

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-17

 Table 3: Chassis Fault Codes (continued)
VHMS Sent via Snapshot
VHMS Fault Description Source
Fault Code OrbComm Trigger
#A128 IM Sensor +5V High IM X
#A139 Low Fuel IM
#A145 Brake Cooling RPM Advance 1 IM
#A146 Brake Cooling RPM Advance 2 IM
#A152 Starter Failure IM
#A153 Low Battery Voltage - Engine IM
Running
#A154 High Battery Charge Voltage IM
#A155 Low Battery Charge Voltage IM
#A158 Fuel Level Sensor High IM
#A159 Battery Voltage, 12-Volt, System Sensing Low IM
#A164 Battery Voltage, 12-Volt, System Sensing High IM
#A166 Hydraulic Oil Temp - LR Sensor Low IM
#A167 Hydraulic Oil Temp - RR Sensor Low IM
#A168 Hydraulic Oil Temp - LF Sensor Low IM
#A169 Hydraulic Oil Temp - RF Sensor Low IM
#A170 Hydraulic Oil Temp - LR Sensor High IM
#A171 Hydraulic Oil Temp - RR Sensor High IM
#A172 Hydraulic Oil Temp - LF Sensor High IM
#A173 Hydraulic Oil Temp - RF Sensor High IM
#A190 Auto Lube Pressure Warning IM X
#A193 High Hydraulic Tank Oil Temp IM X X
#A194 High FL Brake Oil Temp IM X X
#A195 High FR Brake Oil Temp IM X X
#A196 High LR Brake Oil Temp IM X X
#A197 High RR Brake Oil Temp IM X X
#A198 Hoist Pressure 1 Sensor High IM
#A199 Hoist Pressure 2 Sensor High IM
#A200 Steering Pressure Sensor High IM
#A201 Brake Pressure Sensor High IM
#A202 Hoist Pressure 1 Sensor Low IM
#A203 Hoist Pressure 2 Sensor Low IM
#A204 Steering Pressure Sensor Low IM
#A205 Brake Pressure Sensor Low IM

D13-18 VHMS CHECKOUT & TROUBLESHOOTING D13005

 Table 3: Chassis Fault Codes (continued)
VHMS Sent via Snapshot
VHMS Fault Description Source
Fault Code OrbComm Trigger
#A206 Ambient Temperature Sensor High IM
#A207 Ambient Temperature Sensor Low IM
#A212 Bad Truck Speed Signel IM
#A213 Park Brake Not Set When Expected IM
#A214 Park Brake Not Released When Expected IM
#A216 Brake Auto Apply Circuit Fault IM
#A225 Motor Temperature High IM/GE X
#A226 Motor Blower Off IM/GE X
#A227 Diode Fault IM/GE X
#A228 Electric Drive System Fault IM/GE X
#A229 Ground Fault IM/GE X
#A230 Park Brake Request While Moving IM
#A240 IM Key Switch Power Lost IM
#A250 Low Battery Voltage - Engine Off IM
#A257 Payload CAN/RPC Not Connected IM
#A260 Park Brake Failure - Application While Moving IM
#A350 Output Overload 1B IM
#A351 Output Overload 1E IM
#A352 Output Overload 1H IM
#A353 Output Overload 1J IM
#A354 Output Overload 1K IM
#A355 Output Overload 1L IM
#A356 Output Overload 1M IM
#A357 Output Overload 1N IM
#A355 Output Overload 1L IM
#A356 Output Overload 1M IM
#A357 Output Overload 1N IM
#A358 Output Overload 1P IM
#A359 Output Overload 1R IM
#A360 Output Overload 1S IM
#A361 Output Overload 1T IM
#A362 Output Overload 1U IM
#A363 Output Overload 1X IM
#A364 Output Overload 1Y IM
#A365 Output Overload 1Z IM

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-19

Engine Fault Codes

Table 4: Engine Fault Codes

VHMS Sent via Snapshot
VHMS Fault Description Source
Fault Code OrbComm Trigger
C112 Timing Fueling Flow Mismatch Engine
C113 Timing Actuator Circuit Shorted Engine
C115 Speed Signal Lost Engine X X
C116 Timing Rail Pressure Ckt Failed High Engine
C117 Timing Rail Pressure Ckt Failed Low Engine
C118 Fuel Pump Pressure Ckt Failed High Engine
C119 Fuel Pump Pressure Ckt Failed Low Engine
C121 One Engine Speed Signal Lost Engine
C122 LB Boost Ckt Failed High Engine
C123 LB Boost Ckt Failed Low Engine
C124 High Boost LB Engine
C125 Low Boost LB Engine
C126 High Boost RB Engine
C127 Low Boost RB Engine
C128 RB Boost Ckt Failed High Engine
C129 RB Boost Ckt Failed Low Engine
C131 Throttle Ckt Failed High Engine
C132 Throttle Ckt Failed Low Engine
C133 PTO Circuit Shorted High Engine
C134 PTO Circuit Shorted Low Engine
C135 Oil Pressure Circuit Failed High Engine X X
C136 Pre Filter Oil Press Ckt Failed High Engine
C137 Pre Filter Oil Press Ckt Failed Low Engine
C141 Oil Press Ckt Failed Low Engine
C143 Low Oil Pressure Engine X X
C144 Coolant Temp Ckt Failed High Engine
C145 Coolant Temp Ckt Failed Low Engine
C147 Freq Throttle OOR High Engine
C151 High Coolant Temperature Engine X X
C153 LBF IMT Ckt Failed High Engine
C154 LBF IMT Ckt Failed Low Engine
C155 High IMT LBF Engine X X
C156 LBR IMT Ckt Failed High Engine
C157 LBR IMT Ckt Failed Low Engine
C158 High IMT LBR Engine X X

D13-20 VHMS CHECKOUT & TROUBLESHOOTING D13005

 Table 4: Engine Fault Codes (continued)
VHMS Sent via Snapshot
VHMS Fault Description Source
Fault Code OrbComm Trigger
C159 RBF IMT Ckt Failed High Engine
C161 RBF IMT Ckt Failed Low Engine
C162 High IMT RBF Engine X X
C163 RBR IMT Ckt Failed High Engine
C164 RBR IMT Ckt Failed Low Engine
C165 High IMT RBR Engine X X
C212 Oil Temp Ckt Failed High Engine
C213 Oil Temp Ckt Failed Low Engine
C214 High Oil Temperature Engine X X
C219 Remote Oil Level Low Engine X X
C221 Ambient Air Press Failed High Engine
C222 Ambient Air Press Failed Low Engine
C223 CORS Burn Valve Open Circuit Engine
C225 CORS Makeup Valve Open Circuit Engine
C231 Coolant Press Ckt Failed High Engine
C232 Coolant Press Ckt Failed Low Engine
C233 Low Coolant Pressure Engine X X
C234 Engine Overspeed Engine X X
C235 Low Coolant Level Engine X X
C237 Multi Unit Sync Error Engine
C252 Oil Level Signal Invalid Engine
C253 Oil Level Low Engine
C254 FSOV Open Circuit Engine
C259 FSOV Mech Stuck Open Engine
C261 High Fuel Temperature Engine X X
C263 Fuel Temp Ckt Failed High Engine
C265 Fuel Temp Ckt Failed Low Engine
C292 OEM Temp out of Range Engine X X
C293 OEM Temp Failed High Engine X
C294 OEM Temp Failed Low Engine X
C296 OEM Pressure Out of Range Engine X X
C297 OEM Pressure Failed High Engine X
C298 OEM Pressure Failed Low Engine X
C299 Hot Shutdown Engine
C316 Fuel Pump Open Circuit Engine

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-21

 Table 4: Engine Fault Codes (continued)
VHMS Sent via Snapshot
VHMS Fault Description Source
Fault Code OrbComm Trigger
C318 Fuel Pump Mech Stuck Engine
C343 ECM Hardware Issue Engine
C346 ECM Software / Hardware Failure Engine
C349 Output Shaft Speed Above Normal Engine
C384 Ether Solenoid Ckt Failed Engine
C422 Coolant Level Signal Invalid Engine
C423 Timing Press Incorrect Engine
C426 J1939 Broadcast Data Missing Engine
C427 J1939 Datalink Can Not Transmit Engine
C431 Idle Validation Invalid Engine
C432 Idle Validation Invalid Engine
C441 Low Battery Voltage Engine
C442 High Battery Voltage Engine
C451 Rail Press Ckt Failed High Engine
C452 Rail Press Ckt Failed Low Engine
C455 Rail Actuator Open Ckt Engine
C467 Desired Timing Not Achieved Engine
C468 Desired Rail Press Not Achieved Engine
C473 Remote Oil Level Signal Invalid Engine X X
C487 Ether Bottle Empty Engine
C489 AXG Speed Low Error Engine
C514 Rail Actuator Mech Stuck Engine
C524 Alt Droop SW Val Fault Engine
C527 Dual Output A Shorted High or Open Engine
C528 Alt Torque SW Val Fault Engine
C529 Dual Output B Shorted High or Open Engine
C553 Rail Press OOR High Engine
C554 Rail Press Incorrect Engine
C555 High Blow-by Pressure Engine X X
C611 Engine Hot Shutdown Engine
C612 High Oil Filter Rest Engine
C616 High Turbo Comp Inlet Temp LBR Engine
C621 Low Power #1 LB Engine
C622 Low Power #2 LB Engine
C623 Low Power #3 LB Engine

D13-22 VHMS CHECKOUT & TROUBLESHOOTING D13005

 Table 4: Engine Fault Codes (continued)
VHMS Sent via Snapshot
VHMS Fault Description Source
Fault Code OrbComm Trigger
C624 Low Power #4 LB Engine
C625 Low Power #5 LB Engine
C626 Low Power #6 LB Engine
C627 Low Power #7 LB Engine
C628 Low Power #8 LB Engine
C631 Low Power #1 RB Engine
C632 Low Power #2 RB Engine
C633 Low Power #3 RB Engine
C634 Low Power #4 RB Engine
C635 Low Power #5 RB Engine
C636 Low Power #6 RB Engine
C637 Low Power #7 RB Engine
C638 Low Power #8 RB Engine
C639 Intake Air Leak LBR Engine X X
C641 High Exh Temp #1 LB Engine X
C642 High Exh Temp #2 LB Engine X
C643 High Exh Temp #3 LB Engine X
C644 High Exh Temp #4 LB Engine X
C645 High Exh Temp #5 LB Engine X
C646 High Exh Temp #6 LB Engine X
C647 High Exh Temp #7 LB Engine X
C648 High Exh Temp #8 LB Engine X
C649 Change Lubricating Oil and Filter Engine
C651 High Exh Temp #1 RB Engine X
C652 High Exh Temp #2 RB Engine X
C653 High Exh Temp #3 RB Engine X
C654 High Exh Temp #4 RB Engine X
C655 High Exh Temp #5 RB Engine X
C656 High Exh Temp #6 RB Engine X
C657 High Exh Temp #7 RB Engine X
C658 High Exh Temp #8 RB Engine X
C661 High Power #1 LB Engine
C662 High Power #2 LB Engine
C663 High Power #3 LB Engine
C664 High Power #4 LB Engine

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-23

 Table 4: Engine Fault Codes (continued)
VHMS Sent via Snapshot
VHMS Fault Description Source
Fault Code OrbComm Trigger
C665 High Power #5 LB Engine
C666 High Power #6 LB Engine
C667 High Power #7 LB Engine
C668 High Power #8 LB Engine
C671 Exh Temp Ckt Failed Low #1 LB Engine
C672 Exh Temp Ckt Failed Low #2 LB Engine
C673 Exh Temp Ckt Failed Low #3 LB Engine
C674 Exh Temp Ckt Failed Low #4 LB Engine
C675 Exh Temp Ckt Failed Low #5 LB Engine
C676 Exh Temp Ckt Failed Low #6 LB Engine
C677 Exh Temp Ckt Failed Low #7 LB Engine
C678 Exh Temp Ckt Failed Low #8 LB Engine
C694 LBR Turbo Comp Inlet Temp Sensor Ckt Failed Engine
High
C695 LBR Turbo Comp Inlet Temp Sensor Ckt Failed Engine
Low
C711 High Power #1 RB Engine
C712 High Power #2 RB Engine
C713 High Power #3 RB Engine
C714 High Power #4 RB Engine
C715 High Power #5 RB Engine
C716 High Power #6 RB Engine
C717 High Power #7 RB Engine
C718 High Power #8 RB Engine
C719 Blowby Press Ckt Failed High Engine
C721 Exh Temp Ckt Failed Low #1 RB Engine
C722 Exh Temp Ckt Failed Low #2 RB Engine
C723 Exh Temp Ckt Failed Low #3 RB Engine
C724 Exh Temp Ckt Failed Low #4 RB Engine
C725 Exh Temp Ckt Failed Low #5 RB Engine
C726 Exh Temp Ckt Failed Low #6 RB Engine
C727 Exh Temp Ckt Failed Low #7 RB Engine
C728 Exh Temp Ckt Failed Low #8 RB Engine
C729 Blowby Press Ckt Failed Low Engine
C753 Cam Sync Error Engine
C777 Ambient Derate Error Engine

D13-24 VHMS CHECKOUT & TROUBLESHOOTING D13005

 Table 4: Engine Fault Codes (continued)
VHMS Sent via Snapshot
VHMS Fault Description Source
Fault Code OrbComm Trigger
C2144 High Exh Temp #9 LB Engine
C2145 High Exh Temp #9 RB Engine
C2146 Exh Temp Ckt Failed Low #9 LB Engine
C2147 Exh Temp Ckt Failed Low #9 RB Engine
C2148 High Power #9 LB Engine
C2149 High Power #9 RB Engine
C2151 Low Power #9 LB Engine
C2152 Low Power #9 RB Engine
C2154 Post Oil Filter Press Ckt Failed High Engine
C2155 Post Oil Filter Press Ckt Failed Low Engine
C2157 Rapid Rise in LBR IMT Engine
C2158 Rapid Rise in RBF IMT Engine
C2159 Rapid Rise in RBR IMT Engine
C2241 High IMT LBM Engine
C2242 LBM IMT Ckt Failed High Engine
C2243 LBM IMT Ckt Failed Low Engine
C2244 Rapid Rise in LBM IMT Engine
C2245 High IMT RBM Engine
C2246 RBM IMT Ckt Failed High Engine
C2247 RBM IMT Ckt Failed Low Engine
C2248 Rapid Rise in RBM IMT Engine

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-25

FAULT TREE ANALYSIS
Unable to connect to VHMS from laptop PC

D13-26 VHMS CHECKOUT & TROUBLESHOOTING D13005

Flashing Error Code N4-23 (PLM III Communications Fault)

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-27

Flashing Error Code N4-22 (Engine Communications Fault)

D13-28 VHMS CHECKOUT & TROUBLESHOOTING D13005

No Data Received By WebCARE

D13005 VHMS CHECKOUT & TROUBLESHOOTING D13-29

Coaxial Cable Troubleshooting

D13-30 VHMS CHECKOUT & TROUBLESHOOTING D13005

 SECTION D14
VHMS FORMS
INDEX

VHMS FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3

VHMS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3

VHMS DATA DOWNLOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-4

VHMS INITIALIZATION FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-4

VHMS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-6

VHMS INITIALIZATION FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-8

D14003 01/06 VHMS - Forms D14-1

 NOTES

D14-2 VHMS - Forms 01/06 D14003

 VHMS FORMS
The preferred method to submit this form is in 2. Using a serial cable, connect a laptop PC to the
electronic format. This check list and initialization VHMS controller.
form are available in PDF format, where the 3. Turn the key switch ON, check operation of the
information can be typed into the form. The form LED lights.
should then be saved using the model, serial number
4. Start the VHMS Setting Tool program.
and “VHMS Initilization” to create the file name.
Example: 930E-3SE-A30300-VHMS Initilization.pdf. a. At the Select Operation screen, select the
“VHMS Setting” option, then click [Next].
The following instructions will help ensure an
accurate and complete form. b. Select the “Set up & All clear” option, then
click [Next].
When a new machine equipped with the Vehicle
5. At the Machine Information Setting (1) screen:
Health Monitoring System (VHMS) has been
assembled, there are several procedures to perform a. Is Product Group correct?
in order to initialize the VHMS system. Following the
b. Select the correct Machine Model.
procedures in the order listed will ensure a smooth
initialization process which should not take longer c. Select the correct Machine Type.
than one hour to complete. Check off each item on d. Select the correct Machine Variation Code.
the list below as it is done. It is important to complete
the entire procedure at one time. Submitting the e. Enter the machine serial number.
download data with a date and service meter reading f. Click [Next].
(SMR) that do not match the rest of the forms will not 6. At the Machine Information Setting(2) screen:
allow the system to be initialized.
a. Verify information is correct.
1. __ VHMS Initialization Check List
2. __ VHMS Data Download b. Enter engine serial number.
3. __ VHMS Initialization Form c. Then click [Next].
7. At the Date & Time Setting screen:
Orbcomm terminal activation can take up to two
weeks. For this reason, it is important to complete a. Select the correct time zone.
these forms and submit them as early as possible
b. Enter the correct date.
after new machine assembly.
c. Enter the correct time.
d. Select Daylight Savings Time (DST) if
necessary.
e. Click [Next].
VHMS INITIALIZATION CHECK LIST
8. At the GCC Setting screen:
This form is used as a check list during the
initialization process. Fill in all information. All a. Select the correct country setting.
questions should be answered with a YES. If not, b. Click [Next].
determine the cause and repair as required.
Each machine model will have a different VHMS
Initialization Check List. Use the correct form for the
model of machine being setup.
1. With the key switch OFF, record all data for
item 1.

D14003 01/06 VHMS - Forms D14-3


9. At the Verification screen:
a. Ensure that all information is correct.
b. Click on [Apply].
c. At the confirmation screen, select [Yes].
d. Select [OK].
e. Select [OK] to close the program.
10. Start the VHMS Setting Tool program.
a. Select “VHMS Setting”, then click [Next].
b. Select “Setup only”, then click [Next].
c. Select “Payload Meter”, then click [Next].
d. Set Start Time to “0”.
e. Set Interval to “1”.
f. Click [Apply].
g. Click [Exit].
11. Perform a manual snapshot.
a. With the engine running, press the GE data
store switch and hold it for three seconds.
The white data store in progress LED should
illuminate.
b. While the manual snapshot is in process,
operate the machine if possible. The
snapshot lasts for 7 1/2 minutes.
12. After the “data store in progress” LED has been
off for one minute, turn the key switch OFF. Wait
three minutes before turning the key switch ON.
D14-4
VHMS DATA DOWNLOAD
A manual snapshot must be performed before
downloading any data. For new machines, this
should have been performed during the VHMS
Initialization Check List procedure.
1. Perform a VHMS download. For more detailed
information on how to perform a download, refer
to VHMS Download in Section D, 24VDC
Electrics in the appropriate shop manual.
2. Start the VHMS Technical Analysis Tool Box
program. Use the view feature to look at the
data and verify the settings are correct, the
SMR is correct, the manual snapshot is
recorded in fault history, and the engine ON/
OFF is stored in machine history file.
3. E-mail the downloaded data files to Komatsu
America Service Systems Support Team at
ServicePrograms@KomatsuNA.com. Refer to
Location of Download Files for more detailed
instructions on locating the files.
VHMS INITIALIZATION FORM
This form must be completed and submitted at:
• New machine delivery
• VHMS controller replacement
• OrbComm controller replacement
• Engine or alternator replacement
Customer Information
• Enter the customer information. All fields are
required.
Distributor Information
• Enter the distributor information. All fields are
required.
• All distributors are required to have one contact
person who is responsible for coordinating
VHMS, Payload, Komtrax and Fleet Manager
activities for all branches.
VHMS - Forms 01/06 D14003
Machine Information
• Enter machine information. All fields are required.
• VHMS and Orbcomm controller part numbers
and serial numbers can be found on a sticker on
each controller. Verify that this matches the
information displayed in the VHMS Setting Tool
and download.
VHMS Setting Tool Information
• Enter the setting date. This should be the date
when the first data download was taken and the
VHMS Setting Tool program was first used.
• Enter the setting time. This should be the time
shown in the first data download. Verify that it is
the correct time.
• Enter the Greenwich Mean Time (GMT) for the
location the machine will be working.
• Check whether the location where the machine
will be working uses Daylight Savings Time
(DST).
• Enter the service meter reading (SMR) at time of
the first download.
• Enter the GCC Code. This setting tells the
Orbcomm unit which satellite network to
communicate with. Select the correct location
from the drop down menu list.
• Enter the Orbcomm activation date. In the
Orbcomm Activation Date field, enter a date at
least two weeks ahead of today's date
Reason for Form Submittal
Check the reason for submitting the VHMS
Initialization Form.

D14003 01/06 VHMS - Forms D14-5

 VHMS INITIALIZATION CHECK LIST
(Page 1 of 2)
Date of set-up (MM/DD/YY) / /

FOR: 730E, 830E, 930E & 960E DUMP TRUCKS Distributor and
Branch
Person performing
initialization

Item To be checked when Check Item Results

No.
1. Key switch OFF
2. Connect PC to VHMS controller
3. Key switch ON
4. Start VHMS Setting Tool program Select “VHMS Setting”, then “Set up & All clear“.
5. Initial setup of VHMS controller
Machine Information Setting(1)
6. Machine Information Setting (2)
7. Date & Time Setting
8. GCC Setting
9. Setting Data
10. Setting of Payload Meter
Yes No
Machine Model Number
Machine Serial Number
Service Meter Reading
Engine Serial Number
Alternator Serial Number
VHMS Serial Number
OrbComm Serial Number
Are they properly connected?
Check operation of controller LED
(after segment rotation, display to count-up).
Is Product Group correct? (Dump truck)
Is Machine Model correct? (ex. 930E)
Is Type correct? (ex. -2)
Is Variation Code correct? (ex. SE)
Is Serial Number correct?
Is Engine Model - Type correct?
Is Engine Serial Number correct?
Is Time Zone correct?
Is Date correct?
Is Time correct?
Is DST (daylight saving time) correct?
Is correct GCC code selected for location?
Verify Setting Data is Correct.
Set PLM time ± 2 minutes of VHMS time.
Start Time (set to 0)
Interval (set to 1)

D14-6 VHMS - Forms 01/06 D14003

 VHMS INITIALIZATION CHECK LIST (Continued)
(Page 2 of 2)

FOR: 730E, 830E, 930E & 960E DUMP TRUCKS

Item
No. To be checked when
11. With engine running, perform quick
PM with manual snapshot switch.
12. Key switch OFF
VHMS DATA DOWNLOAD
1. Download data to laptop PC
2. Download Data Check
3. Send download data to Komatsu
Result
Check Item Yes No
While recording data, the white LED should be
illuminated, indicating snapshot is in recording
stage.
Red LED turns off?
What time did download start (use wrist watch)?
Select all files, and is download complete?
Is download start time correct?
Settings correct?
SMR correct?
Manual snapshot recorded and no data missing?
Manual snapshot data recorded in fault history,
key switch ON/OFF and engine on/off records are
saved in machine history file?
Send download data to KAC Service Systems
Support at
ServicePrograms@komatsuNA.com

D14003 01/06 VHMS - Forms D14-7

 VHMS INITIALIZATION FORM
NOTE: This form is available in electronic “fill-in” format, which is preferred. If an electronic form is needed, send
request to ServicePrograms@KomatsuNA.com. After filling out the form, save the file using the Model Type,
Serial Number and “VHMS Initialization” in the file name. (Example: 930E-3SE-A30300-VHMS Initialization.pdf),
1. E-mail the completed form to the Service Systems Support Team at ServicePrograms@KomatsuNA.com.
2. Attach the VHMS download files and a copy of the completed Machine-Specific VHMS Initilization Check
List. The E-mail subject line should include the Model-Type, Serial Number, and “VHMS Initialization”.
(Example: Subject: 930E-3SE-A30300-VHMS Initialization)
The completed forms can also be faxed to: (847) 522-8005.

Customer Information
Company Name
Site Name
Customer Employee Contact
Mailing Address
Phone Number
Fax Number
E-mail
Distributor Information
Distributor Name
Distributor Service System Support Administrator Name and E-mail
Distributor Branch
Distributor Branch Employee Contact and E-mail
Distributor 4 + 2 Code
Machine Information
Machine Model - Type
Machine Serial Number
Customer Unit Number
Engine Serial Number
Transmission / Alternator Serial Number
VHMS Controller Part Number
VHMS Controller Serial Number
Orbcomm Controller Part Number
Orbcomm Controller Serial Number
Setting Tool Information
Setting Date (MM:DD:YYYY)
Setting Time (HH:MM:SS)
GMT (Time Zone)
Daylight Savings Time (DST) (Yes/No)
Service Meter Reading (SMR)
GCC code (Orbcomm satellite)
Orbcomm Activation Date
Reason for Form Submittal (Check One)
Factory Installed VHMS Initialization
Retrofitted VHMS Initialization
VHMS Controller Replacement
Major Component (Engine/Transmission Replacement)
Customer or Distributor Change
Setting Tool Information Change

D14-8 VHMS - Forms 01/06 D14003

 SECTION E

ELECTRIC PROPULSION SYSTEM

INDEX

ELECTRIC PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1

AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1

NOTE: Propulsion system electrical schematics are located in Section “R” of this manual.

E01012 Index E1-1

 DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOL-
LOWED.
Before attempting repairs or working near propulsion system components, the following precau-
tions and truck shutdown procedure must be followed:
•DO NOT step on or use any power cable as a handhold when the engine is running.
•NEVER open any electrical cabinet covers or touch the Retarding Grid elements. Additional
procedures are required before it is safe to do so. Refer to “Truck Shutdown Procedures”,
this Section, for additional propulsion system safety checks to be performed by a technician
trained to service the system.
•ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
•IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should
inspect the truck and verify the propulsion system does not have dangerous voltage levels
present before repairs are started.
•THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE INI-
TIATED. It requires approximately 5 minutes after the truck is shut down before the Link Volt-
age has dissipated.
•AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR
AND ITS CIRCUITS TO DE-ENERGIZE. Do not attempt to perform Auxiliary Blower Motor or
Blower electrical circuit repairs until the Red warning lights on the Blower Control Panel have
turned off and it has been verified the system is de-energized.
•BEFORE WELDING ON THE TRUCK; Disconnect all electrical harnesses and the ground wire
from the Engine Control System (ECS - MTU engine). If equipped with DDEC or Komatsu
engine, disconnect ECM harnesses. In the PSC and TCI enclosures, pull cards forward far
enough to disconnect the card connector from the backplane connector. Disconnect the bat-
tery charging alternator lead wire and open the battery disconnect switches. The welding
ground electrode should be attached as close as possible to the area to be welded. NEVER
weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers. Avoid
laying welding cables across or near truck wiring harnesses or power cables; voltages can be
induced in adjacent cables, damaging electrical components.

E1-2 Index E01012

 SECTION E2
ELECTRICAL PROPULSION SYSTEM COMPONENTS
INDEX

ELECTRICAL PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3

GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3

SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5

Propulsion System Controller (PSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5

Truck Control Interface (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6

Diagnostic Information Display (DID) Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7

DID Panel Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7

PSC SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26

Input Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26

State Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26

DC Link State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-29

Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30

ALTERNATOR FIELD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30

Desired Three-Phase Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30

Desired DC Link Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30

Self-Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31

Propel Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31

Retard Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31

Wheel Slide Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32

Resistor Grid Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32

Chopper Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32

E02020 10/06 Electrical Propulsion System Components E2-1

 EVENT DETECTION AND PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32

Power-On Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32

Initiated Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33

Periodic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33

EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33

EVENT LOGGING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33

Event History Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34

Data Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34

To Record and Save a Data Pack to a Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34

Event Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35

SERIAL DATA COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35

PSC - TCI Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35

PSC - PTU Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35

Inverter Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36

OUTPUT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36

ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36

Fast Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36

Engine Shutdown/Engine Not Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36

Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37

PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS . . . . . . . . . . . . . . . . E2-38

ELECTRONIC ACCELERATOR AND RETARD PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46

E2-2 Electrical Propulsion System Components 10/06 E02020

 ELECTRICAL PROPULSION SYSTEM COMPONENTS
The following information provides a brief description
of system operation and major components of the AC
propulsion system. Refer to the appropriate GE
publication for detailed information and theory of
operation.
A list of commonly used propulsion system
component abbreviations is listed in Table V at the
end of this Section. Figures 2-3 through 2-11
illustrate the physical location of these components
where applicable.
GENERAL SYSTEM DESCRIPTION
The AC drive system consists of the following major
components:
• Alternator (coupled to a diesel engine)
• In-line Cooling Blower
• Gate Drive Power Converters
• Rectifier Diode Modules
• AC Power Inverters
• AC Induction Traction Motors
The alternator supplies three phase AC power for the
gate driver power converters and rectifier diode
modules. The rectifier diode modules convert the AC
power to DC power, then supply that DC power to
two AC power inverters via the DC link. Each AC
power inverter inverts the rectified DC voltage,
delivering variable voltage, variable frequency power
to each of the AC induction traction motors.
NOTE: Refer to Figure 2-1 for the following
description.
The two AC induction traction motors, each with its
own inverter, are connected in parallel across the
rectified output of the alternator. The inverters
change the rectified voltage back to AC by turning on
and off (chopping) the applied DC voltage.
The output AC voltage and frequency are controlled
to produce optimum slip and efficiency in the traction
motors. At low speeds, the rectified alternator output
(DC link or DC bus) voltage is chopped with patterns
called pulse width modulation (PWM) inverter
operation. At higher speeds, the DC link voltage is
applied to the traction motors using square wave
inverter operation. The voltage of the DC link is
dependent upon the Propulsion System Controller
(PSC) and engine RPM during propulsion. The DC
link voltage will vary between 600 and 1600 volts.
E02020 10/06 Electrical Propulsion System Components
The alternator field is supplied from a tertiary winding
on the alternator and is controlled by a silicon
controlled rectifier (SCR) bridge. A starting boost
circuit initially energizes the alternator from the truck
batteries until the flux builds up enough to sustain
excitation.
Cooling air for the alternator, control cabinet and
traction motors is supplied by a dual in-line fan
assembly mounted on the rear of the alternator. This
blower provides cooling air to the traction motors,
propulsion inverters, dynamic retarding choppers,
and control system.
A resistor grid package is used to dissipate power
from the traction motors (operating as generators)
when in dynamic retarding mode. The total retard
power produced by the traction motors is controlled
by the two motor inverters. The amount of retard
power dissipated by the grid package is controlled by
an IGBT chopper circuit and stage-controlled
contactors.
The PSC, which is mounted in the main control
cabinet, determines the optimum engine operating
speeds based on what the operator requests,
propulsion system requirements, and efficient fuel
usage. Interfaces between the PSC and the truck
brake system allow the PSC to provide proper
retarding, braking and wheel slide control.
The PSC interfaces with the Truck Control Interface
(TCI), which is mounted in the same card rack as the
PSC. System status and control signals are
transmitted and received between these two
components to access real time data and event
information that is stored in the PSC. This data is
displayed on the Diagnostic Information Display
(DID) panel located in the cab behind the operator's
seat.
E2-3
 FIGURE 2-1. PROPULSION SYSTEM DIAGRAM

E2-4 Electrical Propulsion System Components 10/06 E02020

SYSTEM COMPONENTS
The ICP (Integrated Control Panel) consists of three The PSC contains the following internal, removable
major components: the PSC (Propulsion System printed circuit boards and two fiber optic boards:
Controller), the TCI (Truck Control Interface) and the
System CPU Card: Provides serial
TMC (Traction Motor Controller). communications and control functions, RS232
communications to PTU, and microprocessor
Propulsion System Controller (PSC)
controls for internal panel circuits.
The PSC is the main controller for the AC drive Digital I/O Card: Receives digital inputs and
system. The ICP panel receives input signals from feedback information from various propulsion
speed sensors mounted on the alternator and and control system components. Digital outputs
traction motors, voltage and current feedback signals drive propulsion system contactors, relays and
from various control devices, and status/command provide equipment enable commands.
inputs from the TCI. Using these inputs, the PSC
System Analog I/O Card: Receives engine,
controls the two inverters, retarding circuits, relays, voltage and current signals for the main
contactors, and other external devices to provide the alternator, link voltage and current, retard pedal
following functions: input, and retard lever input. Controls retard
effort, engine speed request, and AFSE firing
• Propulsion and wheel slip control
pulses.
• Retarding and wheel slide control
Inverter 1 & 2 CPU and I/O Cards (2 ea.):
• Engine speed control Receives motor speed signals, link voltage,
phase voltages, and phase currents for
• Event detection
microprocessor control for inverters 1 and 2.
• Initialization of the necessary operating Controls IGBT phase modules through the fiber
restrictions, including the shut down of the truck if optic assembly. Phase module status is returned
a serious system fault (event) is detected. If the via a separate fiber optic assembly.
fault is not serious, an indicator lamp alerting the Fiber Optic Assembly: Provides electrical
operator to the problem will illuminate. All event isolation for control and feedback signals for
data is recorded for future review by
phase modules and chopper modules.
maintenance personnel.
• Log event data
• Store statistical data of the history of various
component and system function operations.
• Communicate with the TCI to exchange
propulsion system status and control data (event
data, statistical data, etc.) and to receive required
truck systems status data.
• Communicate with the TCI to exchange
propulsion Portable Test Unit (PTU) data
(propulsion real time, history, diagnostic, and
parameter data such as software code, etc.)
• Drive the operator cab status and warning lamps.

E02020 10/06 Electrical Propulsion System Components E2-5

Truck Control Interface (TCI) The TCI contains the following internal, removable
printed circuit boards:
The TCI is the main interface between the truck
systems/devices and service personnel. This panel is CPU Card: Provides high speed communications
used in conjunction with the DID panel. to PSC and RS232 serial communication with the
PTU.
The TCI panel provides the following functions:
Analog I/O Card: Provides RS232 serial
• Communicates with the PSC to exchange communications with the DID and an optional
propulsion control system status and control data Modular Mining Dispatch System. Receives
and to provide the PSC with truck systems status signals for front wheel speed, motor cooling and
data. barometric air pressures, accelerator, retard
• Communicates with the DID panel to exchange speed setting, payload, ambient and hydraulic oil
PSC and/or TCI diagnostic and parameter data. temperature, and engine cranking voltage.
Outputs drive the cab mounted temperature
• Communicates with a PTU to exchange TCI gauges.
data.
Digital I/O Card: Receives operator control,
• Communicates with a Modular Mining Dispatch engine and body-up signals. Provides engine
System to exchange truck status data. start controls and drives the cab mounted
indicator/warning lamps.
• Monitors engine control system, payload
information, ambient and propulsion system
temperature, operator control inputs, etc.
• Controls the engine start sequence.
• Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls
the parking brake solenoid.
• Processes the front wheel speed signals for the
PSC and speedometer.

E2-6 Electrical Propulsion System Components 10/06 E02020

Diagnostic Information Display (DID) Panel DID Panel Event Codes
The DID panel (Figure 2-2) is located in the cab The tables on the following pages list the possible
behind the operator’s seat. The display provides event codes which may be displayed on the DID
service personnel with a means of communicating panel when accessed. Table 1 describes restrictions
with the TCI. to operation of the propulsion and retarding systems
when a fault occurs for a particular code listed in
Tables 2, 3 and 4.
The panel has two display lines. Each line is 40
Event codes numbered 000 through 099 are
characters long. The top line is the “message” line
applicable to the PSC and are listed in Table 2.
and is used by the TCI to inform service personnel of
Codes numbered 100 through 199 are applicable to
the truck systems and components status.
Inverter 1, and codes numbered 200 through 299 are
applicable to Inverter 2. These are listed in Table 3.
Codes numbered 600 through 699 are applicable to
The bottom display line provides information in
the TCI and are listed in Table 4. The codes listed in
addition to the top line or relates to the keypad,
the Tables are applicable to Release 21 software.
displaying possible selection options and display
functions. The keypad, located below the display
lines, is used by service personnel to direct the
activity of the TCI.
Table 1: Event Restrictions
RESTRICTION DEFINITION
The display provides service and status information
No Power NO RETARD (red) light illuminates.
on the various truck systems and the propulsion No retarding allowed.
system by displaying system status information or No propulsion allowed.
fault codes, as well as a description of the system No power on the link.
status or a problem on the top display line.
Information on the second display line may change to No Propel NO PROPEL (red) light illuminates.
No propulsion allowed.
indicate which functions are available by pressing
Retarding allowed.
keys [F1] through [F5]. Link power allowed.
Speed Limit PROPEL SYSTEM
The DID panel can also be used to perform the self- CAUTION<170> (amber) light
illuminates.
load test.
Propel, retard and DC link power
still allowed.
Speed limited to 10 MPH (16 KPH).
INV1 Disable Prohibits system from enabling
inverter #1 drive signal.
INV2 Disable Prohibits system from enabling
inverter #2 drive signal.
Engine Speed/ Raises engine speed to account for
RP1 a possible stuck RP contactor.
Closes RP1.
SYS Event No restrictions. Event is for
information purposes only.

FIGURE 2-2. DIAGNOSTIC INFORMATION

DISPLAY

E02020 10/06 Electrical Propulsion System Components E2-7

 Table 2: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

000 NO FAULT None Displayed when all faults have been reset
002 GROUND FAULT No power A ground fault has been detected:
For voltage < 1000 V, detection threshold is 166 mA
For voltage >= 1000 V, detection threshold ramps from
166 mA at 1000 V down to approximately 70 mA at
approximately 1500 V.
003 FAILED DIODE No power Failed diode(s) in main rectifier
004 GFCO OPEN and not in REST None GF Cutout Switch is open with the system not in REST.
005 DRIVE SYSTEM OVERTEMP
:01 auxiliary phase control
:02 auxiliary inverter
:03 afse
:04 alternator
:05 left stator
:06 left rotor
:07 right stator
No Propel Temperature exceeds a limit for a sufficient time.
:08 right rotor
:09 chopper IGBT
:10 chopper diode
:11 left IGBT module
:12 left diode
:13 right IGBT module
:14 right diode
:15 rectifier diode
006 BOTH INVERTERS COMMUNICATION FAILED No power Lost communication with both inverters
008 DC LINK OVERVOLTAGE No power DC link voltage exceeds limit for a sufficient time.
:01 not in retard Occurs while not in retard, exceeds propel voltage limit
:02 in retard Occurs while in retard, exceeds retard voltage limit
:03 instantaneous Occurs instantaneously in propel or retard, exceeds link
voltage limit
009 ALT FIELD OVERCURRENT Alternator field current exceeds limit.
:01 normal No power Exceeds current limit over time
:02 instantaneous Exceeds current limit with no persistence
:03 persistent With persistence due to low engine speed
011 RETARD LEVER BAD
:01 voltage too high None Incorrect input from retard lever
:02 voltage too low
012 RETARD PEDAL BAD
:01 voltage too high None Incorrect input from retard pedal
:02 voltage too low
013 LINKV TEST FAILED No power Incorrect link volts

E2-8 Electrical Propulsion System Components 10/06 E02020

 Table 2: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

014 ANALOG SENSOR FAULT

:01 alt field amps
:02 link amps
:03 load box amps
:04 3 phase alt volts
:05 alt field volts
:10 PSC link volts
:11 inv1 link volts Speed limit Incorrect input from a sensor
:12 inv2 link volts
:13 A2D ground
:14 A2D gain
:15 fault current
:16 ATOC
:21 grid blower 1 amps
:22 grid blower 2 amps
015 ANALOG SENSOR FAULT (restrictive) Speed limit
Incorrect input from a sensor
:02 link amps
016 PSC CPU CARD (FB147) Problem has occurred in the system CPU card.
:01 task_1
:02 task_2
:03 task_3
:04 task_4 Failed to initialize
:05 task_5 No power
:06 task_6
:07 maintenance task
:09 flash CRC Flash CRC computation did not match expected value.
:10 BRAM CRC CRC on BRAM does not match expected value.
:11 excess timeouts On power up, excessive timeouts occurred.
:12 invalid pointers (data pack corrupted) On power up, the status of data in BBRAM is invalid.
017 DIGITAL I/O CARD FAULT (FB104) No power System CPU cannot communicate with digital I/O card.
018 ANALOG I/O CARD FAULT (FB173) System CPU cannot communicate with analog I/O card.
:01 analog card no response No power Card missing
:02 analog card timeout Read timeout
019 RIDING RETARD PEDAL SYS Event Brake pedal applied while truck speed is >5 mph
020 LO SPEED HI TORQUE TIMEOUT No propel Torque limit exceeded

E02020 10/06 Electrical Propulsion System Components E2-9

 Table 2: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

021 TCI COMM. FAULT PSC received no serial data from TCI over period of time.
:01 Message missing
:02 Bad tick
:03 Bad CRC No propel
:04 Overflow
:05 Bad start
:06 Bad stop
022 PERSISTENT TCI COMM FAULT No serial data received from TCI and truck is stopped for
No power
10 seconds.
023 TERTIARY OVERCURRENT Current in alternator field tertiary winding exceeds limit
No propel
over time.
024 PSC CONFIG FILE INCORRECT Incorrect or missing PSC configuration file
:01 no file No configuration file selected
:02 bad CRC No power
:03 wrong version Wrong configuration file version
:04 overspeeds incorrect Incorrect overspeed values
025 AUX INVERTER FAULT Auxiliary blower system fault
:01 not ok or no speed feedback Auxiliary speed feedback indicates no or incorrect blower
No power
speed.
:02 numerous shutdowns Auxiliary OK goes low twice when speed command is
greater than running speed.
026 CAPACITOR OVERPRESSURE No power Excessive filter cap pressure
:01 INV1 No power INV1 capacitor
:02 INV2 No power INV2 capacitor
027 PSC PANEL CONNECTOR A panel connector B, C, or D is not properly connected.
:01 CNFB
No power
:02 CNI/CNX (3500 HP, 150 TON)
:03 Aux blower connector
030 GF CONTACTOR Speed limit GF command/feedback don't agree.
031 BATTERY BOOST CIRCUIT
:01 GFR failed to open GFR command/ feedback don't agree.
Speed limit
:02 GFR failed to close
:03 SCR3 failed
032 RP CONTACTOR
:01 RP1 Speed limit & engine
RP command/ feedback don't agree.
:02 RP2 speed/RP

:03 RP3
033 RETARD CIRCUIT Speed limit & engine
speed/RP
035 ESS INPUT Speed limit Engine speed sensor is out of range.

E2-10 Electrical Propulsion System Components 10/06 E02020

 Table 2: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

036 GY19 GRID BLOWER FAILURE

:01 blower 1 stall
:02 blower 2 stall
No power A grid blower has failed.
:03 blower 1 open
:04 blower 2 open
:05 blower 1 & 2 delta too large
037 COMPUTER POWER SUPPLY
:01 VOLTS 5 POS +5V power supply is out of limits.
:02 VOLTS 15 POS +15V power supply is out of limits.
Speed limit
:03 VOLTS 15 NEG -15V power supply is out of limits.
040 VOLTS 24 POS +24V power supply is out of limits.
041 VOLTS 24 NEG -24V power supply is out of limits.
042 DIRECTION SELECTED IN LOAD BOX MODE Selector switch moved to FORWARD or REVERSE
No propel
during self load.
043 DRIVE SYSTEM BATTERY LOW Speed limit Battery volts are below limit.
044 DRIVE SYSTEM BATTERY HIGH None Battery volts are above limit.
045 CHOPPER OPEN CIRCUIT Open circuit in a chopper
:01 chopper 1 Speed limit Open circuit in chopper 1
:02 chopper 2 Open circuit in chopper 2
046 RETARD SHORT CIRCUIT Failure during chopper self test. Link voltage decayed too
Speed limit & engine
quickly when AFSE command set low, prior to starting
speed
test.
047 ENGINE STALL No power An engine stall condition has occurred.
048 SHORTED DC LINK No power DC link short detected at startup.
051 TACH LEFT REAR Input from M1 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
INV1 disable released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
052 TACH RIGHT REAR Input from M2 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
INV2 disable released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
053 TACH LEFT FRONT Input from left front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
SYS Event released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
054 TACH RIGHT FRONT Input from right front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
SYS Event released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.

E02020 10/06 Electrical Propulsion System Components E2-11

 Table 2: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

055 FRONT WHEEL TACHS SYS Event

056 INVERTER SW VERSION Incorrect version of Inverter Software is installed.
:01 Inverter # 1 SYS Event
:02 Inverter # 2
061 MOTOR OVERSPEED SYS Event Truck is over the motor overspeed limit.
063 ENGINE LOAD SIGNAL
:01 below minimum Engine load out of range.
:02 above maximum
SYS Event
:03 PWM signal failed low.
:04 PWM signal failed high.
:05 PWM signal failed incorrect period.
065 TEMP INPUT RANGE CHECK An analog input is outside the design range of valid
values.
:01 aux pc temp sensor Auxiliary phase controller temperature sensor
:02 aux inv temp sensor Auxiliary inverter temperature sensor
:03 afse temp sensor AFSE temperature sensor
:04 alternator temp
:05 left stator temp
:06 left rotor temp
:07 right stator temp Speed limit
:08 right rotor temp
:09 chopper IGBT temp
Temperature is out of range.
:10 chopper diode temp
:11 left IGBT module temp
:12 left diode temp
:13 right IGBT module temp
:14 right diode temp
:15 rectifier diode temp
070 LINK CAPACITANCE LEVEL LOW SYS Event Link capacitance level is low, but OK.
071 LINK CAPACITANCE LEVEL TOO LOW Speed Limit Link capacitance level is too low.
072 GROUND FAULT CIRCUIT Speed Limit Ground fault detection circuit
074 INV1 COMM FAILED
:01 No communication Inverter #1 INV1 Disable
:02 Inverter #1 customer option bit
075 INV2 COMM FAILED
:01 No communication Inverter #2 INV2 Disable
:02 Inverter #2 customer option bit

E2-12 Electrical Propulsion System Components 10/06 E02020

 Table 2: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

076 FB173 CARD FB173 card failure

:01 speed FPGA DL
:02 speed FPGA run
:03 ALT FPGA DL
:04 Microcontroller
:05 slow task No power
:06 med task
:07 fast task
:08 FD task
:09 Alternator 3 phase volts bad
:10 alt FPGA timeout
077 INVERTER FAILED VI TEST No power Inverter failed during test.
078 Inverter Background Communication Failure A failure in the inverter background communication was
Sys Event
detected.
084 CONTROL POWER SWITCH OFF SYS Event Control power switch is turned off while truck is moving.
085 AUX COOLING A fault has occurred in the auxiliary blower operation.
:02 aux rpmfb input Rpm of Aux Blower out of range.
SYS Event
:03 aux rpm feedback Rpm feedback does not match rpm command.
:04 abnormal shutdown A fault occurred during shutdown
087 HP LOW SYS Event Horsepower adjust is at negative limit for 30 seconds.
088 HP LIMIT SYS Event Horsepower limit exceeded while in propulsion.
089 ENGINE SPEED DOES NOT MATCH
COMMAND Engine speed feedback does not match commanded
SYS Event
speed.
:02 RPM does not match command
091 INVERTER 1 CUTOUT SYS Event
092 INVERTER 2 CUTOUT SYS Event
094 ILLEGAL LIMP REQUEST SYS Event A “limp mode” request is received while truck is moving.
095 BAD BRAM BATTERY SYS Event BRAM battery voltage is low.
096 UNEXPECTED PSC CPU RESET SYS Event PSC CPU reset without request.
098 DATA STORE SYS Event PTU data store command

E02020 10/06 Electrical Propulsion System Components E2-13

 Table 3: DID PANEL FAULT CODES
(Codes Received from Inverter 1 & 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

100/200 INVERTER CPU CARD (FB172)

:23 pat fail out 100 Pattern had bad A, B, C output 100%.
:29 no extvi TIC Extrapolation interrupt not running
:30 no vector TIC Vector interrupt not running
:31 no I TIC TIC I TIC interrupt not running
:32 NMI occurred Non-maskable interrupt occurred.
:34 no background TIC Background not running
INV1 (INV2) off
:35 PGA not programmed PGA could not be programmed.
:38 PGA init failed PGA initialization failed.
:39 PGA DP failed PGA D/P did not initialize.
:40 par not found Parameter not found
:41 multiple par Parameter multiply defined
:48 no cam TIC Cam ISR not running
:49 no peak samp TIC Peak sample ISR not running
101/201 INVERTER CPU CARD (NR)
:01 Aup cmd not off Phase A up command not off
:02 Adn cmd not off Phase A down command not off
:03 Bup cmd not off Phase B up command not off
:04 Bdn cmd not off Phase B down command not off
:05 Cup cmd not off Phase C up command not off
:06 Cdn cmd not off Phase C down command not off
:07 Aup cmd not on Phase A up command not on
INV1 (INV2) off
:08 Adn cmd not on Phase A down command not on
:09 Bup cmd not on Phase B up command not on
:10 Bdn cmd not on Phase B down command not on
:11 Cup cmd not on Phase C up command not on
:12 Cdn cmd not on Phase C down command not on
:13 no chopper TIC1 Chopper 1 interrupt not running
:14 no chopper TIC2 Chopper 2 interrupt not running
:16 inv CPU reset Inverter CPU was reset.

E2-14 Electrical Propulsion System Components 10/06 E02020

 Table 3: DID PANEL FAULT CODES
(Codes Received from Inverter 1 & 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

102/202 INV I/O CARD (FB172)

:05 gnd not ok Logic ground not OK
:08 no IO card Could not access I/O card
:09 eoc not working A/D conversion did not work.
:10 DB no brake DB on too long while not braking
:11 ptf A signal Phase A overcurrent signal too long
INV1 (INV2) off
:12 ptf B signal Phase B overcurrent signal too long
:13 ptf C signal Phase C overcurrent signal too long
:14 IC zero not ok Current IC not zero at start up
:15 IC not ok C phase current too high
:16 ptl not ok Protective turn off circuit not OK
:17 cur measure not ok Phase A and B currents do not match.
103/203 INV I/O CARD (NR)
:01 chop 1 cmd not off Chopper 1 command not off
:02 chop 2 cmd not off Chopper 2 command not off
:03 chop 1 cmd not on Chopper 1 command not on
:04 chop 2 cmd not on Chopper 2 command not on
:05 volt scale A flt Scale A volts out of range 70%, 100%
:06 volt scale B flt Scale B volts out of range 70%, 100%
:07 link V scale flt Link V scale out of range 70%, 100%
:08 current scale A flt Scale A current out of range 70%, 100%
:09 current scale B flt Scale B current out of range 70%, 100%
:10 input V scale fit Input V scale out of range 70%, 100%
:11 V test VCO high High frequency on VCO Vtest channel
None
:12 V test VCO low Low frequency on VCO Vtest channel
:13 IA VCO hi High frequency on IA channel
:14 IB VCO hi High frequency on IB channel
:15 link V VCO hi High frequency on VCO link filter V channel
:16 infilV VCO hi High frequency on VCO in filter V channel
:17 IA too high IA current too positive
:18 IA too low IA current too negative
:19 IB too high IB current too positive
:20 IB too low IB current too negative
:21 link V too hi Link voltage too positive
:22 infilV too hi Input filter voltage too positive
:23 DB chop VCO hi High frequency on VCO DB chopper channel

E02020 10/06 Electrical Propulsion System Components E2-15

 Table 3: DID PANEL FAULT CODES
(Codes Received from Inverter 1 & 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

103/203 INV I/O CARD (NR)

:24 DB chopV too hi DB chopper voltage too positive
:25 VA VCO hi High frequency on VCO VA channel
:26 VB VCO hi High frequency on VCO VB channel
:27 VC VCO hi None High frequency on VCO VC channel
:28 VA volts too hi VA voltage too positive
:29 VB volts too hi VB voltage too positive
:30 volt scale C flt Scale C volts out of range 70%, 120%
:31 VC volts too hi VC voltage too positive
104/204 FIBER OPTIC CARD
:01 fo ps low Fiber optic power supply monitor
INV1 (INV2) off
:02 fo card disable Fiber optic card disabled
:03 fo card enable Fiber optic card enabled and no dir
105/205 POWER SUPPLY CARD
:01 P5V not ok +5 volt not in tolerance
:02 P15V not ok +15 volt not in tolerance
INV1 (INV2) off
:03 N15V not ok -15 volt not in tolerance
:06 P24V not ok +24 volt not in tolerance
:07 N24V not ok -24 volt not in tolerance
106/206 DC WIRING
:01 DC pwr conn open INV1 (INV2) off DC power connection is open.
:02 link V phase V mismatch Link and phase voltage are mismatched.
107/207 GDPS FAILURE
:01 gate dr ps off SYS Event No power to gate drive power supply or it failed
:02 gate dr ps off S No power to gate drive power supply or it failed with
INV1 (INV2) off enable/DC volts
:03 multiple IGBT not off S Multiple IGBTs not off with enable/DC volts
109/209 LINK VOLTS SENSOR
INV1 (INV2) off
:01 linkV sensor flt Link voltage sensor failed
111/211 INPUT VOLTS SENSOR
INV1 (INV2) off
:01 Vfil not ok Filter voltage outside limits

E2-16 Electrical Propulsion System Components 10/06 E02020

 Table 3: DID PANEL FAULT CODES
(Codes Received from Inverter 1 & 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

113/213 INVERTER, GENERAL

:01 Aup cur hi Phase A current out too high
:02 Adn cur hi Phase A current in too high
:03 Bup cur hi Phase B current out too high
:04 Bdn cur hi Phase B current in too high
:05 Cup cur hi Phase C current out too high
:06 Cdn cur hi Phase B current in too high
:07 Aup cur lo Phase A current out too low
:08 Adn cur lo Phase A current in too low
:09 Bup cur lo Phase B current out too low
:10 Bdn cur lo Phase B current in too low
:11 Cup cur lo Phase C current out too low
:12 Cdn cur lo Phase C current in too low
:13 A zero cur hi Phase A current out not zero
:15 B zero cur hi Phase B current out not zero
:17 A volt hi Adn Phase A volt too high while phase A down on
:18 A volt lo Aup Phase A volt too low while phase A up on
:19 A volt hi Bdn Phase A volt too high while phase B down on
:20 A volt lo Bup Phase A volt too low while phase B up on
:21 A volt hi Cdn Phase A volt too high while phase C down on
:22 A volt lo Cup INV1 (INV2) off Phase A volt too low while phase C up on
:23 B volt hi Adn Phase B volt too high while phase A down on
:24 B volt lo Aup Phase B volt too low while phase A up on
:25 B volt hi Bdn Phase B volt too high while phase B down on
:26 B volt lo Bup Phase B volt too low while phase B up on
:27 B volt hi Cdn Phase B volt too high while phase C down on
:28 B volt lo Cup Phase B volt too low while phase C up on
:29 C volt hi Adn Phase C volt too high while phase A down on
:30 C volt lo Aup Phase C volt too low while phase A up on
:31 C volt hi Bdn Phase C volt too high while phase B down on
:32 C volt lo Bup Phase C volt too low while phase B up on
:33 C volt hi Cdn Phase C volt too high while phase C down on
:34 C volt lo Cup Phase C volt too low while phase C up on
:35 Aup fault cur Phase A fault current when phase A up on
:36 Adn fault cur Phase A fault current when phase A down on
:37 Bup fault cur Phase B fault current when phase B up on
:38 Bdn fault cur Phase B fault current when phase B down on
:39 Cup fault cur Phase C fault current when phase C up on
:40 Cdn fault cur Phase C fault current when phase C down on
:48 A volt hi off Phase A voltage high with all IGBTs off
:49 A volt lo off Phase A voltage low with all IGBTs off

E02020 10/06 Electrical Propulsion System Components E2-17

 Table 3: DID PANEL FAULT CODES
(Codes Received from Inverter 1 & 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

113/213 INVERTER, GENERAL

:50 B volt hi off Phase B voltage high with all IGBTs off
:51 B volt lo off Phase B voltage high with all IGBTs off
:52 C volt hi off Phase C voltage high with all IGBTs off
:53 C volt lo off Phase C voltage high with all IGBTs off
:54 phase short pos Possible phase to DC+ short
:55 phase short neg Possible phase to DC- short
:60 linkV too hi PTL Link volts above PTL
:70 Aph neg I low Phase A negative current low (unbalance)
:71 Bph neg I low Phase B negative current low (unbalance)
:72 Cph neg I low INV1 (INV2) off Phase C negative current low (unbalance)
:73 Aph neg I hi Phase A negative current high (unbalance)
:74 Bph neg I hi Phase B negative current high (unbalance)
:75 Cph neg I hi Phase C negative current high (unbalance)
:76 Aph pos I low Phase A positive current low (unbalance)
:77 Bph pos I low Phase B positive current low (unbalance)
:78 Cph pos I low Phase C positive current low (unbalance)
:79 Aph pos I hi Phase A positive current high (unbalance)
:80 Bph pos I hi Phase B positive current high (unbalance)
:81 Cph pos I hi Phase C positive current high (unbalance)
:82 no current w run No current while running
114/214 INVERTER, GENERAL (NR)
:22 IA VCO lo Low frequency on IA channel
:24 IB VCO lo Low frequency on IB channel
:26 linkV VCO lo Low frequency on VCO link filter V channel
:28 infilV VCO lo Low frequency on VCO in filter V channel
:38 LinkV too lo Link voltage too negative
:40 infilV too lo Input filter voltage too positive
:46 DB chop VCO lo None Low frequency on VCO DB chopper channel
:48 DB chopV too lo DB chopper voltage too negative
:50 VA VCO lo Low frequency on VCO VA channel
:52 VB VCO lo Low frequency on VCO VB channel
:54 VC VCO lo Low frequency on VCO VC channel
:56 VA volts too lo VA voltage too negative
:58 VB volts too lo VB voltage too negative
:61 VC volts too lo VC voltage too negative

E2-18 Electrical Propulsion System Components 10/06 E02020

 Table 3: DID PANEL FAULT CODES
(Codes Received from Inverter 1 & 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

119/219 INVERTER, PHASE A-

:01 alarm AN Phase A negative IGBT did not turn off.
:02 Adn fb not off Phase A down feedback is not off.
:03 phase A modl neg Phase A negative module failed.
:04 hold AN INV1 (INV2) off Phase A positive and negative IGBTs are on (negative
turn on).
:05 Adn fb not on Phase A down feedback is not on.
:06 Adn IGBT not on Phase A negative IGBT did not turn on.
:07 IGBT_PS_AN IGBT protective shutoff
120/220 INVERTER, PHASE A- (NR)
:02 Adn temp short Phase A down thermistor short
:03 Adn temp open Phase A down thermistor open
None
:04 Adn temp warm Phase A down thermistor warm
:05 Adn temp hot Phase A down thermistor hot
:06 Adn fb not off S Phase A down not off with enable/DC volts
121/221 INVERTER, PHASE A CURR
:01 I sensor ph A Phase A current sensor failed.
:02 IA zero not ok Current IA not zero at startup
INV1 (INV2) off
:03 IA not ok Phase A current too high
:04 I snsr ph A open Phase A current sensor open
:05 I snsr ph A short Phase A current sensor short
123/223 INVERTER, PHASE A VOLTS
:01 V sensor phase A INV1 (INV2) off Phase A voltage sensor failed.
:02 VA not ok Phase A voltage too high
125/225 INVERTER, PHASE B+/B-
:01 alarm B Phase B IGBT did not turn off
:02 PTF B INV1 (INV2) off Overcurrent on phase B
:03 IGBT_SAT_BP IGBT saturated
:04 IGBT_SAT_BP IGBT saturated
126/226 INVERTER, PHASE B+
:01 alarm BP Phase B IGBT did not turn off.
:02 Bup fb not off Phase B up feedback is not off.
:03 phase B modl pos Phase B positive module failed.
INV1 (INV2) off
:04 hold BP Phase B positive and negative IGBTs are on (positive
turn on).
:05 Bup fb not on Phase B feedback is not on.
:06 Bup IGBT not on Phase B positive IGBT did not turn on.

E02020 10/06 Electrical Propulsion System Components E2-19

 Table 3: DID PANEL FAULT CODES
(Codes Received from Inverter 1 & 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

127/227 INVERTER, PHASE B+

:02 Bup temp short Phase B up thermistor short
:03 Bup temp open Phase B up thermistor open
None
:04 Bup temp warm Phase B up thermistor warm
:05 Bup temp hot Phase B up thermistor hot
:06 Bup fb not off S Phase B up not off with enable/DC volts
128/228 INVERTER, PHASE B-
:01 alarm BN Phase B negative IGBT did not turn off.
:02 Bdn fb not off Phase B down feedback is not off.
:03 phase B modl neg Phase B negative module failed.
:04 hold BN INV1 (INV2) off Phase B positive and negative IGBTs are on (negative
turn on).
:05 Bdn fb not on Phase B down feedback is not on.
:06 Bdn IGBT not on Phase B negative IGBT did not turn on.
:07 IGBT_PS_BN IGBT protective shutoff
129/229 INVERTER, PHASE B- (NR)
:02 Bdn temp short Phase B down thermistor short
:03 Bdn temp open Phase B down thermistor open
None
:04 Bdn temp warm Phase B down thermistor warm
:05 Bdn temp hot Phase B down thermistor hot
:06 Bdn fb not off S Phase B down not off with enable/DC volts
130/230 INVERTER, PHASE B CURR
:01 I sensor ph B Phase B current sensor failed.
:02 IB zero not ok Current IB not zero at startup
INV1 (INV2) off
:03 IB not ok Phase B current too high
:04 I snsr ph B open Phase B current sensor open
:05 I sensr ph B short Phase B current sensor short
132/232 INVERTER, PHASE B VOLTS
:01 V sensor phase B INV1 (INV2) off Phase B voltage sensor failed.
:02 VB not ok Phase B voltage too high
134/234 INVERTER, PHASE C+/C-
:01 alarm C Phase C IGBT did not turn off.
:02 PTF C INV1 (INV2) off Overcurrent on phase C
:04 IGBT_SAT_CP IGBT saturated
:05 IGBT_SAT_CN IGBT saturated

E2-20 Electrical Propulsion System Components 10/06 E02020

 Table 3: DID PANEL FAULT CODES
(Codes Received from Inverter 1 & 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

135/235 INVERTER, PHASE C+/C-

:01 alarm CP Phase C positive IGBT did not turn off.
:02 Cup fb not off Phase C up feedback is not off.
:03 phase C modl pos Phase C positive module failed.
:04 hold CP INV1 (INV2) off Phase C positive and negative IGBTs are on (positive
turn on).
:05 Cup fb not on Phase C up feedback is not on.
:06 Cup IGBT not on Phase C positive IGBT did not turn on.
:07 IGBT_PS_CP IGBT protective shutoff
136/236 INVERTER, PHASE C+
:02 Cup temp short Phase C up thermistor short
:03 Cup temp open Phase C up thermistor open
None
:04 Cup temp warm Phase C up thermistor warm
:05 Cup temp hot Phase C up thermistor hot
:06 Cup fb not off S Phase C up not off with enable/DC volts
137/237 INVERTER, PHASE C-
:01 alarm CN Phase C negative IGBT did not turn off.
:02 Cdn fb not off Phase C down feedback is not off.
:03 phase C modl neg Phase C negative module failed.
:04 hold CN INV1 (INV2) off Phase C positive and negative IGBTs are on (negative
turn on).
:05 Cdn fb not on Phase C down feedback is not on.
:06 Cdn IGBT not on Phase C negative IGBT did not turn on.
:07 IGBT_PS_CN IGBT protective shutoff
138/238 INVERTER, PHASE C- (NR)
:02 Cdn temp short Phase C down thermistor short
:03 Cdn temp open Phase C down thermistor open
None
:04 Cdn temp warm Phase C down thermistor warm
:05 Cdn temp hot Phase C down thermistor hot
:06 Cdn fb not off S Phase C down not off with enable/DC volts
141/241 INVERTER, PHASE C VOLTS
:01 V sensor phase C INV1 (INV2) off Phase C voltage sensor failed.
:02 VC not ok Phase C voltage too high
143/243 INVERTER, TACH 1 (NR)
:01 tach1 rate hi Tach 1 high rate of change
INV1 (INV2) off
:02 tach1 no input Tach 1 no frequency input
:03 TACH_INTERMIT
144/244 INVERTER, TACH 1 (NR)
None
:01 tach1 one channel Tach 1 single channel operation
145/245 INVERTER, TACH 2
:01 tach2 high rate None Tach 2 high rate of change
:02 tach2 no input Tach 2 no frequency input

E02020 10/06 Electrical Propulsion System Components E2-21

 Table 3: DID PANEL FAULT CODES
(Codes Received from Inverter 1 & 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

146/246 INVERTER, TACH 2 (NR)

None
:01 tach2 one channel Tach 2 single channel operation
148/248 INVERTER, CHOPPER 1 (NR)
:01 chop1 fb not off Chopper 1 feedback is not off.
:02 chop1 fb not on Chopper 1 feedback is not on.
:03 chopA temp short ChopA thermistor short
None
:04 chopA temp open ChopA thermistor open
:05 chopA temp warm ChopA thermistor warm
:06 chopA temp hot ChopA thermistor hot
:07 DB1 fb not off S Chopper 1 not off with DC volts
150/250 INVERTER, CHOPPER 2 (NR)
:01 chop2 fb not off Chopper 2 feedback is not off.
:02 chop2 fb not on Chopper 2 feedback is not on.
:03 chop B temp short Chop B thermistor short
None
:04 chop B temp open Chop B thermistor open
:05 chop B temp warm Chop B thermistor warm
:06 chop B temp hot Chop B thermistor hot
:07 DB2 fb not off S Chopper 2 not off with DC volts
151/251 MISCELLANEOUS
INV1 (INV2) off
:01 tach differential Too much speed difference
153/253 INVERTER, MOTOR
:01 motor open Motor connection open
INV1 (INV2) off
:02 motor short Motor connection short
154/254 INVERTER MOTOR FAULTS (NR)
:01 rotor temp hi None Motor rotor temperature is high.
:02 stator temp hi Motor stator temperature is high.
155/255 INVERTER, SECOND LOAD
None
:01 second load open Second load connection open
175/275 INV 1 GENERIC EVENT None Inverter shutdown with no event code
176/276 INV 1 GENERIC EVENT INV1 (INV2) off

E2-22 Electrical Propulsion System Components 10/06 E02020

 Table 4: DID PANEL FAULT CODES
(Codes Received from TCI)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

601 TCI FB144 CPU CARD

:01 10ms task failed to init
:02 20ms task failed to init
:03 50ms task failed to init TCI CPU card problem
:04 100ms task failed to init
:05 200ms task failed to init
No propel
:06 flt manager task
:07 flash CRC
Flash CRC computation did not match expected value.
:09 main task failed to init
:10 excess timeouts Upon power-up, excessive bus timeouts occurred.
:11 BBRAM bad
:12 BBRAM CRC CRC on BBRAM did not match expected value.
602 FB104 DIGITAL I/O CARD FAULT No propel Internal TCI self-test detected a digital I/O card problem.
603 FB160 ANALOG I/O CARD FAULT Internal TCI self-test detected an analog I/O card
No propel
problem.
604 PSC FAULT
:01 missing message
:02 bad tick
:03 bad CRC Speed limit Lost RS422 communication with PSC.
:04 FIFO overflow
:05 bad start bit
:06 bad stop bit
Lost RS422 communication with auxiliary blower
605 AUX BLOWER COMM. FAULT None controller while auxiliary blower is in failure mode and
DC link is not energized.
607 POSITIVE 5 VOLTS Speed limit +5V power supply out of limits
608 POSITIVE 15 VOLTS Speed limit +15V power supply out of limits
609 NEGATIVE 15 VOLTS Speed limit -15V power supply out of limits
610 POT REFERENCE Speed limit Pot reference (10.8V) out of limits
611 FREQUENCY INPUT Front wheel speed input out of range
:01 left front wheel speed None Left front wheel sensor out of range
:02 right front wheel speed Right front wheel sensor out of range
613 ANALOG INPUT
:01 A2D gnd Speed limit Signal is outside the design range of valid values.
:02 A2D gainchk
614 BATTERY SEPARATE CONTACTOR
FAILURE Signal is outside the design range of valid values.
:01 Battery Separate Failure SYS Event
:02 crank batt > cntrl batt
Voltage difference greater than 3V
:03 cntrl batt > crank batt
616 DIRECTION MISMATCH Simultaneous FORWARD and REVERSE commands
No propel
were received.

E02020 10/06 Electrical Propulsion System Components E2-23

 Table 4: DID PANEL FAULT CODES
(Codes Received from TCI)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

617 ENGINE START REQUEST DENIED

:01 engine warn while cranking Engine warning occurs after engine crank command is
SYS Event given.
:02 engine kill while cranking Engine kill input occurs while engine crank command is
active.
619 ENGINE WARNING RECEIVED Engine controller sends caution signal, rpm above low
No propel
idle.
620 ENGINE KILL WHILE VEHICLE MOVING Engine shutdown switch is activated while truck is
No propel
moving.
622 PARK BRAKE FAULT Error in parking brake operation has occurred.
:01 command/response failure Park brake command and feedback don't agree.
No propel
:02 set above maximum speed Parking brake set feedback is received while truck is
moving.
623 HYDRAULIC BRAKE FLUID Hydraulic brake oil temperature has exceeded the limit.
:01 tank
:02 left front outlet
SYS Event
:03 right front outlet
:04 left rear outlet
:05 right rear outlet
624 BODY UP AND PAYLOAD INDICATION Full payload and body up signal are received at the
Speed Limit
same time.
625 Extended Battery Reconnect Time Excessive time since battery separate and battery
None
reconnection
628 CONNECTED BATTERY VOLTS One of the connected batteries' volts are incorrect with
engine speed above low idle.
:01 control battery low Control battery voltage below minimum limit (20)
SYS Event
:02 control battery high Control battery voltage above maximum limit (32)
:03 crank battery low Cranking battery voltage below minimum limit (20)
:04 crank battery high Cranking battery voltage above maximum limit (32)
629 BAROMETRIC PRESSURE SIGNAL Barometric pressure signal is outside operational limits.
:01 low SYS Event Voltage is below minimum operational limit.
:02 high Voltage is above maximum operational limit.
630 MOTOR BLOWER PRESSURE Motor inlet and outlet pressure signal is outside
operational limits.
:01 no cooling air No voltage signal feedback
Speed Limit
:02 low voltage Voltage feedback is below minimum operational limit.
:03 high voltage Voltage is above maximum operational limit.
:04 sensor reversed
631 AMBIENT TEMPERATURE Ambient temperature signal is outside operational limits.
SYS Event
:02 high Voltage is above maximum operational limit.
632 TCI CONFIGURATION DATA No propel Problem with TCI configuration file
:01 no file loaded No propel No configuration file is loaded.
:02 bad CRC No propel
:03 version incorrect No propel Wrong version of file is loaded.

E2-24 Electrical Propulsion System Components 10/06 E02020

 Table 4: DID PANEL FAULT CODES
(Codes Received from TCI)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

633 BBRAM CORRUPTED SYS Event Battery backed RAM has failed.
634 TRUCK OVERLOADED - RESTRICTIVE NO PROPEL The over-payload signal is on, operation restricted.
635 TRUCK OVERLOADED - NON-RESTRICTIVE SYS Event The over-payload signal is on, propulsion allowed.
636 AUX INVERTER An auxiliary blower control failure has occurred.
:01 buss volts low Low DC bus was detected during powerup.
:02 buss volts high High DC bus was detected during powerup.
:03 overcurrent Overcurrent condition was detected during operation.
:04 battery loss Loss of blower control battery voltage has occurred.
:05 high dc buss when running High DC bus voltage was detected during operation.
:06 high dc buss after pc powerup High DC bus voltage was detected after phase controller
powerup.
:07 Low dc buss after pc powerup Low DC bus voltage was detected after phase controller
SYS Event
powerup.
:08 high dc buss when running High DC bus voltage was detected during operation.
:09 overcurrent after pc powerup, current overload Overcurrent condition was detected after phase
controller power up.
:10 current overload Sustained current overload exists.
:11 low dc buss overcurrent Overcurrent due to low DC bus voltage
:12 low dc buss current overload Sustained current overload due to low DC bus voltage
:13 gate drive trip IGBT protection circuit detected an overload.
:14 no input voltage Zero input voltage was detected.
638 ENGINE CRANKING TIMEOUT SYS Event Engine is cranking longer than allowed.
639 ENGINE START REQUEST WHILE RUNNING Engine start request signal occured while engine RPM
SYS Event
greater than 600 RPM, and longer than 3 seconds.
640 ACCEL PEDAL TOO HIGH No Propel Accelerator pedal voltage is high.
641 ACCEL PEDAL TOO LOW SYS Event Accelerator pedal voltage is low.
696 UNEXPECTED TCI CPU RESET SYS Event TCI CPU reset without request.
698 DATA STORE SYS Event A data snapshot has been manually initiated.

E02020 10/06 Electrical Propulsion System Components E2-25

PSC SOFTWARE FUNCTIONS
The operation of the AC drive system is regulated by
a software program which resides in the propulsion
system control panel's memory. The software
program also contains instructions to test and fault
isolate the system.
This section describes the PSC software program
and its functions without regard to hardware.
Input Processing
This function reads in all external inputs for use by
the PSC. The input processing function performs any
signal conditioning that is required and computes the
required derived inputs.
State Machine
As part of the total software package, a particular
group of regulatory software commands is included
called a “state machine”. The state machine controls
the various functions of truck operation.
The software implements the state machine by
keeping track of which state the truck is in and which
state the truck is allowed to move into if the operator
requests a different mode of operation. Each
software state is defined as follows:
Startup/Shutdown State: The purpose of this state
is to ensure the system is in a desired known state
upon startup or shutdown. This is an unpowered
state.
NOTE: “Powered” and “unpowered” refer to the state
of the DC link. 600 volts or more equals “powered”,
50 volts or less equals “unpowered”.
E2-26 Electrical Propulsion System Components
Test State: The purpose of this state is to provide an
environment for the verification of system
functionality. The test state will support a variety of
activities, including:
• Waiting for the engine to start (if needed).
• Automatic testing on initial system startup or
following rest state.
• Application of power to the DC link.
• Externally initiated testing to clear a fault, set
temporary variables, or for maintenance
purposes.
NOTE: The test state may be either powered or
unpowered at a given point in time, depending on
which activities are being performed.
Ready State: This is the default powered state. The
system will be in this state whenever the engine and
control system are ready to provide power, but none
is requested.
Ready state is also the state where the DC link is
discharged in preparation for shutdown, rest, or in
reaction to certain event conditions. Therefore, the
ready state should not be considered strictly a
powered state (as are propel and retard).
Rest State: The purpose of this state is to conserve
fuel while the truck idles for an extended period of
time. The rest state also provides an environment
where maintenance personnel can control the engine
without causing power to be applied to the DC link.
The rest state is an unpowered state.
Propel State: The purpose of this state is to provide
the power system configuration and overall
environment for engine-powered propulsion. This is a
powered state. The system will not be allowed to
maintain the propel state without sufficient power on
the DC link.
Retard State: This state provides the power system
configuration and overall environment for retard
functions, where energy from vehicle movement is
dissipated in the retarding grid resistors in an effort to
slow the truck. The retard state is a powered state.
10/06 E02020
Transitions between states under normal operational
conditions (no failures, etc.) are described as follows:
Transition to Startup/Shutdown State
(for Startup): The system will transition to the
Startup/Shutdown state for the purpose of “startup”
whenever execution control is initially transferred to
the application program (after application of power,
system reset, etc).
Transition to Startup/Shutdown State
(for Shutdown): The system will transition to the
Startup/Shutdown state for the purpose of
“shutdown” from the Test, Rest, Ready, or Startup/
Shutdown (if previously entered for the purpose of
startup) state if all of the following conditions are true:
• System power is removed, or the control power
switch or key switch is turned off.
• The truck is not moving.
• There is essentially no voltage on the DC link.
• Any testing in progress is complete.
NOTE: Testing in progress does not have to be
successful, but for the purpose of ensuring an orderly
shutdown it must be complete before the current
state is exited.
Transition from Startup/Shutdown State to Test
State: This transition will occur automatically once
initialization is complete (functions performed while in
Startup/Shutdown state for the purpose of startup
have been completed).
Transition from Test State to Ready State: This
transition will occur upon completion of any required
testing if the TCI Rest state request is not active and
there is sufficient voltage on the DC link.
E02020 10/06 Electrical Propulsion System Components
Transition to Rest State: This transition will occur
automatically from the Test or Ready state if a
request for Rest state is received from the TCI and all
of the following conditions are true:
• Any testing in progress is complete.
• The system temperatures are cool enough to
allow the Rest state (function of IGBT phase
module, chopper module, and motor
temperatures).
• The AFSE panel is disconnected and there is
essentially no voltage on the DC link.
• The truck is not moving.
Transition from Ready State to Test State: This
transition will occur if the truck is not moving and a
request for testing is received.
Transition from Ready State to Propel State: This
transition will occur if all of the following conditions
are true:
• The accel pedal is pressed.
• A direction has been chosen (the truck is either in
FORWARD or REVERSE).
• There is sufficient voltage on the DC link.
• At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retard is not
allowed.
c. Truck speed is less than the motor
overspeed limit.
d. The TCI accel inhibit is not active.
E2-27
Transition from Ready State to Retard State: This
transition will occur if truck speed is such that retard
is allowed and at least one of the following conditions
exists:
• Truck speed is greater than or equal to motor
overspeed limit. Overspeed will not be engaged
such that it prevents the truck from propelling at
40 mph (64 kph).
• The retard pedal or lever is pressed such that a
significant amount of retarding effort is
requested.
• All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed,
or the truck is accelerating such that the
truck speed will soon exceed the set retard
speed if no action is taken.
c. The accel pedal is not pressed and/or the
truck is configured such that accelerator
pedal signal does not override retard speed
control.
Transition from Rest State to Test State: This
transition will occur upon release of the TCI rest
request.
NOTE: A transition directly from Rest state to Ready
state is not allowed because the system is essentially
off and should be brought back on-line and checked
out before Ready state is entered.
Transition from Propel State to Ready State: This
transition will occur if all of the following conditions
exist:
• The accelerator pedal is not pressed.
• The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
• Truck speed is less than the motor overspeed
limit.
• At least one of the following conditions is true:
a. Retard speed control is not selected.
b. Truck speed is below the set retard speed,
and acceleration is such that no retard effort
is (currently) required to maintain this
condition.
E2-28 Electrical Propulsion System Components
Transition from Propel State to Retard State: This
transition will occur if at least one of the following
conditions exists:
• Truck speed is such that retard is allowed, and
the retard pedal or lever is pressed such that a
significant amount of retarding effort is
requested.
• Truck speed exceeds the motor speed limit.
Overspeed will not be engaged such that it
prevents the truck from propelling at 40 mph (64
kph).
• All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed,
or the truck is accelerating such that the
truck speed will soon exceed the set retard
speed if no action is taken.
c. The truck is configured such that accelerator
pedal signal does not override the retard
speed control.
Transition from Retard State to Ready State: This
transition will occur if all of the following conditions
exist:
• Overspeed is not active.
• At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retarding is not
allowed.
• At least one of the following conditions is true:
a. Retard speed control is not selected.
b. Truck speed is low enough such that retard
speed control is not active.
c. The accelerator pedal is pressed, and the
truck is configured such that the accelerator
pedal overrides the retard speed control.
This allows the configuration constant to
determine if pressing on the accelerator
pedal kicks the truck out of retard, even if the
retard speed control is still active.
• The retard torque control logic exit sequence is
complete.
10/06 E02020
DC Link State De-Powering the DC Link: The PSC software will
attempt to de-power the DC link (command the
Power is provided to the inverters and motors via the
system configuration defined below) if the system is
DC link. The DC link has two associated states:
in Test or Ready state and any of the following
powered and unpowered. The following defines the
conditions are true:
conditions necessary to establish each state, as well
as the transitional conditions between the two states: • Event restrictions prohibit power on the DC link.
• The system is preparing to transition to Startup/
Shutdown state for the purpose of shutdown (all
Powering the DC Link: The PSC software will the non-link-related conditions for Startup/
attempt to power the DC link (command the system Shutdown state have been satisfied).
configuration defined below) if all of the following
• The system is preparing to transition to Rest
conditions are true:
state (all the non-link-related conditions for Rest
• Event restrictions do not prohibit power on the state have been satisfied).
DC link.
• The engine is being shut down.
• The system is in Test state and any initiated
testing is complete.
To accomplish this, the PSC software will establish
• The engine is running.
the necessary system configuration as follows:
• The gate drive power converters have been
enabled. 1. Alternator field reference isset to zero.
2. AFSE is disabled.
• Neither inverter is requesting that a low voltage
test be run. 3. GF is open and GFR is dropped out.
4. Chopper turn-on voltage is set below 600 volts.
5. RP2 is closed.
In attempting to power the DC link, the PSC software
will establish the necessary system configuration as
follows:
1. GF is closed and GFR is picked up.
2. AFSE is enabled.
3. Alternator field reference is commanded so that
the desired DC link voltage or three-phase
voltage is maintained.
4. RP contactors open.
5. Chopper turn-on voltage is set above 600 volts.
NOTE: Before the AFSE is allowed to output firing
pulses, the RP contactors will be commanded to
open and the GF contactor will be verified to be
closed. The AFSE will not output firing pulses if it is
disabled, if GFR is dropped out, or if the alternator
reference signal is 0.

E02020 10/06 Electrical Propulsion System Components E2-29

Engine Control
This software function generates the engine speed
command. The engine electronic fuel control is
responsible for maintaining that speed.
The desired engine speed is determined according to
the system state:
Propel State: The engine speed is commanded
such that the engine supplies only as much
horsepower as is required to achieve the desired
torque.
All Other States: The engine speed is a direct
function of the accelerator pedal. Additional
constraints on the engine speed command are as
follows:
• If the truck is in NEUTRAL, the commanded
engine speed at full scale accelerator pedal will
be the engine's high idle. If the truck is not in
NEUTRAL, the maximum commanded engine
speed will be the engine's rated horsepower rpm.
This allows faster hoisting of the truck bed, if
desired.
• During retard state the engine speed command
will not be increased to support the DC link when
retard is being ramped out at low truck speeds.
However, engine speed may be increased if
needed to support the DC link during normal
retard when wheel slides are occurring.
The following constraints are applied to generating
the engine speed command during all operating
states:
• The engine speed command will always be
greater or equal to the minimum idle signal. The
TCI can request that the engine speed command
be increased by setting minimum idle.
• The engine speed command will be increased if
more alternator cooling is needed.
E2-30 Electrical Propulsion System Components
ALTERNATOR FIELD CONTROL
The alternator is controlled by controlling the
alternator field reference sent to the AFSE panel.
The desired alternator output voltage is dependent
on the system state. The PSC will command an
alternator field reference such that the desired DC
link voltage or three-phase voltage is maintained.
Desired Three-Phase Voltage
During all powered states, the three-phase line-to-
line voltage will not be allowed to drop below 444
volts. This is the minimum voltage needed to supply
the gate drive power converters.
During all powered states except retard, the DC link
voltage will represent the rectified three-phase
voltage. In this case, as long as the DC link voltage is
above 600 volts, the three-phase voltage will be
adequate.
During retard, the DC link voltage is not necessarily
related to the three-phase voltage since the motors
will be powering the DC link and reverse biasing the
rectification diodes. In this case, the control ensures
that the minimum three-phase voltage is maintained.
Desired DC Link Voltage
The desired link voltage is controlled by the
alternator during all powered states except retard.
The desired voltage is based on:
1. During propel, the desired DC link voltage will
be adjusted based on motor speed and
horsepower commanded to the inverters.
2. During retard, the DC link voltage may rise
above the rectified three-phase voltage. When
this occurs, the DC link voltage is controlled by
the retard torque command, grid resistor
command and chopper start. If conditions occur
which prevent the motors from producing power
to support the resistor grids, the alternator may
be required to supply some power. In this case,
the alternator field control will maintain at least
600 volts on the DC link.
3. During all powered states, the DC link voltage
will not be allowed to drop below 600 volts.
4. While the DC link is being powered up, the
voltage will be controlled to the levels
necessary to support the inverter self-tests.
10/06 E02020
Self-Load
During self-load, the alternator provides power to the
resistor grids. The rectifying diodes will be forward
biased, and DC link voltage will be controlled by the
alternator. The alternator field control will be based
on the following:
• The DC link voltage will not be allowed to drop
below 600 volts.
• One mode of self-load will require the alternator
output to be controlled to maintain a set desired
horsepower dissipation in the resistor grids.
• Another mode of self-load will require the
alternator output to be controlled to maintain a
set desired link voltage between 600 and 1500
volts.
Propel Torque Control
This software function commands the appropriate
motor torque to the inverters during propel. The
torque command is primarily a function of the accel
pedal position and is limited by the physical
constraints of the system.
Each wheel torque is computed independently
because the wheels may be operating at different
speeds. Each torque command is adjusted to
account for the following constraints:
• Speed Override
The propulsion system will attempt to limit truck
speed to the design envelope of the wheel
motors. The torque command will be modulated
as the truck speed approaches the motor
overspeed limit so that this limit is not exceeded
if possible. Note, however, that steady state
operation is kept as close to the overspeed limit
as possible without exceeding it.
• Motor Torque Limits
The torque command will be constrained to the
operating envelope of the inverters and the
traction motors. The maximum torque that can
be commanded is dependent on motor speed
and DC link voltage.
• Gear Stress
The torque commanded will not exceed that
which will produce excess gear stress.
• Horsepower Available
The horsepower available will be estimated
from the engine speed. Parasitic loads are
taken into account. The torque will be limited so
that the engine does not overload.
E02020 10/06 Electrical Propulsion System Components
• Jerk Limit
The torque command will be slew-rate limited to
prevent jerking motion.
• Wheel Spin
In the event that the inverters detect a wheel
spin condition and reduce torque in the slipping
wheel, the motor torque in the other wheel may
be increased within the above constraints such
that as much of the total desired torque as
possible is maintained.
Retard Torque Control
The retard system converts braking torque from the
wheel motors to energy dissipated in the resistor
grid. The requested retard torque is based on the
following three sources:
• Retard Foot Pedal or Lever
The maximum short time retard torque (at any
speed, hence the constant torque level) will be
scaled (linearly) by the retard foot pedal input
(RPINHI) to produce the foot pedal retard
torque call.
• Overspeed
While overspeed is active, the full available
retard torque will be requested.
• Retard Speed Control
While RSC is active, the RSC retard torque call
will be adjusted to control truck speed to the
RSC set point. Retard speed control will not
request any retard torque if RSC is not active.
The maximum torque call from the above three
sources will be selected as the retard torque call.
Retard torque limits are as follows:
• The retard torque call will be limited to the
maximum torque level based on speed.
• The retard torque call will be limited to the
maximum torque level available within the
thermal constraints of the motors.
• The retard torque call will be limited as needed to
prevent overvoltage on the DC link.
• While in retard, the minimum retard torque call
will provide enough power to support at least one
grid with 600 volts on the DC link. Retard will be
dropped if the torque call falls below this value.
• At low speed, the available retard torque will be
ramped to zero.
E2-31
Wheel Slide Control
The inverters prevent wheel slide by limiting torque to
maintain wheel speeds above preset limits. These
preset limits are a function of truck speed and the
allowable creep; additional compensation will be
applied to provide for differences between wheel
speeds during turns.
Resistor Grid Control
The first resistor grid (RG1) will always be engaged
when retard is active since the grid blower motors
are wired across it.
The second fixed resistor grids (controlled by RP2)
will be engaged as needed to dissipate the energy
produced in retard state.
Chopper Voltage Control
Chopper turn-on voltage will be set to give the
motors as much of the retard envelope as possible
(i.e., keep the voltage as close to the maximum value
as possible) and to keep the DC link voltage at or
below the maximum link voltage value.
EVENT DETECTION AND PROCESSING
The PSC contains very powerful troubleshooting
software. The PSC software constantly monitors the
AC drive system for any abnormalities (events).
Automatic self-tests are performed periodically on
various parts of the system to ensure its integrity.
Additionally, there are some elaborate tests which
may be run by an electrician with the use of DID
screens. Predictive analysis is used in some areas to
report potential problems before they occur.
The troubleshooting system is composed of two
parts:
• The PSC for detection, event logging, data
storage and fault light indications.
• The TCI (or a PTU) for retrieval of stored event
information, real time vehicle status,
troubleshooting, etc.
The event detection function of the software is
responsible for verifying the integrity of the PSC
hardware and the systems to which the PSC
interfaces by detecting an “event” (abnormal
condition). The events fall into three detection
categories:
E2-32 Electrical Propulsion System Components
Power-On Tests
Three power-on tests are executed once every time
power is applied to the PSC. They are as follows:
• CPU Card Checks - Upon power-up, the PSC will
confirm the integrity of its CPU card hardware
before transferring execution control to the
application program residing in its FLASH
memory.
• Battery-Backed RAM (BBRAM) Test/Adjustable
Parameter Initialization - A battery-backed RAM
(BBRAM) check will be performed to check for
BBRAM data integrity. If the check fails, all TCI/
PTU-adjustable parameters will be initialized to
their default values.
• Inverter Powerup Tests - The purpose of these
tests is to verify that each inverter sub-system is
functional:
1. Enabling Inverter Powerup Tests - The power-
up tests for a given inverter will be enabled if all
of the following conditions are true:
a. The system is in Test state for the purpose of
power-up.
b. The associated gate drive power converter
has been enabled.
c. The engine is running.
d. Battery voltage is at least 25 VDC.
e. The inverter is requesting that the low
voltage and/or high voltage powerup tests be
performed.
f. The inverter has not been physically cut out
of the system.
g. Active event restrictions do not preclude
powering the DC link or running the inverter.
2. Low Voltage Test - A given inverter will
automatically perform its low voltage test if
needed once inverter powerup testing is
enabled per the above requirements. The PSC
will declare the test failed and log an event if the
test does not successfully complete within an
expected time period.
3. High Voltage Test - If the low voltage testing
defined above is successful for a given inverter,
the inverter will automatically perform its high
voltage test if needed once there is sufficient
power on the DC link. The PSC will declare the
test failed and log an event if the test does not
successfully complete within an expected time
after the DC link is sufficiently powered.
10/06 E02020
 • DC Link Capacitance Test - This test will run
once every 24 hours when conditions allow,
normally after a VI-test during the normal power-
up sequence. This test can also be run from the
DID panel to aid in troubleshooting. During test
execution, engine speed is set to 1500 rpm and
the DC link is charged to 120 VDC. The engine is
then returned to idle while the DC link is allowed
to discharge to 100 VDC. Total link capacitance
is then calculated using the time it took to
discharge.
If capacitance is getting low, but is still OK, event
70 is logged. If capacitance is below the
minimum allowable level, event 71 is logged and
the truck is restricted to 10 MPH. If the test is not
able to be completed after numerous attempts,
event 72 is logged, indicating a problem in the
truck's ground detection circuit, and truck speed
is limited to 10 mph.
Initiated Tests
These tests are performed when requested by
maintenance personnel. The truck must be in the
Test state for these tests to run.
• Maintenance Tests - The purpose of these tests
is to facilitate verification of system installation
and wiring, particularly the “digital” interfaces
(relays, contactors, etc).
• Self-Load Test - Self-load testing is a means by
which the truck’s diesel engine can be checked
for rated horsepower output.
Periodic Tests
These automatic tests are run continuously during
the operation of the truck to verify certain equipment.
E02020 10/06 Electrical Propulsion System Components
EVENT RESTRICTIONS
The PSC software will not override an event
restriction as long as the “limp home” mode is not
active. Transitions to restricted states will not be
allowed. If the system is in a state which becomes
restricted, it will transition down to the highest
unrestricted state. The order of the states, from
lowest to highest, is Startup/Shutdown, Rest, Test,
Ready, Retard, Propel.
Transitions to the Test state or lower states in
reaction to event restrictions will not be allowed until
the truck is not moving. The “limp home” mode is a
state which is entered when the truck has suffered a
failure and is not able to continue normal operation,
but is still capable of getting back to the maintenance
area, or at least out of the way of other trucks.
Event Restrictions associated with a given event are
listed in Table 1 earlier in this section.
EVENT LOGGING AND STORAGE
This software function is responsible for the
recording of event information. There are two basic
levels of event storage: event history buffer and data
packs. The event history buffer provides a minimum
set of information for a large number of events, while
data packs provide extensive information for a limited
number of events.
The following requirements apply to both data packs
and the event history buffer:
• Fault information is maintained until overwritten;
it is not cleared out following a reset. This allows
the user to examine data associated with events
that have been reset, as long as there have not
been so many new events as to necessitate
reuse of the storage space.
• If a given event is active (logged and not reset),
logging of duplicate events (same event and sub-
ID numbers) will not be allowed. If the event is
reset and subsequently reoccurs, it may be
logged again. Likewise, if an event reoccurs with
a different sub-ID from the original occurrence,
the event may be logged again.
E2-33
Event History Buffer All logic control variables are saved in battery backed
RAM, in case a fault occurs and battery power is
Event history buffer is defined as a collection of event
cycled before the data pack is filled with data (the
history records. A buffer contains 300 entries filled
software allows for proper recovery and then
with event numbers occurring in chronological order.
continues to fill the data pack). Maintenance
Also included in this buffer will be all the input and
personnel, by way of the DID (or PTU), can assign
output values, time the event occurred, reset time,
the data pack to hold only certain event numbers (for
state information, etc, for each event. This buffer is
the case where it is desired to collect data on a
filled continuously and overwritten (if necessary).
particular fault).
Limits (accept-limit) are placed on the amount of
However, in the default case, faults will be stored as
space which a given event code may consume. This
they come until all data packs are frozen (holding
prevents a frequently occurring event from using the
fault data). When all data packs are frozen, the data
memory space at the expense of a less frequent
pack with the fault that was RESET first (either
event. This data may be cleared (after downloading
automatically or by the DID/PTU), if any, will be
for troubleshooting) at each maintenance interval.
unfrozen and will start storing new data in case a
Data Packs new fault occurs.

A data pack is defined as an extended collection of
information relevant to a given event.
NOTE: The concepts of lockout, soft reset, and
accept limit do not apply to data packs.
Thirty (30) data packs are stored with each
containing 100 frames of real time snapshot data.
Snapshot data is defined as a collection of key data
parameter values for a single point in time). The
purpose of each data pack is to show a little “movie”
of what happened before and after a fault.
The time interval between snapshots is default to 50
ms, but each data pack may be programmed via the
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10
ms). The “TIME 0:00 frame #” at which the fault is
logged is default to frame #60, but each data pack is
programmable from 1 to 100.
In the above default cases, data is stored for 3
seconds (2.95 second actual) before the fault and 2
seconds after the fault.
A data pack status structure is assigned to each data
pack plus any programmable settings. This status
structure is used by the TCI (or PTU) to check for
available data (event number, id, and status, should
be set to zero if data pack is not frozen), as well as
for control of the data packs.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames,
organized in a circular queue, with new real time
snapshot data. When a fault occurs, the frame
number at which the event occurred is used as a
reference to mark the end of the data pack, and data
is collected until the data pack is full. Only when the
data pack is full will the event number, id and status
be updated in the status structure.
To Record and Save a Data Pack to a Disk
PSC:
1. With the PTU serial cable attached to the PSC
port, type c:\ACNMENU and press {enter}.
2. Select “PTU TCI and PSC” and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to “Special Operation” and press {enter}.
6. Cursor to “Event Data Menu” and press {enter}.
7. Cursor to “View Data Packs” and press {enter}.
8. Type FLTR number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to “Record Screen” and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS “C:>”
prompt.
13. Insert a blank disk in the appropriate drive.
14. Type the following command: copy c:\geoh-
vac\ptuaccur\f2data\filename
NOTE: Insert the name assigned to the file in Step 11
in place of “filename" in the command in Step 14.
15. Press {enter} to copy the file to the disk.

E2-34 Electrical Propulsion System Components 10/06 E02020

TCI:
1. With the PTU serial cable attached to the TCI
port, type c:\ACNMENU and press {enter}.
2. Select “PTU TCI and PSC and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to “Special Operation” and press {enter}.
6. Cursor to “Event Data Menu” and press {enter}.
7. Cursor to “View Data Packs” and press {enter}.
8. Type PK number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to “Record Screen” and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS “C:>”
prompt.
13. Insert a blank disk in the appropriate drive.
14. Type the following command: copy c:\geoh-
vac\ptuaccur\f2data\filename
NOTE: Insert the name assigned to the file in Step 11
in place of “filename" in the command in Step 14.
15. Press {enter} to copy the file to the disk.
Event Reset
There are two basic types of event resets: soft and
hard. The difference between the soft and hard reset
is that a soft reset only affects events that have not
been locked out and a hard reset affects events
regardless of lockout status.
Events will be reset:
• On power-up - A soft reset will be issued against
all events at power-up.
• By DID commands - The TCI can issue both hard
and soft resets.
• By PTU commands - The PTU can issue both
hard and soft resets.
E02020 10/06 Electrical Propulsion System Components
SERIAL DATA COMMUNICATIONS
The PSC system CPU card uses serial data busses
to communicate with the TCI, the PTU, and the two
inverter CPU cards.
PSC - TCI Communications Processing
This software function performs the processing
necessary for the PSC to communicate with the TCI.
The communication is comprised of periodic data
and non-periodic data.
Periodic data is a predefined set of data which is
used for transferring real time control information
from the PSC to the TCI and from the TCI to the PSC
at a fixed rate.
The non-periodic messages are used to transfer all
background data. Background data consists of DID
commands, remote monitor data, and download
code.
Packets containing periodic data will be
asynchronously (not initiated) transmitted from the
PSC to the TCI and from the TCI to the PSC every
200 ms. The TCI initiates the transfer of non-periodic
data.
The TCI and the PSC are interfaced using the
General Electric Asynchronous Communications
Protocol (ACP). ACP provides two general types of
messages: acknowledged and unacknowledged. The
acknowledged messages are used to transmit the
background data. The unacknowledged messages
are used to transmit the periodic data.
PSC - PTU Communications Processing
This software function performs the processing
necessary for the PSC to communicate through an
RS-232 serial link to the Portable Test Unit (PTU).
E2-35
Inverter Communications Processing
This software function performs the processing
necessary for the PSC system CPU card to
communicate with both inverter CPU cards. The
communication is through a high-speed serial link
that is operated in a polled fashion with the system
CPU card initiating communications to an inverter
CPU card.
Every message transmitted across the serial link
may contain two separate sections of information:
periodic data and acknowledged data. The periodic
data format is fixed and is used for transferring
control information from the system CPU card to the
inverter CPU card and vise versa. The
acknowledged data format is used to transfer all
background data. When large amounts of
background data are to be transferred via the
acknowledged data format, the originating CPU card
will break the data down into smaller pieces and
transmit each piece individually. All acknowledged
data flows are initiated from the system CPU card
with the inverter CPU card providing a response.
The system CPU card has one high-speed channel
available for communications to the inverter CPU
cards. This channel transfers periodic data across
the serial link every 5 ms. This means that the
periodic data to each inverter CPU card is updated
every 10 ms. Each inverter responds to the data
when the ID code in the periodic data matches the ID
code of the specific inverter CPU card. The ID code
is hard-wired in the card's backplane wiring.
OUTPUT PROCESSING
This software function processes all external outputs
from the PSC. Refer to the G.E. publication System
Description for a listing of the PSC outputs.
E2-36 Electrical Propulsion System Components
ABNORMAL CONDITIONS/OVERRIDING
FUNCTIONS
Software functions given up to this point have
assumed that the truck is operating under typical
circumstances. The following information defines
system operation under abnormal or exceptional
circumstances. In the event of conflict between these
functions and those given for normal operation, the
following functions will take precedence.
Fast Start
A fast start software function is provided to address
the case where the PSC is reset unexpectedly
(power supply glitch, for example) while the system is
running. Its purpose will be to regain control of the
truck as quickly as possible.
Engine Shutdown/Engine Not Running
The engine must be running to enable the gate
drives and to maintain power on the DC link.
Typically, the PSC will be given advanced warning
that the engine is about to be shut off. However, if the
engine stalls or stops because of a mechanical
malfunction, the system will most likely have no
advance warning.
The system reaction to an engine not running
condition will be the same as an event carrying a “no
power” restriction except that no event will be
recorded and no external reset to clear the condition
will be required. The “no power” restriction will be
automatically lifted as soon as the engine starts
running.
If the system is given warning of an impending
engine shutdown, the existing torque commands will
be command to zero over a “long” ramp time (2 to 10
seconds). If no warning is given and the engine stops
running, the existing torque commands will be
command to zero over a “short” ramp time (0.1 to 0.5
second).
10/06 E02020
Limp Home Mode
The purpose of limp home mode is to address the The PSC will exit limp home mode if either of the
situation where the truck has suffered a failure and is following conditions occur:
not able to continue normal operation but is still
• The TCI stops requesting limp home mode.
capable of “limping” (getting back to the maintenance
area or at least out of the way of other trucks). The • An event occurs for which limp home mode is not
intent is that the limp home mode will be used by possible.
maintenance personnel operating the truck at low
speeds with the truck unloaded. Maximum truck
speed will be limited to a reduced value while in limp
home mode.
If the TCI requests limp home mode, the state
machine will ignore the restrictions associated with
any fault for which limp home mode is possible.

The PSC will enter limp home mode if all of the

following conditions are true:
• The truck is not moving.
• The TCI is requesting limp home mode.
• The PSC is in Ready or Test state and there is no
initiated testing in progress.
• At least one inverter is functional.
• There are no events active for which limp home
mode is not possible.
• If there are any events active for which an
inverter must be turned off or cut out before limp
home mode is allowed, those actions have been
taken (inverter is turned off or cut out as
required).
NOTE: The DID panel can be used to cut out an
inverter. In some cases, certain DC link bus bars/
cables within the inverter also may need to be
removed. The DID will prompt maintenance
personnel if any of the above actions need to be
accomplished.

E02020 10/06 Electrical Propulsion System Components E2-37

PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS
The Table 5 lists component abbreviations that are used in schematics and system description information. Refer
to Figures 2-3 through 2-6 for the location of the components. A short description of the component's primary
function is also listed.

Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION

FIG.
NO. COMPONENT FUNCTION
AFSE 2-4 Alternator Field Static Exciter Regulates current in the alternator field based on firing
Panel pulses from the PSC.

AFSER 2-4 Resistor AFSE Battery boost command pull up resistor.

ALT Alternator Main alternator, propulsion and control system.

AMBTS 2-6 Ambient Temperature Sensor Provides ambient air temperature input to the control
group.
ANALOG I/O CARD System analog input/output card Provides signal conditioning for analog signals to and
from the TCI and PSC.
BAROP 2-4 Barometric Pressure Sensor Provides altitude input for control electronics.

BATFU1, 2 2-4 System Fuse Provides overload protection for control equipment.

BATTSW Battery Disconnect Switch Connects and disconnects the 24 VDC truck batteries.

BDI 2-4 Battery Blocking Diode Works in conjunction with BFC and BLFP to maintain
battery voltage to CPU.
BFC 2-4 Battery Line Filter Capacitor Additional capacitance for BLFP to prevent nuisance CPU
resets.
BFCR 2-4 Battery Filter Resistor Added to replace Battery line filter that was removed.

BM1, 2 Grid Blower Motors 1 and 2 DC motors driving blowers to provide cooling air for the
retarding grids.
BM1I / BM2I 2-3 Current Sensing Modules Monitors current flowing through grid blower motors #1
and #2.
CCF1, 2 2-3 DC Link Filter Capacitors Absorbs and releases current to the DC link for the grid
resistors when a current spike occurs.
CCLR1, 2 2-3 Capacitor Charge Resistor Connected across the DC link to provide a voltage
Panels 1 and 2 attenuated sample of the DC link voltage to the Capacitor
Charge Indicating lights.
CCL1, 2 2-4 Capacitor Charge Indicating Illuminated when 50 volts or more is present on the DC
Lights 1 and 2 link (the DC bus connecting the Alternator output,
Chopper Module/Resistor Grid circuits and traction
Inverters).
CD1, 2 2-3 Chopper Diodes 1 and 2 Controls the DC voltage applied to the grids during
retarding.
CF11, 22, 21, 22 2-3 DC Link Filter Capacitors Absorbs and releases current to the DC link for the
Traction Motors when a current spike occurs.
CGBM1, 2 2-3 Blower Motor Capacitors Limit the rate of current increase when starting to optimize
motor commutation.
CMAF 2-4 Alternator Field Current Sensing Detects amount of current flowing through the Alternator
Module field winding.

CMT 2-4 Alternator Tertiary Current Detects amount of current flowing through the Alternator
Sensing Module tertiary winding.

CM1, 2 2-3 Chopper IGBT Phase Module 1 Controls the DC voltage applied to the grids during
and 2 retarding.

E2-38 Electrical Propulsion System Components 10/06 E02020

 Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION

FIG.
NO. COMPONENT FUNCTION
CM11A - 12C Current Sensing Modules, Phase Detects amount of current flow through the A, B and C
1A, 1B and 1C phases of Traction Motor 1.

CM21A - 22C Current Sensing Modules, Phase Detects amount of current flow through the A, B and C
2A, 2B and 2C phases of Traction Motor 2.

CPR 2-4 Control Power Relay Picks up when the Key Switch and Control Power Switch
are closed.
CPRD 2-4 Dual Diode Module Allows two separate voltages to control the CPR coil.

CPRS 2-4 Control Power Relay Suppresses voltage spike when CPR coil is de-energized.
Suppression Module
CPS 2-4 Control Power Switch Energizes CPR coil.

DCN BUS/DCP BUS 2-6 DC Link (-) and (+) Bus The DC bus connects the Alternator output, Chopper
Module/Resistor Grid circuits, and Traction inverters.
DID Diagnostic Information Display Provides maintenance personnel with the ability to
monitor the operational status of certain truck systems
and perform system diagnostic test.
DIGITAL I/O CARD Digital Input/Output Card Receives contactor, relay and switch feedback signals
and provides drive signals to relays, contactors, indicator
lamps, etc. Located in PSC and TCI.
FDR 2-6 Filter Discharge Resistor Resistor divider network connected across the DC link,
provides secondary discharge link for the DC link. Normal
discharge is through RP1.
FIBER OPTIC Fiber Optic Assembly Provides voltage and electrical noise isolation for control
ASSEMBLY and feedback signals between the PSC and Phase/
Chopper Modules.
FP 2-6 Filter Panel Filters electrical noise on 3 phases of Alternator output.

GDPC1 2-4 Gate Driver Power Converter 1 Converts 19 to 95 VDC from the Gate Drive Power Supply
to 25 kHz, 100 VRMS, square wave power to drive
Inverter 1 IGBT Phase and Chopper Modules.
GDPC2 2-4 Gate Driver Power Converter 2 Converts 19 to 95 VDC from the Gate Drive Power Supply
to 25 kHz, 100 VRMS, square wave power to drive
Inverter 2 IGBT Phase and Chopper Modules.
GF 2-5 Alternator Field Contactor Connects the AFSE to the Alternator field.

GFBR 2-4 Resistor Provides a small load across the contactor feedbacks to
help keep the contactors clean.
GFCO 2-4 Generator Field Contactor Cutout Disables Alternator output.
Switch
GFM1, 2 Gate Firing Module Receives pulses from the Analog I/O card in the PSC,
amplifies the pulses, and then splits the pulses to drive
two SCR circuits in the AFSE. Located on AFSE panel.
GFR 2-5 Alternator Field Relay Picks up with GF contactor and applies B+ to the AFSE
(battery boost) during initial acceleration phase.
GFRS 2-5 Alternator Field Relay Coil Suppresses voltage spikes when GF coil is de-energized.
Suppression Module
GFS 2-5 Suppression Module Suppresses voltage spikes in coil circuit when GF
contactor is de-energized.
GRR 2-6 Ground Resistor Panel Detects power circuit grounds.

GRR9, 10 2-4 Resistors Used with GRR to detect power circuit grounds.

E02020 10/06 Electrical Propulsion System Components E2-39

 Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION

FIG.
NO. COMPONENT FUNCTION
ICP 2-4 Integrated Control Panel The ICP is the main controller for the AC drive system.
The ICP is composed of the PSC, TCI and inverter cards.
Inverter 1 Central Processing Generates Phase Module turn-on/turn-off commands for
INV1 TMC CARD Unit Card and Input/Output Card the Inverter 1.
Monitors voltages and currents from various areas for
Inverter 1. Monitors Traction Motor 1 speed.
Inverter 2 Central Processing Generates Phase Module turn-on/turn-off commands for
INV2 TMC CARD Unit Card and Input/Output Card the Inverter 2.
Monitors voltages and currents from various areas for
Inverter 2. Monitors Traction Motor 2 speed.
KEYSW Key Switch Connects battery voltage to CPR and control circuits
when closed. (Located on instrument panel.)
LINK1 2-6 Link Current Sensing Module Detects amount of current flow through the DC link.

L1, 2 Cabinet Lights Provide interior cabinet illumination.

Each Motorized Wheel consists of a Traction Motor and a
M1, 2 Motorized Wheels Transmission Assembly. The 3-phase asynchronous
Traction Motors convert electrical energy into mechanical
energy. This mechanical energy is transmitted to the
wheel hub through a double reduction gear train
(Transmission).
P11A+, 11B+, 11C+ 2-3 IGBT Phase Modules Provide positive driving voltages (PWM or square wave,
P12A+, 12B+, 12C+ depending on truck speed) for each of the three windings
of Traction Motor 1.
P11A-, 11B-, 11C- 2-3 IGBT Phase Modules Provide negative driving voltages (PWM or square wave,
P12A-, 12B-, 12C- depending on truck speed) for each of the three windings
of Traction Motor 1.
P21A+, 21B+, 21C+ 2-3 IGBT Phase Modules Provide positive driving voltages (PWM or square wave,
P22A+, 22B+, 22C+ depending on truck speed) for each of the three windings
of Traction Motor 2.
P21A-, 21B-, 21C- 2-3 IGBT Phase Modules Provide negative driving voltages (PWM or square wave,
P22A-, 22B-, 22C- depending on truck speed) for each of the three windings
of Traction Motor 2.
A DC to DC converter which provides regulated ± 24 VDC
PS 2-4 Power Supply outputs from the unfiltered battery supply.
Supplies power to PSC, TCI & LEMS.
PSC Propulsion System Controller The PSC is a part of the ICP, and is the main controller for
the AC drive system. All propulsion and retarding
functions are controlled by the PSC based on internally
stored software instructions.
RDA, B, C 2-5 Rectifier Diode Panel Converts Alternator 3-phase, AC voltage to DC voltage to
power the two Inverters.
RG1A - 5C Retard Grid Resistors Dissipate power from the DC link during retarding, load
box testing, and Inverter Filter Capacitor discharge
operations.
When closed, connects Grid Resistors to the DC link
RP1, 2 2-5 Retard Contactors 1and 2 during retarding, load box testing, and Inverter Filter
discharge operations.
Note: Some trucks do not have RP3 installed.
RP1S, RP2S 2-5 Suppression Modules Suppresses voltage spikes in coil circuit when RP
contactors are de-energized.
RP1BR \ RP2BR 2-4 Resistor Provides a small load across the contactor feedbacks to
help keep the contactors clean.

E2-40 Electrical Propulsion System Components 10/06 E02020

 Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION

FIG.
NO. COMPONENT FUNCTION
R1 2-5 Battery Boost Resistor Limits surge current in the Alternator field circuit when
GFR contacts first close.
SS1, 2 Traction Motor Speed Sensors Each speed sensor provides two output speed signals,
proportional to the Traction Motor's rotor shaft speed.
SYS CPU Card System Central Processing Unit Provides control of propulsion and dynamic retarding
Card functions, battery backed RAM, real-time clock,
downloadable code storage, and an RS422 serial link.
TCI Truck Control Interface Is a part of the ICP Panel. Provides the main interface
between the various truck systems, controls, and
equipment and is used in conjunction with the DID by
maintenance personnel.
TH1 2-5 Alternator Field Thyrite (Varistor) Discharges the Alternator field when the AFSE is first
turned off.
VAM1 2-3 Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
phase winding of Traction Motor 1 to a level acceptable
for use by the Analog I/O card in the ICP.
VAM2 2-3 Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
phase winding of Traction Motor 2 to a level acceptable
for use by the Analog I/O card in the ICP.
VAM3 2-6 Voltage Attenuation Module Attenuates the high voltage outputs between the main
alternator and the rectifier panel, and between the rectifier
panel and the inverters to a level acceptable for use by
the Analog I/O card in the ICP.
VAM4 2-5 Voltage Attenuation Module Attenuates the high voltage outputs between the AFSE
and the main alternator to a level acceptable for use by
the Analog I/O card in the ICP.

E02020 10/06 Electrical Propulsion System Components E2-41

 FIGURE 2-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA

E2-42 Electrical Propulsion System Components 10/06 E02020

 FIGURE 2-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA

E02020 10/06 Electrical Propulsion System Components E2-43

 FIGURE 2-5. CONTROL CABINET COMPONENTS - CONTACTOR COMPARTMENT

E2-44 Electrical Propulsion System Components 10/06 E02020

 FIGURE 2-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW

E02020 10/06 Electrical Propulsion System Components E2-45

ELECTRONIC ACCELERATOR AND Disassembly
RETARD PEDALS 1. Remove the screws for cable clamps (1, Figure
The accelerator pedal provides a signal to the Truck 2-11). The clamps can remain attached to
Control Interface (TCI) when the operator requests wiring harness (2).
power. The retard pedal provides a signal to the 2. Remove the mounting screws and
Propulsion System Controller (PSC) when the potentiometer (3).
operator requests retarding. The pedal signals are
processed by the analog card in the respective panel Assembly
for use by the system controllers to provide the 1. Position the potentiometer with the flat side
desired mode of operation. toward the potentiometer cover and install it on
As the operator depresses the pedal, the internal the pedal shaft as follows:
potentiometer's wiper is rotated by a lever. The a. Align the cutouts in the shaft with the
output voltage signal increases in proportion to the potentiometer drive tangs.
angle of depression of the pedal.
b. Press the potentiometer onto the shaft until it
Repair and initial adjustment procedures are bottoms against the housing.
discussed in the following. Refer to AC Drive System 2. Install the mounting screws.
Electrical Checkout Procedure for final calibration of
3. Attach cable clamps (1) and tighten the screws
the pedal potentiometer after installation in the truck.
securely.
Removal 4. Inspect the assembly and verify proper wiring
clearance during operation of the pedal through
NOTE: Repair procedures for the retard and
the full range of travel.
accelerator pedal are identical. The retard pedal is
mounted on the brake pedal. Refer to Section J for
instructions for removing and installing the electronic
pedal on the brake actuator.
NOTE: Note the routing and clamp location of the
wiring harness. Proper wire routing is critical to
prevent damage during operation after reinstallation.
1. Disconnect the pedal wiring harness from the
truck harness connector.
2. Remove mounting cap screws, lockwashers
and nuts, and remove the pedal assembly.

Installation
1. Install the pedal assembly using the mounting
cap screws, lockwashers and nuts.
2. Connect the pedal wiring harness to the truck
wiring harness. FIGURE 2-7. TYPICAL ELECTRONIC PEDAL
3. Use the DID panel to calibrate the pedal
1. Cable Clamp 3. Potentiometer
potentiometer according to the instructions in
2. Wiring Harness
the AC Drive System Electrical Checkout
Procedure.

E2-46 Electrical Propulsion System Components 10/06 E02020

 SECTION E3
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
INDEX

AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3

AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3

NORMAL TRUCK SHUTDOWN PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4

SHUTDOWN AFTER SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4

SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5

Battery and Control Circuit Checks - Battery Power OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5

Battery and Control Circuit Checks - Battery Power ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-8

TABLE II.Checks with Key Switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9

Checks with Key Switch ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9

CPU Battery Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9

MEMORY BACKUP BATTERY REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10

TCI PROGRAMMING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10

PSC PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11

INVERTER PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11

CPU RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11

PSC CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12

PSC Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12

PSC Digital Output Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16

TCI CHECKOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17

Modular Mining Communication Port Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17

TCI Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17

TCI Digital Output Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-23

CALIBRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25

Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25

Accelerator Pedal, Retarder Pedal/Lever and RSC Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25

ERASING EVENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-1

(Release 21 Software)
 PSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25

TCI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26

GATE DRIVER POWER CONVERTER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26

LOAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27

Alternator Speed Sensor Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27

Battery Boost Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27

Brake Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28

Hoist & Steering Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28

Link Energized Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28

Loadbox Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-30

TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34

PVM Optimum Load Curve Handshaking Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34

Phase Module and Chopper Module Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34

PHASE MODULE REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35

Phase Module Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35

Phase Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35

E3-2 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
 AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
AC DRIVE SYSTEM MAINTENANCE
DANGEROUS VOLTAGE LEVELS ARE PRESENT
WHEN THE ENGINE IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED
SHUTDOWN PROCEDURES ARE NOT FOLLOWED.
Before attempting repairs or working near
propulsion system components, the following
precautions and truck shutdown procedure must
be followed:
• DO NOT step on or use any power cable as a
handhold when the engine is running.
• NEVER open any electrical cabinet covers or
touch the Retarding Grid elements until all
shutdown procedures have been completed.
• ALL removal, repairs and installation of
propulsion system electrical components,
cables etc. must be performed by an electrical
maintenance technician properly trained to
service the system.
• Power cables must be cleated in wood or
other non-ferrous materials. Do not repair
cable cleats by encircling the power cables
with metal clamps or hardware. Always
inspect power cable insulation prior to
servicing the cables and prior to returning the
truck to service. Discard cables with broken
insulation.
• IN THE EVENT OF A PROPULSION SYSTEM
MALFUNCTION, a qualified technician should
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
E03018 10/06 AC Drive System Electrical Checkout Procedure
(Release 21 Software)
• If weld repairs are required, the welding
ground electrode should be attached as close
as possible to the area to be welded. NEVER
weld on the rear of the Electrical Control
Cabinet or the retard grid exhaust air louvers.
Power cables and wiring harnesses should be
protected from weld spatter and heat.
• Prior to welding, disconnect Engine Control
System (ECS) harnesses and ground wire
(MTU engine). If equipped with DDEC or
Komatsu engine, disconnect ECM harnesses.
GE cards should be pulled forward far enough
to disconnect card from backplane connector.
• Some power cable panels throughout the
truck are made of aluminum or stainless steel.
They must be repaired with the same material
or the power cables may be damaged.
After the truck is parked in position for the repairs, the
truck must be shut down properly to ensure the safety
of those working in the areas of the deck, electrical
cabinet, traction motors, and retarding grids. The
following procedures will ensure the electrical system is
properly discharged before repairs are started.
If a problem occurs in the AC drive system that
prevents use of normal shutdown procedures,
ADDITIONAL PRECAUTIONS ARE NECESSARY to
ensure that dangerous drive system voltages are
not present when tests or repairs are performed.
E3-3
NORMAL TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Move the
directional selector lever to PARK. Make sure that
the parking brake applied indicator light in the
overhead display panel is illuminated.
2. Place the drive system in the “rest” mode by
turning on the rest switch on the instrument panel.
Make sure that the rest mode indicator light in the
overhead display panel is illuminated.
3. Shut off the engine by turning the key switch OFF.
If the engine does not stop, use the emergency
shutdown switch on the center console.
4. Wait 90 seconds for the steering accumulators to
bleed down. Ensure that the steering
accumulators have bled down completely by
trying to turn the steering wheel.
5. Verify that the link voltage lights on the DID panel
in the cab are off. If they remain on for longer
than five minutes after engine shutdown, the
propulsion system must be inspected to find
the cause.
6. To ensure that the link will not be energized
during test and repair procedures, turn GF Cutout
Switch (2, Figure 3-1) in the control cabinet to the
CUTOUT position by pulling the switch out and
moving the switch downward as shown.
FIGURE 3-1. INFORMATION DISPLAY PANEL
1. Control Power Switch
2. GF Cutout Switch
3. Capacitor Charge Light
If there is any question whether the system has
potential hazardous voltage present, return to the
operator cab and perform the normal shutdown
procedure. Normal operation of the drive system at
shutdown should allow high voltages to be
dissipated.
E3-4 AC Drive System Electrical Checkout Procedure
(Version 21 Software)
NOTE: In the event of a system failure, performing the
following procedure will ensure that no hazardous
voltages are present in the drive system.
SHUTDOWN AFTER SYSTEM FAILURE
1. Before shutting off the engine, verify the status of
the drive system warning lights on the overhead
display. Use the lamp check feature to verify
proper lamp function.
NOTE: The link voltage lights on the DID panel are not
lamp checked.
If any of the red drive system warning lights are on,
DO NOT attempt to open any cabinets, disconnect
any cables, or reach inside the retarding grid
cabinet even after shutting off the engine.
2. If all red drive system warning lights are off, move
the directional selector lever to PARK, shut off the
engine and chock the wheels.
3. After the engine has been off for at least five
minutes, inspect the link voltage lights on the DID
panel in cab. If all lights are off, the retarding
grids, wheel motors, alternator, and power cables
connecting these devices are safe to work on.
IF THE LINK VOLTAGE LIGHTS CONTINUE TO BE
ILLUMINATED AFTER FOLLOWING THE ABOVE
PROCEDURE, A FAULT HAS OCCURRED.
• Leave all cabinet doors in place, do not touch
the retard grid elements,
• Do not disconnect any power cables or use
them as hand or footholds.
• Notify the Komatsu factory representative or
Distributor immediately.
10/06 E03018
SYSTEM CHECKOUT Battery and Control Circuit Checks -
Battery Power OFF
Test equipment that is required to fully test the AC
drive system:
• One or two Portable Test Units (PTU) or laptop
computers
• One digital multimeter Make sure that the link voltage is drained down
• Several jumper wires before servicing the propulsion system or
performing tests.
• One analog VOM
1. Prepare for the following checks by performing
• One 500 volt megger
the following procedure:
The Portable Test Unit (PTU) is used to test, download a. Turn both battery disconnect switches to the
and record system parameters on the TCI and PSC OFF position.
modules.
b. Disconnect circuit wire 21B from the starter
• The PTU is plugged into the DIAG1 port on the solenoid.
DID panel at the rear of the operator cab for
monitoring the PSC module. c. Remove the 50 amp fuse (BATFU) from the
left wall of the right side compartment of the
• The PTU is plugged into the DIAG3 port on the
control cabinet.
DID panel at the rear of the operator cab for
monitoring the TCI module. d. Disconnect the CN1 connector from the power
supply on the right wall of the right side
The TCI and PSC are programmed through the DB9 compartment of the control cabinet.
ports on the DID panel. The inverter cards are
programmed through the DB9 ports on the ICP panel. e. Open the ICP panel and slide the cards out far
enough to disconnect them from the
NOTE: If only one PTU is available, in some cases it backplane.
will be necessary to switch between the PSC port and
the TCI port to complete the test if it is necessary to f. Turn off all circuit breakers in the auxiliary
monitor both during a test procedure. After the serial control cabinet.
cable has been switched, exit to the Main Menu and g. Make sure that the key switch is OFF, the 5
the software will automatically switch to the menu for minute delay timer is OFF, and the rest switch
the connected panel. is ON.
Several different numbering methods or symbols are h. Turn off all lights and switches.
used in the following procedures to denote the
operation to be performed:
1., 2., a., b., etc: Test preparation and instruction steps
are preceded by a number or a letter.
Procedures requiring visual checks, voltage
measurements, etc, are preceded by this
symbol.
PTU keyboard entry steps are preceded by this
symbol.
{escape}: When a keyboard key must be pressed, the
key label is enclosed in braces.
• PTU screen display information is
shown in this type font and
preceded by this symbol.
NOTE: The following test procedures are applicable to
Release 20 software. Procedures required for later
software versions may vary. Contact the Komatsu
distributor or factory representative for the current
software version available.

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-5

(Release 21 Software)
Battery Circuit Voltage Check:
2. In the auxiliary control cabinet, measure voltage
to ground at each of the following circuits; 11,
11B1, 712 @ TB32, and 11ST @TB28.
All voltages should be zero.
Resistance Checks, Low Voltage Circuits:
3. Measure the resistance from ground to the
circuits listed in Table I. Stop and troubleshoot
any direct short (0 ohms) to ground.
All circuits should show some resistance as
shown in Table I.

TABLE I. CIRCUIT RESISTANCE CHECKS

(All readings from circuit to ground)

APPROX.
CIRCUIT LOCATION NOTES
VALUE
11B1 * ∞ Measure at the 12VDC insulator in the auxiliary control cabinet.
Measure at the 24VDC insulator in the auxiliary control cabinet.
11 * ∞
All devices listed for the 11A circuit reading must be off.
15V TB21 ∞
71GE TB22 120Ω
439 TB25 ∞
10V TB28 ∞
11SL TB28 ∞ Engine service lights must be turned off.
11ST TB28 ∞
15PV TB29 ∞
11S TB30 ∞ Ground level engine shutdown switch must be deactivated.
The following devices must be turned off:
• Brake cabinet service light
• Operator cab dome light
11A TB30 ∞ • Hazard lights
• Headlights
• Ground level engine shutdown switch
• Left and right side engine service lights
712 TB32 ∞ Auxiliary control cabinet service lights must be turned off.
71 TB32 ∞
11KS * ∞ Measure at the key switch.
12M ∗ >10Ω Measure at AID Module terminal B-13.
12F ∗ >200Ω Measure at AID Module terminal B-12.

E3-6 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
Resistance Checks, Propulsion System Circuits:
4. Prepare for the following checks by performing
the following additional procedure:
a. Make sure that all circuits are restored and the
key switch is OFF.
b. Place the GF cutout switch, located on the
right side of the control cabinet, in the
CUTOUT position (down).
c. Disconnect the CCLR1 connector and the
CCLR2 connector located in the center
compartment of the control cabinet near the
top of each vertical bus bar.
d. Disconnect the output plugs on the four VAM
panels.
e. Remove the wires on the GNDB ground blocks
located on the left wall of the right side
compartment of the control cabinet. Ensure
that the lugs on these wires are not touching
one another after the wires are removed.
f. Remove the output plugs on both gate driver
power converters (GDPC1 and GDPC2).
g. Remove the FAULTP02 wire on the GRR9
resistor.
DC Link Checks:
NOTE: Use an analog meter (VOM) to measure
resistance in the following steps. The VOM must be on
the Rx1 scale. Otherwise, the link capacitors will start
charging and an accurate reading will not be possible.
5. Place the VOM positive lead on the DC(+) link
bus and the VOM negative lead on a cabinet
ground.
Resistance should be 2 megohms or greater.
6. Place the VOM positive lead on the DC(-) link bus
and the VOM negative lead on a cabinet ground.
Resistance should be 2 megohms or greater.
7. Place the VOM positive lead on the DC(+) link
bus and the VOM negative lead on the DC(-) link
bus.
Resistance should be approximately 1500 ohms.
8. Place the VOM positive lead on the DC(-) link bus
and the VOM negative lead on the DC(+) link bus.
Resistance should be approximately 6 ohms.
E03018 10/06 AC Drive System Electrical Checkout Procedure
(Release 21 Software)
Chopper Modules (CM1, CM2):
9. With the VOM set on the Rx10,000 scale,
measure the following at each chopper module in
the control cabinet:
GR(-) wire to ground resistance should be
approximately 2 megohms or greater.
GR(+) wire to ground resistance should be
approximately 2 megohms or greater.
AFSE P1 Adjustment:
10. Connect an ohmmeter from the wiper of Pot P1
(cathode of ZD1) to Terminal E (GND) on the
battery boost module.
If necessary, adjust P1 to obtain an ohmmeter
reading of 6000 ohms.
11. Restore the following circuits:
a. Reinsert all ICP panel cards.
b. Reconnect the ground wires at the GNDB
ground blocks.
c. Reconnect the output plugs on the four VAM
panels.
d. Reconnect the output plugs to both gate driver
power converters (GDPC1 and GDPC2).
e. Reconnect the CCLR1 and CCLR2
connectors.
f. Reconnect the FAULTP02 wire to the GRR9
resistor.
GRR Wiring:
12. Measure the resistance between the FAULTP02
wire of the GRR9 resistor and ground.
Resistance should be 60 ohms.
13. Measure the resistance between the FAULTP02
wire of the GRR9 resistor and the DC(-) link bus.
Resistance should be approximately 1100 ohms.
14. Measure the resistance between the FAULTP02
wire of the GRR9 resistor and the DC(+) link bus.
Resistance should be approximately 1500 ohms.
15. Reconnect the CN1 connector to the power
supply. Remove any test equipment.
16. Activate the battery disconnect switches. Close all
open circuit breakers.
E3-7
Battery and Control Circuit Checks -
Battery Power ON
TABLE II. POWER SUPPLY HARNESS
RESISTANCE CHECKS
Pin Ohms Circuit Pin Ohms Circuit
1 27 +5 32 0 return
Make sure that the link voltage is drained down
2 27 +5 33 0 return
before servicing the propulsion system or
performing tests. 3 27 +5 34 0 return
4 27 +5 35 0 return
1. Prepare for the following checks by performing
5 27 +5 36 0 return
the following procedure:
6 27 +5 37 0 return
a. Remove the 50 amp fuse (BATFU) from the
7 — — 38 1K -15
left wall of the right side compartment of the
control cabinet. 8 12K +5 39 1K -15
9 12K +5 40 1K -15
b. Disconnect circuit wire 21B from the starter
10 12K +5 41 1K -15
solenoid.
11 27 +5 42 0 return
c. Plug in all the cards in the ICP panel. Verify
12 0 return 43 — —
that all the CN connectors are connected and
control power switch (1, Figure 3-1) is OFF. 13 0 return 44 0 return
14 0 return 45 0 return
d. Verify that all circuit breakers are closed and
15 0 return 46 860 +24
the battery disconnect switches are
deactivated. 16 0 return 47 50 BP24
17 0 return 48 860 +24
e. Make sure that the key switch and the 5 minute
delay timer are OFF. 18 — — 49 — —
19 0 return 50 — —
20 0 return 51 — —
Power Supply Check (PS): 21 0 return 52 — —
2. Remove the CN1 connector on the power supply. 22 — — 53 — —
Use an ohmmeter to check the harness side 23 770 +15 54 0 return
connector pins to ground. Refer to Table II for the 24 770 +15 55 0 return
resistance value at each pin.
25 770 +15 56 1.4K -24
3. Check for 1.4K ohms between TB3-K and TB3-L 26 770 +15 57 8K psstat
(LEM +24V to -24V power supply busses). 27 — — 58 1.4K -24
4. After resistance checks are complete, reconnect 28 210 +15 59 — —
CN1 connector. 29 210 +15 60 — —
30 0 return 61 — —
31 0 return 62 — —

E3-8 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
Checks with Key Switch OFF
5. With key switch OFF, verify 25VDC to ground
minimum for the following circuits:
11
11s onTB30
11L on CB30
11A on TB30
11SL on TB28
NOTE: The voltage should be at least 25VDC. If the
voltage is significantly low, check the battery circuits. If
the voltage is slightly low, install a battery charger.
6. Check circuit 11B1 voltage to ground.
The voltage should be approximately 12VDC.
7. Make sure that the CN1 connector on the power
supply is connected. Install the BATFU fuse.
8. Activate the battery disconnect switches and turn
on the ground level engine shutdown switch.
Make sure all circuit breakers are closed.
10. Use a digital multimeter to check the polarity of
the battery voltage at the BATFU fuse holder.
Connect the positive lead to BATP and the
negative lead to RTN.
The voltage at BATP should be +24V.
Checks with Key Switch ON
1. Deactivate the battery disconnect switches. Turn
the key switch ON.
2. Check the voltage of circuit 712 to ground.
The voltage should be 25VDC.
3. Check the voltage of circuit 71CK to ground.
The voltage should be 25VDC.
4. Turn control power switch (1, Figure 3-1) to ON.
Verify that all five green lights in the power supply
are lit.
5. Verify that the display on the DID panel is lit.
6. Check the voltage on the following circuits in the
auxiliary control cabinet. Voltage at each should
be at least 25VDC:
71 on TB32
71GE on TB22
E03018 10/06 AC Drive System Electrical Checkout Procedure
(Release 21 Software)
7. Verify the specified voltage to ground at the
following locations in the auxiliary control cabinet:
+15VDC at the 15PV wire on TB29 (from TCI,
supply to operator control pedals)
+15VDC at the 15V wire on TB21 (from TCI,
power to cab gauges)
+15VDC at the 15SPD, 15RWS and 15LWS
wires on TB21 (from TCI, power to front wheel
speed sensors)
Approximately 11VDC at the 10V wire on TB28
+15VDC at the 15VL wire on TB32
Approximately 14.8VDC at the 15SIM wire on
TB32.
8. Measure voltage between circuit 72E (+) (TB24)
and circuit 0 (-) (TB24-H) in the auxiliary control
cabinet.
The voltage should be 5VDC.
9. Install a jumper from 22F0 @ TB32 to ground.
The voltage should change to 7VDC.
10. Remove the jumper to 22F0.
11. Verify 12VDC to ground for the following circuits:
65
67C
67R
67P
CPU Battery Checks
12. Turn the control power switch to OFF.
13. Connect a VOM across the screws securing the
green plate on the edge of the PSC CPU card in
the ICP panel. Connect the positive lead to top
screw (2, Figure 3-2) and the negative lead to
bottom screw (4).
The value should be approximately 3.5 volts.
14. Connect a VOM across the screws securing the
green plate on the edge of the TCI CPU card in
the TCI panel. Connect the positive lead to top
screw (2) and the negative lead to bottom screw
(4).
The value should be approximately 3.5 volts.
NOTE: If battery voltage is low in either battery check,
refer to “Memory Backup Battery Replacement”
instructions on the following page.
E3-9
MEMORY BACKUP BATTERY
REPLACEMENT
The replaceable memory backup battery on the CPU
cards will require replacement if voltage is low when
performing the CPU Battery Checks or if, during truck
operation, an event code appears on the DID panel
display as follows:
Event Number 095 (BBRAM Battery Low)
Event Number 633 (BBRAM Battery Failure)
To replace the battery on either card:
1. With control power OFF, remove the appropriate
card and locate the green plate with the battery
near the card edge. (See Figure 3-3.)
2. Have a replacement battery available for
immediate installation. See your truck’s Parts
Book for the correct battery part number.
NOTE: To prevent data loss, the new battery must be
installed within five minutes of removal of the old
battery.
3. Remove both screws (2) and (4) that retain
battery assembly (3) to the mounting bocks. Note
the arrow direction (polarity) on the green plate
before removal.
TCI PROGRAMMING
Make sure that the link voltage is drained down
before servicing the propulsion system or
performing tests.
1. Connect the serial communication cable from the
PTU to the TCI port (DIAG3) on the DID panel
located on the back wall of the operator cab.
2. Make sure that the directional control lever is in
PARK and the rest switch is in the REST position.
3. Turn control power switch (1, Figure 3-1) and the
key switch ON.
To program the TCI CPU card:
Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
Select “Normal” mode {enter}
Type password “ok75e” {enter}
Click “Program Panel”.
Select the GE Panel to download.

4. Remove the old battery and install the new To select the Configuration File, click “Browse”,
battery. Make sure that it is positioned for proper then “Up One Level”, then select the file that
polarity. Reinstall the screws. matches your truck’s wheels.

5. Install the card in the appropriate panel slot. Click “Open”.

Click “Begin Download”.
After the download is complete, click “Exit” when
you see “Press exit to continue”.

FIGURE 3-2. BATTERY LOCATION

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

E3-10 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
PSC PROGRAMMING
Make sure that the link voltage is drained down
before servicing the propulsion system or
performing tests.
1. Connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel
located on the back wall of the operator cab.
2. Make sure that the directional control lever is in
PARK and the rest switch is in the REST position.
3. Turn control power switch (1, Figure 3-1) and the
key switch ON.
To program the PSC CPU card:
Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
Select “Normal” mode {enter}
Type password “ok75e” {enter}
Click “Program Panel”.
Select the GE Panel to download.
To select the Configuration File, click “Browse”,
then “Up One Level”, then select the file that
matches your truck’s wheels.
Click “Open”.
Click “Begin Download”.
After the download is complete, click “Exit” when
you see “Press exit to continue”.
E03018 10/06 AC Drive System Electrical Checkout Procedure
(Release 21 Software)
INVERTER PROGRAMMING
Make sure that the link voltage is drained down and
the engine is not running before performing the
following procedures.
1. Connect the serial communication cable from the
PTU to the top ports on the ICP panel (CNG for
inverters 11 and 12, CNH for inverters 21 and 22).
2. Turn GF cutout switch (2, Figure 3-1) to the
CUTOUT position.
To program the inverters:
Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
Select “Normal” mode {enter}
Type password “ok75e” {enter}
Click “Program Panel”.
Select the GE Panel to download.
Click “Begin Download”.
After the download is complete, click “Exit” when
you see “Press exit to continue”.
CPU RESET
After any programming is done, turn the control power
switch to OFF. Wait for the green LEDs on the power
supply turn off, then turn the control power switch to
ON. This allows for synchronization of all CPU
communication links.
E3-11
PSC CHECKOUT To check the PSC digital inputs:

PSC Digital Input Checks Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
1. Open circuit breakers 1 and 2 for gate driver
power converters 1 and 2. Select “Normal” mode {enter}

2. Connect the serial communication cable from the Type password “ok75e” {enter}
PTU to the PSC port (DIAG1) on the DID panel Under “Real Time”, double-click “PSC Real
located on the back wall of the operator cab. Time Data”.
3. Make sure that the directional control lever is in Verify that the analog values are similar to the
PARK and the rest switch is in the REST position. example in Figure 3-3. Also, make sure that the
correct truck ID is at the top of the screen and
4. Turn control power switch (1, Figure 3-1) and the
“COMMLINK” signal under “Modes” reads OK.
key switch ON.
The following normal power-on digital inputs
should be highlited: KEYSW, PSOK, CNX,
CPSFB and CNFB.
BRAKEON will be highlited with wire 44R (TB26)
jumpered to 712 (TB22). The wires do not have
to be removed.
GFNCO should be highlited with the GF cutout
switch in the NORMAL position.

FIGURE 3-3. PSC REAL TIME DATA SCREEN

E3-12 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
 Close the “PSC Real Time Data” screen, then
double-click “PSC Serial Data”.
Verify that the analog and digital values are
similar to the example in Figure 3-4.

FIGURE 3-4. PSC SERIAL DATA SCREEN

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-13

(Release 21 Software)
 Close the “PSC Serial Data” screen, then
double-click “PSC Analog Inputs”.
Verify that the analog and digital values are
similar to the example in Figure 3-5.
With the retarder pedal not depressed, verify
that the “RETARD PEDAL” signal is
approximately 1.5 volts.
With the retarder pedal fully depressed, verify
that the “RETARD PEDAL” signal is
approximately 8.5 volts.
With the retarder lever fully up (OFF position),
verify that the “RETARD LEVER” signal is
approximately 0 volts.
With the retarder lever fully down, verify that the
“RETARD LEVER” signal is approximately 8.75
volts.
The “ENGINE LOAD” signal should be either
50% if the PWM load signal is being used or 5.0
volts if the analog load signal is being used. This
indicates a 0 HP adjust level with the engine off.

FIGURE 3-5. PSC ANALOG INPUTS SCREEN

E3-14 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
 Close the “PSC Analog Inputs” screen, then NOTE: All temperatures are calculated except for the
double-click “PSC Temperatures”. AFSE and AMBIENT TEMPERATURE values.
Verify that the temperature values are similar to Close the “PSC Temperatures” screen.
the example in Figure 3-5.

FIGURE 3-6. PSC TEMPERATURES SCREEN

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-15

(Release 21 Software)
PSC Digital Output Checks To check the PSC digital outputs:
1. Open circuit breakers 1 and 2 for gate driver Click START > Programs > GEOHVPTU_2.0 >
power converters 1 and 2. AC TOOLS > wPTU AC v21.01
2. Connect the serial communication cable from the Select “Normal” mode {enter}
PTU to the PSC port (DIAG1) on the DID panel Type password “ok75e” {enter}
located on the back wall of the operator cab.
Click “LOGIN to wPTU Toolbox”.
3. Make sure that the directional control lever is in
PARK and the rest switch is in the REST position. Under “Engine Stopped Task”, double-click
“PSC Manual Test”.
4. Turn control power switch (1, Figure 3-1) and the
key switch ON. The “PSC Manual Test” screen looks similar to
the “PSC Real Time Data” screen in Figure 3-3.
Clicking the buttons in the “Digital Outputs” field
will toggle the output on and off. See Table III.
NOTE: For Steps 1 through 5, remove the contactor
arc chutes and observe the contacts while they are
closed to ensure that the tips are mating properly.
These contactors are interlocked so they will not close
with the arc chutes removed. For testing, the interlock
can be pushed inward to allow contact closure with the
arc chute removed.
NOTE: Do not check CMCTL at this time.

TABLE III. PSC DIGITAL OUTPUT CHECKS

STEP OUTPUT DESCRIPTION DEVICE CHECKOUT

1 RP1 RP1 Contactor Verify that RP1 picks up and RP1FB is highlighted.

2 RP2 RP2 Contactor Verify that RP2 picks up and RP2FB is highlighted.

3 RP3 RP3 Contactor (If installed) If installed, verify that RP3 picks up and RP3FB is highlighted.

4 GFR GFR Contactor Verify that the GFR relay picks up.

Verify that the GF contactor picks up and GFFB is highlighted on the PTU. The
5 GF GF Contactor
GF Cutout Switch must be in the NORMAL (up) position to check.
Move the GF Cutout Switch to the CUTOUT (down) position. Verify that the GF
6 GF GF Cutout Switch Safety Check contactor does not pick up and GFFB is not highlighted on the PTU. Return the
GF Cutout Switch tothe NORMAL (up) position.

With CPRL highlighted, turn off the Control Power Switch and verify that control
7 CPRL Control Power Relay
power is not lost. Turn the switch back on.

With AFSE highlighted, verify 24 volts to ground on the “+25” terminal on the
8 AFSE Alternator Field Static Exciter
AFSE terminal board.

9 FORT Forward Travel Direction Verify that circuit 72FD changes from 24VDC to 0VDC when FORT is activated.

10 REVT Reverse Travel Direction Verify that circuit 79RD changes from 24VDC to 0VDC when REVT is activated.

E3-16 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
TCI CHECKOUT TCI Digital Input Checks
1. Connect the serial communication cable from the
PTU to the TCI port (DIAG3) on the DID panel
located on the back wall of the operator cab.
Make sure that the link voltage is drained down 2. Make sure that the directional control lever is in
before servicing the propulsion system or PARK and the rest switch is in the REST position.
performing tests. 3. Turn control power switch (1, Figure 3-1) and the
key switch ON.
Modular Mining Communication Port Check
To check the TCI digital inputs:
1. Connect the serial communication cable from the
PTU to the Modular Mining port on the DID panel Click START > Programs > GEOHVPTU_2.0 >
located on the back wall of the operator cab. AC TOOLS > wPTU AC v21.01
2. Make sure that the directional control lever is in Select “Normal” mode {enter}
PARK and the rest switch is in the REST position. Type password “ok75e” {enter}
3. Turn control power switch (1, Figure 3-1) and the Click “LOGIN to wPTU Toolbox”.
key switch ON.
Double-click “TCI Real Time Data”.
The PTU baud rate defaults to 38400. However, the
Verify that the analog values are similar to the
Modular Mining port is at 9600 baud. Therefore, before
example in Figure 3-7. Also, make sure that the
testing the Modular Mining port, the PTU baud rate
“COMMLINK” signal under “Modes” reads OK.
must be changed to 9600.
Test the inputs in the “Digital Inputs” field as
Click START > Programs > GEOHVPTU_2.0 > described in Table IV.
AC TOOLS > wPTU AC v21.01
Select “Normal” mode {enter}
Click “Options”.
Remove “38400” and add “9600” to the column
“Selected Baud Sequence”. Click “OK”.
The GE wPTU Toolbox Login Screen
Connection Status window should now show
“Connected to AC TCI 360T-DIGBT at 9600
Baud on COM1”. This verifies the port
communication.
If the Connection Status window shows
“Connection to target failed”, exit the program
and restart the PTU.

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-17

(Release 21 Software)
 FIGURE 3-7. TCI REAL TIME DATA SCREEN

E3-18 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
 TABLE IV. TCI DIGITAL INPUT CHECKS

STEP INPUT DESCRIPTION

1 ENGSTRTREQ Engine Start Request - DO NOT CHECK AT THIS TIME.

Check Engine Caution Lamp - Jumper circuit 419M @ TB30 to ground to illuminate the lamp in the overhead
2 ENGCAUTION
panel. ENGCAUTION on the PTU should be highlighted.

CONTROLON
3 Control Power ON & Engine Warm-Up - DO NOT CHECK AT THIS TIME.
WARM-UP
Engine Service Light - Jumper 528A @ TB32 to ground to illuminate the blue indicator lamp on the back of the
4 ENGWARN
center console.

Engine Shutdown Switch - Pull up on switch on center console. Verify that circuit 439 @ TB25 changes from
5 ENGKILL
24VDC to 0VDC. Push down the switch to reset the system.

Body Up Switch (activated when body is down) - Place a washer on body-up switch. Verify that circuits 63L &
6 BODYDWN
71F change from 0VDC to 24VDC and the lamp in the overhead panel is OFF.

Rest Switch - Move the Rest Switch to the REST position. Verify that the internal lamp on the Rest Switch
7 RESTSW
illuminates when in the REST position.

Reverse Request - Move the selector lever to the REVERSE position. The parking brake will release, circuit
8 REVREQ
52PBO will be 24VDC, and circuit 52CS will be 0VDC.

Forward Request - Move the selector lever to the FORWARD position. The parking brake will release, circuit
9 FORREQ
52PBO will be 24VDC, and circuit 52CS will be 0VDC.

Neutral Request - Move the selector lever to the NEUTRAL position. The parking brake will release, circuit
10 NEUREQ
52PBO will be 24VDC, and circuit 52CS will be 0VDC.

Parking Brake Switch - Move the selector lever to the PARK position. PRKBRKSW on the PTU should be
11 PRKBRKSW highlighted. (NOTE: The parking brake solenoid is controlled by the VHMS Interface Module. See VHMS/
Interface Module Checkout Procedure to fully test this function.)

12 RSC Retard Speed Control Switch - Pull up the switch on the center console.

13 MIDPAYLD Truck at 70% Payload - Jumper 73MS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
14 FULLPAYLD Truck Fully Loaded - Jumper 73LS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)

15 OVERPAYLD Truck Overloaded - Jumper circuit 72IP@TB29 to circuit 712 @ TB32.

16 RESET Override/Fault Reset Switch - Push the switch on the center console.
Lamp Test Switch - Push the switch on the dash panel. All warning/status lights in the overhead panel should
17 LAMPTEST illuminate except for the bottom two rows, the backup horn sounds, and the retard lights at the rear of the truck
and on top of the cab turn on.
18 DATASTORE Data Store Switch - Push the switch on the back of the center console.

19 AXLEP Axle Pressure Switch - Jumper across the air pressue switch in the rear axle housing.

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-19

(Release 21 Software)
 Close the “TCI Real Time Data” screen, then
double-click “TCI Serial Data”.
Verify that the analog and digital values are
similar to the example in Figure 3-8.

FIGURE 3-8. TCI SERIAL DATA SCREEN

E3-20 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
 Close the “TCI Serial Data” screen, then double-
click “TCI Analog Inputs”.
Verify that the analog values are similar to the
example in Figure 3-9.
With the accelerator pedal not depressed, verify
that the “ACCEL PEDAL” signal is
approximately 1.5 volts.
With the accelerator pedal fully depressed, verify
that the “ACCEL PEDAL” signal is
approximately 8.5 volts.
With the RSC switch up (OFF position) and the
RSC dial fully counterclockwise, verify that the
“RSC POT” signal is approximately 10.7 volts.
With the RSC switch up (OFF position) and the
RSC dial fully clockwise, verify that the “RSC
POT” signal is approximately 0 volts.

FIGURE 3-9. TCI ANALOG INPUTS SCREEN

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-21

(Release 21 Software)
 Close the “TCI Analog Inputs” screen, then NOTE: All temperatures are calculated except for the
double-click “TCI Temperatures”. AFSE and AMBIENT TEMPERATURE values.
Verify that the temperature values are similar to Close the “TCI Temperatures” screen.
the example in Figure 3-10.

FIGURE 3-10. TCI TEMPERATURES SCREEN

E3-22 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
TCI Digital Output Tests
1. Connect the serial communication cable from the
PTU to the TCI port (DIAG3) on the DID panel
located on the back wall of the operator cab.
2. Make sure that the directional control lever is in
PARK and the rest switch is in the REST position.
3. Turn control power switch (1, Figure 3-1) and the
key switch ON.
NOTE: The lamp test switch for the overhead panel will
not activate the GE propulsion system lamps when the
PTU is in the Manual Test mode.
To check the PSC digital outputs:
Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
Select “Normal” mode {enter}
Type password “ok75e” {enter}
Click “LOGIN to wPTU Toolbox”.
Under “Engine Stopped Task”, double-click “TCI
Manual Test”.
The “TCI Manual Test” screen looks similar to
the “TCI Real Time Data” screen in Figure 3-7.
Clicking the buttons in the “Digital Outputs” field
will toggle the output on and off. See Table V.

TABLE V. TCI DIGITAL OUTPUT CHECKS

LOCATION
STEP INPUT DESCRIPTION
(Fig. 3-11)
Battery Separate Relay - Measure 24 VDC from circuit 21BSR @ TB28 to
1 BATSEPC
ground. With BATSEPC highlighted on the PTU, press {enter}. Verify 0 VDC.
2 LINKONLT Link Energized Light on the back of the center console will illuminate.

SPD1 not used

3
SPD2 not used
4 NORETARD No Retard/Propel Light will illuminate. A5
5 NOPROPEL No Propel Light will illuminate. A6
6 PSCNOTRDY Propulsion System Not Ready Light will illuminate. C6
7 RESTLT Propulsion System at Rest Light will illuminate. B6
8 REDUCELT Propulsion System at Reduced Level Light will illuminate. D6
9 RTRDCON Retard System at Continuous Level Light will illuminate. E6
Battery Charger System Failure Light will illuminate. (NOTE: This function is
10 BATTCHRGR controlled by the VHMS Interface Module. See VHMS/ Interface Module E5
Checkout Procedure to fully test this function.)
11 ENGSPDSET not used
12 REVERSELT Backup horn and backup lights will activate. B4
13 RETARDXLT Retard light on top of the cab and at rear of truck will turn on.
14 RETARDLT Dynamic Retarding Applied Light will illuminate. D3
15 TEMPWARN Propulsion System Temperature Light will illuminate. C5
16 PSCWARNLT Propulsion System Light will illuminate. B5
Hydraulic Brake Oil Hot Light - cannot be checked (NOTE: This function is
17 HYDBHOTLT controlled by the VHMS Interface Module. See VHMS/ Interface Module D5
Checkout Procedure to test this function.)
18 ENGCRANK Engine Crank Signal - See the following procedure to test this function.

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-23

(Release 21 Software)
To check the Engine Crank Signal:
NOTE: Before checking ENGCRANK, verify that the
21B wires are removed from the starter solenoid relay
in the battery control box. Also, make sure that the
engine oil is at the proper level.
1. Change the PTU from the “Engine Stopped
Tasks” screen to the “TCI Real Time Data”
screen.
2. Turn the key switch to START.
Trucks without prelube system:
Measure 24VDC to ground on circuit 21A @
TB25 and circuit 21B @ TB31.
Trucks with prelube system:
Measure 24VDC to ground on circuit 21A @
TB25. FIGURE 3-11. STATUS/WARNING LIGHTS
After the prelube system has reached the proper
oil pressure, measure 24VDC to ground on Row/Column Indicator Description Color
circuit 21PT @ TB28 to ground.
A1* High Hydraulic Oil Temperature Red
After circuit 21PT is 24VDC, circuits 21ST and
B1* Low Steering Pressure Red
21B will measure 24VDC to the starter solenoid.
C1 Low Accumulator Precharge Red
Verify that ENGSTRTREQ, ENGCRANK,
D1 Spare
ENGCRNK2, and BATSEPC are highlighted on
the PTU when circuits 21A, 21PT and 21B are E1 Low Brake Pressure Red
24VDC. A2* Low Hydraulic Tank Oil Level Red
B2* Low Auto Lube Pressure Amber
3. Turn the key switch to ON.
C2* Circuit Breaker Tripped Amber
4. Move the directional control lever to FORWARD.
D2* Hydraulic Oil Filter Restricted Amber
5. Turn the key switch to START. E2* Low Fuel Amber
Circuit 21A should remain 0VDC. A3* Parking Brake Applied Amber
6. Release the key switch. B3* Service Brake Applied Amber

7. Move the directional control lever to NEUTRAL. C3* Body Up Amber

D3* Dynamic Retarding Applied Amber
8. Turn key switch to START position.
E3 Stop Engine Red
Circuit 21A should remain 0VDC.
A4* Starter Failure Amber
10. Release the key switch. B4* Manual Backup Lights Amber
11. Move the directional control lever to PARK. C4* 5 Minute Shutdown Timer Amber
D4* Retard Speed Control Amber
E4* Cheack Engine Amber
A5 No Propel/Retard Red
B5 Propulsion System Warning Amber
C5 Propulsion System Temperature Amber
D5 Manitenance Monitor Red
E5 Battery Charger System Failure Red
A6 No Propel Red
B6 Propulsion System at Rest Amber
C6* Propulsion System Not Ready Amber
D6* Propulsion System at Reduced Level Amber
E6* Retard System at Continuous Level Amber

E3-24 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
CALIBRATIONS
The following procedures are used to calibrate the
retarder and accelerator pedals, retarder lever, and the
hydraulic brake temperature and propel system
temperature gauges and the speedometer for the
software. If any of the above components require
ACCEL-SEL
replacement during truck servicing or troubleshooting
procedures, the new or rebuilt component must be
recalibrated using the applicable procedure before the
truck is returned to service.
RETRD-SEL
Speedometer
The speedometer can be calibrated by using the DID
panel at the back of the operator cab.
1. On the DID panel, press the function keys
F4 - Menu > F1 - Test Menu > F4 - Speedometer.
2. Adjust the speedometer to read 32 kph (20 mph).
3. Enter “40” on the DID panel keypad.
Verify that the speedometer reads 64 kph (40
mph). ERASING EVENTS
Accelerator Pedal, Retarder Pedal/Lever and PSC
RSC Dial
The pedals and retarder lever can be calibrated by
using the DID panel at the back of the operator cab.
Press the function keys F4 - Menu > F4 - Truck Cfg >
F2 - Begin, then follow the instructions on the screen.
The pedals, retarder lever and RSC dial can also be
calibrated by using the PTU as follows:
1. Connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel
located on the back wall of the operator cab.
2. Make sure that the directional control lever is in
PARK and the rest switch is in the REST position.
TABLE VI. CALIBRATION VALUES
INPUT DESCRIPTION
0.00 - accelerator pedal released
1.00 - accelerator pedal fully depressed
0.00 - retarder pedal released and retarder lever
fully up
1.00 - retarder pedal fully depressed and
retarder lever fully up
1.00 - retarder pedal released and retarder lever
fully down
5 - RSC dial pulled up and turned fully
counterclockwise
RETSPD
34 - RSC dial pulled up and turned fully
clockwise
1. Connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel
located on the back wall of the operator cab.
2. Make sure that the directional control lever is in
PARK and the rest switch is in the REST position.
3. Turn control power switch (1, Figure 3-1) and the
key switch ON.
Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
Select “Normal” mode {enter}
Type password “ok75e” {enter}

3. Turn control power switch (1, Figure 3-1) and the Click “LOGIN to wPTU Toolbox”.
key switch ON. Under the “Special Tasks” heading, double-click
Click START > Programs > GEOHVPTU_2.0 > “Erase PSC Events”.
AC TOOLS > wPTU AC v21.01 Click “YES”.
Select “Normal” mode {enter} Double-click “PSC Event Summary”.
Type password “ok75e” {enter} Only two events should be listed and active:
Event 91 (Inverter 1 Cutout) and Event 92
Under “Real Time”, double-click “PSC Real
(Inverter 2 Cutout). Investigate any other events
Time Data”.
that are listed.
Verify the values in Table VI.

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-25

(Release 21 Software)
TCI
1. Connect the serial communication cable from the
PTU to the TCI port (DIAG3) on the DID panel
located on the back wall of the operator cab.
2. Make sure that the directional control lever is in
PARK and the rest switch is in the REST position.
3. Turn control power switch (1, Figure 3-1) and the
key switch ON.
Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
Select “Normal” mode {enter}
Type password “ok75e” {enter}
Click “LOGIN to wPTU Toolbox”.
Under the “Special Tasks” heading, double-click
“Erase TCI Events”.
Click “YES”.
Double-click “TCI Event Summary”.
No events should be listed. Investigate any
events that are listed.
GATE DRIVER POWER CONVERTER TEST
Never look directly into the fiber optic light. Eye
damage could result.
1. Disconnect the round connector on top of phase
modules P11A+, P12A+, P21A+ and P22A+.
2. Close circuit breaker CB1 on GDPC1 in the right
side compartment of the control cabinet.
3. Use an analog meter to check the voltage
between the pins on the P11A+ round connector.
There should be 90 - 100VDC.
4. Open circuit breaker CB1 on GDPC1. Reconnect
the round connector to P11A+ and close circuit
breaker CB1 again.
5. Carefully remove the gray plug on top of each
P11 phase module. Without looking directly into
the plug hole in each phase module, verify that a
red light is present. Insert the gray plugs.
6. Carefully remove the gray plug on top of chopper
module CM1. Without looking directly into the
plug hole, verify that a red light is present. Insert
the gray plug.
E3-26 AC Drive System Electrical Checkout Procedure
(Version 21 Software)
7. Close circuit breaker CB2 on GDPC1 in the right
side compartment of the control cabinet.
8. Use an analog meter to check the voltage
between the pins on the P12A+ round connector.
There should be 90 - 100VDC.
9. Open circuit breaker CB2 on GDPC1. Reconnect
the round connector to P12A+ and close circuit
breaker CB2 again.
10. Carefully remove the gray plug on top of each P12
phase module. Without looking directly into the
plug hole in each phase module, verify that a red
light is present. Insert the gray plugs.
11. Carefully remove the gray plug on top of chopper
module CM2. Without looking directly into the
plug hole, verify that a red light is present. Insert
the gray plug.
12. Close circuit breaker CB1 on GDPC2 in the right
side compartment of the control cabinet.
13. Use an analog meter to check the voltage
between the pins on the P21A+ round connector.
There should be 90 - 100VDC.
14. Open circuit breaker CB1 on GDPC2. Reconnect
the round connector to P21A+ and close circuit
breaker CB1 again.
15. Carefully remove the gray plug on top of each P21
phase module. Without looking directly into the
plug hole in each phase module, verify that a red
light is present. Insert the gray plugs.
16. Close circuit breaker CB2 on GDPC2 in the right
side compartment of the control cabinet.
17. Use an analog meter to check the voltage
between the pins on the P22A+ round connector.
There should be 90 - 100VDC.
18. Open circuit breaker CB2 on GDPC2. Reconnect
the round connector to P22A+ and close circuit
breaker CB2 again.
19. Carefully remove the gray plug on top of each P22
phase module. Without looking directly into the
plug hole in each phase module, verify that a red
light is present. Insert the gray plugs.
10/06 E03018
LOAD TESTING
Preparation
1. Ensure that the wheels are chocked and the
directional control lever is in PARK.
2. Ensure that all blower motor and alternator
brushes are installed correctly.
3. Install locks on the contactor box door and left
side compartment door of the control cabinet. The
right side compartment will be accessed.
4. Use the DID panel to cutout both inverters:
a. Press F4 - MENU > F3 - Inv Cutout >
F1 - Inv #1 > F4 - Toggle.
The display will show “Inverter #1 = cut-out”.
b. Press F5 - Return > F2 - Inv #2 > F4 - Toggle.
The display will show “Inverter #2 = cut-out”.
c. Press F5 - Return > F5 - Return to return to the
main DID panel display.
5. Turn the rest switch ON.
6. Move GF cutout switch (2, Figure 3-1) to the
CUTOUT (down) position.
7. Ensure that circuit breakers CB1 and CB2 on both
gate driver power converters are closed.
8. Reconnect the 21B wires to the starter solenoids.
Alternator Speed Sensor Checks
1. Connect an AC voltmeter to circuits 74X (TB22)
and 74Z (TB22).
2. Ensure that the GF cutout switch is in the
CUTOUT (down) position and the rest switch is
ON.
3. Start the engine and operate at low idle.
Verify approximately 4VAC on the meter.
Verify that the tachometer in the operator cab
reads approximately 700 RPM.
4. Remove the voltmeter.
5. Ensure engine speed control by varying the
position of the accelerator pedal.
6. To check the PSC alternator speed feedback,
connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel
located on the back wall of the operator cab.
7. Make sure that the directional control lever is in
PARK and the rest switch is in the REST position.
8. Turn control power switch (1, Figure 3-1) and the
key switch ON.
E03018 10/06 AC Drive System Electrical Checkout Procedure
(Release 21 Software)
Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
Select “Normal” mode {enter}
Type password “ok75e” {enter}
Under “Real Time”, double-click “PSC Real
Time Data”.
Verify that ENGSPD in the “Analog” field shows
the correct alternator speed value.
9. Leave the PTU connected to the PSC port for
further checks. Use the emergency stop switch on
the center console of the operator cab to stop the
engine.
Battery Boost Check
The battery boost check must be performed exactly
as described in the following procedure. Failure to
do so may result in serious injury.
The contactors in the control cabinet with the R1
resistor may be energized while the engine is
running. DANGEROUS VOLTAGES ARE PRESENT
INSIDE THE CONTROL CABINET.
NOTE: The engine must be OFF during initial setup.
1. Turn the rest switch ON.
2. Move GF cutout switch (2, Figure 3-1) to the
CUTOUT (down) position.
3. Verify that all link voltage lights are OFF.
4. Connect a voltmeter across resistor R1 located in
the right side compartment of the control cabinet.
a. Connect the positive lead to BAT
b. Connect the negative lead to F101.
5. Start the engine.
6. Move the GF cutout switch to the NORMAL (up)
position.
7. Turn the rest switch OFF.
The voltmeter will momentarily show a reading
of approximately 18VAC, then drop to zero.
8. Turn the rest switch ON.
10. Move the GF cutout switch to the CUTOUT
(down) position.
11. Use the emergency stop switch on the center
console of the operator cab to stop the engine.
12. Verify that all link voltage lights are OFF. Remove
the voltmeter.
E3-27
Brake Circuit Switch Checks
1. Turn the rest switch ON.
2. Start engine and allow engine to warm up for
approximately 10 minutes.
Verify that all status/warning lights in the
overhead panel are off except Parking Brake
Applied (A3, Figure 3-11), Propulsion System at
Rest (B6) and Propulsion System Not Ready
(C6).
3. Turn the wheel brake lock switch ON.
4. Short circuit 33T to ground. This is for the brake
lock degradation switch located in brake cabinet.
Note that when the wheel brake lock is applied,
the service brake lights on the truck are active
and the service brake light indicator on the
overhead panel is lit.
5. Connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel
located on the back wall of the operator cab.
Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
Select “Normal” mode {enter}
Type password “ok75e” {enter}
Click “LOGIN to wPTU Toolbox”.
Link Energized Checks
Under “Real Time”, double-click “PSC Real
Time Data”.
Verify that BRAKEON is highlighted when the
wheel brake lock is applied and the engine is
running.
6. Turn the wheel brake lock switch OFF.
7. In the brake cabinet, short circuit 33 on the brake
pressure switch to ground.
The low brake pressure light on the overhead
panel and the low brake pressure buzzer should
activate.
8. On the LH frame rail, short circuit 33F at the
steering pressure switch on the bleeddown
manifold to ground.
The low brake pressure light, low steering
pressure light and low brake pressure buzzer
should activate.
E3-28 AC Drive System Electrical Checkout Procedure
(Version 21 Software)
Hoist & Steering Circuit Switch Checks
9. On the inner side of the fuel tank, short circuit 39
on hoist circuit hydraulic filters bypass indicator
switch to ground.
The hydraulic oil filter light in the overhead panel
should illuminate.
10. At the steering circuit hydraulic filter, short circuit
39 on the filter bypass indicator switch to ground.
The hydraulic oil filter light in the overhead panel
should illuminate.
11. Short circuit 51A at the nitrogen precharge
pressure switches on the top of the steering
accumulators to ground.
The low accumulator precharge indicator light is
activated. This light stays on even when the
short is removed.
12. Use emergency shutdown switch on the center
console to shut off the engine. Do not turn the key
switch OFF.
The low accumulator precharge light should
remain on and the brakes and steering pressure
should remain charged.
13. Turn the key switch OFF.
Verify that the steering pressure bleeds down.
1. Start the engine.
2. Move the GF cutout switch to the NORMAL (up)
position.
3. Turn the rest switch OFF.
Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
Select “Normal” mode {enter}
Type password “ok75e” {enter}
Click “LOGIN to wPTU Toolbox”.
Under “Real Time”, double-click “PSC Real
Time Data”.
Verify that capacitor charge light (3, Figure 3-1)
and the link energized indicator light on the rear
of the center console are lit.
Verify that LINKV and both inverter link voltages
(I1LV & I2LV) are approximately 700 volts.
Verify the other values and highlighted functions
are similar on the various PSC screens in
Figures 3-12 through 3-14.
10/06 E03018
 FIGURE 3-12. PSC REAL TIME DATA SCREEN

FIGURE 3-13. PSC SERIAL DATA SCREEN

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-29

(Release 21 Software)
 FIGURE 3-14. PSC ANALOG INPUTS SCREEN

4. Make sure that the directional control lever is in Loadbox Test

PARK and the rest switch is in the REST position.
5. Turn control power switch (1, Figure 3-1) and the
key switch ON.
6. Connect the serial communication cable from the
PTU to the TCI port (DIAG3) on the DID panel
located on the back wall of the operator cab.
Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
Select “Normal” mode {enter}
Type password “ok75e” {enter}
Click “LOGIN to wPTU Toolbox”.
Under “Real Time”, double-click “TCI Real Time
Data”.
Verify that the analog values and highlighted
functions are similar to the TCI Real Time Data
screen in Figure 3-15.
7. Exit the TCI Real Time Data screen. Leave the
engine running and the PTU connected to the TCI
port for the loadbox test.
Verify that the control cabinet doors are closed and
locked before performing the following tests.
DANGEROUS VOLTAGES ARE PRESENT INSIDE
THE CONTROL CABINET WHEN THE ENGINE IS
RUNNING.
1. Jumper fan clutch control circuit 22FO @ TB32 to
ground to lock the fan in full on condition.
2. With the engine running, move the GF cutout
switch to the NORMAL (up) position.
3. Turn the rest switch OFF.
Under “Test”, double-click “Self Load Engine
Test”.
Click “Enter LDBX”.
Verify that the values are similar to the initial Self
Load Engine Test screen in Figure 3-16.

E3-30 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
 FIGURE 3-15. TCI REAL TIME DATA SCREEN

FIGURE 3-16. INITIAL SELF LOAD ENGINE TEST SCREEN

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-31

(Release 21 Software)

In the following step, exhaust air from grid vents
may be very hot.
4. Put the directional control lever in NEUTRAL and
depress the accelerator pedal to just pick up
contactor RP1. This should occur at
approximately 1150 rpm.
Check for hot air flow from both front sections of
the retarding grid.
Check for air flow from the rectifier air exhausts
on the back of the control cabinet.
On the PTU, verify that the values for BLWR1
and BLWR2 are balanced but opposite polarity.
NOTE: If the HPADJ value is fixed at zero and the
ENGLOAD% value is fixed at 50% (or 5.0V if using an
analog load signal), it is an indication that the PWM
engine load signal is not getting to the PSC. Check for
Event 63 (Engine Load Signal) on the DID panel. Refer
to Troubleshooting for more information.
5. Depress the accelerator pedal to pick up
contactors RP1 and RP2. This should occur at
approximately 1375 rpm.
6. Let up on the accelerator pedal just enough so
that contactor RP2 drops out but contactor RP1 is
still picked up. This should occur at approximately
1375 rpm.
NOTE: Some trucks are not equipped with contactor
RP3.
7. Depress the accelerator pedal to pick up
contactors RP1, RP2 and RP3. This should occur
at approximately 1550 rpm.
8. Warm up the engine until the engine coolant
temperature stabilizes. Then fully depress the
accelerator pedal to pickup all the RP contactors.
The CHOP value on the PTU should be be 25%
at approximately 1900 rpm.
9. Record the PTU screen while viewing the screen
during full load.
Under the “Save” menu, select “Single
Snapshot”, then click “Save”.
To view the recorded screen, under the “View”
menu, select “Screen Relay”, the highlight the
file and click “Open”.
E3-32 AC Drive System Electrical Checkout Procedure
(Version 21 Software)
10. Note the ENGLOAD value on the screen.
If the value is 5 volts during load testing, loading
is satisfactory.
If the value is below 5 volts, the electrical system
needs to remove horsepower loading. This is an
indication of a weak engine.
If the value is above 5 volts, the electrical system
needs to load the engine more. This is an
indication of a strong engine.
11. The Self Load Engine Test screen should be
recorded and the values compared to values that
are calculated to account for parasitic losses at
the elevation of the test site and ambient
temperature during testing as follows:
a. Output horsepower should be 2700 HP ±5% @
1900 +10/-15 rpm.
b. Requested rpm from GE must be 1900 rpm.
c. Refer to Figure 3-17 for parasitic losses curve.
Read the parasitic losses from the graph
based on ambient temperature and altitude.
Add the value on the graph to the delivered
HP to GE and compare that to the “-5%”
value at the rpm rated tolerance (i.e. 2612
HP + value from graph = corrected HP).
Manual Offset HP Output Adjustment:
12. If it isnecessary to troubleshoot HP problems, use
the following procedure:
With loadbox initiated, enter a + or - offset value
in the “HP Offset” field.
Click the “HP Offset” box.
13. Perform the load test again.
Return the offset to 0.0
Click the “HP Offset” box.
Click “EXIT LDBX” to exit the Self Load Engine
Test screen.
14. Allow the engine to cool down until the engine
temperature and pressure gauges show normal
operating values.
15. Turn the rest switch ON.
16. Turn the key switch OFF. Allow approximately 90
seconds for the steering accumulators to bleed
down.
17. Remove the jumper from the fan clutch control
circuit
18. Record all data to create a truck record for future
comparison.
10/06 E03018
 FIGURE 3-17. TOTAL PARASITIC LOSS AT FULL POWER
Komatsu SSDA16V160, 27000 GHP, ECS 8 Blade, 78” dia. 5.3” PW @ 798 RPM

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-33

(Release 21 Software)
TROUBLESHOOTING
PVM Optimum Load Curve Handshaking
Troubleshooting
NOTE: A value of less than 0.5VDC or more than
9.5VDC on circuit 72E indicates a failure.
1. With the engine off, key switch ON and control
power switch ON, measure the voltage between
the 72E (+) lead and the 72R (-) lead.
The voltage should be 5.0VDC.
a. Jumper circuit 22FO to ground and verify
voltage on 72E to 72R changes to 7.0VDC.
b. If the voltage is 0VDC, verify that the
connections to the PVM are correct and that
circuits 439 and 11SL (connected to CN P382
positions 5 and 40) are 24VDC.
2. With the engine running and under load, and the
key switch and control power switch ON, check
the voltage at 72E (+) to 72R (-).
The voltage should be 5.0VDC.
a. Check the PVM diagnostic connector P381.
b. Verify that the voltage between position A to B
is 8 to 11VDC. A reading of 0VDC indicates
that the 1939 transmission line failed. Check
1939 wiring.
c. Verify the voltage between position C to B is 8
to 11VDC. A reading of 0VDC indicates that
the PVM has failed only if the voltage from
position A to B is correct and the filtering circuit
is correct. Check the filtering circuit resistors
and capacitors connected to P383 positions 12
and 20 and P382 position 33 mounted on
diode board DB1.
3. If both Step 1 and 2 are 0VDC, then circuit 439 or
11SL or both are incorrect.
Allow adequate time for link voltage to drain down
before opening the control cabinet to perform the
following checks or repairs.
E3-34 AC Drive System Electrical Checkout Procedure
(Version 21 Software)
Phase Module and Chopper Module
Troubleshooting
1. To troubleshoot a phase module or chopper
module, stop the engine and turn the rest switch
OFF. Connect the serial communication cable
from the PTU to the PSC panel and access the
PSC Manual Test screen.
2. Click the appropriate GD1E or GD2E signal in the
“Digital Output” field and turn it ON. (GD1E turns
on all Inverter 1 phase modules and chopper
module 1. GD2E turns on all Inverter 2 phase
modules and chopper module 2.)
3. Disconnect the gray fiber optic cable on the phase
module or chopper module that is being checked.
In the following step, DO NOT look directly at the
red light. Eye damage could result.
4. If a red light is visible out of the gray receptacle on
the gate driver module, the phase module or
chopper module is OK.
5. If a red light is not visible, disconnect the round
power supply harness from the gate driver
module.
6. Check the AC voltage in the two pins in the
harness. There should be 100 VAC square wave
on the harness. The actual reading on the VOM
will depend on the meter and how it is designed to
measure AC voltage. Most meters read less than
100 volts. Normally, there will either be proper
voltage on the harness or no voltage at all.
7. If there is no voltage, troubleshoot the appropriate
gate driver power converter or the harness. See
“Gate Driver Power Converter Test” earlier in this
section.
8. If there is voltage, reconnect the harness and
disconnect the gate lead on the “G” terminal.
10. If there is a red light visible with the gate lead
disconnected, there is a short and the phase
module or chopper module must be replaced.
11. If a red light is not visible with the gate lead
disconnected, the gate driver module is faulty and
must be replaced. All the gate driver sections for
phase modules and chopper modules are alike
and interchangeable. The red-covered and white-
covered gate driver modules are interchangeable
where mounted by the six cap screws to the
cooling tubes of the phase module or chopper
module.
10/06 E03018
PHASE MODULE REPLACEMENT
Phase Module Removal Phase Module Installation
1. Place the control power switch in the OFF 1. Inspect the rear cooling air sealing gasket.
position and the GF cutout switch in the CUTOUT Replace it if damaged.
position. 2. Return the phase module to its original location.
2. Use a VOM to ensure that there is no voltage 3. Install the two mounting bolts and washers that
present between the (+) and (-) DC links and secure the phase module to the control cabinet.
ground. Tighten the bolts to 64 N•m (47 ft lbs).
3. Disconnect the fiber optic cables and the round
4. Install the mounting hardware that secures the
plug at the top of the phase module. Tuck the
two fuses. Tighten the bolts to 19 N•m (14 ft lbs).
removed cables under the loom to protect the
cables when the module is pulled out. 5. Install the mounting hardware that secures the
phase module to the vertical bus bar. Tighten the
4. Remove the mounting hardware that secures the bolts to 26 N•m (19 ft lbs).
phase module to the vertical bus bar. Note the
length of the bolts for proper reinstallation. 6. Reconnect the fiber optic cables and the round
plug at the top of the phase module.
5. Remove the mounting hardware that secures the
two fuses. 7. Place the GF cutout switch in the NORMAL
position and the control power switch in the ON
6. Mark each phase module so that it will be
position.
reinstalled in its original location.
NOTE: Each phase module weighs 29.5 kg (65 lbs).
7. Support the phase module and remove the two
nuts and washers that secure the phase module NOTE: For removal of other control cabinet
to the control cabinet. components, refer to the GE service manual.
8. Slide the phase module forward by the extended
mounting arms and remove it from the control
cabinet. Do not pull on the gate card cover.

E03018 10/06 AC Drive System Electrical Checkout Procedure E3-35

(Release 21 Software)
 NOTES

E3-36 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
 SECTION G

REAR AXLE, SPINDLES AND WHEELS

INDEX

TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1

FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1

REAR AXLE HOUSING MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1

REAR AXLE HOUSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1

G01017 Index G1-1

 NOTES

G1-2 Index G01017

 SECTION G2

TIRES AND RIMS

INDEX

TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3

WHEEL STUD MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4

FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6

REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8

RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9

Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9

Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9

G02018 7/06 Tires and Rims G2-1

 NOTES

G2-2 Tires and Rims 7/06 G02018

 TIRES AND RIMS
The truck tires should be inspected and tire pressure
checked with an accurate pressure gauge before
each working shift. Tire pressure will vary according
to manufacturer and local working conditions.
Consult the tire manufacturer for recommended tire
pressure. When inflating tires always use a safety cage.
Never inflate a tire until the lockring is securely in
Insure valve caps are securely applied to valve
place. Do not stand in front of or over the
stems. The caps protect valves from dirt build up and
lockring during inflation procedures. Never
damage. DO NOT bleed air from tires which are hot
overinflate a tire. Refer to tire manufacturer’s
due to operation; under such circumstances, it is
recommendations.
normal for pressure to increase in the tire due to
Always keep personnel away from a wheel and
expansion.
tire assembly when it is being removed or
A bent or damaged rim which does not support the installed.
bead properly may cause abnormal strain on the tire The tire and rim weigh approximately 6,480 kg
resulting in tire damage. If a tire becomes deeply cut, (14,285 lbs.). Make sure that tire handling
it should be removed and repaired. Neglected cuts equipment is capable of lifting and maneuvering
cause many tire problems; water, sand, dirt and other the load.
foreign materials work into the tire through a cut,
Due to the size and weight of the tire and rim
eventually causing tread or ply separation.
assemblies, special handling equipment, such as a
Tires should be stored indoors if possible. If stored modified fork lift called a “tire handler” as shown in
outdoors, cover tires with tarpaulin to keep out dirt, Figure 2-1, is desirable. Consult local tire vendors for
water and other foreign materials. Long exposure to sources of equipment designed especially to remove,
the sun will cause ozone cracks. Storage should be repair, and install large off-highway truck tires.
in a cool, dry, dark, draft free location. Tires should
be stored vertically. If they must be laid on their sides
for a short period, avoid distortion by stacking no
more than three tires on top of one another. Avoid
contact with oil, grease and other petroleum
products.
Before storing used tires, clean thoroughly and
inspect for damage. Repair as necessary. When a
truck is placed in storage, it should be blocked to
remove the weight from the tires. If a stored truck
cannot be blocked, check air pressure and inspect
tires twice a month for proper inflation pressure.

DO NOT weld or apply heat on the rim assembly

with the tire mounted on the rim. Remaining
gases inside the tire may ignite causing
explosion of tire and rim.

DO NOT go near a tire if a brake or wheel motor

has experienced a fire until the tire has cooled.
FIGURE 2-1. TYPICAL TIRE HANDLER

G02018 7/06 Tires and Rims G2-3

WHEEL STUD MAINTENANCE
The wheel mounting hardware used on some trucks
may no longer be able to maintain the specified
clamping force (tightening torque). Inadequate
clamping force may lead to broken studs, stripped
threads, and/or failure of the stud knurl which would While replacing missing or damaged studs, the
allow the stud to rotate when the nut is loosened or condition of all other stud threads should be
tightened. Stud replacement is necessary based on inspected. If minor corrosion or dirt is found in
the following guidelines: the threads, wire brush thoroughly. If damaged
(knicked or highly corroded) threads are found,
• The maximum allowable number of missing or the stud(s) must be replaced.
damaged studs in any one bolt circle is four.
• The position of missing or damaged studs must
not be in consecutive locations. In addition, there
must be a minimum of four properly functioning
studs between each missing stud. Refer to
Figure 2-2.

FIGURE 2-2. MISSING/DAMAGED WHEEL STUD ALLOWANCE

G2-4 Tires and Rims 7/06 G02018

FRONT TIRES AND RIMS
Removal
6. Grip the tire and wheel assembly with tire a
1. Apply parking brake and block rear wheels to handler. Remove nuts (11, Figure 2-3) that
prevent movement of truck. secure the wheel assembly.
2. Following normal shutdown procedures, place 7. Be careful not to damage the inflation hose
the rest switch in the ON position, shut down during tire removal. Move the wheel assembly
the engine and verify that the link voltage lights away from the wheel hub and into a clean work
are OFF. Allow at least 90 seconds for the area.
accumulators to bleed down. Turn the steering
wheel to ensure that no pressure remains. As a
safety precaution, bleed down the brake
accumulators.
3. Place a jack under the spindle or frame at the Do not attempt to disassemble wheel assembly
front cross tube. until all air pressure is bled off.
4. Raise the front end of the truck until the tire
Always keep personnel away from a wheel
clears the ground. Block up the truck securely
assembly when it is being removed or installed.
under the frame.
5. Inspect the hydraulic brake lines for damage or
leaking fittings.

FIGURE 2-3. FRONT WHEEL HUB AND RIM ASSEMBLY

1. Wheel Hub 5. Rim 9. O-Ring

2. Stud 6. Bead Seat Band 10. Clamp Bracket
3. Tire Inflation Hose 7. Side Flange 11. Flanged Nut
4. Swivel Connector 8. Lock Ring

G02018 7/06 Tires and Rims G2-5

Installation
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Grip the wheel assembly with the tire handler
and align the tire inflation hose and wheel hub
(1, Figure 2-3). Position the rim onto the wheel
hub studs.

Grease containing molybdenum disulphide must

never be used on wheel mounting hardware. Use
of this type of grease on wheel mounting
hardware may result in wheel mounting studs
stretching beyond their elastic limit, making them
susceptible to breakage.
2. Lubricate all stud threads and nut seating
flanges with a lithium based grease that does
not contain molybdenum disulphide. Install and
tighten the nuts in the following sequence:
a. Install six nuts at the 12 o'clock and six nuts
at the 6 o'clock positions. Tighten each nut to
2326 ± 136 N•m (1715 ± 100 ft. lbs.).
b. Install three nuts directly below the 3 o'clock
and three nuts directly above the 9 o'clock
positions. Tighten the nuts to 2326 ± 136
N•m (1715 ± 100 ft. lbs.).
c. Install three nuts directly above the 3 o'clock
and three nuts directly below the 9 o'clock
positions. Tighten these nuts to 2326 ± 136
N•m (1715 ± 100 ft. lbs.).
d. Install the remaining nuts and torque in a
clockwise direction to 2326 ± 136 N•m (1715
± 100 ft. lbs.).
e. Retighten all nuts in a clockwise direction to
2326 ± 136 N•m (1715 ± 100 ft. lbs.).
3. Remove the blocking and lower the jack.
4. Operate the truck for one load and retighten the
wheel nuts to the specified torque.

G2-6 Tires and Rims 7/06 G02018

REAR TIRES AND RIMS
Removal
7. Position a tire handler to grip the inner wheel.
1. Park the truck on level ground and block the Remove flanged nuts (6).
front wheels. Position a jack under the rear
suspension mounting plates as shown in Figure 8. Pull straight out to remove the tire from the
2-4. wheel hub.

If the wheel motor is to be removed from the

truck for service, install approximately eight
flanged nuts with appropriate spacers in place of
the outer wheel adaptor ring and nuts removed in
Step 4. This will provide additional support for
the wheel motor transmission during removal
and transportation.

FIGURE 2-4. REAR AXLE JACK LOCATION

2. Raise the rear axle housing until the tires clear

the ground. Securely block up the rear axle
housing near the wheel motor mounting flange.
3. If the rear inner tire is to be removed, remove
the inner tire inflation hose at the clamp on the
outer wheel and disconnect it from inner
extension (7, Figure 2-6).
4. Grip outer wheel and tire with tire handler arms
as shown in Figure 2-5. Remove flanged nuts FIGURE 2-5. REAR TIRE REMOVAL
(10, Figure 2-6) from adaptor ring (9) securing
1. Tire Handler 3. Inner Rear Tire
outer rim to wheel motor hub.
2. Outer Rear Tire
5. Pull straight out on the outer wheel assembly
and remove it.
6. If inner wheel removal is necessary, disconnect
inner tire inflation extension (7) and remove it.

G02018 7/06 Tires and Rims G2-7

 FIGURE 2-6. REAR WHEEL ASSEMBLY

1. Wheel Motor Mounting Flange 6. Flanged Nut 11. Flanged Nut

2. Inner Wheel Rim 7. Inner Extension 12. Wheel Motor Transmission
3. Disc Brake Assembly 8. Clamps 13. Extension
4. Extension 9. Adapter Ring 14. Bracket
5. Wheel Hub 10. Flanged Nut 15. Outer Wheel Rim

Installation
b. Install three nuts directly below the 3 o'clock
and three nuts directly above the 9 o'clock
positions. Tighten these nuts to 2326 ± 136
N•m (1715 ± 100 ft. lbs.).
Always keep personnel away from a wheel c. Install three nuts directly above the 3 o'clock
assembly when it is being removed and installed. and three nuts directly below the 9 o'clock
positions. Tighten these nuts to 2326 ± 136
N•m (1715 ± 100 ft. lbs.).
NOTE: Clean all mating surfaces and check the stud
d. Install the remaining nuts and tighten in a
threads before installing the wheel assemblies.
clockwise direction to 2326 ± 136 N•m (1715
1. If either wheel motor has been removed, bleed ± 100 ft. lbs.).
the disc brakes before installing the rear tires.
e. Retighten all nuts in a clockwise direction to
Refer to Section J, Wet Disc Brake Assembly -
the required 2326 ± 136 N•m (1715 ± 100 ft.
Wet Disc Brake Bleeding Procedure.
lbs.).
2. Grip the inner wheel assembly with a tire
4. If adaptor ring (9) requires installation, install
handler and install it onto wheel hub (5, Figure
the adaptor onto the wheel hub/wheel motor.
2-6). Carefully align tire inflation extension line
Lubricate the studs and nut flanges with lithium
(4) for mating with inner extension (7).
based grease.
3. Lubricate all stud threads and nut seating
5. Using the procedures in Step 3, install flanged
flanges with lithium based grease. Install and
nuts (10) in the sequence described and tighten
tighten the nuts in the following sequence:
to the same torque value as the inner wheel.
a. Install six nuts at the 12 o'clock and six nuts
at the 6 o'clock positions. Tighten each nut to
2326 ± 136 N•m (1715 ± 100 ft. lbs.).

G2-8 Tires and Rims 7/06 G02018

 6. Grip the outer wheel assembly with a tire
handler and position it onto the wheel motor
hub.
NOTE: Position the outer dual wheel to align the tire
valve bracket with the inner wheel inflation line.
7. Using the procedures in Step 3, install flanged
nuts (11) in the sequence described and tighten
to the same torque value as the inner wheel.
8. Secure the inner and outer dual tire inflation
lines to bracket (14) on the outer rim.
9. Remove the blocks from under the truck and
lower the truck to the ground. Operate the truck
for one load and retighten outer wheel nuts (11)
and adapter flange nuts (10) to 2326 ± 136 N•m
(1715 ± 100 ft. lbs.).
NOTE: Inner flanged nuts (5 & 7) and studs should
be inspected for breakage or missing nuts during
scheduled maintenance checks by inserting a mirror
between the rear tires.
RIM
Tire Removal
DO NOT weld or apply heat on the rim assembly
with the tire mounted on the rim. Resulting gases
inside the tire may ignite, causing an explosion.
When inflating tires always use a safety cage.
Never inflate a tire until the lockring is securely in
place. Do not stand in front of or over the
lockring during inflation procedures. Never
overinflate a tire. Refer to tire manufacturers
recommendations.
1. Place the tire and wheel assembly in a safety
cage and discharge all air pressure from the
tire.
2. Attach a hydraulic bead breaker to the rim by
slipping the jaws of the frame assembly over
the outer edge of flange (7, Figure 2-7). Make
sure that the jaws of the frame are as near to
bead seat band (6) as possible.
3. Following the tool manufacturer’s instructions,
move the tire bead in far enough to permit
placing a wedge between the tire and the flange
at the side of the tool.
G02018 7/06 Tires and Rims
4. Repeat this procedure at locations
approximately 90° from the first application.
Continue this procedure until the tire bead is
free from the rim.
5. After the bead is broken loose, insert the flat of
a tire tool in the beading notch on lockring (8).
Pry the lockring up and out of the groove on the
rim.
6. Pry in on bead seat band (6) until O-ring (9) is
exposed. Remove the O-ring.
7. Remove bead seat band (6) from rim (5) and
remove flange (7).
8. Reposition wheel assembly and repeat removal
procedure on opposite side of tire. Remove the
tire from the rim.
Tire Installation
1. Before mounting the tire to the rim, remove all
dirt and rust from the rim parts, particularly the
O-ring groove and bead seats. Also touch up all
metal parts with anti-rust paint to prevent bare
metal from being exposed to the weather.
NOTE: Do not allow paint, rust or other
contamination to cover the mating faces of lockring
(8, Figure 2-7) and rim (5).
Make sure that proper rim parts are used for
reassembly. Use of incompatible parts may not
properly secure the assembly, resulting in
violently flying parts upon inflation.
2. If the tire inflation hose and hardware were
removed, reinstall them in the rim. Position the
hose assembly for proper routing.
3. Install the inner flange on the rim. Coat the
beads of the tire with tire mounting soap
solution.
Prying against tire bead may cause damage to
tire bead and will cause air leaks.
4. Position the tire over the rim and work the tire
on as far as possible without prying against the
beads.
G2-9
 FIGURE 2-7. FRONT WHEEL HUB AND RIM ASSEMBLY

1. Wheel Hub 5. Rim 9. O-Ring

2. Stud 6. Bead Seat Band 10. Clamp Bracket
3. Tire Inflation Hose 7. Side Flange 11. Flanged Nut
4. Swivel Connector 8. Lock Ring

5. Install outer flange (7, Figure 2-7) in position
and install bead seat band (6). Push in on the
bead seat band to expose the O-ring groove in
the rim.
6. Lubricate new O-ring (9) with soap solution and
install it in the groove of the rim.
7. Install lockring (8) and tap it into place with a
lead hammer. The lockring lug must fit into the
slot of the rim.
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 to push the tire bead out into position.
10. As soon as the seating has been accomplished,
install the valve core and inflate the tire to the
recommended tire pressure.

Use a safety cage whenever possible. Stand to

one side as tire is being inflated. Never start
inflating unless the lockring is securely in place.
DO NOT stand in front of or over the lockring
when inflating.
8. With the tire inside a safety cage, remove the
valve core from the valve stem and inflate the
tire to seat the beads of the tire and the O-ring
as specified by the tire manufacturer.

G2-10 Tires and Rims 7/06 G02018

 SECTION G3

FRONT WHEEL HUB AND SPINDLE

INDEX

FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3

WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9

Wheel Bearing Adjustment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9

Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10

Seal Assembly Gap Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11

STEERING CYLINDERS AND TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12

Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-13

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14

Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14

TOE-IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15

G03028 Front Wheel Hub and Spindle G3-1

 NOTES

G3-2 Front Wheel Hub and Spindle G03028

 FRONT WHEEL HUB AND SPINDLE
WHEEL HUB AND SPINDLE ASSEMBLY
The following instructions will cover the complete
removal, installation, disassembly, assembly and
bearing adjustment of the front wheel hub and
spindle. If only brake service is to be performed, refer
to Section J, Brake Circuit.
Do not loosen or disconnect any hydraulic brake
line or component until the engine is stopped,
the key switch is OFF for 90 seconds, and the
drain valves on the brake accumulators are
opened.
Preparation
1. Reduce the engine speed to idle. Place the
directional control lever in PARK. Make sure
that the parking brake applied indicator light is
illuminated.
2. Place the drive system in the rest mode by
turning the rest switch ON. Make sure that the
rest mode indicator light is illuminated.
3. Turn the key switch OFF. If the engine does not
stop, use the engine shutdown switch on the
center console.
4. Verify that the link voltage lights are off. If they
remain on longer than five minutes after engine
shutdown, notify the electrical department.
5. Verify that the steering accumulators have bled
down by attempting to steer. The wheel should
not turn.
6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
7. Activate the battery disconnect switches.

FIGURE 3-1. FRONT WHEEL & SPINDLE
INSTALLATION
1. Spindle
2. Brake Housing Drain
3. Disc Brake Housing
Removal
1. Remove the front tire and rim assembly. Refer
to Section G, Tires and Rims, Front Tire and
Rim - Removal
2. Close the hydraulic pump shutoff valves.
3. Disconnect speed sensor connector(s) (5,
Figure 3-1). Tie the cables back away from the
spindle to prevent damage during spindle
removal.
NOTE: The left wheel has two speed sensors
installed.
4. Disconnect disc brake cooling oil hoses (4) at
the inlet and outlet ports on the brake housing.
5. Disconnect the brake apply line. Cap the hoses
and ports to prevent contamination. Remove
the oil in the brake housing and hub bearings by
removing hex plug (2) and draining the oil into a
suitable container.
6. Remove the lubrication lines from the tie rod
and steering cylinder.
7. Disconnect the tie rod and steering cylinder rod
4. Brake Cooling Hose from the spindle being removed. Refer to
5. Speed Sensor Removal - Steering Cylinder and Tie Rod, in this
Connector section.

G03028 Front Wheel Hub and Spindle G3-3

 10. Remove 16 arm attachment capscrews (5) as
follows:
a. Refer to Figure 3-5. Remove the capscrews
in the steering arm designated by an “X”.
The front spindle, brake and wheel hub assembly
weighs approximately 4840 kg (10,670 lbs). b. Remove the capscrews using a circular
Ensure that the lifting device is capable of lifting pattern in torque increments of 678 N•m (500
the load. ft lbs). DO NOT attempt to remove each
capscrew in one sequence.
10. Run a tap (1.25 in. - 12 UNF) in the threads
8. Position a fork lift under the wheel hub and after the capscrews are removed.
spindle assembly as shown in Figure 3-2. Use
blocking as necessary to keep the assembly 11. Use several 1.25 in. - 12 UNF x 8.00" long,
level. grade 8 capscrews and hardened flat washers
to install the spindle removal tool on the bottom
9. Remove capscrews and washers (1, Figure 3-
of the steering arm. (See Figure 3-4 for
3) that secure retainer plate (2) to the spindle
Komatsu part numbers). Lubricant, such as
structure and suspension. To prevent thread
chassis lube, is recommended for use on the
damage, loosen the capscrews in a circular
washers and threads of the capscrews.
pattern in torque increments of 678 N•m (500 ft
lbs). Remove the retainer plate.
NOTE: Multiple washers may be required to allow the
pusher capscrews to be effective. One or two
NOTE: A tool may be fabricated locally to aid in
washers can be installed with the pusher tool in place
spindle removal. Refer to Section M, Special Tool
to gauge the washer height required to prevent the
Group, for fabrication information. Usage of this tool
capscrews from bottoming out. The minimum
is described in the following steps.
recommended thread engagement is 41 mm (1.62
in.).

FIGURE 3-3. WHEEL HUB AND SPINDLE

REMOVAL
FIGURE 3-2. SPINDLE AND WHEEL HUB 1. Capscrews 4. Steering Arm
REMOVAL 2. Retainer Plate 5. Arm Retainer
(TYPICAL) 3. Spindle Capscrews

G3-4 Front Wheel Hub and Spindle G03028

 FIGURE 3-4. SPINDLE REMOVAL TOOL
INSTALLATION
1. Capscrew 3. Removal Tool
(P/N KC7095) 4. Steering Arm
2. Hardened Washer 5. Spindle
(P/N WA0366) 6. Suspension Piston
Heavy components and high forces are involved
in this procedure. Use caution at all times when
applying force to these parts. Sudden release of
the spindle could cause components to move
forcefully and unexpectedly.
12. Install the remaining capscrews in the holes
marked “X” (Figure 3-5). Progressively increase
the torque in a circular pattern until the tapered
piston breaks loose or 2142 N•m (1580 ft lbs)
of torque is reached.
13. If the specified torque is reached and the
tapered parts have not separated, apply heat to
the spindle at two places, 180° apart. DO NOT
exceed 454°C (850°F) saturated temperature of
the spindle.
G03028 Front Wheel Hub and Spindle
FIGURE 3-5. SPINDLE REMOVAL TOOL
1. Capscrew Insertion 2. Tool Structure
Holes (“X”)
14. Tighten the capscrews again to the maximum
specified torque. Using a large hammer and
heat as specified in the previous step, carefully
tap the top surface of the spindle.
NOTE: In extreme cases, it may be necessary to
remove additional steering arm retaining capscrews
and use additional pusher capscrews to apply more
force.
15. Lower the wheel hub and spindle assembly
away from suspension piston rod. Be careful
during removal to prevent damage to the
suspension piston rod taper and the tapered
spindle bore.
16. Move the spindle and hub assembly to a clean
work area for repair.
G3-5
Installation
1. Clean the spindle bore and suspension rod
taper so that they are free of rust, dirt, etc.
2. Lubricate the spindle bore and suspension rod
taper with multi-purpose grease Number 2 with
5% Molybdenum Disulphide.
Use of anti-seize compounds that contain copper
are prohibited from use on spindle bores and rod
tapers. These lubricants can cause severe
damage. Only use multi-purpose grease Number
2 with 5% molybdenum disulphide.
3. Position the spindle and wheel hub assembly
on a fork lift or similar lifting device as shown in
Figure 3-2.
4. Raise the spindle and wheel hub assembly into
position.
5. Secure the spindle to the suspension using
retainer plate (2, Figure 3-3) and capscrews (1).
Tighten the capscrews using the following
procedure:
a. Tighten the capscrews uniformly to 678 N•m
(500 ft lbs).
b. Continue to tighten the capscrews in
increments of 339 N•m (250 ft lbs) to obtain
a final torque of 2705 ± 135 N•m (1995 ± 100
ft lbs).
6. If removed, install the steering arm. Tighten the
capscrews to 2705 ± 135 N•m (1995 ± 100 ft
lbs).
G3-6 Front Wheel Hub and Spindle
7. Install the steering cylinder into the steering
arm. Use EH4638 sleeve alignment tool
(included in tool group) to position the spacers
and bearing during pin insertion. Tighten the pin
retaining nut to 1017 ± 102 N•m (750 ± 75 ft
lbs).
8. Use EH4638 alignment tool to install the tie rod
on the steering arm. Tighten the pin retaining
nut to 1017 ± 102 N•m (750 ± 75 ft lbs).
9. Connect the lubrication lines.
10. Install the brake system cooling hoses using
new O-rings in the flange fittings. Install the
brake apply line. Ensure that drain plug (2,
Figure 3-1) is installed.
11. Reconnect the speed sensor cables.
12. Install the wheel and tire as described in Section
G, Front Tires amd Rims - Installation.
13. Ensure that the hydraulic pump shut-off valves
are open.
14. Start the engine. Move the hoist control lever to
the FLOAT position to allow hydraulic oil to
circulate through the brake cooling system and
fill the front wheel hub and disc brake assembly
with oil.
15. Bleed the air from the brake apply lines as
described in Section J, Wet Disc Brake
Assembly - Wet Disc Brake Bleeding
Procedure.
16. Shut off the engine. Check the hydraulic tank oil
level and refill if necessary.
17. Inspect the brake assembly and all hose
connections for leaks.
G03028
Disassembly
1. Remove the wheel hub and spindle as covered
in the Removal procedure before proceeding to
Step 2. Remove any dirt and mud from the
assembly.
2. To aid in the complete disassembly of the wheel
hub and spindle assembly, support the
assembly in a vertical (hub cover up) position
using a fabricated spindle stand.
3. Install six, 0.50 in. -13 x 0.75 in. long socket
head capscrews (34, Figure 3-6) through the
disc brake back plate into the mating holes in
the seal carrier. Tighten securely.
NOTE: The capscrews installed in Step 3 will secure
the seal carrier and face seal assembly to the brake
housing during brake removal. DO NOT rotate the
wheel hub.
4. Disconnect the speed sensor cables. Loosen
the sensor clamping capscrews and remove
speed sensors (16).
5. Remove capscrews (20) and hardened
flatwashers (21) that secure brake adapter (19)
to the brake housing.
6. Remove the capscrews and washers that
secure cover (5). Remove the cover and
discard O-ring seal (41).
7. Remove capscrews (11) and hardened flat
washers (12).
8. Remove bearing retainer (13), O-ring (9), and
shims (8). Discard the O-ring.
9. Attach a lifting device to the wheel hub/brake
assembly and carefully lift it straight up and off
the spindle.
10. Remove outer bearing cone (7) and retainer pin
(40).
11. Rotate the hub vertically 180°, and place it on
blocking to prevent damage to wheel studs and
machined surfaces.
10. Remove capscrews (14) and washers (15) that
secure seal carrier (37), sensor gear (35), and
shims (36) to the wheel hub.
11. Remove capscrews (23) and hardened flat
washers (24) that secure the brake assembly
inner gear to the wheel hub.
G03028 Front Wheel Hub and Spindle
12. Attach lifting eyes and an overhead hoist to the
brake assembly. Carefully lift the assembly off
the hub.
Refer to Section J for brake assembly rebuild
instructions.
13. Remove and discard seal carrier O-ring (38).
14. Remove speed sensor gear (35) and shims
(36).
15. If bearings require replacement, press cups (6
and 29) from the wheel hub.
16. Remove capscrews (31) and hardened flat
washers (32). Remove brake adapter (19) and
discard O-rings (22 and 25).
17. Remove inner bearing cone (28) and retainer
pin (39).
18. Remove bearing spacer (27).
Cleaning and Inspection
1. Clean all metal parts in fresh cleaning solvent.
2. Remove and clean magnetic plug (10, Figure 3-
6).
3. Inspect wheel hub studs (2). Replace if
damaged or broken.
NOTE: If new studs are installed, coat the hole in the
hub and serrated portion of the stud with an anti-
seize compound prior to installation. DO NOT coat
threads.
4. Inspect the tapped hole threads. Re-tap if
necessary.
5. Inspect the bearing seating surfaces in the hub
and on the spindle. Inspect the bearing spacer.
Use a stone to carefully dress high spots that
may interfere with re-assembly.
6. Inspect all other machined surfaces for
damage.
7. Always use new O-ring seals during assembly.
G3-7
 FIGURE 3-6. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY
1. Wheel Hub 15. Washer 29. Inner Bearing Cup
2. Stud 16. Speed Sensor 30. Seal Assembly
3. Capscrew 17. Sensor Bracket 31. Capscrew
4. Washer 18. Disc Brake Assembly 32. Hardened Washer
5. Cover 19. Brake Adapter 33. Drain Plug
6. Outer Bearing Cup 20. Capscrew 34. Socket Head Capscrew
7. Outer Bearing Cone 21. Hardened Washer 35. Speed Sensor Gear
8. Shims 22. O-Ring 36. Shims
9. O-Ring 23. Capscrew 37. Seal Carrier
10. Magnetic Plug 24. Hardened Washer 38. O-Ring
11. Capscrew 25. O-Ring 39. Bearing Retainer Pin
12. Hardened Washer 26. Spindle 40. Bearing Retainer Pin
13. Bearing Retainer 27. Bearing Spacer 41. O-Ring
14. Capscrew 28. Inner Bearing Cone 42. Oil Seal

G3-8 Front Wheel Hub and Spindle G03028

Assembly
NOTE: All mating surfaces of the wheel and
brake components must be clean and dry during
assembly. No thread lubricant is permitted on
these surfaces.
1. Position the spindle vertically (hub end up).
2. Check bearing cones (7 and 28, Figure 3-6) for
a slip fit on spindle (26).
3. Check the threads in the bearing retainer holes
in the end of the spindle to ensure that the
capscrews will thread freely. If not, re-tap the
threads.
4. Install bearing cups (6 and 29) in wheel hub (1)
as follows:
a. Preshrink the cups by packing them in dry
ice or by placing them in a deep-freeze unit.
NOTE: Do not cool below -54°C (-65°F).
b. Install the cups in the wheel hub bores.
c. After the cups have warmed to ambient
temperature, press the cups tight against the
hub shoulder as follows:
Inner cup (29) - Apply 20,860 kg (23 tons) force.
Outer cup (6) - Apply 19,050 kg (21 tons) force.
5. Install spacer (27). If necessary, tap lightly to
seat the spacer against the spindle. The spacer
must fit tightly against the spindle shoulder.
6. Install pin (39) in the pin groove and install inner
bearing cone (28) over the pin and against the
spacer. The cone is a loose fit on the spindle.
7. Install wheel hub (1) onto spindle (26). Install
outer pin (40) and outer bearing cone (7).
NOTE: To ensure bearing lubrication during initial
operation, lightly lubricate the bearings with clean
hydraulic oil.
To facilitate the bearing adjustment procedure,
DO NOT install the brake assembly at this time.
G03028 Front Wheel Hub and Spindle
Wheel Bearing Adjustment
8. Install bearing retainer (13) onto the spindle
without O-ring (9) and shims (8). The thickness
of the retainer is etched on the surface of the
retainer. This side should be facing outward.
Use four equally-spaced capscrews in order to
secure the retainer. Two capscrews must be
positioned adjacent to the 12.7 mm (0.50 in.)
diameter access holes in the retainer.
9. Seat the wheel bearings using the following
procedure:
a. Tighten the four capscrews to 108 N•m (80 ft
lbs). Rotate the wheel hub at least three full
revolutions.
b. Tighten the four capscrews to 217 N•m (160
ft lbs). Rotate the wheel hub at least three
full revolutions.
c. Repeat Step b until the torque is maintained.
d. Loosen the four capscrews and rotate the
hub at least three revolutions.
e. Tighten the four capscrews to 81 N•m (60 ft
lbs). Rotate the wheel hub at least three full
revolutions.
f. Tighten the four capscrews to 136 N•m (100
ft lbs). Rotate the wheel hub at least three
full revolutions.
g. Repeat Step f until the torque is maintained.
10. Use a depth micrometer to measure and record
the distance between the face of bearing
retainer (13) and spindle (26) through each of
the two 13 mm (0.50 in.) diameter access holes.
11. Add the two dimensions measured in the Step
10. Divide the sum by 2 to obtain the average
depth.
12. Subtract the retainer plate thickness, which is
etched on the surface of bearing retainer (13),
from the result calculated in Step 11.
13. Assemble a shim pack that equals the
dimension calculated in Step 12 within 0.0254
mm (0.001 in.).
NOTE: Measure the shims individually for accuracy.
The above procedure results in a shim pack which
will provide a nominal 0.508 mm (0.020 in.) preload
for the bearings after assembly.
G3-9
Example:
Step 12 (average depth) 1.416 in.
Step 13 subtract etched dim. -1.375 in.
Step 14 Required shim pack = 0.041 in.
NOTE: After a shim pack has been determined, the
shim pack, spindle, wheel hub, spacer, and bearings
are now an interdependent group. If any of the parts
are replaced, the shim pack is no longer valid and a
new pack must be calculated.
14. Remove bearing retainer (13), outer cone (7),
retainer pin (40), and wheel hub (1) from spindle
(26) for installation of the brake assembly.
Brake Installation
15. Position the wheel hub vertically on blocks with
the inner bearing bore at the top.
16. Assemble the brake to the hub as follows:
a. Install nine 0.51 mm (0.020 in.) thick shims
(36) on top of the wheel hub flange at each
of the six gear/seal carrier mounting
locations. Shims may be installed on either
side of speed sensor gear (35) for speed
sensor alignment.
b. Install speed sensor gear (35).
c. Install new O-ring (38) in the groove in the
hub. Ensure that the O-ring is not twisted.
Lubricate the O-ring.
d. Install lifting eyes on the brake assembly and
attach it to an overhead hoist.
e. Lower the brake assembly onto the hub
while aligning the hub and seal carrier
mounting holes.
NOTE: Do not remove the shipping bars until the
inner gear ring of the brake assembly is attached to
the hub.
a. Install capscrews (14) and washers (15) from
under hub flange. Tighten the capscrews to
the standard torque.
b. Align the brake hub holes with the wheel hub
and install hardened flat washers (24) and
capscrews (23). Tighten the capscrews to
2705 ± 135 N•m (1995 ± 100 ft lbs).
c. Remove the shipping bars from the brake
assembly.
17. Install new O-ring (25) to brake adapter (19).
Place the assembly into position on the spindle.
G3-10 Front Wheel Hub and Spindle
18. Install hardened flat washers (32) and
capscrews (31). Tighten capscrews to 2705 ±
135 N•m (1995 ± 100 ft lbs).
Socket head capscrews (34) are installed to
position the seal carrier on the brake back plate
after assembly and prior to installation on the
hub/spindle. In the next step, it may be necessary
to loosen these capscrews slightly to align the
brake assembly holes with the brake adapter.
NOTE: The following instructions must be performed
carefully to prevent damage to brake adaptor O-ring
seal (22) during assembly.
19. Prior to installing the hub and brake assembly
on the spindle, install four alignment studs on
the brake adapter in place of capscrews (20).
Space the studs 90° apart to ensure that the
brake assembly is properly aligned during the
following steps.
a. Install new O-ring (22) onto the brake
adapter shoulder. Ensure that the O-ring is
not twisted and is properly seated.
b. Lubricate the O-ring with petroleum jelly or
chassis grease.
20. Attach an overhead hoist to the wheel hub and
brake assembly. Rotate the hub 180° in
preparation for lowering it onto the spindle.
NOTE: The hoist must be rigid enough to prevent
“springing” or “jerking” as the hub and brake
assembly is lowered into position.
21. Lift the hub over the spindle and slowly lower
while aligning the brake mounting holes with the
alignment studs.
a. When the brake piston housing is
approximately 13 mm (0.50 in.) from the
adaptor, install four capscrews (20) and flat
washers (21) spaced evenly in between the
alignment studs.
b. Carefully pull the brake and wheel hub
assembly into position by tightening the
capscrews evenly and in small increments.
c. DO NOT allow the assembly to “cock”
(angle). If the assembly is cocked, lift the
assembly and inspect O-ring (22) for
damage. Replace the O-ring if necessary,
and repeat the procedure.
G03028
 22. After the brake assembly is properly positioned
on the adapter and the four capscrews are
snug, remove the alignment studs.
23. Remove socket head capscrews (34) that
secure seal carrier (37) to brake assembly (18).
24. Install remaining brake adapter/brake assembly
mounting capscrews (20) and hardened flat
washers (21). Tighten the capscrews to 2705 ±
135 N•m (1995 ± 100 ft lbs).
25. Install bearing retainer pin (40) in the groove in
the spindle. Align and slide outer bearing cone
(7) over the pin. Lubricate the bearing with
clean hydraulic oil.
26. Install shim pack (8), retainer (13), capscrews
(11), and washers (12). Tighten the capscrews
alternately in several successive increments
FIGURE 3-7. MEASURING SEAL GAP
while rotating the hub to a final torque of 1017 ±
102 N•m (750 ± 75 ft lbs). 1. Spindle 4. Capscrews
2. Wheel Hub 5. Shims
27. Install new O-ring (41) on cover (5). Install the 3. Seal Carrier 6. Back Plate
cover, capscrews, and washers. Tighten the
capscrews to the standard torque. 31. Install speed sensor(s) (16, Figure 3-6) in
support bracket(s) (17). Adjust the sensor as
Seal Assembly Gap Check follows:
After the assembly of the wheel and brake is a. Rotate the hub to position the center line of a
complete, the gap between seal carrier (3, Figure 3- gear tooth directly under the sensor tip.
7) and back plate (6) must be measured and
b. Turn in the sensor until the tip contacts the
adjusted if necessary.
gear tooth. Then back off by a 1/2 turn.
The ideal gap is 4.81 mm (0.189 in). If necessary,
c. Continue turning out the sensor until the flats
use shims to maintain a gap of 4.56 - 5.06 mm (0.179
of the sensor housing are perpendicular to
- 0.199 in.).
the gear tooth motion. See Figure 3-8.
28. Measure the seal gap as follows: d. Lock the sensor in place. Rotate the hub
a. Measure gap (dimension “A”, Figure 3-7) at 180° to check whether there is enough
three equally-spaced places and record the sensor clearance.
results.
b. Add the three dimensions and divide the
result by 3 to obtain the average gap width.
29. If the average gap width is not within the
allowable range, loosen seal carrier capscrews
(4) and add shims (5) as required to reduce the
gap, or remove shims to increase the gap. The
quantity and thickness of shims at each of
the six locations must be equal.
30. Re-tighten the seal carrier capscrews to the
standard torque and measure the seal gap as FIGURE 3-8. SPEED SENSOR ADJUSTMENT
described in Step 28. If necessary, repeat Step
32. Install the speed sensor cables.
29 until the proper gap is maintained.
33. Install the hub and spindle assembly according
to the Installation instructions.

G03028 Front Wheel Hub and Spindle G3-11

STEERING CYLINDERS AND TIE ROD
The steering cylinders and tie rod mounting
arrangements are similar. The removal, installation,
and bearing wear limits are applicable to both.
It is also important to ensure that the steering linkage
components are tightened to the proper torque. Use
the torque specifications for steering linkage
components listed in this section.

Spherical Bearing Wear Limits

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

This dimension represents

maximum joint wear limit.

NOTE: Pin (3) should

be perpendicular with
surface D when
checking wear.

FIGURE 3-9. SPHERICAL BEARING WEAR LIMITS

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

G3-12 Front Wheel Hub and Spindle G03028

Removal 5. Remove pins (16) from each end of the
assembly and move the assembly to a clean
1. With the engine off and the key switch OFF,
work area.
allow at least 90 seconds for the accumulator to
bleed down. Turn the steering wheel to ensure
that no hydraulic pressure is present.
2. Block the front and back of rear wheels.
3. Disconnect the hydraulic and lubrication lines at
the steering cylinders. Plug all line connections The bearing spacers and the washers are
and cylinder ports to prevent contamination of secured by the pin. Take measures to prevent
the hydraulic system. components from falling during removal of the
4. Remove locknuts (9, Figure 3-10), capscrews pin. Damage to the components and/or personal
(3), and retainers (10) from both ends of the injury may result.
assembly.

FIGURE 3-10. STEERING CYLINDER AND TIE ROD INSTALLATION

1. Steering Cylinder 6. Capscrew 11. Bearing 16. Pin
2. Tie Rod Assembly 7. Locknut 12. Spindle Arm 17. Frame
3. Capscrew 8. Washer 13. Bearing Retainer 18. Spherical Bearing
4. Spacer 9. Locknut 14. Capscrew Seal
5. Tie Rod End 10. Retainer 15. Washer

G03028 Front Wheel Hub and Spindle G3-13

Installation
NOTE: Use sleeve alignment tool EH4638 (included
in the tool group) to hold bearing spacers (4, Figure
3-10) and spherical bearings (11) in position when
the pins are inserted during assembly.
1. Align steering cylinder (1) or tie rod end (5)
bearing bore with the pin bores in the spindle or
frame. Insert bearing spacers (4) and washer
Bearing Replacement
(8).
NOTE: The tie rod is to be installed with the clamping
bolts toward the rear of the truck.
Always install pin retaining capscrews from the
top with the locknut on the bottom side at the
steering arm as shown in Figure 3-10.
2. Install pins (16), capscrews (3), and retainers
(10). Secure them with locknut (9). Tighten to
1017 ± 102 N•m (750 ± 75 ft lbs).
3. Connect the hydraulic and lubrication lines to
their respective ports. Operate the steering and
check for leaks and proper operation.
1. Remove capscrews (2, Figure 3-11) and
lockwashers (3). Remove bearing retainer (4).
2. Press bearing (1) out of the bore in the steering
cylinder or tie rod end.
3. Press the new bearing into the bore.
4. Install the bearing retainers, capscrews, and
lockwashers. Tighten the capscrews to the
standard torque.

FIGURE 3-11. TYPICAL BEARING INSTALLATION

(Steering Cylinder Shown for Reference)

1. Bearing 4. Bearing Retainer

2. Capscrew 5. Rod End
3. Lockwasher

G3-14 Front Wheel Hub and Spindle G03028

TOE-IN ADJUSTMENT
1. The steering system must first be centered in
the straight ahead position. Shut off the engine
and turn the key switch OFF. Allow at least 90
seconds for the accumulators to bleed down.
DO NOT turn the steering wheel.
2. Block the front and back of the rear wheels.
3. Check the toe-in by measuring the distance
between the centers of the front tires. Obtain
the measurements on the horizontal centerline
at the front and rear of the tires. Refer to Figure
3-12.
Radial tires should have equal measurements
(zero toe-in).
4. Loosen the clamp locknuts on the tie rod.
Rotate the tie rod as necessary to obtain the
correct toe-in setting.
5. When the adjustment is complete, tighten
clamp locknuts (7, Figure 3-10) on the tie rod to
420 ± 42 N•m (310 ± 31 ft lbs).
6. Remove the blocks from the rear wheels.

930E TOE-IN DATA

Nominal tie-rod length, radial tires 3667 mm
(Zero toe-in) (144.37 in.)

FIGURE 3-12. MEASURING TOE-IN

G03028 Front Wheel Hub and Spindle G3-15

 NOTES

G3-16 Front Wheel Hub and Spindle G03028

 SECTION G4

REAR AXLE MOUNTING

INDEX

REAR AXLE MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3

PIVOT PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4

PIVOT EYE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5

PIVOT EYE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6

ANTI-SWAY BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7

G04016 02/05 Rear Axle Housing Attachment G4-1

 NOTES

G4-2 Rear Axle Housing Attachment 02/05 G04016

 REAR AXLE MOUNTING
PIVOT PIN
10. Remove capscrews (1). Remove lock plate (16).
Removal
11. Install puller using tapped holes (11) in head of
1. Park the truck on firm, level surface and block
pin. Remove pin (10).
the front and rear of all tires.
NOTE: Placing a pry bar or jack between the
mounting structure and pivot eye may be necessary
to push the pivot eye downward and away from the
mount structure. Spacers (13) will fall free.
The truck body must be empty and resting on the
frame before attempting this procedure.

2. Release all brakes.

3. Charge the rear suspensions with nitrogen until
the pistons are fully extended.
4. Place blocks or stands under each frame
member beneath the hoist cylinders.

Blocks must be securely in place before lowering

the frame. Check the blocks on the wheels to
make sure they are in place.

5. Release the nitrogen from the front

suspensions.
6. Release the nitrogen from the rear
suspensions.
7. Attach a hoist to the lift eye at the top of the
pivot eye to control downward movement of the
front of the axle housing.
8. Disconnect the pivot eye bearing lube line.
Remove the ground wire between the pivot eye FIGURE 4-1. PIVOT PIN ASSEMBLY
and frame. 1. Capscrew 9. Bearing
9. Remove capscrew (2, Figure 4-1) and 2. Capscrew 10. Pivot Pin
lockwasher (3). 3. Lockwasher 11. Puller Holes
4. Capscrew 12. Truck Frame
5. Locknut 13. Spacer
6. Bearing Retainer 14. Bearing Retainer
7. Pivot Eye 15. Sleeve
8. Bearing Carrier 16. Lock Plate

NOTE: Some trucks may not be equipped with

bearing carrier (8).

G04016 02/05 Rear Axle Housing Attachment G4-3

Installation
1. Raise pivot eye (7) into position.
2. Make sure that the inner race of the spherical
bearing is aligned.
3. Install spacers (13). Install pin (10).
4. Position lock plate (16) by lining up the
capscrews with the capscrew holes in the pin.
Install the capscrews.
5. Rotate the pin and lock plate to align capscrews
(2) with holes in frame mounting structure.
a. Install capscrews (2) and lockwashers (3).
b. Tighten capscrews (2) to 237 N•m (175 ft.
lbs.).
c. Tighten capscrews (1) to 2325 N•m (1715 ft.
lbs.).
6. Install the ground wire and the lubrication line.
Pressurize the lube line to ensure that bearing
(9) receives grease.
7. Charge the front suspension as described in
Section H, Oiling and Charging Procedures.
8. Charge the rear suspensions with nitrogen to
fully extend the pistons.
9. Remove the blocks or stands from beneath the
frame.
10. Release the nitrogen from the rear suspension
and charge according to the procedure in
Section H, Oiling and Charging Procedures.

Before removing the blocks from the wheels,

make sure the parking brake is applied. FIGURE 4-2. PIVOT EYE BEARING
INSTALLATION
11. Remove the blocks from the wheels.
1. Pivot Eye Structure 4. Spherical Bearing
2. Bearing Retainer 5. 12 Pt. Capscrew
3. Bearing Carrier 6. Locknut
NOTE: Some trucks may not be equipped with
bearing carrier (3).

G4-4 Rear Axle Housing Attachment 02/05 G04016

PIVOT EYE BEARING PIVOT EYE REPAIR
Removal If damage occurs to pivot eye (4, Figure 4-3), it may
be necessary to remove it from rear axle structure (1)
1. Remove capscrews and locknuts (5 and 6, to facilitate repair and bearing replacement.
Figure 4-2).
2. Remove bearing retainers (2).
3. Setup an appropriate tool to press spherical
bearing (4) from the pivot eye.
4. Inspect all parts for wear or damage. Replace
any parts showing excessive wear or damage.

Spherical bearing outer race O.D.:

222.25 - 222.22 mm (8.7500 - 8.7488 in.)

Bearing bore I.D.:

152.37 - 152.40 mm (5.9990 - 6.0000 in.) FIGURE 4-3. PIVOT EYE ATTACHMENT
1. Rear Axle Structure 3. Flat Washer
5. If bearing carrier (3) is damaged or worn, refer 2. Capscrew 4. Pivot Eye
to “Pivot Eye Repair” in this section for repair
procedure.
Removal
NOTE: Some trucks may not be equipped with
1. Follow all preceding instructions in Pivot Pin -
bearing carrier (3).
Removal. Make sure that axle housing (1) and
the wheels are blocked securely.
2. Attach a lifting device to pivot eye (4). The
weight of the pivot eye is 346 kg (762 lbs).
Installation 3. Remove capscrews (2) and flat washers (3).
1. Set up an appropriate tool to press spherical Remove the pivot eye.
bearing (4, Figure 4-2) into the pivot eye. Make
Disassembly
sure that the bearing is centered and properly
installed in the pivot eye to allow proper 1. Remove spherical bearing (4, Figure 4-2) as
lubrication. described in Pivot Eye Bearing - Disassembly.
2. Install bearing retainers (2) using capscrews (5) 2. If bearing carrier (3) (if equipped) is damaged or
and locknuts (6). Tighten the capscrews to the worn, setup an appropriate tool to press the
standard torque. bearing carrier out of the pivot eye bore.
Bearing carrier (new) (if equipped):
I.D. = 222.209 ± 0.013 mm (8.7484 ± 0.0005 in.)
O.D.= 247.701 ± 0.013 mm (9.7520 ± 0.0005 in.)

3. Inspect the pivot eye structure bore for

excessive wear or damage.
Pivot eye bore (new):
247.650 ± 0.013 mm (9.7500 ± 0.0005 in.)
(pivot eyes equipped with bearing carrier)
222.164 ± 0.013 mm (8.7466 ± 0.0005 in.)
(pivot eyes not equipped with bearing carrier)

G04016 02/05 Rear Axle Housing Attachment G4-5

Assembly
1. Setup an appropriate tool to press bearing
carrier (3, Figure 4-2) into the bore of the pivot
eye structure. (Some trucks may not be
equipped with the bearing carrier.)
NOTE: With parts to correct size, the fit of the
bearing carrier into the bore of the pivot eye structure
may be 0.025 - 0.08 mm (0.001 - 0.003 in.)
interference fit. Freezing the bearing carrier will
ease installation.
The lubrication groove in the bearing carrier
outer diameter must be aligned with the
lubrication fitting hole in the pivot eye structure.
2. Press the bearing carrier into the bore. Make
sure that the carrier is pressed fully into the
pivot eye bore (flush with the sides) to allow
proper lubrication.
3. Install spherical bearing (4) as described in
Pivot Eye Bearing - Assembly.
ANTI-SWAY BAR
NOTE: The anti-sway bar mounting arrangement is
identical at each end.
Removal
1. Position the frame and the rear axle housing to
allow the use of a puller arrangement to remove
anti-sway bar pins (4, Figure 4-4) from the rear
axle housing and frame.
2. Securely install blocking between the frame and
the axle housing.
3. Disconnect the lubrication lines.
4. Position a fork lift or attach a lifting device to
anti-sway bar (11). The weight of the anti-sway
bar is 147 kg (325 lbs).
5. Remove capscrews (9) and locknuts (10) at
each mount.
6. Attach a puller and remove pin (4) from each
end of the anti-sway bar.
7. Remove the anti-sway bar from the mounting
brackets.
8. Remove bearing spacers (6).

Installation
1. Make sure that the mating surfaces of axle
housing (1, Figure 4-3) and pivot eye (4) are
clean and not damaged.
2. Install an appropriate lifting device to the pivot
eye. The weight of the pivot eye is 346 kg (762
lbs).
3. Lift the pivot eye into position on the front of the
axle housing. Insert several capscrews (2) and
flat washers (3) to align the parts. Remove the
lifting device.
4. Install the remaining capscrews and flat
washers. Tighten the capscrews alternately until
the pivot eye is properly seated. Tighten the
capscrews to 2325 ± 231 N•m (1715 ± 170 ft.
lbs.).

FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY

1. Mounting Structure 7. Retainer Ring

2. Capscrew 8. Bearing
3. Lockwasher 9. Capscrew
4. Pin 10. Locknut
5. Sleeve 11. Anti-Sway Bar
6. Bearing Spacer

G4-6 Rear Axle Housing Attachment 02/05 G04016

Installation Disassembly
1. Place pin (4, Figure 4-4) into position at the 1. Remove retainer rings (7, Figure 4-4) from the
front of the frame mount. Push the pin through bores of both ends of anti-sway bar (11).
spacer (6), and rotate the pin to align retaining 2. Press out spherical bearings (8).
capscrew (9) hole with the hole in mounting
structure (1). Cleaning and Inspection
2. Raise the anti-sway bar into position. The 1. Inspect the bearing bores of the anti-sway bar.
weight of the anti-sway bar is 147 kg (325 lbs). If the bores are damaged, repair or replace the
3. Push the pin through the spherical bearing, anti-sway bar.
insert the second spacer and continue pushing 2. Inspect bearing spacers (6) for damage or
into the other ear of the bracket. If necessary, wear. Replace as needed.
realign the pin with the retainer capscrew hole.
Install capscrew (9) and locknut (10). Assembly
4. Repeat the previous steps to install the 1. Press new bearings into the anti-sway bar.
remaining pin and spacers at the opposite end
2. Install retainer rings (7). Make sure that the
of the bar. Start the pin into the bore of the axle
rings are properly seated in the grooves.
housing mount from the rear of the truck.
5. Attach the lubrication lines. Pump grease into
the bearing to verify that the line and the system
are operational.
6. Remove the blocking from between the frame
and the axle housing.
7. If necessary, recharge the suspensions. Refer
to Section H, Oiling and Charging Procedures.

G04016 02/05 Rear Axle Housing Attachment G4-7

 NOTES

G4-8 Rear Axle Housing Attachment 02/05 G04016

 SECTION G5

REAR AXLE HOUSING

INDEX

REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3

REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5

WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8

WHEEL MOTOR GEAR OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10

Filtering Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10

Particle Size Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10

Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10

Oil Sample Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11

ELEMENT SPECIFICATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-12

G05024 Rear Axle Housing G5-1

 NOTES

G5-2 Rear Axle Housing G05024

 REAR AXLE HOUSING
REAR AXLE HOUSING
Read and observe the following instructions before
attempting any repairs on propulsion system
components!
• Do not step on or use any power cable as a
hand hold when the engine is running.
• All removal, repair and installation of
propulsion system electrical components,
and cables must be performed by an
electrical maintenance technician who is
properly trained to service the system.
• In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify that the
propulsion system does not have dangerous
voltage levels present before repairs are
started.
After the truck is parked for the repairs, the truck
must be shut down properly to ensure the safety of
personnel working in the area of the wheel motors,
control cabinet and retarding grids. The following
procedure will ensure that the electrical system is
properly discharged before repairs are started.
Preparation
1. Reduce the engine speed to idle. Place the
directional control lever in PARK. Make sure
that the parking brake applied indicator light is
illuminated.
2. Place the drive system in the rest mode by
turning the rest switch on the instrument panel
ON. Make sure that the rest indicator light is
illuminated.
3. Turn the key switch OFF. If the engine does not
shut down, use the engine shutdown switch on
the center console.
4. Place the GF cutout switch on the control
cabinet in the CUTOUT position.
5. Verify that the link voltage lights are off. If they
remain on longer than five minutes after
shutdown, notify the electrical department.
G05024 Rear Axle Housing
6. Verify that the steering accumulators have bled
down by attempting to steer. The wheels should
not turn.
7. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
8. Activate the battery disconnect switches.
9. Block the front wheels to prevent movement as
brakes will be released.
10. Mark all electrical cables and hydraulic hoses
before removal.
11. Close the shutoff valves on the hydraulic pumps
to reduce the amount of oil loss from the brake
system.
Removal
1. Remove the dump body as outlined in Section
B, Dump Body. Block up the truck and remove
rthe ear tires as described in Section G, Tires
and Rims.
2. Loosen the hose clamps and disconnect the
wheel motor cooling air duct from the
connection on the front center of the housing.
3. With the pump shutoff valves in the closed
position, remove the drain plugs at the bottom
of the brake assemblies and drain the oil from
the disc brakes.
4. Disconnect the hydraulic hoses at manifold (4,
Figure 5-1). Cap all fittings and plug all hoses to
prevent contamination.
5. Remove the covers from access holes (17).
6. Remove the cable grips from wheel motor
cables (7), air pressure sensor/rear light
harness (8) and speed sensor harness (9).
Slide the cable grips forward on the cables.
7. Remove the cable grip mounting cover and
slide it forward in order to access to the brake
cooling line clamp inside the axle housing.
8. Disconnect brake system cooling lines (2 & 10)
at each brake back plate. Disconnect brake
apply lines (11). Cap and plug all openings.
9. Remove clamps (3) that secure the brake
hoses to the spindles.
10. Open the rear access cover and remove the
wing nuts that secure the duct tube to the axle
housing. Remove the tube.
11. Open the access covers inside the axle
housing.
G5-3
 12. Disconnect parking brake supply line (13).
Disconnect and remove the right hand parking
brake supply line at the tee.
13. Disconnect the air sensor hose from the duct.
14. Remove wheel motor cooling air exhaust duct
(5) from between the wheel motors.
15. Disconnect wheel motor power cables (7) at the
wheel motor terminals. Remove the cable
clamps and pull the cables from the axle
housing.
16. Disconnect air pressure sensor/rear light
harness (8) inside the axle housing and remove
the clamps. Disconnect speed sensor harness
(9) connectors and remove the clamps. Pull
both harnesses from the axle housing.
17. Remove the auto lube system hoses and
clamps that are attached to the housing. Secure
the hoses to the frame to prevent interference
during axle housing removal.
18. Remove the rear suspensions. Refer to Section
H, Rear Suspensions.
19. Remove the anti-sway bar. Refer to Section G,
Rear Axle Housing Attachment.
20. Remove the pivot pin. Refer to Section G, Rear
Axle Housing Attachment.
21. Remove the wheel motors as described later in
this section.
22. Attach an overhead hoist or crane to the lifting
eyes on the rear axle housing and move it from
the rear of the frame.

FIGURE 5-1. REAR AXLE HOUSING AND WHEEL MOTORS

1. Disc Brake Assembly 7. Wheel Motor Power Cables 13. Park Brake Line
2. Brake Cooling Oil Return 8. Air Sensor/Rear Light Harness 14. RH Wheel Motor
3. Clamp 9. Speed Sensor Harness 15. Capscrew
4. Manifold 10. Brake Cooling Oil Supply 16. Hardened Flatwasher
5. Cooling Air Duct 11. Brake Apply Line 17. Access Hole
6. Relay Valve 12. LH Wheel Motor

NOTE: Hose routing and clamping may differ slightly from the illustration.

G5-4 Rear Axle Housing G05024

Cleaning and Inspection
1. Thoroughly clean the capscrew holes and
wheel motor mounting faces. Re-tap any holes
with damaged threads.
2. Check the wheel motor mounting faces for
nicks, scratches and other damage. Inspect all
welds and repair as necessary.
3. Inspect the pivot pin bearing. If worn or
damaged, refer to Section G, Rear Axle
Housing Attachment - Pivot Eye Bearing, for
removal and repair instructions.
4. Inspect brake system relay valve (6, Figure 5-1)
and the hoses for leaks. Inspect manifold (4)
hose connections and repair any leaks and
damaged hoses.
G05024 Rear Axle Housing
Installation
1. Position the axle housing under the frame.
2. Align the pivot pin bores and install the pivot
pin. Refer to Section G, Rear Axle Housing
Attachment.
3. Install the anti-sway bar. Refer to Section G,
Rear Axle Housing Attachment.
4. Install the rear suspensions. Refer to Section H,
Rear Suspensions.
5. Connect the auto lube system hoses and
clamps.
6. Route wheel motor cables (7, Figure 5-1) into
the housing and clamp them in place. Install the
cable grip mounting plate and the cable grips.
7. Install speed sensor harness (9, Figure 5-1)
through the housing. Install the cable grip.
8. Install air sensor/light harness (8) through the
housing and clamp it in place. Install the
connectors and the cable grip.
9. Install the wheel motors, cables, brake lines
and tires as described later in this section.
10. Connect the hoses to manifold (4) at the front of
the housing.
11. Install air duct (5). Close the duct inspection
covers and install the duct tube in the rear
opening of the axle housing.
12. Reconnect the wheel motor cooling air duct and
clamp it securely.
13. Open the pump shutoff valves and service the
hydraulic system.
G5-5
WHEEL MOTOR
Read and observe the following instructions before
attempting removal of the wheel motors or any
repairs on the propulsion system components!
• Do not step on or use any power cable as a
hand hold when the engine is running.
• All removal, repair and installation of
propulsion system electrical components,
and cables must be performed by an
electrical maintenance technician who is
properly trained to service the system.
• In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify that the
propulsion system does not have dangerous
voltage levels present before repairs are
started.
After the truck is parked for the repairs, the truck
must be shut down properly to ensure the safety of
personnel working in the area of the wheel motors,
control cabinet and retarding grids. The following
procedure will ensure that the electrical system is
properly discharged before repairs are started.
Preparation
1. Reduce the engine speed to idle. Place the
directional control lever in PARK. Make sure
that the parking brake applied indicator light is
illuminated.
2. Place the drive system in the rest mode by
turning the rest switch on the instrument panel
ON. Make sure that the rest indicator light is
illuminated.
3. Turn the key switch OFF. If the engine does not
shut down, use the engine shutdown switch on
the center console.
4. Place the GF cutout switch on the control
cabinet in the CUTOUT position.
5. Verify that the link voltage lights are off. If they
remain on longer than five minutes after
shutdown, notify the electrical department.
6. Verify that the steering accumulators have bled
down by attempting to steer. The wheels should
not turn.
7. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
G5-6 Rear Axle Housing
8. Activate the battery disconnect switches.
9. Block the front wheels to prevent movement as
brakes will be released.
10. Mark all electrical cables and hydraulic hoses
before removal.
11. Close the shutoff valves on the hydraulic pumps
to reduce the amount of oil loss from the brake
system.
Removal
NOTE: If suitable equipment is available to lift the
wheel motor assembly from the axle housing, it is not
necessary to remove the truck body. The lifting
equipment must be capable of lifting and supporting
the weight of the complete wheel motor assembly. It
must also be mobile and capable of aligning the
wheel motor to the axle housing mounting flange
during installation. If the wheel motor must be
removed by use of a crane or overhead hoist, refer to
Section B, Dump Body, for removal instructions.
1. Raise the rear of truck as described in this
section until tires clear the ground. Use support
stands or cribbing to block under the rear
housing.
2. Remove the inner and outer wheels from the
wheel motor. Refer to Section G, Tires and
Rims, for instructions. Make sure that additional
capscrews have been installed to provide
support for the wheel motor transmission
housing while the rear tires are removed.
3. With the pump shutoff valves in the closed
position, remove the drain plug at the bottom of
the brake assembly and drain the oil from the
disc brake housing.
4. Remove the covers from access holes (17,
Figure 5-1)
5. Disconnect brake system cooling lines (2 & 10)
at the brake back plate. Disconnect brake apply
lines (11). Cap and plug all openings.
6. Remove clamps (3) that secure the brake
hoses to the spindles.
7. Open the rear access cover and remove the
wing nuts that secure the duct tube to the axle
housing. Remove the tube.
8. Open the access covers inside the axle
housing.
9. Disconnect the parking brake supply line for the
motor to be removed. Disconnect the air sensor
hose if necessary.
10. Remove wheel motor cooling air exhaust duct
(5) from between the wheel motors.
G05024
 11. Disconnect wheel motor power cables (7) at the
wheel motor terminals. Disconnect the speed
sensor cable at the connector in the center of
the housing.
12. Tie up cables and hoses as necessary to
prevent damage during wheel motor removal.
Each complete wheel motor assembly weighs
approximately 18,132 kg (39,975 lbs.). Make sure
that the lifting device is capable of handling the
load safely.
13. Attach the lifting device to the wheel motor
assembly. Do not allow the lifting device to
contact the brake housing.
14. Remove capscrews (15) and hardened flat
washers (16) that secure the wheel motor to the
rear housing.
15. Move the wheel motor assembly out of the axle
housing. Be careful to prevent damage to the
brake hoses if not removed previously.
16. Refer to the appropriate GE service manual for
wheel motor repair instructions.
Cleaning and Inspection
1. Thoroughly clean the capscrew holes and
mounting faces of the rear housing and wheel
motor.
2. Re-tap any holes with damaged threads.
3. Check the mounting faces of the wheel motor
and rear housing for nicks, scratches and other
damage.
4. Inspect brake system relay valve (6, Figure 5-1)
and hoses for leaks. Inspect manifold (4) hose
connections. Repair any leaks or damaged
hoses.
5. Inspect the wheel motor power cables,
terminals, cable grips, and clamps. Replace any
cables or hardware that is worn or damaged.
All propulsion system power cables must be
properly secured in non-ferrous cable cleats. If
any clamps are cracked or broken, replace them
with new parts. Inspect the cable insulation and
replace the entire cable if the insulation is
damaged.
G05024 Rear Axle Housing
High tightening force is required on wheel motor
mounting capscrews. Repeated tightening will
cause capscrew material to fatigue and break.
DO NOT reuse wheel motor mounting capscrews
and washers more than twice after original
installation. The mounting hardware must be
replaced after the third use.
The following method is suggested to control the "3 -
Use" maximum:
Punch mark the capscrew heads with a center punch
after each tightening as follows:
• Initial Installation . . . . . . . . . . . . . . . . . No marks
• Second Installation . . . . . . . . . One punch mark
• Third Installation . . . . . . . . . . . .Two punch marks
Before installation, inspect each capscrew for any
defects and the number of punch marks. Replace
capscrews and washers if two punch marks are
evident. Do not reuse a capscrew if any defect is
suspected. Hardware showing signs of rust,
corrosion, galling, or local yielding on any seat or
thread surfaces should be replaced. Replace
mounting hardware if the truck was operated with the
wheel motors in a loose joint condition. Use only
original Komatsu parts.
The hardened flat washers used in this application
are punched during the manufacturing process.
Therefore, they must be assembled with the punch
lip away from head of the mounting capscrews to
prevent damage to the fillet between the capscrew
head and shank. Refer to Figure 5-2.
FIGURE 5-2. MOUNTING HARDWARE
1. Washer 2. Capscrew
G5-7
Installation When installing the wheel motors, make sure that
the markings on both components line up. The
1. Install two guide pins 180° apart in the rear
top capscrew hole on the axle housing may also
housing.
be determined by counting the holes in between
the two sets of punch marks. The top hole on the
axle housing should line up with the “CL”
stamping on the wheel motor.
Each complete wheel motor assembly weighs
approximately 18,132 kg (39,975 lbs.). Make sure
that the lifting device is capable of handling the
load safely.

2. Lift the wheel motor into position on the axle

housing. Make sure that all cables and lines are
clear before installation. If brake system hoses
(2, 10, & 11, Figure 5-1) have not been
removed, guide the hoses through the spindle
holes during installation
Punch Marks

The wheel motors must be properly aligned

before installing them onto the axle housing. The
wheel motor has markings which help determine
installation orientation. Two sets of dimples are
located at the 3 o’clock and 9 o’clock positions. A
centerline symbol marks the 12 o’clock position FIGURE 5-3. AXLE HOUSING DIMPLE MARKINGS
of the wheel motor. Refer to Figure 5-4.
The axle housing also contains dimples at the 3
o’clock and 9 o’clock positions next to the wheel
motor mounting rings. Refer to Figure 5-3.

FIGURE 5-4. WHEEL MOTOR DIMPLE MARKINGS

G5-8 Rear Axle Housing G05024

 3. Install lubricated capscrews and flat washers
securing wheel motor to rear axle housing.
Snug up all capscrews until wheel motor is
seated against axle housing flange at all points.
Final tighten (alternating capscrews 180° apart)
to 2007 N•m (1480 ft. lbs.).
4. Connect power cables (7, Figure 5-1) to their
appropriate location on the wheel motor.
Connect speed sensor cable.
All propulsion system power cables must be
properly secured in their wood or other non-
ferrous cable cleats. If clamps are cracked or
broken, replace them with new parts. Inspect
cable insulation and replace entire cable if
insulation is damaged.
8. Connect the air sensor hose if removed. Install
parking brake apply hose (13).
9. Install the inspection covers on access holes
(17).
10. Install air duct (5). Close the duct inspection
covers and install the duct tube in the rear
opening of the axle housing.
11. Open the pump shutoff valves.
12. Check the wheel motor oil level. Rotate a
magnetic plug to the 6 o’clock position and
remove the plug. The oil level should be even
with the bottom of the plug opening. Refer to
Figure 5-5. Fill as necessary.
13. Check the hydraulic tank oil level before and
after engine start-up and brake bleeding
procedure. Service as necessary.
14. Bleed the brake apply line according to the
bleeding procedure in Section J, Wet Disc
Brake Assembly.

5. Connect brake apply line (11) to the port on the

brake assembly back plate.
6. Using new O-rings, install the brake cooling
lines.
7. To prevent cooling air loss, seal the gap around
the brake cooling hoses (see sealant
specification below) where the hoses pass
through the spindle holes. Install clamps (3).

MASTIC SEALANT
Vendor Product Name:
• Uniseal 310S Sealant
Description:
• 2.00 in. wide x 0.125 in. thick x 120 in.
long roll
Vendor Source: FIGURE 5-5. WHEEL MOTOR OIL LEVEL
• Uniseal
1800 W. Maryland Street
Evansville, IN 47712
15. Remove the temporary capscrews that were
• Other sources may be available
installed in the wheel motor transmission
throughout the world.
housing mounting flange. Install the tires and
rims using the procedures outlined earlier in
Section G.
16. Raise the truck and remove the support stands.
Lower the truck and remove the jack.

G05024 Rear Axle Housing G5-9

WHEEL MOTOR GEAR OIL
Filtering Requirements
Wheel motor gear oil must be changed (or filtered)
every 500 operating hours or sooner if determined
from oil sample analysis. Filtering synthetic oil for
reuse is recommended, and can significantly extend
the life of the oil. Due to their additive formulation, GE
approved oils may last up to a year, or possibly
longer. After a year, the synthetic oil must be
analyzed by the oil manufacturer if continued use is
desired. A 10 micron filter must be used for filtering
the oil.
Viscosity of filtered oil must be monitored by oil
analysis to ensure proper lubrication. Viscosities
below the condemning limit indicates entry of
contamination that will affect the oil film and
lubricating quality. The condemning limit for 680 oil,
is 53cSt when tested at 100° C (212° F), and 588cSt
at 40° C (104° F). This value can be used along with
element tracking of phosphorus, calcium, and zinc to
verify correct oil viscosity. Ensure the appropriate
viscosity value is being maintained for the approved
oil you are using. If the viscosity of the oil is below the
acceptable limit, the oil should be rechecked. If the
second test fails, dispose of the oil. Fill the wheel
motor with new, GE approved oil. The contaminated
oil should be properly disposed of according to local
regulations.
If the viscosity of the oil is below the condemning
limits, the oil may be contaminated with
hydraulic oil. Make sure that all joints are
properly sealed before filling the wheel motor
with fresh oil. If hydraulic oil continues to
contaminate the wheel motor, serious damage to
internal components may result.
Particle Size Analysis
When filtering synthetic oil for reuse, the oil must be
monitored to determine when filtering is necessary.
The process of monitoring the oil for this purpose is
particle size analysis. The test consists of passing a
beam of light through the oil as it passes through a
clear tube. A computer analyzes the quantity and
size of particles contained in the oil.
G5-10 Rear Axle Housing
Particles that are smaller than 5 microns in size are
not large enough to cause any gear or bearing
failures. Particles over 25 microns can damage
bearings and must be filtered from the oil.
General Electric (GE) recommends that the oil be
tested according to the International Standards
Organization's ISO Particle Analysis 4406. This
standard documents the size and number of particles
permitted in the lubricant. This is an extremely
important measurement of the condition of the oil.
An "ISO Cleanliness Code" is used to document the
number and size of the contaminates that can be
tolerated in a specific application of a lubricant. An
example of an "ISO Cleanliness Code" would be 18/
13. The first number (18 in this example) applies to
the allowable number of particles between 5 - 15
microns in size. The second number (13 in this
example) applies to the allowable number of particles
between 15 - 25 microns. If the particle count
identified by the "ISO Cleanliness Code" is exceeded
or there are particles present larger than 25 microns,
the oil should be filtered.
GE recommends that a Cleanliness Code of 18/13
be used for motorized wheels. Oil qualified for reuse
must be filtered to 10 microns absolute.
If particle analysis yields a result of greater than 18
for the top number or greater than 13 for the lower
number the motorized wheel oil should be filtered to
10 microns absolute. On occasion, one should check
the results of the filtering process to assure the
filtering process is yielding the desired results.
Should the result be unacceptable, check the filter
type, particle size, and condition prior to filtering
again.
Flushing
The transmission of the wheel motor must be flushed
using the same oil that is used in normal operation.
The use of solvents or low viscosity oils are not
acceptable.
After flushing to remove contamination from the
wheel motor, the transmission should be filled with
new or filtered oil. A sample should be taken for
analysis after 100 hours of operation. If results of the
oil analysis are within the acceptance range, the
wheel motor may return to the 250 hour interval for
oil analysis. If the results of the analysis are not
within the acceptance range, immediately contact
your area GE or Komatsu service representative.
Large quantities of loose material in the oil may be an
indication of imminent wheel motor failure.
G05024
Oil Sample Analysis
Spectrographic oil analysis results should be A gradual rise of elements between oil samples is
examined prior to sun pinion gear inspection. The normal. Only when a sharp increase occurs is there
trends of element parts per million (ppm) or sudden evidence that a mechanical failure is imminent.
ppm element changes can estimate the present Levels of elements that indicate mechanical stress
condition of the wheel motor and also predict the differ from element to element. Additionally, oil
immediate future of the mechanical components sampling criteria established for each element may
within the wheel motor. differ at each mine site due to factors such as uphill
or downhill hauling, grades, and speeds.
While examining oil sample history, the most
important characteristic to look for is a rapid increase Elements for the wheel motor that can be detected
in the presence of an element in the oil such as iron with oil analysis are iron (Fe), chromium (Cr), nickel
(Fe). Rapid changes in element content indicate that (Ni), copper (Cu), silicon (Si), phosphorus (P), zinc
a component(s) may be deteriorating. In many cases (Zn), and calcium (Ca). Monitoring and plotting levels
oil analysis can help detect which component may be of these elements should aid in identifying
deteriorating and the cause of the failure. operational status of the wheel motor. Rapid changes
or high levels of these elements are indicators that
Oil sampling must be done every 250 hours of
problems exist in the mechanical components.
operation. The sample must be taken within a half an
hour of truck shut down and within an hour of actual As stated above, some guidelines for analyzing oil
truck operation. Oil samples that are not taken under samples can be given, but specific levels should be
this stipulation will not convey an accurate established at the operating mine site. The element
measurement of wheel motor condition. type, maximum ppm, maximum spike allowable
between 250 hour interval oil samples, oil sample
When taking an oil sample, position one of the
indicators, and possible causes and actions are
magnetic plugs in the six o’clock position on the
listed in the following charts. These charts provide
wheel. Oil samples should be taken from this
basic guidelines for analysis of oil sampling
plugged hole using a flexible tube that is 18 in. (457
information.
mm) in length. The tube must be inserted downward
exactly 12 in. (305 mm) toward the bottom of the
torque tube.
When a sample is extracted from the wheel motor
and placed in a clear bottle, the appearance, as well
as odor of the oil should be inspected. Note any
burning smells or other odors typical of fatigued or
contaminated oil. Check the oil for cloudiness, large
particles, and filming. Any of these conditions
indicate a problem.

G05024 Rear Axle Housing G5-11

ELEMENT SPECIFICATION CHARTS

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If iron levels are high and other "Soft" iron contamination. Sources are likely to
200 elements are slightly elevated: be casting material.
Iron (Fe) 600
If iron levels are high and other "Hard" iron contamination. Sources are likely
100
elements ppm's are rising rapidly: to be bearing, gears, etc.
Action: A sun pinion and magnetic plug inspection should be done immediately. The magnetic plugs should be
inspected for metal chips and shavings. The sun pinion and low speed planet gears should be inspected for wear
or spalling per GE GDY-85/106 AC Motorized Wheel Component Inspection and Reuse Criteria (GEK-91680). If
the low speed planet gears fail to meet the inspection criteria the wheel should be removed, disassembled, and
gears replaced. If the low speed planet gears meet the re-use criteria, but the sun pinion fails to meet the reuse
criteria, then replace the sun pinion. Once the sun pinion has been replaced drain the oil and replace with fresh oil.
This wheel should then be monitored closely and replaced if the iron level spikes again.

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Chromium If chromium is high and iron is high: A bearing failure is likely in progress.
10 7
(Cr)
Action: The oil should be resampled immediately and a gear train inspection completed. If resampling shows high
chrome, the wheel should be removed from service, disassembled, and the bearings and gears inspected.

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If nickel is high and iron is high or rising: Nickel is likely from one or more of the gears.
Nickel (Ni) 10 5

Action: This could indicate a condition such as gear tooth pitting or spalling. The oil should be resampled
immediately and a gear train inspection completed. If the resampling of the oil shows high nickel and chromium,
the wheel should be removed from service, disassembled, and the bearings and gears inspected.

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If copper is high with iron high: High iron will produce high copper from the thrust
15
washers and bearings.
Copper (Cu) 50 If copper is high with other elements A thrust washer is rapidly wearing with the likely cause
20 low: of the sun pinion gear thrusting inboard or outboard.

Action: This often indicates a normal wear condition such as minor thrust washer wear. It can also be an indicator
of bearing wear. If bearing wear is a concern review the chromium readings in conjunction with the copper
readings. If both the copper and chromium readings spike; remove the wheel from service, disassemble the wheel,
and inspect the bearings. If the only elevated reading is that of copper or lead; remove the sun pinion and check
the outer thrust washer for wear. If the outer thrust washer has worn less than the depth of the oil lubricating
grooves then reassemble the sun pinion, filter the oil and continue to monitor. If the outer thrust washers have worn
more than the depth of the oil lubricating grooves then replace the outer thrust washers, reassemble the sun
pinion, filter the oil and continue to monitor.

G5-12 Rear Axle Housing G05024

 Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If calcium, zinc, and phosphorus are Hydraulic oil has entered the drive train.
Calcium (Ca) 40 20 high:
Action: If calcium and zinc spike then look at the oil viscosity. If the oil viscosity is below the 53 cSt at 100° C (212°
F) or 588 cSt at 40° C (104° F) condemning limit, the oil should be resampled immediately. If the resampling still
shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the internal brake seals.
The oil removed from a low viscosity wheel should be disposed of and not reused under any circumstances. If the
oil viscosity is above 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) then monitor the wheel for any further
changes in viscosity

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Zinc (Zn) 75 40 If zinc, phosphorus, and calcium are high: Hydraulic oil has entered the drive train.
25 If zinc is high without high calcium and High mechanical wear of components is
phosphorus: occurring.
Action: If zinc and calcium increase proportionally then look at the oil viscosity. If the oil viscosity is below the 53
cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) condemning limit, the oil should be resampled immediately. If
the resampling still shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the
internal brake seals. The oil removed from a low viscosity wheel should be disposed of and not reused under any
circumstances. If the oil viscosity is above 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) then monitor the
wheel for any further changes in viscosity.

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Phosphorus If phosphorus, zinc, and calcium are Hydraulic oil has entered the drive train.
400 150
(P) high:
Action: If the oil viscosity is below the 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) condemning limit, the
oil should be resampled immediately. If the resampling still shows a spike in phosphorus and low viscosity, remove
the wheel, disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should
be disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100° C (212° F) or
588 cSt at 40° C (104° F) then monitor the wheel for any further changes in viscosity.

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
20 If silicon is high with other elements high: High wear of components.
Silicon (Si) 50 If silicon is high with other elements low: Dirt has entered the drive train. Flush wheel
25
motor.
Action: Flush the wheel motor and monitor element levels.

To fully utilize oil sampling analysis, complete information should be kept with the truck. Necessary information
includes: the truck identification number at the mine site, truck serial number, side of truck the wheel motor is on,
dates when wheel motors are changed (include serial numbers of wheels), the type of oil, viscosity of the oil,
sample date, hours on wheel, hours on oil, and element count. Refer to the chart below. Information in this format
can be easily sent to equipment manufactures and gives required information to analyze the results of oil samples.
Separate records for each wheel motor should be kept in this format.

Contamination can reduce sun pinion gear life significantly, as well as the rest of the drive train. Additional
component (sun pinion gear, etc.) inspections may be required, in addition to normal maintenance interval
inspections, if oil samples from a wheel motor show elements are above normal or rapidly elevating.

G05024 Rear Axle Housing G5-13

G5-14 Rear Axle Housing G05024
 SECTION H

HYDRAIR® II SUSPENSIONS

INDEX

FRONT SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1

REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1

OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1

H01013 Index H1-1

 NOTES

H1-2 Index H01013

 SECTION H2

FRONT SUSPENSIONS

INDEX

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4

"Turn-Of-The-Nut" Tightening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7

MINOR REPAIRS (LOWER BEARING & SEALS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8

Removal - Bearing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8

Installation - Bearing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8

MAJOR SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10

H02013 03/05 Front Suspensions H2-1

 NOTES

H2-2 Front Suspensions 03/05 H02013

 FRONT SUSPENSION
Hydrair® II suspensions are hydro-pneumatic
components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and rear axle assembly.
The front suspension cylinders consist of two basic
components: a suspension housing attached to the
truck frame and a suspension rod attached to the
front spindle.
Check valves and orifice dampening holes control
suspension travel to provide good ride qualities on
haul roads under loaded and empty conditions.
The front suspension rods also act as kingpins for
steering the truck.
The Hydrair® II suspension cylinder requires only
normal care when handling as a unit. However, after
being disassembled, these parts must be handled
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 2-1. SUSPENSION CHARGING VALVE
1. Suspension Housing 4. Vent Plug
2. Cap Structure 5. Charging Valve
3. Pressure Sensor
Port
H02013 03/05 Front Suspensions
Removal
1. Remove the front wheel and tire. Refer to
Section G, Tires and Rims.
2. Remove the front wheel hub and spindle as
covered in Section G, Front Wheel Hub and
Spindle.
3. Remove the boot clamp and boot from the front
suspension.
4. Discharge the nitrogen pressure from the
suspension as follows:
a. Remove the cap from charging valve (5,
Figure 2-1).
b. Turn charging valve swivel nut (small hex)
(2, Figure 2-2) counterclockwise three full
turns to unseat the valve seal. DO NOT turn
more than three turns. DO NOT turn large
hex (3) (see DANGER below).
c. Depress the valve stem until all nitrogen
pressure has been relieved.
Wear a face mask or goggles. Make sure that only
swivel nut (2) turns. Turning the complete
charging valve assembly may result in the valve
assembly being forced out of the suspension by
the gas pressure inside.
5. After all nitrogen pressure has been relieved,
loosen large hex (3) and remove the charging
valve assembly. Discard the O-ring seal.
FIGURE 2-2. CHARGING VALVE INSTALLATION
1. Valve Cap 3. Charging Valve
2. Swivel Nut (Small Body (Large Hex)
Hex) 4. Vent Plug
H2-3
 6. Place a suitable container under the Installation
suspension cylinder. Remove bottom drain plug
Use the following procedure for preparing the
(19, Figure 2-8) and allow the cylinder to drain
mounting surfaces and mounting hardware.
completely. A properly charged front
suspension cylinder contains 98 L (25.8 gal) of 1. The mounting surface of both the suspension
oil. and the frame must be clean and dry. Use a
cleaning agent that does not leave a film after
NOTE: Front Hydrair® II suspensions are equipped evaporation, such as trichlorethylene,
with lower bearing retainer puller holes. If rod wiper, tetrachlorethylene, acetone or lacquer thinner.
rod seals, bearing, O-ring and backup ring
replacement is required, it is not necessary to
remove the suspension from the truck. Refer to Minor
Repairs (Lower Bearing & Seals) for bearing retainer
removal and installation.
When using a cleaning agent, follow the
manufacturer's instructions for use, proper
7. If major suspension rebuild is required, continue ventilation and/or use of breathing apparatus.
with the removal procedure.
8. Attach a fork truck or suitable lifting device to
the suspension. Secure the suspension to the
lifting device.

The front Hydrair® II suspension weighs

approximately 2790 kg (6150 lbs). Make sure that
the lifting device to be used has a sufficient
capacity to handle the load.

9. Remove capscrews (1, Figure 2-3).

10. Remove capscrews (8).
11. Remove capscrews (6) and spacers (9).
12. Move the suspension to a clean work area for
disassembly.
13. Discard the suspension mounting capscrews,
washers, and nuts.

FIGURE 2-3. SUSPENSION INSTALLATION

1. Capscrews, Washers 6. Capscrews, Washers

2. Nuts, Washers 7. Piston
3. Housing 8. Capscrew, Washers
4. Mounting Surface 9. Spacer
5. Shear Key 10. Nuts & Washers

H2-4 Front Suspensions 03/05 H02013

 2. Inspect the suspension and frame mounting
surfaces and spotfaces for flatness. The surface
finish must not exceed 250 RMS (medium tool
cut). Surface flatness must be within 0.254 mm
(0.010 in.).

High tightening force is required to load front

suspension mounting capscrews. Repeated
tightening will result in capscrew fatigue and
damage. DO NOT reuse mounting hardware
(capscrews, hardened washers and nuts).
Replace capscrews, washers and nuts after each
use. FIGURE 2-4. INSTALLATION OF HARDENED
Suspension mounting capscrews are specially FLAT WASHER
hardened bolts to meet or exceed Grade 8 1. Hardened Flatwasher 2. Capscrew
specifications. Replace only with bolts of correct
hardness. Refer to the appropriate Komatsu
parts catalog for the correct part numbers. NOTE: Special hardened flat washers are punched
during the manufacturing process. When placed
. under the capscrew head they must be assembled
with the inside diameter radius of the hole toward the
head (punch lip away from head) to prevent damage
to the fillet between capscrew head and shank. See
Figure 2-4.
The use of dry threads in this application is not
recommended. Due to the high tightening forces
required to load these capscrews, dry threads 4. Use a fork truck or lifting device to lift the
may cause damage to tools. suspension into position on the truck. Ensure
that shear key (5, Figure 2-3) is flush with the
end of suspension keyway. Install 14 capscrews
3. Lubricate the capscrew threads, capscrew head (1, 6 & 8) with hardened washers and nuts. A
seats, washer faces, and nut seats with a rust flat washer is used under each capscrew head
preventive compound. Approved sources are: and each nut. The four bottom holes require
• AMERICAN ANTI-RUST GREASE #3-X from spacers (9). Snug each capscrew, but do not
Standard Oil Division of American Oil Company tighten fully at this time.
• RUSTOLENE D grease from Sinclair Oil
Company
• GULF NORUST #3 from Gulf Oil Company
• RUST BAN 326 from Humble Oil Company
• 1973 RUSTPROOF from the Texas Company It is essential that proper thread engagement is
• RUST PREVENTIVE GREASE-CODE 312 from achieved on front suspension mounting
the Southwest Grease and Oil Company capscrews in order to ensure maximum joint
strength between the suspension cylinder and
NOTE: If none of the rust preventive greases listed
the frame. Failure to achieve the recommended
above are available for field assembly, use one of the
thread engagement may result in capscrew
following lubricants:
thread failure, leading to suspension failures.
• SAE 30 weight oil
• 5% Molybdenum - Disulphide Grease

H02013 03/05 Front Suspensions H2-5

 FIGURE 2-5. MEASURING THREAD ENGAGEMENT

5. Measure thread engagement after installation of
the front suspensions.
The mandatory thread engagement requires the
capscrew to extend more than 3.20 mm (0.125
in.) past the face of the nut. Refer to dimensions
(C & D, Figure 2-5). If thread engagement does
not meet the required specification, longer
capscrews must be used. If it is necessary to
use longer capscrews, all mounting capscrews
at the affected suspension must be exchanged
for longer, alternate capscrews.
6. After thread engagement checks and
adjustments have been performed, the
capscrews are now ready for tightening using
the "turn-of-the-nut" tightening procedure
described on the following page.
NOTE: The "turn-of-the-nut" tightening procedure
was developed for high strength capscrews (grade 8
or better) in this joint application. Do not use this
tightening method for other joints (unless specified)
or with capscrews of lesser grade/size.

H2-6 Front Suspensions 03/05 H02013

"Turn-Of-The-Nut" Tightening Procedure
7. Tighten all 14 capscrews (1, 6 & 8, Figure 2-3)
to 542 ± 5 N•m (400 ± 40 ft lbs). Use a torque
wrench of known calibration.
8. Maintain this torque on the top two corner
capscrews and the bottom, outer four
capscrews (the bottom four capscrews without
spacers).
9. Loosen the eight remaining capscrews and then
tighten again using "turn-of-the-nut" tightening
procedure as follows:
a. Mark a reference line on a corner of the
hexagonal capscrew head or nut and the
mounting surface opposite this corner, as
shown. Then mark the position located 60°
or 120° clockwise relative to the first
reference line on the mounting surface.
Refer to Figures 2-6 and 2-7.
b. To ensure that the opposite end of the
turning member (either the capscrew head or
nut) remains stationary, scribe a reference
mark for this check.

10. For the four capscrews (1, Figure 2-3) at the c. Each corner of a hexagon represents 60°.
upper mount, initially tighten the capscrews to The turning member (either the capscrew
95 N•m (70 ft lbs), then advance the capscrew head or nut) is turned until the marked corner
head 60° using Steps 10a through 10c. Refer to is adjacent with the marked reference line.
Figure 2-6. Ensure that the opposite end of the turning
member has not turned during the tightening
procedure.
NOTE: Do not exceed 4 RPM tightening speed.
Do not hammer or jerk the wrench during the
tightening procedure.
11. Loosen the top two corner capscrews (1) and
the bottom outer four capscrews (8), (the
bottom four capscrews without spacers).
a. Tighten the top two corner capscrews to 95
FIGURE 2-6. REFERENCE MARKS FOR 60 N•m (70 ft lbs), then use "turn-of-the-nut"
DEGREE ADVANCE method to advance the capscrew heads 60°.
b. Tighten the bottom, outer four capscrews to
152 mm (6.0 in.) Capscrews
271 N•m (200 ft lbs), then use the "turn-of-
the-nut" method to advance the capscrew
heads 120°.
For the bottom four capscrews (6, Figure 2-3),
NOTE: If for any reason, these fasteners need to be
initially tighten the capscrews to 136 N•m (100
checked for tightness after completing the above
ft lbs), then advance the capscrew head 120°
procedure; loosen and inspect all 14 capscrews and
using Steps 10a through 10c. Refer to Figure 2-
repeat the entire process, starting with cleaning and
7.
lubricating the capscrews, washers, and nuts.

12. Charge the suspension with dry nitrogen to fully

extend the suspension piston before installing
the front wheel hub and spindle.
13. Install spindle, wheel and tire according to
instructions in Section G.
14. Service the suspension. For instructions refer to
FIGURE 2-7. REFERENCE MARKS FOR 120 Section H, Oiling and Charging Procedures.
DEGREE ADVANCE
15. Install the suspension boot and secure it with
355 mm (14.0 in.) Capscrews the boot clamp.

H02013 03/05 Front Suspensions H2-7

MINOR REPAIRS (LOWER BEARING &
SEALS)
Removal - Bearing Retainer
If only rod wiper, rod seals, bearing, O-ring and
backup rings are to be replaced, refer to the following
steps for lower bearing retainer removal.
1. Remove lower bearing retainer capscrews and
hardened washers (20 & 21, Figure 2-9). Install
pusher bolts into the tapped holes in the
retainer flange.
2. Tighten the pusher bolts evenly and prepare to
support the bearing retainer as it exits the
suspension housing. Remove retainer
assembly (18).
3. Remove wiper (29), rod seal (28), step seal
(27), O-ring (22), backup ring (23) and lower
bearing insert (24).

Installation - Bearing Retainer

1. Install new rod seal (28, Figure 2-9), step seal
(27) and rod wiper (29).

When installing backup rings with rod seal (28)

and step seal (27), make sure that the radius is
positioned toward the seal and the white dot is
positioned away from the seal as shown in Figure
2-9.

FIGURE 2-8. PISTON ROD REMOVAL

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

H2-8 Front Suspensions 03/05 H02013

 FIGURE 2-9. FRONT SUSPENSION

1. Housing 15. Roll Pin

2. Cap Structure 16. Steel Check Ball
3. Capscrew 17. Piston
4. Hardened Washer 18. Lower Bearing Retainer
5. O-Ring 19. Plug
6. Backup Ring 20. Capscrew
7. Capscrew 21. Hardened Washer
8. Hardened Washer 22. O-Ring
9. Charging Valve 23. Backup Ring
Assembly 24. Lower Bearing
10. Vent Plug 25. Key
11. Plug (Pressure Sensor 26. Upper Bearing
Port) 27. Step Seal
12. Upper Bearing Retainer 28. Rod Seal
13. Piston Stop 29. Rod Wiper
14. Nut

H02013 03/05 Front Suspensions H2-9

MAJOR SUSPENSION REBUILD
Disassembly
NOTE: Refer to your Komatsu distributor for
Hydrair®II suspension repair information and When installing backup rings with rod seal (28)
instructions not covered in this manual. and step seal (27), be certain radius is positioned
1. With the suspension held in a vertical position toward the seal and the white dot is positioned
(end cap up), remove capscrews (1, Figure 2-8) away from the seal as shown in Figure 2-9.
and hardened washers (2). Attach a hoist to
end cap structure (16) and lift the end cap out of
2. Install new O-rings (22) and backup rings (23)
suspension housing (6) until piston stop (12)
in their appropriate grooves in bearing retainer
contacts upper bearing retainer (5). Remove
(18).
capscrews (3) and hardened washers (4). Lift
the cap structure and bearing from the housing. NOTE: Backup rings must be positioned toward
2. Remove roll pin (10), nut (11), piston stop (12) bearing retainer bolt flange as shown in Figure 2-10.
and key (13). Separate the cap and bearing.
Remove O-rings and backup rings (15).
Remove bearing (14).
3. Rotate the suspension 180°.
NOTE: Steel balls (9) will fall free when the housing
is rotated.
4. Attach a lifting device to piston (7) and carefully
lift it out of the housing.
5. Remove capscrews and washers (20 & 21,
Figure 2-9). Install pusher bolts and remove
lower bearing retainer (18).
6. Remove and discard rod seal (28) step seal
(27) and rod wiper (29). Remove and discard O-
rings (22) and backup rings (23). Remove lower
bearing (24).
FIGURE 2-10. BACK-UP RING REPLACEMENT

Assembly 1. O-Ring 3. Bearing Retainer

NOTE: All parts must be completely dry and free of
foreign material. Lubricate all interior parts with clean
Hydrair®II suspension oil. Refer to the Oil and
Nitrogen Specifications Chart in Section H, Oiling
and Charging Procedures.
Use care not to damage the machined or plated
surfaces, O-rings or seals when installing piston
assembly.
1. Install new rod seal (28, Figure 2-9), step seal
(27), and rod wiper (29).
2. Backup Ring
3. Install lower bearing (18, Figure 2-9) into the
lubricated suspension housing. Install
capscrews and hardened lockwashers (20 &
21) through the bearing flange and into the
tapped holes in the housing. Tighten the
capscrews to 678 N•m (500 ft lbs).
4. Install new backup rings and O-rings (15,
Figure 2-8) in the end cap grooves. Backup
rings must be positioned toward the flange on
the end cap.
5. Install new bearing (14) on upper bearing
retainer (5).
6. Slide the upper bearing retainer assembly over
cap structure rod (16).

H2-10 Front Suspensions 03/05 H02013

 7. Install key (13) and piston stop (12) on the cap
structure rod. Make sure that the piston stop is
fully seated against the rod shoulder. Install
locknut (11) against the piston stop. Tighten the
locknut 1/2 turn further until the hole for roll pin
(10) is in alignment. Install roll pin (10).
8. Attach a lifting device to the top side of the end
cap assembly. Lower the assembly down on
piston (7). Insert steel balls (9) in the holes in
the piston before fully seating the bearing on
top of the piston. A small amount of petroleum
jelly will prevent the balls from dropping out
during assembly.
9. Install upper bearing retainer (5) onto the piston
rod. Secure the bearing in place with new
capscrews (3) and hardened washers (4).
Tighten the capscrews to 678 N•m (500 ft lbs).
NOTE: Always use new capscrews (3, Figure 2-8)
during assembly. Used capscrews will be stressed
and fatigued because of loads imposed on these
capscrews during operation.
H02013 03/05 Front Suspensions
10. Apply a light coating of petroleum jelly to the
seals, wiper and bearings. With the suspension
housing in a vertical position, carefully lower the
piston rod and end cap assembly into the bore
of the cylinder housing to its fully retracted
position
11. Install capscrews and hardened washers (1 & 2)
and tighten to 678 N•m (500 ft lbs).
12. Install bottom plug (19, Figure 2-9) and tighten
to 17 N•m (13 ft lbs).
NOTE: If the suspension is to be stored, put in one
liter (two pints) of a rust preventive oil. This oil must
be drained when the suspension is put back into
service.
13. Install the charging valve and new O-ring (5,
Figure 2-1). Lubricate the O-rings with clean
Hydrair® suspension oil before threading into
the end cap. Tighten the charging valve (large
hex) to 23 N•m (17 ft lbs).
H2-11
 NOTES

H2-12 Front Suspensions 03/05 H02013

 SECTION H3

REAR SUSPENSIONS

INDEX

REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3

SUSPENSION CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-7

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-7

SUSPENSION PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-9

H03020 Rear Suspensions H3-1

 NOTES

H3-2 Rear Suspensions H03020

 REAR SUSPENSIONS
The Hydrair® II suspensions are hydro-pneumatic The Hydrair® II suspension cylinder requires only
components containing oil and nitrogen gas. The oil normal care when handling as a unit. However, after
and gas in the four suspensions carry the gross truck being disassembled, these parts must be handled
weight less wheels, spindles and final drive with extreme care to prevent damage to the
assembly. machined surfaces. Surfaces are machined to
extremely close tolerances and are precisely fitted.
The rear suspension cylinders consist of two basic
All parts must be completely clean during assembly.
components: a suspension housing attached to the
frame and a suspension rod attached to the rear axle
housing.

FIGURE 3-1. REAR SUSPENSION INSTALLATION

1. Suspension Cylinder 3. Mounting Pin

2. Mud Flap

H03020 Rear Suspensions H3-3

SUSPENSION CYLINDER 2. Remove charging valve cap (1, Figure 3-2)
loosen swivel nut (4) (small hex) on the
Removal charging valve, and turn it counterclockwise
three full turns to unseat the valve seal.
Connect the charging kit.
TABLE 1. TOOL LIST FOR SUSPENSION PIN
REMOVAL

Part Number Description Quantity

Make sure that only swivel nut (4) turns. Turning
EJ2847 Pin Removal Tool 2
the complete charging valve assembly may result
EJ2848 Cylinder 1 in the valve assembly being forced out of the
suspension by the gas pressure inside.
EJ2849 Hand Pump 1
3. If necessary, charge the suspension to be
EJ2850 Shackle 2 removed with dry nitrogen until the rod is
exposed approximately 127 mm (5 in.).
MM0093 Capscrew - M16 x 2 x 70 4
4. Place stands or cribbing under the truck frame
at each hoist cylinder mount.
5. Open the valve on the suspension charging kit
to release nitrogen from the suspension.
1. Remove capscrews, washers, and mud flap (2, Disconnect the charging kit.
Figure 3-1) from the suspension. 6. Disconnect the lubrication lines and the
pressure sensor cable.
7. Position a fork lift under the suspension housing
above the lower mounting pin. Secure the
suspension to the fork lift.

The rear Hydrair®II suspension weighs

approximately 883 kg (1947 lbs). Make sure that
the capacity of the lifting device used is sufficient
for lifting this load.

NOTE: The mounting arrangement for the top and

bottom pins is identical.
8. Remove locking capscrew (4, Figure 3-4) from
the lower suspension pin that is to be removed.
The locking capscrew on the remaining cylinder
must remain installed.
FIGURE 3-2. CHARGING VALVE 9. Install pin removal tool (1) to each lower pin
1. Valve Cap 6. Valve Body using the capscrews listed in Table 1. Tighten
2. Seal 7. O-Ring the capscrews to 240 ± 24 N•m (177 ± 17 ft
3. Valve Core 8. Valve Stem lbs).
4. Swivel Nut 9. O-Ring 10. Attach both shackles (2) to cylinder (3).
5. Rubber Washer
11. Attach each shackle to pin removal tools (1), as
shown.

H3-4 Rear Suspensions H03020

 FIGURE 3-4. REAR SUSPENSION
PIN REMOVAL TOOL
FIGURE 3-3. SUSPENSION MOUNTING PIN
Typical, top & bottom 1. Pin Removal Tool 3. Cylinder
1. Pin 6. Bearing 2. Shackle 4. Locking Capscrew
2. Retainer Capscrew 7. Capscrew
3. Locknut 8. Washer
4. Bearing Spacer 9. Sleeve
13. When the cylinder reaches the end of its stroke,
5. Retainer Ring
remove one of the shackles from the cylinder
and connect the cylinder shackle directly to the
pin removal tool. This is necessary to pull the
pin the remaining distance.
14. Remove the pin from the lower mounting.
12. Apply pressure to the cylinder using the hand
pump (not shown). 15. Install the tool on the upper pin and repeat the
pin removal process.
16. Remove the cylinder from the truck.
17. If it is necessary to remove the remaining rear
suspension cylinder, insert the pins back into
Do not exceed 10 tons of force when applying the upper and lower mountings.
pressure to the cylinder. Damage to the tool or 18. Secure the pins using locking capscrews (4),
suspension components may result, as well as and repeat the removal process.
personal injury to maintenance personnel.

H03020 Rear Suspensions H3-5

Installation Disassembly
1. Inspect mounting bore sleeves (9, Figure 3-3) NOTE: The suspension should be placed in a fixture
and the bearing spacers for damage and wear. which will allow it to be rotated 180° vertically. Place
Check the fit of the pins in the bores before the suspension in the fixture with the rod end down.
installing the suspension. Replace worn or
damaged parts.
2. Secure the suspension to the fork lift and raise
it into position. The suspension assembly
should be retracted as far as possible before
installation. To avoid possible injury, wear a face mask or
3. Position the top suspension eye and spherical goggles while relieving nitrogen gas pressure.
bearing between the ears on the frame, as 1. Depress the charging valve stem to ensure that
shown in Figure 3-3. Orient the cylinder so that all nitrogen gas pressure has been released
the charging valve faces the opposite before removing the charging valve.
suspension cylinder, as shown in Figure 3-1.
2. Remove charging valve cover (16, Figure 3-5).
4. Lubricate all pin-to-bearing and pin-to-sleeve Remove charging valve (17). Remove and
contact surfaces with anti-seize compound. discard the charging valve O-ring.
Lubricating the pin surfaces aids in removal and
3. Remove pressure sensor (15).
installation, as well as prevention of rust and
corrosion. 4. Remove mud flaps (8).
5. Align the retaining capscrew hole in pin (1, 5. With the suspension in a vertical position
Figure 3-3) with the hole in the mounting bore. (piston rod down), remove drain plug (18) and
Drive in the pin far enough to hold pin in drain the suspension oil. A properly charged
position. rear suspension cylinder contains 54.5 L (14.4
gal) of oil.
6. Insert spacer (4) and continue to drive in the pin
through the spherical bearing. Insert the 6. Rotate the cylinder 180°. Remove capscrews
remaining spacer and continue to drive in the (6) and washers (7). Lift piston rod (9) from
pin until the retaining capscrew hole is aligned housing (1).
with the hole in the pin. 7. Remove bearing retainer (5) from the piston.
7. Install capscrew (2) and locknut (3). Tighten to Remove bearing (4). Remove the seals, the O-
465 N•m (343 ft lbs). If further alignment of the ring and backup ring from bearing retainer (5).
capscrew and hole are necessary, install a pin Discard the O-ring and backup ring.
removal tool onto the pin. Use the tool in 8. Remove bearing (3) from the piston.
conjunction with a large pipe wrench or other 9. If spherical bearings (6, Figure 3-3) require
suitable device to align the locking capscrew replacement, remove retaining rings (5), and
holes. press the bearing from the cylinder bore.
8. Adjust the piston rod height until the lower
mount bearing aligns with the bore in the rear
axle housing, and repeat the above procedure
to install the bottom pin. Mounting components
in the top and bottom joints are identical.
9. Install the nitrogen charging kit, and add
nitrogen to raise the frame off the stands or
cribbing. A lifting device may also be used.
10. Connect the lubrication lines and the pressure
sensor.
11. Service the suspension. For instructions, refer
to Section H, Oiling and Charging Procedures.
12. Install mud flap (2, Figure 3-1) with the
capscrews, flat washers, and lockwashers.

H3-6 Rear Suspensions H03020

Cleaning and Inspection
1. Clean all parts thoroughly in fresh cleaning
solvent. Use a solvent that does not leave a film
after evaporation, such as trichlorethylene,
acetone or laquer thinner.
When using cleaning agents follow the solvent
manufacturer's instructions.
2. Dry all parts completely using only dry, filtered
compressed air and lint free wiping materials.
3. Inspect all parts for evidence of wear or
damage. Inspect plated surfaces for scratches,
nicks or other defects. Replace or repair any
damaged parts.
NOTE: If other repairs are necessary, refer to your
local Komatsu distributor for repair information and
instructions not covered in this manual.
H03020 Rear Suspensions
Assembly
Assembly must be performed in a clean, dust free
work area. All parts must be completely clean, dry
and free of rust or scale. Lubricate all interior parts
and bores with fresh suspension oil. Refer to the Oil
and Nitrogen Specifications Chart in Section H,
Oiling and Charging Procedures.
1. If removed, install spherical bearing (6, Figure
3-3) in the eye of the piston rod and cylinder
housing.
2. Install retaining rings (5) to secure the bearings.
3. Install wiper seal (12, Figure 3-5), double lip
seal (11), buffer seal (10), O-ring (13) and
backup ring (14) onto bearing retainer (5).
NOTE: Refer to the seal installation illustration and
details (Figure 3-5) for proper orientation.
4. Install rod bearing (4).
5. Slide piston bearing (3) onto the lubricated
piston rod.
6. With the lubricated housing (1) held in a vertical
position, slide the piston assembly partially into
the housing. Slide retainer (5) onto the housing
and fasten with capscrews (6) and washers (7).
Tighten the capscrews to standard torque. Use
care during piston installation to prevent
damage to machined and chrome surfaces.
NOTE: If the suspension is to be stored, fill with one
liter (two pints) of a rust preventive oil. This oil must
be drained when the suspension is put back into
service.
7. Install a new O-ring onto the charging valve,
and install the charging valve onto the cylinder.
Tighten the large hex of the charging valve to
23 N•m (17 ft lbs).
If a new charging valve is being used, tighten
the swivel nut to 15 N•m (11 ft lbs), then loosen
and retighten the swivel nut to 15 N•m (11 ft
lbs). Loosen the swivel nut again, and retighten
it to 6 N•m (50 in lbs). Install the valve cap
finger-tight.
8. Install the charging valve, pressure sensor, and
plugs.
9. Install cover (16) onto the suspension.
10. Pressure test the suspension. Refer to
Suspension Pressure Test later in this section.
H3-7
 FIGURE 3-5. REAR SUSPENSION ASSEMBLY

1. Housing 7. Hardened Washer 13. O-ring

2. Vent Plug 8. Mud Flap 14. Backup Ring
3. Piston Bearing 9. Piston Rod 15. Pressure Sensor
4. Rod Bearing 10. Rod Buffer Seal 16. Cover
5. Bearing Retainer 11. Rod Double Lip Seal 17. Charging Valve
6. Capscrew 12. Wiper Seal 18. Drain Plug

H3-8 Rear Suspensions H03020

SUSPENSION PRESSURE TEST
The suspension assembly should be tested for
leakage after rebuild procedures are completed. If
leakage occurs, the cause of the leakage must be
identified, and repaired before the suspension is
installed on the truck.
The entire suspension assembly must be placed
in a containment device that will keep the
suspension piston in the retracted position and
prevent it from extending during pressurization.
Make sure that the containment device is capable
of withstanding the applied force.
1. Collapse the suspension until the piston is fully
retracted in the housing.
2. Make sure that the charging valve and all plugs
are installed. Attach the pressurization line to
the charging valve.
3. Place the suspension assembly in a
containment device and submerge the entire
assembly in the water tank.
H03020 Rear Suspensions
4. Pressurize the suspension with air or nitrogen
to 7585 ± 1380 kPa (1100 ± 200 psi).
5. Maintain pressure for a minimum of 20 minutes
and check for bubbles at the following locations:
• Housing bearing/housing joint
• Piston/piston seal area
• Charging valve and plugs
6. After the test is complete, remove the assembly
from the water tank and release the air or
nitrogen pressure. DO NOT remove the
charging valve from suspension.
7. Remove the suspension from the containment
device.
8. Coat any exposed, unpainted areas with rust
preventive grease.
9. Store the suspension in a collapsed position to
protect the piston chrome surface until it is
installed on a truck.
H3-9
 NOTES

H3-10 Rear Suspensions H03020

 SECTION H4
SUSPENSION OILING AND CHARGING PROCEDURES
INDEX

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3

Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3

Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3

Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4

Support Blocks For Oiling And Charging Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5

Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5

Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6

REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7

Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7

Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9

OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10

H04016 Oiling And Charging Procedures H4-1

 NOTES

H4-2 Oiling And Charging Procedures H04016

 SUSPENSION OILING AND CHARGING PROCEDURE
GENERAL
These procedures cover the oiling and charging of
Hydrair® II suspensions on Komatsu 930E dump
trucks.
Suspensions which have been properly charged will
provide improved handling and ride characteristics
while also extending the fatigue life of the truck frame
and improving tire wear.
NOTE: Inflation pressures and exposed piston
lengths are calculated for a normal truck gross
vehicle weight (GVW). Additions to truck weight by
adding body liners, tailgates, water tanks, etc, should
be considered part of the payload. Keeping the truck
GVW within the specification shown on the Grade/
Speed Retard chart in the operator cab will extend
the service life of the truck main frame and allow the
Hydrair II suspensions to produce a comfortable ride.
Equipment List
• Hydrair Charging Kit
• Jacks and/or Overhead Crane
• Support Blocks for:
Oiling Height Dimensions (Front and Rear)
Charging Height Dimensions (Front Only)
• Hydrair Oil (See Specifications Chart)
• Friction Modifier (See Specifications Chart)
• Dry Nitrogen (See Specifications Chart)
Installation of Charging Kit
1. Assemble the charging kit as shown in Figure 4-
1, and attach it to a container of pure dry
nitrogen (8).
2. Remove the protective covers and charging
valve caps from the suspensions.
3. Turn "T" handles (1, Figure 4-1) of adapters (2)
completely counterclockwise.

All Hydrair II suspensions are charged with

compressed nitrogen gas with sufficient
pressure to cause injury and/or damage if
improperly handled. Follow all safety
instructions, cautions, and warnings provided in
the following procedures to prevent any
accidents during oiling and charging.

Proper charging of Hydrair II suspensions requires

that 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.
3. The nitrogen charge pressure must be correct.
For best results, Hydrair II suspensions should be
charged in pairs (fronts together and rears together). FIGURE 4-1. HYDRAIR CHARGING KIT
If rear suspensions are to be charged, the front
suspensions should be charged first. NOTE: The arrangement of parts may vary from
the illustration depending on the kit part number.
NOTE: For longer life of suspension components, a
friction modifier should be added to the suspension 1. “T” Handle Valve
oil. See the Specifications Charts at the end of this 2. Charging Valve Adapter
section. 3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
NOTE: Setup dimensions in the Specifications 5. Regulator Valve (Nitrogen Pressure)
Charts must be maintained during oiling and 6. Manifold
charging procedures. However, after the truck has 7. Charging Pressure Gauge (Suspensions)
been operated, these dimensions may vary. 8. Dry Nitrogen Gas Container

H04016 Oiling And Charging Procedures H4-3

 4. Make sure that outlet valves (3) and inlet valve
(4) are closed (turned completely clockwise).
5. Turn the swivel nut (small hex) on the charging
valve three full turns counterclockwise to unseat
the valve.
6. Attach charging valve adapters (2) to each
suspension charging valve stem.
7. Turn "T" handles (1) clockwise. This will
depress the core of the charging valve and
open the gas chamber of the suspension.
8. Open both outlet valves (3).
NOTE: By selective opening and closing of outlet
valves (3), and inlet valve (4), suspensions may be
charged separately or together.
Removal of Charging Kit
1. Close both outlet valves (3).
2. Turn "T" handles (1) counterclockwise to
release the charging valve cores.
3. Remove charging valve adapters (2) from the
charging valves.
4. Tighten the swivel nut (small hex) on the
charging valve. If a new charging valve is being
used, tighten the swivel nut to 15 N•m (11 ft.
lbs.), then loosen and retighten the swivel nut
to 15 N•m (11 ft. lbs.). Loosen the swivel nut
again and retighten to 6 N•m (50 in. lbs.).
Install the valve cap finger-tight.
5. Install the charging valve caps and protective
covers on both suspensions.
H4-4 Oiling And Charging Procedures
Support Blocks For Oiling And Charging
Dimensions
Before starting the oiling and charging procedures,
supports should be fabricated to maintain the correct
exposed piston rod extensions.
Nitrogen charging support blocks for the rear
suspension are no longer necessary. However,
oiling blocks are necessary to properly set the
oiling height.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for Hydrair II
suspensions. These dimensions are listed in the
tables below Figures 4-2 and 4-5. Measure the
dimensions from the face of the cylinder gland to the
machined surface on the spindle at the front
suspension. At the rear suspension, measure from
the face of the cylinder gland to the piston flange.
Support blocks may be made in various forms. Mild
steel materials are recommended. Square stock or
pipe segments at least 25 mm (1 in.) may be used.
The blocks must be capable of supporting the weight
of the truck during oiling and charging procedures
while avoiding contact with plated surfaces and seals
on the suspension. Refer to Figure 4-2 for front
suspension support block placement and Figure 4-4
for rear support block placement.
H04016
FRONT SUSPENSION 3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen pressure has been released, the
suspension should have collapsed slowly and
be seated solidly on the support blocks.
Remove the top fill plug next to the charging
All Hydrair II suspensions are charged with
valve (see Figure 4-2).
compressed nitrogen gas with sufficient
pressure to cause injury and/or damage if
improperly handled. Follow all the safety notes,
cautions and warnings in these procedures to
prevent accidents during servicing and charging.
1. Park the unloaded truck on a hard, level
surface. Apply the parking brake and chock the
wheels.
2. Thoroughly clean the area around the charging
valve on the suspensions. Remove the
protective covers from the charging valves.

Front Suspension Oiling

Wear a face mask or goggles while relieving

nitrogen pressure. Make sure that all personnel
are clear and support blocks are secure before
relieving nitrogen pressure from the suspension.
An unsecured block could fly loose as weight is
applied, presenting the possibility of serious
injury to nearby personnel and/or damage to the
equipment. Overhead clearance may be reduced
rapidly and suddenly when nitrogen pressure is
released.
NOTE: For longer life of suspension components, a FIGURE 4-2. FRONT SUSPENSION
friction modifier should be added to the suspension
oil. See the Specifications Charts at the end of this
section. FRONT SUSPENSION DIMENSIONS (EMPTY)
1. Position and secure oiling height dimension OILING HEIGHT CHARGING HEIGHT *CHARGING PRESSURE
blocks 180° apart to provide stability (see 25.4 mm 299 mm 2930 kPa
Figure 4-2). When nitrogen pressure is (1.0 in.) (9.0 in.) (425 psi)
released, the suspensions will lower and rest on * with standard Rock Body
the blocks. Ensure that the blocks do not mar or Note: If the truck starts to lift off the blocks before charging
scratch the plated surfaces of the pistons or pressure is attained, STOP CHARGING.
damage wiper seals in the lower bearing
4. Fill the suspension with clean Hydrair oil (with
retainer. Support blocks must seat on the
6% friction modifier) until the cylinder is full to
spindle and the cylinder housing.
the top of the fill plug bore. Use drip pans and
2. Remove the charging valve cap. Turn the swivel clean all spillage from the outside of the
nut (small hex) counterclockwise three full turns suspension. Allow the suspension to settle for
to unseat the valve seal. DO NOT turn the large at least 15 minutes to clear any trapped
hex. The charging valve body has a bleeder nitrogen and bubbles from the oil. Add more
groove in its mounting threads, but for safety of suspension oil if necessary. Install a new O-ring
all personnel, the valve body must not be on the fill plug and install the plug.
loosened until all nitrogen pressure has been
released from the suspension.

H04016 Oiling And Charging Procedures H4-5

Front Suspension Nitrogen Charging

Dry nitrogen is the only gas approved for use in

Lifting equipment (crane or hydraulic jacks) must Hydrair II suspensions. Charging of these
be of sufficient capacity to lift the truck weight. components with oxygen or other gases may
Make sure that all personnel are clear of the lift result in an explosion which could cause
area before the lift is started. Clearances under fatalities, serious injuries and/or major property
the truck may be suddenly reduced. damage. Use only nitrogen gas meeting the
1. If removed, install the charging valve with new specifications shown in the Specifications Chart
O-ring (9, Figure 4-3). Lubricate the O-ring with at the end of this section.
clean Hydrair oil. 3. Install the Hydrair charging kit and a bottle of
2. Tighten valve body (6) (large hex) to 23 N•m pure dry nitrogen. Refer to Installation of
(17 ft. lbs.). Swivel nut (4) (small hex) must be Charging Kit earlier in this section.
unseated by turning it counterclockwise three 4. Charge the suspensions with nitrogen gas to
full turns. 50.8 mm (2 in.) greater than the charging height
listed in Figure 4-2. Close inlet valve (4, Figure
4-1).
5. Remove the oiling blocks from the suspensions
and install the nitrogen charging blocks. Secure
the blocks to prevent accidental dislodging.
NOTE: Use caution to prevent damage to plated
cylinder surfaces and oil seals when installing the
blocks.
6. Remove the center hose from manifold (6).
7. Open inlet valve (4) until the pressure drops
below the pressure listed in Figure 4-2, then
close the valve.
8. Install the center hose to manifold (6).
9. Charge the suspensions to the pressure listed
in Figure 4-2. DO NOT use an overcharge of
nitrogen to lift the suspensions off the charging
blocks.
FIGURE 4-3. CHARGING VALVE
10. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes to allow the
1. Valve Cap 6. Valve Body pressures in the suspensions to equalize.
2. Seal 7. O-Ring
3. Valve Core 8. Valve Stem 11. Close outlet valves (3). Remove the charging kit
4. Swivel Nut 9. O-Ring components. Refer to Removal of Charging Kit
5. Rubber Washer earlier in this section.
12. If the charging valve is being reused, tighten
swivel nut (4, Figure 4-3) to 6 N•m (50 in. lbs.).

H4-6 Oiling And Charging Procedures H04016

 13. If a new charging valve is being used, tighten
the swivel nut to 15 N•m (11 ft. lbs.), then
loosen and retighten the swivel nut to 15 N•m
(11 ft. lbs.). Loosen the swivel nut again and
retighten to 6 N•m (50 in. lbs.). Install the valve
cap finger-tight.
14. Install the protective guard over the charging
valve.
15. Raise the truck body in order to extend the front
suspensions, allowing for removal of the
nitrogen charging blocks. Make sure that
sufficient overhead clearance exists before
raising the body. If the suspensions do not
extend after raising the body, turn the steering
wheel from stop to stop several times. If the
suspensions still do not extend enough to allow
for removal of the blocks, use a crane or floor
jacks to raise the truck and remove the blocks.
The front Hydrair suspensions are now ready for
operation. Visually check piston extension with the
truck both empty and loaded. Record the extension
dimensions. Maximum downward travel is indicated
by the dirt ring at the base of the piston. Operator
comments on steering response and suspension
rebound should also be noted.
H04016 Oiling And Charging Procedures
REAR SUSPENSION
All Hydrair II suspensions are charged with
compressed nitrogen gas with sufficient
pressure to cause injury and/or damage if
improperly handled. Follow all the safety notes,
cautions and warnings in these procedures to
prevent accidents during servicing and charging.
1. Park the unloaded truck on a hard, level
surface. Apply the parking brake and chock the
wheels.
2. Thoroughly clean the area around the charging
valve on the suspensions. Remove the
protective covers from the charging valves and
the rubber covers from the suspension piston.
Rear Suspension Oiling
Wear a face mask or goggles while relieving
nitrogen pressure. Make sure that all personnel
are clear and support blocks are secure before
relieving nitrogen pressure from the suspension.
An unsecured block could fly loose as weight is
applied, presenting the possibility of serious
injury to nearby personnel and/or damage to the
equipment. Overhead clearance may be reduced
rapidly and suddenly when nitrogen pressure is
released.
NOTE: For longer life of suspension components, a
friction modifier should be added to the suspension
oil. See the Specifications Charts at the end of this
section.
1. Position and secure the oiling blocks in place so
the blocks are seated between the frame and
the rear axle housing (see Figure 4-4). A block
should be used on both the left and right sides
of the truck.
2. Remove charging valve cap. Turn the swivel nut
(small hex) counterclockwise three full turns to
unseat the valve seal. DO NOT turn the large
hex. The charging valve body has a bleeder
groove in its mounting threads, but for safety of
all personnel, the valve body must not be
loosened until all nitrogen pressure has been
released from the suspension.
H4-7
 FIGURE 4-4. OILING BLOCK INSTALLATION

1. Main Frame 3. Rear Axle Housing

2. Oiling Support Block

3. Depress the charging valve core to release

nitrogen pressure from the suspension. When
all nitrogen pressure has been released, loosen
and remove the fill plug. The suspension should
have collapsed slowly as gas pressure was
released. The weight of the truck is now FIGURE 4-5. REAR SUSPENSION
supported by the support blocks.
1. Main Frame
NOTE: A plastic tube can be used to help bleed off 2. Charging Valve
trapped air inside the piston. 3. Rear Axle Housing
4. Remove the vent plug, pressure sensor, and
charging valve (see Figure 4-5). Use one of the
open ports to fill the suspension with clean REAR SUSPENSION DIMENSIONS (EMPTY)
Hydrair oil (with 6% friction modifier). Fill until OILING HEIGHT CHARGING HEIGHT *CHARGING PRESSURE
clean oil seaps from the open ports. Use drip 53 mm 218 mm 1296 kPa
pans and clean all spillage from the outside of (2.1 in.) (8.6 in.) (188 psi)
the suspension. Allow the suspension to settle
* Note: Charging pressures are for reference only and may vary depending on
for at least 15 minutes to clear any trapped body weights.
nitrogen and bubbles from the oil. Add more
suspension oil if necessary.
5. Install the vent plug and pressure sensor onto
the suspension.
6. Install a new O-ring onto the charging valve.
Lubricate the O-ring with clean Hydrair oil.
7. Install the charging valve onto the suspension.
Tighten valve body (6, Figure 4-3) to 23 N•m
(17 ft. lbs.).

H4-8 Oiling And Charging Procedures H04016

Rear Suspension Nitrogen Charging
Lifting equipment must be of sufficient capacity
to lift the truck weight. Make sure that all
personnel are clear of lift area before lifting is
started. Clearances under the truck may be
suddenly reduced.
Make sure that the automatic apply circuit has
not applied the service brakes during truck
maintenance. If the front brakes are applied
during rear suspension charging, the axle cannot
pivot for frame raising/lowering, and the rear
suspension may be unable to move up or down.
1. If removed, install charging valve with new O-
ring (9, Figure 4-3). Lubricate the O-ring with
clean Hydrair oil.
2. Tighten valve body (6) (large hex) to 23 N•m
(17 ft. lbs.). Swivel nut (4) (small hex) must be
unseated by turning it counterclockwise three
full turns.
Dry nitrogen is the only gas approved for use in
Hydrair II suspensions. Charging of these
components with oxygen or other gases may
result in an explosion which could cause
fatalities, serious injuries and/or major property
damage. Use only nitrogen gas meeting the
specifications shown in the Specifications Chart
at the end of this section.
3. Install Hydrair charging kit and a bottle of pure
dry nitrogen. Refer to Installation of Charging
Kit in this section.
4. Charge the suspensions with nitrogen gas to 38
mm (1.5 in.) greater than the charging height
listed in Figure 4-5.
H04016 Oiling And Charging Procedures
5. Slowly release gas until the suspensions match
the charging height listed in Figure 4-5.
6. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes to allow the
pressures in the suspensions to equalize.
7. Make sure that both of the suspension cylinders
are extended the same distance ± 10 mm (0.39
in.). If the difference in the extension from side
to side exceeds this amount, check the front
suspensions for equal extension. Adjust the
front suspensions as necessary.
NOTE: A low left front suspension will cause the right
rear suspension to be high. A low right front
suspension will cause the left rear suspension to be
high.
8. Close outlet valves (3). Remove the charging kit
components. Refer to Removal of Charging Kit
in this section.
9. If the charging valve is being reused, tighten
swivel nut (4, Figure 4-3) to 6 N•m (50 in. lbs.).
10. If a new charging valve is being used, tighten
the swivel nut to 15 N•m (11 ft. lbs.), then
loosen and retighten the swivel nut to 15 N•m
(11 ft. lbs.). Loosen the swivel nut again and
retighten to 6 N•m (50 in. lbs.). Install the valve
cap finger-tight.
11. Install the protective guards over the charging
valves. Install the rubber covers over the piston
rods.
The rear Hydrair suspensions are now ready for
operation. Visually check piston extension with the
truck both empty and loaded. Record the extension
dimensions. Maximum downward travel is indicated
by the dirt ring at the base of the piston. Operator
comments on steering response and suspension
rebound should also be noted.
H4-9
 OIL AND NITROGEN SPECIFICATIONS CHARTS

HYDRAIR® II OIL SPECIFICATIONS

Ambient Temperature Part No. Approved Sources
Range
VJ3911 Mobil 424 Sunfleet TH Universal Tractor Fluid
(need to add Mobil D.T.E. 15 Chevron Tractor Hydraulic Fluid
6% of Texaco TDH Oil Conoco Power Tran III Fluid Petro
-34.5°C & above AK3761) AMOCO ULTIMATE Motor Oil Canada Duratran Fluid
(-30°F & above) 5W-30 Shell Canada Donax TDL
AK4063 Suspension Oil (premixed with 5 Gallon container
AK4064 6% Friction Modifier) 55 Gallon container
VJ5925 Emery 2811, SG-CD, Petro Canada Super Arctic Motor
(need to add 5W-30 Oil, 0W-30
6% of Mobil Delvac I, 5W-30 Conoco High Performance
-48.5°C & above AK3761) Synthetic Motor Oil, 5W-30
(-55°F & above) AK4065 Suspension Oil (premixed with 5 Gallon container
AK4066 6% Friction Modifier) 55 Gallon container
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.VJ3911 and VJ5925
oils are supplied in 5 gallon (19 Liter) cans.

FRICTION MODIFIER FRICTION MODIFIER Mixing Instructions

(94% Suspension Oil, 6% Friction Modifier)
Part Number Suspension Oil Amount of Friction Modifier to add
AK3761 1 gallon of suspension oil add 7.7 oz.
(5 Gallon container of 5 gallons of suspension oil add 38.4 oz.
100% Friction Modifier)
55 gallons of suspension oil add 3.3 gal.

NITROGEN GAS (N2) SPECIFICATIONS

Property Value
Nitrogen gas used in HYDRAIR® II Nitrogen 99.9% Minimum
Suspension Cylinders must meet or
Water 32 PPM Maximum
exceed CGA specification G-10.1 for
Type 1, Grade F Nitrogen Gas Dew Point -55°C (-68°F) Maximum
Oxygen 0.1% Maximum

H4-10 Oiling And Charging Procedures H04016

 SECTION J

BRAKE CIRCUIT

INDEX

BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1

BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1

BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1

WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1

PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1

J01027 Index J1-1

 NOTES

J1-2 Index J01027

 SECTION J2
BRAKE CIRCUIT
INDEX

SERVICE BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3

SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5

PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5

BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6

WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6

J02038 Brake Circuit J2-1

 NOTES

J2-2 Brake Circuit J02038

 BRAKE CIRCUIT
The Komatsu truck is equipped with an all-hydraulic
actuated wet disc service brake system. The brake
system utilizes Type C-4 hydraulic oil provided by the
brake/steering pump from the main hydraulic tank for
brake application. Brake disc cooling during truck
operation is provided by the hoist circuit pump
through the hoist valve. A disc type parking brake,
located in the rear axle housing, is attached to each
wheel motor. The fundamental function of the brake
system is to provide an operator with the the
necessary control for stopping the truck in either a
slow modulating fashion or in as short a distance as
reasonably possible.
Outlined below are the functions that Komatsu feels
are necessary for safe truck operation:
• Warn the operator as soon as practical of a
serious or potentially serious loss of brake
pressure so that proper action can be taken to
stop the truck before the secondary system is
exhausted of its power.
• Provide secondary brake circuits so that any
single failure leaves the truck with sufficient
stopping power.
• Automatically apply the service brakes if low
pressure warnings are ignored and pressures
continue to decrease.
• Provide a wheel brake lock to relieve the operator
from holding the brake pedal while at the dump or
shovel.
• Provide a spring-applied parking brake for
holding (not stopping) the truck during periods
other than loading or dumping.
• The brake system should be easy to diagnose
and service.
The following brake circuit description should be
used in conjunction with the hydraulic brake system
schematic located in Section R.
The brake system consists of several major valve
components: the foot-operated dual circuit treadle
valve, hydraulically-operated dual relay valves, brake
manifold and two accumulators. The dual circuit
treadle valve is the only component located in the
operator's cab. The dual relay valve for the front
brakes, brake manifold, and electrical components
are located in the hydraulic brake cabinet behind the
cab (See Figure 2-1).
J02038 Brake Circuit
The dual relay valve for the rear brakes is located in
the rear axle housing. The two accumulators are
mounted on the frame rail, behind the right front tire.
The brake manifold contains dual circuit isolation
check valves, accumulator bleed down valves, and
valves for the brake lock, parking brake and
automatic apply functions. All of these components
are screw-in cartridge type valves.
There are two independent means of brake actuation
provided for the operator: the service brake/retarder
pedal and the wheel brake lock switch. Additionally,
the brakes will apply automatically if the brake
system supply drops below a predetermined
pressure.
SERVICE BRAKE CIRCUIT
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 this circuit is the foot-operated
dual circuit treadle valve. This valve enables the
operator to control the relatively high pressure
energy within the brake accumulators directed to the
brakes. There are two valves in the dual brake valve.
One supplies pressure to a dual relay valve to
provide apply pressure for the brakes on the front
axle. The other supplies pressure to a dual relay
valve to provide apply pressure for the brakes on the
rear axle.
As the brake pedal is depressed, each valve within
the dual circuit brake valve simultaneously delivers
fluid from its respective accumulator to the dual relay
valves, which deliver fluid to the wheel brakes at a
pressure proportional to both pedal position and
force. The further the pedal is depressed, the higher
the brake force, which give a very positive feel of
control to the operator.
Brake accumulators have two functions: storing
energy for reserve braking in the event of a failure
and providing rapid oil flow for good brake response.
Depression of the brake pedal also actuates the stop
light pressure switch, which in turn actuates the stop
and service brake indicator lights and propulsion
interlock.
J2-3
 FIGURE 2-1. HYDRAULIC BRAKE CABINET
1. Dual Relay Valve
2. Hoist Pilot Valve
3. Relief Valve (Hoist Power Down)
4. Brake Lock Shuttle Valve
5. Brake Manifold
6. Brake Oil Supply Pressure Test Port (SP3)
7. Rear Brake Accumulator Bleed Valve
8. Automatic Apply Valve
9. Front Brake Accumulator Bleed Valve
10. Parking Brake Solenoid Valve (SV2)
11. Brake Lock Apply Pressure Test Port (PP3)
12. Pressure Reducing Valve (PR)
13. Brake Lock Solenoid Valve (SV1)
14. Parking Brake Release Pressure (PK2)
15. Low Accumulator Test Port (LAP1)
16. Low Brake Pressure Switch
17. Parking Brake Pressure Switch
18. Junction Manifold
19. Stop Light Pressure Switch
20. Brake Lock Degradation Switch
21. Rear Brake Pressure Test Port (BR)
22. Front Brake Pressure Test Port (BF)

J2-4 Brake Circuit J02038

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, accumulators, and circuit
regulator. The secondary system becomes whatever
circuit(s) is operable after a failure. If the failure is a
jammed treadle valve, then the brake lock becomes
the secondary system. Otherwise, either of the two
brake circuits would be the secondary system.
The brake accumulators perform two functions:
provide rapid flow for good response and store
energy for secondary braking. The check valves
ensure that this energy is retained if a failure should
occur in the brake system supply or an accumulator
circuit. An additional check valve, located between
the supply line from the brake/steering pump and the
brake manifold, provides additional protection
against pressure loss if the oil supply is interrupted.
If a failure occurs in the pump, steering, or either
brake accumulator circuit, a low brake pressure
warning light located on the overhead panel in the
cab will illuminate, and an audible alarm will sound,
indicating that the vehicle should be stopped as soon
as practical. When the pressure in one accumulator
circuit is lower than the preset level, all the service
brakes will be automatically applied. Automatic brake
application is accomplished by the automatic apply
valve (PS) located in the brake manifold. This valve
senses the lower brake accumulator pressure. When
the pressure is less than 11,400 kPa (1650 psi), the
valve shifts, operating the brake treadle valve
hydraulically which, in turn, applies pressure to the
dual relay valves, applying all the brakes.
Regardless of the nature or location of a failure,
sensing the lowest brake accumulator circuit
pressure ensures two to four full brake applications
after the low brake warning light and alarm and
before automatic apply activates. This allows the
operator the opportunity to safely stop the truck after
the warning occurs.
J02038
PARKING BRAKE CIRCUIT
The parking brakes are spring applied and
hydraulically released. Whenever the parking brake
solenoid is de-energized, a spring in the solenoid
valve will shift the spool, diverting oil pressure from
the parking brakes to direct the oil back to the
hydraulic tank.
Normal Operation
(key switch ON, engine running)
• Directional control lever in PARK
Parking brake solenoid (10, Figure 2-1) is de-
energized. The oil pressure in the parking brake
lines returns to tank and the springs in the
parking brake will apply the brake. Parking brake
pressure switch (17) will close, completing a path
to ground and illuminating the parking brake light
on the overhead panel.
• Directional control lever in F, R, or N
Parking brake solenoid (10, Figure 2-1) is
energized. The oil flow is routed from the parking
brake solenoid to the parking brake pistons for
release. The parking brake circuit is protected
against accidental application by monitoring a
wheel motor speed sensor to determine truck
ground speed. The parking brake will not apply
until the truck is virtually stopped. This eliminates
parking brake damage and will extend brake
adjustment intervals.
• If the key switch is turned OFF, the parking
brake will not apply until vehicle speed is less
than 0.5 km/h (1/3 mph).
• If a loss of hydraulic supply pressure occurs with
the directional control lever in F, R, or N, the
parking brake solenoid will still be energized. The
supply circuit that lost pressure is still open to the
parking brake pistons. To prevent parking brake
pressure oil from returning to the supply circuit, a
check valve in the parking brake circuit traps the
oil, holding the parking brake in the released
position.
NOTE: Normal internal leakage in the parking brake
solenoid may allow leakage of the trapped oil to
return back to tank and eventually allow parking
brake application.
• If 24 volt power to the solenoid is interrupted, the
parking brake will apply at any vehicle speed.
The spring in the solenoid will cause it to shift,
opening a path for the oil pressure in the parking
brake line to return to tank, and the springs in the
parking brake will apply the brake. Parking brake
pressure switch (17) will close, completing a path
to ground, illuminating the parking brake light on
the overhead panel and interrupting propulsion.
Brake Circuit J2-5
BRAKE LOCK CIRCUIT
The primary function of the brake lock is to provide a
means for the operator to hold the vehicle while at
the shovel or dump. The brake lock only applies
the rear service brakes. It may also provide a
secondary means of stopping the truck in the event
of a brake valve malfunction. By turning on the dash
mounted wheel brake lock switch, brake lock
solenoid valve (13, Figure 2-1) and pressure
reducing valve (12) will apply unmodulated pressure
oil at 13,800 kPa (2000 psi) to fully actuate the rear
brakes. Shuttle valve (4) in the rear brake line
provides the independence from the brake treadle
valve for brake application.
J2-6 Brake Circuit
WARNING CIRCUIT
The brake warning circuit is equipped with a low
brake pressure warning light on the overhead panel
and an audible alarm in the cab to alert the operator
to low brake pressures. Several electrical sensors, a
relay and delay timer are used to detect brake
system problems. See Figure 2-1 for the following
component references.
• Brake Warning Relay
When the brake lock switch is turned on, the
brake warning relay is energized and switches
the electrical connection from the terminal to the
low brake lock degradation switch. When the
brake lock switch is turned off, the relay is de-
energized and switches the connection from the
brake lock degradation switch to the terminal.
• System Supply Pressure Switch
Located on the pump pressure sensing manifold.
When system supply pressure drops below
15,800 kPa (2300 psi), the low steering pressure
light, low brake pressure warning light and
buzzer will turn on.
• Low Brake Pressure Pressure Switch (16)
Located on brake manifold (5). When the
accumulator with the lower pressure falls below
12,700 kPa (1850 psi), the low brake pressure
warning light and buzzer will turn on.
• Brake Lock Degradation Switch (20)
Located on junction manifold (18) in the hydraulic
components cabinet. When the brake lock switch
is turned on, brake lock solenoid (13) and the
brake warning relay are energized. The brake
warning relay switches the electrical connection
from the terminal to the brake lock degradation
switch. If the brake lock apply pressure is less
than 6900 kPa (1000 psi), a path to ground will
be completed and the low brake pressure
warning light and buzzer will turn on.
J02038
 FIGURE 2-2. BRAKE VALVE

1. Actuator Cap
2. Adjustment Collar
3. Nut
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Glyde Ring Assembly
8. Regulator Springs (B1)
9. Plunger Return Spring
10. Spring Seat
11. Spool Return Spring (B1)
12. Regulator Sleeve (B1)
13. Regulator Spool (B1)
14. Reaction Plunger (B1)
15. Base Plate
16. Reaction Plunger (B2)
17. Regulator Sleeve (B2)
18. Regulator Spool (B2)
19. Spool Return Spring (B2)
20. Regulator Springs (B2)
21. Staging Seat

A. Adjustment Collar Maximum Pressure

Contact Area
B. Automatic Apply Piston Area
C. PX Port
D. Tank Port
E. Reactionary Pressure Area
F. Brake Apply Port
G. Orifice
H. Supply Port

Note:
B1 - Rear Brakes
B2 - Front Brakes

J02038 Brake Circuit J2-7

Refer to Figure 2-3 for the brake lines that connect to
the rear axle housing.
NOTE: If hoses (4) and (8) are switched, the rear
brakes will be slow to apply and slow to release.

FIGURE 2-3. REAR BRAKE HOSES

1. BS - Left & Right Brake Cooling Oil Supply

2. LBR - Left Brake Cooling Return Line
3. T - Return To Tank
4. P1 - Pressure Inlet From Accumulator
5. RBR - Right Brake Cooling Return Line
6. RBP - Right Brake Pressure Test Port
7. LBP - Left Brake Pressure Test Port
8. PX - Pilot Inlet/Brake Apply Line
9. PB - Parking Brake

J2-8 Brake Circuit J02038

 SECTION J3
BRAKE CIRCUIT COMPONENT SERVICE
INDEX

BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3

Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8

DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11

BRAKE VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12

Test Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13

Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13

Differential Pressure Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14

Installing Brake Pedal Actuator to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14

Installing Retard Pedal To Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15

Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15

DUAL RELAY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18

DUAL RELAY VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19

Test Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20

Relay Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20

J03037 Brake Circuit Component Repair J3-1

 BRAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21

Cleaning and Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22

BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22

Brake Accumulator Bleeddown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25

Accumulator Precharging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27

Precharge Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29

Accumulator Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30

Bladder Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30

Installing A Bladder Accumulator From Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30

RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED) . . . . . . . . . . . . . . . . . . . . . J3-31

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-31

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-31

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-31

Lever Adjustments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-31

Potentiometer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-32

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-32

J3-2 Brake Circuit Component Repair J03037

 BRAKE CIRCUIT COMPONENT SERVICE
BRAKE VALVE
The brake pedal assembly combines the dynamic
retarding control with service brake control functions.
As the pedal is depressed, the first portion of pedal
travel actuates an internal potentiometer which
provides an electrical signal to the propulsion
system, signalling a request by the operator for
retarding. The electrical signal is modulated as the
operator continues to depress the pedal, increasing
the level of retarding effort from minimum to
maximum. Further pedal depression after maximum
retarding request is achieved results in service brake
application from minimum to maximum when the
pedal is fully depressed. A slight increase in pedal
resistance can be felt when service brake actuation
occurs. Additionally, indicator lights on the overhead
panel in the cab will turn on as dynamic retarding is
applied. A second light will turn on when the service
brakes are applied.
Rebuild Criteria
If any one of the following conditions exist, the brake
valve should be removed and repaired:
• Excessive cam rock in the pedal actuator.
• Any sign of external leakage.
• Internal leakage at the tank port 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.
• Tank port leakage must be less than 250 cc/
minute with the valve pilot or manual applied at
18,960 kPa (2750 psi) system pressure.
• Failure of the pedal to return to the full release
position.
• The valve holds pressure when in the neutral
position.
• Varying output pressure with the pedal fully
depressed.

NOTE: The following information discusses the

operation, test and repair of the hydraulic brake valve
assembly only. Refer to Section E for information
concerning the retarding control portion of the pedal.
The brake valve is a pressure modulating valve that
is actuated mechanically through the brake pedal in
the operator cab or hydraulically through automatic
apply valve (2, Figure 3-1) in the hydraulic brake
cabinet.
The brake valve controls the pressure delivered to
the front and rear service brake dual relay valves
which provide the apply pressure for the front wheel
and rear wheel disc brake assemblies. Apply
pressure can be modulated from zero to maximum
braking effort by use of the foot pedal.

FIGURE 3-1. BRAKE MANIFOLD

1. Accumulator Bleed Down Valve
(Rear Brake)
2. Automatic Apply Valve
3. Accumulator Bleed Down Valve
(Front Brake)

J03037 Brake Circuit Component Repair J3-3

Removal
NOTE: If the brake valve is to be removed from the
vehicle for repair or adjustment, additional equipment
will be required as outlined in the disassembly and
assembly procedures. Minor repairs and service
adjustment may not require the removal of the brake
valve.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or
installing test gauges, always bleed down the
steering and brake accumulators.
1. Securely block the wheels to prevent the truck
from rolling away.
2. Place the directional control lever in PARK and
turn the rest switch ON. Turn the key switch
OFF to shut down the engine and allow 90
seconds for the steering system accumulators
to bleed down. Open bleed down valves (1) and
(3, Figure 3-1) to bleed down the brake
accumulators.
3. Remove the access panel at the front of the
operator cab.
4. Tag and remove all hydraulic lines from the
brake valve. Plug all lines and ports to prevent
possible contamination. Remove all valve
fittings except the fitting at port “PX”.
FIGURE 3-2. BRAKE VALVE REMOVAL
1. Capscrews 3. Brake Valve
2. Lockwashers
J3-4 Brake Circuit Component Repair
5. Disconnect the retarder pedal harness.
6. Remove capscrews (1, Figure 3-2) and
lockwashers (2) that secure brake valve
assembly (3) to the mounting structure.
7. Slide the brake valve assembly downward and
remove it from the cab. Move the brake valve
assembly to a clean work area for disassembly.
Installation
1. Place brake valve assembly (3, Figure 3-2) into
position in the cab and secure it with capscrews
(1) and lockwashers (2). Tighten the capscrews
to the standard torque.
2. Remove the plugs from the brake valve
assembly and hydraulic lines. Install all fittings
and connect the lines securely to the brake
valve assembly.
NOTE: Before 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 the steering
accumulator precharge procedure. Also, the air must
be bled from the brake system lines and the brake
accumulators must be precharged with nitrogen.
Refer to Accumulator Charging Procedure later in
this section.
3. Connect the retarder pedal harness to the truck
harness.
4. With the engine off and the key switch OFF,
open both brake accumulator bleed down
valves (1) and (3, Figure 3-1). Precharge both
brake accumulators to 9650 kPa (1400 psi).
Refer to Accumulator Charging Procedure later
in this section.
NOTE: For best performance, charge the
accumulators in the temperature conditions that the
vehicle is expected to operate in. During the
precharge, allow the temperature of the nitrogen gas
to come into equilibrium with the ambient
temperature.
5. Close both accumulator bleed down valves
after the accumulators have been properly
charged.
6. Start the engine. Partially apply the brakes and
open the supply plug at each wheel to the bleed
air from brake lines and brakes. Close the
supply plug after the bubbles disappear. Refer
to Wet Disc Brake Bleeding Procedure later in
this section for additional information.
7. Check for oil leaks at the brake valve.
J03037
Disassembly
1. If not already removed, remove electronic
retard pedal (16, Figure 3-3) from the brake
pedal by removing pivot shaft (8).
NOTE: During disassembly, precision machined
parts should be ink marked or tagged to ensure
proper reassembly and minimize adjustment time. All
items must be placed back into the bores from which
they were removed.
2. Match mark each section of the brake valve
before disassembly.
3. Drain the oil from all ports of the brake valve by
rotating the valve over a suitable container.
4. Secure the brake valve in an upright position in
a vice.
5. Remove brake pedal actuator (17) by removing
retainer clips (2), then removing pivot shaft (3)
with a punch and hammer.

1. Brake Valve 14. Nut

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

FIGURE 3-3. BRAKE VALVE WITH RETARD PEDAL

J03037 Brake Circuit Component Repair J3-5

 6. Remove four button head allen screws (3, 15. Remove four capscrews (34, Figure 3-5) and
Figure 3-4) that secure boot retainer plate (4). washers (33) from the base of the valve.
7. Remove boot retainer plate (4), boot (2), and 16. Remove base plate (32).
actuator cap (1) as an assembly by grasping
17. With the valve upright, retaining plug (31)
the boot and gently lifting it from the valve body.
should fall out. If the plug does not fall out,
lightly tap the valve body to dislodge the plug.
NOTE: Spools (12), reaction plungers (21) and (22),
and spool return springs (20) may fall out at this time.
Keep the parts separate so they can be installed in
the same bores from which they were removed.
18. Remove O-ring (30) from the counterbore in the
base of the valve body. Discard the O-ring.
19. With the controller upright on the work bench,
hold the valve with one hand and push "B1"
actuator plunger (3) down with the other hand
until regulator sleeve (19) becomes loose.
20. Repeat the Step 19 to loosen the "B2" regulator
sleeve.
21. Turn the valve on its side on the work bench
and remove both 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.
FIGURE 3-4. ACTUATOR CAP & BOOT
22. Remove regulator spools (12), reaction
1. Actuator Cap 5. Capscrew plungers (21) and (22), and spool return springs
2. Boot 6. Actuator Base (20) from regulator sleeves (19).
3. Capscrew 7. Threaded Insert
23. Remove plunger return springs (10), regulator
4. Retainer Plate
springs (8) and (10), and spring seats (11) from
the valve body.
8. Remove capscrews (36, Figure 3-4) and
24. Remove actuator plungers (3) by pushing down
differential pressure switch (35). Refer to the
(toward the bottom of the valve) on the actuator
topic Differential Pressure Switch for further
plunger with your hand until the actuator
switch repair instructions.
plunger slides out.
9. Remove and discard O-ring (27) and face seals
(28). 25. Remove staging seat (6). Remove and discard
packing (5).
10. Loosen plunger locknuts (2). Loosen the socket
head capscrew from adjustment collars (1). 26. Remove Glyde ring assembly (7) from the
actuator plunger.
11. Unscrew and remove the adjustment collars.
27. Remove O-rings (14), (16), and (18), and teflon
12. Remove two socket head capscrews (5, Figure backup rings (13), (15) and (17) from the
3-4) that retain actuator base (6) to the valve regulator sleeves. Discard the O-rings and
body. backup rings.
13. Remove the actuator base from the valve body. 28. Remove wiper seals (23), poly-pak seals (25),
14. Remove the controller from the vice. and orange backup rings (24) from the actuator
section of the valve. Discard the seals and
backup rings.

J3-6 Brake Circuit Component Repair J03037

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

J03037 Brake Circuit Component Repair J3-7

Cleaning and Inspection
1. Clean all metal parts with solvent and air dry.
2. Inspect plunger (3, Figure 3-5) 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 regulator 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 and
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 threaded inserts (7, Figure 3-4) in
actuator base (6). If any of the threads are
damaged, the inserts must be replaced.
6. Lubricate all parts with a thin coat of clean type
C-4 hydraulic oil. Keep the components
protected from contamination.
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. The rounded ends must not be
sealed to allow the boot to “breathe”.
4. Carefully position the cap into the new boot
groove. Wipe off any excess glue.
5. Position the boot so that it conforms to the
contour of the cap, then set it aside. The
adhesive requires about 30 minutes to cure.
Valve Body Seal Installation
1. Install poly-pak seal (3, Figure 3-6) 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 that the internal O-ring is still seated
inside the poly-pak seal and did not get
dislodged during installation. Position the poly-
pak seal to the bottom of the groove.

Assembly

Actuator Base Threaded Inserts

1. If any threaded inserts (7, Figure 3-4) were
removed from actuator base (6), position the
actuator base upside down on the work bench
and support it directly under each of the four
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. To avoid breaking the base,
make sure that the base is supported.
3. Thoroughly clean the actuator base and set it
aside.

Boot and Cap

1. Examine boot (2, Figure 3-4) for any cracks,
tears, or other damage. If damage is evident,
the boot must be replaced. FIGURE 3-6. VALVE BODY SEAL INSTALLATION
2. If damaged, remove the boot from actuator cap 1. Actuator Plunger 4. Backup Ring
(1) and discard the old boot. Thoroughly clean 2. Valve Body 5. Wiper Seal
the sides of the cap by using a knife or suitable 3. Poly - Pak Seal 6. Actuator Base
scraper to scrape the lip where the cap contacts
the boot. Clean the cap thoroughly to remove all
adhesive or particles of the old boot.

J3-8 Brake Circuit Component Repair J03037

 3. Install orange backup ring (4) on top of the poly-
pak seal. Start it by hand and then continue to
work into the groove either by hand or by using
an O-ring installation tool.
4. Install wiper seal (5) in the top counterbore.
Position the seal in the groove so that the
register lip is facing up toward the actuator.
5. Repeat Steps 1- 4 for the second bore.
Regulator Sleeve O-Ring Installation
1. Install O-ring (2, Figure 3-7) onto the smallest
groove (on the top) of 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 split nylon backup ring (4) onto each side
of O-ring (5) located in the middle of the
regulator sleeve.
3. Install one split nylon backup ring behind O-ring
(2) located at the top end of the sleeve. (This O-
ring is the smallest of the three O-rings.)
Position the backup ring so that it is next to the
top of the regulator sleeve. The top of the
sleeve is the end with the smallest outside
diameter.
4. Repeat Steps 1-3 for the second regulator
sleeve.
FIGURE 3-7. SLEEVE SEAL PLACEMENT
1. Backup Ring 4. Backup Ring
2. O-Ring 5. O-Ring
3. Regulator Sleeve 6. O-Ring
J03037 Brake Circuit Component Repair
Actuator Plunger O-Ring Installation
1. Install an O-ring (3, Figure 3-5) into the O-ring
groove located at the large diameter end of
actuator plunger (2).
2. Install a split Glyde ring (3) over the O-ring.
Twist and squeeze the split Glyde ring into a
small circle before installing it to ensure a tight
fit over the O-ring.
3. Repeat Steps 1 and 2 for the second plunger.
Assembly of Valve
NOTE: Start with either side (circuit) of the valve and
build that side complete through Step 4 before
starting on the other side (circuit). Be careful to
assemble components into the circuit from which
they were removed.
1. If removed, install stud (4, Figure 3-5) in plunger
(3). Tighten nut (2).
2. Install new packing (5) on staging seat (6) and
insert it in the plunger bore.
3. Lightly lubricate actuator plunger Glyde ring (3).
4. Install “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
3-8) It may be necessary to work the Glyde
rings past the sharp edge in the body to prevent
damage to the seal. Ensure that the actuation
plunger is completely seated and bottomed.
FIGURE 3-8. GLYDE RING INSTALLATION
1. Actuator Plunger 3. Glyde Ring
2. Valve Body 4. Sharp Edges
J3-9
 5. Repeat Steps 1 through 4 for the “B2” actuation
plunger.
6. Install the plunger return spring (10, Figure 3-5),
regulator springs (8) and (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 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
outside diameter.
9. 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.
10. Remove the spool from the sleeve before
installing the sleeve into the valve body.
11. Lightly lubricate O-rings (14), (16) and (18) on
the regulator sleeve.
12. Install the regulator sleeve assembly into the
correct circuit in the valve. Make sure that the
spring seat is correctly seated in the regulator
spring before installing the regulator sleeve
assembly. Push the sleeve into the bore until
the sleeve retaining flange at the base of the
sleeve contacts the valve body.
J3-10 Brake Circuit Component Repair
13. Install spool return spring (20) into regulator
spool (12).
14. Insert reaction plunger (21) or (22) into the
regulator spool.
15. Install regulator spool (12) into regulator sleeve
(19).
16. Repeat Steps 6 through 14 for the second
circuit.
17. Lightly lubricate large retainer plate O-ring (30)
and install it into the counterbore in the bottom
end of the valve.
18. Install retainer plug (31) into the counterbore on
the bottom of the valve. Make sure that the
steps on the retainer plug are facing the
counterbore or toward the top of the valve.
19. Install base plate (32) on top of the retainer
plug. Tighten four allen screws (34) evenly,
alternating diagonally, in order to evenly seat
the regulator sleeve assembly. Then tighten the
screws to a final torque of 16 - 17 N·m (140 -
150 in lbs).
20. Using a new O-ring (27, Figure 3-5) and face
seals (28), install differential pressure switch
(35) on the valve body. Install socket head
capscrews (36). Tighten the capscrews to 16 -
17 N·m (140 - 150 in lbs).
21. Install actuator base (6, Figure 3-4) on top of the
valve. Be sure to position it properly for correct
port direction. Install and tighten two socket
head capscrews (5) to 20 - 21 N·m (180 - 190 in
lbs).
22. Screw adjustment collars (1, Figure 3-5) onto
the top of the actuator plungers. Screw them all
the way down until they bottom on the threads.
J03037
DIFFERENTIAL PRESSURE SWITCH 3. Install plug (5). Tighten the plug to 21 - 24 N·m
(190 - 210 in lbs).
Differential pressure switch (1, Figure 3-9) on the
brake valve detects an imbalance in the brake apply 4. Using a new O-ring (12), install switch (3).
pressure between the front and rear brake circuits. If Tighten th switch to 6 - 7 N·m (55 - 60 in lbs).
the pressures differ more than 4137 ± 345 kPa (600 5. Turn the valve over and install piston (9), spring
± 50 psi), switch (3) will activate a warning horn and (8) and screw plug (7). The plug should be
light in the cab to alert the operator to a potential inserted approximately 13 mm (0.5 in.) below
brake system problem. the edge of the body. Temporarily install plug (6)
in the screw plug port.
Disassembly
NOTE: The adjustment of screw plug (7) controls the
1. Remove the four socket head capscrews that switch actuation point. Refer to Brake Valve Test and
secure differential pressure switch (1, Figure 3- Adjustment for the differential pressure switch
8) to brake valve body (2). calibration procedure.
2. Remove switch (3) and O-ring (12).
3. Remove plugs (5), (6) and (11).
4. Insert a hex wrench through the bottom port
and remove screw plug (7).
5. Remove spring (8) and piston (9).
6. Carefully push spool assembly (10) out of its
bore.

Cleaning and Inspection

1. Clean all metal parts with solvent and air dry.
2. Inspect spool assembly (10) for scoring and
other damage. Inspect the spool bore in body
(4). If the seals are damaged, the entire
differential pressure switch assembly must be
replaced.
3. Lightly lubricate the spool assembly and
carefully insert it in the bore. The spool must
slide freely and smoothly in the bore. If there is
binding, the entire differential pressure switch
assembly must be replaced.
4. Lubricate piston (9) and insert it in the bore. The
piston must move freely with no binding.
5. Inspect spring (8) for cracks and distortion.
Replace if necessary
6. Attach an ohmmeter to the center terminal of
switch (3) and the switch body. Actuate the
switch plunger to verify that the contacts close
when the plunger is depressed and open when
it is released. The plunger must operate freely
in the switch body.
FIGURE 3-9. DIFFERENTIAL PRESSURE SWITCH
Assembly
1. Differential Pressure 7. Screw Plug
1. Install plug (11). Tighten the plug to 21 - 24 N·m Switch 8. Spring
(190 - 210 in lbs). 2. Brake Valve Body 9. Piston
2. Lightly lubricate the Glyde rings on spool 3. Switch 10. Spool Assembly
assembly (10) and carefully insert it in body (4) 4. Body 11. Plug
until it bottoms out on plug (11). 5. Plug 12. O-Ring
6. Plug

J03037 Brake Circuit Component Repair J3-11

BRAKE VALVE BENCH TEST AND ADJUSTMENT
The following parts and test equipment will be
required to completely bench test and adjust the
brake valve. The differential pressure switch can also
be calibrated and operation tested.
• 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

• Three 20,680 kPa (3000 psi) pressure gauges • Ohmmeter or continuity tester

• Hydraulic pressure supply, regulated to 18,960

kPa (2750 psi)
• Hydraulic test stand (Refer to Figure 3-10)
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.

FIGURE 3-10. TEST BENCH SETUP

1. Motor 5. Needle Valve 9. Simulated Brake Volume

2. Pump 6. Brake Valve 10. Rear Brake Pressure Gauge
3. System Pressure Gauge 7. Front Brake Pressure Gauge 11. Relief Valve
4. Needle Valve 8. Shutoff Valves

J3-12 Brake Circuit Component Repair J03037

Test Setup Procedure
1. Position the valve in the fixture to allow
plungers to be activated by hand using a lever.
Refer to Figure 3-10.
2. Attach the pilot input supply pressure to the pilot
port labeled “PX” on the rear of the valve.
3. Attach the main supply input pressure to the O-
ring 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.
5. Attach the regulated output ports “B1” and “B2”
to the test lines. Pressure monitoring devices in
these two lines must be capable of 20,680 kPa
(3000 psi). Connect all ports according to the
diagram shown in Figure 3-10. 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
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 injury is not received
immediately.
6. Start the hydraulic pump and regulate output
pressure to 18,960 kPa (2750 psi) at pressure
gauge (3). Pressure gauges (7) and (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 kPa (5 psi).
9. Test the valve with ISO 32 grade hydraulic oil at
49° ± 3° C (120° ± 10° F).
J03037 Brake Circuit Component Repair
Brake Valve Output Pressure Adjustment
1. Install the pedal pivot shaft in the actuator base
by itself without installing the pedal assembly.
2. By placing a screwdriver or pry bar under the
pivot pin and on top of the threaded plunger
assembly, each circuit can be actuated
individually. Refer to Figure 3-10.
3. Gradually apply pressure on each circuit one at
a time to check for leaks around the plunger.
Make sure that the adjustment collar is screwed
all the way down on the threads.
4. “B1” Adjustment: Adjust the adjustment collar
up (counterclockwise), starting with one-turn
increments until the output pressure at port “B1”
is 17,235 ± 517 kPa (2500 ± 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 (counterclockwise), starting with one-turn
increments until the output pressure at port “B2”
is 17,235 ± 517 kPa (2500 ± 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 set screws in the adjustment collars
to 3 - 4 N·m (25 - 30 in lbs). The entire plunger
may have to be rotated to get to the set screws.
7. Check the 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, Figure
3-9) and opening needle valve (4). Read the
pressure on gauges (7) and (10). Close valve
(4) and open valve (5). The pressure gauges
should read zero.
9. Recheck the pressures after cycling. If they
have changed, re-adjust the pressures.
J3-13
Differential Pressure Switch Adjustment
1. Attach an ohmmeter or continuity tester lead to
connector on the differential pressure switch
wire. Attach the other lead to the valve body.
Verify that the switch contacts are open.
2. Remove plug (6, Figure 3-9) for access to
adjustment screw plug (7).
3. Insert a pry bar under the pivot pin to actuate
the “B1” section of the valve.
4. Slowly depress the plunger until 4137 ± 345
kPa (600 ± 30 psi) is shown on the pressure
gauge.
5. Adjust screw plug (7) in the bottom port of the
differential pressure switch.
a. If the contacts are open, turn the plug
counterclockwise until the contacts close.
b. If the contacts are already closed, turn the
plug counterclockwise until the contacts
open, then turn the plug clockwise until the
contacts close again.
6. Release the plunger and depress it again while
observing the “B1” gauge and ohmmeter to
verify that the switch contacts close at the
pressure specified in Step 4. If not, readjust as
necessary.
7. Insert a pry bar under the pivot pin to actuate
the “B2” section of the valve.
8. Slowly depress the plunger while observing
ohmmeter and the pressure gauge on “B2". The
switch contacts should close at the pressure
specified in Step 4. A slight adjustment may be
necessary.
10. Slowly depress both plungers equally from
minimum to maximum application pressure.
The switch contacts must remain open.
11. Install plug (6) and tighten it to 10 - 11 N·m (90 -
100 in lbs).
J3-14 Brake Circuit Component Repair
12. 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
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 injury is not received
immediately.
13. Remove the hoses from the valve, and remove
the valve from the test stand.
Installing Brake Pedal Actuator to Brake Valve
1. Install jam nut (22, Figure 3-3) and set screw
(21) into brake pedal actuator (17).
2. Insert nylon bushings (4) into the brake pedal
actuator.
3. Install one retainer clip (2) to one end of pivot
shaft (3).
4. Align pedal structure (12) with brake valve (1)
and partially insert pivot shaft (3). Move the
pedal structure to the “B2” side of the valve and
insert shims (5) between the pedal structure
and the brake valve ear to fill the gap. Fully
insert the pivot shaft. Install the remaining
retainer clip.
5. Assemble spring assembly (19) and install the
complete assembly onto the brake pedal
actuator as shown.
Install the spring assembly with the larger ball
socket end pointing to the pedal structure and
smaller end toward the valve assembly.
NOTE: When the pedal is adjusted properly, the
spring assembly will not interfere with pedal travel.
J03037
Installing Retarder Pedal to Brake Pedal
1. Install nylon bearings (7, Figure 3-3) in retard
pedal (16).
2. Install retard pedal (16) onto brake pedal
actuator (17) with pivot shaft (8). Install two
retainer clips (6).
3. With jam nut (10) loose, adjust capscrew (11)
until the roller on the retard pedal just contacts
the brake pedal actuator. Tighten jam nut (10).
7. Continue turning the set screw until the
pressure begins to rise on one of the brake
apply pressure gauges.
8. Back off the set screw by 1/8 turn.
9. Tighten jam nut (22) and remove the shim that
was inserted in Step 5.
10. Fully stroke the brake pedal actuator to verify
that the output pressures at port “B1” and “B2”
are within specifications.

Final Test and Adjustment NOTE: If the pedal is adjusted properly, the spring
and spring pivots will not interfere with pedal travel.
The brake pedal actuator must be installed on the
11. If the pressures are not within specifications, re-
brake valve body before the final test and
adjust the set screw. If the pressure is within
adjustment. Refer to Installing Brake Pedal Actuator
to Brake Valve. specifications, apply a few drops of Loctite® to
the jam nut.
NOTE: The final test and adjustment procedure can
also be performed with the brake valve installed in 12. Check for internal leakage at port “T”. Leakage
the truck. Install the gauges at the “B1” and “B2” must be less than 100 cc/minute with the valve
diagnostic test connectors in the brake cabinet. in the released position and system pressure
supplied to the “P1” and “P2” inlet ports.
1. Reinstall the brake valve with the actuator pedal
attached on the test stand according to the 13. “T” port leakage must be less than 250 cc/
previous Test Setup Procedure. minute with valve pilot pressure or manually
applied.
2. With the test stand pump adjusted for 18,960
kPa (2750 psi) or with the engine running and
the 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 at least 17,235 ± 517 kPa
(2500 ± 75 psi) at port “B1” and port “B2” within
one second. Measurement of time begins the
moment force is applied to move the pedal.
3. 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 that the
pressure increase is smooth and no sticking of
the spools is observed. Fully depress the pedal.
The pressures must remain within specification
at “B1” and “B2” for 20 seconds.
4. Adjust set screw (21, Figure 3-3) until the set
screw is not touching the actuator cap. Apply
Loctite® 242 to the adjustment screw before
setting the deadband.
5. Set the deadband by placing a 0.254 mm
(0.010 in.) thick shim at location (9) between the
pedal structure and the return stop boss on the
pivot structure.
6. Adjust the set screw until it is just touching the
cap.

J03037 Brake Circuit Component Repair J3-15

DUAL RELAY VALVE
The dual relay valves (one for the front brake circuits
and one for the rear brake circuits) supply the apply
pressure for each disc brake assembly. When the
operator depresses the brake valve, hydraulic
pressure (proportional to the amount of brake valve
application) applied to the pilot pressure circuit of
each dual relay valve. Regulated pressure
(proportional to the pilot pressure applied) is then
delivered from the “B1” and “B2” ports of each dual
relay valve to each wheel.
The dual relay valve for the front brake circuit is
located in the hydraulic brake cabinet behind the cab.
The dual relay valve for the rear brake circuit is
located in the rear axle housing. Access to the rear
brake circuit valve requires removal of the wheel
motor cooling air duct components.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or
installing test gauges, always bleed down the
steering and brake accumulators.
Removal
1. Securely block the wheels to prevent the truck
from rolling away.
2. Place the directional control lever in PARK and
turn the rest switch ON. Turn the key switch
OFF to shut down the engine and allow 90
seconds for the steering system accumulators
to bleed down. Open bleed down valves (1) and
(4, Figure 3-1) to bleed down the brake
accumulators.
NOTE: Follow Steps 3 and 4 below for the front valve
or Steps 5 through 9 for the rear valve.
Front Brake Circuit:
3. Tag and remove all hydraulic lines from the dual
relay valve. Plug all lines and ports to prevent
possible contamination.
4. Remove two capscrews and washers that
secure the valve to the rear wall of the cabinet.
Remove the valve and move it to a clean work
area for disassembly.
J3-16 Brake Circuit Component Repair
Rear Brake Circuit:
5. Open the access hatch on the rear axle
housing. Remove the capscrews that secure
the duct tube to the axle housing. Remove the
tube.
6. Remove the wheel motor cooling air exhaust
duct from between the wheel motors.
7. Tag and remove all hydraulic lines from the dual
relay valve. Plug all lines and ports to prevent
possible contamination.
8. Remove two capscrews and washers that
secure the valve to the mounting bracket.
Remove the valve and move it to a clean work
area for disassembly.
Installation
1. Install the dual relay valve in the hydraulic brake
cabinet (front brake circuit) or rear axle housing
(rear brake circuit). Install the two mounting
capscrews and lockwashers to secure the
valve. Tighten the capscrews to the standard
torque.
2. Unplug all hoses and fittings and attach the
hoses to the proper valve ports.
3. Start the engine and check for leaks and proper
brake operation. Shut off the engine.
4. For the rear valve, reinstall the wheel motor
cooling air duct between the wheel motors.
Reinstall the tube in the axle access opening
and close the hatch.
Disassembly
NOTE: The parts installed in the valve body for the
“B1” and “B2” bores are identical. However, the parts
must not be interchanged between the two bores.
1. Thoroughly clean the valve to remove any dirt
accumulation. Drain the oil from all valve ports
by rotating the valve over a suitable container.
2. Use a felt tip pen to mark manifold body (1,
Figure 3-11) and valve body (2) to ensure
correct reassembly.
NOTE: As the valve is disassembled, lay out the
parts in the order of disassembly. Note the valve
body bore from which the parts are removed. The
parts must be reinstalled in the same bore from
which they are removed.
3. Secure the valve in an upright position in a vice.
4. Remove two socket head capscrews (3) that
hold manifold body (1) to valve body (2).
Remove the manifold body and discard O-rings
(18).
J03037
 5. Remove plungers (16) and sleeves (17).
6. Remove the controller from the vice.
7. Remove four capscrews and washers (7) from
the base of the valve.
8. Remove sleeve retainer (6).
10. With the valve upright, plug (5) should fall out. If
not, tap the valve body lightly to dislodge it.
11. Remove spools (12), reaction plungers (8) and
spool return springs (11). Keep the parts
separate so they can be installed in the same
spool from which they were removed.
12. Remove and discard packing (4) from the
counterbore in the base of the valve body.
13. Turn the valve on its side on the work bench
and remove sleeves (9) from the valve body.
14. Remove and discard seal (10), O-rings (22) and
(24), and backup rings (21) and (23).
15. Remove spring seats (13) and (15) and
regulator springs (14).

Cleaning and Inspection

1. Clean all metal parts with solvent and air dry.
2. Apply a light film of type C-4 hydraulic oil to
plungers (16) and insert them into sleeves (17).
The sleeves must slide smoothly and freely in
the sleeve bores. If the parts do not slide
smoothly or excessive wear is apparent,
replace both the sleeve and plunger.
3. Apply a light film of oil to regulator spools (12)
and slide them into sleeves (9). The spools
must slide smoothly and freely in the sleeve
bores. If the parts do not slide smoothly or
FIGURE 3-11. DUAL RELAY VALVE
excessive wear is apparent, replace both the
sleeve and spool. 1. Manifold Body 13. Lower Spring Seat
4. Inspect each spring carefully for cracks and 2. Valve Body 14. Regulator Spring
breaks. Any spring with a crack or break must 3. Capscrew 15. Upper Spring Seat
be replaced. If the valve was not reaching the 4. Packing 16. Plunger
proper regulated pressure, replace the regulator 5. Plug 17. Sleeve
springs. 6. Sleeve Retainer 18. O-Ring
5. Lubricate all parts with a thin coat of clean type 7. Capscrews & Washers 19. Plug
C-4 hydraulic oil. Keep the components 8. Reaction Plunger 20. Backup Ring
protected from contamination. 9. Sleeve 21. O-Ring
10. Seal 22. Backup Ring
11. Spool Spring 23. O-Ring
12. Regulator Spool

J03037 Brake Circuit Component Repair J3-17

Assembly
1. Install sleeves (17, Figure 3-11) in the bores in
the top of valve body (2).
2. Install plungers (16) in the sleeves as shown in
Figure 3-10.
3. Apply a film of oil to O-rings (18) and position
them in the grooves on top of the valve body.
4. Position manifold body (1) on valve body (2) by
aligning the marks that were made during
disassembly.
5. Secure the manifold to the valve body with two
socket head capscrews (20). Tighten the
capscrews finger-tight only.
6. Preassemble upper spring seat (15), spring (14)
and lower spring seat (13). Insert this assembly
into the bore from the bottom of the valve. Make
sure that the upper spring seat is positioned
against plunger (16). Repeat for the other bore.
7. Install sleeve packing seal (10). Refer to Details
“A” and “B” in Figure 3-10 and install O-rings
(22) and (24) and backup rings (21) and (23) in
the grooves of sleeve (9).
8. Apply a light film of oil to the sleeve seals.
Carefully push sleeves (9) into their respective
bores in the valve body until the flange at the
base of each sleeve contacts the valve body.
9. Preassemble regulator spool (12) as follows:
a. Insert spool springs (11) into the spool bore.
b. Insert reaction plungers (8) into the spool
bores and springs.
J3-18 Brake Circuit Component Repair
10. Install the regulator spool assemblies into their
respective sleeve bores. The spherical end
must be inserted toward the spring seat. Push
them into the bore until contact is made with the
lower spring seat.
11. Install sleeve retainer plug packing (4) in the
valve body.
12. Verify that spring seats (13) and (15) are
positioned properly in regulator springs (14) and
that reaction plunger (8) slides smoothly in its
bore. Install retaining plug (5) in the valve body
counterbore.
13. Position sleeve retainer (6) on the valve body.
Install four capscrews and washers (7). Tighten
the capscrews evenly to properly seat plug (5)
in the counterbore. Then tighten the capscrews
to a final torque of 16 - 17 N·m (140 - 150 in
lbs).
14. Tighten two capscrews (3) that hold manifold
body (1) to valve body (2) to 20 - 21 N·m (180 -
190 in lbs).
15. Install plugs (19) in the manifold body ports.
Tighten the larger plugs to 31 - 34 N·m (275 -
300 in lbs). Tighten the smaller plugs (installed
in the “TC1” and “TC2” ports) to 10 - 11 N·m (90
- 100 in lbs).
J03037
DUAL RELAY VALVE BENCH TEST AND ADJUSTMENT
The following parts and test equipment will be
required to completely bench test the dual relay
valve.
• Four 20,680 kPa (3000 psi) pressure gauges
• Hydraulic pressure supply, regulated to 18,960
kPa (2750 psi)
• Hydraulic test stand (Refer to Figure 3-12)
• Hose fittings for valve ports:
Port PX . . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE
Ports 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
dual relay valve installed on the truck by using the
brake treadle valve to modulate pilot pressure and
monitoring brake apply pressure in the appropriate
brake apply pressure lines.

FIGURE 3-12. DUAL RELAY VALVE BENCH TEST SETUP

1. Motor 6. Needle Valve 10. RH Brake Apply Pressure

2. Pump (Pressure Bleed to Tank) Gauge
3. Main Pressure Gauge 7. Pilot Pressure Gauge 11. Needle Valve
4. Pressure Regulator 8. Dual Relay Valve 12. Needle Valve
(Pilot Pressure) 9. LH Brake Apply Pressure 13. Shutoff Valves
5. Needle Valve Gauge 14. Simulated Brake Volume
(Pilot Pressure Release) 15. Relief Valve

J03037 Brake Circuit Component Repair J3-19

Test Setup Procedure
1. Position the valve on the test stand as shown in
Figure 3-12.
2. Attach the pilot input supply line to the port
labeled “PX” on the side of the valve.
3. Attach the main supply input pressure line to
the port on the front of the valve labeled “P”.
4. Attach the tank return line to the port labeled
“T”.
5. Attach the regulated output ports “B1” and “B2”
to the test lines. Pressure monitoring devices in
these two lines must be capable of 20,680 kPa
(3000 psi). Connect all ports according to the
diagram shown in Figure 3-12. 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
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 injury is not received
immediately.
6. Start the hydraulic pump and regulate output
pressure at 18,960 kPa (2750 psi) at pressure
gauge (3). Pressure gauges (9) and (10) should
read zero.
7. Adjust pressure regulator (4) to set pilot supply
pressure to 17,235 kPa (2500 psi) on gauge (7).
8. Return line pressure during this test is not to
exceed zero.
9. Test the valve with ISO 32 grade hydraulic oil at
49° ± 3° C (120° ± 10° F).
J3-20 Brake Circuit Component Repair
Relay Valve Output Pressure Adjustment
1. With the pump operating, and supply pressure
and pilot pressure adjusted as described in the
Test Setup Procedure, inspect the valve for
leakage.
2. With 17,235 kPa (2500 psi) of pilot pressure
applied, verify that pressure gauges (9) and
(10) read 17,235 ± 517 kPa (2500 ± 75 psi).
3. Close pilot supply needle valve (5) and open
pilot pressure release needle valve (6) to bleed
pressure back to the reservoir. Pilot pressure
gauge (7) and regulated output pressure
gauges (9) and (10) should drop to zero.
4. Repeat Steps 2 and 3 approximately 50 times
to cycle the valve from minimum to maximum
apply pressure.
5. Verify that the output pressure remains within
specifications. If not, the valve must be rebuilt.
6. While observing pilot pressure gauge (7) and
regulated output pressure gauges (9) and (10),
apply pilot pressure slowly and steadily until
17,235 kPa (2500 psi) maximum pilot pressure
is obtained.
Pilot pressure and regulated output pressure
must track within 345 kPa (50 psi) after the pilot
pressure reaches 690 kPa (100 psi).
7. Reduce pilot pressure to zero. Apply 17,235
kPa (2500 psi) of pilot pressure as quickly as
possible. Regulated output pressure must
increase to 17,235 ± 517 kPa (2500 ± 75 psi)
within one second after pressure is applied to
the pilot line.
8. Check for internal valve leakage from port “T”
with full supply pressure (port “P”) applied.
With pilot pressure released, leakage must
not exceed 100 cc/minute.
With 17,235 kPa (2500 psi) of pilot
pressure applied, leakage must not exceed
150 cc/minute.
J03037
BRAKE MANIFOLD
Removal

Accumulators maintain high pressure. DO NOT

disconnect any hydraulic line or service any
brake system components until all hydraulic
pressure has been manually drained from the
accumulators. Open the manual drain valves
located on the brake manifold in the brake
cabinet to relieve pressurized oil. The manual
bleeddown valve for the rear accumulator is
identified as "NV1". The manual bleeddown valve
for the front accumulator is identified as "NV2".
FIGURE 3-13. BRAKE MANIFOLD
NOTE: If the brake manifold is leaking oil, a single O- 1. Accumulator Bleed Down Valve
ring or cartridge can be replaced while the manifold (Rear Brake)
is still installed on the truck. 2. Accumulator Bleed Down Valve
1. Securely block the wheels to prevent the truck (Front Brake)
from rolling away. 3. Check Valve
4. Pressure Reducing Valve
2. Place the directional control lever in PARK and
turn the rest switch ON. Turn the key switch
OFF to shut down the engine and allow 90
seconds for the steering system accumulators Installation
to bleed down. Open bleed down valves (1) and
1. Place the brake manifold into position in the
(2, Figure 3-13) to bleed down the brake
hydraulic brake cabinet. Install and tighten the
accumulators.
mounting hardware to the standard torque.
3. Verify that the brake accumulators are bled
2. Connect all lines and electrical connections to
down by pressing the brake lock switch (key
the proper locations.
switch ON, engine off) and applying the service
brake pedal. The service brake light should not 3. Start the engine. Check for leaks and for proper
come on. operation.
4. Close the bleed down valves by rotating them 4. Shut off the engine and make sure that the
clockwise. hydraulic tank is filled to the proper level.
5. If a brake manifold cartridge is faulty or leaking
oil externally, remove the cartridge. Inspect the
O-rings and the seats in the manifold. Replace Disassembly
the O-rings and any defective parts. 1. Mark all plugs, valves and cartridges before
NOTE: If the manifold must be removed from the removal to ensure proper assembly.
truck, disconnect only the hydraulic lines and wires 2. Remove the plugs, valves and cartridges as
that are necessary to allow removal. needed.
6. Plug all lines and ports to prevent possible NOTE: Check valve (3) and pressure reducing valve
contamination. (4) both have an orifice disc located below them. The
7. Remove the mounting hardware and move the two orifices are different sizes. Therefore, it is very
brake manifold to a clean work area for important to properly match each orifice with the
disassembly. correct installation location.

J03037 Brake Circuit Component Repair J3-21

Cleaning and Inspection
1. After disassembly, clean all parts with an
approved cleaning solution.
2. Blow all parts dry with air and protect from dust
and any foreign matter until installation.
3. Replace all O-rings and any other items
deemed unsuitable for further usage.
Assembly
1. Install new O-rings on all components that were
removed from the manifold.
2. Coat all bores, cartridges and O-rings with
clean C-4 hydraulic oil.
3. Before installing check valve (3, Figure 3-13) or
reducing valve (4), refer to Figure 3-14 for
proper orifice disc installation. The orifice discs
must be installed in the direction shown for
proper operation.
• Check valve orifice - 1.58 mm (0.062 in.)
• Reducing valve orifice - 2.54 mm (0.100 in.)
4. Install all cartridges in the bores from which
they were removed. Tighten them securely.
FIGURE 3-14. ORIFICE INSTALLATION
1. Cartridge 3. Cavity
2. Brake Manifold 4. Orifice Disc
J3-22 Brake Circuit Component Repair
BRAKE ACCUMULATORS
Two bladder type accumulators provide a volume of
oil for the service brake system. The accumulators
each have a capacity of 37.9 liters (10 gallons) of oil
and are located on the right frame rail to the rear of
the front tire. The front accumulator is for the front
brake circuit and the rear accumulator is for the rear
brake circuit.
Accumulators maintain high pressure. DO NOT
disconnect any hydraulic line from the
accumulators or brake system until all hydraulic
pressure has been manually drained from
accumulators. Open manual drain valves located
on the brake manifold in the brake cabinet to
drain pressurized oil. The manual bleeddown
valve for the rear accumulators is identified as
“NV1”. The manual bleeddown valve for the front
accumulators is identified as “NV2”.
Brake Accumulator Bleeddown Procedure
The front and rear brake circuit accumulators can be
bled down by rotating the manual bleeddown valves
counterclockwise. The valves are located on the
brake manifold in the hydraulic brake cabinet.
1. Turn accumulator bleed down valves (1) and (2,
Figure 3-13) counterclockwise to open the
valves. Left valve (1) will bleed the rear brake
circuit and right valve (2) will bleed the front
brake circuit accumulator.
2. Verify that the brake accumulators are bled
down by pressing the brake lock switch (key
switch ON, engine off) and applying the service
brake pedal. The service brake light should not
come on.
3. Close the bleed down valves by rotating them
clockwise.
J03037
Removal
1. Securely block the wheels to prevent the truck
from rolling away.
2. Place the directional control lever in PARK and
turn the rest switch ON. Turn the key switch
OFF to shut down the engine and allow 90
seconds for the steering system accumulators
to bleed down. Open bleed down valves (1) and
(2, Figure 3-13) to bleed down the brake
accumulators.
3. Remove protective cover (3, Figure 3-15) from
the charging valve guard on top of the
accumulator.
4. Install a charging valve kit onto the accumulator
charging valve. Use the charging kit to release
nitrogen from the accumulator that is to be
removed.
5. Disconnect oil line (6) from the bottom hydraulic
port. Cap the port and hose fitting to prevent
contamination.
6. Attach a lifting device to accumulator.

Each accumulator weighs approximately 100 kg FIGURE 3-15. BRAKE SYSTEM ACCUMULATORS
(220 lbs). Ensure that the lifting device has
1. Rear Brake Circuit 4. Charging Valve
adequate capacity for handling the load.
Accumulator 5. Mounting Clamps
2. Front Brake Circuit 6. Oil Lines
7. Remove accumulator mounting clamps (5) and Accumulator 7. Mounting Bracket
lift the accumulator off the mounting pad. Move 3. Protective Cover 8. R.H. Frame Rail
the accumulator to a clean work area.

Installation
1. Position the accumulator on mounting bracket
(7) with warning label visible.
2. Install mounting clamps and hardware. Tighten
capscrews to standard torque.
3. Install oil line (6) at bottom (hydraulic) port.
4. Refer to Accumulator Charging Procedure in
this section.
5. Install protective cover (3) over charging valve
on top of accumulator.

J03037 Brake Circuit Component Repair J3-23

Disassembly
1. Secure accumulator shell (10, Figure 3-18) with
a chain wrench or similar device to prevent
rotation during disassembly.
2. Remove cap (14). Verify that the nitrogen has
been released and remove charging valve (11).
Remove bleed plug (2) from hydraulic port
assembly (1).
3. Use a spanner wrench to remove locking ring
(3) from the hydraulic port assembly. Use an
adjustable wrench on the flats of the hydraulic
port assembly to prevent the port assembly
from rotating.
4. Remove spacer (4) as shown in Figure 3-16.
Then push the hydraulic port assembly into the
shell.

FIGURE 3-16. SPACER REMOVAL

5. Insert a hand into the accumulator shell and
remove O-ring backup (5), O-ring (6) and metal
backup washer (7).
6. Separate anti-extrusion ring (8) from the
hydraulic port.
7. Fold the anti-extrusion ring and remove it from
the shell as shown in Figure 3-17.

FIGURE 3-18. ACCUMULATOR ASSEMBLY

1. Hydraulic Port 8. Anti-Extrusion Ring

Assembly 9. Bladder Assembly
2. Bleed Plug 10. Shell
3. Locking Ring 11. Charging Valve
4. Spacer 12. O-Ring
5. O-Ring Backup 13. Locknut
6. O-Ring 14. Protective Cap
7. Metal Backup Washer 15. Port Protector*

FIGURE 3-17. ANTI-EXTRUSION RING REMOVAL

J3-24 Brake Circuit Component Repair J03037

 8. Remove the hydraulic port from the shell as
shown in Figure 3-19.
FIGURE 3-19. HYDRAULIC PORT REMOVAL
Assembly
9. At the opposite end of the accumulator
assembly, remove locknut (13) from the bladder
valve stem.
10. Reach inside the shell at the hydraulic port end
and compress the bladder to expel as much air
as possible.
11. Fold the bladder and pull it out of the bottom of
the accumulator shell using a twisting motion. A
cloth may keep your hand from slipping due to
the oil film on the bladder.
FIGURE 3-20. BLADDER REMOVAL
J03037 Brake Circuit Component Repair
Cleaning and Inspection
1. All metal parts should be cleaned with a
cleaning agent.
2. Seals and soft parts should be wiped clean.
3. Inspect the hydraulic port assembly for
damage. Check the poppet plunger to see that
it spins freely and functions properly.
4. Check the anti-extrusion ring and soft seals for
damage and wear. Replace all worn or
damaged seals with original equipment seals.
5. After the shell has been cleaned with a
cleansing agent, check the inside and outside of
the shell. Pay special attention to the area
where the gas valve and hydraulic assembly
pass through the shell. Any nicks or damage in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted,
consult your Komatsu service manager.
1. After shell (10, Figure 3-18) has been cleaned
and inspected, secure it in place to prevent
rotation during assembly.
2. Apply 2 liters (64 oz.) of clean type C-4
hydraulic oil inside the shell to lubricate and
provide a cushion for the bladder.
3. With all gas completely exhausted from bladder
(9), collapse the bladder and roll it longitudinally
into a compact roll. To keep the bladder rolled
up, insert the gas valve core to prevent air from
entering the bladder.
4. Insert the bladder pull rod through the valve
stem opening and through the shell hydraulic
port. Attach the bladder pull rod to the bladder
valve stem.
5. With one hand, pull the bladder pull rod while
feeding the bladder into the shell with the other
hand. A slight twisting of the bladder will ease
installation.
6. Once the bladder valve stem has been pulled
through the valve stem opening in the shell,
install the name plate (if used) over the valve
stem and install valve stem nut (13) by hand.
7. Once valve stem nut (13) is in place, remove
the bladder pull rod. Tighten the nut to 76 N·m
(56 ft lbs).
8. Grasp hydraulic port assembly (1) at the
threaded end and insert the poppet end into the
shell. Lay the assembly inside the shell.
J3-25
 9. Fold anti-extrusion ring (8) to enable insertion
through the shell opening, then insert the ring
into the shell. Once the anti-extrusion ring has
cleared the shell opening, place the ring on the
poppet assembly with the steel collar facing
toward the shell hydraulic oil port.
10. Pull the threaded end of the hydraulic port
assembly through the shell until it seats solidly
into position in the shell fluid port opening.
11. With the hydraulic port assembly firmly in place,
install the charging valve into the bladder stem.
12. Slowly pressurize the bladder with dry nitrogen.
Use a sufficient pressure of 275 - 345 kPa (40 -
50 psi) to hold the poppet assembly in place.
13. Install metal backup washer (7) over the poppet
assembly. Push the washer into the shell fluid
port until it has bottomed out on anti-extrusion
ring (8).
14. Install O-ring (6) over the poppet assembly.
Push it into the shell fluid port until it has
bottomed out against washer (7). DO NOT twist
the O-ring.
15. Install O-ring backup (5) over the poppet
assembly. Push it until it bottoms against O-ring
(6).
16. Insert spacer (4) with the smaller diameter of
the shoulder facing the shell.
17. Install locking ring (3) on the poppet assembly
and tighten it. This will squeeze the O-ring into
position. Use a wrench on the flats of the port
assembly to prevent it from rotating. Tighten the
nut to a final torque of 373 N·m (275 ft lbs).
J3-26 Brake Circuit Component Repair
18. Release all of the nitrogen from the bladder.
19. Install bleed plug (2) and tighten it to 14 N·m (10
ft lbs).
20. Pour approximately 4 liters (1 gallon) of clean
Type C-4 hydraulic oil into the accumulator
through the hydraulic port.
NOTE: The hydraulic oil added in Step 20 will act as
a cushion when the accumulator is installed on the
truck and precharged with nitrogen.
21. Precharge the accumulator to 690 - 827 kPa
(100 - 120 psi). Refer to Accumulator Charging
Procedure for more details.
22. After precharging, install a plastic cover over the
hydraulic port to prevent contamination. DO
NOT use a screw-in type plug.
Always store bladder accumulators with a 690 -
827 kPa (100 - 120 psi) nitrogen precharge
pressure. Do not exceed 827 kPa (120 psi).
Storing accumulators with more than 827 kPa
(120 psi) pressure is not safe in case of leaks.
NOTE: Bladder accumulators should be stored with a
690 - 827 kPa (100 - 120 psi) precharge, which fully
expands the bladder and holds oil against the inner
walls for lubrication and to prevent rust formation.
23. Tighten cap (14) to 19 N·m (14 ft lbs).
J03037
Accumulator Charging Procedure
Do not loosen or disconnect any hydraulic line or
component until the engine is stopped and the
key switch has been OFF for at least 90 seconds.
Pure dry nitrogen is the only gas approved for
use in the brake accumulator. The accidental
charging of oxygen or any other gas in this
compartment may cause an explosion. Ensure
that pure dry nitrogen gas is being used to
charge the accumulator.
Before charging or discharging nitrogen gas in
the accumulator, carefully read and understand
the warning labels and instructions regarding the
charging valve.
Only precharge accumulators to 9653 kPa (1400
psi) while installed on the truck. Never handle an
accumulator with lifting equipment if the nitrogen
precharge pressure is over 827 kPa (120 psi).
Always set the precharge to 690 - 827 kPa (100 -
120 psi) before removing or installing the
accumulators.
Ensure that the nitrogen supply is shut off before
attaching the charging manifold to the nitrogen
container.
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked
and charged at the same time. Correct precharge
pressure is the most important factor in prolonging
accumulator life.
NOTE: Use only nitrogen that meets or exceeds
CGA (Compressed Gas Association) specification G-
10.1 for type 1, grade F. The nitrogen should be
99.9% pure. Use only nitrogen cylinders with
standard CGA number 580 connections with the
appropriate high pressure regulator.
J03037 Brake Circuit Component Repair
1. With the engine off and key switch in the OFF
position, allow at least 90 seconds for the
accumulator to bleed down. Turn the steering
wheel to ensure that no pressurized oil remains
in the accumulators.
2. Open bleed valves bleed down valves (1) and
(2, Figure 3-13) in the hydraulic brake cabinet to
release hydraulic pressure from the brake
accumulators. Ensure that all hydraulic
pressure has been relieved from the hydraulic
system. Remove the bleeder plugs in the
steering accumulator stems to vent any residual
pressure.
NOTE: If a new or rebuilt accumulator (or any
bladder accumulator with all 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. Trapped air or oil on the hydraulic side of
the bladder will prevent the proper precharge
pressure to be obtained for safe operation.
3. Remove the protective cap from the
accumulator gas valve.
4. Close all shutoff valves on brake manifold (4,
Figure 3-21).
5. Connect the charging kit to nitrogen container
(1), and open the valve on the tank.
6. Turn the “T” handle on charging valve adapter
(6) all the way out (counterclockwise).
FIGURE 3-21. NITROGEN CHARGING KIT
1. Nitrogen Container 4. Pressure Gauge
2. Regulator 5. Brake Manifold
3. Shutoff Valve 6. Charging Valve
Adaptor
J3-27
 7. Close any bleed valves that are open.
8. Attach the charging valve adapter to the
accumulator gas valve. Make sure that the hose
does not loop or twist. Tighten the swivel nut to
14 - 20 N·m (10 - 15 in lbs).
9. 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.
10. Set the regulator for 172 kPa (25 psi), then
slightly open the nitrogen container and slowly
fill the accumulator. The proper fill rate for these
10 gallon accumulators is approximately three
minutes.
Temperature variation can affect the precharge
pressure of an accumulator. As the temperature
increases, the precharge pressure increases.
Conversely, decreasing temperature will decrease
the precharge pressure. In order to ensure the
accuracy of the accumulator precharge pressure, the
temperature variation must be accounted for.
A temperature variation factor is determined by the
ambient temperature when charging the accumulator
on a truck that has been shut down for one hour.
Refer to Table 1 for charging pressures in different
ambient operating conditions that the truck is
currently exposed to during the charging procedure.
For example, assuming that the ambient temperature
is 10°C (50°F), charge the accumulator to 9294 kPa
(1348 psi).

If the precharge is not added slowly, the bladder TABLE 1. Relationship Between Charging
may suffer permanent damage. A “starburst” Pressure and Ambient Temperature
rupture in the lower end of the bladder is a
characteristic failure caused by charging too Ambient Charging Pressure
Temperature ± 70 kPa (10 psi)
quickly.
11. When 172 kPa (25 psi) of precharge pressure is -23°C (-10°F) and below 8232 kPa (1194 psi)
obtained, close the nitrogen valve. Set the -17°C (0°F) 8412 kPa (1220 psi)
regulator for the operating precharge pressure
based on the current ambient temperature. -12°C (10°F) 8584 kPa (1245 psi)
Refer to Table 1. Then, open the nitrogen
-7°C (20°F) 8763 kPa (1271 psi)
container and fill the accumulator.
-1°C (30°F) 8943 kPa (1297 psi)
12. Let the precharge set for 15 minutes. This will
allow the gas temperature to stabilize. If the 4°C (40°F) 9122 kPa (1323 psi)
desired precharge is exceeded, close the
nitrogen container valve and slowly open the 10°C (50°F) 9294 kPa (1348 psi)
bleed valve until the correct precharge pressure 16°C (60°F) 9473 kPa (1374 psi)
is obtained. Refer to Table 1.
21°C (70°F) 9653 kPa (1400 psi)

27°C (80°F) 9832 kPa (1426 psi)

32°C (90°F) 10,011 kPa (1452 psi)

Do not reduce the precharge by depressing the
valve core with a foreign object. High pressure 38°C (100°F) 10,184 kPa (1477 psi)
may rupture the rubber valve seat. 43°C (110°F) 10,363 kPa (1503 psi)
13. Hold the gas valve stationary and loosen the 49°C (120°F) 10,542 kPa (1529 psi)
swivel nut to remove the assembly. Use a
common leak reactant to check for nitrogen NOTE: A precharge pressure below 8232 kPa (1194
leaks. psi) is not recommended because of low precharge
14. Install the gas valve cap finger-tight. The gas pressure warnings. The low accumulator precharge
valve cap serves as a secondary seal. warning switch activates at 7584 ± 310 kPa (1100 ±
45 psi).

J3-28 Brake Circuit Component Repair J03037

Precharge Maintenance
3. Check all sealing areas on the nitrogen side of
the accumulator (charging valve, pressure
switch, manifold, etc.) during every precharge
maintenance interval to ensure that the seals do
not leak. Replace all faulty or leaking seals,
If the low accumulator precharge warning light is valves, etc. Failure to repair leaking nitrogen
illuminated when the key switch is turned ON, do seals may result in a failed accumulator bladder
not attempt to start the truck. Permanent bladder or low performance from the accumulator.
damage may result. Check the accumulator
NOTE: If precharge pressure continues to decline
precharge pressure and adjust it if necessary.
frequently between precharge maintenance intervals,
and if all nitrogen sealing areas are free of leaks,
1. When starting the truck, turn key switch to the then the accumulator bladder most likely has a small
RUN position and wait to confirm that the low hole in it and must be replaced.
accumulator precharge warning light does not
stay illuminated after system check is complete.
If the warning light stays illuminated, do not start 4. Check all heat shields and exhaust blankets, as
or drive the truck and notify maintenance provided, during every precharge maintenance
personnel. interval to ensure that they are in place and
good condition.
2. Check the accumulator precharge pressure
every 500 hours. If the precharge pressure is
too low, the bladder will be crushed into the top
of the shell by hydraulic system pressure and
can extrude into the gas stem and become
punctured. This condition is known as "pick
out". One such cycle is sufficient to destroy a
bladder.

J03037 Brake Circuit Component Repair J3-29

Accumulator Storage Procedures
Always store bladder accumulators with 690 -
827 kPa (100 - 120 psi) nitrogen precharge
pressure. This amount of pressure fully expands
the bladder and holds oil against the inner walls
for lubrication and rust prevention. Do not
exceed 827 kPa (120 psi). Storing accumulators
with too much pressure is not safe due to
possible leakage.
Only precharge accumulators to 9653 kPa (1400
psi) while installed on the truck. Never handle an
accumulator with lifting equipment if the nitrogen
precharge pressure is over 827 kPa (120 psi).
Always set the precharge to 690 - 827 kPa (100 -
120 psi) before removing or installing the
accumulators.
1. If the accumulator was just rebuilt, ensure that
there is approximately 2 liters (64 oz.) of clean
C-4 hydraulic oil inside the accumulator before
adding 690 kPa (100 psi) of nitrogen precharge
pressure.
2. Bladder accumulators should always be stored
with 690 - 827 kPa (100 - 120 psi) of nitrogen
precharge pressure, which fully expands the
bladder and holds a film of oil against the inner
walls for lubrication and rust prevention.
3. The hydraulic port should always be covered
with a plastic plug to prevent contamination. Do
not use a screw-in type plug.
4. Always store the accumulator in an upright
position.
Bladder Storage Procedures
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, and
electrical equipment. Direct sunlight or fluorescent
light can cause the bladder to weather check and dry
rot, which will appear on the bladder surface as
cracks.
J3-30 Brake Circuit Component Repair
Installing A Bladder Accumulator From Storage
1. Refer to the Charging Procedure to install the
pressure gauges on the accumulator and to
check the precharge pressure.
a. If the precharge pressure is 172 - 690 kPa
(25 - 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 and
install the accumulator on the truck. Refer to
Charging Procedure in this section to fully
charge accumulator to the correct operating
precharge pressure.
b. If the precharge pressure is less than 172
kPa (25 psi), slowly drain off any nitrogen
precharge and proceed to Step 2.
2. Remove the gauges from the accumulator.
3. Lay the accumulator on a suitable work bench
so that the hydraulic port is higher than the
other end of the accumulator. Remove the
plastic dust cap from the hydraulic port.
4. Pour approximately 2 liters (64 oz.) of clean C-4
hydraulic oil into the accumulator through the
hydraulic port. Allow time for the oil to run down
the inside of the accumulator to reach the other
end.
5. Lay the accumulator flat on the work bench (or
floor) and slowly rotate the accumulator two
complete revolutions. This will thoroughly coat
the accumulator walls with a film of oil
necessary for bladder lubrication during
precharging.
6. Stand the accumulator upright. Install the
pressure gauges and refer to the Charging
Procedure for instructions about charging the
accumulator to 690 kPa (100 psi). Remove the
gauges from the accumulator and install a
plastic dust cap over the hydraulic port.
7. Install the accumulator on the truck.
8. Precharge the accumulator to the correct
operating precharge pressure. Refer to Table 1.
J03037
RETARDER CONTROL LEVER
(STEERING COLUMN-MOUNTED)
Due to frequent use and wear, retarder control lever
(5, Figure 3-23) may occasionally require adjustment
or repair.
Removal
Adjustment of the retarder control lever or
replacement of the potentiometer requires removal of
the assembly from the steering column.
1. Tilt the steering wheel downward and telescope
the wheel toward the operator’s seat. Remove
the top cover from steering column assembly
(4).
2. Remove capscrews (1, Figure 3-23),
lockwashers (2) and bracket (3) from steering
column (4).
3. Disconnect the wiring harness from harness
connector (6) on the retarder control lever.
4. Remove retarder control lever (5).
Installation
1. Connect the wiring harness to harness
connector (6) on the retarder control lever.
2. Place retarder control lever (5) into position on
steering column assembly (4).
3. Install capscrews (1), lockwashers (2) and
bracket (3). Tighten the capscrews to 4 N·m (36
in lbs).
4. Place the cover on the top of the steering
column and return the steering wheel to its
original position.
J03037 Brake Circuit Component Repair
Disassembly
1. Remove capscrews (7) and lockwashers (8)
from housing (15).
2. Remove potentiometer (9).
3. Bend the tangs on washer (11) away from the
slots in locknut (10).
4. If the retarder control lever is to be completely
disassembled, loosen and remove locknut (10).
Remove tang washer (11), spring (12), and
washer (13).
5. Remove set screw (14).
6. Remove the lever and shaft assembly. If
necessary, unscrew lever (17) from shaft (16)
and handle (18).
7. Wash the mechanical parts in clean solvent and
inspect for excessive wear, burrs, or scratches.
Replace any defective parts.
Lever Adjustments
Rotational Friction Adjustment
The lever assembly should be adjusted so that the
frictional forces will hold the lever firmly in the
position that is 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 of 0.25 - 0.35 N·m (2 - 3 in lbs) 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. Loosen or tighten set screw (14) to
adjust the detent. The breakout force of the detent
must be between 2.00 - 2.25 N·m (17 - 20 in lbs).
J3-31
Potentiometer Check
Potentiometer (9, Figure 3-23) is spring-loaded to the
OFF position. With the switch assembly removed
from the retarder control lever, perform the following
checks:
FIGURE 3-22. POTENTIOMETER CONNECTOR
1. Obtain a 10 volt power supply for testing the
potentiometer.
2. Connect the positive lead of the 10 volt power
supply to the SUPPLY terminal on the
potentiometer connector as shown in Figure 3-
22.
3. Connect the negative lead of the 10 volt power
supply to the GROUND terminal on the
potentiometer connector as shown in Figure 3-
22.
4. Connect a voltmeter to the SIGNAL and
GROUND connections.
5. Measure and record the signal voltage in the
OFF position.
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.
signal voltage
% of input voltage = ( input voltage
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.
J3-32 Brake Circuit Component Repair
Assembly
1. Inspect the shaft bore and interior friction faces
in housing (15, Figure 3-23). 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 into shaft (16). Hand tighten
only.
c. Install handle (18) onto the lever. Hand
tighten only.
3. Insert the lever, handle, and shaft assembly into
housing (15).
4. Install washer (13). Install new spring (12) with
the outer spring diameter against washer (13).
Install tang washer (11) and locknut (10) onto
shaft (16).
5. Tighten and adjust locknut (10) for proper lever
resistance as described in the Rotational
Friction Adjustment procedure.
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 1.35 - 1.70 N·m (12 -
15 in lbs).
7. Install set screw (14). Refer to the Detent
Adjustment procedure for proper detent
adjustment.
8. Install the retarder control lever on the steering
column. Refer to the Installation procedure.
) x 100
J03037
 FIGURE 3-23. COLUMN-MOUNTED RETARDER LEVER ASSEMBLY

1. Capscrew 7. Capscrew 13. Internal Tang Washer

2. Lockwasher 8. Lockwasher 14. Set Screw
3. Bracket 9. Potentiometer 15. Housing
4. Steering Column Assembly 10. Locknut 16. Shaft
5. Retarder Control Lever 11. Tanged Washer 17. Lever
6. Harness Connector 12. Disc Spring 18. Handle

J03037 Brake Circuit Component Repair J3-33

 NOTES

J3-34 Brake Circuit Component Repair J03037

 SECTION J4
BRAKE CIRCUIT CHECK-OUT PROCEDURE
INDEX

REQUIRED EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4

INITIAL SYSTEM SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5

BRAKE LOCK / SECONDARY BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6

PARKING BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6

SERVICE BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6

LOW BRAKE PRESSURE AND AUTO APPLY CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7

BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . J4-9

CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . J4-11

CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . J4-12

J04037 Brake Circuit Check-Out Procedure J4-1

 NOTES

J4-2 Brake Circuit Check-Out Procedure J04037

 BRAKE CIRCUIT CHECK-OUT PROCEDURE
This section outlines a procedure to test the Since the steering system supplies the brake system
functionality of the entire brake system. Pressure with operating pressure, it is important that the
specifications and other criteria that must be steering system be checked for proper operation
duplicated for the braking system to be considered before checking the braking system. Refer to Section
ready for daily operations are provided. Refer to L, Hydraulic Check-Out Procedure, for information
Brake Circuit and Brake Valve Troubleshooting for about checking the steering system.
help in diagnosing a malfunctioning system.

FIGURE 4-1. HYDRAULIC BRAKE CABINET

1. Dual Relay Valve
2. Hoist Pilot Valve
3. Relief Valve (Hoist Power Down)
4. Brake Lock Shuttle Valve
5. Brake Manifold
6. Brake Oil Supply Pressure Test Port (SP3)
7. Rear Brake Accumulator Bleed Valve
8. Automatic Apply Valve
9. Front Brake Accumulator Bleed Valve
10. Parking Brake Solenoid Valve (SV2)
11. Brake Lock Apply Pressure Test Port (PP3)
12. Pressure Reducing Valve (PR)
13. Brake Lock Solenoid Valve (SV1)
14. Parking Brake Release Pressure (PK2)
15. Low Accumulator Pressure Test Port (LAP1)
16. Low Brake Pressure Switch
17. Parking Brake Pressure Switch
18. Manifold
19. Stop Light Pressure Switch
20. Brake Lock Degradation Switch
21. Rear Brake Pressure Test Port (BR)
22. Front Brake Pressure Test Port (BF)

J04037 Brake Circuit Check-Out Procedure J4-3

 * Steps indicated in this manner should be recorded
on the data sheet for reference.

Before disconnecting pressure lines, replacing REQUIRED EQUIPMENT

components in the hydraulic circuits, or
installing test gauges, always bleed down the
steering and brake accumulators.
The steering circuit can be isolated from the brake
circuit by removing the brake supply line from the
bleed down manifold. Plug the brake supply line and
cap the port in the bleed down manifold.
Included on the last page of this module is a data
sheet to record the information observed during the
hydraulic brake system check-out procedure. The
data sheet can be removed, copied, and used during
the check-out procedure.
The following equipment will be necessary to
properly check-out the hydraulic brake circuit:
• Hydraulic brake schematic, refer to Section “R”
this manual.
• Clear plastic hose and bucket for brake bleeding.
• Three 20,685 kPa (3000 psi) pressure gauges.
• One PB6039 female quick disconnect and hose
long enough to reach from brake cabinet to the
inside of the operator's cab for each gauge.
• Accumulator charging kit (EB1759 or equivalent)
with gauges and dry nitrogen.

FIGURE 4-2. BRAKE MANIFOLD SCHEMATIC

J4-4 Brake Circuit Check-Out Procedure J04037

 INITIAL SYSTEM SETUP
Before checking the brake system, the hydraulic
BRAKE CIRCUIT ABBREVIATIONS steering system must be operating properly, have the
AA Automatic Apply Pressure correct accumulator precharge, and be at normal
operating temperatures. Refer to Section L,
Supply Pressure to Brake Valve for
AR1 Hydraulic System, for steering system operation
Rear Brakes, Rear Accumulator
troubleshooting procedures and specifications.
Supply Pressure to Brake Valve for
AF1 Ensure that the brakes have been properly bled to
Front Brakes, Front Accumulator
remove any trapped air. Refer to Wet Disc Brake
Pressure Tap Test Port Bleeding Procedure later in this section. Also, before
BF
Front Brake Pressure checking the brake system, make sure that the
BL Brake Lock Apply Pressure parking brake is functioning properly. Refer to
Pressure Tap Test Port Parking Brake later in this section.
BR
Rear Brake Pressure 1. Securely block the wheels to prevent the truck
Cavity Plug, One Direction Flow from rolling away.
CP1
No specific function in this application 2. Place the directional control lever in PARK and
CV1, turn the rest switch ON. Turn the key switch
CV2, Check Valve OFF to shut off the engine and allow 90
CV3 seconds for the steering system accumulators
to bleed down. Make sure that all hydraulic
HS1 High Pressure Shuttle Valve pressure is bled by turning the steering wheel.
LS1 Low Pressure Shuttle Valve
NOTE: Leave rest switch in the ON position and the
Pressure Tap Test Port GF cutout switch in the CUTOUT position throughout
LAP1
Low Accumulator Pressure brake tests.
Low Brake Pressure Switch 3. Open bleed down valves (7) and (9, Figure 4-1)
LAP2
N.C., 12,750 ± 515 kPa (1850 ± 75 psi) on the brake manifold to bleed down the brake
NV1 Rear Accumulator Manual Drain Valve accumulators.

NV2 Front Accumulator Manual Drain Valve 4. Precharge both brake accumulators to 9650
kPa (1400 psi). Allow the gas temperature to
PK1 Park Brake Release Pressure approach ambient temperature before
Park Brake Pressure Switch completing precharge process.
PK3
N.C., 8620 kPa (1250 psi)
NOTE: For best performance, charge the
Pressure Tap Test Port accumulators in the ambient conditions in which the
PP3
Brake Lock Pressure machine will be operating.
Brake Lock Pressure Regulator 5. Close both accumulator bleeddown valves.
PR
13,790 kPa (2000 psi) 6. Install pressure gauges at:
Automatic Apply Valve a. Front brake test port “BF” (22, Figure 4-1) -
PS1
11,375 kPa (1650 psi) 20,685 kPa (3000 psi) gauge.
SP1 Supply Oil Inlet
b. Rear brake test port “BR” (21, Figure 4-1) -
Pressure Tap Test Port 20,685 kPa (3000 psi) gauge.
SP3
Supply Oil
c. Low accumulator pressure test port “LAP1”
SV1 Brake Lock Solenoid (15, Figure 4-1) - 20,685 kPa (3000 psi)
SV2 Parking Brake Solenoid gauge.
T1 Return To Tank 7. Release the brake lock.
8. Start the engine. Observe the rising brake
pressures as the system charges. The auto
apply valves should release the front and rear
brakes at approximately 11,375 kPa (1650 psi).
* Record on data sheet.

J04037 Brake Circuit Check-Out Procedure J4-5

 9. Partially depress the brake pedal to bleed air
from each brake.
10. Slowly depress the brake pedal. Force
feedback of the pedal on your foot should be
smooth with no abnormal noise or mechanical
roughness.
Verify that the stop lights illuminate at 517 ±
34 kPa (75 ± 5 psi) rear brake pressure.
* Record on data sheet.
11. Quickly and completely depress the brake
pedal. Verify that within one second after the
brake is applied:
Rear brake (BR) pressure reads 17,235 ±
517 kPa (2500 ± 75 psi).
Front brake (FR) pressure reads 17,235 ±
517 kPa (2500 ± 75 psi).
Both pressures must remain above their
minimum values for a minimum of 20
SERVICE BRAKE CHECK-OUT
seconds.
* Record on data sheet.
BRAKE LOCK / SECONDARY BRAKE
CHECK-OUT
12. Disconnect the lead wire from brake lock
solenoid valve (13, Figure 4-1) located on the
brake manifold in the hydraulic brake cabinet.
13. Apply the brake lock. The warning buzzer
should sound and the warning light should
illuminate.
14. Depress the brake pedal until the buzzer stops,
then very slowly release the pedal until the
buzzer sounds again.
Verify that the rear brake (BR) pressure is
6895 ± 172 kPa (1000 ± 25 psi) when the
warning resumes.
* Record on data sheet.
NOTE: There is a two second delay between the
time that the brake lock degradation switch senses
the pressure and the light and buzzer activate.
15. Connect the lead wire to brake lock solenoid
valve (13).
16. Cycle the brake lock several times to ensure
crisp application and release of oil pressure and
proper function of the status light.
Verify that the rear brake (BR) pressure is
13,790 ± 690 kPa (2000 ± 100 psi) when
the brake lock is applied.
* Record on data sheet.
J4-6 Brake Circuit Check-Out Procedure
PARKING BRAKE CHECK-OUT
17. Move one of the pressure gauges (BR or BF) to
parking brake release (PK2) pressure port (14,
Figure 4-1).
18. Apply the brake lock. Move the directional
control lever to NEUTRAL. The parking brake
status light should illuminate.
Parking brake release (PK2) pressure
should read 20,685 ± 690 kPa (3000 ± 100
psi).
* Record on data sheet.
19. Cycle the parking brake several times (move
the directional control lever from NEUTRAL to
PARK) to ensure crisp application and release
of oil pressure and proper function of the status
light.
20. Move the directional control lever to PARK and
release the brake lock.
21. Move both 20,685 kPa (3000 psi) pressure
gauges to “LBP” (7, Figure 4-3) and “RBP” (6)
test ports on the manifold on the left side of the
rear axle housing.
22. Quickly and completely depress the brake
pedal. Verify that within one second after the
brake is applied:
Left rear brake pressure reads 16,545 ±
517 kPa (2400 ± 75 psi).
Right rear brake pressure reads 16,545 ±
517 kPa (2400 ± 75 psi).
Both pressures must remain above their
minimum values for a minimum of 20
seconds.
* Record on data sheet.
23. Release the brake pedal. Both brake pressures
should return to zero within two seconds and
there should be no residual pressure trapped in
the brakes.
* Record on data sheet.
24. Move both 20,685 kPa (3000 psi) pressure
gauges to the test ports on the front brake
backplates.
J04037

AUTO APPLY CHECK-OUT
FIGURE 4-3. REAR BRAKE HOSES
1. BS - Left & Right Brake Cooling Oil Supply
2. LBR - Left Brake Cooling Return Line
3. T - Return To Tank
4. P1 - Pressure Inlet From Accumulator
5. RBR - Right Brake Cooling Return Line
6. RBP - Right Brake Pressure Test Port
7. LBP - Left Brake Pressure Test Port
8. PX - Pilot Inlet/Brake Apply Line
9. PB - Parking Brake
25. Quickly and completely depress the brake
pedal. Verify that within one second after the
brake is applied:
Left rear brake pressure reads 16,545 ±
517 kPa (2400 ± 75 psi).
Right rear brake pressure reads 16,545 ±
517 kPa (2400 ± 75 psi).
Both pressures must remain above their
minimum values for a minimum of 20
seconds.
* Record on data sheet.
26. Release the brake pedal. Both brake pressures
should return to zero within two seconds and
there should be no residual pressure trapped in
the brakes.
* Record on data sheet.
J04037 Brake Circuit Check-Out Procedure
LOW ACCUMULATOR PRESSURE AND
27. Move both 20,685 kPa (3000 psi) pressure
gauges back to test ports “BF” (22, Figure 4-1)
and “BR” (21) in the hydraulic brake cabinet.
28. Start the engine and allow the low brake
accumulator pressure to stabilize at or above
18,615 kPa (2700 psi).
29. Turn the key switch OFF to shut off the engine
and allow 90 seconds for the steering system
accumulators to bleed down.
30. Disable the steering pressure switch by
unplugging the diode between circuits #33 and
#33F on diode board DB1 in the auxiliary
control cabinet or by disconnecting the wire
harness at the steering pressure switch.
31. Turn the key switch ON, but do not start the
engine. Wait for two minutes, then check the
low accumulator pressure reading at low
accumulator pressure (LAP1) test port (15).
If the pressure is below 14,480 kPa (2100
psi), there is excessive leakage in the
system. The source of the leakage must be
identified and repaired.
* Record on data sheet.
32. Very slowly open front brake accumulator bleed
valve (9) a small amount while observing the
decreasing pressure at low accumulator
pressure (LAP1) test port (15).
The low brake pressure warning light and
buzzer must activate when the pressure
drops to 12,755 ± 517 kPa (1850 ± 75 psi).
* Record on data sheet.
When the low accumulator pressure
reaches 11,375 kPa (1650 psi), brake
pressures “BF” and “BR” should begin to
rise (auto apply).
* Record on data sheet.
33. Close front brake accumulator bleed valve (9).
Record the front and rear brake apply pressures
after auto apply has occurred.
* Record on data sheet.
34. Start the engine and allow the low brake
accumulator pressure to stabilize at or above
18,615 kPa (2700 psi).
35. Turn the key switch OFF to shut off the engine
and allow 90 seconds for the steering system
accumulators to bleed down.
J4-7
 36. Turn key switch ON, but do not start the engine. 41. Use the emergency shutdown switch on the
center console to shut off the engine. Do not
37. Very slowly open rear brake accumulator bleed
turn the key switch OFF. The steering
valve (7) a small amount while observing the
accumulators must not be allowed to bleed
decreasing pressure at low accumulator
down.
pressure (LAP1) test port (15).
42. While observing the pressure gauges, make
Verify that the low accumulator pressure
repeated, slow brake applications until auto
warning activation pressure and the auto
apply set point are within 690 kPa (100 psi) apply comes on.
of the pressures that were recorded Auto apply must not occur before the sixth
previously for Step 33. pedal application.
38. Close rear brake accumulator bleed valve (7). Auto apply must not occur until after the low
Record the front and rear brake apply pressures accumulator pressure warning activates.
after auto apply has occurred. * Record on data sheet.
* Record on data sheet.
43. Turn the key switch OFF and allow the steering
39. Reinstall the diode on diode board DB1 or accumulators to bleed down.
reconnect the wire harness at the steering
44. Open both accumulator bleed valves and bleed
pressure switch.
down the entire brake system. Close the valves
40. Start the engine and allow the low brake after all pressure is released.
accumulator pressure to stabilize at or above
45. Remove all test equipment from the truck.
18,615 kPa (2700 psi).

J4-8 Brake Circuit Check-Out Procedure J04037

 BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING CHART
TROUBLE
Service brakes and/or
parking brake are locked.
Both brake circuits are
dragging.
One brake circuit is
dragging.
Brakes are not going to full
pressure.
Low brake pressure
warning occurs when the
brakes are not applied.
Low brake pressure
warning occurs when
brakes are applied.
J04037
SUGGESTED CORRECTIVE
POSSIBLE CAUSE
ACTION
Parking brake solenoid is de-energized. Check power to solenoid.
Connections to tank and pressure ports are Correct the plumbing.
reversed.
Parking brake solenoid coil is defective. Replace coil.
Parking brake solenoid valve is defective. Replace solenoid valve.
Tank line is plugged or restricted. Remove restriction.
Tank line has back pressure. Ensure that tank line has no back
pressure.
Pedal set screw is out of adjustment Adjust pedal deadband with set
(residual pressure). screw.
There is an obstruction in the brake valve Remove obstruction.
subassembly.
Brake valve is out of balance. Adjust balance according to
instructions.
Actuator piston is defective.
Replace piston.
Brake valve is is defective.
Rebuild or replace brake valve
assembly.
A dual relay valve is defective.
Rebuild or replace dual relay valve
assembly.
Supply pressure is low. Check the steering/brake pump
system and accumulators.
Modulating section of brake valve has Remove, disassemble, clean, and
internal malfunction. inspect brake valve.
Collar on brake valve is improperly adjusted. Adjust collars according to
instructions.
There is a short in electrical system. Check wiring.
Brake accumulator is bleeding down. Valve is open. Close valve.
Brake warning relay is defective. Replace relay.
There is a leak or other malfunction in one Inspect brake system and repair
brake circuit. leaks.
Brake valve is out of balance. Adjust balance according to
instructions.
Dual relay valve(s) is defective. Inspect and repair dual relay
valve(s).
Brake Circuit Check-Out Procedure J4-9

TROUBLE
Low brake pressure
warning circuit not
operating properly
Low brake pressure
warning is on but system
pressure is correct.
Low brake pressure
warning comes on and
pressure is low.
SUGGESTED CORRECTIVE
POSSIBLE CAUSE
ACTION
The low brake pressure warning light is Replace bulb.
burned out.
The electrical circuit is open. Check switch circuit wiring.
Pressure switch is defective. Replace pressure switch.
There is a short in electrical system. Check wiring.
Pressure switch is defective. Replace the switch.
Steering circuit is malfunctioning. Check steering circuit pressures.
Steering/brake pump is worn. Rebuild or replace pump.
Accumulator bleeddown valve is open. Close valve, check precharge.

A brake accumulator Accumulator precharge is low. Recharge accumulator.

bleeds off quickly when
supply pressure is cut off.
A “squeal” is heard when
controller is operated.
Output pressure at
controller is correct but
brakes are not applying.
Brake pressures drift
excessively while pedal is
held steady.
Oil is leaking around the
pedal base.
The pump cycles too often
or low pressure warning
comes on at low engine
rpm.
There is a leak in one circuit.
There is a malfunction in brake valve.
Controller operates rapidly.
Brake valve assembly is damaged.
Hydraulic oil is too hot.
Brake lines are blocked or improperly
connected.
Contamination in brake valve assembly.
Brake valve assembly is damaged.
Dual relay valve is malfunctioning.
Seal on top of brake valve is defective.
Excessive internal leakage in a component.
Steering accumulator precharge too high or
too low.
Brake Valve plumbed incorrectly.
There is internal leakage in brake valve
assembly.
There is internal leakage in dual relay valve.
Steering/brake pump is worn.
Pump unloader or compensator is not
adjusted correctly.
Check plumbing.
Disassemble and clean, or replace
brake valve.
Normal condition.
Replace brake valve assembly.
Check entire hydraulic system for
restriction or obstruction.
Check plumbing.
Disassemble and clean, or replace
brake valve.
Repair or replace brake valve
assembly.
Repair or replace dual relay valve.
Replace seal.
Check all steering and brake
system components.
Check steering accumulator
precharge.
Correct plumbing.
Replace brake valve assembly.
Rebuild or replace dual relay
valve.
Rebuild or replace pump.
Adjust pump pressure controls.

J4-10 Brake Circuit Check-Out Procedure J04037

 CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET

MACHINE MODEL ________UNIT NUMBER __________SERIAL NUMBER___________

INITIAL SYSTEM SETUP

Operate hydraulic steering system to obtain proper operating temperature.

STEP 8 _________ Rear brake (BR) pressure when auto apply releases

_________ Front brake (BF) pressure when auto apply releases

STEP 10 _________ Rear brake (BR) pressure when stop lights come on

STEP 11 _________ Rear brake (BR) pressure within one second

________ Front brake (BF) pressure within one second

BRAKE LOCK / SECONDARY BRAKE CHECK-OUT

STEP 14 _________ Rear brake (BR) pressure when brake lock degradation warning occurs

STEP 16 _________ Rear brake (BR) pressure when brake lock is applied

PARKING BRAKE CHECK-OUT

STEP 18 _________ Parking brake release (PK2) pressure

SERVICE BRAKE CHECK-OUT

STEP 22 _________ Left rear brake (LBP) pressure when pedal is applied

________ Right rear brake (RBP) pressure when pedal is applied

STEP 23 _________ Left rear brake (LBP) pressure when pedal is released

________ Right rear brake (RBP) pressure when pedal is released

STEP 25 _________ Left front brake pressure when pedal is applied

________ Right front brake pressure when pedal is applied

STEP 26 _________ Left front brake pressure when pedal is released

________ Right front brake pressure when pedal is released

J04037 Brake Circuit Check-Out Procedure J4-11

 CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET

LOW ACCUMULATOR PRESSURE AND AUTO APPLY CHECK-OUT

STEP 31 _________ Low accumulator pressure after 2 minutes

STEP 32 _________ Pressure when low brake accumulator pressure warning occurs

________ Pressure when low brake accumulator pressure warning occurs

STEP 33 _________ Front brake (BF) apply pressure after auto apply occurs

________ Rear brake (BR) apply pressure after auto apply occurs

STEP 38 _________ Front brake (BF) apply pressure after auto apply occurs

________ Rear brake (BR) apply pressure after auto apply occurs

STEP 51 _________ Number of brake applications before low accumulator pressure

warning occurs

Name of Technician or Inspector Performing Check-Out _________________________

DATE _________________________

J4-12 Brake Circuit Check-Out Procedure J04037

 SECTION J5

WET DISC BRAKE ASSEMBLY

INDEX

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3

BRAKE DISC WEAR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4

BRAKE REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10

Floating Ring Seal Assembly & Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-13

WET DISC BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-16

J05027 Disc Brake Assembly J5-1

 NOTES

J5-2 Disc Brake Assembly J05027

 WET DISC BRAKE ASSEMBLY
The front and rear oil cooled, wet disc brake
assemblies are similar in design. The rear wheel
brakes differ from the front brakes in their mounting
arrangement only. The rear brake assembly requires
hub adapter (1, Figure 5-1) for installation on the
wheel motor.
Each disc brake assembly consists of the following
basic components:
• Ten friction discs
• Nine separator plates
• Two damper discs
• Piston assembly
• Stationary ring gear
• Rotating inner gear
• Floating ring oil seal assembly

OPERATION
Ring gear (4, Figure 5-1) is internally splined to retain
dampers (8) and separator plates (12). The separator
plates are alternately placed between friction discs
(7), which are splined to inner gear (6). The inner
gear mounts directly to the wheel hub on the front
wheel brakes. On the rear brake, the inner gear
requires a hub adapter which mounts on the wheel
hub.
The inboard side of the assembly contains piston (9),
which is activated by hydraulic pressure supplied by
the dual relay valves (controlled by the brake valve).
As hydraulic pressure is applied, the piston moves to
compress the rotating friction 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 the
maximum force is reached and the wheel is stopped.
The entire brake disc pack is cooled by hydraulic oil.
The low pressure cooling circuit is completely
FIGURE 5-1. WET DISC BRAKE ASSEMBLIES
isolated from the high pressure piston apply circuit.
Cooling oil flows from the hydraulic tank to the hoist 1. Hub Adapter 6. Inner Gear
pump, through the hoist circuit high pressure filters, (Rear Only) 7. Friction Disc
through the hoist valve, and into the brake housings. 2. Capscrew & Lockwasher 8. Damper
A parallel circuit from the hoist valve outlet is 3. Socket Head Screw 9. Piston Assembly
connected to relief valves at the hydraulic tank which (Temporary) 10. Seal Carrier
limit brake cooling circuit pressure to 241 kPa (35 4. Ring Gear 11. Back Plate
psi). Oil that is routed to the front brakes passes 5. Capscrew & Hardened 12. Separator Disc
through the oil cooler before entering the front brake Washer
housings. In addition, the brake cooling oil provides
lubrication for the front wheel bearings. Oil that exits
the brake housings returns to the hydraulic tank.

J05027 Disc Brake Assembly J5-3

BRAKE DISC WEAR INSPECTION
Brake disc wear should be checked every 1000
hours by using the wear indicator tool (EF9302), that
is included in the tool group that is shipped with the
truck. Refer to Figure 5-2.
The brake disc wear indicator tool is inserted in a port
which is open to cooling oil. Removal of the
inspection hole plug to insert the brake disc wear
indicator will cause the loss of some of this oil.
Advance planning will help to minimize oil loss.
Consider scheduling front brake disc wear
inspections along with the recommended 1000 hr.
change of hydraulic oil and filters. Rear brakes
should be inspected for wear whenever the rear tires
are removed. Also consider obtaining additional
brake disc wear indicator tools for permanent
installation on truck. If all brake assemblies are
equipped with disc wear indicators, future checks will
not require installation and removal.
FIGURE 5-2. BRAKE WEAR INDICATOR
1. Cover 5. O-Ring
2. Indicator Pin End 6. Tool Housing
Face 7. O-Ring
3. Housing Face 8. Indicator Pin
4. O-Ring
J5-4 Disc Brake Assembly
1. Place the directional control lever in PARK and
turn the rest switch ON. Turn the key switch
OFF to shut off the engine and wait 90 seconds
to allow the steering accumulators to bleed
down completely. Block the truck wheels.
2. Open the bleeddown valves on the brake
manifold in the hydraulic brake cabinet and
bleed all pressure from the brake accumulators.
Close the valves after the pressure is released.
3. Thoroughly clean the brake assemblies,
especially the area surrounding cooling oil lines.
4. Remove the hex head O-ring plug from port (5,
Figure 5-3). Quickly insert the brake wear
indicator tool and tighten it securely.
NOTE: The front wheel brakes have a diagnostic
connector installed for measuring brake apply
pressure. The rear brakes do not have a diagnostic
connector installed on the brake backplate, but
instead have an O-ring plug installed. Do not attempt
to install the brake wear indicator in this port.
5. Start the engine. Allow the steering system
pressure to stabilize and the brake
accumulators to fill.
6. While fully applying the service brake pedal,
check the brake disc wear as follows:
a. Remove cover (1, Figure 5-2) from the wear
indicator.
b. Push pin (8) inward until it stops against the
brake piston.
c. Measure the distance from indicator pin end
face (2) to housing face (3).
If indicator pin end face (2) is even with
housing face (3) or below, disc pack is worn
to the maximum safe wear limits. The brakes
should be scheduled for rebuild.
If indicator pin end face (2) extends out
beyond housing face (3), brake disc wear is
still within allowable limits.
7. Pull pin (8) outward until it stops against tool
housing (6). Install cover (1).
J05027
 8. Release the brakes. Shut off the engine and
wait 90 seconds to allow the steering
accumulators to bleed down.
9. Open the bleeddown valves on the brake
manifold in the hydraulic brake cabinet and
bleed all pressure from the brake accumulators.
Close the valves after the pressure is released.
10. Remove the brake disc wear indicator tool and
reinstall the O-ring plug in the port.
11. To check the remaining brake assemblies,
repeat Steps 4 through 10.
NOTE: Checking the disc wear in all the brake
assemblies is recommended. Disc wear in one brake
assembly may be different from another due to
dissimilar operation of parts and/or haul profiles
which require repeated braking while steering in one
direction only.
12. Refill the hydraulic tank as required.
13. If brake repairs are necessary, refer to Brake
Rebuild later in this section.
NOTE: If any leakage is observed around the brake
disc wear indicator tool, replace O-rings (4, 5, and 7,
Figure 5-2).
FIGURE 5-3. BRAKE DISC WEAR INDICATOR
INSTALLATION
(Left Front Brake Shown)
1. Brake Assembly 4. Diagnostic Coupler
2. Brake Apply Line 5. Wear Indicator
3. Brake Cooling Line Installation Port
J05027 Disc Brake Assembly
BRAKE REBUILD
The brake assembly should be disassembled and
reassembled on a clean, dry work surface. The
surface should be wooden if possible. If it is metal,
the surface should be covered with padding to
prevent damaged to machined surfaces Match mark
individual parts for correct orientation before
disassembly.
If a rear wheel brake is to be disassembled, start with
Step 1 below. If a front wheel brake is to be
disassembled, start with Step 5.
The front brake assembly weighs approximately
1460 kg (3210 lbs). The rear brake assembly
weighs approximately 1820 kg (4000 lbs). Make
sure that any lifting devices are rated to handle
the load.
Disassembly
Rear Wheel Brake Only:
Refer to Wheel Motor Rebuild instructions for
removal of the rear wheel brake assembly from the
wheel motor.
1. Verify that socket head capscrews (3, Figure 5-
1) are installed at each of the six locations on
back plate (11). These capscrews are required
to retain seal carrier (10) to the back plate when
the brake assembly is not installed on the truck.
Shipping bars (4, Figure 5-4) must be installed.
2. Remove 12-point capscrews and hardened
washers (5, Figure 5-1).
3. Remove capscrews and lockwashers (2) that
retain the hub to the seal carrier.
4. Make sure that the hub and other parts are
marked to ensure proper orientation during
reassembly. Lift hub adaptor (1) from the brake
assembly. Note the number of shim packs that
are installed at six locations between the seal
carrier and hub.
J5-5
Both Front and Rear Wheel Brakes:
Remove the front wheel/brake assembly according to
the instructions in Section G, Front Wheel Hub and
Spindle.
5. Position the brake assembly on a work surface
with the ring gear retainer bars on the bottom as
shown in Figure 5-5.
6. Remove socket head capscrews (2, Figure 5-
5). Lift seal carrier (1) off the brake assembly
with oil seal (13) and seal assembly (14).
NOTE: Socket head capscrews (2) are required to
retain and position the seal carrier on the back plate
when the brake assembly is not installed on the
wheel hub, or during brake assembly shipping or
storage. Shipping bars (4, Figure 5-4) must be
installed to retain the inner gear inside the brake
assembly.

7. Remove capscrews (4, Figure 5-5) and

hardened flat washers (5) from back plate (3).
8. Insert a 7/8 UNC x 2 in. pusher bolt in each of
the three tapped holes in the back plate.
Tighten the bolts evenly to lift the back plate
from ring gear (7). Remove and discard O-ring
(6).
9. Note the order of assembly of the discs, then
remove damper (10) from the top of the stack.
Remove friction discs (11), separator plates (9)
and the remaining damper at the bottom of the
stack.
10. Rotate the brake assembly to position the
shipping bars on top as shown in Figure 5-4.
11. Remove capscrews (3) that retain shipping bars
(4) to the housing.

FIGURE 5-4. BRAKE ASSEMBLY

1. Ring Gear 4. Shipping/Storage
2. Back Plate Bar
3. Capscrew 5. Inner Gear

J5-6 Disc Brake Assembly J05027

 FIGURE 5-5. INITIAL DISASSEMBLY
1. Seal Carrier 6. O-Ring 11. Friction Disc
2. Capscrew 7. Ring Gear 12. Inner Gear
3. Back Plate 8. Piston Housing 13. Oil Seal
4. Capscrew 9. Separator Plate 14. Seal Assembly
5. Hardened Washer 10. Damper

FIGURE 5-6. PISTON/HOUSING ASSEMBLY REMOVAL

1. Piston Housing 3. Hardened Washer 5. Ring Gear

2. Capscrew 4. O-Ring

J05027 Disc Brake Assembly J5-7

 FIGURE 5-7. PISTON REMOVAL

1. Capscrew 3. Piston Retract Spring 6. Seal Assembly

2. Spring Guide 4. Piston Assembly 7. Seal Assembly
5. Piston Housing

12. Attach a lifting strap through the shipping bars
and lift inner gear (5) out of the brake assembly.
Remove the shipping bars and spacers.
13. Remove capscrews (2, Figure 5-6) and
hardened washers (3) from piston housing (1).
14. Insert a 7/8 UNC x 2 in. pusher bolt in each of
the three tapped holes in the piston housing.
Tighten the bolts evenly to lift the housing from
ring gear (5). Remove and discard O-ring (4).
15. Position the piston assembly with piston retract
springs (3) on top as shown in Figure 5-7.
16. Remove capscrews (1, Figure 5-7), spring
guides (2), and piston retract springs (3).
NOTE: The threads of capscrew (1) are coated with
Loctite® during assembly. A small amount of heat
applied to the piston housing may be required for
easier removal.
17. Loosen or remove the plugs that are installed in
the piston housing ports. Carefully lift piston (4)
out of housing (5). Remove seal assemblies (6)
and (7).

J5-8 Disc Brake Assembly J05027

Cleaning and Inspection
If the brake wear indicator test indicates internal
brake components are worn to the maximum
allowable limit, it is recommended that all friction
discs, separator plates and dampers should be
replaced with new parts. Always replace seal
assemblies and O-rings with new parts.
1. Clean all parts thoroughly before inspection.
2. Remove and discard the toric rings from the
floating ring oil seal assembly in seal retainer
(10, Figure 5-1) and back plate (11). Inspect the
polished (mating) surfaces of the seal ring for
scratches and other damage. Inspect the
contact band of the mating faces to determine
the amount of wear.
A new seal will have a contact band (dimension
"A", Figure 5-8) that is approximately 1.6 mm
(0.06 in.) wide. As wear occurs, 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. The remaining seal life can be
estimated by the width of the contact band.
3. Inspect the piston housing for nicks and
scratches in the piston seal area. If nicks or
scratches cannot be removed by polishing,
replace the housing.
4. Inspect the piston seal assembly grooves for
damage.
10. Inspect inner gear (6) for excessive tooth wear
FIGURE 5-8. SEAL WEAR PROGRESSION
J05027 Disc Brake Assembly
5. Inspect piston retract springs (3, Figure 5-7).
Check for free height and test for height under
load. Replace the springs if they are not within
approximately 10% of specification.
Free Height:
. . . . . . . . . . . . . . . . . . . . . 101.6 mm (4.00 in.)
Height @ 1000 N (225 lb) working load:
. . . . . . . . . . . . . . . . . . . . 85.12 mm (3.351 in.)
Height @ 2669 N (600 lb) working load:
. . . . . . . . . . . . . . . . . . . . . 69.9 mm (2.750 in.)
6. Inspect the friction discs for warping, tooth wear
and excessive friction material wear. Replace
the friction discs if wear exceeds the minimum
groove depth.
Disc thickness including friction material:
. . . . . . . . . . . . . 7.7 ± 0.3 mm (0.30 ± 0.01 in.)
Friction material thickness (new)
. . . . . . . . . . . . . . . . . . . . . . . 1.1 mm (0.04 in.)
Nominal friction material groove depth:
. . . . . . . . . . . . . . . . . . . . . 0.63 mm (0.025 in.)
Minimum allowable friction material groove
depth:
. . . . . . . . . . . . . . . . . . . . . 0.25 mm (0.010 in.)
Flatness over friction material (new)
. . . . . . . . . . . . . . . . . . . . . 0.45 mm (0.018 in.)
7. Inspect the separator plates for warping and
tooth wear.
Disc thickness (new)
. . . . . . . . . . . 3.7 ± 0.1 mm (0.146 ± 0.004 in.)
Flatness (new)
. . . . . . . . . . . . . . . . . . . . . . 0.5 mm (0.020 in.)
8. Inspect the damper plate for warping, tooth
wear and excessive facing material wear.
Disc thickness, including facing material
(new)
. . . . . . . . . . . 8.2 ± 0.5 mm (0.323 ± 0.020 in.)
Disc thickness, steel plate only (new)
. . . . . . . . . . . 3.7 ± 0.1 mm (0.146 ± 0.004 in.)
Flatness, steel plate (new)
. . . . . . . . . . . . . . . . . . . . . . 0.5 mm (0.020 in.)
9. Inspect ring gear (4, Figure 5-1) for excessive
tooth wear and nicks and scratches in O-ring
seal grooves.
and damage at capscrew holes.
J5-9
Assembly
The work area must be clean! Handle all parts
carefully to avoid damage to polished sealing
surfaces.
1. Check the bore of piston housing (5, Figure 5-7)
for nicks, scratches and dirt particles. Position
the housing on a work surface with the bore
facing up.
2. Lubricate the square section O-ring portion of
piston seal assemblies (6) and (7) with type C-4
hydraulic oil and install them in the grooves of
piston (4). Make sure that the O-ring is not
twisted.
3. Lubricate the piston groove and outer piston
seal rings. Install the seal in the grooves over
the O-rings, using your fingers or a smooth
rounded object to push the seal into the groove.
4. Install two equally spaced 1/2 UNC x 5 in. guide
studs in the housing at the piston retract spring
mount tapped holes.
5. Lubricate the housing bore. Install lifting eyes
and attach an overhead hoist to the piston.
Position the piston over the housing with the
retract spring cavity holes aligned with the studs
that were installed in Step 4. Place a spring
guide over each stud to aid in alignment.
6. Carefully lower the piston straight into the
piston housing bore until it is seated against the
housing. If necessary, seat the piston by
tapping it with a soft mallet.
7. Assemble 12 capscrews (1), spring guides (2)
and piston retract springs (3). Apply Loctite® to
the capscrew threads and install the assembled
parts through the piston into the tapped holes in
the housing. Tighten the capscrews to 122 N•m
(90 ft lbs).
Piston Leakage Test:
8. Test the piston/housing assembly as follows:
a. Install a plug in one brake apply pressure
port (2, Figure 5-8).
b. Install a fitting into the remaining port. Attach
a hydraulic pressure test device to the fitting.
c. Slowly apply pressure and loosen the apply
port plug to bleed air from the piston cavity.
d. Cycle the piston to full stroke ten times by
applying 2070 kPa (300 psi) of hydraulic
pressure. Observe the piston for leakage.
J5-10 Disc Brake Assembly
e. Minor oil seepage (non-measurable) is
permissible. If leakage is greater,
disassemble the piston assembly and
determine the cause.
9. After completion of the piston leakage test,
release the pressure, remove the hydraulic
source and drain the oil from the piston apply
cavity. Plug the ports to prevent contamination.
10. Install O-ring (4, Figure 5-6) in the groove of ring
gear (5).
11. Attach lifting eyes to the piston/housing
assembly and lower it into position over the ring
gear. Install capscrews (2) and hardened
washers (3). Alternately tighten the capscrews
to 780 N•m (575 ft lbs).
12. Insert inner gear (5, Figure 5-9) into the
assembly. Orient the gear as shown.
13. Place shipping bars (4) over the piston housing
as shown in Figure 5-9. Attach the shipping
bars using 1/2 UNC x 1.75 in. capscrews and
lockwashers (7) at the outer ends of the
shipping bars. Insert spacers (9) and 1/2 UNC x
8 in. capscrews and lockwashers (8) as shown
to retain the inner gear in position.
14. Attach lifting eyes to the assembly. Lift and
rotate it to place the piston housing on the
bottom.
15. Install the brake discs as follows:
a. Insert damper disc (1, Figure 5-10) into the
ring gear and inner gear with the friction
material (down) facing piston (5).
b. Insert friction disc (2) on top of the damper.
c. Install a separator plate (3).
d. Continue installing the remaining friction
discs and separator discs, alternating each
type as installed.
NOTE: The disc pack contains a total of ten friction
discs, nine separator plates, and two damper discs.
e. Install the remaining damper on top of the
last friction disc with its facing material on
top. (Unfaced side toward top friction disc.)
16. Using new O-ring (6, Figure 5-5), install back
plate (3) over the ring gear. Make sure that the
back plate is oriented properly according to the
match marks that were made during
disassembly.
NOTE: A seal carrier socket head capscrew hole on
the back plate should be aligned with the drain plug
on the piston housing.
J05027
 17. Install capscrews (4) and hardened washers (5).
Alternately tighten the capscrews to 780 N•m
(575 ft lbs).
18. Install seal assembly (14) in the cavities in the
back plate and seal carrier. Refer to Floating
Ring Seal Assembly & Installation.
19. Install oil seal (13) in the back plate. Pack the
area between the seal lips with grease.
20. Install the seal carrier on the back plate. Install
six 1/2 UNC x 0.75 in. socket head capscrews
to retain the seal carrier in position until the
brake assembly is installed on the truck.

FIGURE 5-9. INNER GEAR INSTALLATION

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

FIGURE 5-10. DISC PACK INSTALLATION

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

J05027 Disc Brake Assembly J5-11

NOTE: After a front wheel brake assembly is
installed, the seal must be setup for proper seal
compression. Refer to Seal Assembly Gap Check in
Section G, Front Wheel Hub and Spindle.
21. Assembly is now complete if the brake
assembly is to be installed on a front wheel. If
the brake assembly is to be installed on a rear
wheel, perform the following additional steps.
Rear Wheel Brake Assembly Only:
22. Install new O-ring (1, Figure 5-11) in the hub
groove.
23. Position the hub over the seal carrier. Orient the
hub according to the marks that were made
during disassembly to align the hub flange
holes with the seal retainer tapped holes.
24. Insert the following shims (4) between the hub
flange and seal carrier (5) at each pair of
capscrews (six places):
Ten . . . . . . . . . . . . 0.51 mm (0.020 in.) thick
One . . . . . . . . . . . 0.25 mm (0.010 in.) thick
25. Install capscrews and lockwashers (3) and
tighten them securely.
FIGURE 5-11. REAR BRAKE, HUB INSTALLATION
1. O-Ring 6. Socket Head
2. Hub Adapter Capscrews
3. Capscrews & Washers 7. Ring Gear
4. Shims 8. Capscrew & Hardened
5. Seal Carrier Washer
9. Inner Gear
J5-12 Disc Brake Assembly
Seal Gap Adjustment:
26. Adjust the seal gap. Refer to Figure 5-12.
a. Measure seal gap "A" at three equally
spaced locations. Add the three dimensions
and divide by 3 to determine an average
dimension.
b. Add 551.53 mm (21.71 in.) to the average
dimension determined in Step a.
c. Measure dimension "B" at three equally
spaced locations. Add the three dimensions
and divide by 3 to determine the average
dimension.
d. Subtract the dimension in Step c from the
dimension in Step b to determine the change
in the shim pack.
e. Add or remove equal quantities and
thicknesses of shims (as determined in Step
d) at the six shim pack locations. The shim
pack must provide a final dimension "B"
within 0.13 mm (0.005 in.) of the dimension
that was calculated in Step b.
Example
Step a: average gap "A" = . . . . . . . . . . .0.600 in.
Step b: add "A" + 21.470 = . . . . . . . . . 22.070 in.
Step c: average dimension "B" = . . . . .22.034 in.
Step d: ("A" + 21.391) - ("B") = . . . . . . .0.036 in.
Step e: In this example, adding two 0.020 in.
shims would result in a dimension "B" of
22.074 in., and is within the tolerance limit
of 0.005 in.
27. Tighten capscrews (3, Figure 5-11) to 122 N•m
(90 ft lbs).
28. Install capscrews and hardened washers (8). It
will be necessary to remove the shipping bars
from the inner gear to access some capscrews.
Alternately tighten the capscrews to 2705 N•m
(1995 ft lbs). Replace shipping bars.
FIGURE 5-12. SEAL GAP ADJUSTMENT
J05027
Floating Ring Seal Assembly & Installation
Failures are usually caused by combinations of
factors rather than one single cause, but many
failures have one common denominator: Assembly
Error! When using tri-chloroethane or any solvent,
Floating ring seals should always be installed in avoid prolonged skin contact. Use solvents only
matched pairs; that is, two new rings or two rings in well ventilated areas and use approved
that have previously run together. Never assemble respirators to avoid breathing fumes. Do not use
one new ring and one used ring, or two used rings near open flame, welding operations or other
that have not previously run together. heated surfaces exceeding 482°C (900°F). Do not
ALWAYS USE NEW TORIC RINGS! smoke around solvents.
1. Inspect the seal surfaces and mounting cavities
for rough tool marks or nicks that may damage Both ramps must be dry. Use clean, lint-free cloths
rubber seal rings. Hone them smooth and or lint-free paper towels for wiping.
clean, if required.
NOTE: Oil from adjacent bearing installations or seal
2. Remove any oil, dust, protective coating or
ring face lubrication must not get on the ramp or toric
other foreign matter from the metal seal rings,
until after both seal rings are together in their final
the toric rings, and both the housing and seal
assembled position.
ring ramps. Use tri-chloroethane #111, which is
a non-petroleum based, rapid drying solvent
that leaves no film. Allow the surfaces to dry 3. Install the rubber toric on the seal ring.
completely. Use clean, lint-free material such as
Micro-Wipes # 05310 for cleaning and wiping.

Make sure that it is STRAIGHT! Make sure that the

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

FIGURE 5-13. SEAL TERMINOLOGY

1. Seal Ring 5. Seal Ring Housing

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

J05027 Disc Brake Assembly J5-13

 4. Place the installation tool onto the seal ring with
the toric ring. Refer to Section M, Special Tools,
for the installation tool part number. Lower the
rings into a container of tri-chloroethane until all
surfaces of the toric ring are wet.

7. If small adjustments are necessary, do not

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

8. The toric ring must not slip on the ramps of

6. Use a sight gauge to check the variation in the
seal ring "assembled height" in four places that
are 90 degrees apart.
Height variation around the assembled ring
should not exceed 1.30 ± 0.01 mm (0.51 ± 0.05
in.) for the brake assembly floating seal or 1.14
± 0.01 mm (0.45 ± 0.04 in.) for the hub seal.
either the seal ring or housing. To prevent
slippage, wait at least two minutes to let all the
tri-chloroethane evaporate before further
assembly. Once it is correctly in place, the toric
ring must roll on the ramps only. If correct
installation is not obvious, repeat Steps 4
through 7.

J5-14 Disc Brake Assembly J05027

 10. Ensure that both housings are in correct
alignment and are square and concentric. Move
the parts slowly and carefully toward each
other.
9. Wipe the polished metal seal surfaces with
clean tri-chloroethane to remove any foreign
material or fingerprints. No foreign particles of
any kind should be on the seal ring faces.
Something as small as a paper towel raveling
will hold the seal faces apart and cause
leakage.

Ensure seals are

square and concentric.

NOTE: Do not slam, bump or drop the seals together.

High impact can damage the seal face and cause
leakage.

10. Apply a thin film of clean oil on the seal faces.

Use a lint-free applicator or a clean finger to
distribute the oil evenly. Make sure no oil comes
in contact with the rubber toric rings or their
mating surfaces.
Before assembling both seals and housing
together, wait at least two minutes to let all tri-
chloroethane evaporate. Some may still be
trapped between the toric ring and the housing
ramp.

J05027 Disc Brake Assembly J5-15

WET DISC BRAKE BLEEDING
PROCEDURE
NOTE: Rear wheel brakes must be bled before rear
tire installation.
1. Make sure that the hydraulic brake supply
(steering circuit) is operating properly.
2. If necessary, charge the brake system
accumulators. Refer to Section J, Brake Circuit
Component Service.
3. Make sure that the bleed down valves on 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.
Rear Wheel Brakes:
7. Crack open the O-ring plug located next to the
cooling oil port and brake apply port on the
brake back plate. Close the plug after the oil
runs clear of contaminants and free of bubbles.
Repeat for the other rear wheel brake.
J5-16 Disc Brake Assembly
NOTE: The other cooling line has a single hex plug
located next to it. DO NOT use this plug for bleeding
the brake.
Front Wheel Brakes:
NOTE: The front wheel brakes are equipped with a
diagnostic coupler on the brake backplate. A hose
with a mating fitting can be attached and used to
direct the oil into a container during the bleeding
process.
8. Attach a hose to the diagnostic coupler on the
brake back plate (brake apply pressure circuit).
9. Slowly depress the brake pedal until the service
brake is partially applied.
10. After the oil runs clear of contaminants and free
of bubbles, remove the hose from the coupler.
Release the brake pedal.
11. Repeat Steps 8 through 10 for the other front
wheel brake.
12. Shut off the engine and allow the steering
accumulators to bleed down. Check the
hydraulic tank oil level and fill if necessary.
J05027
 SECTION J7

PARKING BRAKE

INDEX

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3

MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6

PARKING BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8

J07018 Parking Brake J7-1

 NOTES

J7-2 Parking Brake J07018

 PARKING BRAKE
OPERATION
The truck is equipped with a dry disc type parking
brake assembly mounted on each wheel motor rotor
shaft. The parking brake assemblies are inboard
mounted and can be accessed through the rear axle
housing hatch.
The parking brake is intended to prevent truck
movement after the truck has stopped and the
engine is shut off. The parking brake is not for use
during truck loading or dumping operations. Refer to
the the Operation and Maintenance Manual for
additional brake system operation instructions.
The parking brake is a spring applied, hydraulically
released, multiple disc type brake that is actuated by
the placing the directional control lever in PARK.
When the directional control lever is in PARK, the
parking brake solenoid valve (SV2) located on the
brake manifold in the hydraulic brake cabinet is de-
energized, which removes hydraulic pressure from
the parking brake assemblies. Internal belleville
springs in the parking brake assemblies act on the
piston to compress the disc pack, preventing rotation
of gear (4, Figure 7-1), which is mounted on the
wheel motor rotor shaft.
When the directional control lever is moved from
PARK, pressurized oil is supplied to the brake
assemblies through the now energized parking brake
solenoid valve. Oil pressure applied to the parking
brake piston compresses the belleville springs,
releasing the discs to allow the wheel motor rotor
gear to rotate.
System interlocks prevent application of the parking
brake if the truck is in motion.

FIGURE 7-1. PARKING BRAKE

INSTALLATION

1. Wheel Motor Mounting

Flange
2. Wheel Motor
3. Parking Brake Assembly
4. Gear (Motor Rotor Shaft)
5. Retainer Plate
6. Capscrew & Hardened
Washer
7. Park Brake Supply Hose
8. Cooling Air Duct Mount
9. Capscrew & Lockwasher

J07018 Parking Brake J7-3

MAINTENANCE
The parking brakes require periodic inspection to
determine the amount of wear incurred to ensure that
adequate brake torque is available. The following
inspection should be made at 500 hour intervals.
Inspection
1. Securely block the wheels to prevent the truck
from rolling away.
2. Place the directional control lever in PARK and
turn the rest switch ON. Turn the key switch
OFF to shut down the engine and allow 90
seconds for the steering system accumulators
to bleed down. Open bleed down valves (1) and
(3, Figure 7-2) to bleed down the brake
accumulators.
3. Open the rear axle housing hatch. Check for
signs of oil leakage and damage.
4. Measure the amount of disc wear on both
parking brake assemblies as follows:
a. Insert a depth micrometer through each
piston position hole (18, Figure 7-3) and
record the dimensions.
b. Add the three measurements and divide the
total by 3 to determine the average.
c. If the resulting average of the three
measurements is greater than 24 mm (0.969
in.), the parking brake assembly must be
removed and rebuilt.
FIGURE 7-2. BRAKE MANIFOLD
1. Accumulator Bleed Down Valve
(Rear Brake)
2. Automatic Apply Valve
3. Accumulator Bleed Down Valve
(Front Brake)
J7-4 Parking Brake
Removal
NOTE: Whenever possible, parking brake repairs
should be performed when the wheel motor is
removed from the truck. If repairs are necessary
when the wheel motor is installed, a lifting device
must be set up inside the rear axle housing to
support the weight of the parking brake assembly
when it is removed from the wheel motor.
The parking brake assembly weighs
approximately 159 kg (350 lbs). Ensure that the
lifting device is capable of supporting the weight
of the brake assembly when removed.
1. Securely block the wheels to prevent the truck
from rolling away.
2. Place the directional control lever in PARK and
turn the rest switch ON. Turn the key switch
OFF to shut down the engine and allow 90
seconds for the steering system accumulators
to bleed down. Open bleed down valves (1) and
(3, Figure 7-2) to bleed down the brake
accumulators.
3. Open the rear axle housing access door and
remove the wing nuts that retain the duct inside
the door. Remove the duct tube and open the
access covers inside the axle housing. Remove
the cooling ducts as required to set up a lifting
device for brake removal.
4. Disconnect parking brake apply supply hose (7,
Figure 7-1) from the parking brake.
5. Remove capscrews and lockwashers (9, Figure
7-1). Install guide studs in two of the mounting
holes to support the parking brake assembly
when it is removed from the wheel motor frame.
6. Slide the parking brake assembly out of the
wheel motor frame and off inner gear (4).
Remove the parking brake assembly from the
rear axle housing.
J07018
 7. If rotor shaft gear (4, Figure 7-1) is worn,
damaged or otherwise requires removal,
perform the following steps:
NOTE: The gear is shrink fit on the splined motor
shaft.
a. Remove capscrew and hardened washer (6,
Figure 7-1) from the shaft. Remove retainer
plate (5).
b. Install a gear puller using the tapped holes
provided in gear (4).
c. Apply heat around gear hub area while
tightening the puller until gear is removed
from shaft.
Installation
1. If the rotor shaft gear was removed, install the
gear before installing the parking brake on the
wheel motor:
a. Thoroughly clean gear (4, Figure 7-1) and
the shaft. Inspect the splines and remove
any burrs that may interfere with installation.
b. Heat the gear to 280°C (536°F). Immediately
install the gear on the shaft. The gear must
be fully seated against the shoulder of the
rotor shaft.
c. Install retainer plate (5), washer and
capscrew (6). Tighten the capscrew to 595 -
670 N·m (440 - 495 ft lbs).
2. Install two guide studs in the wheel motor frame
to guide the parking brake assembly into
position. Ensure that the mating surfaces are
clean and free of burrs.
3. Lift the parking brake into position for
installation. Note the proper orientation
depending on whether the parking brake is to
be installed on a left or right wheel motor. (The
bleeder screw at the top of the parking brake
will be tilted toward the front of the truck.)
4. Slide the parking brake over the guide studs
and the gear on the wheel motor rotor shaft.
5. Install capscrews and lockwashers (9) Tighten
the capscrews evenly to ensure that the parking
brake housing is properly seated on the wheel
motor. Tighten the capscrews to a final torque of
300 N·m (220 ft lbs).
6. Connect parking brake supply hose (7) and
remove any lifting equipment.
7. Bleed the air from the parking brake apply line
and housing. Refer to Parking Brake Bleeding
Procedure later in this section.
8. Install all ducts that were removed.
J07018 Parking Brake
Disassembly
1. Match mark parking brake housing (3, Figure 7-
3), piston housing (4), and end cap (5).
The following procedure is necessary to properly
relieve the pressure exerted by the belleville
springs on the end cap. Failure to follow this
procedure could result in capscrew failure and
personal injury during disassembly.
2. Loosen 12-point capscrews (10) evenly in 27
N·m (20 ft lbs) increments. Alternate by
selecting a successive capscrew that is located
approximately 180 degrees from the previously
loosened capscrew.
Continue loosening capscrews until the spring
pressure is released and the capscrews and
washers can be removed by hand.
3. Remove end cap (5). Lift belleville springs (7)
out of the counterbore of piston (6).
4. Lift the piston/housing assembly off the dowels
in housing (3).
5. Remove springs (1), separator discs (12), and
friction discs (13).
6. Remove piston (6) from piston housing (4).
Remove and discard piston seals (8) and (9).
Cleaning and Inspection
1. Clean all parts thoroughly.
2. Inspect dowel pins (2). If the dowel pins are
grooved from excessive wear or otherwise
damaged, press them out of housing (3).
3. Check the free height of compression springs
(1) and test for height under load. Replace the
springs if they are not within approximately 10%
of specification.
Free Height: . . . . . . . . . . . . . . . 11.58 mm (0.456 in.)
Height @ 162 N (36.4 lb):. . . . . . 8.89 mm (0.350 in.)
4. Inspect belleville springs (7) for cracks and
damage. Replace the springs as necessary.
5. It is recommended that the separator discs and
friction discs be replaced if wear is indicated.
6. Check the piston and piston housing bore for
scratches, nicks, pitting and other defects that
may cause seal leakage. Slight defects may be
repaired by polishing.
J7-5
Assembly
1. If dowel pins (2, Figure 7-3) have been
removed, press new dowel pins into the holes
in housing (3) until they are fully seated against
the shoulder. The following procedure is necessary to properly
2. Install one separator disc (12) over the dowel compress the belleville springs. Failure to follow
pins. Insert one compression spring (1) over the this procedure could result in capscrew failure
dowel pins. Insert one friction disc (13). and personal injury during assembly.
3. Install second compression spring (1) over the 9. Select three capscrews that are 120° apart and
dowel pins. Install one separator disc (12) over mark them.
the dowel pins. Insert second friction disc (13).
a. Tighten the marked capscrews to 41 N·m (30
Install remaining separator disc (12) over the
ft lbs). Snug the remaining capscrews after
dowel pins.
each of the marked capscrews is tightened in
NOTE: The internal teeth of the two friction discs the following steps.
must be aligned and must be concentric with the pilot b. Retighten the marked capscrews until the
diameter machined on the rear of the housing to gap between the end cap and piston housing
enable the completed assembly to be installed is equalized.
properly. If available, a mating gear as installed on
the wheel motor rotor shaft should be used to simplify c. Retighten the marked capscrews in 27 N·m
alignment. (20 ft lbs) increments until they are fully
tightened to 122 N·m (90 ft lbs).
4. Assemble seals (8) and (9) on the piston:
d. Tighten the remaining capscrews to 122 N·m
a. Install the O-ring seal in the bottom of each
(90 ft lbs).
groove. Make sure that the O-rings are not
twisted. 10. Install bleeder and O-ring plug (17). Install a
fitting in one of the pressure supply ports and
b. If available, use an expander to expand the
attach a hydraulic power source. Install an O-
outside diameter of each seal enough to
ring plug in the remaining port.
allow it to slide onto the piston.
11. Slowly apply pressure and open the bleeder
NOTE: If an expander tool is not available, the seals valve to bleed air from the piston cavity. Close
may be heated to 204°C (400°F) MAXIMUM. This the bleeder. Apply 2068 kPa (300 psi) of
will allow ring to be manually expanded until it will fit hydraulic pressure and hold it for one minute.
over piston.
12. Check for oil leakage. If leakage occurs, the
c. When each seal is over the groove, resize by
parking brake assembly must be disassembled
compressing the seal ring. Use a full circle
and repaired.
clamp with any sharp edges or grooves
covered to prevent damage to the seal
surfaces.
d. Install the quad ring in each seal.
5. Lubricate the piston seals and insert piston (6)
into piston housing (4).
6. Install piston/housing assembly over the dowels
in housing (3).
7. Place belleville springs (7) in the piston
counterbore as shown in Figure 7-3.
8. Place end cap (5) on the assembly and insert
capscrews (10) with hardened washers (11). Do
not tighten the capscrews.

J7-6 Parking Brake J07018

 FIGURE 7-3. PARKING BRAKE ASSEMBLY
1. Compression Spring 7. Belleville Springs 13. Friction Disc
2. Dowel Pin 8. Piston Seal Assembly 14. Gear (Armature)
3. Parking Brake Housing 9. Piston Seal Assembly 15. Plug
4. Piston Housing 10. Capscrew 16. Oil Supply Port
5. End Cap 11. Hardened Washer 17. Bleeder & O-Ring Plug
6. Piston 12. Separator Disc 18. Piston Position Holes

J07018 Parking Brake J7-7

PARKING BRAKE BLEEDING PROCEDURE
1. Securely block the wheels to prevent the truck
from rolling away.
2. Place the directional control lever in PARK and
turn the rest switch ON. Turn the key switch
OFF to shut down the engine and allow 90
seconds for the steering system accumulators
to bleed down. Open bleed down valves (1) and
(3, Figure 7-2) to bleed down the brake
accumulators.
3. Open the rear axle housing access door. Close
the brake accumulator bleed down valves.
4. Start the engine and allow the steering system
to fully charge (pump unloads). Then move the
directional control lever to NEUTRAL to
disengage the parking brake.
J7-8 Parking Brake
5. Connect a clear plastic hose to the parking
brake bleeder screw. Place the other end of
hose into a container.
6. Slowly open the bleeder valve and allow
hydraulic oil to run until it is clear and free of
bubbles. Close the bleeder screw securely.
7. Repeat Steps 5 and 6 for the other parking
brake.
8. Shut off the engine. Remove the bleed
equipment and close the rear axle housing
hatch.
J07018
 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 CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-1

L01033 Index L1-1

 NOTES

L1-2 Index L01033

 SECTION L2
HYDRAULIC SYSTEM
INDEX

HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3

HYDRAULIC PUMP MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3

HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4

STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6

DISC BRAKE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-8

L02034 2/06 Hydraulic System L2-1

 NOTES

L2-2 Hydraulic System 2/06 L02034

 HYDRAULIC SYSTEM
The following is a general description of the hydraulic
system. Additional information concerning individual
component description and operation can be found
under the different system circuits such as the hoist
circuit, steering circuit, and hydraulic brake circuit.
HYDRAULIC PUMP MODULE
Hydraulic pumps (16) and (18, Figure 2-1) are
mounted on a modular structure behind the traction
alternator. The pump module also contains pilot
operated hoist valve (3), which controls operation of
the hoist cylinders during body dumping operations.
Overcenter manifold (10) contains internal valves (8)
and (9), which ensure smooth operation and
maximum service life from the hoist cylinders.
The overcenter manifold also provides quick
disconnect fittings (12) to allow operation of the hoist
circuit by an external hydraulic source or to use the
hoist circuit of the truck to dump the load from a
disabled truck.

FIGURE 2-1. HYDRAULIC PUMP MODULE

1. Hoist Valve Tank Return (To
Brake/Hoist Return Manifold)
2. Supply to Pilot Valve
3. Hoist Valve
4. From Pilot Valve
5. To Brake/Hoist Return Manifold
6. Work Port Outlet
7. Supply From Hoist Pump & Filter
8. Counterbalance Valve
9. Needle Valve
10. Overcenter Manifold
11. Hoist Cylinder Supply Tubes
12. Hoist Quick Disconnects
13. Pump Case Drain Line
14. Steering Pump Inlet Port
15. Unloader Valve
16. Steering/Brake Pump
17. Hoist Pump Inlet Hoses
18. Hoist Pump
19. Pump Driveshaft

L02034 2/06 Hydraulic System L2-3


Relieve pressure before disconnecting hydraulic
and other lines. Tighten all connections before
starting truck.
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 injury is not received
immediately.
Always maintain complete cleanliness when
opening any hydraulic connection. Ensure that
all system lines are capped while the component
is removed from the truck.
NOTE: It is highly recommended that any hydraulic
oil to be used for filling or adding to the hydraulic
system is routed through a 3 micron filter device prior
to use.
L2-4 Hydraulic System
HOIST CIRCUIT OPERATION
The hoist, steering and brake circuits share a
common hydraulic tank (7, Figure 2-2). The tank is
located on the left side of the frame in front of the
rear wheels. The service capacity of the tank is 947 L
(250 gal). Type C-4 hydraulic oil is recommended for
use in the hydraulic system. Oil used in the hoist,
steering and brake circuits flows from the bottom of
the tank through 100 mesh wire suction strainers.
Hydraulic oil from the tank is supplied to a gear type
hoist circuit pump (18, Figure 2-1), rated at 931 l/min
(246 gpm) @ 1900 RPM and 17,200 kPa (2500 psi).
Oil from the pump outlet port is directed to high
pressure filters (4, Figure 2-2) and then enters hoist
valve (5).
The hoist pump (and steering/brake pump) is driven
by driveshaft (6) off the rear of the traction alternator.
Hoist valve (5) directs oil flow to hoist cylinders (1)
when the operator moves the hoist control lever. The
hoist control lever is connected to the hoist pilot
valve, located in the hydraulic components cabinet,
by a flexible control cable. If the control lever is in the
FLOAT position, oil is returned to the hydraulic tank
through brake/hoist return oil manifold (2) and also
flows through the disc brake circuit to cool the wet
disc brake system. Heat generated during service
brake application is removed by oil/water heat
exchanger (1, Figure 2-5).
Hoist system pressure is limited to a maximum of
17,200 kPa (2500 psi).
2/06 L02034
 FIGURE 2-2. HOIST PUMP PIPING (Top View)

1. Hoist Cylinders 5. Hoist Valve

2. Brake/Hoist Return Oil Manifold 6. Pump Drive Shaft
3. Overcenter Manifold 7. Hydraulic Tank
4. Hoist Circuit Filters

L02034 2/06 Hydraulic System L2-5

STEERING CIRCUIT OPERATION
Hydraulic oil from the tank is supplied to a piston
type, pressure compensated steering and brake
circuit pump (8, Figure 2-3), rated at 250 l/min (66
gpm) @ 1900 RPM @ 17,200 kPa (2500 psi).
Unloader valve (15, Figure 2-1) maintains system
pressure between 18,960 kPa (2750 psi) and 20,860
kPa (3025 psi).
Oil from the pump is directed to high pressure filter
(9, Figure 2-3) before entering bleeddown manifold
(5). The bleeddown manifold provides several
functions in the steering, brake, and hoist systems. It
is used to route oil flow to the steering system and
hydraulic brake system.
Refer to Section J for brake system operation.
L2-6 Hydraulic System
Steering system oil is directed to accumulators (3),
which store pressurized oil in the event of loss of
pump pressure. Oil is also directed to flow amplifier
valve (4) for use by the steering control unit and
steering cylinders (1).
A relatively small volume of oil is supplied from the
flow amplifier to the steering control unit, which is
mounted on the steering column in the cab. When
the operator moves the steering wheel, oil is routed
from the steering control unit back to the flow
amplifier based on the direction and rate of speed of
rotation of the steering wheel.
The flow amplifier provides a large volume of oil
(determined by input from the steering control unit) to
the steering cylinders to turn the front wheels.
2/06 L02034
 FIGURE 2-3. STEERING SYSTEM COMPONENTS (Bottom View)

1. Steering Cylinders 6. Hydraulic Tank

2. Manifold 7. Pump Supply Shutoff Valve (930E-3 only)
3. Steering System Accumulators 8. Steering/Brake Circuit Pump
4. Flow Amplifier Valve 9. Steering/Brake Circuit Filter
5. Bleeddown Manifold 10. Hoist Circuit Pump

L02034 2/06 Hydraulic System L2-7

DISC BRAKE COOLING SYSTEM
When the hoist control valve is in the FLOAT or
HOLD position, oil is supplied by the hoist valve to
the disc brake assemblies of each wheel to remove
heat that is generated during application of the
service brakes.
Oil supplied to the rear wheel brakes flows from the
hoist valve to brake/hoist return oil manifold (11,
Figure 2-5), to the brake assemblies, and is then
returned to the brake/hoist return oil manifold and
hydraulic tank (12). Oil supplied to the front wheel
brakes is routed from the hoist valve to oil/water heat
exchanger (1) before entering the brake assemblies.
The front brake oil is then returned to the brake/hoist
return oil manifold and then to the hydraulic tank. The
front brake cooling oil is also used to lubricate the
front wheel hub bearings.
The brake cooling circuit pressure is limited by
orificed regulator valves located in the brake/hoist
return oil manifold. Figure 2-4 shows the piping and
flow of oil through the brake/hoist return oil manifold.
The internal check valves crack open at 241 kPa (35
psi). Their opening pressure will be slightly higher as
flow through the manifold increases.
FIGURE 2-4. BRAKE/HOIST RETURN OIL
Refer to Section J for information regarding operation
MANIFOLD
of the brake system.
1. Rear Brake Return
2. Rear Brake Supply
3. Rear Brake Supply Press.
4. Front Brake Supply Press.
5. Rear Brake Cooling Oil (From Hoist Valve)
6. Return From Hoist Valve
7. Return From Hoist Valve
8. Manifold
9. Front Brake Bypass
10. Rear Brake Return Pressure
11. Hoist Return Pressure
12. Front Brake Return Pressure
13. Rear Brake Oil Return
14. Rear Brake Oil Return to Tank
15. Hoist Return to Tank
16. Front Brake Oil Return to Tank
17. Front Brake Oil Return
18. Front Brake Oil Return

L2-8 Hydraulic System 2/06 L02034

 FIGURE 2-5. DISC BRAKE COOLING CIRCUIT - TYPICAL (Bottom View)
1. Heat Exchanger 5. R. F. Brake Cooling Outlet Hose 10. Rear Brake Cooling Supply &
2. Front Brake Cooling Oil Supply 6. L. F. Brake Cooling Inlet Hose Return Lines
From Hoist Valve 7. Hoist Pump 11. Brake/Hoist Return Oil Manifold
3. L. F. Brake Cooling Outlet Hose 8. Filters 12. Hydraulic Tank
4. R. F. Brake Cooling Inlet Hose 9. Rear Axle Housing

L02034 2/06 Hydraulic System L2-9

 NOTES

L2-10 Hydraulic System 2/06 L02034

 SECTION L3
HYDRAULIC SYSTEM COMPONENT REPAIR
INDEX

HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3

HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-5

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10

TROUBLESHOOTING GUIDE (Hoist Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15

HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16

Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17

HYDRAULIC TANK STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17

Inspect and Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17

HYDRAULIC TANK BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18

L03030 Hydraulic Component Repair L3-1

 NOTES

L3-2 Hydraulic Component Repair L03030

 HYDRAULIC SYSTEM COMPONENT REPAIR
HOIST PUMP 3. Remove the rear axle blower duct to allow the
hoist pump to be lowered from the pump
Removal module mounting bracket for removal. Remove
duct support bracket.
NOTE: The hoist pump can be removed without
removing the steering pump from the truck if desired. 4. Close the pump supply shutoff valves.
1. Turn key switch OFF and allow approximately
90 seconds for the accumulators to bleed down.
2. If necessary, drain the hydraulic tank by using
the drain valve located on the rear side of the
tank. Always maintain complete cleanliness when
opening any hydraulic connection. Make sure
NOTE: If oil in the hydraulic tank has not been
that all system lines and components are capped
contaminated, the shutoff valves can be closed and
while the component is removed from the truck.
both pump inlet lines can be drained, eliminating the
need to completely drain the tank.

FIGURE 3-1. HOIST AND STEERING PUMP PIPING (Top View)

1. Hoist Cylinders 5. Hoist Valve

2. Brake/Hoist Return Oil Manifold 6. Pump Drive Shaft
3. Overcenter Manifold 7. Hydraulic Tank
4. Hoist Circuit Filters

L03030 Hydraulic Component Repair L3-3

 5. Loosen the capscrews securing the inlet and
outlet hoses (1, Figure 3-2) on the hoist pump
and allow oil to drain. Remove inlet and outlet
hoses. Cap or cover all lines and pump inlets
and outlets to prevent contamination.
6. Remove the capscrews that secure the hoist
pump drive flange to the drive shaft.

The hoist pump weighs approximately 140 kg

(310 lbs). The hoist and steering pump together
weigh approximately 254 kg (560 lbs). Use a
suitable lifting or support device that can handle
the load safely.

FIGURE 3-2. HYDRAULIC PUMP

1. Pump Outlet Hoses 4. Pump Mount
2. Pump Mount Capscrews
Capscrews 5. Steering/Brake Pump
3. Hoist Pump 6. Pump Mount Bracket
7. Outlet Hose

FIGURE 3-3. STEERING/BRAKE PUMP REMOVAL

1. Hoist Pump 6. Bearing Plate 11. Steering & Brake Pump 14. Compensator
2. Nut & Washer 7. O-ring 12. Pump Case Return Adjustment Screw
3. Dowel 8. Transition Plate Fitting (Pump Drain) 15. Unloader
4. O-ring 9. Coupling 13. Inlet Port Adjustment Screw
5. Capscrew 10. Capscrew 16. O-ring

L3-4 Hydraulic Component Repair L03030

 7. Attach a suitable lifting or support device to the
hoist pump. Attach a support to the front end of
the steering pump to hold it in place during
removal of the hoist pump.
8. Remove four capscrews (2, Figure 3-2) that
secure the hoist pump to the front support
bracket. Remove the six capscrews that hold
support bracket (6) to the pump module
support. Remove support bracket.
9. Make sure that the lifting and support devices
are in place on both pumps. Loosen (but do not
remove) the rear support bracket capscrews
that retain the steering pump. Lower the pumps,
allowing the hoist pump to come down further
than the steering pump.
10. Remove four steering/brake pump mounting
capscrews (4). Slide the hoist pump forward to
disengage the splines of drive coupling (9,
Figure 3-3) from the steering pump.
11. Move the pump to a clean work area for
disassembly.
L03030 Hydraulic Component Repair
Installation
NOTE: The following assumes the steering pump is
already in position on the truck.
1. Install O-ring (16, Figure 3-3) to steering pump
(11). Install coupler (9) to hoist pump.
The hoist pump weighs approximately 140 kg
(310 lbs). The hoist and steering pump together
weigh approximately 254 kg (560 lbs). Use a
suitable lifting or support device that can handle
the load safely.
2. Attach a suitable lifting or support device to the
hoist pump. Move the pump into position in the
truck.
3. Lubricate the steering pump spline shaft and
align it with coupling (9). Install the hoist pump
onto the steering pump. Install capscrews (10)
with hardened washers and tighten the
capscrews to standard torque. Raise the pumps
up into position.
4. Attach the front support bracket to the pump
module support structure and to the pump with
capscrews, lockwashers and nuts. Tighten the
capscrews to standard torque.
5. Connect the hoist pump drive flange to the drive
shaft with capscrews, lockwashers and nuts.
Tighten the capscrews to standard torque.
6. Tighten the capscrews for steering pump
support bracket (6, Figure 3-2) to standard
torque.
7. Uncap the inlet and outlet hoses and connect
them to the pumps using new O-rings. Tighten
the capscrews securely.
8. Service the hydraulic tank with C-4 type
hydraulic oil. Refer to the topic Hydraulic Tank
later in this section for filling instructions.
9. Open the three suction line shutoff valves.
Loosen the capscrews (at the pump) on the
suction hoses to bleed any trapped air. Then
loosen the capscrews (at the pump) on the
pressure hoses to bleed any trapped air.
Tighten all capscrews securely.
NOTE: If trapped air is not bled from the steering
pump, possible pump damage and no output may
result.
10. Reinstall the blower duct and support bracket.
L3-5
Disassembly
NOTE: As parts are removed, lay them out in a group
in the same order in which they are removed.
1. Thoroughly clean the exterior of the pump
assembly. If the steering pump is attached,
remove capscrews (10, Figure 3-3) and pull the
steering pump free of transition plate (8).
Remove O-ring (16).
2. Remove and inspect coupling (9). Remove and
discard the internal snap ring, if installed.
Remove dowels (3) if damaged or if
replacement of the bearing plate is necessary.
3. Support the pump by placing it on wood blocks
with the input drive shaft pointing down. Mark
each section nearest to the input drive gear to
facilitate reassembly.
4. Remove nuts (17, Figure 3-3). Remove bearing
plate (20, Figure 3-4) with transition plate (22)
and O-ring (26). Remove the capscrews that
secure the bearing plate to the transition plate.
Remove O-ring (23). Remove the dowels if
damaged or if replacement of the transition
plate is necessary.

FIGURE 3-4. HOIST PUMP

1. Drive Gear & Shaft 10. Connector Plate 19. Dowel 28. Snap Ring
2. Seal 11. O-ring 20. Bearing Plate 29. Coupler
3. Idler Gear 12. Bearing Plate 21. Dowel 30. Steel Ring
4. Stud 13. Gear Plate 22. Transition Plate 31. Backup Ring
5. Steel Ball 14. Connector Plate 23. O-ring 32. O-ring
6. Flange 15. Washer 24. (Not Used) 33. Pressure Plate
7. Dowel 16. Nut 25. Coupler 34. Isolation Plate
8. Gear Plate 17. Stud 26. O-ring 35. Plug
9. O-ring 18. Idler Gear 27. Drive Gear (Rear) 36. Snap Ring

L3-6 Hydraulic Component Repair L03030

 5. Remove connector plate (9, Figure 3-5).
Remove O-ring (8) and steel rings (10 & 14).
Remove dowels (6) if damaged or if
replacement of the connector plate is
necessary.
NOTE: If the connector plate is stuck, tap lightly with
a plastic hammer to loosen.
6. Remove backup ring (15), O-ring and retainer
(16) and isolation plate (17). Grasp the drive
gear (12) and idler gear (11) and pull straight up
and out of the gear plate (5) bore. Remove
pressure plate (18) from gears.
7. Remove gear plate (5) and pressure plate (19).
Remove the steel rings, backup ring, O-ring and
retainer, and isolation plate. Remove O-ring (3)
and stud O-ring (4).
8. Remove bearing plate (2, Figure 3-5). Remove
O-ring (23) and stud O-rings (1). Remove
dowels (20) if damaged or if replacement of the
bearing plate is necessary.
9. Remove coupling (21). Remove snap ring (22)
if damaged or if replacement is necessary.
NOTE: Disassembly of the rear pump section is now
complete. Do not remove the thru studs at this time
because the studs serve as guides for disassembly.

FIGURE 3-5. HOIST PUMP DISASSEMBLY (Rear Section)

1. O-ring 7. Stud 13. Bearings 19. Pressure Plate
2. Bearing Plate 8. O-ring 14. Steel Ring 20. Dowels
3. O-ring 9. Connector Plate 15. Backup Ring 21. Coupling
4. O-ring 10. Steel Ring 16. O-ring & Retainer 22. Snap Ring
5. Gear Plate 11. Idler Gear 17. Isolation Plate 23. O-ring
6. Dowel 12. Drive Gear (Rear) 18. Pressure Plate

L03030 Hydraulic Component Repair L3-7

 10. Remove bearing plate (10, Figure 3-6). If the
bearing plate is stuck, tap lightly with a plastic
hammer to loosen it. Remove O-rings (9) and
(11).
11. Remove steel rings (13), backup ring (14), O-
ring and retainer (15), and isolation plate (17).
Remove dowels (16) if damaged or if
replacement of bearing plate (10) is necessary.
12. Unscrew thru studs (12) and remove them.
Remove flange (5). If the flange is stuck, tap the
flange lightly with a plastic hammer to loosen.
Remove O-ring (8). Remove dowels (6) if
damaged or if replacement of flange (5) or gear
plate (7) is necessary.
13. Remove the steel rings, backup ring, O-ring and
retainer. Remove drive gear (1) and idler (3)
from gear plate (7). Remove both pressure
plates (18).

FIGURE 3-6. HOIST PUMP DISASSEMBLY (Front Section)

1. Drive Gear & Shaft 8. O-ring 15. O-ring & Retainer

2. Seal 9. O-ring 16. Dowel
3. Idler Gear 10. Bearing Plate 17. Isolation Plate
4. Steel Ball 11. O-ring 18. Pressure Plate
5. Flange 12. Thru Studs 19. Plug
6. Dowel 13. Steel Rings 20. Seal
7. Gear Plate 14. Backup Ring 21. Snap Ring

L3-8 Hydraulic Component Repair L03030

 FIGURE 3-7. PREPARATION FOR SEAL
REMOVAL
1. Flange 3. Wooden Blocks
2. Bearings

14. Remove outboard shaft seal (2), snap ring (21)

and inboard shaft seal (20).

NOTE: To aid in shaft seal removal place the flange

on two small wooden blocks as shown in Figure 3-7.

FIGURE 3-8. SHAFT SEAL REMOVAL

1. Flange 3. Bearings
2. Punch

15. Use a punch and hammer to tap the outboard

shaft seal out of the flange bore. (Refer to
Figure 3-8.) Be careful not to mar, scratch or
damage the seal bore surface or bearings.
16. After the seals and snap ring have been
removed, clean the bore thoroughly. If
necessary, the bore may be smoothed with
number 400 emery paper (only).

L03030 Hydraulic Component Repair L3-9

Inspection
1. Examine the gear bores in both gear plates;
reference Figure 3-9. During the initial break-in,
the gears cut into the aluminum gear plates.
The nominal depth of this cut is 0.203 mm
(0.008 in.) and should not exceed 0.381 mm
(0.015 in.). As the gear teeth cut into the gear
plates, metal is rolled against the pressure
plates. Use a knife or sharp pointed scraper to
remove the metal that was rolled against the
pressure plates. Remove all metal chips that
were broken loose.
When removing the rolled up metal, do not
attempt to remove the gear track-in grooves.
2. Examine the pressure plates. They should not
show excessive wear on the bronzed side. If
deep curved wear marks are visible, replace the
pressure plates.
3. Examine the gears. If excessive wear is visible
on the journals, sides, or face of the gears, or at
the point where the drive gear rotates in the lip
seal, replace the gears.
4. If any of the internal parts show excessive wear,
replace with new parts. Replace all O-rings and
seals.
5. Inspect the bearings. If they are worn beyond
the gray teflon into the bronze material, the
replace the flange connector plates or bearing
plate.
FIGURE 3-9. GEAR BORE INSPECTION
1. Gear Track-In 2. Gear Plate
L3-10 Hydraulic Component Repair
NOTE: Replacing the bearing in the flange,
connector plates or bearing plate is not
recommended due to close tolerances and special
tooling that is required for crimping the bearing in
place to prevent bearing spin.
6. Inspect the flange seal bore for scratches or
gouges which may interfere with shaft seal
installation.
7. For additional pump and system inspection
refer to the Troubleshooting Guide.
Assembly
A suitable seal press ring or plug and two small wood
blocks should be used. The following seal installation
procedure uses a vise, but it can be adapted for use
of a press if one is available.
1. Open the vise jaws wide enough to accept the
combined thickness of the flange, wood blocks
and press ring.
2. Place the wood blocks flat against the fixed jaw
of the vise. Place the flange plate against the
blocks in such a position that the bearing
projections are between the blocks and clear of
the vise jaw (see to Figure 3-10).
3. Lubricate the seals with hydraulic oil. Position
inboard shaft seal (3, Figure 3-11) with the
metal face toward the outboard end of the
flange.
FIGURE 3-10. SHAFT SEAL INSTALLATION
1. Flange 3. Bearing Projection
2. Wood Blocks
L03030
 4. Position the press ring over the seal. Make sure
that the seal stays centered and true with the
bore, and start applying pressure with the vise.
Continue pressing the seal until it just clears the
snap ring groove in the bore.
5. Install snap ring (2, Figure 3-11) with the snap
ring opening over weep hole (10).
6. Install the outboard seal (metal face out) until it
just contacts the snap ring.
7. Lubricate thru stud threads (14, Figure 3-11)
with hydraulic oil. Thread the studs into flange
until snug. There are four long studs and four
short studs. Refe to Figure 3-12 for proper stud
location.
8. Lubricate and install O-ring (7). Install dowel
pins (12) if removed. Install gear plate (13).
Make sure that the recess in the gear plate will
be toward the connector plate or facing up
when the gear plate is installed.
9. Install steel rings (5, Figure 3-12). Lubricate and
install backup ring (8), O-ring (7) and ring
retainer (6) as shown in Figure 3-12.
10. Install isolation plate (9) on the suction side of
the gear plate. The isolation plate has a relief
area milled on one side. Turn that side up or
toward the pressure plate.
FIGURE 3-11. SHAFT SEAL INSTALLATION
1. Outboard Shaft Seal 8. Bearing
2. Snap Ring 9. Bearing
3. Inboard Shaft Seal 10. Weep Hole
4. Seal, Metal Face 11. Plug
5. Flange 12. Dowel
6. Steel Ball 13. Gear Plate
7. O-ring 14. Thru Studs
L03030 Hydraulic Component Repair
11. With the bronze side up and the milled slot
facing toward the discharge side, slide pressure
plate (2, Figure 3-13) down into the gear bores
until it rests on the backup ring and O-ring. Do
not force the plate down the gear bores. If it
hangs up on the way down, work it back and
forth until it slides freely into place.
12. Coat the inside of the gear plate and the gears
with clean hydraulic oil.
NOTE: To ensure that the gear pump is correctly
timed during reassembly, place a mark on the end of
the input shaft to indicate the location of the valley
between any two gear teeth. Refer to Figure 3-16
which illustrates gear timing.
13. With the extension end of the drive gear facing
toward the shaft seals, install the drive gear. Do
not drop the gear in the bore. Damage to the
bronze face of the pressure plate could result.
Be careful when pushing the drive gear
extension thru the shaft seals. Install the idler
gear.
FIGURE 3-12. PUMP REASSEMBLY
1. Gear Plate 7. O-ring
2. Drive Gear 8. Backup Ring
3. Idler Gear 9. Isolation Plate
4. Bearing 10. Relief Area
5. Steel Ring 11. Thru Studs
6. Retainer
L3-11
 14. Install the opposite pressure plate with the
bronze side down and the milled slot facing
toward the discharge side.
15. Install steel rings (11, Figure 3-14), backup ring
(12), O-ring and retainer (13). Install isolation
plate with its relief toward the pressure plate.
16. Lubricate and install thru stud O-rings (5) and
connector plate O-ring (7). Install dowel (14) if
removed. Lubricate the inside diameter of
bearings (17) and install connector plate (6).
Install snap ring (8) and coupling (9).

FIGURE 3-13. PRESSURE PLATE INSTALLATION

1. Gear Plate 3. Slot
2. Pressure Plate

FIGURE 3-14. HOIST PUMP REASSEMBLY

1. Drive Gear & Shaft 7. O-ring 13. O-ring & Retainer
2. Idler Gear 8. Snap Ring 14. Dowel
3. Gear Plate 9. Coupling 15. Isolation Plate
4. Relief 10. Thru Studs 16. Pressure Plate
5. O-ring 11. Steel Ring 17. Bearings
6. Connector Plate 12. Backup Ring

L3-12 Hydraulic Component Repair L03030

 17. Lubricate O-ring (3, Figure 3-15) and install it in
bearing plate (7). Lubricate O-rings (4) and
install them over studs (12). Replace dowel (2)
if removed. Install bearing plate (7).
18. Repeat Steps 9, 10 and 11 for installation of the
steel rings, backup ring, O-ring, retainer,
isolation plate and pressure plate.
19. Lubricate the inside diameter of bearings (26).
Install O-rings (8 & 9) and dowel (25) if
removed. Install gear plate (10). Make sure that
the relief in the gear plate is toward bearing
plate (7).

FIGURE 3-15. HOIST PUMP REASSEMBLY

1. Drive Gear (Rear) 8. O-ring 15. Bearing Plate 22. Dowel
2. Dowel 9. O-ring 16. Transition Plate 23. Dowel
3. O-ring 10. Gear Plate 17. O-ring 24. O-ring
4. O-ring 11. Connector Plate 18. (Not Used) 25. Dowel
5. Coupling 12. Stud 19. Coupling 26. Bearings
6. Connector Plate 13. Idler Gear 20. Nut
7. Bearing Plate 14. Capscrew 21. O-ring

L03030 Hydraulic Component Repair L3-13

 20. Install rear drive gear (1) and idler gear (13).
The rear drive gear must be timed with the front
drive gear. This is accomplished by lining up a
tooth on the rear drive gear with the valley of
two teeth on the front drive gear as shown in
Figure 3-16.

FIGURE 3-17.
FIGURE 3-16. PUMP GEAR TIMING
1. Wrench 3. Pump
2. Input Shaft

21. Repeat Steps 14 and 15 for installation of the

remaining pressure plate, steel rings, backup
ring, O-ring and retainer, and isolation plate.
22. Lubricate and install O-ring (24, Figure 3-15) in
connector plate (11). Install dowel (23) if
removed. Lubricate the inside diameter of the
bearing in connector plate (11). Install
connector plate (11) with flat washers and nuts.
23. Install dowel (22) if removed. Lubricate and
position O-ring (17) in transition plate (16).
Assemble bearing plate (15) to the transition
plate and install capscrews (14). Tighten the
capscrews to standard torque.
24. Lubricate O-ring (21) and position it on bearing
plate (15). Install the assembled bearing plate
and transition plate to connector plate (11) and
secure it with nuts (20). Tighten the nuts to
standard torque.
25. Install coupling (19).
26. Lubricate the thru stud threads and install two
opposite stud nuts and hardened washers.
Tighten the nuts to 332 ± 7 N•m (245 ± 5 ft lbs).
27. Use a 45 cm (18 inch) adjustable wrench to
check the pump drive shaft rotation. The drive
shaft will be tight but should turn freely with a
maximum torque of 15 N•m (10 ft lbs) after the
initial surge (see Figure 3-17).
28. If the shaft will not turn properly, disassemble
the pump and examine the parts for burrs or
foreign material that may be causing buildup or
interference between parts.
29. When the input shaft turns properly, install the
remaining hardened washers and nuts. Tighten
the nuts to 332 ± 7 N•m (245 ± 5 ft lbs).
30. Install a new O-ring on the steering pump flange
and install the steering pump onto transition
plate (16, Figure 3-15). Install the capscrews
and tighten them to standard torque.

A snap ring may have been installed previously

inside coupling (19). This snap ring is not
necessary and must not be used. In some cases,
depending on tolerance stack-up, the snap ring
can cause excessive axial loading, leading to
premature pump failure.

L3-14 Hydraulic Component Repair L03030

 HOIST PUMP TROUBLESHOOTING GUIDE
TROUBLE
1. Sandblasted band around pressure
plate bores
2. Angle groove on face of pressure
plate
3. Lube groove enlarged and edges
rounded
4. Dull area on shaft at root of tooth
5. Dull finish on shaft in bearing area
6. Sandblasted gear bore in housing
1. Scored pressure plates.
2. Scored shafts
3. Scored gear bore
1. Any external damage to pump
2. Damage on rear of drive gear and
rear pressure plate only
1. Eroded pump housing
2. Eroded pressure plates
1. Heavy wear on pressure plate
2. Heavy wear on end of gear
1. Housing scored heavily
2. Inlet peened and battered
3. Foreign object caught in gear teeth
1. Pressure plate black
2. O-rings and seals brittle
3. Gear and journals black
1. Broken shaft
2. Broken housing or flange
L03030
POSSIBLE CAUSE
Abrasive wear caused by fine
particles not visible to the eye
(such as dirt)
Abrasive wear caused by
coarse metal particles visible
to the eye
Incorrect installation
Aeration-cavitation caused by
restricted oil flow to pump
inlet or aerated Oil
Lack of oil
Damage caused by metal
object
Excessive heat
Over-pressure
Hydraulic Component Repair
SUGGESTED CORRECTIVE
ACTION
1. Was clean oil used?
2. Was filter element change period
correct?
3. Were correct filter elements used?
4. Hoist cylinder rod wiper and seals
in good condition?
5. Cylinder rods dented or scored?
6. Was system flushed properly after
previous failure?
1. Was system flushed properly after
previous failure?
2. Contaminants generated elsewhere
in hydraulic system?
3. Contaminants generated by
wearing pump components?
1. Did shaft bottom in mating part?
2. Any interference between pump
and machine?
1. Tank oil level correct?
2. Oil viscosity as recommended?
3. Restriction in pump inlet line?
4. Air leak in pump inlet line?
5. Loose hose or tube connection?
1. Was oil level correct?
2. Any leaks in piping inside tank?
1. Metal object left in system during
initial assembly or previous repair?
2. Metal object generated by another
failure in system?
1. Metal object left in system during
initial assembly or previous repair?
2. Was relief valve setting too low?
3. Was oil viscosity correct?
4. Was oil level correct?
1. Relief valve setting correct?
2. Did relief valve function?
L3-15
HYDRAULIC TANK
Filling Instructions
NOTE: If filling is required, use only type C-4
hydraulic oil as specified on the truck Lubrication
Chart. Filtering of oil with a 3 micron filtering system
is recommended.
1. Lower the tuck body and shut down the engine.
With the key switch OFF, allow at least 90
seconds for the accumulators to bleed down.
2. Remove fill cap (1, Figure 3-18) and add clean
type C-4 hydraulic oil until oil is visible in the top
sight gauge.
3. Install the fill cap.
4. Start the engine. Raise and lower the dump
body three times.
5. Continue to repeat Steps 1 through 4 until the
oil level is maintained in the top sight gauge
with the engine stopped, key switch OFF, and
body down.
NOTE: With the engine running and oil at operating
temperature, the oil should be visible in the lower
sight glass. If not, shut down the engine and add oil.
NOTE: Minor adjustments to the oil level can be
made by using drain cocks (5) next to the filler neck.
If a component in the hydraulic system fails, an
oil analysis should be made before replacing any
component. If foreign particles are evident, the
system must be flushed. Refer to Hydraulic
System Flushing instructions.

Removal
1. Turn the key switch OFF and allow at least 90
seconds for the steering accumulators to bleed
down.
NOTE: Be prepared to contain approximately 947 L
(250 gal) of hydraulic oil. If the oil is to be reused,
clean containers must be used with a 3-micron
filtering system available for refill.
2. Thoroughly clean the outside of the hydraulic
tank and attached equipment.
3. Drain the hydraulic tank by using the drain valve
located on the rear side of the tank.
4. Disconnect the hydraulic lines. Plug all lines to
prevent possible contamination to the system.
Tag each line at removal for proper identification
during installation.

Be careful to avoid contact with hot oil if tthe

FIGURE 3-18. HYDRAULIC TANK ruck has been operating. Avoid spillage and
contamination.
1. Fill Cap 4. Drain Valve 5. Attach a suitable lifting device to the hydraulic
2. Sight Gauges 5. Drain Cocks tank. The weight of the hydraulic tank is
3. Breather Filters (2) approximately 590 kg (1300 lbs).
6. Remove the capscrews and lockwashers that
secure the hydraulic tank to the frame.
7. Move the hydraulic tank to a clean work area for
disassembly or repair, if necessary

L3-16 Hydraulic Component Repair L03030

Installation
1. Lift the hydraulic tank into position and secure it
with capscrews and lockwashers. Tighten to
622 N•m (459 ft lbs).
2. Uncap the hydraulic lines and attach them to
the proper connections.
3. Replace the breather filters, if required.
4. Fill the hydraulic tank with clean, filtered C-4
hydraulic oil. Refer to Filling Instructions.
5. Bleed all air from the hydraulic lines.
6. Bleed any air that is trapped inside the steering
pump. Refer to Section L, Pump Pressure
Setting, for the air bleeding procedure.
NOTE: If trapped air is not bled from the steering
pump, possible pump damage and no output may
result.
HYDRAULIC TANK STRAINERS
Removal
1. Turn the key switch OFF and allow at least 90
seconds for the steering accumulators to bleed
down.
NOTE: Be prepared to contain approximately 947 L
(250 gal) of hydraulic oil. If the oil is to be reused,
clean containers must be used with a 3-micron
filtering system available for refill.
2. Drain the hydraulic tank by using the drain valve
located on the rear side of the tank.
3. Disconnect pump suction hoses. (5, Figure 3-
19).
4. Remove capscrews and lockwashers (3) that
secure cover (2) to the hydraulic tank. Remove
and discard the gasket.
5. Remove the capscrews and lockwashers that
secure the suction strainers. Remove the
suction strainers.
Inspect and Clean
NOTE: Inspect the strainers thoroughly for metallic
particles and varnish build up (if oil has been
overheated). The quantity and size of any particles
may be an indication of excessive wear of
components in the hydraulic system.
1. Clean the strainers from the inside out with
fresh cleaning solvent.
2. Inspect the strainers for cracks and wear.
Replace the strainers if necessary.
3. Clean any sediment from the bottom of the
hydraulic tank.

Installation
1. Install suction strainers and secure them in
place with capscrews and lockwashers. Tighten
the capscrews to standard torque.
2. Using a new cover gasket, move cover (2,
Figure 3-19) into position and install capscrews
and lockwashers (3). Tighten the capscrews to
standard torque.
3. Install the pump suction hoses.
4. Fill the hydraulic tank. Refer to Filling
Instructions. Open both suction line shutoff
FIGURE 3-19. STRAINER REMOVAL valves (4).
1. Hydraulic Tank 4. Shutoff Valve
2. Cover 5. Pump Suction Hoses 5. Loosen the suction line connections at both
3. Capscrews & pumps to bleed any trapped air. Tighten the
Lockwashers hose connections.
6. Bleed any air that is trapped inside the steering
pump. Refer to Section L, Pump Pressure
Setting, for the air bleeding procedure.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.

L03030 Hydraulic Component Repair L3-17

HYDRAULIC TANK BREATHERS
There are two breather filters located on top of the
hydraulic tank that allow air in and out of the tank.
The filters should be replaced at the interval specified
on the lubrication chart. Plugged breather filters can cause pressure
buildup inside the hydraulic tank and can cause
Keep the area around the breather filters clean and the service brakes to drag.
free of debris. If there is any indication that the
breather filters are oil-soaked, replace the filters as
soon as possible and check for proper oil level in the
hydraulic tank. Once the breather filters become oil-
soaked, they will plug very quickly.

L3-18 Hydraulic Component Repair L03030

 SECTION L4
STEERING CIRCUIT
INDEX

STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3

COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4

Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4

Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5

Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5

Relief Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7

Hoist Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7

Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7

Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7

High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7

Quick Disconnect Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7

Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-9

FLOW AMPLIFIER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10

No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10

Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-12

Steering Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14

No Steer, External Shock Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-16

STEERING PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18

Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18

High Altitude Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18

PRINCIPLE OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20

Full Pump Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20

Half Pump Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20

Neutral Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20

Steering Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-21

L04045 Steering Circuit L4-1

 NOTES

L4-2 Steering Circuit L04045

 STEERING CIRCUIT
STEERING CIRCUIT OPERATION
Pump (8, Figure 4-1) supplies oil to bleeddown
manifold (5) after passing through high pressure filter
(9). This oil supply is then distributed to the brake
system and steering system.
System pressure is regulated between 19,000 kPa
(2750 psi) and 20,900 kPa (3025 psi) by an unloader
valve located on the bottom of the steering pump
case.

FIGURE 4-1. STEERING SYSTEM COMPONENTS - TYPICAL (Bottom View)

1. Steering Cylinders 4. Flow Amplifier Valve 7. Shutoff Valve 9. Steering/Brake Circuit
2. Manifold 5. Bleeddown Manifold (930E-3 only) Filter
3. Steering Accumulators 6. Hydraulic Tank 8. Steering/Brake Pump 10. Hoist Circuit Pump

L04045 Steering Circuit L4-3

Oil pressure from the bleeddown manifold is routed COMPONENT DESCRIPTION
back to the pump and sensed by the “ACC” port on
the unloader valve. A steering pressure switch,
mounted on the bleeddown manifold, is connected
electrically to a low steering pressure warning lamp
mounted in the cab, which warns the operator if
system pressure drops below 15,900 kPa (2300 psi).
The bleeddown manifold performs many functions,
including distribution of the steering circuit oil supply
to steering system accumulators (3) and flow
amplifier valve (4). Oil is also provided to the service
brake apply system, the automatic lubrication system
grease pump motor, and the optional radiator
shutters, if installed.
Two nitrogen precharged accumulators are mounted
on the left frame rail behind the front tire. They
provide a sufficient oil supply to allow the operator to FIGURE 4-2. STEERING CONTROL UNIT
steer the truck off the haul road and park in a safe
area if a loss of steering circuit oil occurs. A steering “T”: Tank Port “R”: Right Steer Port
accumulator bleeddown solenoid, mounted on the “L”: Left Steer Port “LS”: Load Sense Port
bleeddown manifold, is electrically activated to bleed “P”: Pressure (Supply)
the pressurized hydraulic oil from inside the Port 1. Valve Assembly
accumulators back to the hydraulic tank whenever
the key switch it turned to the OFF position.
If a loss of steering pressure occurs during operation,
the truck must be stopped immediately. The pressure Steering Control Unit
in the accumulators allow the operator to steer the
The steering control unit (Figure 4-2) is mounted
truck for a short period. Do not attempt further
inside the cab and is directly coupled to the lower
operation until the problem is located and corrected.
end of the steering column.
The bleeddown manifold and accumulators supply oil
Operation of the steering control unit is both manual
to the flow amplifier valve. The flow amplifier directs
and hydraulic in effect. This component incorporates
oil flow to the appropriate ports on the steering
a hydraulic control valve. Steering effort applied to
cylinders as determined by inputs from the steering
the steering wheel by the operator actuates the
control unit as the operator steers the truck (see
valve, which in turn directs hydraulic oil through the
Figure 4-2).
flow amplifier valve to the steering cylinders to
Oil entering the steering control unit is blocked until provide the operator with power steering.
the steering wheel is turned in a desired direction.
The valve then directs oil to the flow amplifier, which
in turn provides a high volume of oil to the steering
cylinders. Hydraulic oil at the opposite ends of the
steering cylinders flows back through the flow
amplifier and bleeddown manifold to the hydraulic
tank.
Oil flow to the brake apply system flows through a
check valve, preventing loss of oil in the brake circuit
if a loss of oil occurs in the steering circuit. Refer to
Section J for a detailed description of the brake apply
system hydraulic circuit and components.

L4-4 Steering Circuit L04045

Bleeddown Manifold Valve
Bleeddown manifold (5, Figure 4-1) is located on the
outside of the left hand frame rail just behind the
accumulators. The bleeddown manifold is equipped
with the following major circuit components, as
shown in Figure 4-3:
• Low steering system pressure switch (7)
• Steering accumulator bleeddown solenoid (6)
• 4100 kPa (600 psi) relief valve (12)
• 27,500 kPa (4000 psi) relief valve (13)
• Hoist up limit solenoid valve (15)
• Pilot operated check valve (23)
The bleeddown manifold receives oil from the
steering/brake pump through a high pressure filter
and directs oil to the accumulators, brake circuit, flow
amplifier and auto lube system hydraulic pump. Oil
supply for the steering control unit and steering
cylinders is supplied via the flow amplifier. The
manifold also provides hoist circuit control when the
body is raised.
The relief valves, steering accumulator bleeddown
solenoid, and hoist up limit solenoid valve are factory
preset and cannot be individually rebuilt.

Steering Accumulator Bleeddown Solenoid

Each time the key switch is turned OFF with the truck FIGURE 4-3. BLEEDDOWN MANIFOLD
stopped, steering accumulator bleeddown solenoid 1. To Hoist Valve, Power Up
(6, Figure 4-3 and 27, Figure 4-5) is energized. When 2. To Hoist Valve, Power Down
the solenoid is energized, all hydraulic steering 3. Spare Pressure Port
pressure, including the accumulators, is bled back to 4. VHMS Pressure Sensor (Port TP2)
the hydraulic tank. Brake pressure, however, will not 5. To Brake System
bleed down due to internal check valves in the brake 6. Steering Accumulator Bleeddown Solenoid
manifold and bleeddown manifold (see Figure 4-5). 7. Low Steering System Pressure Switch
8. Supply To Flow Amp
After approximately 90 seconds, the solenoid will de- 9. Return From Flow Amp
energize to close the return port to the tank. By this 10. To Front Steering Accumulator
time, all the oil in the accumulators should be 11. To Rear Steering Accumulator
returned to the tank. At startup, the steering circuit 12. Relief Valve, 4100 kPa (600 psi)
and brake circuit will be charged. The low steering 13. Relief Valve, 27,500 kPa (4000 psi)
pressure light and buzzer will turn on until steering 14. Auto Lube Pump Supply Port
pressure reaches 15,900 kPa (2300 psi). This is 15. Hoist Up Limit Solenoid Valve
controlled by the low steering pressure switch (7, 16. Return From Hoist Pilot Valve
Figure 4-3). 17. Hoist Pilot Valve, Power Down
18. Hoist Pilot Valve, Power Up
If steering pressure falls below 15,900 kPa (2300 psi)
19. Return to Tank
during operation, the low steering pressure warning
20. Feedback Pressure to Unloader valve
light will illuminate until pressure returns to normal.
21. Supply From Pump
22. Test Port (TP3)
23. Pilot Operated Check Valve
24. Quick Disconnect, Supply Port
25. Quick Disconnect, Return Port

L04045 Steering Circuit L4-5

 FIGURE 4-4. BLEEDDOWN MANIFOLD
1. Steering Accumulator Bleeddown Solenoid
2. Relief Valve, 4100 kPa (600 psi)
3. Relief Valve, 27,500 kPa (4000 psi)
4. Hoist Up Limit Solenoid
5. Return From Hoist Pilot Valve
6. Return to Tank
7. Pressure Test Port (TP3)
8. From Hoist Pilot Valve, Power Down
9. From Hoist Pilot Valve, Power Up
10. Check Valve
11. Check Valve
12. Supply to Brake System
13. VHMS Pressure Sensor (Port TP2)
14. Low Steering System Pressure Switch
15. Check Valve
16. To Hoist Valve, Power Down
17. To Hoist Valve, Power Up
18. Auxiliary Power Supply Port
19. Inlet from Steering Pump

L4-6 Steering Circuit L04045

Relief Valves
Relief valve (3, Figure 4-4), located in the bleeddown
manifold, limits the hydraulic supply pressure to the
steering and brake circuits to 27,500 kPa (4000 psi).
Relief valve (2) provides maximum pressure
protection of 4100 kPa (600 psi) for the oil returning
to the hydraulic tank.
Hoist Up Limit Solenoid
Hoist up limit solenoid (4) is a 3-way valve that is
activated by the hoist limit switch when the hoist
cylinders approach the maximum extension limit.
When activated, the solenoid will close the power up
pilot line to the hoist valve from the hoist pilot valve
mounted in the hydraulic cabinet.
Pilot operated check valve (30, Figure 4-5) is opened
by power down pilot pressure line (19) to allow oil in
the raise port to bypass hoist up limit solenoid (24)
for the initial power down operation while the
solenoid is activated by the hoist limit switch.
Refer to Section D, Electrical System (24VDC), for
more information about the hoist limit switches.
Steering Accumulators
The two steering accumulators (3, Figure 4-1) are
bladder type accumulators with a capacity of 62 liters
(16.5 gallons) each. The accumulators are charged
to 9700 kPa (1400 psi) with pure dry nitrogen using
the charging valve located on the top end.
Oil entering the accumulators compresses the
nitrogen in the bladder. The nitrogen pressure
increases directly with steering circuit pressure.
When steering circuit pressure reaches 20,900 kPa
(3025 psi), the unloader valve will unload the pump.
The accumulators will contain a quantity of oil, under
pressure and held by check valves in the bleeddown
manifold, that will be available for steering the truck.
When system pressure drops to 19,000 kPa (2750
psi), the pump output will again increase to refill the
accumulators and increase the steering system
pressure. The accumulators also provide oil for a
limited period of time to be used in case the pump
becomes inoperative.
L04045 Steering Circuit
Low Precharge Warning Switch
Pressure switches, located in the top of each
accumulator, monitor the nitrogen pressure and are
used to activate the accumulator precharge warning
light if the nitrogen pressure drops below 7600 kPa
(1100 psi).
The switches monitor nitrogen pressure when the
key switch is turned ON before the engine is started.
If nitrogen pressure is too low, the warning lamp
turns on. A latching circuit prevents the warning lamp
from turning off when the engine is started and
steering system pressure compresses the nitrogen
remaining in the accumulator.
Do not operate the truck with less than 7600 kPa
(1100 psi) of nitrogen precharge in the
accumulator. Low nitrogen pressure may not
provide an adequate supply of steering system
oil in some emergency conditions. If the low
precharge warning light remains on, check the
accumulator precharge pressure and recharge if
necessary.
High Pressure Filter
High pressure filter (9, Figure 4-1) filters oil for the
steering and brake circuits.
If the filter element becomes restricted, a warning
indicator is activated at 241 kPa (35 psi) differential,
and oil will bypass the element at 345 kPa (50 psi)
differential.
Refer to Section L9 for further information regarding
hydraulic system filters and maintenance
procedures.
Quick Disconnect Ports
Ports on the bleeddown manifold allow service
personnel to connect an external hydraulic supply to
allow operation of the truck steering and service
brake systems if the steering/brake pump or engine
is not operational.
The external supply is connected to port (24, Figure
4-3) and the return is connected to port (25). This
feature should only be used for an emergency to
allow operation of the truck to return to the shop for
service or to move the truck out of haul road traffic.
L4-7
 FIGURE 4-5. BLEEDDOWN MANIFOLD SCHEMATIC

1. Steering/Brake Pump Inlet (Pump) 17. Auto Lube Pump Supply

2. VHMS Steering Pressure Test Port (TP2) 18. Hoist Pilot Return
3. Steering Accumulator 19. Hoist Pilot Power Down
4. APU Port 20. Hoist Pilot Power Up
5. Pressure Feedback (to Steering Pump) 21. Tank Return Port
6. Steering Pressure Switch 22. Hoist Power Up
7. (Not used) 23. Hoist Power Down
8. Radiator Shutters (If installed) 24. Hoist Up Limit Solenoid
9. Spare Pressure Port 25. Relief Valve, 27,500 kPa (4000 psi)
10. Brake Circuit Supply 26. Cavity Plug
11. Steering Accumulator 27. Steering Accumulator Bleeddown Solenoid
12. Steering Circuit Supply to Flow Amplifier 28. Relief Valve, 4100 kPa (600 psi)
13. Quick Disconnect, Supply Port 29. Pilot Operated Check Valve
14. Steering Circuit Return From Flow Amplifier 30. Pilot Operated Check Valve
15. Quick Disconnect, Return Port 31. Test Port (TP3)
16. Spare Return Port

L4-8 Steering Circuit L04045

Flow Amplifier
Flow amplifier (4, Figure 4-1), located on the left
frame rail in front of the accumulators, is used in the
steering circuit to provide the high volume of oil
required for the steering cylinders.
The flow amplifier uses the amount of flow from the
steering control unit to determine a proportional
amount of flow to send from the bleeddown manifold
to the steering cylinders.

FIGURE 4-6. FLOW AMPLIFIER VALVE

L04045 Steering Circuit L4-9

FLOW AMPLIFIER SYSTEM OPERATION
Refer to Figures 4-7 through 4-10 for oil flow paths No Steer
during the following conditions:
(Refer to Figure 4-7)
• Neutral
High pressure oil from the steering pump and
• Steering Left steering accumulators is available through the
• Steering Right bleeddown manifold to the “HP” port on the flow
amplifier.
• External shock load
Upon entering the priority valve, the oil goes past the
spool to the closed amplifier valve and also out port
“P” through a hose to port “P” on the steering control
unit. In the steering control unit, the oil goes to a
closed area in the control.
As pressure builds up in these two areas, oil passes
through orifices in the end of the priority valve and
builds pressure on the end of the valve and port PP.
When pressure reaches approximately 3500 kPa
(500 psi), the spool moves, compressing its spring
and closing off oil supply through area “A”, resulting
in high pressure at “PP” but only 3500 kPa (500 psi)
at the amplifier spool and steering control unit.

L4-10 Steering Circuit L04045

 FIGURE 4-7. FLOW AMPLIFIER - NO STEER

L04045 Steering Circuit L4-11

Steering Left
(Refer to Figure 4-8)
When the operator turns the steering wheel to the
left, the steering control unit is opened to allow oil
coming in 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” of the flow amplifier and
goes to a closed area “B” in the directional valve.
As pressure in this area builds, it also passes into the
spool through orifice “C” to the spring area on the
end of the directional valve. The pressure then
moves the spool compressing 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 builds up 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” just
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”.
This oil now 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 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”.
L4-12 Steering Circuit
This combined oil going to the center area “Q” of the
directional valve passes out port “CL” of the flow
amplifier 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, pass through the
directional valve to area “M”, pass through 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 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 valve includes a relief valve in the
priority valve spring area that is used to control
maximum steering working pressure to 19,000 kPa
(2750 psi), even though supply pressure coming in to
port “HP” is higher. When 19,000 kPa (2750 psi) is
obtained, the relief valve prevents the “LS” pressure
from increasing, thereby allowing the priority valve to
compress the spring enough to close off area “A”
when 19,000 kPa (2750 psi) is present.
L04045
 FIGURE 4-8. FLOW AMPLIFIER - LEFT STEER

L04045 Steering Circuit L4-13

Steering Right
(Refer to Figure 4-9)
There are only a few differences between steering
left and steering right. When the operator turns the
steering wheel right, oil is supplied out ports “R” and
“LS” of the steering control unit.
L4-14 Steering Circuit
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 in exactly
the same way. 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 to the right.
The returning oil comes back through port “CL” to go
to the tank. The “LS” oil operates exactly the same as
steering left.
L04045
 FIGURE 4-9. FLOW AMPLIFIER - RIGHT STEER

L04045 Steering Circuit L4-15

No Steer, External Shock Load
(Refer to Figure 4-10)
When the operator is not turning the steering wheel, As the cylinders are allowed to move, the other ends
the steering control unit valve supply is closed. The will have less than atmospheric pressure on port
directional valve remains centered by its springs, “CL”. This low pressure permits oil that is escaping
thus closing the passages to ports “CL” and “CR”. through the “CR” port relief valve to flow through the
This creates a hydraulic lock on the steering check valve portion of the shock and suction relief
cylinders to prevent their movement. valve connected to port “CL”. The oil then flows to the
low pressure ends of the cylinders to keep the
If the tires hit an obstruction that causes a large
cylinders full of oil and prevent cavitation. A shock
shock load, forcing the wheels to the left, increased
load in the opposite direction merely reverses the
pressure will occur in the ends of the cylinders
above procedure.
connected to port “CR”. The shock and suction relief
valve inside the flow amplifier at port “CR” will open
at its adjusted setting of 21,400 kPa (3100 psi) and
allow oil to escape from the pressurized ends of the
cylinders, preventing a higher pressure.

L4-16 Steering Circuit L04045

 FIGURE 4-10. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD

L04045 Steering Circuit L4-17

STEERING PUMP
The steering/brake pump is mounted on the rear of
the hoist system pump. The drive shaft mates with an
internally splined coupling inside the hoist pump
when the pump is bolted in place.
The steering pump is a pressure compensated piston
type pump with an unloader valve. The pressure
compensator is adjusted to 22,900 kPa (3325 psi).
The pump-mounted unloader valve maintains system
pressure between 19,000 kPa (2750 psi) and 20,900
kPa (3025 psi).
Oil flow from the pump is routed through a high
pressure filter, then to the bleeddown manifold,
where the flow is directed to the steering circuit
(accumulators, flow amplifier, etc.) and to the brake
apply system components located in the hydraulic
brake cabinet behind the cab.
L4-18 Steering Circuit
Normal Operation
Driveshaft (35, Figure 4-11) runs through the
centerline of pump housing (37) and valve plate (48).
Cylinder barrel (45) is splined to the drive shaft.
Ball bearing (33) supports the outboard end of the
driveshaft, and bushing type bearing (47) supports
the inboard end. The pump cylinder barrel is carried
in a polymerous (journal type) bearing (41).
The valve plate has two crescent shaped ports (inlet
and outlet). Pumping pistons (44) in the cylinder
barrel are held against swashblock (28) by shoe
retainer (17). The shoe retainer is held in position by
fulcrum ball (40), which is forced outward by retainer
springs (13). The springs act against pump cylinder
barrel (45), forcing it against the valve plate while
also forcing the piston shoes against the swashblock.
The semi-cylindrical shaped swashblock limits the
piston stroke and can be swiveled in arc shaped
saddle bearings (21). The cradle is swiveled by
control piston (14).
High Altitude Operation
The steering pump on later model trucks
incorporates adjustable stroke control device (25,
Figure 4-11). If the truck is operating at high altitude
locations of 3,050 meters (10,000 feet) or more
above sea level, it may be necessary to adjust the
pump stroke to reduce oil flow to eliminate pump
cavitation problems.
L04045
 1. Plug
2. O-ring
3. Spring
4. Back-Up Ring
5. O-Ring
6. Back-Up Ring
7. O-Ring
8. O-Ring
9. O-Ring
10. Back-Up Ring
11. Spring
12. Control Piston Sleeve
13. Spring
14. Piston
15. Pin
16. Control Piston Stop Pin
17. Shoe Retainer
18. Pin
19. Retainer Ring
20. Washer
21. Saddle Bearing
22. Roll Pin
23. Link
24. O-Ring
25. Stroke Adjuster
26. Retainer Ring
27. Pin
28. Swashblock
29. Dowel Pin
30. Saddle
31. Roll Pin
32. Retainer Ring
33. Bearing
34. Shaft Retainer Ring
35. Shaft
36. Seal Retainer
37. Pump Housing
38. Shaft Seal
39. O-Ring
40. Fulcrum Ball
41. Cylinder Bearing
42. O-Ring
43. Elbow Fitting
44. Piston/Shoe Assembly
45. Cylinder Barrel
46. Gasket
47. Bearing
48. Valve Plate
49. Capscrew
50. O-Ring
51. Cover
52. Seal FIGURE 4-11. STEERING PUMP
53. Cap

L04045 Steering Circuit L4-19

PRINCIPLE OF OPERATION
Full Pump Volume
Control piston (1, Figure 4-12) controls the angle of
swashblock (4). When the control piston moves to
the full right position, the pump is at maximum
pumping capacity.
The driveshaft turns splined housing (2), which
contains pumping pistons (3). When the housing is
rotated, the pistons move in and out of their bores
and the piston shoes “ride” against the angled
swashblock.
As the cylinder rotates, the individual piston bores
are connected alternately to the left (port “A”) and
right (port “B”) crescent shaped ports in the valve
FIGURE 4-12. PUMP AT FULL VOLUME
plate. While connected to left side (suction) port “A”,
each piston moves outward, drawing fluid from port
“A” into the piston bore until its outermost stoke is
reached. At that point, the piston bore passes from
the left crescent port to the right crescent port.
While rotating across the right side crescent, each
piston moves downward on the angled swashblock
face. Thus, each piston is forced inward. Each piston
displaces fluid through the right side crescent to port
“B” until it's innermost stroke is reached. At that point,
the piston bore again passes from the right to the left
side crescent and the operating cycle is repeated.

Half Pump Volume

Figure 4-13 shows that the position of control piston
(1) is near the center of its travel. Swashblock (4) is FIGURE 4-13. PUMP AT HALF VOLUME
not angled as steep as before. Therefore, the pistons
have a shorter stroke. As the piston stroke gets
shorter, the pump output also decreases.

Neutral Position
Neutral position (Figure 4-14) results when control
piston (1) centers swashblock (4). The swashblock
angle is now zero and the swashblock face is now
parallel to cylinder face. Therefore, no inward or
outward motion of pump pistons (3) exists 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 to the
crescents in the valve plate and, subsequently, no
delivery from pump ports.
FIGURE 4-14. PUMP IN NEUTRAL POSITION

L4-20 Steering Circuit L04045

Steering Pump
Figure 4-15 shows the steering pump and the
location of the pressure control adjustments and
stroke (flow) adjuster.
Stroke adjuster (3, Figure 4-15) is set at the factory to
provide maximum pump flow so adjustment is not
normally required. If the truck is operated at high
altitude locations of 3,050 meters (10,000 feet) or
more above sea level, it may be necessary to
readjust the stroke control to reduce pump flow to
prevent pump cavitation under certain conditions. If
the truck is operating at high altitude and problems
occur, consult your Komatsu service representative
for adjustment procedures.

Figure 4-16 shows the schematic of the pump and

the pressure control valves. FIGURE 4-15. PUMP ASSEMBLY
1. Outlet Port 5. Compensator Press.
2. Case Drain Adjust
3. Stroke Adjuster 6. 4-Way Valve
4. Unloader Valve 7. GPA Test Port
Press. Adjust 8. GP2 Test Port
9. “ACC” Port

FIGURE 4-16. STEERING PUMP PRESSURE CONTROL SCHEMATIC

1. 4-Way Valve 4. Pressure Compensator 6. GP2 Port
2. Unloader Control Block Control Block 7. GP4 Port
3. “ACC” Port 5. Case Drain 8. GPA Test Port

L04045 Steering Circuit L4-21

 NOTES

L4-22 Steering Circuit L04045

 SECTION L5

STEERING CONTROL UNIT

INDEX

STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3

REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3

SPLINE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4

DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4

CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-7

L05029 Steering Control Unit L5-1

 NOTES

L5-2 Steering Control Unit L05029

 STEERING CONTROL UNIT
REMOVAL

Relieve pressure before disconnecting hydraulic

lines. Tighten all connections before applying
pressure. 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 allow 90 seconds
for the accumulators to bleed down. Turn the
steering wheel to ensure that no oil remains
under pressure.
2. Remove the capscrews and lockwashers that
secure the access cover on the front side of the
operator's cab. Remove the access cover.
NOTE: Clean the steering control unit and FIGURE 5-2. STEERING CONTROL UNIT
surrounding area to help avoid contaminating the 1. Brake Valve 5. "T" Port Hose
hydraulic oil when any lines are opened. 2. Steering Control Unit 6. "P" Port Hose
3. "LS" Port Hose 7. "R" Port Hose
4. "L" Port Hose
3. Tag all hydraulic lines for proper identification
during installation. Disconnect the hydraulic
lines (see Figure 5-2) at the steering control
unit. Plug all hoses.
4. Remove four mounting capscrews (10, Figure
5-1), flat washers and lockwashers. Remove
steering control unit (7).
5. Place the steering control unit in a clean work
area for disassembly.

SPLINE INSPECTION
Whenever the steering control unit is removed for
service, the steering column shaft should be
inspected for excessive wear.
1. Thoroughly clean the splines on the steering
column shaft. Inspect for damage and
excessive wear.
FIGURE 5-1. STEERING CONTROL UNIT 2. Use an outside micrometer or dial caliper to
1. Steering Wheel 7. Steering Control Unit measure the outside diameter of the male
2. Button Horn 8. Bracket L.H. splines on the steering column shaft.
3. Steering Column 9. Bracket R.H. • Minimum diameter: 24.13 mm (0.950 in.)
4. Capscrew 10. Capscrew 3. If the splines are worn more than minimum
5. Flat Washer 11. Lockwasher diameter specification, replace the steering
6. Lockwasher column. Refer to Section N.

L05029 Steering Control Unit L5-3


Serious personal injury to the operator or to
anyone positioned near the front wheels may
occur if a truck is operated with the hydraulic
steering lines improperly installed. Improperly
installed lines can result in uncontrolled steering
and/or sudden and rapid rotation of the steering
wheel as soon as the steering wheel is moved. It
will turn rapidly and cannot be stopped manually.
After servicing the steering control unit, check
the hydraulic steering lines for correct hook-up
before starting the engine.
INSTALLATION
1. Lubricate the splines of the steering column
shaft with a molybdenum disulphide or multi-
purpose NLGI grease.
2. Move the steering control unit into position and
align it with the steering column shaft splines.
Secure the steering control unit in place using
four mounting capscrews (10, Figure 5-1), flat
washers and lockwashers.
3. Check for proper steering wheel rotation.
Ensure that the wheel does not bind and returns
to neutral after rotating 1/4 turn left and right. If
necessary, adjust the steering unit and/or
steering column to realign the steering column
and steering control unit.
FIGURE 5-3. VALVE PORT IDENTIFICATION
1. Steering Control "L" - Left Steering
Valve "R" - Right Steering
"T" - Return to Tank "LS" - Load Sensing
"P" - Supply from Pump
L5-4 Steering Control Unit
4. Tighten all capscrews to the standard torque.
Unplug and attach the hydraulic lines to their
proper ports on the steering control unit. Refer
to Figure 5-2.
5. Start the engine and check for proper steering
function and any leaks.
6. Install the access cover and secure it with the
capscrews and lockwashers.
DISASSEMBLY
NOTE: The steering control unit is a precision unit
manufactured to close tolerances. Therefore,
complete cleanliness is essential when handling the
valve assembly. Work in a clean area and use lint
free wiping materials or dry compressed air. Clean
type C-4 hydraulic oil should be used during
reassembly to ensure initial lubrication.
1. Allow the oil to drain from the valve ports.
2. Match mark the gear wheel set and end cover
to ensure proper relocation during reassembly.
Refer to Figure 5-4.
FIGURE 5-4. MARKING VALVE COMPONENTS
1. Valve Assembly 3. Capscrew With
2. Match Marks Rolled Pin
4. End Cover
3. Remove the end cover capscrews and
washers. Remove capscrew with rolled pin (3,
Figure 5-4). Mark the hole location of the
capscrew with rolled pin on the end cover to
facilitate reassembly.
L05029
 4. Remove end cover (4) and O-ring (2, Figure 5- 10. Remove O-ring (5), kin ring (6) and bearing
5). assembly (7).
11. Remove ring (8) and pin (9) and carefully push
the inner spool out of the outer sleeve.
12. Press neutral position springs (10) out of their
slot in the inner spool.
13. Remove dust seal (2, Figure 5-6) using a
screwdriver. Be careful not to scratch or
damage the dust seal bore.

FIGURE 5-5. END COVER REMOVAL

1. Gear Wheel Set 2. O-Ring

5. Remove the outer gear of gear wheel set (1)

and the O-ring between the gear set and
distribution plate. FIGURE 5-6. DUST SEAL REMOVAL
6. Lift the inner gear off the cardan shaft. 1. Screwdriver 3. Housing
7. Remove cardan shaft (11, Figure 5-7), 2. Dust Seal
distribution plate (15) and O-ring (14).
8. Remove threaded bushing (4) and ball (3).
9. With the valve housing positioned with the
spool and sleeve vertical, carefully lift the spool CLEANING AND INSPECTION
assembly out of the housing bore. 1. Clean all parts carefully with fresh cleaning
solvent.
2. Inspect all parts carefully and make any
replacements necessary.
NOTE: All O-rings, seals and neutral position springs
If housing is not vertical when spool and sleeve should be replaced. Before reassembly, thoroughly
are removed, pin (9) may slip out of position and lubricate all parts with clean type C-4 hydraulic oil.
trap spools inside housing bore.

L05029 Steering Control Unit L5-5

 FIGURE 5-7. STEERING CONTROL VALVE

1. Dust Seal 7. Bearing Assembly 10. Spacer 10. O-ring

2. Housing & Spools 8. Ring 10. Tube 10. End Cover
3. Ball 9. Cross Pin 10. O- ring 10. Washers
4. Threaded Bushing 10. Neutral Position 10. Distribution Plate 10. Rolled Pin
5. O-ring Springs 10. Gear Wheel Set 10. Capscrew With Pin
6. Kin Ring 10. Cardan Shaft 10. O-ring 10. Capscrews

L5-6 Steering Control Unit L05029

ASSEMBLY
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used because, 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 upon assembly so that the holes are partly
visible through the slots in the spool. Refer to Figure
5-8.
1. To install the neutral position springs, place a
screwdriver in the spool slot as shown in
Figure 5-9.
2. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
the screwdriver.
3. Push two curved neutral position springs in FIGURE 5-8. SPOOL AND SLEEVE ASSEMBLY
between one side of the screwdriver blade and 1. Slots 3. Spool
a flat spring. Repeat for the opposite side. 2. Hole 4. Sleeve
Remove the screwdriver.
4. Slide the inner spool in the sleeve. Compress
the ends of the neutral position springs and
push the neutral position springs in place in the
sleeve.
5. Install cross pin (9, Figure 5-7).

FIGURE 5-9. NEUTRAL POSITION SPRING INSTALLATION

L05029 Steering Control Unit L5-7

 6. With neutral position springs (7, Figure 5-10)
centered in spool and sleeve, install ring (3),
rear bearing race (4), thrust bearing (5) and
front bearing race (6) in that order. The chamfer
on the rear bearing must be facing away from
the bearing.
9. Position the steering control unit with the
housing horizontal. Slowly guide the (lubricated)
spool and sleeve with fitted parts into the bore
using light turning movements. Refer to Figure
5-11.

FIGURE 5-11. SPOOL INSTALLATION

FIGURE 5-10. BEARING INSTALLATION 1. Housing 2. Spool Assembly

1. Sleeve 5. Thrust Bearing
2. Cross Pin 6. Bearing Race
3. Ring 7. Neutral Position
4. Bearing Race (with Springs
chamfer)

7. Place dust seal (1, Figure 5-7) in position. Using The cross pin must remain horizontal when the
a flat iron block over the seal, tap it into the spool and sleeve are pushed into the bore to
housing. prevent the pin from dropping out of the spool.
8. Position the O-ring and kin ring on the spool.

L5-8 Steering Control Unit L05029

 10. Install the check ball in the hole shown in Figure
5-12. Install and lightly tighten the threaded
bushing.
11. Lubricate O-ring (3) with Vaseline and install it
in the housing groove.
12. Install distribution plate (15, Figure 5-7) so that
the plate holes match the corresponding holes
in the housing.
13. Guide cardan shaft (11) down into the bore with
the slot in the cardan shaft aligned with cross
pin (9).
14. Position the inner gear wheel onto the cardan
shaft. It may be necessary to rotate the gear
slightly to find the matching splines on the
cardan shaft. Splines are machined to ensure
proper alignment of the cardan shaft and inner
gear wheel.
15. Lubricate O-rings (17) and (18) on both sides of
the outer gear wheel with Vaseline and install
them.
16. Align the outer gear wheel bolt holes with the
tapped holes in the housing and the match
marks.
17. Align cover (19), using the match marks as a
reference. Install capscrews (23) and washers
(20).
18. Install capscrew with pin (22) into the proper
hole.

FIGURE 5-12. CHECK BALL INSTALLATION 19. Install the end cover. Install and tighten the
capscrews with washers hand-tight in a criss-
1. Check Ball Hole 3. O-ring cross pattern.
2. Check Ball 4. Housing

L05029 Steering Control Unit L5-9

 NOTES

L5-10 Steering Control Unit L05029

 SECTION L6
STEERING CIRCUIT COMPONENT REPAIR
INDEX

STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3

BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-4
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-7
STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Piston Seal & Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-15
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-18
STEERING ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-21
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-21
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-22
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-22
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-23
Leak Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-25
Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-26
Precharge Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-28
Accumulator Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-29
Bladder Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-29
Installing A Bladder Accumulator From Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-29
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-30

L06033 7/06 Steering Circuit Component Repair L6-1

 NOTES

L6-2 Steering Circuit Component Repair 7/06 L06033

 STEERING CIRCUIT COMPONENT REPAIR
BLEEDDOWN MANIFOLD VALVE

Do not loosen or disconnect any hydraulic line or

component connection until engine is stopped
and the key switch has been off for at least 90
seconds. 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.

Removal
NOTE: It may not be necessary to remove the
bleeddown manifold from the truck for component
replacement. If the problem area has been isolated,
remove the inoperative component and replace it.
1. Perform normal truck shutdown procedures.
Turn the key switch OFF and allow 90 seconds
for the accumulators to bleed down. Manually
bleed the brake system accumulators by using
the needle valves located in the hydraulic
components cabinet.
2. Remove the protective cover from the manifold.
Disconnect the wires from solenoids (6, Figure FIGURE 6-1. BLEEDDOWN MANIFOLD
6-1) and (15), and pressure switch (7). 1. To Hoist Valve, Power Up
3. Disconnect, identify and plug each hydraulic 2. To Hoist Valve, Power Down
line to prevent contamination. 3. Spare Pressure Port
4. Remove the mounting capscrews and 4. Test Port
bleeddown manifold. Clean the exterior of the 5. To Brake System
6. Steering Accumulator Bleeddown Solenoid
manifold before starting disassembly. The
7. Steering System Pressure Switch
weight of the manifold is 170 kg (375 lbs.). 8. Supply To Flow Amp
9. Return From Flow Amp
10. To Front Steering Accumulator
11. To Rear Steering Accumulator
12. Relief Valve, 4100 kPa (600 psi)
13. Relief Valve, 27,500 kPa (4000 psi)
14. Auto Lube Pump Supply Port
15. Hoist Up Limit Solenoid
16. Return From Hoist Pilot Valve
17. Hoist Pilot Valve, Power Down
18. Hoist Pilot Valve, Power Up
19. Return to Tank
20. Feedback Pressure to Unloader valve
21. Supply From Pump
22. Test Port (TP3)
23. Check Valve
24. Quick Disconnect Port (Supply)
25. Quick Disconnect Port (Return)

L06033 7/06 Steering Circuit Component Repair L6-3

Installation
1. Position the bleeddown manifold on the truck.
Install and tighten the capscrews to the
standard torque.
2. Unplug the hoses and attach them to the proper
ports. Tighten the connections securely. Install
new O-rings at the flange fittings.
3. Attach the electrical leads to the solenoids and
pressure switch. If the check valves or relief
valves were removed, install new O-ring seals.
4. Start the engine and check for proper operation
and leaks. Check the steering system and
brake system.
5. Install the protective cover.
NOTE: Relief valves are factory preset. Do not
attempt to reset or repair if the relief valves are
defective. Replace them as a unit. The check valves
are also replaced only as units.

FIGURE 6-2. BLEEDDOWN MANIFOLD

1. Steering Accumulator Bleed Solenoid 8. From Hoist Pilot Valve, Power Down 15. Check Valve
2. Relief Valve, 4100 kPa (600 psi) 9. From Hoist Pilot Valve, Power Up 16. To Hoist Valve, Power Down
3. Relief Valve, 27,500 kPa (4000 psi) 10. Check Valves 17. To Hoist Valve, Power Up
4. Hoist Up Limit Solenoid 11. Check Valves 18. Auxiliary Power Supply Port
5. Return From Hoist Pilot Valve 12. Supply to Brake System 19. Inlet from Steering Pump
6. Return to Tank 13. Pressure Test Port (TP2)
7. Pressure Test Port (TP3) 14. Steering System Pressure Switch

L6-4 Steering Circuit Component Repair 7/06 L06033

FLOW AMPLIFIER
Do not loosen or disconnect any hydraulic line or
component connection until engine is stopped
and the key switch has been off for at least 90
seconds.
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.
Removal
1. Perform normal truck shutdown procedures.
Turn key switch OFF and allow 90 seconds for
the accumulators to bleed down.
2. Disconnect, plug, identify, and tag each
hydraulic line.
3. Support the flow amplifier valve and remove the
mounting capscrews. Remove the valve. The
weight of the valve is 29 kg (64 lbs).
4. Move the valve to a clean work area for
disassembly.
Installation
1. Support the flow amplifier and move it into
position.
2. Install the mounting capscrews and tighten
them to the standard torque.
3. Unplug the hydraulic lines and connect them at
their proper locations. Tighten the fittings
securely. Use new O-rings on the flange fittings.
L06033 7/06 Steering Circuit Component Repair
Disassembly
NOTE: The flow amplifier valve is a precision unit
manufactured to close tolerances. Therefore,
complete cleanliness is essential when handling the
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. Clean
solvent and type C-4 hydraulic oil should be used to
ensure cleanliness and initial lubrication.
1. Remove counterpressure valve plug (38, Figure
6-3) and O-ring (4). Remove counterpressure
valve (39).
2. Remove relief valve plug (20) and seal (5). Use
an 8 mm hex allen head wrench to remove relief
valve assembly (19). Remove steel seal (6).
3. Use a 13 mm hex head allen wrench to remove
screw (11) and lockwasher (12) from end cover
(15). Use a 13 mm hex head allen wrench to
remove screws (13) and lockwashers (14).
Remove end cover (15).
4. Remove spring stop (22) and spring (30).
Remove spring stop (23) and springs (28) and
(29). Remove O-rings (1) and (2) from end
cover (15).
5. Remove spring control (24) and main spool
(37). Remove priority valve spool (41). Remove
spring control (24), springs (28) and (29), and
spring stop (23) from housing (40).
6. Remove amplifier spool assembly (25) and set
it aside for further disassembly, if required (see
Figure 6-5).
7. Remove shock and suction valve (21) and set it
aside for further disassembly, if required.
8. Use a 13 mm hex head allen wrench to remove
screw (11) and lockwasher (12) from end cover
(16). Use a 13 mm hex head allen wrench to
remove screws (13) and lockwashers (14).
Remove end cover (16).
9. Remove O-rings (1), (2) and (3). Remove
spring (17).
10. Remove shock and suction valve (42) and set it
aside for further disassembly, if required.
11. Remove orifice screw (27), orifice screw (33),
and check valve (34).
L6-5
 1. O-rings
2. O-rings
3. O-rings
4. O-ring
5. Seal
6. Seal (Steel)
7. O-ring
8. O-ring
9. O-ring
10. Pins
11. Screw
12. Lockwasher
13. Capscrews
14. Lockwashers
15. End Cover
16. End Cover
17. Spring
18. Spring
19. Relief Valve Assembly*
20. Plug
21. Shock/Suction Valve*

22. Spring Stop

23. Spring Stop
24. Spring Control
25. Amplifier Spool Assembly*
26. Name Plate
27. Orifice Screw
28. Spring
29. Spring
30. Spring
31. Orifice Screw
32. Orifice Plug
33. Orifice Screw
34. Check Valve*
35. Plug
36. Washer
37. Main Spool**
38. Plug
39. Counterpressure Valve*
40. Housing**
41. Spool**
42. Shock/Suction Valve*

* Serviced as a complete assembly

** Not serviced separately
L060124
FIGURE 6-3. FLOW AMPLIFIER VALVE

L6-6 Steering Circuit Component Repair 7/06 L06033

 12. Remove retaining ring (7, Figure 6-5), remove
pin (5). Remove plug (10) and spring (9).
Remove retaining ring (6) and pin (4) and
remove inner spool (8).
13. Unscrew check valve (1) and remove. Remove
O-ring (2). Remove orifice screw (11) from plug
(10).
14. Clean and inspect all parts carefully. Make any
replacements that are necessary.

Assembly
1. Use clean type C-4 hydraulic oil to thoroughly
lubricate each internal part before installation.
2. Reassemble the amplifier spool assembly in
FIGURE 6-4. SHOCK & SUCTION VALVE
reverse order. Refer to Steps 13 and 12 in the
ASSEMBLY
Disassembly procedure.
1. O-Ring 3. O-Ring 3. Install orifice screw (27, Figure 6-3) finger-tight.
2. Pilot Section 4. Install check valve (34) and tighten it to 1 N·m
(8 in. lbs.).
NOTE: The flow amplifier valve is equipped with two 5. Install orifice screw (33) and tighten it to 1 N·m
identical shock and suction valves which are only (8 in. lbs.).
serviced as complete valve assemblies. Only O-rings 6. Install steel seal (6), relief valve assembly (19),
(7, Figure 6-4) and (8) are replaceable. Check valve seal (5), and plug (20). Tighten the plug to 2
(34) and counterpressure valve (39) are also N·m (25 in. lbs.).
serviced only as assemblies.
7. Install counterpressure valve assembly (39).
Install plug (38) with new O-ring (4).
8. Install both shock and suction valves (21) and
(42) as complete units.
9. Install spring stop (23) springs (28) and (29),
and spring control (24) into housing (40). Install
orifice screws (31) into main spool (37), if
removed. Install main spool (37).
10. Install amplifier spool assembly (25). Install
priority valve spool (41) and spring (30). Install
spring (17).
11. Install spring control (24), springs (28) and (29),
and spring stop (23).
12. Lubricate O-rings (1), (2) and (3) with molycote
grease and install them on end covers (15) and
FIGURE 6-5. AMPLIFIER SPOOL ASSEMBLY (16). Install end covers (15) and (16),
capscrews (13) and lockwashers (44). Tighten
1. Check Valve 7. Retaining Ring
the capscrews to 3 N·m (26 in. lbs.). Install
2. O-Ring 8. Inner Spool
screws (11) and lockwashers (12). Tighten
3. Spool 9. Spring
screws to 8 N·m (71 in. lbs.).
4. Pin 10. Plug
5. Pin 11. Orifice Plug 13. To prevent contamination, fit plastic plugs to
6. Retaining Ring each open valve port.

NOTE: Disassembly of the amplifier spool assembly

is only necessary if O-ring (2, Figure 6-5), spring (9)
or orifice plug (11) require replacement. Otherwise,
replace the amplifier spool assembly as a complete
unit. Refer to Steps 12 and 13.

L06033 7/06 Steering Circuit Component Repair L6-7

STEERING CYLINDERS
Figure 6-6 illustrates details of the steering cylinder
mounting. Refer to Section G for removal and
installation instructions.
Relieve pressure before disconnecting hydraulic
and other lines. Tighten all connections before
applying pressure.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
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.

FIGURE 6-6. STEERING CYLINDER MOUNTING

1. Steering Cylinder 7. Locknut 13.Bearing Retainer

2. Tie Rod 8. Washer 14. Capscrew
3. Capscrew 9. Locknut 15. Washer
4. Spacer 10. Retainer 16. Pin
5. Tie Rod End 11. Bearing 17. Frame
6. Capscrew 12. Spindle Arm 18. Spherical Bearing Seal

L6-8 Steering Circuit Component Repair 7/06 L06033

 FIGURE 6-7. STEERING CYLINDER ASSEMBLY
1. Housing 4. Piston Bearing
2. Locknut 5. Piston Seal Assembly
3. Piston 6. O-Ring
Disassembly
1. Remove capscrews (9, Figure 6-7) and pull rod
(10) and gland (8) out of cylinder housing (1).
2. Remove locknut (2) and piston (3). Remove
piston bearing (4) and piston seal (5) from the
piston.
3. Pull rod (10) free of gland (8). Remove O-ring
(6) and backup ring (7). Remove rod seal (12)
and rod wiper (11). Remove bearing (13).
4. Inspect the cylinder housing, gland, piston and
rod for signs of pitting, scoring and excessive
wear. Clean all parts with fresh cleaning solvent
and lubricate with clean Type C-4 hydraulic oil.
Piston Seal & Bearing Installation
1. Install new piston seal assembly (5, Figure 6-7)
on piston (3) as follows:
a. Heat the piston seal in boiling water for 3 to 4
minutes.
b. Remove the seal from the water and
assemble it on the piston. Do not take
longer than five seconds to complete
because the seal will take a permanent set.
Piston bearing (4) may be used to position
the seal in the groove. Apply pressure evenly
to avoid 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 outside diameter of the seal
until it fits tightly on the piston.
2. Install bearing (4) in the piston groove.
L06033 7/06 Steering Circuit Component Repair
7. Backup Ring 10. Rod Structure
8. Gland 11. Rod Wiper
9. Capscrew 12. Rod Seal
13. Bearing
Assembly
1. Install new bearing (13, Figure 6-7), 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 rod seal and
rod wiper.
3. Install piston assembly (3) on the rod. Secure
the piston to rod with locknut (2). Tighten the
locknut to 3390 N·m (2500 ft. lbs.).
4. Carefully install the rod and gland assembly into
cylinder (1). Make sure that the backup ring and
O-ring are not damaged during installation of
the gland.
5. Install capscrews (9). Tighten the capscrews
evenly to 420 N·m (310 ft. lbs.).
Testing
After the cylinder is assembled, perform the following
tests to verify that performance is within acceptable
limits.
1. Piston leakage must not exceed 1.6 cm3/min.
(1.0 in3/min.) at 17,250 kPa (2500 psi), port to
port.
2. Rod seal leakage must not exceed one drop of
oil in eight cycles of operation.
3. Piston break-away force should not exceed 690
kPa (100 psi).
L6-9
STEERING AND BRAKE PUMP
Removal
NOTE: Clean the steering pump and surrounding
area carefully to help avoid contamination of
hydraulic oil when lines are opened.
Relieve pressure before disconnecting hydraulic
lines. Tighten all connections before applying
pressure.
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 injury is not received
immediately.
1. Perform the normal truck shutdown procedure.
Turn key switch OFF and allow 90 seconds for
the accumulators to bleed down. Turn the
steering wheel to ensure that no oil remains
under pressure.
NOTE: As an alternative to draining the hydraulic oil,
a vacuum can be placed on the hydraulic tank to hold
the oil in the tank while checking the strainers.
2. Drain the hydraulic tank by using the drain
located on the bottom side of the tank.
NOTE: Be prepared to contain approximately 947
liters (250 gallons) of hydraulic oil. If the oil is to be
reused, clean containers must be used with a 3
micron filtering system available for refill.
3. Disconnect the suction line and outlet (7, Figure
6-8) at steering/brake pump (5). Disconnect and
cap the pump case drain line from the fitting at
the top of the pump housing. Plug all lines to
prevent oil contamination.

The steering pump weighs approximately 113 kg

(250 lbs). Use a suitable lifting device that has
sufficient capacity to handle the load safely.

4. Support the steering pump and the rear section

of the hoist pump. Remove the capscrews and
pump mount bracket (6). Remove four pump
mounting capscrews (4).
5. Move the steering pump rearward to disengage
the drive coupler splines from hoist pump (3).
Remove the pump.
FIGURE 6-8. STEERING PUMP REMOVAL 6. Clean the exterior of steering pump.
1. Hoist Pump Outlet 4. Pump Mounting 7. Move the steering pump to a clean work area
Hoses Capscrews for disassembly.
2. Pump Mount 5. Steering/Brake Pump
Capscrews 6. Pump Mount Bracket
3. Hoist Pump 7. Outlet To Filter

L6-10 Steering Circuit Component Repair 7/06 L06033

Installation
1. Install a new O-ring on the pump mounting
flange.
2. Ensure that the steering pump splined coupler
is in place inside the hoist pump before steering
pump installation.
The steering pump weighs approximately 250 lbs
(113 kg). Use a suitable lifting device capable of
handling the load safely.
3. Move the steering pump into position. Engage
the steering pump shaft with the hoist pump
spline coupler.
4. Install pump mount bracket (6, Figure 6-8) and
the capscrews. Do not tighten the capscrews at
this time.
5. Align the capscrew holes and install four pump
mounting capscrews (4). Tighten the capscrews
to the standard torque. Tighten the pump
bracket capscrews to the standard torque.
6. Remove the plugs from the pump inlet and
outlet ports. Remove the caps from the inlet and
outlet lines. Install the lines to the steering pump
with new O-rings. Tighten the capscrews
securely. Do not connect the steering pump
drain hose to the steering pump at this time
(see Step 7).
7. Remove the case drain fitting from the top of
the pump housing. Add clean C-4 hydraulic oil
to the pump through the opening until the
steering pump housing is full. This may require
2 to 3 L (2 to 3 qt.) of oil.
8. Uncap the case drain line. Connect the line to
the steering pump fitting and tighten it.
9. Replace the hydraulic filter elements. Refer to
Section L9, Hydraulic System Filters.
Use only Komatsu filter elements, or elements
that meet the Komatsu hydraulic filtration
specification of Beta 12 = 200.
10. With the body down and the engine stopped, fill
the hydraulic tank with clean C-4 hydraulic oil
(as specified on the truck Lubrication Chart) to
the upper sight glass level.
L06033 7/06 Steering Circuit Component Repair
11. With suction line shutoff valve open, loosen the
suction (inlet) hose capscrews at the pump to
bleed any trapped air. Retighten the capscrews
to the standard torque.
If trapped air is not bled from steering pump,
possible pump damage and no output may
result.
12. If required, top off the oil in the hydraulic tank to
the level of 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 reduced
load.
14. Move the hoist control lever to the FLOAT
position.
15. Start the truck engine and operate at low idle for
two minutes.
Do not allow the engine to run with the needle
valves in the open position for longer than this
recommendation. Excessive hydraulic system
heating will occur.
DO NOT start any hydraulic pump for the first
time after an oil change or pump replacement
with the truck dump body raised. The oil level in
the hydraulic tank may be below the level of the
pump(s), causing extreme pump wear during this
initial pump startup.
16. Turn off the engine. Fully close both brake
accumulator needle valves.
17. Verify that 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 hydraulic
oil level is not at the upper sight glass, follow
the instructions for filling/adding oil in Section
L3, Hydraulic System Component Repair.
18. Start the engine and check for proper pump
operation. If necessary, refer to Steering Circuit
Checkout Procedure in Section L10, or the
Troubleshooting Chart at the end of this section.
L6-11
Disassembly
When disassembling or assembling the pump,
choose a work area where no traces of dust,
sand or other abrasive particles which could
damage the unit are in the air. Do not work near
welding, sand blasting, grinding benches, etc.
Place all parts on a clean surface. To clean parts
which have been disassembled, it is important
that clean solvents are used. All tools and
gauges should be clean before working with
these units and new, clean, threadless rags
should be used to handle and dry parts.
1. Drain off excess hydraulic oil from the pump
inlet and discharge ports. It may be necessary
to loosen four valve plate capscrews (8, Figure
6-11) in order to pull back on the valve plate and
allow fluid to seep out of the case.
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 components.
Control Piston Group
3. Remove two large plugs (24, Figure 6-9) with
O-rings (25) from both sides of the pump.
4. Control piston (11, Figure 6-10) must be in the
“neutral” position. Control link pin (16) should be
centered in the plug opening.
5. Use snap ring pliers to remove retaining rings
(14) from both sides of the pin. Remove control
link washers (15).
6. For handling purposes, insert a 1/4” - 20 UNC
capscrew into the threaded end of control link
pin (16).
7. Use a brass rod and hammer to tap on the end
opposite the capscrew to remove control link
pin (16).
L6-12 Steering Circuit Component Repair
Stroke adjuster assembly (items 12, 13, 14, 15
and 16, Figure 6-9) must be removed before
further disassembly of the control piston.
8. Without disturbing jam nut (16, Figure 6-9),
unscrew gland (15) and remove the stroke
adjuster as a complete assembly.
9. Back out capscrews (1, Figure 6-11), then
remove cap (4).
10. Remove bias control spring (1, Figure 6-10).
Valve Plate Group
NOTE: Valve plate (11, Figure 6-11) is a slight press
fit in the pump housing.
11. Support valve plate (11) from an overhead hoist.
(Lifting lug holes are provided.) Remove four
capscrews (8) from the valve plate.
12. Remove valve plate (11) from the pump housing
by tapping it away from the housing with a
mallet until the valve plate pilot diameter is
disengaged from the case by 6 mm (0.25 in).
13. With the weight of the valve plate still
suspended from the overhead hoist, slide te
valve plate back until it disengages from the
driveshaft. Set the valve plate aside. Be careful
not to damage the wear face of the valve plate.
14. To further disassemble the control piston
assembly, move control piston (11, Figure 6-10)
into sleeve (4) until stop pin (8) contacts the
sleeve. Use a large mallet to drive the piston
and sleeve assembly outward from the valve
plate.
15. When all sleeve seals (5), (6), and (7, Figure 6-
10) are clear of the valve plate, re-extend the
control piston. While tipping the assembly
enough to clear the hole, pull the assembly from
the valve plate.
16. Remove pin (18) from the control piston by
pressing or tapping it out through the hole on
the opposite side. Stop pin (8) can be removed
and control piston (11) can be slipped out of
sleeve (4).
17. Remove capscrews (12, Figure 6-12) and
compensator block (10).
18. Remove capscrews (7, Figure 6-11) and cover
plate (9).
7/06 L06033
 FIGURE 6-9. PUMP, FRONT HOUSING
1. Shaft 8. Name Plate 15. Gland 22. Seal Retainer
2. Bearing 9. Plug 16. Jam Nut 23. Elbow Fitting
3. Snap Ring 10. O-ring 17. Pin 24. Plug
4. Retainer Ring 11. Plate 18. O-ring 25. O-ring
5. Lifting Eyes 12. O-ring 19. Pin 26. Seal
6. Name Plate 13. Stem 20. O-ring
7. Drive Screw 14. O-ring 21. Housing

L06033 7/06 Steering Circuit Component Repair L6-13

 FIGURE 6-10. PUMP, ROTATING GROUP
1. Spring 8. Stop Pin 15. Washer 22. Roll Pin
2. Seal 9. Backup Ring 16. Pin 23. Roll Pin
3. Piston Ring 10. Cylinder Barrel 17. Link 24. Saddle Bearing
4. Sleeve 11. Control Piston 18. Pin 25. Swash Block
5. Backup Ring 12. Ball 19. Dowel Pin 26. Cylinder Bearing
6. O-ring 13. Piston Shoe Assembly 20. Saddle 27. Retainer
7. O-ring 14. Retainer Ring 21. O-ring 28. Spring

L6-14 Steering Circuit Component Repair 7/06 L06033

Rotating Group
The rotating group weighs approximately 14 kg
(30 lbs). Be careful not to damage the cylinder
wear face or cylinder wear plate face, bearing
diameters or piston shoes. Assistance from
others and use of proper lifting techniques is
strongly recommended to prevent personal
injury as well.
19. To remove the rotating group, firmly grasp
cylinder barrel (10, Figure 6-10) and pull the
assembly outward until the cylinder spline
disengages from the driveshaft spline about
63.5 mm (2.5 in.). Then rotate the cylinder
barrel one or two revolutions to break any
contact between piston/shoe assemblies (13)
and the wear face of swashblock (25).
20. Slide the rotating group off the driveshaft and
out of the pump housing and place it on a clean,
protective surface with piston shoes facing
upward.
21. Mark each piston, its cylinder bore and location
in shoe retainer for ease of inspection and
assembly.
22. Piston/shoe assemblies can be removed
individually or as a group by pulling upward on
shoe retainer (27).
23. Remove fulcrum ball (12).
24. If shoe retainer springs (28) are removed, mark
which spring came from which bore. Each
spring must be returned to its particular bore
upon assembly.
25. Remove two pins (17, Figure 6-9) and pull
cylinder bearing (26, Figure 6-10) straight out of
the pump housing.
Swashblock Group
26. Remove two swashblock retaining pins (19,
Figure 6-9). Tilt the bottom of swashblock (25,
Figure 6-10) outward and remove the
swashblock from the pump case.
27. Saddle bearings (24) can be removed by using
a very short screwdriver or back hammer to pry
them loose, or continue to the next step for
further disassembly which will make their
removal easier.
L06033 7/06 Steering Circuit Component Repair
Driveshaft Group
28. Remove bearing retaining ring (3, Figure 6-9).
Use a mallet on the tail shaft to tap driveshaft
(1) out from the front of the pump housing.
29. Remove seal retainer (22) from the pump
housing. Use a mallet to tap saddle (20, Figure
6-10) out from the inside of the pump housing.
Saddle bearings (24) can then be easily
removed. Saddle O-ring (21) may also be
removed at this time.
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 and signs of fatigue.
Control Piston Group
4. Control piston (11, Figure 6-10) must slide
smoothly in sleeve (4).
5. The linkage to the cradle should operate
smoothly but not loosely (with slop). Check the
piston and bore in the sleeve for signs of
scratching and galling. Polish with a fine emery,
if needed.
Valve Plate Group
6. Closely examine the mating faces of valve plate
(11, Figure 6-11) and cylinder barrel (10, Figure
6-10) for flatness, scratches and grooves. If the
faces are not flat and smooth, the cylinder side
will “lift off” from the alve plate, resulting in
delivery loss and damage to the pump. Replace
if necessary.
L6-15
 Rotating Group
7. Check all pump piston assemblies (13, Figure
6-10) for smooth action in their bores.
8. Check the piston walls and bores for scratches
or other signs of excessive wear. (The pistons
should not have more than a few thousandths
of an inch of clearance). Replace if necessary.
9. The piston shoes must pivot smoothly, but the
end play must not exceed 0.076 mm (0.003 in.).
Check end play as follows:
a. Place the square end of the piston on a
bench and hold it down firmly. Pull on the
end of the shoe with your other hand and
note the end play.
A good piston/shoe fit will have no end play,
but the shoe may rotate and pivot on the
piston ball. Inspect each shoe face for nicks
and scratches.
b. Measure the shoe thickness between
retainer (27, Figure 6-10) and the cradle. All
shoes must have equal thickness within
0.003 mm (0.0001 in.). If even one piston/
shoe assembly (13) is out of specification, all
piston/shoe assemblies must be replaced.
c. Inspect cylinder bearing (26) and the
matching cylinder barrel bearing mating
surface for galling, pitting and roughness.
Replace if necessary.

FIGURE 6-11. PUMP, REAR HOUSING

1. Capscrew 6. O-ring 11. Valve Plate

2. O-ring 7. Capscrew 12. Gasket
3. Plug 8. Capscrew 13. Bearing
4. Cap 9. Cover Plate
5. Backup Ring 10. O-ring

L6-16 Steering Circuit Component Repair 7/06 L06033

Swashblock Group
10. Inspect swashblock (25, Figure 6-10) for
scratches, grooves, cracks and uneven surface.
Replace if necessary.
NOTE: The wear face is coated with a gray colored,
epoxy-based, dry film lubricant for break-in purposes.
Scratching or wearing of this coating is not
detrimental as long as the metal surface underneath
the coating is not scored or “picked-up”.
11. Compare saddle bearing (24) thickness in the
wear area to the thickness in a non-wear area.
Replace the saddle bearings if the difference is
greater than 0.102 mm (0.004 in.).
12. Check the mating surface of the swashblock for
cracks and excessive wear. Replace if
necessary.
13. Swashblock movement in the saddle and
saddle bearing must be smooth.

FIGURE 6-12. UNLOADER & COMPENSATOR CONTROLS

1. Valve Plate 8. O-Ring 15. Orifice (0.032 in.)

2. O-Ring 9. Orifice (0.062 in.) 16. Compensator
3. O-Ring 10. Compensator Control Block 17. Screw
4. O-Ring 11. 4-Way Valve 18. Unloader Module
5. Plug 12. Screw 19. O-Ring
6. O-Ring 13. Plug
7. Plug 14. O-Ring

L06033 7/06 Steering Circuit Component Repair L6-17

Driveshaft Group
14. Remove shaft seal (26, Figure 6-9).
15. Check shaft bearing (2) for galling, pitting,
binding and roughness. Replace if necessary.
16. Check the shaft and its splines for wear.
Replace parts as necessary.
Compensator Block and Unloader Module
17. Remove screws (17, Figure 6-12) and separate
unloader module (18) from compensator block
(10).
18. Remove 4-way valve (11) and compensator (16)
from the compensator block. Remove all plugs
and orifices (9) and (15). Clean the block in
solvent and inspect all passages and orifices for
obstructions.
19. Remove the valve from unloader module (18).
Remove the plugs and clean the block
passages. If the valve is inoperative, replace
entire unloader module.
Stroke Adjuster Assembly
20. Measure and record dimension “A” of the stroke
adjuster assembly as shown in Figure 6-13.
21. Loosen jam nut (4). Separate stem (1) from
gland (3). Remove and discard O-ring (2).
22. Inspect the parts for damage and excessive
wear.
23. Install new O-ring (2) on stem (1) and
reassemble it to gland (3). Adjust the stem-to-
gland distance to dimension “A” recorded in
Step 21. Tighten jam nut (4).
FIGURE 6-13. STROKE ADJUSTER ASSEMBLY
1. Stem 3. Gland
2. O-ring 4. Jam Nut
L6-18 Steering Circuit Component Repair
Assembly
NOTE: The procedures for assembling the pump are
basically the reverse order of the disassembly
procedures.
1. During assembly, install new gaskets, seals,
and O-rings.
2. Apply a thin film of clean grease or hydraulic oil
to the sealing components to ease the
assembly procedure. If a new rotating group is
used, lubricate it thoroughly with clean hydraulic
oil. Apply oil generously to all wear surfaces.
Swashblock Group
3. Press or tap roll pin (22, Figure 6-10) into pump
housing (18, Figure 6-9).
4. Use an arbor press to press new shaft seal (26)
into saddle (20, Figure 6-10). Install O-ring (21)
into the groove in the saddle.
5. Press four roll pins (23) into saddle (20) until
they bottom. Then press saddle bearing (24)
onto the pins to locate the bearing in the saddle.
Be careful not to damage the saddle bearing
surfaces while installing the saddle into the
pump housing.
6. Use a long brass bar and a mallet (or an arbor
press) to install the saddle and bearing
assembly into the pump housing. Tap or press
only on the area of the saddle that is exposed
between the saddle bearings. Do not tap on
the bearing surfaces. The saddle is fully
seated when a distinct metallic sound is heard
when installing the saddle into the pump
housing.
7. Fasten control link (17, Figure 6-10) to
swashblock (25) using link pin (16) and two
retaining rings (14).
8. Ensure that both dowel pins (19) are pressed
into swashblock (25).
9. Insert the swashblock into the pump housing
until it engages in the saddle bearing. Allow the
swashblock to settle to its lowest natural
position.
10. Retain the swashblock by installing two
retaining pins (19, Figure 6-9) and O-rings (20).
Once pinned, ensure that the swashblock
strokes smoothly in the saddle by pulling firmly
on the free end of the control link.
7/06 L06033
Driveshaft Group
NOTE: Ensure that the punch marks on cylinder
bearing (26, Figure 6-10) will face toward the shaft
end of the pump.
11. Insert cylinder bearing (26) straight into the
pump housing. Ensure that the bearing is
positioned so that bearing retainer pins (17,
Figure 6-9) can be inserted in the case and into
the bearing.
12. Install O-rings (18) on pins (17). Install the pins.
13. An arbor press is required to install shaft
bearing (2, Figure 6-9) onto driveshaft (1).
Press only on the inner race of the bearing.
Press the bearing until it contacts the shoulder
on the driveshaft.
14. Use a long - 153 mm (6 in.) - sleeve with an
inside diameter that is slightly larger than the
retaining ring inside diameter to press retaining
ring (4) toward the bearing until it seats in the
groove.
15. Place seal retainer (22) over seal (26) inside
pump housing (21). Lubricate the shaft seal with
clean hydraulic oil.
16. Install the entire driveshaft assembly through
the front of the pump housing. A mallet will be
required to install the driveshaft through the
shaft seal.
17. Once the driveshaft assembly is fully seated in
the pump housing, install snap ring (3).
Rotating Group
18. The mating surfaces should be greased. Place
the cylinder assembly on a clean work bench
with the valve plate side down.
19. Assemble the rotating group by inserting shoe
retainer springs (28, Figure 6-10) into the same
spring bores in cylinder barrel (10) that they
came out of.
20. Slide fulcrum ball (12) over the nose of cylinder
barrel (10).
21. Place shoe retainer (27) over the fulcrum ball
and align the holes in the retainer with the
corresponding holes (marked during
disassembly) in the cylinder barrel. Once
aligned, insert piston/shoe assemblies (13) into
their corresponding holes.
L06033 7/06 Steering Circuit Component Repair
The assembled rotating group weighs
approximately 14 kg (30 lbs.). Assistance from
others and use of proper lifting techniques is
strongly recommended to prevent personal
injury.
22. The rotating group can now be carefully
installed over the end of the driveshaft and into
the pump housing.
23. When installing the rotating group, support the
weight of cylinder barrel (10, Figure 6-10) as the
cylinder spline is passed over the end of the
driveshaft to avoid scratching or damage.
24. Push the cylinder barrel forward until the
cylinder spline reaches the driveshaft spline.
Rotate the cylinder slightly to engage the shaft
splines.
25. Continue to slide cylinder barrel forward until it
encounters the cylinder bearing (26). Lifting the
driveshaft slightly helps cylinder barrel and
cylinder bearing engagement. Continue
pushing cylinder forward until the piston shoes
contact swashblock (25).
26. At this point, the back of the cylinder barrel
should be located approximately 6 mm (0.25
in.) inside the back of the pump housing.
Control Piston Group
27. Install seal (2, Figure 6-10) and piston ring (3)
into their respective grooves on control piston
(11).
28. Insert the control piston assembly into sleeve
(4).
29. While supporting the control piston, press or slip
in pin (8) and secure it with cotter or roll pin
(18).
NOTE: The order of piston sleeve seal installation
starts at the widest end of the sleeve.
30. Install backup ring (1, Figure 6-14), O-ring (2)
and back-up ring (3) in rearmost groove on the
piston sleeve. Install O-ring (4) and backup ring
(5) in the remaining groove.
NOTE: Ensure that the grooves in sleeve (4, Figure
6-10) are at the 12 o’clock and 6 o’clock positions
when inserted into the valve plate.
31. Insert the piston and sleeve assembly into valve
plate (11, Figure 6-11). Install O-ring (6) with
backup ring (5) in the seal groove of control
cover cap (4).
L6-19

FIGURE 6-14. O-RING LOCATION ON PISTON
SLEEVE
1. Backup Ring 4. O-ring
2. O-ring 5. Backup Ring
3. Backup Ring
32. Insert bias control piston springs (1, Figure 6-
10) into control piston (11). Use four capscrews
(1, Figure 6-11) to fasten the control cover cap
to the rear of the valve plate. Tighten the
capscrews evenly to 187 N·m (138 ft. lbs.).
33. Install O-ring (10) in the rear of the valve plate.
Use four capscrews (7) to fasten cover plate (9)
over the opening in the valve plate.
34. Pull the free end of control link (17, Figure 6-10)
toward the rear of the pump housing until the
open hole in the link lines up with the open ports
on the sides of the pump case.
35. Install stroke adjuster assembly (Figure 6-13) to
hold the swashblock in place.
Valve Plate Group
36. Ensure that driveshaft bearing (13, Figure 6-11)
is in place. Using assembly grease to hold the
desired position, place valve plate gasket (12)
in position on valve plate (11).
37. Support the valve plate assembly from an
overhead hoist (lifting lug holes are provided) in
preparation for mating to the pump housing.
38. Assemble one control link retainer ring (14,
Figure 6-10) and one control link washer (15)
onto the threaded hole side of control link pin
(16). Then thread a 1/4” - 20NC capscrew into
the pin to ease holding.
39. Carefully maneuver the valve plate assembly
(supported by overhead hoist) over the
driveshaft and into the pump housing so that
the slot on control piston (11) engages control
link (17).
L6-20 Steering Circuit Component Repair
40. With the hole in the control piston lined up with
the hole in the link, carefully insert control link
pin (16).
During this next step, be careful to prevent the
washer and retaining ring from falling into the
pump housing.
41. Install second control link washer (15) and
control link retaining ring (14) onto the pin.
Remove the capscrew from the pin.
NOTE: The valve plate is a slight press fit into thr
pump housing. Ensure that the pilot diameter on the
valve plate is aligned with the mating diameter on the
pump housing before assembly.
42. Insert four capscrews (8, Figure 6-11) and
alternately tighten them until the valve plate is
drawn up to the pump housing. Tighten the
capscrews evenly to 330 N·m (244 ft. lbs.).
43. Install cover plate (9) with new O-ring (10) and
capscrews (7).
44. Install O-rings (2), (3) and (4, Figure 6-12) in
their proper locations on the top of the valve
plate. Install block (10) to the valve plate with
socket head capscrews (12). Tighten the
capscrews to 21 N·m (183 in. lbs.).
45. Install 4-way valve (11) and compensator valve
(16).
46. Install orifice (9) and plug (7) with new O-ring (8)
in the side of the compensator block as shown
in Figure 6-12. Install orifice (15), plug (7) and
O-ring (8) in the top of the block.
47. Install the remaining plugs with new O-rings.
48. Install unloader module (18) on the
compensator block with new O-rings (19) and
socket head capscrews (17). Tighten the
capscrews to 10 N·m (88 in. lbs.).
49. Install plugs (9) and (24, Figure 6-9) and O-rings
(10) and (25) in the pump housing.
50. Measure the pump rotation torque. The rotation
torque should be approximately 20 N·m (15 ft.
lbs.).
7/06 L06033
STEERING ACCUMULATORS
Removal
1. Ensure that the key switch has been OFF for at
least 90 seconds to allow the accumulator oil to
drain back to tank. Turn the steering wheel to
ensure that all pressurized oil is released.
2. Remove cover (1, Figure 6-15). Disconnect the
electrical wiring from nitrogen precharge
pressure switch (10).
3. Remove the charging valve guard and loosen
the small hex on charging valve (9) three
complete turns. Depress the valve core until all
nitrogen pressure has been relieved.
2. Secure the accumulator to mounting bracket (7)
using mounting clamps (4), capscrews,
lockwashers and nuts. Tighten the capscrews to
the standard torque.
3. Connect the electrical wiring to nitrogen
precharge pressure switch (10). Reconnect oil
line (8) to the bottom of the accumulator.
4. Precharge both accumulators with pure dry
nitrogen. Refer to the Steering Accumulator
Charging Procedure in this section.
5. Check charging valve (9), pre-charge switch
(10) and check valve assembly (11) for leaks
using a soap solution.

Ensure that only the small swivel hex nut turns.

Turning the complete charging valve assembly
may result in the valve assembly being forced
out of the accumulator by the nitrogen pressure
inside. Wear a protective face mask when
discharging nitrogen gas.
4. Remove oil line (8) from the bottom of the
accumulator that is being serviced. Plug the
hoses and cover the opening in the accumulator
to prevent possible contamination of the
system. Do not use a screw-in type plug.

The accumulator weighs approximately 172 kg

(380 lbs.). Use a suitable lifting device with
adequate capacity to handle the load safely.
5. Attach a lifting device to the accumulator.
6. Loosen the capscrews and remove mounting
clamp (4).
7. Raise the accumulator until it is clear of
mounting bracket (7). Move the accumulator to
a clean work area for disassembly.
FIGURE 6-15. STEERING ACCUMULATORS
1. Cover 6. Bleeddown Manifold
Installation 2. Front Steering Valve
Accumulator 7. Mounting Bracket
1. Lift the accumulator into position it on mounting 3. Rear Steering 8. Oil Line
bracket (7, Figure 6-15). The accumulator Accumulator 9. Charging Valve
should be positioned to allow access to 4. Mounting Clamp 10. Nitrogen Precharge
charging valve (9). 5. Flow Amplifier Valve Pressure Switch
11. Check Valve

L06033 7/06 Steering Circuit Component Repair L6-21

Disassembly
1. After the accumulator has been removed from
the equipment, the accumulator body should be
secured in a vise, preferably a chain vise. If a
standard jaw vise is used, brass inserts should
be used to protect the hydraulic port assembly
from damage. Clamp on wrench flats only when
using a jaw vise to prevent the accumulator
from turning.
2. Remove bleed plug (12, Figure 6-17) on the
hydraulic port assembly. Usie a spanner wrench
to remove locking ring (10) from the hydraulic
port assembly. Use an adjustable wrench on the
flats located on the port assembly to prevent the
port assembly from rotating.
3. Remove spacer (9), then push the hydraulic
port assembly into the shell.
4. Insert your hand into the accumulator shell and
remove O-ring backup (8), O-ring (7), and metal
backup washer (6). Separate anti-extrusion ring
(3) from the hydraulic port. Fold the anti-
extrusion ring and remove it from the shell
(Figure 6-15).
5. Remove the hydraulic port from the
accumulator shell.
6. To prevent the bladder valve stem from twisting,
secure it with an appropriate wrench applied to
the valve stem flats. Remove gas valve
manifold (14, Figure 6-17). Then remove nut (5)
while still holding the bladder valve stem.
7. Fold the bladder and pull it out of the
accumulator shell. A slight twisting motion while
pulling on the bladder reduces the effort
required (Figure 6-16). If the bladder is slippery,
hold it with a cloth.
FIGURE 6-16. ANTI-EXTRUSION RING REMOVAL
L6-22 Steering Circuit Component Repair
Cleaning and Inspection
1. Clean all metal parts with a cleaning agent.
2. All seals and soft parts should be wiped clean.
3. Inflate the bladder to normal size. Wash the
bladder with a soap solution. If the bladder
causes bubbles in the soap solution, discard the
bladder. After testing, deflate the bladder
immediately.
4. Inspect the hydraulic port assembly for
damage. Check the poppet plunger to see that
it spins freely and functions properly.
5. Check the anti-extrusion ring and soft seals for
damage and wear. Replace all worn or
damaged seals with original equipment seals.
6. After the shell has been cleaned with a cleaning
agent, check the inside and outside of the shell.
Special attention should be given to the area
where the gas valve and hydraulic assembly
pass through the shell. Any nicks or damage in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted,
consult your Komatsu Service Manager.
DO NOT repair the housing by welding,
machining or plating to salvage a worn area.
These procedures may weaken the housing and
result in serious injury to personnel when
pressurized.
FIGURE 6-17. BLADDER REMOVAL
7/06 L06033
Assembly
NOTE: Assemble the accumulator(s) in a dust and
lint free area. Maintain complete cleanliness during
assembly to prevent possible contamination.
Use only nitrogen that meets or exceeds CGA
(Compressed Gas Association) specification G-10.1
for type 1, grade F. The nitrogen should be 99.9%
pure. Use only nitrogen cylinders with standard CGA
number 580 connections with the appropriate high
pressure regulator.
1. After shell (4, Figure 6-18) has been cleaned
and inspected, place the accumulator shell in a
vise or on a table.
2. Thoroughly spray the inside of the accumulator
shell with 3.1 L (106 oz.) of clean C-4 hydraulic
oil to lubricate and cushion the bladder. Ensure
that the entire internal surface of the shell is
lubricated.
3. With all gas completely exhausted from the
bladder, collapse the bladder and fold it
longitudinally in a compact roll.
4. Install the gas valve on the bladder.
5. Insert the bladder pull rod into the valve stem
opening and out through the shell fluid port.
Attach the bladder pull rod to the bladder valve
stem.
6. 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.
7. Once the bladder valve stem has been pulled
through the valve stem opening in the shell,
install valve stem nut (5) by hand. Remove the
bladder pull rod.
8. Use a wrench to hold the bladder valve stem on
the flats, then tighten nut (5) securely.
9. If removed, install pressure switch (15) into
valve assembly (11). Tighten the switch to 41 ±
5 N·m (30 ± 4 ft. lbs.). Then install valve
assembly (11) onto gas valve manifold (14) and
tighten it to 18 ± 4 N·m (13 ± 3 ft. lbs.).

FIGURE 6-18. ACCUMULATOR ASSEMBLY

1. Bladder Assembly 7. O-ring 13. Warning Plate

2. Hydraulic Port Assembly
3. Anti-Extrusion Ring
4. Shell
5. Nut
6. Metal Backup Washer
8. O-ring Backup
9. Spacer
10. Locking Ring
11. Valve Assembly
12. Bleed Plug
14. Gas Valve Manifold
15. Pressure Switch
16. O-ring

L06033 7/06 Steering Circuit Component Repair L6-23

 10. If removed, install the charging valve onto gas 19. Install O-ring back-up (8) over the hydraulic port
manifold (14). Then tighten small hex nut (4, assembly. Push it into the shell fluid port until it
Figure 6-19) to 5 N·m (45 in. lbs.). bottoms out against the O-ring.
If a new charging valve was installed, the valve 20. Insert spacer (9) with the smaller diameter of
stem must be seated as follows: the shoulder facing the accumulator shell.
21. Install locking ring (10) on the hydraulic port
a. Tighten small hex swivel nut (4, Figure 6-19) assembly and tighten it securely. This will
to 14 N·m (10 ft. lbs.). squeeze the O-ring into position. Use an
b. Loosen the small hex swivel nut. appropriate wrench on the flats on the port
assembly to ensure that the unit does not turn.
c. Retighten the small hex swivel nut to 14 N·m
(10 ft. lbs.). 22. Install bleed plug (12) into the hydraulic port
assembly.
d. Loosen the small hex swivel nut again.
23. Verify that all warning labels are attached to the
e. Finally, tighten small hex swivel nut to 5 N·m shell and that they are legible. Install new labels
(45 in. lbs.). as required.
11. Install charging valve cap (1) finger-tight. Install 24. Precharge the accumulator to 690 - 827 kPa
the charging valve cover,. Tighten the (100 - 120 psi). Refer to the Steering
capscrews to 40 N·m (25 ft. lbs.). Accumulator Charging Procedure.
12. Install new O-ring (16, Figure 6-17) on gas valve 25. After precharging is completed, install a plastic
manifold (14). Hold the bladder valve stem with cover over the hydraulic port to prevent
a wrench and install gas valve manifold (14) contamination. Do not use a screw-in type
securely. plug.
13. While holding hydraulic port assembly (2) by the
threaded end, insert the poppet end into the
shell fluid port. Lay the complete assembly
inside the shell.
14. Fold anti-extrusion ring (3) to enable insertion
into the shell. Once the anti-extrusion ring has Always store bladder accumulators with 690 -
cleared the fluid port opening, place the anti- 827 kPa (100 - 120 psi) nitrogen precharge
extrusion ring on the hydraulic port assembly pressure. This amount of pressure fully expands
with the steel collar facing toward the shell fluid the bladder and holds oil against the inner walls
port. for lubrication and rust prevention. Do not
15. Pull the threaded end of the port assembly exceed 827 kPa (120 psi). Storing accumulators
through the shell fluid port until it seats solidly with too much pressure is not safe due to
into position on the shell fluid port opening. possible leakage.
16. Connect the nitrogen charging kit to the
Refer to Accumulator Storage Procedures in this
charging valve. With the hydraulic port
section for more information about properly
assembly firmly in place, slowly pressurize the
storing bladder accumulators.
bladder using dry nitrogen and a sufficient
pressure of approximately 275 - 345 kPa (40 -
50 psi) to hold the port assembly in place so
that both of your hands are free to continue with
the assembly.
17. Install metal O-ring backup washer (6) over the
hydraulic port assembly. Push it into the shell
fluid port to bottom it out on the anti-extrusion
ring.
18. Install O-ring (7) over the hydraulic port
assembly. Push it into the shell fluid port until it
bottoms out against metal O-ring backup
washer (6). Ensure that the O-ring does not
twist.

L6-24 Steering Circuit Component Repair 7/06 L06033

 Leak Testing
Leak testing entails checking for internal and external
leaks at high pressure. A source of 24,130 kPa (3500
psi) hydraulic pressure and nitrogen pressure of
9653 kPa (1400 psi) will be required. A small water
tank will be necessary for a portion of the test.
1. Remove charging valve guard (5, Figure 6-18)
and charging valve cap (6).
2. Close the bleed valve.
3. Attach a gauging assembly to the charging
valve and tighten the swivel nut finger-tight.
4. Hold valve body (6, Figure 6-19) with one
wrench while unscrewing swivel nut (4) three
complete turns with a second wrench. This will
open the poppet inside the gas valve.
FIGURE 6-19. GAS END COMPONENTS 5. Slowly charge the accumulator to 690 kPa (100
1. Gas Manifold Valve 6. Cap psi). After 690 kPa (100 psi) is obtained, the
2. O-ring 7. Flat Gasket charging rate can be increased until the
3. Capscrew 8. Charging Valve accumulator is fully charged at 9653 kPa (1400
4. Lockwasher Assembly psi).
5. Guard 9. Pressure Switch 6. Tighten swivel nut (4) finger-tight to close the
internal poppet.
7. Submerge the accumulator assembly under
water and observe it for 20 minutes. No leakage
(bubbles) is permitted. If leakage is present,
proceed to Step 14.
8. Hold charging valve (6) with a wrench and
remove the swivel nut assembly.
9. Install valve cap (1) on the charging valve
finger-tight and install the gas valve guard.
10. Connect a hydraulic power supply to the oil port
on the accumulator. Ensure that bleed plug (12,
Figure 6-18) is installed.
11. Pressurize the accumulator with oil to 24,130
kPa (3500 psi). This may take 6 to 8 gallons of
oil. No external oil leakage is permitted.
12. Slowly relieve oil pressure and remove the
hydraulic power supply. Install a plastic cover
over the hydraulic port to prevent
contamination.
13. If any gas or oil leakage was present, discharge
FIGURE 6-20. CHARGING VALVE all nitrogen gas using the charging equipment
and repair as necessary. If there were no leaks
1. Valve Cap 6. Valve Body
of any kind, use the nitrogen charging
2. Seal 7. O-ring
equipment and adjust the nitrogen precharge
3. Valve Core 8. Valve Stem
pressure to 690 - 827 kPa (100 - 120 psi).
4. Swivel Nut 9. O-ring
5. Rubber Washer 14. Verify that all warning and caution labels are
attached and legible. Install new labels as
required.

L06033 7/06 Steering Circuit Component Repair L6-25

 Charging Procedure 1. With the engine off and key switch in the OFF
position, allow at least 90 seconds for the
accumulator to bleed down. Turn the steering
wheel to ensure that no pressurized oil remains
in the accumulators.
Do not loosen or disconnect any hydraulic line or 2. Open the needle valves in the brake cabinet to
component until the engine is stopped and the release hydraulic pressure from the brake
key switch has been OFF for at least 90 seconds. accumulators. Ensure that all hydraulic
pressure has been relieved from the hydraulic
Pure dry nitrogen is the only gas approved for system. Remove bleeder plugs (12, Figure 6-
use in the steering accumulator. The accidental 17) in the steering accumulator stems to vent
charging of oxygen or any other gas in this any residual pressure.
compartment may cause an explosion. Ensure
NOTE: If a new or rebuilt accumulator (or any
that pure dry nitrogen gas is being used to
bladder accumulator with all nitrogen discharged) is
charge the accumulator.
being precharged while installed on the truck and still
connected to the hydraulic system, the oil side of the
Before charging or discharging nitrogen gas in
accumulator must be vented to allow proper bladder
the accumulator, carefully read and understand
expansion. Trapped air or oil on the hydraulic side of
the warning labels and instructions regarding the
the bladder will prevent the proper precharge
charging valve.
pressure from being obtained for safe operation.
Only precharge accumulators to 9653 kPa (1400 3. Remove charging valve guard (5, Figure 6-18)
psi) while installed on the truck. Never handle an and charging valve cap (6).
accumulator with lifting equipment if the nitrogen 4. Turn the gas valve "T" handle all the way out
precharge pressure is over 827 kPa (120 psi). (counterclockwise) before attaching the
Always set the precharge to 690 - 827 kPa (100 - charging assembly to the accumulator gas
120 psi) before removing or installing the valve.
accumulators. 5. Close the bleed valve.
6. Attach the swivel nut to the gas valve finger-
Ensure that the nitrogen supply is shut off before tight. Do not to loop or twist the hose.
attaching the charging manifold to the nitrogen
7. Hold valve body (6, Figure 6-19) with one
container.
wrench while unscrewing swivel nut (4) three
complete turns with a second wrench. This will
NOTE: If one accumulator is low on nitrogen, it is open the poppet inside the gas valve.
recommended that both accumulators be checked 8. Set the regulator for 172 kPa (25 psi), then
and charged at the same time. Correct precharge slightly open the nitrogen container. Slowly fill
pressure is the most important factor in prolonging the accumulator. The fill rate time for this
accumulator life. accumulator is approximately four minutes.

NOTE: Use only nitrogen that meets or exceeds

CGA (Compressed Gas Association) specification G-
10.1 for type 1, grade F. The nitrogen should be
If the precharge is not filled slowly, the bladder
99.9% pure. Use only nitrogen cylinders with
may suffer permanent damage. A "starburst"
standard CGA number 580 connections with the
rupture in the lower end of the bladder is
appropriate high pressure regulator.
characteristic of precharging too rapidly.

L6-26 Steering Circuit Component Repair 7/06 L06033

 9. When 172 kPa (25 psi) of precharge pressure is
obtained, close the nitrogen valve. Set the
regulator for the operating precharge pressure
based on the current ambient temperature.
Refer to Table 1. Then, open the nitrogen
container and fill the accumulator.
10. Let the precharge set for 15 minutes. This will
allow the gas temperature to stabilize. If the
desired precharge is exceeded, close the
nitrogen container valve and slowly open the
bleed valve until the correct precharge pressure
is obtained. Refer to Table 1.
Do not reduce the precharge by depressing the
valve core with a foreign object. High pressure
may rupture the rubber valve seat.
11. Turn the top hex to close the internal poppet.
Tighten the hex nut to 7 - 11 N·m (5 - 8 ft. lbs.).
12. Hold the gas valve stationary and loosen the
swivel nut to remove the assembly. Use a
common leak reactant to check for nitrogen
leaks.
13. Install the gas valve cap finger-tight. The gas
valve cap serves as a secondary seal.
14. Install the charging valve guard.
Temperature variation can affect the precharge
pressure of an accumulator. As the temperature
increases, the precharge pressure increases.
Conversely, decreasing temperature will decrease
the precharge pressure. In order to ensure the
accuracy of the accumulator precharge pressure, the
temperature variation must be accounted for.
A temperature variation factor is determined by the
ambient temperature when charging the accumulator
on a truck that has been shut down for one hour.
Refer to Table 1 for charging pressures in different
ambient operating conditions that the truck is
currently exposed to during the charging procedure.
For example, assuming that the ambient temperature
is 10°C (50°F), charge the accumulator to 9294 kPa
(1348 psi).
TABLE 1. Relationship Between Charging
Pressure and Ambient Temperature
Ambient Charging Pressure
Temperature ± 70 kPa (10 psi)
-23°C (-10°F) and below 8232 kPa (1194 psi)
-17°C (0°F) 8412 kPa (1220 psi)
-12°C (10°F) 8584 kPa (1245 psi)
-7°C (20°F) 8763 kPa (1271 psi)

-1°C (30°F) 8943 kPa (1297 psi)

4°C (40°F) 9122 kPa (1323 psi)

10°C (50°F) 9294 kPa (1348 psi)

16°C (60°F) 9473 kPa (1374 psi)

21°C (70°F) 9653 kPa (1400 psi)

27°C (80°F) 9832 kPa (1426 psi)

32°C (90°F) 10,011 kPa (1452 psi)

38°C (100°F) 10,184 kPa (1477 psi)

43°C (110°F) 10,363 kPa (1503 psi)

49°C (120°F) 10,542 kPa (1529 psi)

NOTE: A precharge pressure below 8232 kPa (1194

psi) is not recommended because of low precharge
pressure warnings. The low accumulator precharge
warning switch activates at 7584 ± 310 kPa (1100 ±
45 psi).

L06033 7/06 Steering Circuit Component Repair L6-27

Precharge Maintenance
If the low steering accumulator precharge
warning light is illuminated when the key switch
is turned ON, do not attempt to start the truck.
Permanent bladder damage may result. Check
the precharge pressure and adjust if necessary.
1. When starting the truck, turn the key switch to
the RUN position and wait to confirm that the
low accumulator precharge warning light does
not stay illuminated after the system check is
complete. If the warning light stays illuminated,
do not start the truck. Notify maintenance
personnel immediately.
2. Check the accumulator precharge pressure
every 500 hours. If the precharge pressure is
too low, the bladder will be crushed into the top
of the shell by hydraulic system pressure and
can extrude into the gas stem and become
punctured. This condition is known as "pick
out". One such cycle is sufficient to destroy a
bladder.
L6-28 Steering Circuit Component Repair
3. Check all sealing areas on the nitrogen side of
the accumulator (charging valve, pressure
switch, manifold, etc.) during every precharge
maintenance interval to ensure that the seals do
not leak. Replace all faulty or leaking seals,
valves, etc. Failure to repair leaking nitrogen
seals may result in a failed accumulator bladder
or low performance from the accumulator.
NOTE: If precharge pressure continues to decline
frequently between precharge maintenance intervals,
and if all nitrogen sealing areas are free of leaks,
then the accumulator bladder most likely has a small
hole in it and must be replaced.
4. Check all heat shields and exhaust blankets, as
provided, during every precharge maintenance
interval to ensure that they are in place and
good condition.
NOTE: If the truck is equipped with cold weather
bladder accumulators, the precharge pressure must
be checked every 100 hours because the nitrogen
permeates this bladder material at a much greater
rate than the standard bladder material.
7/06 L06033
Accumulator Storage Procedures
Always store bladder accumulators with 690 -
827 kPa (100 - 120 psi) nitrogen precharge
pressure. This amount of pressure fully expands
the bladder and holds oil against the inner walls
for lubrication and rust prevention. Do not
exceed 827 kPa (120 psi). Storing accumulators
with too much pressure is not safe due to
possible leakage.
Only precharge accumulators to 9653 kPa (1400
psi) while installed on the truck. Never handle an
accumulator with lifting equipment if the nitrogen
precharge pressure is over 827 kPa (120 psi).
Always set the precharge to 690 - 827 kPa (100 -
120 psi) before removing or installing the
accumulators.
1. If the accumulator was just rebuilt, ensure that
there is approximately 3.1 L (106 oz.) of clean
C-4 hydraulic oil inside the accumulator before
adding 690 kPa (100 psi) of nitrogen precharge
pressure.
2. Bladder accumulators should always be stored
with 690 - 827 kPa (100 - 120 psi) of nitrogen
precharge pressure, which fully expands the
bladder and holds a film of oil against the inner
walls for lubrication and rust prevention.
3. The hydraulic port should always be covered
with a plastic plug to prevent contamination. Do
not use a screw-in type plug.
4. Always store the accumulator in an upright
position.
Bladder Storage Procedures
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, and
electrical equipment. Direct sunlight or fluorescent
light can cause the bladder to weather check and dry
rot, which will appear on the bladder surface as
cracks.
L06033 7/06 Steering Circuit Component Repair
Installing A Bladder Accumulator From Storage
1. Refer to the Charging Procedure to install the
pressure gauges on the accumulator and to
check the precharge pressure.
a. If the precharge pressure is 172 - 690 kPa
(25 - 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 and
install the accumulator on the truck. Refer to
Charging Procedure in this section to fully
charge accumulator to the correct operating
precharge pressure.
b. If the precharge pressure is less than 172
kPa (25 psi), slowly drain off any nitrogen
precharge and proceed to Step 2.
2. Remove the gauges from the accumulator.
3. Lay the accumulator on a suitable work bench
so that the hydraulic port is higher than the
other end of the accumulator. Remove the
plastic dust cap from the hydraulic port.
4. Pour approximately 3.1 L (106 oz.) of clean C-4
hydraulic oil into the accumulator through the
hydraulic port. Allow time for the oil to run down
the inside of the accumulator to reach the other
end.
5. Lay the accumulator flat on the work bench (or
floor) and slowly rotate the accumulator two
complete revolutions. This will thoroughly coat
the accumulator walls with a film of oil
necessary for bladder lubrication during
precharging.
6. Stand the accumulator upright. Install the
pressure gauges and refer to the Charging
Procedure for instructions about charging the
accumulator to 690 kPa (100 psi). Remove the
gauges from the accumulator and install a
plastic dust cap over the hydraulic port.
7. Install the accumulator on the truck.
8. Precharge the accumulator to the correct
operating precharge pressure. Refer to Table 1.
L6-29

TROUBLE
Slow steering, hard
steering or loss of power
assist
Drift - truck veers slowly in
one direction.
Wander - truck will not stay
in straight line
Slip - a slow movement of
steering wheel fails to steer
front wheels
Spongy or soft steering
Erratic steering
Free wheeling - steering
wheel turns freely with no
back pressure - front
wheels do not steer
TROUBLESHOOTING CHART
POSSIBLE CAUSE
STEERING CIRCUIT
1. Overloaded steering axle
2. Malfunctioning relief valve preventing
adequate system pressure build-up
3. Worn or malfunctioning pump
4. Restricted high pressure filter or suction
strainer
1. Rod end of cylinder slowly extends
without turning the steering wheel
2. Worn or damaged steering linkage
1. Air in system due to low oil level, pump
cavitation, leaking fitting, pinched hoses
2. Loose cylinder piston
3. Broken centering springs (spool valve,
steering valve)
4. Worn mechanical linkage
5. Bent linkage or cylinder rod
6. Severe wear in steering control unit
1. Leakage of steering cylinder piston
seals
2. Worn steering control unit meter
1. Low oil level
2. Air in hydraulic system. Probably air
trapped in cylinders or lines.
1. Air in system due to low oil level,
cavitating pump, leaky fittings, pinched
hose, etc.
2. Loose steering cylinder piston
1. Splines of steering column/steering
control unit coupling may be disengaged
or damaged
2. No flow to steering control unit:
a. Low oil level
b. Ruptured hose
c. Broken steering control unit gerotor
drive pin
SUGGESTED CORRECTIVE
ACTION
1. Reduce axle loading.
2. Check system pressure. Adjust
or replace relief valve.
3. Replace pump.
4. Replace filter element or clean
strainer.
1. A small rate of extension may be
normal on a closed center system.
2. Inspect and replace linkage if
necessary. Check alignment or toe-
in of the front wheels.
1. Correct oil supply problem or
bleed air.
2. Repair or replace steering
cylinder.
3. Repair or replace steering control
unit.
4. Repair or replace.
5. Repair or replace defective
components.
6. Repair or replace steering control
unit.
1. Repair or replace steering
cylinder.
2. Replace steering control unit.
1. Service hydraulic tank and check
for leakage.
2. Bleed air from system.
1. Correct condition and add oil as
necessary.
2. Repair or replace steering
cylinder.
1. Repair or replace steering
column or coupling.
2. Repair as required:
a. Add oil and check for leakage.
b. Replace hose.
c. Repair or replace steering
control unit.

L6-30 Steering Circuit Component Repair 7/06 L06033


TROUBLE
Excessive free play at
steered wheels
Binding or poor centering of
steered wheels
Steering control unit locks
up
Steering wheel oscillates or
turns by itself
Steered wheels turn in
opposite direction when
operator turns steering
wheel
No pump output
POSSIBLE CAUSE
1. Broken or worn linkage between
steering cylinder and steered wheels
2. Leaky steering cylinder seals
1. Binding or misalignment in steering
column or splined coupling and steering
control unit
2. High back pressure in tank can cause
slow return to center - should not exceed
2068 kPa (300 psi)
3. Large particles can cause binding
between the spool and sleeve in the
steering control unit
1. Large particles in meter section
2. Insufficient hydraulic power
3. Severe wear and/or broken pin
1. Lines connected to wrong ports
2. Parts assembled wrong; steering
control unit improperly timed
1. Lines connected to wrong cylinder ports
STEERING PUMP
1. Air trapped inside steering pump
2. Broken pump drive shaft
3. Excessive circuit leakage
4. No oil to pump inlet
SUGGESTED CORRECTIVE
ACTION
1. Check for loose fitting bearings at
anchor points in steering linkage
between cylinder and steered
wheels.
2. Repair or replace steering
cylinder.
1. Align column to steering control
unit.
2. Remove restriction in the lines or
circuit. Check for obstruction or
pinched lines.
3. Clean steering control unit and
filter the oil. If another component
has malfunctioned (generating
contaminating materials), flush the
entire hydraulic system.
1. Clean the steering control unit.
2. Check hydraulic system
pressure.
3. Repair or replace steering control
unit.
1. Check line routing and
connections.
2. Reassemble correctly and re-
time control valve.
1. Inspect and correct line
connections.
1. Bleed air from pump and/or
steering system.
2. Inspect hoist and steering pump;
replace drive shaft.
3. Check for external leaks or
internal system pressure loss.
4. Check hydraulic tank oil level.
Ensure that pump inlet shutoff valve
is open.

L06033 7/06 Steering Circuit Component Repair L6-31


TROUBLE POSSIBLE CAUSE
1. Low pump pressure
2. Internal pump wear
Low pump output
3. Restricted inlet
4. Insufficient oil supply
5. High pressure filter restricted
1. Defective pressure control
Loss of pressure
2. Internal steering pump wear
3. Excessive leakage in brake system
Excessive or high peak 1. Defective or improperly adjusted
pressure pressure control(s)
1. Low compensator or unloader valve
setting
2. Fluid too cold or viscosity too high
3. Air leak at pump inlet
Noise or squeal
4. Insufficient inlet oil supply
5. Internal pump damage
1. Pressure compensator adjusted
incorrectly or defective
Erratic pump (load/unload) 2. Excessive internal leakage in steering
cycle circuit
3. Unloader valve pilot seat damaged
1. Excessive system pressure
Excessive heat 2. Low hydraulic fluid level
3. Worn steering or hoist pump
L6-32 Steering Circuit Component Repair
SUGGESTED CORRECTIVE
ACTION
1. Check unloader valve operation
and adjust pressure if necessary.
Check compensator adjustment
pressure. Check system relief
valves. Replace as necessary.
2. Repair or replace steering pump.
3. Ensure that shutoff valve is open.
Check suction hose. Clean tank
strainers.
4. Check hydraulic tank oil level.
Ensure that shutoff valve is open.
5. Replace filter element.
1. Check unloader valve operation
and adjust pressure if necessary.
Check compensator adjustment
pressure. Check system relief
valves. Replace as necessary.
2. Repair or replace pump.
3. Inspect brake system and check
pressures.
1. Check unloader valve operation
and adjust pressure if necessary.
Check compensator adjustment
pressure. Check system relief
valves. Replace as necessary.
1. Check pressure and adjust
pressure controls.
2. Warm oil before starting or install
proper viscosity oil.
3. Inspect inlet hose, connections
and shutoff valve.
4. Check hydraulic tank level. Clean
suction strainer. Ensure that shutoff
valve is open.
5. Repair or replace pump.
1. Adjust pressure compensator or
repair if necessary.Check unloader
pressure settings.
2. Measure component leakage
rates and replace defective
components.
3. Replace unloader valve module.
1. Adjust system pressures.
2. Service hydraulic tank.
3. Repair or replace pump(s).
7/06 L06033
 SUGGESTED CORRECTIVE
TROUBLE POSSIBLE CAUSE
ACTION
FLOW AMPLIFIER
1. Disassemble valve and check
1. Stuck amplifier spool
amplifier spool for damage or
obstruction.
2. Disassemble valve and check
Slow or hard steer 2. Obstruction in orifice, directional spool
directional spool and orifices for
damage or obstruction.
3. Check and correct relief valve
3. Incorrect relief valve pressure setting
setting.
1. Leaking shock and suction relief valve 1. Disassemble valve, check and
Free wheeling clean shock and suction valves.
(no end stop) Replace valves if necessary.
2. Pressure setting of shock valve too low 2. Adjust pressure settings
Inability to steer 1. Repair or replace steering control
1. Defective steering control unit
(no pressure build-up) unit.
1. Air in “LS” line 1. Bleed air from “LS” line.

2. Priority valve spring compression weak 2. Disassemble flow amplifier.

Resistance when initially
Replace priority valve spring.
turning steering wheel
3. Obstruction in orifice in “LS” or “PP” 3. Disassemble flow amplifier.
port Inspect and clean orifice.

L06033 7/06 Steering Circuit Component Repair L6-33

 NOTES

L6-34 Steering Circuit Component Repair 7/06 L06033

 SECTION L7

HOIST CIRCUIT

INDEX

HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3

BASIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3

COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4

Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4

Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4

High Pressure Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4

Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4

Inlet Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4

Work Ports (Rear) Spool Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5

Tank Ports (Front) Spool Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5

Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5

Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6

Hoist Up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6

Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6

Overcenter Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6

HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7

Float Position Of Pilot Valve With Truck Body On Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-8

Power Up Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-10

Hold Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-12

Power Down Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-14

Float Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-16

L07029 8/04 Hoist Circuit L7-1

 NOTES

L7-2 Hoist Circuit 8/04 L07029

 HOIST CIRCUIT
BASIC OPERATION
The following information describes the basic hoist
system circuit as shown in Figure 7-1. Detailed
component operation is outlined under the individual
component descriptions.
Hydraulic fluid is supplied by a tank (1) located on
the left frame rail. Hydraulic oil is routed to a tandem
gear type pump (2). A second pump, coupled to the
rear of the hoist pump, supplies oil for the steering
and brake systems. The pumps are driven by an
accessory drive at the end of the traction alternator.
Hoist pump output is directed to a pair of high
pressure filters (3) mounted to the inboard side of
the fuel tank.
Hydraulic oil from the hoist filters is directed to the
hoist valve (7), mounted above the pumps The hoist
valve directs oil to the body hoist cylinders (10) for
raising and lowering of the dump body. Hoist valve
functions are controlled by the operator through the
lever connected to the hoist pilot valve (4) located in
the hydraulic components cabinet. A hoist limit
solenoid (5) located in the bleeddown manifold
shifts the hoist valve out of POWER UP before the
hoist cylinders extend to their maximum physical
limit.
When the hoist valve is in the HOLD or FLOAT
position, hoist circuit oil flows to the front (8) and
rear (9) service brakes, cooling the wet disc brakes
during truck operation.

Hydraulic hoses deteriorate with age

and use. Prevent possible malfunctions
by inspecting all hoses periodically.
Replace any hose showing wear,
damage or deterioration.

FIGURE 7-1. HOIST CIRCUIT SCHEMATIC

1. Hydraulic Tank
2. Hoist Pump
3. High Pressure Filter
4. Hoist Pilot Valve
5. Hoist Limit Solenoid
6. Pilot Operated Check Valve
7. Hoist Valve
8. Brake Cooling Oil Supply (Front)
9. Brake Cooling Oil Supply (Rear)
10. Hoist Cylinder
10. Quick Disconnect
10. Overcenter Manifold
10. Check Valve
10. Counterbalance Valve
10. Bleeddown Manifold

L07029 8/04 Hoist Circuit L7-3

COMPONENT DESCRIPTION The hoist valve precisely follows differential pressure
input signals generated by the hoist pilot valve as the
Hydraulic Tank operator moves the hoist control lever while raising
and lowering the dump body.
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 tank’s service capacity is approximately 947
liters (250 gallons). Type C-4 hydraulic oil is
recommended for use in the hydraulic system. Oil
used in the hoist circuit flows through 100 mesh wire
suction strainers to the inlet hoses of the pump. Air
drawn into the tank during operation is filtered by air
filters located on the top of the tank. Oil level can be
checked visually at sight glasses located on the face
of the tank.

Hydraulic Pump
The hoist system hydraulic pump is a tandem, gear
type pump driven by a drive shaft on the end of the
traction alternator. The pump has a total output of
931 l/m (246 gpm) at 1900 rpm and 17,235 kPa
(2500 psi).
A smaller piston type, pressure compensated pump,
rated at 250 l/m (66 gpm) @ 1900 rpm, is coupled to
the hoist pump. It supplies oil to the steering system FIGURE 7-2. HOIST VALVE
and brake apply system.
Hoist pressure is limited to 17,235 kPa (2500 psi) by
1. Inlet Section 4. Inlet Section
internal relief valves located in the hoist control valve
2. Work Ports Spool 5. Inlet Port
inlet sections.
Section 6. Outlet Port
High Pressure Filters 3. Tank Ports Spool 7. Spool Section Cover
Section 8. Separator Plate
Hoist pump output oil is directed to the high pressure
filters mounted on the inboard side of the fuel tank.
The filter assemblies are equipped with a bypass Inlet Sections
valve which permits oil flow if the filter element Each of the front and rear inlet sections of the hoist
becomes excessively restricted. Flow restriction valve contains of the following components:
through the filter element is sensed by an indicator
• Flow control valve and main relief valve
switch. This switch will turn on a red warning light in
the cab to indicate that filter service is required. The • Secondary Low pressure relief valve
indicator light will illuminate when the restriction • Anti-void check valve
reaches approximately 241 kPa (35 psi). Actual filter
bypass will result when the filter element restriction • Load check valve
reaches approximately 345 kPa (50 psi). The flow control portion of the flow control and main
relief valves allow pump flow to the service brake
Hoist Valve cooling circuit unless the body is being raised or
The hoist valve (Figure 7-2) is mounted on a modular lowered. The relief portion of the valve is direct-
assembly containing the hoist valve, overcenter acting and has the capacity to limit the working
manifold, and both hydraulic pumps. This assembly pressure at full pump flow.
is bolted to brackets attached to the frame rails
behind the main alternator. The hoist valve is a split
spool design. The term “split spool” describes the
spool section of the valve.

L7-4 Hoist Circuit 8/04 L07029

The secondary low pressure relief is located between Tank Ports (Front) Spool Section
the low pressure core and the outlet to the brake
The primary low pressure valves are located in the
cooling circuit. It provides for pressure relief if
front spool section of the hoist valve. These valves
pressure spikes occur in the low pressure passage
maintain back pressure on the low pressure passage
area.
and direct the hoist cylinder return oil back to the
The load check allows free flow from the inlet to the hydraulic tank.
high pressure core and prevents flow from the high
pressure core to the inlet. Hoist Pilot Valve

The anti-void check valve allows free flow from the The hoist pilot valve (Figure 7-3) is mounted in the
low pressure core to the high pressure core and hydraulic components cabinet behind the operator’s
prevents flow from the high pressure core to the low cab. The hoist pilot valve spool is spring centered to
pressure core. the neutral position and is controlled directly by the
operator through a lever mounted on the console
Work Ports (Rear) Spool Section between the operator and passenger seat. A cable
connects the cab mounted lever to the hoist pilot
The rear spool section of the hoist valve consists of
valve in the hydraulic components cabinet.
the following components:
When the operator moves the lever, the pilot valve
• Pilot ports
spool moves and directs pilot flow to the appropriate
• Main spools pilot port on the hoist valve. The pilot flow causes the
• Work ports main spool to direct oil flow to the hoist cylinders.

• Check poppets The hoist pilot valve is equipped with a one way load
check valve which allows free flow from the center
The pilot ports are located in the spool section cover. passage to bridge core and prevents reverse flow.
These ports provide connections for a pilot line to the The valve also contains power down relief valve (2),
hoist pilot valve. Each work port has a corresponding which is used to limit the power down pressure to
pilot port. 10,400 kPa (1500 psi).
The work ports provide for a line connection between
the spool section and the hoist cylinders. One main
spool for each work port is spring biased at both end
to block the work port from the high and low pressure
cores when there is no flow through the spool cross
holes.
When there is flow through the pilot ports to the
spools, a positive differential pressure at the top of
the spool will overcome the bottom spring bias and
the spool will shift to connect the work port to the
high pressure core.
When there is flow from the main valve work port to
the pilot port through the cross-holes, a positive
differential pressure at the bottom of the spool will
overcome the top spring bias and the spool will shift
to connect the work port to the low pressure core.
The check poppets located in the spool section
permit free flow from the work port to the pilot port
and restrict flow from the pilot port to the work port.
These check poppets control spool response and
FIGURE 7-3. HOIST PILOT VALVE
spool movements during void conditions.
1. Hoist Pilot Valve 5. To Hoist Valve
2. Relief Valve (Base End)
3. Supply Port 6. Return to Tank
4. To Hoist Valve
(Rod End)

L07029 8/04 Hoist Circuit L7-5

Bleeddown Manifold Overcenter Manifold
The pilot valve/hoist valve hydraulic circuit is routed The overcenter manifold (4, Figure 7-4), located on
through the bleeddown manifold, located on the left the pump module at the rear of hoist valve (1),
frame rail. The hoist up limit solenoid and pilot contains counterbalance valve (2). This valve
operated check valve described below are contained controls the pressure of the cushion of oil in the
in the manifold. Refer to Section L4 for additional annulus area of the hoist cylinder when the body
information about these components. approaches the maximum dump angle. The valve
limits the maximum pressure build-up by relieving
Hoist Up Limit Solenoid pressure in excess of 20,400 kPa (3000 psi),
The hoist up limit solenoid (5, Figure 7-1), located on preventing possible seal damage.
the bottom of the bleeddown manifold, is used in the Quick disconnect fittings (5), mounted on the bottom
hydraulic circuit to prevent maximum hoist cylinder of the manifold, allow dumping of the load in a
extension. disabled truck by connecting jumper hoses to the
The solenoid valve is a 3-way valve, and is controlled hydraulic system of an operational truck.
by a proximity switch (hoist limit switch) located near
the body pivot and the right rear suspension upper
mount.
When the body is nearly fully raised, the body
activates the magnetic proximity switch, signalling
the solenoid to open the “raise” pilot line to the tank,
and close the “raise” pilot line to the hoist valve,
stopping further oil flow to the hoist cylinders.
Refer to Section D, Electrical System (24VDC), for
the adjustment procedure of the hoist limit switches.

Pilot Operated Check Valve

The pilot operated check valve (6, Figure 7-1),
located in the bleeddown manifold, is opened by
power down pilot pressure to allow oil in the raise
port to bypass the hoist up limit solenoid for initial
power down operation while the solenoid is activated
by the hoist limit switch.

FIGURE 7-4. PUMP MODULE

1. Hoist Valve 4. Overcenter Valve

2. Counterbalance 5. Quick Disconnects
Valve 6. Steering/Brake Pump
3. Needle Valve 7. Hoist Pump

L7-6 Hoist Circuit 8/04 L07029

 HOIST CIRCUIT OPERATION

The following pages describe the hoist circuit operation in the FLOAT, POWER UP,
HOLD, and POWER DOWN positions. (Refer to Figures 7-5 through 7-9.)

L07029 8/04 Hoist Circuit L7-7

Float Position Of Pilot Valve With Truck Body On
Frame
Figure 7-5 shows the position of the hoist pilot valve
when the truck body is resting on the frame.
However, the hoist valve internal valves and spools
will be in the position shown in Figure 7-7.
Oil from the hoist pump enters the inlet sections 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 (7) and (8) as
shown in Figure 7-5.
L7-8 Hoist Circuit
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, which allows the oil
to flow the through hoist valve port (23) to the service
brakes for brake disc cooling and eventually back to
the tank. Between hoist valve port (23) and the
brakes or heat exchanger, the cooling supply tee’s to
orificed regulator valves. If supply pressure attempts
to increase above 240 kPa (35 psi), the regulator
valve opens and dumps to the tank.
Oil also flows out of hoist valve port (12) to port (12)
on the pilot valve, through the hoist pilot valve spool,
and out through 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.
8/04 L07029

1. Hoist Relief Valve (2500 psi)
2. Flow Control Valve
3. Secondary Low Pressure Valve
(250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
L07029 8/04
FIGURE 7-5. FLOAT POSITION
9. Head End Work Port
10. Tank Return Port
10. Supply Port
10. Pilot Supply Port
10. Hoist Limit Solenoid
10. Raise Pilot Port
10. Down Pilot Port
10. Power Down Relief Valve
(1500 psi)
Hoist Circuit
10. Anti-void Check Valve
10. Load Check Valve
10. High Pressure Passage
10. Low Pressure Passage
10. Pilot Operated Check Valve
10. Primary Low Pressure Valve
(26 psi)
10. Brake Cooling Circuit Port
10. Overcenter Manifold
L7-9
Power Up Operation No pressure is present on the top of spool (7).
(Figure 7-6) Cylinder return pressure passes through the check-
poppet in the bottom of spool (7) to build pressure
The hoist pilot valve spool is moved to the power up
under the spool, which moves the spool upward,
position when the operator moves the lever rearward
compressing the top spring. This movement allows
in the cab. The pilot supply oil coming in port (12) is
the returning cylinder oil to flow into the low pressure
prevented from returning to the tank and, instead, is
passage (20) to the primary low pressure relief valve
directed out port (14) through hoist limit solenoid (13)
(22). Approximately 179 kPa (26 psi) causes this
in the bleeddown manifold and into port (14) of the
valve to open, allowing the oil to flow out port (10) to
hoist valve.
the tank.
From there it goes to the top of the head end spool
If the load passing over the tail of the body during
(8), builds pressure on the end of the spool, causes
dumping attempts to cause the body to raise faster
the spool to move down compressing the bottom
than the oil being supplied by the pump, the oil
spring, and connects the high pressure passage (19)
returning from the annulus area of the hoist cylinders
to head end port (9). Working oil flow in the high
passing through the counterbalance valve manifold
pressure passage is now allowed to flow through
controls how fast the hoist cylinders can extend due
spool (8) and out port (9) to extend the hoist
to the external force of the load. The speed is
cylinders.
controlled by counterbalance valve.
Even though a small amount of oil flows through the
During the normal raise process, the raise pilot
check poppet in the top of spool (8), raise pilot
pressure supplied to the counterbalance valve (24)
pressure at ports (14) increases to slightly higher
will open the cylinder return ports fully any time raise
pressure than the required hoist cylinder pressure.
pressure is above 4600 kPa (666 psi). As the load
As a result, the pilot supply pressure in ports (12)
shifts toward the tail of the body, the raise pressure
also increases causing back pressure to occur in the
decreases. As it drops below 4600 kPa (666 psi), the
spring area of the flow control valve (2). This
valve starts restricting oil flow, causing a back
overcomes the pilot pressure on the other end of the
pressure to the annulus area. If raise pressure were
flow control valve causing it to close and direct the
to drop to 0, return pressure would increase to
incoming pump oil through the head end spool (8) to
20,400 kPa (3000 psi) maximum.
the hoist cylinders to extend them. At this time, oil
flow to the brake cooling circuit is stopped. When the operator releases the hoist control lever,
the valves change to the HOLD position. If the body
If at any time the resistance to the flow of the pump
raises to the position that activates the hoist limit
oil coming into the inlet section causes the pressure
switch, located above the right rear suspension,
to increase to 17,235 kPa (2500 psi), the pilot
before the operator releases the lever, hoist limit
pressure against hoist relief valve (1) causes it to
solenoid (13) is energized. The solenoid valve closes
open and allow flow to exit out port (23) to the brake
raise pilot port (14) on the hoist and releases the
cooling circuit and to return to the tank.
hoist pilot valve raise pilot pressure at port (14) to the
As the hoist cylinders extend, oil in the annulus area tank, allowing head end spool (8) to center and shut
of all three stages must exit sequentially from the off the supply of oil to the hoist cylinders. This
cylinders. Initially, rod end spool (7) ports are closed. prevents maximum extension of the hoist cylinders.
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
bleeddown manifold and to the tank.

L7-10 Hoist Circuit 8/04 L07029


1. Hoist Relief Valve (2500 psi)
2. Flow Control Valve
3. Secondary Low Pressure Valve
(250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
FIGURE 7-6. POWER UP POSITION
9. Head End Work Port
10. Tank Return Port
10. Supply Port
10. Pilot Supply Port
10. Hoist Limit Solenoid
10. Raise Pilot Port
10. Down Pilot Port
10. Power Down Relief Valve
(1500 psi)
10. Anti-void Check Valve
10. Load Check Valve
10. High Pressure Passage
10. Low Pressure Passage
10. Pilot Operated Check Valve
10. Primary Low Pressure Valve
(26 psi)
10. Brake Cooling Circuit Port
10. Overcenter Manifold

L07029 8/04 Hoist Circuit L7-11

Hold Operation
(Figure 7-7)
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 no pressure, allowing flow control
valve (2) to open and route the incoming pump oil to
the brake cooling circuit through port (23) and back
to the tank.
L7-12 Hoist Circuit
Both pilot ports (14) and (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 (7) and (8), 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.
8/04 L07029

1. Hoist Relief Valve (2500 psi)
2. Flow Control Valve
3. Secondary Low Pressure Valve
(250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
L07029 8/04
FIGURE 7-7. HOLD POSITION
9. Head End Work Port
10. Tank Return Port
10. Supply Port
10. Pilot Supply Port
10. Hoist Limit Solenoid
10. Raise Pilot Port
10. Down Pilot Port
10. Power Down Relief Valve
(1500 psi)
Hoist Circuit
10. Anti-void Check Valve
10. Load Check Valve
10. High Pressure Passage
10. Low Pressure Passage
10. Pilot Operated Check Valve
10. Primary Low Pressure Valve
(26 psi)
10. Brake Cooling Circuit Port
10. Overcenter Manifold
L7-13
Power Down Operation
(Figure 7-8)
When the operator moves the hoist control lever to As oil attempts to return from the head end of the
lower the body, the hoist pilot valve is positioned to hoist cylinders, it initially encounters closed head end
direct the pilot supply oil in ports (12) through ports spool (8). Pressure increases on the bottom end of
(15) to the top of rod end spool (7). the spool, causing it to move upward. This allows the
returning oil to go into the low pressure passage (20),
Pilot pressure increases to move the spool down,
build up 179 kPa (26 psi) to open primary low
compressing the bottom spring. Movement of the
pressure relief (3), and exit the hoist valve through
spool connects high pressure passage (19) to the rod
port (10) to the tank.
end (annulus area) of the hoist cylinders. At the
same time, flow control valve (2) is forced to close as As the body descends and the hoist up limit solenoid
pilot pressure increases, thus directing the incoming is no longer activated, the pilot operated check valve
pump oil to the hoist cylinders through spool (7) and is no longer necessary.
the check valve in the overcenter manifold rather
than back to the tank. Oil flow to the brake cooling
circuit ceases when the flow control valve closes.
If the body is at the maximum up position, the hoist
limit switch has the hoist up limit solenoid activated,
therefore closing raise port (14) on the hoist valve.
Power down pilot pressure in ports (15) pushes open
pilot operated check valve (21), located in the
bleeddown manifold, so the pilot pressure in ports
(14) is open to the tank through the pilot valve spool.

L7-14 Hoist Circuit 8/04 L07029

 FIGURE 7-8. POWER DOWN POSITION
1. Hoist Relief Valve (2500 psi)
2. Flow Control Valve
3. Secondary Low Pressure Valve
(250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
L07029 8/04
9. Head End Work Port
10. Tank Return Port
10. Supply Port
10. Pilot Supply Port
10. Hoist Limit Solenoid
10. Raise Pilot Port
10. Down Pilot Port
10. Power Down Relief Valve
(1500 psi)
Hoist Circuit
10. Anti-void Check Valve
10. Load Check Valve
10. High Pressure Passage
10. Low Pressure Passage
10. Pilot Operated Check Valve
10. Primary Low Pressure Valve
(26 psi)
10. Brake Cooling Circuit Port
10. Overcenter Manifold
L7-15
Float Operation
(Figure 7-9)
When the operator releases the lever as the body The 179 kPa (26 psi) in the low pressure passage
travels down, the hoist pilot valve spool returns to the causes oil to flow to the rod end of the cylinders to
FLOAT position. In this position, all ports (10, 12, 14, keep them full of oil as they retract. When the body
& 15) are common with each other. Therefore, the reaches the frame and there is no more oil flow from
pilot supply oil is returning to tank with no pressure the cylinders, the main spools center themselves and
build-up, thus allowing flow control valve (2) to close the cylinder ports and the high and low
remain open to allow the pump oil to flow through pressure passages.
hoist valve port (23) to the brake cooling circuit and
eventually return to the tank.
With no blockage of either RAISE or DOWN pilot
ports (14) and (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 low pressure passage (20).
The back pressure in the low pressure passage,
created by primary low pressure relief valve (22),
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.

L7-16 Hoist Circuit 8/04 L07029


1. Hoist Relief Valve (2500 psi)
2. Flow Control Valve
3. Secondary Low Pressure Valve
(250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
L07029 8/04
FIGURE 7-9. FLOAT POSITION
9. Head End Work Port
10. Tank Return Port
10. Supply Port
10. Pilot Supply Port
10. Hoist Limit Solenoid
10. Raise Pilot Port
10. Down Pilot Port
10. Power Down Relief Valve
(1500 psi)
Hoist Circuit
10. Anti-void Check Valve
10. Load Check Valve
10. High Pressure Passage
10. Low Pressure Passage
10. Pilot Operated Check Valve
10. Primary Low Pressure Valve
(26 psi)
10. Brake Cooling Circuit Port
10. Overcenter Manifold
L7-17
 NOTES

L7-18 Hoist Circuit 8/04 L07029

 SECTION L8
HOIST CIRCUIT COMPONENT REPAIR
INDEX

HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3

HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4

O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4

INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6

REAR SPOOL SECTION (Work Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-8

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-8

FRONT SPOOL SECTION (Tank Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9

HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13

L08032 1/04 Hoist Circuit Component Repair L8-1

 HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-15

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-17

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-18

Assembly - Quill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19

Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19

Installation Of Check Balls And Plugs In Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-20

Assembly -Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-21

OVERCENTER VALVE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-22

DISABLED TRUCK DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23

Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23

Raising the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23

Lowering the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23

L8-2 Hoist Circuit Component Repair 1/04 L08032

 HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE
Removal
Relieve pressure before disconnecting hydraulic
lines. Tighten all connections securely before
applying pressure.
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. Ensure adequate overhead clearance and raise
the truck body. Secure the body in the raised
position with the safety cable.
FIGURE 8-1. HOIST VALVE & PIPING
L08032 1/04 Hoist Circuit Component Repair
2. Using standard procedures, shut down the
engine and turn the key switch OFF. Slowly
move the hoist lever to the LOWER position to
allow the body to lower against the safety cable
and relieve hoist cylinder pressure.
3. Thoroughly clean the exterior of the hoist valve.
4. Mark, disconnect and plug all line connections
to help prevent contamination.
5. Remove the capscrews and lockwashers that
secure the hoist valve (5, Figure 8-1).
The hoist valve weighs approximately 193 kg
(425 lbs). Use a suitable lifting device that can
handle the load safely.
6. Attach a lifting device to the hoist valve and
remove the valve from the truck.
7. Move the hoist valve to a clean work area for
disassembly.
1. Hoist Cylinder
2. Brake/Hoist Return Oil
Manifold
3. Overcenter Manifold
4. Hoist Circuit Filters
5. Hoist Valve
6. Pump Drive Shaft
7. Hydraulic Tank
L8-3
Installation
1. Attach a suitable lifting device to the hoist
valve. Move the hoist valve into position and
secure it in place with capscrews, nuts and
lockwashers. Tighten the capscrews to the
standard torque.
NOTE: Valve should be positioned with separator
plate (8, Figure 8-2) toward front of truck.
FIGURE 8-2. HOIST VALVE ASSEMBLY
1. Inlet Section (Rear) 4. Inlet Section (Front)
2. Spool Section 5. Nuts and Washers
(Work Ports) 6. Tie Rods
3. Spool Section 7. Tube
(Tank Ports) 8. Separator Plate
2. Using new O-rings at the flange fittings, connect
hydraulic lines. Tighten the flange capscrews to
the standard torque. Refer to Figure 8-1 for
hydraulic line location.
3. Connect the pilot supply lines. Tighten the
fittings securely.
4. Start the engine. Raise the body and remove
the safety cable. Lower and raise the body to
check for proper operation and leaks.
5. Service the hydraulic tank, if necessary.
FIGURE 8-3. TIE ROD INSTALLATION
L8-4 Hoist Circuit Component Repair
O-Ring Replacement
NOTE: It is not necessary to remove the individual
valve sections to accomplish repairs unless
emergency field repair is required to replace the O-
rings between sections to prevent leakage.
Loosening and retightening the main valve tie rod nut
could cause distortion, resulting in binding or
severely sticking plungers, poppet and spools.
To replace the O-rings between the valve sections:
1. Remove four tie rod nuts and washers (5,
Figure 8-2) from one end of the valve. Slide the
tie rods from the valve and separate the
sections.
2. Inspect the machined sealing surfaces for
scratches and nicks. If scratches or nicks are
found, remove them by lapping on a smooth flat
steel surface with fine lapping compound.
3. Lubricate the new O-rings lightly with
multipurpose grease. Replace the O-rings
between the sections. Stack the sections
together, making sure that the O-rings between
the sections are properly positioned.
4. Install the four tie rods with the dished washer
between the nut and housing (Figure 8-3).
5. Use a torque wrench to tighten the nuts in the
pattern shown in Figure 8-4. Tighten the tie rod
nuts evenly in the following sequence:
a. First, tighten the nuts to 20 N·m (15 ft. lbs.)
in order 1, 4, 2, 3.
b. Next, tighten the nuts to 43 N·m (32 ft. lbs.)
in order 1, 4, 2, 3.
c. Finally, tighten the nuts to 142 N·m (105 ft.
lbs.) in order 1, 4, 2, 3.
FIGURE 8-4. TIGHTENING SEQUENCE
1/04 L08032
 FIGURE 8-5. INLET SECTION DISASSEMBLY
1. Capscrew 5. Spring 8. O-Rings 12. Springs
2. Inlet Cover 6. Sleeve 9. Inlet Valve Body 13. Cover
3. Spring (Orange) 7. Secondary Low 10. O-Rings 14. Capscrews
4. Flow Control & Main Pressure Relief Valve 11. Check Valves
Relief Valve

INLET SECTION
Disassembly
1. Match mark or identify each part when removed
in respect to its location or mating bore to aid in
reassembly.
2. Disconnect external tube (7, Figure 8-2) at the
cover end. Remove capscrews (14, Figure 8-5),
and remove cover (13). Remove springs (12),
check valves (11), and O-rings (10).
NOTE: The inlet section is shown removed from the
main valve body for clarity.
3. Remove capscrews (1, Figure 8-5) and cover
(2). Remove springs (3) and (5) and flow
control/main relief valve (4). Remove sleeve (6),
low pressure relief valve (7), and O-rings (8).
NOTE: If restrictor poppet removal in cover (2, Figure
8-5) is required, refer to Step 4 and Figure 8-6.
4. Remove sleeve (9, Figure 8-6), backup ring (8),
O-ring (7), backup ring (6). Remove backup ring
(5), O-ring (4), backup ring (3) and restrictor
poppet (2).
5. Repeat Steps 1 through 4 for the opposite inlet
section if disassembly is required. FIGURE 8-6. RESTRICTOR POPPET REMOVAL
(Inlet Cover)
1. Inlet Cover 6. Backup Ring
2. Restrictor Poppet 7. O-ring
3. Backup Ring 8. Backup Ring
4. O-Ring 9. Sleeve
5. Backup Ring

L08032 1/04 Hoist Circuit Component Repair L8-5

Cleaning and Inspection
1. Discard all O-rings and backup rings. Clean all
parts in solvent and dry with compressed air.
2. Inspect all springs for breaks and distortion.
Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores and excessive wear.
4. Inspect the poppets in their respective bore for
proper fit. Poppets should move freely through
a complete revolution without binding.
5. Inspect the fit and movement between the
sleeve and low pressure relief valve.
Assembly
1. Coat all parts, including housing bores, with
clean type C-4 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 check valves (11, Figure 8-5) in their
respective bores. Install springs (12).
4. Install O-rings (10) and cover (13). Install and
tighten capscrews (14) to 81 N·m (60 ft. lbs.).
5. Install low pressure relief valve (7) in sleeve (6),
then install the assembly in housing (9). Install
flow control/main relief valve (4). Install springs
(3) and (5). Install cover (2). Install capscrews
(1). Tighten the capscrews to 81 N·m (60 ft.
lbs.). Connect the external tube and tighten the
nuts to 34 N·m (25 ft. lbs.).
FIGURE 8-7. POPPET AND BALL
1. Poppet 3. O-Ring
2. Steel Ball
L8-6 Hoist Circuit Component Repair
REAR SPOOL SECTION (Work Ports)
Disassembly
NOTE: It is not necessary to remove inlet sections
(1) or (4, Figure 8-2) to accomplish disassembly of
spool section (2) or (3).
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Remove capscrews and lift spool section cover
(1, Figure 8-9) from the housing.
3. Remove poppet (1, Figure 8-7) from spool
cover. Remove and discard O-ring (3).
NOTE: The poppet (1) contains a small steel ball. Do
not misplace.
4. Remove and discard O-rings (4) and (5, Figure
8-8).
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 ensure correct reassembly.
6. Remove spool assembly (20, Figure 8-9). Note
the color of the lower spring (blue) to ensure
proper location during reassembly. Also note
the “V” groove on the top end of the spool.
FIGURE 8-8. RESTRICTOR POPPET REMOVAL
1. Restrictor Poppet 4. O-Ring
2. O-ring * 5. O-Ring
3. Backup Ring *
*Note: Items 2 and 3 not used on all valves.
1/04 L08032
 FIGURE 8-9. WORK PORTS SPOOL SECTION ASEMBLY
1. Spool Cover 9. Restrictor Poppet 16. Spring (Blue)
2. Spring Seat 10. O-Ring 17. O-Ring
3. Plug 11. Spring 18. Poppet
4. O-Ring 12. Restrictor Poppet (Red) 19. Spool Cover
5. O-Ring 13. Spool Housing 20. Spool Assembly
6. Poppet 14. Spool Assembly 21. Restrictor Poppet (Green)
7. Ball 15. Spool End 22. Restrictor Poppet (White)
8. O-Ring

L08032 1/04 Hoist Circuit Component Repair L8-7


POPPET ORIFICE
COLOR DIAMETER DRILL SIZE
Red 3.556 mm (.140 in.) #28
Green 2.362 mm (.093 in.) #42
White 1.600 mm (.063 in.) #52
FIGURE 8-10. POPPET IDENTIFICATION
7. Remove plug (3) from the end of the spool.
Remove spring seat (2) and spring (11).
Remove poppet (21) and spool end (15).
NOTE: Pay special attention to poppets (12), (21)
and (22 Figure 8-9) during removal to ensure proper
location during reassembly. Poppets may be
identified with a colored dot (red, green or white). If
the poppets are not color coded, use the chart in
Figure 8-10 and the specified drill bit to measure the
orifice diameter for proper identification.
8. Repeat Step 7 to disassemble the opposite end
of spool (20). Note that there is no plug or
restrictor poppet in the opposite end and the
spring is blue.
9. Remove spool assembly (14). At the top end of
the spool, remove plug (3). Remove spring seat
(2) and spring (11). Remove poppet (12) and
spool end (15).
10. At the opposite end, remove plug (3), spring
seat (2) and spring (16). Remove restrictor
poppet (22) and spool end (15).
11. Remove cover (19) and O-rings (4), (5) and
(10). Remove poppet (18).
Cleaning and Inspection
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 and distortion.
Inspect the poppet seating surfaces for nicks
and excessive wear. All seats must be sharp
and free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores and excessive wear.
4. Inspect all poppets in their respective bore for
proper fit. Poppets should move freely through
a complete revolution without binding.
L8-8 Hoist Circuit Component Repair
Assembly
1. Lubricate O-rings (4), (5) and (10, Figure 8-9)
with clean hydraulic oil. Install the O-rings in the
spool housing. Install poppet (18). Install cover
(19) and secure it in place with capscrews.
Tighten the capscrews to 81 N·m (60 ft. lbs.).
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 it to
34 N·m (25 ft. lbs.). Install green poppet (21).
Apply Dri-loc #204 to the threads of plug (3).
Install and tighten the plug to 15 ft. lbs. (20
N.m).
NOTE: Poppets (12), (21) and (22) may be color
coded and must be installed in their original location.
3. Repeat Step 2 for the opposite end of spool
(20) to install the spring, spring seat, and spool
end. Ensure that spring (16) is blue. A poppet
and plug are not installed in the lower end.
4. Lubricate the spool assembly and carefully
install it in the spool housing as shown in Figure
8-10. Ensure that “V” groove (1) in spool
assembly (2) is positioned up as noted.
5. Install spring (11, Figure 8-9) in the top
(grooved) end of remaining spool (14). Install
spring seat (2). Apply Loctite to the threads of
spool end (15). Install spool end and tighten to
34 N·m (25 ft. lbs.). Install red poppet (12).
Apply Dri-loc #204 to the threads of plug (3).
Install and tighten the plug to 20 N·m (15 ft.
lbs.).
6. Repeat Step 5 for the bottom end of spool (14).
Install spring (16) which is blue in color, spring
seat (2) and spool end (15). Apply Loctite to
spool end threads. Install spool end (15) and
tighten to 34 N·m (25 ft. lbs.). Install white
poppet (22). Apply Dri-loc #204 to the threads
of plug (3). Install and tighten the plug to 20
N·m (15 ft. lbs.).
7. Lubricate the assembled spool and install it in
the spool housing as shown in Figure 8-11.
Make certain the “V” groove is in the up
position.
NOTE: Spools (14) and (20, Figure 8-9) are
physically interchangeable. Ensure that spool (14) is
installed toward the base port of the spool housing.
1/04 L08032

FIGURE 8-10. SPOOL INSTALLATION
1. “V” Groove 3. Work Ports Spool
2. Spool Assembly Section
8. If used, install O-ring (2, Figure 8-8) and backup
ring (3) on restrictor poppet (1). Install the
poppet in the spool housing as shown in Figure
8-9.
9. Install new O-rings (4), (5) and (10).
10. Install a new O-ring (and backup ring if used) on
poppet (6, Figure 8-9). Ensure that small steel
ball (7) is installed in the poppet. Install poppet
in cover (1).
11. With new O-rings (4, 5 & 10) installed, position
cover (1) over spool housing. Secure cover in
place with capscrews. Tighten capscrews to 81
N·m (60 ft. lbs.).
NOTE: The cover must be positioned according to
the match marks that were made during
disassembly. Do not reverse the cover position.
L08032 1/04 Hoist Circuit Component Repair
FRONT SPOOL SECTION (Tank Ports)
Disassembly
NOTE: It is not necessary to remove inlet sections
(1) or (4, Figure 8-2) to accomplish spool section
disassembly and repair.
1. Match mark or identify each spool in respect to
its mating bore when removed.
2. Remove the capscrews and lift spool section
cover (4, Figure 8-11) from the housing.
3. Remove and discard O-rings (5) and (6).
4. Remove the capscrews and bottom cover (9)
from the spool housing. Remove and discard
the O-rings.
5. Remove springs (8). Push spools (7) out of the
housing bores.
Cleaning and Inspection
1. Discard all O-rings. Clean all parts in solvent
and blow dry with compressed air.
2. Inspect the springs for breaks and distortion.
3. Inspect the housing bores and surfaces of the
spools for nicks, scoring and excessive wear.
Assembly
1. Lubricate spools (7, Figure 8-11) with clean
hydraulic oil and reinstall them in their original
bores. Install springs (8).
2. Lubricate O-rings (5) and (6) with clean
hydraulic oil. Install the O-rings in the bottom of
the spool housing. Install bottom cover (9) and
secure it in place with capscrews. Tighten the
capscrews to 81 N·m (60 ft. lbs.).
3. Lubricate O-rings (5) and (6) and install them in
the top of the spool housing. Install top cover (4)
and secure it in place with capscrews. Tighten
the capscrews to 81 N·m (60 ft. lbs.).
4. If removed, install plugs (2) with new O-rings
(3).
L8-9
 FIGURE 8-11. TANKS PORTS SPOOL SECTION ASSEMBLY

1. Spool Housing 4. Spool Cover 7. Spool

2. Plug 5. O-Ring 8. Spring
3. O-Ring 6. O-Ring 9. Spool Cover

L8-10 Hoist Circuit Component Repair 1/04 L08032

HOIST PILOT VALVE
Removal
1. Place the hoist control lever in the body down
position. Ensure that the body is in the full
down position and resting on the frame.
Release the hoist control lever to return the
hoist valve spool to the FLOAT position.
2. Disconnect hydraulic lines (3, Figure 8-12) at
hoist pilot valve (1) located in the hydraulic
components cabinet at the rear of the cab.
Remove capscrews (5).
3. Loosen and unthread jam nut (8). Unthread
sleeve (9) until cotter pin (6) and pin (10) are
exposed.
4. Remove cotter pin and pin.
5. Remove hoist pilot valve mounting hardware
(2), and remove the valve from the cabinet.
Refer to the hoist pilot valve disassembly
procedure for repair instructions.
FIGURE 8-12. HOIST PILOT VALVE & PIPING
(Located in Hydraulic Components Cabinet)
1. Hoist Pilot Valve 4. Flange
2. Mounting Hardware 5. Capscrew
3. Hydraulic Tubes 6. Cotter Pin
L08032 1/04 Hoist Circuit Component Repair
Installation
1. Place hoist pilot valve (1, Figure 8-12) into
position on the mounting bracket. Secure the
valve in place with mounting hardware (2).
2. Position hydraulic lines (3) over the valve ports
and assemble the fittings. Tighten the
hydraulic line connections securely.
3. Place the hoist control lever in the spring-
centered 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.
4. Align the control cable eye with the pilot valve
spool hole and insert pin (10). Secure the pin
in place with cotter pin (6).
5. Thread sleeve (9) upward until contact is
made with the valve body. Move flange (4) into
position and secure it in place with capscrews
(5).
6. Thread jam nut (8) against the sleeve. Tighten
the jam nut securely.
7. Start the engine and check for proper hoist
operation and leaks.
7. Control Cable 10. Pin
8. Jam Nut
9. Sleeve
L8-11
Disassembly 2. Remove machine screw (15, Figure 8-13), seal
1. Thoroughly clean the exterior of the valve. plate (16), wiper (13) and O-ring (12).
Match mark the components to ensure proper 3. Remove snap ring (1), capscrews (6), cap (24),
reassembly. spacer (23), and detent sleeve (22). Detent
balls (2) and (21) will fall free when the cap and
detent sleeve are removed. Separate cap (24),
spacer (23) and detent sleeve (22), as this will
be necessary for reassembly.
4. Carefully slide spool (14) out of spool housing
(17). Remove seal retainer (25), wiper (26) and
O-ring (27) from the spool.
5. Insert a rod in the cross holes of detent pin (3)
and unscrew it from spool (14). Slight pressure
should be exerted against the detent pin as it
disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
7. Remove relief valve (2, Figure 8-14) from spool
housing (1).
8. Match mark the inlet and outlet housings in
relation to the spool housing to ensure correct
location during reassembly.
9. Remove nuts (8) and (10, Figure 8-13) and
remove tie rods (9). Separate the valve
housings. Remove O-ring (11). Remove the
poppet check and spring (located on the outlet
housing side of the spool housing) from the
spool housing.

FIGURE 8-13. HOIST PILOT VALVE

1. Snap Ring 15. Machine Screw
2. Ball (4) 16. Seal Plate
3. Detent Pin 17. Spool Housing
4. Spring 18. Inlet Housing
5. Spacer 19. Spring Seat
6. Capscrew 20. Spring
7. Outlet Housing 21. Ball (1)
8. Nut 22. Detent Sleeve
FIGURE 8-14. RELIEF VALVE
9. Tie Rod 23. Spacer
10. Nut 24. Cap 1. Spool Housing 5. To Hoist Valve
11. O-Ring 25. Seal Retainer 2. Relief Valve (Base End)
12. O-Ring 26. Wiper 3. Supply Port 6. Return to Tank
13. Wiper 27. O-Ring 4. To Hoist Valve
14. Spool (Rod End)

L8-12 Hoist Circuit Component Repair 1/04 L08032

Cleaning and Inspection
1. Clean all parts, including the housings, in
solvent and blow dry with compressed air.
2. Inspect the seal counter bores. They must be
free of nicks and 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. Test spool (14) in spool housing for fit. The
spool must fit and rotate freely through a
complete revolution without binding.
NOTE: Spool housing (17), spool (14), inlet housing
(18) and outlet housing (7) are not serviced
separately. If 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 type C-4 hydraulic oil.
2. If the inlet and outlet housings were removed,
perform Steps 3 through 5 for reassembly.
3. Install check poppet (2, Figure 8-15) and spring
(3) in spool housing (1).
4. Install new O-ring (4) in spool housing. Place
the inlet and outlet housings on the spool
housing.
FIGURE 8-15. HOIST PILOT VALVE REASSEMBLY
1. Spool Housing 4. O-Ring
2. Check Poppet 5. Outlet Housing
3. Spring
L08032 1/04 Hoist Circuit Component Repair
5. Install the tie rods. Install and tighten the tie rod
nuts to the torques shown in Figure 8-16.
6. Install new O-ring (27, Figure 8-13) and wiper
(26). Install seal retainer (25).
7. 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
N·m (84 - 96 in. lbs.). Install spring (20).
Carefully install the spool into the spool
housing.
8. Apply grease to the cross holes of the detent
pin (3) to hold balls (21) and (2).
9. Slide detent sleeve (22) into cap (24) and place
it over a punch. Use the punch to depress ball
(21) and insert balls (2) in detent pin cross
holes.
10. While holding down 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 N·m (5 ft. lbs.).
Install spacer (23) and snap ring (1).
12. Install new O-ring (12) and wiper (13). Install
seal plate (16) and machine screws (15).
13. Using new O-rings, install relief valve (2, Figure
8-14) in the spool housing.
FIGURE 8-16. TIE ROD NUT TORQUE
1. Nut 4. Tie Rod
2. Tie Rod 5. Outlet Housing
3. Nut
L8-13
HOIST CYLINDERS 5. Carefully lower the cylinder until it lies against
the inside dual tire. Attach a suitable lifting
Removal device to the upper cylinder mounting eye.
6. Install a retaining strap or chain to prevent the
cylinder from extending while handling.
7. At the lower mount, straighten the lock plate
tabs to allow capscrew removal. Remove all
Relieve pressure before disconnecting hydraulic capscrews (1, Figure 8-18), locking plate (2)
lines. Tighten all connections securely before and retainer plate (3).
applying pressure. 8. Carefully remove the cylinder from the frame
pivot by pulling it outward. Move the cylinder to
Hydraulic fluid escaping under pressure can a clean area for disassembly.
have sufficient force to enter a person's body by
NOTE: NOTE: Do not lose spacer (6, Figure 8-18)
penetrating the skin and cause serious injury and
between the cylinder bearing and frame.
possibly death if proper medical treatment by a
physician familiar with this type of injury is not 9. Clean the exterior of the cylinder thoroughly.
received immediately.
1. Ensure that the engine and key switch have
been OFF for at least 90 seconds to allow the
accumulator to bleed down. Ensure that the
park brake is applied.
2. Disconnect the lubrication lines to the upper
and lower bearings of the hoist cylinder.
3. Remove the capscrew and lockwashers from
the clamps that secure the hydraulic hoses to
the hoist cylinder. Cap and plug all lines and
ports to prevent excessive spillage and
contamination. Secure the cylinder to the frame
to prevent movement.

The hoist cylinder weighs approximately 1135 kg

(2500 lbs.). Some means of support is necessary
to prevent it from falling or causing injury when
removing it from the truck. Use a suitable lifting
device that can handle the load safely.

4. At the upper mount, remove locknut (4, Figure

8-17) and capscrew (5). Use a brass drift and FIGURE 8-17. HOIST CYLINDER UPPER MOUNT
hammer to drive pin (1) from the bore of the
mounting bracket. 1. Pin 4. Locknut
2. Retainer Ring 5. Capscrew
3. Bearing

L8-14 Hoist Circuit Component Repair 1/04 L08032

Installation

Install a retaining strap or chain to prevent the

cylinder from extending during handling. The
hoist cylinder weighs approximately 1135 kg
(2500 lbs.). Use a suitable lifting device that can
handle the load safely.

1. Raise the cylinder into position over the pivot

point on the frame. The cylinder should be
positioned with the air bleed vent plug on top,
toward the front of the truck. Install spacer (6,
Figure 8-18). Align the bearing eye with the
pivot point and push the cylinder into place.
2. Install retaining plate (3), locking plate (2) and
capscrews. Tighten the capscrews to 298 N·m
(220 ft. lbs.). Bend the locking plate tabs over
the capscrew flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket. Refer to
Figure 8-17.
4. Align the retaining capscrew hole in the pin with
the hole in the mounting bracket. Install the pin.
Install capscrew (5) and locknut (4). Tighten the
nut to the standard torque.
5. Install new O-rings in the grooves on the hose
flange connections. Lubricate the O-rings with
clean hydraulic oil. Position the flanges over the
hoist cylinder ports and install the flange
clamps. Secure the clamps with capscrews and
lockwashers. Tighten the capscrews to the
standard torque.
6. Reconnect the lubrication lines for the upper FIGURE 8-18. HOIST CYLINDER LOWER MOUNT
and lower hoist cylinder bearings.
7. Start the engine. Raise and lower the body 1. Capscrew 4. Retainer Ring
several times to bleed air from the cylinder. 2. Lock Plate 5. Bearing
Check for proper operation and leaks. 3. Retainer 6. Spacer
8. Service the hydraulic tank if necessary.

L08032 1/04 Hoist Circuit Component Repair L8-15

 1. Rod & Third Stage
2. Second Stage Cylinder
3. First Stage Cylinder
4. Housing
5. Plate
6. Rod Bearing Retainer
7. Capscrew
8. Seal
9. Snap Ring
10. Cover
11. Capscrews
12. O-Ring
13. Bearing
14. Bearing
15. Seal
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
23. Backup Ring
24. Seal
25. Cushion

FIGURE 8-19. HOIST CYLINDER ASSEMBLY

L8-16 Hoist Circuit Component Repair 1/04 L08032

Disassembly
1. If removal of the hoist cylinder eye bearings is
necessary, remove retainer ring (4, Figure 8-
18) and press out bearing (5).
2. Mount the hoist cylinder in a fixture which will
allow it to be rotated 180 degrees.
3. Position the cylinder with the mounting eye on
cover (10, Figure 8-19) at the top. Remove
capscrews (11) and lockwashers the retain the
cover to housing (4).
4. Install two threaded capscrews - 22 mm (0.88
in.) diameter x 229 mm (9 in.) long - into the two
threaded holes in cover (10). Screw the
capscrews in evenly until the cover can be
removed. Lift the cover straight up until quill
assembly (22) is clear. Remove O-ring (12) and
backup ring (23).
5. Remove capscrews (7) and plate (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 degrees 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.
7. Rotate the cylinder assembly 180 degrees to
position the lower mounting eye at the top.
Hook a lifting device to the eye on rod (1) and
lift the rod and third stage cylinder assembly out
of the cylinder housing. Remove cushioin (25).
L08032 1/04 Hoist Circuit Component Repair
NOTE: As internal parts are exposed during
disassembly, protect machined surfaces from
scratches or nicks.
8. Rotate the cylinder housing 180 degrees.
Remove the retainer bar that was installed in
Step 6.
9. Fabricate a round disc - 318 mm (12.5 in.)
diameter x 10 mm (0.38 in.) thick with a 14 mm
(0.56 in.) 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 threaded rod - 13 mm (0.50 in.)
diameter x 1350 mm (53 in.) - through the top
and through the hole in the round disc. Thread a
nut onto the bottom end of the threaded rod
below the disc.
11. Screw a lifting eye into the top end of the rod.
Attach it to a lifting device, then lift the second
and first stage cylinders out of the housing.
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 parts.
L8-17
Cleaning and Inspection
NOTE: Use only fresh cleaning solvent, a lint-free
wiping cloth and dry, filtered compressed air when
cleaning and handling hydraulic cylinder parts.
Immediately after cleaning and inspection, coat all
surfaces and parts with clean Type C-4 hydraulic oil.
1. Thoroughly clean and dry all parts.
2. Inspect all parts for damage and excessive
wear.
3. If the cylinder bores or plated surfaces are
excessively worn or grooved, the parts must be
replaced or, if possible, replated and machined
to original specifications.
4. Quill (2, Figure 8-20) should be checked for
tightness if it has not previously been tack
welded.
a. Check the tightness of the quill by using
special tool SS1143 (Figure 8-20) and
applying a tightening torque of 1356 N·m
(1000 ft. lbs.). FIGURE 8-20. QUILL INSTALLATION
b. If the quill moves, remove the quill and clean
the threads in the cover assembly and quill. 1. Cap Assembly 2. Quill Assembly

c. To install the quill, perform the Quill

Installation procedure on the next page.
5. When a cylinder assembly is dismantled,
capscrews (7, Figure 8-19) should be checked
carefully for distress. Replace the capscrews if
in doubt.
NOTE: NOTE: SS1143 Tightening Tool can be
made locally. Request the following drawings from
your Area or Regional Service Manager:
SS1143 Tightening Tool - Assembly Drawing
• SS1144 - Square Tube (3.50" x 3.50" x 0.19"
wall x 2.0" long)
• SS1145 - Plate (2.50" x 2.50" x 0.25" thick)
• SS1146 - Square Tube (3.00" x 3.00" x 0.25"
wall x 15.50" long)
• SS1147 - Tube, Brass (1.75"O.D. x 1.50"
I.D.x 13.50" long)
• SS1148 - Square Cut (2.50" x 2.50" x 0.75"
thick)
• SS1149 - Hex Drive (1.75" Hex stock x 2.50"
long)

All materials are 1020 Steel except SS1147.

L8-18 Hoist Circuit Component Repair 1/04 L08032

Assembly - Quill
NOTE: Use only new seals, bearings and O-rings
during reassembly. Thoroughly lubricate all parts and
seals with hydraulic oil to aid in assembly and to
provide lubrication during initial operation.

Quill Installation
1. Plugs (3, Figure 8-21) and the check balls (4) in
the quill should be checked during any cylinder
repair to ensure that the plugs are tight and the
ball seats are not damaged. Refer to
Installation of Check Balls and Plugs in Quill on
the next page.
2. Secure cap assembly (1) in a sturdy fixture.
Ensure that the threads in the cap and the
threads on the quill are clean, dry and free of oil
and solvent.
3. Spray the mating threads of both cap assembly
(1) and quill assembly (2) with LOCQUIC®
Primer T (Komatsu part number TL8753) or
equivalent. Allow the primer to dry 3 to 5
minutes.
4. Apply Loctite® Sealant #277 (Komatsu part
number VJ6863) or equivalent to the mating
threads of both the cap assembly and quill
assembly.
5. Install the quill. Use SS1143 tool to tighten the
quill to 1356 N·m (1000 ft. lbs.). 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 two
hours.
6. Tack weld the quill in two places as shown in
Figure 8-21.
7. Remove all slag and foreign material from the
tack weld area before assembling the cylinder.
During future cylinder rebuilds, removal of the quill
will not be necessary unless it has loosened or is
damaged. Removal will require a break-loose force
of at least 2712 N·m (2000 ft. lbs.) after the tack FIGURE 8-21. PLUG & CHECK BALL
welds are ground off. INSTALLATION

1. Cap Assembly 3. Plug

2. Quill Assembly 4. Check Ball

L08032 1/04 Hoist Circuit Component Repair L8-19

 Installation Of Check Balls And Plugs In Quill
Check balls (4, Figure 8-21) 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
whether 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.
Refer to Figure 8-22 for SS1158 tool that can
be fabricated for installing and removing the
check ball plugs.
The plugs should be checked during any
cylinder repair to ensure that they are tight. If
they move, remove the plugs and check
whether the ball seat in the quill is deformed.
• If deformation of the ball seat has occurred,
the quill should be replaced.
• If the ball seat area is not deformed, measure
the plug thickness as shown in Figure 8-21:
Older plug: 6.35 ± 0.50 mm (0.25 ± 0.02 in.)
Newer plug: 9.65 ± 0.50 mm (0.38 ± 0.02 in.)
FIGURE 8-22. SS1158 PLUG INSTALLATION & REMOVAL TOOL
L8-20 Hoist Circuit Component Repair
1. Use the newer plugs. Ensure that the threads
in the quill tube and on the plugs are clean, dry
and free of oil and solvent.
2. Spray the mating threads of both plugs (3,
Figure 8-21) and quill assembly (2) with
LOCQUIC® Primer T (Komatsu part number
TL8753) or equivalent. Allow the primer to dry
3 to 5 minutes.
3. Apply Loctite® Sealant #277 (Komatsu part
number VJ6863) or equivalent to mating
threads of both plugs and quill assembly.
4. Place check balls (4) in the quill tube and
install plugs (3) with the concave side facing
the ball. Use the SS1158 tool to tighten the
plugs to 95 N·m (70 ft. lbs.). 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
two hours.
5. Stake the plug threads in two places (between
the holes, as shown in Figure 8-21) to prevent
loosening of the 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 should be installed and staked as
previously detailed.
1/04 L08032
Assembly - Cylinder
1. Install seals (15, Figure 8-19) and bearing (14) 12. Check capscrews (1, Figure 8-23) carefully for
on the second stage cylinder. Install bearings distress. Replace the capscrews if in doubt.
(19) and buffer seal (18), rod seal (20) and rod
13. Lubricate capscrews (1, Figure 8-23) with a
wiper (21) on the first stage cylinder. Lubricate
lithium based grease. Install capscrews and
with clean Type C-4 hydraulic oil.
plate (2). Tighten the capscrews to 780 N·m
2. Align and slide second stage cylinder (2) inside (575 ft. lbs.).
first stage cylinder (3). Allow the second stage
to protrude far enough to install snap ring (9) 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 that was used during
disassembly in the second and first stage
cylinder assembly.
5. Install bearings (13) and (24) 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 bar that was used during
disassembly to hold the second and first stage
cylinder in place when the housing is rotated.
Rotate the housing 180 degrees to position the
lower mounting eye at the top.
7. Install bearings (19), buffer seal (18), rod seal
(20) and rod wiper (21) in second stage cylinder
(2).
8. Attach a lifting device to the eye of rod (1) and
align it over housing (4). Install cushion (25) on FIGURE 8-23. 3rd STAGE PISTON
the rod with the chamfered corner toward the
rod eye. Lower the rod into the housing. 1. 12 Pt. Capscrew 3. Piston
Lubricate the rod with hydraulic oil. 2. Plate

9. Rotate the housing 180 degrees to position the

cover end at the top. Remove the retainer that
was installed in Step 5. Install bearings (17) and
seal (16) on rod bearing retainer (6).
10. Thread two guide bolts - 100 mm (4 in.) long - in
the end of rod (1). Install seal (8) on the end of
the rod.
14. Install O-ring (12, Figure 8-19) and backup ring
(23) on cover (10). Align and lower the cover
onto housing (4). Lubricate capscrews (11) and
install them with the lockwashers. Tighten the
capscrews to 678 N·m (500 ft. lbs.).

11. Align piston rod bearing retainer (6) over the 15. Install hoist cylinder eye bearing (5, Figure 8-
guide bolts and lower it over the end of rod (1). 18) and retainer rings (4), if removed.
Remove the guide bolts.

L08032 1/04 Hoist Circuit Component Repair L8-21

OVERCENTER VALVE MANIFOLD
The overcenter valve manifold is located at the rear
of the hoist valve. The internal counterbalance valve
relieves excessive pressure that can develop in the
annulus area of the hoist cylinders if the load sticks to
the tail of the body as the body goes overcenter while
dumping.
Figures 8-24 through 8-26 show the proper
placement of the O-rings and backup rings on the
needle valve, counterbalance valve and the cavity
plug.
For information on how the overcenter valve
functions, see Hoist Circuit Operation in this section.
For adjustment of the counterbalance valve, refer to
the Hydraulic Checkout Procedure in this section. FIGURE 8-24. CAVITY PLUG
1. O-Rings 2. Backup-Rings

FIGURE 8-25. NEEDLE VALVE

1. O-Rings 2. Backup-Rings

FIGURE 8-26. COUNTERBALANCE VALVE

1. O-Rings 2. Backup-Rings

L8-22 Hoist Circuit Component Repair 1/04 L08032

DISABLED TRUCK DUMPING
PROCEDURE
Sometimes it is necessary to dump a load from the
body of a truck when the hoist system is inoperable.
The following instructions describe the use of a
"good" truck to provide the hydraulic power required
to raise the body of the "disabled" truck to dump the
load.
In the following example, Figure 8-27 illustrates a
typical hookup from the good truck. The disabled
truck may be another of the same model or a
different Komatsu model.

Hookup
Ensure that there is an adequate clear area to dump
the loaded body. When the good truck is in position,
shut down the engine and allow the hydraulic system
to bleed down. Ensure that all pressure has bled off
before connecting hoses.
1. With the good truck parked as close as
possible to the disabled truck, attach a hose
from the power up quick disconnect (4, Figure
8-27) to the power down circuit of the disabled
truck. The hose must be rated to withstand
17,000 kPa (2500 psi) or greater pressure.
NOTE: The power down circuit will use a smaller
diameter hose (tube) than the power up circuit.
2. Connect another hose from the power down
quick disconnect (3) to the power up circuit of
the disabled truck.
NOTE: If both trucks are the same model, the hoses
will be installed at the quick disconnects shown in
Figure 8-27 and will be crossed when connected.
Raising the Body
3. On the disabled truck, move the hoist control
lever to power up and then release it to place
the hoist pilot valve in the HOLD position. Leave
it in this position during the entire procedure.
4. Start the engine on the good truck. Place the
hoist control lever in the power down position
and increase engine rpm to high idle to dump
the disabled truck.
5. If the body of the disabled truck fails to raise,
increase the power down relief pressure of the
good truck as follows:
a. Shut down the engine and allow the
hydraulic system to bleed down.
FIGURE 8-27. PUMP MODULE, HOSE HOOKUP
1. Hoist Valve
2. Tubes to LH Hoist Cylinder
3. Power Down Quick Disconnect; Connect to
power up circuit of disabled truck
4. Power Up Quick Disconnect; Connect to power
down circuit of disabled truck
5. Overcenter Manifold
b. Remove the cap from hoist pilot valve relief
valve (2, Figure 8-14), located in the
hydraulics components cabinet behind the
cab. While counting the number of turns,
slowly screw the relief valve adjustment
screw clockwise until it bottoms.
6. Repeat Step 4 to dump the disabled truck.
Lowering the Body
7. Place the hoist control lever of the good truck in
the FLOAT position to lower the body. If
necessary, momentarily place the hoist control
lever in the POWER UP position until the body
is able to descend in FLOAT. Do not accelerate
the engine.
8. After the body is lowered, shut down the
engine, bleed the hydraulic system and
disconnect the hoses.
9. Reduce the power down relief valve pressure to
normal on the good truck by turning the relief
valve adjustment screw counterclockwise the
same number of turns as required in Step 5b.
10. Check the power down relief pressure per
instructions in Section L, Hydraulic Check-Out
Procedure.
10. Check the hydraulic tank oil level.

L08032 1/04 Hoist Circuit Component Repair L8-23

 NOTES

L8-24 Hoist Circuit Component Repair 1/04 L08032

 SECTION L9

HYDRAULIC SYSTEM FILTERS

INDEX

HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3

HOIST CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3

Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3

Removal - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4

Installation - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4

Indicator Switch - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4

STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5

Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5

Removal - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6

Installation - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6

Indicator Switch - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6

INDICATOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6

Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6

L09008 Hydraulic System Filters L9-1

 NOTES

L9-2 Hydraulic System Filters L09008

 HYDRAULIC SYSTEM FILTERS
HOIST CIRCUIT FILTER
The hoist circuit filters (Figure 9-1) are located at the
back of the fuel tank below the right frame rail. The
filter provides secondary filtering protection for
hydraulic oil flowing to the hoist valve and hoist
circuit components.
Indicator switch (5) is designed to alert the operator
to a filter restriction before actual bypass occurs. The
switch contacts close at 240 kPa (35 psi) to actuate a
warning lamp on the overhead display panel. Actual
filter bypass occurs at 345 kPa (50 psi).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may illuminate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service, for
recommended normal filter element replacement
interval. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil. Replace only the filter element.

Filter Element Replacement

Relieve pressure before disconnecting hydraulic

FIGURE 9-1. HOIST CIRCUIT FILTER
and lines. Tighten all connections before
applying starting the machine. 1. O-Ring 8. Set Screw
2. Pressure Tap 9. Filter Element
Hydraulic fluid escaping under pressure can 3. Filter Head 10. Bowl
have sufficient force to enter a person's body by 4. O-Ring 11. Drain Plug
penetrating the skin and cause serious injury and 5. Indicator Switch 12. O-Ring
possibly death if proper medical treatment by a 6. O-Ring 13. Bottom Plug
physician familiar with this injury is not received 7. Backup Ring
immediately.

L09008 Hydraulic System Filters L9-3

Removal - Hoist Circuit Filter
1. With the key switch OFF, allow at least 90
seconds for the accumulators to bleed down.
2. Remove drain plug (11, Figure 9-1). Remove
bottom plug (13) and drain the oil from the
housing into a suitable container.
If the truck has been operating, avoid contact
with hot oil. Avoid spillage and contamination.
3. Loosen setscrew (8). Remove bowl (10).
4. Remove filter element (9).
5. Remove and discard backup ring (7) and O-ring
(6).
6. Clean bowl in solvent and dry thoroughly.
L9-4 Hydraulic System Filters
Installation - Hoist Circuit Filter
1. Install new element (9). Install new O-ring (6)
and backup ring (7).
2. Install bowl (10) on filter head (3) and tighten.
Lock the bowl in place with setscrew (8).
3. Install bottom plug (13) and drain plug (11).
Indicator Switch - Hoist Circuit Filter
Indicator switch (5, Figure 9-1) is factory preset to
actuate at 240 kPa (35 psi). The switch and warning
light should be routinely tested as a part of the
regular vehicle maintenance program. Refer to
Indicator Switch Test Procedure in this section.
L09008
STEERING CIRCUIT FILTER
The steering circuit filter (Figure 9-2) is located on
the inboard side of the fuel tank. The filter provides
secondary filtering protection for hydraulic oil flowing
to the bleeddown manifold valve for the steering and
brake systems.
Indicator switch (1) is designed to alert the operator
of filter restriction before actual bypass occurs. The
switch contacts close at 240 ± 35 kPa (35 ± 5 psi) to
actuate a warning lamp on the overhead display
panel. Actual filter bypass occurs at 345 kPa (50 psi).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service for
recommended normal filter element replacement
interval. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.

Filter Element Replacement

Relieve pressure before disconnecting hydraulic

and other lines. Tighten all connections before
applying pressure.
FIGURE 9-2. STEERING CIRCUIT FILTER
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by 1. Indicator Switch 6. Filter Element
penetrating the skin and cause serious injury and 2. Setscrew 7. Bowl
possibly death if proper medical treatment by a 3. Head 8. O-Ring
physician familiar with this injury is not received 4. Pressure Tap 9. Drain Plug
immediately. 5. O-Ring

L09008 Hydraulic System Filters L9-5

Removal - Steering Circuit Filter
1. With the key switch OFF, allow at least 90
seconds for the accumulators to bleed down.
2. Remove drain plug (9, Figure 9-2) and drain the
oil from the housing into a suitable container.
If the truck has been operating, avoid contact
with hot oil. Avoid spillage and contamination.
3. Remove bowl (7) and element (6).
4. Remove and discard O-ring (5) on filter bowl.
5. Clean bowl in solvent and dry thoroughly.
Installation - Steering Circuit Filter
1. Install new element (6). Install new O-ring (5)
on bowl.
2. Install bowl on filter head and tighten.
3. Install drain plug (9), and O-ring (8).
Indicator Switch - Steering Circuit Filter
Indicator switch (1, Figure 9-2) is factory preset to
actuate at 240 ± 35 kPa (35 ± 5 psi). The switch and
warning light should be routinely tested as a part of
the regular vehicle maintenance program. Refer to
Indicator Switch Test Procedure in this section.
L9-6 Hydraulic System Filters
INDICATOR SWITCH
The hydraulic filter indicator switch is factory preset
to actuate at 240 ± 35 kPa (35 ± 5 psi). Switch
adjustment is not necessary or recommended.
However, the switch and warning lamp should be
tested periodically for proper operation. The indicator
switch is not repairable and, if inoperative, must be
replaced.
Figure 9-3 shows a pressure switch tester and Figure
9-4 shows a test block to accept the switch during
testing. The test block may be fabricated as shown.
Test Procedure
1. With the key switch OFF, allow at least 90
seconds for the accumulators to bleed down.
2. Disconnect the wiring harness and remove the
switch from the filter head.
3. Install the switch in the test block. Connect a
pressure tester to the pipe nipple. Reconnect
the wires to the switch.
4. Turn thre key switch ON. Pump up pressure to
the test block while observing the tester gauge
and hydraulic oil filter warning light in the cab.
The light should turn on at 240 ± 35 kPa (35 ± 5
psi). If not, test the bulb and switch as follows:
a. If the lamp fails to light, remove the wire (cir-
cuit #39) from the switch and short to
ground. If the warning lamp does not light,
replace the bulb.
b. If the lamp lights when wire #39 is grounded
in the previous step, use an ohmeter to verify
that the switch contacts close at 240 ± 35
kPa (35 ± 5 psi).
5. If the switch contacts fail to close, replace the
switch assembly.
NOTE: The hydraulic filter warning lamp may be
activated by either the hoist or steering/brake circuit
filter indicator switches.
L09008
 The indicator switch tester may be ordered from:

Kent-Moore Heavy Duty Division

Sealed Power Corp.
29784 Little Mack
Roseville, MI 40866-9984

Phone: (313) 774-9500

FIGURE 9-3. INDICATOR SWITCH TESTER

Kent-Moore Part No. J-33884-4

FIGURE 9-4. INDICATOR SWITCH PRESSURE TEST BLOCK

L09008 Hydraulic System Filters L9-7

 NOTES

L9-8 Hydraulic System Filters L09008

 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

Pump Pressure Control Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4

Steering Control Valve and Flow Amplifier Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-5

Bleeddown Manifold Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-6

STEERING/BRAKE PUMP STROKE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7

SHOCK AND SUCTION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7

Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7

Pressure Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7

HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES . . . . . . . . . . L10-8

Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8

Pressure Gauge Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8

Brake Cooling Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9

Power Up Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9

Power Down Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-10

Counterbalance Valve Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11

Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-12

HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13

Flushing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13

Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-14

930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . L10-15

930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM DATA SHEET . . . . . . L10-16

L10027 Hydraulic Check-Out Procedure L10-1

 NOTES

L10-2 Hydraulic Check-Out Procedure L10027

 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. The
technician should read the entire check-out
procedure to become familiar with the procedures
and all the warnings and cautions before performing
any steps. The check-out procedure begins by
checking the basic system before checking individual
components.
A data sheet is included on the last page of this
section to record the information observed during the
hydraulic system check-out procedure. The data
sheet is designed to be removed, copied, and used
during the check-out procedure.
* Steps indicated in this manner should be
recorded on the data sheet for reference.
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.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or
installing test gauges, ALWAYS bleed down
hydraulic steering accumulators.
The steering accumulators can be bled down by
shutting off the engine, turning the key switch
OFF, and waiting 90 seconds. Confirm that the
steering pressure is released by turning the
steering wheel. No front wheel movement should
occur.
Bleed down brake system accumulators before
removing any hoses supplying oil to the brake
system.
The AC drive system rest switch, located on the
instrument panel, must be in the ON position and
the GF cutout switch in the CUTOUT position
during test procedures. See Section E3,
Propulsion System, for GF switch location.
L10027 Hydraulic Check-Out Procedure
STEERING CIRCUIT CHECK-OUT &
ADJUSTMENT PROCEDURE
The steering circuit hydraulic pressure is supplied
from the piston pump and steering 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, perform the steering
component leakage tests outlined in this section.
NOTE: Excessive internal leakage within the brake
circuit may contribute to problems within the steering
circuit. Ensure that brake circuit leakage is not
excessive before troubleshooting the steering circuit.
The steering circuit can be isolated from the brake
circuit by first releasing all steering system pressure,
then releasing all pressure from the brake
accumulators and removing brake system supply line
(4, Figure 10-2) from the bleeddown manifold. Plug
the brake supply hose and cap the fitting at the
bleeddown manifold to prevent high pressure
leakage.
Before checking the steering system, the hydraulic
steering and brake systems must have the correct
accumulator precharge and be at normal operating
temperatures. Refer to the steering accumulator
charging procedure in Section L6 for accumulator
charging instructions.
If the steering and brake pump has just been
installed, it is essential that the steering pump
case is full of oil before starting the engine. Refer
to Section L6 Steering and Brake Pump, for
instructions.
L10-3
Equipment Requirements
The following equipment will be necessary to
properly check-out the hydraulic steering circuit:
• Hydraulic schematic (see Section R)
• Two 35,000 kPa (5000 psi) calibrated pressure
gauges and hoses
• A graduated container marked to measure liquid
volume in cubic inches or milliliters

Pump Pressure Control Adjustments

With the brake system functioning properly and the
parking brake on, proceed as follows:
1. Place the directional control lever in PARK.
Place the rest switch in the ON position and the
GF cutout switch in the CUTOUT position. Turn
the key switch OFF and wait 90 seconds for the
steering accumulators to completely bleed
down before opening any hydraulic circuits.
2. Check the hydraulic oil level in the tank and add
oil if required. Ensure that the suction line
shutoff valves are open. FIGURE 10-2. BLEEDDOWN MANIFOLD
1. To Hoist Valve, Power Up
2. To Hoist Valve, Power Down
3. Pressure Test Port (TP2)
4. To Brake System
5. Steering System Pressure Switch
6. Steering Accumulator Bleeddown Solenoid
7. Pressure Test Port (TP3)
8. Supply to Flow Amplifier
9. Return from Flow Amplifier
10. To Front Steering Accumulator
11. To Rear Steering Accumulator
12. Relief Valve, 600 psi (4.1 MPa)
13. Relief Valve, 4000 psi (28.0 MPa)
14. Hoist Pilot Valve return
15. Return to Tank
16. Feedback Pressure to Unloader valve
17. Supply from Pump

3. Install an accurate 35,000 kPa (5000 psi)

FIGURE 10-1. STEERING/BRAKE PUMP
ADJUSTMENTS
1. Stroke Control Adjustment Screw
2. Unloader Valve Adjustment Screw
3. Compensator Adjustment Screw
4. GPA Port
pressure gauge at steering pressure “GPA” test
port (4, Figure 10-1) located on the suction side
of the pump. Install a second 35,000 kPa (5000
psi) gauge in bleeddown manifold test port
“TP2” (3, Figure 10-2).
4. Turn unloader valve adjustment screw (2,
Figure 10-1) clockwise until it bottoms out.
5. Back out compensator adjustment screw (3) by
turning it counterclockwise.

L10-4 Hydraulic Check-Out Procedure L10027

 6. Start the engine and adjust pressure Steering Control Valve and Flow Amplifier
compensator (3) to obtain 22,925 kPa (3325 Leakage Test
psi) on the pressure gauge at the “GPA” pump 1. Disconnect flow amplifier return line (9, Figure
port. Tighten the compensator jam nut. 10-2) at the bleeddown manifold. Plug the port
* Record on Data Sheet in the bleeddown manifold.
7. Shut off the engine and allow the accumulators 2. Disconnect the steering control unit return line
to bleed down. at the flow amplifier. Plug the port in flow
8. Back out unloader valve adjustment screw (2, amplifier. Do not turn steering wheel while
Figure 10-1) completely. hoses are disconnected!
9. Start the engine and allow pump pressure to 3. Start the engine and allow the steering system
build until the pump unloads. to reach normal operating pressure.
4. Measure the leakage from the flow amplifier
NOTE: When the steering pump unloads, the pump return hose that was removed in Step 1.
output pressure at the “GPA” pressure test port will
drop to approximately 1380 to 2760 kPa (200 to 400 Maximum permissible leakage is 820 ml/
psi). min. (50 in3/min.).
10. Steer the truck to cause the accumulator * Record on Data Sheet
pressure to drop until the pump loads. If leakage is excessive, the flow amplifier should
11. Adjust the unloader valve to reload the be repaired or replaced.
accumulators when the pressure falls to 18,960 5. Measure the leakage from the steering control
kPa (2750 psi). The unload pressure will be unit return hose removed in Step 2.
approximately 20,680 to 21,025 kPa (3000 to
3050 psi). Maximum permissible leakage is 164 ml/
min. (10 in3/min.).
When the unload pressure increases to
* Record on Data Sheet
20,680 to 21,025 kPa (3000 to 3050 psi),
the adjustment has been successfully If leakage is excessive, the steering control
completed. valve should be repaired or replaced.
* Record on Data Sheet 6. Shut off the engine and allow the accumulators
12. Steer the truck again slowly while observing the to bleed down completely. If all steering system
“TP2” steering pressure gauge. hoses are connected, steer the truck to verify
that all pressure has bled off.
The pump must reload when the pressure
drops to 18,960 kPa (2750 psi) minimum.
* Record on Data Sheet
13. If the minimum reloading pressure in Step 12 is
not correct, repeat Steps 11 and 12.
NOTE: The critical pressure setting is the 18,960 kPa
(2750 psi) when the pump loads. The unloading
pressure follows the loading pressure adjustment
and should occur at approximately 20,855 kPa (3025
psi).
14. Tighten the jam nut to lock the pressure setting.
15. Steer the truck several times to verify that the
system pressure begins to increase (pump
cycles from unload to load) once pressure has
dropped to 18,960 kPa (2750 psi).
16. Shut off the engine and allow the accumulators
to bleed down completely. Turn the steering
wheel to verify that no pressure remains.
17. Remove all gauges and cap the test ports.

L10027 Hydraulic Check-Out Procedure L10-5

Bleeddown Manifold Leakage Test
1. With the hydraulic lines still disconnected from
the Steering Control Unit and Flow Amplifier
Leakage Test, disconnect hoist pilot valve
return hose (14, Figure 10-2) located on the
side of the bleeddown manifold. Plug the open
port on the bleeddown manifold.
2. Before performing the next step, it will be
necessary to draw a vacuum on the hydraulic
tank to prevent oil loss when the bleeddown
manifold tank return line is disconnected.
Hydraulic tank oil level is above the level of this
return line. It is necessary to draw a vacuum on
the hydraulic tank to prevent a large amount of
oil draining from the tank with the return line
disconnected from the bleeddown manifold.
3. Disconnect tank return line (15, Figure 10-2)
from the bleeddown manifold. Connect the hoist
pilot valve return hose that was removed in Step
1 to the tank return line, or connect it to the
hydraulic tank fill port. Do not plug the hoist pilot
return hose.
4. Remove the vacuum on the hydraulic tank.
5. Start the engine and allow the system to build
pressure until the unloader valve unloads the
pump. Measure the leakage at the open “tank”
return port on the bleeddown manifold.
Maximum permissible leakage is 541 ml/
min. (33 in3/min.).
* Record on Data Sheet
If leakage is excessive, bleeddown solenoid (6,
Figure 10-2), steering system relief valve (13),
or the piloted check valve located on top of
bleeddown manifold is defective and should be
replaced.
L10-6 Hydraulic Check-Out Procedure
In the next step, DO NOT use the key switch to
shut off the engine. If the key switch is turned
OFF, all accumulator oil will be discharged
through the open port on the bleeddown
manifold!
A suggested method to provide steering
accumulator bleed down when return hoses are
disconnected is to connect a hose/needle valve
assembly between bleeddown manifold port TP3
and the hydraulic tank filler tube. This hose/valve
assembly cannot be connected or disconnected
if the accumulators are pressurized. The
opposite end of the hose can be connected to a
fitting which screws into the hydraulic tank filler
tube in place of the filler cap. Both accumulators
will be bled down when port TP3 is opened to
tank, reducing the possibility of either
accumulator being accidentally left pressurized.
The hose can be 1/4" SAE 100R2, rated for 5000
psi, or 3/8" SAE 100R2, rated for 4000 psi. Needle
valves are suggested to allow simple opening/
closing, but must be rated for 4000 psi or above.
6. After test is complete, shut off the engine by
using the engine shutdown switch located on
the center console in the cab.
7. Reattach the vacuum source to the hydraulic
tank and draw a vacuum before disconnecting
the tank return hose from the pilot valve return
hose. Attach the tank return hose to the
bleeddown manifold. Attach the hoist pilot
return hose to the fitting on the manifold.
8. Remove the vacuum source. Remove all test
equipment and connect all remaining hoses to
their proper locations.
9. Turn the key switch to OFF to allow the steering
accumulators to bleed down.
L10027
STEERING/BRAKE PUMP STROKE
ADJUSTMENT
Pump stroke adjustment screw (1, Figure 10-1)
controls the volume of oil produced by the steering/
brake pump. Use of this feature is required only if the
truck is operated at high altitude locations (greater
than 3,050 meters (10,000 ft.) above sea level). If the
truck is operating at high altitudes, contact the
Komatsu area service representative for instructions
regarding stroke control adjustment procedures.
For trucks operating at lower altitudes, this
adjustment should not be changed from the factory
setting (adjusted fully counterclockwise). The factory
setting provides full pump flow for maximum
performance.
SHOCK AND SUCTION VALVES
Equipment Requirements
The following equipment will be necessary to
properly check the steering circuit shock and suction
valves:
• Hydraulic schematic (refer to Section R)
• Three 35,000 kPa (5000 psi) range calibrated
pressure gauges and hoses
Pressure Tests
Before the shock and suction valves in the steering
circuit can be tested, steering system pressure must
be increased to obtain sufficient pressure for testing.
In addition, the steering relief valve pressure must be
raised above the pressure required to actuate the
shock and suction valves.
1. Install a 35,000 kPa (5000 psi) pressure gauge
at “TP2” (3, Figure 10-2) in the steering
bleeddown manifold.
2. Install a 35,000 kPa (5000 psi) gauge in each
steering cylinder manifold test port. (Located on
frame cross member, under engine.)
3. Raise steering relief valve pressure as follows:
a. Use an 8 mm allen wrench to remove
external plug (2, Figure 10-3) on the flow
amplifier valve.
b. Insert a 5 mm allen wrench into the opening
and gently bottom out adjustment screw (4)
by turning it clockwise.
L10027 Hydraulic Check-Out Procedure
FIGURE 10-3. STEERING RELIEF VALVE
ADJUSTMENT
1. Flow Amplifier Valve 4. Relief Valve
2. Plug Adjustment Screw
3. O-Ring
4. Start the engine and allow the steering system
to build pressure.
5. While observing the gauge at the “TP2” steering
pressure test port, turn unloader valve
adjustment screw (2, Figure 10-1) clockwise
until approximately 22,750 kPa (3300 psi) is
obtained.
NOTE: This pressure is near the pump compensator
pressure setting and the pump may not unload.
However, it is not necessary for the pump to unload
during this test.
6. While observing the two gauges installed on the
steering manifold, steer the truck against the left
stop.
Pressure on one of the gauges should read
21,370 kPa (3100 psi).
* Record on Data Sheet
7. Steer the truck to the opposite stop.
The other gauge should also read 21,370
kPa (3100 psi).
* Record on Data Sheet
8. If the pressure is incorrect during Step 6 or 7,
the shock and suction valves must be replaced.
NOTE: The shock and suction valves are only
serviced as complete units and cannot be adjusted
while installed in the flow amplifier valve.
L10-7
 9. After the test is complete, lower the steering
relief pressure to 18,960 kPa (2750 psi) as
follows:
a. Steer full left or right and maintain a slight
pressure against the steering wheel.
b. Use a 5 mm allen wrench to adjust the
steering relief valve to obtain 18,960 kPa
(2750 psi) on the gauge.
* Record on Data Sheet
10. After the adjustment is complete, install plug (2,
Figure 10-3) with O-ring (3) on the valve body.
11. Reset the unloader valve to the specified unload
pressure. Back out the unloader valve
adjustment screw completely counterclockwise.
12. Steer the truck to reduce pressure in the
steering circuit and cause the pump to load.
a. Observe the increasing pressure readings
on the gauge installed at steering pressure
“TP2” test port (3, Figure 10-2).
When the unload pressure increases to
20,680 to 21,025 kPa (3000 to 3050 psi),
the adjustment has been successfully
completed.
b. Steer the truck again while observing the
steering pressure feedback gauge.
The pump must reload when the pressure
drops to 18,960 kPa (2750 psi) minimum.
* Record on Data Sheet
13. If the minimum reloading pressure in Step 12 is
not correct, repeat the unloader valve
adjustment.
NOTE: The critical pressure setting is the 18,960 kPa
(2750 psi) when the pump loads. The unloading
pressure follows the loading pressure adjustment
and should occur at approximately 20,855 kPa (3025
psi).
L10-8 Hydraulic Check-Out Procedure
HOIST SYSTEM RELIEF VALVE AND
BRAKE COOLING CIRCUIT PRESSURES
NOTE: If the relief valve or hoist valve assembly has
been replaced or rebuilt, the hoist valve “power up”
pressure should be checked. Also, check the brake
cooling circuit for correct pressures. Check the hoist
system “power down” relief pressure if the hoist pilot
valve has been replaced or rebuilt.
Relieve pressure before disconnecting any
hydraulic lines. Tighten all connections securely
before applying pressure.
Equipment Requirements
The following equipment will be necessary to
properly check the hoist relief and brake cooling
circuit pressures:
• Hydraulic schematics (refer to Section R)
• Three 25,000 kPa (3500 psi) range calibrated
pressure gauges and hoses for hoist circuit
pressure readings
• Two 1000 kPa (100 psi) low pressure gauges and
hoses for brake cooling circuit pressure readings
Note: Hydraulic oil temperature should be
approximately 21°C (70°F) during test.
Pressure Gauge Locations
1. Install a 1000 kPa (100 psi) low pressure gauge
at brake cooling circuit test port (1, Figure 10-4)
at the front of the hoist valve to monitor the front
brake cooling oil pressure.
2. Install a 25,000 kPa (3500 psi) gauge in the
power down test port (3, Figure 10-9) (marked
“TPD”) located on the front face of the
overcenter manifold.
3. Install a 25,000 kPa (3500 psi) gauge in each
hoist pump filter pressure test port (2, Figure
10-4).
4. Install a 1000 kPa (100 psi) low pressure gauge
at upper left test port (3, Figure 10-7) in the
brake/hoist return manifold to monitor rthe ear
brake cooling supply pressure.
L10027
Brake Cooling Circuit Test
NOTE: Hydraulic oil temperature should be
approximately 21°C (70°F) during this test. Do not
turn the steering wheel or apply the brakes. Do not
operate the engine at low idle for more than 30
seconds.
1. Start the engine and operate at low idle. Place
the hoist control lever in the FLOAT position.
Hoist pump outlet pressures at the filters
should be approximately 550 kPa (80 psi).
* Record on Data Sheet
Pressure at front brake cooling circuit (1,
Figure 10-4) and rear brake cooling circuit
(3, Figure 10-7) should be approximately
172 kPa (25 psi) or less.
* Record on Data Sheet
2. With the engine at low idle, move the hoist
control lever to POWER UP.
Pressure at the front and rear brake cooling
circuits should drop to 0 kPa (0 psi) while
the body rises.
If the pressure is not correct, the hoist control
valve may be plumbed incorrectly or defective.
* Record on Data Sheet
FIGURE 10-4. PRESSURE TEST PORTS
1. Test Port - Front Brake Cooling
2. Test Port - Hoist Pump Pressure at Filter
L10027 Hydraulic Check-Out Procedure
3. Increase engine speed to 1500 rpm. Place hoist
control lever in HOLD or FLOAT.
Pressure at the front and rear brake cooling
circuits should be approximately 344 kPa
(50 psi) or less.
* Record on Data Sheet
4. With engine at 1500 rpm, move the hoist
control lever to POWER DOWN.
Pressure at the front and rear brake cooling
circuits should drop to 0 kPa (0 psi) while
the body lowers.
* Record on Data Sheet
Power Up Relief Pressure Test
The hoist control valve contains two relief valves.
The rear inlet section contains the relief valve for the
rear section of the hoist pump. The front inlet section
contains the relief valve for the front section of the
hoist pump.
1. To allow full extension of the hoist cylinders,
disconnect the hoist up limit solenoid (located
on the bottom of the bleeddown manifold) from
the wiring harness.
Ensure that there is adequate overhead
clearance before raising the body.
NOTE: Ensure that the gauges are properly identified
(front or rear section of the pump) when the
pressures are read.
2. Start the engine and operate at low idle. Move
the hoist control lever to POWER UP until the
body is fully raised.
Pressure at both hoist pump filter test ports
should be 17,235 ± 690 kPa (2500 ± 100
psi).
* Record on Data Sheet
L10-9
 3. If the hoist power up relief pressure is incorrect
on either gauge, the corresponding relief valve
should be replaced.
a. Lower the body until it is resting on the frame
rails. Shut off the engine and wait at least 90
seconds for the accumulators to bleed down.
Turn the steering wheel to ensure that
system pressure has been relieved.
b. Relieve all hydraulic pressure from the hoist
system.
c. Disconnect the tube from cover (2, Figure
10-5). Disconnect the hose(s) at the top port.
d. Remove capscrews (1) and cover (2).
Remove spring (3) and relief valve (4).
e. Install new relief valve (4), spring (3), cover
(2), and new O-rings (8). Install and tighten
capscrews (1). Connect the tube to the fitting
on cover (2). Install the hose(s) at the top
port.
4. Check the pressure again by repeating Step 2.
If necessary, repeat the adjustment procedure
until the correct pressure is obtained.
Power Down Relief Pressure Test
NOTE: The hoist system power down relief valve is
located on the hoist pilot valve in the hydraulic brake
cabinet behind the cab.
1. Start the engine and operate at low idle. Allow
the accumulators to fill and the steering pump to
unload.
2. With the body resting on the frame, move the
hoist control lever to POWER DOWN.
Pressure at the overcenter manifold test
port “TPD” should be 10,340 ± 517 kPa
(1500 ± 75 psi).
* Record on Data Sheet
3. If power down relief pressure is not within
specifications, adjust the relief valve as follows:
a. Remove the cap from power down relief
valve (2, Figure 10-6).
b. To increase the power down relief pressure,
turn the adjusting screw inward (clockwise).
To decrease the power down relief pressure,
turn the adjusting screw outward
(counterclockwise).

FIGURE 10-5. INLET SECTION

(Front & Rear Inlet Sections are Identical)

1. Capscrew 6. Sleeve
2. Inlet Cover 7. Secondary Low
3. Spring Pressure Valve
4. Main Relief Valve 8. O-Rings
5. Spring 9. Inlet Valve body

FIGURE 10-6. POWER DOWN RELIEF VALVE

1. Spool Housing
2. Relief Valve

L10-10 Hydraulic Check-Out Procedure L10027

 4. Recheck the power down relief pressure by Counterbalance Valve Pressure Check
repeating Step 2 after adjusting the relief valve. 1. Ensure that the engine is off, the body is resting
Install the cap on the relief valve. on the frame or properly secured in its raised
5. Shut off the engine and allow 90 seconds for position, the hoist control valve is in the FLOAT
the accumulators to bleed down completely. position, and all hydraulic system pressure is
Remove the gauges and hoses. bled down.
2. Loosen the locknut on the adjustment stem of
needle valve (9, Figure 10-9) on the overcenter
manifold. Turn the adjustment stem fully
clockwise.
3. Remove the plug from “PILOT VENT” port (8)
on the overcenter manifold. This port will
remain open to the atmosphere during the
adjustment. Do not allow dirt to enter the open
port.
NOTE: It is suggested that a clean SAE #4 (1/4”)
hydraulic hose be installed in the open port and
pointed downward.
4. Install a 35,000 kPa (5000 psi) gauge at test
port “TR” (7) on the overcenter manifold. Use a
hose that is long enough for the technician to
read the pressure gauge while in the cab of the
truck. Do not read the gauge near the
overcenter manifold or make adjustments while
the engine is running. The gauge will measure
the rod end pressure (the pressure controlled
by the counterbalance valve).

FIGURE 10-6. BRAKE/HOIST RETURN OIL

MANIFOLD

1. Rear Brake Return 9. Front Brake Bypass

2. Rear Brake Supply 10. Rear Brake Return
3. Rear Brake Supply Pressure
Pressure 11. Hoist Return Pressure
4. Front Brake Supply 12. Front Brake
Pressure Return Pressure
5. Rear Brake Cooling 13. Rear Brake Return
Oil (From Hoist Valve) 14. Rear Brake Return
6. Return From Hoist to Tank
Valve 15. Hoist Return to Tank
7. Return From Hoist 16. Front Brake Return
Valve to Tank FIGURE 10-7. COUNTERBALANCE VALVE
8. Brake/Hoist Return Oil 17. Front Brake Return ADJUSTMENT
Manifold 18. Front Brake Return
1. Hoist Valve 2. Overcenter Manifold

L10027 Hydraulic Check-Out Procedure L10-11

 5. Start the engine and operate at low idle. If the 4. Lower the body to the frame and operate the
body is in the raised position, lower the body to engine at low idle. Repeat Step 6 of the
the frame. Counterbalance Valve Pressure Check
procedure to verify proper adjustment.
6. Raise the body and, as it extends to the third
stage, read the pressure on the gauge 5. With the body resting on the frame, install the
connected to the “TR” port. (All counterbalance plug in “PILOT VENT” port (8). Remove the
valve pressures are read and adjusted while pressure gauge.
the hoist cylinders are in the third stage.)
6. Turn needle valve adjustment stem (9) fully
a. If pressure is 20,700 kPa (3000 psi) or outward and tighten the locknut securely. The
above, stop raising the body immediately. needle valve must be fully open for normal
The pressure is adjusted too high and must operation.
be lowered. Refer to Counterbalance Valve
Adjustment.
b. If pressure is below 20,700 kPa (3000 psi),
lower the body, increase engine speed by
approximately 300 rpm and repeat Step 6
until the engine is at high idle or 20,700 kPa
(3000 psi) is obtained.
c. If the gauge indicates 20,700 kPa (3000 psi)
with the engine at high idle, the hoist control
lever in POWER UP and the hoist cylinders
in the third stage, the counterbalance valve
adjustment is correct.
* Record on Data Sheet
d. If the gauge still does not indicate 20,700
kPa (3000 psi) with the engine at high idle,
the hoist control lever in POWER UP and the
hoist cylinders in the third stage, or if 20,700
kPa (3000 psi) was obtained before the
engine reached high idle, adjust the
counterbalance valve.

Counterbalance Valve Adjustment

1. With the hoist control lever in the FLOAT
position and the body resting on the frame,
loosen the locknut on the adjustment stem of FIGURE 10-8. OVERCENTER MANIFOLD VALVE
counterbalance valve (4, Figure 10-9). Turn the
adjustment stem fully inward (clockwise) so the 1. Check Valves
counterbalance valve pressure is as low as 2. Overcenter Valve Manifold
possible. 3. Power Down Test Port (TPD)
4. Counterbalance Valve
2. Start the engine and operate at high idle. 5. Counterbalance Valve Test Port (TCBVP)
Observe the pressure gauge while raising the 6. Power Up Test Port (TPU)
body. 7. Test Port (TR)
3. Carefully turn the adjustment stem outward 8. Pilot Vent Port
(counterclockwise) to obtain 20,700 kPa (3000 9. Needle Valve
psi) with the engine at high idle, the hoist 10. Counterbalance Valve Port (TCBV)
control lever in POWER UP and the hoist
cylinders in the third stage.
NOTE: Complete valve adjustment range is three full
turns.

L10-12 Hydraulic Check-Out Procedure L10027

HYDRAULIC SYSTEM FLUSHING PROCEDURE
Preparation
1. Place the directional control lever in PARK and
place the rest switch in the ON position. Leave
the rest switch ON for all the following
procedures.
2. Shut off the engine and turn the key switch
OFF. Ensure that the link voltage warning
lamps turn off.
3. Allow at least 90 seconds for the steering
accumulators to bleed down. Turn the steering
wheel to ensure that all pressure is relieved.
4. Open the brake accumulator bleeddown valves
on the brake manifold. This will return
contaminants in the brake accumulators to the
hydraulic tank.
5. Thoroughly clean the exterior of the hydraulic
tank. Drain the hydraulic tank, remove the
strainers and diffusers, and clean the inside of
the tank. Flush the interior of the hydraulic tank
with a cleaning solvent.
6. Inspect all hydraulic hoses for deterioration or
damage.
NOTE: If a system component fails, all hoses and
tubing should be removed and back flushed with a
cleaning solvent. Inspect for small particles which
may be trapped inside.
7. Inspect the hydraulic tank strainers and
diffusers. If damaged, install new components.
8. Change all high pressure filter elements.
9. Fill the hydraulic tank with clean type C-4
hydraulic oil.
10. Ensure that the suction line shutoff valves are
open.
11. Bleed any air that is trapped inside the steering
pump. Refer to Section L, Steering and Brake
Pump.
L10027 Hydraulic Check-Out Procedure
Flushing Procedure
Ensure that there is adequate overhead
clearance before raising the body.
1. Verify that the accumulators are properly
precharged. Turn the key switch ON but do not
start the engine. The low accumulator
precharge warning light must be off before
proceeding.
2. Connect the “disabled truck” ports on the
overcenter manifold with a jumper hose.
Connect the “QD SUPPLY” and “QD RETURN”
ports on the bleeddown manifold with a jumper
hose. The jumper hoses must be made of SAE
100R12 material, rated at 27,580 kPa (4000
psi).
3. Ensure that the hoist control lever is in the
FLOAT position. Do not turn the steering wheel
or operate any controls until the next step is
completed.
4. Start the engine and operate at 1000 rpm for
five minutes. This will circulate oil with all valves
in the neutral position.
5. To increase flow and turbulence in the system,
increase engine speed to full throttle for 15
minutes.
Move the hoist control lever to POWER UP for
30 seconds, and then move it to POWER
DOWN for 30 seconds. Repeat this cycle five
times. This process will carry any system
contaminants to the hydraulic tank.
6. Shut off the engine and turn the key switch
OFF. Allow at least 90 seconds for the
accumulators to bleed down completely. Turn
the steering wheel to ensure that all pressure is
relieved.
7. Remove the jumper hoses from the overcenter
manifold and the bleeddown manifold.
8. Close the brake accumulator bleeddown valves
on the brake manifold.
9. To enable full extension of the hoist cylinders,
disconnect the hoist up limit solenoid on the
bottom of the bleeddown manifold.
L10-13
 10. Start engine and operate at 1000 rpm while Filter Element Replacement
performing the following steps:
After the hydraulic system flushing procedure has
a. Turn the steering wheel full left then full right
been completed, all system high pressure filter
ten times.
elements must be replaced.
1. Close both hoist pump suction line shutoff
valves. Close the steering pump suction line
shutoff valve.
In all of the following POWER UP steps, as the 2. Remove the hoist and steering hydraulic filters,
second stage starts out of the hoist cylinder in clean the housings, and install new filter
the POWER UP mode, slowly decrease engine elements. Detailed instructions may be found in
speed to prevent sudden bottoming of the Section L9, Hydraulic System Filters.
cylinders, which could cause severe damage to
the hoist cylinders. 3. Check the hydraulic tank oil level and top off, if
necessary.
b. Extend the hoist cylinders fully, then allow
the body to “float” down ten times. 4. Open the suction line shutoff valves.

c. Extend the hoist cylinders fully and hold the

hoist control lever in the POWER UP
position for ten seconds.
d. Lower the body to the frame and hold the
hoist control lever in the POWER DOWN
position for ten seconds after the cylinders
are fully retracted.
11. Increase engine speed to full throttle. Extend
the hoist cylinders fully, then allow the body to
“float” down. Return the hoist control lever to
FLOAT.
12. Operate the truck (on a typical haul cycle, if
possible) to exercise the braking functions a
minimum of 30 times. Ensure that the braking
functions are also exercised in reverse gear like
on a typical haul cycle.
NOTE: If the truck is equipped with any hydraulically
operated attachment, the attachment must also be
cycled in a similar manner.
13. Shut off the engine and turn the key switch OFF.
Allow at least 90 seconds for the accumulators
to bleed down completely. Turn the steering
wheel to ensure that all pressure has been
relieved.
14. Reconnect the hoist up limit solenoid on the
bleeddown manifold.
15. Ensure that all hydraulic system relief valves
and pressure settings are properly adjusted.
Follow the procedures outlined earlier in this
section.

L10-14 Hydraulic Check-Out Procedure L10027

 930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET

MACHINE MODEL ________UNIT NUMBER __________SERIAL NUMBER___________

__________ Steering accumulators charged to 9650 kPa (1400 psi).

Operate the hydraulic steering system to obtain the proper operating temperature.
Refer to the Check-out Procedures.

PUMP PRESSURE CONTROL ADJUSTMENTS

STEP 6___________ Steering pump compensator pressure

STEP 11__________ Steering pump unload pressure

STEP 12__________ Steering pump load pressure

STEERING CONTROL VALVE AND FLOW AMPLIFIER LEAKAGE TESTS

STEP 4___________ Flow amplifier return hose leakage

STEP 5___________ Steering control unit return hose leakage

BLEEDDOWN MANIFOLD LEAKAGE TEST

STEP 5___________ Bleeddown solenoid, steering relief, and piloted check valve leakage

SHOCK AND SUCTION VALVES TEST

STEP 6___________ Shock and suction valve pressure, left steer

STEP 7___________ Shock and suction valve pressure, right steer

STEP 9___________ Steering relief valve pressure setting

STEP 12__________ Steering pump reload pressure

Name of Technician or Inspector Performing Check-Out

__________________________

Date __________________________

L10027 Hydraulic Check-Out Procedure L10-15

 930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM
DATA SHEET

MACHINE MODEL ___________ UNIT NUMBER_______ SERIAL NUMBER___________

Operate the brake cooling & hoist hydraulic system to obtain the proper operating temperature.
Refer to the Check-out Procedures.

BRAKE COOLING CIRCUIT TEST

STEP 1 __________ Hoist pump outlet pressures, low idle, FLOAT position

Brake cooling circuit pressure, low idle, FLOAT position

STEP 2 __________ Brake cooling circuit pressure, low idle, POWER UP/DOWN position

STEP 3 __________ Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position

STEP 4 __________ Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position

POWER UP RELIEF PRESSURE TEST

STEP 2 __________ Hoist relief pressure, front pump section

_________ Hoist relief pressure, rear pump section

POWER DOWN RELIEF PRESSURE TEST

STEP 2 __________ Power down relief pressure

COUNTERBALANCE VALVE ADJUSTMENT

STEP 6 __________ Counterbalance valve pressure

Name of Technician or Inspector Performing Check-Out__________________________

DATE _________________________

L10-16 Hydraulic Check-Out Procedure L10027

 SECTION M

OPTIONS AND SPECIAL TOOLS

INDEX

FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1

SPECIAL TOOL GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1

PAYLOAD METER III - ON BOARD WEIGHING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1

RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-1

M01043 Index M1-1

 NOTES

M1-2 Index M01043

 SECTION M2
FIRE CONTROL SYSTEMS
INDEX

FIRE CONTROL SYSTEM (MANUAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3

Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3

Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-4

CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 . . . . . . . . . . . . . . . . M2-5

Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-5

Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6

Linear Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6

Power Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6

Test Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6

Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6

Securing the Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7

Preliminary Test Before Final Hook-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7

Installation Procedure for Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-9

Placing the Electric Detection & Actuation System Into Service . . . . . . . . . . . . . . . . . . . . . . . M2-9

INSPECTION AND MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10

Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10

Normal Maintenance Based On Actual Operating Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10

IN CASE OF FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-11

TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-13

M02005 Fire Control Systems M2-1

 NOTES

M2-2 Fire Control Systems M02005

 FIRE CONTROL SYSTEM (MANUAL)
The fire control system aids in protecting the
machine in the event of a fire. The system consists
of:
• Actuators
• Pneumatic Actuator/Cartridge Receivers
• Pressure Relief Valve
• Check Valves
• Dry Chemical Tanks
• Hoses And Nozzles.
When either actuator is depressed, a nitrogen car-
tridge will pressurize the dry chemical tank. Once the
dry chemical tank has pressurized to a sufficient
pressure, a bursting disc in the tank outlet will break,
allowing the fluidized chemical to flow to the nozzles.
The nozzles will direct the agent at the fire and extin-
guish the flames.
Operation
To actuate the fire control system, pull the safety ring
on either of the actuators and depress the lever. One
actuator is located in the cab near the operator.
Another actuator is located on the left fender struc-
ture near the bumper.
NOTE: Operating either actuator will activate fire
control system.
Inspection and Maintenance
It is imperative that the fire control system is
inspected at least every six months. To ensure that it
will operate effectively:
1. Check the system for general appearance,
mechanical damage and corrosion.
2. Inspect each chemical tank fill cap gasket for
damage and replace if necessary. Examine cap
for nicks, burrs, cross threading or rough edges.
3. Check the level of dry chemical. The level
should not be less than three inches (76 mm)
from bottom of fill opening. Dry chemical must
be free flowing, with no caking.
4. Insure that the vent in the fill opening threads is
not obstructed.
5. Remove the cartridge from the extinguisher and
examine the disc-seal. Replace seal if neces-
sary. Install cartridge hand tight.

FIGURE 2-2. NOZZLE AND BLOW-OFF CAP

FIGURE 2-1. FIRE CONTROL SYSTEM
1. Cab Actuator 5. Actuator Receiver
2. Remote Actuator 6. Cartridge
3. Safety Relief Valve 7. Bursting Disc Union
4. Check Valves 8. Dry Chemical Tank

M02005 Fire Control Systems M2-3


FIGURE 2-3. NOZZLES AND BLOW-OFF CAP
6. Inspect lines, fittings and nozzles for mechani-
cal damage and cuts.
7. Check nozzle openings. The openings should
be packed with silicone grease or equipped with
plastic blow-off caps if equipped with nozzles as
shown in Figure 2-2. Nozzles of the type shown
in Figure 2-3 are not to be packed with grease.
Only the protective caps shown are to be used
on this type of nozzle.
8. Remove and inspect the cartridge of the remote
actuators. Replace if ruptured. Check operation
of puncture pin.
9. Replace any broken or missing lead and wire
seals.
Recharging Procedures
After actuating the fire control system, the system
should be recharged. Follow the procedure below for
each dry chemical tank and actuator installed:
1. Relieve the pressure from the lines by pulling
the ring on the safety relief valve.
2. Disconnect line from tank actuator and remove
line from the bursting disc union.
M2-4 Fire Control Systems
3. Remove each extinguisher from its bracket.
4. Disassemble bursting disc union and replace
the ruptured bursting disc with flat side toward
extinguisher.
5. Fill tank with dry chemical to not more than
three inches (76 mm) from the bottom of the fill
opening.
6. Inspect fill opening threads and gasket. If nec-
essary clean threads.
7. Install the fill cap and tighten the cap hand tight.
8. Remove the cartridge guard from the dry chem-
ical tank and remove the cartridge.
9. Insure that the cartridge puncture pin is fully
retracted.
10. Weigh the new cartridge. The weight must be
within 0.25 ounce (7.0 grams) of the weight
stamped on the cartridge.
11. Screw the new cartridge onto the actuator
assembly, hand tight.
12. Replace the cartridge guard and install the dry
chemical tank into its bracket.
13. Connect line at the bursting union, and line at
the tank actuator.
14. Remove the cartridge guard from the remote
actuators and replace the cartridges.
15. Replace the cartridge guards, and install ring
pins on the push buttons.
16. Inspect hose, fittings and nozzles for mechani-
cal damage. Replace all hose that has been
exposed to fire areas.
17. Clean the nozzles and repack the openings with
silicone grease or install blow-off caps. Use
caps for the new designed nozzles shown in
Figures 2-2 and 2-3
M02005
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1
The Checkfire Electric Detection and Actuation Sys-
tem - Series 1 (Figure 2-5) uses linear detection
wire. This is a two conductor heat rated thermo
cable. When the detection cable is subjected to
221°F (105°C) the insulating coating of the cable
melts allowing the conductors to short together clos-
ing the electric circuit to the squib which detonates
to depress the puncture pin and actuate the expel-
lant cartridge.

Components of the checkfire electric detection and

actuation system are shown in Figure 2-5.

Control Module
(Figure 2-4)
Provides the electrical connections necessary
between the power lead and the linear detection
wire to the power lead supplying electrical power,
via the squib, to the actuator. Also provides a visual
check of power availability - pressing the switch but-
ton will illuminate the green indicator light if electri-
cal power is available in the system. FIGURE 2-4. CONTROL MODULE

FIGURE 2-5. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYSTEM

1. Control Module 3. Linear Detection Wire 5. Test Kit (Not Shown)
2. Manual/Automatic Actuator 4. Power Wire

M02005 Fire Control Systems M2-5

Actuator
(Figure 2-6)
Provides automatic and manual means of fire sup-
pression system actuation. By pulling the ring pin
under the knob and then depressing the red knob,
the puncture pin will rupture the diaphragm in the
actuator and apply the system. Automatically, the
squib is fixed to rupture the cartridge disc when the
linear detection wire is exposed to temperatures in
excess of its rated range.
FIGURE 2-8. POWER WIRE

FIGURE 2-9. TEST KIT

1. Indicator Light Assembly
FIGURE 2-6. MANUAL/AUTOMATIC ACTUATOR
2. End-of-Line Detection Wire Jumper Assembly

Linear Detection Wire Test Kit

(Figure 2-7) (Figure 2-9)
Consists of a two conductor heat rated thermo cable. Provides for checking of electrical continuity and con-
The temperature rating of the cable is 105°C (221°F) sists of an indicator light assembly and an End-of-
using black wire or 180°C (356°F) using red wire. Line linear detection wire jumper assembly.
When the cable is subjected to temperatures in
excess of this rating the insulating coating melts
allowing the conductors to short together, closing the
actuating circuit to fire the squib.

FIGURE 2-10. SQUIB

FIGURE 2-7. LINEAR DETECTION WIRE Squib

(Figure 2-10)
Power Wire
(Figure 2-8) Is an electrically detonated component containing a
small exact charge of powder. When the actuation
Consists of a battery connector and conductor lead
circuit is closed by the linear detection wire melting,
wires to connect the actuation system to the truck
an internal wiring bridge in the squib heats up caus-
electrical system (battery circuit). The battery con-
ing the power charge to detonate, forcing the punc-
nector is equipped with a 5 ampere in line fuse
ture pin to rupture the cartridge disc to release the
(replaceable).
nitrogen gas charge.

M2-6 Fire Control Systems M02005

Securing the Detection Wire be on. This indicates the power wire is
installed correctly to the control module. If
After the linear detection wire has been loosely
light does not appear, check all connections
installed, secure it to the equipment being protected
to insure they are snapped together. Retest
as follows:
by depressing button. If light is not on, refer
1. Begin at the control module with the first sec- to Troubleshooting The Electric Detection
tion of detection wire. If this section is sufficient System covered in this section.
to cover the total hazard area, no additional
b. If battery power is correct, proceed to check-
lengths are required. If additional lengths are
ing total system power.
required, remove blank plugged connector from
the end of first length and add lengths until the
total hazard area(s) is covered.
NOTE: Remember to leave closed blank plug
connection on the last length of detection wire.
When making connection, push plug into receptacle
until a "click" is heard (Figure 2-11). Plugs and recep-
tacles are keyed to allow insertion only in one direc-
tion. After "click" is noted, apply a small amount of
back pull to confirm connection has been made.

FIGURE 2-12. POWER CHECK

FIGURE 2-11. LINEAR DETECTION WIRE Do Not install squib to power lead at this time
CONNECTOR (Figure 2-13).

2. Secure the wire every 12-18 in. (30-45 cm)

throughout the hazard area(s) using the black
nylon cable ties provided. Secure more often if
desired, or to keep the wire out of the way.
Secure the wire to mounting surfaces, decks,
struts, hydraulic hoses in the area, or any
secure, non-moving part of the protected equip-
ment. Always keep the previously mentioned
guidelines in mind when installing the wire.

Preliminary Test Before Final Hook-Up

All necessary linear detection and power wire instal-
lation is now completed. Before arming the actuator
with the squib, it is necessary to check to insure all
connections are made properly.
FIGURE 2-13. DO NOT CONNECT SQUIB
1. The Power Wire
a. Depress the button on top of the control
module and note green indicator light (Figure
2-12). With button, depressed, light should

M02005 Fire Control Systems M2-7

 c. Proceed to the end of the last length of
detection wire and remove the jumper
assembly (Figure 2-15). Finally, put original
plugged blank connector onto detection wire.
The test module light should immediately go
out. If light does not go out refer to "Trouble-
shooting".
d. Remove the test kit from the system by, first,
disconnecting the squib connector from the
test module (Figure 2-17). NOTE: Retain
these components for possible later use.

! CAUTION !
Remove jumper to prevent fire suppression sys-
FIGURE 2-14. INSTALL JUMPER tem from discharging when squib is installed in
electric detection and actuation system.
2. The Linear Detection Wire
a. Using the furnished text kit, proceed to the
end of the last length of detection wire.
Remove the plugged blank connector (Fig-
ure 2-14) and install the jumper assembly.
NOTE: Retain plugged connector to be reinstalled
after testing is completed.
b. With jumper in place, screw squib connector
into receptacle on test module (Figure 2-15).
Test module light should immediately illumi-
nate. This test confirms that the wire is prop-
erly installed and will function as designed. If
test module light does not illuminate on test
module, refer to the "Troubleshooting" sec- FIGURE 2-16. REMOVE JUMPER ASSEMBLY
tion.

FIGURE 2-15. INSTALL TEST MODULE

ASSEMBLY FIGURE 2-17. REMOVE INDICATOR LIGHT
ASSEMBLY

M2-8 Fire Control Systems M02005

Installation Procedure for Squib
After all testing has been completed and all test kit
components removed, proceed to arm the system.
Using wrench, insert squib into upper right inlet hole
on actuator body and firmly tighten (Figure 2-18).
After installing squib into actuator body, loosen pro-
tective shipping cap from squib and remove bridge
(Figure 2-19).

Always install squib into actuator body first,

before installing connector onto threaded body
of squib. Possible injury could result if squib was
actuated outside of actuator body.
Install squib connector onto threaded stud of squib
(Figure 2-20). Hand tighten as firmly as possible.

Placing the Electric Detection & Actuation

System Into Service
FIGURE 2-18.
To place the electric detection and actuation system
into service, proceed as follows:
1. Check all fasteners for tightness. Insure jam nut
on actuator body is securely tightened.
2. Before installing actuator cartridge, push man-
ual puncture lever several times to insure
smooth operation.
3. Insert ring pin in hole and attach lead wire seal
(See Figure 2-21).

FIGURE 2-19.

FIGURE 2-21. INSTALL ACTUATOR CARTRIDGE

4. Insert LT-5-R cartridge (PB0674) into lower

actuator body and hand tighten firmly.
5. Record date that system was placed in service.
FIGURE 2-20.

M02005 Fire Control Systems M2-9

INSPECTION AND MAINTENANCE
SCHEDULES
Proper inspection and maintenance procedures
must be performed at the specified intervals to
be sure that the electric detection and actuation
system will operate as intended.
4. Weigh the actuation cartridge on the electric
detection and actuation system. Replace car-
tridge if the weight is 1/4 oz. (7 g) less than that
stamped on cartridge. Check the cartridge
threads for nicks, burrs, cross threading and
rough on feathered edges. Examine gasket in
bottom of electric detection and actuation sys-
tem for elasticity. If the temperature is below
freezing, warm the gasket with body heat to
insure a good seal. Clean and coat lightly with a
high heat resistant silicone grease.

Daily
The machine operator should manually test system
power by pushing the button and noting illumination
of indicator light. This confirms battery power is avail-
able. If light is not illuminated, refer to "Troubleshoot-
ing" covered in this section.

Normal Maintenance Based On Actual Operating

Hours
Total system should be checked monthly or sooner,
depending on working conditions or truck mainte-
nance to perform total system check.
NOTE: The squib should be replaced after being in
service for five years. The proper disposal of the old
squib should be done by actuating the squib within
the actuator body. To do this, remove actuator LT-5-R
cartridge (PB0674) from body. Install test jumper FIGURE 2-22. REMOVE CARTRIDGE AND
assembly to end of linear detection wire assembly. DISCONNECT SQUIB
This jumper will service as a wiring short and cause
the squib to discharge.
Remove jumper, clean actuator, install new squib
and reinstall cartridge.
System is now back in service. Do Not reinstall cartridge at this time.
Record date of installation of new squib. 5. Test system power by depressing button on
control module. Note illumination of light while
button is depressed.
1. Check all mounting bolts for tightness.
6. Remove squib connector before proceeding
2. Check all wiring connectors for tightness and with next series of checks (Figure 2-22).
possible evidence of corrosion.
7. Using the furnished test kit assembly, proceed
3. Inspect detection and power wire as follows: to the end of the last length of detection wire.
a. Check for wear due to abrasion (at wall pen- Remove the plugged blank connector and
etrations, around corners, etc.). install the jumper assembly (retain plugged
blank connector to be reinstalled after testing is
b. Check for damage from direct impact or
completed).
other abuse.
8. With jumper in place, screw the squib connector
c. Check mounting locations for tightness. into receptacle on test module (Figure 2-23).
d. Insure mounting hardware has not come Light on the test module should immediately
loose or been broken, either of which would illuminate. This test confirms that the detection
allow the wire to sag. wire is properly installed and will function as
intended.

M2-10 Fire Control Systems M02005


FIGURE 2-23. ATTACH INDICATOR LIGHT
ASSEMBLY (Test Module)
If test module light does not illuminate, refer to Trou-
bleshooting The Electric Detection System, covered
in this section.
9. Proceed to the end of the last length of detec-
tion wire and remove the jumper assembly. Put
original plugged blank connector back on detec-
tion wire. Test module light should immediately
go out. If light does not go out, refer to Trouble-
shooting The Electric Detection System,cov-
ered in this section.
FIGURE 2-24. REMOVE TEST MODULE
M02005 Fire Control Systems
10. Remove the test kit from the system by discon-
necting the squib connector from the test mod-
ule (Figure 2-24).
Failure to remove jumper assembly will cause
system discharge when squib is installed into
electric detection and actuation system.
11. Remove squib from actuator body and check
that it has not been fired. Reinstall squib and
wrench tighten firmly.
12. Reinstall squib connector to squib and firmly
tighten by hand.
13. Pull ring pin on electric detection and actuation
system actuator and push pin several times to
insure smooth movement. Reinstall ring pin and
attach lead wire seal.
14. Install actuation cartridge back into lower actua-
tor body and tighten firmly by hand.
IN CASE OF FIRE
Procedure to follow during and after a fire. In the
event of a fire, the following steps should be taken:
1. Turn the machine off.
2. Manually activate fire suppression system, if
possible.
3. Move away from the machine taking a hand
portable extinguisher along if you can.
4. Stand-by with a portable fire extinguisher to put
out any possible re-ignition of the fire after the
fire suppression system is expended.
Explanation of the above steps.
1. If you leave the machine running, it may add
fuel to the fire or restart the fire with sparks.
2. May help put fire down more quickly.
3. By leaving the immediate fire area, you protect
yourself from windblown flames, explosions or
other dangers created by the fire.
4. Having a hand portable fire extinguisher is
advised because remaining heat may cause
part of the fire to re-ignite after the fire suppres-
sion system has discharged. Depending on the
heat that remains, this may occur a number of
times, so remain alert until the equipment cools
and you are assured that re-ignition is not likely.
M2-11
What to Expect
When a fire suppression system discharges, there is
some noise, accompanied by clouds of dry chemical.
While breathing foreign particles is not pleasant, the
agent is non-toxic.

What to Do After the Fire is Out

The machinery should not be restarted until it has
been serviced and cleaned (water spray or steam
may be used to remove the dry chemical). If the elec-
tric detection and actuation system cannot be
recharged immediately, at least recharge the remain-
der of the fire suppression system so that manually
actuated protection is available.

Recharging the Electric Detection and Actuation

System
The recharge of the electric detection and actuation
system is similar to the original procedure for install-
ing and placing the automatic detection system into
service. Follow these procedures as outlined previ-
ously in this manual, omitting the section which deals
with mounting the bracket and power wire.
Replace the entire length(s) of detection wire
involved in the fire area.
Before the system is put back into service, it is impor-
tant that the inside chamber of the actuator be
cleaned thoroughly. Failure to do so may cause
excessive carbon build-up on the internal O-ring and
piston chamber. This build- up will also stop the
puncture pin from returning to its up-most position.
To clean actuator (See Figure 2-25):
1. Remove squib.
2. Remove actuator from bracket and loosen
upper portion of body.
FIGURE 2-25. ACTUATOR ASSEMBLY
3. Apply pressure to the bottom of the puncture
pin. This will force out the puncture pin and
spring.
4. Thoroughly clean carbon deposits from base of
stem, puncture pin, spring and inside surface of
body.
5. After all components are clean and dry, liberally
lubricate O-rings with silicone grease.
6. Reassemble actuator and push button manually
several times to insure free movement of punc-
ture pin.
NOTE: When puncture pin is fully reset, cutting point
of pin will be located approximately 0.06 in. (1.6 mm)
below thread on lower actuator body (Figure 2-25).

M2-12 Fire Control Systems M02005

 TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM

TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

Blown fuse in battery connector assembly Look for possible short in external power wiring and
change fuse
Battery connection loose Clean and tighten
Connector between power wiring unsnapped or wire Reconnect/install new length
broken
Dead battery Charge battery or install new one
Bulb burned out Loosen green lens, install new bulb

TROUBLE: Test Module Light Will Not Illuminate.

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

Jumper assembly not in place on end of detection Install jumper assembly
zone wiring
Connector apart on either power or detection zone Reconnect
wiring
Bulb burned out Loosen green lens, install new bulb
Blown fuse in battery connector assembly Look for possible short in external power wiring and
change fuse
Wire broken Install new length
Dead battery Charge battery or install new one
Battery connection loose Clean and tighten

TROUBLE: Test Module Light Will Not Go Out

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

Jumper assembly left in place on end of detection wire Remove jumper. Reinstall plugged blank connector
Damaged section at detection wire Replace damaged length(s) of detection wire.

TROUBLE: Detonated Squib

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

Check for previous fire condition Replace length(s) of detection zone wire. Replace
squib and recharge

Detection wire too close to heat source Check for broken points of security, move away from
heat source, and recharge

Test jumper assembly left in place after testing Remove jumper, reinstall plugged end of line connector
and recharge

M02005 Fire Control Systems M2-13

 NOTES

M2-14 Fire Control Systems M02005

 SPECIAL TOOLS

Part Num- Description Use

ber
EB1759 Nitrogen Suspension &
Charging Kit Accumulator
Nitrogen Charg-
ing
1. “T” Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas

NOTE: Arrangement of parts may vary from

illustration shown, depending on Charging Kit P/N.

Part Number Description Use

EJ2626 Roller Assembly 930E-3
EH8687 Roller Assembly 930E-3SE
(No longer Power Module
available as Remove &
complete unit) Install 930E-3
EJ2271 Roller Mount 930E-3
EH8681 Roller Mount 930E-3SE
PC0706 Bearing
TH9449 Bearing Retainer
Ring
TG1680 Roller Retainer
Ring
C1645 Capscrew
0.75 -10 NC x 2 1/
4 in.
C1542 Lockwasher
0.75 in.
EH8686 Roller Ring

M08018 7/04 Special Tools M8-1

 Part Number Description Use
PB8326 Offset Box End Miscellaneous &
Wrench, Cab Mounting
1 7/16 in.

Part Number Description Use

TZ2734 3/4 in. Torque Miscellaneous
Adapter

Part Number Description Use

TZ2733 Tubular Handle Use with
PB8326 &
TZ2734

Part Number Description Use

BF4117 Seal Installation Front & Rear
Tool Disc Brake
Floating Ring
Seal Installation
ED3347 Seal Installation Rear Axle/Hub
Tool Adaptor Float-
ing Ring Seal
Installation

M8-2 Special Tools 7/04 M08018

 Part Number Description Use
EH4638 Sleeve Align- Steering Link-
ment Tool age and Tie Rod
Assembly, Refer
to Section “G”

Part Number Description Use

EF9302 Wear Indicator Brake Disc
Wear, Refer to
Section “J”
EB1723 Cap, Indicator
EF9301 Pin, Indicator
WA0010 O-ring, Indica-
tor Pin
TL3995 O-ring, Indica-
tor Cap
EB4813 Housing, Indi-
cator
SV9812 O-ring, Housing

Part Number Description Use

EF9160 Harness Payload Meter
Download, Refer
to Section “M”,
Payload Meter

M08018 7/04 Special Tools M8-3

 Part Number Description Use
EH7817 Alignment Tool Upper Hoist Pin

Part Number Description Use

PB4684 Hydraulic Cou- Miscellaneous
pling

Part Number Description Use

PB9067 Bulkhead Con- Battery Jumper
nector

M8-4 Special Tools 7/04 M08018

 930E-3 SPINDLE REMOVAL TOOL
Dimension "A" - Bolt Hole Diameter Dimension "F" - Cylinder Height
Dimension "B" - Plate Outside Diameter Dimension "G" - Cylinder Outer Diameter
Dimension "C" - Bolt Circle Diameter Dimension "H" - Cylinder Inner Diameter
Dimension "D" - Plate Inside Diameter Dimension "I" - Cylinder Wall Thickness
Dimension "E" - Plate Thickness NOTE: Surface A-A must be parallel to surface B-B
within 0.062 in. after welding.

M08018 7/04 Special Tools M8-5

 TABLE 1. PUSHER TOOL DIMENSIONS

Dimension Description 930E-3

Refer to Section G, Drive Axle, Spindles, and
Plate Bolt 1.37 in. Wheels, for information on using the spindle tool to
"A"
Hole Diameter (34.8 mm) properly remove the spindles from the machine.
22.75 in.
"B" Plate O.D.
(577.9 mm)

Bolt Circle 20.38 in.

"C"
Diameter (517.7 mm)

2.00 in.
"D" Plate I.D.
(50.8 mm)

1.37 in.
"E" Plate Thickness
(34.8 mm)

Pusher 5.25 in.

"F"
Cylinder Height (133.4 mm)

Pusher 12.62 in.

"G"
Cylinder O.D. (320.6 mm)

Pusher 9.00 in.

"H"
Cylinder I.D. (228.6 mm)

Cylinder Wall 1.81 in.

"I"
Thickness (46.0 mm)

M8-6 Special Tools 7/04 M08018

 SECTION M20
PAYLOAD METER III ™
INDEX

OPERATION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Data Gathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Suspension Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Operator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Speed Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Communications Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Key Switch Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Payload Meter Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Load Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Wiring and Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
TCI Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
OPERATOR’S DISPLAY AND SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Reading the Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Reading the Load Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Using the Operator ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Using the Load and Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Total Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Total Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Clearing the Counters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Viewing Live Sensor Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Other Display Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
PAYLOAD OPERATION & CALCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Description of Haul Cycle States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12

M20008 02/05 Payload Meter III M20-1

 Haul Cycle Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12
Load Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Carry Back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Measurement Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
SOURCES FOR PAYLOAD ERROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Payload Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Loading Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Swingloads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Speed and Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
HAUL CYCLE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-15
Haul Cycle Warning Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-16
M: Haul Cycle Too Long . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
N: Sensor Input Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Frame Torque Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Sprung Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Maximum Speed Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Fault Code Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
PC SOFTWARE OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
PC Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
Installing the PLMIII Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
DOWNLOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
PLM III SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Starting Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Displayed Payload Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Time Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Connection Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Connecting to the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Configure the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Gauge Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Frame Serial Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Komatsu Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23

M20-2 Payload Meter III 02/05 M20008

 Setting the Komatsu Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23
Clean Truck Tare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
Inclinometer Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
DATA ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Creating a Query . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Truck Unit Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Date Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Sorting on Time Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Payload Detail Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Creating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Summary - one page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Detailed - multi-page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Creating Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Exporting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
CSV Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Compressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
Importing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Deleting Haul Cycle Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Viewing Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Deleting Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Viewing Active Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Real-Time Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Testing the Payload Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Creating Log Files of Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Daily Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Abnormal Displays at Power-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35
No Payload Display When Key Switch is Turned ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36
No Display on Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
No Display on Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
No Communications With PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38
Load Lights Don’t Light During Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39
Load Lights Remain ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Load Lights Remain ON During Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Display Doesn't Clear When The Load Is Dumped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40

M20008 02/05 Payload Meter III M20-3

 Calibration Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-41
Alarm 1 - Left Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Alarm 2 - Left Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Troubleshoot Wiring to Left Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Alarm 3 - Right Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 4 - Right Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Troubleshoot Wiring to Right Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 5 -Left Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 6 - Left Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Troubleshoot Wiring to Left Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 7 - Right Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 8 - Right Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Troubleshoot Wiring to Right Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 9 - Inclinometer High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Alarm 10 - Inclinometer Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Troubleshoot Inclinometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Alarm 13 - Body Up Input Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47
Alarm 16 - Memory Write Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 17 - Memory Read Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Alarm 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Alarm 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Operator Switch Doesn't Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-50
Alarm 26 - User Switch Fault - SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
Alarm 27 - User Switch Fault - SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
Connector Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-52
PLMIII CHECK OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
PLMIII CHECKOUT PROCEDURE CONFIRMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57
Flashburn Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57
Confirmation Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-59

M20-4 Payload Meter III 02/05 M20008

 OPERATION SECTION
INTRODUCTION Data Gathering
Windows 95/98/NT software is available to down-
Payload Meter III (PLMIII) measures, displays and
load, store and view payload and fault information.
records the weight of material being carried by an off-
The PC software will download an entire truck fleet
highway truck. The system generally consists of a
into one Paradox database file. Users can query the
payload meter, a gauge display, deck-mounted lights,
database by date, time, truck type and truck number
and sensors. The primary sensors are four suspen-
to produce reports, graphs and export the data. The
sion pressures and an inclinometer. Other inputs
software can export the data in '.CSV' format that can
include a body up signal, brake lock signal, and
be easily imported into most spreadsheet applica-
speed.
tions. The Windows software is not compatible with
the Payload Meter II system.
Data Summary
It is important that each payload meter be configured
5208 haul cycles can be stored in memory. The fol- for each truck using the PC software. The information
lowing information is recorded for each haul cycle: for frame serial number and truck number is used by
• Payload the database program to organize the payload data.
In addition, the payload meter must be configured to
• Operator ID number (0000-9999) make calculations for the proper truck model.
• Distance traveled loaded and empty Improper configuration can lead to data loss and
inaccurate payload calculations.
• The amount of time spent empty run/stop,
loading, loaded run/stop, and dumping
• Maximum speed loaded and empty with time of
day
• Average speed loaded and empty
• Empty carry-back load
• Haul-cycle, loading, dumping start time of day.
• Peak positive and peak negative frame torque
with time of day
• Peak sprung load with time of day
• Tire ton-mph for each front and average per rear
tires

The payload meter stores lifetime data that cannot be

erased. This data includes:
• Top 5 maximum payloads and time stamps.
• Top 5 positive and negative frame torque and
time stamps
• Top 5 maximum speeds and time stamps

M20008 02/05 Payload Meter III M20-5

COMPONENT DESCRIPTION
System Diagram
Suspension Pressure Sensors
PLMIII uses a two-wire pressure sensor. The range
for the pressure sensor is 4000 psi (281 kg/cm2) and
the overload limit is 10,000 psi (700 kg/cm2). One
wire to the sensor is the supply voltage and the other
is the signal. The 0-4000 psi range is converted into
an electrical current between 4-20 ma. The supply
voltage for the sensor is nominally +18vdc. Each
pressure sensor has an 118 in. (3000 mm) length of
cable. The cable is specially shielded and reinforced
to provide mechanical strength and electronic noise
immunity.
Inclinometer
The inclinometer is used to increase the accuracy of
load calculations on an incline. The inclinometer
uses three wires. For the sensor, red is the +18vdc
supply voltage, black is ground and the white is the
signal. The incline signal is a voltage between 1 and
4 volts. Zero degrees of incline is represented by
2.6vdc on the signal line. The voltage signal will be
decreased by 0.103vdc for every degree of nose up
incline.
M20-6 Payload Meter III
Operator Display
The speedometer/display gauge is used as a speed-
ometer and payload display. The top display is used
for speed and can display metric (km/h) or English
(mph) units. Grounding terminal #4 on the back of
the speedometer will switch the meter to display met-
ric units. Leaving terminal #4 unconnected will cause
the gauge to display English units. The speedometer
can be adjusted using a calibration potentiometer in
the back just like existing speedometers.
The payload meter uses the lower display for pay-
load information. The normal display mode shows
the current payload. The display can be changed to
show the load and total tons counter or the Operator
ID. Using the operator switch on the dash panel, the
current suspension pressures and incline can be dis-
played. The units for display are set using the PC
software. Payloads can be displayed in short tons,
long tons or metric tons.
02/05 M20008
Operator Switch
The payload operator switch is used to set, view and
clear the total load counter and total ton counter. It is
also used to enter the operator ID number (0-9999).
This switch can also be used to view the suspension
pressures and inclinometer. The payload meter oper-
ator switch is located on the dashboard. It is a two-
way momentary switch. The top position is the
SELECT position. The SELECT position is used step
through the different displays. The lower position is
the SET position. The SET position is used to set the
operator ID or clear the load and total ton counters.
Normally the inputs from the switch to the payload
meter are open circuit. The switch momentarily con-
nects the circuit to ground.
Speed Input
PLMIII uses a speed signal to calculate speed, dis-
tance, and other performance data. This input is criti-
cal to the proper operation of the system. PLMIII
receives this signal from the speedometer/operator
display on the dashboard. The same signal displayed
to the operator is used by the system. Distance cal-
culations are made based on the rolling radius of the
tires for a particular truck.
Body-Up Switch
The body-up input signal is received from a magnetic
switch located on the inside of the truck frame, for-
ward the pivot pin of the truck body. This is the same
switch typically used for input to the drive system.
When the body is down, the switch closes and com-
pletes the circuit to 71-control power. 24vdc indicates
the body is down. Open circuit indicates that the
body is up.
Brake Lock Switch
The brake lock is used to lock the rear brakes on the
truck. It is necessary for the accurate calculation of
swingloads during the loading process. Without the
brake lock applied, the payload meter will not calcu-
late swingloads during the loading process. Without
the brake lock, the payload meter will assume that
the truck was loaded using a continuous loader and
flag the haul cycle record. All other functions will be
normal regardless of brake lock usage. The brake
lock input comes from the switch located on the dash
panel. The brake lock switch connects the circuit to
ground. Open circuit indicates brake lock off. Ground
indicates brake lock on.
M20008 02/05 Payload Meter III
Payload Meter
The payload meter is housed in a black aluminum
housing. There is a small window on the face of the
unit. Status and active alarm codes can be viewed
through the window. During normal operation, a two-
digit display flashes 0 back and forth. Active fault
codes will be displayed for two seconds. These
codes are typically viewed using the laptop computer
connected to the serial communications port.
There is one 40-pin connector on the payload meter.
A jack-screw is used to hold the payload meter and
wire harness connector housings together. This
screw requires a 4mm or 5/32 hex wrench. The cor-
rect tightening torque for this screw is 25 lb-in. Four
bolts hold the payload meter housing to its mounting
bracket in the cab.
The circuit board inside the payload meter housing is
made from multi-layer, dual-sided surface-mount
electronics. There are no field serviceable compo-
nents inside. The electronics are designed to with-
stand the harsh operating environment of the mining
industry. Opening the payload meter housing will
result in voiding the warranty.
Communications Ports
The payload meter has two RS232 serial communi-
cations ports and two CAN ports. Connections for the
two serial ports are available inside the payload
meter junction box. The two CAN ports are available
for future electronics systems.
Serial port #1 is used to communicate with the dash-
board display. It is also used to connect to the laptop
computer. The display gauge will remain blank when
the PC is using the serial port. This port initially oper-
ates with serial settings at 9600,8,N,1. These set-
tings change automatically to increase the
communications rate when the PC is using the port.
This serial port uses a 3-wire hardware connection.
Serial port #2 is used to communicate to other on-
board electronics like Modular Mining's Dispatch®
system or the scoreboard from Komatsu. This port
uses a 3-wire hardware connection. Connections to
this serial port need to be approved by Komatsu.
Several protocol options are available and detailed
technical information is available depending on
licensing.
M20-7
Key Switch Input
PLMIII monitors the status of the key switch. 24vdc
indicates that the key switch is on, open indicates the
key switch is off. The payload meter does not receive
its electrical power from the key switch circuit. The
payload meter will remain on for several seconds
after key switch is removed. When the key switch
power is removed, payload meter performs a series
of internal memory operations before turning itself
off. To allow for these operations, the key switch
should be turned off for at least 15 seconds before
turning the key switch back on. The payload meter
will automatically reset itself without error if not
enough time is given for these operations. The dis-
play may blink briefly.
Payload Meter Power
The payload meter receives its power from the bat-
tery circuit on the truck. Removing battery power
from the payload meter before removing key switch
and waiting 15 seconds may result in lost haul cycle
data. The payload meter turns itself off approximately
15 seconds after the key switch power is removed.
Some haul cycle data will be lost if battery power is
removed before waiting 15 seconds. The payload
meter system operates at a nominal voltage of 24vdc
at 1 to 2 amps depending on options. The payload
meter is designed to turn itself off if the supply volt-
age rises above 36vdc. The payload meter is also
protected by a 5 amp circuit breaker located in the
junction box.
Power to the load lights comes from the same battery
circuit. The load lights are powered through a relay.
The key switch circuit controls the relay. The load
lights are also protected by a 15 amp circuit breaker
in the junction box.
M20-8 Payload Meter III
Load Lights
PLMIII uses load lights to indicate to the shovel oper-
ator the approximate weight of the material in the
truck. The load lights are illuminated only when the
brake lock is applied. The lights are controlled by the
payload meter through a series of relays in the junc-
tion box. The payload meter controls the relays with
24vdc outputs. A 24vdc signal from the payload
meter powers the relay coil and connects battery
power to the load light. When the relay is not pow-
ered by the payload meter, a pre-warm resistor con-
nects the load light to a reduced voltage. This circuit
pre-warms the load light filaments and reduces the
inrush current when the light is fully illuminated. This
lengthens the operating life of the load lights.
The load lights progressively indicate to the shovel
operator the approximate weight of the material in
the truck.
A flashing green light indicates the next swingload
will make the measured load greater than 50% of
rated load. A solid green light indicates that the cur-
rent load is greater than 50% of rated capacity.
A flashing amber light indicates the next swingload
will make the measured load greater than 90% of
rated load. A solid amber light indicates that the cur-
rent load is greater than 90% of rated capacity.
A flashing red light indicates the next swingload will
make the measured load greater than 105% of rated
load. A solid red light indicates that the current load is
greater than 105% of rated capacity.
The optimal loading target is a solid green and amber
lights with a flashing red light. This indicates that the
load is between 90% and 105% of rated load for the
truck and the next swingload will load the truck over
105%.
02/05 M20008
Wiring and Termination
Most of the PLMIII truck connections use a heavy-
duty cable. This yellow multi-conductor cable uses a
16awg, finely stranded wire designed for continuous
motion operations. The conductors are protected by
a foil and braided shield for electronic noise immunity
and physical strength. This wire is typically termi-
nated with a #10 ring terminal. Most connections for
the PLMIII system are made in the payload meter
junction box.

TCI Outputs
The GE drive system on the 930E/960E requires
information from the payload meter regarding the
loaded condition of the truck. There are three outputs
from the payload meter to GE to indicate the relative
load in the truck. 24 vdc on the 73MSL circuit indi-
cates that the load is 70% of rated load. 24 vdc on
the 73FSL circuit indicates the truck is 100% loaded.
The 73OSL circuit is not currently used.

M20008 02/05 Payload Meter III M20-9

OPERATOR’S DISPLAY AND SWITCH
Reading the Speedometer
The top window of the speedometer/display gauge is
the speedometer section. The display shows the
speed indicated by the frequency being received by
the gauge. This can be adjusted using the potentiom-
eter on the back of the gauge. In addition, the units
for the display can be changed. Terminal #4 controls
the displayed units. If #4 is grounded, the display will
be metric. If terminal #4 is left open, the display will
be in English units.
Reading the Load Display
The lower display on the speedometer/display gauge
is used for payload information. The SELECT posi-
tion on the operator switch allows the user to scroll
through a number of useful displays. The order for
the displays is as follows:
• PL= Payload
• Id= Operator ID
• tL= Total Shift Tons
• LC= Shift Load Counter
• LF= Left Front Suspension Pressure
• rF= Right Front Suspension Pressure
• Lr= Left Rear Suspension Pressure
• rr= Right Rear Suspension Pressure
• In= Inclinometer
The display holds the displayed information until the
SELECT switch is pressed again. The suspension
pressures, inclinometer, and payload displays are
based on current sensor inputs.
Communications to the display use the same serial
link as the download connection. Whenever another
computer is connected to serial port #1 to download
or configure the system, the lower display will blank.
This is not the same connection used by mine dis-
patch systems.
M20-10 Payload Meter III
Using the Operator ID
The current operator ID number is recorded with
each haul cycle. The number can be between 0 and
9999.
To set the Operator ID:
1. Press the “SELECT” switch until Id= is dis-
played.
2. Hold the “SET” button until 0000 is displayed.
The first digit should be flashing.
3. Press the “SET” button again to change the
digit.
4. Press the “SELECT” button once to adjust the
second digit.
5. Use the “SET” button again to change the digit.
6. Press the “SELECT” button once to adjust the
third digit.
7. Use the “SET” button again to change the digit.
8. Press the “SELECT” button once to adjust the
fourth digit.
9. Use the “SET” button again to change the digit
10. Press the “SELECT” button one more time to
enter the ID.
If no buttons are pressed for 30 seconds, the display
will return to normal operation. The number being
entered will be lost and the ID number returns to the
previous ID number.
Using the Load and Ton Counter
PLMIII allows the truck operator to monitor and track
the total tons hauled and the number of haul cycles
during the shift. This display can be cleared at the
beginning of each shift to allow the operator to record
how many loads and tons have been hauled during
the shift.
Total Ton Counter
The total ton counter records the number of tons
hauled since the last time it was cleared. This display
is in 100’s of tons. For example, if the display shows
432 the total tons is 43,200. This display can be
cleared at the beginning of each shift to allow the
operator to record how many tons have been hauled
during the shift. The units are selected using the PC
software.
• To view the total ton counter press and release
the “SELECT” switch until tL= is displayed on
the gauge.
02/05 M20008
Total Load Counter
The total load counter records the number of loads
hauled since the last time it was cleared. This display
can be cleared at the beginning of each shift to allow
the operator to record how many loads have been
hauled during the shift.
• To view the total load counter press and release
the “SELECT” switch until LC= is displayed on
the gauge.
Clearing the Counters
Clearing the total ton counter or total load counter
clears both records.
To clear the total ton and total load counter:
1. Press the “SELECT” switch until tL= or LC=
is displayed.
2. Hold the “SET” button until the display clears.
Viewing Live Sensor Data
The display can also be used to quickly show the cur-
rent readings from the four suspension pressure sen-
sors and the inclinometer. This can be used during
regularly scheduled service periods to check the
state of the suspensions. These displays are live and
will update as the values change.
The live displays cannot be cleared and the SET but-
ton will have no effect.
The units for the display are controlled by the config-
uration of the payload meter. If the payload meter is
set to display metric units, the pressures will be dis-
played in tenths of kg/cm2. For example, if the dis-
play shows 202 2
the actual value is 20.2 kg/cm . If
the payload meter is set to display short tons, the
pressures will be displayed in psi (lbs/in2). Multiply by
14.2 to convert kg/cm2 to psi. (example -- 1kg/cm2 x
14.2 = 14.2 psi). There is no way to detect the units
setting for the gauge without the PC software.
M20008 02/05 Payload Meter III
The inclinometer displays whole degrees of incline.
Positive incline is truck nose up. The gauge will
quickly display the type of information shown every
10 seconds. For example, if the left-front pressure is
being displayed,Lf= will flash on the display every
minute. Only the payload display, PL= does not
display this information.
• Left Front Pressure - To display the pressure in
the left-front suspension, press and release the
“SELECT” switch until Lf= is displayed.
• Right Front Pressure - To display the pressure in
the right-front suspension, press and release the
“SELECT” switch until rf= is displayed.
• Left Rear Pressure - To display the pressure in
the left-rear suspension, press and release the
“SELECT” switch until Lr= is displayed.
• Right Rear Pressure - To display the pressure in
the right-rear suspension, press and release the
“SELECT” switch until rr= is displayed.
• Inclinometer - To display the truck incline, press
and release the “SELECT” switch until In= is
displayed.
Other Display Messages
On startup of the payload meter system, the gauge
display will scroll the truck type that the PLMIII is con-
figured for. For example, on a 930E, the gauge will
scroll, ----930E---.
If the PLMIII encounters memory problems, it will dis-
play ER88 where 88 is the specific memory error.
In this very rare circumstance, the system should be
turned off for 30 seconds and restarted.
M20-11
PAYLOAD OPERATION & CALCULATION
Description of Haul Cycle States
The typical haul cycle can be broken down into eight
distinct stages or states. Each state requires the pay-
load meter to make different calculations and store
different data.
“States" or stages of a typical haul cycle
1. Tare Zone
2. Empty
3. Loading
4. Maneuvering
5. Final Zone
6. Hauling
7. Dumping
8. After Dump
Haul Cycle Description
A new haul cycle is started after the load has been
dumped from the previous cycle. The payload meter
will stay in the after_dump state for 10 seconds to
confirm that the load has actually been dumped. If
the current payload is less than 20% of rated load,
the payload meter will switch to the tare_zone and
begin calculating a new empty tare. If, after dumping,
the payload has not dropped below 20% of rated
load the meter will return to the maneuvering or haul-
ing states. In this case, the false_body_up flag will be
recorded in the haul cycle record.
While in the tare_zone state, and moving faster than
5 km/h (3 mph), the payload meter calculates the
empty sprung weight of the truck. This tare value will
be subtracted from the loaded sprung weight to cal-
culate the final payload. The payload meter will
switch from the tare_zone or empty to the loading
state if swingloads are detected. By raising the dump
body while in the empty state the payload meter can
be manually switched back to the tare_zone to calcu-
late a new tare.
From the empty state, the payload meter will switch
to the loading state through one of two means. If the
brake lock is applied, the payload meter will be ana-
lyzing the suspension pressures to detect a swing-
load. If a swingload is detected, the meter will switch
to the loading state. The minimum size for swingload
detection is 10% of rated load. Swingload detection
usually takes 4-6 seconds. The second method to
switch from empty to loading is through continuous
loading. This can happen if the brake lock is not used
during loading. If the load increases above 50% of
M20-12 Payload Meter III
rated load for 10 seconds without the brake lock
applied, the meter will switch to loading and record
the continuous_loading flag in the haul cycle.
The payload meter switches from loading to maneu-
vering as soon as the truck begins moving. The
maneuvering zone is 160m and is designed to allow
the operator to reposition the truck under the shovel.
More payload can be added anytime within the
maneuvering zone. Once the truck travels 160m (0.1
miles) the payload meter switches to the final_zone
and begins calculating payload. If the body is raised
while the payload meter is in the maneuvering state,
the no_final_load flag will be recorded in the haul
cycle record, no payload will be calculated, and the
meter will switch to the dumping state.
While in the final_zone moving faster than 5 km/h (3
mph), the payload meter calculates the loaded
sprung weight of the truck. The same advanced algo-
rithm is used to calculate the empty and loaded
sprung weights. The payload meter will switch from
the final_zone to the dumping state if the Body-Up
signal is received. If the truck has moved for less
than 1 minute in the final_zone, the payload meter
will calculate the final payload using an averaging
technique which may be less accurate. If this hap-
pens, the average_load flag will be recorded in the
haul cycle.
The payload meter switches to the dumping state
when the dump body rises. The payload meter will
switch from dumping to after_dump when the dump
body comes back down.
From the after_dump, the payload meter will switch
to one of three states:
1. If the average payload is greater than 20% of
rated load and no final payload has been calcu-
lated, the payload meter will return to the
maneuvering state. After the truck travels 160m
(0.1 mile) the meter will switch to the final_zone
and attempt to calculate the payload again. The
false_body_up flag will be recorded in the haul
cycle record.
2. If the average payload is greater than 20% of
rated load and the final payload has been calcu-
lated, the payload meter will switch back to the
hauling state. The false_body_up flag will be
recorded in the haul cycle record.
3. If the average payload is less than 20% of rated
load, the payload meter will switch to the
tare_zone and begin to calculate a new empty
tare.
02/05 M20008
Load Calculation
The final load calculation is different from the last
swingload calculation. The accuracy of the swing
load calculation depends on loading conditions and
the position of the truck during loading. The last swin-
gload calculation is not the value recorded in memory
as the final load. The final load is determined by a
series of calculations made while the truck is travel-
ing to the dump site.
Carry Back
Carry back is calculated as the difference between
the current truck tare and the clean truck tare. The
clean truck tare is calculated using the PC software.
When the suspensions are serviced or changes are
made that may affect the sprung weight of the truck,
a new clean truck tare should be calculated.
Measurement Accuracy
Payload measurements are typically repeatable
within 1%. Accuracy for a particular scale test
depends on specific combinations of pressure sen-
sors and payload meters as well as the specifics of
each scale test. Comparisons from different scale
tests are often made without considering the differ-
ences introduced by the specific installation and
operation of the scales for each test. In addition,
each pressure sensor and payload meter introduces
it's own non-linearity. Each truck becomes an individ-
ual combination of sensors and payload meter.
Errors from these sources can introduce up to a ±7%
bias in the payload meter calculations for a specific
scale test, for an individual truck.
Because the PLMIII calculates a new empty tare for
each payload, a detailed scale test must weigh the
trucks empty and loaded for each haul cycle. Using a
simple average of 2 or 3 empty truck weights as an
empty tare for the entire scale test will introduce sig-
nificant error when comparing scale weights to
PLMIII weights.
M20008 02/05 Payload Meter III
SOURCES FOR PAYLOAD ERROR
Payload Error
The number one source of error in payload calcula-
tion is improperly serviced suspensions. The payload
meter calculates payload by measuring differences in
the sprung weight of the truck when it is empty and
when it is loaded. The sprung weight is the weight of
the truck supported by the suspensions. The only
method for determining sprung weight is by measur-
ing the pressure of the nitrogen gas in the suspen-
sions. If the suspensions are not properly
maintained, the payload meter cannot determine an
accurate value for payload. The two critical factors
are proper oil height and proper nitrogen charge.
If the suspensions are overcharged, the payload
meter will not be able to determine the empty sprung
weight of the truck. The suspension cylinder must be
able to travel up and down as the truck drives empty.
The pressure in an overcharged suspension can
push the suspension rod to full extension. In this
case, the pressure inside the cylinder does not accu-
rately represent the force necessary to support that
portion of the truck.
If the suspensions are undercharged, the payload
meter will not be able to determine the loaded sprung
weight of the truck. The suspension cylinder must be
able to travel up and down as the truck drives loaded.
If the pressure in an undercharged suspension can-
not support the load, the suspension will collapse
and make metal-to-metal contact. In this case, the
pressure inside the cylinder does not accurately rep-
resent the force necessary to support that portion of
the truck.
Low oil height can also introduce errors by not cor-
rectly supporting a loaded truck. This is why the cor-
rect oil height and nitrogen charge are the most
critical factors in the measurement of payload. If the
suspensions are not properly maintained, accurate
payload measurement is not possible. In addition,
suspension maintenance is very important to the life
of the truck.
M20-13
Loading Conditions
The final load calculation of the PLMIII system is not
sensitive to loading conditions. The final load is cal-
culated as the truck travels away from the shovel.
Variations in road conditions and slope are compen-
sated for in the complex calculations performed by
the payload meter.
HAUL CYCLE DATA
PLMIII records and stores data in its on-board flash
memory. This memory does not require a separate
battery. The data is available through the download
software.
PLMIII can store 5208 payload records. When the
memory is full, the payload meter will erase the old-
est 745 payload records and continue recording.

Pressure Sensors PLMIII can store 512 alarm records in memory.

Small variations in sensors can also contribute to
payload calculation error. Every pressure sensor is
slightly different. The accuracy differences of individ-
ual sensors along the range from 0 to 4000 psi can
add or subtract from payload measurements. This is
also true of the sensor input circuitry within individual
payload meters. These differences can stack up 7%
in extreme cases. These errors will be consistent and
repeatable for specific combinations of payload
meters and sensors on a particular truck.
Swingloads
Swingload calculations can be affected by conditions
at the loading site. Parking the truck against the berm
or large debris can cause the payload meter to inac-
curately calculate individual swingloads. While the
PLMIII system uses an advanced calculation algo-
rithms to determine swingloads, loading site condi-
tions can affect the accuracy.
When the memory is full, the payload meter will
erase the oldest 312 alarm records and continue
recording.
All data is calculated and stored in metric units within
the payload meter. The data is downloaded and
stored in metric units within the Paradox database on
the PC. The analysis program converts units for dis-
plays, graphs and reports.
The units noted in the Table 1 are the actual units
stored in the data file. The value for the haul cycle
start time is the number of seconds since January 1,
1970 to the start of the haul cycle. All other event
times are referenced in seconds since the haul cycle
start time. The PC download and analysis program
converts these numbers into dates and times for
graphs and reports.

Speed and Distance

The payload meter receives the same speed signal
as the speedometer. This signal is a frequency that
represents the speed of the truck. The payload meter
uses this frequency to calculate speeds and dis-
tances. The meter assumes a single value for the
rolling radius of the tire. The rolling radius may
change at difference speeds by growing larger at
higher speeds. The actual rolling radius of the tire will
also change between a loaded and empty truck. The
payload meter does not compensate for these
changes.
NOTE: Earlier 730E & 830E models are subject to
incorrect speed data due to electrical interference.
The incorrect speeds are generated while the truck
is stopped. An attenuator was added to newer
production models to prevent this error from
occurring. A kit was released to update older PLMIII
systems with the attenuator. Consult your area
service representative for details.

M20-14 Payload Meter III 02/05 M20008

 Haul Cycle Data
The following information is recorded for each haul cycle:

Table 1: HAUL CYCLE DATA

Data Unit Remark
Truck # alpha- Up to 22 characters can be stored in this field to identify the truck. Typically this field will be just the
numeric truck number.
Haul Cycle Start Date/Time seconds Number of seconds from 1/1/70 to the start of the haul cycle, haul cycle starts when the meter transi-
tions from dumping to empty state after the previous haul cycle, download program converts seconds
into date and time for display
Payload tons Stored as metric, download program allows for conversion to short or long tons.
Number of Swingloads number The number of swingloads detected by the payload meter
Operator ID number This is a 4 digit number that can be entered by the operator at the start of the shift.
Warning Flags alpha Each letter represents a particular warning message about the haul cycle, details are located on page
19.
Carry-back load tons The difference between the latest empty tare and the clean truck tare
Empty haul time seconds Number of seconds in the tare_zone and empty states with the truck moving
Empty stop time seconds Number of seconds in the tare_zone and empty states with the truck stopped
Loading time seconds Number of seconds in the loading state
Loaded haul time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck moving
Loaded stop time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck stopped
Dumping time seconds Number of seconds in the dumping state
Loading start time seconds Number of seconds from the start of the haul cycle to when the meter transitions from empty to loading
state
Dump start time seconds Number of seconds from the start of the haul cycle to the time when the meter switches from loaded to
dumping state
Loaded haul distance m Distance traveled while loaded
Empty haul distance m Distance traveled while empty
Loaded max speed km/h Maximum speed recorded while the truck is loaded
Loaded max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred
Empty max speed km/h Maximum speed recorded while the truck is empty
Empty max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred
Peak positive frame torque ton-meter Positive frame torque is measured as the frame twists in the clockwise direction as viewed from the
operator’s seat.
Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts to
time for display
Peak negative frame torque ton-meter Negative frame torque is measured as the frame twists in the counter-clockwise direction as viewed
from the operator's seat.
Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts to
time for display
Peak sprung load tons Peak dynamic load calculation
Peak sprung load time seconds Number of seconds from the start of the haul cycle to the peak instantaneous load calculation
Front-left tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Front-right tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Average rear tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Truck Frame Serial Number alpha The truck serial number from the nameplate on the truck frame
Reserved 1-10 number These values are internal calculations used in the continued development of the PLMIII system and
should be ignored

M20008 02/05 Payload Meter III M20-15

Haul Cycle Warning Flags
The payload meter expects haul cycles to progress in
a particular way. When something unexpected takes
place, the system records a warning flag. Several
events within the haul cycle can cause a warning flag
to be generated. Each one indicates an unusual
occurrence during the haul cycle. They do not neces-
sarily indicate a problem with the payload meter or
payload calculation.
A: Continuous Loading
This message is generated when the truck is loaded
over 50% full without the payload meter sensing
swingloads. This indicates that a continuous loading
operation was used to load the truck. It may also indi-
cate that the payload meter did not receive the brake
lock input while the truck was being loaded. There
may be a problem with the wiring or the brake lock
was not used. The payload meter will not measure
swingloads unless the brake lock is used during the
loading process.
B: Loading to Dumping Transition
This message is generated when the payload meter
senses a body up input during the loading process.
This message is usually accompanied by a
no_final_load flag.
C: No Final Load
This message is generated when the payload meter
is unable to determine the final payload in the truck.
Typically, this means that the payload meter switched
from a loaded state to the dumping state before the
load could be accurately measured.
D: Maneuvering to Dumping Transition
This message is generated when the payload meter
senses a body-up input during the maneuvering or
repositioning process indicating that the operator has
dumped the load. It may also be generated if the
body-up signal is not properly reaching the payload
meter and the weight in the truck falls dramatically
while the truck is maneuvering or repositioning.
E: Average Load or Tare Used
This message indicates that the recorded payload
may not be as accurate as a typical final load calcula-
tion. Typically, this is recorded when loading begins
before an accurate tare is calculated or the load is
dumped before the load can be accurately mea-
sured.
M20-16 Payload Meter III
F: Final Zone to Dumping Transition
This message is generated when the payload meter
senses a body-up while it is calculating the final pay-
load indicating that the operator has dumped the
load. It may also be generated if the body-up signal is
not properly reaching the payload meter and the
weight in the truck falls dramatically while the truck is
calculating the final payload.
H: False Body Up
This message indicates that the body was raised dur-
ing the haul cycle without the load being dumped.
The body-up signal indicated that the truck was
dumping, but the weight of the truck did not fall below
20% of the rated load.
I: Body Up Signal Failed
This message indicates that the load was dumped
without a body-up signal being received by the pay-
load meter. The weight of the truck fell below 20%,
but the payload meter did not receive a body-up sig-
nal from the sensor.
J: Speed Sensor Failed
This message indicates that the payload meter
sensed the truck loading and dumping without
receiving a speed signal.
K: New Tare Not Calculated
The payload meter was not able to accurately calcu-
late a new empty sprung weight for the truck to use
as the tare value for the haul cycle. The tare value
from the last haul cycle was used to calculate pay-
load.
L: Incomplete Haul Cycle
The payload meter did not have proper data to start
the haul cycle with after powering up. When the
PLMIII powers off, it records the data from the haul
cycle in progress into memory. This flag indicates
that this data was not recorded the last time the pay-
load meter was shut down. This can happen when
the main battery disconnect is used to shut the truck
down instead of the key switch. A haul cycle with this
warning flag should not be considered accurate. Haul
cycles with this warning are displayed in red on the
Payload Summary window and are not included in
the summary statistics for reports or display.
02/05 M20008
M: Haul Cycle Too Long
The haul_cycle_too_long flag indicates that the haul
cycle took longer than 18.2 hours to complete. The
times stored for particular events may not be accu-
rate. This does not affect the payload calculation.
N: Sensor Input Error
Sprung Weight Data
The payload meter is constantly monitoring the live
payload calculation. This value naturally rises and
falls for a loaded truck depending on road and driving
conditions. The payload meter records the top 5
highest payload calculations and the time they
occurred. This information is stored in permanent
memory inside the meter.

An alarm was set for one of the 5 critical sensor

inputs during the haul cycle. The five critical sensors
Maximum Speed Data
are the four pressure sensors and the inclinometer.
Without these inputs, the payload meter cannot cal- The payload meter records the top 5 highest speeds
culate payload. A haul cycle with this warning flag and the time they occurred. This information is stored
should not be considered accurate. Haul cycles with in permanent memory inside the meter.
this warning are displayed in red on the Payload
Summary window and are not included in the sum-
mary statistics for reports or display. Alarm Records
The payload meter stores alarm records to give ser-
vice personnel a working history of the system. All
codes are viewed using the PC connected to the
Frame Torque Data payload meter. Active codes are also displayed on
the two-digit display on the meter itself. Each code
Payload meter records the top 5 peak positive and
has a specific cause and should lead to an investiga-
negative frame torque values and the time they
tion for correction. Some failures can be overcome
occurred. The frame torque is a measure of the twist-
by the payload meter. Haul cycle data will indicate if
ing action along the centerline of the truck. Positive
an alarm condition was present during the cycle. Fail-
frame torque is measured when the suspension
ures with the suspension or inclinometer sensors
forces on the front of the truck act to twist the frame
cannot be overcome.
in the clockwise direction as viewed from the opera-
tor's seat. Negative frame torque is measured when
the forces from the suspensions act in the opposite
direction.
For example, if the left front and right rear pressure
rises as the right front and left rear pressure drops,
the truck frame experiences a twisting motion along
the longitudinal centerline. In this case, the payload
meter will record a positive frame torque.
The 5 highest values in the positive and negative
direction are stored in permanent memory within the
payload meter.

M20008 02/05 Payload Meter III M20-17

Fault Code Data

Fault Code Name
1 Left front pressure high
2 Left front pressure low
3 Right front pressure high
4 Right front pressure low
5 Left rear pressure high
6 Left rear pressure low
7 Right rear pressure high
8 Right rear pressure low
9 Inclinometer high
10 Inclinometer low
11 Speed input failure
12 Brake lock input failure
13 Body-up input failure
16 Memory write failure
17 Memory read failure
18 Rear right suspension flat
19 Rear left suspension flat
20 Time change
21 Tare value reset
22 Excessive carryback
26 User switch fault - SELECT
27 User switch fault - SET
Table 2:
Description
Input current > 22 ma
Input current < 2 ma
Input current > 22 ma
Input current < 2 ma
Input current > 22 ma
Input current < 2 ma
Input current > 22 ma
Input current < 2 ma
Input voltage < 0.565 vdc
Input voltage > 5.08 vdc
Not Used
Not Used
Payload meter detected dumping activity without receiving a body up signal
Indicates possible memory problem at power start up. Cycle power and recheck.
Indicates possible memory problem at power start up. Cycle power and recheck.
Payload meter detected an undercharged suspension condition on the rear right suspension.
Payload meter detected an undercharged suspension condition on the rear left suspension.
Payload meter time was changed by more than 10 minutes. The Alarm Set time indicates
original time. The Alarm Clear time indicates the new time.
The user manually forced the payload meter to reset the haul cycle empty (tare) sprung
weight. This forced the meter into the tare_zone state and lost all data for the previous haul
cycle.
The payload meter detected an empty carryback load in excess of the user-defined carryback
threshold on two consecutive haul cycles.
Select switch on for more than 2 minutes, may indicate short to ground
Set switch on for more than 2 minutes, may indicate short to ground

M20-18 Payload Meter III 02/05 M20008

PC SOFTWARE OVERVIEW
PC Overview
The PC software has several basic functions:
• Configure the PLMIII system on the truck.
• Troubleshoot and check the PLMIII system.
• Download data from the PLMIII system.
• Analyze data from the payload systems.
Configuration, troubleshooting and downloading
require a serial connection to the payload meter on
the truck. Analysis can be done at any time without a
connection to the payload meter.
Payload data is downloaded from several trucks into
one database on the PC. The database can be que-
ried to look at the entire fleet, one truck or truck
model. The data can be graphed, reported, imported
or exported. The export feature can take payload
data and save it in a format that spreadsheet pro-
grams like Excel or word processing programs can
easily import.
Installing the PLMIII Software
The CD ROM containing the Payload Data Manage-
ment (PDM) Software will automatically begin instal-
lation when it is inserted into the drive on the PC. If
this does not happen, the software can be installed
by running the Setup.exe program on the CD ROM.
The minimum PC requirements for running the soft-
ware is a Pentium 133Mhz with 64 MB of ram and at
least 300 MB of free hard drive space available. For
improved performance, the recommended PC would
be a Celeron, AMD K6-2 or better processor with 128
MB of ram running at 400 Mhz. The PDM Software
uses a powerful database to manipulate the large
amounts of data gathered from the PLMIII system.
Using a more powerful computer and added memory
to run the software can result in a significant improve-
ment in performance. The software is written to use a
minimum 800x600 screen resolution.

System Configuration
PLMIII needs to be configured for operation when it
is first installed on the truck. This process requires
several steps and uses the laptop computer to make
the necessary settings. The setup procedure can be
broken down into several steps:

• Connecting the laptop to the PLMIII system.

• Starting communications
• Setting the time & date
• Setting the truck type
• Setting the truck ID
• Setting the speedometer/display gauge units

M20008 02/05 Payload Meter III M20-19

DOWNLOADING DATA
PLMIII records many types of data. The PLMIII PC To download the payload meter:
software is designed to download the data from a 1. Connect to the payload meter and start the PC
whole truck fleet. Instead of creating one data file for software.
each truck, the PC software combines all the data
2. From the main menu, select "Connect to Pay-
from many trucks into one database on the hard
load Meter". The PC will request the latest sta-
drive of the computer. The software then allows
tus information from the payload meter. The
users to query the database to create custom reports
number of haul cycles and alarms will be dis-
and graphs. Data for individual trucks or groups of
played.
trucks can be easily analyzed. This same data can
be exported for use in other software applications like 3. Select the " Begin Download" button. The PC
word processors and spreadsheet applications. will request the payload and alarm data from the
payload meter and save it into the database.
As the database grows, performance of the PC soft- This may take several minutes. A progress bar
ware for analysis will slow down. It may be helpful to at the bottom will show the approximate time
periodically export data. For example, query the left.
database to show the oldest quarter, month, or half
year and print out a summary report. Then export the
data to a compressed format and save the file in a
secure location. Once the data is exported, delete
the entire query results from the database. If neces-
sary, the data can easily be imported back into the
main database for analysis at a future date. Remov-
ing this older data will improve performance.

The PC software downloads the data from the pay-

load meter into a single Paradox database. The data
from all the trucks is added to the same database.
Downloading the payload meter can take several
minutes. The data is added to the database on the
laptop used to download.
To move the data to another computer, a query must
be run to isolate the particular data for export. Do not
press the operator switch on the dashboard while
downloading

M20-20 Payload Meter III 02/05 M20008

PLM III SYSTEM CONFIGURATION Short Tons: Payload is displayed in short tons, dis-
tances and speeds will be displayed in Miles
Starting Communications
Metric Tons: Payload is displayed in metric tons, dis-
The PDM software allows users to download and tances and speeds are displayed in Kilometers
configure the system.
Long Tons: Payload is displayed in long tons, dis-
tances and speeds are displayed in Miles

Time Units
Minutes and Seconds Example:
Five minutes and thirty-two seconds = 5:32
Decimal Minutes Example:
Five minutes and thirty-two seconds = 5.53

Connection Menu

Before connecting to the payload meter, select

"Change Program Options" and confirm that the pro-
gram has selected the correct laptop serial port. Most
laptops use Comm 1 for serial communications. The
units displayed for reports and graphs by the PC soft-
ware can be set on this form. Click “Done” to return
to the main menu.

The connection screen displays basic system infor-

mation to the user.
• Frame S/N should agree with the truck serial
number from the serial plate located on the truck
frame.
• Truck Number is an ID number assigned to the
truck by the mine.
• The Payload Meter Date / Time values come
from the payload meter at the moment of
From the main menu, click the "Connect to Payload connection.
Meter" button. The PC will try to connect to the pay- • Number of Haul Cycle Records is the number of
load meter and request basic information from the haul cycles records stored in memory and
system. In the event of communications trouble, the available for download.
PC will try 3 times to connect before "timing-out". • Number of Active Alarms shows how many
This may take several seconds. alarms are currently active in the system at the
time of connection. If there are active alarms, the
"Display Active Alarms" button is available.
Displayed Payload Units • Number of Inactive Alarms shows how many
alarms have been recorded in memory and are
Three options are available for the display of units in
available for download.
the PC software, reports, and graphs:
• PLM Software Version displays the current
version of software in the payload meter.
The information on the connection menu comes from
the configuration of the payload system on the truck.

M20008 02/05 Payload Meter III M20-21

There are also many configuration and download
options available from this screen. The Connection
Menu is updated only when the connection is first
made. It does not update automatically. To view
changes made while connected, the user must close
the window and reconnect to the payload meter.
The connection menu is displayed after a serial con-
nection has been established and the PC software
has connected to the payload meter.
Connecting to the Payload Meter
Communications to the PLMIII requires a laptop
computer running the PDM software. The software
connects to the payload meter through the meter's
serial port #1. This is the same port used by the
speedometer/display gauge. When the laptop is
using the serial port, the lower display on the opera-
tor gauge on the dashboard will be blank. This does
not affect the operation of the speedometer.
• Connect the laptop to the system using the
EF9160 communications harness. The download
connector is typically located on the housing
mounted in the cab to the back wall. The PLMIII
system uses the same connection as the
Payload Meter II system.
Configure the Payload Meter
Configuration of the payload meter requires a serial
connection to the PLMIII system. Clicking the "Con-
figure Payload Meter" button will bring up the Truck
Configuration screen and menu. This screen displays
the latest configuration information stored on the
payload meter.
When changes are made to the configuration, the
"Save Changes" button must be pressed to save the
changes into the payload meter. To confirm the
changes, exit to the main menu and re-connect to the
payload meter.
M20-22 Payload Meter III
Setting the Date and Time
The time shown on the form is the time transmitted
from the payload when the connection was first
established.
The date and time are maintained by a special chip
on the PLMIII circuit board. The memory for this chip
is maintained by a very large capacitor when the
power is removed from the payload meter. This will
maintain the date and time settings for approximately
30 days. After this time, it is possible for the payload
meter to lose the date and time setting. It is recom-
mended that the system be powered every 20 days
to maintain the date and time. If the date and time is
lost, simply reset the information using this proce-
dure. It takes approximately 90 minutes to recharge
the capacitor.
Changing the date and time will affect the haul cycle
in progress and may produce unexpected results in
the statistical information for that one haul cycle.
To change the time:
1. Click on the digit that needs to be changed.
2. Use the up/down arrows to change or type in
the correct value.
3. Press the "Save Changes" button to save the
new time in the payload meter.
To change the date:
1. Click on the digit that needs to be changed.
2. Type in the correct value or use the pull-down
calendar to select a date.
3. Press the "Save Changes" button to save the
new time in the payload meter.
02/05 M20008
Setting the Truck Type
1. From the Truck Configuration screen, use the
pull-down menu to select the truck type that the
payload meter is installed on.
2. Press the "Save Changes" button to program
the change into the meter.
Setting the Gauge Display Units
The payload meter speedometer / display gauge dis-
plays the speed on the upper display. The units for
the speed display are selected using a jumper on the
rear of the case.
The payload units on the lower display can be
changed from metric to short tons or long tons using
the Truck Configuration screen. This selection also
switches between metric (kg/cm2) and psi (lbs/in2) for
the live display of pressure on the gauge.
1. From the Truck Configuration screen, select the
payload units to be used on the lower display of
the speedometer/display gauge.
2. Press the "Save Changes" button to program
the change into the payload meter.
Setting the Frame Serial Number
The frame serial number is located on the plate
mounted to the truck frame. The plate is outboard on
the lower right rail facing the right front tire. It is very
important to enter the correct frame serial number.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters.
1. On the Truck Configuration screen, enter the
truck frame serial number in the appropriate
field.
2. Press the "Save Changes" button to program
the change into the payload meter.
M20008 02/05 Payload Meter III
Setting the Truck Number
Most mining operations assign a number to each
piece of equipment for quick identification. This num-
ber or name can be entered in the Truck Number
field. It is very important to enter a unique truck num-
ber for each truck using the PLMIII system. This
number is one of the key fields used within the haul
cycle database. The field will hold 20 alpha-numeric
characters.
1. On the Truck Configuration screen, enter the
truck number in the appropriate field.
2. Press the "Save Changes" button to program
the change into the payload meter.
Setting the Komatsu Distributor
This field in the haul cycle record can hold the name
of the Komatsu distributor that helped install the sys-
tem. Komatsu also assigns a distributor number to
each distributor. This number is used on all warranty
claims. This Komatsu distributor number can also be
put into this field. The field will hold 20 alpha-numeric
characters.
1. On the Truck Configuration screen, enter the
distributor name or number in the appropriate
field.
2. Press the "Save Changes" button to program
the change into the payload meter.
Setting the Komatsu Customer
This field in the haul cycle record can hold the name
of the mine or operation where the truck is in service.
Komatsu also assigns a customer number to each
customer. This number is used on all warranty
claims. This Komatsu customer number can also be
put into this field. The field will hold 20 alpha-numeric
characters.
1. On the Truck Configuration screen, enter the
customer name or number in the appropriate
field.
2. Press the "Save Changes" button to program
the change into the payload meter.
M20-23
Clean Truck Tare Inclinometer Calibration

The payload meter uses the clean truck tare value to

The inclinometer calibration procedure is designed to
calculate carry-back load for each haul cycle. The
compensate for variations in the mounting attitude of
carry-back stored in the haul cycle record is the new
the inclinometer. The inclinometer input is critical to
empty tare minus the clean truck tare.
the payload calculation.
This procedure should be performed after service to
This procedure should be performed on relatively flat
the suspensions or when significant changes are
ground. Often the maintenance area is an ideal loca-
made to the sprung weight of the truck. Before per-
tion for this procedure.
forming this procedure, be sure the suspensions are
properly filled with oil and charged. It is critical to pay- 1. After cleaning debris from the truck and check-
load measurement that the proper oil height and gas ing to see that the suspensions are properly
pressure be used. serviced, use the PLMIII software to connect to
the payload meter.
Once the clean tare process is started, the payload
meter will begin to calculate the clean empty sprung 2. From the "Truck Configuration" screen, select
weight of the truck. This calculation continues while "Inclinometer".
the truck drives to the next loading site. Once the 3. With the truck stopped and the brake lock on,
procedure is started, there is no reason to continue press the “Start” button. This instructs the pay-
to monitor the process with the PC. The truck does load meter to sample the inclinometer once.
not need to be moving to start this procedure. 4. Turn the truck around. Drive the truck around
1. After cleaning debris from the truck and check- and park in the exact same spot as before, fac-
ing to see that the suspensions are properly ing the other direction.
serviced, use the PLMIII software to connect to 5. With the truck stopped and the brake lock on,
the payload meter. press the “Start” button. This instructs the pay-
2. From the "Truck Configuration" screen, select load meter to sample the inclinometer again.
"Clean Truck Tare". The payload meter will average the two sam-
ples to determine the average offset.
3. Be sure to follow the screen instructions.
6. Be sure to follow the screen instructions.

M20-24 Payload Meter III 02/05 M20008

DATA ANALYSIS
PAYLOAD SUMMARY FORM
The data analysis tools allow the user to monitor the
performance of the payload systems across the fleet.
Analysis begins when the "View Payload Data" but-
ton is pressed. This starts an "all trucks, all dates, all
times" query of the database and displays the results
in the Payload Summary Form.
The user can change the query by changing the
dates, times, or trucks to include in the query for dis-
play.
Haul cycles in the data grid box at the bottom can be
double-clicked to display the detailed results of that
haul.
Creating a Query
The program defaults to show all trucks, all types, all
dates and all times for the initial query. The display
can be narrowed by selecting which trucks or types
to view and for what dates and times.
The query items are added in the "AND" condition. If
the user selects a truck # and date range, the query
will sort the data for that truck number AND the date
range.
M20008 02/05 Payload Meter III
Sorting on Truck Unit Number
The truck unit number is the truck unit number
entered into the payload meter when it was config-
ured at installation. The query can be set to look for
all trucks or one particular truck number. When the
program begins, it searches through the database for
all the unique truck numbers and creates a list to
select from.
Choosing one particular truck number will limit the
data in the displays, summaries and reports to the
one selected truck. To create reports for truck num-
ber 374, select 374 from the pull-down menu and hit
the "Query Database and Display" button.
Sorting on Truck Type
The truck type is the size of the truck from the family
of Komatsu trucks. This allows the user to quickly
view results from different types of trucks on the
property. For example, a separate report can be gen-
erated for 830E and 930E trucks.
M20-25
Sorting on Date Range 2. Change the “From” date to January 5, 2000.
The default query starts in 1995 and runs through the
current date on the PC. To narrow the range to a spe-
cific date, change the “From” and “To” dates.
For example, to view the haul cycle reports from
truck 374 for the month of July, 2000:

1. Select truck 374 from the Truck Unit pull-down

menu.
3. Change the “To” date to January 8, 2000.
4. Change the “From” time to 06:00.
5. Change the “To” time to 18:00.

6. Press the "Query Database and Display" to

view the results.
2. Change the “From” date to July 1, 2000.

This query will display haul cycles from January 5 to

January 8, from 6:00 AM to 6:00 PM.
Date
Time
Jan 5, 2000 Jan 6, 2000 Jan 7, 2000 Jan 8, 2000 Jan 9, 2000
0:00

6:00
3. Change the “To” date to July 31, 2000.
4. Press the "Query Database and Display" to
view the results.
12:00

Sorting on Time Range

18:00
The time range sorts the times of the day for valid
dates. Changing the time range to 6:00AM to 6:00PM
will limit the payloads displayed to the loads that
occurred between those times for each day of the 24:00

date range. Times are entered in 24:00 format. To Query : Date: 1/5/00 to 1/8/00
Haul Cycles Included in the Query
view the haul cycle reports from the first shift for truck Daily Shift Time: 6:00 to 18:00

374 from January 5, 2000 to January 8, 2000:

The shift times selected can extend the query past
the original date. If the dates set for the query are
1. Select truck 374 from the Truck Unit pull-down January 5 to January 8 and the times were changed
menu. to query the 6:00 PM (18:00) to 6:00 AM (06:00) shift,
the results would extend into the morning of the 9th.
This can been seen in the following example:

M20-26 Payload Meter III 02/05 M20008

 Creating Reports

Time
Date
Reports can be generated and viewed on the screen
Jan 5, 2000 Jan 6, 2000 Jan 7, 2000 Jan 8, 2000 Jan 9, 2000
0:00
or printed. These reports are generated from the
query displayed on the Payload Summary Screen.
From the example in "Sorting on Time Range", the
report printed would only contain data from truck 374
6:00
during the month of July 2000, from 8:00 AM to 5:00
PM.

12:00
It is important to carefully select the query data and
press the "Query Database & Display" button before
printing a report.
18:00

24:00

Query : Date: 1/5/00 to 1/8/00

Haul Cycles Included in the Query
Daily Shift Time: 18:00 to 6:00

Payload Detail Screen

The Payload Detail screen gives the details for any
individual haul cycle. From the “Payload Summary”
screen, double-click on any haul cycle to display the
detail.

M20008 02/05 Payload Meter III M20-27

NOTE: Some haul cycles may contain the Sensor
Input warning flag. This indicates that one of the four
pressure sensors or inclinometer was not functioning
properly during the haul cycle. Haul cycles with this
warning are displayed in red on the Payload
Summary window and are not included in the
summary statistics for reports or display.

Summary - one page report

A summary of the queried data can be printed onto 1
page. The cycle data is summarized onto one sheet.
Displayed is the speeds, cycle times, load statistics,
frame and tire data.

Detailed - multi-page report

The detail report starts with the summary report and
follows with pages of data for each haul cycle. The
detailed report prints date, time, payload, cycle times,
and cycle distances, speeds and the number of
swing loads.

M20-28 Payload Meter III 02/05 M20008

Creating Graphs Exporting Data
The PLMIII software can generate graphs that
quickly summarize payload data. These graphs can
be customized for printing. Just like the reports, the
graphs are generated from the query displayed on
the “Payload Summary” screen. From the "Sorting on
Time Range" example, the graph that is printed
would only contain data from truck 374 during the
month of July 2000, from 8:00 AM to 5:00 PM.
It is important to carefully select the query data and
press the "Query Database & Display" button before
creating a graph.
The data from the database can be exported for use
1. From the Payload Summary Screen select the with other software applications. The data is selected
“Graph” button at the bottom. The Histogram from the currently displayed query. The exported
Setup screen will display data can be put into a ".CSV" file or a compressed
".zip" file.

• The “.CSV” format allows data to be easily

imported into spreadsheet applications and word
processing applications.
• The “.Zip” format allows data to be transferred
from one computer to the PDM Software
database on another computer. This offers a
compact way to transfer data from one computer
to another.

CSV Export

2. Enter the "Lowest Value". This will be the lowest

payload on the graph. Any payloads less than
this value will be summed in the first bar.
3. Enter the "Highest Value". This will be the high-
est value on the graph. Payloads over this value
will be summed in the last bar.
4. Enter the "Incremental Change". This will deter-
mine the number of bars and the distance
between them. The program limits the number
of bars to 20. This allows graphs to fit on the
screen and print onto 1 page. CSV stands for Comma Separated Value. This is an
ASCII text file format that allows spreadsheet appli-
5. Press the “Create Graph” button.
cations like Excel and Lotus 123 to import data eas-
The graph will be displayed based on the query set- ily. To export the data into a ".csv" file, press the
tings from the Payload Summary screen. The graph "Export" button at the bottom of the payload sum-
can be customized and printed. mary screen and select "To CSV". The program will
request a filename and location for the file.

M20008 02/05 Payload Meter III M20-29

. • Reserved 1-5, 7-10: These values are internal
calculations used in the continued development
of PLMIII and should be ignored.
• Reserved 6: This value is the payload estimate at
the shovel just before the truck begins to move.

Two sets of data are exported. At the top of the file

will be the haul cycle data. The columns, left to right
are:

• Truck number The second series of data below the haul cycle data
• Haul cycle start date is the alarms. The alarm columns, left to right are:
• Haul cycle start time
• Payload
• The alarm type
• Swingloads
• The date the alarm was set
• Operator ID
• The time the alarm was set
• Warning Flags
• Alarm description
• Carry Back
• The date the alarm was cleared
• Total Haul Cycle time
• The time the alarm was cleared
• Empty Running Time
• Empty stop time
• Loading time
Compressed
• Loaded running time
• Loaded stopped time
• Dumping time
• Loading start time
• Dumping start time
• Loaded haul distance
• Empty haul distance
• Loaded maximum speed
• Time when loaded maximum speed occurred
• Empty maximum speed
• Time when loaded maximum speed occurred
• Maximum + frame torque
• Time when the maximum + frame torque
occurred This export function allows the data from one laptop
• Maximum - frame torque to be transferred to another computer. This can be
• Time when the maximum - frame torque useful when a service laptop is used to download
occurred
multiple machines and transfer the data to a central
• Maximum sprung weight calculation
• Time when the maximum sprung weight computer for analysis. This can also be used to copy
calculation occurred haul data from a particular truck onto a diskette for
• Left Front Tire-kilometer-hour analysis.
• Right Front Tire-kilometer-hour The file format is a compressed binary form of the
• Average Rear Tire-kilometer-hour
displayed query. The file can only be imported by
• Frame serial number
another computer running the PDM Software.

M20-30 Payload Meter III 02/05 M20008

To export data in ZIP format:
1. Confirm that the data displayed is the query
data that needs to be exported.
2. From the payload summary screen, press the
"EXPORT" button and select "To ZIP".
3. The program will ask for a filename and loca-
tion.
Importing Data
This import function allows the data from one laptop
to be transferred to another computer. This can be
useful when a service laptop is used to download
multiple machines and transfer the data to a central
computer for analysis. This can also be used to copy
haul data from a particular truck from a diskette into a
database for analysis.
To import data, press the "IMPORT" button at the
bottom of the “Payload Summary” screen. The pro-
gram will ask for a ".zip" file to import, locate the file
and press "Open". The program will only import ".zip"
files created by another computer running the PDM
Software.
M20008 02/05 Payload Meter III
Deleting Haul Cycle Records
To delete haul cycle records from the main database,
press the "Delete" button at the bottom of the “Pay-
load Summary” screen. The program will display a
summary of the records from the displayed query. To
delete a record, select one at a time and press the
"Delete" button. It is recommended that records be
exported to a zip file for archival purposes before
deletion. Multiple records may be selected by holding
down the Shift key. Pressing the "Delete All" button
will select all the records from the current query and
delete them.
NOTE: There is no recovery for records that have
been deleted from the main database. It is highly
recommended that all records be exported and
archived in a compressed file format for future
reference before being deleted.
M20-31
Viewing Alarms
From the Payload Summary screen, click the
“Alarms” button to display the alarm screen. The
alarms are sorted by the query settings from the Pay-
load Summary screen. Alarms can be displayed as
Active or Inactive.
M20-32 Payload Meter III
Deleting Alarm Records
To delete alarm records from the main database,
press the "Delete" button at the bottom of the “Alarm
Display” screen. The program will display a summary
of the alarms from the query. To delete an alarm,
select one at a time and press the "Delete" button. It
is recommended that the query data be exported to a
“.zip” file for archival purposes before deletion. Multi-
ple records may be selected by holding down the
Shift key. Pressing the "Delete All" button will select
all the alarms from the current query and delete
them.
NOTE: There is no recovery for alarms that have
been deleted from the main database. It is highly
recommended that all records be exported and
archived in a compressed file format for future
reference before being deleted.
02/05 M20008
 TROUBLESHOOTING SECTION
TROUBLESHOOTING
Troubleshooting the PLMIII system is done through
the PC software you can:
• View active alarms.
• View the sensor inputs using the Real-Time Data
Display.
• Test the payload lights.
• Create log files of sensor inputs for further analy-
sis.
• These activities require a connection to the
PLMIII system.
Viewing Active Alarms
Active alarms are alarms that have been set, but not
yet cleared. Each alarm is set when the conditions
for activation are held for 5 seconds. Each alarm is
cleared when the condition has been returned to nor-
mal range for 5 seconds. For example, 5 seconds
after the left-rear pressure sensor is disconnected,
the LR-Pressure Lo alarm will be activated. This can
be viewed using to the "Connect to Payload Meter"
screen. 5 seconds after the pressure sensor is re-
connected, the alarm will clear and be recorded in
memory.
Active alarms are recorded in memory as "cleared"
when the key switch is turned off. When power is
restored to the payload meter, the alarms will be re-
activated if the conditions still exist for 5 seconds.
To view active alarms:
1. Connect to the payload meter and start the PC
software.
2. From the main menu, select "Connect to Pay-
load Meter". The PC will request the latest sta-
tus information from the payload meter.
3. If there are active alarms, the "Display Active
Alarms" button in the lower left corner will be
available. If the button is not available, there are
no active alarms at the time of connection. The
screen does not automatically refresh. If a con-
dition changes to cause an alarm, the user must
exit and re-enter the "Connect to Payload
Meter" screen.
M20008 02/05 Payload Meter III
Real-Time Data Display
The PC software can be used to view the 'live' input
readings from the payload meter. The numbers dis-
played are 1-second averages.
1. Connect to the payload meter and start the PC
software.
2. From the main menu, select "Connect to Pay-
load Meter". The PC will request the latest sta-
tus information from the payload meter.
3. Select the "Real Time Data" button. The data
screen will pop up. The PC will request the pay-
load meter to begin transmitting data.
4. To exit, press the “Close” button.
The units for each measurement are determined by
the setting in the Program Options for the PC soft-
ware. The four suspension pressures and inclinome-
ter are shown. The status of the Body-Up and Brake-
Lock inputs is also shown. The haul cycle state and
speed is displayed. The current sprung weight is dis-
played. This differs from pure payload. The sprung
weight is a measurement of the weight of the truck
above the suspension. It does not include the tires,
spindles, wheel motors, drive case, or anything
below the suspensions.
Testing the Payload Lights
The real time data display also allows the user to
individually power the payload lights. This can be
useful for testing the lights. To turn on a particular
color payload light:
1. Click the check box beside the color light to
power.
2. Press the "Set Lights" button to turn on the light.
3. Uncheck the box and press "Set Lights" to turn
off the light.
The lights will return to their normal state when the
real time data display is closed.
M20-33
Creating Log Files of Inputs Daily Inspections
The PC software can create a text file of the live data An important part of maintaining the Payload Meter
stream from the payload meter. This can be very use- III (PLMIII) system is monitoring the basic inputs to
ful for diagnostic purposes. The data is written into a the system. It is recommended that the truck opera-
text data file in comma separated value format. The tor walk around the truck and visually inspect the fol-
data is recorded in metric units at 50 samples per lowing:
second. The data file can grow large very quickly.
• Charging condition of the suspensions - not flat,
Each sample writes one line into the ASCII file in not overcharged.
comma separated format.
• Pressures in the suspensions - check
The order for each line of data in is: suspensions by using the operator gauge and the
• Date operator switch.
• Time
• Sprung Weight
• LF Pressure Periodic Maintenance
• RF Pressure
• LR Pressure It is recommended that the following items be
• RR Pressure checked every 500 hours:
• Incline • Confirm the suspension pressures using external
• Speed gauges.
• Body Up State (1=up)
• Brake Lock State (1=on) • Confirm proper suspension height.
• Payload State • Confirm suspensions do not collapse and make
• Status Flags metal-to-metal contact when the truck is loaded.
• Spare
• Confirm that inclinometer indicates positive (+)
values for truck nose up, and negative (-) values
for truck nose down.
To create a log file:
1. Connect to the payload meter and start the PC
software. In addition, it may be useful to confirm proper opera-
tion of the suspensions by riding the truck during a
2. From the main menu, select "Connect to Pay-
complete haul cycle. Record the suspension pres-
load Meter". The PC will request the latest sta-
sures using the CSV log file tool in the Payload Data
tus information from the payload meter.
Manager software for the PC. The suspension pres-
3. Select the "Real Time Data" button. The real sures in this log file can be graphed to inspect for flat
time data screen will pop up. The PC will or overcharged suspensions.
request the payload meter to begin transmitting
data.
4. Click the "Set File Name" button and enter a
name and location for the text file. The default
extension is ".txt". This data can be easily
imported into spreadsheets as a comma sepa-
rated value (.CSV) format.
5. Once the filename has been entered, the Start
Log and Stop Log buttons will be active.
6. Press the “Start Log” button to start taking data
and recording into the file. Once a file is started,
it cannot be stopped and started again.
7. Press the “Stop Log” button to stop recording
data. Attempting to start the log file again will
overwrite the previous file and erase the previ-
ous data. To gather more data, close the real
time data window, start it again and create a
new log file.

M20-34 Payload Meter III 02/05 M20008

Abnormal Displays at Power-Up
The payload meter performs several internal memory system checks every time it powers-up. In case of error, the
operator gauge may display an error code when power is applied to the PLMIII system.
Er:01 - Bad Truck Configuration error indicates that the meter encountered an error while reading the current truck
configuration record from memory.
Er:02 - Bad Calibration Record error indicates that the meter encountered an error while passing messages
between the microprocessors on the circuit board.
Er:03 - Interprocessor Communications error indicates that the meter encountered an error while passing mes-
sages between the microprocessors on the circuit board.
To resolve these errors:

• If these errors persist after reprogramming, the primary and secondary processors then the payload meter
must be replaced.

M20008 02/05 Payload Meter III M20-35

No Payload Display When Key Switch is Turned ON
• Confirm battery voltage in PLMIII junction box between TB45-A (positive) and TB45-X (ground).
• Check the 5A circuit breaker (CB A) in PLMIII junction box.
• Check all connectors and terminal connectors in the power circuits to the payload meter.
• If two digit display on payload meter displays 00 then 88 on power up, continue to “No Display on Operator
Display”. This two digit display normally alternates 0 on each display. In the case of active alarms, this display
will show the code for each active alarm. The alarm codes are in the operation section.

M20-36 Payload Meter III 02/05 M20008

No Display on Speedometer

No Display on Operator Display

• If the speedometer works but the operator displays remain blank, confirm payload connections at “No Payload
Display When Key Switch is Turned ON”.

M20008 02/05 Payload Meter III M20-37

No Communications With PC
In a case where the laptop PC will not properly connect to the PLMIII system:
• Confirm power to the payload meter.
• Confirm laptop serial port setting using the PC software. From the mail menu select "Change Program
Options". Confirm that the selected serial port is correct and that it is available.
• Confirm that a Personal Digital Assistants (PDA) synchronization software is not using the serial port. Often,
PDA software like Palm Pilot’s HotSync software will take control of the serial port and not let other applications
use the serial connection. Close the synchronization software and retry the Payload Data Manager software.
• Confirm Operator Switch use. If this switch works properly, it confirms that the communications wiring between
the payload meter and the junction box is functional.
• Before the beginning of troubleshooting, turn key switch OFF. Wait 1 minute and turn key switch ON.

M20-38 Payload Meter III 02/05 M20008

Load Lights Don’t Light During Loading

• Confirm that the truck operator uses the brake lock switch (NEUTRAL) during loading. Without this input, the
payload meter will not properly recognize swingloads.
• Confirm bulbs in payload lights by using lamp check mode.
• Confirm 15 A breaker CB-B in payload junction box.
• To continue troubleshooting, turn on all the payload lights using the lamp check mode of the Payload Data
Manager software.

M20008 02/05 Payload Meter III M20-39

Load Lights Remain ON

Load Lights Remain ON During Dumping

Display Doesn't Clear When The Load Is Dumped

• Confirm the body up switch signal. When the body up signal is not properly received during dumping, the
payload meter may maintain the lights after the body is lowered.
• Confirm the payload light wiring using the procedures in "Load Lights Don't Light During Loading".

M20-40 Payload Meter III 02/05 M20008

Calibration Problems

• Confirm that the truck is empty and clean.

• Confirm that the payload meter is in the proper haul state. The payload meter must be in the empty, or tare
zone states to begin calibration. This can be checked by using the real-time monitor mode of the Payload Data
Manager software.
• The payload meter can be reset to acknowledge the beginning of a new haul cycle by raising the body when
the truck is empty. This may be necessary after servicing the suspensions.

M20008 02/05 Payload Meter III M20-41

Alarm 1 - Left Front Pressure High

Alarm 2 - Left Front Pressure Low

Troubleshoot Wiring to Left Front Suspension

These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.
The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi.
• Confirm 18v sensor supply at TB46-L in payload junction box.
• Confirm proper connection of signal circuit 39FD from left suspension connection box, TB42-B to payload
junction box TB46-F to payload meter connector R264, pin 39.

M20-42 Payload Meter III 02/05 M20008

Alarm 3 - Right Front Pressure High

Alarm 4 - Right Front Pressure Low

Troubleshoot Wiring to Right Front Suspension

These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.
The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi.
• Confirm 18v sensor supply at TB46-L in payload junction box.
• Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload
junction box TB46-G to payload meter connector R264, pin 20.

M20008 02/05 Payload Meter III M20-43

Alarm 5 -Left Rear Pressure High

Alarm 6 - Left Rear Pressure Low

Troubleshoot Wiring to Left Rear Suspension

These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.
The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi.
• Confirm 18v sensor supply at TB46-L in payload junction box.
• Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload
junction box TB46-G to payload meter connector R264, pin 20.

M20-44 Payload Meter III 02/05 M20008

Alarm 7 - Right Rear Pressure High

Alarm 8 - Right Rear Pressure Low

Troubleshoot Wiring to Right Rear Suspension

These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.
The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi.
• Confirm 18v sensor supply at TB46-L in payload junction box.
• Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload
junction box TB46-G to payload meter connector R264, pin 20.

M20008 02/05 Payload Meter III M20-45

Alarm 9 - Inclinometer High

Alarm 10 - Inclinometer Low

Troubleshoot Inclinometer Wiring

These alarms indicate that the voltage to the payload meter from the inclinometer is out of range. The voltage on
signal 39FE should be greater than 0.5v and less than 5.0v as measured in the junction box between TB46-.

M20-46 Payload Meter III 02/05 M20008

Alarm 13 - Body Up Input Failure

The payload meter senses when the load is dumped without receiving a body-up signal. When the load quickly
drops below 50% without the body up signal, Alarm 13 is set. The alarm will be cleared when a normal dump cycle
is detected. A normal dump cycle will be detected when the body up signal is received, the load drops quickly and
the body down signal is received.

M20008 02/05 Payload Meter III M20-47

Alarm 16 - Memory Write Failure

Alarm 17 - Memory Read Failure

These alarms indicate that the payload meter has encountered a problem internally with its memory. It is recom-
mended that power to the payload meter be removed for 1 minute. First turn the key switch OFF. Wait 30 seconds,
then turn the battery disconnect OFF. Wait 1 minute before restoring power.
In cases where re-powering the payload meter does not restore normal operation, it may necessary to reprogram
the payload meter. All current data in memory will be lost. This will effectively restart the payload meter.
• See “Troubleshooting Abnormal Displays at Power-Up” for more information.

M20-48 Payload Meter III 02/05 M20008

Alarm 18
Payload meter detected an undercharged suspension condition on the rear right suspension.
The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the
suspensions.

Alarm 19
Payload meter detected an undercharged suspension condition on the rear left suspension.
The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the
suspensions.

Alarm 22
The payload meter detected an empty carryback load in excess of the user-defined carryback threshold on two
consecutive haul cycles.
Stop the truck and clean any stuck material from the truck body.

M20008 02/05 Payload Meter III M20-49

Operator Switch Doesn't Work

Alarm 26 - User Switch Fault - SELECT

Alarm 27 - User Switch Fault - SET

• Confirm power to the payload meter speedometer and display gauge.

• Confirm that a laptop is not connected to the PLMIII system.
• Turn key switch OFF. Wait 1 minute and turn key switch ON. Confirm problem still exists.

M20-50 Payload Meter III 02/05 M20008

Connector Map

This diagram shows the general location of connectors, terminal boards and miscellaneous connections.

M20008 02/05 Payload Meter III M20-51

Connectors

M20-52 Payload Meter III 02/05 M20008

 PLMIII CHECK OUT PROCEDURE
General Description
The process consists of attaching dummy loads in
place of the suspension pressure sensors and
checking the pressures indicated by the payload
meter. In addition, connecting to the payload meter
using a laptop PC in order to confirm the latest soft-
ware version and the rest of the inputs and outputs of
the system.
Tools Required
• Payload Data Manager software
• EF9160 - Download Harness
• EJ3057 - Harness Str, PLMIII test (4 needed).
Checkout Procedure
1. Attach one EJ3057 harness to the left-front sus-
pension connection box. The red alligator clip
attaches to the 39F circuit at TB42-A. The white
alligator clip attaches to the 39FD circuit at
TB42-B. The EJ3057 acts as a dummy load to
simulate a suspension pressure sensor for the
payload system.
2. Attach one EJ3057 harness to the right-front
suspension connection box. The red alligator
clip attaches to the 39F circuit at TB41-A. The
white alligator clip attaches to the 39FC circuit
at TB41-B.
3. Attach one EJ3057 harness to the left-rear sus-
pension connection in the rear suspension con-
nection box. The red alligator clip attaches to
the 39F circuit at TB61-A. The white alligator
clip attaches to the 39FB circuit at TB61-C.
4. Attach one EJ3057 harness to the right-rear
suspension connection in the rear suspension
connection box. The red alligator clip attaches
to the 39F circuit at TB61-A. The white alligator
clip attaches to the 39FA circuit at TB61-B.
5. In the PLMIII junction box, check the input volt-
age on circuit 39G between TB45-B and TB45-
X. This voltage should be 24vdc from the batter-
ies.
6. Turn the key switch ON. The speedometer/dis-
play gauge on the dashboard will scroll the
truck type across the lower display. The payload
meter defaults to 930E.
7. In the PLMIII junction box, check the sensor
supply voltage on circuit 39F between TB46-L
and TB45-X. This voltage should be 18vdc
±1vdc.
M20008 02/05 Payload Meter III
8. Return to the cab and check the speedometer/
display gauge. The gauge will display the cur-
rent payload. With the EJ3057 harnesses
attached at the sensor locations, the payload
should be 0.
NOTE: The display can be used to quickly show the
current readings from the four suspension pressure
sensors and the inclinometer. This can be used
during regularly scheduled service periods to check
the state of the suspensions. These displays are live
and will update as the values change. The display is
changed by pressing the 'SELECT' button on the
dashboard. The sequence of displays is:
· PL= Payload
· Id= Operator ID
· tL= Total Shift Tons
· LC= Shift Load Counter
· LF= Left Front Suspension Pressure
· rF= Right Front Suspension Pressure
· Lr= Left Rear Suspension Pressure
· rr= Right Rear Suspension Pressure
· In= Inclinometer
NOTE: The live displays cannot be cleared and the
SET button will have no effect.
NOTE: The units for the display are controlled by the
configuration of the payload meter. The payload
meter defaults to display metric units, the pressures
will be displayed in tenths of kg/cm2. For example, if
the display shows 202 the actual value is 20.2 kg/
cm2. If the payload meter is set to display short tons,
the pressures will be displayed in psi (lbs/in2). To
convert from kg/cm2 to psi, multiply by 14.2233.
14.2233 psi (lbs/in2) = 1 kg/cm2.
NOTE: The inclinometer displays whole degrees of
incline. Positive incline is when front of truck is point-
ing up.
M20-53
NOTE: The gauge will quickly display the type of 15. Press and hold the “SELECT” button on the
information being displayed every 1 minute. For
example, if the left-front pressure is being displayed,
dashboard. rr= will be displayed. Release the
button and the right-rear pressure will be dis-
Lf= will quickly display every minute. Only the played. This value should be in metric units.
payload display, PL= does not display this infor- The nominal value should be 23.4 kg/cm2
(332psi). Values between 17.6 and 29.2 kg/
mation.
cm2 (250 psi and 416 psi) are acceptable.
9. Press and hold the “SELECT” button on the
16. Press and hold the “SELECT” button on the
dashboard. Id= will be displayed. Release
the button and the Operator ID will be dis- dashboard. In= will be displayed. Release
played. This value should be 0. the button and the inclinometer value will be
displayed. This value is in degrees. The incline
10. Press and hold the “SELECT” button on the
will depend on how the truck is set during
dashboard. tL= will be displayed. Release assembly. Values between ±3° are acceptable.
the button and the total tons will be displayed. It is not necessary to zero this reading by
This value should be 0. adjusting the attitude of the inclinometer in the
buddy seat.
11. Press and hold the “SELECT” button on the
17. Press and hold the “SELECT” button on the
dashboard. LC= will be displayed. Release
the button and the number of loads will be dis- dashboard. PL= will be displayed. Release
played. This value should be 0. the button and the current payload will be dis-
played.
12. Press and hold the “SELECT” button on the
18. Connect a laptop to the PLMIII system. Typically
dashboard. Lf= will be displayed. Release an EF9160 download cable is used. The pay-
the button and the left-front pressure will be dis- load meter connector is behind the buddy seat
played. This value should be in metric units. on the back wall on the side of the PLMIII
The nominal value should be 23.4 kg/cm2 mounting bracket. The laptop must have the
(332psi). Values between 17.6 and 29.2 kg/ Payload Data Manager software installed.
cm2 (250 psi and 416 psi) are acceptable. 19. Run the PC software.
13. Press and hold the “SELECT” button on the 20. From the main menu, select "Connect to Pay-
dashboard. rf= will be displayed. Release load Meter".
the button and the right-front pressure will be
displayed. This value should be in metric units.
The nominal value should be 23.4 kg/cm2
(332psi). Values between 17.6 and 29.2 kg/
cm2 (250 psi and 416 psi) are acceptable.
14. Press and hold the “SELECT” button on the
dashboard. Lr= will be displayed. Release
the button and the left-rear pressure will be dis-
played. This value should be in metric units.
The nominal value should be 23.4 kg/cm2
(332psi). Values between 17.6 and 29.2 kg/cm2
(250 psi and 416 psi) are acceptable.

M20-54 Payload Meter III 02/05 M20008

 21. The Connection Menu will be displayed. Select
"Configure Payload Meter".
22. Confirm that the PLMIII software version
matches the latest available version. As of 09-
May-01 the EJ0575-1 software version will dis-
play as "01/28/01A". The latest version can be
found at http://www.kms-peoria.com/payload. If
the version does not match the latest indicated
on the internet, download the latest and update
the PLMIII software using the Flashburn soft-
ware. See Checkout Procedure Confirmation
for more information.
23. Using the Truck Configuration menu, set the fol-
lowing:
• Set the time.
• Set the Date to today’s date.
• Set the Gauge display units to Metric, Short Tons
or Long Tons according to the final destination of
the vehicle. If nothing has been specified, set to
Metric Tons.
• Set the truck type to the proper truck model.
• Press the “Save Changes” button to program the
change into the payload meter.
24. Setting the Frame Serial Number.
M20008 02/05 Payload Meter III
NOTE: The frame serial number is located on a plate
mounted to the truck frame. The plate is outboard on
the lower right rail facing the right front tire. It is very
important to enter the correct frame serial number.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters.
• On the Truck Configuration screen, enter the
frame serial number in the appropriate field.
• Press the "Save Changes" button to program the
change into the payload meter.
25. Setting the Customer Unit Number.
NOTE: Most mining operations assign a number to
each piece of equipment for quick identification. This
number or name can be entered in the Customer
Unit Number field. It is very important to enter
customer unit number. This number is one of the key
fields used within the haul cycle database. The field
will hold 20 alpha-numeric characters. If no truck
number has been specified, enter the frame serial
number.
• On the Truck Configuration screen, enter the
truck number in the appropriate field.
• Press the "Save Changes" button to program the
change into the payload meter.
26. Setting the Komatsu Distributor.
NOTE: This field in the haul cycle record can hold the
name of the Komatsu distributor that helped install
the system. Komatsu also assigns a distributor
number to each distributor. This number is used on
all warranty claims. This Komatsu distributor number
can also be put into this field. This number is one of
the key fields used within the haul cycle database.
The field will hold 20 alpha-numeric characters. If the
distributor is not known, enter "UNKOWN".
• On the Truck Configuration screen, enter the dis-
tributor name or number in the appropriate field.
• Press the "Save Changes" button to program the
change into the payload meter.
M20-55
 27. Setting the Komatsu Customer.
NOTE: This field in the haul cycle record can hold the
name of the mine or operation where the truck is in
service. Komatsu also assigns a customer number to
each customer. This number is used on all warranty
claims. This Komatsu customer number can also be
put into this field. This number is one of the key fields
used within the haul cycle database. The field will
hold 20 alpha-numeric characters. If the customer is
not known, enter "UNKOWN"
·On the Truck Configuration screen, enter the cus-
tomer name or number in the appropriate field.
·Press the "Save Changes" button to program the
chnge into the payload meter.
28. Press "Save Changes" and close the Truck
Configuration screen and the Connection Menu.
29. From the main menu select "Connect to Pay-
load Meter".
30. From the Connection Menu select "Configure
Payload Meter". Confirm that all previous
changes have been saved and close the Truck
Configuration form.
31. From the Connection Menu select "Real Time
Data".
NOTE: The weight shown on the real time data
screen is the sprung weight and includes the weight
of the truck. Given the suspension pressure dummy
loads, the nominal value shown should be 112 short
tons (101 metric tons).
M20-56 Payload Meter III
32. Confirm that the suspension pressures are
within range. The nominal value should be 23.4
kg/cm2 (332psi). Values between 17.6 and
2
29.2 kg/cm (250 psi and 416 psi) are accept-
able. Record the values displayed.
33. Confirm that the inclinometer is within range
and record the value.
34. Confirm that the body up input is working cor-
rectly. Place a steel washer on the body up
switch. The real time data screen should indi-
cate "No". Remove the washer and the real time
data screen should indicate "Yes". The Haul
Cycle State should change to "Dumping".
35. Confirm that the brake lock input is working cor-
rectly. Turn the brake lock on using the switch
on the dashboard. The real time data screen
should indicate ON. Turn the brake lock off. The
real time data screen should indicate OFF.
36. Turn on the green payload lights by checking
"Green Light" and pressing the "Set Lights" but-
ton. Check to be sure that only the green pay-
load lights on the truck are illuminated.
37. Uncheck the green light and turn on the amber
payload lights by checking "Amber Light" and
pressing the "Set Lights" button. Check to be
sure that only the amber payload lights are illu-
minated.
38. Uncheck the amber light and turn on the red
payload lights by checking "Red Light" and
pressing the "Set Lights" button. Check to be
sure that only the red payload lights are illumi-
nated.
39. Uncheck all the payload lights and press the
"Set Lights" button. Confirm that all the lights
are off.
40. Use the procedure for speedometer calibration
for the particular truck type to simulate a 25
MPH (40.2 Km/h) speed signal. Confirm that
this value is displayed by the speedometer on
the dashboard and the real time data screen.
The value can be ±1 MPH (±2 km/h). The brake
lock must be off for the PLMIII to recognize
speed input.
41. On the PC, close the Real Time Screen and the
Connection Menu and return to the Main Menu.
02/05 M20008
42. Remove the EJ3057 harness from the left front
suspension junction box, TB42-A and TB42-B.
43. Wait at least 1 minute and remove the EJ3057
harness from the left-rear connections in the
rear junction box, TB61-B and TB61-C.
44. Wait at least 1 minute and remove the EJ3057
harness from the right-rear connections in the
rear junction box, TB61-A and TB61-C.
45. Wait at least 1 minute and remove the EJ3057
harness from the right-front connections in the
right-front junction box, TB61-B and TB61-C.
46. Wait at least 1 minute.
47. From the main menu of the PC software press
the "Connect to Payload Meter" button.
48. From the Connection Menu select "Display
Active Alarms". Confirm that the four alarms
displayed occurred in the proper order;
Left-front suspension low
Left-rear suspension low
Right-rear suspension low
Right-front suspension low
PLMIII CHECKOUT PROCEDURE
CONFIRMATION
Flashburn Programming
General Instructions:
Before beginning, be sure the ".kms" file required to
program the product and you know where to find it on
your computer.
Programming will reset all the truck configuration
information.
NOTE: Before starting this procedure, record the
Payload Meter configuration information.
This information can be found using the Payload
Data Manager software. After programming, it will be
necessary to restore this information in the payload
meter configuration.
1. Turn off power to the payload meter by turning
the key switch OFF.
2. Start the "Flashburn" software installed on the
laptop.

Flashburn
49. Close all screens and disconnect the laptop
from the PLMIII system. 1. Power Before programming, power must be
OFF turned off to the target device. Be sure
the power is turned off before continuing.
2. Select
Port
3. Select
File
4. Power
ON

< Back Next > Cancel

3. Confirm that the payload meter power is OFF

and press “NEXT".

M20008 02/05 Payload Meter III M20-57

 4. Confirm the proper communications port for the
programming laptop. This is usually COM 1. Flashburn
Press “NEXT”.
1. Power Turn on power to the target device. This
OFF will start the programming process.
Flashburn
Comm Port: COM 1
2. Select
1. Power Select the serial communications port to Port Filename: 071000A.KMS
OFF use between the computer and the
Steps Status
target device. For most computers this 3. Select
2. Select will be COM 1. Connection: Complete
File
Port Preparation: Complete
COM 1 4. Power
3. Select Programming: Complete
ON
File
Verification: Complete
4. Power 61 %
ON

< Back Cancel

< Back Next > Cancel

7. After successful programming, turn the key

5. Press “BROWSE” and select the ".kms" file to
program into the payload meter. Press “NEXT”.
Flashburn
witch OFF.
8. Wait 20 seconds and turn the key switch ON.
9. The payload meter will need to be configured as
instructed in the manual using the Payload Data
Manager software on the laptop computer.

1. Power Select the file that will be used to

OFF program the target device. This file will
end with the ".KMS" extension.
2. Select
Comm Port: COM 1
Port
Filename: *.KMS Browse
3. Select
File
4. Power
ON

< Back Next > Cancel

6. When instructed, turn the key switch ON in

order to power-up the payload meter. The PC
will begin to reprogram the payload meter. This
process takes approximately 5 minutes.

M20-58 Payload Meter III 02/05 M20008

Confirmation Checklist
Use the Real Time Data Screen in order to verify the
checklist items in the table below.

Checklist Item Value Initials

PLMIII Software Version

User switch and display works properly

Left - Front Pressure

Right - Front Pressure

Left - Rear Pressure

Right - Rear Pressure

Inclinometer

Green light works properly

Amber light works properly

Red light works properly

Brake Lock input works properly

Body Up input works properly

Speed input works properly

Date

Truck

Signature

M20008 02/05 Payload Meter III M20-59

 NOTES

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M20-60 Payload Meter III 02/05 M20008

 SECTION M31
RESERVE ENGINE OIL SYSTEM
INDEX

RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-3

LED Monitor Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4

Tank Fill Control (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4

Filling Procedure (Remote fill feature) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4

SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5

Every 10 Hours, or once each shift: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5

Every 500 Hours: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5

Changing Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5

TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6

Circuit Breaker or Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6

SYSTEM ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7

M31003 Reserve Engine Oil System M31-1

 NOTES

M31-2 Reserve Engine Oil System M31003

 RESERVE ENGINE OIL SYSTEM
The reserve engine oil system is designed to add
more oil capacity to the engine sump and to reduce
frequent servicing of the engine oil. The constant cir-
culation of oil between the engine sump and reserve
tank (1, Figure 31-1) increases the total volume of
working oil. This dilutes the effects of contamination
and loss of additives and maintains the oil quality
over longer periods. The system adds or removes oil
from the engine as required to maintain a constant
level which prevents over fills or under fills.
The normal supply system capacity of oil carried in
the reserve tank is roughly equivalent to the volume
in the engine. In the process of continuous adjust-
ment of the engine oil level, there is a constant circu-
lation of oil between the engine and the reserve tank.
The volume of oil in the tank becomes part of the
working oil for the engine. Oil change intervals may
usually be extended in proportion to the increased
working oil volume. Extension beyond a proportional
increase is often possible, but should be undertaken
only as determined by oil sampling and analysis.
Local conditions such as engine application, climate,
and fuel quality should be taken into consideration
before determining permissible oil life.
Operation
Engine oil is circulated between engine oil pan (1,
Figure 31-2) and reserve tank (2) by two electrically
driven pumps (pump 1 and pump 2) within a single
pumping unit (4). The pumping unit is mounted on
the side of the reserve tank. The pump unit is
equipped with an LED monitor light on one side.
Pump 1 draws oil from the engine oil pan (1) at a pre-
set control point determined by the height of the suc-
tion tube (6). Oil above this point is withdrawn and
transferred to the reserve tank. This lowers the level
in the engine oil pan until air is drawn.
Air reaching the pumping unit activates pump 2,
which returns oil from reserve tank (2) and raises the
engine oil level until air is no longer drawn by pump
1. Pump 2 then turns off. The running level is contin-
uously adjusted at the control point by alternating
between withdrawal and return of oil at the engine oil
pan. The oil returning to the engine oil pan is below
the normal operating level to prevent aeration of the
oil.

FIGURE 31-1. OIL RESERVE TANK

1. Tank
2. Level Control and Circulation Pumping Unit
3. Tank Fill Vlave (Optional)
4. In-Line Screen
5. Air Relief Valve
6. Float Switch
7. Sight Glasses (Optional)
8. Combined Tank Inlet/Outlet With Tank Screen
9. Filler Cap
10.Engine Coolant Tank Heater Port (Optional)
11.Electric Heater Port
12.Thermostat Port

M31003 Reserve Engine Oil System M31-3

LED Monitor Light
• Steady - Pump 1 is withdrawing oil from the
engine sump and bringing down the oil level.
• Regular pulsing - Pump 2 is returning oil to the
engine sump and raising the oil level.
Irregular pulsing - Oil is at the correct running level.
Tank Fill Control (Optional)
With the reserve oil system the engine oil level is
held constant, with only the reserve tank needing
routine filling. The fill system automatically controls
the filling of remote tank from a convenient ground
level position. Filling of the tank to the proper “full”
level is fast and accurate and accomplished in 2 to 3
minutes.
The reserve oil tank for the engine is designed to add
more oil capacity to the engine to reduce the frequent
servicing of the engine oil. The engine oil level must
still be checked every shift using the dipstick.
If the engine oil has been drained from the engine oil
pan, the new oil must be added through the engine
fill tube. After an oil change, both engine and reserve
tank must be full of oil before starting the engine.
NOTE: Do Not use the oil in the reserve tank to fill
the engine pan.
A. Oil Suction Line
B. Oil Return Line
C. Engine Oil Level
D. New Oil Tank Fill
FIGURE 31-2. OIL RESERVE TANK
1. Engine Oil Pan (Sump)
2. Oil Tank
3. Combined Tank Inlet/Outlet With Tank Screen
4. Pumping Unit (1 & 2)
5. Air Relief Valve
6. Suction Tube
M31-4 Reserve Engine Oil System
System switch (2, Figure 31-3) is an illuminated
push-pull power-on switch that powers the fill sys-
tem. Start switch (3) is a momentary push button
switch that opens the fill valve mounted on the
reserve tank to begin the automatic filling of the
reserve tank. Supply oil under pressure flows
through the fill valve and into the tank.
Filling Procedure (Remote fill feature)
NOTE: This procedure adds oil to the reserve tank.
1. Connect the pressure supply hose from the
new oil supply to the quick coupler on the truck.
Open valve on supply hose to apply pressure.
2. Pull out on system switch (2, Figure 31-3) to
turn the fill system on.
3. Push start switch (3). VALVE OPEN light (5)
should illuminate and the filling process will
begin.
4. When the tank is full, the VALVE OPEN light
will turn off and FULL light (4) will illuminate.
5. Close the oil supply valve in the fill hose.
6. Press and hold start switch (3) for a couple of
seconds to relieve oil pressure in the line.
7. Disconnect the new oil supply hose.
8. Push switch (2) in to turn fill system power off.
M31003
 Every 10 Hours, or once each shift:
1. Before starting engine, check oil level using
engine dipstick. Oil level should be in normal
operating range. If not, check the reserve sys-
tem for proper operation.
2. The engine oil quality will be best if the reserve
tank is kept reasonably full. Check the oil level
in the reserve tank. As a minimum guideline, if
the oil is below the half-full level, fill the tank
manually so the oil is just visible in the top sight
glass or by using the automatic fill control
method.
3. After starting and warm-up, check engine oil
level signal (LED) to verify that the engine is
being maintained at the preset running oil level.
The signal should alternate between periods of
‘steady on’ and ‘flashing’.

Every 500 Hours:

1. Change all engine and system filters, if applica-
ble.
2. More system failures result from bad electrical
connections than all other causes combined.
Check electrical system connections for tight-
ness, corrosion and physical damage. Check
battery, alternator, oil pressure switch, junction
boxes, remote control fill box and circuit break-
ers.
FIGURE 31-3. RESERVE OIL TANK
3. Examine electrical cables over their length for
REMOTE FILL
possible damage.
4. Small hose leaks can cause system malfunc-
1. Remote Control 3. Start Switch
tion. Examine all hoses, including those on the
Box 4. FULL Light
reserve tank and the ones leading to and from
2. System Switch 5. VALVE OPEN
the engine for leaks, cracks or damage. Check
Light
all fittings for tightness, leakage or damage.

SERVICE Changing Oil

Between oil drains, the only normal servicing
required is routine replenishment of oil at the reserve
supply tank. Maintenance of running levels should be
checked routinely; manually before starting the
engine and with the LED system monitor on the
reserve tank pumping unit (11, Figure 31-1) when the
engine is running.
There is also an in-line filter (screen) installed at the
inlet of the fill valve (3, Figure 31-1). This filter
requires no periodic maintenance, but it can be
cleaned by removing it from the system and back
flushing through the filter.
CAUTION: Always check the engine oil level
before starting engine. Use the engine dipstick.
1. Drain both the engine sump and the reserve
tank. Refill both engine and reserve tank with
new oil to proper levels.
2. Change engine and reserve tank filters as
required.
3. Start engine and check for proper operation.
NOTE: Do not use the oil in the reserve tank to fill the
engine sump. Both must be at proper level before
starting engine.
The engine oil level should be checked with the
engine dipstick at every shift change. The oil level in
the reserve tank must also be checked at every shift
change. Oil must be visible in the middle sight gauge.
If not, add oil to the reserve tank until oil is visible in
the top sight gauge

M31003 Reserve Engine Oil System M31-5

TROUBLESHOOTING
It is important to understand the LED signal for the
pumping unit. It is used primarily to verify that the
system is maintaining the oil level at the level of the
open end of the withdrawal tube in the engine oil pan.
The signal is also a valuable tool in troubleshooting
the system.
When the signal is ‘steady’ (not flashing), pump 1 is
running and oil is being withdrawn from the engine
and being transferred to the reserve tank.
When the signal is ‘flashing’, pump 1 is drawing air
from the suction tube which triggers operation of the
pump 2 to operate and transfer oil back to the engine
from the tank (the flashing is actually the pulses of
pump 2). When the oil is at the correct level in the
engine, air and oil are alternatively entering the suc-
tion tube, with pump 1 commanding operation of
pump 2 with each portion of air that comes through
the line.
This is a complete test for proper operation of the
pumping unit. This operation can be accomplished
without running the engine by jumping the oil pres-
sure switch that activates the system.
1. If the signal light is ‘steady’, pump 1 should be
pumping oil. Verify by loosening the hose at
pump 1 outlet to verify that oil is coming
through (pump 1 is marked by a groove on its
outlet).
2. Loosen the hose at the inlet of pump 1 to admit
air. Pump 2 should then run and the signal
should be flashing. Verify proper pumping of
pump 2 by loosening the hose at its outlet to
see that oil is coming through.
3. Re-tighten the inlet hose on pump 1. The pump
should again receive oil and the flashing should
stop.
M31-6 Reserve Engine Oil System
NOTE: There is a condition that would show a level
higher than the controlled point. If both the engine
and reserve tank are overfilled, there is no room in
the tank to draw the oil level down in the engine. In
this case, the LED signal would never start ‘flashing’
because pump 1 is never receiving air. It will
continue to pump oil from the engine to the tank, but
because the tank is full, the oil will be routed back to
the engine via the air relief valve on top of the tank.
There are two explanations for an overfilled tank and
engine:
• When the tank is filled to “FULL” and the engine
is overfilled.
• When oil is added directly to the engine between
oil changes. The system transfers the oil to the
reserve tank until it can not receive any more and
the engine remains overfilled. It is, therefore,
important that oil should be added only to the
reserve tank between oil changes; except, of
course, if the engine is extremely low.
Circuit Breaker or Fuse
The reserve system is protected either by a 15 amp
circuit breaker or a 15 amp fuse located in the auxil-
iary control cabinet. If the truck is protected by circuit
breakers, it will be CB10. If the truck is protected by
fuses, the fuse will be in fuse block 2, position 10.
M31003
SYSTEM ELECTRICAL SCHEMATICS

FIGURE 31-4. SYSTEM SCHEMATIC

1. Pumping Unit (Pump 1 & Pump 2) 4. 15 Amp Circuit Breaker or Fuse (CB10
2. Engine Oil Pressure Switch or Fuse Block 2, position 10)
3. Engine Subframe 5. Power Supply
6. Auxiliary Box

FIGURE 31-5. FILL SYSTEM SCHEMATIC

1. Fill Valve 4. Battery Disconnect Box
2. Oil Level Sensor 5. Ground Wire
(top of reserve oil tank) 6. Remote Fill Control Box
3. 15 Amp Circuit Breaker

M31003 Reserve Engine Oil System M31-7

 NOTES

M31-8 Reserve Engine Oil System M31003

 SECTION N

OPERATOR CAB

INDEX

TRUCK CAB AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1

CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1

HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1

OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1

N01034 Index N1-1

 NOTES

N1-2 Index N01034

 SECTION N2
TRUCK CAB AND COMPONENTS
INDEX

TRUCK CAB

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5

CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6

Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6

Door Jamb Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7

Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8

Replace Door Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9

Replace Door Window Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13

Replace Door Handle or Latch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14

Door and Door Hinge Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14

Door Opening Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15

GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16

Recommended Tools and Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16

Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16

WINDSHIELD AND REAR GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18

N02020 Truck Cab And Components N2-1

 NOTES

N2-2 Truck Cab And Components N02020

 TRUCK CAB AND COMPONENTS
TRUCK CAB
Description
The truck cab is a fully insulated design incorporating
an integral ROPS structure for maximum operator
comfort and safety. All gauges, switches, and DO NOT attempt to modify or repair damage to
controls have been designed to simplify operation the ROPS structure without written approval from
and are placed within easy reach of the operator. the manufacturer. Unauthorized repairs to the
Servicing of cab and associated electrical systems is ROPS structure will void certification. If
simplified by use of heavy duty connectors on the modification or repairs are required, contact the
various wiring harnesses. Hydraulic components are servicing Komatsu Distributor.
located outside the cab interior and are accessed
through covers (2, Figure 2-1) on the front of the cab.

FIGURE 2-1. CAB ASSEMBLY

1. Mounting Pad 6. Retard Light (Retarder Applied)
2. Access Covers 7. Lifting Eye
3. Filter Cover 8. Rear, Side Glass
4. Windshield Wiper Arms 9. Front, Side Glass
5. Stop Light (Service Brakes Applied)

N02020 Truck Cab And Components N2-3

Prior to cab removal or repair procedures, it may be
necessary to remove the body to provide clearance
for lifting equipment to be used. If body removal is
not required, the body should be raised and the
safety cables installed at the rear of the truck.
Do not attempt to work in the deck area until the
body safety cables have been installed.
Removal
NOTE: The following procedure describes removal of
the cab as a complete module with the hydraulic
brake cabinet attached. All hoses and wire
harnesses should be marked prior to removal for
identification to ensure correct reinstallation.
1. Turn the key switch to the OFF position and
allow at least 90 seconds to bleed the steering
accumulator. Turn the steering wheel to ensure
that no pressure remains.
2. Block the truck securely, and open the brake
accumulator bleed down valves on the
accumulators located in the cabinet mounted on
the rear of the cab. Allow sufficient time for the
accumulators to bleed down completely.
3. Activate the battery disconnect switches
located at one end on the battery box.
4. Disconnect all hydraulic hoses that are routed
to the frame from the fittings at rear of the cab
under brake cabinet (3, Figure 2-2). It is not
necessary to disconnect hoses (2) that are
routed under the cab. Cap all fittings and plug
the hoses to prevent contamination.
5. Disconnect the wire harnesses at connectors
(5) located under the brake cabinet.
6. Remove cable clamps and hose clamps as
needed for cab removal.
N2-4 Truck Cab And Components
7. Close the heater shutoff valves located at the
water pump inlet housing on the right side of the
engine and at the water manifold. Disconnect
the heater hoses at each valve and drain the
coolant into a container.
8. Remove clamps and heater hoses from the
fittings on the underside of the deck, below the
heater.
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.
9. Evacuate the air conditioning system as follows:
a. Attach a recycle/recovery station at the air
conditioning compressor service valves.
Refer to "Heater/Air Conditioning System" in
this section for detailed instructions.
b. Evacuate the air conditioning system
refrigerant.
c. Remove the air conditioner system hoses
that are routed to the cab from the receiver/
drier and compressor. Cap all hoses and
fittings to prevent contamination.
10. Attach a lifting device to the lifting eyes provided
on top of the cab.
The cab assembly weighs approximately 2270 kg
(5000 lbs). Ensure the lifting device has adequate
capacity for lifting the load.
11. Remove the capscrews and washers from each
mounting pad (1, Figure 2-1) at the corners of
the cab.
N02020
 FIGURE 2-2. CAB HYDRAULIC AND ELECTRICAL CONNECTIONS
1. Cab
2. Steering Control Valve
3. Hydraulic Components Cabinet
12. Check for any other hoses or wiring which may
interfere with cab removal.
13. Lift the cab assembly off the truck and move it
to a work area for further service.
14. Place blocking under each corner of the cab to
prevent damage to the floor pan and hoses
before the cab is lowered to the floor.
Installation
1. Lift the cab assembly and align the mounting
pad holes with the tapped pads. Insert at least
one capscrew and hardened washer at each of
the four pads before lowering the cab onto the
truck.
2. After the cab is positioned, insert the remaining
capscrews and hardened washers (32 total).
Tighten the capscrews to 950 N•m (700 ft.
lbs.).
N02020 Truck Cab And Components
4. Hoist Valve Hoses
5. Electrical Harness Connectors
3. Route the wire harnesses to electrical
connectors (5, Figure 2-2) on the rear corner of
the cab. Align the cable connector plug key with
the receptacle key and push the plug onto the
receptacle. Carefully thread the retainer onto
the receptacle and tighten it securely. Install
any clamps that were removed during cab
removal.
4. Remove the caps from the hydraulic hoses and
tubes and reinstall the hoses and tubes.
Reinstall any hose clamps as required.
5. Install the heater hoses and clamps on the
fittings on the underside of the cab. Connect the
other end of each hose to the fittings at the
shutoff valves on the engine. Open the heater
shutoff valves. Connect the air cleaner
restriction indicator hoses.
6. Remove the caps and reinstall the air
conditioning system hoses to the compressor
and receiver/drier.
N2-5
 7. Refer to "Heater/Air Conditioning System" for
detailed instructions about evacuation and
recharging with refrigerant.
8. Close the brake accumulator bleed down
valves.
9. Deactivate the battery disconnect switches.
10. Service the hydraulic tank and engine coolant
as required.
11. Start the engine and verify proper operation of
all controls.
12. Ensure that the air conditioning system is
properly recharged.
CAB DOOR
The cab door assemblies are similar except for the
hinge side. Each is hinged on the rear edge with a
heavy duty hinge. 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.
Removal
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
safety cables.
2. Lower the door glass far enough to allow
insertion of a lifting sling when the door is
removed.
3. Remove the door panel for access to the power
window motor harness connector. Disconnect
the motor and remove the cab harness from the
door.
4. Remove the retainer clip and bolt clip from the
travel limiting strap.
N2-6 Truck Cab And Components
5. Insert a lifting sling through the door and attach
it to a hoist. Remove the capscrews (a swivel
socket works best) that secure the door hinge to
the cab. Lift the door from the cab.
6. Place the door on blocks or on a work bench to
protect the window glass and allow access to
internal components for repair.
Installation
1. Attach a lifting sling and hoist to the door
assembly. Lift the door up to the deck and
position the door hinges on the cab.
2. Align the door hinges with the cab and install
the capscrews that secure the door to the cab.
3. Attach the travel limiting strap with the bolt and
clip that were removed previously.
4. Connect the door harness to the receptacle
mounted in the cab floor.
5. Verify proper operation of the power window
and door latch adjustment.
6. Install the door panel.
Door Adjustment
If an adjustment is necessary to ensure tight closure
of the door, loosen the striker bolt in the door jamb,
adjust it, and retighten the striker bolt.
A rubber sealer strip is mounted with adhesive
around the perimeter of the door assembly to keep
out dirt and drafts. This sealer strip should be
replaced if it becomes damaged.
N02020
Door Jamb Bolt Adjustment
Over time, the door latch mechanism and door seals
may wear and allow dirt and moisture to enter the
cab. To ensure proper sealing of the door seals, the
door jamb bolt may need to be adjusted periodically.
FIGURE 2-3. DOOR JAMB BOLT ADJUSTMENT
1. Washer 3. Frame
2. Striker Bolt 4. Seal
• If the door closes, but not tightly enough to give a
good seal between the seal on the door and the
cab skin:
1. Mark washer location (1, Figure 2-3) portion of
the door jamb bolt with a marker, pen, or pencil
by circumscribing the outside edge of the
washer onto the jamb.
2. Loosen door jamb bolt (2) and move it straight
inwards 1.5 mm (1/16 inch) and retighten the
bolt.
3. Hold a piece of paper between where door seal
(4) will contact the skin of the cab and firmly
close the door.
NOTE: The door latch mechanism has a double
catch mechanism, so ensure that it latches on the
second catch.
NOTE: Release the door catch before trying to close
the door.
N02020 Truck Cab And Components
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, repeat
Step 2. If the paper is firmly gripped, but can be
removed without tearing it, open the door and
tighten the jamb bolt completely without
affecting the adjustment.
5. If the paper slips out from the door seal easily
along the top but the bottom (or vise versa), the
door itself will have to be adjusted.
a. If the seals are tight at the bottom of the door
but not at top, place a 4 x 4 block of wood at
the bottom edge of the door, below the
handle. Close the door on the wood block
and press firmly inward on the top corner of
the door. Press in one or two times, then
remove the wood block and check the seal
tension again using the paper method. 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 the same all the way around.
b. If the seals are tight at the top of the door but
not at the bottom, place a 4 x 4 block of
wood at the top corner of the door and 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 using the paper method. Seal
compression should be equal all the way
around the door. If seal is still loose at the
bottom, repeat the procedure again until seal
compression is the same all the way around.
• If the door springs back when trying to close it,
striker bolt (2, Figure 2-4) has probably loosened
and slipped down from where the catch can
engage with the bolt.
1. Open the door and close both latches (3) and (5
on the catch until they are both fully closed.
2. Transfer the center of this opening onto the skin
of the cab nearest where the door jamb bolt is
located. Use a T-square or other measuring
equipment and mark on the cab with a pencil.
N2-7

FIGURE 2-4. DOOR JAMB BOLT ADJUSTMENT
1. Cab 4. Door
2. Striker Bolt 5. Lower Latch
3. Upper Latch
3. Loosen and vertically align (center) the door
jamb bolt with the mark and tighten it firmly
enough to hold it in place but still allow some
slippage.
4. Carefully try to close door (4) and determine
whether this adjustment has helped the
"springing" problem. If the door latches but not
firmly enough, follow the procedure in Step 1. If
the door latch does not catch, move the bolt
outward and try again. When corrected, follow
the adjustment procedures in Step 1 to ensure
a good seal.
By design, if both seals are in good condition,
proper adjustment of the outside seal will
ensure good contact on the inside seal to
prevent dust and moisture from entering the
cab.
N2-8 Truck Cab And Components
Door Handle Plunger Adjustment
If the door handle does not function, 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 from this position to where the
plunger is fully released (See Figure 2-5).
FIGURE 2-5. MEASURING TRAVEL DISTANCE OF
PLUNGER
2. Remove the door panel as follows:
a. Remove hair pin clip (1, Figure 2-6) and bolt
(2) from the door check strap closest to the
door.
b. Remove two capscrews (3) which secure the
door strap bracket to the door.
c. Disconnect wiring harness (4) from the
window regulator.
d. Open the door as far as possible in order to
remove the internal door panel.
e. Before removing all door panel mounting
screws, support the panel to prevent the
assembly from dropping. Remove 15
mounting screws (5).
NOTE: Remove the panel screws across the top last.
The door glass and internal door panel will drop
when the door panel screws are removed.
N02020
 f. Carefully lower the door panel a few inches. Replacing the Door Glass
Hold the glass at the top to prevent it from 1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
dropping. Slide the door panel toward the from the door check strap closest to the door.
cab to disengage the window regulator roller
(Figure 2-7) from the track on the bottom of
the glass. Slide the panel away from the cab
to disengage the other top roller and lower
roller from its tracks. Place the panel out of
the way after removal.
g. Lift the door glass and support it at the top of
the frame.
h. Remove two screws (Figure 2-8) holding the
roller track to the bottom of the door glass.
3. Remove the capscrew and nut from inside
release lever (1, Figure 2-14).
4. Remove four mounting screws (2) that hold the
latch mechanism in the door.
5. Remove door latch mechanism (4). Check
whether the door latch mechanism works
properly by performing the following test:
a. Close the latch mechanism pawls.
b. Operate the inside door release lever to see
whether the pawls open. If the pawls do not
open, replace the door latch assembly. FIGURE 2-6.

c. Close the pawls again. 1. Hair Pin Clip 4. Wiring Harness

d. Press the outside door button to see whether
the pawls open.
e. If the latch mechanism operates properly,
procede to Step 6. If the latch mechanism
does not operate properly, install a new door
latch assembly then continue with STEP 6.
6. 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.
Lock the plunger capscrew with the locknut.
Apply Loctite® to prevent the screw from
loosening.
7. Reassemble the door assembly by reversing
the previous steps.
2. Door Strap Bolt 5. Panel Screws
3. Strap Bracket 6. Window Regulator
Mounting Screw
2. Remove two capscrews that hold door strap
bracket (3) to the door.
3. Disconnect wiring harness (4) from the window
regulator.
4. Open the door as far as possible in order to
remove the internal door panel.
5. Before removing all door panel mounting
screws, support the panel to prevent the
assembly from dropping. Remove 15 mounting
screws (5).
NOTE: Remove panel screws across the top last.

Door glass and internal door panel will drop

when door panel screws are removed.

N02020 Truck Cab And Components N2-9

 6. Carefully lower the door panel a few inches. 7. Remove two screws (Figure 2-8) holding the
Hold the glass at the top to prevent it from roller track to the bottom of the door glass.
dropping. Slide the door panel toward the cab to
disengage the window regulator roller (Figure 2-
7) from the track on the bottom of the glass.
Slide the panel away from the cab to disengage
the other top roller and lower roller from its
tracks. Place the panel out of the way after
removal.

FIGURE 2-8.

8. Support the glass in the door frame with support

block (1, Figure 2-9) as shown. Remove screws
(2) that hold the adapter for the window
regulator track.

FIGURE 2-7.

FIGURE 2-9.

1. Support Block 2. Screws

N2-10 Truck Cab And Components N02020

 11. Lift the door glass up in frame (1, Figure 2-12)
so that it is near the top. While holding the glass
in place, tilt the frame out at the top. Lift the
frame and glass straight up and out of the door.

Bracket (2, Figure 2-12) at bottom of glass must

clear the door frame if still on the glass.

FIGURE 2-10.
1. Screws 2. Rubber Felt Insert

9. Remove the screw at the lower end of the

window channels. It is necessary to pull rubber
felt insert (2, Figure 2-10) out of the channel to
be able to remove the screws.
10. Remove the trim material covering screws (1,
Figure 2-11) that are holding the window frame
to the door. Remove the screws.
NOTE: The screws along the bottom of the window
frame may be shorter than the screws along the top
and sides.

FIGURE 2-12.
1. Window Frame 2. Window Bracket

12. Move the window glass and frame to a work

area where the glass can be removed. Slide the
glass down and out of the window channels.
13. Before installing new window glass, inspect the
window frame. In each corner there is an "L"
shaped bracket (1, Figure 2-13) with two screws
in it to hold the corners of the frame together.
Check the screws to ensure that they are tight.
Also ensure that rubber felt insert (2, Figure 2-
FIGURE 2-11. 10) in the window channels is in good condition.
Replace it if necessary.
1. Screws

N02020 Truck Cab And Components N2-11

 14. Slide the new window glass into the window
frame glass channels. Move the glass to the top
of the frame.
15. While holding the glass at the top of the frame,
lift the window frame and lower the assembly
into the door.
FIGURE 2-13.
1. “L” Shaped Brackets
Ensure that the one channel in window frame (5,
Figure 2-14) that is next to the door latch passes
to the inside of latch assembly (4).
16. Lower the glass in the frame and support it with
a support block as shown in Figure 2-9.
N2-12 Truck Cab And Components
17. Install screws (1, Figure 2-10) that secure the
window frame to the door frame.
The screws along the outer bottom of the window
frame may be shorter than the ones along the
sides and top. These screws must be used in this
area to prevent the window glass from being
scratched or cracked. See Figure 2-11.
18. Install the trim material over the top of screws
that hold the window frame to the door. Use a
flat blade screwdriver to assist with installing the
trim material. See Figure 2-15.
NOTE: Be careful not to cut the retainer lip on the
trim material.
FIGURE 2-14.
1. Capscrew & Nut 3. Mounting Screw -
2. Mounting Screws - Outside Door Handle
Latch 4. Latch Assembly
5. Window Frame
N02020
19. Install the two screws that were removed in
Step 8. Ensure that the rubber felt insert is back
in place after the screws are installed.
20. Install the window regulator track bracket as
shown in Figure 2-7. Ensure that the nylon
bushings and gaskets are installed properly to
prevent damage to the glass.
21. Lift the window glass in the frame and install the
window regulator roller track onto the bracket
installed in Step 20. See Figure 2-8.
22. While holding the window glass as shown in
Figure 2-9 (a few inches from the top), install
the lower and upper regulator rollers in their
tracks. Start by moving the door panel (with the
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.
FIGURE 2-15.
N02020 Truck Cab And Components
23. Lift up the door panel, regulator and glass to
align the screw holes in the panel with the holes
in the door frame. Install the screws that secure
the panel to the door frame.
24. Hook up the electrical connector for the window
regulator. Install the two capscrews that hold
the door strap bracket to the door frame.
25. Align the door check strap opening with the
holes in the bracket and install the bolt. Install
the hair pin clip. See Figure 2-6.
Replacing the Door Window Regulator
1. Perform Steps 1 through 6 in the procedure
“Replacing the Door Glass”.
2. Move the inner panel assembly to a work area.
3. Remove four mounting screws (6, Figure 2-6).
4. If replacing the motor assembly of the window
regulator, ensure that the worm gear on the
motor is engaged properly into the regulator
gear. Also, the regulator should be in the UP
position before replacing the motor assembly.
Ensure that the motor mounting screws are
tight.
5. If replacing the window regulator assembly, the
new regulator should be in the UP position
before being mounted.
6. Mount the window regulator to the inner panel
with the four mounting screws that were
removed in Step 3. Ensure that the screws are
tight.
7. Perform Steps 22 through 25 in the procedure
“Replacing the Door Glass”.
N2-13
Replacing the Door Handle or Latch Assembly Replacing the Door and Door Hinge Seal
The cab doors are equipped with serviceable latch 1. The door assembly seal has only three
handle assemblies (inner and outer). If they become members to it (sides and top) and is glued on
inoperative, they should be replaced. The outer latch the door. This seal can be replaced by peeling
handle assembly on each door has a key-operated the seal away from the door frame. Then use a
lock. suitable cleaner to remove the remaining seal
and glue material.
1. Perform Steps 1 through 6 in the procedure
“Replacing the Door Glass”. 2. The area where the door seal mounts should be
free of dirt and oil. Spread or spray a glue which
2. Remove capscrew and nut (1, Figure 2-14)
is quick drying and waterproof onto the area
from the inside door handle.
where the seal is to installed.
3. Remove four mounting screws (2) for the latch.
3. Install the seal so that the corners of the seal fit
Remove the latch assembly.
up into the corners of door frame (3, Figure 2-
4. If replacing the latch assembly, procede to Step 16).
5.
4. Door hinge seal (2, Figure 2-17) is glued to the
If replacing the outside door handle, remove hinge. Use the same procedure as above for
three screws (3) that secure the handle to the this seal.
door panel.
Note: Only one screw is shown. The other two are
behind the latch assembly.
5. Install a new latch assembly and align the
mounting holes. Install four mounting screws (2,
Figure 2-14). Ensure that they are tight.
6. Align the inside door handle and install
capscrew and nut (3).
7. Perform Steps 22 through 25 in the procedure
“Replacing the Door Glass”.

N2-14 Truck Cab And Components N02020

Removing the Door Opening Seal
1. Starting at the lower center of the door opening,
pull up on one end of the seal. The seal should
pull loose from the cab opening lip. Pull the seal
loose all the way around opening (1, Figures 2-
16 and 2-17).
2. Inspect the cab opening lip for damage, dirt,
and oil. Repair or clean the cab opening as
necessary. Remove all dirt and old sealant
Ensure that the perimeter of the opening is
clean and free of burrs.

Installation
1. Install the seal material around the door
opening in the cab. Start at the bottom center of
the cab opening and work the seal lip over the
edge of the opening. Go all the way around the
opening. Ensure that the seal fits tightly in the FIGURE 2-16.
corners. A soft face tool may be used to work
the seal up into the corners.
1. Door Opening Seal 3. Door Assembly Seal
2. Continue going all the way around the opening.
When the ends of the seal meet at the bottom
center of the cab opening, it may be necessary
to trim off some of the seal.
NOTE: The ends of the seal material need to be
square-cut to assure a proper fit.
3. Fit both ends so that they meet squarely. Then
while holding the ends together, push them
firmly into the center of the opening.

FIGURE 2-17.

1. Door Opening Seal 2. Door Hinge Seal

N02020 Truck Cab And Components N2-15

GLASS REPLACEMENT
(Adhesive-Bonded Windows)
Recommended Tools and Supplies
• Cold knife, pneumatic knife, or a piano wire
cutting device, long knife. Cutout tools are
available at an auto glass supply store.
• Heavy protective gloves
• Safety eyeglass goggles
• Windshield adhesives, proper cleaners, primers
and application gun
• SM2897 glass installation bumpers (6 or 7 per
window)
• Window glass (Refer to the Parts Catalog.)
Recommended adhesives:
• SikaTack Ultrafast or Ultrafast II (both heated).
Vehicle can be put into service in 4 hours under
optimum conditions. Heated adhesives require a
Sika approved oven to heat adhesive to 80° C
(176° F).
• Sikaflex 255FC or Drive (unheated). Vehicle can
be put into service in 8 hours under 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
Due to the severe duty application of off-highway
vehicles, the cure times listed by the adhesive
manufacturer should be doubled before a truck is
moved. If the cure time is not doubled, vibration
or movement from a moving truck will weaken
the adhesive bond before it cures, 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, and double the
allowances for proper curing time.
N2-16 Truck Cab And Components
Replacement Procedure
The first concern with all glass replacement is
SAFETY! Wear heavy protective gloves and
safety eyeglass goggles when working with
glass.
1. Use a cut-out tool to slice into the existing
urethane adhesive and remove the window.
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.
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.
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 Frit surrounding
the new window. Use a clean, dry cloth and
wipe off the Sika Aktivator. Allow it to dry for ten
minutes.
N02020
 8. For the side windows, use six or seven glass WINDSHIELD AND REAR GLASS
installation bumpers (SM2897). Space them
NOTE: Two people are required to remove and
equally around the previously marked glass
install the windshield or rear glass. One person
perimeter, approximately 19 mm (0.75 in.)
inside the cab, and the other person on the outside.
inboard from where the edge of the glass will be
when it isinstalled. Special tools that are helpful in removing and
installing automotive glass are available from local
NOTE: Be careful not to place the adhesive too far
tool suppliers.
inboard, as it will make any future glass replacement
more difficult. Removal
9. Apply a continuous, even bead of adhesive
1. If the windshield is to be replaced, lift the
(approximately 10 mm (0.38 in.) in diameter) to
windshield wiper arms out of the way.
the cab skin at a distance of 13 - 16 mm (0.50 -
0.63 in.) inboard from the previously marked 2. Starting at the lower center of the glass, pull out
final location of the glass edges from Step 4. weatherstrip locking lip (2, Figure 2-18 or 2-19).
Use a non-oily rubber lubricant and a
10. Immediately install the glass. Carefully locate screwdriver to release the locking lip.
the glass in place with the black masking side
3. Remove glass (1) from weatherstrip (3) by
toward the adhesive. Press firmly, but not
pushing it out from inside the cab.
abruptly, into place to ensure that the glass is
properly seated. Do not pound the glass into 4. Clean all dirt and old sealant from the
place. weatherstrip grooves. Ensure that the perimeter
of the window opening is clean and free of
11. Use a wooden prop and duct tape to hold the burrs.
glass in place for at least two hours or double
the adhesive manufacturer’s curing time,
whichever time is longer.
12. Remove the tape or prop from the glass only
after the cure time has expired.

FIGURE 2-18. FRONT WINDSHIELD

1. Glass 3. Weatherstrip
2. Locking Lip 4. Sheet Metal

N02020 Truck Cab And Components N2-17

Installation
1. If the weatherstrip that was previously removed 5. After the glass is in place, go around the
is broken, weathered, or damaged in any way, weatherstrip and push in on locking lip (2) to
install a new rubber weatherstrip. secure the glass in the weatherstrip.
NOTE: Using a non-oily rubber lubricant on the 6. If the windshield was replaced, lower the
weatherstrip material and cab opening will make the windshield wiper arms back onto the glass.
following installation easier:
a. Install weatherstrip (3, Figure 2-18 or 2-19)
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 FIGURE 2-19. REAR WINDOW
the cab pushing in on the glass against the
1. Glass 3. Weatherstrip
opening, while one person on the inside uses a
2. Locking Lip 4. Sheet Metal
soft flat tool (such as a plastic knife) to work the
weatherstrip over the edge of the glass all the
way around.

N2-18 Truck Cab And Components N02020

 SECTION N3
CAB COMPONENTS
INDEX

CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

WIPER ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4

WIPER LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4

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

N03025 Cab Components N3-1

 NOTES:

N3-2 Cab Components N03025

 CAB COMPONENTS

WINDSHIELD WIPERS 3. While holding the linkage stationary, remove

The windshield wipers are operated by a 24 volt elec-
tric 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.
WIPER MOTOR
Removal
1. Remove the large access panel from the front
of the cab.
2. Disconnect the wiper motor harness connector.
nut (10, Figure 3-1) and disconnect the linkage
from the motor.
4. Remove three cap screws (6) with washers
attaching the wiper motor to plate (5). Remove
the motor assembly.
Installation
1. Place wiper motor (1, Figure 3-1) into position
on plate (5).
2. Install three cap screws (6) with flat washers (7)
and lock washers (8). Tighten cap screws to 8-9
N·m (71-79 in. lbs) torque.
3. Align the motor output shaft with the wiper link-
age. Install nut (10) and while holding the link-
age stationary, tighten nut to 22-24 N·m (16-18
ft. lbs) torque.
4. Reconnect the wiper motor harness connector.
5. Verify the wipers operate properly and park in
the proper position. Refer to Figure 3-3.

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
washer (3).
3. Disconnect the washer hose, and remove the
wiper arm.

FIGURE 3-1. WINDSHIELD WIPER

1. Wiper Motor 6. Cap Screw FIGURE 3-2. WIPER ARM DETAIL

2. Cap Screw 7. Flat Washer 1. Wiper Arm 4. Cap
3. Flat Washer 8. Lock Washer 2. Nut 5. Washer
4. Lock Washer 9. Linkage 3. Spring Washer 6. Nut
5. Plate 10. Nut

N03025 Cab Components N3-3

Installation
1. Place wiper arm (1, Figure 3-2) into the position
noted during removal. Install washer (3) and nut
(2). Tighten the nut to 16-20 N·m (142-177 in.
lbs) torque. Close the cover.
2. Connect the washer hose to the wiper arm.
3. Ensure the wipers arms operate properly and
park in the proper position after installation is
complete. Refer to Figure 3-3.
WIPER LINKAGE
Removal
1. Remove the wiper arms. Refer to Wiper Arm
Removal in this section.
2. Remove wiper retainer (8, Figure 3-3) and dis-
connect the wiper linkage from the wiper motor
drive arm.
3. Remove nut (6, Figure 3-2) and the washer (5)
from each wiper shaft.
4. Remove cap screws (3, Figure 3-3) with wash-
ers.
5. Remove wiper assembly from cab.

Installation
1. Place the wiper assembly into position in the
wiper compartment.
2. Install cap screws (3, Figure 3-3) with lock
washers (4) and flat washers (5) and tighten
cap screws.
3. Install washer (5, Figure 3-2) and nut (6) on
each wiper shaft and tighten finger-tight.
Tighten the nuts to 18-20 N·m (160-177 in. lbs)
torque. Do not overtighten. The threads on
the shafts are easily stripped when improp-
erly tightened. Install cap (4) over nut (6).
4. Align the linkage and attach 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 o’clock position as shown in Figure 3-3.

FIGURE 3-3. PARK POSITION 5. Install the wiper arms. Refer to Wiper Arm
Installation. Ensure the wipers arms operate
A. Park Position (7°) 5. Flat Washer
properly and park in the proper position after
1. Wiper Motor 6. Wiper Arm
installation is complete.
2. Wiper Blade 7. Nozzle
3. Cap Screw 8. Retainer
4. Lock Washer 9. Hose

N3-4 Cab Components N03025

WINDSHIELD WASHER
Operation
The windshield washer, mounted on the right side of
the hydraulic components cabinet behind the cab,
has a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-4)
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 the outlet hose (3) and fed to a jet located in
each of the windshield wiper arms.

Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump
from the control switch. If the pump is inoperable,
replace it with a new pump assembly.
Note: The pump is only available as an assembly
and cannot be repaired.

FIGURE 3-4. WINDSHIELD WASHER FLUID

RESERVOIR AND PUMP
1. Reservoir 3. Outlet Hose
2. Pump 4. Filler Cap

N03025 Cab Components N3-5

OPERATOR SEAT .

The operator's seat provides a fully adjustable cush-

ioned ride for the driver's comfort and ease of opera-
tion.

Adjustment
The following adjustments must be made while sit-
ting in the seat.
1. Headrest: Move up, down, fore, or aft by mov-
ing headrest (1, Figure 3-5) to desired position.
2. Armrests: Rotate adjusting knob until armrest
is in desired position.
3. Backrest: Lift handle (3) to release and select
backrest angle; release control handle to set.
4. Seat Belt: Operator should always have seat
belt (4) buckled in place and properly adjusted
whenever vehicle is in motion.
5. Seat Slope: Lift lever (5) and hold to adjust the
slope of seat. Release lever to lock adjustment.
6. & 7 Air Lumbar Support: Each rocker switch
(6 or 7) controls an air pillow. Switch (7) controls
the lower air pillow and switch (6) controls the
upper air pillow. To inflate, press on top of
rocker switch and hold for desired support, then
release. To deflate, press on bottom of rocker
switch and hold for desired support, then
release. Adjust each pillow for desired support.
8. Seat Suspension: Move rocker switch (8) up to
increase ride stiffness and down to decrease
ride stiffness.
9. Horizontal Adjustment: Lift control lever (9)
and hold. Bend knees to move seat to a com-
fortable position; release control lever to lock
adjustment
10. Seat Height: Lift lever (12) and hold to adjust FIGURE 3-5. OPERATOR’S SEAT ADJUSTMENT
the height of the seat. Release lever to lock CONTROLS
adjustment.
1. Headrest
2. Armrest Adjustment
3. Backrest Adjustment
4. Seat Belt
5. Seat Slope Adjustment
6. Upper Air Pillow Lumbar Support
7. Lower Air Pillow Lumbar Support
8. Suspension Adjustment
9. Horizontal Adjustment
10. Mounting Cap Screws and Hardware
11. Seat Tether Cap Screw
12. Seat Height Adjustment

N3-6 Cab Components N03025

Seat Removal
1. Remove cap screws (10, Figure 3-5) and hard-
ware that secures the seat base to the riser.
Remove cap screws (11) that secures tether to
floor.
2. Remove seat assembly from cab to clean work
area for disassembly.
Seat Installation
1. Mount seat assembly to seat riser. Install cap
screws (10, Figure 3-5), lockwashers, flatwash-
ers and nuts. Tighten cap screws to standard
torque.
2. Fasten tether straps to floor with cap screws
(11), flatwashers and lockwashers. Tighten cap
screws to standard torque

N03025 Cab Components N3-7

 NOTES:

N3-8 Cab Components N03025

 SECTION N4
HEATER / AIR CONDITIONER
INDEX
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
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Trinary™ Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13
AIR CONDITIONING SYSTEM SERVICING WARNINGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14
SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19

N04032 Heater/Air Conditioner N4-1

 SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Checking System Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Soap and Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Draining Oil from the Previous Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Evacuating and Charging the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
A/C DRIVE BELT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
COMPONENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
CHARGING THE A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35

TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-36

PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-42

N4-2 Heater/Air Conditioner N04032

 HEATER/AIR CONDITIONER
OPERATION
The heater/air conditioner assembly incorporates all
the controls necessary for regulating the cab interior
temperature; heated air during cold weather
operation, and de-humidified, cool air during warm
weather operation.
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.
Directional Control Knob
Knob (3, Figure 4-1) directs heated air to different
areas of the cab.
• 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.

An engine driven refrigerant compressor passes
refrigerant through an evaporator coil mounted in the
same enclosure. The same blowers used for heating
move air across the evaporator to provide cooled air
through the outlet vents.
All heater and air conditioner controls are mounted
on a pod on the face of the enclosure. Refer to
Figure 4-1 for the following:
Fan Control Knob
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).
• 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

Knob (2, Figure 4-1) 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 3. Air Location

2. Temperature 4. Air Vent

N04032 Heater/Air Conditioner N4-3

COMPONENTS
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.
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 at location FB1-1 (located in the
auxiliary electrical cabinet) is not burned out, and the
internal heater circuit breaker has not opened. Refer
to the electrical schematic for more detailed
information.
N4-4 Heater/Air Conditioner
Relays
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.
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
N04032
Fan Motor And Speed Control
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.
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.
Cab Air Filter
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.

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. FIGURE 4-3. CAB FILTER LOCATION

If the correct voltages are present during operation of

1. Access Cover 2. Cab Filter
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.

N04032 Heater/Air Conditioner N4-5

 FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY
1. Blower Housing 15. Grommet 29. Plate, Coil 43. Screw
2. Blower Wheel 16. Casing 30. Evaporator Core 44. Discharge Flapper
3. Cover Plate 17. Gasket 31. O-Ring 45. Front Door
4. Venturi 18. Filter Holder 32. Expansion Valve 46. Gasket
5. Motor, 24V 19. Recirculation Air Filter 33. Control Panel 47. Grommet
6. Motor Mount 20. Knob 34. Plate 48. Heater Core
7. Plate 21. Filter Holder 35. Light 49. Blower Retainer
8. Actuator Motor 22. Foam Insulation 36. Overlay 50. Relay (12V)
9. Screw 23. Nut 37. Knob 51. Circuit Breaker
10. Spacer 24. Flat Washer 38. Blower Switch 52. Resistor (12 Volt)
11. Defrost Flapper 25. Cover 39. Potentiometer 53. Resistor (24 Volt)
12. Snap Bushing 26. Louver 40. Switch 54. Thermostat
13. Foam 27. Louver Adapter 41. Plunger 55. Grommet
14. Heater Valve 28. Foam 42. Disc (Temperature)

N4-6 Heater/Air Conditioner N04032

 FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM
1. Blower Switch 7. Evaporator 13. Magnetic Clutch
2. Thermostatic Switch 8. Expansion Valve 14. Compressor Drive Pulley
3. Battery Supply 9. Suction Line 15. Receiver-Drier
4. Circuit Breaker 10. Test Gauges & Manifold 16. Discharge Line
5. Blower 11. Compressor 17. Condenser
6. Temperature Sensor 12. Refrigerant Container 18. Accumulator

N04032 Heater/Air Conditioner N4-7

ENVIRONMENTAL IMPACT OF
AIR CONDITIONING
Environmental studies have indicated a weakening of
the earth’s protective Ozone (O3) layer in the outer
stratosphere. Chloro-flouro-carbon compounds
(CFC’s), 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.
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.
N4-8 Heater/Air Conditioner
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.
Air Conditioning
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.
N04032
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.
The Refrigeration Cycle
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.
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.
N04032 Heater/Air Conditioner
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.
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.
N4-9
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 V-
belt 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.
Condenser
The condenser receives the high pressure, high-
temperature 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).
N4-10 Heater/Air Conditioner
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.
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.
N04032
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.
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.
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.
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.
N04032 Heater/Air Conditioner
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.
Evaporator
The evaporator cools and dehumidifies the air before
it enters the cab. Cooling a large area requires that
large volumes of air be passed through the
evaporator coil for heat exchange. Therefore, a
blower becomes a vital part of the evaporator
assembly. It not only draws heat laden air into the
evaporator, but also forces this air over the
evaporator fins and coils where the heat is
surrendered to the refrigerant. The blower forces the
cooled air out of the evaporator into the cab.
Heat exchange, as explained under condenser
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.
N4-11
ELECTRICAL CIRCUIT Compressor Clutch
The air conditioner's electrical circuit is fed from an An electromagnetic clutch is used in conjunction with
accessory circuit and is fused with a 30-ampere the thermostat to disengage the compressor when it
circuit breaker. is not needed, such as when a defrost cycle is
indicated in the evaporator, or when the system or
The blower control is a switch which provides a
blower is turned off.
range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the The stationary field clutch is the most desirable type
compressor clutch. Once the blower is turned on, fan since it has fewer parts to wear. The field is mounted
speeds may be changed without affecting the to the compressor by mechanical means depending
thermostat sensing level. on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The
The thermostat reacts to changing temperatures
armature is mounted on the compressor body.
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the When no current is fed to the field, there is no
evaporator coil to sense temperature. magnetic force applied to the clutch and the rotor is
free to rotate on the armature, which remains
When the contacts are closed, current flows to the
stationary on the crankshaft.
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which When the thermostat or switch is closed, current is
starts the refrigeration cycle. When the temperature fed to the field. This sets up a magnetic force
of the evaporator coil drops to a predetermined point, between the field and armature, pulling it into the
the contacts open and the clutch disengages. rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
When the clutch is disengaged, the blower remains
remains stationary. This causes the compressor
at the set speed. After the evaporator temperature
crankshaft to turn, starting the refrigeration cycle.
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the When the switch or thermostat is opened, current is
refrigeration cycle resumes. 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
Thermostat to the field. In addition, safety switches in the
compressor clutch electrical circuit control clutch
An electromagnetic clutch is used on the compressor operation, disengaging the clutch if system pressures
to provide a means of constant temperature control are abnormal.
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 Heater/Air Conditioner N04032

Trinary™ Switch • Fan Clutch - The mid-range function actuates the
engine fan clutch, if installed.
This switch is mounted on the receiver-drier and has
three functions, as implied by the name: • High Pressure - This switch opens and
disengages the compressor clutch if system
1. Disengage the compressor clutch when system pressure rises above the 2068 - 2413 kPa (300 -
pressure is too high. 350 psi) range. After system pressure drops to
2. Disengage the compressor clutch when system 1448 - 1724 kPa (210 - 250 psi), the switch
pressure is too low. contacts will close and the clutch will engage.
3. Engage and disengage the radiator fan drive The switch functions will automatically reset when
clutch during normal variation of system system pressure returns to normal.
pressure.
OPENS CLOSES
The Trinary™ switch performs three distinct Low 103 - 207 kPa 276 kPa
functions to monitor and control refrigerant pressure Pressure (15 - 30 psi) (40 psi)
in the system. This switch is installed on the receiver- descending rising pressure
drier. The switch functions are: pressure
Terminals 1 and 2 are connected internally through High 2068 - 2413 kPa 1448 - 1724 kPa
two, normally closed pressure switches in series, the Pressure (300 - 350 psi) (210 - 250 psi)
low pressure switch and the high pressure switch.
241 - 414 kPa 1379 - 1586 kPa
Fan (35 - 60 psi) (200 - 230 psi)
Clutch below closing rising pressure
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.

Terminals 3 & 4 are connected internally through a

normally open switch that is used to control the NOTE: One other pressure controlling device is
clutch that drives the radiator fan. This switch closes installed within the compressor. A mechanical relief
and causes the cooling fan clutch to engage when valve is located on the back of the compressor. The
system pressure rises to 1379 - 1586 kPa (200 - 230 relief valve will open at 3447 - 3792 kPa (500 - 550
psi). When pressure falls to 965 - 1344 kPa (140 - psi). The purpose of this valve is to protect the
195 psi), the switch contacts open, and the cooling compressor in the event that pressure should be
fan clutch disengages. allowed to rise to that level. Damage to the
compressor will occur if pressure exceeds 550 psi.
• 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.

N04032 Heater/Air Conditioner N4-13

AIR CONDITIONING SYSTEM SERVICING
WARNINGS
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.
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.
N4-14 Heater/Air Conditioner
.
Federal regulations prohibit venting R-12 and R-
134a 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.
• 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.
N04032
SERVICE TOOLS AND EQUIPMENT
Recovery/Recycle Station
Whenever refrigerant must be removed from the
system, a dual purpose station as shown in Figure 4-
6, 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.
FIGURE 4-6. RECOVERY/RECYCLE STATION
N04032 Heater/Air Conditioner
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.
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.
FIGURE 4-7. TYPICAL ELECTRONIC LEAK
DETECTOR
N4-15
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 FIGURE 4-8. MANIFOLD GAUGE SET
special hoses and fittings are designed to minimize
refrigerant loss and to preclude putting the wrong
refrigerant in a system.

NOTE: When hose replacement becomes necessary, Low Side Gauge

the new hoses must be marked “SAE J2916 R-
134a”. 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
Functions of the manifold gauge set are included in side of the scale is calibrated to 150 psi.
many of the commercially available recovery or
recovery/recycle stations.

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.

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.

N4-16 Heater/Air Conditioner N04032

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 attempt to connect
service equipment when the engine is running.
1. Be sure all valves on the manifold are closed all
the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service
fittings and remove their protective caps.
FIGURE 4-9. SERVICE HOSE HOOK-UP
N04032 Heater/Air Conditioner
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.
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.
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.
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.
N4-17
Service Valves Vacuum Pump
Because an air conditioning system is a sealed The vacuum pump (Figure 4-11) is used to
system, two service valves are provided on the completely evacuate all of the refrigerant, air, and
compressor to enable diagnostic tests, system moisture from the system by deliberately lowering
charging or evacuation. Connecting the applicable the pressure within the system to the point where
hoses from the manifold gauge set to the compressor water turns to a vapor (boils) and together with all air
service valves enables each of these to be readily and refrigerant is withdrawn (pumped) from the
performed. system.
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.
FIGURE 4-11. VACUUM PUMP

FIGURE 4-10. R-134a SERVICE VALVE

1. System Service Port 3. Service Hose

Fitting Connection
2. Quick Connect

N4-18 Heater/Air Conditioner N04032

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.
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 receiver-
drier for even temperatures. If outlet is cooler
than inlet, a restriction is indicated.
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.
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.

N04032 Heater/Air Conditioner N4-19

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 EL5550) 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).
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
mustn’t 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.
N4-20 Heater/Air Conditioner
Checking System Oil
The receiver-drier and accumulator must be
replaced each time the system is opened.
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.
NOTE: The proper quantity of oil may be injected into
the system during charging as an alternate method of
adding oil.
N04032

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.

REPLACING OIL Reclaimed Refrigerant

Component Oil to add Reclaimed refrigerant has been filtered through a

more thorough filtering process and has been
Condenser 60-90 ml (2-3 ounces) processed to the same standards of purity as virgin
refrigerant. Because of this, reclaimed refrigerant is
Evaporator 30 ml (1 ounce) acceptable for use in all systems, not just mobile.
Receiver-Drier 60 ml (2 ounces) The reclaiming equipment used for this process is
expensive, and therefore, not common among
Accumulator 60 ml (2 ounces) normal maintenance shops. Equipment such as this
is more commonly found in air conditioning specialty
Compressor 207 ml (7 ounces) shops.
Block Valve
Adding oil is not necessary
(Expansion)

Drain and measure amount

Hoses
removed
Always use new, recycled, or reclaimed
refrigerant when charging a system. Failure to
adhere to this recommendation may result in
5. Connect all hoses and components in the
premature wear or damage to air conditioning
system. Lubricate O-rings with clean mineral oil
system components and poor cooling
before assembly.
performance.
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.

N04032 Heater/Air Conditioner N4-21

Refrigerant Quantity
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.
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.
R-134a Refrigerant Containers
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.
FIGURE 4-12. R-134a CONTAINERS
1. 14 kg (30 lb) 2. 28 kg (60 lb)
Cylinder Cylinder
N4-22 Heater/Air Conditioner
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.
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.
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.
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.
N04032
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
Performing the Recovery Cycle
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.
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.
Before system assembly, check the compressor
oil level and fill to specifications.
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.
10. Check the sight glass oil level to determine the
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.
11. Mark the cylinder with a “RECOVERED” (red)
4. Place the controller knob in the ON position.
The low pressure gauge will show a rise.
5. Immediately switch to the OFF position and
allow the pressure to stabilize. If the pressure
does not rise to 34 - 69 kPa (5 - 10 psi), switch
the controller ON and OFF again.
N04032 Heater/Air Conditioner
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.
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.
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).
magnetic label to reduce the chance of charging
a system with contaminated refrigerant. Record
the amount of refrigerant recovered.
N4-23
Performing the Recycling Procedure
The recovered refrigerant contained in the cylinder
must undergo the recycle procedure before it can be
reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
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.
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.
N4-24 Heater/Air Conditioner
System Flushing
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.
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. 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.
4. After flushing, blow out the system with dry
shop air for 5 to 10 minutes.
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.
N04032
A/C DRIVE BELT CHECKOUT PROCEDURE
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
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. FIGURE 4-14. DEFLECTION MEASUREMENT

Belt Tension Check
NOTE: This procedure has been written for use with
belt tension tool (XA3379), 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 - XA3379

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.

N04032 Heater/Air Conditioner N4-25

 FIGURE 4-15. BELT ALIGNMENT TOOL
1. AC Compressor Pulley 2. Drive Pulley 3. Alignment Tool

346 mm (13.63 in.)

FIGURE 4-16. BELT TENSION DIMENSIONS

N4-26 Heater/Air Conditioner N04032

COMPONENT REPLACEMENT
Hoses and Fittings
When replacing hoses, be sure to use the same type
and ID hose you removed. When hoses or fittings are
shielded or clamped to prevent vibration damage, be
sure these are in position or secured.
Lines
Always use two wrenches when disconnecting or
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
6 10 - 15 ft.lbs. 14 - 20 Nm
8 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 N·m (11 - 25 ft lbs).
Expansion Valve
When removing the expansion valve from the
system, remove the insulation, clean the area and
disconnect the line from the receiver-drier. Detach
the capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the
filter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.
N04032 Heater/Air Conditioner
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.
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.
N4-27
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.
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.
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.
N4-28 Heater/Air Conditioner
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.
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.
NOTE: 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 coil’s 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.
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.
N04032
Servicing the Compressor Clutch 1. Remove the belt guard from the front of the air
conditioning compressor.
* RECOMMENDED TOOLS FOR COMPRES-
SOR CLUTCH REMOVAL AND INSTALLATION

J-9399 Thin Wall Socket

**J-9403 Spanner Wrench

**J-25030 Clutch Hub Holding Tool

Clutch Plate and Hub Assembly

J-9401
Remover

J-8433 Pulley Puller

J-9395 Puller Pilot

FIGURE 4-17.
***J-24092 Puller Legs
1. Belt Pulley 3. Shaft
J-8092 Universal Handle 2. Clutch Hub/Drive Plate 4. Locknut
J-9481 Pulley and Bearing Installer

J-9480-01 Drive Plate Installer

J-9480-02 Spacer, Drive Plate Installer

2. Remove the drive belt from compressor belt
pulley (1, Figure 4-13).
*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.

FIGURE 4-18.

1. Thin Wall Socket

2. Clutch Hub Holding Tool
3. Clutch Hub

N04032 Heater/Air Conditioner N4-29

 3. Remove locknut (4) using thin wall socket (1, 5. Remove square key (1, Figure 4-16) from the
Figure 4-14) or the equivalent. Use clutch hub keyways.
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 4-21.

1. Clutch Hub 2. Pulley

FIGURE 4-19. 6. Inspect the friction surface on the clutch hub

and the friction surface on the pulley. Scoring on
1. Clutch Assembly 2. Clutch Plate & Hub
the friction surfaces is normal. DO NOT replace
Assembly Remover
these components for this condition only.
4. Thread clutch plate and hub assembly remover
(2, Figure 4-15) 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.
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.

FIGURE 4-20.

1. Square Key 2. Keyway in Shaft

N4-30 Heater/Air Conditioner N04032

Pulley Removal
FIGURE 4-22.
1. Pulley Assembly 3. Retaining Ring Pliers
2. Pulley Retainer Ring
7. Use retaining ring pliers (3, Figure 4-18) to
remove pulley retainer ring (2) from pulley (1).
8. Pry the absorbent sleeve retainer from the neck
of the compressor, and remove the sleeve.
FIGURE 4-23.
1. Pulley Puller 3. Puller Pilot
2. Pulley Assembly
9. Install pulley puller (1, Figure 4-19) 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.
N04032 Heater/Air Conditioner
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.
Pulley Installation
FIGURE 4-24.
1. Bearing Installer 2. Universal Handle
1. Place the pulley assembly into position on the
compressor. Use bearing installer (1, Figure 4-
20), 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.
N4-31
Clutch Assembly Installation
1. Insert square key (1, Figure 4-16) 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.
FIGURE 4-25.
1. Drive Plate Installer 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 4-21) onto
the shaft of the compressor. Spacer (2) should
be in place under the hex nut on the tool.
N4-32 Heater/Air Conditioner
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 4-22.
NOTE: The outer threads of installer (J-9480-01) are
left handed threads.
FIGURE 4-26. CLUTCH GAP
5. Install locknut (4, Figure 4-13) 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.
N04032
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 (100°C, 212°F 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
24°C (75°F) at sea level, by creating a vacuum in the
system so that the pressure is below that of the
outside air (in this case, at least 749.3 mm (29.5 in.) FIGURE 4-27. VACUUM PUMP HOOKUP
of vacuum is needed), the boiling point of water will
be lowered to 22°C (72°F). Thus any moisture in the NOTE: Refer to Table 2 for optimal vacuum
system will vaporize and be drawn out by the pump if specifications at various altitudes.
the pump is run for approximately an hour. The 1. With the manifold gauge set still connected
following steps indicate the proper procedure for (after discharging the system), connect the
evacuating all moisture from the heavy duty air center hose to the inlet fitting of the vacuum
conditioning systems. pump as shown in Figure 4-23. 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
Do not attempt to use the air conditioning gauge. The pump should pull the system into a
compressor as a vacuum pump or the vacuum. If not, the system has a leak. Find the
compressor will be damaged. source of the leak, repair, and attempt to
evacuate the system again.

N04032 Heater/Air Conditioner N4-33

 3. Allow the vacuum pump to run for at least 45 CHARGING THE A/C SYSTEM
minutes.
The proper method for charging refrigerant into a R-
4. Shut off the vacuum pump and observe the 134a system is to first, recover all of the refrigerant
gauges. The system should hold the vacuum from the system. The charging refrigerant should
within 5 cm Hg (2 in. Hg) of the optimal vacuum then be weighed on a scale to ensure the proper
for five minutes. If the vacuum does not hold, amount is charged into the system. Most recovery
moisture may still be present in the system. units include a scale within the apparatus, thus
Repeat the previous step. If the vacuum still making it very easy to charge the correct amount
does not hold, a leak may be present in the every time. If equipment such as this is not available,
system. Find the source of the leak, repair, and a common scale can be used to determine the
evacuate the system again. weight of charge. Simply weigh the charging tank,
NOTE: In some cases, 45 minutes of evacuation may subtract the weight of the proper charge, and charge
not be sufficient to vaporize all of the moisture and the system until the difference is shown on the scale.
draw it out of the system. If it has been verified that On certain types of equipment, it is also possible to
no system leaks exist and gauge readings increase add any necessary lubricant when charging the
after 45 minutes, extend the evacuation time to system.
ensure total moisture removal. 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
TABLE 2. ALTITUDE VACUUM VARIATIONS
indication, but it is not a reliable tool for determining
Altitude Above Sea Level Optimal Vacuum proper charge.
0 m (0 ft) 76.0 cm Hg. (29.92 in. Hg.)
NOTE: Charging is to be performed with the engine
305 m (1000 ft) 73.5 cm Hg. (28.92 in. Hg.) and compressor operating. Charge the A/C system
610 m (2000 ft) 70.7 cm Hg. (27.82 in. Hg.) through the low side service port. Trucks equipped
914 m (3000 ft) 68.1 cm Hg. (26.82 in. Hg.) with accumulators may charge the refrigerant as a
liquid or as a vapor.
1219 m (4000 ft) 65.6 cm Hg. (25.82 in. Hg.)
1524 m (5000 ft) 63.3 cm Hg. (24.92) in. Hg.
1. Charge the A/C system with 3.4 kg (7.4 lbs) of
R-134a refrigerant.
1829 m (6000 ft) 60.8 cm Hg. (23.92 in. Hg.)
2. Check the system for leaks. Refer to System
2134 m (7000 ft) 58.5 cm Hg. (23.02 in. Hg.) Leak Testing.
2438 m (8000 ft) 56.4 cm Hg. (22.22 in. Hg.) 3. If no leaks are found, verify the system’s cooling
2743 m (9000 ft) 54.2 cm Hg. (21.32 In. Hg.) capacity meets requirements. Refer to System
NOTE: The chart indicates the expected gauge readings at Performance Testing.
altitude to obtain the optimal vacuum.

N4-34 Heater/Air Conditioner N04032

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.
• Heater/water valve - Check for malfunction or
leaking. With the heat switch set to COLD, the
heater hoses should be cool.
N04032 Heater/Air Conditioner
• 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.
• 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.
N4-35
 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 Check for leaks by performing leak test.
slightly lower than normal.
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 perform-
ance 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 Suggested Corrective Actions

- Pressure sensing switch may have compressor
clutch disengaged.
- Refrigerant excessively low; leak in system.
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 com-
pressor 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.

N4-36 Heater/Air Conditioner N04032

 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.
PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - Normal
High side pressure - Normal
Discharge air is only slightly cool.
(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.
N04032 Heater/Air Conditioner
Suggested Corrective Actions
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 com-
pressor 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.
Suggested Corrective Actions
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.
N4-37
 PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - HIGH
High side pressure - HIGH
Discharge air is only slightly cool.
Possible Causes
- Leaks in system.
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.
N4-38 Heater/Air Conditioner
Suggested Corrective Actions
Test for leaks, especially around the compressor
shaft seal area. After leaks are found, recover
refrigerant from the system and repair leaks. Re-
place 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 perform-
ance.
Suggested Corrective Actions
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 press-
ure 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.
N04032
 PROBLEM: Expansion Valve Stuck Open
Indications:
Low side pressure - HIGH
High side pressure - Normal
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 imposs-
ible 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.
PROBLEM: High Pressure Side Restriction
Indications:
Low side pressure - LOW
High side pressure - Normal to HIGH
Discharge air is only slightly cool.
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.
N04032 Heater/Air Conditioner
Suggested Corrective Actions
Test: Operate the A/C system on it's coldest
setting for a few minutes. Carefully spray
nitrogen or another cold substance on the cap-
illary 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 perform-
ance.
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 expan-
sion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant using a
scale. Check A/C operation and performance.
Suggested Corrective Actions
Repair Procedure: After you locate the defective
component containing the restriction, recover all
of the refrigerant. Replace the defective compo-
nent and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check A/C
operation and performance.
N4-39
 PROBLEM: Compressor Malfunction
Indications:
Low side pressure - HIGH
High side pressure - LOW
Compressor operates noisily.
Possible Causes
- Defective reed valves or other internal
components.
PROBLEM: Thermostatic Switch Malfunction
Indications:
Low side pressure - Normal
High 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.
N4-40
Suggested Corrective Actions
Repair Procedure: If the belt is worn or loose,
replace or tighten it and recheck system perform-
ance 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.
Suggested Corrective Actions
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
Heater/Air Conditioner N04032
 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 Suggested Corrective Actions

- Lack of air flow through the condenser fins
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 over-
charged. 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.

N04032 Heater/Air Conditioner N4-41

 PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM
Truck Serial Number_________________________ Last Maintenance Check:_____________________

Site Unit Number____________________________ Name of Service Technician________________

Date:____________Hour Meter:________________
NOTE: Compressor should be run at least 5 minutes
(40°F minimum ambient temperature) every month,
Maintenance Interval in order to circulate oil and lubricate components.
COMPONENT (months)
Maintenance Interval
3 6 12 Done
COMPONENT (months)
1. Compressor
3 6 12 Done
Check noise level
5. Expansion Valve X
Check clutch pulley
Inspect capillary tube (if
Check oil level used) for leakage, damage,
Run system 5 minutes looseness
Check belt tension 6. Evaporator
(80-100) lbs; V-belt
Clean dirt, bugs, leaves, etc.
Inspect shaft seal for leakage from fins (w/ compressed air)
Check mounting bracket Check solder joints on inlet/
(tighten bolts) outlet tubes (leakage)
Check clutch alignment w/ Inspect condensation drain
crankshaft pulley (within
7. Other Components
0.06 in.)
Check discharge lines
Perform manifold gauge
(hot to touch)
check
Check suction lines
Verify clutch is engaging
(cold to touch)
2. Condenser
Inspect fittings/clamps/hoses
Clean dirt, bugs, leaves, etc.
Check thermostatic switch for
from coils (w/compressed air)
proper operation
Verify engine fan clutch is
Outlets in cab: 40°F to 50° F
engaging (if installed)
Inspect all wiring connections
Check inlet/outlet for
obstructions or damage Operate all manual controls
through full functions
3. Receiver-Drier
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.

N4-42 Heater/Air Conditioner N04032

 SECTION N5
OPERATOR CAB CONTROLS
INDEX

STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Tilt / Telescope Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Multi-Function Turn Signal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
DYNAMIC RETARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Retarder/Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Accelerator (Throttle) Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
Starting on a Grade With a Loaded Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
GRADE/SPEED RETARD CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Speakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Warning Alarm Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Radio/Cassette Player . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Warning Indicator Light Dimmer Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Status/Warning Light Indicator Light Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Air Cleaner Vacuum Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Directional Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Override/Fault Reset Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Engine Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
L.H. & R.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Hoist Control Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Retard Speed Control (RSC) Adjustment Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Retard Speed Control (RSC) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Data Store Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
VHMS Snapshot In Progress Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Link Energized Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Service Engine Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12

N05073 Operator Cab Controls N5-1

 DIAGNOSTIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
VHMS Diagnostic Port. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Interface Module (IM) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Payload Meter Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Truck Control Interface (TCI) Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Propulsion System Controller (PSC) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Engine Diagnostic Port (CENSE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Engine Diagnostic Port (QUANTUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Control Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Key Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Engine Shutdown Switch with 5 Minute Idle Timer Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
AC Drive System Rest Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Wheel Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Hazard Warning Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Hydraulic Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Right Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Digital Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
High Beam Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Speedometer/Payload Meter Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Left Turn Signal Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Coolant Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Lamp Check Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Headlight/Panel Illumination Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Backup Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Fog Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Payload Meter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Panel Illumination Light Dimmer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Engine Oil Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Engine Hourmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
OVERHEAD STATUS/WARNING INDICATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
VEHICLE HEALTH MONITORING SYSTEM (VHMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Basic Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25

N5-2 Operator Cab Controls N05073

 OPERATOR CAB CONTROLS

FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW

1. Steering Wheel 6. Heater/Air Conditioner Controls 11. Radio/Cassette Player
2. Retarder Control Lever 7. Instrument Panel 12. Warning Lights Dimmer Control
3. Retarder/Service Brake Pedal 8. Grade/Speed Retard Chart 13. Warning/Status Indicator Lights
4. Throttle/Accelerator Pedal 9. Radio Speakers 14. Air Cleaner Vacuum Gauges
5. Heater/Air Conditioner Vents 10. Warning Alarm Buzzer 15. Windshield Wipers

N05073 Operator Cab Controls N5-3

STEERING COLUMN
Removal
1. Turn the key switch OFF. Allow at least 90
seconds for the steering accumulators to bleed
down. Turn the steering wheel to ensure that no
pressure remains.
2. Activate the battery disconnect switch.
3. Remove access cover (15, Figure 5-2) from the
front of the cab.
NOTE: Do not remove hydraulic lines from the
steering control unit unless necessary.
4. Loosen capscrews (10) on steering control unit
(7) and move it out of the way.
5. Disconnect the steering column wire harness.
6. Remove the screws that secure trim cover (14)
where the steering column enters the
instrument panel. Remove the cover.
7. Remove capscrews (12) and brackets (8) and
(9).
8. Remove four capscrews (4) with flat washers FIGURE 5-2. STEERING COLUMN INSTALLATION
(5) and lockwashers (6). Access these
1. Steering Wheel 9. Bracket - R.H.
capscrews from the front of the cab through the
2. Button Horn 10. Capscrew
access opening.
3. Steering Column 11. Lockwasher
9. Lift the steering column from the instrument 4. Capscrew 12. Capscrew
panel. 5. Flat Washer 13. Nut
6. Lockwasher 14. Trim Cover
Inspection 7. Steering Control Unit 15. Access Cover
Whenever the steering column or steering control 8. Bracket - L.H.
unit is removed for service, the steering column shaft
splines should be inspected for excessive wear.
1. With the column assembly removed from the
truck, thoroughly clean the splines on the
steering column shaft. Inspect for damage and
excessive wear.
2. Use an outside micrometer or dial caliper to
measure the outside diameter of the male
splines on the steering column shaft.
Minimum diameter: 24.13 mm (0.95 in.)
3. If the splines are smaller than the minimum
diameter specification, replace the steering
column.

N5-4 Operator Cab Controls N05073

Installation
1. Insert capscrew (10, Figure 5-2) with
lockwashers (11) and flat washers (5) through
brackets (8) and (9), then through the steering
column flange. Add second flat washer (5) and
nut (13) to each capscrew to hold the parts
together. Tighten the nuts securely.
2. Slide the entire assembly down the tapered
blocks until brackets (8) and (9) contact the
mounting surface in the cab. Install capscrews
(4) and (12) with flat washers (5) and
lockwashers (6). Tighten capscrews (4) only.
3. Inspect brackets (8) and (9) to see whether they
contact the mounting surface evenly and are flat
and inline with the surface. If they are, tighten
capscrews (12). If brackets are not quite
parallel, install flat washers as needed between
the brackets and mounting surface to eliminate
any gaps. Tighten capscrews (12) to the
standard torque.
4. After capscrews (4) and (12) are tightened to
the standard torque, remove nuts (13) and flat
washers (5) that were holding the steering
column to the two brackets. Do not remove
capscrews (10) from the brackets.
N05073 Operator Cab Controls
5. Lubricate the male splines on the end of the
steering column shaft.
Note: There is no lower end bearing in this steering
column assembly. Therefor, the male end of the shaft
will have to be guided into the mating female part of
the steering control unit.
6. Without removing capscrews (10) from the
holes, move steering control unit (7) into place
and start each of the capscrews.
7. Tighten four capscrews (10) to the standard
torque.
8. Ensure that the steering wheel turns properly
without binding and that the steering wheel
returns to its centered position after rotating 1/4
turn to the left and to the right.
9. If disconnected, reconnect the hoses to the
steering control unit.
10. Connect the steering column wire harness to
the harness in the cab.
11. Install access cover (15) and trim cover (14).
N5-5
STEERING WHEEL AND CONTROLS
Steering wheel (1, Figure 5-1) can be telescoped in
and out, and the lilt angle can be adjusted to provide
a comfortable steering wheel position for most
operators.
Horn Button
Actuate the horn by pushing horn button (2, Figure 5-
3) in the center of the steering wheel. Ensure that the
horn operates 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.
Tilt / Telescope Lever
The steering column can be telescoped and the
steering wheel can be tilted with lever (3, Figure 5-3)
in front of the turn signal lever.
Adjust the tilt of the steering wheel by pulling the
lever toward the steering wheel and moving the
wheel to the desired angle. Releasing the lever will
lock the wheel in the desired location.
Adjust the steering column by pushing the lever
forward to unlock the telescoping function. After
positioning as desired, release the lever to lock the
steering column in position.
N050262
FIGURE 5-3. STEERING WHEEL & CONTROLS
1. Steering Wheel 4. Multi-Function Turn
2. Horn Button Signal Switch
3. Tilt/Telescope Lever 5. Retarder Control Lever
N5-6 Operator Cab Controls
Multi-Function Turn Signal Switch
Multi-function turn signal switch (4, Figure 5-3) is
used to activate the turn signal lights, the windshield
wipers, and to select high or low beam headlights.
Turn Signal Operation
Move the lever upward to signal a right turn.
Move the lever downward to signal a left
turn.
An indicator in the top center of the
instrument panel will illuminate to indicate the
selected turn direction. Refer to Instrument Panel
later in this section.
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.
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.
Windshield Wiper Operation
Windshield Wipers OFF
Intermittent - Long Delay
Intermittent -Medium Delay
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.
N05073
DYNAMIC RETARDING
Dynamic retarding is a braking torque (not a brake)
produced through electrical generation by the wheel
motors when the truck motion (momentum) is the
propelling force.
For normal truck operation, dynamic retarding
should be used to slow and control truck speed.
Dynamic retarding is available in FORWARD/
REVERSE at all truck speeds above 0 mph/kph.
However, as the truck speed slows below 3 mph (5
kph), the available retarding force may not be
effective. Use the service brakes to bring the truck
to a complete stop.
Dynamic retarding will not hold a stationary truck on
an incline.Use the parking brake or wheel brake lock
for this purpose.
Dynamic retarding is available in NEUTRAL only
when truck speed is above 3 mph (5 kph).
When dynamic retarding is in operation, engine rpm
will automatically go to an advance retard speed
setting. This rpm will vary depending on temperature
of several electrical system components.
Dynamic retarding will be applied automatically if the
speed of the truck obtains the maximum speed
setting programmed in the control system software.
When dynamic retarding is activated, an indicator
light in the overhead display will illuminate. The
grade/speed retard chart should always be used to
determine safe downhill speeds. Refer to Grade/
Speed Retard Chart in this chapter.
Retarder Control Lever
Retarder control lever (5, Figure 5-3) mounted on the
right side of the steering column can be used to
modulate retarding effort. The lever will command the
full range of retarding and will remain at a fixed
position when released.
a. When the lever is rotated to full “up”
(counterclockwise) position, it is in the OFF/
no retard position. An adjustable detent
holds the lever in the OFF position. Refer to
Section J in the service manual for
adjustment procedures.
b. When the lever is rotated to full “down”
(clockwise) position, it is in the full ON/retard
position.
c. For long downhill hauls, the lever may be
positioned to provide desired retarding effort,
and it will remain where it is positioned.
N05073 Operator Cab Controls
NOTE: The retarder control lever must be rotated
back to the OFF position before the truck will resume
the propel mode of operation.
The lever and foot-operated retarder/service brake
pedal can be used simultaneously or independently.
The Propulsion System Controller (PSC) will
determine which device is requesting the most
retarding effort and apply that amount.
Retarder/Brake Pedal
Retarder/brake pedal (3, Figure 5-1) is a single, foot-
operated pedal that controls both retarding and
service brake functions. The first portion of pedal
travel commands retarding effort through a rotary
potentiometer. The second portion of pedal travel
modulates service brake pressure directly through a
hydraulic valve. Thus, the operator must first apply,
and maintain, full dynamic retarding in order to apply
the service brakes. Releasing the pedal returns the
brake and retarder to the OFF position.
When the pedal is partially depressed, the dynamic
retarding is actuated. As the pedal is further
depressed, to where dynamic retarding is fully
applied; the service brakes (while maintaining full
retarding) are actuated through a hydraulic valve
which modulates pressure to the service brakes.
Completely depressing the pedal causes full
application of both dynamic retarding and the
service brakes. An indicator light in the overhead
panel (B3, Figure 5-7) will illuminate, and an increase
in pedal resistance will be felt when the service
brakes are applied.
For normal truck operation, dynamic retarding
(lever or pedal) should be used to slow and control
the speed of the truck.
Service brakes should be applied only when
dynamic retarding requires additional braking force to
slow the truck speed quickly or when bringing the
truck to a complete stop.
N5-7
Throttle/Accelerator Pedal
Throttle/accelerator pedal (4, Figure 5-1 and shown
below) is a foot-operated pedal which allows the
operator to control engine rpm depending on pedal
depression.
It is used by the operator to request torque from the
motors when in forward or reverse. In this mode, the
propulsion system controller commands the correct
engine speed for the power required. In NEUTRAL,
this pedal controls engine speed directly.
GRADE/SPEED RETARD CHART
Grade/speed retard chart (8, Figure 5-1 and shown
below) provides the recommended MAXIMUM
retarding limits at various truck speeds and grades
with a fully loaded truck.
This decal in the truck may differ from the decal
below due to optional truck equipment such as:
wheel motor drive train ratios, retarder grids, tire
sizes, etc. Always refer to this decal in the operator's
cab and follow these recommendations for truck
operation.
The operator should reference this chart before
descending any grade with a loaded truck. Proper
use of dynamic retarding will maintain a safe speed.

N050171

Starting on a Grade With a Loaded Truck

Initial propulsion with a loaded truck should begin
from a level surface whenever possible, but when
there are circumstances where starting on a hill or
grade cannot be avoided, use the following
procedure:
1. Fully depress the foot-operated retarder/service
brake pedal (Do Not use retarder lever) to hold
the truck on the grade. With service brakes fully
applied, move the selector switch to a drive
position (FORWARD/REVERSE) and increase
engine rpm with throttle pedal.
2. As engine rpm approaches maximum, and
operator senses propulsion effort working
against the brakes, release the brakes and let
truck movement start. Be sure to completely
release the foot-operated retarder/service brake Two speed lists are provided, one for continuous
pedal. As truck speed increases above 5 - 8 kph retarding, and the second for short term
(3 - 5 mph), the Propulsion System Control (approximately three-minute) retarding. Both lists are
(PSC) will drop propulsion if the retarder is still matched to the truck at maximum Gross Vehicle
applied. Weight (GVW). The two ratings are guidelines for
Releasing and reapplying dynamic retarding proper usage of the retard function on downhill
during a hill start operation will result in loss of grades.
propulsion and, if truck speed is above 2 - 3 kph
(1 - 2 mph), application of retarding effort.

N5-8 Operator Cab Controls N05073

The “short term” numbers listed on the chart indicate
the combination of speeds and grades which the
vehicle can safely negotiate for a short duration
before system components reach the maximum
allowable temperature during retarding. These
speeds are faster than the “continuous” values,
reflecting the thermal capacity of various system
components. System components can accept
heating at a higher-than-continuous rate for a short
period of time. Beyond this short duration of time, the
system would become overheated.
If the vehicle is operated at “short term” grade and
speed limits for a period of time exceeding thermal
capacity, the Propulsion System Controller (PSC)
gradually reduces retarding effort from “short term” to
“continuous”. The “retard @ continuous” indicator
light will illuminate alerting the operator of the
retarding reduction and the need for a reduction in
speed. The operator must use the service brakes to
quickly slow the truck to maximum “continuous”
retarding limits or less.
Do not LIGHTLY apply the service brakes when
attempting to slow the truck on a downhill grade.
Overheating of the brakes will result. FULLY
apply the brakes (within safe limits for road
conditions) in order to quickly slow the truck to
maximum “continuous” retarding limits or less.
NOTE: The three-minute “short term” timing is a
MINIMUM; the actual time limit could be greater.
Ambient temperature, barometric pressure and
recent motor power levels can affect this number.
The “short term” rating will successfully
accommodate most downhill loaded hauls. It is
necessary to divide haul road grade segment length
by allowable speed to determine actual time on
grade. If actual time on the grade exceeds the
allowable limits, the grade will need to be negotiated
at the “continuous” speed.
The “continuous” numbers on the chart indicate the
combination of speeds and grades which the vehicle
can safely negotiate for unlimited time or distance
during retarding.
DO NOT exceed these recommended MAXIMUM
speeds when descending grades with a loaded truck.
N05073 Operator Cab Controls
OVERHEAD PANEL AND DISPLAYS
The components described below are located on the
overhead panel. Refer to Figure 5-1.
Speakers
Speakers for the radio/cassette player are located at
the far left and right of the overhead panel.
Warning Alarm Buzzer
A warning alarm buzzer will sound when activated by
any one of several truck functions. Refer to
Instrument Panel and Indicator Lights in this section
for a detailed description of functions and indicators
that will activate this alarm.
Radio/Cassette Player
This panel will normally contain a radio/cassette
player. Refer to Section 70 in the Operation and
Maintenance Manual for a complete description of
the radio/cassette player and its functions. Individual
customers may use this area for other purposes,
such as a two-way communications radio.
Warning Indicator Light Dimmer Control
The dimmer control below the radio/cassette player
permits the operator to adjust the brightness of the
warning indicator lights.
Status/Warning Indicator Light Panel
The status/ warning indicator panel contains an array
of indicator lights to provide the operator with
important status messages concerning selected truck
functions. Refer to Instrument Panel and Indicator
Lights in this section for a detailed description of
these indicators.
Air Cleaner Vacuum Gauges
Air cleaner vacuum gauges
provide a continuous reading of
the maximum air cleaner
restriction reached during
operation. The air cleaner(s)
should be serviced when the
gauge(s) shows the maximum recommended
restriction of 25 inches of H2O vacuum.
NOTE: After service, push the reset button on face of
gauge to allow the gauge to return to zero.
N5-9
CENTER CONSOLE before moving the control lever to PARK, or damage
may occur to the parking brake. When the key switch
is ON, and the control lever is in PARK, parking
brake indicator light (A3, Figure 5-7) in the overhead
panel will be illuminated.

The directional control lever must be in PARK to

start the engine.
NOTE: Do not move the directional control lever to
the PARK position at the shovel or dump site. With
the key switch ON and the engine running, the
sudden shock caused by loading or dumping could
cause the system's motion sensor to release the
parking brake.
The operator can select FORWARD drive by moving
the lever to the F position.
The operator can select REVERSE drive by moving
the lever to the R position. Do not allow the control
lever to travel too far and go into the PARK position
FIGURE 5-4. CENTER CONSOLE when REVERSE is desired.
1. Center Console
2. Directional Control Lever NOTE: The truck must be completely stopped before
3. Override/Fault Reset Switch the control lever is moved to a drive position or into
4. Engine Shutdown Switch PARK. A GE fault will be recorded if the control lever
5. L.H. Window Control Switch is placed into the PARK position while the truck is still
6. R.H. Window Control Switch moving.
7. Hoist Control Lever
8. Retarder Speed Control Dial Override/Fault Reset Switch
9. Retarder Speed Control Switch
10. Data Store Button Override/Fault reset switch (3, Figure 5-4) is spring-
11. VHMS Snapshot In Progress Light loaded to the OFF position. When pushed in and
12. Link Energized Light (red) held, this switch may be used for several functions.
13. Service Engine Light (blue)
14. 12V Auxiliary Power Outlets

Directional Control Lever

Directional control lever (2, Figure 5-4) is mounted on
a console to the right of the operator's seat. It is a
four position lever that controls the park, reverse,
neutral and forward motion of the truck.
Before moving the directional control lever, apply the
service brakes to completely stop the truck. Depress
the button on the side to release the detent lock, then
move the control lever to the desired position. When
the control lever is in the center N position, it is in
NEUTRAL. When the control lever is in the P
position, it is in PARK, and the parking brake will be
applied. The parking brake is spring applied and
hydraulically released. It is designed to hold the truck
stationary when the engine is off and the key switch
is turned OFF. The truck must be completely stopped
1. The switch permits the operator to override the
body-up limit switch and move the truck forward
when the selector lever is in FORWARD, dump
body is raised, and brakes are released. Use of
the override switch for this purpose is
intended for emergency situations only!
2. The switch deactivates the retarder pedal
function when the speed of the truck is below
4.8 kph (3 mph).
3. The switch is also used to reset an electric
system fault when indicated by a red warning
light. Refer to Overhead Status/Warning
Indicators in this section.

N5-10 Operator Cab Controls N05073

Engine Shutdown Switch
Engine shutdown switch (4, Figure 5-4) is
used for engine shutdown. Pull the switch
up to stop the engine. Push the switch
back down to enable engine operation.
SWITCH UP SWITCH DOWN
ENGINE OFF ENGINE ON
Use this switch to shutdown the engine if the key
switch should fail to operate, or to stop the engine
without turning off the 24 VDC electrical circuits.
A ground level engine shutdown switch is also
located at the right front corner of the truck.
L.H. Window Control Switch
R.H. Window Control Switch
Control switches (5) and (6, Figure 5-4) are spring-
loaded to the OFF position. Pushing the front of the
switch raises the left hand or right hand cab window.
Pushing the rear of the switch lowers the window.
Hoist Control Lever
Hoist control (7, Figure 5-4) is a four position hand-
operated lever located between the operator seat
and the center console (see illustration below).
Raising The Dump Body
1. Pull the lever to the rear to actuate hoist circuit.
(Releasing the lever anywhere during “hoist up”
will place the body in HOLD at that position.)
2. Raise engine rpm to increase hoist speed.
3. Reduce engine rpm as the last stage of the
hoist cylinders begin to extend and then let the
engine go to low idle as the last stage reaches
half-extension.
4. Release hoist lever as the last stage reaches
full extension.
N05073 Operator Cab Controls
5. After material being dumped clears the body,
lower the body to frame.
Refer to Section A, General Safety And
Operating Instructions, for more complete
details concerning this control.
Lowering The Dump Body
Move the hoist lever forward to the DOWN
position and release. Releasing the lever places
hoist control valve in the FLOAT position,
allowing the body to return to the frame.
Retard Speed Control (RSC) Adjustment Dial
Adjustment dial (8, Figure 5-4) allows the operator to
vary the downhill truck speed that the retard speed
control system will maintain when descending a
grade. This function can be overridden by either the
accelerator, retarder lever, or retarder pedal.
When the dial is rotated counterclockwise
toward this symbol, the truck will descend
a grade at lower speeds.
When the dial is rotated clockwise toward
this symbol, the truck speed will increase.
Always refer to the Grade/Speed Retard Chart in the
operator's cab and follow the recommendations for
truck operation. DO NOT exceed these
recommended MAXIMUM speeds when descending
grades with a loaded truck.
Moving the throttle pedal will override the RSC
setting. If the operator depresses the throttle pedal,
dynamic retarding will not come on unless the truck
overspeed setting is reached or the retarder pedal is
used. When the throttle pedal is released and the
RSC switch is on, dynamic retarding will come on at
or above the RSC dialed speed and will adjust and
maintain truck speed to the dialed speed.
To adjust RSC, pull switch (9) ON and start with dial
(8) rotated toward the fastest speed while driving the
truck at the desired maximum speed. Release the
throttle pedal to let the truck coast, then turn the RSC
dial slowly counterclockwise until dynamic retarding
is activated. Dynamic retarding will now be activated
automatically anytime the “set” speed is reached, the
RSC switch is ON, and the throttle pedal is released.
With the RSC switch on and the dial adjusted, the
system will function as follows: As truck speed
increases to the “set” speed and the throttle pedal is
released, dynamic retarding will apply. As truck
speed increases, the amount of retarding effort will
automatically adjust to keep the selected speed. As
N5-11
truck speed decreases, the retarding effort is
reduced to maintain the selected speed. If truck
speed continues to decrease to approximately 5 kph
(3 mph) below the “set” speed, dynamic retarding will
turn off automatically. If the truck speed must be
reduced further, the operator can turn the adjustment
dial to a new setting or depress the retarder pedal.
If the operator depresses the retarder pedal and the
retarding effort that is called for is greater than that
from the automatic system, the retarder pedal will
override RSC.
Retard Speed Control (RSC) Switch
Switch (9, Figure 5-4) turns the system on and off.
Push the knob in to turn the system OFF. Pull the
knob out to turn the system ON.
Data Store Button
Button (10, Figure 5-4) is for use by qualified
maintenance personnel to record in memory a “snap-
shot” of the drive system.
Link Energized Light
Light (11, Figure 5-4) is a red indicator that will
illuminate when the AC drive system is energized.
VHMS Snapshot In Progress Light
Light (12, Figure 5-4) is an indicator that will
illuminate while VHMS is in the process of taking a
snapshot of machine data.
Service Engine Light
Light (13, Figure 32-3) is a blue indicator that will
illuminate if a problem is detected by the electronic
engine monitoring system.
Electric propulsion and dynamic retarding will still be
available.
If this light is ON, notify maintenance personnel so
they can diagnose and repair the problem the next
time the truck is in the shop for repairs or at the next
maintenance interval.
N5-12 Operator Cab Controls
DIAGNOSTIC PORTS
VHMS Diagnostic Port
Diagnostic port (1, Figure 5-5) is used to download
truck operation data from the VHMS controller.
Interface Module (IM) Diagnostic Port
Diagnostic port (2) is used to connect the interface
module to a computer for installing software.
Payload Meter Diagnostic Port
Diagnostic port (3) is used to download data from the
payload meter system. Refer to Section 60, Payload
Meter III, for a more complete description of the
payload meter and its functions.
Truck Control Interface (TCI) Diagnostic Port
Diagnostic port (4) is used to access diagnostic
information for the Truck Control Interface (TCI).
Propulsion System Controller (PSC)
Diagnostic Port
Diagnostic port (5) is used to access diagnostic
information for the Propulsion System Controller.
Engine Diagnostic Port (CENSE)
3-pin connector (6) is used to access diagnostic
information for the engine monitoring system.
Engine Diagnostic Port (QUANTUM)
9-pin connector (7) is used to access diagnostic
information for the engine monitoring system.
N050264
FIGURE 5-5. DIAGNOSTIC PORTS
(D.I.D. PANEL AT REAR OF CAB)
1. VHMS Diagnostic Port 5. PSC Diagnostic Port
2. IM Diagnostic Port 6. Engine Diagnostic
3. Payload Meter Port (CENSE)
Diagnostic Port 7. Engine Diagnostic
4. TCI Diagnostic Port Port (QUANTUM)
N05073
INSTRUMENT PANEL
The operator must understand the function and operation of each instrument and control. Control functions are
identified with “international” symbols that the operator should learn to recognize immediately. This knowledge is
essential for proper and safe operation.
Items that are marked “optional” do not apply to every truck.

Control Symbols
Many control functions are identified with international symbols that the operator should learn to recognize
immediately. The operator must understand the function and operation of each instrument and control. This
knowledge is essential for proper and safe operation of the machine.
The following symbols are general indicators and may appear in multiple locations and combinations on the
instrument panel.

This symbol may be used alone

or with another symbol. This
This symbol when it appears on
symbol identifies the OFF
an indicator or control identifies
position of a switch or control.
that this indicator or control is
NOT used.

This symbol may be used alone

or with another symbol. This
This symbol identifies a rotary
symbol identifies the ON position
control or switch. Rotate the knob
of a switch or control.
clockwise or counterclockwise for
functions.

This symbol identifies the

“Pushed-In” position of a push-
This symbol identifies a switch
pull switch or control.
used to test or check a function.
Press the switch on the side near
the symbol to perform the test.

This symbol identifies the

“Pulled-Out” position of a push-
pull switch or control.

N05073 Operator Cab Controls N5-13

 FIGURE 5-6. PANEL GAUGES, INDICATORS, AND CONTROLS N050266

1. Key Switch 12. Left Turn Signal Indicator

2. Engine Shutdown Switch with Timer Delay 13. Water Temperature Gauge
3. AC Drive System Rest Switch 14. Lamp Check Switch
4. Wheel Brake Lock Switch 15. Headlight/Panel Illumination Lights Switch
5. Hazard Lights Switch 16. Ladder Light Switch
6. Heater/Air Conditioner Vents 17. Backup Light Switch
7. Hydraulic Oil Temperature Gauge 18. Fog Light Switch
8. Right Turn Signal Indicator Light 19. Payload Meter Switch
9. Digital Tachometer 20. Panel Illumination Lights Dimmer Switch
10. High Beam Headlight Indicator 21. Engine Oil Pressure Gauge
11. Speedometer/Payload Meter Display 22. Engine Hourmeter
23. Fuel Level Gauge

N5-14 Operator Cab Controls N05073

Key Switch
Key switch (1, Figure 5-6) is a three-position switch
(OFF, RUN, START).
When the switch is rotated one position clockwise, it
is in the RUN position and all electrical circuits
(except START are activated).
1. With the directional control lever in NEUTRAL,
rotate the key switch fully clockwise to the
START position, and hold this position until the
engine starts. The START position is spring-
loaded to return to the RUN position when the
key is released.
2. After the engine has started, place rest switch
(3, Figure 5-7) in the OFF position (deactivate
the “rest” mode). Refer to AC Drive System
Rest Switch later in this section.
Engine Shutdown Switch with 5 Minute Idle Timer
Delay
Timer delayed, engine shutdown
switch (2, Figure 5-7) is a three-
position rocker switch (OFF, ON
and MOMENTARY). When used,
the engine is allowed to idle for
approximately five minutes before
actual shutdown occurs. The
delayed shutdown feature allows the engine to cool
down slowly, reducing internal temperatures as
coolant is circulated through the engine.
N05073 Operator Cab Controls
1. Stop the truck and reduce engine rpm to low
idle. Place the selector switch in NEUTRAL and
apply the parking brake switch. Place the rest
switch in ON position (put drive system in “rest”
mode of operation). Refer to the discussion of
the rest switch later in this chapter.
2. Press the top of the engine shutdown switch to
select the ON (center) position. Press the top of
the switch again to activate the timer delay
(MOMENTARY position). Release the switch
and allow it to return to the ON position.
When the engine shutdown timer has been
activated, the timer delay indicator light (C4,
Figure 5-7) in the overhead status panel will
illuminate to indicate that the shutdown timing
sequence has started. The engine will continue
to idle for approximately five minutes to allow
for proper engine cool-down before stopping.
3. Turn the key switch counterclockwise to the
OFF position to cause the engine to shutdown
when the timing sequence is complete. When
the engine stops, this will activate the hydraulic
bleed down timer and turn off the 24 VDC
electric circuits controlled by the key switch.
NOTE: To cancel the 5 minute idle timer sequence,
press the timer delay shutdown switch to the OFF
(lower) position. If the key switch is in the OFF
position, the engine will stop. If the key switch is in
the ON position, the engine will continue to run.
4. With key switch OFF, and engine stopped, wait
at least 90 seconds. Ensure the steering circuit
is completely bled down by turning the steering
wheel back and forth several times. No front
wheel movement will occur when hydraulic
pressure is relieved.
5. Verify that all the link voltage lights turn off
within five minutes after the engine is shut
down. (One is located in the cab behind the
operator seat, two others are located in the
access panel at the left front corner of the
electrical cabinet. If the lights remain on, refer to
Section E in the service manual for additional
instructions and information.
6. Remove the key from key switch and lock the
cab door to prevent possible unauthorized truck
operation. Dismount the truck properly.
N5-15
AC Drive System Rest Switch
Rest switch (3, Figure 5-6) is a
rocker switch with a locking
device for the OFF (left side)
position. When in this position, a
small black tab must be pushed
to the left to unlock the switch
before it can be depressed to
switch to the ON (right side) position. When in the
ON position, an internal amber lamp will illuminate.
The switch should be activated to de-energize the
AC drive system whenever the truck is to be
shutdown or parked for a length of time with the
engine running.
The directional control lever must be in NEUTRAL
and the truck not moving to enable this function. This
will allow the engine to continue running while the AC
drive system is de-energized.
An amber (yellow) indicator light in the overhead
panel (B6, Figure 5-7) will illuminate when the “rest”
state has been requested and entered.
Activation of the rest switch alone DOES NOT
completely ensure that the drive system is safe
to work on. Refer to Section A for more
information on servicing a 960E truck. Check all
“link-on”, or “link energized”, indicator lights to
verify the AC drive system is de-energized before
performing any maintenance on the drive
system. DO NOT activate the rest switch while
the truck is moving! The truck may
unintentionally enter the “rest” mode after
stopping.
N5-16 Operator Cab Controls
Wheel Brake Lock Switch
Wheel brake lock switch (4, Figure 5-
6) should be used with engine
running for dumping and loading
operations only. The brake lock
switch actuates the hydraulic brake
system which locks the rear wheel
service brakes only. When
approaching the shovel or dump site,
stop the truck using the brake pedal.
When the truck is completely
stopped and in the loading position,
apply the brake lock by pressing the top of the rocker
switch. To release the brake, press the bottom of the
rocker switch.
NOTE: Use the wheel brake lock only at the shovel
or dump site to hold the truck in position.
Do not use the wheel brake lock switch to stop
the truck unless the brake pedal is inoperative.
Use of this switch applies rear service brakes at a
reduced, unmodulated pressure. Do not use
brake lock for parking. With engine stopped,
hydraulic pressure will bleed down, allowing
brakes to release.
Hazard Warning Light Switch
Hazard warning light switch (5, Figure
5-6) flashes all the turn signal lights.
Pressing the bottom side of the rocker
switch activates these lights. Pressing
the top side of the rocker switch turns
these lights off.
Heater/Air Conditioner Vents
Heater/air conditioner vents (6, Figure 5-6) may be
directed by the operator to provide the most
comfortable cab air flow.
N05073
Hydraulic Oil Temperature Gauge
Hydraulic oil temperature gauge (7,
Figure 5-6) indicates the oil
temperature in the hydraulic tank.
There are two colored bands:
green and red.
Green indicates normal operation.
As the needle approaches the red zone, minimum
engine idle speed will increase to help cool the oil.
Red indicates high oil temperature in the hydraulic
tank. Continued operation could damage
components in the hydraulic system. The warning
light in the overhead panel (A1, Figure 5-7) will
illuminate when the temperature exceeds a certain
level (when the needle enters the red zone). If this
occurs, the operator should safely stop the truck,
move the directional control lever to NEUTRAL,
apply the parking brake, and operate the engine at
1200 - 1500 rpm to reduce the system temperature.
NOTE: If the temperature gauge does not move into
the green range after a few minutes, and the red
overhead indicator light does not go out, shut down
the truck and notify maintenance personnel
immediately.
Right Turn Signal Indicator
Indicator (8, Figure 5-6) illuminates to indicate that
the right turn signals are operating when the turn
signal lever is moved upward. Moving the lever to its
center position will turn the indicator off.
Digital Tachometer
Digital tachometer (9, Figure 5-6) registers engine
crankshaft speed in hundreds of revolutions per
minute (rpm).
High Beam Indicator
Indicator (10, Figure 5-6) will illuminate when the
high beam headlights are active. To switch the
headlights to high beam, pull the turn signal lever
inward (toward the rear of the cab). To switch back to
low beam, push the lever toward the steering wheel.
N05073 Operator Cab Controls
Speedometer/Payload Meter Display
Speedometer/payload meter display (11, Figure 5-6)
indicates the truck speed in miles per hour (mph) or
in kilometers per hour (kph). The display also shows
payload meter information. For more information, see
Section M, Options And Special Tools.
Left Turn Signal Indicator
Indicator (12, Figure 5-6) illuminates to indicate that
the left turn signals are operating when the turn
signal lever is moved downward. Moving the lever to
its center position will turn the indicator off.
Coolant Temperature Gauge
Coolant temperature gauge (13,
Figure 5-6) indicates the
temperature of the coolant in the
engine cooling system. Normal
operating temperature range should
be 85° to 97°C (185° to 207°F).
Lamp Check Switch
Lamp check switch (14, Figure 5-6)
allows the operator to test the
indicator lamps and warning horn
before starting the engine. Turn the
key switch to the RUN position and
press the bottom of the rocker
switch (the CHECK position). All
lamps should illuminate (except those which are for
optional equipment that may not be installed). The
warning horn should also sound. Any lamp bulbs
which do not illuminate should be replaced before
operating the truck. Release the spring-loaded switch
to allow the switch to return to the OFF position.
Headlight/Panel Illumination Light Switch
Rocker switch (15, Figure 5-6)
controls the instrument panel lights,
clearance lights, and headlights.
Press the bottom of the switch to
turn the lights OFF. Press the top of
the switch until it reaches the first
detent to select the panel lights, clearance lights and
tail lights only. Press the top of the switch again until
it reaches the second detent to select headlights,
panel lights, clearance lights and tail lights.
N5-17
Ladder Light Switch
Ladder light switch (16, Figure 5-6)
turns the ladder lights on or off.
Pressing the top of the rocker switch
turns the lights ON. Pressing the
bottom of the switch turns the lights
OFF. Another switch is mounted at
the front left side of the truck near the base of the
ladder.
Backup Light Switch
Backup light switch (17, Figure 5-6)
allows the backup lights to be turned
on for added visibility and safety
when the directional control lever is
not in the REVERSE position. When
the switch is in the ON position,
backup light indicator (B4, overhead panel, Figure 5-
7) will be illuminated.
Fog Light Switch
Pressing the top of fog light switch
(18, Figure 5-6) turns the lights on.
Pressing the bottom of the switch
turns the lights off.
Payload Meter Switch
Payload Meter switch (19, Figure 5-6)
is a two-way momentary rocker switch.
The top position (SELECT) is used to
step through the different displays. The
lower position (SET) is used to set the
operator ID or clear the load and total
ton counters. Refer to Section M,
Options And Special Tools, for a more
complete description of the payload meter system.
N5-18
Panel Illumination Light Dimmer Switch
Panel illumination light dimmer switch
(20, Figure 5-6) is a rheostat which
allows the operator to vary the
brightness of the controls and panel
illumination lights.
Rotating the knob to the full counterclockwise
position turns the panel lights ON to the brightest
condition. Rotating the knob clockwise continually
dims lights until the OFF position is reached at full
clockwise rotation.
Engine Oil Pressure Gauge
Engine oil pressure gauge (21,
Figure 5-6) indicates the pressure in
the engine lubrication system.
Normal operating pressure after
engine warm-up should be:
Idle - 138 kPa (20 psi) minimum
Rated Speed - 310 - 483 kPa (45 to 70 psi)
Engine Hourmeter
Engine hourmeter (22, Figure 5-6)
registers the total number of hours
the engine has been in operation.
Fuel Gauge
Fuel gauge (23, Figure 5-6)
indicates how much diesel fuel is in
the fuel tank.
The fuel tank capacity is 5300 liters
(1400 gallons).
Operator Cab Controls N05073
OVERHEAD STATUS / WARNING INDICATORS

FIGURE 5-7. OVERHEAD STATUS / WARNING INDICATOR N050267

Row / Indicator Indicator Color Row / Indicator Indicator Color

Column Description Wire Index Column Description Wire Index
A1* Hydraulic Oil Temp. High Red-24VIM/34TL A5 No Propel/ No Retard Red-12M/75-6P1
B1* Low Steering Pressure Red-12F/33A B5 Propulsion System Amber-12F/79WI
C1 Low Accumulator Press. Red-12F/33K Warning

D1 Not Used C5 Propulsion System Amber -12F/34TW1

Temperature
E1 Low Brake Pressure Red-12F/33L
D5 Interface Module Failure Red-24VIM/311MLI
A2* Low Hydraulic Oil Level Red-12F4/34LL
E5 Battery Charge System Red-24VIM/11BCF1
B2* Low Automatic Amber-12MD8/ Failure
Lubrication Pressure 68LLP
A6 NO PROPEL Red-12M/75NPI
C2* Circuit Breaker Tripped Amber-12MD3/31CB
B6 Propulsion System @ Amber-12M/72PR1
D2* Hydraulic Oil Filter Amber-12MD/39 Rest
E2* Low Fuel Amber-24VIM/38 C6* Propulsion System Not Amber-12MD/72NR1
A3* Park Brake Applied Amber-24VIM/52AL Ready
B3* Service Brake Applied Amber-12MD/44L D6* Reduced Propulsion Amber-12MD/72LP1
System
C3* Body Up Amber-12MD6/63L
E6* Retard @ Reduced Level Amber-12MD/76LR1
D3* Dynamic Retarding Amber-12MD/44DL
E3 Stop Engine Red-12M/31MT * Brightness for these indicator lamps can be
A4* Starter Failure Amber-21SL/24VIM adjusted by using dimmer control (12, Figure 5-1).
B4* Manual Back-Up Lights Amber-12MD/47L
C4* 5 Min. Shutdown Timer Amber-12MD/23L1
D4* Retard Speed Control Amber-12MD/31R
E4* Check Engine Amber-12MD7/419

N05073 Operator Cab Controls N5-19

Indicator lights that are amber (yellow) in color alert
the operator that the indicated truck function requires
some precaution when lighted.
Indicator lights that are red in color alert the operator
that the indicated truck function requires immediate
action by the operator. Safely stop the truck and shut
down the engine.
DO NOT OPERATE THE TRUCK WITH A RED
WARNING LIGHT ILLUMINATED!
Refer to Figure 5-7 and the descriptions below for
explanations of the symbols. Location of the symbols
is described by rows (A - E) and columns (1 - 6).
A1. High Hydraulic Oil Temperature
This red warning light indicates
high oil temperature in the
hydraulic tank. Several things
occur before the red light
illuminates:
• If the truck is moving, and the oil temperature
exceeds 105° C (221° F), the minimum idle
speed will be 1200 rpm (normally 1050 rpm).
• If the truck is moving, and the oil temperature
goes above 110° C (230° F), the minimum idle
speed will be 1700 rpm (normally 1050 rpm).
• If the truck is stopped, and the oil temperature
goes above 100° C (212° F) the minimum idle
speed will be 1000 rpm (normally 750 rpm).
NOTE: Once the oil cools down to the normal
operating range, the engine rpm will return to normal
speed.
• The red warning light will illuminate if the oil
temperature rises above 120° C (248° F).
Continued operation could damage components
in the hydraulic system.
If this condition occurs, the operator should safely
stop the truck, move the directional control lever to
NEUTRAL, apply the parking brake, and operate the
engine at 1200 - 1500 rpm to reduce the system
temperature.
If temperature gauge (7, Figure 5-6) does not move
into the green range after a few minutes, and the red
warning light does not go out, notify maintenance
personnel immediately.
N5-20 Operator Cab Controls
B1. Low Steering Pressure
When the key switch is turned ON,
the low steering pressure warning
light will illuminate and the warning
horn will sound until the steering
system hydraulic pressure reaches
15,900 kPa (2300 psi). Both will
remain on until the accumulator has been charged.
During truck operation, the low steering pressure
warning light and warning horn will turn on if steering
system pressure drops below 15,900 kPa (2300 psi).
• If the light illuminates momentarily (flickers) while
turning the steering wheel at low truck speed and
low engine rpm, this may be considered “normal”,
and truck operation may continue.
• If the indicator light illuminates at a higher truck
speed and high engine rpm, DO NOT OPERATE
THE TRUCK.
If the low steering pressure warning light stays
on and the alarm continues to sound, low
steering pressure is indicated. The remaining
pressure in the accumulators allows the operator
to control the truck to a stop. Do not attempt
further operation until the malfunction is located
and corrected.
C1. Low Accumulator Precharge Pressure
This red warning light indicates low
nitrogen precharge for the steering
accumulator(s). To check for proper
accumulator precharge, the engine
must be stopped and the hydraulic
system must be completely bled
down. Turn the key switch to RUN.
The warning light will not come on if the system is
properly charged. The warning light will flash if the
nitrogen precharge in the accumulator(s) is below
7585 ± 310 kPa (1100 ± 45 psi).
If the low accumulator precharge warning light
flashes, notify maintenance personnel. Do not
attempt further operation until the accumulators
have been properly charged with nitrogen.
Sufficient energy for emergency steering may not
be available if the system is not properly
charged.
N05073
D1. Electric System Fault
This light is reserved for future use
by the AC drive system.
E1. Low Brake Pressure
This red warning light indicates a
malfunction within the hydraulic
brake circuit. If this light comes on
and the buzzer sounds, shut down
the truck and notify maintenance
personnel immediately. Adequate
hydraulic fluid is stored to allow
the operator to safely stop the truck.
A2. Low Hydraulic Tank Level
This red warning light indicates the
oil level in the hydraulic tank is
below the recommended level.
Damage to hydraulic pumps may
occur if operation continues. If this
light comes on, shut down the
truck and notify maintenance
personnel immediately.
B2. Low Automatic Lubrication System Pressure
This amber light will illuminate if
the automatic lubrication system
fails to reach 15,170 kPa (2200
psi) at the junction block located
on the rear axle housing within
one minute after the lube timer
initiates a cycle of grease. To turn
the light off, turn the key switch OFF, then back to ON
again. Notify maintenance personnel.
C2. Circuit Breaker Tripped
This light will illuminate if any of the
circuit breakers in the relay circuit
control boards are tripped. The
relay circuit boards are located in
the electrical control cabinet.
NOTE: Additional circuit breakers
are in the operator cab behind the center console.
However, tripping of these circuit breakers should not
activate this light.
N05073
D2. Hydraulic Oil Filter Monitor
This light indicates a restriction in
the high pressure filter assembly for
either the steering or hoist circuit.
This light will come on before filters
start to bypass. Notify maintenance
personnel at earliest opportunity
after light comes on.
NOTE: The filter monitor warning light may also
illuminate after the engine is initially started if the oil
is cold. If the light turns off after the oil is warmed,
filter maintenance is not required.
E2. Low Fuel
This amber indicator light will
illuminate when the usable fuel
remaining in the tank is
approximately 95 liters (25
gallons). A warning buzzer will
also sound.
A3. Parking Brake
This amber indicator light will
illuminate when the parking brake
is applied. Do not attempt to drive
the truck with the parking brake
applied.
B3. Service Brake
This amber indicator light will
illuminate when the service brake
pedal is applied or when the wheel
brake lock or emergency brake is
applied. Do not attempt to drive the
truck from a stopped position with
the service brakes applied, except
as noted in “Starting On A Grade With A Loaded
Truck” in Section A, General Safety And Operating
Instructions.
C3. Body Up
This amber indicator light will
illuminate if the body is not
completely down on the frame. The
truck should not be driven until
body is down and the light is off.
Operator Cab Controls N5-21
D3. Dynamic Retarding
This amber indicator light illuminates
whenever the brake/retarder pedal
(or retarder lever) is operated, the
Retarder Speed Control (RSC)
switch is activated, or the automatic
overspeed retarding circuit is
energized, indicating that the dynamic retarding
function of the truck is operating.
E3. Stop Engine
This red warning light will illuminate
if a serious engine malfunction is
detected in the electronic engine
control system. Electric propulsion
to the wheel motors will be
discontinued. Dynamic retarding will
still be available if needed to slow or
stop the truck.
Stop the truck as quickly as possible in a safe
area and apply the parking brake. SHUT DOWN
THE ENGINE IMMEDIATELY. Additional engine
damage is likely to occur if operation is
continued.
Listed below are a few conditions that could cause
the stop engine light to illuminate:
• Low Oil Pressure - red warning light will
illuminate, but engine does not shutdown.
• Low Coolant Level - red warning light will
illuminate, but engine does not shutdown.
• Low Coolant Pressure - red warning light will
illuminate, but engine does not shutdown.
• High Coolant Temperature - red warning light will
illuminate, but engine does not shutdown.
A4. Cranking Motor Failure
This amber indicator light will
illuminate when either starter motor
(of two) fails to crank the engine,
leaving just one cranking motor to
start the engine. With only one
cranking motor doing the work of
two, the motor life will be shortened. If this indicator
illuminates, truck operation may continue, but
maintenance personnel should be alerted as soon as
possible.
N5-22 Operator Cab Controls
B4. Backup Lights
This amber indicator light will
illuminate when backup switch (17,
Figure 5-6) is turned ON.
C4. Engine Shutdown Timer - 5 Minute Idle
When engine shutdown timer
switch (2, Figure 5-6) has been
activated, this indicator light will
illuminate to indicate that the
shutdown timing sequence has
started. Information detailing the
operation of this switch is outlined earlier in this
section.
D4. Retard Speed Control (RSC) Indicator
This amber indicator light is
illuminated when RSC switch (9,
Figure 5-4) is pulled out to the ON
position, indicating that the retarder
is active. It does not signal a
problem.
E4. Check Engine
This amber indicator light will
illuminate if a malfunction is
detected by the engine electronic
control system.
If this indicator illuminates, truck operation may
continue, but maintenance personnel should be
alerted as soon as possible.
A5. No Power
This red “no retard/no propel”
indicator light illuminates if a fault
has occurred which has eliminated
the retarding and propulsion
capability. A warning buzzer will
also sound.
If this condition occurs, the operator should safely
stop the truck, move the directional control lever to
NEUTRAL, apply the parking brake, shutdown the
engine, and notify maintenance personnel
immediately.
N05073
B5. Propulsion System Warning
When this amber indicator light is
illuminated, a “no propel” or “no
retard” event may be about to
occur. It is intended to provide
advance notice of these events
when possible. It does not require
the operator to stop the truck, but
truck operation should appropriately modified in case
a red alarm does occur.
C5. Propulsion System Temperature
This amber warning light indicates
that the drive system temperature
is above a certain level. When this
occurs, the operator should
modify truck operation in order to
reduce system temperature. The
operator is not required to stop
the truck at this time.
D5. Interface Module Failure
This red warning light indicates
that the VHMS system detected a
failure somewhere in the 24 volt
electrical system.
E5. Battery Charging System Failure
This red warning light indicates
that a problem has been detected
in the charging system and system
voltage is at or below 24 volts. If
this light illuminates, the operator
should safely stop the truck, move
the directional control lever to
PARK, shut down the engine, and notify maintenance
personnel immediately. If truck operation continues
and the battery voltage drops below 20 volts, the
propulsion system will not operate, but retarding will
still be available.
N05073 Operator Cab Controls
A6. No Propel
This red warning light indicates that
a fault has occurred which has
eliminated the propulsion
capability. If this condition occurs,
the operator should safely stop the
truck, move the directional control
lever to NEUTRAL, apply the
parking brake, shut down the engine, and notify
maintenance personnel immediately.
B6. Propel System @ Rest
This amber indicator light
illuminates if the AC drive system is
de-energized and propulsion is not
available. This light is activated
when rest switch (3, Figure 5-6) is
turned ON and the AC drive system
is de-energized. Link energized
light (11, Figure 5-4) on the rear of the center console
should NOT be illuminated at this time.
C6. Propel System Not Ready
This amber indicator light functions
during startup much like the
hourglass icon on a computer
screen. This light indicates that the
computer is in the process of
performing the self-diagnostics
and set-up functions at startup.
Propulsion will not be available at this time.
D6. Reduced Propulsion
This amber indicator light
illuminates if the full AC drive
system performance in propulsion
is not available. At this time, the
only event that should activate this
light is the use of “limp home
mode”. This mode of operation
must be enabled by a technician.
E6. Retard At Continuous Level
This amber indicator light
illuminates when retarding effort is
at the continuous level. The
operator should control the speed
of the truck in accordance to the
“continuous” speeds on the grade/
speed retard chart.
N5-23
VEHICLE HEALTH MONITORING During normal truck operation, the red LED digits on
SYSTEM (VHMS) the VHMS controller will count from 1-99
continuously.
Operation
When the key switch is turned to OFF, the VHMS
This system uses VHMS controller (2, Figure 5-9) to controller will remain on while it finishes processing
gather data about the operation of the truck from internal data and saves the recent data into
sensors and other controllers installed on the truck. permanent memory. When the data has been safely
The data stored in the VHMS controller is stored, the two digit LED display will turn off. This
downloaded by computer using VHMS diagnostic process could take up to three minutes to complete.
port (2, Figure 5-11) or transmitted directly by
communications satellite using Orbcomm controller
(1, Figure 5-9). This data is then compiled at the
Komatsu computer server. Based on this information,
the servicing Komatsu distributor will suggest
If 24V power is disconnected (using the battery
improvements and provide information aimed at
disconnect switches) from the VHMS controller
reducing machine repair costs and downtime.
before it has completed its shutdown procedure,
When data store button (1, Figure 5-8) on the rear of the VHMS controller will lose all data gathered
the center console is pressed, it will store a since the key switch was last turned to ON. Do
“snapshot” of the Statex III drive system. It will also not disconnect battery power until the VHMS
trigger VHMS to store a snapshot of the truck controller has completed the shutdown
operating system. Blue light (2) on the rear of the procedure and has turned the LED digits off.
center console will stay illuminated while VHMS is
recording the snapshot.
VHMS is turned on by the key switch. Immediately
after receiving 24V power from the key switch, the
VHMS controller begins the power-up initialization
sequence. This sequence takes about three
seconds, during which time red LED digits (4, Figure
5-9) near the top of the VHMS controller will display a
circular sequence of flashing LED segments.

N050269

FIGURE 5-9. VHMS COMPONENT LOCATION

N050268
1. Orbcomm Controller
FIGURE 5-8. REAR OF CENTER CONSOLE
2. VHMS Controller
1. Data Store Button 3. Interface Module (IM)
2. VHMS Snapshot In Progress Light 4. Red LED Digits
5. Green LED Light

N5-24 Operator Cab Controls N05073

The Orbcomm controller transmits data through
antenna (1, Figure 5-10) mounted on top of the cab
with magnetic mount (2). The antenna coaxial cable
is routed through the cab to protect it from damage. If
the antenna or coaxial cable is damaged, replace the
part.
Basic Precautions
Never disassemble, repair, or modify VHMS
components. This may cause failure or fire on the
machine or in the system.
Do not touch the VHMS system when operating the
machine.
Do not pull on the wiring harnesses, connectors, or
sensors of this system. This may cause short circuits
or disconnections that lead to failure or fire on the
machine or in the system.
Do not get water, dirt, or oil on the system controllers.
If there is any abnormality with VHMS, consult the
servicing Komatsu distributor.

FIGURE 5-10. ORBCOMM ANTENNA

N050270
1. Orbcomm Antenna
2. Magnetic Mount FIGURE 5-11. DIAGNOSTIC PORTS
(D.I.D. PANEL AT REAR OF CAB)
Interface module (3, Figure 5-9) receives data from 1. IM Diagnostic Port
the sensors installed on the truck and sends this 2. VHMS Diagnostic Port
information to the VHMS controller. When the key
switch is ON, green LED light (5) on the face of the
controller should be blinking. If the light is
continuously illuminated, there is a problem in the
controller.
When a new interface module is installed on the
truck, new software has to be installed inside the
controller. IM diagnostic port (1, Figure 5-11) on the
D.I.D. panel at the rear of the cab is used to connect
the interface module to a computer for installing
software.

N05073 Operator Cab Controls N5-25

 NOTES

N5-26 Operator Cab Controls N05073

 SECTION P

LUBRICATION AND SERVICE

INDEX

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1

AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1

P01024 Index P1-1

 NOTES

P1-2 Index P01024

 SECTION P2

LUBRICATION AND SERVICE

INDEX

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3

930E SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3

HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3

Adding Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3

WHEEL MOTOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3

COOLANT LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4

RADIATOR FILLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4

RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4

Reserve Oil Tank Filling Procedure (Remote fill) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4

LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5

10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6

50 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9

100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10

250 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P2-11

500 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14

1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . P2-15

5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-16

P02040 03/05 Lubrication and Service P2-1

 NOTES

P2-2 Lubrication and Service 03/05 P02040

 LUBRICATION AND SERVICE
Recommended preventive maintenance will contrib-
ute 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 the rec-
ommended intervals is most important.
Lubrication requirements are referenced to the lube
key found in the Lubrication Chart (page 2-5). For
detailed service requirements for specific compo-
nents, refer to the service manual section for that
component (i.e. Section H for suspensions, Section L
for hydraulic system, etc.).
Refer to manufacturer's service manual when servic-
ing any components of the General Electric system.
Refer to engine manufacturer's service manual when
servicing the engine or any of its components.
The service intervals presented here are in hours of
operation. These intervals are recommended in
lieu of an oil analysis program which may deter-
mine different intervals. However, if the truck is
being operated under extreme conditions, some or
all, of the intervals may need to be shortened and the
service performed more frequently.
The 930E truck is equipped with a Lincoln Automatic
Lubrication System. The initial setup for this system
provides for nominal amounts of lubricant to be deliv-
ered to each serviced point. The lubrication injectors
can be adjusted to vary the amount of lubricant deliv-
ered. In addition, the timer for lubrication intervals is
normally adjustable. For adjustments to these
devices, refer to Automatic Lubrication System later
in this manual.
930E SERVICE CAPACITIES
Crankcase: Liters U.S.
(including 4 oil filters) Gallons
Komatsu SSDA16V160 Engine 280 74
Cooling System: 594 157
Komatsu SSDA16V160 Engine
Hydraulic System: 1325 350
Refer to “Hydraulic Tank Service”
Wheel Motor Gear Box 76 20
(each side)
Fuel Tank (Diesel Fuel Only) 4542 1200
P02040 03/05 Lubrication and Service
HYDRAULIC TANK SERVICE
There are two sight gauges on the side of the
hydraulic tank. With engine stopped, keyswitch OFF,
hydraulic system bled down and body down, oil
should be visible in the top sight gauge. If hydraulic
oil is not visible in the top sight gauge, follow Adding
Oil instructions below.
Adding Oil
Keep the system open to the atmosphere only as
long as absolutely necessary to lessen chances of
system contamination.
Service the tank with clean Type C-4 hydraulic oil
only. All oil being put into the hydraulic tank should
be filtered through 3 micron filters.
1. With engine stopped, keyswitch OFF, hydraulic
system bled down and body down, check to
see that hydraulic oil is visible in the top sight
gauge.
2. If hydraulic oil is not visible in the top sight
gauge, remove the tank fill cap and add clean,
filtered C-4 hydraulic oil (Lubrication Chart,
Lube Key “B”) until oil is visible in the top sight
gauge.
3. Replace fill cap.
4. Start engine. Raise and lower the dump body
three times.
5. Repeat Steps 1 through 4 until oil is maintained
in the top sight gauge with engine stopped,
body down, and hydraulic system bled down.
WHEEL MOTOR SERVICE
Due to differences in gear ratio and component evo-
lution/design, wheel motor service intervals may be
unit number and/or mine specific. Because of the
wide variety of factors involved, it is necessary to
consult your area Komatsu representative for all
wheel motor service intervals and instructions. Gen-
eral intervals for oil service and sampling are listed in
the interval charts.
P2-3
COOLANT LEVEL CHECK RESERVE ENGINE OIL SYSTEM
(Optional)
Inspect the coolant sight gauge. If coolant cannot be
seen in the sight gauge, it is necessary to add cool- The reserve oil tank for the engine is designed to add
ant to the system before truck operation. Refer to the more oil capacity to the engine to reduce the frequent
procedure below for the proper filling procedure. servicing of the engine oil. The engine oil level must
still be checked every shift using the dipstick. If
RADIATOR FILLING PROCEDURE engine oil level is not correct, check for proper opera-
tion of reserve oil system. Never add oil to engine
unless it has been drained.
If the engine oil has been drained from the oil pan,
the new oil must be added to the engine oil pan
Cooling system is pressurized due to thermal before starting. Do Not use the oil in the reserve tank
expansion of coolant. Do Not remove radiator to fill an empty engine with oil. After an oil change,
cap while engine and coolant are hot. Severe both engine and reserve tank must be full of oil
burns may result. before starting the engine.
1. With engine and coolant at ambient
Reserve Oil Tank Filling Procedure (Remote fill)
temperature, remove radiator cap.
1. Connect the pressure supply hose from the
Note: If coolant is added using the Wiggins quick fill
new oil supply to the quick coupler on the truck.
system, the radiator cap MUST be removed prior to
Open valve on supply hose to apply pressure.
adding coolant.
2. Pull out on switch (2, Figure 2-1) to turn the
2. Fill radiator with proper coolant mixture (as
system on.
specified by the engine manufacturer) until
coolant is visible in the sight gauge. 3. Push start switch (3). The "VALVE OPEN" light
(5) should illuminate and the filling process will
3. Install radiator cap.
begin.
4. Run engine for 5 minutes, check coolant level.
4. When tank is full, the "VALVE OPEN" light will
5. If coolant is not visible in the sight gauge, turn off and the “FULL” light (4) will illuminate.
repeat Steps 1 - 4. Any excess coolant will be
5. Close the oil supply valve in the fill hose.
discharged through the vent hose after the
engine reaches normal operating temperature. 6. Press and hold start switch (3) for a couple of
seconds.
Engine coolant must always be visible in the sight 7. Disconnect the new oil supply hose.
gauge before truck operation. 8. Push switch (2) in to turn system power OFF.
COOLING SYSTEM
ANTI-FREEZE RECOMMENDATIONS
(Ethylene Glycol Permanent Type Anti-Freeze)
Percentage of Protection
Anti-Freeze To:
10 + 23° F - 5° C
20 + 16° F - 9° C
25 + 11° F - 11° C
30 + 4° F - 16° C
35 - 3° F - 19° C
40 - 12° F - 24° C
45 - 23° F - 30° C
50 - 34° F - 36° C
55 - 48° F - 44° C
FIGURE 2-1. CONTROL PANEL
60 - 62° F - 52° C 1. Remote Control Box 4. “FULL” Light
Use only anti-freeze that is compatible with engine as 2. System Switch 5. “VALVE OPEN”
specified by engine manufacturer. 3. Start Switch Light

P2-4 Lubrication and Service 03/05 P02040

 LUBRICATION CHART

P02040 03/05 Lubrication and Service P2-5

 10 HOUR (DAILY) INSPECTION
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

1. MACHINE - Inspect the entire machine for leaks,
worn parts, and damage. Repair as necessary.
2. FAN DRIVE AND TURBOCHARGERS - Check for
leaks, vibration or unusual noise. Check alternator
and fan belt condition and alignment.
3. RADIATOR - Check the coolant level and fill with the
proper mixture as shown in the Cooling System Rec-
ommendation Chart in this chapter. Refer to the
engine manual for proper coolant additives.
4. ENGINE -
a. Check the oil level on the dipstick. Refer to
the engine manual for oil recommendations.
(Lube Key “A”).
NOTE: If the truck is equipped with a reserve engine
oil tank, the oil should be visible in the center (middle)
sight gauge. If not, add oil to the reserve tank until oil
is visible in the top sight gauge. Also, with the engine
running, check operation of the LED indicator light.
See below for description of LED light signals. Refer
to Figure 2-1.
LED Light Signals:
• Steady - Pump 1 is withdrawing oil from the
engine sump and bringing down the oil level.
• Regular pulsing - Pump 2 is returning oil to the
engine sump and raising the oil level.
• Irregular pulsing - Oil is at the correct running
level.
b. Inspect exhaust piping for security.
c. Check for abnormal noises and fluid leaks.
d. Eliminator Filter - Check operating indicator.
5. HYDRAULIC TANK - Check the oil level in the tank;
add oil if necessary. Refer to Section L, Hydraulic
Tank - Filling Instructions. Oil should be visible in the
top sight glass. - Do Not overfill. Lube Key “B”.
6. WHEELS AND TIRES -
a. Inspect tires for proper inflation and wear.
b. Check for embedded debris in tread and remove.
c. Inspect for damaged, loose, or missing wheel
mounting nuts and studs.
7. COOLING AIR DUCTWORK - Inspect ductwork from
the blower to the rear drive case. Ensure that duct-
work is secure, free of damage, and unrestricted.

P2-6 Lubrication and Service 03/05 P02040

 10 HOUR (DAILY) INSPECTION (Continued)

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

8. AIR INTAKE PIPING - Check all mounting hardware,
joints, and connections. Ensure no air leaks exist and
all hardware is properly tightened. Figure 2-2.
9. AIR CLEANERS - Check the air cleaner vacuum
gauges in the operator cab, Figure 2-3. The air
cleaner(s) should be serviced if the gauge(s) shows
the following maximum restriction:
Komatsu SSDA16V160 Engine:
. . . . . . . . . . . . . . . . . . . . . . . . 25 in. of H2O vacuum.
Refer to Section C in the service manual for servicing
instructions for the air cleaner elements. Empty the air
cleaner dust caps.
NOTE: After service, push the reset button on face of
gauge to allow the gauge to return to zero.
10. CAB AIR FILTER - Under normal operating condi-
tions, clean every 250 hours. In extremely dusty con-
ditions, service as frequently as required. Clean the
filter element with mild soap and water. Rinse com-
pletely clean and air dry with a maximum of 40 psi
(275 kPa). Reinstall the filter. Refer to Figure 2-4.

FIGURE 2-2. FIGURE 2-3. FIGURE 2-4.

1. Filter Cover 2. Cab Filter

P02040 03/05 Lubrication and Service P2-7

 10 HOUR (DAILY) INSPECTION (Continued)

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

11. FUEL FILTERS (Fuel Separators) - Drain water from
the bottom drain valve on each fuel separator.
12. AUTOMATIC LUBE SYSTEM -
• Check the grease reservoir; fill as required. Lube
Key “D”.
• When filling the reservoir, check the grease filter
indicator. Clean or replace the grease filter if the
indicator detects a problem.
• Inspect the system and check for proper
operation. Be certain the following important
areas are receiving adequate amounts of grease.
Lube Key “D”.
Steering Linkage
Final Drive Pivot Pin -
Rear Suspension Pin Joints - Upper & Lower
Body Hinge Pins -
Hoist Cylinders Pins - Upper & Lower
Anti-sway Bar - Both Ends

P2-8 Lubrication and Service 03/05 P02040

 50 HOUR LUBRICATION AND MAINTENANCE CHECKS

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

*1. FUEL FILTERS - Change the fuel filters, (fuel
separators).
Refer to engine manufacturer's maintenance manual
for fuel filter replacement instructions.
*2. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only, after the initial 50, 100, and 250 hours of
operation; then at each 500 hours of operation there-
after.

*These checks are required only after the initial hours of operation (such as: the commissioning of a new truck,
or after a new or rebuilt component installation).

P02040 03/05 Lubrication and Service P2-9

 100 HOUR LUBRICATION AND MAINTENANCE CHECKS

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

*1. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only, after the initial 100 and 250 hours of
operation; then at each 500 hours of operation there-
after.

*These checks are required only after the initial hours of operation (such as: the commissioning of a new truck,
or after a new or rebuilt component installation), check:

P2-10 Lubrication and Service 03/05 P02040

 250 HOUR LUBRICATION AND MAINTENANCE CHECKS
The 10 hour lubrication and maintenance checks should also be performed at this time.
NOTE: “Lube Key” references are to the Lubrication Chart.

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

1. ENGINE - Refer to engine Operation & Mainte-
nance manual for complete specifications regarding
engine lube oil specifications.
NOTE: If the engine is equipped with the *Centinel™
oil system and/or the Eliminator™ filter system,
engine oil and filter change intervals are extended
beyond 250 hours. Refer to Cummins Operation &
Maintenance manual for specific oil and filter change
intervals.
* The Centinel™ system is a duty-cycle-dependent
lubrication management system whereby oil is
blended with the fuel and burned and an extension of
oil change intervals can occur.
a. Change engine oil. Lube Key “A”.
b. Replace engine oil filters.
NOTE: When installing spin-on filter elements, follow
the instructions as specified by the filter manufacturer.
The tightening instructions are normally printed on the
outside of the filter. Do not use a wrench or strap to
tighten filter elements.
c. If the truck is equipped with a reserve engine
oil tank, change the reserve tank oil filter.
d. Check belt tension and condition of each
accessory belt. Refer to Cummins Operation
& Maintenance manual for specific adjust-
ment instructions.
e. Check the torque on the mounting capscrews
on cooling fan (1, Figure 2-5). Tighten eight
capscrews (2) to 175 ft.lbs. (237 Nm).
2. COOLING SYSTEM -
a. COOLANT MIXTURE - Check for proper
coolant mixture. Add coolant as required.
b. COOLANT FILTERS - Change coolant filters.
c. COOLING SYSTEM HOSES - Check cooling
system hoses for damage and signs of deteri-
oration.
Refer to the engine maintenance manual for coolant
filter replacement instructions and proper coolant mix-
ture instructions.
(CONTINUED NEXT PAGE)

P02040 03/05 Lubrication and Service P2-11

 250 HOUR LUBRICATION AND MAINTENANCE (Continued)

TASK COMMENTS CHECKED INITIALS

3. FUEL FILTERS - Change the fuel filters (fuel separa-
tors). Refer to Cummins Operation & Maintenance
manual for specific filter replacement instructions.
4. FUEL TANK - Drain water and sediment from the fuel
tank. Refer to Section B, Fuel Tank - Cleaning.
5. STEERING LINKAGE - Check the torque on pin
retaining nuts (1, Figure 2-6) on the steering linkage.
(525 ft.lbs. (712 N.m) Check the torque on tie rod
retaining nuts (2). (310 ft.lbs. (420 N.m)
6. HYDRAULIC PUMP DRIVESHAFT & U-JOINTS -
Add one or two applications of grease to each grease
fitting. Check that each bearing of the cross & bearing
assembly is receiving grease. Lube Key “D”. Replace
bearings if any wear is detected.
7. REAR WHEEL MOUNTING - Using a mirror on a long
rod and a flashlight, inspect all inner and outer wheel
mounting nuts/studs for any evidence of looseness,
damage, or missing hardware.
If wheel mounting nuts/studs must be secured or
replaced, the outer wheel must be removed for
access. Refer to the Shop manual, Section G, for
these procedures.

FIGURE 2-5. FIGURE 2-6.

P2-12 Lubrication and Service 03/05 P02040

 250 HOUR LUBRICATION AND MAINTENANCE (Continued)
TASK COMMENTS CHECKED INITIALS
8. REAR AXLE HOUSING - Check the rear axle housing
for fluid leaks by removing the two drain plugs on the
bottom of the axle housing. If fluid is present, the
cause must be found and corrected before releasing
the truck to operation.
9. MAGNETIC PLUG - Remove the magnetic plugs from
the front wheel hub covers and inspect for debris.
Clean the plugs and perform any necessary repairs.
Refer to Figure 2-7.
10. MOTORIZED WHEELS - Check for the correct oil
level. Rotate a magnetic plug to the 6 o’clock position
and remove the plug. The oil level should be even
with the bottom of the plug opening. Inspect the mag-
netic plugs for ferrous materials. Service the wheel
motor as necessary. Refer to Figure 2-8.
11. WHEEL MOTOR OIL SAMPLING - Refer to Section
G5, Wheel Motor, for oil sampling information.
*12. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only after the initial 250 hours of operation;
then at each 500 hours of operation thereafter. Check
oil level. Add oil as necessary. Lube Key “B”.
13. BATTERIES - Check the electrolyte level and add
water if necessary.
14. BODY-UP & HOIST LIMIT SWITCHES - Check oper-
ation of the switches. Clean the sensing areas of any
dirt accumulation and inspect the wiring for any signs
of damage.

*This check is required only after the first 250 hours of operation (such as: the commissioning of a new truck, or
after a new or rebuilt component installation), check:

FIGURE 2-7.
1. Magnetic Plug 2. Cover
FIGURE 2-8.

P02040 03/05 Lubrication and Service P2-13

 500 HOUR LUBRICATION AND MAINTENANCE CHECKS
Maintenance requirements for every 10 & 250 hour Lubrication and Maintenance Checks should also be carried
out at this time.
NOTE: “Lube Key” references are to the Lubrication Chart.

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

1. FINAL DRIVE CASE BREATHERS - Remove the
breather elements for the motorized wheels. Clean or
replace the elements.
2. HYDRAULIC SYSTEM FILTERS - Replace the tank
breathers and high pressure filter elements. Check
the oil level. Add oil as necessary. Lube Key “B”.
3. HYDRAIR® SUSPENSION - Check for proper piston
extension (front and rear).
4. THROTTLE AND BRAKE PEDAL - Lubricate the trea-
dle roller and hinge pins with lubricating oil. Lift the
boot from the mounting plate and apply a few drops of
lubricating oil between the mounting plate and the
plunger.
5. HOIST ACTUATOR LINKAGE - Check operation.
Clean, lubricate, and adjust as necessary.
6. PARKING BRAKE - Refer to Section J, Parking Brake
Maintenance. Perform the recommended inspections.
7. RESERVE ENGINE OIL SYSTEM (OPTIONAL)
a. Check electrical system connections for tight-
ness, corrosion and physical damage. Check
the battery, oil pressure switch, junction
boxes, remote control fill box and the circuit
breakers.
b. Examine all electrical cables over their entire
length for possible damage.
c. Examine all hoses, including those on the
reserve tank and the ones leading to and
from the engine. Check for leaks, cracks or
other damage. Check all fittings for tightness,
leakage or damage.
8. BLADDER ACCUMULATORS - Precharge pressure
must be checked every 500 hours. Failure to maintain
correct precharge pressure may result in bladder fail-
ures.
9 WHEEL MOTOR OIL - Change or filter wheel motor
gear oil. The oil must be filtered/changed prior to 500
hours if oil analysis indicates contaminated oil.

P2-14 Lubrication and Service 03/05 P02040

 1000 HOURS LUBRICATION AND MAINTENANCE CHECKS
Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should be performed at this time.
NOTE: “Lube Key” references are to the Lubrication Chart.

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

1. HYDRAULIC TANK - Drain the hydraulic tank and
clean the inlet strainer. Refill the tank with oil; approx-
imate capacity 250 gal. (947 l). Use Lube Key “B”.
2. RADIATOR - Clean the cooling system with a quality
cleaning compound. Flush with water. Refill the sys-
tem with anti-freeze and water solution. Check the
Cooling System Recommendation Chart in this sec-
tion for the correct mixture. Refer to the Cummin’s
Operation and Maintenance Manual for the correct
additive mixture.
3. FUEL TANK - Remove the breather and clean in sol-
vent. Dry with pressurized air and reinstall.
4. OPERATOR'S SEAT - Apply grease to the slide rails.
Lube Key “D”.
5. AUTOMATIC BRAKE APPLICATION - Ensure the
brakes are automatically applied when brake pres-
sure decreases below the specified limit. Refer to
Section J, Brake Check-out Procedure.

P02040 03/05 Lubrication and Service P2-15

 5000 HOUR MAINTENANCE CHECKS
Maintenance for every 10, 250, 500 & 1,000 hour Lubrication and Maintenance Checks should be performed at this
time.
NOTE: “Lube Key” references are to the Lubrication Chart.

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

AIR CLEANERS - Clean the Donaclone tubes in the
pre-cleaner section of the air filter. Use low pressure
cold water or low pressure air to clean the tubes.
Refer to Section C, Air Cleaners.
NOTE: Do not use a hot pressure washer or high
pressure air to clean the tubes. Hot water/high pres-
sure causes the pre-cleaner tubes to distort.

P2-16 Lubrication and Service 03/05 P02040

 SECTION P3

AUTOMATIC LUBRICATION SYSTEM

INDEX

AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3

GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3

SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Hydraulic Motor and Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Grease Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Pressure Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Flow Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Vent Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Lubrication Cycle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Time Delay Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Pump Cutoff Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Grease Pressure Failure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6

Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6

Pressure Failure Detection Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7

GENERAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8

Lubricant Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8

System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8

System Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8

P03024 06/06 Automatic Lubrication System P3-1

 LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8

Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8

Pump Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8

Lubrication Cycle Timer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9

Lubrication Cycle Timer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9

FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9

INJECTORS (SL-1 Series “H”)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10

Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10

Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10

INJECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11

PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14

SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-15

PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-17

Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-17

250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-17

1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-17

P3-2 Automatic Lubrication System 06/06 P03024

 AUTOMATIC LUBRICATION SYSTEM
GENERAL DESCRIPTION
The Lincoln 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 electric timer
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 as grease
output occurs on both the up and the down stroke.
FIGURE 3-1. PUMP/RESERVOIR COMPONENTS
1. Hose from Filter 7. Vent Valve
2. Outlet to Injectors 8. Pressure Gauge
3. Hydraulic Motor 9. Pump Assembly
4. Pressure Reducing 10. Flow Control Valve
Valve 11. Pressure Switch
5. Solenoid Valve 12. Grease Reservoir
6. Manual Override Switch 13. Vent Hose
P03024 06/06 Automatic Lubrication System
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 chamber, 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 the stated maximum working
pressure of the pump, or of the lowest rated
component in the system.
• Do not alter or modify any part of this system
unless approved by factory authorization.
• Do not attempt to repair or disassemble the
equipment while the system is pressurized.
• Make sure all fluid connections are securely
tightened before using this equipment.
• Always read and follow the fluid
manufacturer's recommendations regarding
fluid compatibility, and the use of protective
clothing and equipment.
• Check all equipment regularly and repair, or
replace, worn or damaged parts immediately.
This equipment generates very high grease
pressure. Extreme caution should be used when
operating this equipment as material leaks from
loose or ruptured components can inject fluid
through the skin and into the body causing
serious bodily injury including possible need for
amputation. Adequate protection is
recommended to prevent splashing of material
onto the skin or into the eyes.
If any fluid appears to penetrate the skin, get
emergency medical care immediately! Do not
treat as a simple cut. Tell attending physician
exactly what fluid was injected.
P3-3
 FIGURE 3-2. AUTO LUBE SYSTEM INSTALLATION

NOTE: The above illustration shows the standard location for the lube pump & reservoir (right platform). This
assembly may be located on left platform on some models.

1. L.H. Suspension, Top Bearing 13. R.H. Hoist Cylinder, Bottom Bearing
2. L.H. Suspension, Bottom Bearing 14. R.H. Anti-Sway Bar Bearing
3. L.H. Body Pivot Pin 15. Truck Frame
4. L.H. Hoist Cylinder, Top Bearing 16. Vent Hose
5. L.H. Hoist Cylinder, Bottom Bearing 17. Oil Level Plug
6. L.H. Anti-Sway Bar Bearing 18. Pressure Switch, N.O., 17,237 kPa (2500 psi)
7. Rear Axle Pivot Pin 19. Grease Pump
8. Grease Supply From Pump 20. Vent Valve
9. R.H. Suspension, Top Bearing 21. Filter Assembly
10. R.H. Suspension, Bottom Bearing 22. Grease Supply to Injectors
11. R.H. Body Pivot Pin 23. Injector
12. R.H. Hoist Cylinder, Top Bearing 24. Pressure Switch, N.O., 13,790 kPa (2000 psi)

P3-4 Automatic Lubrication System 06/06 P03024

SYSTEM COMPONENTS
Filter
Filter assembly (21, Figure 3-2), mounted on the
grease reservoir, filters the grease prior to refilling
the reservoir from the shop supply. A bypass
indicator alerts service personnel when the filter
requires replacement.
Hydraulic Motor and Pump
Rotary hydraulic motor and pump (3 & 9, Figure 3-1)
is a fully hydraulically operated 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 pipe plug (17, Figure 3-2).
If necessary, 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 the
system components and personal injury.
Grease Reservoir
Grease reservoir (12, Figure 3-1) has a capacity of
41 kg (90 lbs.). When the grease supply is
replenished by filling the system at the service
center, the grease passes through a filter to remove
contaminants before it flows into the reservoir.
Pressure Reducing Valve
Pressure reducing valve (4, Figure 3-1), located on
the manifold, reduces the hydraulic supply pressure
from the truck steering circuit to a suitable operating
pressure of 2240 - 2415 kPa (325 - 350 psi) for the
hydraulic motor that is used to drive the lubricant
pump.
Flow Control Valve
Flow control valve (10, Figure 3-1), mounted on the
manifold, controls the amount of oil flow to the
hydraulic motor. The flow control valve has been
factory adjusted and the setting should not be
disturbed.
Solenoid Valve
Solenoid valve (5, Figure 3-1), when energized,
allows oil to flow to the hydraulic motor.
P03024 06/06 Automatic Lubrication System
Vent Valve
With vent valve (7, Figure 3-1) 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.
Lubrication Cycle Timer
Solid state lubrication cycle timer (1, Figure 3-4)
provides a 24 VDC timed-interval signal to energize
solenoid valve (5, Figure 3-1), providing oil flow to
operate the grease pump motor. This timer is
mounted in the electrical interface cabinet.
Time Delay Module
Time delay module (7, Figure 3-4), located in the
electrical interface cabinet, provides a one minute
delay in the low lubrication pressure warning lamp
circuit to allow a normally operating system to attain
full grease pressure without activating the warning
lamp. If the system fails to reach 13,789 kPa (2000
psi) within this time period, the timer will apply
24VDC to several relays which will illuminate the low
lubrication pressure warning lamp in the overhead
display. An external 604K ohm resistor determines
the delay period.
Pump Cutoff Pressure Switch
Pump cutoff pressure switch (11, Figure 3-1) de-
energizes the pump solenoid relay when the grease
line pressure reaches the switch pressure setting,
turning off the motor and pump.
Grease Pressure Failure Switch
Grease pressure failure switch (24, Figure 3-2)
monitors grease pressure in the injector bank on the
rear axle housing. If the proper pressure is not
sensed within 60 seconds (switch contacts do not
close), several relays energize, actuating the low
lubrication pressure warning lamp circuit to notify the
operator a problem exists in the lubrication system.
Pressure Gauge
Pressure gauge (8, Figure 3-1) monitors hydraulic oil
pressure to the inlet of the hydraulic motor.
Injectors
Each injector (23, Figure 3-2) delivers a controlled
amount of pressurized lubricant to a designated lube
point. Refer to Figure 3-2 for locations.
P3-5
SYSTEM OPERATION
Normal Operation
1. During truck operation, lubrication cycle timer
(1, Figure 3-4) will energize the system at a
preset time interval.
2. The timer provides 24 VDC through the
normally closed relay RB7K5 (12), which is
used to energize the pump solenoid valve (5).
This allows hydraulic oil provided by the truck
steering pump circuit to flow to the pump motor
and initiate a pumping cycle.
3. The hydraulic oil pressure from the steering
circuit is reduced to 2240 to 2413 kPa (325 to
350 psi) by pressure reducing valve (4, Figure
3-3) before entering the motor. In addition, the
amount of oil supplied to the pump is limited by
flow control valve (6). Pump pressure can be
read using the gauge (5) mounted on the
manifold.
4. With oil flowing into the hydraulic motor, the
grease pump will operate, pumping grease from
the reservoir through check valve (10), vent
valve (11), and then to injectors (13).
5. During this period, the injectors will meter the
appropriate amount of grease to each
lubrication point.
6. When the grease pressure reaches the setting
of pressure switch (4, Figure 3-4) the switch
contacts will close and energize relay RB7K5,
removing power from the hydraulic motor/pump
solenoid and the pump will stop. The relay will
remain energized until the grease pressure
drops and the pressure switch opens again or
until the timer turns off.
7. After the pump solenoid valve is de-energized,
hydraulic pressure in the manifold drops and
the vent valve will open, releasing grease
pressure in the lines 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 cycle timer turns on and initiates a
new grease cycle.

FIGURE 3-3. HYDRAULIC SCHEMATIC

1. Hydraulic Oil Return
2. Hydraulic Oil Supply
3. Pump Solenoid Valve
4. Pressure Reducing Valve
5. Motor Pressure Gauge 10. Check Valve
6. Flow Control Valve 11. Vent Valve
7. Hydraulic Motor 12. Orifice
8. Grease Pump 13. Injector Bank
9. Pressure Switch (N.O.)

P3-6 Automatic Lubrication System 06/06 P03024

Pressure Failure Detection Circuits
1. When the lubrication cycle is initiated, 24VDC 4. After RB7K4 relay energizes, it will energize
flows through relay RB7K1 (8, Figure 3-4) N.C. relay RB7K3 (6). Once relay RB7K3 is
contacts to one minute delay timer (7). energized, it will latch and remain energized as
long as the keyswitch is ON. In addition, relay
2. If the system is operating normally, grease
RB7K4 will also remain energized and the low
pressure at the rear axle injector bank will rise
lubrication pressure warning lamp will remain
to 13,789 kPa (2000 psi), which is the setting of
on to notify the operator a problem exists and
pressure switch (9), and energize relay RB7K1
the system requires service.
(8), removing 24VDC from the delay timer.
3. If a problem occurs and the system is not able
to attain 13,789 kPa (2000 psi), delay timer (7)
will energize relay RB7K4 (10) after 60
seconds, turning on the low lubrication system
pressure warning lamp.

FIGURE 3-4. ELECTRICAL SCHEMATIC

1. Lubrication Cycle Timer
2. Fuse FB1-5 (in Electrical Interface Cabinet)
3. Fuse FB1-24 (in Electrical Interface Cabinet)
4. Pressure Switch; N.O., 17,237 kPa (2500 psi)
5. Grease Pump Motor Solenoid
6. Relay K3 (on Relay Board RB7)
7. Time Delay Module
8. Relay K1 (on Relay Board RB7)
9. Pressure Switch; N.O. 13,790 kPa (2000 psi)
10. Relay K4 (on Relay Board RB7)
11. Low Lubrication System Pressure Warning Lamp
(on Overhead Display Panel)
12. Relay K5 (on Relay Board RB7)
13. Manual Test Switch, Optional (at grease reservoir)

P03024 06/06 Automatic Lubrication System P3-7

GENERAL INSTRUCTIONS LUBRICANT PUMP
Lubricant Requirements Pump Housing Oil Level
Grease requirements will depend on ambient The pump housing must be filled to the proper level
temperatures encountered during truck operation: with SAE 10W-30 motor oil. Oil level should be
checked at 1000 hour intervals. To add oil, remove
• Above 32°C (90°F) - Use NLGI No.2
pipe plug (4, Figure 3-5) and fill housing to bottom of
multipurpose grease (MPG).
plug hole.
• -32° to 32°C (-25° to 90°F) - Use NLGI No. 1
multipurpose grease (MPG). Pump Pressure Control
• Below -32°C (-25°F) - Refer to local supplier for High pressure hydraulic fluid from the truck steering
extreme cold weather lubricant requirements. system is reduced to 2240 - 2413 kPa (325 - 350 psi)
by pressure reducing valve (4, Figure 3-1) located on
System Priming
the manifold on top of the pump motor. This pressure
The system must be full of grease and free of air can be read on the gauge installed on the manifold
pockets to function properly. After maintenance, if and should be checked occasionally to verify
the primary or secondary lubrication lines were pressure is within the above limits.
replaced, it will be necessary to prime the system to
eject all entrapped air.
1. Fill lube reservoir with lubricant, if necessary.
2. To purge air from the main supply line, remove
the main supply line at the canister 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 grease appears at the group of injectors
and re-install the pipe plug. Repeat for
remaining injector groups.
5. Remove the caps from each injector and
connect an external grease supply to the zerk
on the injector and pump until grease appears
at the far end of the individual grease hose or
the joint being greased.
FIGURE 3-5. PUMP CONTROLS
System Checkout
1. Pump Pressure Control 3. Pressure Gauge
To check system operation (not including timer): 2. Manual Override Switch 4. Oil Level Plug
1. Start the engine. (Test) 5. Flow Control Valve
2. Actuate the lube system test switch at the
reservoir/pump assembly on the front bumper.
The motor and pump should operate until the
system attains 17,237 kPa (2500 psi).
3. Once the pressure is attained, the pump motor
should turn off and the system should vent.
4. Check for pump, hose and injector damage,
and for leakage while the system is under
pressure.
5. After checking the system, shut off the engine.
Make sure that the propulsion system is de-
energized before performing any repairs.

P3-8 Automatic Lubrication System 06/06 P03024

Lubrication Cycle Timer Check Lubrication Cycle Timer Adjustment
To check the solid state timer operation without The timer is factory set for a nominal 2.5 minute (off
waiting for the normal timer setting, proceed as time) interval. Dwell time is approximately 1 minute,
follows: 15 seconds. A longer interval (off time) is obtained by
turning selector knob (3, Figure 3-6) to the desired
1. Remove timer dust cover.
position.
NOTE: The timer incorporates a liquid and dust tight
NOTE: Set timer by turning the selector knob to the
cover which must be in place and secured at all times
2.5 minute setting point. Then, turn the selector
during truck operation.
clockwise one detent at a time to the desired setting,
2. Adjust timer selector (3, Figure 3-6) to 5 minute or until the maximum limit of 80 minutes is reached.
interval setting.
The timer is a sealed unit. Do not attempt
3. The timer should cycle in five minutes if the
disassembly.
truck is operating.
NOTE: If the timer check is being made on a cold FILTER ASSEMBLY
start, the first cycle will be approximately double the
nominal setting. All subsequent cycles should be The filter assembly element (5, Figure 3-7) should be
within the selected time tolerance. replaced if the bypass indicator (2) shows excessive
element restriction.
4. Voltage checks at the timer should be
accomplished if the above checks do not
identify the problem.
a. Insure timer ground connection is clean and
tight.
b. Using a volt-ohm meter, read the voltage
between positive and negative posts on the
solid state timer with the truck keyswitch
ON.
Normal reading should be 18-26 VDC,
depending upon whether or not the engine
is running.

FIGURE 3-6. TIMER (TOP COVER REMOVED) FIGURE 3-7. FILTER ASSEMBLY
1. Timer Enclosure 1. Housing 6. Spring
2. Red LED (Light Emitting Diode) 2. Bypass Indicator 7. Bowl
3. Timer Selector 3. O-Ring 8. O-Ring
4. Backup RIng 9. Plug
5. Element

P03024 06/06 Automatic Lubrication System P3-9

INJECTORS (SL-1 Series “H”))
Injector Specifications
Each lube injector services only one grease point. In
case of a pump malfunction, each injector is
equipped with a covered grease fitting to allow the
use of external lubricating equipment.
• Injector output is adjustable:
Maximum output = 1.31 cc (0.08 in3).
Minimum output = 0.13 cc (0.008 in3).
• Operating Pressure:
Minimum - 12755 kPa (1850 psi)
Maximum - 24133 kPa (3500 psi)
Recommended - 17238 kPa (2500 psi)
Maximum Vent Pressure - (Recharge)
4137 kPa (600 psi)

Injector Adjustment
FIGURE 3-8. TYPE SL-1 INJECTOR
The injectors may be adjusted to supply 0.13 cc -
1. Adjusting Screw 11. Spring Seat
1.31 cc (0.008 - 0.08 in3) of lubricant per injection 2. Locknut 12. Plunger
cycle. The injector piston travel distance determines 3. Piston Stop Plug 13. Viton Packing
the amount of lubricant supplied. This travel is in turn 4. Gasket 14. Inlet Disc
controlled by an adjusting screw in the top of the 5. Washer 15. Viton Packing
injector housing. 6. Viton O-Ring 16. Washer
Turn adjusting screw (1, Figure 3-8) 7. Injector Body Assy. 17. Gasket
counterclockwise to increase the amount of lubricant 8. Piston Assembly 18. Adapter Bolt
delivered and clockwise to decrease the amount of 9. Fitting Assembly 19. Adapter
lubricant delivered. 10. Plunger Spring 20. Viton Packing

When the injector is not pressurized, maximum

injector delivery volume is attained by turning
adjusting screw (1) fully counterclockwise until
indicating pin (8) just touches the adjusting screw. At
the maximum delivery point, about 9.7 mm (0.38 in.)
adjusting screw threads should be showing.
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 showing. The injector will be
set at minimum delivery point with about 0.22 mm
(0.009 in.) thread showing.
NOTE: The above information concerns adjustment
of injector delivery volume. The timer adjustment
should also be changed, if overall lubricant delivery is
too little or too much. Injector output should not be
adjusted to less than 1/4 capacity.
NOTE: Piston assembly (8) has a visible indicator pin
at the top of the assembly to verify the injector
operation.

P3-10 Automatic Lubrication System 06/06 P03024

 INJECTOR OPERATION

STAGE 1.
The injector piston (2) is in its normal or
“rest” position. The discharge chamber (3) is
filled with lubricant from the previous cycle.
Under the pressure of incoming lubricant (6),
the slide valve (5) is about to open the
passage (4) leading to the measuring
chamber (1) above the injector piston (2).

STAGE 2.
When the slide valve (5) uncovers the
passage (4), lubricant (6) is admitted to the
measuring chamber (1) above the injector
piston (2) which forces lubricant from the
discharge chamber (3) through the outlet
port (7) to the bearing.

STAGE 3.
As the injector piston (2) completes its
stroke, it pushes the slide valve (5) past the
passage (4), cutting off further admission of
lubricant (6) to the passage (4) and
measuring chamber (1). The injector piston
(2) and slide valve (5) remain in this position
until lubricant pressure in the supply line (6)
is vented.

STAGE 4.
After venting, the injector spring expands,
causing the slide valve (5) to move, so that
the passage (4) and discharge chamber (3)
are connected by a valve port (8). Further
expansion of the spring causes the piston
to move upward, forcing the lubricant in the
measuring chamber (1) through the passage
(4) and valve port (8) to refill the discharge
chamber (3).

The injector is now ready for the next cycle.

P03024 06/06 Automatic Lubrication System P3-11

PUMP REBUILD 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.
Be certain to bleed steering accumulators to 15. Unscrew the plunger rod from plunger tube (10)
relieve hydraulic pressure and to relieve pump and slide off cup seal (15), backup washer (14)
outlet grease pressure before removing any and wrist pin anchor (13).
hoses or fittings.
16. Unscrew the plunger tube from outlet pin (8).
Disassembly 17. To dismantle the crankrod assembly (items 1
1. Remove four socket head screws (32, Figure 3- through 7), remove flat head screws (1) and
9). Separate manifold (37) from hydraulic motor counterweights (2).
(42). 18. Remove the small retaining rings (6) and press
2. Remove pipe plug (45) and drain the crankcase the crank eccentric (7) out of the ball bearing
oil from pump housing (46). (8). Support the ball bearing on the inner race.
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 1. Screw 32. Screw
(55). 2. Counterweight 33. Override Switch
5. Remove two socket head screws (44). 3. Retaining Ring 34. Override Knob
Separate hydraulic motor (42) from pump 4. Crankrod 35. Solenoid Valve
housing (46). 5. Retaining Ring 36. Connector
6. Crank Eccentric 37. Manifold
6. Remove two outlet pin nuts (50) from the pump 7. Ball Bearing 38. Pressure Reducing
housing. 8. Outlet Pin Valve
7. Remove the pump subassembly (items 1 9. O-Ring 39. Flow Control Valve
through 27) from the pump housing. Pushing 10. Plunger Tube 40. O-Ring
the subassembly up with a 19 mm (0.75 in.) 11. Screw 41. Gasket
diameter wooden or plastic rod against check 12. Wrist Pin Bushing 42. Hydraulic Motor
seat housing (27) is helpful. 13. Wrist Pin Anchor 43. Washer
8. Remove housing tube (55) from the pump 14. Backup Washer 44. Screw
housing by inserting a 19 mm (0.75 in.) 15. Cup Seal 45. Pipe Plug
diameter rod through the inlet holes at the 16. Plunger Rod 46. Pump Housing
bottom of the housing tube and unscrewing it. 17. Spring 47. Backup Ring
9. Remove bronze bearing (51), O-ring (52), 18. Steel Ball 48. O-Ring
backup washer (53), and O-ring (54) from the 19. Plunger 49. O-Ring
housing tube. 20. Reciprocating Tube 50. Outlet Pin Nut
21. Cup Seal 51. Bronze Bearing
10. Remove the crankrod assembly (items 1 22. O-Ring 52. O-Ring
through 8) from the pump by unscrewing button 23. Cylinder 53. Backup Washer
head screws (11) and pulling out wrist pin 24. Ball Cage 54. O-Ring
bushings (12). 25. Steel Ball 55. Housing Tube
11. Remove check seat (27) from reciprocating 26. O-Ring 56. Shovel Plug
tube (20). 27. Check Seat 57. Retaining Ring
28. Screw 58. Orifice Fitting
Note: There is a 3/8 in. allen head socket in the 29. Housing Cover 59. Gasket
throat of the check seat housing to facilitate removal. 30. Cover Gasket 60. Inlet Strainer
12. Unscrew wrist pin anchor (13) from the 31. Gauge
reciprocating tube and pull the plunger
FIGURE 3-9. LUBE PUMP ASSEMBLY
assembly (items 8 through 19) from the tube.

P3-12 Automatic Lubrication System 06/06 P03024

 FIGURE 3-9 LUBE PUMP ASSEMBLY

P03024 06/06 Automatic Lubrication System P3-13

Cleaning and Inspection
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.
2. Clean and inspect the following parts. Replace
if excessive wear is evident:
• 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)
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 3-9) 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 N•m (100 - 110 in. lbs.).
3. Using new O-ring (9), install plunger tube (10)
on outlet pin (8). Tighten to 11 - 12 N•m (100 -
110 in. lbs.).
4. Assemble wrist pin anchor (13), backup washer
(14), cup seal (15) and plunger rod (16) onto the
plunger tube. Tighten to 11 - 12 N•m (100 - 110
in. lbs.).
5. Assemble spring (17), ball (18), and plunger
(19) on the plunger rod. Tighten the plunger to
11 - 12 N•m (100 - 110 in. lbs.).
6. Install reciprocating tube (20) onto wrist pin
anchor (13). Tighten to 27 - 34 N•m (20 - 25 ft.
lbs.).
P3-14 Automatic Lubrication System
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 N•m (20 - 25 ft. lbs.).
8. Assemble the crank rod assembly to the pump
with bushings (12) and button head screws
(11). Tighten the screws to 11 - 14 N•m (100 -
125 in. lbs.).
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).
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 N•m
(20 - 25 ft. lbs.).
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 N•m
(30 - 35 ft. lbs.).
14. Install gasket (41) and motor (42) on pump
housing (46). Install washers (43) and socket
head screws (44). Tighten to 68 - 75 N•m (50 -
55 ft. lbs.).
15. Install shovel plug (56) in housing tube (55).
Install retaining ring (57).
16. Install gasket (31), cover (30) and six self-
tapping screws (29) 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 N•m (20 - 25 ft. lbs.).
18. If removed, install pressure reducing valve (38)
into manifold (37). Tighten to 27 - 34 N•m (20 -
25 ft. lbs.).
19. If removed, install flow control valve (39) into
manifold (37). Tighten to 27 - 34 N•m (20 - 25
ft. lbs.).
20. If removed, install solenoid valve (34) into
manifold (37). Tighten to 20 - 27 N•m (15 - 20
ft. lbs.).
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.
06/06 P03024
 SYSTEM TROUBLESHOOTING CHART
If the following procedures do not correct the problem, contact a factory authorized service center.

TROUBLE POSSIBLE CAUSES SUGGESTED 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 that the key
switch is ON.

Timer malfunction. Replace timer assembly.

Solenoid valve malfunctioning. Replace the solenoid valve assembly.

Pump Does Not Operate
Relay malfunctioning. Replace the relay.

Motor or pump malfunction. Repair or replace motor and/or pump

assembly. Refer to Service Manual for
rebuild instructions.
NOTE: On initial startup of the lube system, the timing capacitor will not contain a
charge, therefore the first timing cycle will be about double in length compared to
the normal interval. Subsequent timer cycles should be as specified.
Low lubricant supply. Dirt in reservoir, pump inlet clogged, filter
Pump Will Not Prime clogged.
Air trapped in lubricant supply line. Prime system to remove trapped air.

Lubricant supply line leaking. Check lines and connections to repair

leakage.
Pump Will Not Build
Pressure Vent valve leaking. Clean or replace vent valve.

Pump worn or scored. Repair or replace pump assembly. Refer to

Service Manual for rebuild instructions.
NOTE: Normally, during operation, the injector indicator stem will move into the
body of the injector when pressure builds properly. When the system vents
(pressure release) the indicator stem will again move out into the adjusting yoke.
Malfunctioning injector - usually Replace individual injector assembly.
Injector Indicator Stem indicated by the pump building
Does Not Operate pressure and then venting.

All injectors inoperative - pump build Service and/or replace pump assembly.
up not sufficient to cycle injectors. Refer to Service Manual for rebuild
instructions.

P03024 06/06 Automatic Lubrication System P3-15

 TROUBLE POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
No system pressure to the pump Check hydraulic hose from steering
motor. system.

No 24 VDC signal at pump solenoid. Determine problem in 24 VDC electric

system.
Pressure Gauge Does Not
Register Pressure Pressure reducing valve set too low. Refer to “Pressure Control Valve
Adjustment”.

24V Relay (RB7K8 or RB7K5) may Replace relay.

be defective.

Pump Pressure Builds No signal at solenoid. Check timer.

Very Slowly Or Not At All

Turn on electric power to pump. “POWER”

Controller Does Not No electric power to controller. LED should light, “PUMP ON” LED should
Operate. light when “MANUAL LUBE” is pressed.

“PUMP ON” LED Lights,

But Load Connected To Printed circuit board failure. Remove and replace.
Terminals 3 & 4 Will Not
Energize

Load Connected To Printed circuit board failure or Remove and replace.

Terminals 3 & 4 Energized, keypad failure.
But “PUMP ON” LED Does
Not Light

Controller memory mode is to OFF. Switch controller memory mode to ON.

Bearing Points
Excessively Lubricated Injector output setting too high. Readjust to lower setting.

Timer/controller cycle time setting Set to longer cycle time or reevaluate lube
too low. requirements.

Injector output setting too low. Readjust injector output setting.

Bearing Points Are Not

Sufficiently Lubricated
Timer/controller cycle time setting Set to shorter cycle time or reevaluate lube
does not deliver lubricant often requirements.
enough.

System too large for pump output. Calculate system requirements per
planning manual.

P3-16 Automatic Lubrication System 06/06 P03024

 PREVENTIVE MAINTENANCE PROCEDURES
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.
• Lack of lubricant usage would indicate an inop-
erative system. Excessive usage would indi-
cate a broken supply line.
2. Check filter bypass indicator when filling reser-
voir. Replace element if bypassing.
3. Check all grease hoses from the SL-1 Injectors
to the lubrication points.
a. Repair or replace all damaged feed line
hoses.
b. Ensure that all air is purged and all new feed
line hoses are filled with grease before send-
ing the truck back into service.
4. Inspect key lubrication points for a bead of lubri-
cant around seal. If a lubrication point appears
dry, troubleshoot and repair problem.
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 / broken hoses.
b. Ensure that all air is purged and all new feed
line hoses are filled with grease before send-
ing the truck back into service.
2. Check all grease supply line hoses from the
pump to the SL-1 injectors.
a. Repair or replace all worn / broken supply
lines.
b. Ensure that all air is purged and all new sup-
ply line hoses are filled with grease before
sending the truck back into service.
3. Check grease reservoir level.
a. Fill reservoir if low. Check filter bypass indi-
cator when filling reservoir. Replace element
if bypassing.
b. Check reservoir for contaminants. Clean, if
required.
c. Check that all filler plugs, covers and
breather vents on the reservoir are intact and
free of contaminants.
P03024 06/06 Automatic Lubrication System
4. Inspect all bearing points for a bead of lubricant
around the bearing seal.
It is good practice to manually lube each bear-
ing 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.
5. System Checkout
a. Remove all SL-1 injector cover caps to allow
visual inspection of the injector cycle indica-
tor pins during system operation.
b. Start truck engine.
c. Actuate the lube system test switch (6, Fig-
ure 3-1). The hydraulic motor and grease
pump should operate.
d. With the grease under pressure, check each
SL-1 injector assembly.
The cycle indicator pin should be retracted
inside the injector body.
e. When the system attains 17,237 kPa (2500
psi), the pump should shut off and the pres-
sure in the system should drop to zero, vent-
ing 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 timer operation.
NOTE: With the engine on, the lube system should
activate within five minutes. The system should build
13,790 - 17,237 kPa (2000 - 2500 psi) within 25-40
seconds.
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 pump housing oil level. Refill to bottom
of level plug with SAE 10W-30 motor oil if nec-
essary
P3-17
 NOTES

P3-18 Automatic Lubrication System 06/06 P03024

 SECTION Q
ALPHABETICAL INDEX
A Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . J5-4
Brake
Accelerator Pedal, Electronic . . . . . . . . . . . . . . . E2-46
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Accumulator
Wet Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21
Brake Seal Assembly, Rear . . . . . . . . . . . . . . . . . J5-13
Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
AC Drive System Electrical Checkout . . . . . . . . . . E3-1
Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-12
AID System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-7
C
Component Service . . . . . . . . . . . . . . . . . . . . . N4-14
Alarm Indicating Device (AID) . . . . . . . . . . . . . . . . D3-7 Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Alternator, 24VDC Battery Charging . . . . . . . . . . D10-1 Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Alternator, Propulsion . . . . . . . . . . . . . . . . . . . . . . C4-3 Charging Procedures
Antifreeze Recommendations . . . . . . . . . . . . . . . . P2-4 Brake Accumulators . . . . . . . . . . . . . . . . . . . . . J3-27
Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Steering Accumulators . . . . . . . . . . . . . . . . . . . L6-26
Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
Automatic Lubrication System . . . . . . . . . . . . . . . . P3-1
Checkout Procedures
Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
A/C Drive System . . . . . . . . . . . . . . . . . . . . . . . . E3-5
B Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1

Batteries, Maintenance and Service . . . . . . . . . . . D2-3

Battery Charging System. . . . . . . . . . . . . . . . . . . D10-5
Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Battery Disconnect Switches . . . . . . . . . . . . . . . . . D2-6
Battery Converter (24V to 12V) . . . . . . . . . . . . . . . D2-7
Bearing, Front Wheel. . . . . . . . . . . . . . . . . . . . . . . G3-9
Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . L6-3
Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Body Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
Body Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Body Up Retention Cable . . . . . . . . . . . . . . . . . . . B3-6
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . J3-22
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
Bleeding Procedures
Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . J5-16
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . J4-1
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . D3-18
Console, Center. . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Control Cabinet Components . . . . . . . . . . . . . . . E2-38
Controller
Orbcomm . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
Propulsion System . . . . . . . . . . . . . . . . . . . . . . . E2-5
VHMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
Cooling System
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Disc Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-8
Cylinders
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Steering
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G3-13
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8

Q01061 Alphabetical Index Q1-1

 D H
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Diagnostic Information Display (DID) . . . . . . . . . . E2-7
Fault Codes/Event Codes . . . . . . . . . . . . . . . . E2-8
Diode Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . J3-16
Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-19
Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Dump Procedure, Disabled Truck. . . . . . . . . . . . .L8-23
E Hub, Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Electrical Propulsion Components . . . . . . . . . . . . E2-1
Electrical System Schematics . . . . . . . . . . . . . . . R1-1
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5
Engine Specifications. . . . . . . . . . . . . . . . . . . . . A2-3
F Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-13
Fan, Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Fan Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
Fault Codes/Event Codes, DID Panel . . . . . . . . . E2-8
Filters
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Cab Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
Fire Control System (Optional) . . . . . . . . . . . . . . . M2-1
5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . D3-4
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Front Tires and Rims . . . . . . . . . . . . . . . . . . . . . . G2-5
Front Wheel Hub and Spindle. . . . . . . . . . . . . . . . G3-3
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Fuel Receiver. . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Gauge Sender . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Fuse Block Charts . . . . . . . . . . . . . . . . . . . . . . . D3-17
G
Grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Q1-2 Alphabetical Index
Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . . N4-1
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
Hoist Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Hoist Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . .L10-9
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
HYDRAIR® II Suspensions
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Oil and Nitrogen Specifications . . . . . . . . . . . . H4-10
Hydraulic System
Disc Brake Cooling System . . . . . . . . . . . . . . . . .L2-8
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1
Strainers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . .L6-10
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
I
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Interface Module (IM) . . . . . . . . . . . . . . . . . . . . D11-17
L
Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-1
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Lubrication System, Automatic . . . . . . . . . . . . . . . P3-1
Q01061
 M R
Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . P2-6
Manifold
Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3
Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Overcenter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-6
Metric Conversion Chart . . . . . . . . . . . . . . . . . . . . A5-6
N Reserve Engine Oil System. . . . . . . . . . . . . . . . .M31-1
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . H4-10
O
Oiling and Charging Procedure, Suspension . . . . H4-1
Operator Cab Controls . . . . . . . . . . . . . . . . . . . . . N5-1
Optional Equipment
Fire Control System . . . . . . . . . . . . . . . . . . . . . .M2-1
Payload Meter III. . . . . . . . . . . . . . . . . . . . . . . .M20-1
Overhead Display Panel . . . . . . . . . . . . . . . . . . . N5-19
P Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Payload Meter III . . . . . . . . . . . . . . . . . . . . . . . . .M20-1
Pedal
Accelerator, Electronic . . . . . . . . . . . . . . . . . . . E2-46
Retarder, Electronic . . . . . . . . . . . . . . . . . . . . . E2-46
Service Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5
Propulsion System Controller (PSC) . . . . . . . . . . . E2-5
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . E3-12
Pump
Hoist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3
Steering/Brake . . . . . . . . . . . . . . . . . . . . . . . . . L6-10
Pressure Control Adjustment . . . . . . . . . . . . . . L10-4
Q01061 Alphabetical Index
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Filling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Rear Axle
Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G5-1
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G4-1
Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . . . . .G2-7
Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Retarder Pedal, Electronic. . . . . . . . . . . . . . . . . . E2-46
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-9
S
Safety Rules, General . . . . . . . . . . . . . . . . . . . . . . A3-1
Starter, 24VDC (Refer to Engine Manual)
Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Solenoid
Accumulator Bleeddown . . . . . . . . . . . . . . . . . . . L4-5
Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-7
Specifications
HYDRAIR® II Oil and Nitrogen . . . . . . . . . . . . H4-10
Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . .G3-3
Starter Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Steering
Accumulator Charging Procedure . . . . . . . . . . . L6-26
Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Hydraulic Check-Out Procedure . . . . . . . . . . . . L10-1
Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . L6-30
Suspension, HYDRAIR® II
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Oiling and Charging . . . . . . . . . . . . . . . . . . . . . . H4-1
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Switch
Body-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Low Accumulator Pressure . . . . . . . . . . . . . . . . . L4-7
Q1-3
 T V
Tank
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Tires and Rims
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7
Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . . . . . G3-15
Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
Torque Charts
Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
Standard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
Troubleshooting
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . D10-14
Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
Propulsion System Components . . . . . . . . . . . E3-34
Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L6-30
Truck Control Interface (TCI) . . . . . . . . . . . . . . . . E2-6
Checkout Procedure . . . . . . . . . . . . . . . . . . . . E3-17
U Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . A2-4
Unloader Valve Adjustment . . . . . . . . . . . . . . . . .L10-4
Q1-4 Alphabetical Index
Valves
Accumulator Bleeddown Solenoid . . . . . . . . . . . .L4-5
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Dual Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hoist Pilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Hoist Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-9
Shock and Suction . . . . . . . . . . . . . . . . . . . . . . .L10-7
Steering Control . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
Unloader Adjustment . . . . . . . . . . . . . . . . . . . . L10-4
Vehicle Health Monitoring System (VHMS)
Checkout and Troubleshooting . . . . . . . . . . . . D13-1
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . D11-1
Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-1
W
Warnings and Cautions . . . . . . . . . . . . . . . . . . . . A4-1
Warning Indicator Lights . . . . . . . . . . . . . . . . . . . N5-19
Wear Indicator, Brake Disc . . . . . . . . . . . . . . . . . . . J5-4
Wheel Bearing Adjustment
Front Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Front Wheel Bearing Seal Adjustment. . . . . . . G3-10
Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-3
Wheel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Wheels and Tires
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7
Window, Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Windshield Washer. . . . . . . . . . . . . . . . . . . . . . . . N3-5
Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Q01061
 SECTION R
SYSTEM SCHEMATICS
INDEX

HYDRAULIC SUPPLY, BRAKE COOLING, STEERING & HOIST SCHEMATIC . . . . . . . . . . . . . . . .HH359

HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EM1358

ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS4300

R01082 Index R1-1

 NOTES

R1-2 Index R01082

 EM1358-0 OCT 06
HYDRAULIC BRAKE SCHEMATIC
930E-4
A30462 & UP
 XS4301-0 OCT 06
ELECTRICAL SCHEMATIC
INDEX & SYMBOLS
930E-4
A30462 & UP
Sheet 01 of 35
 XS4302-0 OCT 06
ELECTRICAL SCHEMATIC
GE SYSTEM BLOCK DIAGRAM
930E-4
A30462 & UP
Sheet 02 of 35
 XS4303-0 OCT 06
ELECTRICAL SCHEMATIC
MAIN PROPULSION
930E-4
A30462 & UP
Sheet 03 of 35
 XS4304-0 OCT 06
ELECTRICAL SCHEMATIC
24V / 15V POWER DISTRIBUTION
930E-4
A30462 & UP
Sheet 04 of 35
 XS4305-0 OCT 06
ELECTRICAL SCHEMATIC
GE INVERTER FIRING
930E-4
A30462 & UP
Sheet 05 of 35
 XS4306-0 OCT 06
ELECTRICAL SCHEMATIC
GE INVERTER FIRING
930E-4
A30462 & UP
Sheet 06 of 35
 XS4307-0 OCT 06
ELECTRICAL SCHEMATIC
ENGINE INPUTS / OUTPUTS
930E-4
A30462 & UP
Sheet 07 of 35
 XS4308-0 OCT 06
ELECTRICAL SCHEMATIC
GE / 24V - DIGITAL INPUTS / OUTPUTS
930E-4
A30462 & UP
Sheet 08 of 35
 XS4309-0 OCT 06
ELECTRICAL SCHEMATIC
CONTROL PANEL - ANALOG INPUTS
930E-4
A30462 & UP
Sheet 09 of 35
 XS4310-0 OCT 06
ELECTRICAL SCHEMATIC
24V POWER DISTRIBUTION & CIRCUIT PROTECTION
930E-4
A30462 & UP
Sheet 10 of 35
 XS4311-0 OCT 06
ELECTRICAL SCHEMATIC
OPERATOR CAB - OVERHEAD WARNING LIGHTS
930E-4
A30462 & UP
Sheet 11 of 35
 XS4312-0 OCT 06
ELECTRICAL SCHEMATIC
OPERATOR CAB - OVERHEAD WARNING LIGHTS
930E-4
A30462 & UP
Sheet 12 of 35
 XS4313-0 OCT 06
ELECTRICAL SCHEMATIC
OPERATOR CAB - OVERHEAD WARNING LIGHTS
930E-4
A30462 & UP
Sheet 13 of 35
 XS4314-0 OCT 06
ELECTRICAL SCHEMATIC
OPERATOR CAB - OVERHEAD WARNING LIGHTS
930E-4
A30462 & UP
Sheet 14 of 35
 XS4315-1 OCT 06
ELECTRICAL SCHEMATIC
AUTO LUBE SYSTEM WITH WARNING
930E-4
A30462 & UP
Sheet 15 of 35
 XS4316-0 OCT 06
ELECTRICAL SCHEMATIC
OPERATOR CAB - GAUGES & OPTION SWITCHES
930E-4
A30462 & UP
Sheet 16 of 35
 XS4317-0 OCT 06
ELECTRICAL SCHEMATIC
HEATER / AIR CONDITIONER CONTROLS
930E-4
A30462 & UP
Sheet 17 of 35
 XS4318-0 OCT 06
ELECTRICAL SCHEMATIC
WORK LIGHTS & HORN
930E-4
A30462 & UP
Sheet 18 of 35
 XS4319-0 OCT 06
ELECTRICAL SCHEMATIC
RETARD LIGHTS, BACKUP LIGHTS & BACKUP HORNS
930E-4
A30462 & UP
Sheet 19 of 35
 XS4320-0 OCT 06
ELECTRICAL SCHEMATIC
OPERATOR DRIVE SYSTEM CONTROLS
930E-4
A30462 & UP
Sheet 20 of 35
 XS4321-0 OCT 06
ELECTRICAL SCHEMATIC
RADIO AND WINDOW CONTROLS
930E-4
A30462 & UP
Sheet 21 of 35
 XS4322-0 OCT 06
ELECTRICAL SCHEMATIC
CLEARANCE LIGHTS
930E-4
A30462 & UP
Sheet 22 of 35
 XS4323-0 OCT 06
ELECTRICAL SCHEMATIC
FOG LIGHTS AND HEADLIGHTS
930E-4
A30462 & UP
Sheet 23 of 35
 XS4324-0 OCT 06
ELECTRICAL SCHEMATIC
OPERATOR CAB - INSTRUMENT LIGHTS
930E-4
A30462 & UP
Sheet 24 of 35
 XS4325-0 OCT 06
ELECTRICAL SCHEMATIC
KEY SWITCH & 5 MINUTE IDLE SWITCH
930E-4
A30462 & UP
Sheet 25 of 35
 XS4326-0 OCT 06
ELECTRICAL SCHEMATIC
ENGINE START CIRCUIT
930E-4
A30462 & UP
Sheet 26 of 35
 XS4327-0 OCT 06
ELECTRICAL SCHEMATIC
ENGINE CIRCUITS
930E-4
A30462 & UP
Sheet 27 of 35
 XS4328-0 OCT 06
ELECTRICAL SCHEMATIC
PAYLOAD METER III CIRCUITS
930E-4
A30462 & UP
Sheet 28 of 35
 XS4329-1 OCT 06
ELECTRICAL SCHEMATIC
DIAGNOSTIC PORTS & DISPATCH SYSTEM
930E-4
A30462 & UP
Sheet 29 of 35
 XS4330-1 OCT 06
ELECTRICAL SCHEMATIC
PARKING BRAKE & GE INPUTS / OUTPUTS
930E-4
A30462 & UP
Sheet 30 of 35
 XS4331-0 OCT 06
ELECTRICAL SCHEMATIC
WINDSHIELD WIPER & TURN SIGNAL CONTROLS
930E-4
A30462 & UP
Sheet 31 of 35
 XS4332-1 OCT 06
ELECTRICAL SCHEMATIC
VHMS, INTERFACE & ORBCOMM MODULES
930E-4
A30462 & UP
Sheet 32 of 35
 XS4333-0 OCT 06
ELECTRICAL SCHEMATIC
BATTERY BOX
930E-4
A30462 & UP
Sheet 33 of 35
 XS4334-0 OCT 06
ELECTRICAL SCHEMATIC
COMPONENT LOCATOR SHEET
930E-4
A30462 & UP
Sheet 34 of 35
 XS4335-0 OCT 06
ELECTRICAL SCHEMATIC
COMPONENT LOCATOR SHEET
930E-4
A30462 & UP
Sheet 35 of 35
 ®

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