Ce Bm 019905

CEBM019905

Shop Manual

DUMP TRUCK

SERIAL NUMBERS

A30001-A30048, A30056-A30057, A30065-A30066, A30071-A30072, A30076-A30077, A30081-A30084 With SDA12V160 Engine

®

This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or disclosed except in accordance with written authorization from KAC. It is the policy of the Company to improve products whenever it is possible and practical to do so. The Company reserves the right to make changes or add improvements at any time without incurring any obligation to install such changes on products sold previously. Because of continuous research and development, periodic revisions may be made to this publication. Customers should contact their local Komatsu distributor for information on the latest revision.

Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel must read and understand this manual before operating or maintaining this machine. This manual should be kept in or near the machine for reference, and periodically reviewed by all personnel who will come into contact with it.

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

CALIFORNIA 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.

CALIFORNIA Proposition 65 Warning Mercury and mercury compounds are known to the State of California to cause developmental problems. This machine may be equipped with optional HID lamps which contain mercury. There is no risk of exposure unless the lamps are broken. However, the lamps must be reused, recycled or properly disposed of in accordance with Local, State and Federal Laws at the end of their useful lives.

NON-OEM PARTS IN CRITICAL SYSTEMS For safety reasons, Komatsu America Corp. strongly recommends against the use of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical systems include but are not limited to steering, braking and operator safety systems. Replacement parts manufactured and supplied by unauthorized sources may not be designed, manufactured or assembled to Komatsu's design specifications; accordingly, use of such parts may compromise the safe operation of Komatsu products and place the operator and others in danger should the part fail. Komatsu is also aware of repair companies that will rework or modify an OEM part for reuse in critical systems. Komatsu does not generally authorize such repairs or modifications for the same reasons as noted above. Use of non-OEM parts places full responsibility for the safe performance of the Komatsu product on the supplier and user. Komatsu will not in any case accept responsibility for the failure or performance of non-OEM parts in its products, including any damages or personal injury resulting from such use.

FOREWORD This manual is written for use by the operator and/or the service technician and is designed to help these persons to become fully knowledgeable of the truck and all its systems in order to keep it operating safely and efficiently. All operators and maintenance personnel must understand the content in this manual before maintaining or performing operational checks on the truck. All safety notices, warnings and cautions must be understood before repairing the truck. This manual shows dimensioning of metric and (U.S. standard) units throughout. All references to right, left, front, or rear are made with respect to the operator's normal seated position, unless specifically stated otherwise. Standard torque requirements are shown in torque charts in the Introduction section and individual torques are provided in the text in bold face type, such as 135 N·m (100 ft lb). All torque specifications have ±10% tolerance unless otherwise specified. The illustrations used in this manual are typical of the component shown and may not be an exact reproduction of what is found on the truck. A product identification plate is located on the frame in front of the right side front wheel and designates the truck model number, product identification number (vehicle serial number), and maximum Gross Vehicle Weight (GVW) rating. The product identification number (vehicle serial number) contains information which will identify the original manufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service parts and/or warranty consideration. The GVW is what determines the load on the drive train, frame, tires, and other components. The vehicle design and application guidelines are sensitive to the total maximum GVW. GVW is the total truck weight. This is equal to the empty vehicle weight + the fuel & lubricants + the payload. To determine allowable payload: Service all lubricants to the proper level including the fuel tank. Weigh the empty truck. This includes all accessories, body liners, tailgates, etc. Record this value and subtract from the GVW rating. The result is the allowable payload. NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable payload. To maximize payload and to keep from exceeding the GVW rating, these accumulations must be removed as often as practical.

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

A00036

Introduction

A-1

A-2

Introduction

A00036

TABLE OF CONTENTS SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECTION

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

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

ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C

ELECTRICAL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D

TRANSMISSION AND TORQUE CONVERTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F

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

SUSPENSIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H

BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J

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

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

OPERATOR CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N

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

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

A00036

Introduction

A-3

KOMATSU HD1500-7 TRUCK

A-4

Introduction

A00036

SECTION A GENERAL INFORMATION INDEX

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

SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3

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

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

STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7

A01001 8/10

Index

A1-1

NOTES

A1-2

Index

8/10 A01001

MAJOR COMPONENTS AND SPECIFICATIONS Engine

Power Steering

The Komatsu HD1500-7 dump truck is powered by a Komatsu SDA12V160 diesel engine. This engine is Tier 1 compliant.

The HD1500-7 truck is equipped with a full time power steering system. The system provides positive steering control with minimum effort by the operator. Nitrogen-charged accumulators automatically provide emergency power if steering pressure is reduced below an established minimum.

Transmission The Torqflow transmission is a planetary gear, multiple disc clutch transmission. The transmission is hydraulically actuated and force-lubricated for optimum heat dissipation. A three-element, single-stage, two-phase torque converter is mounted to the front of the transmission. The Torqflow transmission is capable of seven forward speeds and one reverse speed. Automatic shifting is controlled by an electronic shift control system with automatic clutch modulation in all gears. A lockup system consisting of a wet, double-disc clutch, is activated in F1-F7 gears for increased fuel savings.

Depressing the brake pedal, or operating the retarder, actuates the hydraulic front and rear service brakes. Both front and rear service brakes are oilcooled, multiple-disc brakes. The brakes are automatically applied when engine speed exceeds the rated revolutions for the shift range. The system includes two nitrogen-charged accumulators for quick response. The accumulators provide emergency braking if a problem occurs in the primary braking circuit.

Retarder

Final Drive The final drive consists of a plug-in differential with planetary wheel drive.

Operator’s Cab The HD1500-7 operator's cab has been engineered for maximum operator comfort and to allow for efficient and safe operation of the truck. The cab provides for wide visibility, with an integral four-post ROPS/FOPS. It includes the following: tinted safety-glass windshield, power-operated side windows, deluxe interior with a fully adjustable seat with lumbar support, fully adjustable tilt steering wheel, controls mounted within easy reach of the operator, and an electronic display/monitoring panel to keep the operator informed of the truck's operating circuits. Audible alarms and indicator lights warn the operator of system malfunctions.

A02077

Brake System

The operator can manually apply both the front and rear oil-cooled, multiple-disc brakes by actuating the retarding system. The retarder control lever is mounted on the steering column. The retarding system is also equipped with an Automatic Retard Speed Control (ARSC) system. The system automatically applies the retarder to maintain the set speed as initiated by the operator. Refer to Section N5, Operator Cab and Controls, for more information on the ARSC system.

Suspension Hydro-pneumatic suspension cylinders are mounted at each wheel to reduce shock. The suspensions provide riding comfort for the operator and machine stability for safe travel.

Major Components and Specifications

A2-1

MAJOR COMPONENT LOCATION 1. Radiator 2. Front Suspension 3. Front Wet Disc Brakes 4. Steering Accumulators 5. Steering And Brake Filter 6. Hydraulic Tank

A2-2

7. Pump Drive 8. Transmission 9. Hoist Cylinders 10. Final Drive 11. Rear Wet Disc Brakes 12. Differential


13. Rear Suspension 14. Brake Cooling Filters 15. Fuel Tank 16. Transmission Filters 17. Hydraulics Cabinet 18. Brake Cooling Filter

A02077

SPECIFICATIONS Engine

Service Capacities

Komatsu . . . . . . . . . . . . . . . . . . . . . . . SDA12V160*

. . . . . . . . . . . . . . . . . . . . . . . .Liters . . U.S Gallons

Number of Cylinders . . . . . . . . . . . . . . . . . . . . . . . 12 Operating Cycle (diesel) . . . . . . . . . . . . . . . 4-Stroke

Engine . . . . . . . . . . . . . . . . . . 193 . . . . . . (51) (Includes Lube Oil Filters)

Rated . 1109 kW (1487 SAE Brake HP) @ 1900 rpm

Cooling System . . . . . . . . . . . 532 . . . . . . (141)

Flywheel . . . 1048 kW (1406 SAE HP) @ 1900 rpm

Fuel Tank . . . . . . . . . . . . . . . . 2120 . . . . . (560)

Weight (dry) . . . . . . . . . . . . . . . . .5813 kg (12,815 lb)

Transmission . . . . . . . . . . . . . 153 . . . . . . .(41) And Torque Converter

* Tier 1 Compliant

Hydraulic System . . . . . . . . . 900 . . . . . . (238)

Transmission

Differential . . . . . . . . . . . . . . . 297 . . . . . . .(78)

Automatic Electronic Shift Control with Automatic Clutch Modulation In All Gears. Torque Converter. . . . . . . . 3-Element, Single-stage, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two-phase Lockup Clutch . . . . . . . . . . . . . . . Wet, Double-disc, . . . . . . . . . . . . . . . . . . . . . . Activated in F1-F7 gears. Transmission . . . . . . . 7 Forward Speeds, 1 Reverse . . . . . . . . . . . . .Planetary Gear, Multiple Disc Clutch, . . . . . . . . . . Hydraulically Actuated, Force-lubricated

Final Drive (each planetary) . 120 . . . . . . .(32) Hydraulic System Hydraulic Pumps . . . . . . . . . . . . . . . . . . . . . . . . . (3) Hoist (Tandem Gear) . . . . 805 l/min. (213 gpm) @ 18 960 kPa (2,750 psi) Steering (Piston) . . . 221 l/min. (58.5 gpm) @ 18 960 kPa (2,750 psi)

Gear . . . . . . . . . . . . . . . . . . . . . kph . . . . . . . . mph

Brake (Tandem Gear) . . . . . 1512 l/min. (400 gpm)

1 . . . . . . . . . . . . . . . . . . . . . . 11.0 . . . . . . . . . 6.8

Hoist Control Valve . . . . . . . . . . . . . . . . . Spool Type

2 . . . . . . . . . . . . . . . . . . . . . . 14.6 . . . . . . . . . 9.1

Positions. . . . . . . . . . Raise, Hold, Float, and Lower

3 . . . . . . . . . . . . . . . . . . . . . . 19.5 . . . . . . . . 12.1 5 . . . . . . . . . . . . . . . . . . . . . . 32.6 . . . . . . . . 20.3

Hydraulic Cylinders Hoist . . . . . . . . . . . . . 3-Stage Telescoping Piston Steering . . . . . . . . . . . Twin - Double Acting Piston

6 . . . . . . . . . . . . . . . . . . . . . . 44.2 . . . . . . . . 27.5

Relief Valve Setting . . . . . . . .18 960 kPa (2,750 psi)

7 . . . . . . . . . . . . . . . . . . . . . . 58.0 . . . . . . . . 36.0

Filtration . . . . . . . . . . . In-line Replaceable Elements Suction . . . . . . . . . . . .Single, Full Flow, 100 Mesh Hoist & Steering . . . . . . . . . Dual, Full Flow, In-line . . . . . . . . . . . . High Pressure. Beta 12 Rating = 200

4 . . . . . . . . . . . . . . . . . . . . . . 24.5 . . . . . . . . 15.2

Reverse . . . . . . . . . . . . . . . . . . . 10.6 . . . . . . . . . 6.6

Final Drive

Transmission . . . . . . . . . . . . . .Dual, High Pressure

Final Drive . . . . . . . . . . . . . . . . . Plug-in Differential . . . . . . . . . . . . . . . . . . . . with Planetary Wheel Drive Reduction Ratios: Bevel Set . . . . . . . . . . . . . . . . . . . . . . . . . 2.647:1 Planetary Final Drive . . . . . . . . . . . . . . . . . 7.235:1 Total Reduction . . . . . . . . . . . . . . . . . . . 19.151:1

Electrical System Batteries (series-parallel). . 4 x 12V / 140 Amp-Hour Alternator . . . . . . . . . . . . . . 24 Volt, 140 Amp Output Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt Cranking Motors . . . . . . . . . . . Two - 24 Volt Electric

Service Brakes Actuation: . . . . . . . . . . . . . . . . . . . . . . . All-Hydraulic Front . . . . . . . . . . . . . . . Oil-Cooled, Multiple-Disc Rear . . . . . . . . . . . . . . . Oil-Cooled, Multiple-Disc . . . . . . . . . . Both act as service and retarder brakes Retarder Brakes: Normally Applied . . . . . . . . Manually By Operator. . . . . . . . . . . . . . . . . . . . . . . . . . . (w/ ARSC control) Automatically Actuated . . . . . . . . . . . . . . . . . . . . . . when engine speed exceeds the rated revolutions of the shift position for the transmission. Parking Brake: . . . . . . Spring-Applied, Oil Released . . . . Dry Caliper Disc Actuates On Rear Drive Shaft Emergency Brakes: Manual or automatic operation.

A02077


A2-3

Steering Turning Circle Diameter (SAE) . . . . . . . 24.4 m (80 ft) Automatic Emergency Steering . . . . 2 Accumulators

Tires Rock Service (E-3) . . . . . . . . . . . . . . . . . . . Tubeless Standard . . . . . . . . . . . . . . . . . . . . . . . . . . 33.00 R51 Separable Tire Rims: Rim Size . . . . . 61x 12.95 x 12.7 cm (24 x 51 x 5 in.)

Dump Body Capacity (Standard) Struck . . . . . . . . . . . . . . . . . . . . . . . 54 m3 (71 yds3) Heaped @ 2:1 (SAE) . . . . . . . . . . 78 m3 (102 yds3)

Overall Truck Dimensions Loading Height . . . . . . . . . . . . . . . . 4.965 m (16' 3") Minimum Clearance Height . . . . . . . . 5.85 m (19' 2") Overall Length . . . . . . . . . . . . . . . . . 11.37 m (37' 4") Maximum Width. . . . . . . . . . . . . . . . . 6.62 m (21' 9") Weight Distribution Empty . . . . . . . . . . . . . . . Kilograms . . . . .Pounds Front Axle . . . . . . . . . . . . . . 51,714. . . . . . 114,008 Rear Axle . . . . . . . . . . . . . . 54,041 . . . . . . . 119,140 Total . . . . . . . . . . . . . . . . . . 105,755 . . . . . 233,148 Loaded (150 Ton Payload) . . . . . . . . . . . . . . . . . . . . . Kilograms . . . . .Pounds Front Axle . . . . . . . . . . . . . . 83,824 . . . . . . .184,800 Rear Axle . . . . . . . . . . . . . . 165,651 . . . . . .365,199 Total * . . . . . . . . . . . . . . . . . 249 475 . . . . . .550,000 *Not to Exceed 249 475 kg (550,000 lb). Including Options, Fuel & Payload

A2-4


A02077

SECTION A3 GENERAL SAFETY AND OPERATION INDEX

SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3 Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3 Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3 Clothing And Personal Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3 Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3 Leaving The Operator’s Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3 Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4 Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4 Precautions With High Temperature Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4 Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Prevention Of Injury By Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Fire Extinguisher And First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Precautions For ROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Precautions For Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 HAUL ROADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6 PRECAUTIONS DURING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6 BEFORE STARTING THE ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6 Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 Preparing For Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 Ventilation In Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 In Operator’s Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 Mirrors, Windows, And Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 OPERATING THE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 When Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Precautions For Starting Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Traveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 Ensure Good Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 Operate Carefully On Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 Avoid Damage To Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 Driving Near High Voltage Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 When Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 Working On Loose Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 Loading The Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 Parking The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11 WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11 Battery Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11 Starting With Booster Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11 MAINTENANCE PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12 Warning Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12 Proper Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12

A03036 03/11

General Safety and Operating Instructions

A3-1

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

A3-2


03/11 A03036

GENERAL SAFETY AND OPERATION Safety records from most organizations will show that the greatest percentage of accidents are caused by unsafe acts performed by people. The remainder are caused by unsafe mechanical or physical conditions. Report all unsafe conditions to the proper authority. The following safety rules are provided as a guide for the operator. However, local conditions and regulations may add many more to this list.

Clothing And Personal Items

•

Avoid loose clothing, jewelry, and loose long hair. Loose items can catch on controls or in moving parts and cause serious injury or death.

•

Never wear oily clothes as they are flammable.

•

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

Read and follow all safety precautions. Failure to do so may result in serious injury or death. Safety Rules •

Only trained and authorized personnel can operate and maintain the machine.

•

Follow all safety rules, precautions and instructions when operating or performing maintenance on the machine.

•

Ensure all personnel understand all hand signals that are to be used during machine travel and maintenance.

Unauthorized Modification •

Any modification made to this vehicle without authorization from Komatsu America Corp. can possibly create hazards.

•

Before making any modification, consult the authorized regional Komatsu America Corp. distributor. Komatsu will not be responsible for any injury or damage caused by any unauthorized modification.

Safety Features •

Ensure all guards and covers are in their proper position. Repair damaged guards and covers. Refer to Operating Instructions - Walk-Around Inspection in this chapter.

•

Learn the proper use of safety features such as safety locks, safety pins, and seat belts. Use these safety features properly.

•

Never remove any safety features. Always keep safety features in good operating condition.

•

Improper use, or failure to maintain safety features could result in serious bodily injury or death.

Leaving The Operator’s Seat •

When preparing to leave the operator's seat, DO NOT touch any control lever that is not locked. Unexpected machine movement may result in serious bodily injury or death. To prevent accidental machine movement from occurring, always perform the following: Move the shift control lever to NEUTRAL and apply the parking brake. Lower the dump body, set the dump lever to the FLOAT position. Stop the engine. When exiting the machine, always lock compartments, and take the keys with you.

A03036 03/11


A3-3

Mounting And Dismounting

Precautions With High Temperature Fluids

•

Never jump on or off the machine. Never climb on or off a machine while it is moving.

•

•

When climbing on or off a machine, face the machine and use the hand-hold and steps.

•

Never hold any control levers when getting on or off a machine.

•

Always maintain three-point contact with the hand-holds and steps to ensure proper support and balance.

To prevent hot coolant from spraying:

•

When bringing tools into the operator's compartment, always pass them by hand or pull them up by rope.

2. Wait for the coolant temperature to decrease.

•

If there is any oil, grease, or mud on the handholds or steps, wipe them clean immediately. Always keep these areas clean. Repair any damage and tighten any loose bolts.

•

Properly use the handrails and steps when getting on or off the machine.

Immediately after machine operation, fluids are at high temperatures and are pressurized. If a machine system is opened, there is danger of serious burns. Allow heat and pressure to dissipate before performing such tasks and follow proper procedures as outlined in the service manual.

1. Stop the engine.

3. Depress the pressure release button on the cap to vent cooling system pressure. 4. Turn the radiator cap slowly to release the pressure before removing. To prevent hot engine oil spray: 1. Stop the engine. 2. Wait for the oil temperature to cool down.

Fire Prevention For Fuel And Oil

3. Turn the cap slowly to release the pressure before removing the cap.

•

Fuel, oil, and antifreeze can be ignited by a flame. Fuel is extremely flammable and can be hazardous.

•

Keep flames away from flammable fluids.

Asbestos Dust Hazard Prevention

•

Stop the engine. Never smoke when refueling.

•

Tighten all fuel and oil tank caps securely.

•

Refueling and oiling must be done in well ventilated areas.

Asbestos dust is hazardous to your health when inhaled. If you handle materials containing asbestos fibers, follow the guidelines below:

•

Keep oil and fuel in a designated location and DO NOT allow unauthorized persons to enter.

A3-4

•

Never use compressed air for cleaning.

•

Use water for cleaning to control dust.

•

Operate the machine or perform tasks with the wind to your back, whenever possible.

•

Use an approved respirator when necessary.


03/11 A03036

Prevention Of Injury By Work Equipment

Precautions For Attachments

•

•

When installing and using optional equipment, read the instruction manual for the attachment and the information related to attachments in this manual.

•

DO NOT use attachments that are not authorized by Komatsu America Corp., or the authorized regional Komatsu distributor. Use of unauthorized attachments could create a safety problem and adversely affect the proper operation and useful life of the machine.

•

Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the responsibility of Komatsu America Corp., or the authorized regional Komatsu distributor.

Never enter or put your hand, arm or any other part of your body between movable parts such as the dump body, chassis or cylinders. If the work equipment is operated, clearances will change and may lead to serious bodily injury or death.

Fire Extinguisher And First Aid Kit •

Ensure fire extinguishers are accessible and proper usage techniques are known.

•

Periodically check fire extinguishers. Verify that they are in working condition.

•

Know what to do in the event of a fire.

•

Provide a first aid kit at the storage point. Keep the kit fully stocked.

•

Keep the phone numbers of persons you should contact in case of an emergency on hand.

Precautions For ROPS •

The Rollover Protection Structure (ROPS) must be properly installed for machine operation.

•

The ROPS is intended to protect the operator if the machine should roll over. It is designed not only to support the load of the machine, but also to absorb the energy of the impact.

•

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

•

When modifying or repairing the ROPS, always consult your nearest Komatsu distributor.

•

Even with the ROPS installed, the operator must always use the seat belt when operating the machine.

A03036 03/11


A3-5

PRECAUTIONS DURING OPERATION

HAUL ROADS • Determining the travel road at the work site is an important for safety, maintenance and speed. • When possible restrict travel to one direction. If it is necessary to provide for traffic in both directions, ensure the road is wide enough. • When creating haul roads, orient the road so the loaded truck passes on the side closest to the hill face. Keep the road as straight as possible. If curves are necessary, make the curve radius and road width as large as possible. Ramp the outside of curves so they are higher than the inside. • Limit intersections if possible. Design any necessary intersections to provide safe crossings.

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

BEFORE STARTING THE ENGINE •

When walking to and from a truck, maintain a safe distance from all machines even when the operator is visible.

•

Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous.

• Install adequate lighting and reflectors for safe travel.

•

• Road grades should not exceed 10% and emergency ramps installed for brake failures.

Examine the road surface at the job site and determine the best and safest method of operation.

•

• Properly maintain haul roads for safe travel. Use a grader or a dozer to smooth rough roads and strengthen where necessary. Spray the roads with water to prevent excessive dust and poor visibility.

Choose an area where the ground is as horizontal and firm as possible before performing the operation.

•

If it is necessary to operate the machine on or near a public road, protect pedestrians and cars by designating a person for work site traffic duty or by installing fences around the work site.

•

The operator must personally check the work area, the roads to be used, and existence of obstacles before starting operations.

•

Always determine the travel roads at the work site. Maintain roads to ensure machine and operator safety.

•

If travel through wet areas is necessary, check the depth and flow of water before crossing the shallow parts. Never drive through water which exceeds the permissible water depth.

• Install mirrors at curves with poor visibility. • Install signs to warn of any dangers along the road.

A3-6


03/11 A03036

Fire Prevention

In Operator’s Cab - Before Starting The Engine

•

Thoroughly remove wood chips, leaves, paper and other flammable items accumulated in the engine compartment. Failure to do so could result in a fire.

•

DO NOT leave tools or spare parts lying around or allow trash to accumulate in the cab of the truck. Keep all unauthorized reading material out of the truck cab.

•

Keep the cab floor, controls, steps, and handrails free of oil, grease, snow, and excess dirt.

•

Check fuel, lubrication, and hydraulic systems for leaks. Repair any leaks. Clean any excess oil, fuel or other flammable fluids, and dispose of properly.

•

Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always use the seat belts when operating a machine.

•

Ensure a fire extinguisher is present and in proper working condition.

•

•

DO NOT operate the machine near open flames.

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

•

Read and understand the warning and caution decals in the operator's cab.

•

Ensure the steering wheel, horn, controls and pedals are free of any oil, grease or mud.

•

Check operation of the windshield wiper, condition of wiper blades, and check the washer fluid reservoir level.

•

Be familiar with all steering and brake system controls, warning devices, road speeds and loading capabilities, before operating the truck.

Preparing For Operation •

Always mount and dismount while facing the truck. Never attempt to mount or dismount the truck while it is in motion. Always use handrails and ladders when mounting or dismounting the truck.

•

Check the deck areas for debris, loose hardware, and tools.

•

Check for people and objects that might be in the area. Remove any obstructions and wait for any personnel in the area to disperse.

•

Become familiar with and use all protective equipment devices on the truck and ensure that these items (anti-skid material, grab bars, seat belts, etc.) are securely in place.

Ventilation In Enclosed Areas •

If it is necessary to start the engine within an enclosed area, provide adequate ventilation. Exhaust fumes from the engine can kill.

A03036 03/11

Mirrors, Windows, And Lights •

Remove any dirt from the surface of the windshield, cab windows, mirrors and lights. Good visibility may prevent an accident.

•

Adjust rear view mirrors to a position where the operator can see best from the operator's seat.

•

If any glass or light should break, replace it with a new part.

•

Ensure headlights, work lights and taillights are in proper working order. Ensure that the machine is equipped with the proper work lamps needed for the operating conditions.


A3-7

OPERATING THE MACHINE •

When Starting The Engine •

Never start the engine if a warning tag is attached to the controls.

•

When starting the engine, sound the horn as an alert.

•

Start and operate the machine only while seated in the operator’s seat.

•

DO NOT allow unauthorized persons in the operator's compartment or any other place on the machine.

Precautions For Starting Machine •

Start the engine from operator’s seat, only.

the

•

Never attempt to start the engine by shorting across the starter terminals. This may cause fire, or serious injury or death to anyone in machine’s path.

Check for flat tires periodically during a shift. If the truck has been operating on a flat tire, DO NOT park the machine inside of a building until the tire cools. DO NOT stand in front of the rim and locking ring when inflating a tire mounted on the machine. DO NOT allow observers in the area during tiring inflation and service.

The tire and rim assembly may explode if subjected to excessive heat. Move personnel to a remote or protected location if there is evidence of excessive heat in the wheel, brake and tire area. If the truck must be approached to extinguish a fire, those personnel should do so only while facing the tread area of the tire (front or back), unless protected by use of large heavy equipment as a shield. Stay at least 15 m (50 ft) from the tread of the tire.

Truck Operation - General

In the event of fire in the tire and wheel area (including brake fires), stay away from the truck for at least eight hours or until the tire and wheel are cool.

•

Wear seat belt at all times.

•

•

Only authorized persons are allowed to ride in the truck. Riders must be in the cab and belted in the passenger seat.

Keep serviceable fire fighting equipment on hand. Report empty extinguishers for replacement or refilling.

•

DO NOT allow anyone to ride on the decks or steps of the truck.

•

Always have the parking brake applied when the truck is parked and unattended. DO NOT leave the truck unattended while the engine is running.

•

DO NOT allow anyone to get on or off the truck while it is in motion.

•

Park the truck a safe distance away from other vehicles as determined by the supervisor.

•

DO NOT move the truck in or out of a building without a signal person present.

•

•

Know and obey the hand signal communications between operator and spotter. Use the direction of a signal person to travel near buildings, obstacles, people, etc. Courtesy at all times is a safety precaution!

Stay alert at all times! In the event of an emergency, be prepared to react quickly and avoid accidents. If an emergency arises, know where to get prompt assistance.

•

Immediately report any hazardous conditions at the haul road, pit or dump area.

A3-8


03/11 A03036

Traveling •

Lower the dump body and set the dump lever to the FLOAT position before traveling.

•

•

When traveling on rough ground, travel at low speeds. Do not exceed 27 kph (17 mph). When changing direction, avoid turning suddenly.

When operating in areas that may be hazardous or have poor visibility, designate a person to direct work site traffic.

•

•

If the engine should stop while the machine is in motion, secondary steering and braking enable the truck to be steered and stopped. A fixed amount of reserve oil provides temporary steering and braking to briefly allow machine travel to a safe area. Apply the brakes immediately and stop the machine as quickly and safely as possible (off of the haul road, if possible).

DO NOT allow anyone to enter the line of travel of the machine. This rule must be strictly observed even with machines equipped with a back-up alarm or rear view mirror.

DO NOT move the shift lever to the N position while the truck is in motion. If the selector is shifted to N while in motion or while descending a hill the following may occur:

Traveling On Slopes •

Traveling on slopes could result in the machine tipping over or slipping.

•

DO NOT turn the truck around on a slope. To ensure safety, drive to level ground before turning around.

•

DO NOT travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the machine slip on even the slightest slope. Avoid traveling sideways, and always keep travel speed low.

•

When traveling downhill, use the retarder or service brake pedal to reduce truck speed. Bring the truck to a stop using the brake pedal and then apply the parking brake. Use caution when using the brake pedal. Excessive force when applying the service brakes may cause a loss of control of the truck.

•

When turning, rotate the steering wheel gradually to avoid losing control of the truck.

•

If the engine should fail while on a slope, apply the service brakes and bring the truck to a stop. Move the transmission range selector to NEUTRAL and apply the parking brake.

• Steering may be more difficult. • A lack of cooling oil may cause the braking system to overheat and fail. • Damage to the transmission may occur. • The engine cannot provide braking when the transmission is not in gear.

Traveling In Reverse Before operating the machine or work equipment, observe the following: •

Sound the horn to warn people in the area. For machines equipped with a back-up alarm, ensure the alarm works properly.

Ensure Good Visibility

•

Check for personnel near the machine. Be particularly careful to check behind the machine.

•

When necessary, designate a person to watch the area near the truck and signal the operator. This is particularly necessary when traveling in reverse.

A03036 03/11

•

When working in dark places, install work lamps and head lamps. Set up extra lighting in the work area if necessary.

•

Discontinue operations if visibility is poor, such as in mist, snow, or rain. Wait for the weather to improve to allow the operation to be performed safely.


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Operate Carefully On Snow

When Dumping

•

•

Before dumping, check that there is no person or objects behind the machine.

•

Stop the machine in the desired location. Check again for persons or objects behind the machine. Give the determined signal, then slowly operate the dump body. If necessary, use blocks for the wheels or position a flagman.

•

When dumping on slopes, machine stability is poor and there is danger of tip over. Always perform such operations using extreme care.

•

Never travel with the dump body raised.

•

When working on snowy or icy roads, there is danger that the machine may slip to the side on even the slightest slope. Always travel slowly and avoid sudden starting, turning, or stopping in these conditions. Use extreme caution when clearing snow. The road shoulder and other objects are buried in the snow and cannot be seen.

Avoid Damage To Dump Body •

Always use extreme caution when working in tunnels, on bridges, under electric cables, or any other place where there are height limits. The dump body must be completely lowered before driving the machine.

Working On Loose Ground •

Avoid operating the machine near cliffs, overhangs, and deep ditches. If these areas collapse, the machine could fall or tip over, resulting in serious injury or death. Remember that ground surfaces in these areas may be weakened after heavy rain or blasting.

•

Freshly laid soil and soil near ditches is loose. It can collapse under the weight or vibration of the machine. Avoid these areas whenever possible.

Driving Near High Voltage Cables •

Driving near high-voltage cables can cause electric shock. Always maintain safe distances between the machine and electric cables, as listed below. Voltage

Minimum Safety Distance

6.6 kv

3m

10 ft

33.0 kv

4m

14 ft

66.0 kv

5m

17 ft

154.0 kv

8m

27 ft

275.0 kv

10 m

33 ft

Loading The Body •

Check that the surrounding area is safe, stop the machine in the correct loading position, then evenly load the body.

•

DO NOT leave the operator's seat during loading.

The following actions are effective in preventing accidents while working near high voltages:

Parking The Machine

•

Wear shoes with rubber or leather soles.

•

•

Use a signal person to give a warning if the machine approaches an electric cable.

•

If the work equipment should touch an electric cable, the operator must remain in the cab.

Choose a horizontal road surface to park the machine. If the machine must be parked on a slope, always put blocks under all the wheels to prevent the machine from moving.

•

•

When driving near high voltage cables, DO NOT allow anyone to approach the machine.

When parking on public roads, provide signals, such as flags or lights, to warn pedestrians and other vehicles. Ensure the machine, flags, or lights do not obstruct the traffic.

•

Check with the electrical maintenance department about the voltage of nearby cables before operating.

•

Before leaving the machine, fully lower the dump body, activate the parking brake, stop the engine, and lock everything. Always take the key with you.

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03/11 A03036

TOWING •

Improper towing methods may lead to serious personal injury and/or damage.

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When removing or installing, check which is the positive (+) terminal and negative (-) terminal.

•

Use a towing device with ample strength for the weight of this machine.

•

Tighten battery caps securely.

•

•

Never tow a machine on a slope.

•

Inspect all towing apparatus for damage. DO NOT use tow rope that has kinks or is twisted.

Tighten the battery terminals securely. Loose terminals can generate sparks and lead to an explosion.

•

DO NOT stand near the towing cable during towing.

•

When connecting a machine that is to be towed, DO NOT allow anyone to go between the tow machine and the machine that is being towed.

•

Set the coupling of the machine being towed in a straight line with the towing portion of the tow machine, and secure it in position. For towing methods, refer to, Instructions - Towing in this chapter.

Operating

WORKING NEAR BATTERIES

Starting With Booster Cables •

Always wear safety glasses or goggles when starting the machine with booster cables.

•

When using booster cables, DO NOT allow the two machines to touch.

•

Connect the positive (+) cable first when installing booster cables. Disconnect the ground or negative (-) cable first during removal.

•

If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. Always use caution when using tools near the battery.

•

Connect the batteries in parallel: positive to positive and negative to negative.

•

When connecting the ground cable to the frame of the machine to be started, connect it away from the battery to minimize the risk of explosion.

Battery Hazard Prevention •

Battery electrolyte contains sulfuric acid and can quickly burn the skin and eat holes in clothing. If acid comes in contact with any part of the body, immediately flush the area with water.

•

Battery acid can cause blindness if splashed into the eyes. If acid gets into the eyes, flush them immediately with large quantities of water and see a doctor at once.

•

If acid is accidentally ingested, drink a large quantity of water, milk, beaten eggs or vegetable oil. Call a doctor or poison prevention center immediately.

•

When working with batteries always wear safety glasses or goggles.

•

Batteries generate hydrogen gas. Hydrogen gas is very explosive and is easily ignited with a small spark of flame.

•

Before working with batteries, stop the engine and turn the key switch to the OFF position.

•

Avoid short-circuiting the battery terminals through accidental contact with metallic objects, such as tools across the terminals.

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MAINTENANCE PRECAUTIONS Warning Tag •

•

Starting the engine or operating the controls while others are performing maintenance on the truck can lead to serious injury and/or death.

Always attach the warning tag to the steering wheel in the operator's cab to alert others that you are working on the machine. Attach additional warning tags around the machine, if necessary.

•

Tags are available from your Komatsu distributor.

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Warning tag part number (09963-03001)

Stopping The Engine Before Service •

Before performing inspections or maintenance, stop the machine on firm, flat ground. Lower the dump body, stop the engine and apply the parking brake.

•

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

•

When servicing the machine, DO NOT touch any moving parts. Never wear loose clothing or jewelry.

•

Put wheel blocks under the wheels to prevent machine movement.

•

When performing service with the dump body raised, always place the dump lever in the HOLD position. Install the body-up retention cable, securely.

Proper Tools •

Use only tools suited to the task. Using damaged, low quality, faulty, or makeshift tools can cause personal injury.

Securing The Dump Body

Any time personnel are required to perform maintenance on the vehicle with the dump body in the raised position, the body-up retention cable must be installed. The Komatsu body-up retention cable can only be used with a Komatsu body. Non-OEM dump bodies may not accommodate the Komatsu body-up retention cable. The end user must ensure that a proper cable/sling is used. 1. To hold the dump body in the raised position, raise the body to it's maximum height. Refer to Figure 3-1. 2. Remove cable (2) from its stored position on the body and install between dump body (1) and the axle housing ear.

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03/11 A03036

3. Secure the cable clevis pins with cotter pins. 4. Move the hoist lever to the FLOAT position to slowly lower the body until the cable is supporting the full weight of the body. Then move the hoist lever to the HOLD position.

5. After maintenance is complete, return the cable to the stored position.

FIGURE 3-1. SECURING THE DUMP BODY 1. Dump Body

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2. Body Retention Cable


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DURING MAINTENANCE Personnel

Rules To Follow When Adding Fuel Or Oil

•

•

Spilled fuel and oil may cause slipping. Always clean up spills, immediately. Failure to clean up fuel or oil spills may lead to fires.

•

Always tighten the cap of the fuel and oil fillers securely.

•

Never use fuel to wash parts.

•

Always add fuel and oil in a well-ventilated area.

Only authorized personnel may service and repair the machine.

Attachments •

Place attachments been removed machine in a safe manner to prevent falling.

that have from the place and them from

Working Under The Machine •

Always lower all movable work equipment to the ground or to their lowest position before performing service or repairs under the machine.

•

Always block the tires of the machine securely.

•

Never work under the machine if the machine is poorly supported.

Radiator Water Level •

If it is necessary to add coolant to the radiator, stop the engine, and allow the engine and radiator to cool.

•

Depress the pressure release button on the cap to vent cooling system pressure.

•

Slowly loosen the cap to relieve any remaining pressure during removal.

Keep The Machine Clean •

•

Spilled oil or grease, scattered tools, etc. can cause you to slip or trip. Always keep the machine clean and tidy. If water gets into the electrical system, there is danger that the machine may move unexpectedly and/or damage to components may occur. DO NOT use water or steam to clean any sensors, connectors, or the inside of the operator's compartment.

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Use Of Lighting • When checking fuel, oil, coolant, etc., always use lighting with anti-explosion specifications. If such lighting equipment is not used, there is danger of explosion.


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Precautions When Performing Maintenance Near High Temperature Or High Pressure

Precautions With The Battery •

When repairing the electrical system or when performing electrical welding, remove the negative (-) terminal of the battery to stop the flow of current.

•

Handling High Pressure Hoses •

DO NOT bend high-pressure hoses or hit with hard objects. DO NOT use any bent or cracked piping, tubes or hoses. They may burst during use.

•

Always repair any loose or broken hoses. Fuel or oil leaks may result in a fire.

Rotating Fan And Belts •

Precautions With High Pressure Oil •

Work equipment circuits are always under pressure.

•

DO NOT add oil, drain oil, or perform maintenance or inspections before completely releasing the internal pressure.

•

Small, high pressure pin-hole leaks are extremely dangerous. The jet of high-pressure oil can pierce the skin and eyes. Always wear safety glasses and thick gloves. Use a piece of cardboard or a sheet of wood to check for oil leakage.

•

If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.

A03036 03/11

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

Stay away from rotating parts such as the radiator fan and fan belts. Serious bodily injury may result from direct or indirect contact with rotating parts and flying objects.

Waste Materials •

Never dump waste oil into a sewer system, river, etc.

•

Always put used oil in appropriate containers. Never drain oil directly onto the ground.

•

Obey appropriate laws and regulations when disposing of harmful objects such as oil, fuel, coolant, solvent, filters, batteries, etc.


A3-15

TIRES Handling Tires If the proper tires are not used for the mine conditions, the tires may overheat and burst. Improper tire usage can also lead to cuts from sharp stones resulting in bursting tires. This may lead to serious injury or damage. To maintain tire safety, always adhere to the following conditions: •

Inflate the tires to the specified pressure. Abnormal heat is generated particularly when the inflation pressure is too low.

•

Use the specified tires.

The tire inflation pressure and permissible speeds are general values. The actual values may differ depending on the type of tire and operating conditions. For details, please consult the tire manufacturer. When tires become hot, a flammable gas is produced inside the tire, and may ignite. It is particularly dangerous if the tires become overheated while the tires are pressurized. If the gas generated inside the tire ignites, the internal pressure will suddenly rise, and the tire will explode, resulting in danger to personnel in the area. Explosions differ from punctures or tire bursts because the destructive force is extremely high. Therefore, the following actions are strictly prohibited when the tire is pressurized: • Welding the rim • Welding near the wheel or tire. • Smoking flames

or

creating

open

If the proper maintenance procedures are not used, the tire may burst and cause serious injury or damage. When performing tire/wheel maintenance, consult your authorized regional Komatsu distributor, or the tire manufacturer.

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Refer to the Society of Automotive Engineers (SAE), SAE J1337, Off-Road Rim Maintenance Procedures and Service Precautions, Section 4.2 for additional information on demounting the tires and rim assemblies. Also, refer to Section 4.4 of SAE J1337 for assembly and inflation recommendations. The U.S. Department of Labor Mine Safety and Health Administration (MSHA) addresses tire repairs in its Title 30 Code of Federal Regulations, 30 CFR 57.14104.

DO NOT stand in front of a rim and locking ring when inflating a tire mounted on the machine. Observers must not be permitted in the area. DO NOT weld or heat the rim assembly with the tire mounted on the rim. Resulting gases inside the tire may ignite, causing explosion of the tire and rim.

Storing Tires After Removal •

As a basic rule, store the tires in a warehouse that unauthorized persons cannot enter. If the tires are stored outside, erect a barrier around the tires. Install a warning sign that young children can understand.

•

Stand the tire on level ground. Block the tire securely so that it cannot roll or fall over.

•

If the tire should fall over, flee the area quickly. Tires for mining equipment are extremely heavy. Never attempt to hold or support the tire. Attempting to hold or support a tire may lead to serious injury.

• Mounted tires stored as spares must be inflated to the minimum inflation pressure necessary to keep the tire beads properly seated. Maximum inflation pressure of the stored tire must, in no instance, exceed 15% of the tire’s cold inflation pressure.


03/11 A03036

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

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9. If the truck is to be towed for any reason, always consider any special precautions. Refer to Operating Instructions - Towing, in this chapter for instructions on how to properly tow the truck. 10. Drain, clean and ventilate fuel tanks and/or hydraulic tanks before making any welding repairs. 11. Relieve pressure in lines or hoses before making any disconnects.

Any operating fluid, such as hydraulic oil escaping under pressure, can have sufficient force to enter a person's body by penetrating the skin. Serious injury and possibly death may result if proper medical treatment by a physician familiar with this injury is not received immediately. 12. After adjustments or repairs, replace all shields, screens and clamps. 13. Use extreme caution when working near tires and rims.:

DO NOT stand in front of a rim and locking ring when inflating a tire mounted on the machine. Observers must not be permitted in the area and must be kept away from the sides of such tires. DO NOT weld or heat the rim assembly with the tire mounted on the rim. Gases inside the tire may ignite, causing explosion of the tire and rim.

14. Only a qualified operator may operate the truck in the repair facility or during road testing after repairs are complete.


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ADDITIONAL JOB SITE RULES •

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03/11 A03036

OPERATING INSTRUCTIONS PREPARING FOR OPERATION The safest trucks are those which have been properly prepared for operation. At the beginning of each shift, the operator must perform a careful check of the truck before starting the engine. Safety Is Thinking Ahead Prevention is the best safety program. Prevent a potential accident by knowing the employer's safety requirements and all necessary job site regulations. Be familiar with use and care of the safety equipment on the truck. Only qualified operators or technicians may operate or maintain the truck. A safe work environment begins before the operator boards the truck. • Wear the proper clothing. Loose fitting clothing, unbuttoned sleeves and jackets, jewelry, etc., are a potential hazard. • Use personal safety equipment provided for the operator such as a hard hat, safety shoes, and safety glass. There are some conditions when protective hearing devices must also be worn for operator safety. • When walking to and from the truck, maintain a safe distance from all machines even if the operator is visible.

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

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FIGURE 3-2. MAJOR COMPONENT LOCATION 1. Radiator 2. Front Suspension 3. Front Wet Disc Brakes 4. Steering Accumulators 5. Steering And Brake Filter 6. Hydraulic Tank

A3-20

7. Pump Drive 8. Transmission 9. Hoist Cylinders 10. Final Drive 11. Rear Wet Disc Brakes 12. Differential


13. Rear Suspension 14. Brake Cooling Filters 15. Fuel Tank 16. Transmission Filters 17. Hydraulics Cabinet 18. Brake Cooling Filter

03/11 A03036

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

A03036 03/11

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


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24. Ensure the ground level engine shut off switch is ON. 25. Climb the ladder to the main deck. Always use the hand rails and ladder when mounting or dismounting the truck. Clean the ladder and hand rails of any foreign material, such as ice, snow, oil or mud.

Cold Weather Heating System Some trucks operating in cold weather climates may be fitted with an optional cold weather heating system. The system includes heaters in the transmission, hydraulic tank, engine oil pan, battery box, cooling system, and fuel system. Trucks fitted with 40°C (-40°F) equipment (or colder) may also contain heaters in the rear axle. The power receptacle (2, Figure 3-3) is mounted inside the RH upright near the bottom of the radiator.

Face the truck when using the ladders. Never mount or dismount the truck while the truck is in motion. 26. Check the coolant in the radiator using the coolant level sight gauge.

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

FIGURE 3-3. HEATING SYSTEM POWER RECEPTACLE 1. Radiator

2. Power Receptacle

The system operates on 220V and is controlled by various thermostats in the system. The thermostats operate the heaters within a certain temperature range.

Do not operate the engine while the heater system is operating. Lack of coolant circulation in the heaters will burn out the heating elements.

32. Read and understand the information detailed in Operator Controls and Instrument Panel. Become familiar with all control locations and functions before operating the truck.

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ENGINE START-UP SAFETY PRACTICES Safety rules must be observed upon engine start-up.

Ensure there is adequate ventilation before startup if the truck is in an enclosure. Exhaust fumes are dangerous!

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

1. Ensure all personnel are clear of the truck before starting the engine. Sound the horn as a warning before starting. 2. Ensure the transmission shift lever is in NEUTRAL and the parking brake is applied.

DO NOT attempt to start the engine while the cold weather starting heater (if equipped) is operating. Damage to coolant heaters will result due to lack of circulation. 3. The key switch is a four position (ACC, OFF, RUN, START) switch. When the key slot is in the vertical position, the electrical system is off and no electrical devices are energized. Use this key position to stop the engine when it is on. ACC- When the key is rotated counterclockwise from the OFF position, it is in the accessory (ACC) position. This position is used to power certain accessories such as the radio when there is no intention of starting the engine. 4. When the switch is rotated one position clockwise, it is in RUN and all electrical circuits except START are energized. With the selector lever in NEUTRAL and the parking brake applied, rotate the key switch fully clockwise to the START position. Hold this position until the engine starts (see the following note). The START position is spring loaded to return to RUN when the key is released.

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In cold ambient conditions and when the engine is cold, the engine rpm will not increase above low idle speed until the engine controller determines it is safe to do so. This time delay will vary from 30 seconds to 11 minutes which allows the coolant and engine oil to warm up. Acceleration and travel will not be available until the engine completes this warm-up cycle.

Cold Weather Starting

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

DO NOT crank the electric cranking motors for more than 30 seconds. Allow two minutes for the motor to cool before attempting to start the engine again. Severe damage to the cranking motors may result from overheating.


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Jump Starting

AFTER THE ENGINE HAS STARTED

The truck cannot be push started. Transmission lube and control systems are inoperative when the engine is not on.

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

When jumping battery power from one truck to another, all switches must be OFF prior to making any connections. Check connections for correct polarity. Connect one lead of the booster cable to the 24V positive (+) post of battery needing assist, and the other lead of the booster cable to the 24V positive (+) post of the auxiliary battery. Connect one lead of the second booster cable to the 24V negative (-) post of the auxiliary battery and then connect the other lead of the booster cable to a good frame ground on the disabled truck, away from the battery needing assist. This procedure will avoid the possibility of causing sparks near the battery where explosive gases may be present.

NOTE: HD1500 trucks are equipped with four 12 volt batteries connected in series and parallel to provide 24 volt output. Maintain correct voltage and polarity when connecting booster cables. Damage to electrical components may result if voltage and polarity are not correct.

Become thoroughly familiar with the steering, braking, and emergency controls. Perform the following checks to ensure safe truck operation before each shift.

During the following safety checks, if actuation or release of any steering, brake or emergency control circuit does not appear normal, shut the engine off, immediately. Notify maintenance personnel. DO NOT operate the truck until the system in question is fully operational. Ensure the area around the truck is clear before testing.

Steering 1. Test the truck steering in extreme right and left directions. If the steering system is not operating properly, shut the engine off, immediately. Determine the problem, and repair before resuming operation. NOTE: The steering and brake systems each have two accumulators that store energy and provide capability to steer and stop the truck in the event of an unexpected engine or pump failure. NOTE: As part of the routine maintenance of the vehicle, one requirement to ensure proper operation of each system is to maintain proper accumulator nitrogen pre-charge. Refer to Section L for proper procedures when charging the accumulators.

Service Brake 2. With the truck on flat ground, check for normal operation of the service brake: a. Depress brake pedal (5, Figure 3-4).

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03/11 A03036

Auxiliary Brake b. Move transmission shift lever (2, Figure 3-5) to the D position and gradually increase engine speed to 1700 rpm. The truck must remain stationary. Placing the shift lever in D ensures that the transmission will start in F2. c. Reduce engine speed to low idle and release the service brake. Place the shift lever in N.

5. Check operation of the auxiliary brake: a. Depress auxiliary brake switch (4, Figure 34). Verify the internal red lamp illuminates. b. Move the transmission shift lever to 5 and gradually increase engine speed to full throttle. Placing the shift lever in 5 ensures the transmission will start in F1. The truck must remain stationary.

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

If the truck moves, notify maintenance personnel to immediately repair the brakes. DO NOT operate the truck until the auxiliary brake is fully operational. c. Reduce engine speed to low idle. Place the shift lever in NEUTRAL. Switch the auxiliary brake OFF. Verify the red indicator lamp turns off.

Brake Lock 6. Check the operation of the brake lock:

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

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a. Depress brake lock switch (6, Figure 3-4). Verify the brake lock indicator lamp illuminates. b. With the F1 start switch OFF, move the transmission shift lever to D to enable the transmission to start in second gear. Gradually increase engine speed to 1410 rpm. The truck must remain stationary.

If the truck moves, notify maintenance personnel to immediately repair the rear brakes. DO NOT operate the truck until the brake lock is fully operational. c. Reduce engine speed to low idle. Place the shift lever in NEUTRAL. Switch the brake lock to OFF. Verify the brake lock indicator lamp is off.


A3-25

7. Check the gauges, warning lights and instruments before truck use to ensure proper system operation. If any warning lights are illuminated, shut off the engine immediately and determine the cause. 8. Ensure headlights, work lights and taillights are working properly. Good visibility may prevent an accident. Check the operation of the windshield wiper and washer.

FIGURE 3-5. CONSOLE CONTROLS 1. Center Console 2. Transmission Shift Lever

FIGURE 3-4. BRAKE SYSTEM CONTROLS 1. Center Dash Panel 2. Retarder Lever 3. ARSC Lever

4. Auxiliary Brake Switch 5. Brake Pedal 6. Brake Lock Switch

3. Parking Brake Switch 4. Hoist Control Lever

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

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03/11 A03036

MACHINE OPERATION SAFETY PRECAUTIONS

7. Apply the brake lock switch at the shovel and dump areas.

Follow all local safety rules to ensure safe machine operation.

8. Proceed slowly on rough terrain to avoid deep ruts or large obstacles. Do not travel along soft edges or the edge of the fill area. 9. Truck operation requires concentrated effort by the driver. Avoid distractions of any kind while operating the truck.

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

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

6. Check the parking brake periodically during the work shift. Use the parking brake for parking only. DO NOT attempt to apply the parking brake while the truck is moving!

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LOADING

HAULING

1. Approach the loading area with caution. Remain at a safe distance while the truck ahead is being loaded.

1. Stay alert and drive with extreme caution.

2. DO NOT drive over unprotected power cables.

3. Operate the truck with control at all times.

3. When near loading areas, watch for other vehicles and for personnel working in the area.

4. Use extreme caution when approaching an intersection. Maintain a safe distance between oncoming vehicles.

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

If the operator must leave the truck cab during loading, the engine must be shut off and the parking brake applied. DO NOT use the emergency brake for parking. Remain far enough away from the truck to avoid being struck by flying material.

2. Govern truck speed based on road conditions, weather and visibility.

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

6. When the truck is loaded, drive away from the shovel as quickly as possible, but with extreme caution.

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

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

PASSING 1. DO NOT pass another truck on a hill or at a blind curve!

DO NOT exceed the recommended maximum speeds when descending grades with a loaded truck.

2. Before passing, ensure the road ahead is clear. If a disabled truck is blocking your lane, slow down and pass with extreme caution. 3. Use only the areas designated for passing.

For efficient retarder operation, adhere to the following guidelines: • Maintain engine speed between 2000 - 2100 rpm • When descending a grade, apply the retarder and observe both the tachometer and the brake oil temperature gauge. Engine speed must be maintained at 2000 - 2100 rpm. Brake oil temperature must be maintained below 120°C (248°F).

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DUMPING

Raising the Dump Body

1. Approach the dump area with extreme caution. Ensure the area is clear of personnel and obstructions such as overhead power lines. Obey spotter signals, if present. Avoid unstable areas. Travel at a safe distance from the edge of a dump area. Position the truck on a solid, level surface before dumping.

As the body raises, the truck center of gravity will move. The truck must be on a level surface to prevent tipping! 2. Carefully maneuver the truck into dump position. When backing the truck into dump position, use the foot-operated brake pedal to stop and hold the truck. 3. When in the dump position, place the transmission shift lever in NEUTRAL, and apply the brake lock switch.

When dumping very large rocks or sticky material, the material may exit the body too fast. This may cause a violent jolt to the dump body and cause possible injury to the operator. Damage to the hoist cylinders, frame, and the dump body hinge pins may also result. If it is necessary to dump this kind of material, refer to the caution in the following procedure. 4. Move hoist control lever (1, Figure 3-6) to POWER UP position (4) and release the lever. Releasing the hoist lever anywhere in the lever stroke when raising will place the dump body in HOLD at that position. 5. Raise engine rpm to accelerate the hoist speed. Refer to the following caution note. When the body is near the maximum angle, reduce engine rpm in order to reduce the shock load to the hydraulic system and hoist cylinders.

If dumping very large rocks or sticky material as described in the warning above, slowly accelerate engine rpm and raise the dump body. When the material starts to move, release the hoist lever to the HOLD position. If the material does not continue out of the dump body, repeat this procedure until the material has been dumped. 6. When the dump body rises to the desired position, release the hoist control lever. The lever will return to the HOLD position. If necessary to raise the body further, move the dump lever to POWER UP. The dump body will rise until the hoist cylinders are fully extended. FIGURE 3-6. HOIST CONTROL 1. Hoist Control Lever 2. FLOAT/HOLD Position

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3. POWER DOWN Position 4. POWER UP Position 5. Center Console


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SAFE PARKING PROCEDURES

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

DO NOT move the truck with the dump body raised except in the event of an emergency. Failure to lower the dump body before moving the truck may cause damage to the hoist cylinders, frame and body hinge pins. NOTE: When traveling, always place the hoist control lever in the FLOAT position, regardless of whether or not the truck is loaded. NOTE: If the transmission shift lever is moved to any position other than NEUTRAL when the hoist control is not in FLOAT, the central warning lamp will flash and the alarm buzzer will sound intermittently. 9. With the body on the frame, move the transmission shift lever to DRIVE. Release the brake lock switch, and carefully exit the dump area.

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The operator must continue to use safety precautions when parking and turning the engine off. Any questionable truck performance must be checked by maintenance before the truck is used for another shift. 1. Park the truck on level ground when possible, and away from other vehicles. If parking on a grade, position the truck perpendicular to the grade. Haul roads are not safe parking areas. In an emergency, choose the safest spot most visible to other machines in the area. 2. Apply the parking brake. Verify that the parking brake is operating properly and is capable of holding the truck stationary.

Use the parking brake when parking the truck. Verify the parking brake is capable of holding the truck stationary before stopping the engine. DO NOT use the brake lock to secure the truck when parking. The brake lock will release when hydraulic pressure dissipates after the engine is turned off. This may result in truck movement, damage to surrounding objects, and serious injury to personnel in the area. 3. Install wheel chocks. 4. If the truck is disabled and near operating trucks, mark the truck with warning flags in daylight, or with flares at night.


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TURNING OFF THE ENGINE

SUDDEN LOSS OF ENGINE POWER

Follow the sequence below at the end of machine use.

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

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

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

Secondary Steering And Braking The steering and brake systems each have accumulators that store energy. The accumulators provide hydraulic power in the event of an unexpected engine failure or pump failure. Checking the accumulator nitrogen charge is a required routine maintenance item. Refer to Section J for the proper procedures when charging the brake accumulators. Refer to Section L for the proper procedures when charging the steering accumulators. Audible and visual warnings will alert the operator if accumulator pressures drop below the preset values during operation.

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03/11 A03036

DISABLED TRUCK DUMPING

Hookup

Sometimes it is necessary to dump a load from the body of a disabled truck with an inoperable hoist system. The following instructions describe the use of a "good" truck to provide the hydraulic power required to raise the body of a disabled truck to dump the load.

Ensure there is an adequate and safe area to dump the loaded dump body.

Figure 3-7 shows the quick disconnect fittings on a hoist manifold for connecting the hoist circuits between trucks.

2. Purge the pressure from the brake accumulators, steering accumulators, and hydraulic tanks on each truck.

1. Safely park the good truck as close as possible to the disabled truck. When the good truck is in position next to the disabled truck, turn off the engine.

3. Attach a hose from the power up quick disconnect on the good truck to the power down circuit on the disabled truck. Hoses must be rated to withstand 19 305 kPa (2800 psi) or greater pressure. NOTE: The power down circuit uses a smaller diameter hose (tube) than the power up circuit. 4. Connect another hose from the power down quick disconnect on the good truck to the power up circuit on the disabled truck.

FIGURE 3-7. HOIST CIRCUIT QUICK DISCONNECT FITTINGS 1. Power Down Circuit

A03036 03/11

2. Power Up Circuit


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Raising the Body

Lowering the Body

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

9. After the load has been emptied from the body, release the hoist control lever. The body of the disabled truck should immediately begin floating downward. If any residual material left in the body prevents lowering, perform the following: a. Place the good truck hoist lever in the POWER UP position, and monitor the body of the disabled truck for downward movement. The body of the good truck may rise a small amount during this step. b. Once the body of the disabled truck begins downward, move the hoist control all the way forward. Then, release the lever to the FLOAT position. 10. Turn off the engine. Depressurize the brake accumulators, steering accumulators, and the hydraulic tanks on each truck. 11. Disconnect the hoses from each truck.

DO NOT move the hoist control from the POWER DOWN position until full extension is reached. DO NOT attempt to move the lever to the HOLD position during this procedure.

12. Readjust the relief valve setting on the good truck. Turn the screw counter-clockwise the same number of turns as was noted earlier in this procedure. The power down relief valve setting on an HD1500 is 10 342 kPa (1500 psi).

FIGURE 3-8. POWER DOWN RELIEF VALVE 1. Power Down Relief

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2. Hoist Pilot Valve


03/11 A03036

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

Only install quick disconnects in the instance of a truck failure. During normal truck operation, the fittings must be absent from the manifold, and plugs installed. 1. When the good truck is in position in front of the disabled truck, turn off the engine, and apply the parking brake.

11. If no problems are evident, begin moving the machines. Maintain a travel speed equal to normal human walking speed. Steer the machine slowly while keeping turns at 1/4 revolution/second or less. NOTE: Use the brakes sparingly when possible. Each braking application and release on the disabled truck transfers oil from the good truck to the disabled truck. It may be necessary to drain oil from the disabled truck if the hydraulic tank inherits too much oil. 12. When the trucks have reached their destination, apply the parking brake on each truck and shut the engine off. 13. Depressurize the steering accumulators before removing the hoses. Attempt to steer each truck to verify no pressure remains in the system.

2. Purge any pressure from the steering accumulators on each truck. Verify no pressure exists by attempting to steer each machine. 3. Connect the supply and return hoses to the quick disconnects on each bleed-down manifold. Route and secure the hoses in a safe manner that will prevent hose damage during machine movement. 4. Install pressure gauges in the brake supply circuit on both trucks for verification of proper brake system pressures after machine start up. 5. Position the retarder lever on the bad truck in the OFF position. DO NOT use the retarder lever during machine towing. 6. Turn the disabled truck key switch to the ON position. This prevents oil transfer between trucks from the retarder command circuit. 7. Start the good truck, and allow the engine to idle for a minimum of three minutes. 8. Verify proper brake system pressures on both trucks. HD1500: 18 960 kPa (2750 psi). 9. Slowly operate the steering wheel on each truck to check steering function. Slow movement will allow any trapped air to bleed out of the system. 10. Check all hydraulic connections for leakage before machine travel. FIGURE 3-9. STEERING QUICK DISCONNECTS 1. Bleed-down Manifold

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2. Supply Port 3. Return Port

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FIGURE 3-10. GOOD TRUCK / DISABLED TRUCK STEERING AND BRAKING HOOKUP

TOWING 3. Determine the primary reason that the truck is disabled.

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

a. If the truck is being towed because of engine failure, certain precautions must be observed. The loss of hydraulic power due to engine failure requires the use of hydraulic power from another source. The tow machine or an auxiliary power unit must be used to supply hydraulic power. Hydraulic power is necessary for dumping, steering and braking. Hydraulic power is also necessary to release the spring applied parking brake. Refer to Disabled Truck Dumping and Disabled Truck Steering and Braking in this chapter for more information on hookup. b. If the truck is disabled because of a suspected final drive problem, both right and left drive axles must be removed before towing. Refer to Section G, Final Drive, for more information.

• Towing speed must not exceed 2 kph (1 mph). • Tow rope angles must not exceed 10°. Observe all precautions outlined in this manual, as well as local regulations. Refer to the following steps when towing is necessary:

Extensive secondary damage may occur to final drive components and/or the transmission, if the truck is towed without first removing the drive axles.

1. Block the disabled truck to prevent movement while preparing the truck for towing and attaching the wire rope and other connections.

Remove damaged components and any debris before moving the truck. Failure to remove debris or damaged components may result in further damage.

2. Verify the towing capacity of the wire rope (it must be capable of towing 77,110 kg (170,000 lb). Verify the rope is in good condition showing no indications of damage or wear.

c. If the truck is disabled because of a suspected transmission problem, remove the drive shaft between the transmission and the differential case. If the drive axles were removed, it is not necessary to remove the drive shaft. 4. Use the tow eyes installed under the front bumper for towing from the front of the disabled truck. Both tow hooks must be used. Use the tow pin on the rear axle when pulling the disabled truck from the rear.

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A3-37

5. If the engine on the disabled truck is operational, start the engine before towing to release the parking brake, and to enable steering and braking. 6. If the engine is inoperable, hydraulic power for steering, braking and transmission lubrication will not be available. Install the necessary hydraulic connections between the tow vehicle and the disabled truck to provide hydraulic power. Refer to Disabled Truck Steering and Braking. 7. If the body of the disabled truck contains a load, dump the load before towing. If the engine is not operational, refer to Disabled Truck Dumping.

8. Remove all blocking, and release the disabled truck brakes. Begin towing the disabled truck. A spotter must signal the operators to stop the tow if any signs of danger or damage are evident.

• DO NOT exceed 2 kph (1 mph) when towing another truck. • Smooth and gradual truck movement is essential during towing. Sudden movement may cause wire rope failure leading to injury and/or truck damage. • Minimize the tow angle at all times - Never exceed 10° in any direction, vertically or horizontally. The towed truck must be steered in the direction of the wire rope. Consult your customer support manager for any questions or concerns about towing a disabled truck.

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WARNINGS AND CAUTIONS The following pages provide a brief explanation of the warning, caution, and service instruction plates and decals attached to the truck. The plates and decals listed here are typical of this model. Because of customer options, individual trucks may have plates and decals that are different from those shown here. The plates and decals must be kept clean and legible. If any decal or plate is illegible or damaged, it must be replaced with a new one. WMC - Character positions 1, 2 and 3 identify the Worldwide Manufacturer Code (WMC). The WMC designates the manufacturer of the product. Komatsu brand products are identified with the letters KMT.

MDS - Character positions 4, 5, 6, 7 and 8 identify the Machine Descriptor Section (MDS). The MDS code identifies general information regarding machine specifications. The MDS is a code for the machine type and model.

A product identification plate is located on the frame in front of the right side front wheel. It shows the truck model number, maximum Gross Vehicle Weight (GVW) and Product Identification Number (PIN)

CL - Character position 9 identifies the Check Letter (CL). The CL is used to verify the accuracy of the individual PIN.

FC - Character positions 10 and 11 identify the Factory Code (FC). The FC identifies the Komatsu factory in charge of claims for the product. The FC for electric drive trucks is 61.

SN - Character positions 12, 13, 14, 15, 16, and 17 identify the Serial Number (SN). The SN is a unique sequential number.

The PIN consists of 19 total characters. The first and last characters are tamper preventative symbols (*). The remaining 17 alpha/numeric characters are used to identify five characteristics of the machine. The five characteristics are detailed below.

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Warnings and Cautions

A4-1

A warning decal is located below the key switch on the instrument panel. The warning stresses the importance of reading the operator's manual before operation.

A grade/speed plate is located on the left front post of the operator's cab. The decal provides the recommended maximum speeds to be used when descending various grades with a loaded truck. Always refer to the decal in the operator's cab. This decal may change with optional truck equipment.

A plate attached to the right rear corner of the cab states the Roll-Over Protective Structure (ROPS) and Falling Object Protective Structure (FOPS) meet various SAE performance requirements.

DO NOT modify these components. DO NOT attempt to repair damage without written approval from the manufacturer. Unauthorized repairs will void certification. When the auxiliary brake switch is activated, full, unmodulated brake pressure is applied to all wheels. The parking brake will also be applied. Never actuate the auxiliary brake when the truck is moving, except in the event of an emergency.

A plate is located next to the fill cap on the fuel tank specifying diesel fuel only. Refer to the engine operation and maintenance manual for more information on fuel requirements.

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

Warning plates are mounted on the truck frame in front of and to the rear of both front tires. The decal alerts all persons to remain at a distance when the truck is being started.

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A plate is mounted on the left hand side of the transmission oil pan. The decal provides instructions for properly checking the transmission oil level. Refer to Section P2, Lubrication And Service, for more information on filling the transmission.

A warning plate is mounted on top of the radiator surge tank cover near the radiator cap. The engine cooling system is pressurized when the engine is on and/or when the system is hot. Turn the engine off and allow the engine to cool before removing the radiator cap. Release internal pressure by depressing the pressure relief. Unless the pressure is first released, removing the radiator cap will result in the hot coolant being expelled from the radiator. Serious scalding and burning can result.


A4-3

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

A plate on the side of the hydraulic tank provides instructions for filling the hydraulic tank. Keep the system open to the atmosphere only as long as necessary to lessen the chances of system contamination. Service the tank with clean type C-4 hydraulic oil. All oil being put into the hydraulic tank must be filtered to 3 microns.

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

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

Pressurized operating fluids, such as hydraulic oil, can have sufficient force to penetrate skin. Serious injury and death may result if proper medical treatment from a physician familiar with this injury is not received immediately.

A4-4


10/11 A04055

This plate is located on the battery box and near the battery disconnect switches to indicate that the battery system is a negative ground system.

These decals are placed above the battery disconnect switches on the right side of the front bumper to indicate OFF and ON positions of the switches.

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

A04055 10/11

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

A caution plate is located on the side of the battery box. These instructions must be followed to avoid damage to electronic components when welding on the truck.


A4-5

The lubrication chart is located on the LH side of the radiator. The chart specifies some of the critical maintenance items to be checked. Component location and service intervals are specified on the chart. The lube key lists the proper lubricants to be used. Refer to Section P2, Lubrication and Service, for more information on maintenance items.

A4-6


10/11 A04055

TORQUE TABLES AND CONVERSION CHARTS

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

References throughout the manual to standard torques or other standard values will be to one of the following tables. Do not use standard values to replace specific torque values in assembly instructions.

NOTE: This truck is assembled with both metric and SAE (U.S.) hardware. Reference the correct table when determining the proper torque value.

For values not shown in any of the charts or tables, standard conversion factors for most commonly used measurements are provided in the following tables. Refer to Hardware Tightening Method at the end of this chapter for the preferred method for marking torqued capscrews and nuts.

INDEX OF TABLES TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page

TABLE 1

Standard Tightening Torque For Metric Cap screws and Nuts . . . . . . . . . . . . . . . . . . . . . . . . . A5-2

TABLE 2

Standard Tightening Torque For SAE Grade 5 & 8 Cap Screws and Nuts . . . . . . . . . . . . . . . . A5-3

TABLE 3

Standard Tightening Torque 12-Pt, Grade 9, Cap Screws (SAE) . . . . . . . . . . . . . . . . . . . . . . . A5-4

TABLE 4

Tightening Torque for T-Bolt Type Hose Clamps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-5

TABLE 5

Standard Tightening Torque For Split Flange Clamp Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-5

TABLE 6

Tightening Torque For Flared Tube And Hose Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-5

TABLE 7

JIC 37° Swivel Nuts Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-6

TABLE 8

Pipe Thread Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-6

TABLE 9

O-Ring Boss Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-7

TABLE 10

O-Ring Face Seal Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-7

TABLE 11

Common Conversions Multipliers - Metric -to- English . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-8

TABLE 12

Common Conversions Multipliers - English -to- Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-9

TABLE 13

Temperature Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-10

TABLE 14

Sealants And Adhesives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-11

A05005 09/11

Torque Tables And Conversion Charts

A5-1

EFFECT OF SPECIAL LUBRICANTS On Fasteners and Standard Torque Values

STANDARD TIGHTENING TORQUES For Class 10.9 Cap screws & Class 10 Nuts

The Komatsu engineering department does not recommend the use of special friction-reducing lubricants, such as Copper Coat, Never-Seez®, and other similar products, on the threads of standard fasteners where standard torque values are applied. The use of special friction-reducing lubricants will significantly alter the clamping force being applied to fasteners during the tightening process.

The following specifications apply to required assembly torques for all metric class 10.9 finished hexagon head cap screws and class 10 nuts.

If special friction-reducing lubricants are used with the standard torque values listed in this chapter, excessive stress and possible breakage of the fasteners may result. Where the torque tables specify “Lubricated Threads” for the standard torque values listed, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust-preventive grease (see below) on the threads and seats unless specified otherwise. NOTE: Ensure the threads of fasteners and tapped holes are free of burrs and other imperfections before assembling. Suggested* Sources for Rust Preventive Grease: • American Anti-Rust Grease #3-X from Standard Oil Company (also American Oil Co.)

• Cap screw threads and seats shall not be lubricated when assembled. These specifications are based on all cap screws, nuts, and hardened washers being phosphate and oil coated. If zinc-plated hardware is used, each piece must be lubricated with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust preventive grease (see list, this page) to achieve the same clamping forces provided below. • Torques are calculated to give a clamping force of approximately 75% of proof load. • The maximum torque tolerance shall be within ±10% of the torque value shown. • In the following table under “Cap Screw Size”, the first number represents the shank diameter (mm). The second number represents threads per millimeter. Example: M20 x 2.25 M20 = shank diameter (20 mm) 2.25 = threads pitch in millimeters

• Gulf NoRust #3 from Gulf Oil Company. • Mobilarma 355, Product No. 66705 from Mobil Oil Corporation. • Rust Ban 326 from Humble Oil Company. • Rustolene B Grease from Sinclair Oil Co. • Rust Preventive Grease - Code 312 from the Southwest Grease and Oil Company. NOTE: This list represents the current engineering approved sources for use in Komatsu manufacture. It is not exclusive. Other products may meet the same specifications of this list.

A5-2

TABLE 1. Standard Tightening Torque for Metric Class 10.9 Cap screws & Class 10 Nuts Cap Screw Size

Torque N•m

Torque ft lb

Torque kg•m

M6

13

10

1.35

M8

31

23

3.2

M10

66

48

6.7

M12

112

83

11.5

M14

177

130

18.0

M16

279

206

28.5

M18

383

282

39.0

M20

549

405

56.0

M22

745

550

76.0

M24

927

684

94.5

M27

1320

975

135

M30

1720

1266

175

M33

2210

1630

225

M36

2750

2025

280

M39

3280

2420

335


09/11 A05005

STANDARD TIGHTENING TORQUES For SAE Grade 5 and Grade 8 Cap screws The following specifications apply to required assembly torques for all grade 5 and grade 8 cap screws.

• The maximum torque tolerance shall be ±10% of the torque value shown.

• Cap screw threads and seats shall be lubricated when assembled.

• In the following table under Cap Screw Size, the first number represents the shank diameter (in.). The second number represents threads per inch.

Unless instructions specifically recommend otherwise, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust- preventive grease (see list, previous page) on the threads.

Example: 7/16 - 20 7/16 = shank diameter (7/16 inch (0.438 inch)) 20 = threads per inch

• Torques are calculated to give a clamping force of approximately 75% of proof load.

TABLE 2. Standard Tightening Torque for SAE Hex Head Cap Screw And Nut Assembly Torque Grade 5

Torque Grade 8

Cap Screw Size

N·m

ft lb

kg·m

N·m

ft lb

1/4-20

9.5

7

0.97

13.6

10

1/4-28

10.8

8

1.11

14.9

11

5/16-18

20.3

15

2.07

28

21

Torque Grade 5

Torque Grade 8

kg·m

Cap Screw Size

N·m

ft lb

kg·m

N·m

ft lb

kg·m

1.38

3/4-16

319

235

32.5

454

335

46.3

1.52

7/8-9

475

350

48.4

678

500

69.2

2.90

7/8-14

508

375

51.9

719

530

73.3

5/16-24

22

16

2.21

30

22

3.04

1.0-8

712

525

72.6

1017

750

103.7

3/8-16

34

25

3.46

47

35

4.84

1.0-12

759

560

77.4

1071

790

109.3

3/8-24

41

30

4.15

54

40

5.5

1.0-14

773

570

78.8

1085

800

110.6

7/16-14

54

40

5.5

79

58

8.0

1 1/8-7

881

650

89.9

1424

1050

145

7/16-20

61

45

6.2

84

62

8.57

1 1/8-12

949

700

96.8

1546

1140

158

1/2-13

88

65

9

122

90

12.4

1 1/4-7

1234

910

125.9

2007

1480

205

1/2-20

95

70

9.7

129

95

13.1

1 1/4-12

1322

975

134.8

2142

1580

219

9/16-12

122

90

12.4

169

125

17.3

1 3/8-6

1627

1200

166

2630

1940

268

9/16-18

129

95

13.1

183

135

18.7

1 3/8-12

1776

1310

181

2874

2120

293

5/8-11

169

125

17.3

237

175

24.2

1 1/2-6

2142

1580

219

3471

2560

354

5/8-18

183

135

18.7

258

190

26.2

1 1/2-12

2305

1700

235

3756

2770

383

3/4-10

298

220

30.4

420

310

42.8

1 ft lb. = 0.138 kg·m = 1.356 N.m

A05005 09/11


A5-3

STANDARD TIGHTENING TORQUES For SAE Grade 9 Cap screws The following specifications apply to required assembly torques for all 12-point, grade 9 (170,000 psi minimum tensile), cap screws. • Cap screw threads and seats shall be lubricated when assembled. Unless instructions specifically recommend otherwise, these standard torque values are to be used with simple lithium base chassis grease (multipurpose EP NLGI) or a rust- preventive grease (see list, this page) on the threads. • Torques are calculated to give a clamping force of approximately 75% of proof load. • The maximum torque tolerance shall be ±10% of the torque value shown.

TABLE 3. Standard Tightening Torque for 12-Point, Grade 9 Cap Screws Cap Screw Size*

Torque N·m

Torque ft lb

Torque kg·m

0.250 - 20

16

12

1.7

0.312 - 18

33

24

3.3

0.375 - 16

57

42

5.8

0.438 -14

95

70

9.7

0.500 -13

142

105

14.5

0.562 - 12

203

150

20.7

0.625 - 11

278

205

28.3

0.750 - 10

488

360

49.7

0.875 - 9

780

575

79.4

1.000 - 8

1166

860

119

1.000 - 12

1240

915

126

1.125 - 7

1670

1230

170

1.125 - 12

1800

1330

184

1.250 - 7

2325

1715

237

1.250 - 12

2495

1840

254

1.375 - 6

3080

2270

313

1.375 - 12

3355

2475

342

1.500 - 6

4040

2980

411

1.500 - 12

4375

3225

445

* Shank Diameter (in.) - Threads per inch

A5-4


09/11 A05005

TABLE 4. Tightening Torque For T-Bolt Type Hose Clamp (SAE J1508 Type TB) Thread Size

Band Width

Newton meters (N·m)

Inch Pounds (in. lb)

0.25-28 UNF

19.05 mm (0.75 in.)

8.5 ± 0.6 N·m

75 ± 5 in lb

Cap Screw Thread Diameter (mm) 10 12 16

Thread Diameter of Nut (mm) 14 18 22 24 30 33 36 42

A05005 09/11

Width Across Flat (mm) 14 17 22

TABLE 5. Tightening Torque For Split Flange Clamp Bolts Newton meters (N·m) Tolerances ±10% 66 112 279

Foot Pounds (ft lb) Tolerances ±10% 48 83 206

Kilogram meters (kg·m) Tolerances ±10% 6.7 11.5 28.5

Width Across Flat (mm) 19 24 27 32 36 41 46 55

TABLE 6. Tightening Torque For Flared Tube And Hose Fittings Newton meters (N·m) Tolerances ±10% 25 50 80 140 175 195 245 295

Foot Pounds (ft lb) Tolerances ±10% 18 36 58 101 130 145 180 215

Kilogram meters (kg·m) Tolerances ±10% 2.5 5 8 14 18 20 25 30


A5-5

TABLE 7. Torque Chart For JIC 37° Swivel NutS With Or Without O-ring Seals Size Code

Tube Size (OD)

Threads UNF-2B


Foot Pounds (ft lb)

–2

0.125

0.312 – 24

5±1

4±1

–3

0.188

0.375 – 24

11 ± 4

8±3

–4

0.250

0.438 – 20

16 ± 4

12 ± 3

–5

0.312

0.500 – 20

20 ± 4

15 ± 3

–6

0.375

0.562 – 18

24 ± 7

18 ± 5

–8

0.500

0.750 – 16

40 ± 7

30 ± 5

– 10

0.625

0.875 – 14

54 ± 7

40 ± 5

– 12

0.750

1.062 – 12

75 ± 7

55 ± 5

– 14

0.875

1.188 – 12

88 ± 7

65 ± 5

– 16

1.000

1.312 – 12

108 ± 7

80 ± 5

– 20

1.250

1.625 – 12

136 ± 14

100 ± 10

– 24

1.500

1.875 – 12

163 ± 14

120 ± 10

– 32

2.000

2.500 – 12

312 ± 27

230 ± 20

TABLE 8. Torque Chart For Pipe Thread Fittings

A5-6

Size Code

Pipe Thread Size

With Sealant N·m

With Sealant ft lb

Without Sealant N·m

Without Sealant ft lb

–2

0.125 – 27

20 ± 4

15 ±3

27 ± 7

20 ± 5

–4

0.250 – 18

27 ± 7

20 ±5

34 ± 7

25 ± 5

–6

0.375 – 18

34 ± 7

25 ±5

48 ± 7

35 ± 5

–8

0.500 – 14

48 ± 7

35 ±5

61 ± 7

45 ± 5

– 12

0.750 – 14

61 ± 7

45 ±5

75 ± 7

55 ± 5

– 16

1.000 – 11.50

75 ± 7

55 ±5

88 ± 7

65 ± 5

– 20

1.250 – 11.50

95 ± 7

70 ±5

108 ± 7

80 ± 5

– 24

1.500 – 11.50

108 ± 7

80 ±5

129 ± 14

95 ± 10

– 32

2.000 – 11.50

129 ± 14

95 ±10

163 ± 14

120 ± 10


09/11 A05005

TABLE 9. Torque Chart For O-ring Boss Fittings Size Code

Tube Size (OD)

Threads UNF-2B


Foot Pounds (ft lb)

–2

0.125

0.312 – 24

4±3

4±2

–3

0.188

0.375 – 24

7±3

5±2

–4

0.250

0.438 – 20

11 ± 4

8±3

–5

0.312

0.500 – 20

14 ± 4

10 ± 3

–6

0.375

0.562 – 18

18 ± 4

13 ± 3

–8

0.500

0.750 – 16

33 ± 7

24 ± 5

– 10

0.625

0.875 – 14

43 ± 7

32 ± 5

– 12

0.750

1.062 – 12

65 ± 7

48 ± 5

– 14

0.875

1.188 – 12

73 ± 7

54 ± 5

– 16

1.000

1.312 – 12

98 ± 7

72 ± 5

– 20

1.250

1.625 – 12

109 ± 7

80 ± 5

– 24

1.500

1.875 – 12

109 ± 7

80 ± 5

– 32

2.000

2.500 – 12

130 ± 14

96 ± 10

TABLE 10. Torque Chart For O-ring Face Seal Fittings

A05005 09/11

Size CodeE

Tube Size (O.D.)

Threads UNF-2B


Foot Pounds (ft lb)

–4

0.250

0.438 – 20

15 ± 1

11 ± 1

–6

0.375

0.562 – 18

24 ± 3

18 ± 2

–8

0.500

0.750 – 16

48 ± 5

35 ± 4

– 10

0.625

0.875 – 14

69 ± 7

51 ± 5

– 12

0.750

1.062 – 12

96 ± 10

71 ± 7

– 16

1.000

1.312 – 12

133 ± 8

98 ± 6

– 20

1.250

1.625 – 12

179 ± 10

132 ± 7

– 24

1.500

1.875 – 12

224 ± 20

165 ± 15


A5-7

TABLE11. Common Conversion Multipliers Metric To English To Convert From

To

Multiply By

millimeter (mm)

inch (in.)

0.0394

centimeter (cm)

inch (in.)

0.3937

meter (m)

foot (ft)

3.2808

meter (m)

yard (yd)

1.0936

kilometer (km)

mile (mi)

0.6210

square centimeters (cm2)

square inch (in.2)

2

square centimeters (cm ) cubic centimeters

(cm3

)

liters (l) cubic meters (m liters (l)

A5-8

0.001

3

cubic inch (in. )

0.061

3)

61.02

square feet (ft )

cubic inch (in. 3)

0.1550

2

(ft3)

35.314

3)

cubic feet (ft

0.0353

cubic feet

grams (g)

ounce (oz)

0.0353

milliliter (ml)

fluid ounce (fl oz)

0.0338

kilogram (kg)

pound (mass)

2.2046

Newton (N)

pounds (lb)

0.2248


kilogram meters (kg·m)

0.102


foot pounds (ft lb)

0.7376


foot pounds (ft lb)

7.2329



9.807

kilopascals (kPa)

pounds/square inch (psi)

0.1450

megapascals (MPa)


145.038

kilograms/cm2 (kg/cm2)


14.2231

kilograms/cm2 (kg/cm2)

kilopascals (kPa)

98.068

kilogram (kg)

short ton (tn)

0.0011

metric ton

short ton (tn)

1.1023

liters (l)

quart (qt)

1.0567

liters (l)

gallon (gal)

0.2642

Watts (W)

horsepower (hp)

0.00134

kilowatts (kW)

horsepower (hp)

1.3410


09/11 A05005

TABLE 12. Common Conversion Multipliers English to Metric To Convert From

To

Multiply By

inch (in.)

millimeter (mm)

25.40

inch (in.)

centimeter (cm)

2.54

foot (ft)

meter (m)

0.3048

yard (yd)

meter (m)

0.914

mile (mi)

kilometer (km)

1.61

square centimeters (cm )

6.45

square feet (ft2)

square centimeters (cm2)

929

cubic inches (in.3)

cubic centimeters (cm3)

16.39

cubic inches (in.3)

liters (l)

0.016

cubic feet (ft3)

cubic meters (m3)

0.028

cubic feet (ft3)

liters (l)

28.3

square inch

(in.2

2

)

ounce (oz)

kilogram (kg)

0.028

fluid ounce (fl oz)

milliliter (ml)

29.573

pound (lb)

kilogram (kg)

0.454

pound (lb)

Newton (N)

4.448

inch pounds (in. lb)


0.113

foot pounds (ft lb)


1.356

foot pounds (ft lb)


0.138



9.807


kilopascals (kPa)

6.895


megapascals (MPa)

0.007


kilograms/square centimeter

0.0704

(kg/cm2)

A05005 09/11

short ton (tn)

kilogram (kg)

907.2

short ton (tn)

metric ton (t)

0.0907

quart (qt)

liters (l)

0.946

gallon (gal)

liters (l)

3.785

horsepower (hp)

Watts (w)

745.7

horsepower (hp)

kilowatts (kw)

0.745


A5-9

Celsius C° 121 118 116 113 110 107 104 102 99 96 93 91 88 85 82 79 77 74 71 68 66

250 245 240 235 230 225 220 215 210 205 200 195 190 185 180 175 170 165 160 155 150

TABLE 13. Temperature Conversions Formula: F° - 32  1.8 = C° or C° x 1.8 + 32 = F° Fahrenheit Celsius Fahrenheit Celsius F° C° F° C° 482 63 145 293 4 473 60 140 284 2 464 57 135 275 –1 455 54 130 266 –4 446 52 125 257 –7 437 49 120 248 –9 428 46 115 239 – 12 419 43 110 230 – 15 410 41 105 221 – 18 401 38 100 212 – 21 392 35 95 293 – 23 383 32 90 194 – 26 374 29 85 185 – 29 365 27 80 176 – 32 356 24 75 167 – 34 347 21 70 158 – 37 338 18 65 149 – 40 329 15 60 140 – 43 320 13 55 131 – 46 311 10 50 122 – 48 302 7 45 113 – 51

40 35 30 25 20 15 10 5 0 –5 – 10 – 15 – 20 – 25 – 30 – 35 – 40 – 45 – 50 – 55 – 60

Fahrenheit F° 104 95 86 77 68 59 50 41 32 23 14 5 –4 – 13 – 22 – 31 – 40 – 49 – 58 – 67 – 76

NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C°) or Fahrenheit (F°). Select a number in this unmarked column and read to the left to convert to degrees Celsius (C°) or read to the right to convert to degrees Fahrenheit (F°). If starting with a known temperature (either C° or F°), find that temperature in the marked column and read the converted temperature in the center, unmarked column.

A5-10


09/11 A05005

TABLE 14. Sealants And Adhesives Nomenclature

Adhesives

Code

Three Bond *

Applications

LT-1A

TB1521

LT-1B

1000B - 1000W

LT-2

TB1374

Preventing bolts, nuts and plugs from loosening and leaking oil.

LT-2A

TB2411

Preventing bolts, nuts and plugs from loosening and leaking oil. (1)

LT-2B

TB2403


LT-2C

TB2430 or TB2440


LT-3 Main bond Hardening agent

TB2001

Used to apply rubber pads, rubber gaskets and cork plugs. Used to apply resin, rubber, metallic and non-metallic parts when a fast, strong seal is needed.

Provides an airtight, electrically insulating seal. Used for aluminum surfaces.

TB2105

LG-1

TB1108B

LG-3

TB1107

Heat-resistant gasket for precombustion chambers and exhaust piping.

LG-4

TB1104

Used by itself on mounting surfaces on the final drive and transmission cases. Thickness after tightening: 0.07-0.08 mm (0.0027-0.0032 in)

LG-5

TB1110B

Used by itself to seal grease fittings, tapered screw fittings and tapered screw fittings in hydraulic circuits of less than 50 mm (2 in) in diameter.

Anti-friction compound

LM-P

-

Applied to bearings and taper shafts to facilitate press-fitting and to prevent sticking, burning or rusting.

Grease

G2-LI

-

Applied to bearings, sliding parts and oil seals for lubrication, rust prevention and facilitation of assembling work.

Vaseline

-

-

Used for protecting battery electrode terminals from corrosion.

Liquid Gasket

Used with gaskets and packings to increase sealing effect.

* NOTE: The part numbers in this column are not Komatsu numbers. These are vendor designations.

(1) Used for threaded areas (for example, plug, nipple, elbow etc.) which are removable, and a pressure of 1965 kPa (285 psi) or less. (2) Used for threaded areas (for example, stud, etc.) which are not removable, and a pressure of 1965 kPa (285 psi) or less.

The sealants and adhesives listed below are manufactured and sold by Three Bond U.S.A., Inc. For information concerning Three Bond products, call or write to: Three Bond U.S.A., Inc. 6184 Schumacher Park Drive West Chester, OH 45069

Part Numbers Three Bond

Komatsu

TB1374

09940-00030

TB1521

790-129-9030

TB1104

790-129-9020

TB1108B

790-129-9010

TB1110B

790-129-9080

Telephone: (513) 779-7300 Fax: (513) 779-7375

A05005 09/11


A5-11

Hardware Tightening Method

Mark cap screws and nuts with paint or ink before tightening to the specified torque. This method provides verification that the hardware has been properly tightened.

1. Snug all of the hardware with an impact wrench or appropriate ratchet. 2. Apply a paint mark down the side of the hardware and onto the component surface. Verify that all of the hardware that is being tightened is marked. 3. Tighten the marked hardware to the proper torque. All of the paint marks should now be offset, showing that the hardware has been properly tightened.

A5-12


09/11 A05005

SECTION A7 STORAGE PROCEDURES INDEX

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

A07005

Storage Procedures

A7-1

NOTES

A7-2

Storage Procedures

A07005

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

3. Operate all hydraulic functions through their complete range of motion to ensure that cylinders and all seals are fully lubricated. 4. Check and operate all systems. 5. Maintain proper battery service. 6. Once a month, perform the 10 hour service items shown in Section P, Lubrication and Service.

PREPARATION FOR STORAGE

Much of this material is of a general nature. The storage environment will play a big part in its overall condition. Hot, humid climate will affect vehicle components much differently than the dry desert atmosphere or a cold arctic environment. Storage procedures must match the environmental conditions.

For long term idle periods, proper preparation will pay large dividends in time and money when future operation of the vehicle is scheduled.

These instructions only provide the minimum guidelines. The final goal must be to provide the operator with a safe, fully productive vehicle, that he can rely on.

2. Prepare the transmission for storage. Refer to the instructions for storing a transmission later in this chapter.

SHORT TERM IDLE PERIODS There will be periods when a vehicle may be idle from 30-60 days, but must be ready for use at all times. The most effective method for this situation is to follow the procedure given below to prevent any deterioration from beginning. 1. Fully service and maintain the vehicle 2. On a weekly basis, start and operate the engine until both the engine and transmission are up to operating temperature. Perform a visual check of the vehicle before and after start-up. Move the vehicle around the area for a few minutes to ensure that all internal gears and bearings are freshly lubricated.

A07005

1. Prepare the engine for storage according to instructions found in the engine manufacturers manual.

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

Storage Procedures

A7-3

7. Clean the radiator. Refer to Section C, Cooling System, for proper cleaning instructions. Drain and flush the cooling system. Refill with the proper water/antifreeze solution suitable for the lowest temperature anticipated. Refer to Section P, Lubrication and Service for antifreeze recommendations. After refilling the system, operate the engine until the thermostats open to circulate the solution through the cooling system.

16. Close cab windows. Close and lock the cab door to prevent vandalism and weather intrusion. 17. Drain the fuel tank. Fog the tank with preservative lubricant, ("Nox-Rust" Motorstor, SAE10) and closed tightly. Replace fuel filters. 18. Open the drain holes in the dump body. 19. If possible, place all available service publications in a moisture proof package and place in the vehicle cab.

REMOVAL FROM STORAGE

Never store a vehicle with a dry cooling system.

If the vehicle was properly stored, getting it back to operational status is a simple matter of reversing these steps. NOTE: Before restoring a vehicle to operation, obtain all service and parts books for reference.

8. Install new hydraulic filters. 9. Service the hydraulic tank with type C-4 oil as specified in Section P, Lubrication and Service.

1. Inspect the entire vehicle carefully for rust and corrosion. Repair as necessary.

10. Disconnect the batteries, if possible. Store batteries in a battery shop or a cool dry location. Clean the battery compartment. Remove all corrosion and paint the battery compartment with acid-proof paint.

2. Service the engine according to the engine manufacturer's manual.

11. Service wheel axle housings and final drives with the recommended lubricants. Seal all vents. 12. Tightly cover exhaust openings and air cleaners with moisture barrier paper and sealing tape. 13. Grease all lubrication points with the recommended lubricants. 14. Relieve the tension from all drive belts. The engine manufacturer recommends insertion of heavy kraft paper between belts and pulleys to prevent sticking. 15. Put vandalism covers and locks in place and secure.

A7-4

3. Clean the radiator. Refer to Section C, Cooling System. Drain and flush the cooling system. Refill with the proper water/antifreeze solution suitable for the lowest temperature anticipated. Refer to Section P, Lubrication and Service for antifreeze recommendations. After refilling the system, operate the engine until the thermostats open to circulate the solution through the cooling system. 4. Prepare the transmission for operation. Refer to the instructions for transmission storage at the end of this chapter. 5. Thoroughly inspect drive belts, hydraulic hoses and oil lines for evidence of damage, wear or deterioration. Replace any worn components.

Storage Procedures

A07005

6. Install new hydraulic filters.

17. Adjust all drive belts to the specified tension.

7. Service the hydraulic tank with type C-4 oil as specified in Section P, Lubrication and Service.

18. Recharge fire protection equipment.

8. Open the drain on the fuel tank to remove moisture or sediment that may have accumulated while in storage. Close the drain and fill the fuel tank with approved diesel fuel.

19. Use the Operation and Maintenance Manual for guidance on engine start and vehicle checkout. 20. Thoroughly check piping connections for leakage with the engine on. 21. Before moving the vehicle, cycle all hydraulic controls including the steering wheel. Verify proper operation.

Never blend gasoline, gasohol and/or alcohol with diesel fuel. This practice creates an extreme fire hazard and under certain conditions may cause an explosion. 9. Ensure all hydraulic controls, steering linkage, and throttle linkage points are lubricated and operate freely before engine start-up. 10. Clean all electrical connections and tighten. Check the secureness of all ground straps and cables.

22. Verify proper operation of the service brakes, emergency braking system and parking brake. 23. Check all system instruments to ensure that all systems are operational. 24. When all systems are operational and all discrepancies are corrected, road test the vehicle on a smooth, level, unobstructed area. Check steering response, transmission shifting, service brake efficiency, and hydraulic functions. 25. If the vehicle is operating properly, the truck may be returned to service.

11. Install fully charged batteries. The battery compartment must be free of corrosion. Clean the connections, then connect the battery cables. Secure the batteries with the hold downs. 12. Check all electrical cables for weathering, cracks and/or damage. Replace any defective cables. 13. Check the tires for damage. Repair as necessary. 14. Inflate the tires to the proper pressure. 15. If disconnected, reconnect the parking brake linkage. 16. Completely service the vehicle as recommended in Section P, Lubrication and Service, 10 and 100 hour inspections.

A07005

Storage Procedures

A7-5

RECONDITIONING AN IDLE VEHICLE

3. Thoroughly inspect the tires for tread and side wall wear, weathering, and damage. Dismount suspect tires. Thoroughly inspect the inside and outside of the tire before inflating.

Never attempt to operate a vehicle which has been in storage for a long period until all systems have been completely reconditioned. An unsafe vehicle can cause serious injuries and/or major property damage. At times, a vehicle is subjected to long idle periods without being properly serviced for storage. Reconditioning of this vehicle can present a major expenditure of time and money. Some of the conditions which might be encountered after a machine has been exposed to the elements for a long period may include: • Increased corrosion and fungus growth on electrical components in humid/tropical areas.

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

• Accelerated rust formation in humid climates. • Increased sand and dust infiltration in windy, dry dusty areas. These conditions can be similar to sand blasting effects. • Deterioration of rubber products in extreme cold areas. Cables, hoses, O-rings, seals and tires may become weathered and brittle. • Animal or bird's nests in unsealed openings.

If tires are dismounted, all wheel components must be cleaned and inspected. Remove rust and corrosion and repaint as necessary. Follow the safety rules when mounting and inflating tires. Mount and inflate tires as detailed in Section G, Tires and Rims. 4. Inspect the service brakes.

1. Remove all trash and thoroughly clean the vehicle before inspection and maintenance. 2. Remove the vehicle batteries. Move the batteries to a battery shop for service and charging.

Before disabling the brake circuit, chock the wheels to prevent possible movement of the vehicle.

The use of vapor degreasing or steam cleaning is not recommended for the brake assemblies and its component parts. Corrosion and rust may result.

A7-6

Storage Procedures

A07005

a. Clean all brake lines and connections. These components must be free of rust and corrosion.

f. Check and tighten the engine fan drive belt. Install a new belt if necessary.

b. Treadle valves must operate smoothly and show no internal or external damage or contamination. Leakage limitations are outlined in Section J, Brake System. c. The parking brake actuator must cycle smoothly when actuated by the parking brake valve. 5. Inspect and service the engine. Refer to the engine manual for instructions. a. If water entry in the intake is suspected, disconnect the inlets at the turbochargers. Check for water intrusion and damage. b. Ensure the exhaust system is clear and clean with no foreign materials. c. Replace fuel filters. Fill filter cans with fresh fuel for engine priming. d. Replace both the primary and safety filter (secondary) elements in the air cleaners. Refer to Section C, Air Filtration System. Inspect all intake lines between the air cleaners and the engine. All clamps must be tight. Inspect the tubes in the precleaner section of the air cleaner assembly as specified in Section C. All tubes must be clear and clean. If clogging is evident, the precleaner must be cleaned. Clean the precleaner according to instructions in Section C. e. Drain and flush the cooling system. Check all hoses and connections. Fill the cooling system with the proper blend of coolant. Refer to Section P, Lubrication and Service, for antifreeze recommendations. Radiator cores must be clear of dirt and trash.

To prevent injuries, always release spring tension before replacing the fan belt. g. Check and tighten the engine mounts. 6. Inspect and service the transmission. Refer to Section P, Lubrication and Service, for information on oil and filter service. a. Check all transmission electrical connections for corrosion, cleanliness and tightness. Check electrical cables for damage and proper clamping. b. Check drive lines for worn U-joints and proper hardware torque. c. Check the condition of the transmission mounts. 7. If fuel was left in the fuel tank, it must be removed. DO NOT attempt to use old diesel fuel. a. With the tank empty, remove the inspection plates and thoroughly check the interior of the tank. Clean if necessary to remove sediment and contamination. If the fuel was contaminated, remove the lines and flush with air. b. Check all fuel lines for deterioration or damage. Replace lines as necessary. c. Replace inspection covers, and install new gaskets. d. Fill the tank with specified diesel fuel. e. Replace the fuel filters.

A07005

Storage Procedures

A7-7

8. Drain the hydraulic tank. If oil is not contaminated and is stored in clean containers, it may be reused. Before reuse, the oil must be filtered through filter elements with a 3-micron rating. Do not attempt to use contaminated hydraulic oil, especially if water is present in the oil. Refer to Section P, Lubrication and Service, for proper oil specifications. a. Replace hydraulic filter elements and clean suction strainer elements. While suction strainers are removed, inspect and clean the interior of the tank thoroughly to remove all sediment and foreign material. b. Inspect all hydraulic lines for deterioration or damage. Replace any suspect lines. c. Check all hydraulic pumps, valves and cylinders for damage and corrosion. Secure all mountings and connections. Control valves in the cab must move freely without binding. d. Check exposed portions of all hydraulic cylinders for rust, pitting and corrosion. If plating is deteriorated, the cylinder must be removed and overhauled or replaced. Pitted or scored plating will cause leakage at the cylinder seals. 9. Check the front wheel hub, final drive and rear axle lubricants. If contamination is suspected, drain the oil and service the component with the proper lubricant. If major contamination is present, disassembly and overhaul is necessary.

11. Lubricate all grease fittings, not part of the automatic lubrication system, with the specified lubricants. All pivot points must be free of any binding. 12. Check the alternator for corrosion or deterioration. The alternator rotor must be free, with no binding or roughness. Inspect, install and properly tension the alternator drive belt. 13. Check the secureness of the steering cylinder ball joints, link, and hydraulic connections. 14. Examine the suspensions for signs of damage. a. Discharge the nitrogen from the suspensions as outlined in Section H, Oiling and Charging. Check the condition of the suspension oil and the cylinder wiper seals. If the wipers are cracked or hardened, the suspension must be rebuilt. Recharge the suspension with new oil if the old oil is deteriorated. b. Check the exposed chrome portions of the cylinder for rust, pitting and corrosion. If the plating is deteriorated, the suspension must be removed and overhauled or replaced. Pitted or scored plating will rapidly cause leakage at the seals. c. Recharge the suspensions as outlined in Section H, Oiling and Charging. 15. If not previously done, install fully charged batteries into the battery box.

10. Inspect the parking brake. Since the parking brake is spring-applied, the brake pads may be stuck tightly to the disc. It may be necessary to remove and overhaul the parking brake assembly.

A7-8

Storage Procedures

A07005

ENGINE OPERATION

AFTER THE ENGINE HAS STARTED

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

A07005

Any machine which is unsafe and/or not in top operating condition must be repaired before use.

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

Storage Procedures

A7-9

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

SHORT TERM ENGINE STORAGE This procedure describes the proper method for the short term storage of an engine - one to six months.

Preparing the Engine 1. Operate the engine at high idle until the coolant temperature reaches 70° C (160° F). 2. Turn the engine off. 3. Disconnect the fuel lines to the engine fuel filter. Disconnect the injector return line. 4. Use a preservative oil. Use Dauber T Chemical NoxRust No. 518, or equivalent. The oil must meet Military Specification MIL-L-644, Type P9. 5. Fill two containers, one with diesel fuel, and the second with preservative oil. Put both fuel lines in the container of diesel fuel. 6. Start the engine. 7. After the engine is operating smoothly, transfer the fuel supply line to the container of preservative oil. Operate the engine until the preservative oil flows out of the injector return line. 8. Turn the engine off. Connect the fuel lines to the fuel filter and the injector return line. 9. Drain the oil pan sump, oil filters, and fuel filters. 10. Install the drain plugs in the oil sump. The sump can remain empty until the engine is ready to be returned to service.

Put a warning tag on the engine. The tag must indicate the following: • The engine does not contain oil. • DO NOT operate the engine. 11. Disconnect the electrical wiring from the fuel pump solenoid.

A7-10

Storage Procedures

A07005

12. Turn the fuel pump manual shutoff valve counterclockwise until it stops. 13. Crank the engine slowly. Spray lubricating oil into the intake manifold and the inlet of the air compressor. 14. Cover all of the openings with tape to prevent dirt and moisture from entering the engine. 15. Drain the coolant. NOTE: It is not necessary to drain the coolant if it is a permanent type antifreeze with a rust inhibitor. 16. Store the engine in an area that is dry and has a constant, even temperature. 17. Use a bar to turn the crankshaft two or three revolutions every three to four weeks.

LONG TERM ENGINE STORAGE This procedure describes the proper method for the long term storage of an engine - 6 to 24 months.

Prepare the Engine for Long Term Storage 1. Operate the engine at high idle until the coolant temperature reaches 70° C (160° F). 2. Turn the engine off. 3. Drain the oil and install the drain plugs. Fill the engine to the "high" mark. Use Shell 66202 or equivalent, preservative oil. The oil must meet Military Specification MIL-L-21260, Type P-10, Grade 2, SAE 30. 4. Disconnect the fuel lines to the engine fuel filter and the injector return line.

Removing the Engine from Short Term Storage 1. Prime the lubricating system. Refer to Cummins Engine Shop Manual, Section 14-01, Engine Run-in-Period. 2. Fill the coolant system if necessary. 3. Adjust the injector and the valve clearance. Refer to Cummins Engine Shop Manual, Section 00-02, Engine Assembly. 4. Tighten the intake manifold mounting cap screws to the specified torques. Refer to the Cummins service manual for specifications. 5. Fill the oil pan sump, oil filters, and fuel filters with the recommended lubricants and fuels.

5. Use Daubert Chemical NoxRust No. 518, or an equivalent preservative oil. The oil must meet Military Specification MIL- L- 644 Type P9. 6. Fill two containers, one with diesel fuel, the second with preservative oil. Put both fuel lines in the container of diesel fuel. 7. Start the engine. 8. After the engine is operating smoothly, transfer the fuel supply line to the container of preservative oil. Operate the engine until the preservative oil flows out of the injector return line. 9. Turn the engine off. Connect the fuel lines to the fuel filter and the injector return. 10. Drain the preservative oil from the engine oil pan sump and the oil filters. 11. Remove the intake and exhaust manifolds. Spray preservative oil into the intake and exhaust ports in the cylinder heads and in the manifolds. 12. Use a rust preventative compound that meets Military Specification MIL-C-16173C, Type P-2, Grade 1 or 2. Brush or spray the compound on all of the exposed surfaces that are not painted.

A07005

Storage Procedures

A7-11

13. Remove the rocker lever covers. Spray the rocker levers, the valve stems, the springs, the valve guides, the crossheads, and the push rods with preservative oil. Install the covers.

TRANSMISSION PRESERVATION AND STORAGE

14. Cover all the openings with heavy paper and tape to prevent dirt and moisture from entering the engine.

Prior to installation- New transmissions are tested with preservative oil and drained prior to shipment. The residual oil in the transmission provides adequate protection to safely store the transmission for up to one year - stored inside, in a normal climate and with all shipping plugs installed - without further treatment.

Place a warning tag on the engine. The tag must indicate the following: • DO NOT operate the engine. • DO NOT turn the crankshaft. • The engine has been treated with preservatives. • The coolant has been removed. • The date of treatment.

Storage, New Transmission

When the transmission is to be stored or remain inactive for more than one year, specific preservation guidelines are recommended. These guidelines help prevent damage due to rust, corrosion, and organic growth in the oil. Preservation guidelines are listed for storage with transmission oil and without transmission oil.

Storage, One Year- Without Oil 15. Store the engine in an area that is dry and has a constant, even temperature.

Removing the Engine from Long Term Storage 1. Use clean diesel fuel. Flush the fuel system until all of the preservative oil is removed. 2. Remove the plug from the main oil rifle passage. Use a hot, lightweight mineral oil. Using a bar to rotate the engine crankshaft, flush the preservative oil from the engine. Rotate three to four revolutions during the flushing procedure.

1. Drain the oil. 2. Spray 60 ml (2 oz) of VCI #10 through the fill tube. 3. Seal all openings and the breather with moisture-proof tape. 4. Coat all exposed, unpainted surfaces with preservative grease such as petroleum - MIL-C11796, Class 2. 5. If additional storage time is required, repeat Steps 2, 3 and 4 at yearly intervals.

3. Fill the oil pan sump, oil filters, and fuel filters. 4. Drain the rust preventative compound from the cooling system. Fill the cooling system with coolant. Refer to Section P, Lubrication and Service. 5. Prime the lubricating system. Refer to Cummins Engine Shop Manual, Section 14-01, Engine Run-in-Period. 6. Adjust the injector and the valve clearance. Refer to Cummins Engine Shop Manual, Section 00-02, Engine Assembly. 7. Tighten the intake manifold mounting cap screws.

A7-12

Storage Procedures

A07005

Storage, One Year - With Oil - Normally Installed On The Truck 1. Drain the oil and replace the oil filter elements. 2. Fill the transmission to operating level. Fill with a mixture of one part VCI #10 (or equivalent) to 30 parts C-3 transmission fluid. Add 1/4 teaspoon of Biobor JF (or equivalent) for every 11 liters (3 gal) of fluid in the system. NOTE: When calculating the amount of Biobor JF required, use the total volume of the system, not just the quantity required to fill the transmission. Include external lines, filters, and the cooler. 3. Operate the engine for approximately five minutes at 1500 rpm with the transmission in N. 4. Drive the vehicle. Verify that the transmission shifts through all ranges and the lockup clutch is working.

Restoring The Transmission For Service 1. Remove the tape from the openings and the breather. 2. Wash off all external grease with mineral spirits. 3. If the transmission is new, drain the residual preservative oil. Refill the transmission to the proper level with C-4 transmission fluid. If the transmission was prepared for storage without oil, drain the residual oil and replace the oil filter elements. Refill the transmission to the proper level with C-4 transmission fluid. If the transmission was prepared for storage with oil, it is not necessary to drain the oil. Check the fluid level. Add or drain transmission fluid as required to obtain the proper level.

5. Continue to operate the engine at 1500 rpm with the transmission in N until the transmission oil temperature stabilizes. 6. If the operating temperature is less than 107° C (225° F), shift the transmission to the highest forward range and stall the converter. When the converter-out temperature reaches 107° C (225° F), stop the engine. DO NOT exceed 107° C (225° F). 7. As soon as the transmission is cool enough to touch, seal all openings and the breather with moisture-proof tape. 8. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum MIL-C11796, Class 2. 9. If additional storage time is required, repeat Steps 2 through 8 at yearly intervals. NOTE: It is not necessary to drain the transmission each year. It is only necessary to add Motorstor and Biobor Jf (or equivalents).

A07005

Storage Procedures

A7-13

NOTES

A7-14

Storage Procedures

A07005

SECTION B STRUCTURES INDEX

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

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

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

B01019

Index

B1-1

NOTES

B1-2

Index

B01019

SECTION B2 STRUCTURAL COMPONENTS INDEX

STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 GRILLE, HOOD AND LADDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 RIGHT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 LEFT DECK AND CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6

B02030 10/11

Structural Components

B2-1

NOTES

B2-2


10/11 B02030

STRUCTURAL COMPONENTS The deck structures and components are removable in sections, as shown in Figure 2-1. Refer to Preparation for tasks to perform before the ladders, decks, and hood can be removed. Additional steps may be required depending on optional equipment installed on the truck. Prior to component removal or repair, it may be necessary to remove the body to provide clearance for lifting equipment to be used. If body removal is not required, raise the body and install the safety cable.

PREPARATION 1. If installed, raise the body and install the body safety cable. Place the hoist lever in FLOAT. Slowly lower the body until supported by the safety cable. 2. Reduce the engine speed to idle. Place the range selector in NEUTRAL and apply the parking brake. 3. Shut off the engine. Allow the steering accumulators to bleed completely. Verify the steering accumulators have bled down by attempting to steer the machine. 4. Bleed the brake accumulators using the manual bleed valves on the brake manifold. 5. Open the battery disconnect switch located on battery box (11, Figure 2-1).

FIGURE 2-1. STRUCTURAL COMPONENTS 1. Left Deck 2. Operator Cab 3. Left Deck Mounts 4. Anti-Slip Material 5. Operator Access Ladder

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6. Center Deck 7. Right Deck 8. Right Deck Mounts 9. Center Deck Mounts


10. Engine/Transmission Access Ladder 11. Battery Box 12. Hood & Grille

B2-3

Ladders

Inspect the anti-slip material on the decks and maintain for the safety of all personnel. Cap all hoses and fittings as they are removed to prevent possible system contamination. Tag and verify that all cables, harnesses, hoses etc. have been removed before the structure is lifted off the truck.

Access ladders (5, Figure 2-1) are attached at lower mount (3, Figure 2-2) and upper mount (5). Ladder (10, Figure 2-1) is mounted at the rear of the center deck area for access to the transmission/engine. Disconnect wiring harnesses routed to the ladder lights, ladder light switch, and ground level shut off switch before removal. Remove the hardware that secures the air conditioning accumulator, receiver drier and covers to the left ladder before removal.

Ladders must be free of oil or dirt. Repair any damage, and attach securely to the truck.

GRILLE, HOOD AND LADDERS Grille The grille must be removed for access to the air conditioner condenser and fuel cooler. The grille is removed in two sections by removing the cap screws and washers retaining each section to the hood. The weight of the upper grille is approximately 30 kg (66 lb). The weight of the lower grille is approximately 23 kg (51 lb). Hood The hood is retained by the cap screws securing it to the brackets on the radiator assembly. Prior to removal, remove any wire harnesses or hoses that may be attached to the inside of the hood. The weight of the hood is approximately 160 kg (353 lb).

Do not attach the lifting device to the hand rails.

FIGURE 2-2. RIGHT DECK & LADDERS 1. Clearance Lights 2. Headlights 3. Ladder Lower Mount 4. Ladder

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5. Ladder Upper Mount 6. Handrail 7. Battery Box

10/11 B02030

DECKS

RIGHT DECK AND COMPONENTS

The left, right and center decks are mounted to their supports using hardened flat washers and lock nuts. Use the correct hardware when reinstalling. Domed plugs are installed over each mounting cap screw to prevent dirt entry into the cap screw area. These plugs must be replaced if damaged or missing.

Removal 1. Follow the instructions outlined in Preparation at the beginning of this chapter.

1. Follow the instructions outlined in Preparation at the beginning of this chapter.

To prevent damage to the battery equalizer circuit when disconnecting the battery cables, disconnect the negative (-) lead first, then the positive (+) cable. When reinstalling battery cables, attach the positive (+) lead first, then the negative lead.

2. Remove any hoses, cables, pipe supports etc. from the center deck.

2. Tag and disconnect battery circuit cables and wiring at battery box (7, Figure 2-2).

3. Attach lifting apparatus to each corner of the center deck. The weight of the deck is approximately 250 kg (551 lb).

3. Disconnect the wiring harness at clearance lights (1) and head lights (2).

4. Remove the deck mounting hardware.

5. Inspect the underside of the deck and remove any hoses or cables that remain.

CENTER DECK Removal

5. Verify all wiring harnesses, cables and hoses have been removed. Using a hoist, carefully raise the deck and remove from the truck.

4. Remove ladder (4).

6. Attach lifting apparatus to each corner of the right deck. The weight of the right deck (w/battery box) is approximately 850 kg (1874 lb).

Installation 1. Clean all mounting pad surfaces before installation. 2. Clean contact surfaces before installing ground cables. 3. Attach lifting apparatus to each corner of the center deck. The weight of the deck is approximately 239 kg (527 lb). 4. Using a hoist, carefully raise the deck into position on the truck. 5. Install the deck mounting hardware. Tighten all hardware to the standard torque specifications listed in Section A. 6. Reattach any hoses, cables, pipe supports, etc. that were removed during deck removal. Ensure all electrical connections and harness clamps are installed and secure.

B02030 10/11

Do not attach the lifting device to the hand rails. 7. Remove the deck mounting hardware at the deck support and front upright. 8. Verify all wiring harnesses, cables and hoses have been removed. Using a hoist, carefully raise the deck and remove from the truck.

Installation 1. Clean all mounting pad surfaces before installation. 2. Clean contact surfaces before installing ground cables.


B2-5

3. Attach lifting apparatus to each corner of the right deck. The weight of the right deck (w/battery box) is approximately 850 kg (1874 lb).

Do not attach the lifting device to the hand rails. 4. Using a hoist, carefully raise the deck into position on the truck. 5. Install the deck mounting hardware at the deck support and front upright. Tighten all hardware to the standard torque specifications listed in Section A. 6. Install ladder (4).

5. Attach lifting apparatus to each corner of the left deck. The weight of the left deck is approximately 420 kg (926 lb).

Do not attach the lifting device to the hand rails. 6. Remove the deck mounting hardware at the frame support and front upright. 7. Verify all wiring harnesses, cables and hoses have been removed. Using a hoist, carefully raise the deck and remove from the truck.

Installation

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

1. Clean all mounting pad surfaces before installation. 2. Clean contact surfaces before installing ground cables. 3. Attach lifting apparatus to each corner of the left deck. The weight of the left deck is approximately 420 kg (926 lb).

LEFT DECK AND CAB 1. Follow the instructions outlined in Preparation at the beginning of this chapter. 2. Remove the cab from the left deck. Refer to Section N for cab removal and installation instructions.

Do not attach the lifting device to the hand rails. 4. Using a hoist, carefully raise the deck into position on the truck.

3. Refer to Section N, Operator Comfort, for instructions on discharging the air conditioning system prior to disconnecting any air conditioning lines. 4. Tag and disconnect all hydraulic lines and electrical cables which will interfere with deck removal.

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

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10/11 B02030

SECTION B3 DUMP BODY INDEX

DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4 BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 Body Pad Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7 ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7

B03019 10/11

Dump Body

B3-1

NOTES

B3-2

Dump Body

10/11

B03019

DUMP BODY Removal 1. Park the truck on a hard, level surface and chock the wheels. Attach appropriate lifting cables and a hoist of sufficient capacity to the dump body. Ensure the lifting cables are taut. A typical body, as shown in Figure 3-1, weighs approximately 20 000 kg (44,082 lb).

• Inspect all lifting devices. Slings, chains, and cables used for lifting components must be inspected daily for serviceable condition. Refer to the manufacturer’s guidelines for correct capacities and safety procedures when lifting components. Replace any questionable items.

2. Remove the mud flaps and rock ejectors from both sides of the body. Remove the electrical cables, lubrication hoses, etc. attached to the body.

• Slings, chains and cables used for lifting must be rated for approximately two times the intended load.

3. Use chains, or the equivalent, to secure the upper portion of the hoist cylinders for pin removal.

• When in doubt as to the weight of components or any assembly procedure, contact your customer support manager for further information.

4. Remove pin retainer cap screws and washers (2, Figure 3-2). Remove retainers (1) from each of the upper hoist cylinder mounting eyes. With hoist cylinder supports in place, remove mounting pins (3).

• Lifting eyes and hooks must be fabricated from the proper materials and rated to lift the intended load. • Never stand beneath a suspended load. Guy ropes are recommended for guiding and positioning a suspended load. • Before lifting the body, ensure there is adequate clearance between the body and overhead structures or electric power lines. • Use a lifting device that is rated for at least a 25 ton capacity.

FIGURE 3-2. HOIST CYLINDER UPPER MOUNT 1. Retainer 2. Cap screws & Washers 3. Pin

4. Retainer Ring 5. Bearing 6. Hoist Cylinder

FIGURE 3-1. DUMP BODY REMOVAL 1. Lifting Cables

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2. Guide Rope

Dump Body

B3-3

5. Remove cap screws (5, Figure 3-3) from each pivot pin. 6. Remove body pivot pins (1). The weight of the pins is approximately 49 kg (108 lb). Shims and spacers (2 & 3) will drop out as the pin is removed. 7. Lift the dump body from the chassis and move to a storage or work area. Block the body to prevent damage to the body guides, etc. 8. Inspect bushings (4) and pivot pins (1). Replace the bushings and/or body pivot pins if damaged or worn excessively.

FIGURE 3-3. DUMP BODY PIVOT PIN (Section B-B, Figure 3-4) 1. Body Pivot Pin 2. Shim/Spacer 3. Shim/Spacer

4. Pivot Bushing 5. Cap screw 6. Lock Nut

FIGURE 3-4. BODY COMPONENT LOCATIONS 1. Body View A-A. Rock Ejector (See Figure 3-7) 2. Body-Up Retention (Safety) Cable View B-B. Body Pivot Pin (See Figure 3-3) View C-C. Body Guide (See Figure 3-6) View D-D. Body Pads (See Figure 3-5)

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Dump Body

10/11

B03019

Installation 3. Lift the pivot pin into position and align the pin retainer cap screw hole. The weight of the pivot pin is approximately 49 kg (108 lb). Push pivot pin (1) through the shim(s) and into the pivot bushings in each side of the frame.

• Inspect all lifting devices. Slings, chains, and cables used for lifting components must be inspected daily for serviceable condition. Refer to the manufacturer’s guidelines for correct capacities and safety procedures when lifting components. Replace any questionable items.

4. Install cap screw (5) through each pin. Install lock nut (6) and tighten to 203 ± 20 N·m (150 ± 15 ft lb). Do not exceed the specified torque. 5. Align the hoist cylinder upper mounting eye between the mounting ears. Align the retainer slot in pin (3, Figure 3-2) with retainer (1) and install the pin.

• Slings, chains and cables used for lifting must be rated for approximately two times the intended load.

6. Install pin retainer (1) and cap screws (2). Position the retainer to obtain 0.5 mm (0.020 in) clearance between the retainer and the bottom of the slot in body pin (3). Tighten the cap screws to standard torque. Repeat for the remaining hoist cylinder.

• When in doubt as to the weight of components or any assembly procedure, contact your customer support manager for further information. • Lifting eyes and hooks must be fabricated from the proper materials and rated to lift the intended load.

7. Install the mud flaps, rock ejectors, electrical cables and lubrication hoses.

• Never stand beneath a suspended load. Guy ropes are recommended for guiding and positioning a suspended load.

BODY PADS

• Before lifting the body, ensure there is adequate clearance between the body and overhead structures or electric power lines.

Inspect the body pads during scheduled maintenance inspections. Replace if damaged or worn, excessively.

• Use a lifting device that is rated for at least a 25 ton capacity.

Removal 1. Raise the body to a height that is sufficient to allow access to all of the pads.

1. Attach appropriate lifting cables and a hoist of sufficient capacity to the dump body. A typical body, as shown in Figure 3-1, weighs approximately 20 000 kg (44,082 lb). Lift the body and lower over the truck frame. Align the body pivot and frame pivot holes.

2. Place blocks between the body and frame and secure the blocks in place.

2. Install shims (2 & 3, Figure 3-3) in both body pivots as required to fill the gaps. Center the body on the frame pivot. A minimum of one shim is required at the outside end of both frame pivots.

DO NOT work under a raised body unless safety device(s) are in position to prevent the dump body from lowering. 3. Remove the hardware that secures the pads to the dump body. (Refer to Figure 3-5.) 4. Remove body pad(s) and shim(s). Note number of shims installed at each pad location. The rear pad on each side should have one less shim than the other pads.

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Dump Body

B3-5

Body Pad Adjustment

Proper body pad to frame contact is required to ensure maximum pad life.

TABLE 1: REQUIRED PARTS Body Pad Part Number

TW8650

Spacer Block Part Number

XC3756

Spacer Block Cap Screws

VM0326 (3/8" -16NC x 3")

FIGURE 3-5. BODY PAD INSTALLATION 1. Nut 2. Lock Washer 3. Cap screw 4. Flat Washer 5. Dump Body

6. Mounting Pad 7. Shims (as required) 8. Body Pad 9. Main Frame

NOTE: The truck must be parked on a flat, level surface for this adjustment.

Installation 1. Install the new pads and use the same number of shims as removed. 2. Install the mounting hardware and tighten to 34 N·m (25 ft lb).

1. Without any body pads installed, bolt two spacer blocks (1, Figure 3-7) to body pad location (1, Figure 3-6) using the pad mounting holes closest to the front of the dump body. After the spacer blocks are installed, lower the body completely. 2. After lowering the dump body with the spacer bocks installed, check the dump body’s position and fit on the truck. If there is any interference when the body is resting on the spacer block, contact your local Komatsu distributor to resolve the issue.

3. Remove the blocks from the frame and lower the body onto the frame. All pads, except the rear pads, should contact the frame with approximately equal compression of the rubber. If adjustment is necessary, refer to Body Pad Adjustment for instructions.

B3-6

Dump Body

10/11

B03019

FIGURE 3-6. BODY PAD MOUNTING LOCATIONS 1. Body Pad Mounting Location 1 2. Body Pad Mounting Location 2 3. Body Pad Mounting Location 3

4. Shim 5. Body Pad

TABLE 2: SPECIFICATIONS

B03019 10/11

Body Pad Thickness

38.1 mm (1.50 in)

Spacer Block Thickness

41.1 mm (1.61 in)

Shim Thickness

1.5 mm (0.06 in)

Dump Body

B3-7

BODY GUIDE Inspect body guide wear points (2, Figure 3-8) each time a body pad inspection is performed. If the gap becomes excessive, replacement parts must be installed.

FIGURE 3-7. SPACER BLOCK INSTALLED 1. Spacer Block 3. With the body lowered, measure the distance from the frame rail to the dump body’s pad mounting locations. This will be measurement “A”. Refer to Figure 3-6. There will be a total of six “A” measurements per side. Measure both ends at each pad. 4. Subtract the body pad thickness from measurement “A” at each pad mounting location. Refer to Table 2 for body pad thickness. The difference will be measurement “B”. There will be a total of six “B” measurements per side. 5. Divide measurement “B” by the shim thickness (1.5 mm) to determine the number of shims required for each position. 6. Remove one shim from the calculation for the most rearward body pad on both sides, body pad mounting location (3, Figure 3-6).

FIGURE 3-8. BODY GUIDE 1. Body Guide 2. Body Guide Wear Plug

3. Body Rail 4. Main Frame

NOTE: Using half shims is allowed if necessary. Half shims must be installed at the top of the stack. NOTE: The frame rail and the body bolster do not have to be parallel.

B3-8

Dump Body

10/11

B03019

BODY-UP RETENTION CABLE

ROCK EJECTORS

Any time personnel are required to perform maintenance on the vehicle with the dump body in the raised position, the body-up retention cable must be installed.

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

The Komatsu body-up retention cable can only be used with a Komatsu body. Non-OEM dump bodies may not accommodate the Komatsu body-up retention cable. The end user must ensure that a proper cable/sling is used.

2. With the truck parked on a level surface, the arm must be approximately 109 mm (4.3 in.) from the wheel spacer ring. Refer to Figure 3-9.

1. To hold the dump body in the raised position, raise the body to it's maximum height. Refer to Figure 3-4.

NOTE: With rock ejector arm (1, Figure 3-9) hanging vertical as shown in Figure 3-9, there must not be any gap between the arm and the stop on bracket (2).

2. Remove cable (2) from its stored position on the body and install between dump body (1) and the axle housing ear.

3. If arm (1) is bent, remove the arm and straighten.

3. Secure the cable clevis pins with cotter pins. 4. Move the hoist lever to the FLOAT position to slowly lower the body until the cable is supporting the full weight of the body. Then move the hoist lever to the HOLD position.

4. Replace wear plates that are severely worn. 5. Inspect brackets (2) and pins (3) at each shift change for wear and damage. Repair as necessary.

5. After maintenance is complete, return the cable to the stored position.

FIGURE 3-9. ROCK EJECTORS 1. Rock Ejector Arm 2. Rock Ejector Bracket 3. Pin

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Dump Body

4. Flat Washer 5. Cotter Pin

B3-9

NOTES

B3-10

Dump Body

10/11

B03019

SECTION B4 FUEL TANK INDEX

FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 FUEL GAUGE AND SENDING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 WIGGINS QUICK FILL FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 FUEL RECEIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 FUEL TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 LEFT SIDE FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-7

B04027 10/11

Fuel Tank

B4-1

NOTES

B4-2

Fuel Tank

10/11 B04027

FUEL TANK

Use extreme caution when working near fuel. Perform repairs on fuel systems in a well ventilated area. Never smoke or create any sparks near fuel. Risk of fire and explosion is very high.

Removal 1. Park the truck on a hard, level surface and apply the parking brake. 2. Raise the truck body and secure in position with the safety cable. Shut the engine off. 3. Open drain cock (1, Figure 4-1) and drain the fuel from the tank into clean containers. The fuel tank has a capacity of 2120 l (560 gal). 4. Close shut off valve (2, Figure 4-1). 5. Disconnect fuel supply hose (2, Figure 4-2) and return hose (3) from the tank. Cap the hoses and tank fittings to prevent contamination. 6. Disconnect all electrical connections to the tank. 7. Remove filter bracket bolts (3, Figure 4-1) and tie the filters and hoses away from the fuel tank. 8. Attach an appropriate lifting device to the fuel tank lift brackets (1, Figure 4-2). The weight of the empty fuel tank is approximately 932 kg (2055 lb). 9. Remove nut (4, Figure 4-1), flat washer (8), cap screw (5), and flat washer (6) and flat washer (9) from the lower mounts.

FIGURE 4-1. FUEL TANK 1. Drain Cock 2. Shut Off Valve 3. Bolts 4. Nut 5. Cap Screw

6. Flat Washer 7. Rubber Dampener 8. Flat Washer 9. Flat Washer

10. Remove two cap screws and washers (4, Figure 4-2) from each trunnion cap on the upper mounts. Remove the trunnion caps. 11. Lift the fuel tank from the truck and move it to a safe work area. 12. Remove rubber dampener (7, Figure 4-1) from each lower mount. Inspect the dampeners for wear or damage. Discard the parts if any defects are found.

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Fuel Tank

B4-3

Cleaning

Repair

The fuel tank is equipped with a drain and a cleaning port. These items enable steam or solvent to be used to clean tanks that have accumulated foreign material.

Clean the fuel tank before and after repairs are performed.

It is not necessary to remove the tank from the truck for cleaning of sediment. However, rust and scale on the walls and baffles requires complete tank removal. Rotating the tank in various positions enables cleaning solutions to contact all interior surfaces. Prior to a cleaning procedure of this type, remove the fuel gauge, vents, and hose connections. The tank must be completely sealed. After all scale, rust, and foreign material has been removed, the temporary plugs can be removed.

If a tank is to be welded, special precautions are necessary to prevent fire or explosion. Consult local authorities for safety regulations before proceeding.

Installation

When a tank is to remain idle for a long period of time, spray a small amount of rust preventive oil into the tank to prevent rust formation. Seal all openings for rust prevention.

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

FIGURE 4-2. FUEL TANK 1. Lift Brackets 2. Fuel Supply Hose 3. Fuel Return Hose 4. Trunnion Cap

B4-4

7. Reconnect all electrical connections to the tank.

5. Fuel Gauge and Sending Unit 6. RH Fuel Receiver 7. Fuel Tank Breather

Fuel Tank

10/11 B04027

FUEL GAUGE AND SENDING UNIT

WIGGINS QUICK FILL FUEL SYSTEM

Fuel gauge and sending unit (5, Figure 4-2) is mounted on the side of the fuel tank. The fuel gauge device provides an on-tank display for fuel level.

FUEL RECEIVER

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

RH fuel receiver (6, Figure 4-2) is mounted on fuel tank. Optional left side fuel receiver (6, Figure 4-4) is mounted on the left hand frame rail. This remote receiver is for fueling the truck from the LH side. Keep the cap on the receivers to prevent dirt build up in the valve area and nozzle grooves. If fuel leaks from the fuel tank breather, or if the tank does not completely fill, check the breather to see that the float balls are in place and the outlet screen is clean. If the breather is operating properly, the problem will most likely be with the fuel supply system.

Removal 1. Partially drain the fuel until the fuel level is below the on-tank fuel gauge. 2. Disconnect the wiring from the assembly. 3. Remove the two screws that secure the fuel gauge to the sending unit. Remove the gauge from the sending unit. 4. Remove the four cap screws that secure the sending unit to the fuel tank. Remove the gasket. 5. Cover the opening in the fuel tank.

Installation 1. Clean the mating surface on the fuel tank. Use extreme care not to allow debris to enter the fuel tank. 1. Install a new gasket. 2. Position the sending unit in the fuel tank. Ensure the float is properly oriented and moves freely in a vertical plane. 3. Install the four mounting cap screws and tighten to standard torque. 4. Install the fuel gauge onto the sending unit. Install the two screws. 5. Reconnect the wiring. 6. Refill the fuel tank. Verify proper operation of the fuel gauges and check for fuel leaks.

B04027 10/11

Fuel Tank

B4-5

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

FIGURE 4-3. BREATHER VALVE

4. Screw end fitting (7) into body (4). Ensure the components are properly aligned and seated. 5. Place screen (1) and cover (2) into position on the breather. Install clamp (3). 6. Insert the balls into ball cage (10) with solid ball (11) on top.

1. Screen 2. Cover 3. Clamp 4. Body 5. Valve Spring 6. O-Ring

7. End Fitting 8. Stem 9. O-Ring 10. Ball Cage 11. Solid Ball 12. Float Ball

7. Insert the ball cage onto the stem. A minimum of two cage coils must be seated in the groove on the stem. Ensure the solid ball is able to seat properly on the stem. If not, adjust the cage, accordingly.

B4-6

Fuel Tank

10/11 B04027

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

1

2

4

3

83686

FIGURE 4-4. LEFT SIDE FILL 1. To Fuel Tank 2. Hydraulic Tank

B04027 10/11

3. Receiver Assembly 4. Refueling Box

Fuel Tank

B4-7

NOTES

B4-8

Fuel Tank

10/11 B04027

SECTION C ENGINE INDEX

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

ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1

AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1

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

C01022

Index

C1-1

NOTES

C1-2

Index

C01022

SECTION C3 COOLING SYSTEM INDEX

COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 LEAKS AND CONTAMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4 RADIATOR FILL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4 RADIATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5 RADIATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7 Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7 External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9 Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10 Additional Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10 RADIATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-11 TRANSMISSION AND BRAKE COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-12 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-13 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-13 Cleaning And Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-14 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-14 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-15 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-16

C03031 10/11

Cooling System

C3-1

NOTES

C3-2

Cooling System

10/11 C03031

COOLING SYSTEM DESCRIPTION The cooling system dissipates heat generated in the engine, transmission and brake systems. Radiator (1, Figure 3-1) is filled with a water/ethylene-glycol coolant mixture. The coolant circulates through the engine, transmission cooler (4), and brake cooler (5). Engine water pump (6) circulates the coolant throughout the system. Coolant temperature is controlled by a thermostat located on the engine. A thermostatically controlled, engine mounted fan draws air through the grille and across the finned radiator tubes, reducing coolant temperature. If coolant temperature is low, fan clutch (7), mounted in the fan hub, allows the fan to free-wheel. When coolant temperature rises to a preset temperature, the fan clutch engages the fan. A ribbed belt drives the fan clutch assembly from a pulley on the front of the crankshaft. Refer to Section C for additional information regarding the fan clutch. NOTE: The fan clutch will engage the fan when the air conditioner is being used. The radiator is mounted above the front bumper. The radiator is attached to the truck frame near the bottom tank. Support rods near the top tank attached the radiator to the left and right uprights. Correct radiator positioning is adjusted using shims at the lower mounts and the upper mounts. Adjustable support rods, near the top of the radiator, also allow radiator adjustment. FIGURE 3-1. COOLING SYSTEM 1. Radiator 2. Fuel Cooler 3. A/C Condenser 4. Transmission Cooler

C03031 10/11

Cooling System

5. Brake Cooler 6. Engine Water Pump 7. Fan Clutch

C3-3

LEAKS AND CONTAMINATION

RADIATOR FILL PROCEDURE

If a leak occurs in one of the coolers, antifreeze/coolant may contaminate the transmission oil or brake oil supply. Conversely, transmission oil or brake system oil may contaminate the engine cooling system. If the engine coolant is found to be contaminated with oil, the system must be examined for leaks and repaired as necessary. The system must be flushed to remove oil contamination and then refilled with a clean coolant mixture. If a leak has been found or is suspected in the transmission cooler, the transmission oil must be examined immediately. Ethylene glycol, even in small amounts, will damage friction faced clutch plates.

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

If ethylene glycol is detected in the transmission oil, remove the transmission and disassemble. Replace all friction-faced clutch plates.

2. Fill the radiator with the proper coolant mixture as specified in Section P, Lubrication And Service. 3. Install the radiator cap.

In the same manner, a defective brake cooler may contaminate the hydraulic oil supply with ethylene glycol. If a leak has been found or is suspected in the cooler, the hydraulic oil must be examined immediately. Ethylene glycol, even in small amounts, will damage friction faced brake disc plates.

4. Allow the engine to idle for 5 minutes. Shut the engine off and wait for the engine to cool. 5. Check the coolant level in the sight gauge. If the radiator is not full, repeat the previous steps. Any excess coolant will be discharged through the vent hose after the engine reaches normal operating temperature.

If ethylene glycol is detected in the hydraulic oil, remove the wet disc brakes and disassemble. Replace all friction-faced clutch plates.

Contact your truck distributor for ethylene glycol detection kits.

C3-4

Cooling System

10/11 C03031

RADIATOR REMOVAL 1

If the engine is to be removed, raise the truck body. Secure the body in the up position with the body retention cable.

2

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

3

5. Remove the hoses from the fuel cooler. Plug the hoses and fuel tubes. Cap the fuel cooler fittings.

5 4

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

C03031 10/11

83690

FIGURE 3-2. RADIATOR FRONT VIEW 1. Fuel Cooler 2. Radiator 3. Condenser

4. Supply Fuel Tube 5. Return Fuel Tube

Use caution when draining the coolant system or removing hoses. Do not open the system until coolant temperature has reached a safe level. 10. Drain the coolant from the radiator using drain cock (1, Figure 3-3). Remove the radiator cap before draining the system. The capacity of the cooling system is approximately 532 l (141 g). If the coolant is to be reused, ensure the containers are clean.

Cooling System

C3-5

2

3

4

5

6

1 7 6 5

7

4 8

3 2

9 1 83691

FIGURE 3-3. RADIATOR REAR VIEW (LH) 1. Drain Cock 2. Hump Hose 3. Suppression Module 4. Hose

10

5. Hose 6. Fan Guard 7. Upper Support Rod

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

C3-6

83688

FIGURE 3-4. RADIATOR REAR VIEW (RH) 1. Upper Radiator Tubes 2. Hose 3. Hose 4. Coolant Level Sensor 5. Radiator Cap

6. Hose 7. Hose 8. Hump Hose 9. Mounting Hardware 10. Hump Hose

16. Disconnect hoses (3 & 6) from the surge tank. Plug the hoses. 17. Disconnect any wiring and hose clamps from the three upper radiator tubes (1). Loosen the clamps that secure the hump hoses on the tubes. Pry the hump hoses off of the tubes and remove the tubes or swing them away from the radiator.

Cooling System

10/11 C03031

18. Loosen the clamps that secure hump hose (8). Pry the hump hose off of the radiator tube. 19. Loosen the clamps that secure hump hose (10). Pry the hump hose off of the radiator tube. 20. Attach a lifting sling and hoist to the top right fan guard. Remove the hardware that secures the section to the radiator and fan guard assembly. Lift the guard from the truck and repeat for the remaining fan guard sections. 21. Attach an appropriate lifting device to the radiator assembly. The weight of the radiator is 1191 kg (2626 lb). 22. Loosen mounting hardware (9) at the lower mounts and then disconnect upper support rods (7, Figure 3-3). 23. Remove the cap screws from the lower mounts. Before removing the radiator, verify that all hoses and wiring harnesses are disconnected from the radiator. 24. Carefully slide the radiator forward until the shroud is clear of the fan blades. Verify the condenser will not interfere in the path of the radiator. 25. Lift the radiator off the frame. Move the radiator to a storage or repair area. Remove the shims from the lower radiator mount location and save for use during installation. 26. Remove the remaining hoses and clamping from the radiator as necessary. 27. Inspect all hoses, clamps, tube connectors, etc. Replace damaged or worn parts.

RADIATOR REPAIR Internal Inspection If desired, an internal inspection can be performed on the radiator before complete disassembly. The inspection entails removing tubes in the radiator core and cutting them open. This type of inspection can indicate overall radiator condition, as well as coolant and additive breakdown.

C03031 10/11

To perform this inspection, remove about four random tubes from the air inlet side of the radiator. Remove tubes from both the top and bottom cores, and near each end of the radiator. Refer to Disassembly and Assembly in this section for proper instructions for tube removal and installation. Analyze any contaminant residue inside the tube to determine the cause. Flush the system before returning the radiator to service. Contact your nearest L&M Radiator facility for further instruction or visit the L&M website for further information at www.mesabi.com.

External Cleaning Many radiator shops use a hot alkaline soap, caustic soda, or chemical additives in their boil-out tanks which can attack solders. These tanks are generally not recommended.

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

Cooling System

C3-7

Disassembly

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

FIGURE 3-7. ANGLING TUBE DURING REMOVAL 3. Pull the tube from the top seal while simultaneously twisting the tube. Angle the tube only far enough to clear the radiator during removal. Refer to Figure 3-7. Removing the tube at an excessive angle may cause damage to the tube.

C3-8

Cooling System

10/11 C03031

Assembly 4. Remove all the tubes at the top, before removing the bottom tubes. 5. After all of the tubes are removed, use pliers to remove the seals from the tanks. Discard all seals. New seals must be used for assembly.

Cleaning and Inspection

NOTE: For easier installation, soak the seals in hot water before installing. 1. Install the new tube seals onto the bottom tank and the bottom side of the center tank. Do not install the seals for the top core at this time. Seals for the top of the tubes do not have locking grooves, bottom tube seals do. Ensure the correct seals are installed in the proper position.

1. Clean the tube holes using a drill with a 19 mm (0.75 in.) wire brush.

The seal holes must be dry during installation. Use a rubber mallet and a flat metal plate to lightly tap the seals into place. Using excessive force will drive the seals in too far. Properly installed seals are slightly convex in shape. Improperly installed seals are concave with a smaller diameter hole. Refer to Figure 3-8.

2. Clean the holes of any foreign debris and wipe clean. 3. Clean the inside of the tanks and tubes. In most cases just flushing the inside with a high pressure hot water washer with soap, will suffice. If not, contact an L&M manufacturing facility or visit the L&M website for further instruction at www.mesabi.com. 4. Check for signs of internal blockage in the tubes and tanks. If desired, you may cut open tubes for inspection. If contamination is present, the tube must be analyzed. The radiator must be properly flushed of all contaminants and corrective action must be taken to prevent such contamination from occurring in the future. Refer to Internal Inspection in this section. 5. Buff the tube ends with a polishing wheel and a copper polishing compound. If any debris can not be removed by buffing, emery cloth, steel wool, or a wire wheel (wire size 0.15 - 0.20 mm (0.006 - 0.008 in.)) is acceptable for use. Use extreme care not to mar the tube ends.

FIGURE 3-8. PROPER SEAL INSTALLATION

2. Use a 13 mm (0.5 in.) diameter brush to lubricate the seals with lube/release agent (XA2308). 3. Use a spray bottle to lubricate the tube ends with the lube/release agent.

C03031 10/11

Cooling System

C3-9

When installing tubes, start at one end and work towards the center. After you reach the center, move to the opposite end, and again, work towards the center. If any of the tubes are difficult to install, do not proceed to force the tube. Remove the tube and determine the problem. Possible causes may be: •inadequate seal/tube lubrication •improperly installed seal •damaged seal or tube end •tube angle excessive during installation and/or tube not centered in seal

FIGURE 3-9. INSTALLING TUBE WITH TOOL

Inspect seals for damage before trying to reinstall tube. Replace as necessary. 4. Move to the front of the radiator (opposite of fan side). Install the bottom row of tubes starting with the fan side row. When installing the tubes, center the top of the tube in the top seal while angling the tube only as much as necessary. Twist the tube while applying upward force. Push the tube into the seal until enough clearance is available to install the bottom end of the tube into the bottom seal. 5. Center the bottom end of the tube in the bottom seal. Push the tube downward until the formed bead on the tube is seated inside of the lock ring groove in the seal. If necessary, use the installation tool (VJ6567) to pull the tube downward into the seal. The tool has a hooking device on the end of one of the handles for aiding in installation. Refer to Figure 3-9.

Ensure that all tube beads are seated in their respective bottom seals. Align and straighten all tubes during the installation of each row to allow maximum air flow through the radiator. 6. Install the tube stay ends. Install the felt air baffles behind the front and back rows while completing tube installation.

Pressure Testing Pressure test radiators at 103 kPa (15 psi) for 30 minutes. Various methods of pressure testing include the following: • Pressurize the radiator and submerge into a test tank. Watch for leaks. • Lay the front side of the radiator on the floor. Cap off ports, and fill the radiator with hot water. Pressurize the radiator and check for leaks. • Cap off radiator ports. Install an air pressure gauge and pressurize to 103 kPa (15 psi). Remove the air source and monitor the pressure gauge. • Pressurize the radiator with air, and spray sealed joints with soapy water.

Additional Service Information Additional service information can be found on the L&M Radiator website located at www.mesabi.com.

C3-10

Cooling System

10/11 C03031

RADIATOR INSTALLATION 1. If hoses (4 & 5, Figure 3-3) and hose (7, Figure 3-4) were removed from the radiator, install the hoses and clamping onto the radiator. 2. Attach an appropriate lifting device to the radiator assembly. The weight of the radiator is 1191 kg (2626 lb). 3. Lift the radiator into position over the lower mounts and the fan blades. 4. Place the shims that were removed between the frame mount block and the radiator mounting pad. Lower the radiator onto the mounts and install mounting hardware (9). NOTE: If necessary, add or remove the long shims (two holes) to align the radiator outlet tube vertically with the transmission cooler inlet. Use the short shims (one hole) to tilt the radiator until plumb. 5. Tighten the lower mounting cap screws evenly. Tighten the lower mounting cap screws to 549 N·m (405 ft lb). 6. Install support rods (7, Figure 3-3) onto the top of the radiator.

FIGURE 3-10. TUBE CONNECTOR CLAMPING

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

C03031 10/11

14. Install the harness connector onto coolant level sensor (4). 15. Install hump hoses (8 & 10) to the lower radiator tube adhering to the guidelines in Figure 3-10. 16. Lift the condenser into position on the radiator. Install the hardware that secures the condenser. 17. If removed, attach a lifting sling and a hoist to the fuel cooler. The weight of the cooler is approximately 43 kg (95 lb). Lift the cooler into place and install the hardware that secures the fuel cooler to the radiator. 18. Place fuel tubes (4 & 5, Figure 3-2) into position and install the clamps that secure the tubes to the radiator and bumper. Connect the fuel tubes to the fuel connections on the engine-side of the radiator.

Cooling System

C3-11

19. Install the hoses onto the fuel cooler and fuel tubes. 20. Install the hood and the two grilles. Refer to Section B, Structural Components. 21. Fill the radiator with the proper coolant mixture as specified in Section P, Lubrication And Service. 22. Start the engine, and check for leaks. Repair as necessary.

TRANSMISSION AND BRAKE COOLERS Brake cooler (2, Figure 3-11) and transmission cooler (1) are mounted behind the radiator lower tank. The brake cooler reduces the oil temperature in the wet disc brake (and hoist) oil circuit. This occurs during service brake application and primarily during retarder operation. The transmission cooler reduces the temperature of the transmission oil supply. The coolers are manufactured as a single unit, requiring removal of both coolers if service is required.

FIGURE 3-11. OIL COOLERS

1. Transmission Cooler 2. Brake Cooler 3. Coolant Inlet 4. Coolant Outlet 5. Orifice Check Valve 6. Brake Oil Inlet Hoses

C3-12

Cooling System

7. Transmission Oil Outlet Hose 8. Transmission Oil Inlet Hose 9. Brake Oil Outlet Hoses

10/11 C03031

Removal 1. Apply the parking brake, and shut the engine off. Allow steering accumulator pressure to dissipate. Turn the steering wheel to ensure all pressure has been released. Open the bleed valves in the hydraulic cabinet, and bleed the pressure from the brake accumulators. Close the valves after all pressure has been released. 2. Drain the oil from the hydraulic tank. The capacity of the hydraulic tank is 900 l (238 g). 3. Drain the oil from transmission sump. The capacity of the transmission is 153 l (41 g). 4. Drain the coolant system as described previously in Radiator Removal. 5. Remove the clamps and hoses connecting coolant inlet (3, Figure 3-11) and outlet (4) to the coolers. 6. Remove brake oil inlet hoses (6) and outlet hoses (9). Remove orifice check valve (5).

FIGURE 3-12. SHORT END - LONG END 2. Start at the long end of the cooler. Insert removal tool (XA2309) into one of the tubes. Seat the shoulder of the tool against the end of the tube. Squeeze the handle to lock the tool inside the tube. While twisting the tool, pull until the short end of the tube is pulled from its seal. Repeat this step for each remaining tube.

7. Disconnect transmission oil inlet hose (8) and outlet hose (7) from the tubes. Cap all hoses and oil cooler ports. 8. Support the cooler assembly with an appropriate lifting device. The weight of the assembly is approximately 397kg (875 lb). Remove the cap screws and washers at the cooler mounting brackets. 9. Lower the cooler assembly from the truck and move to a clean repair area.

FIGURE 3-13. REMOVAL TOOL

Disassembly 1. Remove the hardware securing the cooler end caps, or tanks, to the main housing. Remove each end. Ensure each end is properly identified for installation purposes. Clean the gasket material from the end caps and from the housing. Most coolers are stamped with an “S” for short end, and an “L” for long end. The short end is the end that contains the shorter, smooth section of the tubes. The long end contains the longer, smooth section of the tubes. Refer to Figure 3-12.

C03031 10/11

DO NOT pull seals into the cooler housing. If a seal is pulled into the housing, it must be removed. DO NOT attempt to remove the cap screw located at the center of each header plate. If it is necessary to remove this cap screw, contact your nearest L&M facility for instruction.

Cooling System

C3-13

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

FIGURE 3-14. INSTALLATION OF TUBES

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

5. Set up a plastic or a wood backstop behind the short end side of the cooler. DO NOT use a metal backstop or damage to the tubes may result. The backstop will help prevent the tubes from being pushed out of the cooler during installation.

4. Inspect the tube ends for burrs or damage. Remove any burrs with a fine emery cloth. Clean the inside and outside of each tube.

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

C3-14

FIGURE 3-15. BACKSTOP AT SHORT END 6. Push the installation tool (XA2309) through one of the long end seals using a twisting motion. When the shoulder of the tool makes contact with the tube end, squeeze the handle to lock the tube onto the tool. Gently twist the tool while pulling the tube through the front end seal. Ensure the seal remains flush with the header plate. Repeat this step for each remaining tube.

Cooling System

10/11 C03031

12. Push the installation tool (XA2309) through one of the short end seals using a twisting motion. When the shoulder of the tool makes contact with the tube end, squeeze the handle to lock the tube onto the tool. Gently twist the tool while pulling the tube through the short end seal. Extend the tube about 6.35 mm (0.25 in.) from the seal. Ensure the seal remains flush with the header plate. Repeat this step for each remaining tube.

FIGURE 3-16. PULLING TUBES THROUGH LONG END SEALS

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

FIGURE 3-17. PULLING TUBES THROUGH SHORT END SEALS

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

Testing And Final Assembly 1. Connect an air source of 345 kPa (50 psi) to the oil side fittings on the cooler for 15 minutes. Submerge the cooler in water or use a spray bottle to spray soapy water around each of the seals. If any bubbles are evident, a leak exists and must be repaired.

C03031 10/11

Cooling System

C3-15

Installation 1. Move the cooler assembly under the truck. Using an appropriate lifting device, raise the assembly into position against the mounting brackets on the frame. The weight of the assembly is approximately 397kg (875 lb). 2. Install the mounting cap screws and lock washers. Tighten the cap screws to standard torque.

FIGURE 3-18. PRESSURE TESTING SEALS

2. After successfully testing the seals, install the end caps. Apply a small amount of silicone rubber to each side of the new gaskets. 3. Install the gaskets and the end caps. Ensure the notches on the end caps and the shell are properly aligned.

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

FIGURE 3-19. GASKET INSTALLATION

10. Recheck fluid levels and fill as necessary.

4. Tighten the cap screws to standard torque. 5. Hook up an air source of 1034 kPa (150 psi) to the oil side fittings on the cooler for 15 minutes. Submerge the cooler in water. If any bubbles are evident, a leak exists and must be repaired. If no leaks are present, the cooler assembly is ready for use.

C3-16

Cooling System

10/11 C03031

SECTION C4 ENGINE INDEX

ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7 DRIVE LINE ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-10 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-12 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-14 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-18 Bearing Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-19

C04031 03/09

Engine

C4-1

NOTES

C4-2

Engine

03/09 C04031

ENGINE The HD1500 truck is equipped with a turbocharged diesel engine. Engine power is transmitted to the Torqflow transmission by a drive line adapter, damper assembly and drive shaft.

3. Place the battery disconnect switch in the OFF position. Disconnect the negative battery cables, and then the positive battery cables. 4. Remove the radiator. Refer to Section C, Cooling System - Radiator Removal.

Removal

5. Disconnect the engine harness and ground cables from alternator (1, Figure 4-2).

1. Park the truck in a work area with adequate overhead clearance to permit raising the body.

6. Close the fuel supply valve located on the left side of the engine. Close the valve located at the fuel tank. Disconnect the fuel supply hose at the engine. Cap all openings. Clean any spilled fuel.

2. Apply the parking brake and block the wheels. Raise the body, and install the safety cable.

7. Disconnect the tubing for the air cleaner restriction indicators at ports (7, Figure 4-1). DO NOT work under a raised body unless the safety cable is securely installed.

8. Disconnect turbocharger inlet temperature sensor (10). 9. Loosen intake pipe clamps (2). Remove the support rods at clamps (6). Remove intake pipes (4 and 5) from the rubber connector hoses at the air cleaners and turbochargers. Remove exhaust pipes (11).

Prior to removal, tag or mark all oil lines, fuel lines and electrical connections to ensure correct assembly during engine installation. Plug all ports and cover all hose fittings or connections when disconnected.

FIGURE 4-1. INTAKE/EXHAUST PIPING 1. 2. 3. 4. 5. 6.

C04031 03/09

Air Cleaner Clamp Hump Hose LH Intake Pipe RH Intake Pipe Support Rod Clamp

7. 8. 9. 10. 11.

Engine

Air Cleaner Restriction Indicator Port Hose Turbocharger Turbocharger Inlet Temperature Sensor Exhaust Pipes

C4-3

FIGURE 4-3. AIR CONDITIONER COMPRESSOR 1. Belt Guard 2. A/C Compressor 3. Mounting Bracket

FIGURE 4-2. COOLER ASSEMBLY PIPING 1. 2. 3. 4.

Alternator Cooler Assembly Water Pump Inlet Pipe Coolant Temperature Sensor

4. Suction Hose 5. Clutch Connector 6. Harness Clamps

5. Fan Clutch 6. Heater Shutoff Valves

10. Remove water pump inlet pipe (3, Figure 4-2) between the engine and cooler assembly (2). 11. Close heater shut-off valves (6) and disconnect the hoses. 12. Disconnect the heater hoses and remove the clamps to allow the hoses to be positioned away from the engine. 13. Disconnect the suction and discharge hoses from air conditioning compressor (2, Figure 43). 14. Disconnect compressor clutch connector (5). Remove harness clamps (6). Disconnect the trinary switch from the receiver/drier. 15. Disconnect coolant temperature sensor (2, Figure 4-4) from the front right side of the engine.

FIGURE 4-4. COOLANT TEMPERATURE SENSOR 1. Right Front Cylinder Head

C4-4

Engine

2. Coolant Temperature Sensor

03/09 C04031

FIGURE 4-5. REAR OF ENGINE 1. ECM Cables 2. Speed Sensors

3. Harness Clamps 4. Oil Pressure Switch

FIGURE 4-6. REAR ENGINE MOUNT 1. Rear Engine Mount 2. Rubber Mount 3. Cap Screw

16. Disconnect the harness from oil pressure switch (4, Figure 4-5). Disconnect speed sensors (2). Disconnect the Electronic Control Module (ECM) connectors (1) and harness clamps (3).

4. Starter Cables 5. Starter Motors 6. Exhaust Pipe

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

FIGURE 4-7. DRIVE SHAFT 1. Guard

C04031 03/09

Engine

2. Drive Shaft

C4-5

FIGURE 4-8. FRONT ENGINE MOUNTS 1. Alternator Guard 2. Fan 3. Fan Clutch 4. Mounting Hardware 5. Rubber Mount

Inspection The complete engine (dry) weighs approximately 5,813 kg (12,815 lb). Ensure all lifting apparatus, hoists, and spreader bars are of adequate capacity. During engine removal, ensure that the engine removal path is clear of personnel and equipment.

 Inspect rubber mounts (2, Figure 4-6, & 5, Figure 4-8). If the mounts are deformed or damaged, replace with new parts.  Inspect all hoses for evidence of leakage, damage, or deterioration.  Inspect electrical harness connectors for pin damage or corrosion.

22. Attach appropriate lifting apparatus to the engine.

 Inspect electrical harnesses for damage.  Inspect the drive shaft cross and bearings.

23. Remove the mounting hardware from rear engine mounts (1, Figure 4-6).

 Inspect the driveline adapter. Refer to Driveline Adapter later in this chapter.

24. Remove mounting hardware (4, Figure 4-8) from the front engine mounts.

Repair or replace the above items as required.

25. Lift the engine from the frame. Move to a clean work area and mount on work stands or cribbing.

C4-6

Engine

03/09 C04031

Installation 12. Connect all engine ground cables. 13. Install coolant pipe (3, Figure 4-2) between the water pump inlet and cooler assembly (2). The complete engine (dry) weighs approximately 5,813 kg (12,815 lb). Ensure all lifting apparatus, hoists, and spreader bars are of adequate capacity. During engine removal, ensure that the engine removal path is clear of personnel and equipment.

14. Install the heater hoses onto shut-off valves (6). Open the valves.

1. Attach appropriate lifting apparatus to the engine. Lift the engine into position over the mounts. Install the rubber mounts on top of the mount brackets. Lower the engine and install the bottom rubber mounts, mounting cap screws, nuts, and washers. Tighten the cap screws to standard torque.

17. Install the support rods between the pipes and the deck. After the pipes are properly positioned, tighten the clamps on hump hoses (3) and turbocharger elbows (8), securely.

15. Install exhaust pipes (11, Figure 4-1). 16. Install the left and right air intake pipes between the air cleaners and turbochargers.

18. Install air cleaner restriction indicator tubes to ports (7). 19. Connect the wiring harness to turbocharger inlet temperature sensor (10).

2. Center the engine and transmission assembly. Refer to Section F, Drive Shafts - Front Drive Shaft Alignment.

20. Connect the fuel supply hose to the shut-off valve to the rear of the fuel filters. Open the shut-off valves at the filters and at the fuel tank.

3. Install the drive line adapter if not already installed. Refer to Driveline Adapter on the following pages for installation instructions.

21. Check installation to verify all hoses and wiring have been reinstalled and all clamps are in place.

4. Install drive shaft (2, Figure 4-7), and drive shaft guard (1). Refer to Section F, Drive Shafts for instructions on installing the drive shaft.

22. Install the radiator. Refer to Section C, Cooling System - Radiator Installation.

5. Route the engine harness into position on the engine.

23. Connect the negative battery cables, then the positive battery cables. Close the battery disconnect switch.

6. Install starter motor cables (4, Figure 4-6). 7. Connect engine oil pressure switch (4, Figure 45), engine speed sensors (2) and three ECM cables (1). Install harness clamps (3) to secure the harness to the flywheel housing.

24. Fill the engine oil to the specified level. Refill the radiator with coolant to the specified level. NOTE: Refer to Section P, Lubrication and Service for the proper fluids and capacities.

8. Connect coolant temperature sensor (2, Figure 4-4) to the engine harness.

25. Charge the air conditioning system with refrigerant. Refer to Section N, Operator Comfort for instructions.

9. Connect the harness wiring to the alternator “R” terminal. Connect the alternator battery cable and ground cables.

26. Start the engine to circulate the oil and coolant through the system. Keep the engine on until temperatures are stabilized. Then, turn the engine off and check fluid levels, again.

10. On the left side of the engine, install the air conditioner compressor suction and discharge hoses. 11. Install clutch connector (5, Figure 4-3). Route the remaining wires to the receiver-drier. Install harness clamps (6).

C04031 03/09

27. Check for fluid leaks and repair as necessary.

Engine

C4-7

DRIVE LINE ADAPTER

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

C4-8

12. Cap Screw & Washer 13. Spacer 14. Retainer Ring 15. Retainer Ring 16. Bearing 17. Spacer 18. Bearing 19. Cover 20. Plug 21. Dowel Pin 22. Breather

Engine

23. Plug 24. Cap Screws 25. Cap 26. Retainer Ring 27. Coupling Assembly 28. Cap Screw & Washer 29. Oil Seal 30. Output Shaft 31. Cover Assembly

03/09 C04031

Removal 1. Park the truck in a work area with adequate overhead clearance to permit raising the body.

DO NOT work under a raised body until the safety cable is securely installed. 2. Apply the parking brake and chock the wheels. Raise the body and install the safety cable. 3. Remove the front drive shaft. Refer to Section F, Drive Shafts for instructions on removing the drive shaft. 4. Remove coupling (3, Figure 4-11). 5. Attach a lifting device and guide bolts to damper cover (1). The weight of the cover assembly is approximately 140 kg (308 lb). Remove cap screws (2) from the damper cover. Lift the cover from the truck. 6. Attach a sling and a lifting device to damper (1, Figure 4-12). The weight of the assembly is approximately 108 kg (238 lb). Remove cap screws (24, Figure 4-9) that secure the damper to the flywheel housing (1). 7. Lift the damper assembly from the truck.

FIGURE 4-11. OUTPUT SHAFT 1. Damper Cover 2. Cap Screw

3. Coupling

FIGURE 4-12. DAMPER ASSEMBLY 1. Damper

2. Housing

FIGURE 4-10. DRIVESHAFT 1. Drive Shaft 4. Damper Cover 2. Coupling and Bearing 5. Cap Screws Assembly 6. Coupling 3. Plug(s) 7. Breather

C04031 03/09

Engine

C4-9

Disassembly

NOTE: Bearing removal and installation tools allow for easier disassembly and assembly of the driveline adapter. The tools can be fabricated locally. Manufacturing details are shown in Bearing Tools located later in this chapter.

FIGURE 4-14. SHAFT REMOVAL 1. Press

3. Set the assembly in a press stand as shown in Figure 4-14. Place a blanket or other soft object below the stand to prevent damage to shaft (2) if it falls. The weight of the shaft is approximately 37 kg (82 lb). Press shaft (2) from the cover.

FIGURE 4-13. COVER DISASSEMBLY 1. Damper Cover 2. Snap Ring

2. Shaft

3. Snap Ring 4. Oil Seal

1. Remove oil seal (4, Figure 4-13) from damper cover (1). 2. Remove snap ring (2) and snap ring (3).

FIGURE 4-15. OIL SEAL REMOVAL 1. Oil Seal

2. Damper Cover

4. Turn the cover over and remove oil seal (1, Figure 4-15).

C4-10

Engine

03/09 C04031

FIGURE 4-16. SHAFT REMOVAL 1. Press

2. Bearing Tool A

5. Use a press and bearing tool A to press bearings (2, Figure 4-18) and spacer (3) from the cover. Do not use excessive force when removing the bearings.

FIGURE 4-18. ADAPTER CROSS SECTION 1. Oil Seal** 2. Bearing(s)** 3. Spacer** 4. Breather** 5. Flange(s)* 6. Inner Body* 7. Rubber - Large*

8. Rubber - Small* 9. Outer Body* 10. Cap Screw - Cover 11. Cap Screw - Flange* 12. Plug(s)** 13. Output Shaft** 14. Cap Screw - Outer body

* Damper Assembly Components **Cover Assembly Components

6. With the damper positioned as shown in Figure 4-17, remove snap ring (2) and cap (1).

FIGURE 4-17. CAP REMOVAL 1. Cap

C04031 03/09

2. Snap Ring

Engine

C4-11

9. Remove inner body (4) from outer body (3). NOTE: Spacer (5) is not serviced separately. If either the inner body or the spacer must be replaced, they must be replaced as an assembly.

FIGURE 4-19. FLANGE REMOVAL 1. Cap Screw

2. Flange

7. Remove cap screws (1, Figure 4-19) from flange (2). Separate the flange from the assembly.

FIGURE 4-21. FLANGE REMOVAL 1. Flange

2. Cap Screw

10. If necessary, remove flange (1, Figure 4-21). Remove cap screws (2) and separate the flange from the outer body.

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

FIGURE 4-20. RUBBER REMOVAL 1. Large Rubber Damper 2. Small Rubber Damper 3. Outer Body

4. Inner Body 5. Spacer

8. Remove rubber dampers (1, Figure 4-20) and rubber dampers (2) from outer body (3).

C4-12

Engine

03/09 C04031

FIGURE 4-22. WEAR LIMITS

No.

1

Check Item

Criteria (Unit: mm)

Clearance between bearing and shaft

Tolerance

Remedy

Shaft

Hole

Standard Clearance

Clearance Limit

120

+0.018 +0.003

0.000 -0.020

-0.038~ -0.003

0

Nominal Size

Replace

2

Clearance between bearing and housing

215

0 -0.03

-0.008 -0.037

-0.037~ 0.0

0.025

3

Clearance between inner body and shaft

120

+0.018 +0.003

+0.077 +0.047

-0.029~ 0.074

0.1

4

Wear of coupling surface contacting with oil seal

5

Wear of spacer surface contacting with oil seal Backlash of spline between inner body and shaft

Standard Backlash

Backlash Limit

6

0.080 ~ 0.243

0.4

Backlash of spline between coupling and shaft

Standard Backlash

Backlash Limit

7

0.080 ~ 0.246

0.4

Size

8

Deformation of rubber cushion

Large

Nominal Size

Tolerance

Repair Limit

170

0 - 0.100

-0.160

180

0 - 0.100

-0.160

Smallest Dimension: L Original Dimension: L0

L0

Repair Limit (L)

110

99

90

81

Replace

Replace

Replace Small

External

C04031 03/09

Repair by Rechroming or Replace

No Cracks

Engine

C4-13

Assembly NOTE: Bearing removal and installation tools allow for easier disassembly and assembly of the driveline adapter. The tools can be fabricated locally. Manufacturing details are shown in Bearing Tools located later in this chapter.

FIGURE 4-24. DAMPER GREASE 1. Outer Body 2. Small Rubber Damper 3. Inner Body

FIGURE 4-23. OUTER BODY ASSEMBLY 1. Outer Body

2. Dowel Pin

1. If removed, install dowel pins (1, Figure 4-23) to outer body (1).

6. Install the rubber dampers as illustrated in Figure 4-24. Distribute the remaining grease to grease area (5). Divide the grease evenly among each damper chamber.

2. If flange (1, Figure 4-21) was removed, apply Komatsu sealant (p/n 09940-00011 or 0992000150) to the mating surfaces of the flange and the outer body.

7. Thoroughly clean any remaining grease from the outer body mating surface.

3. Align the dowel pins on the body with the holes in flange (1). Place the flange into position on the body. Install cap screws (2) and the washers. Tighten the cap screws to 177 ± 19 N·m (130 ± 15 lb ft).

8. Apply a thin layer of Komatsu sealant (p/n 09940-00011 or 09920-00150) to the mating surface of flange (2, Figure 4-19) and the outer body. 9. Install cap screws (1) and the washers that secure the flange to the outer body. Tighten the cap screws to 177 ± 19 N·m (130 ± 15 lb ft).

4. Place inner body (3, Figure 4-24) into position in the outer body. 5. Measure 700 cc (23 oz) of Komatsu grease (p/n 427-12-11871) and separate into a container. Use this supply of grease to lubricate the inner surface of outer body (1), the outer surfaces of inner body (3), and to all surfaces of rubber dampers (2 & 4).

C4-14

4. Large Rubber Damper 5. Grease Area (shaded)

10. Turn over the assembly and fill the opening of the inner body with 100 cc (3.8 oz.) of Komatsu grease (p/n 427-12-11871). 11. Install cap (1, Figure 4-17) and snap-ring (2).

Engine

03/09 C04031

18. Turn the cover over on the press stand. 19. Apply Loctite 648™ to the outer surface of oil seal (1, Figure 4-26). Install the seal into damper cover (4) using a press and bearing tool C.

FIGURE 4-26. GREASE AREA

FIGURE 4-25. BEARING INSTALLATION 1. Bearing Tool A 2. Cover

3. Bearing Tool B 4. Bearing

1. Oil Seal 2. Grease Area

12. Set bearing tool B on a press stand. Lift the damper cover onto the tool as shown in Figure 4-25. Verify that the tool and cover are flat against the surface of the press stand.

3. Bearing 4. Cover

20. Fill grease area (2), between oil seal (1) and bearing (3), with 260 cc (9 oz) of Komatsu grease (p/n 427-12-11871). Apply a small amount of the grease to the lip of the oil seal.

13. Apply Loctite 648™ to the outside circumference of bearing (4). Press the bearing into damper cover (2) using bearing tool A (1). Press the bearing until it is seated against the bottom shoulder of the cover.

21. Clean any grease from the inner circumference of the bearing surfaces and the outer circumferences of output shaft (1, Figure 4-27).

14. Fill the bearing (4) with 65 cc (2.2 oz.) of Komatsu grease (p/n 427-12-11871)

22. Spray a dry type molybdenum disulfide lubricant such as Dow Corning 321™ on the splines of the output shaft that mate with the inner body. Allow the lubricant to properly dry.

15. Place spacer (17, Figure 4-9) into position on the inner diameter of the bearing that was installed in the previous step.

23. Apply Loctite 648™ to the inner circumference of the bearing surfaces.

16. Apply Loctite 648™ to the outside circumference of bearing (16). Press the bearing into the cover against spacer (17). 17. Fill the bearing (16) with 65 cc (2.2 oz.) of Komatsu grease (p/n 427-12-11871)

C04031 03/09

Engine

C4-15

26. Install snap ring (2, Figure 4-13) and snap ring (3). 27. Apply Loctite 648™ to the outer surface of oil seal (4). 28. Install the oil seal into the cover using a press and bearing tool D. 29. Fill the area between the oil seal and the inboard bearing with 160 cc (5.5 oz) of Komatsu grease (p/n 427-12-11871).

FIGURE 4-27. SHAFT INSTALLATION 1. Output Shaft

2. Bearing Tool A

24. Place bearing tool A below the inboard bearing to support the assembly as shown in Figure 427. 25. Press output shaft (1) into the cover assembly until the shaft is seated against the outboard bearing. Do not allow the shaft to come in contact with the oil seal. Rotate the damper cover slowly while press fitting the shaft to prevent the lip of the seal from turning downward.

C4-16

Engine

03/09 C04031

FIGURE 4-28. GREASE MAP

C04031 03/09

Engine

C4-17

Installation NOTE: Refer to Figure 4-9 during assembly of the drive line adapter. 1. Attach a sling and lifting device to damper assembly (1, Figure 4-12). The weight of the assembly is approximately 151 kg (333 lb). Lift the damper onto the flywheel. 2. Apply Komatsu sealant (p/n 09940-00030) to cap screws (24, Figure 4-9). Install and tighten to 260 ± 25 N·m (192 ± 15 lb ft). 3. Apply a thin layer of Komatsu sealant to mating surfaces of cover (19, Figure 4-9). 4. Install lifting device to damper cover. The weight of the cover is approximately 140 kg (308 lb). Install guide bolts to aid in cover installation. Lift the cover onto the assembly. Position the cover so that breather (2, Figure 4-9) is in the 12 o’clock position. Install cap screws (28). Remove the guide bolts. Tighten the cap screws in a criss-cross pattern to 111 ± 10 N·m (81 ± 7 lb ft).

FIGURE 4-29. GREASE PLUGS 1. Damper Cover 2. Grease Plug

5. Remove three grease plugs (2, Figure 4-29) on damper cover (1). Add Komatsu grease (p/n 427-12-11871) through the plug hole below the output shaft in the 6 o’clock position. Fill with grease until the grease is level with the two open plug holes at the top of the output shaft.

3. Coupling

Check the grease level every 500 hours to ensure the bearings are properly lubricated. 6. Add 150 cc (5 oz) of Komatsu grease (p/n 42712-11871) to the inside of coupling (3). Install the coupling onto the output shaft. 7. Install drive shaft (1, Figure 4-10). Refer to Section F, Drive Shafts for instructions on installing the drive shaft.

C4-18

Engine

03/09 C04031

Bearing Tools

FIGURE 4-30. BEARING TOOL A (88J-D562-212)

FIGURE 4-31. BEARING TOOL B (88J-D562-211)

C04031 03/09

Engine

C4-19

FIGURE 4-32. BEARING TOOL C

FIGURE 4-33. BEARING TOOL D

C4-20

Engine

03/09 C04031

SECTION C5 AIR FILTRATION SYSTEM INDEX

AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 General Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 FILTER SERVICE INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 MAIN FILTER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 SAFETY FILTER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 MAIN FILTER CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6 PRECLEANER CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7 AIR INTAKE GUIDELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-8 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-8 AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-9

C05014 07/10

Air Filtration System

C5-1

NOTES

C5-2


07/10 C05014

AIR FILTRATION SYSTEM AIR CLEANER

General Maintenance

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

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

FIGURE 5-1. AIR CLEANER 1. Dust Collector 3. Air Intake Cover 2. Precleaner Section 4. Element Section

C05014 07/10


C5-3

FIGURE 5-2. TYPICAL AIR CLEANER ASSEMBLY 1. Dust Cup 2. Dust Cap Gasket 3. Donaclone Tube 4. Unfiltered Air Inlet 5. Wing Nut

C5-4

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


11. Main Element Gasket 12. Clean Air Outlet 13. Pre-Cleaner Gasket 14. Safety Filter Element Gasket

07/10 C05014

FILTER SERVICE INDICATOR

SAFETY FILTER ELEMENT

Filter restriction is metered by the service indicators located in the overhead panel inside the cab. As the filters accumulate dirt, vacuum in the air intake system increases. The engine’s demand for air will cause the indicator float to rise due to the increase in vacuum. As dirt buildup continues, the indicators continue to rise toward the red area inside the indicator. With the engine off and the indicator still showing red, filter service is required.

Removal

Keep new safety (secondary) filter elements in stock for replacement. DO NOT clean the safety element. Discard the used element and replace with a new one. DO NOT keep the intake system open to the atmosphere for excessive lengths of time.

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

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

2. Install a new or cleaned main filter element into the air cleaner. Install the cover and secure with the wing nut and gasket. Tighten the wing nut hand tight. DO NOT use a wrench or pliers.

C05014 07/10


C5-5

MAIN FILTER CLEANING After inspection, determine the condition of the filter element. If the element may be reused, choose either the "washing" or "compressed air" method for cleaning the filter element. If washing the element, refer to Step 1. If using compressed air, refer to Step 2.

2. Clean dust loaded elements with dry filtered compressed air:

NOTE: Washing is best when an element is loaded with carbon, soot, oil or dust.

a. Maximum nozzle pressure must not exceed 207 kPa (30 psi). Nozzle distance from the filter element surface must be at least 25 mm (1 in.) to prevent damage to the filter material.

1. Wash elements with water and liquid detergent. A 50/50 solution of Oakite 202 and warm water may be used.

b. As shown in Figure 5-4, direct a stream of air from the nozzle against the inside of the filter element. This is the clean air side of the element and air flow must be opposite of normal air flow.

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

FIGURE 5-4. CLEANING FILTER ELEMENT WITH COMPRESSED AIR

c. Move air flow up and down vertically with the pleats in the filter material while slowly rotating the filter element. d. When cleaning is complete, inspect the filter element as shown in Figure 5-3. If holes or ruptures are observed, replace the element with a new element.

FIGURE 5-3. FILTER ELEMENT INSPECTION

C5-6


07/10 C05014

PRECLEANER CLEANING Clean the Donaclone tubes in the precleaner section of the air cleaner at least once annually. More frequent cleaning may be necessary depending upon operating conditions and local environment. The tubes must also be cleaned at each engine overhaul. To inspect the tubes in the precleaner section, remove the main filter element. DO NOT remove the safety element. Loosen the clamps and remove the dust collector cup. Use a light to inspect the tubes. All tubes must be clear and the light visible. Clean the Donaclone tubes as follows if clogging is evident.

Both the main element and safety element must be installed in the air cleaner during Steps 1 and 2. The presence of the elements prevents dirt from being forced into the engine intake.

1. Install the main filter element if removed. Refer to Main Filter Element - Installation. 2. Use a stiff fiber brush to clean dust buildup, as shown in Figure 5-5. DO NOT use a wire brush. Dust may also be cleaned effectively using compressed air. 3. Soak and wash the tubes if buildup is excessive in the precleaner section. Proceed to the next step for cleaning instructions.

FIGURE 5-5. CLEANING DONACLONE TUBES

7. Loosen the clamps and remove dust cup (1, Figure 5-2) from the precleaner section. Wash the dust cup with a water and liquid soap solution. 8. Submerge the precleaner section in a solution of Donaldson D-1400 and warm water. Mix the solution according to the package directions. Soak for 30 minutes, and remove from the solution. Rinse thoroughly with fresh water and blow dry.

NOTE: The precleaner section may be separated from the air cleaner assembly without removing the complete air cleaner from the truck. 4. Remove air intake cover (3, Figure 5-1). 5. Remove the cap screws and lock nuts holding the precleaner section to the cleaner assembly. 6. Remove the main filter element. The safety element must remain in place to protect the engine intake.

FIGURE 5-6. WASHING AND SOAKING OF PRECLEANER SECTION

C05014 07/10


C5-7

AIR INTAKE GUIDELINES Severe plugging may require the use of an Oakite 202 and water solution. Create the solution with 50% Oakite 202 and 50% fresh water. Soak the precleaner section for 30 minutes. Rinse clean with fresh water and blow dry, completely. 9. Check precleaner gaskets (13) carefully for any evidence of air leaks. Replace all suspect gaskets. 10. Install the precleaner section and gasket onto the air cleaner assembly. Install all mounting hardware that was removed. Tighten the hardware to standard torque. 11. Install dust cup (1) and gasket (2) onto the precleaner section. Secure the cup with the mounting clamps.

When installing air intake hoses and tubes, it is crucial to properly align and clamp the intake hoses to achieve proper sealing. Installation 1. Loosely install the hangers for the air intake tubes. 2. Position the air cleaner flex hose and clamps as shown in Figure 5-7. Position the engine flex hose and clamps as shown in Figure 5-8. The engine side of flex hose (4) is secured with one clamp. The air cleaner side is secured with two clamps. 3. Check the tubes being joined. Align the tubes to prevent stretching of the hoses. 4. Tighten the hangers as necessary to support the intake tubes in proper alignment. Ensure the hoses are still properly installed. 5. Position the clamping bolts on adjacent clamps 180° apart, as shown in Figure 5-9. 6. Tighten each clamp to 8.5 ± 0.6 N·m (70 ± 5 in.lb). Verify the clamps are perpendicular to the tube as shown in Figure 5-10. If the clamps are not perpendicular to the tube, the hose may not seal properly and allow dirt intrusion.

FIGURE 5-7. CUTAWAY OF AIR CLEANER HUMP HOSE 1. Air Cleaner Housing 2. Clamp 3. Rolled Bead

C5-8


4. Hump Hose 5. Intake Tube

07/10 C05014

FIGURE 5-10. CLAMP POSITIONING FIGURE 5-8. FLEX HOSE POSITIONING 1. Intake Tube

2. Engine Intake

NOTE: Tier 1 trucks are equipped with an elbow at this joint as shown above. Tier 2 trucks are equipped with a straight hose. The dimensions are the same for both styles.

AIR INTAKE TROUBLESHOOTING To ensure maximum engine protection, check all connections between the air cleaners and engine intake. The connections must be tight and positively sealed. If air leaks are suspected, check the following: 1. Check all intake lines, tubes and hump hoses for breaks, cracks, holes, etc., which could allow an intake air leak. 2. Check all air cleaner gaskets for positive sealing. 3. Check air cleaner elements, main and safety, for ruptures, holes or cracks. 4. Check the air cleaner assembly for structural damage. Look for cracks, breaks or other defects which could allow air leakage. Check all mounting hardware for proper tightening.

FIGURE 5-9. CLAMP ROTATION

C05014 07/10


C5-9

NOTES

C5-10


07/10 C05014

SECTION C7 FAN CLUTCH INDEX

FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3 REMOVAL & INSTALLATION TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3 FAN CLUTCH - DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-6 CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-16 ASSEMBLY - FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-20 TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-34

C07002

Fan Clutch

C7-1

NOTES

C7-2

Fan Clutch

C07002

FAN CLUTCH REMOVAL & INSTALLATION TOOLING

TOOL A - FRONT SLEEVE BEARING INSTALLER

TOOL B - REAR SLEEVE BEARING INSTALLER

C07002

Fan Clutch

C7-3

TOOL C - FRONT AND REAR SLEEVE BEARING REMOVER

TOOL D - WEAR SLEEVE AND RETAINER/SEAL ASSEMBLY INSTALLER; BEARING REMOVER; ASSEMBLY PUSHER TOOL

C7-4

Fan Clutch

C07002

TOOL E - BEARING INSTALLER

TOOL F - BEARING INSTALLER (LARGE)

C07002

Fan Clutch

C7-5

FAN CLUTCH - DISASSEMBLY

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

C7-6

16. External Snapring (spacer) 17. Sealring (Hook type) 18. Bolt 19. Washer 20. Pulley 21. Pulley Adapter 22. Sealring (large) 23. Piston 24. Sealring (small) 25. Spring Washer 26. Shim 27. External Snapring 28. External Snapring 29. Clutch Hub 30. Facing Plate

Fan Clutch

31. Steel Clutch Plate 32. Internal Snapring 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 Assembly 43. Dowel Pin (Front) 44. Sleeve Bearing (front, long) 45. End Cap

C07002

3. Pitot Tube 4.Wear Sleeve 5. Retainer/Seal Assembly 6. Shaft Assembly 8. Washer 9. Bolt 10. Oil Seal 11. Bearing Retainer 13. O-Ring Seal 14. Main Bearing

C07002

FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical) 15. Internal Snapring 28. External Snapring 16. External Snapring 29. Clutch Hub 17. Sealring (Hook type) 30. Facing Plate 20. Pulley 31. Steel Clutch Plate 22. Sealring (large) 32. Internal Snapring 23. Piston 33. Main Bearing 24. Sealring (small) 34. O-Ring Seal 25. Spring Washer 35. Bearing Retainer 26. Shim 36. Oil Seal 27. External Snapring 37. Washer

Fan Clutch

38. Bolt 39. Wear Sleeve 40. Retainer/Seal Assembly 41. Sleeve Bearing (rear, short) 42. Fan Mounting Hub Assembly 44. Sleeve Bearing (front, long) 45. End Cap

C7-7

FIGURE 7-4.

FIGURE 7-2. 1. Support the fan clutch on a bench with fan mounting hub (42) facing upward. Support the assembly beneath the pulley. Remove bolts (38) and washers (37).

FIGURE 7-5.

FIGURE 7-3. 2. Install lifting eyes, and attach a hoist and chains to front bearing retainer (35). Use a small screwdriver to separate the front bearing retainer from pulley adapter (21), and set it aside on a bench.

C7-8

3. Remove O-Ring seal (34).

Fan Clutch

4. Position the bearing retainer and hub assembly on the bench with clutch hub (29) up. Remove external snap ring (28).

C07002

FIGURE 7-8. FIGURE 7-6.

7. Remove front oil seal (36).

5. Remove clutch hub (29).

FIGURE 7-9. FIGURE 7-7. 8. Remove internal snap ring (32). 6. Position the sub-assembly beneath the ram of a press. Support the assembly beneath the bearing retainer as close as possible to fan mounting hub (42). Press the fan mounting hub out of the front bearing using tooling (B).

C07002

Fan Clutch

C7-9


9. Turn bearing retainer (35) over on the press bed. Press front bearing (33) out of the bearing retainer using tooling (D).

11. Remove front retainer/seal assembly (40). Wedge a large chisel or other appropriate tool behind the retainer to force it off fan mounting hub (42).

FIGURE 7-13.

FIGURE 7-11. 10. Support beneath the fan mounting hub with end cap (45) down, but approximately 2 in. (50 mm) above the press bed. Using a solid steel bar or equivalent, press the end cap from the fan mounting hub.

C7-10

Use a chisel to make three indentations in wear sleeve (39) in order to loosen the sleeve. The indentations should be approximately 120° apart from one another. Remove the wear sleeve. Use caution when using the chisel. Do not cut through the sleeve. Damage to the shaft can cause future leaks.

Fan Clutch

C07002

FIGURE 7-14. 12. Inspect sleeve bearing (44) and sleeve bearing (41). Compare the color of each bearing to the chart below. The lighter the appearance of the bearing, the more worn it is. If either bearing needs replacing, proceed to the next step. If the bearings are in good condition, skip the next step.

FIGURE 7-16. 14. Remove the stack of facing plates (30) and steel clutch plates (31) from inside the pulley.

FIGURE 7-17. FIGURE 7-15. 13. Position tooling (C) against sleeve bearing (41). Press the front sleeve bearing downward to press it out of the fan mounting hub. Rear sleeve bearing (44) will be pressed out simultaneously.

C07002

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

Fan Clutch

C7-11

FIGURE 7-20. FIGURE 7-18. 16. Attach wire lifting hooks to piston (23). Use the lifting hooks to pull the piston from pulley adapter (21).

18. Support beneath the pulley to prevent it from dropping to the bench. Remove bolts (9) with lockwashers (8).

FIGURE 7-19. FIGURE 7-21. 17. Remove seal rings (22 & 24) from the piston. 19. Install lifting eyebolts to the shaft and bearing retainer assembly. Use a suitable lifting device to lift the assembly from the pulley. Remove Oring seal (13). NOTE: It may be necessary to use a soft rubber mallet to separate the shaft and bearing retainer from the pulley.

C7-12

Fan Clutch

C07002

FIGURE 7-22. 20. Position the shaft as shown. Insert a phillipshead screwdriver into pitot tubes (3) to loosen and remove them from the shaft. Rotate the pitot tube until the sealant holding it tight is broken loose. Then, grip the pitot tube with a pair of pliers, and gently tap on the pliers to remove the pitot tubes from the hole in the shaft.

FIGURE 7-24.

22. Remove external snap ring (16).

FIGURE 7-23.

21. Remove both seal rings (17).

C07002

FIGURE 7-25.

23. Remove internal snap ring (15).

Fan Clutch

C7-13

FIGURE 7-28.

26. Use tooling (E) to press rear bearing (14) out of rear bearing retainer (11).

FIGURE 7-26.

24. Support the bearing retainer as close as possible to the bearing bore. Use care not to damage the retainer/seal assembly. Press the shaft out of bearing (14) using tooling (E).

FIGURE 7-29.

FIGURE 7-27.

25. Remove oil seal (10) from bearing retainer (11).

C7-14

27. Use a chisel to make three indentations in wear sleeve (4). The indentations should be approximately 120° apart from one another. Remove the wear sleeve. Use caution when using the chisel. Damage to the shaft can cause future leaks.

Fan Clutch

C07002

FIGURE 7-30.

28. Remove rear retainer/seal assembly (5). Drive the assembly off the shaft or wedge a large chisel or other appropriate tool behind the retainer to force it off.

C07002

Fan Clutch

C7-15

CLEANING AND INSPECTION Thoroughly clean all components before inspection. Check each of the following components, and follow the guidelines for reuse. • Ball bearings - Replace at time of rebuild. • Internal snaprings - Must not be damaged or worn. Must be flat and have square edges at outer diameter. • External snaprings - Must not be damaged or worn. Must be flat and have square edges at inner diameter. • Sealrings - Replace during rebuild. • Oil seals - Replace during rebuild. • Bolts & washers - Reuse unless damaged or worn. • Retainer/Seal assemblies - Replace if damaged or worn. • Wear sleeves - Replace during rebuild. • Sleeve bearings - Inspect color of surface. Refer to Figure 7-14.

FIGURE 7-31. SHAFT ASSEMBLY WEAR DIMENSIONS

1. Check the shaft assembly for wear or damage. Refer to Figure 7-31 for dimensions. NOTE: Some shafts were manufactured as two-piece assemblies. Do Not attempt to separate the shaft assembly. 2. Inspect and clean pitot tube holes in the shaft. Use a standard reamer, straight flute 0.3770 in. diameter. Remove pipe plugs in the shaft for cleaning and reinstall using Loctite® Primer N and #242.

C7-16

Fan Clutch

C07002

FIGURE 7-32.

3. Check pulley and adapter dimensions.

FIGURE 7-34.

5. Check piston (23) dimensions.

FIGURE 7-33.

4. Check rear bearing retainer (11) dimensions.

C07002

Fan Clutch

C7-17

FIGURE 7-35. PISTON REWORK (For earlier pistons with the drilled orifice.)

6. Check the piston for a drilled orifice at the inside face. If the piston contains the orifice, modify the piston as shown in Figure 7-35. 7. Inspect clutch hub (29) for wear. Wear marks that may be present on the teeth must not restrict plate movement. If they have smooth entry and exit ramps, the notches will not restrict plate movement and the clutch hub may be reused. 8. Check steel plates (31) for wear. The plates must be smooth and free of grooves or heat related damage. The plates are 0.121 in. minimum thickness (new) and must be flat within 0.005 in. 9. Inspect facing plates (30). New minimum thickness for facing plates is 0.109 in. Grooves are 0.006 in. deep. The plates must be flat within 0.005 in. Check teeth for excessive wear. When new, the space between the teeth is approximately 0.280 in.

FIGURE 7-36.

10. Inspect fan mounting hub (42).

C7-18

Fan Clutch

C07002

FIGURE 7-37.

11. Inspect front bearing retainer (35). 12. Inspect end cap (45) for any wear or raised nicks.

C07002

Fan Clutch

C7-19

ASSEMBLY - FAN CLUTCH NOTE: The fan clutch is reassembled using Loctite ® (or equivalent) sealants. Follow manufacturer's recommendations regarding minimum cure time to prevent oil from washing the sealant from the sealing surfaces.

1. Place end cap (45) in a freezer or on dry ice to prepare for installation in the following steps.

FIGURE 7-39.

2. If removed, install dowel pin (43) into fan mounting hub assembly (42). Refer to Figure 738. Press the pin into the hub leaving 0.090 in. (2.3 mm) exposed. If the shaft did not originally come with pinned bearings, install the dowel per instructions in Figures 7-38 and 7-39.

FIGURE 7-38.

C7-20

Fan Clutch

C07002

FIGURE 7-40.

FIGURE 7-42. 4. Turn the hub over on the bed of the press. Again using tooling (B), press rear sleeve bearing (41) into the fan mounting hub until the tool contacts the shoulder of the hub.

FIGURE 7-41.

3. Using tooling (A), press front (long) sleeve bearing (44) into the fan mounting hub until the tool contacts the shoulder of the hub. Ensure the correct bearing is installed. There are two sleeve bearings, and each one must be installed in the proper area of the hub to ensure the lube passage is not restricted. Refer to Figure 7-40.

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Fan Clutch

C7-21

FIGURE 7-44.

FIGURE 7-43. 5. Press front retainer/seal assembly (40) onto the fan mounting hub (42) using tooling (D). The inner race of the retainer should be recessed 0.040 in. (1.0 mm) below the shoulder. Check carefully to insure the retainer/seal assembly is installed straight, and not bent or damaged in any way which will cause interference between it and the bearing retainer after assembly.

• Front wear sleeve (39) is NOT interchangeable with rear (notched) wear sleeve (4). The ID of the front wear sleeve is color coded red. • Note the direction of the lead pattern on the sleeve. The wear sleeve must be installed with the pattern leading in the correct direction in order to prevent leakage from occurring. • Use extreme care when handling the wear sleeve. The slightest nicks or scratches may cause leakage.

FIGURE 7-45.

6. Coat the I.D. of front wear sleeve (39), and the wear sleeve diameter of the shaft with Loctite® Primer N and #242 (or equivalent). Using tooling (D), press the wear sleeve onto the shaft, flush with the shoulder.

NOTE: Some fan hubs may have a small hole on the wear sleeve mounting journal. This hole is not used and will be covered by the wear sleeve.

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Fan Clutch

C07002

FIGURE 7-46.

FIGURE 7-48.

7. Coat the bore of the fan mounting hub (42) with a thin coating of Loctite® Primer N and #242.

9. Install internal snap ring (32).

Remove frozen end cap (45) from the freezer. Do not apply Loctite® to the end cap. Press the end cap into the hub until the cap bottoms out.

FIGURE 7-47. FIGURE 7-49. 8. Apply Loctite® Primer N and #609 to the mating surfaces of front bearing (33) and front bearing retainer (35). Place the bearing into position on the retainer with the notch for the bearing pin facing downward. Press the front bearing into the bearing retainer using tooling (E) or equivalent. Press ONLY on the outer race of the bearing until it seats at the bottom of the bore.

C07002

10. Turn the retainer over on the press bed. Coat the O.D. of front oil seal (36) and mating surface on the bearing retainer with Loctite® Primer N and #242 (or equivalent). Use tooling (E) to press the oil seal into the front bearing retainer, flush with the front face. Ensure the lip of the seal is dry. Wipe any excess Loctite® from the seal area and remove any rubber strings from the seal.

Fan Clutch

C7-23

FIGURE 7-50. 11. Coat the bearing I.D.and the fan mounting hub bearing journal with Loctite® Primer N and #609 (or equivalent). Place the front bearing retainer sub-assembly into position on the fan mounting hub. (Ensure the notch in the bearing is aligned with the bearing dowel pin.) Do not allow the seal lip to come in contact with the Loctite®. Press the bearing onto the hub using tooling (D) until it contacts the wear sleeve.

FIGURE 7-51.

12. Install clutch hub (29) on the fan mounting hub assembly (42) with the open end down. (No special timing is necessary.)

Wipe any lubricant or sealer from the seal lip. The seal lip is teflon and must remain dry for proper sealing to occur. Spin the bearing retainer at least 25 revolutions to ensure proper rotation of the bearing and to burnish the seal.

FIGURE 7-52. 13. Install external snap ring (28) to hold the clutch hub in place.

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Fan Clutch

C07002

FIGURE 7-53.

FIGURE 7-55.

15. Use tooling (D) to press the rear retainer/seal assembly (5) onto shaft (6). The inner race of the retainer should be recessed 0.040 in. (1.0 mm) below the shoulder. Check carefully to insure the retainer/seal assembly is installed straight, and not bent or damaged in any way which will cause interference between it and the bearing retainer after assembly.

FIGURE 7-54.

14. If removed, install rear dowel pin (2) in shaft assembly (6). Press the pin until 0.080 in. (2.0 mm) is left exposed above the surface. If the shaft did not originally come with pinned bearings, install the dowel per instructions in Figures 7-53 &7-54.

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Fan Clutch

C7-25


17. Coat the OD of rear bearing (14) and the mating surface of bearing retainer (11) with Loctite® Primer N and #609 or equivalent. The end of the bearing with the notch is installed first. Press the bearing into the bearing retainer using tooling (F) or equivalent. Press only on the outer race of the bearing, until the bearing bottoms out in the bore.

• Rear (notched) wear sleeve (4) is NOT interchangeable with front wear sleeve (39). The ID of the rear wear sleeve is color coded blue. • Note the direction of the lead pattern on the sleeve. The wear sleeve must be installed with the pattern leading in the correct direction in order to prevent leakage from occurring. • Use extreme care when handling the wear sleeve. The slightest nicks or scratches may cause leakage. 16. Coat the I.D. of the rear, (notched) wear sleeve (4), and the wear sleeve diameter of the fan mounting hub with Loctite® Primer N and #242 (or equivalent). Locate the sleeve so the notch in the sleeve will be aligned with the small lube hole in the shoulder. Press the wear sleeve onto the fan mounting hub, flush with the shoulder using tooling (D).

C7-26

FIGURE 7-58.

18. Install internal snap ring (15).

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C07002

FIGURE 7-59. 19. Some fan clutches were assembled with an external snapring that is used as a spacer between the bearing and the oil seal. Newer models were assembled using a notched spacer. If an external snapring was used, place the snapring (12) on top of the bearing (oil seal side). If a notched spacer was used, the spacer will be installed in a later step. Proceed to the following step.

FIGURE 7-60. FIGURE 7-61. 20. Coat the O.D. of rear oil seal (10) with Loctite® Primer N and #242 (or equivalent). Use tooling (E) or the equivalent to install the oil seal in the rear bearing retainer, flush with the rear face. Do not lubricate the seal. The seal is made of teflon and must be installed dry.

C07002

21. If a bearing spacer is used instead of a snapring as explained in Step 19, place the spacer into position in the groove on shaft assembly (6). Note the location of the spacer in Figure (7-61).

Fan Clutch

C7-27


22. Place the shaft sub-assembly on the press bed. Coat the bearing I.D., and bearing journal on the shaft with Loctite® Primer N and #609 (or equivalent).

23. Install external snap ring (16). Ensure the snapring is fully seated in the groove. It may be necessary to tap on the snapring with a screwdriver to fully seat the snapring.

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

C7-28

Fan Clutch

C07002

tube to approximately 0.75 in. (20 mm) from the end. Push the pitot tubes to the bottom of the hole. The outer end of the tube should be located well within the pulley-locating shoulder of the bearing retainer. Rotate the tube so the open, bent end faces in a counter-clockwise direction, and is exactly parallel to the surface of the bearing retainer. (A large phillips-head screwdriver inserted in the end of the tube can be conveniently used as an alignment gage). Install the second pitot tube in the same manner as the first. Stake each pitot tube in three places, (at the 9, 12, and 3 o'clock positions) to prevent the tubes from rotating in operation.

FIGURE 7-66.

26. Install small seal ring (24) in the inside groove, and large seal ring (22) in the outside groove of piston (23). Lubricate the seal ring grooves with an oil-soluble lubricant such as engine assembly grease before installation. Refer to the Figure 7-66 for proper orientation.

FIGURE 7-65.

25. Install both hook-type seal rings (17) in the grooves in the shaft. Rotate the rings so the slits in the rings are 180° apart from one another.

FIGURE 7-67.

27. Lubricate the external surfaces of seal rings (22 & 24) with an oil-soluble lubricant such as engine assembly grease. Also, lubricate the seal mating surfaces in the pulley adapter.

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Fan Clutch

C7-29

28. Carefully, place the piston in the pulley. Do Not push the piston in place! Without pressing down on the piston, rotate it slowly clockwise-counterclockwise until it falls into place. (Forcing the piston will usually cause the seal rings to be cut.)

FIGURE 7-69. 30. Install spring washer (25), shim (26), and spirolock ring (27). It will be necessary to press downward to compress the spring washer, while forcing the spirolock to properly seat in the groove. The shim must then be centered on the spring washer to prevent it from interfering with the movement of the piston.

FIGURE 7-68.

29. Align the tangs of the piston for easy final assembly of the fan clutch. Lift the front bearing retainer sub-assembly in place on the pulley. While doing so, the slots of the front bearing retainer will engage the tangs of the piston, and the retainer will rest against the pulley. Then, rotate the bearing retainer (and piston) until the bolt holes align in the bearing retainer and pulley. Carefully, remove the bearing retainer sub-assembly.

FIGURE 7-70. 31. Place the front bearing retainer sub-assembly on the bench with the clutch hub up. Install one steel clutch plate (31) in place in the bearing retainer. Now dip a facing plate (30) in new engine oil, allow the excess to drain off, and place the plate on top of the steel plate. Repeat this step until all 16 plates have been installed.

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Fan Clutch

C07002

32. Turn the pulley adapter assembly over and install two lifting eyes 180° apart. Install a guide-bolt in one bolt hole of the pulley. Refer to Figure 7-71. Coat front O-Ring seal (34) with petroleum jelly or an oil-soluble grease. Place the seal in the groove in the pulley. The grease should secure the seal in the groove during installation. Carefully lower the pulley. Ensure the guide bolt is aligned with a bolt hole in the bearing retainer assembly and the O-ring seal is still securely in place. Lower the pulley until it rests on the front bearing retainer.

FIGURE 7-71.

FIGURE 7-73. 33. Install at least four bolts (38) with lockwashers (37) and snug. Insert the bolts 90° apart.

FIGURE 7-72.

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Fan Clutch

C7-31


36. Install bolts (9) with lockwashers (8), and torque each one to 49-58 N·m (36-43 lb ft).

34. Lubricate O-Ring seal (13) with petroleum jelly or an oil-soluble grease and install in the pulley groove.

FIGURE 7-77. FIGURE 7-75. 35. Lubricate the hook type sealrings (17) on the shaft assembly. Carefully lower the shaft subassembly into the pulley bore and onto the pulley until the retainer rests on the pulley. Use caution when lowering. Damage to the sleeve bearings may result if the shaft is cocked during installation.

C7-32

37. If removed, install orifice fitting (1) in the "oil in" port of the bracket.

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C07002

FIGURE 7-78.

38. Turn the assembly over on the bench. Install the remaining bolts (38) and lockwashers (37), and torque all to 49-58 Nm (36-43 lb ft).

C07002

Fan Clutch

C7-33

TEST PROCEDURE

1. The fan clutch should be fully locked up with 40 psi oil pressure supplied at the control pressure port. 2. Operate the fan clutch with 180° F (82° C) oil supplied to the oil in port for 2 hours. Manually engage and disengage the clutch during the test to operate seals in both modes. Restrict the fan mounting hub rotation while the clutch is disengaged, but ensure the fan mounting hub is allowed to rotate freely while the clutch is engaged.

The fan clutch rotation causes the pitot tubes to pump lubrication oil from inside the fan clutch, maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is rotating in the proper direction, internal pressures will become excessive, causing the oil seals to leak.

C7-34

Fan Clutch

C07002

SECTION D ELECTRICAL SYSTEM INDEX

BATTERIES AND STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1

ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1

CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-1

AUTOMATIC TRANSMISSION CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-1

MACHINE MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-1

FAILURE CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D20-1

TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D21-1

VHMS INITIALIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-1

VHMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-1

D01043 05/11

Index

D1-1

NOTES

D1-2

Index

05/11 D01043

SECTION D2 BATTERIES AND STARTING SYSTEM INDEX

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

D02036

Batteries And Starting System

D2-1

Solenoid Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-16 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 Preliminary Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 Interpreting The Results of The Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20 MAGNETIC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21 Coil Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21

D2-2


D02036

BATTERIES AND STARTING SYSTEM BATTERIES

Electrolyte Levels

A 24VDC electrical system, generated by four 12 volt batteries, supplies power for the starting system. The batteries are wired in series and parallel. The four batteries are a lead-acid type, each containing 6, 2volt cells. With the key switch ON and the engine off, power is supplied by the batteries. When the engine is on, electrical power is supplied by a 24 volt alternator. For information on the alternator, refer to the charging system chapter later in this section.

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

The batteries function as an electrochemical device for converting chemical energy into electrical energy. This energy is required for operating the accessories when the engine is off.

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

Lead-acid batteries contain sulfuric acid which may cause burns and other serious injuries. Wear protective gloves, aprons and eye protection when handling and servicing lead-acid batteries. See the precautions in Section A, Safety, to ensure proper handling of batteries and to prevent accidents.

Leakage can be detected by continual wetness of the battery or excessive corrosion of the terminals, battery carrier and surrounding area. (A slight amount of corrosion is normal in lead-acid batteries). Inspect the case, covers and sealing compound for holes, cracks or other signs of leakage. Check the tightness of the battery hold down. Overtightening will crack the battery, and under-tightening will allow vibration to open the seams. A leaking battery must be replaced.

MAINTENANCE AND SERVICE

Cleaning To remove corrosion, clean the battery with water, baking soda and a stiff, non-wire brush. Flush with clean water. Do not allow the baking soda solution into the battery cells.

DO NOT smoke or allow flame around a dead battery or during the recharging operation. The expelled gas from a dead cell is extremely explosive.

D02036

Ensure the battery terminals are clean and tight. Clean terminals are very important in a voltage regulated system. Corrosion creates resistance in the charging circuit causing undercharging and gradual starvation of the battery.


D2-3

Other Maintenance Adding acid will be necessary if considerable electrolyte has been lost through spillage. Before adding acid, ensure the battery is fully charged. This is accomplished by putting the battery on a charger and taking hourly specific gravity readings on each cell. When all the cells are gassing freely and three successive hourly readings show no rise in specific gravity, the battery is considered fully charged. Additional acid may now be added. Continue charging for another hour and again check specific gravity. Repeat the above procedure until all cells indicate a specific gravity of 1.260-1.265 corrected to 27°C (80°F). If the temperature of the electrolyte is not reasonably close to 27°C (80°F) when the specific gravity is taken, the temperature must be adjusted 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 specific gravity reading.

Use 1.400 strength sulfuric acid when making specific gravity adjustments. Acid of higher strength will attack the plates and separators before it has a chance to diffuse into the solution. Do not allow idle batteries to go unattended. If equipment is to go unused for more than two weeks, remove the batteries and place in a cool, dry place. Periodically check the batteries and charge as needed. Remember, all lead-acid batteries discharge when not in use. Self discharge takes place even when the battery is not connected in a circuit. This phenomenon is more pronounced in warm weather than in cold.

D2-4

The rate of self-discharge of a battery kept at 38°C (100°F) is about six times 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 that of one at 50°F (10°C). Over a thirty day period, the average self-discharge is about 0.002 specific gravity per day at 27°C (80°F). To offset the results of self-discharge, “boostercharge” idle batteries at least once every thirty days. Do not quick charge the batteries. Idle batteries in a discharged state are attacked by a crystallization of the lead sulfate on the plates. Such batteries are called sulfated and are, in the majority of cases, irreparably damaged. In less severe cases, the sulfated battery may be restored to limited service by prolonged charging at a low rate (approximately normal rate). An undercharged battery is extremely susceptible to freezing when left idle in cold weather. The electrolyte of a battery in various stages of charge will start to freeze at temperatures indicated in Table 1. The temperatures in Table I indicate the points at which the first ice crystals appear. Lower temperatures must be reached for a solid freeze. Solid freezing of the electrolyte may crack the battery case and damage the positive plates. A fully charged battery is not susceptible to freezing. Therefore, keeping the battery fully charged is especially important during winter weather.

TABLE 1. Specific Gravity Corrected to 80°F (27°C)

Freezing Temperature 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)


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The two most common problems that occur in the charging system are undercharging and overcharging. An undercharged battery is incapable of providing sufficient power to the truck's electrical system. Possible causes for an undercharged battery are:      

Sulfated battery plates Loose battery connections Defective wire in electrical system Loose alternator drive belt A defective alternator A defective battery equalizer

Overcharging, which causes battery overheating, is first indicated by excessive use of water. If allowed to continue, cell covers will push up at the positive ends and in extreme cases the battery container will become distorted and cracked.

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D2-5

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

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

• Oil pressure switch • Oil suction line • Oil outlet line • Check valve • Electrical harness.

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

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FIGURE 2-1. REMOTE MOUNT PRELUB PUMP 1. Prelub™ Pump 2. Suction Line


3. Outlet Line 4. Check Valve

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FIGURE 2-2. PRELUB TIMER 1. Prelub Timer 2. B+ From Alternator

3. Frame Ground

FIGURE 2-3. PRELUB SCHEMATIC DIAGRAM 1. Prelub Pump 2. Oil Pressure Switch (N.C.) - 17 kPa (2.5 psi) 3. Cranking Motors 4. Magnetic Switch

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5. Diode 6. Prelub Timer Solenoid 7. Alternator 8. 400 Amp Fusible Link


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When the switch opens, current is redirected to the starting system magnetic switches for engine cranking.

DO NOT attempt to jump start the truck using the terminals on the timer solenoid. Internal damage to the timer will result.

MAINTENANCE Prelub™ System Operation FIGURE 2-4. ENGINE OIL PRESSURE SWITCH 1. Oil Pressure Switch

2. Engine Damper

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

Verify the system operates according to the two phases of operation as listed in Prelub Circuit Troubleshooting in this chapter. If a problem exists, refer to the list of problems and possible causes for troubleshooting system components. If the system is operating properly, continue with the inspection of component parts below: Prelub Pump 1. Open the battery disconnect switches to prevent engine startup.

Check Valve Check valve (4, Figure 2-1) is installed between the prelub pump pressure hose and the engine. The oil flow through the valve (arrow on valve) must be toward the engine. The check valve prevents backflow from the engine back to the prelub pump after the engine is started. Failure to prevent backflow to the pump will result in pump failure. Timer Solenoid Timer solenoid (1, Figure 2-2) controls the prelubrication cycle by completing the power supply circuit to operate the prelub pump. Current is supplied to the timer solenoid through the key switch. The ground path is completed by the normally closed pressure switch (1, Figure 2-4) which is preset to open at 17 kPa (2.5 psi).

FIGURE 2-5. MOTOR COVER 1. Cap Screw 2. Cover 2. Remove a pump cap screw (1, Figure 2-5) from the electric motor. Remove the cap screw that is nearest the six o’clock position.

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3. Inspect the cap screw for any signs of oil. Oil may be present in large amounts or as a light mist. Oil in any quantity in the housing indicates a failed motor and repair or replacement is necessary. Proceed to the next step to determine what components require repair.

Check Valve Verify no internal leakage exists in the check valve when the engine is on. Check valve leakage back to the pump will cause extensive damage to the pump. If check valve replacement is required, install the valve with the arrow pointed toward the engine, not toward the pump. Timer Solenoid

Brush dust will be present in all motors. Do not confuse brush dust with oil. Brush dust will appear as a black/brown, dry coating within the motor.

Inspect the timer solenoid for physical damage. Verify the wiring and connectors are in good condition.

4. If oil is present in the motor, disconnect output line (3, Figure 2-1) from the pump. Place the hose in a oil capture container, and secure. Use caution when securing the hose. Oil may exit the line at normal operating pressures.

Use extreme caution when performing the following step. Hot oil can cause severe burns. 5. Start the engine, and observe the output line while the engine is operating to verify that check valve (4) is functioning properly. a. If there is no oil flow from the hose, only the pump must be replaced. b. If there oil flow from the hose, the check valve is faulty. The pump and check valve must be replaced.

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D2-9

PRELUB CIRCUIT TROUBLESHOOTING Two distinct phases are involved in a complete prelubrication cycle. The two phases are: 1. Prelubrication phase- Begins when the key switch is held in the start position. The circuit is completed by a ground path through the normally closed pressure switch. The circuit is interrupted when oil pressure reaches 17 kPa (2.5 psi) and opens the contacts in the pressure switch. 2. Crank phase- Begins when the engine oil pressure switch opens, and cranking occurs.

PROBLEM

POSSIBLE CAUSES

System lubricates only. Cranking is inoperable.

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

System lubricates continuously regardless of key switch position.

Indicates prelub timer solenoid contacts have welded. a. Low voltage can cause relay failure. b. Jump starting of the vehicle with a voltage that is higher than was designed for the system, can cause solenoid contacts to weld.

Cranking motor “bounces” when cranking.

Check for low or dead batteries. Check alternator output. Check for bad ground strap or missing ground wire from the starter battery ground post to G terminal of starting solenoid. Check for bad starter safety relays.

System lubricates, but does not crank.

Indication is either a timer failure, or a starter problem. a. Place a jumper wire to the starter solenoid S post. If the engine starts to crank, replace the prelub timer solenoid. b. If the engine fails to crank when the S post is energized with voltage, check the starting solenoid and pinion drive.

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PROBLEM

POSSIBLE CAUSES

No prelubrication mode, but cranking still operable.

Indicates that a ground connection to the pressure switch has been broken. Without a ground path, the prelubrication unit will proceed to crank phase. a. Check the wire to the pressure switch. If the wire is removed or cut, replace it. b. Check the ground strap to engine block. If the ground strap is missing the block is not grounded. c. Check the pressure switch for an open circuit. Remove the wire, then check for an open circuit between the switch terminal and the switch base. If open, replace the pressure switch.

System has very long prelubrication cycle.

Except for severe cold weather starts, the prelub cycle should not exceed 45 seconds. a. Low oil pressure. b. Verify oil of the proper viscosity is being used in respect to outside temperature. Refer to engine manufacturer's specifications. c. Check for suction side air leaks, loose connections, cracked fittings, pump casting, or hose kinks and blockage. d. Verify the suction hose is the correct diameter. Reducing hose diameter will reduce pump output, dramatically. e. Check the oil pressure switch for the correct location. Verify that it has not been moved into a metered oil flow, as in a bypass filter or governor assembly.

No prelubrication and no crank.

Indicates a possible failure of the prelubrication timer solenoid. Remove the wire from the pressure switch (ground wire) and attempt to start the machine. a. If the cranking motor now cranks, the prelub timer solenoid is bad. Replace the timer solenoid assembly. b. If the cranking motors do not crank, ensure all relays, circuit breakers, switches, etc. are in working condition. Repair as necessary.

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D2-11

STARTING SYSTEM

CRANKING MOTORS

Heavy duty batteries supply 24VDC to each of the two cranking motors. Current from the batteries flow through two magnetic switches that are activated by the key switch.

Removal

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

1. Disconnect battery power: a. Open the battery disconnect switch to remove power from the system. b. Remove the battery cables using the following sequence: 1.) Remove the battery positive (+) cables first. 2.) Remove the negative (-) cables last. 2. Label all wiring at the cranking motor and the solenoid. Remove the wiring from the motor and solenoid terminals. 3. Remove motor mounting cap screws (1, Figure 2-6). 4. Remove the cranking motor from the flywheel housing. The weight of the cranking motor is approximately 36 kg (80 lb).

After the engine has started, a normally closed pressure switch senses engine oil pressure and opens the electrical circuit. This prevents actuation of the cranking motors with the engine on.

FIGURE 2-6. STARTER MOTORS 1. Mounting Cap Screws 2. Cranking Motor

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3. Solenoid

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Disassembly

Armature Servicing

Only disassemble the cranking motor as far as necessary to repair or replace defective parts.

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

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

Cleaning and Inspection 1. Drive (71, Figure 2-7), armature (45) and fields (46) can not be cleaned with degreaser or grease dissolving solvents. Solvents would dissolve the lubricant in the drive and damage the insulation in the armature and field coils. 2. Clean all parts, except the drive, with mineral spirits and a clean cloth. 3. If the commutator is dirty, it may be cleaned with number 00 sandpaper. NOTE: DO NOT use emery cloth to clean the commutator. 4. Inspect brushes (13) for wear. a. Compare the brushes with a new brush. If worn excessively, replace with new brushes. b. Ensure brush holders (10) are clean and the brushes are not binding in the holders. c. The full brush surface should ride on the commutator. Check by hand to ensure that brush springs (16) are providing firm contact for the brushes against the commutator.

Check the armature for opens, short circuits and grounds as follows: 1. Opens are usually caused by excessively long cranking periods. The most likely place for an open to occur is at the commutator riser bars. Inspect the points where the conductors are joined to the commutator bars for loose connections. Poor connections cause arcing and burning of the commutator as the cranking motor is used. If the bars are not badly burned, repair can often be effective by soldering or welding the leads in the riser bars (using rosin flux), and machining the commutator in a lathe to remove the burned material. The insulation must then be undercut. 2. Short circuits in the armature are located by use of a growler. When the armature is revolved in the growler with a steel strip such as a hacksaw blade held above it, the blade will vibrate above the area of the armature core in which the short circuit is located. Shorts between bars are sometimes produced by brush dust or copper between the bars. These shorts can be eliminated by cleaning out the slots. 3. Grounds in the armature can be detected by the use of a 110-volt test lamp and test points. If the lamp lights when one test point is placed on the commutator with the other point on the core or shaft, the armature is grounded. Grounds occur as a result of insulation failures. These failures are often caused by overheating of the cranking motor produced by excessively long cranking periods. Accumulation of brush dust between the commutator bars and the steel commutator ring can also cause this type of failure.

d. If springs (16) are distorted or discolored, replace with new springs.

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D2-13

Field Coil Checks Field coils (46, Figure 2-5) can be checked for grounds and opens by using a test lamp. 1. Grounds- The ground connections must be disconnected during this check. Connect one lead of the 110 volt test lamp to field frame (35) and the other lead to field connector (42). If the lamp lights, at least one field coil is grounded and must be repaired or replaced. 2. Opens- Connect test lamp leads to ends of field coils (46). If the lamp does not light, the field coils are open.

Field Coil Removal Field coils can be removed from the field frame assembly by using a pole shoe screwdriver. Use a pole shoe spreader to prevent distortion of the field frame. Careful installation of the field coils is necessary to prevent shorting or grounding of the field coils as the pole shoes are tightened into place. The pole shoe has a long lip on one side and a short lip on the other. Assemble the long lip in the direction of armature rotation so it becomes the trailing (not leading) edge of the pole shoe.

D2-14

1. CE Frame 2. Washers 3. O-Ring 4. Insulator 5. Support Plate 6. Brush Plate Insulator 7. Washers 8. Plate & Stud 9. Plate 10. Brush Holder 11. Lock Washer 12. Screw 13. Brush (12 req'd) 14. Lock Washer 15. Screw 16. Brush Spring 17. Screw 18. Screw 19. Screw 20. Lock Washers 21. Plate 22. Brush Holder Insulator 23. Screw 24. Lock Washer 25. Washer 26. O-Ring 27. Bushing 28. Insulator 29. Washer 30. Lock Washer 31. Nut 32. Nut 33. Lock Washer 34. Screw 35. Field Frame 36. Stud Terminal 37. Bushing 38. Gasket 39. Washers 40. Washer 41. Nut


42. Connector 43. Lock Washer 44. Nut 45. Armature 46. Field Coil (6 Coils) 47. Shoe 48. Insulator 49. Screw 50. Washer 51. O-Ring 52. Inspection Plug 53. Solenoid Housing 54. Lock Washer 55. Screw 56. Plunger 57. Washer 58. Boot 59. Washer 60. Spring 61. Retainer 62. Snap Ring 63. Shift Lever 64. Nut 65. O-Ring 66. O-Ring 67. Snap Ring 68. Lever Shaft 69. Drive Housing 70. Screw 71. Drive Assembly 72. Gasket 73. Plug 74. Gasket 75. Brake Washer 76. Screw 77. Lock Washer 78. Lever Housing 79. Washer 80. O-Ring

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FIGURE 2-7. CRANKING MOTOR ASSEMBLY

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D2-15

Solenoid Checks A basic solenoid circuit is shown in Figure 2-8. Solenoids can be checked electrically using the following procedure.

Test 1. Disconnect all leads from the solenoid. Make test connections as shown to the solenoid, the switch terminal and the second switch terminal "G", to check the hold-in winding (Figure 2-9). 2. Use the carbon pile to decrease battery voltage to 20 volts. Close the switch and read current. a. The ammeter should read 6.8 amps max. 3. To check the pull-in winding, connect from the solenoid switch terminal "S" to the solenoid motor "M" or "MTR" terminal (Figure 2-10).

FIGURE 2-8. SIMPLIFIED SOLENOID CIRCUIT

To prevent overheating, do not leave the pull-in winding energized more than 15 seconds. The current draw will decrease as the winding temperature increases. 4. Use the carbon pile to decrease battery voltage to 5 volts. Close the switch and read current. a. The ammeter should read 9.0 to 11.5 amps. NOTE: High readings indicate a shorted winding. Low readings indicate excessive resistance. 5. To check for grounds, move the battery lead from "G" and from "MTR" to the solenoid case. The ammeter should read 0 amps. If not, the winding is grounded.

FIGURE 2-9. SOLENOID HOLD-IN WINDING TEST

D2-16


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3. Do not cross-drill bearings. Because the bearings are highly porous, oil from the wick touching the outside bearing surface will bleed through and provide adequate lubrication. 4. The middle bearing is a support bearing used to prevent armature deflection during cranking. The clearance between this bearing and the armature shaft is large compared to the end frame bearings.

Motor Assembly 1. Install the end frame (with brushes) onto the field frame as follows: a. Insert armature (45, Figure 2-7) into field frame (35). Pull the armature out of the field frame just far enough to permit the brushes to be placed over the commutator. b. Place end frame (1) on the armature shaft. Slide the end frame and armature into place against the field frame. c. Insert screws (34) and washers (33). Tighten securely. FIGURE 2-10. SOLENOID PULL-IN WINDING TEST

Assembly Lubricate all bearings, wicks and oil reservoirs with SAE No. 20 oil during assembly. Bearing Replacement 1. If any of the bronze bearings are to be replaced, dip each bearing in SAE No. 20 oil before pressing into place. Install the lubricated wick prior to installing the bearings.

2. Assemble lever (63) into lever housing (78), if removed. 3. Place washer (79) on the armature shaft and install new O-ring (80). Position drive assembly (71) in lever (63) in the lever housing. Apply a light coat of lubricant (Delco Remy Part No. 1960954) on washer (75) and install over the armature shaft. Align the lever housing with the field frame and slide the assembly over the armature shaft. Secure with screws (76) and washers (77). 4. Assemble and install the solenoid assembly through the lever housing. Attach to the field frame. Install nut (64) but do not tighten at this time. Install brush inspection plugs (52).

2. Do not attempt to drill or ream sintered bearings. These bearings are supplied to size. If drilled or reamed, the I.D. will be too large and the bearing pores will seal over.

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D2-17

5. Using a new gasket (72), install drive housing (69) and secure with screws (70). 6. Assemble field coil connector (42) to the solenoid.

2. Momentarily flash a jumper lead from terminal "G” to terminal "MTR". The drive will now shift into cranking position and remain so until the batteries are disconnected.

7. Adjust the pinion clearance per instructions in Pinion Clearance.

3. Push the pinion or drive back towards the commutator end to eliminate endplay.

8. After pinion clearance has been adjusted, install gasket (74) and plug (73).

4. Measure the endplay with a feeler gauge, as shown in Figure 2-12. The correct distance between the drive pinion and housing is 8.3 9.9 mm (0.330 - 0.390 in.). 5. Adjust the clearance by turning shaft nut (64, Figure 2-7).

Pinion Clearance To adjust the pinion clearance, follow the steps listed below. 1. Make connections as shown in Figure 2-11.

FIGURE 2-12. CHECKING PINION CLEARANCE

FIGURE 2-11. PINION CLEARANCE CHECK CIRCUIT

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D02036

Installation

No-Load Test

1. Lift cranking motor (2, Figure 2-6) into position. The weight of the cranking motor is approximately 36 kg (80 lb). 2. Align the housing of the cranking motor with the flywheel housing mounting holes. Slide the motor into position. 3. Insert motor mounting cap screws (1). 4. Connect the labeled wires and cables to the motor and solenoid terminals. 5. Connect the sequence:

batteries

in

the

Refer to Figure 2-13 for the following test setup.

Ensure the switch is open before connecting or disconnecting test leads during the following procedures.

following

a. Install the battery negative (-) cables, first. b. Install the battery positive (+) cables. c. Close the battery disconnect switch.

TROUBLESHOOTING If the cranking system is not functioning properly, check the following to determine which part of the system is at fault: • Batteries- Verify the condition of the batteries, cables, connections and charging circuit. • Wiring- Inspect all wiring for damage or loose connections at the key switch, magnetic switches, solenoids and cranking motors. Clean, repair or tighten as required. If the above inspection indicates the cranking motor to be the cause of the problem, remove the motor from the truck. Perform the following tests prior to disassembly to determine the condition of the motor and solenoid.

FIGURE 2-13. NO-LOAD TEST CIRCUIT

1. Setup the motor for test as follows: a. Connect a voltmeter from the motor terminal to the motor frame. b. Use an rpm indicator to measure armature speed. c. Connect a carbon pile across one battery to limit battery voltage to 20 VDC.

Preliminary Inspection 1. Check the cranking motor to ensure the armature turns freely. Insert a flat blade screwdriver through the opening in the nose housing. 2. Pry the pinion gear to rotate the armature.

DO NOT apply voltages in excess of 20 volts. Excessive voltage may damage the windings.

If the armature does not turn freely, disassemble the motor. If the armature can be rotated, refer to No-Load Test before disassembling.

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D2-19

d. Connect the motor and an ammeter in series with two fully charged 12 volt batteries. e. Connect a switch in the open position from the solenoid battery terminal to the solenoid switch terminal. 2. Close the switch and compare the rpm, current, and voltage reading to the following specifications:

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

• rpm: 5500 to 7500 • amps: 95 to 120 • volts: 20 VDC

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

 High internal resistance due to poor connections, defective leads, dirty commutator and malfunctions listed under item 4. 6. High speed/high current draw:  Shorted fields: If shorted fields are suspected, replace the field coil assembly and check for improved performance.

 Shorted armature: This can be further checked on a growler after disassembly.  Grounded armature or fields: Check further after disassembly. 3. Failure to operate/high current draw:  A direct ground in the terminal or fields.  Seized bearings - determined by turning the armature by hand.

D2-20


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MAGNETIC SWITCH

Coil Test

The magnetic switch is a sealed unit and not repairable.

1. Using an ohmmeter, measure the coil resistance across the coil terminals. The coil should read approximately 28ohms at 22° C (72°F).

Removal 1. Remove battery power as described in Cranking Motors - Removal. 2. Disconnect the cables from the switch terminals. Disconnect the wires from the coil terminals (Figure 2-14). NOTE: If the magnetic switch being removed has a diode across the coil terminals, mark the leads prior to removal. This is done to ensure correct polarity during installation. 3. Remove the mounting cap screws and washers. Remove the switch from the mounting bracket. 4. The switch coil circuit can be tested as described in Coil Test.

Installation 1. Attach the magnetic switch to the mounting bracket using the cap screws and lock washers previously removed.

If the ohmmeter reads OL, the coil is open and the switch must be replaced. If the ohmmeter reads 0 ohms, the coil is shorted and the switch must be replaced. 2. Place one of the ohmmeter probes on a coil terminal and another on the switch mounting bracket. If the meter displays any resistance reading, the coil is grounded and the switch must be replaced. 3. The ohmmeter should display OL when the probes are placed across the switch terminals. NOTE: The switch terminals should have continuity when 24 VDC is applied to the coil terminals. However, high resistance across the internal switch contacts due to arcing etc. could prevent the switch from delivering adequate current to the cranking motor. If the coil tests are satisfactory, but the switch is still suspect, replace with a new part.

2. Inspect the cables and the switch terminals. Clean as required and install the cables. 3. Install the diode across the coil terminals, if equipped. Ensure the diode polarity is correct. Attach the wires from the truck harness to the coil terminals shown in Figure 2-14. 4. Connect battery power as described in Cranking Motors - Installation.

FIGURE 2-14. MAGNETIC SWITCH ASSEMBLY

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D2-21

NOTES

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D02036

SECTION D3 ELECTRICAL SYSTEM COMPONENTS INDEX

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

D03032 08/07

Electrical System Components

D3-1

NOTES

D3-2


08/07 D03032

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

FIGURE 3-1. REAR ELECTRICAL COMPARTMENT 1. Automatic Transmission Controller (ATC) 2. Fuse Panel 3. Retard Control Module (RCM) 4. Vehicle Health Monitoring System (VHMS) 5. VHMS Download Connector

D03032 08/07

6. Payload Meter Download Connector 7. CENSE Engine Download Connector (SDA12V160 Only) 8. Engine Maintenance Light 9. QSK Engine Communications Connector


D3-3

FIGURE 3-2. REAR ELECTRICAL COMPARTMENT (Enclosure Removed) 1. Automatic Lubrication System Timer 2. Ground Bus Bars 3. Power Bus # 1, 24V Battery Direct Power 4. Power Bus # 2, 24V Battery Disconnect Power 5. Power Bus # 3, 24V Key Controlled Power 6. Power Bus # 4, 12V Key Controlled Power

D3-4

7. Relay Centers 8. Turn Signal Flasher 9. Steering Bleeddown Timer 10.Windshield Wiper Delay Timer 11.External Harness Interface Connection Panel 12.ORBCOMM Modem


08/07 D03032

CIRCUIT BREAKERS Table 1 lists the truck circuit breakers located at the battery box and on the AC/heater unit.

TABLE 1. CIRCUIT BREAKER CHART CIRCUIT BREAKER IDENTIFICATION No.

AMPS

VOLTS

CIRCUIT NUMBER IN

CONTROL DESCRIPTION

OUT LOCATION: BATTERY BOX

CB24V

50

+24

3

12

24 Volt Control Power (To Power Bus #3 on Cab Rear Wall)

CB12V

50

+12

4

12V


LOCATION: AC/HEATER UNIT A/C-CB

20

+24

12AC

-

Internal Automatic Reset Circuit Breaker

Always replace a circuit breaker with one of the same amperage capacity as the one being removed. Place the battery disconnect switch in the OFF position before replacing circuit breakers.

D03032 08/07


D3-5

RELAY CENTER The relay centers shown in Figure 3-3 contain a maximum of 33 relays in its three convenience centers. Circuit breakers are not used on this board.

Additional circuits may be added by utilizing the available empty relays.

The relay center is in the rear electrical compartment behind the driver’s seat. Refer to Table 2 and the following diagrams for identification of the relays and circuits.

FIGURE 3-3. RELAY MODULE 1. Relay Center One 2. Relay Center Two 3. Relay Center Three

D3-6


08/07 D03032

TABLE 2. RELAY BOARD CIRCUITS RELAY

COIL CIRCUITS +

-

CONTACT CIRCUITS COM.

NO

FUNCTION NC

Relay Center 1 L

39J

39A

39J

RLNO

39AA

M

39J

39B

39J

RMNO

39BA

Green PLM Light Amber PLM Light

N

39J

39C

39J

RNNO

39CA

Red PLM Light Left Hi Beam Headlight

P

41H

—

11HA

41HA

RPNC

R

41H

—

11HB

41HB

RRNC

Right Hi Beam Headlight

S

41

—

11LA

41LA

RSNC

Right Low Beam Headlight

T

48FS

—

48FP

48F

RTNC

U V

51R

—

51T

RVNO

51S

W X

Fog Lights Not Used Steering Bleed Down Not Used

25N

—

—

RXNO

25N1

VHMS Neutral Signal

Relay Center 2 L

41

—

11LB

41LB

RLNC

Left Low Beam Headlight

M

45L

—

11CLL

45LL

45LL2

Left Turn Signal

N

45R

—

11CLR

45RL

45RLZ

Right Turn Signal

P

41TS

—

11T

41C

RPNC

Clearance Lights

R

44A1

44R1

44A1

44R

RRNC

Right Retard Light

S

44B1

44B4

44B1

44D

RSNC

Center Brake Light

T

52C1

52R1

52P

52C3

RTNC

Front Brake Cooling Valve

52C2

5ZRZ

52P

52C4

RVNC

Rear Brake Cooling Valve

U V

Not Used

W

43

11H

43

64

RWNC

Front Horn

X

43

11H

43

64

RXNC

Front Horn

Relay Center 3 L

44A1

44R4

44A1

44L

RLNC

Left Retard Light

45RR

—

46H

46

46A1

Hazard Light

R

25R

—

47A

47

RRNC

Backup Light

S

28A1

—

68B

68C

RSNC

Ether Start

T

63L1

—

63

63L

RTNC

Low Windshield Wiper

63H1

—

63

63H

RVNC

M N

Not Used

P

Not Used

U V

Not Used

W X

D03032 08/07

High Windshield Wiper Not Used

25N

—

21S

21PT

RXNC


Engine Start

D3-7

FIGURE 3-4. RELAY CENTER ONE

D3-8


08/07 D03032

FIGURE 3-5. RELAY CENTER TWO

D03032 08/07


D3-9

FIGURE 3-6. RELAY CENTER THREE

D3-10


08/07 D03032

FUSE PANEL The fuse panel is located in the rear electrical compartment behind the driver’s seat (Figure 3-7). The panel consists of three fuse blocks. Refer to the following tables and diagrams for circuit identification.

FIGURE 3-7. FUSE PANEL 1. Fuse Block 1 2. Fuse Block 2 3. Fuse Block 3

D03032 08/07


D3-11

TABLE 3. FUSE BLOCK ONE Battery Connections 1

Battery Direct Power

11

Battery Disconnect Power

Fuse

Function

Amperage

1

VHMS KEY SW SIG

5A

2

PLM LIghts

10A

3

SBDT

5A

4

Lincoln Lube

10A

5

Hoist Limit SW

5A

6

Brake Light

10A

7

Brake Controls

10A

8

Rear Retard Lt

10A

9

Komatsu Prog. Port (Key Switch)

10A

10

---

11

---

---

12

---

---

13

Tier 1 Engine Power (Battery)

14

VHMS/ORBCOMM

5A

15

Komatsu Prog. Port (Battery)

10A

16

Lube Fill Light

5A

17

Lo Beam HD LT Outside Position

15A

---

10A

18

Hi Beam HD LT Outside Position

15A

19

Hi Beam HD LT Inside Position

15A

20

Service LTS

10A

21

Fog Lights

10A

22

SBDT

5A

23

---

---

24

---

---

FIGURE 3-8. FUSE BLOCK ONE

D3-12


08/07 D03032

TABLE 4. FUSE BLOCK TWO Battery Connections 12

Key Switch 24V Power

21

Key Switch Start Signal

Fuse

Function

Amperage

1

LT Aux Turn Sig

15a

2

RT Aux Turn SIg

15A

3

Head LT Controls

5A

4

LO BM HD LT Inside Position

15A

5

Clearance Lights

15A

6

ATC

10A

7

EDP

5A

8

FRT Horn & D-LTS

15A

9

Hazard Lights

10A

10

RCM

10A

11

---

---

12

---

---

13

Start Signal

5A

14

---

---

15

---

---

16

---

---

17

---

---

18

---

---

19

---

---

20

---

21

Tier 2 Engine Power

10A

22

Tier 2 Engine Power

10A

23

Tier 2 Engine Power

10A

24

Tier 2 Engine Power

10A

---

FIGURE 3-9. FUSE BLOCK TWO

D03032 08/07


D3-13

TABLE 5. FUSE BLOCK THREE Battery Connections 13

Key Switch ACC Power

12V

Key Switch 12V Power

FUSE

FUNCTION

Amperage

1

A/C and Heater

20A

2

ATC

10A

3

Shifter

5A

4

EDP Signals

5A‘

5

---

---

6

Turn Signals

5A

7

Rear BU LT & Horn

15A

8

Deck Backup LTS

10A

9

Windshield Wiper

15A

10

Drivers Seat

5A

11

Ether Start

5A

12

---

---

13

Key SW Signal

5A

14

QSK Key Signal

5A

15

EDP

5A

16

Switch Lights

5A

17

AM/FM Radio

5A

18

Cigar Lighter

10A

19

12V AUX Power

10A

20

12V AUX Power #2

10a

21

LFT Window Motor

20A

22

RT Window Motor

20A

23

---

---

24

---

---

FIGURE 3-10. FUSE BLOCK THREE

D3-14


08/07 D03032

EXTERIOR COMPONENTS BATTERY BOX

BATTERY EQUALIZER

Battery box (1, Figure 3-11), located on the right deck, houses the four 220 amp hour, 12 volt heavy duty batteries (2). The following components are located on the outside of the enclosure: disconnect switch, circuit breakers, power relays, and battery equalizer.

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

All components except the disconnect switch are located under a protective cover.

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

GROUND LEVEL SHUT OFF SWITCH The ground level shut off switch, mounted at the base of the left access ladder, is connected in series with the battery disconnect switch. The switch removes battery power from the key switch when opened.

Test If the batteries are not being charged equally or other problems are apparent, perform the following tests: 1. Check the circuit breaker on the end of the enclosure to see if it has opened. If so, press the button to reset. 2. Measure the voltage of each individual battery. Each should measure approximately 12 volts. If not, check voltages below: a. Measure the voltage between the 24 volt terminal and ground terminal on the battery equalizer and record.

CONTROL POWER RELAYS Control power relays connect the battery circuits to the truck electrical circuits when the key switch is in RUN. Relay (8) is used in the 12 volt circuit and relay (7) is used in the 24 volt circuit.

b. Measure the voltage between the 12 volt terminal and ground terminal on the battery equalizer and record. 3. If the difference between the two voltage readings in the previous step exceeds 0.75 volts, the battery equalizer must be replaced.

CIRCUIT BREAKERS Two, fifty amp circuit breakers protect the power circuits between the batteries and the power bus bars located in the truck cab. Circuit breaker (4) is used in the 24 volt circuit and circuit breaker (5) is used in the 12 volt circuit.

D03032 08/07

A circuit breaker mounted on the battery equalizer, near the hookup terminals protects its internal circuitry. If the breaker opens, the cause must be determined and corrected and the breaker reset to restore normal operation.

When removing the battery equalizer, remove the ground connection first. Then remove the 12 and 24 volt positive cables. When installing the battery equalizer, Install the 12 and 24 volt cables first. Attach the ground cable last.


D3-15

FIGURE 3-11. BATTERY BOX AND EXTERNAL COMPONENTS 1. Battery Box 2. Batteries 3. Battery Disconnect Switch

D3-16

4. Circuit Breaker (24 Volt) 5. Circuit Breaker (12 Volt) 6. Battery Equalizer


7. Power Relay (24 Volt) 8. Power Relay (12 Volt)

08/07 D03032

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

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

Hoist limit switch (9) is located on the left frame rail just behind the pivot. The hoist limit switch sends a signal to the hoist limit solenoid in the hydraulic cabinet. The solenoid activates and blocks oil flow from the hoist pilot valve to the hoist valve. The “power up” oil supply is blocked to prevent full hoist cylinder extension, and possible damage to the cylinders. Proper switch adjustment ensures the hoist cylinder travel stops slightly before full extension. If either the body up switch or the hoist limit switch do not function as described above, adjust the switches according to the procedure on the following pages.

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

FIGURE 3-12. SWITCH CONTACTS - NORMAL AND SENSED POSITIONS

D03032 08/07


D3-17

Body-Up Switch Adjustment

Hoist Limit Switch Adjustment

Figure 3-13 shows two views of body-up switch (5) and the magnet used to activate the switch.

Prior to adjustment, the body must be raised to the maximum hoist cylinder extension and supported.

If switch adjustment is necessary, follow the procedure below:

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

1. With the body resting completely on the frame, loosen switch mounting cap screws (6) and/or the magnet adjustment cap screws (3). 2. Position the lower edge of the magnet near the upper edge of proximity switch (5), as shown in view A-A. 3. Adjust the proximity switch so the passing distance between the two targets is 15 mm (0.59 in). Tighten cap screws (6) and recheck the vertical adjustment. If necessary, readjust and tighten cap screws (3).

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

D3-18


08/07 D03032

FIGURE 3-13. BODY-UP AND HOIST LIMIT SWITCHES 1. Body - Raised Position 2. Body - Resting on Frame 3. Magnet Adjustment Cap Screws 4. Magnet (Body-Up) 5. Proximity Switch (Body-Up)

D03032 08/07

6. Switch Mounting Cap Screws 7. Mounting Bracket (On Frame) 8. Switch Mounting Cap Screws 9. Proximity Switch (Hoist Limit) 10. Magnet (Hoist Limit)


D3-19

SPEED SENSORS A speed sensor (Figure 3-15), located in the brake assembly in each rear wheel provides individual wheel speed signals to the RCM. The speed signals are used to determine truck speed and to monitor wheel slip. The sensors are mounted in the brake hub and adjusted to provide a slight gap between the tip of the sensor and the gear teeth on the periphery of the seal carrier. Each sensor is supplied with +18 volts through pin A. Pin B is common (-) and grounded to the sensor shell. Pin C provides the signal out. No maintenance is required, normally. However, it is necessary to adjust the sensor after brake rebuild.

FIGURE 3-14. HOIST LIMIT SWITCH OPTIMUM SETTING

FIGURE 3-15. SPEED SENSOR ASSEMBLY 1. Sensor Body 2. Lock Nut

D3-20


3. Connector End

08/07 D03032

Sensor Adjustment

GENERAL TROUBLESHOOTING

NOTE: Sensor adjustment must be performed before the tires and rims are installed.

When troubleshooting electrical system circuit and component problems, it is necessary to follow a logical diagnosis procedure.

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

It is important to verify the batteries are fully charged, electrical harnesses and connectors have not been physically damaged and all connectors are clean and properly secured. The following basic steps may eliminate many electrical problems: 1. Verify the batteries are fully charged and the battery disconnect switch is closed. Ensure the control power relays for the 12 volt and 24 volt power circuits are functioning. 2. Check all cable connections at the batteries in the battery box. They must be clean, with no corrosion. If necessary, open the battery disconnect switch. Remove the cables and clean the battery terminals and connectors with a baking soda/water solution using a stiff, non-wire brush. Flush with clean water. Reinstall the cables and tighten securely.

To prevent possible damage to the battery equalizer system, the following procedure must be followed when the battery cables are removed or installed. • When removing cables, disconnect remove the positive (+) cables first.

and

• Remove the negative (-) cables last. • When installing the cables, negative cables (-) first.

install

the

• Install the positive cables (+) last.

FIGURE 3-16. SPEED SENSOR ADJUSTMENT 1. Speed Sensor 2. Locknut

D03032 08/07

3. Brake Assembly


D3-21

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

Always install a new circuit breaker with the same current rating as the breaker being replaced. A higher rated breaker could allow the circuit to overheat and possibly result in a fire. A circuit breaker with a lower rating will not allow the circuit to operate properly.

D3-22


08/07 D03032

SECTION D10 CHARGING SYSTEM INDEX

CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3 PRIMARY CAUSES OF CHARGING SYSTEM MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . D10-3 Excessive heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Dirt and dust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3 PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-4 Alternator Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-4 Alternator Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-4 Belt Tension And Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-4 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-4 ALTERNATOR PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-4 ALTERNATOR CABLE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5 VOLTAGE REGULATOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6 ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8

D10004 04/08

Charging System

D10-1

NOTES

D10-2

Charging System

04/08 D10004

CHARGING SYSTEM The charging system is an important part of the electrical system. It provides electrical current for the lights, the radio, the engine electrical systems, and all other electrical accessories. It also maintains the batteries in a charged state, recharging them as necessary. The charging system has three main components: the alternator, the voltage regulator, and the batteries. To properly service the charging system, a good understanding of how each component works is necessary. The alternator generates electrical power to operate accessories and to recharge the batteries. The alternator is driven by a belt located off of an accessory pulley. Mechanical energy from the drive pulley is converted by the alternator into electrical energy for the batteries and the electrical system. The alternator is a brushless alternator designed to generate high output at low speeds. The alternator is also designed to withstand high heat exposure and vibration. The 24 volt alternator is capable of generating 140 amps of electrical power. The voltage regulator controls alternator output and senses when the batteries need recharging, and increases in electrical demand. The voltage regulator adjusts alternator output, accordingly. The batteries are a reservoir of chemical electrical power. Their primary purpose is to provide electrical energy for engine cranking. The batteries also supply power to vehicle accessories when the electrical load is too great for the alternator, alone.

D10004 04/08

PRIMARY CAUSES OF CHARGING SYSTEM MALFUNCTION There are several environmental and product application factors that can cause the charging system to malfunction. The most common factors are listed below. Excessive heat Prolonged operation in excessive temperatures can damage an alternator. Damaging heat levels can be generated in different ways. A build-up of dirt, either externally or internally, diminishes the ability to dissipate heat from the external surface and diminishes airflow through the unit. Missing air ducts and heat shields can also lead to overheating. Ensure any heat shields or air ducts are properly installed. Dirt and dust Charging system components operate less efficiently when a buildup of dirt particles forms around wire and cable connections. Dirty connection points impair the flow of electrical current. Vibration If charging system components are not securely mounted to the truck, the resulting vibration can damage sensitive internal components. Poorly mounted components will also diminish the performance of the belt drive. This is very important on high powered engines.

Charging System

D10-3

TROUBLESHOOTING

PREVENTIVE MAINTENANCE PROCEDURES The object of preventive maintenance is to identify and correct potential problems before they occur. There are three preventive maintenance procedures that can greatly enhance the efficiency of charging system functions. These three procedures also represent the initial steps to follow when fully diagnosing a problem in the charging system. Preventive maintenance procedures are as follows: Alternator Cleanliness Ensure that all alternator surfaces are clean. A buildup of dirt, grease or dust may result in poor performance and/or damage to the alternator. Air flow passages must be clear of debris so that air can easily pass through the unit. All electrical connection points must be clean and free from corrosion.

Timely preventive maintenance of the charging system will help keep it operating smoothly. However, when a problem does occur, effective diagnostic procedures will help you locate and correct the problem. Before analyzing the charging system, ensure the batteries have been properly tested and are at least 75% charged. Otherwise, any electrical tests conducted on the charging system will be inaccurate. If the troubleshooting diagnosis points to a faulty alternator, a new alternator must be installed. If the vehicle has had a history of charging problems and system failure has been eliminated, it may be necessary to reevaluate the capacity of the alternator. The addition of add-on electrical devices also make it necessary to reevaluate the capacity of the alternator. Consult your area support manager for questions regarding this issue.

Alternator Mounting Charging system components must be securely mounted to their brackets. Mounting brackets must be bolted securely to the engine. If charging system components are poorly mounted, damaging vibration and diminished belt drive performance will result. Ensure all components are securely mounted to the truck. Verify that all mounting components are in good condition and that the belt drive system is in proper alignment.

ALTERNATOR PERFORMANCE TEST 1. Connect a voltmeter to the alternator output terminals and an ammeter to the positive output cable, as shown in Figure 10-1. Position the ammeter at least 15 cm (6 in.) away from the alternator to eliminate the possibility of faulty readings. Ensure voltage is present at the output terminals.

Belt Tension And Condition Proper belt tension must be checked regularly. A loose belt will slip on the pulley, and fail to turn the rotor inside the alternator. This results in insufficient charging. Check the belt tension with a belt tension gauge. Refer to the engine manufacture’s specifications for proper belt tension. Before checking the belt tension, inspect it for glazing, cracks or dryness. If the belt is worn or damaged, replace the belt. If the belt is in good condition, use a belt tension gauge and check the results. If belt tension is below specifications, a new belt tensioner must be installed. Check the alternator belt tension every 10,000 miles.

D10-4

FIGURE 10-1. ALTERNATOR PERFORMANCE TEST

Charging System

04/08 D10004

ALTERNATOR CABLE TEST 2. Start the engine and operate at 1500 rpm. Ensure that all vehicle loads, such as the radio, are turned off and the reading on the ammeter is less than 20 amps. If the ammeter reading is greater than 20 amps, double check that all vehicle loads are turned off and that the batteries are fully charged. 3. Record the voltage on the voltmeter. The reading should be between 27.8 - 28.4 volts.

1. To test the positive cable, connect the ammeter to the positive cable from the alternator. Ensure the ammeter is at least 15 cm (6 in.) away from the alternator to eliminate the possibility of faulty readings. 2. Connect the negative lead of the voltmeter to the positive terminal of the alternator. Connect the positive lead of the voltmeter to the positive terminal on the battery. Refer to Figure 10-2.

If the voltage is not within this ranges, adjust the voltage regulator. Refer to Voltage Regulator Adjustment. If the regulator can not be adjusted within this range, the alternator is defective.

ALTERNATOR PERFORMANCE TEST LOAD APPLIED 1. With the meters connected as shown in Figure 10-1, start the engine and operate at 1500 rpm. 2. Turn on vehicle loads until 75% of the rated output (105 amps) is reached on the ammeter display. Record the voltage on the voltmeter. An alternative method for applying a load is to use a carbon pile tester. Connect a carbon pile tester across the batteries, and adjust the carbon pile until the desired reading is obtained on the ammeter. Record the voltage on the voltmeter.

FIGURE 10-2. POSTIVE CABLE TEST

3. Shut off the engine. 4. Compare the reading to that taken during the alternator performance test. If the alternator voltage dropped more than 0.7 volts, the alternator is defective.

3. Start the engine and operate at 1500 rpm. Turn on vehicle loads, such as the radio, until 75% of the rated output (105 amps) is reached on the ammeter display. If necessary use a carbon pile tester to apply a load on the alternator. Record the voltage on the voltmeter. If the reading is greater than 0.5 volts, check all wire connections between the alternator and the battery. Check the condition of each cable. Clean, repair or replace cables and connections, as necessary. If the reading is less than 0.5 volts, the cable is good. Turn off the vehicle loads and shut off the engine.

D10004 04/08

Charging System

D10-5

4. To test the negative cable move the negative lead of the voltmeter to the negative terminal of the battery. Connect the positive lead of the voltmeter to the negative terminal of the alternator. Refer to Figure 10-3. 5. Start the engine and operate at 1500 rpm. Turn on vehicle loads, such as the radio, until 75% of the rated output (105 amps) is reached on the ammeter display. If necessary use a carbon pile tester to apply a load on the alternator. Record the voltage on the voltmeter. If the reading is greater than 0.5 volts, check all wire connections between the alternator and the battery. Check the condition of each cable. Clean, repair or replace cables and connections, as necessary. If the reading is less than 0.5 volts, the cable is good. Turn off the vehicle loads and shut off the engine.

VOLTAGE REGULATOR ADJUSTMENT The voltage regulator is factory set to operate at 28.2 volts. If adjustment is necessary after performing the alternator performance test, follow the steps below. 1. Access the voltage regulator adjustment screw. Refer to Figure 10-7 for the location of the adjustment screw. 2. Install a voltmeter across the positive and negative output terminals of the alternator. Install an ammeter at least 15 cm (6 in.) away on the positive output cable. Refer to Figure 10-1. 3. Start the engine and operate at approximately 850 rpm (alternator @ 3000 rpm). 4. Create an electrical load of 10-15 amps by turning on lights or other accessories. 5. Check the voltage on the voltmeter. Acceptable voltage ranges from 27.8 - 28.4 volts with the desired voltage being 28.2 volts. If it is necessary to adjust the voltage, turn the adjustment screw clockwise to raise the voltage. Turn the screw counterclockwise to lower the voltage. If the voltage cannot be adjusted to within the specifications, the alternator is defective and must be replaced.

FIGURE 10-3. NEGATIVE CABLE TEST

FIGURE 10-4. VOLTAGE REGULATOR ADJUSMENT SCREW

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Charging System

04/08 D10004

ALTERNATOR Removal 1. Park the truck and shut off the engine. Disconnect the batteries with the battery disconnect switch located on the battery box. 2. Tag all cable and wire connections at the rear of the alternator and disconnect. 3. Remove the cap screws that secure belt guard (2, Figure 10-5). Remove the belt guard assembly from the engine.

FIGURE 10-6. ALTERNATOR PULLEY 1. Nut

2. Pulley

FIGURE 10-5. ALTERNATOR BELT GUARD 1. Capscrews

2. Belt Guard

4. Use a breaker bar to rotate the belt tensioner to remove the tension from the alternator belt. With the tensioner released, remove the belt from the alternator pulley. Inspect the alternator belt for glazing, cracks or others signs of wear. If excessively worn, discard the belt. 5. If it is necessary to remove the belt pulley, remove pulley nut (1, Figure 10-6) and the washer that secures pulley (2) to the alternator. Remove the pulley. 6. Remove the mounting cap screws (2, Figure 10-7) from the alternator.

FIGURE 10-7. ALTERNATOR MOUNTING 1. Alternator

2. Mounting Cap Screw

7. Lift the alternator from the mounting bracket.

D10004 04/08

Charging System

D10-7

Installation 1. Ensure the battery disconnect switch on the battery box is open in order to isolate battery power from the truck. 2. Place the alternator into position on the mounting bracket. Install mounting cap screws (2, Figure 10-7) 3. If removed, install pulley (2, Figure 10-2), and secure with nut (1) and the washer. Tighten to 102 ± 7 N·m (75 ± 5 lb ft). 4. Attach the cable and wire connections at the rear of the alternator. 5. Use a breaker bar to rotate the belt tensioner to allow installation of the drive belt. Install the belt and ensure the belt is aligned and positioned properly in the grooves. 6. Place belt guard (2, Figure 10-1) into position over the alternator. Install the cap screws that secure the guard to the engine. 7. Connect battery power to the truck by closing the battery disconnect switch on the battery box. 8. Verify the alternator is charging properly. Refer to Alternator Performance Test.

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Charging System

04/08 D10004

FIGURE 10-8. ALTERNATOR - EXPLODED VIEW 1. Front Housing 2. Rotor Assembly 3. Stator Assembly 4. Rear Housing 5. Fan 6. Pulley 7. Front Bearing 8. Rear Needle Bearing

D10004 04/08

9. Front Bearing Retainer 10. Rear Bearing Seal 11. Positive Diode Ring 12. Negative Diode Ring 13. Rectifier Cable, Rectifier-A/C Cable 14. Woodruff Key

15. Terminal Stud Package - Negative 16. Terminal Stud Package - Positive 17. Terminal Stud Package - A/C 18. Thru Bolt Package 19. Cover Shield

Charging System

20. Terminal Block 21. Coil Assembly 22. Pulley Locknut 23. Flat Washer 24. A/C Flag Terminal 25. Regulator 26. Spacer 27. Hardware Package

D10-9

FIGURE 10-9. ALTERNATOR WIRING DIAGRAM

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Charging System

04/08 D10004

SECTION D11 AUTOMATIC TRANSMISSION CONTROLLER INDEX

AUTOMATIC TRANSMISSION CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-3 GEAR SELECTOR POSITIONS AND AUTOMATIC GEAR SHIFTING RANGES . . . . . . . . . . . D24-4 TRANSMISSION OPERATING MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-5 NETWORK DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-5 SHIFT LOGIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7 Shift Lever Position D, Up-Shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7 Shift Lever Position D, Down-Shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7 Shift Lever Positions 6, 5, 4, 3, 2, L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7 Shift Lever Positions R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7 Shift Lever Position N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7 Gear Shift Time Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7 SAFETY FUNCTIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8 Down-Shift Inhibitor Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8 Neutral Safety Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8 Directional Inhibit Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8 Powertrain Overrun Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8 Reverse Safety (Dump Body Raised) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8 Speed Range Limit Function (Dump Body Raised) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8 Self-diagnostic function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8 ATC REAL TIME MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-9 LIMP HOME MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-9 Limp Home Procedure 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-12 Limp Home Procedure 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-12 Limp Home Procedure 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-12 Limp Home Procedure 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-12 Limp Home Procedure 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-12 Limp Home Procedure 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-12 Limp Home Procedure 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-12

D11012 08/11

Automatic Transmission Controller

D11-1

NOTES

D11-2


08/11 D11012

AUTOMATIC TRANSMISSION CONTROLLER

FIGURE 11-1. AUTOMATIC TRANSMISSION CONTROLLER The automatic transmission controller (ATC) is located behind the passenger seat in the rear electrical compartment. The main function of the controller is to manage the operation of the automatic transmission.

Those valves control the initial pressure, buildup rate, and torque-off time of each clutch according to the condition of the machine to reduce the gearshift shocks, prevent gearshift hunting, and improve the durability of the clutch.

Upon receiving the shift position signal from the shift lever, acceleration signal from the accelerator pedal, speed signal from the transmission, and signals from various switches and sensors, the ATC automatically sets the transmission in the most suitable gear speed.

Upon receiving the signals from the switches and sensors to drive the display, cautions, and pilot lamps of the machine monitor, the transmission controller sends them to the network.

In addition, the ATC controls the torque converter lockup system and the brake system to prevent overrun. Each of the clutch packs of the transmission and the torque converter lockup clutch pack has electronically controlled modulation valves to control the clutches independently.

D11012 08/11

The ATC has a self-diagnostic function which divides the input and output systems further into small parts. The self-diagnostic function is displayed on the machine monitor display. Speed sensors are installed at four places (engine, transmission input shaft, intermediate shaft, and output shaft). This makes it possible to detect slippage of the transmission clutches and to protect the transmission when there is any abnormality in the hydraulic system.


D11-3

When an abnormality is detected, the ATC transmits the details to the network and to the machine monitor to display the failure. The ATC also provides a limp home mode in the event of a failure in the electrical system. The limp home mode can be used to drive an impaired truck to a safe location for repair.

GEAR SELECTOR POSITIONS AND AUTOMATIC GEAR SHIFTING RANGES The automatic gear shifting ranges for each position of the range selector lever are shown in Figure 11-2.

Note that when the operator selects D, the recommended range for normal operation, the transmission controller will engage 2nd gear and automatically shift through the 3rd through 7th gear ranges as required. This will result in the most economical operation. If the operator selects 3, 4, or 5, the transmission will initially select 1st gear and then upshift only as far as the gear selected. These positions provide more effective retarding on grades. If the F1 start switch is activated, the transmission will always start in F1 even though the shift lever is in the DRIVE position. This switch is used for the inhibition of driving under the torque converter range. For example, torque converter lock-up clutch off if in F2 and available for prevention of torque converter overheat.

FIGURE 11-2. GEAR RANGES

FIGURE 11-3. AUTOMATIC GEARSHIFTING GRAPH

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08/11 D11012

TRANSMISSION OPERATING MODES

NETWORK DATA

Transmission upshifts or downshifts are determined by two types of shift maps programmed into the transmission controller. The table below shows the conditions that must be satisfied for the transmission controller to select either the braking mode or the normal mode.

The following tables list the data transmitted from the transmission controller to the network. RTCDB1 (Machine Monitor and Retard Controller) (Updated every 10 msec) Number

OPERATING MODES MODE

CONDITIONS

Braking Mode

When either of the following conditions are satisfied: 1. Rear brake signal ON (service brake, retarder, or emergency brake applied) 2. Accelerator pedal released.

Normal Mode

All other conditions

1

Output shaft rotation number

2

Engine Speed

3

Brake command (front wheel)

4

Brake command (rear wheel)

5

Accelerator pedal position

RTCDB1 (Machine Monitor and Retard Controller) (Updated every 10 msec)

In the braking mode of operation, the down-shift point and up-shift point are both raised, increasing engine rpm to provide additional oil flow for retarder cooling, and to increase engine braking.

D11012 08/11

Item

Number

Item

1

Gear speed

2

Shift lever position

3

Torque converter oil temperature

4

Lock-up status

5

F1 start switch

6

Neutral safety alarm

7

Overrun alarm

8

Emergency escape condition

9

Status of overrun prevention brake

10

Model setting abnormality condition

11

Option setting abnormality condition

12

Alternator R terminal

13

Key switch C terminal

14

Engine speed sensor abnormality

15

Throttle sensor abnormality condition

16

Fuel level

17

Engine coolant temperature

18

Body seating

19

Float caution

20

Service brake signal

21

Retarder brake signal

22

Parking brake signal

23

ARSC operation (ready lamp)

24

ASR command (operation ON/OFF)

25

Steering oil pressure low

26

Brake accumulator pressure low


D11-5

RTCDB1 (Machine Monitor and Retard Controller) (Updated every 10 msec) Number

Item

RPC-k (irregularly updated) Number

Item

27

ARSC travel speed setting

1

Model selection information

28

Retarder oil temperature (front)

2

29

Retarder oil temperature (rear, left)

30

Retarder oil temperature (rear, right)

31

Retard controller model setting fault

32

Retard controller option setting fault

Option selection information [Option item] a. Maximum gear speed setting b. Maximum gear speed setting for the body-up state c. Correction amount for tire size

The following tables list the data transmitted from the network to the transmission controller. RTCDB1 (Machine Monitor and Retard Controller) (Updated every 10 msec) Number

Item

1

Seat unoccupied judgement

2

Retarder switch condition (front)

3

Retarder switch condition (rear)

RTCDB2 (Machine Monitor and Retard Controller) (Updated every 100 msec) Number

Item

1

Service meter

2

AISS inhibit switch

3

Engine coolant temperature

4

Service brake signal

5

Retarder brake signal

6

Parking brake signal

7

ARSC operation (ready lamp)

8

ASR command (operation ON/OFF)

9

Steering oil pressure lowered

10

Brake accumulator pressure low

11

Retard controller model setting fault

12

Retard controller option setting fault

13

ARSC travel speed setting

14

Retarder oil temperature (front)

15

Retarder oil temperature (rear, left)

16

Retarder oil temperature (rear, right)

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08/11 D11012

SHIFT LOGIC NOTE: Safety functionality of the ATC may cause the transmission to operate in a manner different than described below. Refer to Safety Functionality in this chapter for more information.

Shift Lever Positions R

Shift Lever Position D, Up-Shifting

Shift Lever Position N

When the shift lever is set in position D, the transmission is set to the F2 torque converter range. When the accelerator pedal is depressed, the engine speed increases. When the transmission input shaft speed reaches 1250-1300 rpm, the lock-up clutch is engaged, so the torque converter is directly engaged and the transmission is set to direct travel.

None of the transmission clutches are actuated in N.

When engine speed reaches 1950-1960 rpm, the transmission up-shifts to F3. While the transmission is up-shifting, engine speed is lowered. A command is sent to the engine controller in order to reduce the shock when shifting. Immediately after up-shifting, engine speed momentarily goes down, but as the truck accelerates, engine speed rises again. The transmission up-shifts to F4 through F7 in the same manner as described above.

The transmission can only operate in reverse in one gear range.

Gear Shift Time Delay In the automatic shift range, a time delay is used to prevent the gears from being shifted within a set time. The time delay is used to prevent erratic shifting caused by excessive variation in speeds during the shift. • The gearshifting time delay is controlled precisely by each gearshifting pattern through the use of the all-range electronic modulation system. The approximate values for the gearshifting pattern and gearshifting time delay are shown in the diagram below.

Shift Lever Position D, Down-Shifting When the load increases and engine speed decreases to 1300-1390 rpm, the transmission down-shifts one gear range. For example, when traveling in F7, the transmission down-shifts to F6. As engine speed decreases further and the transmission down-shifts in turn to F2, the torque converter lock-up clutch is disengaged and the transmission enters torque converter drive.

FIGURE 11-4. GEARSHIFT TIME DELAY

NOTE: In the above explanation, the set speed or actuation may differ according to travel conditions. For details, see the automatic gearshifting graph, Figure 11-3. Shift Lever Positions 6, 5, 4, 3, 2, L The shift logic when automatically shifting from F1 to (F6, F5, F4, F3, F2) is the same as "shift lever position D", described above.

D11012 08/11


D11-7

SAFETY FUNCTIONALITY Down-Shift Inhibitor Function

Powertrain Overrun Prevention

When the shift lever is moved from a higher gear down to a lower gear while skipping gears in between, the down-shift inhibitor prevents the transmission from skipping ranges.

The powertrain overrun prevention function prevents overrun of the engine, torque converter, and transmission, improving durability and reliability.

For example, when traveling in D (F7), even if the shift lever is moved to 5, the transmission does not shift directly from F7 to F5. It down-shifts incrementally from F7 to F6 to F5 with regard to travel speed. This prevents hard shifting of the transmission, even in the event of operator error.

If engine speed increases to more than 2250 rpm, the central warning lamp flashes and the alarm buzzer sounds to signal an overrun condition. If engine speed increases to more than 2300 rpm, the rear brake is automatically actuated. However, even if engine speed is below 2300 rpm, the brake is automatically actuated if a symptom of overrun is detected.

Neutral Safety Function This function prevents the engine from starting when the shift lever is not in the N position. This prevents the machine from moving unexpectedly when the engine is started.

Reverse Safety (Dump Body Raised) The truck will not travel in reverse if the dump body is not completely lowered.

Directional Inhibit Function When traveling in reverse at a speed of more than 4 km/h (3 mph), the directional inhibit function prevents the transmission from shifting to a forward gear regardless of shift lever position. When this occurs, the engine speed is lowered to reduce the travel speed, and when the travel speed falls below 4 km/h (3 mph) the transmission is then shifted to a forward gear. The same occurs when traveling in a forward gear at a speed of more than 4 km/h (3 mph). The directional inhibit function prevents the transmission from shifting in reverse regardless of shift lever position. When this occurs, the speed range is automatically shifted to N, and the engine speed is lowered to reduce the travel speed. When the travel speed falls below 4 km/h (3 mph), the transmission is shifted to reverse. When starting the engine, if the machine is already in motion, at a speed of more than 4 km/h (3 mph), the machine will not move and the transmission will be held at N, regardless of shift lever position. When travel speed falls below 4 km/h (3 mph), the transmission will engage the proper gear according to shift lever position.

Speed Range Limit Function (Dump Body Raised) If the body is not completely lowered after dumping a load, up-shifting is limited. If the shift lever is in D, the truck will start in F2 or F1 if the F1 start switch is on. If the shift lever is anywhere in between positions 6 through L, the truck starts in F1. The transmission will not up-shift until the body is completely lowered.

Self-diagnostic function The controller performs self-diagnosis of the system and displays any abnormalities. The details of the self-diagnosis are displayed on a monitor. If any abnormality is detected during self-diagnosis, the abnormality data is transmitted to the network and is displayed as an action code on the machine monitor. The transmission system caution, warning lamp, or alarm buzzer may also be actuated.

The directional inhibit function prevents overload on the powertrain, improving durability and reliability.

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08/11 D11012

ATC REAL TIME MONITORING The state of the transmission controller input and output signals can be checked using the real-time monitor function on the machine monitor. Refer to Section D, Machine Monitor, for an overview of using the machine monitor.

D11012 08/11

LIMP HOME MODE If any problem occurs in the transmission electrical system it may disable the engine and prevent travel via the transmission. If such a problem occurs, it may be possible to temporarily restore the transmission electrical system to move the truck to a safe place. Refer to Table 1 for information on determining limp home procedures.


D11-9

TABLE 1. LIMP HOME CONDITIONS AND PROCEDURES Failure Code

Condition When Problem Occurred

Limp Home Procedure

Starting Gear Speed Set With Lever Position After Escape Operation

1500L0

Condition 2

Procedure 2

-

15G0MW

Condition 2

Procedure 3

D – L: F2

15H0MW

Condition 7

Procedure 1

D – L: F2, R: R

15J0MW

Condition 7

Procedure 1

D – L: F2, R: R* (RM)

15K0MW

Condition 7

Procedure 3

D – L: F1, R: R

15L0MW

Condition 7

Procedure 3

D – L: F2, R: R

15M0MW

Condition 7

Procedure 3

D – L: F2, R: R

15X0MW

Condition 7

Procedure 1

D – L: F1, R: R

15SBL1

Condition 7

Procedure 1

15SBMA

Condition 3

Procedure 1

D – L: F2

R: R

15SCL1

Condition 7

Procedure 1

D – L: F3

15SCMA

Condition 7

Procedure 1

D – L: F2, R: R

15SDL1

Condition 7

Procedure 1

D – L: F1, R: R

15SDMA

Condition 7

Procedure 1

D – L: F2, R: R* (M,R)

15SEL1

Condition 7

Procedure 1

D – L: F2

15SEMA

Condition 7

Procedure 1

D – L: F1, R: R

15SFL1

Condition 7

Procedure 1

D – L: F1

15SFMA

Condition 7

Procedure 1

D – L: F2, R: R

15SGL1

Condition 7

Procedure 1

D – L: F3* (L,3rd)

15SGMA

Condition 7

Procedure 1

D – L: F2, R: R

15SSL1

Condition 7

Procedure 1

D – L: F2, R: R* (M,R)

15SSMA

Condition 3

Procedure 1

D – L: F1, R: R

15SJMA

Condition 1

Procedure 1

D – L: F2, R: R

DAQ0KK

Condition 1

Procedure 5

If display becomes normal, machine can travel normally (Note 1).

DAQ2KK

Condition 1

Procedure 4


DAQ9KQ

Condition 4

Procedure 6

-

DAQRKR

Condition 2

Procedure 5


DAQRMA

Condition 4

Procedure 1

D – L: F2, R: R

DDTHKA

Condition 1

Procedure 1

D – L: F3

DDTJKA

Condition 1

Procedure 1

D – L: F1, R: R

DDTKKA

Condition 1

Procedure 1

D – L: F2

DDTLKA

Condition 1

Procedure 1

D – L: F1

DDTMKA

Condition 1

Procedure 1

D – L: F3* (L,3rd)

DDTNKA

Condition 1

Procedure 1

R: R

DDTRKA

Condition 1

Procedure 1

D – L: F2, R: R* (M,R)

DF10KA

Condition 5

Procedure 7


D11-10


Remarks

Condition 1 Gear speed is kept fixed even after restart. If lever is set to N position, gear is set in neutral. Condition 2 Transmission shifts to neutral suddenly during travel. Once the truck stops, the transmission remains in neutral, but the truck will not start when lever is operated. Condition 3 Transmission shifts to neutral suddenly during travel. Condition 4 After engine is started, gear is kept in neutral and machine does not start when lever is operated. Condition 5 Lever responds abnormally and does not work. If lever is operated, gear is set in neutral. Condition 6 Gear speed is kept fixed and gear is not shifted from fixed gear after machine restarts. If lever is set to N position, gear is set in neutral but cannot be shifted any more. Condition 7 Proper clutch for travel is used and gear speed is fixed. If there is not proper clutch, gear is set in neutral. If lever is in N position, gear is set in neutral. Note 1 Even if problem disappears, gear is kept in neutral until the lever is moved

08/11 D11012

TABLE 1. LIMP HOME CONDITIONS AND PROCEDURES Failure Code

Condition When Problem Occurred

Limp Home Procedure

Starting Gear Speed Set With Lever Position After Escape Operation

DF10KB

Condition 5

Procedure 7


DLE2KA

Condition 1

Procedure 1

D – L: F1, R: R

DLE2LC

Condition 1

Procedure 1

D – L: F1, R: R

DLF1KA

Condition 1

Procedure 1

D – L: F2, R: R

DLF1LC

Condition 1

Procedure 1

D – L: F2, R: R

DLF2KA

Condition 1

Procedure 1

D – L: F2, R: R

DLF2LC

Condition 1

Procedure 1

D – L: F2, R: R

DLT3KA

Condition 6

Procedure 3

D – L: F2, R: R

DLT3LC

Condition 6

Procedure 3

D – L: F2, R: R

DXH1KA

Condition 1

Procedure 1

D – L: F2, R: R

DXH1KB

Condition 1

Procedure 1

D – L: F2, R: R

DXH1KY

Condition 1

Procedure 1

D – L: F2, R: R

DXH2KA

Condition 7

Procedure 1

D – L: F2, R: R

DXH2KB

Condition 7

Procedure 1

D – L: F2, R: R

DXH2KY

Condition 7

Procedure 1

D – L: F3

DXH3KA

Condition 7

Procedure 1

D – L: F2, R: R* (M,R)

DXH3KB

Condition 7

Procedure 1

D – L: F2, R: R* (M,R)

DXH3KY

Condition 7

Procedure 1

D – L: F1, R: R

DXH4KA

Condition 7

Procedure 1

D – L: F1, R: R

DXH4KB

Condition 7

Procedure 1

D – L: F1, R: R

DXH4KY

Condition 7

Procedure 1

D – L: F2

DXH5KA

Condition 7

Procedure 1

D – L: F2, R: R

DXH5KB

Condition 7

Procedure 1

D – L: F2, R: R

DXH5KY

Condition 7

Procedure 1

D – L: F1

DXH6KA

Condition 7

Procedure 1

D – L: F2, R: R

DXH6KB

Condition 7

Procedure 1

D – L: F2, R: R

DXH6KY

Condition 7

Procedure 1

D – L: F3* (L,3rd)

DXH7KA

Condition 3

Procedure 1

D – L: F2

DXH7KB

Condition 3

Procedure 1

D – L: F2

DXH7KY

Condition 7

Procedure 1

DXJ7KA

Condition 3

Procedure 1

D – L: F1, R: R

DXJ7KB

Condition 3

Procedure 1

D – L: F1, R: R

DXJ7KY

Condition 7

Procedure 1

D – L: F2, R: R* (M,R)

D11012 08/11

R: R


Remarks

Condition 1 Gear speed is kept fixed even after restart. If lever is set to N position, gear is set in neutral. Condition 2 Transmission shifts to neutral suddenly during travel. Once the truck stops, the transmission remains in neutral, but the truck will not start when lever is operated. Condition 3 Transmission shifts to neutral suddenly during travel. Condition 4 After engine is started, gear is kept in neutral and machine does not start when lever is operated. Condition 5 Lever responds abnormally and does not work. If lever is operated, gear is set in neutral. Condition 6 Gear speed is kept fixed and gear is not shifted from fixed gear after machine restarts. If lever is set to N position, gear is set in neutral but cannot be shifted any more. Condition 7 Proper clutch for travel is used and gear speed is fixed. If there is not proper clutch, gear is set in neutral. If lever is in N position, gear is set in neutral.

D11-11

Limp Home Procedure 1

Limp Home Procedure 5

1. Stop the truck and move the shift lever to the N position. 2. Move the shift lever again to the desired gear and drive the truck. - ND–L or NR

1. Check power to the transmission controller. If no problem is found, replace the transmission controller.

Limp Home Procedure 6 1. Check the model selection setting. If it is normal, see adjustment of transmission controller.

Limp Home Procedure 2 1. Tow the machine. If the engine cannot be started, the parking brake cannot be released without an alternate hydraulic power source. Refer to Disabled Truck Steering and Braking in Section A3 for more information.

Limp Home Procedure 7 1. Check power to the shift lever. If no problem is found, replace the shift lever.

Limp Home Procedure 3 1. Stop the truck, move the shift lever to N and apply the parking brake. 2. Locate connector CN041 in the operator cab behind the electronic display panel (EDP). 3. The key switch must be in the ON position and/ or the engine must be on to switch into limp home mode. Momentarily disconnect the limp home jumper from connector CN041 to put the machine in limp home mode. Plug the jumper back into the connector. 4. Start the engine. The truck will stay in the limp home mode until the key switch is turned OFF.

Limp Home Procedure 4 1. Check power to the ECMV solenoids. If no problem is found, replace the transmission controller.

D11-12


08/11 D11012

SECTION D15 MACHINE MONITOR INDEX

MACHINE MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-3 CHARACTER DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-3 Mode Select Switches 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-4 Service Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-4 Odometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-4 Operation Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-4 Reverse Travel Odometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-5 Filter And Oil Change Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-5 Display Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-6 Resetting The Filter/Oil Replacement Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-6 Inputting Telephone Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-7 Selecting A Language . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-7 ACTION CODE DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-8 E03 Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-8 E02 Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-9 E01 Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-9 REAL TIME MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-10 USING REAL TIME MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-10 Viewing Two Streams of Data At Once . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-11 Real Time Monitoring Codes 12 MACHINE MONITOR FLOW CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-16

D15002

Machine Monitor

D15-1

NOTES

D15-2

Machine Monitor

D15002

MACHINE MONITOR CHARACTER DISPLAY

FIGURE 15-1. Electronic Display Panel 1. Electronic Display Panel

2. Character Display

Normally, the service meter/odometer is displayed on the character display. If the machine experiences a failure or if it is necessary to perform maintenance, an action code is displayed to recommend a suitable response. When filter replacement or an oil change is necessary, the maintenance monitor caution lamp will flash, and the filter or oil to be replaced is displayed. This will occur after completion of the system check with the key switch in the ON position. Refer to Filter And Oil Change Display later in this chapter. Check the display to verify that there are no faults before driving the truck. The following table lists the various displays of the character display while in Operator Mode. Service related information can be obtained in the service modes.

D15002

Operator mode 1

Service meter, odometer display (default)*

2

Operation Information

3

Reverse travel distance display function

4

Filter replacement, oil change interval display function

5

Telephone number input function

6

Language selection function

7

PLM setup function

8

Action code display function

9

Failure code display function

*PLM information will override the default display when input is sent from VHMS. An active action code will also override the default display.

Machine Monitor

D15-3

Mode Select Switches 1 & 2 If the key switch is in the OFF position, the () portion of mode select switch 1 can be pressed to display the service meter. NOTE: If the service meter/odometer stays on while the key switch in the OFF position, a failure has occurred. Contact your Komatsu distributor for inspection.

Odometer

FIGURE 15-2. MODE SELECT SWITCHES Mode select switches 1 & 2 (Figure 15-2) are used to scroll through the machine monitor character display. The button commands are as follows: 1

Select, Run

2

Cancel, Release, Select (Yes/No Only)

3

Right, Next, Continue

4

Left, Previous, Return This meter indicates the total distance traveled in kilometers. The service meter/odometer is the default display.

Service Meter

If the key switch is in the OFF position, the () portion of mode select switch 1 can be pressed to display the odometer.

Operation Information Operation information allows the operator to view the total payload and dump counter.

This meter displays the total time that the machine has been operating. While the engine is on, the service meter/odometer is the default display. The service meter advances by one for each hour of engine operation, regardless of engine speed. The service meter advances even if the machine is not moving.

To display operation information, the character display must be at the service meter/odometer display (or an action code, if present). If another display is showing, turn the key switch to OFF, then back to ON. After the initial check and the service meter/ odometer is displayed, press the () portion of mode select switch 1. The display should switch to operator information.

NOTE: PLM information will override the default display when input is sent from VHMS. An active action code will also override the default display.

D15-4

Machine Monitor

D15002

Filter And Oil Change Display After completion of the system check after turning the key switch to ON, the character display will indicate the filters and oil which are near the replacement interval. When a maintenance interval reaches 30 hours before replacement, it will be displayed. The maintenance caution lamp will flash or illuminate at the same time. This will occur for 30 seconds. As replacement intervals approach, the maintenance caution lamp flashes. If a replacement interval has been exceeded, the lamp illuminates steady.

Reverse Travel Odometer This meter indicates the total distance traveled in reverse. 1. To display the reverse travel odometer, the character display must be at the service meter/ odometer display (or an action code, if present). If another display is showing, turn the key switch to OFF, then back to ON. After the initial check and the service meter/odometer is displayed, press the () portion of mode select switch 1. The display should switch to the operation information display.

The top line of the character display lists the name and ID number of the item needing replacement. The bottom line displays the remaining time until replacement and the total number of times the item has been replaced. If there two or more items to be displayed, they alternate at three second intervals. If there are more than 10 items to be displayed, all the items are displayed once time. The display will be active for 30 seconds, and will switch back to the default display. The filter and oil change display will return again only when the key switch is turned to the ON position again. If an action code is present however, the filter and oil change display will not be displayed until the action code has been removed. After replacing the filter or changing the oil, reset the replacement interval. Refer to Resetting The Filter/ Oil Replacement Meter.

2. Press (>) or (<) on mode select switch 2 to scroll to the reverse odometer display. 3. To close the display, press the () portion of mode select switch 1 or turn the key switch to OFF.

D15002

Machine Monitor

D15-5

Display Items Item

Interval In Hours

Character Display

ID Number

Fuel filter

250

FUEL FILT

03

Engine oil filter

250

ENG FILT

02

Engine oil

250

ENG OIL

01

Transmission oil filter

500

TM FILT

13

Corrosion resistor

250

CORR RES

06

Torque converter, transmission and brake cooling oil

1000

TC/TM/BKOIL

24

Brake cooling oil filter

1000

BK C FILT

16

Hydraulic oil filter

1000

HYD FILT

04

Differential case oil

2000

DIFF OIL

11

Final drive oil

2000

FNL OIL

08

Hydraulic oil

4000

HYD OIL

10

2. Press the () portion of mode select switch 1. The display will show a component, the replacement time and the number of times it has been changed. For the following display the fuel filter replacement time is 500 hr. The filter has been replaced 9 times.

Refer to Section P2, Lubrication and Service, for more information on maintenance items.

3. Press (>) or (<) on mode select switch 2 to display the item to be reset.

Resetting The Filter/Oil Replacement Meter The filter and oil replacement time is displayed on the character display for items needing maintenance. If a filter and/or oil have been replaced, reset the filter and oil change time.

4. When the correct item is displayed, press the () portion of mode select switch 1. The display will change to the reset display. The top line displays Reset and Item to be reset alternately.

1. Beginning at the service meter, press the () portion of mode select switch 1 to display the operation information. Press (>) or (<) on mode select switch 2 until MAINTENANCE MONITOR is displayed.

D15-6

Machine Monitor

D15002

3. Press () on mode select switch 1. This will change to the telephone input display. Up to 12 digits can be displayed for the telephone number. Input from the first digits.

5. When resetting the replacement time, press (>) or (<) on mode select switch 2 to align the cursor with YES, then press () on mode select switch 1. It will reset and return to the previous screen. To abandon, align the cursor with NO, then press () on mode select switch 1. To reset the replacement time for another item, repeat this process. After all items are reset, press () on mode select switch 1 twice or turn the key switch to OFF to exit.

4. The cursor is displayed at the input position. Press (>) or (<) on mode select switch 2 to scroll through numbers 0-9. To leave a blank, select *. When the correct digit is displayed, press () on mode select switch 1. The cursor will advance to the next position. Repeat the input process until all digits have been entered. At the last digit, press () on mode select switch 1 to input another telephone number. If there is a mistake in the input or the input is to be stopped, press () on mode select switch 1 to return to the previous screen.

Inputting Telephone Numbers 1. Beginning at the service meter display, press the () on mode select switch 1 to display the operation information. 2. Press (>) or (<) on mode select switch 2 to scroll to TEL.

When complete, press () on mode select switch 2 twice to exit or turn the key switch to OFF. All input telephone numbers will be displayed next time this display is accessed.

Selecting A Language This function can be used to change the default language for the character display. 1. Beginning at the service meter display, press the () on mode select switch 1 to display the operation information. 2. Press (>) or (<) on mode select switch 2 to scroll to the LANGUAGE display.

D15002

Machine Monitor

D15-7

ACTION CODE DISPLAYS

Stop the machine immediately when E03 codes are displayed. Contact your Komatsu distributor for repairs.

3. Press the () on mode select switch 1. The current default language is displayed.

If there is a machine failure or if maintenance is necessary, an action code is displayed on the character display to recommend a suitable response. If more than one failure is present, the most important action code is displayed. The order of importance, starting from the highest, is E03, E02, and E01. If failures of equal importance occur at the same time, the latest one is displayed. When action codes E02 or E03 occur, the alarm buzzer sounds intermittently and the central warning lamp illuminates.

E03 Codes 4. Press (>) or (<) on mode select switch 2 to select a different language. The available languages are: English, Japanese, German, French, Italian, Spanish, and Swedish.

When E03 is displayed, stop the machine immediately. Check the failure code, and contact your Komatsu distributor for repairs. Refer to Checking Failure Codes later in this chapter.

5. Press the () on mode select switch 1 to activate the new language change. The display will then return to the previous screen. If the desired language has been set, press () on mode selector switch 2 twice or turn the key switch to OFF to exit.

D15-8

Machine Monitor

D15002

E01 Codes When an E03 code is present, the top line displays E03. The bottom line alternates between CHECK RIGHT NOW and CALL. The display will alternate in 3 second intervals. The telephone number is displayed to the right of CALL. If the telephone number has not been set, the spaces will be blank. Refer to Character Display - Inputting Telephone Numbers.

When an E01 code is present, the top line of the character display will display E01. The bottom line will either display MAINTENANCE or another description that indicates the affected system. E01 codes do not require immediate attention. If desired, the truck can operate until the end of the shift before returning for service.

E02 Codes When an E02 code is present, the top line of the character display will indicate E02. The bottom line indicates whether the condition of the machine is related to overspeed or overheat. When an E02 code is displayed, it is important to act accordingly. • If an overspeed related fault is displayed, reduce the engine speed and the speed of the machine. • If an overheat related fault is displayed, safely stop the machine and operate the engine under no load at a mid-range speed.

If MAINTENANCE is displayed, check the failure code and contact your Komatsu distributor for repairs.

If an action code is still displayed after altering the operating conditions, check the failure code and contact your Komatsu distributor for repairs.

D15002

Machine Monitor

D15-9

REAL TIME MONITOR The machine monitor can monitor and display the condition of various circuits on the machine via sensors and switches. This type of interaction, called real time monitoring, can be used to troubleshoot the truck. When the desired circuit is displayed, it will show whether the output is within the parameters listed in Table 2.

4. Press (>) or (<) to scroll to the real time monitor display screen.

5. Press () to advance to the real time monitor menus. The different monitor menus are listed in Table 1. Menus 1-4 in Table 1 each contain several items that can be monitored in real time. The monitoring items are listed in Table 2. FIGURE 19-3. MODE SELECT SWITCHES

Use mode select switch 1 & 2 (Figure 19-1) to scroll through the machine monitor character display. The switches are located on the lower left switch panel

USING REAL TIME MONITOR 1. To access the real time monitor, access the service menu screen. To do this, press () and (<) simultaneously for approximately 6 seconds.

TABLE 1. REAL TIME MONITOR MENUS No. Display

System And Function

1

Monitor Panel

Machine monitor system

2

Transmission

Transmission controller

3

Brake

RCM controller

4

VHMS

VHMS controller

5

2 Items

2 item simultaneous display

6. Press (>) or (<) to scroll through the list of monitoring menus listed in Table 1.

2. Enter the access ID number, 6491. Press (>) to increase the digit and (<) to decrease the digit. Press () to move the cursor to the left and () to move the cursor to the right.

Press () to advance to the individual monitoring items listed in Table 2. Press (>) or (<) to scroll through the list of monitored items for that system. Hold the (>) or (<) to scroll at high speed.

3. Once the code is entered, press () to advance to the next display.

D15-10

Machine Monitor

D15002

Example:

Viewing Two Streams of Data At Once

For example, if you would like to monitor throttle position, press (>) or (<) to scroll through the list of monitoring menus until TRANSMISSION is reached.

It is possible to manually select two different items to view on the machine monitor. This is done by finding the desired items in Table 2, and entering the 5 digit code for each item. Follow the steps below to simultaneously view two items.

1. Choose the 2 ITEMS screen from the main menu listed in Table 1.

Press () to advance to the monitoring items. Press (>) or (<) to scroll through the list of monitored items until THROTTLE POS is displayed. The monitor should then show throttle position displayed in voltage.

2. Press () to advance to the next display.

7. Press () to freeze the data. The () icon will flash when the data is in hold mode. Press () again to make the data active.

3. Determine which two items to view on the monitor. The item list and their five-digit codes are listed in Table 2.

8. Press () to return to the upper level and the menu items listed in Table 1.

4. Enter the two, five-digit codes into the machine monitor. Press (>) to increase the digit and (<) to decrease the digit. Press () to move the cursor to the left and () to move the cursor to the right. When the codes have been entered, press () to advance to the next display.

The display will now show data for the two items. 5. Press () to move back to the code input display. 6. Continue to press () to navigate back to the service menu.

D15002

Machine Monitor

D15-11

Real Time Monitoring Codes TABLE 2. REAL TIME MONITORING CODES No.

Code

Output

Unit

1

Controller Description RCM

Part number of software

20214

Part number

--

2

RCM

Application version

20231

Application

--

3

RCM

Data Version

20232

Version data

--

0.00~5.00

V

4

RCM

ARSC set switch

37701

5

RCM

Front brake cooling valve

39800

ON [1]

OFF [0]

--

6

RCM

Rear brake cooling valve

39801

ON [1]

OFF [0]

--

7

RCM

Brake lock switch sense

39900

ON [1]

OFF [0]

--

8

RCM

Front PPC valve output (command)

33700

0~1000

mA

9

RCM

Rear left PPC valve output (command)

33802

0~1000

mA

10

RCM

Rear right PPC valve output (command)

33804

0~1000

mA

11

RCM

Front PPC valve output

33701

0~1000

mA

12

RCM

Rear left PPC valve output

33803

0~1000

mA

13

RCM

Rear right PPC valve output

33805

0~1000

mA

14

RCM

Brake apply switch

35100

ON [1]

OFF [0]

--

15

RCM

Front brake apply switch

35102

ON [1]

OFF [0]

--

16

RCM

Retard cooling oil temp (front)

30201

0~160

°C

17

RCM

Retard cooling oil temp (front)

30204

0.00~5.00

V

18

RCM

Retard cooling oil temp (rear left)

30207

0~160

°C

19

RCM

Retard cooling oil temp (rear left)

30209

0.00~5.00

V

20

RCM

Retard cooling oil temp (rear right)

30208

0~160

°C

21

RCM

Retard cooling oil temp (rear right)

30210

0.00~5.00

V

22

RCM

Brake pedal signal

44700

ON [1]

OFF [0]

--

23

RCM

Front brake cooling filter

35701

ON [1]

OFF [0]

--

24

RCM

Brake cooling filter - left

35702

ON [1]

OFF [0]

--

25

RCM

Brake cooling filter - right

35703

ON [1]

OFF [0]

--

26

RCM

Emergency auto apply switch

32101

ON [1]

OFF [0]

--

27

RCM

Emergency Brake switch sense

32102

ON [1]

OFF [0]

--

28

RCM

Empty or loaded

39400

29

RCM

Hydraulic filter

35700

ON [1]

OFF [0]

--

30

RCM

PPC cut valve

34105

ON [1]

OFF [0]

--

31

RCM

PPC cut valve switch

34106

ON [1]

OFF [0]

--

32

RCM

Front retard apply switch

34102

ON [1: Brake apply, PPC active] OFF [0]

--

33

RCM

Left retard apply switch

34103


--

34

RCM

Right retard apply switch

34104


--

35

RCM

Retard lever

33900

0.00~5.00

V

36

RCM

Retard lever (off)

33901

0.00~5.00

V

37

RCM

Retard lever (on)

33902

0.00~5.00

V

38

RCM

Steering accumulator pressure 1

44800

D15-12

Machine Monitor

Loaded [1]

ON [1]

Empty [0]

OFF [0]

--

--

D15002

TABLE 2. REAL TIME MONITORING CODES No.

Controller Description

Code

Output ON [1]

OFF [0]

Unit

39

RCM

Steering accumulator pressure 2

44801

--

40

RCM

Steering position sensor

35402

-90.0~90.0

°

41

RCM

Steering position sensor

35400

0.00~5.00

V

42

RCM

Left front suspension pressure

32803

0.00~20.10

MPa

43

RCM

Left front suspension pressure

32809

0.00~5.00

V

44

RCM

Right front suspension pressure

32802

0.00~20.10

MPa

45

RCM

Right front suspension pressure

32808

0.00~5.00

V

46

RCM

T/M output speed

31400

0~32767

rpm

47

RCM

Left wheel speed (rear)

39705

0~32767

rpm

48

RCM

Right wheel speed (rear)

39704

0~32767

rpm

49

T/M


20201

Part number

--

50

T/M

Application version

20223

Application

--

51

T/M

Data Version

20224

Version data

--

52

T/M

Acceleration

38500

Quick [1]

Normal [0]

--

53

T/M

Alternator R

4301

ON [1]

OFF [0]

--

54

T/M

Body seated

34600

ON [1]

OFF [0]

--

55

T/M

Front brake dir

44900

0~100

%

56

T/M

Rear brake dir

44901

0~100

%

57

T/M

Coolant temperature

04104

-40~210

°C

58

T/M

1st (ECMV 1 dir)

31602

0~1000

mA

59

T/M

1st (ECMV 1)

31612

0~4000

mA

60

T/M

2nd (ECMV 2 dir)

31603

0~1000

mA

61

T/M

2nd (ECMV 2)

31613

0~4000

mA

62

T/M

3rd (ECMV 3 dir)

31604

0~1000

mA

63

T/M

3rd (ECMV 3)

31614

0~4000

mA

64

T/M

H (ECMV H dir)

31600

0~1000

mA

65

T/M

H (ECMV H)

31610

0~4000

mA

66

T/M

ECMV L dir

31601

0~1000

mA

67

T/M

ECMV L

31611

0~4000

mA

68

T/M

ECMV LU dir

31609

0~1000

mA

69

T/M

ECMV LU

31619

0~4000

mA

70

T/M

ECMV M dir

31640

0~1000

mA

71

T/M

ECMV M

31641

0~4000

mA

72

T/M

ECMV R dir

31606

0~1000

mA

73

T/M

ECMV R

31616

0~4000

mA

74

T/M

Emergency travel

32400

75

T/M

Engine speed

01002

76

T/M

F1 switch

35200

ON [1]

OFF [0]

--

77

T/M

Fill switch

31520

ON [1]

OFF [0]

--

78

T/M

Fill time 1

41802

0~2550

mSec

79

T/M

Fill time 2

41803

0~2550

mSec

80

T/M

Fill time 3

41804

0~2550

mSec

D15002

Machine Monitor

ON [1]

OFF [0]

0~32767

-rpm

D15-13



Code

Output

Unit

81

T/M

Fill time H

41801

0~2550

mSec

82

T/M

Fill time L

41800

0~2550

mSec

83

T/M

Fill time M

41809

0~2550

mSec

84

T/M

Fill time R

41806

0~2550

mSec

85

T/M

Fuel sensor

04201

0~250



86

T/M

Fuel sensor

4200

0.00~5.00

V

87

T/M

Key switch

32300

88

T/M

Torque converter in pressure

32601

0.00~5.00

MPa

89

T/M

Torque converter in pressure

32602

0.00~5.00

V

90

T/M


30100

0~160

°C

91

T/M


30101

0.00~5.00

V

92

T/M

Torque converter out pressure

32603

0.00~5.00

MPa

93

T/M

Torque converter out pressure

32604

0.00~5.00

V

94

T/M

Transmission filter

33300

95

T/M

Transmission oil temperature

32500

0~160

°C

96

T/M

Transmission oil temperature

32501

0.00~5.00

V

97

T/M

Transmission speed: in

31200

0~32767

rpm

98

T/M

Transmission speed: mid

31300

0~32767

rpm

ON [1]

Clogged [1]

OFF [0]

Normal [0]

--

--

99

T/M

Transmission speed: out

31400

0~32767

rpm

100

T/M

Throttle mod

36000

-100~100

%

101

T/M

Throttle position

31700

0.00~5.00

V

102

T/M

Transmission shift mode

38700

0~17

--

103

T/M

Transmission skip shift

38600

Keep [1]

Normal [0]

--

104

Monitor


20200

Part number

--

105

Monitor

Application version

20221

Application

--

106

Monitor

Data Version

20222

Version data

--

107

Monitor

AISS switch

30400

108

Monitor

Conn chk 1, 2

30700

ON or OFF [1 of 0], ON or OFF [1 of 0]

--

109

Monitor

Rheostat

30300

0.0~51.0

--

110

Monitor

Sw1, Sw2, Sw3

30800

0~F, 0~F, 0~F

--

111

Monitor

Sw5-1, Sw5-2

30900


--

112

Monitor

Sw5-3, Sw5-4

30901


--

113

Monitor

Sw6-1, Sw6-2

30902


--

114

Monitor

Sw6-3, Sw6-4

30903


---

37800

ON [CN2B-2:close, CN2B-2:open] OFF [CN2B-2:open, CN2B-2:close] +++ [CN2B-2:close, CN2B-2:open] --- [CN2B-2:open, CN2B-2:close]

115

D15-14

Monitor

ABS

Machine Monitor

ON [Close]

OFF [Open]

--

D15002



116

Monitor

ARSC

Code

Output

Unit --

37700

ON [CN2B-1:close, CN2B-1:open] OFF [CN2B-1:open, CN2B-1:close] +++ [CN2B-1:close, CN2B-1:open] --- [CN2B-1:open, CN2B-1:close] ON [CN2B-3:close, CN2B-3:open] OFF [CN2B-3:open, CN2B-3:close] +++ [CN2B-3:close, CN2B-3:open] --- [CN2B-3:open, CN2B-3:close]

--

117

Monitor

ASR

37900

118

VHMS

Body seated

34601

ON [1]

OFF [0]

--

119

VHMS

Inclinometer

32901

-15.0~+15.0

°

120

VHMS

Inclinometer

32902

0.00~5.10

V

121

VHMS

Payload

42200

0.0~655.4

t

122

VHMS

Rate weight

42201

0.0~655.4

t

123

VHMS

Shift lever N

42500

ON [1]

OFF [0]

--

124

VHMS

Stop run flag

45000

ON [1]

OFF [0]

--

125

VHMS

Front left suspension pressure

32805

0.00~20.10

MPa

126

VHMS

Front left suspension pressure

32811

0.00~5.00

V

127

VHMS

Front right suspension pressure

32804

0.00~20.10

MPa

128

VHMS

Front right suspension pressure

32810

0.00~5.00

V

129

VHMS

Rear left suspension pressure

32807

0.00~20.10

MPa

130

VHMS

Rear left suspension pressure

32813

0.00~5.00

V

131

VHMS

Rear right suspension pressure

32806

0.00~20.10

MPa

132

VHMS

Rear right suspension pressure

32812

0.00~5.00

V

133

VHMS

Truck status

42400

0~8

--

D15002

Machine Monitor

D15-15

MACHINE MONITOR FLOW CHART

D15-16

Machine Monitor

D15002

D15002

Machine Monitor

D15-17

D15-18

Machine Monitor

D15002

D15002

Machine Monitor

D15-19

NOTES

D15-20

Machine Monitor

D15002

SECTION D20 FAILURE CODES INDEX

FAILURE CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D20-3 ACTION CODE DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D20-3 CHECKING FAILURE CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D20-4 LIMP HOME MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D20-5 FAILURE CODE TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D20-6

D20001 03/09

Fault Codes

D20-1

NOTES

D20-2

Fault Codes

03/09 D20001

FAILURE CODES ACTION CODE DISPLAYS

Stop the machine immediately when E03 codes are displayed. Contact your Komatsu distributor for repairs.

If there is a machine failure or if maintenance is necessary, an action code is displayed on the character display to recommend a suitable response. If more than one failure is present, the most important action code is displayed. The order of importance, starting from the highest, is E03, E02, and E01. If failures of equal importance occur at the same time, the latest one is displayed. When action codes E02 or E03 occur, the alarm buzzer sounds intermittently and the central warning lamp illuminates.

When an E03 code is present, the top line displays E03. The bottom line alternates between CHECK RIGHT NOW and CALL. The display will alternate in 3 second intervals. The telephone number is displayed to the right of CALL. If the telephone number has not been set, the spaces will be blank. Refer to Character Display - Inputting Telephone Numbers.

E02 Codes When an E02 code is present, the top line of the character display will indicate E02. The bottom line indicates whether the condition of the machine is related to overspeed or overheat. When an E02 code is displayed, it is important to act accordingly. • If an overspeed related fault is displayed, reduce the engine speed and the speed of the machine. • If an overheat related fault is displayed, safely stop the machine and operate the engine under no load at a mid-range speed.

E03 Codes When E03 is displayed, stop the machine immediately. Check the failure code, and contact your Komatsu distributor for repairs. Refer to Checking Failure Codes later in this chapter.

If an action code is still displayed after altering the operating conditions, check the failure code and contact your Komatsu distributor for repairs.

E01 Codes When an E01 code is present, the top line of the character display will display E01. The bottom line will either display MAINTENANCE or another description that indicates the affected system. E01 codes do not require immediate attention. If desired, the truck can operate until the end of the shift before returning for service.

D20001 03/09

Fault Codes

D20-3

The following failure code table is sorted in alphabetical and numerical order. The Applicable Controller column in the fault code table indicates the controller that logged the failure. Below are the controllers: MON: Machine monitor system ENG: Engine controller If MAINTENANCE is displayed, check the failure code and contact your Komatsu distributor for repairs.

CHECKING FAILURE CODES If an action code is present on the character display, check the failure codes as follows: 1. Press (>) on mode select switch 2 to display the failure code. The failure code for that action code will be displayed on the character display.

TM: Transmission controller (ATC) BK: Retarder controller (RCM) VHMS Vehicle Health Monitoring System (VHMS) PLM Payload Meter - The payload meter system is a function of the VHMS controller. However, PLM will be displayed on the machine monitor if a failure code is present. NOTE: Failure codes in parentheses are not recorded in the failure history.

2. Press (>) on mode select switch 2 again to see if any other codes are present. Check the failure code for each action code present and note. If no other codes are present, the character display will return to the service meter/odometer. The six digit code displayed on the top line of the character display is the failure code. The code displayed to the right of the failure code is the controller that detected the fault. The bottom line on the character display lists the system where the failure was generated.

D20-4

Fault Codes

03/09 D20001

LIMP HOME MODE In some instances, electrical failures in the engine or transmission systems may prevent the truck from operating. If this occurs, the operator may be able to operate the machine by following the limp home procedure.

FIGURE 20-1. LIMP HOME JUMPER

1. Move the shift lever to N and apply the parking brake. 2. Locate connector CN041 in the operator cab behind the electronic display panel (EDP). 3. The key switch must be in the ON position and/ or the engine must be on to switch into limp home mode. Momentarily disconnect the limp home jumper from connector CN041 to put the machine in limp home mode. Plug the jumper back into the connector. 4. Start the engine. The truck will stay in the limp home mode until the key switch is turned OFF.

Fuse And Circuit Breakers Before troubleshooting, verify that circuit breakers and fuses are present and working properly.

D20001 03/09

Fault Codes

D20-5

FAILURE CODE TABLE

Failure codes

Description

Applicable Action History controller code classification

1500L0

Dual engagement of clutches

TM

E03

Mechanical system

15B0NX

Transmission oil filter: Restriction

TM

E01

Mechanical system

15F0KM

R to F shifting abuse 1: Operator Error

TM

—

Mechanical system

15F0MB

R to F shifting abuse 2: Operator Error

TM

—

Mechanical system

15F7KM

Forward clutch disc abuse: Operator Error

TM

—

Mechanical system

15G0MW

Reverse clutch: Slipping

TM

E03

Electrical system

15G7KM

Reverse clutch disc abuse: Operator Error

TM

—

Mechanical system

15H0MW

High clutch: Slipping

TM

E03

Electrical system

15J0MW

Low clutch: Slipping

TM

E03

Electrical system

15K0MW

1st clutch: Slipping

TM

E03

Electrical system

15L0MW

2nd clutch: Slipping

TM

E03

Electrical system

15M0MW

3rd clutch: Slipping

TM

E03

Electrical system

15SBL1

Reverse clutch ECMV: Fill signal ON, command current OFF

TM

E03

Electrical system

15SBMA

Reverse clutch ECMV: Malfunction

TM

E03

Electrical system

15SCL1

High clutch ECMV: Fill signal ON, command current OFF

TM

E03

Electrical system

15SCMA

High clutch ECMV: Malfunction

TM

E03

Electrical system

15SDL1

Low clutch ECMV: Fill signal ON, command current OFF

TM

E03

Electrical system

15SDMA

Low clutch ECMV: Malfunction

TM

E03

Electrical system

15SEL1

1st clutch ECMV: Fill signal ON, command current OFF

TM

E03

Electrical system

15SEMA

1st clutch ECMV: Malfunction

TM

E03

Electrical system

15SFL1

2nd clutch ECMV: Fill signal ON, command current OFF

TM

E03

Electrical system

15SFMA

2nd clutch ECMV: Malfunction

TM

E03

Electrical system

15SGL1

3rd clutch ECMV: Fill signal ON, command current OFF

TM

E03

Electrical system

D20-6

Fault Codes

03/09 D20001

Failure codes

Description


15SGMA

3rd clutch ECMV: Malfunction

TM

E03

Electrical system

15SJMA

Lockup clutch ECMV: Malfunction

TM

E03

Electrical system

15SSL1

Mid clutch ECMV: Fill signal ON, command current OFF

TM

E03

Electrical system

15SSMA

Mid clutch ECMV: Malfunction

TM

E03

Electrical system

15X0MW

Mid clutch: Slipping

TM

E03

Electrical system

2G39MA

Brake Vale: Malfunction

BK

E03

Electrical system

2G3AMA

Brake Relay Valve: Malfunction

BK

E03

Electrical system

2G41ZG

Accumulator: Low oil pressure

BK

E03

Mechanical system

2J00MA

Automatic Emergency Valve: Erratic Behavior

BK

E03

Electrical system

4A00ZG

Steering system: Low oil pressure

BK

E03

Mechanical system

4A5WZH

Steering Accumulator 1: Low oil pressure

BK

E01

Mechanical system

4A5XZH

Steering Accumulator 2: Low oil pressure

BK

E01

Mechanical system

6014NX

Hydraulic filter: Restriction

BK

E01

Mechanical system

989A00

Engine over-run protection: Activated

TM

E02

Mechanical system

Alternator: Malfunction

TM

E03

Electrical system

B@BAZG Engine Oil: Low Engine Oil Pressure

MON

E03

Mechanical system

B@BCNS Engine: Overheat

MON

E02

Mechanical system

B@BFZK Fuel System: Fuel level low

MON

—

Mechanical system

B@C6NS Brake cooling oil: Overheating (Front)

MON

E02

Mechanical system

B@C7NS Brake cooling oil: Overheating (Right Rear)

MON

E02

Mechanical system

B@C8NS Brake cooling Oil: Overheating (Left Rear)

MON

E02

Mechanical system

B@CENS Torque converter oil: Overheating

MON

E02

Mechanical system

B@M6NX Brake cooling oil filter (front): Restriction

BK

E01

Mechanical system

B@M7NX Brake cooling oil filter (#2 Rear): Restriction

BK

E01

Mechanical system

B@M8NX Brake cooling oil filter (#1 Rear): Restriction

BK

E01

Mechanical system

AB00MA

D20001 03/09

Fault Codes

D20-7

Failure codes

Description


C115

Speed Signal Lost

ENG

E03

C124

High Intake Man Press 1

ENG

E02

C135

Oil Press Ckt Failed High

ENG

E02

C141

Oil Press Ckt Failed Low

ENG

E02

C143

Low Oil Press

ENG

E02

C144

Coolant Temp Ckt Failed High

ENG

E02

C145

Coolant Temp Ckt Failed Low

ENG

E02

C146

Coolant Temp Above Normal

ENG

E02

C151

High Coolant Temp

ENG

E03

C153

Intake Man Temp 1 Ckt Failed High

ENG

E02

C154

Intake Man Temp 1 Ckt Failed Low

ENG

E02

C155

High Intake Man Temp 1

ENG

E03

C156


ENG

E02

C157


ENG

E02

C158


ENG

E03

C159


ENG

E02

C161


ENG

E02

C162


ENG

E03

C163


ENG

E02

C164


ENG

E02

C165


ENG

E03

C187

Sensor Supply 2 Ckt Failed Low

ENG

E02

C195

Coolant Level Ckt Failed High

ENG

E02

C196

Coolant Level Ckt Failed Low

ENG

E02

C197

Coolant Level Below Normal

ENG

E02

D20-8

Fault Codes

— — — — — — — — — — — — — — — — — — — — — — — — —

03/09 D20001

Failure codes

Description


C212

Oil Temp Ckt Failed High

ENG

E02

C213

Oil Temp Ckt Failed Low

ENG

E02

C221

Ambient Air Press Failed High

ENG

E02

C222

Ambient Air Press Failed Low

ENG

E02

C223

Centinel Burn Valve Below Normal

ENG

E02

C224

Centinel Burn Valve Above Normal

ENG

E02

C227

Sensor Supply 2 Ckt Failed High

ENG

E02

C228

Very Low Coolant Pressure

ENG

E03

C231

Coolant Press Ckt Failed High

ENG

E02

C232

Coolant Press Ckt Failed Low

ENG

E02

C234

Eng Overspeed

ENG

E03

C235

Low Coolant Level

ENG

E03

C237

Multi Unit Sync Error

ENG

E02

C238


ENG

E02

C245

Fan Control Circuit Failed Low

ENG

E02

C261

High Fuel Temp

ENG

E02

C263

Fuel Temp Ckt Failed High

ENG

E02

C265

Fuel Temp Ckt Failed Low

ENG

E02

C271

Fuel Pump Press 1 Ckt Failed Low

ENG

E02

C272

Fuel Pump Press 1 Ckt Failed High

ENG

E02

C285

J1939 PGN Timeout Error

ENG

E02

C286

J1939 Configuration Error

ENG

E02

C319

Real Time Clock - Data Erratic

ENG

E01

C322

Injector Sol Driver Cyl 1 Below Normal

ENG

E02

C323


ENG

E02

D20001 03/09

Fault Codes

— — — — — — — — — — — — — — — — — — — — — — — — —

D20-9

Failure codes

Description


C324


ENG

E02

C325


ENG

E02

C331


ENG

E02

C332


ENG

E02

C342

Calibration Incompatibility Error

ENG

E03

C343

ECM Hardware Issue Non Mission Disabling

ENG

E02

C349

Trans Output Shaft Speed Above Normal

ENG

E02

C351

Injector Power Supply Failed

ENG

E02

C352


ENG

E02

C386

Sensor Supply 1 Ckt Failed High

ENG

E02

C415

Very Low Oil Pressure

ENG

E03

C418

WIF Indicator Warning

ENG

E01

C421

Engine Oil Temp Above Normal

ENG

E02

C431

Idle Validation Invalid

ENG

E02

C432

Idle Validation Calibration Error

ENG

E03

C441

Low Battery Voltage

ENG

E02

C442

High Battery Voltage

ENG

E02

C449

High Rail Pressure

ENG

E03

C451

Rail Press Ckt Failed High

ENG

E02

C452

Rail Press Ckt Failed Low

ENG

E02

C487

Ether Bottle Empty

ENG

E02

C488

High Intake Manifold Temp

ENG

E02

C489

AXG Speed Low Error

ENG

E02

C497

Multi Unit Sync Error

ENG

E02

C527

Dual Output A Failed High

ENG

E02

D20-10

Fault Codes

— — — — — — — — — — — — — — — — — — — — — — — — —

03/09 D20001

Failure codes

Description


C529

Dual Output B Failed High

ENG

E02

C546

Fuel Del Pressure Ckt Failed High

ENG

E02

C547

Fuel Del Pressure Ckt Failed Low

ENG

E02

C556

High Crankcase Pressure

ENG

E03

C559

Rail Pressure 1 Below Normal

ENG

E02

C599

Aux Commanded Dual Output Shutdown

ENG

E03

C611

Engine Hot Shutdown

ENG

—

C621

Low Power Cylinder 1

ENG

E01

C622


ENG

E01

C623


ENG

E01

C624


ENG

E01

C625


ENG

E01

C626


ENG

E01

C627


ENG

E01

C628


ENG

E01

C631


ENG

E01

C632


ENG

E01

C633


ENG

E01

C634


ENG

E01

C635


ENG

E01

C636


ENG

E01

C637


ENG

E01

C638


ENG

E01

C671

Exh Temp Ckt Failed Low Cylinder 1

ENG

E01

C672


ENG

E01

D20001 03/09

Fault Codes

— — — — — — — — — — — — — — — — — — — — — — — — —

D20-11

Failure codes

Description


C673


ENG

E01

C674


ENG

E01

C675


ENG

E01

C676


ENG

E01

C677


ENG

E01

C678


ENG

E01

C689

Engine Crankshaft Speed Erratic

ENG

E02

C697

ECM Temp Ckt Failed High

ENG

E02

C698

ECM Temp Ckt Failed Low

ENG

E02

C721


ENG

E01

C722


ENG

E01

C723


ENG

E01

C724


ENG

E01

C725


ENG

E01

C726


ENG

E01

C727


ENG

E01

C728


ENG

E01

C731

Engine Speed Cam/Crank Misalignment

ENG

E02

C781

J1939 Datalink 2 Can Not Transmit

ENG

E02

C783

Rapid rise int man temp 1

ENG

E03

C1117

Power Lost with Ignition On

ENG

—

C1135

J1939 Datalink 2 Can Not Transmit

ENG

E03

C1256

Module ID Input State Error

ENG

E02

C1257

Module ID Input State Error

ENG

E03

C1357

Remote Oil Level Below Normal

ENG

E02

D20-12

Fault Codes

— — — — — — — — — — — — — — — — — — — — — — — — —

03/09 D20001

Failure codes

Description


C1358

Accel Pedal Sensor 1 Ckt Failed High

ENG

E02

C1359

Accel Pedal Sensor 1 Ckt Failed Low

ENG

E02

C1361

Remote Accel Pedal 1 Ckt Failed High

ENG

E02

C1362

High Lube Oil Filter Restriction

ENG

E02

C1363

Intake Man Press 1 Below Normal

ENG

E01

C1367

Pre Filter Oil Press Ckt Failed High

ENG

E01

C1368

Pre Filter Oil Press Ckt Failed Low

ENG

E01

C1369

Aux Temp Input 1 Ckt Failed High

ENG

E01

C1371

Aux Press Input 1 Ckt Failed High

ENG

E01

C1372

Aux Press Input 1 Ckt Failed Low

ENG

E01

C1373

Ether Injection Ckt Failed

ENG

E01

C1376

Engine Speed Cam/Crank data Erratic

ENG

E01

C1377

Post Filter Oil Press Ckt Failed High

ENG

E01

C1378

Post Filter Oil Press Ckt Failed Low

ENG

E01

C1381

Aux Temp Input 1 Ckt Exception

ENG

E01

C1383

Intake Man Press 1 Failed High

ENG

E01

C1384

Intake Man Press 1 Failed Low

ENG

E01

C1385

Intake Man Press 2 Failed High

ENG

E01

C1386

Intake Man Press 2 Failed Low

ENG

E01

C1387

J1939 Engine Commanded Shutdown

ENG

—

C1514

Accel Pedal Pos Sensor Ckt 1 Freq Issue

ENG

E02

C1516

Engine Crankshaft Speed Above Normal

ENG

E01

C1517

ECM Detects Most Severe Fault

ENG

E03

C1518

ECM Detects Moderately Severe Fault

ENG

E02

C1519

ECM Detects Least Severe Fault

ENG

E01

D20001 03/09

Fault Codes

— — — — — — — — — — — — — — — — — — — — — — — — —

D20-13

Failure codes

Description


C1521

Exh Temp Ckt Failed High Cylinder 3

ENG

E01

C1522


ENG

E01

C1523


ENG

E01

C1524


ENG

E01

C1525


ENG

E01

C1526


ENG

E01

C1527


ENG

E01

C1528


ENG

E01

C1529


ENG

E01

C1531


ENG

E01

C1532


ENG

E01

C1533


ENG

E01

C1534


ENG

E01

C1535


ENG

E01

C1536


ENG

E01

C1537


ENG

E01

C1544

Aux Pressure Sensor Input 1 Exception

ENG

E01

C1548

Injector Sol Driver 7 Below Normal

ENG

E02

C1549


ENG

E02

C1551


ENG

E02

C1552


ENG

E02

C1553


ENG

E02

C1554


ENG

E02

C1555


ENG

E02

C1556


ENG

E02

D20-14

Fault Codes

— — — — — — — — — — — — — — — — — — — — — — — — —

03/09 D20001

Failure codes

Description


C1557


ENG

E02

C1558


ENG

E02

C1559


ENG

E02

C1595

Remote Accel Pedal 1 Ckt Failed High

ENG

E02

C1596

Aux Temp Sensor Input 1 Ckt Failed Low

ENG

E01

C1597

ECM Criticial Internal Failure

ENG

E01

C1618


ENG

E01

C1619


ENG

E01

C1622


ENG

E02

C1634

Intake Man Press 2 Above Normal

ENG

E02

C1638

Intake Man Press 2 Below Normal

ENG

E01

C1843

Crankcase Press Ckt Failed High

ENG

E02

C1844

Crankcase Press Ckt Failed Low

ENG

E02

C1845

WIF Indicator Ckt Failed High

ENG

E01

C1846

WIF Indicator Ckt Failed Low

ENG

E01

C1847

Engine Coolant Temp Exception

ENG

E03

C1852

WIF Indicator Above Normal

ENG

E02

C1888

J1939 Accel Pedal Error

ENG

E01

C1889

J1939 Remote Accel Pedal Error

ENG

E01

C1891

Engine Oil Change Interval Exceeded

ENG

E02

C1911

Inj Rail Pressure Above Normal

ENG

E02

C1984

Intake Man Temp 2 Above Normal

ENG

E02

C1985


ENG

E02

C1986


ENG

E02

C1987


ENG

E02

D20001 03/09

Fault Codes

— — — — — — — — — — — — — — — — — — — — — — — — —

D20-15

Failure codes

Description


C1988


ENG

E02

C2121

High Exhaust Temp Cyl 1

ENG

E02

C2122


ENG

E02

C2123


ENG

E02

C2124


ENG

E02

C2125


ENG

E02

C2126


ENG

E02

C2127


ENG

E02

C2128


ENG

E02

C2129


ENG

E02

C2131


ENG

E02

C2132


ENG

E02

C2133


ENG

E02

C2134


ENG

E02

C2135


ENG

E02

C2136


ENG

E02

C2137


ENG

E02

C2138


ENG

E02

C2139


ENG

E02

C2146


ENG

E01

C2147


ENG

E01

C2151


ENG

E01

C2152


ENG

E01

C2157

Rapid Rise Intake Man Temp 2

ENG

E03

C2158


ENG

E03

D20-16

Fault Codes

— — — — — — — — — — — — — — — — — — — — — — — — —

03/09 D20001

Failure codes

Description


C2159

Rapid Rise Int Man Temp 4

ENG

E03

C2185

Sensor Supply 4 Ckt Above Normal

ENG

E02

C2186

Sensor Supply 4 Ckt Below Normal

ENG

E02

C2215

Fuel Pump Pressure Below Normal

ENG

E02

C2241


ENG

E03

C2242


ENG

E02

C2243


ENG

E02

C2244


ENG

E03

C2245


ENG

E03

C2246


ENG

E02

C2247


ENG

E02

C2248


ENG

E03

C2261

Fuel Pump Del Pressure Above Normal

ENG

E01

C2262

Fuel Pump Del Pressure Below Normal

ENG

E01

C2265

Lift Pump Supply Ckt Failed High

ENG

E02

C2266

Lift Pump Supply Ckt Failed Low

ENG

E02

C2311

Fuel Injection Valve Ckt Error

ENG

E02

C2321

Engine Crankshaft Speed - Data Erratic

ENG

—

C2322

Engine Camshaft Speed - Data Erratic

ENG

—

C2377

Fan Control Ckt Failed High

ENG

E02

C2474

Turbocharger 1 Speed - Data Erratic

ENG

E02

C2557

Aux PWM Driver 1 Ckt Failed High

ENG

E02

C2558

Aux PWM Driver 1 Ckt Failed Low

ENG

E02

C2963

Engine Coolant Temp Above Normal

ENG

—

C2964


ENG

—

D20001 03/09

Fault Codes

— — — — — — — — — — — — — — — — — — — — — — — — —

D20-17

Failure codes

Description

Applicable Action History controller code classification MON

E03

Electrical system

Machine monitor: Communication error

TM

E03

Electrical system

DAQ0KK

Transmission controller power: Source voltage low

TM

E03

Electrical system

DAQ2KK

Transmission controller/ECMV power: Source voltage low

TM

E03

Electrical system

DAQ9KQ

Transmission controller: Model Selection Error

MON

E03

DAQRKR Transmission controller: Communication error

MON

E03

DAQRMA Transmission controller: Option Setting Error

MON

E03

DASOMA Engine Malfunction: Red indicator light

MON

E03

Electrical system

DASOMC Engine Malfunction: Amber indicator light

MON

E01

Electrical system

DASRKR

Engine: Communication error

MON

E03

Electrical system

DB10KT

Retarder controller non-volatile memory: Controller error

BK

E01

Electrical system

DB12KK

Retarder controller solenoid power source: Malfunction

BK

E03

Electrical system

DB13KK

Retarder controller battery direct power source: Source voltage low

BK

E03

Electrical system

DB19KQ

Retarder controller: Model selection error

MON

E03

DB1RKR

Retarder controller: Communication error

TM

E03

DB1RMA

Retarder controller: Option setting error

MON

E03

dBBRKR

VHMS Communication Error

MON

E01

Electrical system

DDB4MA

Brake Sensor: Open or short circuit

BK

E01

Electrical system

DDD7KX

ARSC switch: Input signal out of range

BK

E03

Electrical system

DDD8KA

ARSC switch: Open circuit

BK

E03

Electrical system

DDD8KB

ARSC switch: Short circuit

BK

E03

Electrical system

DDDAKA ASR Cut switch: Open circuit

BK

E01

Electrical system

DDDAKB ASR Cut switch: Short circuit

BK

E01

Electrical system

DDP6MA

Brake Switch: Open or short circuit

BK

E01

Electrical system

DDTHKA

High clutch fill switch: Open circuit

TM

E03

Electrical system

DAF9KM

Machine Monitor: Poor Connection

DAFRKR

D20-18

Fault Codes

— Electrical system —

— Electrical system —

03/09 D20001

Failure codes

Description


DDTJKA

Low clutch fill switch: Open circuit

TM

E03

Electrical system

DDTKKA

1st clutch fill switch: Open circuit

TM

E03

Electrical system

DDTLKA

2nd clutch fill switch: Open circuit

TM

E03

Electrical system

DDTMKA 3rd clutch fill switch: Open circuit

TM

E03

Electrical system

DDTNKA

Reverse clutch fill switch: Open circuit

TM

E03

Electrical system

DDTRKA

Middle clutch fill switch circuit: Open circuit

TM

E03

Electrical system

DF10KA

Shift lever: Open circuit

TM

E03

Electrical system

DF10KB

Shift lever: Short circuit

TM

E03

Electrical system

DGF1KX

Transmission oil temperature sensor: Input signal out of range

TM

E03

Electrical system

DGR2KB

Retarder oil temperature sensor (right rear): Short to ground

BK

E01

Electrical system

DGR2KZ

Retarder oil temperature sensor (right rear): Open or short circuit

BK

E01

Electrical system

DGR3KB

Retarder oil temperature sensor (left rear): Short to ground

BK

E01

Electrical system

DGR3KZ

Retarder oil temperature sensor (left rear): Open or short circuit

BK

E01

Electrical system

DGR4KB

Retarder oil temperature sensor (front wheel): Open or short circuit

BK

E01

Electrical system

DGR4KZ

Retarder oil temperature sensor (Front wheel): Short to ground

BK

E01

Electrical system

DGT1KX

Torque converter oil temperature sensor: Input signal out of range

TM

E01

Electrical system

dHP4KX

Right Front Suspension Pressure Sensor: Out of range

BK

E03

Electrical system

DhP4KX

Right Front Suspension Pressure Sensor: Out of range

VHMS

E03

Electrical system

dHP5KX

Front Left Suspension Pressure Sensor: Out of range

BK

E03

Electrical system

DhP5KX

Front Left Suspension Pressure Sensor: Out of range

VHMS

E03

Electrical system

DHP6KX

Right Rear Suspension Pressure Sensor: Out of Range

VHMS

E03

Electrical system

DHP7KX

Left Rear Suspension Pressure Sensor: Out of Range

VHMS

E03

Electrical system

DHT5KX

Torque converter inlet oil pressure sensor: Out of range

TM

E01

Electrical system

DHT5L6

Torque converter inlet oil pressure sensor: Malfunction

TM

E01

Electrical system

DHT7KX

Torque converter outlet oil pressure sensor: Out of range

TM

E01

Electrical system

D20001 03/09

Fault Codes

D20-19

Failure codes

Description


DHT7L6

Torque converter outlet oil pressure sensor: Malfunction

TM

E01

Electrical system

DJF1KA

Fuel level sensor: Open circuit

TM

E01

Electrical system

DK11KX

Accel Pedal Sensor Circuit: Out of range

TM

E03

Electrical system

DK30KX

Steering angle potentiometer: Open circuit

BK

E01

Electrical system

DK51KX

Retard Lever Potentiometer: Out of range

BK

E03

Electrical system

DKH1KX

Inclination Sensor: Out of Range

VHMS

E01

Electrical system

DL10LC

Wheel Speed Sensor Circuit: Malfunction

BK

E01

Electrical system

DLE2KA

Engine Speed Sensor: Open circuit

TM

E03

Electrical system

DLE2LC

Engine Speed Sensor: Malfunction

TM

E03

Electrical system

DLF1KA

Transmission input shaft speed sensor: Open circuit

TM

E03

Electrical system

DLF1LC

Transmission input shaft speed sensor: Malfunction

TM

E03

Electrical system

DLF2KA

Transmission intermediate shaft speed sensor: Open circuit

TM

E03

Electrical system

DLF2LC

Transmission intermediate shaft speed sensor: Malfunction

TM

E03

Electrical system

DLF8LC

Right rear wheel speed sensor: Malfunction

BK

E01

Electrical system

DLF9LC

Left rear wheel speed sensor: Malfunction

BK

E01

Electrical system

dLt3KA

Transmission output shaft speed sensor: Open circuit

BK

E03

Electrical system

dLT3KA


BK

E01

Electrical system

DLT3KA


TM

E03

Electrical system

dLt3LC

Transmission output shaft speed sensor: Malfunction

BK

E03

Electrical system

dLT3LC


BK

E01

Electrical system

DLT3LC


TM

E03

Electrical system

BK

E01

Electrical system

MON

E01

Electrical system

DNCCMA Brake Pedal Proximity Switch: Short circuit DV00KB

Warning alarm buzzer output: Short circuit

DW78KZ

Rear brake cooling valve: Open or short circuit

BK

E01

Electrical system

DW79KZ

Front brake cooling valve: Open or short circuit

BK

E01

Electrical system

D20-20

Fault Codes

03/09 D20001

Failure codes

Description


DW7FMA Manual emergency brake valve: Malfunction

BK

E03

Electrical system

DW7GMA Brake valve or brake lock valve: Malfunction

BK

E03

Electrical system

DWA1K4

BK

E03

Electrical system

DWA1KA PPC cut valve: Open circuit

BK

E03

Electrical system

DWA1KB PPC cut valve: Short Circuit

BK

E03

Electrical system

DWA1KY

BK

E03

Electrical system

BK

E03

Electrical system

PPC cut valve: Malfunction (Valve Stuck On)

PPC cut valve: Short to Power

DWA1MA PPC cut valve: Malfunction (Valve Does Not Operate) DX12K4

Front brake PPC solenoid valve: Malfunction (Valve stuck on)

BK

E03

Electrical system

DX12KA

Front brake PPC solenoid valve: Open circuit

BK

E03

Electrical system

DX12KB

Front brake PPC solenoid valve: Short circuit

BK

E03

Electrical system

DX12KY

Front brake PPC solenoid valve: Short to power

BK

E03

Electrical system

DX12MA

Front brake PPC solenoid valve: Malfunction (Valve does not operate)

BK

E03

Electrical system

DX27K4

RIght rear PPC solenoid valve: Malfunction (Valve Stays On)

BK

E03

Electrical system

DX27KA

RIght rear PPC solenoid valve: Open circuit

BK

E03

Electrical system

DX27KB

RIght rear PPC solenoid valve: Short Circuit

BK

E03

Electrical system

DX27KY

RIght rear PPC solenoid valve: Short to Power

BK

E03

Electrical system

DX27MA

RIght rear PPC solenoid valve: Malfunction (valve does not operate)

BK

E03

Electrical system

DX28K4

Left rear PPC solenoid valve: Malfunction (valve is stuck on)

BK

E03

Electrical system

DX28KA

Left rear PPC solenoid valve: Open circuit

BK

E03

Electrical system

DX28KB

Left rear PPC solenoid valve: Short circuit

BK

E03

Electrical system

DX28KY

Left rear PPC solenoid valve: Short to power

BK

E03

Electrical system

DX28MA

Left rear PPC solenoid valve: Malfunction

BK

E03

Electrical system

DXH1KA

Lockup clutch ECMV output circuit: Open circuit

TM

E03

Electrical system

DXH1KB

Lockup clutch ECMV output circuit: Short circuit

TM

E03

Electrical system

DXH1KY

Lockup clutch ECMV output circuit: Short to power

TM

E03

Electrical system

D20001 03/09

Fault Codes

D20-21

Failure codes

Description


DXH2KA

High clutch ECMV output circuit: Open circuit

TM

E03

Electrical system

DXH2KB

High clutch ECMV output circuit: Short circuit

TM

E03

Electrical system

DXH2KY

High clutch ECMV output circuit: Short to power

TM

E03

Electrical system

DXH3KA

Low clutch ECMV output circuit: Open circuit

TM

E03

Electrical system

DXH3KB

Low clutch ECMV output circuit: Short circuit

TM

E03

Electrical system

DXH3KY

Low clutch ECMV output circuit: Short to power

TM

E03

Electrical system

DXH4KA

1st clutch ECMV output circuit: Open circuit

TM

E03

Electrical system

DXH4KB

1st clutch ECMV output circuit: Short circuit

TM

E03

Electrical system

DXH4KY

1st clutch ECMV output circuit: Short to power

TM

E03

Electrical system

DXH5KA

2nd clutch ECMV output circuit: Open circuit

TM

E03

Electrical system

DXH5KB

2nd clutch ECMV output circuit: Short circuit

TM

E03

Electrical system

DXH5KY

2nd clutch ECMV output circuit: Short to power

TM

E03

Electrical system

DXH6KA

3rd clutch ECMV output circuit: Open circuit

TM

E03

Electrical system

DXH6KB

3rd clutch ECMV output circuit: Short circuit

TM

E03

Electrical system

DXH6KY

3rd clutch ECMV output circuit: Short to power

TM

E03

Electrical system

DXH7KA

R clutch ECMV output circuit: Open circuit

TM

E03

Electrical system

DXH7KB

R clutch ECMV output circuit: Short circuit

TM

E03

Electrical system

DXH7KY

R clutch ECMV output circuit: Short to power

TM

E03

Electrical system

DXJ7KA

Mid clutch ECMV output circuit: Open circuit

TM

E03

Electrical system

DXJ7KB

Mid clutch ECMV output circuit: Short circuit

TM

E03

Electrical system

DXJ7KY

Mid clutch ECMV output circuit: Short to power

TM

E03

Electrical system

D20-22

Fault Codes

03/09 D20001

TROUBLESHOOTING If a failure code has been detected, use the following failure code troubleshooting charts to determine the problem. The tables are sorted numerically and alphabetically in ascending order.

FAILURE CODE [1500L0] DUAL ENGAGEMENT OF CLUTCHES Action code

Failure code

E03

1500L0

Contents of trouble

• Fill switch signals have been inputted from 2 clutches that do not form a normal combination.

Controller response

• Suddenly shifts to Neutral while traveling, and cannot move off again. • Even after the repair, does not resume to normal unless starting switch is once turned OFF.

Problem that appears on machine

• The gear speed is shifted to Neutral.

Related information

• Other problem (clutch pressure control valve system failure code [15S*L1]) occurs at same time.

Description

Cause 1

Possible causes and standard value in normal 2 state 3

D21003 02/09

Dual engagement of clutches (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting

Clutch pressure control valve system failure code (15S*L1) Troubleshooting by the active failure code. has occurred Defective hydraulic or Clutch ECMV may be malfunctioning. Perform troubleshooting of hydraumechanical system of clutch lic and mechanical systems. ECMV Defective transmission controller

Troubleshooting by the active failure code.

Troubleshooting

D21-1

FAILURE CODE [15B0NX] TRANSMISSION OIL FILTER: RESTRICTION Action code

Failure code

E01

15B0NX

Contents of trouble

• When the transmission oil filter becomes restricted, the signal circuit of the transmission restriction sensor is opened (disconnected from GND).

Controller response

• None in particular.


• If the machine is used without repairing, dust may enter the transmission circuit.

Description

Cause 1

Restriction of transmission filter

Transmission oil filter: restriction (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting • Clean or replace. 1) Turn the starting switch OFF. 2) Disconnect connector 147 and 148. 3) Connect T-adapter.

2

Defective transmission filter restriction sensor

Between 148 (male) (A) – (B)

Filter is normal

Resistance

Max. 1 

Filter is clogged

Resistance

Min. 1 M

Between 147 (male) (A) – (B)

Filter is normal

Resistance

Max. 1 

Filter is clogged

Resistance

Min. 1 M

1) Turn the starting switch OFF. 2) Disconnect connectors ATC1, CN147 and CN148. 3) Connect T-adapter. Possible causes and standard value in normal 3 state

Disconnection in wiring harness (Disconnection or defective contact)

Wiring harness between ATC1 (female) (17) – 148 (female) (A)

Resistance

Max. 1 

Wiring harness between ATC1 (female) (17) – 147 (female) (A)

Resistance

Max. 1 

Wiring harness between 148 (female) (B) – ground

Resistance

Max. 1 

Wiring harness between 147 (female) (B) – ground

Resistance

Max. 1 

1) Turn the starting switch OFF. 2) Disconnect connectors ATC1. 3) Insert T-adapter. 4) Connect connector. 5) Turn the starting switch ON. 4

D21-2

Defective transmission controller

Between ATC1 (female) (17) – ground

Filter is normal

Voltage

Max. 1V

Filter is clogged

Voltage

20 – 30 V


Filter is normal

Voltage

Max. 1V

Filter is clogged

Voltage

20 – 30 V

Troubleshooting

02/09 D21003

D21003 02/09

Troubleshooting

D21-3

FAILURE CODE [15F0KM] R to F SHIFTING ABUSE 1: OPERATOR ERROR Action code

Failure code

—

15F0KM

Contents of trouble

• When output shaft speed is 200 – 300 rpm (about 5 – 8 km/h), gear shifting from reverse to forward has been detected.

Controller response

• Non in particular.


• If the machine is operated in as-is condition, the machine may be damaged. • Only recorded in failure history.

Related information

• Output shaft speed can be checked by monitoring function (code: 31400 (rpm)).

Description

Possible causes Cause and standard value in normal 1 Abuse state

R to F shifting abuse 1: Operator Error (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting A forward-reverse shifting should be performed when the machine is stationary. (Teach the proper operating method.)

FAILURE CODE [15F0MB] R to F SHIFTING ABUSE 2: OPERATOR ERROR Action code

Failure code

—

15F0MB

Contents of trouble

• When output shaft speed is above 300 rpm (about 8 km/h), gear shifting from reverse to forward has been detected.

Controller response



• If the machine is operated in as-is condition, the machine may be damaged. • Only recorded in failure history.

Related information

• Output shaft speed can be checked by monitoring function (code: 31400 (rpm)).

Possible causes Cause and standard value in normal 1 Abuse state

D21-4

Description

R to F shifting abuse 2: Operator Error (Transmission controller system)


Troubleshooting

02/09 D21003

FAILURE CODE [15F7KM] FORWARD CLUTCH DISC ABUSE: OPERATOR ERROR Action code

Failure code

—

15F7KM

Contents of trouble

• When the engine speed is above 1,800 rpm, gear shifting from neutral or reverse to forward has been detected.

Controller response



• Repeated abnormal operations may cause machine damage. • Only recorded in failure history.

Description

Forward clutch disc abuse: Operator error (Transmission controller system)

Related information Possible causes Cause and standard value in normal 1 Abuse state

D21003 02/09


Troubleshooting

D21-5

FAILURE CODE [15G0MW] REVERSE CLUTCH: SLIPPING Action code

Failure code

E03

15G0MW

Contents of trouble

• When a signal is output to the R clutch ECMV, the value calculated from the signals of the transmission input shaft speed sensor, transmission intermediate shaft speed sensor, and transmission output shaft speed sensor is abnormal.

Controller response

• Sets gear in neutral. • Turns lockup system OFF.


• Machine cannot travel in reverse. • If gearshift lever is set in neutral, machine cannot start. • Operator can move the machine by following the limp home procedure. 1) Stop travel and set gearshift lever in N position. 2) Momentarily disconnect the limp home jumper from connector CN041 to set the machine in limp home mode. Plug the jumper back into the connector. 3) Operate gearshift lever and start machine again. a. When operating gearshift lever, release accelerator pedal. b. Operate gearshift lever from N to D – L or from N to R. c. Machine is kept in limp home mode until starting switch is turned OFF.

Related information

• Electric current of out put to ECMV can be checked with monitoring function (Code: 31606 (mA)). • If electrical system is normal, check reverse clutch and mechanical/hydraulic system of pressure control valve for defect.

Description

Cause

R clutch: Slipping (R command is holding pressure, R clutch, fill switch is ON, and slipping detected) (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector CN5 (R,PS). 3) Connect T-adapter.

1

Possible causes and standard value in normal 2 state

3

4

D21-6

Defective R clutch ECMV


Defective sensing by speed sensor


Between CN5 (R,PS) (male) (1) – (2)

Resistance

5 – 15 

Between CN5 (R,PS) (male) (1), (2) – ground

Resistance

Min. 1 M

1) Turn the starting switch OFF. 2) Disconnect connectors ATC3 and CN5 (R,PS). 3) Connect T-adapter. Wiring harness between ATC3 (female) (25) – CN5 (R,PS) (female) (1)

Resistance

Max. 1 

Wiring harness between ATC3 (female) (23) – CN5 (R,PS) (female) (2)

Resistance

Max. 1 

• Troubleshooting by the failure codes of DL**KA, and DL**LC. 1) Turn the starting switch OFF. 2) Disconnect connector ATC3. 3) Connect T-adapter. Wiring harness between ATC3 (female) (25) – ATC3 (female) (23)

Troubleshooting

Resistance

5 – 15 

02/09 D21003

D21003 02/09

Troubleshooting

D21-7

FAILURE CODE [15G7KM] REVERSE CLUTCH DISC ABUSE: OPERATOR ERROR Action code

Failure code

—

15G7KM

Contents of trouble

• When the engine speed is above 1,800 rpm, gear shifting from neutral or forward to reverse has been detected.

Controller response



• Repeated abusive operation may cause clutch damage. • Only recorded in failure history.

Description

Reverse clutch disc abuse: Operator error (Transmission controller system)

Related information Possible causes Cause and standard value in normal 1 Abuse state

D21-8

Standard value in normal state/Remarks on troubleshooting The machine must be stationary before the shift lever is moved into REVERSE.

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-9

FAILURE CODE [15H0MW] HIGH CLUTCH: SLIPPING Action code

Failure code

E03

15H0MW

Contents of trouble

• When a signal is output to the Hi clutch ECMV, the value calculated from the signals of the transmission input shaft speed sensor, transmission intermediate shaft speed sensor, and transmission output shaft speed sensor is abnormal.

Controller response

• Shifts up and keeps gear according to gear speed before trouble and Table 1. • Turns lockup system OFF.


• If gearshift lever is set in neutral, machine cannot restart until it stops.

Related information

• Can be checked with monitoring function (Code: 31600 (mA)). • If electrical system is normal, check Hi clutch and mechanical/hydraulic system of pressure control valve for defect.

Description

Cause

High clutch: Slipping (High command is holding pressure, fill switch is ON, and slipping detected) (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector CN13 (H,PS). 3) Connect T-adapter.

1


3

4

D21-10

Defective Hi clutch ECMV




Between CN13 (H,PS) (male) (1) – (2)

Resistance

5 – 15 

Between CN13 (H,PS) (male) (1), (2) – ground

Resistance

Min. 1 M

1) Turn the starting switch OFF. 2) Disconnect connectors ATC3 and CN13 (H,PS). 3) Connect T-adapter. Wiring harness between ATC3 (female) (26) – CN13 (H,PS) (female) (1)

Resistance

Max. 1 

Wiring harness between ATC3 (female) (3) – CN13 (H,PS) (female) (2)

Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003

TABLE 1 Speed when trouble was detected F7

3rd High

F6

3rd Mid

F5

2nd High

F4

2nd Mid

F3

1st High

F2

1st Mid

F1

2nd Low

R

Reverse Low

Remedy against trouble Failed clutch

Action of controller (Selected clutch, gear speed)

ON/OFF state of lockup clutch

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

2nd

3M

F6

OFF

High

3M

F6

OFF

2nd

3M

F6

OFF

Mid

2H

F5

OFF

1st

2M

F4

OFF

High

2M

F4

OFF

1st

2M

F4

OFF

Mid

1H

F3

OFF

2nd

1M

F2

OFF

Low

1M

F2

OFF

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF

* Combination not normally used

D21003 02/09

Troubleshooting

D21-11

FAILURE CODE [15J0MW] LOW CLUTCH: SLIPPING Action code

Failure code

E03

15J0MW

Contents of trouble

• When a signal is output to the low clutch ECMV, the value calculated from the signals of the transmission input shaft speed sensor, transmission intermediate shaft speed sensor, and transmission output shaft speed sensor is abnormal.

Controller response




Related information

• Can be checked with monitoring function (Code: 31601 (mA)). • If electrical system is normal, check low clutch and mechanical/hydraulic system of pressure control valve for defect.

Description

Cause

Low clutch: Slipping (Low command is holding pressure, fill switch is ON, and slipping detected) (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector CN17. 3) Connect T-adapter.

1


3

4

D21-12

Defective Low clutch ECMV




Between CN11 (L,PS) (male) (1) – (2)

Resistance

5 – 15 

Between CN11 (L,PS) (male) (1), (2) – ground

Resistance

Min. 1 M

1) Turn the starting switch OFF. 2) Disconnect connectors ATC3 and CN11 (L,PS). 3) Connect T-adapter. Wiring harness between ATC3 (female) (6) – CN11 (L,PS) (female) (1)

Resistance

Max. 1 

Wiring harness between ATC3 (female) (13) – CN11 (L,PS) (female) (2)

Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003

TABLE 1 Speed when trouble was detected




F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-13

FAILURE CODE [15K0MW] 1st CLUTCH: SLIPPING Action code

Failure code

E03

15K0MW

Contents of trouble

• During an output to the 1st clutch ECMV, an abnormality exists in the value calculated from the signals of transmission input shaft speed sensor, transmission intermediate shaft speed sensor and transmission output shaft speed sensor.

Controller response

• Shifts up and holds the gear speed depending on the gear speed before failure as mentioned in Table 1. • Turns lock up to OFF.


• If gearshift lever is set in neutral, machine cannot start. • Operator can move machine by following limp home procedure. 1) Stop travel and set gearshift lever in N position. 2Momentarily disconnect the limp home jumper from connector CN041 to set the machine in limp home mode. Plug the jumper back into the connector. 3) Operate gearshift lever and start machine again. a When operating gearshift lever, release accelerator pedal. a Operate gearshift lever from N to D – L or from N to R. a Machine is kept in limp home mode until starting switch is turned OFF.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31602 (mA)) • If the electrical system is normal, check for a failure in the hydraulic or mechanical system for 1st clutch or pressure control valve.

Description

Cause

1st clutch: Slipping (1st command holding pressure, 1st clutch fill switch ON, slipping detected) (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN7 (1,PS) (male).

1


D21-14

Defective 1st clutch ECMV


3

Defective speed sensor detection

4


Between CN7 (1,PS) (male) (1) – (2)

Resistance

5 – 15 

Between CN7 (1,PS) (male) (1), (2) – ground

Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connectors ATC3 (female) and CN7 (1,PS) (female). Wiring harness between ATC3 (female) (36) – CN7 (1,PS) (female) (1)

Resistance

Max. 1 

Wiring harness between ATC3 (female) (3) – CN7 (1,PS) (female) (2)

Resistance

Max. 1 

• Troubleshooting by failure code DL**KA, DL**LC 1) Turn starting switch OFF. 2) Connect T-adapter to connector ATC3 (female). Wiring harness between ATC3 (female) (36) – (3)

Troubleshooting

Resistance

5 – 15 

02/09 D21003

D21003 02/09

Troubleshooting

D21-15

FAILURE CODE [15L0MW] 2nd CLUTCH: SLIPPING Action code

Failure code

E03

15L0MW

Contents of trouble

• During an output to the 2nd clutch ECMV, an abnormality exists in the value calculated from the signals of transmission input shaft speed sensor, transmission intermediate shaft speed sensor and transmission output shaft speed sensor.

Controller response



• If gearshift lever is set in neutral, machine cannot start. • Operator can move machine by following limp home procedure. 1) Stop travel and set gearshift lever in N position. 2) Momentarily disconnect the limp home jumper from connector CN041 to set the machine in limp home mode. Plug the jumper back into the connector. 3) Operate gearshift lever and start machine again. a When operating gearshift lever, release accelerator pedal. a Operate gearshift lever from N to D – L or from N to R. a Machine is kept in limp home mode until starting switch is turned OFF.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31603 (mA)) • If the electrical system is normal, check for a failure in the hydraulic or mechanical system for 2nd clutch or pressure control valve.

Description

Cause

2nd clutch: Slipping (2nd command holding pressure, 2nd clutch fill switch ON, slipping detected) (Transmission controller system)


1


D21-16

Defective 2nd clutch ECMV


3


4



Resistance

5 – 15 

Between CN9 (2,PS) (male) (1), (2) and ground

Resistance

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003

TABLE 1 Speed when trouble was detected 3rd High

F7 F6

3rd Mid

F5

2nd High




3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

2nd

3M

F6

OFF

High

3M

F6

OFF

3M

F6

OFF

F4

2nd Mid

2nd Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

1st

2M

F4

OFF

Mid

1H

F3

OFF

2nd

1M

F2

OFF

F2

1st Mid

F1

2nd Low

R

Reverse Low

Low

1M

F2

OFF

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-17

FAILURE CODE [15M0MW] 3rd CLUTCH: SLIPPING Action code

Failure code

E03

15M0MW

Contents of trouble

• During an output to the 3rd clutch ECMV, an abnormality exists in the value calculated from the signals of transmission input shaft speed sensor, transmission intermediate shaft speed sensor and transmission output shaft speed sensor.

Controller response

• The controller sets the gear in neutral. • Turns lockup system off.


• The controller shifts to Neutral during travel. • Operator can move machine by following limp home procedure. 1) Stop travel and set gearshift lever in N position. 2) Momentarily disconnect the limp home jumper from connector CN041 to set the machine in limp home mode. Plug the jumper back into the connector. 3) Operate gearshift lever and start machine again. a When operating gearshift lever, release accelerator pedal. a Operate gearshift lever from N to D – L or from N to R. a Machine is kept in limp home mode until starting switch is turned OFF.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31604 (mA)) • If the electrical system is normal, check for a failure in the hydraulic or mechanical system for 3rd clutch or pressure control valve.

Description

Cause

3rd clutch: Slipping (3rd command holding pressure, 3rd clutch fill switch ON, slipping detected) (Transmission controller system)


1


D21-18

Defective 3rd clutch ECMV


3


4



Resistance

5 – 15 


Resistance

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-19

FAILURE CODE [15SBL1] R CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF Action code

Failure code

E03

15SBL1

Contents of trouble

• Even when output to the R clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and the clutch is not released.

Controller response

• The controller sets the gear is neutral. • Turns lock up to OFF.


• Machine cannot restart until it stops.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31606 (mA)) • Fill switch input signal can be checked with code: 31520 (0: OFF, 1: ON). • If electrical system is normal, check hydraulic and mechanical systems of R clutch or pressure control valve for defect.

Description

Cause

R clutch ECMV: Fill signal is ON, command current is OFF (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN6 (R,SW) (male).

1


Defective for R clutch fill switch

When R is disenBetween CN6 (R,SW) (male) (1) gaged – ground When R is engaged

Resistance

Min. 1 M

Resistance

Max. 1 

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN6 (R,SW). Defective harness grounding 3) Connect T-adapter to ATC3 (female). (Contact with ground circuit) Wiring harness between ATC3 (female) (29) Resistance – CN6 (R,SW) (female) (1)

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connector ATC3 (female).

3

D21-20



Troubleshooting

When R is disengaged

Resistance

Min. 1 M

When R is engaged

Resistance

Max. 1 

02/09 D21003

D21003 02/09

Troubleshooting

D21-21

FAILURE CODE[15SBMA] R CLUTCH ECMV: MALFUNCTION Action code

Failure code Description

R clutch ECMV: Malfunction (R command holding pressure, R clutch fill switch OFF, slipping detected) (Transmission controller system)

E03

15SBMA

Contents of trouble

• The signal from the fill switch stays "OFF" during an output to the R clutch ECMV and an abnormality exists in the value calculated from the signals of transmission input shaft speed sensor, transmission intermediate shaft speed sensor and transmission output shaft speed sensor.

Controller response

• The controller sets the gear is neutral. • Turns lock up to OFF.


• Machine cannot restart until it stops.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31606 (mA)) • If the electrical system is normal, check for a failure in the hydraulic or mechanical system for R clutch or pressure control valve. Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN12 (male).

1


D21-22

Defective R clutch ECMV


3


4



Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connectors ATC3 (female) and CN5 (R,PS) (female). Wiring harness between ATC3 (female) (25) – CN5 (R,PS) (female) (1)

Resistance

Max. 1 


Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003

D21003 02/09

Troubleshooting

D21-23

FAILURE CODE [15SCL1] HIGH CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF Action code

Failure code

E03

15SCL1

Contents of trouble

• Even when output to the Hi clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and the clutch is not released.

Controller response



• Machine travels at gear speeds which use Hi clutch. • Machine cannot travel in reverse.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31600 (mA)) • Fill switch input signal can be checked with code: 31520 (0: OFF, 1: ON). • If electrical system is normal, check hydraulic and mechanical systems of high clutch or pressure control valve for defect.

Description

Cause

High clutch ECMV: Fill signal ON, command current OFF (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN14 (H,SW) (male).

1


Defective Hi clutch fill switch

Between CN14 (H,SW) (male) (1) – ground

When Hi is disengaged

Resistance

Min. 1 M

When Hi is engaged

Resistance

Max. 1 

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN14 (H,SW). Defective harness grounding 3) Connect T-adapter to ATC3 (female). (Contact with ground circuit) Between ground and wiring harness between ATC3 (female) (30) – CN14 Resistance (H,SW) (female) (1)

Min. 1 M


3

D21-24



Troubleshooting

When Hi is disengaged

Resistance

Min. 1 M

When Hi is engaged

Resistance

Max. 1 

02/09 D21003


Failed clutch (Fill switch ON) 2nd

3rd High

F7

3rd Mid

F6

2nd High

F5

2nd Mid

F4

1st High

F3

1st Mid

F2

2nd Low

F1

R

Reverse Low

D21003 02/09

Remedy against trouble Action of controller (Selected clutch, gear speed) OFF

NEUTRAL*

ON/OFF state of lockup clutch OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

D21-25


N

D21-26

— Mid

Failed clutch (Fill switch ON)

Remedy against trouble Action of controller (Selected clutch, gear speed)


3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-27

FAILURE CODE [15SCMA] HIGH CLUTCH ECMV: MALFUNCTION Action code

Failure code

E03

15SCMA

Contents of trouble

• The signal from the fill switch stays "OFF" during an output to the Hi clutch ECMV and an abnormality exists in the value calculated from the signals of transmission input shaft speed sensor, transmission intermediate shaft speed sensor and transmission output shaft speed sensor.

Controller response

• Shifts up and holds the gear speed depending on the gear speed before failure as mentioned in Table 1. • Turns lock up system off.


• Machine travels at gear speeds which do not use Hi clutch.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31600 (mA)) • If the electrical system is normal, check for a failure in the hydraulic or mechanical system for Hi clutch or pressure control valve.

Description

Cause

High clutch ECMV: Malfunction (Hi command holding pressure, high clutch fill switch OFF, slipping detected) (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN13 (H,PS) (male).

1


D21-28

Defective Hi clutch ECMV


3


4



Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connectors ATC3 (female) and CN13 (H,PS) (female). Wiring harness between ATC3 (female) (26) – CN13 (H,PS) (female) (1)

Resistance

Max. 1 

Wiring harness between ATC3 (female) (13) – CN13 (H,PS) (female) (2)

Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003

TABLE 1 Speed when trouble was detected 3rd High

F7 F6

3rd Mid

F5

2nd High




3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

2nd

3M

F6

OFF

High

3M

F6

OFF

3M

F6

OFF

F4

2nd Mid

2nd Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

1st

2M

F4

OFF

Mid

1H

F3

OFF

2nd

1M

F2

OFF

F2

1st Mid

F1

2nd Low

R

Reverse Low

Low

1M

F2

OFF

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-29

FAILURE CODE [15SDL1] LOW CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF Action code

Failure code

E03

15SDL1

Contents of trouble

• Even when output to the Low clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and the clutch is not released.

Controller response

• Shifts up and holds the gear speed as shown in Table 2 depending on the gear speed before failure. • Turns lock up to OFF.


• Machine travels at gear speeds which use Low clutch.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31601 (mA)) • Fill switch input signal can be checked with code: 31520 (0: OFF, 1: ON). • If electrical system is normal, check hydraulic and mechanical systems of low clutch or pressure control valve for defect.

Description

Cause

Low clutch ECMV: Fill signal ON, command current OFF (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN12 (L,SW) (male).

1


Defective Low clutch fill switch

Between CN12 (L,SW) (male) (1) – ground

When Low is released

Resistance

Min. 1 M

When Low is engaged

Resistance

Max. 1 

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN12 (L,SW). Defective harness grounding 3) Connect T-adapter to ATC3 (female). (Contact with ground circuit) Between ground and wiring harness between ATC3 (female) (10) – CN12 (L,SW) Resistance (female) (1)

Min. 1 M


3

D21-30



Troubleshooting

When Low is released

Resistance

Min. 1 M

When Low is engaged

Resistance

Max. 1 

02/09 D21003


3rd High

F7

3rd Mid

F6

2nd High

F5

2nd Mid

F4

1st High

F3

1st Mid

F2

2nd Low

F1

R

Reverse Low

D21003 02/09




2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

D21-31


N

D21-32

— Mid




3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-33

FAILURE CODE [15SDMA] LOW CLUTCH ECMV: MALFUNCTION Action code

Failure code

E03

15SDMA

Contents of trouble

• The signal from the fill switch stays "OFF" during an output to the Low clutch ECMV and an abnormality exists in the value calculated from the signals of transmission input shaft speed sensor, transmission intermediate shaft speed sensor and transmission output shaft speed sensor.

Controller response



• Machine travels at gear speeds which do not use Low clutch.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31601 (mA)) • If the electrical system is normal, check for a failure in the hydraulic or mechanical system for Low clutch or pressure control valve.

Description

Cause

Low clutch ECMV: Malfunction (Low command holding pressure, low clutch fill switch OFF, slipping detected) (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN11 (L,PS) (male).

1


D21-34

Defective Low clutch ECMV


3


4



Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connectors ATC3 (female) and CN11 (L,PS) (female). Wiring harness between ATC3 (female) (6) – CN11 (L,PS) (female) (1)

Resistance

Max. 1 


Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-35

FAILURE CODE [15SEL1] 1st CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF Action code

Failure code

E03

15SEL1

Contents of trouble

• Even when output to the 1st clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and the clutch is not released.

Controller response



• Machine travels at gear speeds which use 1st clutch. • Machine cannot travels in reverse.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31602 (mA)) • Fill switch input signal can be checked with code: 31520 (0: OFF, 1: ON). • If electrical system is normal, check hydraulic and mechanical systems of 1st clutch or pressure control valve for defect.

Description

Cause

1st clutch ECMV: Fill signal ON, command current OFF (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN8 (1,SW) (male).

1


Defective 1st clutch fill switch

When 1st is Between CN8 (1,SW) (male) (1) released – ground When 1st is engaged

Resistance

Min. 1 M

Resistance

Max. 1 

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN8 (1,SW). Defective harness grounding 3) Connect T-adapter to ATC3 (female). (Contact with ground circuit) Between ground and wiring harness between Resistance ATC3 (female) (40) – CN8 (1,SW) (female) (1)

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connector ATC3 (female). 3

D21-36



Troubleshooting

When 1st is released

Resistance

Min. 1 M

When 1st is engaged

Resistance

Max. 1 

02/09 D21003


3rd High

F7

3rd Mid

F6

2nd High

F5

2nd Mid

F4

1st High

F3

1st Mid

F2

2nd Low

F1

R

Reverse Low

D21003 02/09




2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

D21-37


N

D21-38

— Mid




3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-39

FAILURE CODE [15SEMA] 1st CLUTCH ECMV: MALFUNCTION Action code

Failure code

E03

15SEMA

Contents of trouble

• The signal from the fill switch stays "OFF" during an output to the 1st clutch ECMV and an abnormality exists in the value calculated from the signals of transmission input shaft speed sensor, transmission intermediate shaft speed sensor and transmission output shaft speed sensor.

Controller response



• Machine travels at gear speeds which do not use 1st clutch.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31602 (mA)) • If the electrical system is normal, check for a failure in the hydraulic or mechanical system for 1st clutch or pressure control valve.

Description

Cause

1st clutch ECMV: Malfunction (1st command holding pressure, 1st clutch fill switch OFF, slipping detected) (Transmission controller system)


1


D21-40

Defective 1st clutch ECMV


3


4



Resistance

5 – 15 


Resistance

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-41

FAILURE CODE [15SFL1] 2nd CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF Action code

Failure code

E03

15SFL1

Contents of trouble

• Even when output to the 2nd clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and the clutch is not released.

Controller response



• Machine travels at gear speeds which use 2nd clutch. • Machine cannot travel in reverse.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31603 (mA)) • Fill switch input signal can be checked with code: 31520 (0: OFF, 1:ON). • If electrical system is normal, check hydraulic and mechanical systems of 2nd clutch or pressure control valve for defect.

Description

Cause

2nd clutch ECMV: Fill signal ON, command current is OFF (Transmission controller system)


1


Defective fill switch for 2nd clutch

Between CN10 (2,SW) (male) (1) – ground

When 2nd is released

Resistance



When 2nd is engaged

Resistance

Max. 1 

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN10 (2,SW). Defective harness grounding 3) Connect T-adapter to ATC3 (female). (Contact with ground circuit) Between ground and wiring harness between ATC3 (female) (9) – CN10 (2,SW) Resistance (female) (1)

Min. 1 M


3

D21-42



Troubleshooting

When 2nd is released

Resistance

Min. 1 M

When 2nd is engaged

Resistance

Max. 1 

02/09 D21003




3rd High

F7

3rd Mid

F6

2nd High

F5

2nd Mid

F4

1st High

F3

1st Mid

F2

2nd Low

F1

R

Reverse Low

D21003 02/09


2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

D21-43


N

— Mid


Remedy against trouble

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF

* Combination not normally used, M clutch also off

D21-44

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-45

FAILURE CODE [15SFMA] 2nd CLUTCH ECMV: MALFUNCTION Action code

Failure code

E03

15SFMA

Contents of trouble

• The signal from the fill switch stays "OFF" during an output to the 2nd clutch ECMV and an abnormality exists in the value calculated from the signals of transmission input shaft speed sensor, transmission intermediate shaft speed sensor and transmission output shaft speed sensor.

Controller response



• Machine travels at gear speeds which do not use 2nd clutch.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31603 (mA)) • If the electrical system is normal, check for a failure in the hydraulic or mechanical system for 2nd clutch or pressure control valve.

Description

Cause

2nd clutch ECMV: Malfunction (2nd command holding pressure, 2nd clutch fill switch OFF, slipping detected) (Transmission controller system)


1


D21-46

Defective 2nd clutch ECMV


3


4



Resistance

5 – 15 


Resistance

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 

• Troubleshooting by failure code DL**KA, DL**LC 1) Turn starting switch OFF. 2) Connect T-adapter to connector ATC3 (female). Wiring harness between ACT3 (female) (5) – (23)

Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-47

FAILURE CODE [15SGL1] 3rd CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF Action code

Failure code

E03

15SGL1

Contents of trouble

• Even when output to the 3rd clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and the clutch is not released.

Controller response



• Machine travels at gear speeds which use 3rd clutch. • Machine cannot travel in reverse.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31604 (mA)) • Fill switch input signal can be checked with code: 31520 (0: OFF, 1:ON). • If electrical system is normal, check hydraulic and mechanical systems of 3rd clutch or pressure control valve for defect.

Description

Cause

3rd clutch ECMV: Fill signal ON, command current OFF (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN4 (3,SW) (male).

1


Defective 3rd clutch fill switch

When 3rd is Between CN4 (3,SW) (male) (1) released – ground When 3rd is engaged

Resistance

Min. 1 M

Resistance

Max. 1 

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN4 (3,SW). Defective harness grounding 3) Connect T-adapter to ATC3 (female). (Contact with ground circuit) Between ground and wiring harness between ATC3 (female) (19) – CN4 (3,SW) Resistance (female) (1)

Min. 1 M


3

D21-48



Troubleshooting

When 3rd is released

Resistance

Min. 1 M

When 3rd is engaged

Resistance

Max. 1 

02/09 D21003




2nd 3rd High

F7

3rd Mid

F6

2nd High

F5

2nd Mid

F4

1st High

F3

1st Mid

F2

2nd Low

F1

R

Reverse Low

D21003 02/09

OFF

NEUTRAL*


1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

D21-49




3rd N

— Mid

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF


D21-50

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-51

FAILURE CODE [15SGMA] 3rd CLUTCH ECMV: MALFUNCTION Action code

Failure code

E03

15SGMA

Contents of trouble

• The signal from the fill switch stays "OFF" during an output to the 3rd clutch ECMV and an abnormality exists in the value calculated from the signals of transmission input shaft speed sensor, transmission intermediate shaft speed sensor and transmission output shaft speed sensor.

Controller response

• The controller sets the gear in neutral. • Turns lock up to OFF.


• Machine travels at gear speeds which do not use 3rd clutch. • The gear is set in Neutral suddenly during travel.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31604 (mA)) • If the electrical system is normal, check for a failure in the hydraulic or mechanical system for 3rd clutch or pressure control valve.

Description

Cause

3rd clutch ECMV: Malfunction (3rd command holding pressure, 3rd clutch fill switch OFF, slipping detected) (Transmission controller system)


1


D21-52

Defective 3rd clutch ECMV


3


4



Resistance

5 – 15 


Resistance

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-53

FAILURE CODE [15SJMA] LOCKUP CLUTCH ECMV: MALFUNCTION Action code


Lockup clutch ECMV: Malfunction (Lockup command holding pressure is applied and slipping detected) (Transmission controller system)

E03

15SJMA

Contents of trouble

• During an output to the lockup clutch ECMV, an abnormality exists in the value calculated from the signals of engine speed sensor, transmission intermediated shaft speed sensor, and transmission output shaft speed sensor.

Controller response

• Holds gear speed during traveling and turns lock up to "OFF". • Holds neutral when gear shift lever is set to "N".


• Lockup is released and gear shift is disabled. • If gear shift lever is shifted to "N", machine does not start unless it is stopped.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31609 (mA)) • If the electrical system is normal, check for a failure in the hydraulic or mechanical system for lockup clutch or pressure control valve. Cause


1


D21-54

Defective lockup clutch ECMV


3


4


Between CN17 (L/U,PS) (male) (1) – (2)

Resistance

5 – 15 

Between CN17 (L/U,PS) (male) (1), (2) – ground

Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connectors ATC3 (female) and CN16 (female). Wiring harness between ATC3 (female) (35) – CN17 (L/U,PS) (female) (1)

Resistance

Max. 1 

Wiring harness between ATC3 (female) (23) – CN17 (L/U,PS) (female) (2)

Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003

FAILURE CODE [15SSL1] MID CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF Action code

Failure code

E03

15SSL1

Contents of trouble

• Even when output to the Mid clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and the clutch is not released.

Controller response



• Machine travels at gear speeds which use Mid clutch.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31640 (mA)) • Fill switch input signal can be checked with code: 31520 (0: OFF, 1: ON). • If electrical system is normal, check hydraulic and mechanical systems of high clutch or pressure control valve for defect.

Description

Cause

Mid clutch ECMV: Fill signal ON, command signal OFF (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN16 (M,SW) (male).

1


Defective mid clutch fill switch

Defective harness grounding (Contact with ground circuit)

When 3rd Resistance Between CN4 (3,SW) (male) (1) is released – ground When 3rd Resistance is engaged

Min. 1 M Max. 1 

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN16 (M,SW) 3) Connect T-adapter to ATC3 (female). Between ground and wiring harness between ATC3 (female) (20) – CN16 (M,SW) (female) (1)

Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connector ATC3 (female). 3

D21003 02/09



Troubleshooting

When 3rd Resistance is released

Min. 1 M

When 3rd Resistance is engaged

Max. 1 

D21-55




2nd F7

F6

F5

F4

F3

F2

F1

R

D21-56

3rd High

3rd Mid

2nd High

2nd Mid

1st High

1st Mid

2nd Low

Reverse Low

OFF

NEUTRAL*


1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

02/09 D21003




3rd N

— Mid

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF


D21003 02/09

Troubleshooting

D21-57

FAILURE CODE [15SSMA] MID CLUTCH ECMV: MALFUNCTION Action code

Failure code

E03

15SSMA

Contents of trouble

• The signal from the fill switch stays "OFF" during an output to the Mid clutch ECMV and an abnormality exists in the value calculated from the signals of transmission input shaft speed sensor, transmission intermediate shaft speed sensor and transmission output shaft speed sensor.

Controller response



• Machine travels at gear speeds which do not use Mid clutch.

Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31640 (mA)) • If the electrical system is normal, check for a failure in the hydraulic or mechanical system for Mid clutch or pressure control valve.

Description

Cause

Mid clutch ECMV: Malfunction (Mid command holding pressure, Mid clutch fill switch OFF, slipping detected) (Transmission controller system)

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN15 (M,PS) (male).

1

Possible causes and standard 2 value in normal state

D21-58

Defective mid clutch ECMV


3


4


5 – 15 

Between CN15 (M,PS) (male) (1) – (2)

Resistance

Between CN15 (M,PS) (male) (1), (2) – ground

Resistance Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connectors ATC3 (female) and CN15 (M,PS) (female). Wiring harness between ATC3 (female) (16) – CN15 (M,PS) (female) (1)

Resistance Max. 1 

Wiring harness between ATC3 (female) (16) – CN15 (M,PS) (female) (2)



Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-59

FAILURE CODE [15X0MW] MID CLUTCH: SLIPPING Action code

Failure code

E03

15X0MW

Contents of trouble

• When a signal is output to the Mid clutch ECMV, the value calculated from the signals of the transmission input shaft speed sensor, transmission intermediate shaft speed sensor, and transmission output shaft speed sensor is abnormal.

Controller response




Related information

• Can be checked with monitoring function (Code: 31640 (mA)). • If electrical system is normal, check Mid clutch and mechanical/hydraulic system of pressure control valve for defect. • When carrying out emergency escape operation, see "Emergency escape method when electrical system has trouble".

Description

Cause

Mid clutch: Slipping (Mid command is holding pressure, fill switch is ON, and slipping detected) (Transmission controller system)


1


3

4

D21-60

Defective mid clutch ECMV


5 – 15 


Resistance



1) Turn starting switch OFF. 2) Connect T-adapter to connectors ATC3 (female) and CN15 (M,PS) (female). Wiring harness between ATC3 (female) (16) – Resistance CN15 (M,PS) (female) (1)

Max. 1 

Wiring harness between ATC3 (female) (03) – Resistance CN15 (M,PS) (female) (2)

Max. 1 

Defective speed sensor detec• Troubleshooting by failure code DL**KA, DL**LC tion Defective transmission controller

1) Turn starting switch OFF. 2) Connect T-adapter to connector ATC3 (female). Wiring harness between ATC3 (female) (16) – Resistance (03)

Troubleshooting

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-61

FAILURE CODE [2G39MA] BRAKE VALVE: MALFUNCTION Action code

Failure code

E03

2G39MA

Contents of trouble

• Brake does not operate even though the driver works the foot brake.

Controller response

• None in particular


• Brake does not operate.

Related information

• Input state can be checked with monitoring function (Code: 35102).

Description

Brake valve: Malfunction (Retarder controller system)

Refer to page 7 in the electrical schematic for reference. Cause


1

Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. Check front brake pressure. Disconnect CN027.

2

3 Possible causes and standard value in normal state

Brake valve (front)

Between CN027 (female) (A) – (C)

Voltage

24 V

RCM2 (17) - RCM2 (39) Brake applied

Voltage

0V

Brake apply and brake pedal RCM2 (17) - RCM2 (39) Brake not applied proximity switches RCM1 (12) - RCM1 (21) Brake applied

Voltage

about 8V

Voltage

0V

RCM1 (12) - RCM1 (21) Brake not applied

Voltage

about 8V

Disconnection in wiring harness (Disconnection in wiring or defective contact in connector)

Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON. Wiring harness between CN027 (B) - RCM2 (17)

Resistance

Max. 1 

Wiring harness between CN240 (female) (C) – RCM1 (12)

Resistance

Max. 1 

Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON. 4

Grounding fault in wiring Wiring harness between CN027 (female) harness (B) – RCM2 (17) (Contact with ground circuit) Wiring harness between CN240 (female) (C) – RCM1 (12)

Resistance

Min. 1 M

Resistance

Min. 1 M

Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. 5

6

D21-62

Defective hot short in wiring harness (a contact with 24 V circuit)

Defective retarder controller

Wiring harness between CN027 (female) (B) – RCM2 (17)

Voltage

Max. 1 V


Voltage

Max. 1 V

If there were no faults found in the wiring, the controller may be defective.

Troubleshooting

02/09 D21003

FAILURE CODE [2G3AMA] BRAKE RELAY VALVE: MALFUNCTION Action code

Failure code

E03

2G3AMA

Contents of trouble

• Brake (rear) does not operate even though the driver works the foot brake.

Controller response



• Brake (rear) does not operate.

Related information

• Input state can be checked with monitoring function (Code: 34103, 34104).

Description

Brake relay valve: Malfunction (Retarder controller system)



1

Defective relay valve

Check oil pressure output at the relay valve. Correct pressure with brake depressed is 14 479 kPa (2100 psi).

2

Disconnection in wiring harness (Disconnection in wiring or defective contact in connector) (Right retard apply switch and left retard apply switch failure)

Possible causes and standard value in normal state 3

4

5

D21003 02/09

Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON. Wiring harness between CN241 (female) (B) – RCM1 (18)

Resistance

Max. 1 


Resistance

Max. 1 

Grounding fault in wiring harness (Contact with ground circuit) (Brake apply sw failure)

Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON.

Defective hot short in wiring harness (a contact with 24 V circuit) (Right retard apply switch and left retard apply switch failure)

Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting.


Resistance

Min. 1 M


Voltage

Max. 1 V


Voltage

Max. 1 V

Defective Retarder controller If no other problems were found, the controller may be defective.

Troubleshooting

D21-63

FAILURE CODE [2G41ZG] ACCUMULATOR: LOW OIL PRESSURE Action code

Failure code

E03

2G41ZG

Contents of trouble

• Oil pressure reduction (Max. 12.76 MPa {130 kg/cm2}) was detected by signal from accumulator oil pressure sensor (front).

Controller response

• Displays accumulator oil pressure monitor red.


• Brake (Retarder) (front) does not work.

Related information

•

Description

Accumulator: Low oil pressure (Retarder controller system)



1

Trouble in hydraulic system

Hydraulic system (pump, relief valve or piping) may have trouble. If pressure is reduced, remove cause of trouble.

Open in harness

• Check resistance between CN220 (6) RCM3 (40).

Possible causes and standard 2 value in normal state 3

D21-64

Resistance

Max.1 

Defective accumulator (front) • If no other problems are found, the oil pressure switch may be defecoil pressure switch tive.

Troubleshooting

02/09 D21003

FAILURE CODE [2J00MA] AUTO EMERGENCY VALVE: ERRATIC BEHAVIOR Action code

Failure code

E03

2J00MA

Contents of trouble

• Emergency brake operates although the driver does not work the emergency brake.

Controller response



• Brake drags

Related information


Description

Auto emergency valve: erratic behavior. (Retarder control system)

Refer to page 7 & 8 in the electrical schematic for reference. Cause 1

Defective auto emergency valve

Check the emergency brake valve. If the valve is inoperable, replace with a new valve. Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON.

2

Disconnection in wiring harness (Disconnection in wiring or defective contact in connector) Emergency auto apply sw failure) Emergency brake sw failure Grounding fault in wiring harness (Contact with ground circuit) (Emergency brake sw failure)

Prepare with starting switch OFF and the emergency brake switch OFF.


4

5

D21003 02/09


Defective hot short in wiring harness (a contact with 24 V circuit) (Emergency auto apply sw failure) Defective retarder controller

Wiring harness between CN222 (female) (1) – RCM3 (30)

Disconnect the emergency brake switch. Check the resistance between circuit 52EB and ground.

Resistance

Resistance

Max. 1 

Min. 1 M

Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. Wiring harness between CN169 (female) (1) – RCM2 (25)

Voltage

Max. 1 V

Wiring harness between CN222 (female) (1) – RCM3 (30)

Voltage

Max. 1 V

If no other problems are found, the controller may be defective.

Troubleshooting

D21-65

FAILURE CODE [4A00ZG] STEERING SYSTEM: LOW OIL PRESSURE Action code

Failure code

E03

4A00ZG

Contents of trouble

• Low oil pressure (less than 12.76 MPa {130 kg/cm2}) was detected by signal from low steering pressure sensor.

Controller response

• Displays steering oil pressure monitor red.


• Poor or inoperable steering.

Description

Steering System: Low oil pressure (Retarder controller system)

Related information Refer to page 7 in the electrical schematic for reference. Cause Possible causes 1 and standard value in normal 2 state 3

D21-66




Open in wiring harness

• Check continuity between CN184 (C) RCM3 (19).

Defective steering oil pressure sensor

• If no other problems are found, the steering oil pressure sensor may be defective.

Troubleshooting

Resistance

Max. 1 

02/09 D21003

FAILURE CODE [4A5WZH] STEERING ACCUMULATOR 1: LOW OIL PRESSURE Action code

Failure code

E03

4A5WZH

Contents of trouble

• Oil pressure reduction (Max. 12.75 MPa {130 kg/cm2}) was detected by signal from accumulator1 oil pressure sensor (steering).

Controller response

• Displays accumulator1 oil pressure monitor red.


• Steering (Retarder) does not work.

Related information

• Input signal from oil pressure sensor can be checked with monitoring function (Code: 44800).

Description

Steering Accumulator 1: Low oil pressure (Retarder controller system)

Refer to page 7 in the electrical schematic for reference. Cause 1 Possible causes and standard value in normal 2 state 3

D21003 02/09





• Check wiring harness resistance between RCM3 (10) - APCPS1.

Resistance

Max.1 

Defective accumulator1 • If cause 1 is not detected, accumulator (front) oil pressure sensor sys(steering) oil pressure sensor tem may be defective. system

Troubleshooting

D21-67

FAILURE CODE [4A5XZH] STEERING ACCUMULATOR 2: LOW OIL PRESSURE Action code

Failure code

E03

4A5XZH

Contents of trouble

• Oil pressure reduction (Max. 12.75 (MPa) {130 (kg/cm2)}) was detected by signal from accumulator2 oil pressure sensor (steering).

Controller response

• Displays accumulator2 oil pressure monitor red.


• Steering (Retarder) does not work.

Related information

• Input signal from oil pressure sensor can be checked with monitoring function (Code: 44801).

Description

Steering Accumulator 2: Low oil pressure (Retarder controller system)

Refer to page 7 in the electrical schematic for reference. Cause 1 Possible causes and standard value in normal 2 state 3

D21-68




Check for open in circuit.

• .Check wiring harness resistance between RCM3 (20) - APCPS2.

Resistance

Max.1 

Defective accumulator2 (steering) oil pressure sensor • If no other problems are found, the pressure sensor may be defective. system

Troubleshooting

02/09 D21003

FAILURE CODE [6014NX] HYDRAULIC FILTER: RESTRICTION Action code

Failure code

E01

6014NX

Contents of trouble

• When the hydraulic filter becomes restricted, the signal circuit of the hydraulic restriction sensor is opened (disconnected from GND).

Controller response



• If the machine is used without repairing, dust may enter the hydraulic circuit.

Related information

• This failure can be checked in the monitoring function (Code: 35700). (normal: 1, restricted: 0)

Description

Hydraulic filter: restriction (Retarder controller system)

Refer to page 7 in the electrical schematic for reference. Cause 1

2


4

Restriction of hydraulic filter

Defective hydraulic filter restriction sensor

Standard value in normal state/Remarks on troubleshooting • Clean or replace. 1) Turn the starting switch OFF. 2) Disconnect connector CN158. 3) Connect T-adapter. Filter is normal

Resistance

Max. 1 

Filter is clogged

Resistance

Min. 1 M

Wiring harness between RCM2 (female) (28) – CN158 (female) (A)

Resistance

Max. 1 

Wiring harness between CN158 (female) (B) – ground

Resistance

Max. 1 

Wiring harness between TMF2 (female) (2) – ground

Resistance

Max. 1 

Filter is normal

Voltage

Max. 1V

Filter is clogged

Voltage

about 8 V

Between CN158 (male) (A) – (B)

1) Turn the starting switch OFF. 2) Disconnect connectors RCM2 and CN158. 3) Connect T-adapter. Disconnection in wiring harness (Disconnection or defective contact)


1) Turn the starting switch OFF. 2) Disconnect connectors RCM2. 3) Insert T-adapter. 4) Connect connector. 5) Turn the starting switch ON. Between RCM2 (female) (28) – ground

D21003 02/09

Troubleshooting

D21-69

FAILURE CODE [989A00] ENGINE OVER RUN PREVENTION COMMAND: ACTIVATED Action code

Failure code

E02

989A00

Contents of trouble

• When gear speed is set at the position other than neutral, transmission input shaft speed signal exceeds the input shaft speed which is set for each gear speed to prevent over run.

Controller response

• Send out command signal to retarder controller and activate brake.


• Brake becomes activated and travel speed lowers.

Related information

• Input shaft speed can be checked in monitoring function (code: 31200 (rpm)). • Information on operation of engine overrun prevention command is obtained from transmission controller through network.

Description

Cause Possible causes 1 and standard value in normal state 2

D21-70

Engine over run prevention command: Activated (Machine monitor system)


Engine over run

If machine is so traveling that transmission input shaft speed signal exceeds 2,600 rpm (or 2,400 rpm at R2), engine is overrunning.


• If machine is not so traveling that transmission input shaft speed signal exceeds 2,600 rpm (or 2,400 rpm at R2), transmission controller is defective.

Troubleshooting

02/09 D21003

FAILURE CODE [AB00MA] ALTERNATOR: MALFUNCTION Action code


Alternator: Malfunction (Failure in battery charging circuit) (Transmission controller system)

E03

AB00MA

Contents of trouble

• A generation signal is not input from the alternator while the engine is running.

Controller response



• If the machine is used without repairing, the source voltage may lower so much that the machine cannot travel.

Related information

• This failure can be checked in the monitoring function (Code: 04301 (0: OFF, 1:ON)).

Refer to sheet 2 of the electrical schematic for reference. Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector alternator terminal R. 3) Start the engine.

1

Defective alternator

Between alternator R – ground

Voltage

27.5 – 29.5 V

If the battery is deteriorated or used in a cold district, the voltage may not rise for a while after the engine is started.



1) Turn the starting switch OFF. 2) Disconnect connector ATC1. 3) Connect T-adapter. 4) Start the engine. Between ATC1 (female) (15) – ground

Voltage

27.5 – 29.5 V


3


1) Turn the starting switch OFF. 2) Disconnect connector ATC1. 3) Insert T-adapter. 4) Start the engine. Between ATC1 (15) – ground

Voltage

20 – 30 V


D21003 02/09

Troubleshooting

D21-71

FAILURE CODE [B@BAZG] ENGINE OIL: LOW ENGINE OIL PRESSURE Action code

Failure code

E03

B@BAZG

Description

Engine oil: Low engine oil pressure (Engine controller system)

Contents of trouble Controller response

• Illuminates the red engine caution lamp on the EDP.


• Engine output drops.

Related information

• Contact the engine manufacturer.

D21-72

Troubleshooting

02/09 D21003

FAILURE CODE [B@BCNS] ENGINE: OVERHEAT Action code

Failure code

E02

B@BCNS

Description

Engine: overheat (Engine controller system)


• Illuminates the red engine caution lamp on the EDP.


• Engine output drops.

Related information

• Contact the engine manufacturer.

D21003 02/09

Troubleshooting

D21-73

FAILURE CODE [B@BFZK] FUEL SYSTEM: FUEL LEVEL LOW Action code

Failure code

–

B@BFZK

Contents of trouble

• Fuel level sensor signal indicates lowering of fuel level (Resistance of 70  or higher is detected).

Controller response

• Does not display this failure code, if DJF1KA is detected. • Turns fuel level caution lamp ON.



Related information

• When fuel level is below LOW and fuel is added, if failure code disappears, fuel was insufficient. • Signal from fuel level sensor can be checked with monitoring function. (Monitoring code: MONITOR PANEL - FUEL SENSOR - 04200 (V) / 04201 ()) • Method of reproducing failure code: Turn starting switch ON.

Description

Fuel system: fuel level low (Machine monitor system)

Cause Standard value in normal state/Remarks on troubleshooting Possible causes Lack of fuel (When system is and standard 1 Fuel may be insufficient. Check and add fuel, if necessary. normal) value in normal When not recover by above 1,then perform troubleshooting for failure state 2 Defective fuel level sensor code [DJF1KA].

D21-74

Troubleshooting

02/09 D21003

FAILURE CODE [B@C6NS] BRAKE COOLING OIL (FRONT): OVERHEATING Action code

Failure code

E02

B@C6NS

Contents of trouble

• While engine was running, oil overheat was detected by signal from front brake (retarder) oil temperature sensor.

Controller response

• Turn on brake oil temperature caution lamp.


• Brake (Retarder) (front) comes not to work. • If machine is used as it is, brake (retarder) (front) may be damaged.

Related information

• Input signal from oil temperature sensor can be checked with monitoring function (Code: 30201 (?), 30204 (V)). • For troubleshooting for brake (retarder) (front) oil temperature sensor, see failure code [DGR4KZ]. • If CNR02-T (BCV relay) primary side has trouble, error code [DW79KB] is displayed.

Description

Brake cooling oil (Front): Overheating (Machine monitor system)

Refer to page 7 & 8 in the electrical schematic for reference. Cause

1

Defective CNR02-T (BCV relay)

Standard value in normal state/Remarks on troubleshooting 1) Open rear electrical compartment in the cab. 2) Turn starting switch ON (Do not start engine). 3) Turn retarder brake ON and OFF and perform troubleshooting. CNR02-T (BCV relay)

Operating sound of relay is heard.

Turn starting switch OFF and disconnect CN157, then perform troubleshooting without turning starting switch ON (Measure in diode check mode). 2

Defective diode Between CN157 (male) (1) – (2)


Defective BCV solenoid

Forward direction: There is continuity Continuity Backward direction: There is not continuity

1) Open operator's cab door. 2) Turn starting switch ON (Do not start engine). 3) Turn retarder brake ON and OFF and perform troubleshooting. Front BCV solenoid

Operating sound of front BCV solenoid is heard.

Turn starting switch OFF and disconnect CNR02-T (BCV relay) and CN156, then perform troubleshooting without turning starting switch ON.

4

5

Disconnection in wiring harness (Disconnection in wiring Between CNR02-T (female) (43) – CN156 or defective contact in con- (female) (1) nector) Between (ground) – CN156 (female) (2)

Resistance

Max. 1 

Resistance

Max. 1 

Between CNR02-T (female) (1) – FU1 (07)

Resistance

Max. 1 

Grounding fault in wiring har- Turn starting switch OFF and disconnect CNR02-T, then perform troubleshooting without turning starting switch ON. ness (Contact with ground circuit) Between CNR02-T (female) (1) – ground Resistance Min. 1 M

Cause Possible causes Trouble in hydraulic system and standard 6 (when electrical system is value in normal normal) state 7

D21003 02/09


Standard value in normal state/Remarks on troubleshooting Hydraulic system may have trouble. Remove cause of trouble. If causes 1 – 6 are not detected, retarder controller may be defective. (Since trouble is in system, troubleshooting cannot be carried out.)

Troubleshooting

D21-75

FAILURE CODE [B@C7NS] BRAKE COOLING OIL (RIGHT REAR): OVERHEATING Action code

Failure code

E02

B@C7NS

Contents of trouble

• While engine was running, oil overheat was detected by signal from rear brake (retarder) oil temperature sensor.

Controller response



• Brake (Retarder) (Rear) comes not to work. • If machine is used as it is, brake (retarder) (rear) may be damaged.

Related information

• Input signal from oil temperature sensor can be checked with monitoring function (Code: 30208 (?), 30210 (V)). • For troubleshooting for brake (retarder) (right rear) oil temperature sensor, see failure code [DGR2KZ]. • If CNR02-V (BCV relay) primary side has trouble, error code [DW78KZ] is displayed.

Description

Brake cooling oil (Right Rear): Overheating (Machine monitor system)


1

2

Defective CNR02-V (Rear BCV relay)

Defective diode

Standard value in normal state/Remarks on troubleshooting 1) Remove relay cover. 2) Turn starting switch ON (Do not start engine). 3) Turn retarder brake ON and OFF and perform troubleshooting. CNR02-V (BCV relay)

Turn starting switch OFF and disconnect CN154, then perform troubleshooting without turning starting switch ON (Measure in diode check mode). Between CN154 (male) (1) – (2)

Possible causes 3 and standard value in normal state

4

D21-76

Defective BCV solenoid


1) Open rear panel. 2) Turn starting switch ON (Do not start engine). 3) Turn retarder brake ON and OFF and perform troubleshooting. Rear BCV solenoid



Rear BCV solenoid actuation is heard.

Turn starting switch OFF and disconnect CNR02-V (BCV relay) and CN153, then perform troubleshooting without turning starting switch ON. Between CNR02-V (female) (45) – CN153 (female) (1)

Resistance

Max. 1 

Between ground – CN153 (female) (2)

Resistance

Max. 1 

Between CNR02-V (female) (3) – FU1 (07)

Resistance

Max. 1 

5

Grounding fault in wiring har- Turn starting switch OFF and disconnect CN153, then perform troubleshooting without turning starting switch ON. ness (Contact with ground circuit) Between CNR02-V (female) (59) – ground Resistance Min. 1 M

6

Trouble in hydraulic system (when electrical system is normal)

Hydraulic system may have trouble. Remove cause of trouble.

7


If causes 1 – 6 are not detected, retarder controller may be defective. (Since trouble is in system, troubleshooting cannot be carried out.)

Troubleshooting

02/09 D21003

FAILURE CODE [B@C8NS] BRAKE COOLING OIL (LEFT REAR): OVERHEATING Action code

Failure code

E02

B@C7NS

Contents of trouble

• While engine was running, oil overheat was detected by signal from rear brake (retarder) oil temperature sensor.

Controller response



• Brake (Retarder) (Rear) comes not to work. • If machine is used as it is, brake (retarder) (rear) may be damaged.

Related information

• Input signal from oil temperature sensor can be checked with monitoring function (Code: 30207 (?), 30209 (V)). • For troubleshooting for brake (retarder) (left rear) oil temperature sensor, see failure code [DGR3KZ]. • If CNR02-V (BCV relay) primary side has trouble, error code [DW78KZ] is displayed.

Description

Brake cooling oil (Left Rear): Overheating (Machine monitor system)


1

2

Defective CNR02-V (Rear BCV relay)

Defective diode

Standard value in normal state/Remarks on troubleshooting 1) Remove relay cover. 2) Turn starting switch ON (Do not start engine). 3) Turn retarder brake ON and OFF and perform troubleshooting. CNR02-V (BCV relay)

Turn starting switch OFF and disconnect CN154, then perform troubleshooting without turning starting switch ON (Measure in diode check mode). Between CN154 (male) (1) – (2)


4

D21003 02/09

Defective Rear BCV solenoid


1) Open rear panel. 2) Turn starting switch ON (Do not start engine). 3) Turn retarder brake ON and OFF and perform troubleshooting. Rear BCV solenoid



Rear BCV solenoid actuation is heard.

Turn starting switch OFF and disconnect CNR02-V (BCV relay) and CN153, then perform troubleshooting without turning starting switch ON. Between CNR02-V (female) (45) – CN153 (female) (1)

Resistance

Max. 1 

Between ground – CN153 (female) (2)

Resistance

Max. 1 

Between CNR02-V (female) (3) – FU1 (07) Resistance

Max. 1 

5

Grounding fault in wiring har- Turn starting switch OFF and disconnect CN153, then perform troubleshooting without turning starting switch ON. ness (Contact with ground circuit) Between CNR02-V (female) (59) – ground Resistance Min. 1 M

6

Trouble in hydraulic system (when electrical system is normal)

Hydraulic system may have trouble. Remove cause of trouble.

7



Troubleshooting

D21-77

FAILURE CODE [B@CENS] TORQUE CONVERTER OIL: OVERHEATING Action code

Failure code

E02

B@CENS

Contents of trouble

• Torque converter oil is overheating.

Controller response

• Turns torque converter oil temperature caution lamp ON and sounds alarm buzzer.


• If machine is used as it is, torque converter may be broken.

Related information

• Signal of torque converter oil temperature sensor is input to transmission controller and then its information is transmitted to machine monitor through communication system. • Power train oil temperature can be checked with monitoring function. (Monitoring code: TRANSMISSION - T/C OIL TEMP - 30100 (?) / 30101 (V))

Description

Cause Possible causes 1 and standard value in normal state 2

D21-78

Overheating of torque converter oil (When system is normal)

Torque converter oil: Overheating (Machine monitor system)

Standard value in normal state/Remarks on troubleshooting Torque converter oil may be overheating. Check for cause and repair.

Defective torque converter oil If cause 1 is not detected, torque converter oil temperature sensor system temperature sensor system may be defective. Perform troubleshooting for failure code [DGT1KX].

Troubleshooting

02/09 D21003

FAILURE CODE [B@M6NX] BRAKE COOLING OIL FILTER (FRONT): RESTRICTION Action code

Failure code

E01

B@M6NX

Contents of trouble

• When the brake cooling oil filter becomes restricted, the signal circuit of the front brake cooling restriction sensor is opened (disconnected from GND).

Controller response



• If the machine is used without repairing, dust may enter the brake cooling circuit.

Related information


Description

Brake cooling oil filter (front): Restriction (Retarder controller system)



1

Restriction of front brake cooling filter

2

1) Turn the starting switch OFF. 2) Disconnect connector CN122. Defective front brake cooling 3) Connect T-adapter. filter restriction sensor Filter is normal Between CN122 (male) (A) – (B) Filter is clogged


4



• Clean or replace.

Resistance

Max. 1 

Resistance

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 

Voltage

Max. 1V

Voltage

about 8 V

1) Turn the starting switch OFF. 2) Disconnect connectors RCM2 and CN122. 3) Connect T-adapter.

1) Turn the starting switch OFF. 2) Disconnect connectors ATC1. 3) Insert T-adapter. 4) Connect connector. 5) Turn the starting switch ON. Between RCM2 Filter is normal (female) (3) – CN122 Filter is clogged (A)

D21003 02/09

Troubleshooting

D21-79

FAILURE CODE [B@M7NX] BRAKE COOLING OIL FILTER (#2 REAR): RESTRICTION Action code

Failure code

E01

B@M7NX

Contents of trouble

• When the #2 rear brake cooling oil filter becomes restricted, the signal circuit of the rear brake cooling restriction sensor is opened (disconnected from GND).

Controller response




Related information


Description

Brake cooling oil filter (#2 Rear): Restriction (Retarder controller system)


2


4


Restriction of right rear brake • Clean or replace. cooling filter Defective right rear brake cooling filter restriction sensor



1) Turn the starting switch OFF. 2) Disconnect connector CN150. 3) Connect T-adapter. Filter is normal

Resistance

Max. 1 

Filter is clogged

Resistance

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 

Filter is normal

Voltage

Max. 1V

Filter is clogged

Voltage

approx. 8 V



1) Turn the starting switch OFF. 2) Disconnect connectors RCM2. 3) Insert T-adapter. 4) Connect connector. 5) Turn the starting switch ON. Between RCM2 (female) (38) – ground

D21-80

Troubleshooting

02/09 D21003

FAILURE CODE [B@M8NX] BRAKE COOLING OIL FILTER (#1 REAR): RESTRICTION Action code

Failure code

E01

B@M8NX

Contents of trouble

• When the #1 rear brake cooling oil filter becomes restricted, the signal circuit of the rear brake cooling restriction sensor is opened (disconnected from GND).

Controller response




Related information


Description

Brake cooling oil filter (#1 Rear): Restriction (Transmission controller system)


2


4

Restriction of left rear brake cooling filter

Defective left brake cooling filter restriction sensor



Standard value in normal state/Remarks on troubleshooting • Clean or replace. 1) Turn the starting switch OFF. 2) Disconnect connector CN149. 3) Connect T-adapter. Filter is normal

Resistance

Max. 1 

Filter is clogged

Resistance

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 

Voltage

Max. 1V

Voltage

20 – 30 V



1) Turn the starting switch OFF. 2) Disconnect connectors RCM2. 3) Insert T-adapter. 4) Connect connector. 5) Turn the starting switch ON. Filter is normal Between RCM2 (female) (2) – ground Filter is clogged

D21003 02/09

Troubleshooting

D21-81

FAILURE CODE [DAF9KM] MACHINE MONITOR: POOR CONNECTION Action code

Failure code

E03

DAF9KM

Contents of trouble Controller response Problem that appears on machine Related information

Description

Monitor panel: Poor connection (Machine monitor system)

• Check signal of connector is different from internal setting of machine monitor. • Detects only at start. • Keeps trouble condition until starting switch is turned OFF. • Machine monitor mode selector switch cannot be selected. • Headlamp high beam pilot lamp, turn signal pilot lamp, and output mode pilot lamp do not operate. • Method of reproducing failure code: Turn starting switch ON.


Possible causes and standard value in normal state


Wrong connection of connec- Connector CN2A (female) may be connected to CN3A (male) by mistake. tor Check and connect it correctly, if connected wrongly.

1) Starting switch OFF. Disconnection in wiring har- 2) Connect T-adapter to CN2A. ness (Disconnection in wiring 3) Turn starting switch ON 2 or defective contact in conCN2A nector) Between (5) – ground

Voltage 20 – 30 V

Prepare with starting switch OFF, then perform troubleshooting without Short circuit in wiring harness turning starting switch ON. 3 (with another wiring harness) Between CN3A (female) (5) – pin other than Resistance Min. 1 M CN3A (5) 4 Defective machine monitor

D21-82

Check by replacing machine monitor.

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-83

FAILURE CODE [DAFRKR] MACHINE MONITOR: COMMUNICATION ERROR Action code

Failure code

E03

DAFRKR


Description

Machine monitor: Communication error (Machine monitor system)

• Transmission controller stops updating data received from machine monitor. • Holds information at time when trouble occurs. • Turns the centralized warning lamp and alarm buzzer ON. • If network has error, data sent from each controller to machine monitor cannot be displayed normally.

• Check that power source circuit of machine monitor is normal.


1

Defective CAN terminal resistor (Internal defect)

Standard value in normal state/Remarks on troubleshooting Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON. CAN01-2 (male)

Resistance

Between (A) – (B)

Approx. 120 ± 12 



D21-84

SDA12V160 only: Wiring harness between ATC2 -32 - CAN043 (A), CAN04-2 (A), CAN04-1 (A); Wiring harness between RCM2 (32) – CAN03-3 (A), CAN03-2 (A), CAN03-1 (A); Wiring harness between HM4A (04) – CAN02-3 (A), CAN02-2 (A), CAN02-1 (A); Wiring harness between CN062 (3) – CAN08-3 (A), CAN08-2 (A), CAN08-1 (A); Wiring harness between CN4 (3) – CAN013 (A), CAN01-2 (A), CAN01-1 (A)

Disconnection in wiring harness (Disconnection in wiring or 2 defective contact in connector) SDA12V160 only: Wiring harness between ATC2 -22 - CAN043 (B), CAN04-2 (B), CAN04-1 (B); Wiring harness between RCM2 (22) – CAN03-3 (B), CAN03-2 (B), CAN03-1 (B); Wiring harness between HM4A (12) – CAN02-3 (B), CAN02-2 (B), CAN02-1 (B); Wiring harness between CN062 (10) – CAN08-3 (B), CAN08-2 (B), CAN08-1 (B); Wiring harness between CN4 (8) – CAN013 (B), CAN01-2 (B), CAN01-1 (B)

Troubleshooting

Resistance

Max. 1 

Resistance

Max. 1 

02/09 D21003

Cause

2


Standard value in normal state/Remarks on troubleshooting SSA16V159 only: Wiring harness between CAN06 (A) – CAN05-3 (A), CAN05-2 (A), CAN05-1 (A); Wiring harness between CAN07 (E) – CAN04-3 (A), CAN04-2 (A), CAN04-1 (A); Wiring harness between ATC2 (32) – CAN03-3 (A), CAN03-2 (A), CAN03-1 (A); Wiring harness between RCM2 (32) – CAN02-3 (A), CAN02-2 (A), CAN02-1 (A); Wiring harness between HM4A (04) – CAN08-3 (A), CAN08-2 (A), CAN08-1 (A); Wiring harness between CN062 (3) – CAN01-3 (A), CAN01-2 (A), CAN01-1 (A), CN4 (3)

Disconnection in wiring harness (Disconnection in wiring or defective contact in connec- SSA16V159 only: tor) Wiring harness between CAN06 (B) – CAN05-3 (B), CAN05-2 (B), CAN05-1 (B); Wiring harness between CAN07 (D) – CAN04-3 (B), CAN04-2 (B), CAN04-1 (B); Wiring harness between ATC2 (22) – CAN03-3 (B), CAN03-2 (B), CAN03-1 (B); Wiring harness between RCM2 (22) – CAN02-3 (B), CAN02-2 (B), CAN02-1 (B); Wiring harness between HM4A (12) – CAN08-3 (B), CAN08-2 (B), CAN08-1 (B); Wiring harness between CN062 (10) – CAN01-3 (B), CAN01-2 (B), CAN01-1 (B), CN4 (8)

Resistance

Max. 1 

Resistance

Max. 1 

Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON. SDA12V160 only: Between ground and CAN05 (A), ATC2 (32), RCM2 (32), HM4A (04), CN062 (3), CN4 (3)

Resistance

Min. 1 M

Resistance

Min. 1 M

SSA16V159 only: Between ground and CAN06 (A), CAN07 (E), ATC2 (32), RCM2 (32), HM4A (04), CN062 (B), CN4 (3)

Resistance

Min. 1 M

SSA16V159 only: Between ground and CAN06 (B), CAN07 (D), ATC2 (22), RCM2 (22), HM4A (12), CN062 (10), CN4 (8)

Resistance

Min. 1 M

SDA12V160 only: Grounding fault in wiring Between ground and CAN05 (B), ATC2 harness (22), RCM2 (22), HM4A (12), CN062 (10), 3 (Contact with ground circuit) CN4 (8)

D21003 02/09

Troubleshooting

D21-85

Cause

Standard value in normal state/Remarks on troubleshooting Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting.


Defective hot short in wiring 4 harness (a contact with 24 V circuit)

Defective machine monitor, engine controller, transmis5 sion controller, VHMS & PLM controller, or retarder controller

D21-86

SDA12V160 only: Between ground and CAN05 (A), ATC2 (32), RCM2 (32), HM4A (04), CN062 (3), CN4 (3)

Voltage

Max. 1V

SDA12V160 only: Between ground and CAN05 (B), ATC2 (22), RCM2 (22), HM4A (12), CN062 (10), CN4 (8)

Voltage

Max. 1V

SSA16V159 only: Between ground and CAN06 (A), CAN07 (E), ATC2 (32), RCM2 (32), HM4A (04), CN062 (B), CN4 (3)

Voltage

Max. 1V

SSA16V159 only: Between ground and CAN06 (B), CAN07 (D), ATC2 (22), RCM2 (22), HM4A (12), CN062 (10), CN4 (8)

Voltage

Max. 1V

If causes 1 – 4 are not detected, machine monitor, engine controller, transmission controller, VHMS & PLM controller or retarder controller or may be defective. (Since trouble is in system, troubleshooting cannot be carried out.)

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-87

FAILURE CODE [DAQ0KK] TRANSMISSION CONTROLLER POWER: SOURCE VOLTAGE LOW Action code

Failure code

E03

DAQ0KK


Description

Transmission controller direct power supply: Lowering of source voltage (Transmission controller system)

• While engine was running, controller direct power supply circuit voltage lowered below 18 V. • Keeps current gear speed. • If gearshift lever is set in N, transmission is set in neutral.


• If there is not power supply voltage (there is disconnection), transmission is set in neutral suddenly during travel and machine cannot restart until voltage becomes normal. • The gear is set in Neutral suddenly during travel and the machine cannot start again until the voltage rises to the normal level. • If power supply voltage is low, machine can move but transmission may slip because of load.

Related information

• If failure code "AB00MA" (Malfunction of alternator) is indicated, perform troubleshooting for it first. • If the fuse is broken, check the line between the fuse and ATC3 (female) (1) and (11) for grounding fault.

Refer to pages 2 & 6 of the electrical schematic. Cause

Standard value in normal state/Remarks on troubleshooting a

1 Defective battery

Test the battery voltage and specific gravity of the battery fluid.

Battery voltage Specific gravity of battery fluid

Voltage

Min. 24 V

Specific gravity

Min. 1.26

1) Turn starting switch OFF. 2) Disconnect negative (–) terminal of battery and insert T-adapter in ATC3. 3) Connect negative (–) terminal of battery.


Disconnection in wiring harness 2 (Disconnection or defective contact)

Between battery relay terminal B – ground

Voltage

20 – 30 V

Between ATC3 (1), (11) – ground

Voltage

20 – 30 V

If there is voltage between battery relay terminal B and ground and there is not voltage between ATC3 (1) and (11), wiring harness between them has disconnection. 1) Turn starting switch OFF. 2) Disconnect negative (–) terminal of battery and connect T-adapter to ATC3 (female) Wiring harness between ATC3 (female) (21), (31), (32), (33) – ground

Resistance

Max. 1 

If there is voltage between battery relay terminal B and ground but not between ATC3 (1), (11), (14), (24) and ground, wiring harness or fuse is broken.

3


1) Turn starting switch OFF. 2) Disconnect negative (–) terminal of battery and insert T-adapter in ATC3. 3) Connect negative (–) terminal of battery. 4) Turn starting switch ON. Between ATC3 (1), (11) – (21), (31), (32), (33)

D21-88

Troubleshooting

Voltage

20 – 30 V

02/09 D21003

FAILURE CODE [DAQ2KK] TRANSMISSION CONTROLLER / ECMV POWER: SOURCE VOLTAGE LOW Action code

Failure code

E03 Contents of trouble Controller response Problem that appears on machine Related information

DAQ2KK

Description

Transmission controller ECMV power source: Power source voltage too low (Transmission controller system)

• Battery direct power source voltage of transmission controller has dropped to above 20 V, and ECMV power source voltage has dropped to below 18 V. • Holds the gear speed. • Keeps neutral with shift lever neutral. • Suddenly shifts to neutral while traveling, and the machine cannot move off again.

• When the fuse is blown, check for ground fault of line from fuse – ATC3 (female) (2), (12), (22).




Standard value in normal state/Remarks on troubleshooting 1)Turn starting switch OFF. 2)Disconnect negative (–) terminal of battery and insert T-adapter in ATC3. 3)Connect negative (–) terminal of battery. 4)Turn starting switch ON. Between 24 V battery power relay terminal (3) – ground

Voltage

20 – 30 V

Between ATC3 (2), (12), (22) – ground

Voltage

20 – 30 V

If there is voltage between 24 V battery power relay terminal (3) and ground and there is not voltage between ATC3 (2), (12), (22) and ground, wiring harness between them has disconnection.

2


1)Turn starting switch OFF. 2)Disconnect negative (–) terminal of battery and insert T-adapter in ATC3. 3)Connect negative (–) terminal of battery. 4)Turn starting switch ON. Between ATC3 (2), (12), (22) – (21), (31), (32), (33)

D21003 02/09

Troubleshooting

Voltage

20 – 30 V

D21-89

FAILURE CODE [DAQ9KQ] TRANSMISSION CONTROLLER: MODEL SELECTION ERROR Action code

Failure code

E03

DAQ9KQ

Contents of trouble

Description

Transmission controller: Model selection error (Machine monitor system)

• Machine model information from machine monitor is different from machine model information saved in transmission controller.

Monitor response Problem that appears on machine

• Machine cannot travel.

Related information Refer to page 6 in the electrical schematic for reference. Cause 1


Open circuit in wiring har2 ness.

Failure code [DAQ9KQ] is not displayed (Code is not displayed). When machine monitor or transmission controller is replaced, set them according to Testing and adjusting. SDA12V160 only: Between ATC2 (38) - GB10 ground

Resistance

Max. 1 

SSA16V159 only: Between ATC2 (28) - GB10 ground

Resistance

Max. 1 

Resistance

Min. 1M

Resistance

Min. 1M

SDA12V160 only: Short to ground in wiring har- Between ATC2 (28) - CNJ04 (23) 3 ness. SSA16V159 only: Between ATC2 (38) - CNJ04 (23) 4

D21-90

Wrong setting of machine model by machine monitor


Installation of wrong transmission controller

Controller of correct part number is mounted. Check part number If it is wrong, replace transmission controller with correct one.

Troubleshooting

02/09 D21003

FAILURE CODE [DAQRKR] TRANSMISSION CONTROLLER: COMMUNICATION ERROR Action code

Failure code

E03

DAQRKR

Contents of trouble

Description

Transmission controller: communication error (Transmission controller system)

• Machine monitor cannot obtain information from transmission controller through CAN communication circuit.

Controller response

• Keeps information at time of occurrence of abnormality.


• System may not operate normally. • Information from transmission controller is not displayed.

Related information

• Method of reproducing failure code: Turn starting switch ON.

Possible causes Cause Standard value in normal state/Remarks on troubleshooting and standard value in normal Perform troubleshooting for failure code [DAFRKR] state

D21003 02/09

Troubleshooting

D21-91

FAILURE CODE [DAQRMA] TRANSMISSION CONTROLLER: OPTION SETTING ERROR Action code

Failure code

E03 Contents of trouble Monitor response Problem that appears on machine Related information Possible causes and standard value in normal state

D21-92

DAQRMA

Description

Transmission controller: option setting error (Machine monitor-transmission controller) (Machine monitor system)

• Option setting signals inputted from machine monitor with the starting switch ON are different from the option settings that controller memorizes. • Holds the gear speed in neutral. • Controls with the option setting that the controller memorizes. • It does not return normal unless the starting switch is turned OFF. • The gear speed becomes neutral and the machine cannot move off again.

• Perform initial setting and initial adjustment as when transmission controller is replaced.

Cause 1

Defective machine monitor

Standard value in normal state/Remarks on troubleshooting Defective option setting of machine monitor or internal defect of monitor

Troubleshooting

02/09 D21003

FAILURE CODE [DASOMA] ENGINE MALFUNCTION: RED INDICATOR LIGHT Action code

Failure code

E03

DASOMA

Contents of trouble

•


•

D21003 02/09

Engine malfunction: Red indicator light (Engine Controller)

• Engine controller detects an engine error code. The status of the code triggers the red stop light.

Monitor response

Related information

Description

• For more information, download VHMS or contact the engine manufacturer.

Troubleshooting

D21-93

FAILURE CODE [DASOMC] ENGINE MALFUNCTION: AMBER INDICATOR LIGHT Action code

Failure code

E03

DASOMC

Contents of trouble

•


•

D21-94

Engine malfunction: Amber indicator light (Engine Controller)

• Engine controller detects an engine error code. The status of the code triggers the amber caution light.

Monitor response

Related information

Description

• For more information, download VHMS or contact the engine manufacturer.

Troubleshooting

02/09 D21003

FAILURE CODE [DASRKR] ENGINE: COMMUNICATION ERROR Action code

Failure code

E03

DASRKR

Contents of trouble Monitor response Problem that appears on machine Related information

Description

Engine malfunction: Communication error (Engine Controller)

• Monitor does not receive engine coolant temperature information properly through the communication network. • Turns on warning lamp and activates the warning alarm buzzer.

• The monitor does not receive correct engine information related to coolant temperature and lamp status.

•

Possible causes Cause Standard value in normal state/Remarks on troubleshooting and standard value in normal Perform troubleshooting for DAFRKR. If the failure code persists, contact the engine manufacturer. state

D21003 02/09

Troubleshooting

D21-95

FAILURE CODE [DB10KT] RETARDER CONTROLLER NONVOLATILE MEMORY: CONTROLLER ERROR Action code

Failure code

E01

DB10KT

Contents of trouble Controller response Problem that appears on machine

Description

Retarder controller nonvolatile memory: controller error (Retarder controller system)

• An abnormality has occurred in the nonvolatile memory inside the controller. • Control the model selection and option setting with default value. • Even if the cause of the failure has been eliminated automatically, the machine does not return to normal unless once resetting the starting switch OFF. • Machine parameter may change and power may increase or decrease.

Related information Possible causes and standard value in normal state

D21-96

Cause 1


Standard value in normal state/Remarks on troubleshooting Since this is an internal defect, it cannot be diagnosed. Replace to controller.

Troubleshooting

02/09 D21003

FAILURE CODE [DB12KK] RETARDER CONTROLLER SOLENOID POWER SOURCE: MALFUNCTION Action code

Failure code

E03

DB12KK


Description

Retarder controller solenoid power source: Malfunction (Retarder controller system)

• While controller direct power source voltage is normal, solenoid power source voltage has become below 18 V. • Turn OFF all of output circuits. • Turn OFF sensor 24 V power source. • All systems of retarder controller do not operate. (retarder, ARSC and ASR) • If the fuse is blown, check for ground fault of line from fuse – RCM3 (female) (2), (12), (22). • If failure code "DAQ0KK" or "DAQ2KK" (transmission controller power source) is displayed, perform troubleshooting for it first.

Refer to pages 2, 6 & 8 of the electrical schematic. Cause

Standard value in normal state/Remarks on troubleshooting 1)Turn starting switch OFF. 2)Disconnect negative (–) terminal of battery and insert T-adapter in RCM3. 3)Connect negative (–) terminal of battery. 4)Turn starting switch ON.



Between terminal 3 on the 24V power relay (battery box) – ground

Voltage

20 – 30 V

Between RCM3 (2), (12), (22) – ground

Voltage

20 – 30 V

If voltage at fuse FU1 (7) is normal and voltage at RCM3 (2), (12), (22) is abnormal, wiring harness between fuse FU1 (7) – RCM3 (female) (2), (12), (22) has disconnection. 1)Turn starting switch OFF. 2)Disconnect negative (–) terminal of battery and connect T-adapter to RCM3 (female). 3)Connect negative (–) terminal of battery. 4)Turn starting switch ON. Wiring harness between RCM3 (female) (21), (31), (32), (33) – ground

2 Defective retarder controller

Max. 1 

1)Turn starting switch OFF. 2)Disconnect negative (–) terminal of battery and insert T-adapter in RCM3. 3)Connect negative (–) terminal of battery. 4)Turn starting switch ON. Between RCM3 (2), (12), (22) – ground

D21003 02/09

Resistance

Troubleshooting

Voltage

20 – 30 V

D21-97

FAILURE CODE [DB13KK] RETARDER CONTROLLER BATTERY DIRECT POWER SOURCE: SOURCE VOLTAGE LOW Action code

Failure code

E03

DB13KK


Description

Retarder controller battery direct power source: Source voltage low (Retarder controller system)

• Controller source voltage is below 18 V. • Turns all output OFF.

• Retarder does not operate. • When the fuse is blown, check the short circuit of line from fuse – RCM3 (female) (1), (11), (2), (12), (22). • If failure code "DAQ0KK" or "DAQ2KK" (transmission controller power source) is displayed, perform troubleshooting for it first.


Standard value in normal state/Remarks on troubleshooting Check battery voltage and electrolyte specific gravity.

1 Defective battery

Battery voltage

Voltage

Min. 24 V

Battery electrolyte specific gravity

Specific gravity

Min. 1.26

1) Turn starting switch OFF. 2) Disconnect battery (–) terminal and connect T-adapter to RCM3 (female). Wiring harness between RCM3 (female) (21), (31), (32), (33) – ground Possible causes and standard value in normal state

Disconnection in wiring harness 2 (Disconnection in wiring or defective contact in connector)

Resistance

Max. 1 

1)Turn starting switch OFF. 2)Disconnect battery (–) terminal and insert T-adapter in RCM3 (female). 3)Connect battery (–) terminal. Between battery relay terminal B – ground

Voltage

20 – 30 V

Between RCM3 (1), (11) – ground

Voltage

20 – 30 V

1) Turn starting switch OFF. 2) Disconnect battery (–) terminal and connect T-adapter to RCM3 (female). If there is voltage between battery 24V power relay circuits (1 & 3) and ground but not between ATC3 (1), (11) and ground, wiring harness or fuse is broken.


1)Turn starting switch OFF. 2)Disconnect battery (–) terminal and insert T-adapter in RCM3 (female). 3)Connect battery (–) terminal. Between RCM3 (1), (11) – ground

D21-98

Troubleshooting

Voltage

20 – 30 V

02/09 D21003

FAILURE CODE [DB19KQ] RETARDER CONTROLLER: MODEL SELECTION ERROR Action code

Failure code

E03

DB19KQ


Description

• Information of model selection input from machine monitor when starting switch is turned ON is different from model selection saved in retarder controller. • Turns all outputs OFF. • Even if cause of failure disappears, system does not reset itself until starting switch is turned OFF. • When operator performs starting operation, machine does not start. • Perform initial setting and adjustment of retarder controller to be performed after replacement. • Method of reproducing failure code: Turn starting switch ON. Cause


D21003 02/09

Retarder controller: Model selection error (Machine monitor system)


Wrong model selection in 1 machine monitor

Failure code [DB19KQ] is not displayed. Machine model may not be set correctly in machine monitor. After replacing machine monitor or retarder controller, set them correctly according to Testing and adjusting volume.


Wrong retarder controller may be installed. Check its part No. and install correct retarder controller.

Troubleshooting

D21-99

FAILURE CODE [DB1RKR] RETARDER CONTROLLER: COMMUNICATION ERROR Action code E03 Contents of trouble Controller response Problem that appears on machine

Failure code DB1RKR

Description

Retarder controller: Communication error (Between retarder controller – transmission controller) (Transmission controller system)

• Updating of received data from retarder controller has stopped. • AISS is locked in LOW. (until starting switch is turned OFF.) • Keep the information at the time when abnormality occurred. • Turns on centralized warning lamp and sounds alarm buzzer. • The information and special functions which are retrieved from retarder controller do not work or display.

Related information Refer to pages 10 of the electrical schematic. Cause Defective CAN terminal 1 resistor (Internal defect)

Standard value in normal state/Remarks on troubleshooting Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON. CAN01-2 (male)

Resistance

Between (A) – (B)

Approx. 120 ± 12 



D21-100

Wiring harness between CAN06 (A) – CAN05-3 (A), CAN05-2 (A), CAN05-1 (A); Wiring harness between CAN07 (E) – CAN04-3 (A), CAN04-2 (A), CAN04-1 (A); Wiring harness between ATC2 (32) – CAN03-3 (A), CAN03-2 (A), CAN03-1 (A); Wiring harness between RCM2 (32) – CAN02-3 (A), CAN02-2 (A), CAN02-1 (A); Wiring harness between HM4A (04) – CAN08-3 (A), CAN08-2 (A), CAN08-1 (A); Wiring harness between CN062 (3) – CAN01-3 (A), CAN01-2 (A), CAN01-1 (A), CN4 (3)

Disconnection in wiring harness 2 (Disconnection in wiring or defective contact in connecWiring harness between CAN06 (B) – tor) CAN05-3 (B), CAN05-2 (B), CAN05-1 (B); Wiring harness between CAN07 (D) – CAN04-3 (B), CAN04-2 (B), CAN04-1 (B); Wiring harness between ATC2 (22) – CAN03-3 (B), CAN03-2 (B), CAN03-1 (B); Wiring harness between RCM2 (22) – CAN02-3 (B), CAN02-2 (B), CAN02-1 (B); Wiring harness between HM4A (12) – CAN08-3 (B), CAN08-2 (B), CAN08-1 (B); Wiring harness between CN062 (10) – CAN01-3 (B), CAN01-2 (B), CAN01-1 (B), CN4 (8)

Troubleshooting

Resistance

Max. 1 

Resistance

Max. 1 

02/09 D21003

Cause

Standard value in normal state/Remarks on troubleshooting Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON.


Grounding fault in wiring Between ground and CAN06 (A), CAN07 harness (E), ATC2 (32), RCM2 (32), HM4A (04), 3 (Contact with ground circuit) CN062 (B), CN4 (3)

Resistance

Min. 1 M

Between ground and CAN06 (B), CAN07 (D), ATC2 (22), RCM2 (22), HM4A (12), CN062 (10), CN4 (8)

Resistance

Min. 1 M

Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. Defective hot short in wiring 4 harness (a contact with 24 V circuit)

Defective machine monitor, engine controller, transmis5 sion controller, VHMS & PLM controller, or retarder controller

D21003 02/09

Between ground and CAN06 (A), CAN07 (E), ATC2 (32), RCM2 (32), HM4A (04), CN062 (B), CN4 (3)

Voltage

Max. 1V

Between ground and CAN06 (B), CAN07 (D), ATC2 (22), RCM2 (22), HM4A (12), CN062 (10), CN4 (8)

Voltage

Max. 1V

If causes 1 – 4 are not detected, machine monitor, engine controller, transmission controller, VHMS & PLM controller or retarder controller or may be defective. (Since trouble is in system, troubleshooting cannot be carried out.)

Troubleshooting

D21-101

FAILURE CODE [DB1RMA] RETARDER CONTROLLER: OPTION SETTING ERROR Action code

Failure code

E03

DB1RMA


Description

• Information of option setting sent from machine monitor when starting switch is turned ON is different from option setting saved in retarder controller. • Turns machine monitor and option system caution lamp ON and sounds alarm buzzer. • Controls with option setting saved in controller. • Even if cause of failure disappears, system does not reset itself until starting switch is turned OFF. • None in particular. • Perform initial setting and adjustment of retarder controller to be performed after replacement. • Method of reproducing failure code: Turn starting switch ON. Cause


D21-102

Retarder controller: Option setting error (Machine monitor system)


Wrong option setting in machine monitor

Option may be set wrongly in machine monitor. When machine monitor or retarder controller is replaced, set it correctly according to Testing and adjusting.

2 Defective machine monitor

If cause 1 is not detected, machine monitor may be defective. (Since trouble is in system, troubleshooting cannot be carried out.)

1

Troubleshooting

02/09 D21003

FAILURE CODE [dBBRKR] VHMS: COMMUNICATION ERROR Action code

Failure code

E03

dBBRKR

Description

VHMS Communication Error (Machine Monitor)

Contents of trouble

• Machine monitor cannot obtain information from the VHMS controller through the communication network.

Controller Response

• Keeps information at time of occurrence of error.

Problem that appears on machine Related information

• The system may not operate normally. • Information from the VHMS controller is not displayed. Method for reproducing failure codes: turn the key switch ON.

Possible causes Cause and standard value in normal Perform troubleshooting for DAFRKR. state


Refer to page 10 in the electrical schematic for reference.

D21003 02/09

Troubleshooting

D21-103

FAILURE CODE [DDB4MA] BRAKE SENSOR: OPEN OR SHORT CIRCUIT Action code

Failure code

E01

DDB4MA

Contents of trouble Controller Response Problem that appears on machine Related information

Description

Suspension pressure sensor system: Brake pedal sw, front brake apply sw, brake apply sw (Retarder controller system)

• Brake operates even though the driver does not work the foot brake. • None in particular

• Brake drags • Input state can be checked with monitoring function (Code: 44700 (Brake pedal), 35102 (Front brake apply), 35700 (Brake apply)).



Defective brake pedal, front 1 brake apply, or brake apply sensor

Between CN240 (A) - (B)

Resistance

Max. 1 

Between CN240 (C) - (B)

Resistance

Min. 1 M

Between CN231 (A) - (B)

Resistance

Max. 1 

Between CN231 (C) - (B) Between CN027 (C) (B)


Disconnection in wiring harness (Disconnection in wiring or 2 defective contact in connector) Brake pedal sw failure Grounding fault in wiring harness 3 (Contact with ground circuit) Front brake apply sw or Brake apply sw failure Defective hot short in wiring harness (a contact with 24 V circuit) 4 Front brake apply switch or brake apply switch failure

5

D21-104

Defective Retarder controller

Resistance

Min. 1 M

Brake Pedal Applied

Resistance

Max. 1 

Brake Pedal Not Applied

Resistance

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 


Resistance

Min. 1 M


Resistance

Min. 1 M

Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. Wiring harness between CN231 (female) (B) – RCM3 (39)

Voltage

Max. 1 V


Voltage

Max. 1 V

If no other problems were found, the controller may be defective..

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-105

FAILURE CODE [DDD7KX] ARSC SWITCH: INPUT SIGNAL OUT OF RANGE Action code E03 Contents of trouble

Failure code DDD7KX

Description

ARSC switch: input signal range out of range (When ARSC is set and ARSC system switch is ON) (Retarder controller system)

• The input signal circuit voltage of the travel speed set switch is below 0.3 V.

Controller • When ARSC operates, the controller releases the brake gradually. Response Problem that appears on • This failure does not have a serious effect on the machine. machine Related • None in particular. information Refer to pages 7 of the electrical schematic. Cause Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Replace the travel speed set switch (ARSC SET switch). Defective travel speed set 1 Failure is not Replace the travel switch (ARSC SET switch) Switch is normal repaired. speed set switch (ARSC SET switch). Failure is repaired. Switch is defective 1) Turn the starting switch OFF. 2) Disconnect connector CN034. 2 Defective register (250 ) 3) Connect T-adapter. Between CN034 (female) (1) – (2) Resistance 250 ± 25  1) Turn the starting switch OFF. Possible causes 2) Disconnect connector CN035. 3 Defective resistor (1,020 ) 3) Connect T-adapter. and standard value in normal Between CN035 (female) (1) – (2) Resistance 1,020 ± 102  state 1) Turn the starting switch OFF. 2) Disconnect connectors RCM1, RCM3, CN092, and CN035, CN034. 3) Connect T-adapter. Wiring harness between RCM3 (female) Resistance Max. 1  Disconnection in wiring har- (34) – CN034 (male) (2) ness Wiring harness between RCM1 (female) 4 (Disconnection or defective (13) – CN034 (male) (1) – CN092 (female) Resistance Max. 1  contact) (1) Wiring harness between CN035 (male) (1) – Resistance Max. 1  CN092 (female) (3) Wiring harness between CN035 (male) (2) – Resistance Max. 1  CN092 (female) (2)

D21-106

Troubleshooting

02/09 D21003

Cause


D21003 02/09


Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector RCM1 and RCM3. 3) Insert T-adapter. 4) Turn the starting switch ON. Between RCM3 (34) – RCM1 (21) Voltage Approx. 5 V 1) Turn the starting switch OFF. 2) Disconnect connectors RCM1. 3) Insert T-adapter. When set switch is Resistance 1,020 ± 102  ON When set switch is Resistance 68 ± 6.8  TOUCH UP Between RCM1 (female) (13) – (21) When set switch is Resistance 198 ± 19.8  TOUCH DOWN When set switch is Resistance 418 ± 41.8  CANCEL

Troubleshooting

D21-107

FAILURE CODE [DDD8KA] ARSC SWITCH: OPEN CIRCUIT Action code

Failure code

E03 Contents of trouble Controller Response Problem that appears on machine Related information

DDD8KA

Description

ARSC switch: Open circuit (When ARSC is set and ARSC system switch is ON) (Retarder controller system)

• The ON input of the ARSC system switch is ON and the OFF input of the system switch is ON. • When ARSC operates, the controller releases the brake gradually.

• This failure does not have a serious effect on the machine.

• Condition of ARSC switch can be checked with monitoring function (Code: 37701 (V)).

Refer to pages 3 of the electrical schematic. Cause Disconnection in wiring harness 1 (Disconnection or defective contact)


2

Defective ARSC system switch

1) Turn the starting switch OFF. 2) Disconnect connectors CN054 and CN2B. 3) Connect T-adapter. Wiring harness between CN2B (female) (1) – CN054 (female) (3)

Resistance

Max. 1 

1) Turn the starting switch OFF. 2) Replace the ARSC system switch with normal one. 3) Turn the starting switch ON. When the ARSC system switch is replaced with normal one, is failure repaired?

No

System switch is normal

Yes

System switch is defective

1) Turn the starting switch OFF. 2) Disconnect connector CN2B. 3) Insert T-adapter. 4) Turn the starting switch ON. 3 Defective machine monitor

D21-108


Turn the ARSC system switch ON Between CN2B (1) – (Press it up). ground Turn the ARSC system switch OFF (Press it down).

Troubleshooting

Voltage

20 – 30 V

Voltage

Max. 1 V

02/09 D21003

FAILURE CODE [DDD8KB] ARSC SWITCH: SHORT CIRCUIT Action code

Failure code


DDD8KB

Description

ARSC switch: Short circuit (When ARSC is set and ARSC system switch is ON) (Retarder controller system)

• The ON input of the ARSC system switch is ON and the OFF input of the system switch is ON. • When ARSC operates, the controller releases the brake gradually.

• This failure does not have a serious effect on the machine.

• Condition of ARSC switch can be checked with monitoring function (Code: 37701 (V)).

Refer to pages 3 of the electrical schematic. Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connectors CN2B and CN054. 3) Connect T-adapter. 4) Turn the starting switch ON.

1 Hot short in wiring harness


2

ARSC system switch defective

Wiring harness between CN2B (female) (1) – CN054 (female) (3)

Voltage

Max. 1 V


Voltage

Max. 1 V

1) Turn the starting switch OFF. 2) Replace the ARSC system switch with normal one. 3) Turn the starting switch ON. When the ARSC system switch is replaced with normal one, is failure repaired?

No


Yes

System switch is defective

1) Turn the starting switch OFF. 2) Disconnect connector CN2B. 3) Insert T-adapter. 4) Turn the starting switch ON. 3 Machine monitor defective

D21003 02/09

Turn the ARSC system switch ON Between CN2B (1) – (Press it up). ground Turn the ARSC system switch OFF (Press it down).

Troubleshooting

Voltage

20 – 30 V

Voltage

Max. 1 V

D21-109

FAILURE CODE [DDDAKA] ASR CUT SWITCH: OPEN CIRCUIT Action code

Failure code

E01

DDDAKA

Description

ASR cut switch: Open Circuit (Machine monitor system)

Contents of trouble

• The ON input of the ASR system switch is OFF and the OFF input of the system switch is OFF.

Controller Response

• Resets ASR control.


• Machine is not affected seriously. • ASR control cannot be continued.

Related information Refer to pages 3 of the electrical schematic. Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Disconnect connectors CN060 and CN2B. 3) Connect T-adapter.



2 Defective ASR cut switch

Max. 1 

Resistance

Max. 1 

1) Turn starting switch OFF. 2) Disconnect connectors CN060 and CN2B. 3) Connect T-adapter. Wiring harness between CN2B (female) (9) – CN060 (female) (2)


Resistance

1) Turn starting switch OFF. 2) Replace ASR system switch with normal switch. 3) Turn starting switch ON. When ASR system switch is replaced with normal switch, does condition become normal?

No


Yes

System switch is abnormal

1) Turn starting switch OFF. 2) Disconnect connector CN2B. 3) Insert T-adapter. 4) Turn starting switch ON. 3 Defective machine monitor

D21-110

Between CN2B (3) – ASR cut switch ON ground ASR cut switch OFF

Voltage

20 – 30 V

Voltage

Max. 1 V

Between CN2B (9) – ASR cut switch ON ground ASR cut switch OFF

Voltage

Max. 1 V

Voltage

20 – 30 V

Troubleshooting

02/09 D21003

FAILURE CODE [DDDAKB] ASR CUT SWITCH: SHORT CIRCUIT Action code

Failure code

E01

DDDAKB

Contents of trouble Controller Response Problem that appears on machine

Description

ASR cut switch: Short circuit (Machine monitor system)

• ASR cut switch ON input is turned ON and system switch OFF input is turned ON. • Resets ASR control. • Machine is not affected particularly. • ASR control cannot be continued.

Related information Refer to pages 3 of the electrical schematic. Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Disconnect connectors CN060 and CN2B. 3) Connect T-adapter. 4) Turn starting switch ON.

1 Hot short in wiring harness


2 Defective ASR cut switch

Between ground and wiring harness between CN2B (female) (3) – CN060 (female) (3)

Voltage

Max. 1 V

Between ground and wiring harness between CN2B (female) (9) – CN060 (female) (2)

Voltage

Max. 1 V

1) Turn starting switch OFF. 2) Replace ASR cut switch with normal switch. 3) Turn starting switch ON. When ASR cut switch is replaced with normal switch, is condition normal?

No

ASR cut switch is normal

Yes

ASR cut switch is defective

1) Turn starting switch OFF. 2) Disconnect connector CN2B. 3) Insert T-adapter. 4) Turn starting switch ON. 3 Defective machine monitor

D21003 02/09

Between CN2B (3) – ASR cut switch OFF ground ASR cut switch ON

Voltage

20 – 30 V

Voltage

Max. 1 V

Between CN2B (9) – ASR cut switch OFF ground ASR cut switch ON

Voltage

Max. 1 V

Voltage

20 – 30 V

Troubleshooting

D21-111

FAILURE CODE [DDP6MA] BRAKE SWITCH: OPEN OR SHORT CIRCUIT Action code

Failure code

E01

DDP6MA

Description

Brake switch: Open or short circuit (Retarder controller system)

Contents of trouble

• Brake does not operate even though the driver works the emergency brake.

Controller Response



• Emergency brake does not operate • Input State can be checked with monitoring function (Code: 35102 (Front brake apply), 35100 (Brake apply)).



1


Defective front brake apply or brake apply sensor

Disconnection in wiring harness (Disconnection in wiring or 2 defective contact in connector) Front brake apply sw or Brake apply sw failure Defective hot short in wiring harness 3 (a contact with 24 V circuit) Front brake apply sw or Brake apply sw failure 4 Defective retarder controller

D21-112

Between CN231 (female) (B) – (C)

Resistance

Between CN240 (female) (B) – (C)

Resistance

Brake ON

Max. 1 

Brake OFF

Min. 1 M

Brake ON

Max. 1 

Brake OFF

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 

Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. Wiring harness between CN231 (female) (B) – RCM3 (39)

Voltage

Max. 1 V


Voltage

Max. 1 V

If no other problems have been found, the controller may be defective.

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-113

FAILURE CODE [DDTHKA] HIGH CLUTCH FILL SWITCH: OPEN CIRCUIT Action code

Failure code


DDTHKA

Description

High clutch fill switch: Open Circuit (Command is Holding pressure, fill switch is OFF, and slip is not sensed) (Transmission controller system)

• When the output to the Hi clutch ECMV is turned ON, the clutch is engaged but the signal from the fill switch is not turned ON. • The controller keeps the current gear speed. • If the shift lever is set in the "N" position, the controller keeps the gear in Neutral. • The gear cannot be shifted. • If the shift lever is set in the "N" position, the machine cannot start until it is stopped. • This failure can be checked in the monitoring function (Code: 31520).

Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector CN14 (H, SW). 3) Connect T-adapter.

1 Defective Hi clutch fill switch Between CN14 (H, SW) (male) (1) – ground Possible causes and standard value in normal state


When disResistance engaged

Min. 1 M

When engaged

Max. 1 

Resistance

1) Turn the starting switch OFF. 2) Disconnect connectors ATC3 and CN14 (H, SW). 3) Connect T-adapter. Wiring harness between ATC3 (female) (30) – CN14 (H, SW) (female) (1)

Resistance

Max. 1 

When disResistance engaged

Min. 1 M

When engaged

Max. 1 

1) Turn the starting switch OFF. 2) Disconnect connector ATC3. 3) Connect T-adapter. 3

D21-114



Troubleshooting

Resistance

02/09 D21003

D21003 02/09

Troubleshooting

D21-115

FAILURE CODE [DDTJKA] LOW CLUTCH FILL SWITCH: OPEN CIRCUIT Action code

Failure code


DDTJKA

Description

Low clutch fill switch: Open circuit (Command is Holding pressure, fill switch is OFF, and slip is not sensed) (Transmission controller system)

• When the output to the Lo clutch ECMV is turned ON, the clutch is engaged but the signal from the fill switch is not turned ON. • The controller keeps the current gear speed. • If the shift lever is set in the "N" position, the controller keeps the gear in Neutral. • The gear cannot be shifted. • If the shift lever is set in the "N" position, the machine cannot start until it is stopped. • This failure can be checked in the monitoring function (Code: 31520).

Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector CN12 (L,SW). 3) Connect T-adapter.

1 Defective Lo clutch fill switch Between CN12 (L,SW) (male) (1) – ground Possible causes and standard value in normal state


When disengaged

Resistance

Min. 1 M

When engaged

Resistance

Max. 1 

1) Turn the starting switch OFF. 2) Disconnect connectors ATC3 and CN12 (L,SW). 3) Connect T-adapter. Wiring harness between ATC3 (female) (10) – CN12 (L,SW) (female) (1)

Resistance

Max. 1 

When disengaged

Resistance

Min. 1 M

When engaged

Resistance

Max. 1 


D21-116



Troubleshooting

02/09 D21003

D21003 02/09

Troubleshooting

D21-117

FAILURE CODE [DDTKKA] 1ST CLUTCH FILL SWITCH: OPEN CIRCUIT Action code

Failure code


DDTKKA

Description

1st clutch fill switch: Open circuit (Command is Holding pressure, fill switch is OFF, and slip is not sensed) (Transmission controller system)

• When the output to the 1st clutch ECMV is turned ON, the clutch is engaged but the signal from the fill switch is not turned ON. • The controller keeps the current gear speed. • If the shift lever is set in the "N" position, the controller keeps the gear in neutral. • The gear cannot be shifted. • If the shift lever is set in the "N" position, the machine cannot start until it is stopped. • This failure can be checked in the monitoring function (Code: 31520).

Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector CN8 (1, SW). 3) Connect T-adapter.

1 Defective 1st clutch fill switch



When disBetween CN8 (1, SW) (male) (1) engaged – ground When engaged

Resistance

Min. 1 M

Resistance

Max. 1 

1) Turn the starting switch OFF. 2) Disconnect connectors ATC3 and CN8 (1, SW). 3) Connect T-adapter. Wiring harness between ATC3 (female) (40) – CN8 (1, SW) (female) (1)

Resistance

Max. 1 

When disengaged

Resistance

Min. 1 M

When engaged

Resistance

Max. 1 


D21-118



Troubleshooting

02/09 D21003

D21003 02/09

Troubleshooting

D21-119

FAILURE CODE [DDTLKA] 2ND CLUTCH FILL SWITCH: OPEN CIRCUIT Action code

Failure code


DDTLKA

Description

2nd clutch fill switch: Open circuit (Command is Holding pressure, fill switch is OFF, and slip is not sensed) (Transmission controller system)

• When the output to the 2nd clutch ECMV is turned ON, the clutch is engaged but the signal from the fill switch is not turned ON. • The controller keeps the current gear speed. • If the shift lever is set in the "N" position, the controller keeps the gear in neutral. • The gear cannot be shifted. • If the shift lever is set in the "N" position, the machine cannot start until it is stopped. • This failure can be checked in the monitoring function (Code: 31520).

Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector CN10 (2,SW). 3) Connect T-adapter.

1


Defective 2nd clutch fill switch


Between CN10 (2,SW) (male) (1) – ground

When disengaged

Resistance

Min. 1 M

When engaged

Resistance

Max. 1 

1) Turn the starting switch OFF. 2) Disconnect connectors ATC3 and CN10 (2,SW). 3) Connect T-adapter. Wiring harness between ATC3 (female) (9) – CN10 (2,SW) (female) (1)

Resistance

Max. 1 

When disengaged

Resistance

Min. 1 M

When engaged

Resistance

Max. 1 


D21-120



Troubleshooting

02/09 D21003

D21003 02/09

Troubleshooting

D21-121

FAILURE CODE [DDTMKA] 3RD CLUTCH FILL SWITCH: OPEN CIRCUIT Action code

Failure code


DDTMKA

Description

3rd clutch fill switch: Open circuit (Command is Holding pressure, fill switch is OFF, and slip is not sensed) (Transmission controller system)

• When the output to the 3rd clutch ECMV is turned ON, the clutch is engaged but the signal from the fill switch is not turned ON. • The controller keeps the current gear speed. • If the shift lever is set in the "N" position, the controller keeps the gear in Neutral. • The gear cannot be shifted. • If the shift lever is set in the "N" position, the machine cannot start until it is stopped. • This failure can be checked in the monitoring function (Code: 31520).

Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector CN4 (3,SW). 3) Connect T-adapter.

1


Defective 3rd clutch fill switch


When disBetween CN4 (3,SW) (male) (1) engaged – ground When engaged

Resistance

Min. 1 M

Resistance

Max. 1 

1) Turn the starting switch OFF. 2) Disconnect connectors ATC3 and CN4 (3,SW). 3) Connect T-adapter. Wiring harness between ATC3 (female) (19) – CN4 (3,SW) (female) (1)

Resistance

Max. 1 

When disengaged

Resistance

Min. 1 M

When engaged

Resistance

Max. 1 


D21-122



Troubleshooting

02/09 D21003

D21003 02/09

Troubleshooting

D21-123

FAILURE CODE [DDTNKA] REVERSE CLUTCH FILL SWITCH: OPEN CIRCUIT Action code

Failure code

E03

DDTNKA

Description

R clutch fill switch: Open circuit (Command is Holding pressure, fill switch is OFF, and slip is not sensed) (Transmission controller system)

Contents of trouble

• When the output to the R clutch ECMV is turned ON, the clutch is engaged but the signal from the fill switch is not turned ON.

Controller Response

• The controller keeps the current gear speed. • If the shift lever is set in the "N" position, the controller keeps the gear in Neutral.


• The gear cannot be shifted. • If the shift lever is set in the "N" position, the machine cannot start until it is stopped. • This failure can be checked in the monitoring function (Code: 31520)

Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector CN6 (R,SW). 3) Connect T-adapter.

1 Defective R clutch fill switch



When disBetween CN6 (R,SW) (male) (1) engaged – ground When engaged

Resistance

Min. 1 M

Resistance

Max. 1 

1) Turn the starting switch OFF. 2) Disconnect connectors ATC3 and CN6 (R,SW). 3) Connect T-adapter. Wiring harness between ATC3 (female) (29) – CN6 (R,SW) (female) (1)

Resistance

Max. 1 

When disengaged

Resistance

Min. 1 M

When engaged

Resistance

Max. 1 


D21-124



Troubleshooting

02/09 D21003

D21003 02/09

Troubleshooting

D21-125

FAILURE CODE [DDTRKA] MID CLUTCH FILL SWITCH: OPEN CIRCUIT Action code

Failure code

E03

DDTRKA


Description

Mid clutch fill switch: Open circuit (Command is Holding pressure, fill switch is OFF, and slip is not sensed) (Transmission controller system)

• When the output to the Mid clutch ECMV is turned ON, the clutch is engaged but the signal from the fill switch is not turned ON. • The controller keeps the current gear speed. • If the shift lever is set in the "N" position, the controller keeps the gear in Neutral. • The gear cannot be shifted. • If the shift lever is set in the "N" position, the machine cannot start until it is stopped. • This failure can be checked in the monitoring function (Code: 31520).

Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector CN16 (M,SW). 3) Connect T-adapter.

1 Defective R clutch fill switch



When disResistance Min. 1 M Between CN16 (M,SW) (male) (1) – engaged ground When Resistance Max. 1  engaged 1) Turn the starting switch OFF. 2) Disconnect connectors ATC3 and CN16 (M,SW). 3) Connect T-adapter. Wiring harness between ATC3 (female) (20) CN16 (M,SW) (female) (1)



D21-126



Troubleshooting

When disResistance Min. 1 M engaged When engaged


02/09 D21003

D21003 02/09

Troubleshooting

D21-127

FAILURE CODE [DF10KA] SHIFT LEVER: OPEN CIRCUIT Action code E03 Contents of trouble Controller Response

Failure code DF10KA

• Gear shift lever signal is not input at all.


• Gear speed is still in neutral and cannot start vehicle. • Cannot shift between forward and reverse positions. • All gear shift lever position lamps go out.

Description

Shift lever: Open circuit (No lever signal input) (Transmission controller system)

• Controls according to previous gear shift lever information before abnormality occurs.

Related infor• Non in particular. mation Refer to pages 2, 5 & 6 of the electrical schematic for reference. Cause Standard value in normal state/Remarks on troubleshooting • Gear shift lever is being pushed even though it is not operated. 1 Operational error

Disconnection in wiring harness 2 (Disconnection or defective contact of connectors) Possible causes and standard value in normal state

Defective harness grounding 3 (Contact with ground circuit)

D21-128

• Gear shift lever has been stopped at the midway point between each of the gear positions. 1)Turn starting switch OFF. 2)Connect T-adapter to connector CN033A (male). Harness between FU3 (3) – CN033A (male) Resistance Max. 1  (1) Wiring harness between ATC2 (female) (35) Resistance Max. 1  – CN033A (male) (3) Wiring harness between ATC2 (female) (25) Resistance Max. 1  – CN033A (male) (5) Wiring harness between ATC1 (female) (6) Resistance Max. 1  – CN033A (male) (4) Wiring harness between ATC2 (female) (15) Resistance Max. 1  – CN033A (male) (6) Wiring harness between ATC2 (female) (5) Resistance Max. 1  – CN033A (male) (7) Wiring harness between ATC2 (female) (36) Resistance Max. 1  – CN033A (male) (8) Wiring harness between ATC2 (female) (26) Resistance Max. 1  – CN033A (male) (9) Wiring harness between ATC2 (female) (16) Resistance Max. 1  – CN033A (male) (10) Wiring harness between ATC2 (female) (6) Resistance Max. 1  – CN033A (male) (11) Wiring harness between ATC3 (female) (21) Resistance Max. 1  (31), (32), (33) – CN033A (male) (2) 1)Turn starting switch OFF. 2)Connect T-adapter to connectors ATC1 (female), ATC2 (female), and CN033A (male). 3)Turn starting switch ON. Between ground and wiring harness between ATC2 (female) (35) – CN033A (male) (3) Between ground and wiring harness between ATC2 (female) (25) – CN033A (male) (5)

Troubleshooting

Resistance

Min. 1 M

Resistance

Min. 1 M

02/09 D21003

Cause

3

Standard value in normal state/Remarks on troubleshooting Between ground and wiring harness between ATC1 (female) (6) – CN033A Resistance Min. 1 M (male) (4) Between ground and wiring harness between ATC2 (female) (15) – CN033A Resistance Min. 1 M (male) (6) Between ground and wiring harness between ATC2 (female) (5) – CN033A Resistance Min. 1 M (male) (7) Defective harness grounding Between ground and wiring harness (Contact with ground circuit) between ATC2 (female) (36) – CN033A Resistance Min. 1 M (male) (8) Between ground and wiring harness between ATC2 (female) (26) – CN033A Resistance Min. 1 M (male) (9) Between ground and wiring harness between ATC2 (female) (16) – SF1 (male) Resistance Min. 1 M (10) Between ground and wiring harness between ATC2 (female) (6) – SF1 (male) Resistance Min. 1 M (11) 1) Turn starting switch OFF. 2) Insert T-adapter in connector SF1. 3) Turn starting switch ON.


4 Defective gear shift lever

D21003 02/09

In shift range "R" Between CN033A (3) In shift range other – ground than "R" In shift range "N" Between CN033A (4) In shift range other – ground than "N" In shift range "D" Between CN033A (5) In shift range other – ground than "D" In shift range "6" Between CN033A (6) In shift range other – ground than "6" In shift range "5" Between CN033A (7) In shift range other –ground than "5" In shift range "4" Between CN033A (8) In shift range other – ground than "4" In shift range "3" Between CN033A (9) In shift range other – ground than "3" In shift range "2" Between CN033A In shift range other (10) – ground than "2" In shift range "L" Between CN033A In shift range other (11) – ground than "L"

Troubleshooting

Voltage

20 – 30 V

Voltage

Max. 1 V

Voltage

20 – 30 V

Voltage

Max. 1 V

Voltage

20 – 30 V

Voltage

Max. 1 V

Voltage

20 – 30 V

Voltage

Max. 1 V

Voltage

20 – 30 V

Voltage

Max. 1 V

Voltage

20 – 30 V

Voltage

Max. 1 V

Voltage

20 – 30 V

Voltage

Max. 1 V

Voltage

20 – 30 V

Voltage

Max. 1 V

Voltage

20 – 30 V

Voltage

Max. 1 V

D21-129

Cause


D21-130

5


Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Insert T-adapter in connectors ATC1 and ATC2. 3) Turn starting switch ON. In shift range "R" Voltage 20 – 30 V Between ATC2 (35) – In shift range other ground Voltage Max. 1 V than "R" In shift range "D" Voltage 20 – 30 V Between ATC2 (25) – In shift range other ground Voltage Max. 1 V than “D“ In shift range "N" Voltage 20 – 30 V Between ATC1 (6) – In shift range other ground Voltage Max. 1 V than "N" In shift range "6" Voltage 20 – 30 V Between ATC2 (15) – In shift range other ground Voltage Max. 1 V than "6" In shift range "5" Voltage 20 – 30 V Between ATC2 (5) – In shift range other ground Voltage Max. 1 V than "5" In shift range "4" Voltage 20 – 30 V Between ATC2 (36) – In shift range other ground Voltage Max. 1 V than "4" In shift range "3" Voltage 20 – 30 V Between ATC2 (26) – In shift range other ground Voltage Max. 1 V than "3" In shift range "2" Voltage 20 – 30 V Between ATC2 (16) – In shift range other ground Voltage Max. 1 V than "2" In shift range "L" Voltage 20 – 30 V Between ATC2 (6) – In shift range other ground Voltage Max. 1 V than "L"

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-131

FAILURE CODE [DF10KB] SHIFT LEVER: SHORT CIRCUIT Action code E03

Failure code DF10KB

Description

Shift lever: Short circuit (Input of multiple lever signal) (Transmission controller system)

Contents of trouble

• Gear shift lever signals have been inputted at the same time from 2 or more systems.

Controller Response

• Controls according to high priority signal. (1): N > D > 6> 5 > 4 > 3 > 2 > L (2): N > R • Shifts gear speed to neutral when signals have been inputted from system (1) and system (2) at the same time.


• There are cases where the gear speed is shifted to a higher gear speed than that which has been set by the gear shift lever. • Gear speed is still in neutral and cannot start vehicle. • Gear shift lever position lamp does not indicate actual gear shift lever position.

Related • None in particular. information Refer to pages 2, 5 & 6 of the electrical schematic for reference. Cause Standard value in normal state/Remarks on troubleshooting 1)Turn starting switch OFF. 2) Connect T-adapter to connectors ATC1 (female), ATC2 (female), and CN033A (male). 3) Turn starting switch ON. Between ground and wiring harness When not at between ATC2 (female) (35) – CN033A Voltage R, (male) (3) Max. 1 V Between ground and wiring harness When not at between ATC2 (female) (25) – CN033A Voltage D, (male) (5) Max. 1 V Between ground and wiring harness When not at between ATC1 (female) (6) – CN033A Voltage N, (male) (4) Max. 1 V Between ground and wiring harness When not at Possible causes Voltage 6, and standard Defective hot short in wiring between ATC2 (female) (15) – CN033A (male) (6) Max. 1 V value in normal 1 harness state (a contact with 24 V circuit) Between ground and wiring harness When not at between ATC2 (female) (5) – CN033A Voltage 5, (male) (7) Max. 1 V Between ground and wiring harness When not at between ATC2 (female) (36) – CN033A Voltage 4, (male) (8) Max. 1 V Between ground and wiring harness When not at between ATC2 (female) (26) – CN033A Voltage 3, (male) (9) Max. 1 V Between ground and wiring harness When not at between ATC2 (female) (16) – CN033A Voltage 2, (male) (10) Max. 1 V Between ground and wiring harness When not at between ATC2 (female) (6) – CN033A Voltage L, (male) (11) Max. 1 V

D21-132

Troubleshooting

02/09 D21003

Cause

2 Defective gear shift lever


3

D21003 02/09


Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Insert T-adapter in connector SF1 (male). 3) Turn starting switch ON. In shift range "R" Voltage 20 – 30 V Between CN033A (3) In shift range other – ground Voltage Max. 1 V than "R" In shift range "N" Voltage 20 – 30 V Between CN033A (4) In shift range other – ground Voltage Max. 1 V than "N" In shift range"D" Voltage 20 – 30 V Between CN033A (5) In shift range other – ground Voltage Max. 1 V than "D" In shift range "6" Voltage 20 – 30 V Between CN033A (6) In shift range other – ground Voltage Max. 1 V than "6" In shift range "5" Voltage 20 – 30 V Between CN033A (7) In shift range other – ground Voltage Max. 1 V than "5" In shift range "4" Voltage 20 – 30 V Between CN033A (8) In shift range other – ground Voltage Max. 1 V than "4" In shift range "3" Voltage 20 – 30 V Between CN033A (9) In shift range other – ground Voltage Max. 1 V than "3" In shift range "2" Voltage 20 – 30 V Between CN033A In shift range other (10) – ground Voltage Max. 1 V than "2" In shift range "L" Voltage 20 – 30 V Between CN033A In shift range other (11) – ground Voltage Max. 1 V than "L" Turn the starting switch OFF. In shift range "R" Voltage 20 – 30 V Between ATC2 (35) – In shift range other ground Voltage Max. 1 V than "R" In shift range "D" Voltage 20 – 30 V Between ATC2 (25) – In shift range other ground Voltage Max. 1 V than "D" In shift range"N" Voltage 20 – 30 V Between ATC1 (6) – In shift range other ground Voltage Max. 1 V than “N“ In shift range "6" Voltage 20 – 30 V Between ATC2 (15) – In shift range other ground Voltage Max. 1 V than "6" In shift range "5" Voltage 20 – 30 V Between ATC2 (5) – In shift range other ground Voltage Max. 1 V than "5" In shift range "4" Voltage 20 – 30 V Between ATC2 (36) – In shift range other ground Max. 1 V Voltage than "4"

Troubleshooting

D21-133

Cause


D21-134


Standard value in normal state/Remarks on troubleshooting In shift range "3" Voltage 20 – 30 V Between ATC2 (26) – In shift range other ground Voltage Max. 1 V than "3" In shift range "2" Voltage 20 – 30 V Between ATC2 (16) – In shift range other ground Voltage Max. 1 V than "2" In shift range "L" Voltage 20 – 30 V Between ATC2 (6) – In shift range other ground Voltage Max. 1 V than "L"

Troubleshooting

02/09 D21003

FAILURE CODE [DGF1KX] TRANSMISSION OIL TEMPERATURE SENSOR: INPUT SIGNAL OUT OF RANGE Action code

Failure code

E03

DGF1KX

Description

Transmission oil temperature sensor: Input signal out of range (Transmission controller system)

Contents of trouble

• The voltage of the signal circuit of the transmission oil temperature sensor is below 0.97 V (above 150?) or only transmission oil temperature is low (transmission oil temperature sensor signal circuit voltage is above 4.56 V (below 15 ?) and torque converter and brake oil temperature sensor voltage is below 3.7 V (above 55 ?).

Controller Response

• The controller controls the clutch oil pressure, fixing the sensed oil temperature high.


• Gear shift shocks become large.

• This failure can be checked in the monitoring function (Code: 32500 (?), 32501 (V)).

Refer to page 5 of the electrical schematic for reference. Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector LUB,T. 3) Connect T-adapter.

1

Defective transmission oil temperature sensor



Between LUB,T (male) (1) – (2)

Oil temperature: 25 ?

Resistance

37 – 50 k


Resistance

3.5 – 4.0 k

1) Turn the starting switch OFF. 2) Disconnect connectors ATC1 and LUB,T. 3) Connect T-adapter. Wiring harness between ATC1 (female) (21) – LUB,T (female) (2)

Resistance

Max. 1 

Wiring harness between ATC1 (female) (3) – LUB,T (female) (1)

Resistance

Max. 1 

Resistance

Min. 1 M

Voltage

Max. 5 V

1) Turn the starting switch OFF. 2) Disconnect connectors ATC1 and LUB,T. Grounding fault in wiring har- 3) Connect T-adapter. 3 ness (Contact with ground) Between ground and wiring harness ATC1 (female) (3) – LUB,T (female) (1)

4

Hot short in wiring harness (Contact with 24V)

1) Turn the starting switch OFF. 2) Disconnect connectors ATC1 and LUB,T. 3) Connect T-adapter. 4) Turn the starting switch ON. Between ground and wiring harness ATC1 (female) (3) – LUB,T (female) (1)

5

D21003 02/09


1) Turn the starting switch OFF. 2) Disconnect connectors ATC1 and LUB,T. 3) Connect T-adapter. 4) Turn the starting switch ON. Between ATC1 (female) (3) – (21)


Resistance

37 – 50 k


Resistance

3.5 – 4.0 k

Troubleshooting

D21-135

FAILURE CODE [DGR2KB] RETARDER OIL TEMPERATURE SENSOR (RIGHT REAR): SHORT TO GROUND Action code

Failure code

E01

DGR2KB

Description

Retarder oil temperature sensor (right rear): Short to ground (Retarder controller system)

Contents of trouble

• Signal circuit voltage of retarder oil temperature sensor has become below 0.96 V.

Controller Response



• Oil temperature gauge does not work because of failure mode of sensor. • Input signal from oil temperature sensor can be checked with monitoring function (codes: 30208 (?) and 30210 (V)).


Standard value in normal state/Remarks on troubleshooting Prepare with starting switch OFF, disconnect connector RTR and troubleshooting with starting switch still OFF. CN136 (male)

1

Defective retarder oil temperature sensor Between (1) – (2)


Retarder oil temperature (?)

Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75

Prepare with starting switch OFF, disconnect connector RCM1 and troubleshooting with starting switch still OFF. Short circuit of harness (Contact with ground circuit 2 or contact between harnesses)

RCM1 (female)

Between (3) – (21)


Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75

Prepare with the starting switch OFF. Turn the switch ON and perform the troubleshooting. 3

D21-136


Check with monitoring function code: 30208.

Troubleshooting

Oil temperature

Actual oil temperature matches displayed temperature

02/09 D21003

FAILURE CODE [DGR2KZ] RETARDER OIL TEMPERATURE SENSOR (RIGHT REAR): OPEN OR SHORT CIRCUIT Action code

Failure code

E01

DGR2KZ

Description

Retarder oil temperature sensor (right rear): Open or short circuit (Retarder controller system)

Contents of trouble

• Signal circuit voltage of retarder oil temperature sensor is above 4.721 V.

Controller Response





Standard value in normal state/Remarks on troubleshooting Prepare with starting switch OFF, disconnect connector CN136 and troubleshooting with starting switch still OFF. CN136 (male)

1


Retarder oil temperature ( ?)

Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75

Prepare with starting switch OFF, disconnect connector RCM1 and troubleshooting with starting switch still OFF.



RCM1 (female)

Between (3) – (21)


Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75


RCM1 (female)

Between (3) – (21)

4

D21003 02/09

Defective retarder controller (In normal system)


Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75

Prepare with starting switch OFF and troubleshooting with starting switch still ON. Check with monitoring function code: 30208.

Troubleshooting

Oil Actual oil temperature and distemperature played temperature are same.

D21-137

FAILURE CODE [DGR3KB] RETARDER OIL TEMPERATURE SENSOR (LEFT REAR): SHORT TO GROUND Action code

Failure code

E01

DGR3KB


Description

Retarder oil temperature sensor (left rear): Short to ground (Retarder controller system)

• Signal circuit voltage of retarder oil temperature sensor has become below 0.96 V. • None in particular.

• Oil temperature gauge does not work because of failure mode of sensor. • Input signal from oil temperature sensor can be checked with monitoring function (codes: 30207 (?) and 30209 (V))


Standard value in normal state/Remarks on troubleshooting Prepare with starting switch OFF, disconnect connector RTR and troubleshooting with starting switch still OFF. CN139 (male)

1



Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75

Prepare with starting switch OFF, disconnect connector RCM1 and troubleshooting with starting switch still OFF. Short circuit of harness (Contact with ground cir2 cuit or contact between harnesses)

RCM1 (female)

Between (9) – (21)

3

D21-138




Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75

Prepare with starting switch OFF and troubleshooting with starting switch still ON. Check with monitoring function code: 30207

Troubleshooting

Oil temperature

Actual oil temperature and displayed temperature are same.

02/09 D21003

FAILURE CODE [DGR3KZ] RETARDER OIL TEMPERATURE SENSOR (LEFT REAR): OPEN OR SHORT CIRCUIT Action code

Failure code

E01

DGR3KZ

Description

Retarder oil temperature sensor (left rear): Open or short circuit (Retarder controller system)

Contents of trouble

• Signal circuit voltage of retarder oil temperature sensor has become above 4.721 V.

Controller Response






1



Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75




RCM1 (female)

Between (9) – (21)


Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75


RCM1 (female)

Between (9) – (21)

4

D21003 02/09



Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75


Troubleshooting

Oil Actual oil temperature and distemperature played temperature are same.

D21-139

FAILURE CODE [DGR4KB] RETARDER OIL TEMPERATURE SENSOR (FRONT WHEEL): OPEN OR SHORT CIRCUIT Action code

Failure code

E01

DGR4KB

Description

Retarder oil temperature sensor (front wheel): Open or short circuit (Retarder controller system)

Contents of trouble

• Signal circuit voltage of retarder oil temperature sensor has become above 4.721 V.

Controller Response






1



Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75




RCM1 (female)

Between (20) – (21)


Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75


RCM1 (female)

Between (20) – (21)

4

D21-140



Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75


Troubleshooting

Oil temperature


02/09 D21003

FAILURE CODE [DGR4KZ] RETARDER OIL TEMPERATURE SENSOR (FRONT WHEEL): SHORT TO GROUND Action code

Failure code

E01

DGR4KZ


Description

Retarder oil temperature sensor (front wheel): Short to ground fault (Retarder controller system)

• Signal circuit voltage of retarder oil temperature sensor has become below 0.96 V. • None in particular.




1



Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75


RCM1 (female)

Between (20) – (21)

3

D21003 02/09




Resistance (k)

25

42.7

30

35.13

80

6.556

90

4.925

100

3.75


Troubleshooting

Oil temperature


D21-141

FAILURE CODE [DGT1KX] TORQUE CONVERTER OIL TEMPERATURE SENSOR: INPUT SIGNAL OUT OF RANGE Action code

Failure code

E01

DGT1KX

Description

Torque converter oil temperature sensor: Input signal out of range (Transmission controller system)

Contents of trouble

• The voltage of the signal circuit of the torque converter oil temperature sensor is below 0.97 V (above 150 ?) or when transmission valve oil temperature signal voltage is below 0.37 V (above 5C°) and there is no abnormality, torque converter oil temperature sensor signal circuit voltage is above 4.56 V (below 15?).

Controller Response



• The torque converter oil temperature gauge does not indicate normally.

• This failure can be checked in the monitoring function (Code: 30100 (?), 30101 (V)).


Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector CN152. 3) Connect T-adapter.

1

Defective torque converter oil temperature sensor



Between CN152 (male) (1) – (2)


Resistance

37 – 50 k


Resistance

3.5 – 4.0 k

1) Turn the starting switch OFF. 2) Disconnect connectors ATC1 and CN152. 3) Connect T-adapter. Wiring harness between ATC1 (female) (21) – CN152 (female) (2)

Resistance

Max. 1 

Wiring harness between ATC1 (female) (9) – CN152 (female) (1)

Resistance

Max. 1 

1) Turn the starting switch OFF. 2) Disconnect connectors ATC1 and CN152. Grounding fault in wiring har- 3) Connect T-adapter. 3 ness Between ground and wiring harness ATC1 (female) (9) – CN152 (female) (1)

4

Defective hot short in wiring harness

1) Turn the starting switch OFF. 2) Disconnect connectors ATC1 and CN152. 3) Insert T-adapter. 4) Turn the starting switch ON. Between ground and wiring harness ATC1 (female) (21) – CN152 (female) (2)

5

D21-142



Voltage

Max. 1 V

1) Turn the starting switch OFF. 2) Disconnect connector ATC1. 3) Insert T-adapter. 4) Turn the starting switch ON. Between AT1 (female) (9) – (21)


Resistance

37 – 50 k


Resistance

3.5 – 4.0 k

Troubleshooting

02/09 D21003

FAILURE CODE [dHP4KX] RIGHT FRONT SUSPENSION PRESSURE SENSOR: OUT OF RANGE Action code


Failure in suspension pressure sensor system trouble: Out of input signal range (right front) (Retarder controller)

E03

dHP4KX

Contents of trouble

• The voltage of the signal circuit of the suspension pressure sensor (right front) is below1.0 V or above 4.7 V.

Controller Response

• Does not operate ARSC. • When ARSC operates, the controller releases the brake gradually.


• There is no great influence of machine.

Related information

• Input state from suspension pressure sensor (right front) can be checked with monitoring function (Code: 32802 (MPa), 32808 (V)).


1

Defective suspension pressure sensor

Standard value in normal state/Remarks on troubleshooting Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. Between CN121 (female) (B) – (A)

Voltage

20 -30 V

Between CN121 (female) (C) – (A)

Voltage

1.0 - 4.6 V




Wiring harness between CN121 (female) (A) – HM2B (female) (9)

Resistance

Max. 1 

Wiring harness between CN121 (female) (B) – HM1 (female) (2)

Resistance

Max. 1 

Wiring harness between CN121 (female) (C) – RCM1 (female) (1)

Resistance

Max. 1 

Wiring harness between CN121 (female) (C) – HM2B (female) (8)

Resistance

Max. 1 


3

Wiring harness between CN121 (female) Grounding fault in wiring (B) – HM1 (female) (2) harness (Contact with ground circuit) Wiring harness between CN121 (female) (C) – RCM1 (female) (1) Wiring harness between CN121 (female) (C) – HM2B (female) (1)

Resistance

Min. 1 M

Resistance

Min. 1 M

Resistance

Min. 1 M



5




Voltage

Max. 1 V


Voltage

Max. 1 V


Voltage

Max. 1 V

Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. Between HM2B (1) – (9)

D21003 02/09

Troubleshooting

Voltage

1.0 – 4.6 V

D21-143

FAILURE CODE [DhP4KX] RIGHT FRONT SUSPENSION PRESSURE SENSOR: OUT OF RANGE Action code


Failure in suspension pressure sensor system trouble: Out of input signal range (right front) (VHMS)

E03

DhP4KX

Contents of trouble

• Signal circuit voltage for the right front suspension pressure sensor is below1.0 V or above 4.7 V.

Controller Response




Related information

• Input state from suspension pressure sensor (right front) can be checked with monitoring function (Code: 32802 (MPa), 32808 (V)).


1



Voltage

20 -30 V


Voltage

1.0 - 4.6 V





Resistance

Max. 1 


Resistance

Max. 1 


Resistance

Max. 1 


Resistance

Max. 1 


3

Wiring harness between CN121 (female) Grounding fault in wiring (B) – HM1 (female) (2) harness (Contact with ground circuit) Wiring harness between CN121 (female) (C) – RCM1 (female) (1) Wiring harness between CN121 (female) (C) – HM2B (female) (1)

Resistance

Min. 1 M

Resistance

Min. 1 M

Resistance

Min. 1 M



5




Voltage

Max. 1 V


Voltage

Max. 1 V


Voltage

Max. 1 V


D21-144

Troubleshooting

Voltage

1.0 – 4.6 V

02/09 D21003

FAILURE CODE [dHP5KX] LEFT FRONT SUSPENSION PRESSURE SENSOR: OUT OF RANGE Action code

Failure code

E03

dHP5KX

Contents of trouble

• The voltage of the signal circuit of the suspension pressure sensor (left front) is below1.0 V or above 4.7 V.

Controller Response




Related information

• Input state from suspension pressure sensor (left front) can be checked with monitoring function (Code: 32803 (MPa), 32809 (V)).

Description

Left front suspension pressure sensor system: Out of range Retarder controller


1



Voltage

20 -30 V


Voltage

1.0 - 4.6 V





Resistance

Max. 1 


Resistance

Max. 1 


Resistance

Max. 1 


Resistance

Max. 1 


3

Wiring harness between CN110 (female) (B) Grounding fault in wiring – HM1 (female) (2) harness (Contact with ground circuit) Wiring harness between CN110 (female) (C) – RCM1 (female) (7) Wiring harness between CN110 (female) (C) – HM2B (female) (2)

Resistance

Min. 1 M

Resistance

Min. 1 M

Resistance

Min. 1 M



5




Voltage

Max. 1 V


Voltage

Max. 1 V


Voltage

Max. 1 V

Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. Between RCM1 (7) – HM2B (9)

D21003 02/09

Troubleshooting

Voltage

1.0 – 4.6 V

D21-145

FAILURE CODE [DhP5KX] LEFT FRONT SUSPENSION PRESSURE SENSOR: OUT OF RANGE Action code


Failure in suspension pressure sensor system trouble: Out of input signal range (left front) VHMS

E03

DhP5KX

Contents of trouble

• The voltage of the signal circuit of the suspension pressure sensor (left front) is below1.0 V or above 4.7 V.

Controller Response




Related information

• Input state from suspension pressure sensor (left front) can be checked with monitoring function (Code: 32805 (MPa), 32811 (V)).


1



Voltage

20 -30 V


Voltage

1.0 - 4.6 V





Resistance

Max. 1 


Resistance

Max. 1 


Resistance

Max. 1 


Resistance

Max. 1 


3

Wiring harness between CN110 (female) (B) Grounding fault in wiring – HM1 (female) (2) harness (Contact with ground circuit) Wiring harness between CN110 (female) (C) – RCM1 (female) (7) Wiring harness between CN110 (female) (C) – HM2B (female) (2)

Resistance

Min. 1 M

Resistance

Min. 1 M

Resistance

Min. 1 M



5




Voltage

Max. 1 V


Voltage

Max. 1 V


Voltage

Max. 1 V


D21-146

Troubleshooting

Voltage

1.0 – 4.6 V

02/09 D21003

FAILURE CODE [DHP6KX] RIGHT REAR SUSPENSION PRESSURE SENSOR: OUT OF RANGE Action code

Failure code

E03

DHP6KX

Contents of trouble

•

The voltage of the signal circuit of the suspension pressure sensor: is below 1.0 V or above 4.7 V.

Controller Response

•

The VHMS controller only monitors this information.


• There are no obvious symptoms.

Related information

• Input state from suspension pressure sensor: can be checked with monitoring function (Code: 32806 (MPa), 32812 (V)).

Description

Right rear suspension pressure sensor: out of range VHMS


1


Standard value in normal state/Remarks on troubleshooting Prepare with the starting switch OFF, then turn starting switch ON and perform troubleshooting. Between CN146 (female) (B) – (A)

Voltage

20 -30 V


Voltage

1.0 - 4.6 V

Prepare with the starting switch OFF, then turn starting switch ON and perform troubleshooting.

2




Resistance

Max

Wiring harness between CN146 (female) (B) – HM1(female) (2)

Resistance

Max


Resistance

Max

Prepare with the starting switch OFF, then turn starting switch ON and perform troubleshooting. 3

Grounding fault in wiring Wiring harness between CN146 (female) (B) harness – HM1 (female) (2) (Contact with ground circuit) Wiring harness between CN146 (female) (C) – HM2B (female) (7)

Resistance

MinM

Resistance

MinM


5

D21003 02/09




Voltage

MaxV


Voltage

MaxV

Prepare with the starting switch OFF, then turn starting switch ON and perform troubleshooting. Between HM2B (7) - (9)

Troubleshooting

Voltage

1.4 - 4.6 V

D21-147

FAILURE CODE [DHP7KX] LEFT REAR SUSPENSION PRESSURE SENSOR: OUT OF RANGE Action code

Failure code

E03

DHP7KX

Contents of trouble

•

The voltage of the signal circuit of the suspension pressure sensor: is below 1.0 V or above 4.7 V.

Controller Response

•

The VHMS controller only monitors this information.


• There are no obvious symptoms.

Related information

• Input state from suspension pressure sensor: can be checked with monitoring function (Code: 32807 (MPa), 32813 (V)).

Description

Left rear suspension pressure sensor: out of range VHMS


1


Standard value in normal state/Remarks on troubleshooting Prepare with the starting switch OFF, then turn starting switch ON and perform troubleshooting. Between CN143 (female) (B) – (A)

Voltage

20 -30 V


Voltage

1.0 - 4.6 V

Prepare with the starting switch OFF, then turn starting switch ON and perform troubleshooting.

2




Resistance

Max

Wiring harness between CN143 (female) (B) – HM1(female) (2)

Resistance

Max


Resistance

Max


Grounding fault in wiring Wiring harness between CN143 (female) (B) harness – HM1 (female) (2) (Contact with ground circuit) Wiring harness between CN143 (female) (C) – HM2B (female) (8)

Resistance

MinM

Resistance

MinM


5

D21-148




Voltage

MaxV


Voltage

MaxV

Prepare with the starting switch OFF, then turn starting switch ON and perform troubleshooting. Between HM2B (8) - (9)

Troubleshooting

Voltage

1.0 - 4.6 V

02/09 D21003

FAILURE CODE [DHT5KX] TORQUE CONVERTER INLET OIL PRESSURE SENSOR: OUT OF RANGE Action code

Failure code

E01

DHT5KX

Contents of trouble

•

The voltage of the signal circuit of the torque converter inlet oil pressure sensor is below 0.5 V or above 4.5 V.

Controller Response

•

The controller controls the machine, fixing the torque converter inlet oil pressure to the set pressure in itself.

Description

Torque converter inlet oil pressure sensor: Out of input signal range (Transmission controller system)


• Large shocks are made when the lockup system is operated.

Related information

• Input state from torque converter inlet oil pressure sensor can be checked with monitoring function (Code: 32601 (MPa), 32602 (V)).


Standard value in normal state/Remarks on troubleshooting 1. Turn the starting switch OFF. 2. Disconnect connectors ATC1 and the T/C IN connector.

1

3. Connect T-adapter. Disconnection in wiring harness Wiring harness between ATC1 (female) (7) (Disconnection in wiring or – TC IN (female) (3) defective contact in connecWiring harness between ATC1 (female) (16) tor) – TC IN (female) (2) Wiring harness between ATC1 (female) (21) – TC IN (female) (1)

Resistance

Max. 1 

Resistance

Max

Resistance

Max

1. Turn the starting switch OFF. 2. Disconnect connectors ATC1 and the T/C IN connector. 2

3. Connect T-adapter. Grounding fault in wiring harness Wiring harness between ATC1 (female) (7) (Contact with ground circuit) – TC IN (female) (3)


Wiring harness between ATC1 (female) (16) – TC IN (female) (2)

Resistance

Min

Resistance

Min

1. Turn the starting switch OFF. 3


2. Disconnect connectors ATC1 and the T/C IN connector. 3. Connect T-adapter. Wiring harness between ATC1 (female) (7) – TC IN (female) (3)

Resistance

Max

1. Turn the starting switch OFF. 2. Disconnect connector TC IN. 4

Defective torque converter oil pressure sensor

3. Connect T-adapter. Between TC IN (1) - (2)

Voltage

20 - 30 V

Between TC IN (1) - (3)

Voltage

0.8 - 2.0 V

1. Turn the starting switch OFF. 2. Disconnect connectors ATC1. 5

D21003 02/09


3. Connect T-adapter. Between ATC1 (7) - (21)

Voltage

0.8 - 2.0 V

Between ATC1 (16) - (21)

Voltage

20 - 30 V

Troubleshooting

D21-149

FAILURE CODE [DHT5L6] TORQUE CONVERTER INLET OIL PRESSURE SENSOR: MALFUNCTION Action code

Failure code

E01

DHT5L6

Contents of trouble

•

Controller Response

• The controller controls the machine, fixing the torque converter inlet oil pressure to the set pressure initself.



Related information

• Input state from torque converter inlet oil pressure sensor can be checked with monitoring function (Code: 32601 (MPa), 32602 (V)).

Description

Torque converter inlet oil pressure sensor: Malfunction (Transmission controller system)

While the engine is stopped, an oil pressure signal is input to the signal circuit of the torque converter inlet oil pressure sensor.


Standard value in normal state/Remarks on troubleshooting 1. Turn the starting switch OFF. 2. Disconnect connector ATC1 and TC IN.

1


3. Connect T-adapter. 4. Turn the key switch to ON. Wiring harness between ATC1 (female) (7) - TC IN (female) (3)

Voltage

Max. 1.2 V

1. Turn the starting switch OFF. Possible causes and standard value in normal 2 state

2. Disconnect connector TC IN. Defective torque converter inlet oil pressure sensor

3. Connect T-adapter. 4. Turn the key switch to ON. Between TC IN (1) - (2)

Voltage

20 - 30 V

Between TC IN (1) - (3)

Voltage

0.8 - 2.0 V


Voltage

20 - 30 V


Voltage

0.8 - 2.0 V

1. Turn the starting switch OFF. 2. Disconnect connector ATC1. 3

D21-150


3. Connect T-adapter. 4. Turn the key switch to ON.

Troubleshooting

02/09 D21003

FAILURE CODE [DHT7KX] TORQUE CONVERTER OUTLET OIL PRESSURE SENSOR: OUT OF RANGE Action code

Failure code

E01

DHT7KX

Contents of trouble

• The voltage of the signal circuit of the torque converter outlet oil pressure sensor is below 0.5 V or above 4.5 V.

Controller Response

• The controller controls the machine, fixing the torque converter outlet oil pressure to the set pressure in itself.



Related information

• Input state from torque converter outlet oil pressure sensor can be checked with monitoring function (Code: 32603 (MPa), 32604 (V)).

Description

Torque converter outlet oil pressure sensor: Out of input signal range (Transmission controller system)


Standard value in normal state/Remarks on troubleshooting 1. Turn the starting switch OFF. 2. Disconnect connectors ATC1 and the T/C OUT connector.

1

3. Connect T-adapter. Disconnection in wiring Wiring harness between ATC1 (female) (1) – harness TC OUT (female) (3) (Disconnection in wiring or defective contact in connector) Wiring harness between ATC1 (female) (16) – TC OUT (female) (2) Wiring harness between ATC1 (female) (21) – TC OUT (female) (1)

Resistance

Max. 1 

Resistance

Max

Resistance

Max

1. Turn the starting switch OFF. 2. Disconnect connectors ATC1 and the T/C IN connector. 2

Grounding fault in wiring harness (Contact with ground circuit)


3. Connect T-adapter. Wiring harness between ATC1 (female) (1) – TC OUT (female) (3)

Resistance

Min

Wiring harness between ATC1 (female) (16) – TC OUT (female) (2)

Resistance

Min

1. Turn the starting switch OFF. 3


2. Disconnect connectors ATC1 and the T/C OUT connector. 3. Connect T-adapter. Wiring harness between ATC1 (female) (16) – TC OUT (female) (2)

Resistance

Max

1. Turn the starting switch OFF. 2. Disconnect connector TC OUT. 4

Defective torque converter oil pressure sensor

3. Connect T-adapter. Between TC OUT (1) - (2)

Voltage

20 - 30 V

Between TC OUT (1) - (3)

Voltage

0.8 - 2.0 V


Voltage

0.8 - 2.0 V


Voltage

20 - 30 V

1. Turn the starting switch OFF. 2. Disconnect connectors ATC1. 5

D21003 02/09


3. Connect T-adapter.

Troubleshooting

D21-151

FAILURE CODE [DHT7L6] TORQUE CONVERTER OUTLET OIL PRESSURE SENSOR: MALFUNCTION Action code

Failure code

E01

DHT7L6

Contents of trouble

• While the engine is stopped, an oil pressure signal is input to the signal circuit of the torque converter outlet oil pressure sensor.

Controller Response

• The controller controls the machine, fixing the torque converter outlet oil pressure to the set pressure initself.



Related information

• Input state from torque converter outlet oil pressure sensor can be checked with monitoring function (Code: 32603 (MPa), 32604 (V)).

Description

Torque converter outlet oil pressure sensor: Malfunction (Transmission controller system)


Standard value in normal state/Remarks on troubleshooting 1. Turn the starting switch OFF. 2. Disconnect connector ATC1 and TC OUT.

1


3. Connect T-adapter. 4. Turn the key switch to ON. Wiring harness between ATC1 (female) (1) - TC OUT (female) (3)

Voltage

Max. 1.2 V

1. Turn the starting switch OFF. Possible causes and standard value in normal 2 state

2. Disconnect connector TC OUT. Defective torque converter inlet oil pressure sensor

3. Connect T-adapter. 4. Turn the key switch to ON. Between TC OUT (1) - (2)

Voltage

20 - 30 V

Between TC OUT (1) - (3)

Voltage

0.8 - 2.0 V


Voltage

20 - 30 V


Voltage

0.8 - 2.0 V

1. Turn the starting switch OFF. 2. Disconnect connector ATC1. 3

D21-152


3. Connect T-adapter. 4. Turn the key switch to ON.

Troubleshooting

02/09 D21003

FAILURE CODE [DJF1KA] FUEL LEVEL SENSOR: OPEN CIRCUIT Action code

Failure code

E01

DJF1KA

Contents of trouble

• The voltage of the signal circuit of the fuel level sensor is higher than 4.0 V.

Controller Response



• The fuel level gauge does not indicate normally.

Related information

• This failure can be checked in the monitoring function (Code: 04200 (V)).

Description

Fuel level sensor: Disconnection (Transmission controller system)


Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector FLVL. 3) Connect T-adapter.

1

Defective fuel level sensor Between FLVL (male) (1) – (2)

Fuel level: When full

Resistance

Max. 12 

Fuel level: When empty

Resistance

82 – 88 

Resistance

Max. 1 

Resistance

Max. 1 

Voltage

Max. 1 V

Fuel level: When FULL

Resistance

Max. 12 

Fuel level: When EMPTY

Resistance

82 – 88 

1) Turn the starting switch OFF. 2) Disconnect connectors ATC1and FLVL. 3) Connect T-adapter.

2 Possible causes and standard value in normal state 3

4

Disconnection in wiring harness (Disconnection in wiring or Wiring harness between ATC1 (female) (8) defective contact in connec- – FLVL (female) (1) tor) Wiring harness between ATC1 (female) (21) – FLVL (female) (2)



1) Turn the starting switch OFF. 2) Disconnect connectors ATC1and FLVL. 3) Connect T-adapter. 4) Turn the starting switch ON. Between ground and wiring harness between ATC1(female) (8) – FLVL (female) (1) 1) Turn the starting switch OFF. 2) Disconnect connector ATC1. 3) Insert T-adapter. 4) Turn the starting switch ON. Between ATC1 (female) (8) – (21)

D21003 02/09

Troubleshooting

D21-153

FAILURE CODE [DK11KX] ACCELERATOR PEDAL SENSOR: OUT OF RANGE Action code

Failure code

E03

DK11KX

Contents of trouble

• The voltage of the signal circuit of the accelerator sensor is below 0.6 V or above 4.7 V.

Controller Response

• The controller controls ECMV assuming full throttle.


• Gear shift shocks become large.

Related information

• This failure can be checked in the monitoring function (Code: 31700 (V)).

Description

Accelerator pedal sensor: Out of range (Transmission controller system)


Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connectors CN028. 3) Connect T-adapter. 4) Turn the starting switch ON.

1

Defective Accelerator sensor Check voltage between CN028 (A) - (B)

2



Pedal not actuated

3.8 ± 0.2 V

Pedal fully actuated

1.2 ± 0.2 V

1) Turn the starting switch OFF. 2) Disconnect connectors CN028 and ATC1. 3) Connect T-adapter. 4) Perform troubleshooting with key switch OFF. Check between CN028 (A) - ATC1 (21)

Resistance

Max. 1 

Check between CN028 (B) - ATC1 (14)

Resistance

Max. 1 

Check between CN028 (C) - ATC1 (22)

Resistance

Max. 1 

1) Turn the starting switch ON and perform troubleshooting. Check between CN028 (A) - (C)

3

Voltage

1) Turn the starting switch OFF. 2) Disconnect connectors CN028 and ATC1. 3) Connect T-adapter. Grounding fault in wiring har- 4) Perform troubleshooting with key switch OFF. ness Check between ground and harness (Contact with ground) Resistance between CN028 (B) - ATC1 (14) Check between ground and harness between CN028 (C) - ATC1 (22)

5V

Min. 1 M

Resistance

Min. 1 M

Voltage

5V

Pedal not actuated

3.8 ± 0.2 V

Pedal fully actuated

1.2 ± 0.2 V

1) Turn the starting switch OFF. 2) Disconnect connectors ATC1. 3) Connect T-adapter. 4) Turn the starting switch ON. 4


Check between ATC1 (21) - (22) Check accel pedal voltage with monitor function code: 31700

D21-154

Troubleshooting

02/09 D21003

FAILURE CODE [DK30KX] STEERING ANGLE POTENTIOMETER: OPEN CIRCUIT Action code

Failure code

E01

DK30KX

Contents of trouble

• There is no voltage in signal coming from steering angle potentiometer.

Controller Response



• Since steering angle signal is not input to retarder controller, ASR may not operate normally and tires may slip consequently.

Related information

• Input state from steering angle sensor can be checked with monitoring function (Code: 35400 (V), 35402 (°)).

Description

Steering angle potentiometer: Open circuit (Retarder controller system)


Standard value in normal state/Remarks on troubleshooting Turn starting switch OFF and disconnect CN228, then perform troubleshooting without turning starting switch ON.

1

Defective sensor

CN228 (Male: Sensor side)

Resistance

Between (A) – (C)

5 k ± 20%

Between (A) – (B)

0 – 5 k *1

Between (B) – (C)

0 – 5 k *1

*1 Between (A) – (B) + between (B) – (C) = 5 k ± 20% Possible causes and standard value in normal state

D21003 02/09

Turn starting switch OFF and disconnect CN228, then perform troubleshooting without turning starting switch ON.

2


Between CN228 (female) (B) – RCM1 (female) (2)

Resistance

Max. 1 

1) Turn starting switch OFF and disconnect CN228. 2) Turn starting switch ON and perform troubleshooting. CN228 (Female)

Voltage

Between (C) – (A)

5V

3

Grounding fault in wiring har- Turn starting switch OFF and disconnect CN228, then perform troubleshooting without turning starting switch ON. ness (Contact with ground circuit) Between CN228 (female) (B) – ground Resistance Min. 1 M

4



Troubleshooting

D21-155

FAILURE CODE [DK51KX] RETARDER LEVER POTENTIOMETER: OUT OF RANGE Action code

Failure code

E03

DK51KX

Description

Retarder lever potentiometer: Out of range (Retarder controller system)

Contents of trouble

• The signal voltage of the potentiometer of the retarder lever circuit is below 0.3 V or above 4.7 V.

Controller Response

• Turns the output for the solenoid OFF.


The following appear, depending on the action of the controller. • This failure does not have a serious effect on the machine. • The retarder does not operate (The foot brake operates, however). • This failure can be checked in the monitoring function (Code: 33900 (V)).




Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connectors RCM1 and RCM3. 3) Connect T-adapter. Wiring harness between RCM1 (female) (14) – CN023 (female) (B)

Resistance

Max. 1 


Resistance

Max. 1 

Wiring harness between RCM3 (female) (34) – CN023 (female) (3)

Resistance

Max. 1 

Resistance

Min. 1 M

Resistance

Min. 1 M

Resistance

Min. 1 M

Voltage

Max. 1 V

1) Turn the starting switch OFF. 2) Disconnect connectors RCM1 and RCM3. 3) Connect T-adapter to RCM1 and RCM3. Between ground and wiring harness between RCM1 (female) (14) – CN023 (female) (B)

Grounding fault in wiring 2 harness (Contact with ground circuit) Between ground and wiring harness between RCM3 (female) (34) – CN023 (female) (C) Between ground and wiring harness between RCM1 (female) (21) – CN023 (female) (A)


D21-156

1) Turn the starting switch OFF. 2) Disconnect connectors RCM1. 3) Connect T-adapter to RCM1 and CN023. 4) Turn the starting switch ON. Between ground and wiring harness between RCM1 (female) (14) – CN023 (female) (B)

Troubleshooting

02/09 D21003

4 Defective retarder lever Possible causes and standard value in normal state 5 Defective retarder controller

D21003 02/09

1) Turn the starting switch OFF. 2) Disconnect connector CN023 3) Insert T-adapter. 4) Turn the starting switch ON. 5) Check the potentiometer. Between CN023 (A) – (C)

Voltage

5V

Between CN023 (A) – (B)

Voltage

0.25 – 4.75 V

1) Turn the starting switch OFF. 2) Disconnect connectors RCM1, and RCM3. 3) Insert T-adapters. 4) Turn the starting switch ON. Between RCM3 (34) - RCM1 (21)

Voltage

5V

Between RCM1 (21) - RCM1 (14)

Voltage

0.25 – 4.75 V

Troubleshooting

D21-157

FAILURE CODE [DKH1KX] INCLINATION SENSOR: OUT OF RANGE Action code

Failure code

E01

DKH1KX

Contents of trouble

• The signal circuit voltage is below 0.5 V or above 4.5 V. • Open or short circuit detected in signal circuit

Controller Response

• None in particular. • Cannot detect tipping over.


• Load weight is not displayed or recorded correctly.

Related information

• Input state from torque converter inlet oil pressure sensor can be checked with monitoring function (Code: 32901 (º), 32902 (V))

Description

Pitch Inclination Sensor: Out of Range VHMS


Standard value in normal state/Remarks on troubleshooting 1. Turn the starting switch OFF. 2. Connect T adapter to AS3 (male).

1

Defective inclination sensor.

3. Turn the starting switch ON. Between CN032 (C) – (A)

Voltage

20 - 30 V.

Between CN032 (B) – (A)

Voltage

0.5 - 4.5 V.

Wiring harness between HM2B (female) (3) – CN032 (female) (B)

Resistance

Max

Wiring harness between HM1 (female) (2) – CN032 (female) (C)

Resistance

Max

Wiring harness between HM2B (female) (9) – CN032 (female) (A)

Resistance

Max

Resistance

Min

Resistance

Min

1. Turn the starting switch OFF. 2. Disconnect HM2B, CN032 and HM1.

2



1. Turn the starting switch OFF.

3

2. Disconnect HM2B, CN032 and HM1. Grounding fault in wiring Wiring harness between HM2B (female) (3) – harness CN032 (female) (C) (Contact with ground circuit) Wiring harness between HM1 (female) (2) – CN032 (female) (C) 1. Turn the starting switch OFF.

4


2. Disconnect connector HM2B and CN032. 3. Connect T-adapter to HM2B. 4. Turn starting switch ON. Between HM2B (3) - CN032 (B)

Voltage

Max. 4.6 V

1. Turn the starting switch OFF. 2. Connect T-adapter to HM2B and HM1. 5

D21-158


3. Connect T-adapter. Between HM1 (2) - HM2B (9)

Voltage

20 - 30 V

Between HM2B (3) - HM2B (9)

Voltage

0.5 - 4.5 V

Troubleshooting

02/09 D21003

FAILURE CODE [DL10LC] WHEEL SPEED SENSOR CIRCUIT: MALFUNCTION Action code

Failure code

E01

DL10LC

Contents of trouble

• Both wheel speed signal (pulse) inputs to the retarder controller are abnormal.

Controller Response

• Does not control ASR.


• ASR is not controlled normally.

Related information

• Input state from the wheel speed sensors can be checked with monitoring function (Codes: 39704, 39705 (rpm)).

Description

Wheel speed sensor circuit: Malfunction (Retarder controller system)


Standard value in normal state/Remarks on troubleshooting Turn starting switch OFF and remove the sensor from the brake housing. Install a T-adapter to CN134 and CN137. Turn the key to ON.

1

Defective wheel speed sensors

Pass a piece of metal in front of the right rear sensor face while measuring the voltage between CN134 (3) - CN134 (2). Repeat for left, CN137 (3) - CN137 (2).

Voltage

0.4 - 5V

Turn starting switch OFF and disconnect CN134, RCM1 and RCM2. Perform troubleshooting without turning starting switch ON.

Possible causes and standard 2 value in normal state

3

4

D21003 02/09


Grounding fault in wiring harness (Contact with ground circuit)


Between CN134 (female) (1) – RCM1 (female) (22)

Resistance

Max. 1 


Resistance

Max. 1 


Resistance

Max. 1 

Turn starting switch OFF and disconnect CN137, RCM1 and RCM2. Perform troubleshooting without turning starting switch ON. Between CN137 (female) (1) – RCM1 (female) (22)

Resistance

Max. 1 


Resistance

Max. 1 


Resistance

Max. 1 

Turn starting switch OFF and disconnect CN134 and CN137, then perform troubleshooting without turning starting switch ON. Between CN134 (female) (3) – ground

Resistance

Min. 1 M

Between CN137 (female) (3) – ground

Resistance

Min. 1 M


Troubleshooting

D21-159

FAILURE CODE [DLE2KA] ENGINE SPEED SENSOR: OPEN CIRCUIT Action code

Failure code

E03

DLE2KA

Contents of trouble

• The signal circuit of the Engine speed sensor is disconnected and signals are not input.

Controller Response

• The controller keeps the current gear speed and turns the lockup operation OFF. • If the shift lever is set in the "N" position, the controller keeps the gear in neutral.


• The lockup system is reset and the gear cannot be shifted. • If the shift lever is set in the "N" position, the machine cannot start until it is stopped.

Related information

• This failure can be checked in the monitoring function (Code: 01002 (rpm)).

Description

Engine speed sensor: Open circuit (Transmission controller system)


2


Wrong adjustment of transmission output shaft speed sensor

Defective transmission output shaft speed sensor

Standard value in normal state/Remarks on troubleshooting Press the sensor lightly against the revolution pickup gear, and then return it by 1/2 – 1 turn. 1) Turn the starting switch OFF. 2) Disconnect connector CN178. 3) Connect T-adapter. Between CN178 (male) (1) – (2)

Resistance

500 – 1,000 

Between CN178 (male) (1), (2) – ground

Resistance

Min. 1 M

1) Turn the starting switch OFF. 2) Disconnect connectors ATC2 and CN178. 3) Connect T-adapter to ATC2 (female) and CN178 (female).

3

4

Disconnection in wiring harness Wiring harness between ATC2 (female) (10) (Disconnection in wiring or – CN178 (female) (1) defective contact in connector) Wiring harness between ATC2 (female) (39) – CN178 (female) (2)


Max. 1 

Resistance

Max. 1 

Resistance

500 – 1,000 

1) Turn the starting switch OFF. 2) Disconnect connector ATC2. 3) Connect T-adapter to ATC2 (female). Between ATC2 (female) (10) – (39)

D21-160

Resistance

Troubleshooting

02/09 D21003

FAILURE CODE [DLE2LC] ENGINE SPEED SENSOR: MALFUNCTION Action code

Failure code

E03

DLE2LC

Contents of trouble

• The speed calculated from the transmission input shaft speed sensor signal, transmission intermediate shaft speed sensor signal, and transmission output shaft speed sensor signal is different from the signal speed of the engine speed sensor.

Controller Response

• The controller keeps the current gear speed and turns the lockup operation OFF. • If the shift lever is set in the "N" position, the controller keeps the gear in Neutral.



Related information


Description

Engine speed sensor: Disagreement of revolution speed signal (Transmission controller system)


1


Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector CN178. 3) Connect T-adapter. Between CN178 (male) (1) – (2)

Resistance

500 – 1,000 

Between CN178 (male) (1), (2) – chassis ground Resistance Min. 1 M


1) Turn the starting switch OFF. 2) Disconnect connectors ATC2 and CN178. Grounding fault in wiring 3) Connect T-adapter. 2 harness (Contact with ground circuit) Between ground and wiring harness between ATC2 (female) (10) – CN178 (female) (1)


4


1) Turn the starting switch OFF. 2) Disconnect connectors ATC2 and CN178. 3) Connect T-adapter. 4) Turn the starting switch ON. Wiring harness between ATC2 (female) (10) – CN178 (female) (1)

Voltage

Max. 1 V

Resistance

500 – 1,000 

1) Turn the starting switch OFF. 2) Disconnect connector ATC2. 3) Connect T-adapter. Between ATC2 (female) (10) – (39)

D21003 02/09


Troubleshooting

D21-161

FAILURE CODE [DLF1KA] TRANSMISSION INPUT SHAFT SPEED SENSOR: OPEN CIRCUIT Action code

Failure code

E03

DLF1KA

Contents of trouble

• The signal circuit of the transmission input shaft speed sensor is disconnected and signals are not input.

Controller Response

• The controller keeps the current gear speed and turns the lockup operation OFF. • If the shift lever is set in the "N" position, the controller keeps the gear in neutral.



Related information


Description

Transmission input shaft speed sensor: Open circuit (Transmission controller system)


2

Wrong adjustment of transmission input shaft speed sensor

Standard value in normal state/Remarks on troubleshooting Press the sensor lightly against the revolution pickup gear, and then return it by 1/2 – 1 turn.

1) Turn the starting switch OFF. 2) Disconnect connector N1. Defective transmission input 3) Connect T-adapter. shaft speed sensor Between N1 (male) (1) – (2) Between N1 (male) (1), (2) – ground


500 – 1,000  Min. 1 M

Resistance

Max. 1 

Resistance

Max. 1 

Resistance

500 – 1,000 

1) Turn the starting switch OFF. 2) Disconnect connectors ATC2 and N1. 3) Connect T-adapter.

3

4

Disconnection in wiring harness (Disconnection in wiring or Wiring harness between ATC2 (female) defective contact in connec- (40) – N1 (female) (1) tor) Wiring harness between ATC2 (female) (29) – N1 (female) (2) Defective transmission controller


D21-162

Resistance Resistance

Troubleshooting

02/09 D21003

FAILURE CODE [DLF1LC] TRANSMISSION INPUT SHAFT SPEED SENSOR: MALFUNCTION Action code


Transmission input shaft speed sensor: Disagreement of revolution speed signal (Transmission controller system)

E03

DLF1LC

Contents of trouble

• The speed calculated from the engine speed sensor signal, transmission intermediate shaft speed sensor signal, and transmission output shaft speed sensor signal is different from the signal speed of the transmission input shaft speed sensor.

Controller Response

• The controller keeps the current gear speed and turns the lockup operation OFF. • If the shift lever is set in the "N" position, the controller keeps the gear in Neutral.



Related information



1


1) Turn the starting switch OFF. 2) Disconnect connector N1. Defective transmission input 3) Connect T-adapter. shaft speed sensor Between N1 (male) (1) – (2) Between N1 (male) (1), (2) – ground


3

4

500 – 1,000 

Resistance

Min. 1 M

Resistance

Min. 1 M

Voltage

Max. 1 V

Resistance

500 – 1,000 


Grounding fault in wiring harness (Contact with ground circuit) Between ground and wiring harness between ATC2 (female) (40) – N1 (female) (1)



1) Turn the starting switch OFF. 2) Disconnect connectors ATC2 and N1. 3) Connect T-adapter. 4) Turn the starting switch ON. Between ground and wiring harness between ATC2 (female) (40) – N1 (female) (1) 1) Turn the starting switch OFF. 2) Disconnect connector ATC2. 3) Connect T-adapter. Between ATC2 (female) (40) – (29)

D21003 02/09

Resistance

Troubleshooting

D21-163

FAILURE CODE [DLF2KA] TRANSMISSION INTERMEDIATE SHAFT SPEED SENSOR: OPEN CIRCUIT Action code

Failure code

E03

DLF2KA

Contents of trouble

• The signal circuit of the transmission intermediate shaft speed sensor is disconnected and signals are not input.

Controller Response

• The controller keeps the current gear speed. • If the shift lever is set in the "N" position, the controller keeps the gear in neutral.


• The gear cannot be shifted. • If the shift lever is set in the "N" position, the machine cannot start until it is stopped.

Related information


Description

Transmission intermediate shaft speed sensor: Disconnection (Transmission controller system)


2

Wrong adjustment of transmission intermediate shaft speed sensor

Standard value in normal state/Remarks on troubleshooting Press the sensor lightly against the revolution pickup gear, and then return it by 1/2 – 1 turn.

1) Turn the starting switch OFF. 2) Disconnect connector N2. Defective transmission inter- 3) Connect T-adapter. mediate shaft speed sensor Between N2 (male) (1) – (2) Between N2 (male) (1), (2) – ground


500 – 1,000 

Resistance

Min. 1 M

Resistance

Max. 1 

Resistance

Max. 1 

Resistance

500 – 1,000 


3

4

Disconnection in wiring harness (Disconnection in wiring or Wiring harness between ATC2 (female) defective contact in connec- (20) – N2 (female) (1) tor) Wiring harness between ATC2 (female) (39) – N2 (female) (2) Defective transmission controller


D21-164

Resistance

Troubleshooting

02/09 D21003

FAILURE CODE [DLF2LC] TRANSMISSION INTERMEDIATE SHAFT SPEED SENSOR: MALFUNCTION Action code


Transmission intermediate shaft speed sensor: Disagreement of revolution speed signal (Transmission controller system)

E03

DLF2LC

Contents of trouble

• The speed calculated from the engine speed sensor signal, transmission input shaft speed sensor signal, and transmission output shaft speed sensor signal is different from the signal speed of the transmission intermediate shaft speed sensor.

Controller Response

• The controller keeps the current gear speed. • If the shift lever is set in the "N" position, the controller keeps the gear in Neutral.


• The gear cannot be shifted. • If the shift lever is set in the "N" position, the machine cannot start until it is stopped.

Related information



1


3

4

Transmission intermediate shaft speed sensor defective

Standard value in normal state/Remarks on troubleshooting 1) Turn the starting switch OFF. 2) Disconnect connector N2. 3) Connect T-adapter. Between N2 (male) (1) – (2)

Resistance

500 – 1,000 

Between N2 (male) (1), (2) – ground

Resistance

Min. 1 M

Resistance

Min. 1 M

Voltage

Max. 1 V

1) Turn the starting switch OFF. 2) Disconnect connectors ATC2 – N2. 3) Connect T-adapter.

Grounding fault in wiring harness (Contact with ground circuit) Between ground and wiring harness between ATC2 (female) (20) – N2 (female) (1)



1) Turn the starting switch OFF. 2) Disconnect connectors ATC2 and N2. 3) Connect T-adapter. 4) Turn the starting switch ON. Between ground and wiring harness between ATC2 (female) (20) – N2 (female) (1) 1) Turn the starting switch OFF. 2) Disconnect connector ATC2. 3) Connect T-adapter. Between ATC2 (female) (20) – (39)

D21003 02/09

Troubleshooting

Resistance

500 – 1,000 

D21-165

FAILURE CODE [DLF8LC] RIGHT REAR WHEEL SPEED SENSOR: MALFUNCTION Action code

Failure code

E01

DLF8LC

Description

Wheel speed sensor: Trouble (Right rear) (Retarder controller system)

Contents of trouble

• Wheel speed signal (pulse) input to retarder controller is abnormal.

Controller Response

• Does not control retarder.


• ASR is not controlled normally. • Input state from wheel speed sensor (right rear) can be checked with monitoring function (Code: 39704 (rpm)).


Standard value in normal state/Remarks on troubleshooting Turn starting switch OFF and disconnect CN134, RCM1 and RCM2. Perform troubleshooting without turning starting switch ON.

Disconnection in wiring harness 1 (Disconnection in wiring or defective contact in connector) Possible causes and standard value in normal state

Grounding fault in wiring har2 ness (Contact with ground circuit)


Resistance

Max. 1 


Resistance

Max. 1 


Resistance

Max. 1 

Turn starting switch OFF and disconnect CN134. Perform troubleshooting without turning starting switch ON. Between CN134 (female) (3) – Ground

Resistance

Min. 1 M

Turn starting switch OFF and remove the sensor from the brake housing. Install a T-adapter to CN134 and turn the key to ON. 3 Defective wheel speed sensor Pass a piece of metal in front of the sensor face while measuring the voltage between CN134 (3) - CN134 (2). 4 Defective retarder controller

D21-166

Voltage

0.4 - 5V

If causes 1 – 3 are not detected, retarder controller may be defective.

Troubleshooting

02/09 D21003

FAILURE CODE [DLF9LC] LEFT REAR WHEEL SPEED SENSOR: MALFUNCTION Action code

Failure code

E01

DLF9LC

Description

Wheel speed sensor: Trouble (Left rear) (Retarder controller system)

Contents of trouble

• Wheel speed signal (pulse) input to retarder controller is abnormal.

Controller Response

• Does not control retarder.


• ASR is not controlled normally. • Input state from wheel speed sensor (right rear) can be checked with monitoring function (Code: 39705 (rpm)).


Standard value in normal state/Remarks on troubleshooting Turn starting switch OFF and disconnect CN137, RCM1 and RCM2. Perform troubleshooting without turning starting switch ON.

Disconnection in wiring harness 1 (Disconnection in wiring or defective contact in connector) Possible causes and standard value in normal state

Grounding fault in wiring har2 ness (Contact with ground circuit)


Resistance

Max. 1 


Resistance

Max. 1 


Resistance

Max. 1 

Turn starting switch OFF and disconnect CN134. Perform troubleshooting without turning starting switch ON. Between CN137 (female) (3) – Ground

Resistance

Min. 1 M

Turn starting switch OFF and remove the sensor from the brake housing. Install a T-adapter to CN137 and turn the key to ON. 3 Defective wheel speed sensor Pass a piece of metal in front of the sensor face while measuring the voltage between CN137 (3) - CN137 (2). 4 Defective retarder controller

D21003 02/09

Voltage

0.4 - 5V

If causes 1 – 3 are not detected, retarder controller may be defective.

Troubleshooting

D21-167

FAILURE CODE [dLt3KA] TRANSMISSION OUTPUT SHAFT SPEED SENSOR: OPEN CIRCUIT Action code

Failure code

E03

dLt3KA

Description

Transmission output shaft speed sensor: Open circuit (Retarder controller system)

Contents of trouble

• The signal circuit of the transmission output shaft speed sensor is disconnected and signals are not input.

Controller Response

• When ARSC operates, the controller releases the brake gradually. • Stops controlled ASR


• ASR is not controlled normally • ARSC is not controlled normally • This failure can be checked in the monitoring function (Code: 31400 (rpm)).

Refer to pages 5, 7, 8 & 9 of the electrical schematic for reference. Cause Wrong adjustment of 1 transmission output shaft speed sensor




Defective retarder 4 controller

Standard value in normal state/Remarks on troubleshooting Press the sensor lightly against the revolution pickup gear, and then return it by 1/2 – 1 turn. a For details, see Testing and adjusting, "Adjustment of transmission speed sensor". 1) Turn the starting switch OFF. 2) Disconnect connector N3. 3) Connect T-adapter. Between N3 (male) (1) – (2)

Resistance 500 – 1,000 


Resistance

1) Turn the starting switch OFF. 2) Disconnect connectors ATC2, RCM2, HM3A, and N3. 3) Connect T-adapter to RCM2 (female) and N3 (female). Wiring harness between RCM2-30 (female) (30) – N3 (female) (1)

Resistance

Max. 1 

Wiring harness between RCM2 (female) (29) – N3 (female) (2)

Resistance

Max. 1 

1) Turn the starting switch OFF. 2) Disconnect connectors ATC2, RCM2, and HM3A. 3) Connect T-adapter to RCM2 (female). Between RCM2 (female) (30) – (29)

D21-168

Min. 1 M

Troubleshooting

Resistance 500 – 1,000 

02/09 D21003

FAILURE CODE [dLT3KA] TRANSMISSION OUTPUT SHAFT SPEED SENSOR: OPEN CIRCUIT Action code

Failure code

E01

dLT3KA


Description

Transmission output shaft speed sensor: Open circuit (Retarder controller system)

• The signal circuit of the transmission output shaft speed sensor is disconnected and signals are not input. • When ARSC operates, the controller releases the brake gradually. • Stops controlled ASR • ASR is not controlled normally • ARSC is not controlled normally • This failure can be checked in the monitoring function (Code: 31400 (rpm)).

Refer to pages 5, 7, 8 & 9 of the electrical schematic for reference. Cause Wrong adjustment of 1 transmission output shaft speed sensor





Standard value in normal state/Remarks on troubleshooting Press the sensor lightly against the revolution pickup gear, and then return it by 1/2 – 1 turn. a For details, see Testing and adjusting, "Adjustment of transmission speed sensor". 1) Turn the starting switch OFF. 2) Disconnect connector N3. 3) Connect T-adapter. Between N3 (male) (1) – (2)

Resistance

500 – 1,000 


Resistance

Min. 1 M

1) Turn the starting switch OFF. 2) Disconnect connectors ATC2, RCM2, HM3A, and N3. 3) Connect T-adapter to RCM2 (female) and N3 (female). Wiring harness between RCM2-30 (female) (30) – N3 (female) (1)

Resistance

Max. 1 

Wiring harness between RCM2 (female) (29) – N3 (female) (2)

Resistance

Max. 1 

1) Turn the starting switch OFF. 2) Disconnect connectors ATC2, RCM2, and HM3A. 3) Connect T-adapter to RCM2 (female). Between RCM2 (female) (30) – (29)

D21003 02/09

Troubleshooting

Resistance

500 – 1,000 

D21-169

FAILURE CODE [DLT3KA] TRANSMISSION OUTPUT SHAFT SPEED SENSOR: OPEN CIRCUIT Action code

Failure code

E03

DLT3KA

Contents of trouble

• The signal circuit of the transmission output shaft speed sensor is open and signals are not received by the controller.

Controller Response

• Keeps gear speed when a problem occurs. • If shift lever is set in neutral, the transmission will stay in neutral. • Turns lockup system OFF.


• Operator can move the machine by following the limp home procedure. 1) Stop travel and set gearshift lever in N position. 2) Momentarily disconnect the limp home jumper from connector CN041 to set the machine in limp home mode. Plug the jumper back into the connector. 3) Operate gearshift lever and start machine again. a. When operating gearshift lever, release accelerator pedal. b. Operate gearshift lever from N to D – L or from N to R. c. Machine is kept in limp home mode until starting switch is turned OFF.

Related information

• This failure can be checked with monitor function code: 31400 (rpm).

Description

Transmission output shaft speed sensor: Open circuit (Transmission controller system)

Refer to page 5 in the electrical schematic for reference. Cause Wrong adjustment of 1 transmission output shaft speed sensor



Standard value in normal state/Remarks on troubleshooting Press the sensor lightly against the revolution pickup gear, and then return it by 1/2 – 1 turn. 1) Turn the starting switch OFF. 2) Disconnect connector N3. 3) Connect T-adapter. Between N3 (male) (1) – (2)

Resistance

500 – 1,000 


Resistance

Min. 1 M

1) Turn the starting switch OFF. 2) Disconnect connectors ATC2 and N3. 3) Connect T-adapter to ATC2 (female) and N3 (female).

Disconnection in wiring harness 3 (Disconnection in wiring or Wiring harness between ATC2 (female) defective contact in connec- (30) – N3 (female) (1) tor) Wiring harness between ATC2 (female) (29) – N3 (female) (2) Defective retarder 4 controller

Max. 1 

Resistance

Max. 1 

Resistance

500 – 1,000 

1) Turn the starting switch OFF. 2) Disconnect connector ATC2. 3) Connect T-adapter to ATC2 (female). Between ATC2 (female) (30) – (29)

D21-170

Resistance

Troubleshooting

02/09 D21003

FAILURE CODE [dLt3LC] TRANSMISSION OUTPUT SHAFT SPEED SENSOR: MALFUNCTION Action code

Failure code


dLt3LC

Description

Transmission output shaft speed sensor: Disagreement of revolution speed signal (Retarder controller system)

• Left and right wheel speed sensor signals are different from the signal speed of the transmission output shaft speed sensor. • When ARSC operates, the controller releases the brake normally. • Stops controlled ASR • ASR is not controlled normally. • ARSC is not controlled normally. • This failure can be checked in the monitoring function (Code: 31400 (rpm)).

Refer to pages 5,7, 8 & 9 of the electrical schematic for reference. Cause

1



Resistance

500 – 1,000 

Between N3 (male) (1), (2) – chassis ground

Resistance

Min. 1 M

1) Turn the starting switch OFF. 2) Disconnect connectors ATC2, RCM2, HM3A, and N2. 3) Connect T-adapter.


Grounding fault in wiring 2 harness (Contact with ground circuit) Between ground and wiring harness between RCM2 (female) (30) – ATC2 (female) (30) – N2 (female) (1), HM3A (6)



Min. 1 M

1) Turn the starting switch OFF. 2) Disconnect connectors ATC2, RCM2, HM3A, and N2. 3) Connect T-adapter. 4) Turn the starting switch ON. Wiring harness between ATC2 (female) (30) – RCM2 (female) (30) – N2 (female) (1) - HM3A (6)

Voltage

Max. 1 V

Resistance

500 – 1,000 

1) Turn the starting switch OFF. 2) Disconnect connector RCM2. 3) Connect T-adapter. Between RCM2 (female) (30) – (29)

D21003 02/09

Resistance

Troubleshooting

D21-171

FAILURE CODE [dLT3LC] TRANSMISSION OUTPUT SHAFT SPEED SENSOR: MALFUNCTION Action code

Failure code


dLT3LC

Description

Transmission output shaft speed sensor: Disagreement of revolution speed signal (Retarder controller system)

• Left and right wheel speed sensor signals are different from the signal speed of the transmission output shaft speed sensor. • When ARSC operates, the controller releases the brake normally. • Stops controlled ASR • ASR is not controlled normally. • ARSC is not controlled normally. • This failure can be checked in the monitoring function (Code: 31400 (rpm)).

Refer to pages 5, 7, 8 & 9 of the electrical schematic for reference. Cause

1



Resistance

500 – 1,000 


Resistance

Min. 1 M

1) Turn the starting switch OFF. 2) Disconnect connectors ATC2, RCM2, HM3A, and N2. 3) Connect T-adapter.


Grounding fault in wiring 2 harness (Contact with ground circuit) Between ground and wiring harness between RCM2 (female) (30) – ATC2 (female) (30) – N2 (female) (1), HM3A (6)



Min. 1 M

1) Turn the starting switch OFF. 2) Disconnect connectors ATC2, RCM2, HM3A, and N2. 3) Connect T-adapter. 4) Turn the starting switch ON. Wiring harness between ATC2 (female) (30) – RCM2 (female) (30) – N2 (female) (1) - HM3A (6)

Voltage

Max. 1 V

Resistance

500 – 1,000 

1) Turn the starting switch OFF. 2) Disconnect connector RCM2. 3) Connect T-adapter. Between RCM2 (female) (30) – (29)

D21-172

Resistance

Troubleshooting

02/09 D21003

FAILURE CODE [DLT3LC] TRANSMISSION OUTPUT SHAFT SPEED SENSOR: DISAGREEMENT OF REVOLUTION SPEED SIGNAL Action code

Failure code


DLT3LC

Description

Transmission output shaft speed sensor: Disagreement of revolution speed signal (Transmission controller system)

• The engine speed sensor, transmission input shaft speed sensor, and transmission intermediate speed sensor does not match transmission output shaft speed. • The controller keeps the current gear speed and turns the lockup operation OFF. • If the shift lever is set in the N position, the controller keeps the gear in NEUTRAL. • The operator can move the truck by following the limp home procedure outlined earlier in this section.


Refer to pages 5 of the electrical schematic for references. Cause

1




Resistance

500 – 1,000 


Resistance

Min. 1 M

Resistance

Min. 1 M

Voltage

Max. 1 V

Resistance

500 – 1,000 


Grounding fault in wiring 2 harness (Contact with ground circuit) Between ground and wiring harness between ATC2 (female) (30) – N3 (female) (1)



1) Turn the starting switch OFF. 2) Disconnect connectors ATC2 and N3. 3) Connect T-adapter. 4) Turn the starting switch ON. Wiring harness between ATC2 (female) (30) – N3 (female) (1) 1) Turn the starting switch OFF. 2) Disconnect connector ATC2. 3) Connect T-adapter. Between ATC2 (female) (30) – (29)

D21003 02/09

Troubleshooting

D21-173

FAILURE CODE [DNCCMA] BRAKE PEDAL PROXIMITY SWITCH: SHORT CIRCUIT Action code

Failure code

E01

DNCCMA

Description

Brake pedal proximity switch: Short circuit (Retarder controller system)

Contents of trouble

• Brake does not work even though the driver works the foot brake.

Controller Response



• Brake does not operate


Refer to pages 2, 7 & 8 of the electrical schematic for references. Cause


1 Defective brake pedal sensor


Grounding fault in wiring harness 2 (Contact with ground circuit) Brake pedal sw failure

Between CN027 (female) (B) – ground Pedal applied

Voltage

0V

Between CN027 (female) (B) – ground Pedal not applied

Voltage

about 8 V


Resistance

Min. 1 M

Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. 3

D21-174


Check with monitoring function code: 44700 Brake pedal applied

ON

Brake pedal not applied

OFF

Troubleshooting

02/09 D21003

FAILURE CODE [DV00KB] WARNING ALARM BUZZER OUTPUT: SHORT CIRCUIT Action code

Failure code

E01

DV00KB

Description

Warning alarm buzzer output: Short circuit (Machine monitor system)

Contents of trouble

• When signal is output to buzzer circuit, abnormal current flows.

Monitor Response

• Keeps abnormality until starting switch is turned OFF. • Turns alarm buzzer output OFF.


• Alarm buzzer does not sound. • If buzzer sounds, buzzer (-) is Sink output (Normal). • Controller cannot detect disconnection and ground fault of wiring harness.


1 Defective buzzer


1)Turn starting switch OFF, disconnect the buzzer connector, and remove buzzer. 2)Connect +24 V to buzzer (+) and connect GND to buzzer (-). If buzzer does not sound, buzzer is defective. Replace.

Turn starting switch OFF and disconnect the buzzer connector, then perGrounding fault in wiring form troubleshooting without turning starting switch ON. harness 2 (Contact with ground circuit) Between CN1 (male) (13) – ground Resistance Min. 1 M (Reference) Hot short 3 (Contact with 24V circuit) in wiring harness Disconnection in wiring harness 4 (Disconnection in wiring or defective contact in connector) (Reference) 5 Defective machine monitor

D21003 02/09


1)Turn starting switch OFF, disconnect CN1 and the buzzer connector, and insert T-adapter in CN1 (female). 2)Turn starting switch ON and perform troubleshooting. Between CN1 (male) (13) – ground

Voltage

Max. 1 V

Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON. (When voltage in Cause 1 is abnormal) Between CN1 (female) (13) – buzzer (-)

Resistance

Max. 1 

Between FU3 (15) – buzzer (+)

Resistance

Max. 1 

If causes 1 – 4 are not detected, machine monitor may be defective. (Since trouble is in system, troubleshooting cannot be carried out.)

Troubleshooting

D21-175

FAILURE CODE [DW78KZ] REAR BRAKE COOLING VALVE: OPEN OR SHORT CIRCUIT Action code

Failure code

E01

DW78KZ


Description

Rear brake cooling valve: Open or short circuit (Retarder controller system)

• Since no current flows or overcurrent flows in BCV relay primary side, BCV relay cannot be turned ON/ OFF. Accordingly, BCV solenoid cannot be driven. • Stops supplying current when BCV circuit is disconnected. • Turns output to BCV relay (CNR02-V) primary side OFF. • Since retarder is not cooled, it may overheat.

• For troubleshooting for BCV relay (CNR02-V) secondary side, see [B@C7NS] or [B@C8NS]..


Standard value in normal state/Remarks on troubleshooting Turn starting switch OFF and disconnect CNR02-V (BCV relay), then perform troubleshooting without turning starting switch ON.

1


D21-176

Defective CNR02-V (BCV relay)

CNR02-V (female: Wiring harness side)

Resistance

Between (59) – (17)

100 – 500 

Turn starting switch OFF and disconnect CNR02-V (BCV relay), then perform troubleshooting without turning starting switch ON.

Grounding fault in wiring 2 harness (Contact with ground circuit) Between CNR02-V (female) (59) – ground

Resistance

Min. 1 M

Turn starting switch OFF and disconnect CNR02-V (BCV relay) and RCM3, then perform troubleshooting without turning starting switch ON.


Between RCM3 (female) (18) – CNR02-V (female) (59)

Resistance

Max. 1 

Between CNR02-V (female) (17) – (ground)

Resistance

Max. 1 


If no other problems are found, the retarder controller may be defective.

Troubleshooting

02/09 D21003

FAILURE CODE [DW79KZ] FRONT BRAKE COOLING VALVE: OPEN OR SHORT CIRCUIT Action code

Failure code

E01

DW79KZ


Description

Front brake cooling valve: Open or short circuit (Retarder controller system)

• Since no current flows or overcurrent flows in BCV relay primary side, BCV relay cannot be turned ON/ OFF. Accordingly, BCV solenoid cannot be driven. • Stops supplying current when BCV circuit is disconnected. • Turns output to BCV relay (CNR02-T) primary side OFF. • Since retarder is not cooled, it may overheat.

• For troubleshooting for BCV relay (CNR02-T) secondary side, see [B@C6NS].


Standard value in normal state/Remarks on troubleshooting Turn starting switch OFF and disconnect R14 (BCV relay), then perform troubleshooting without turning starting switch ON.

1


Defective CNR02-T(BCV relay)

Resistance

Between (15) – (57)

100 – 500 

Turn starting switch OFF and disconnect R14 (BCV relay), then perform troubleshooting without turning starting switch ON.

Grounding fault in wiring 2 harness (Contact with ground circuit) Between R14 (female) (1) – ground Disconnection in wiring harness 3 (Disconnection in wiring or defective contact in connector) 4 Defective retarder controller

D21003 02/09

CNR02 (female: Wiring harness side)

Resistance

Min. 1 M

Turn starting switch OFF and disconnect CNR02-T (BCV relay) and RCM3, then perform troubleshooting without turning starting switch ON. Between RCM3 (female) (8) – CNR02 (female) (57)

Resistance

Max. 1 

Between CNR02-15 – RCM3 (female) (13)

Resistance

Max. 1 


Troubleshooting

D21-177

FAILURE CODE [DW7FMA] MANUAL EMERGENCY BRAKE VALVE: FAILURE Action code

Failure code

E03

DW7FMA

Description

Manual emergency brake valve: Failure (Retarder controller system)

Contents of trouble

• Emergency brake does not operate even though the driver works the manual emergency brake.

Controller Response



• Emergency brake does not operate


Refer to page 7 & 8 of the electrical schematic for reference. Cause 1



Defective manual emergency Disconnect CN169. Connect CN169 (2) valve ground. Connect 24V supply to CN169 (1).

The solenoid should energize.

Grounding fault in wiring harness 2 (Contact with ground circuit) (Emergency auto apply sw failure)


Defective hot short in wiring harness 3 (a contact with 24 V circuit) (Emergency brake sw sense failure)


Wiring harness between CN222 (female) (1) – RMC3 (30)

Wiring harness between EBS (female) (3) – RCM2 (25)

Resistance

Min. 1 M

Voltage

Max. 1 V

Check with monitoring function code: 32101. 4

D21-178


Emergency brake switch ON

ON

Emergency brake switch OFF

OFF

Troubleshooting

02/09 D21003

FAILURE CODE [DW7GMA] BRAKE VALVE (REAR) OR BRAKE LOCK VALVE: SHORT CIRCUIT Action code

Failure code

E03

DW7GMA

Description

Brake value (rear) or brake lock value trouble (Retarder controller system)

Contents of trouble

• Brake (rear) does not operate even though the driver works the foot brake or brake lock sw.

Controller Response



• Brake (rear) does not operate.


Refer to page 8 & 12 of the electrical schematic for reference. Cause 1

Defective brake valve (rear) or brake lock valve

Standard value in normal state/Remarks on troubleshooting Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. Check the brake valve and brake lock. Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON.


Disconnection in wiring harness (Disconnection in wiring or 2 defective contact in connector) (Brake lock sw or brake apply sw failure)

Defective hot short in wiring harness (a contact with 24 V circuit) 3 ((Brake lock sw or brake apply sw failure)


Resistance

Max. 1 


Resistance

Max. 1 

Wiring harness between CN005 (female) (1) – CN164 (1)

Resistance

Max. 1 


Resistance

Max. 1 

Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. Wiring harness between CN068 (female) (3) – RCM2 (35)

Voltage

Max. 1 V

Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. 4 Defective retarder controller

D21003 02/09

Check with monitoring function code: 35100, 34103, and 34104. Brake pedal applied.

ON

Brake pedal not applied.

OFF

Troubleshooting

D21-179

FAILURE CODE [DWA1K4] PPC CUT VALVE: MALFUNCTION (VALVE STUCK ON) Action code

Failure code

E03

DWA1K4

Description

PPC cut valve: Malfunction (Valve stuck on) (Retarder controller system)

Contents of trouble

• PPC cut valve pressure sensor does not respond to PPC cut valve ON command of retarder controller.

Controller Response



• When rear retarder brake should be cut as treatment of DX27K4 and DX28K4, rear retarder brake is not cut. • If PPC cut valve has electrical trouble, code [DWA1KA], [DWA1KB] or [DWA1KY] is output.

Refer to page 7 & 8 of the electrical schematic for reference. Cause

Standard value in normal state/Remarks on troubleshooting PPC cut valve may have mechanical trouble. Check it directly.

1 Defective PPC cut valve

1. Turn starting switch ON. 2. Turn ASR switch ON/OFF. Operating sound of PPC cut valve solenoid is heard.

1. Turn starting switch OFF. 2. Disconnect CN238. 3. Install T adapter on CN238. 2

Defective PPC cut valve pressure sensor


4. Prepare and turn starting switch ON. 5. Start the engine. CN238 (male) (B) – (C)

Resistance

Key ON

Min. 1 M

Engine ON

Max. 1 

Turn starting switch OFF and disconnect CN238, RCM1, RCM3 and CN239, then perform troubleshooting without turning starting switch ON. Disconnection in wiring harness 3 (Disconnection in wiring or defective contact in connector)

Between CN238 (female) (C) – RCM1 (female) (6)

Resistance

Max. 1 

Between RCM3 (female) (1) – CN237 (female) (1)

Resistance

Max. 1 


Resistance

Max. 1 

Between CN238 (female) (B) – ground

Resistance

Max. 1 

Turn starting switch OFF and disconnect ASR7, then perform troubleGrounding fault in wiring shooting without turning starting switch ON. 4 harness (Contact with ground circuit) Between CN238 (female) (C) – ground Resistance Min. 1 M 5 Defective retarder controller

D21-180


Troubleshooting

02/09 D21003

FAILURE CODE [DWA1KA] PPC CUT VALVE: OPEN CIRCUIT Action code

Failure code

E03

DWA1KA


Description

PPC cut valve output circuit: Open circuit (Retarder controller system)

• When signal is output to PPC cut valve solenoid circuit, no current flows. • None in particular

• When DX27K4 or DX28K4 occurs, the brakes drag.

• Signal is not output to PPC cut valve solenoid circuit until starting switch is turned OFF once.



Defective PPC cut valve 1 solenoid (Internal disconnection) Open in wiring harness 2 (Disconnection in wiring or defective contact in connector) 3 Defective retarder controller

D21003 02/09

Standard value in normal state/Remarks on troubleshooting Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON. CN237 (male)

Resistance

Between (1) – (2)

5 – 28 

Prepare with starting switch OFF, then perform troubleshooting without turning starting switch ON. (When check result of Cause 1 is normal) Between J02 (male) (10) – (9)

Resistance

5 – 28 

Between RCM3 (female) (3) – (27)

Resistance

5 – 28 

If causes 1 and 2 are not detected, retarder controller may be defective. (Since trouble is in system, troubleshooting cannot be carried out.)

Troubleshooting

D21-181

FAILURE CODE [DWA1KB] PPC CUT VALVE: SHORT CIRCUIT Action code

Failure code

E03

DWA1KB

Description

PPC cut valve output circuit: Short circuit (Retarder controller system)

Contents of trouble

• When signal is output to PPC cut valve solenoid circuit, abnormal current flows.

Controller Response

• PPC cut valve output is OFF.


• When DX27K4 or DX28K4 occurs, the brakes drag.

• Signal is not output to PPC cut valve solenoid circuit until starting switch is turned OFF once.

Refer to page 7 & 8 of the electrical schematic for reference. Cause Defective PPC cut valve 1 solenoid (Internal short circuit) Possible causes and standard value in normal state

Standard value in normal state/Remarks on troubleshooting Turn starting switch OFF and disconnect ASR2, then perform troubleshooting without turning starting switch ON. CN239 (male)

Resistance

Between (1) – (2)

5 – 28 

Turn starting switch OFF and disconnect RCM3, then perform troubleGrounding fault in wiring shooting without turning starting switch ON. 2 harness (Contact with ground circuit) Between RCM3 (female) (27) – ground Resistance Min. 1 M Turn starting switch OFF and disconnect RCM3 and CN239, then perform Short circuit in wiring troubleshooting without turning starting switch ON. 3 harness (with another wiring harness) Wiring harness between RCM3 (female) Resistance Min. 1 M (27) – RCM (female) (pin other than (15)) 5 Defective retarder controller

D21-182


Troubleshooting

02/09 D21003

FAILURE CODE [DWA1KY] PPC CUT VALVE: SHORT TO POWER Action code

Failure code

E03

DWA1KY

Description

ASR shut-off valve output circuit: Hot short fault (Retarder controller system)

Contents of trouble

• When signal is output to PPC cut valve solenoid circuit, abnormal current flows.

Controller Response



• ASR is not controlled normally.

•



Defective PPC cut valve 1 solenoid (Internal short circuit)

2

Turn starting switch OFF and disconnect CN237, then perform troubleshooting without turning starting switch ON. CN237 (male)

Resistance

Between (1) – (2)

5 – 28 

Turn starting switch OFF and insert T-adapter in RCM3, then turn starting Hot short (Contact with 24 V switch ON and perform troubleshooting. circuit) in wiring harness Between RCM3 (female) (27) – ground Voltage Max. 1 V


D21003 02/09



Troubleshooting

D21-183

FAILURE CODE [DWA1MA] PPC CUT VALVE: MALFUNCTION (VALVE DOES NOT OPERATE) Action code

Failure code

E03

DWA1MA

Description

PPC cut valve: Malfunction (Valve does not operate) (Retarder controller system)

Contents of trouble

• Sensor does not respond to PPC cut valve OFF command of retarder controller.

Controller Response

•


• Retarder is not controlled normally. • ASR is not controlled normally. • If PPC cut valve has electrical trouble, see code [DWA1KA], [DWA1KB] or [DWA1KY].

Possible causes Cause Standard value in normal state/Remarks on troubleshooting and standard value in normal Perform troubleshooting for failure code [DWA1K4]. state

D21-184

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-185

FAILURE CODE [DX12K4] FRONT BRAKE PPC SOLENOID VALVE: MALFUNCTION (VALVE STUCK ON) Action code

Failure code

E03

DX12K4

Description

Front brake PPC solenoid valve: Malfunction (Valve stuck on) (Retarder controller system)

Contents of trouble

• Front brake proportional pressure reducing solenoid valve and solenoid keep operating and do not return or their condition cannot be judged normally because of defect in sensor switch after they return.

Controller Response

• Continues control.


• If solenoid is defective, front brake drags. • If switch is defective or switch input circuit has ground fault, gear shift-up operation becomes difficult and gear shift-down operation becomes easy. • Retarder oil pressure switch state can be checked with monitoring function (Code: 34102).

Refer to page 7, 8 & 12 of the electrical schematic for reference. Cause Defective front brake 1 proportional pressure reducing solenoid valve

Standard value in normal state/Remarks on troubleshooting • Check front brake proportional pressure reducing solenoid valve. If there is an abnormality (mechanical failure), repair or replace it. 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN230 (male).

Defective front brake 2 proportional pressure reducing solenoid


Resistance

Max. 1 

Oil pressure is OFF.

Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connector CN236, CN027, CN222, CN231, and CN240. 3) Start engine.


CN236 Between (B) – (C) Defective retarder pressure switch Front retard apply sw 3 Brake pedal signal Emergency auto apply sw Brake apply sw Front brake apply sw

CN240 Between (B) – (C) CN027 Between (B) – (C) CN222 Between (1) – (2) CN231 Between (B) – (C)

D21-186

Oil pressure is ON.

Troubleshooting

Retarder

Voltage

When not operated

8±1V

When operated

Max. 1 V

Brake

Voltage

applied

0V

not applied

8±1V

Brake

Voltage

applied

0V

not applied

8±1V

Retarder

Voltage

When operated

8±1V

When not operated

0V

Brake

Voltage

applied

0V

not applied

8±1V

02/09 D21003

1) Turn starting switch OFF. Defective harness grounding 2) Disconnect connectors RCM1, RCM3, CN222, and CN240. (Contact with ground circuit) 3) Connect T-adapter to RCM1 (female). 4 Front retard apply sw Between ground and wiring harness between Emergency auto apply sw Resistance Min. 1 M RCM1 (female) (12) – CN240 (female) (C) Possible causes and standard value in normal state

1) Turn starting switch OFF. 2) Connect T-adapter to connector RCM3 (female).

5 Defective retarder controller Between RCM3 (26) – (13)

D21003 02/09

Troubleshooting

Oil pressure is ON.

Voltage

Max. 1 V


Voltage

8±1V

D21-187

FAILURE CODE [DX12KA] FRONT BRAKE PPC SOLENOID VALVE: OPEN CIRCUIT Action code

Failure code

E03

DX12KA


Description

Front brake PPC solenoid valve: Open circuit (Retarder controller system)

• When output to front brake proportional pressure reducing valve solenoid circuit is ON, current does not flow. • Turn output to front brake proportional pressure reducing valve solenoid OFF.

• Retarder (front brake) does not operate.

Related information Refer to page 8 of the electrical schematic for reference. Cause Defective front brake 1 proportional pressure reducing solenoid valve Possible causes and standard value in normal state



Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN230 (male). Between CN230 (male) (1) – (2)

Resistance

8.5 – 9.1 

Between CN230 (female) (1), (2) – ground

Resistance

Min. 1 M

1)Turn starting switch OFF. 2)Connect T-adapter to connectors RCM3 (female) and CN230 (female). Wiring harness between RCM3 (female) (26) – CN230 (female) (1)

Resistance

Max. 1 


Resistance

Max. 1 

1) Turn starting switch OFF. 2) Connect T-adapter to connector RCM3 (female). Between RCM3 (female) (26) – (13)

D21-188

Troubleshooting

Resistance

8.5 – 9.1 

02/09 D21003

FAILURE CODE [DX12KB] FRONT BRAKE PPC SOLENOID VALVE: SHORT CIRCUIT Action code

Failure code

E03

DX12KB


Description

Front brake PPC solenoid valve: Short circuit (Retarder controller system)

• When output to solenoid circuit of front brake proportional pressure reducing valve is turned ON, much current flows. • Turns output to solenoid circuit of front brake proportional pressure reducing valve OFF.


Related information Refer to page 8 of the electrical schematic for reference. Cause Defective front brake 1 proportional pressure reducing solenoid valve



Resistance

8.5 – 9.1 


Resistance

Min. 1 M

Between ground and wiring harness between RCM3 (female) (26) – CN230 (female) (1)

Resistance

Min. 1 M

Between wiring harness from RCM3 (female) (26) – CN230 (female) (1) and wiring harness from RCM3 (female) (13) – CN230 (female) (2)

Resistance

Min. 1 M

Resistance

8.5 – 9.1 

1) Turn starting switch OFF. 2) Disconnect connectors RCM3 and CN230. 3) Connect T-adapter to RCM3 (female). Short circuit of harness (Contact with ground 2 circuit or contact between harnesses)


1) Turn starting switch OFF. 2) Connect T-adapter to RCM3 (female). Between RCM3 (female) (16) – (13)

D21003 02/09

Troubleshooting

D21-189

FAILURE CODE [DX12KY] FRONT BRAKE PPC SOLENOID VALVE: SHORT TO POWER Action code

Failure code

E03

DX12KY


Description

Front brake PPC solenoid valve: Short to power (Retarder controller system)

• When output to front brake proportional pressure reducing valve solenoid circuit is OFF, electric current flows. • Turn output to front brake proportional pressure reducing valve solenoid OFF.


Related information Refer to page 8 of the electrical schematic for reference. Cause Defective front brake 1 proportional pressure reducing solenoid valve Possible causes and standard value in normal state

2

Hot short in wiring harness (a contact with 24 V circuit)



Resistance

8.5 – 9.1 


Resistance

Min. 1 M

Voltage

Max. 1 V

Resistance

8.5 – 9.1 

1) Turn starting switch OFF. 2) Disconnect connectors RCM3 and CN230. 3) Connect T-adapter to RCM3 (female). 4) Turn starting switch ON. Between ground and wiring harness between RCM3 (female) (26) – CN230 (female) (1) 1) Turn starting switch OFF. 2) Connect T-adapter to RCM3 (female). Between RCM3 (female) (26) – (13)

D21-190

Troubleshooting

02/09 D21003

FAILURE CODE [DX12MA] FRONT BRAKE PPC SOLENOID VALVE: MALFUNCTION (VALVE DOES NOT OPERATE) Action code

Failure code

E03

DX12MA

Description

Front brake PPC solenoid valve: Malfunction (valve does not operate) (Retarder controller system)

Contents of trouble

• Front brake proportional pressure reducing solenoid valve and solenoid keep operating and do not return or their condition cannot be judged normally because of defect in sensor switch after they return.

Controller Response

• Continues control.


• If solenoid is defective, front brake drags. • If switch is defective or switch input circuit has disconnection, condition does not change. • Condition of front retarder oil pressure switch can be checked with monitoring function (Code: 34102).

Refer to page 7 & 8 of the electrical schematic for reference. Cause Defective front brake 1 proportional pressure reducing solenoid valve

Standard value in normal state/Remarks on troubleshooting • Check front brake proportional pressure reducing solenoid valve. If there is an abnormality (mechanical failure), repair or replace it. 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN230.

Defective front brake 2 proportional pressure reducing solenoid


Defective retarder pressure 3 switch Front retard apply sw


Resistance

Max. 1 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Insert T-adapter in connector CN230. 3) Start engine. CN236 Between (1) – (2)

Disconnection in wiring har4 ness Front retard apply sw

Oil pressure is ON.

Retarder

Voltage

When not operated

8±1V

When operated

Max. 1 V

1) Turn starting switch OFF. 2) Disconnect connectors RCM3 and CN230. 3) Connect T-adapter to RCM3. Between ground and wiring harness between RCM3 (female) (29) – CN236 (female) (1)

Resistance

Min. 1 M

Oil pressure is ON.

Voltage

Max. 1 V


Voltage

8±1V

1) Turn starting switch OFF. 2) Insert T-adapter in connector RCM3. 3) Turn starting switch ON. 5 Defective retarder controller Between RCM3 (26) – (13)

D21003 02/09

Troubleshooting

D21-191

FAILURE CODE [DX27K4] RIGHT REAR PPC SOLENOID VALVE: MALFUNCTION (VALVE STUCK ON) Action code

Failure code

E03

DX27K4


Description

Right rear PPC solenoid valve: Malfunction (Valve is stuck on) (Retarder controller system)

• Rear right brake proportional pressure reducing solenoid valve and solenoid keep operating and do not return or their condition cannot be judged normally because of defect in sensor switch after they return. • Stops controlling ASR. • PPC cut valve ON • If solenoid is defective, rear right brake drags. • ASR is not controlled normally • Rear right retarder oil pressure switch state can be checked with monitoring function (Code: 34104).

Refer to page 7, 8 &12 of the electrical schematic for reference. Cause Defective rear right brake 1 proportional pressure reducing solenoid valve

Standard value in normal state/Remarks on troubleshooting • Check rear brake proportional pressure reducing solenoid valve. If there is an abnormality (mechanical failure), repair or replace it. 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN172 (male).

Defective rear right brake 2 proportional pressure reducing solenoid


Oil pressure is Resistance Min. 1 M OFF.

1) Turn starting switch OFF. 2) Connect T-adapter to connector CN242, CN231, CN222, CN236, CN240 and CN027. 3) Start engine.


Retarder not operated Right retard apply Between CN242 (B) - (C) Retarder operated Defective rear right retarder pressure switch Right retard apply sw Brake apply switch 3 Brake lock switch sense Brake pedal signal Emergency auto apply sw. Front retard apply sw Front brake apply sw

8±1V Max. 1 V

Brake apply switch Between CN231 (B) - (C)

Brake not applied

8±1V

Brake applied

Max. 1 V

Emergency auto apply Between CN122 (1) - (2)

not applied

Max. 1 V

applied

8±1V

Retarder not operated Front retard apply Between CN236 (B) - (C) Retarder operated

8±1V Max. 1 V

Front brake apply Between CN240 (B) - (C)

Brake not applied

8±1V

Brake applied

Max. 1 V

Brake pedal signal Between CN027 (B) - (C)

Brake applied

8±1V

Brake not applied

Min. 1 V

Brake lock ON

Pilot lamp on

Brake lock OFF

Pilot lamp off

Brake lock Check with monitor function code: 39900

D21-192

Oil pressure is Resistance Max. 1  ON.

Troubleshooting

02/09 D21003

1) Turn starting switch OFF. Defective harness grounding 2) Disconnect connectors RCM1, CN242, CN232 and RCM3. (Contact with ground circuit) 3) Connect T-adapter to RCM1 (female). 4 Right retard apply sw Between ground and wiring harness between Resistance Min. 1 M Emergency auto apply sw RCM1 (female) (24) – CN242 (female) (B) Possible causes and standard value in normal state

Between RCM3 (30) – CN222 (1)

1) Turn starting switch OFF. 2) Connect T-adapter to connector RCM3 (female). 5 Defective retarder controller Between RCM3 (6) – (23)

D21003 02/09


Troubleshooting

Oil pressure is ON.

Voltage

Max. 1 V


Voltage

8±1V

D21-193

FAILURE CODE [DX27KA] RIGHT REAR PPC SOLENOID VALVE: OPEN CIRCUIT Action code

Failure code

E03

DX27KA


Description

Right rear PPC solenoid valve: Open circuit (Retarder controller system)

• When output to rear right brake proportional pressure reducing valve solenoid circuit is ON, current does not flow. • Turn output to rear brake proportional pressure reducing valve solenoid OFF.

• Retarder (rear right brake) does not operate.

Related information Refer to page 8 of the electrical schematic for reference. Cause Defective rear right brake 1 proportional pressure reducing solenoid valve Possible causes and standard value in normal state




Resistance

8.5 – 9.1 


Resistance

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 


D21-194

Troubleshooting

Resistance

8.5 – 9.1 

02/09 D21003

FAILURE CODE [DX27KB] RIGHT REAR PPC SOLENOID VALVE: SHORT CIRCUIT Action code

Failure code

E03

DX27KB

Description

Right rear PPC solenoid valve: Short circuit (Retarder controller system)

Contents of trouble

• When output to solenoid circuit of rear right brake proportional pressure reducing valve is turned ON, much current flows.

Controller Response

• Turns output to solenoid circuit of rear right brake proportional pressure reducing valve OFF.



Related information Refer to page 8 of the electrical schematic for reference. Cause Defective rear right brake 1 proportional pressure reducing solenoid valve



Resistance

8.5 – 9.1 


Resistance

Min. 1 M


Resistance

Min. 1 M


Resistance

Min. 1 M

Resistance

8.5 – 9.1 



1) Turn starting switch OFF. 2) Connect T-adapter to RCM3 (female). Between BRC3 (female) (6) – (23)

D21003 02/09

Troubleshooting

D21-195

FAILURE CODE [DX27KY] RIGHT REAR PPC SOLENOID VALVE: SHORT TO POWER Action code

Failure code

E03

DX27KY


Description

Right rear PPC solenoid valve: Short to power (Retarder controller system)

• When output to rear right brake proportional pressure reducing valve solenoid circuit is OFF, electric current flows. • Turn output to rear brake proportional pressure reducing valve solenoid OFF.


Related information Refer to page 8 of the electrical schematic for reference. Cause Defective rear right brake 1 proportional pressure reducing solenoid valve Possible causes and standard value in normal state

2




Resistance

10 – 30 


Resistance

Min. 1 M

Voltage

Max. 1 V

Resistance

10 – 30 


D21-196

Troubleshooting

02/09 D21003

FAILURE CODE [DX27MA] RIGHT REAR PPC SOLENOID VALVE: MALFUNCTION Action code

Failure code

E03

DX27MA


Description

Right rear PPC solenoid valve: Malfunction (valve does not operate) (Retarder controller system)

• Rear right brake proportional pressure reducing solenoid valve and solenoid keep operating and do not return or their condition cannot be judged normally because of defect in sensor switch after they return. • Continues control. • If solenoid is defective, rear right brake drags. • If switch is defective or switch input circuit has disconnection, condition does not change. • Condition of rear right retarder oil pressure switch can be checked with monitoring function (Code: 34104)

Refer to page 8 & 12 of the electrical schematic for reference. Cause Defective rear right brake 1 proportional pressure reducing solenoid valve

Standard value in normal state/Remarks on troubleshooting • Check rear brake proportional pressure reducing solenoid valve. If there is an abnormality (mechanical failure), repair or replace it. 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN172.

Defective rear right brake 2 proportional pressure reducing solenoid


Defective rear right retarder 3 pressure switch Right retard apply sw


Resistance

Max. 1 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Insert T-adapter in connector CN242. 3) Start engine. CN242 Between (B) – (C)

Disconnection in wiring har4 ness. Right retard apply sw

Oil pressure is ON.

Retarder

Voltage

When not operated

8±1V

When operated

Max. 1 V

1) Turn starting switch OFF. 2) Disconnect connectors RCM1 and CN242. 3) Connect T-adapter to RCM1. Between ground and wiring harness between BRC1 (female) (24) – CN242 (female) (B)

Resistance

Min. 1 M

Oil pressure is ON.

Voltage

Max. 1 V


Voltage

8±1V


D21003 02/09

Troubleshooting

D21-197

FAILURE CODE [DX28K4] LEFT REAR PPC SOLENOID VALVE: ERATIC OPERATION Action code

Failure code

E03

DX28K4


Description

Left rear PPC solenoid valve: Malfunction (Valve is stuck on) (Retarder controller system)

• Rear left brake proportional pressure reducing solenoid valve and solenoid keep operating and do not return or their condition cannot be judged normally because of defect in sensor switch after they return. • Stops controlling ASR. • PPC cut valve ON. • If solenoid is defective, rear left brake drags.

• Rear left retarder oil pressure switch state can be checked with monitoring function (Code: 34103).

Refer to page 7, 8 & 12 of the electrical schematic for reference. Cause Defective rear left brake 1 proportional pressure reducing solenoid valve

Standard value in normal state/Remarks on troubleshooting • Check rear brake proportional pressure reducing solenoid valve. If there is an abnormality (mechanical failure), repair or replace it. 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN173 (male).

Defective rear left brake 2 proportional pressure reducing solenoid


Resistance



Max. 1 

1) Turn starting switch OFF. 2) Connect T-adapter to connector CN233, CN231, CN222, CN236, CN240 and CN027. 3) Start engine.


Retarder not operated Left retard apply Between CN233 (B) - (C) Retarder operated Defective rear left retarder pressure switch Left retard apply sw Brake apply sw 3 Brake lock sw sense Brake pedal signal Emergency auto apply sw Front retard apply sw Front brake apply sw

8±1V Max. 1 V

Brake apply switch Between CN231 (B) - (C)

Brake not applied

8±1V

Brake applied

Max. 1 V

Emergency auto apply Between CN122 (1) - (2)

not applied

Max. 1 V

applied

8±1V

Front retard apply Between CN236 (B) - (C)

Retarder not operated

8±1V

Retarder operated

Max. 1 V

Front brake apply Between CN240 (B) - (C)

Brake not applied

8±1V

Brake applied

Max. 1 V

Brake pedal signal Between CN027 (B) - (C)

Brake applied

8±1V

Brake not applied

Min. 1 V

Brake lock ON

Pilot lamp on

Brake lock OFF

Pilot lamp off

Brake lock Check with monitor function code: 39900

D21-198

Oil pressure is ON.

Troubleshooting

02/09 D21003

1) Turn starting switch OFF. Defective harness grounding 2) Disconnect connectors RCM1 and CN233. (Contact with ground circuit) 3) Connect T-adapter to RCM1 (female). 4 Left retard apply sw Between ground and wiring harness between Emergency auto apply sw RCM1 (female) (5) – CN233 (female) (B) Possible causes and standard value in normal state

1) Turn starting switch OFF. 2) Connect T-adapter to connector RCM3 (female).

5 Defective retarder controller Between RCM3 (16) – (23)

D21003 02/09


Troubleshooting

Oil pressure is ON.

Voltage

Max. 1 V


Voltage

8±1V

D21-199

FAILURE CODE [DX28KA] LEFT REAR PPC SOLENOID VALVE: OPEN CIRCUIT Action code E03 Contents of trouble Controller Response Problem that appears on machine

Failure code DX28KA

Description

Rear left brake proportional pressure reducing solenoid valve output circuit: Disconnection (Retarder controller system)

• When output to rear left brake proportional pressure reducing valve solenoid circuit is ON, current does not flow. • Turn output to rear left brake proportional pressure reducing valve solenoid OFF.

• Retarder (rear left brake) does not operate.

Related information Refer to page 8 in the electrical schematic for reference. Cause Defective rear left brake 1 proportional pressure reducing solenoid valve Possible causes and standard value in normal state




Resistance

8.5 – 9.1 


Resistance

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 


D21-200

Troubleshooting

Resistance

8.5 – 9.1 

02/09 D21003

FAILURE CODE [DX28KB] LEFT REAR PPC SOLENOID VALVE: SHORT CIRCUIT Action code

Failure code

E03

DX28KB


Description

Left rear PPC solenoid valve: Short circuit (Retarder controller system)

• When output to solenoid circuit of rear left brake proportional pressure reducing valve is turned ON, much current flows. • Turns output to solenoid circuit of rear left brake proportional pressure reducing valve OFF.


Related information Refer to page 8 of the electrical schematic for reference. Cause Defective rear left brake 1 proportional pressure reducing solenoid valve



Resistance

8.5 – 9.1 


Resistance

Min. 1 M


Resistance

Min. 1 M


Resistance

Min. 1 M

Resistance

8.5 – 9.1 



1) Turn starting switch OFF. 2) Connect T-adapter to RCM3 (female). Between RCM3 (female) (16) – (23)

D21003 02/09

Troubleshooting

D21-201

FAILURE CODE [DX28KY] LEFT REAR PPC SOLENOID VALVE: SHORT TO POWER Action code

Failure code

E03

DX28KY

Description

Left rear PPC solenoid valve: Short to power (Retarder controller system)

Contents of trouble

• When output to rear left brake proportional pressure reducing valve solenoid circuit is OFF, electric current flows.

Controller Response

• Turn output to rear left brake proportional pressure reducing valve solenoid OFF.



Related information Refer to page 8 of the electrical schematic for reference. Cause Defective rear left brake 1 proportional pressure reducing solenoid valve Possible causes and standard value in normal state

2




Resistance

8.5 – 9.1 


Resistance

Min. 1 M

Voltage

Max. 1 V

Resistance

8.5 – 9.1 


D21-202

Troubleshooting

02/09 D21003

FAILURE CODE [DX28MA] LEFT REAR PPC SOLENOID VALVE: MALFUNCTION (VALVE DOES NOT OPERATE) Action code

Failure code

E03

DX28MA


Description

Left rear PPC solenoid valve: Malfunction (Valve does not operate) (Retarder controller system)

• Rear left brake proportional pressure reducing solenoid valve and solenoid keep operating and do not return or their condition cannot be judged normally because of defect in sensor switch after they return. • Continues control. • If solenoid is defective, rear left brake drags. • If switch is defective or switch input circuit has disconnection, condition does not change. • Condition of rear left retarder oil pressure switch can be checked with monitoring function (Code: 34103) (bit [3], 0:OFF, 1:ON).

Refer to page 8 & 12 of the electrical schematic for reference. Cause Defective rear left brake 1 proportional pressure reducing solenoid valve

Standard value in normal state/Remarks on troubleshooting • Check rear brake proportional pressure reducing solenoid valve. If there is an abnormality (mechanical failure), repair or replace it. 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN173.

Defective rear left brake 2 proportional pressure reducing solenoid


Defective rear left retarder 3 pressure switch Left retard apply sw


Resistance

Max. 1 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Insert T-adapter in connector CN233. 3) Start engine. CN233 Between (1) – (2)

Disconnection in wiring har4 ness Left retard apply sw

Oil pressure is ON.

Retarder

Voltage

When not operated

8±1V

When operated

Max. 1 V

1) Turn starting switch OFF. 2) Disconnect connectors RCM1 and CN233. 3) Connect T-adapter to RCM1. Between ground and wiring harness between RCM1 (female) (18) – CN233 (female) (1)

Resistance

Min. 1 M

Oil pressure is ON.

Voltage

Max. 1 V


Voltage

8±1V


D21003 02/09

Troubleshooting

D21-203

FAILURE CODE [DXH1KA] LOCKUP CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT Action code

Failure code

E03

DXH1KA

Description

Lockup clutch ECMV output circuit: Open circuit (Transmission controller system)

Contents of trouble

• When signal is output to lockup clutch ECMV, no current flows.

Controller Response

• Keeps gear speed used for travel. • Turns lockup operation OFF. • Even if cause of failure disappears, system does not reset itself until starting switch is turned OFF.


• Lockup system does not operate. • If gearshift lever is set in N, machine cannot restart until it stops.

Related information

• As ECMV detects disconnection while output is ON, be sure to turn output ON to check operation after repair. • Output current to lockup ECMV can be checked with monitoring function (Code: 31609 (mA)). • Since output is turned ON and self-check is performed for 5 seconds after starting switch is turned ON, wait for 5 seconds without starting the engine. • If trouble has not been repaired, error is detected again.


Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN17 (L/U,PS) (male).

1



Disconnection in wiring harness 2 (Disconnection or improper contact)

Defective transmission 3 controller

D21-204


Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connectors ATC3 (female) and CN17 (L/U,PS) (female). Wiring harness between ATC3 (female) (35) – CN17 (L/U,PS) (female) (1)

Resistance

Max. 1 

Wiring harness between ATC3 (female) (23) – CN17 (L/U,PS) (female) (2)

Resistance

Max. 1 

1) Turn starting switch OFF. 2) Connect T-adapter to connector ATC3 (female). Between ATC3 (female) (35) – (23)

Troubleshooting

Resistance

5 – 15 

02/09 D21003

FAILURE CODE [DXH1KB] LOCKUP CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT Action code

Failure code

E03

DXH1KB

Description

Lockup clutch ECMV output circuit: Short circuit (Transmission controller system)

Contents of trouble

• Abnormally excessive current flows while output to lockup clutch ECMV is ON.

Controller Response

• Keeps gear speed used for travel and turns lockup operation OFF. • Even if cause of failure disappears, system does not reset itself until starting switch is turned OFF.


• Lockup system is kept OFF. • If gearshift lever is set in N, machine cannot restart until it stops.

Related information

• Output current to lockup ECMV can be checked with monitoring function (Code: 31609 (mA)).



1



Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN17 (L/U,PS). 3) Connect T-adapter to ATC3 (female). Short circuit of harness (Contact with ground circuit 2 or contact between harnesses)


D21003 02/09


Between ground and wiring harness between ATC3 (female) (35) – CN17 (L/ U,PS) (female) (1)

Resistance

Min. 1 M

Between wiring harness from ATC3 (female) (35) – CN17 (L/U,PS) (female) (1) and wiring harness from ATC3 (female) (23) – CN17 (L/U,PS) (female) (2)

Resistance

Min. 1 M


Troubleshooting

Resistance

5 – 15 

D21-205

FAILURE CODE [DXH1KY] LOCKUP CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER Action code

Failure code

E03

DXH1KY

Contents of trouble Controller Response

Description

Lockup clutch ECMV output circuit: Short to power (Transmission controller system)

• While output to lock-up clutch ECMV is OFF, electric current flows. • Keeps gear speed used for travel and turns lockup operation OFF. • Even if cause of failure disappears, system does not reset itself until starting switch is turned OFF.


• Cannot change gear speed. • Keeps lockup OFF • When gear shift lever is operated to N, machine cannot move off.

Related information

• Output current to lockup ECMV can be checked with monitoring function (Code: 31609 (mA))



1


2

3

D21-206





Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN17 (L/U,PS). 3) Connect T-adapter to ATC3 (female). 4) Turn starting switch ON. Between ground and wiring harness between ATC3 (female) (35) – CN17 (L/ U,PS) (female) (1)

Voltage

Max. 1 V


Troubleshooting

Resistance

5 – 15 

02/09 D21003

D21003 02/09

Troubleshooting

D21-207

FAILURE CODE [DXH2KA] HIGH CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT Action code

Failure code

E03

DXH2KA

Description

High clutch ECMV output circuit: Open circuit (Transmission controller system)

Contents of trouble

• No electric current flows when the output to Hi clutch ECMV is ON.

Controller Response



• Once the gear shift lever is set to neutral, the machine can not move off in any gear speeds.

Related information

• As ECMV detects disconnection while output is ON, be sure to turn output ON to check operation after repair. • Electric current of output to ECMV can be checked with monitoring function (code: 31600 (mA)). • Since output is turned ON and self-check is performed for 5 seconds after starting switch is turned ON, wait for 5 seconds without starting the engine. • If trouble has not been repaired, error is detected again. Cause

Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN13(H,PS) (male).

1 Defective Hi clutch ECMV



Defective transmission con3 troller

D21-208

Between CN13(H,PS) (male) (1) – (2)

Resistance

5 – 15 

Between CN13(H,PS) (male) (1), (2) – ground

Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connectors ATC3 (female) and CN13(H,PS) (female). Wiring harness between ATC3 (female) (26) – CN13(H,PS) (female) (1)

Resistance

Max. 1 

Wiring harness between ATC3 (female) (3) – CN13(H,PS) (female) (2)

Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-209

FAILURE CODE [DXH2KB] HIGH CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT Action code

Failure code

E03

DXH2KB


Description

High clutch ECMV output circuit: Short circuit (Transmission controller system)

• Abnormally excessive current flows while output to Hi clutch ECMV is ON. • Shifts up and holds the gear speed as shown in Table 1 depending on the gear speed before failure. • Turns lock up to OFF.



Related information

• Electric current of output to ECMV can be checked by monitoring function (code: 31600 (mA)).

Cause




Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN13 (H,PS). 3) Connect T-adapter to ATC3 (female). Short circuit of harness (Contact with ground circuit 2 or contact between harnesses)


D21-210


Between ground and wiring harness between ATC3 (female) (26) – CN13 (H,PS) (female) (1)

Resistance

Min. 1 M

Between wiring harness from ATC3 (female) (26) – CN13 (H,PS) (female) (1) and wiring harness from ATC3 (female) (13) – CN13 (H,PS) (female) (2)

Resistance

Min. 1 M


Troubleshooting

Resistance

5 – 15 

02/09 D21003

TABLE 1 Speed when trouble was detected F7

3rd High

F6

3rd Mid

F5

2nd High

F4

2nd Mid

F3

1st High

F2

1st Mid

F1

2nd Low

R

Reverse Low




3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

2nd

3M

F6

OFF

High

3M

F6

OFF

2nd

3M

F6

OFF

Mid

2H

F5

OFF

1st

2M

F4

OFF

High

2M

F4

OFF

1st

2M

F4

OFF

Mid

1H

F3

OFF

2nd

1M

F2

OFF

Low

1M

F2

OFF

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF

*Combination not normally used

D21003 02/09

Troubleshooting

D21-211

FAILURE CODE [DXH2KY] HIGH CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER Action code

Failure code

E03

DXH2KY

Description

High clutch ECMV output circuit: Short to power (Transmission controller system)

Contents of trouble

• When output to Hi clutch ECMV is OFF, electric current flows.

Controller Response




Related information


Cause




2

3

D21-212




Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN3 (H,PS). 3) Connect T-adapter to ATC3 (female). 4) Turn starting switch ON. Between ground and wiring harness between ATC3 (female) (26) – CN3 (H,PS) (female) (1)

Voltage

Max. 1V


Troubleshooting

Resistance

5 – 15 

02/09 D21003



3rd High

F7

3rd Mid

F6

2nd High

F5

2nd Mid

F4

1st High

F3

1st Mid

F2

2nd Low

F1

R

Reverse Low

D21003 02/09


NEUTRAL*


1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

D21-213


N

— Mid





3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF


D21-214

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-215

FAILURE CODE [DXH3KA] LOW CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT Action code

Failure code

E03

DXH3KA

Description

Low clutch ECMV output circuit: Open circuit (Transmission controller system)

Contents of trouble

• Current does not flow when output to low clutch ECMV is ON.

Controller Response




Related information



1 Defective Lo clutch ECMV



3

D21-216



Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connectors ATC3 (female) and CN11 (L,PS) (female). Wiring harness between ATC3 (female) (6) – CN11 (L,PS) (female) (1)

Resistance

Max. 1 


Resistance

Max. 1 

1) Turn starting switch OFF. 2) Connect T-adapter to connector ATC3 (female). Wiring harness between ATC3 (female) (6) – (3)

Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-217

FAILURE CODE [DXH3KB] LOW CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT Action code

Failure code

E03

DXH3KB


Description

Low clutch ECMV output circuit: Short circuit (Transmission controller system)

• Abnormally excessive current flows while output to low clutch ECMV is ON. • Shifts up and holds the gear speed as shown in Table 1 depending on the gear speed before failure. • Turns lock up to OFF.



Related information


Cause




Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN11 (L,PS). 3) Connect T-adapter to ATC3 (female). Short circuit of harness (Contact with ground circuit 2 or contact between harnesses)


D21-218


Between ground and wiring harness between ATC3 (female) (6) – CN11 (L,PS) (female) (1)

Resistance

Min. 1 M

Between wiring harness from ATC3 (female) (6) – CN11 (L,PS) (female) (1) and wiring harness from ATC3 (female) (3) – CN11 (L,PS) (female) (2)

Resistance

Min. 1 M


Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-219

FAILURE CODE [DXH3KY] LOW CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER Action code

Failure code

E03

DXH3KY


Description

Low clutch ECMV output circuit: Short to power (Transmission controller system)

• When output to low clutch ECMV is turned “OFF“, current flows to circuit. • Shifts up and holds the gear speed as shown in Table 2 depending on the gear speed before failure. • Turns lock up to OFF.



Related information


Cause




3

D21-220




Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN11 (L,PS). 3) Connect T-adapter to ATC3 (female). 4) Turn starting switch ON. Between ground and wiring harness between ATC3 (female) (6) – CN11 (L,PS) (female) (1)

Voltage

Max. 1 V

Resistance

5 – 15 

Turn starting switch OFF. Between ATC3 (female) (6) – (3)

Troubleshooting

02/09 D21003



3rd High

F7

3rd Mid

F6

2nd High

F5

2nd Mid

F4

1st High

F3

1st Mid

F2

2nd Low

F1

R

Reverse Low

D21003 02/09


NEUTRAL*


1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

D21-221


N

— Mid





3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF


D21-222

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-223

FAILURE CODE [DXH4KA] 1ST CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT Action code

Failure code

E03

DXH4KA

Description

1st clutch ECMV output circuit: Disconnection (Transmission controller system)

Contents of trouble

• Current does not flow when output to 1st clutch ECMV is ON.

Controller Response




Related information



1 Defective 1st clutch ECMV


Disconnection in wiring harness 2 (Disconnection or improper contact)

3

D21-224



Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to ATC3 (female) and CN7 (L,PS) (female). Wiring harness between ATC3 (female) (36) – CN7 (L,PS) (female) (1)

Resistance

Max. 1 


Resistance

Max. 1 

Resistance

5 – 15 

1) Turn starting switch OFF. 2) Connect T-adapter to ATC3 (female). Between ATC3 (female) (36) – (13)

Troubleshooting

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-225

FAILURE CODE [DXH4KB] 1ST CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT Action code

Failure code

E03

DXH4KB

Description

1st clutch ECMV output circuit: Short circuit (Transmission controller system)

Contents of trouble

• Abnormally excessive current flows when output to 1st clutch ECMV is ON.

Controller Response




Related information


Cause




Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect connectors to ATC3 and CN7 (1,PS). 3) Connect T-adapter to connector ATC3 (female). Short circuit of harness (Contact with ground circuit 2 or contact between harnesses)


D21-226


Between ground and wiring harness between ATC3 (female) (36) – CN7 (1,PS) (female) (1)

Resistance

Min. 1 M

Between wiring harness from ATC3 (female) (36) – CN7 (1,PS) (female) (1) and wiring harness from ATC3 (female) (13) – CN7 (1,PS) (female) (2)

Resistance

Min. 1 M

Resistance

5 – 15 


Troubleshooting

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-227

FAILURE CODE [DXH4KY] 1ST CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER Action code

Failure code

E03

DXH4KY

Description

1st clutch ECMV output circuit: Short to power (Transmission controller system)

Contents of trouble

• When output to 1st clutch ECMV is "OFF", current flows to circuit.

Controller Response




Related information


Cause




2

3

D21-228




Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN7 (1,PS). 3) Connect T-adapter to ATC3 (female). 4) Turn starting switch ON. Between ground and wiring harness between ATC3 (female) (36) – CN7 (1,PS) (female) (1)

Voltage

Max. 1 V

Resistance

5 – 15 


Troubleshooting

02/09 D21003



3rd High

F7

3rd Mid

F6

2nd High

F5

2nd Mid

F4

1st High

F3

1st Mid

F2

2nd Low

F1

R

Reverse Low

D21003 02/09


NEUTRAL*


1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

D21-229


N

— Mid





3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF


D21-230

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-231

FAILURE CODE [DXH5KA] 2ND CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT Action code

Failure code

E03

DXH5KA

Description

2nd clutch ECMV output circuit: Open circuit (Transmission controller system)

Contents of trouble

• Current does not flow when output to 2nd clutch ECMV is ON.

Controller Response




Related information



1 Defective 2nd clutch ECMV




D21-232


Resistance

5 – 15 


Resistance

Min. 1 M


Resistance

Max. 1 


Resistance

Max. 1 

Resistance

5 – 15 


Troubleshooting

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-233

FAILURE CODE [DXH5KB] 2ND CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT Action code

Failure code

E03

DXH5KB


Description

2nd clutch ECMV output circuit: Short circuit (Transmission controller system)

• Abnormally excessive current flows while output to 2nd clutch ECMV is ON. • Shifts up and holds the gear speed as shown in Table 1 depending on the gear speed before failure. • Turns lock up to OFF.



Related information


Cause




Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN2 (2,PS). 3) Connect T-adapter to ATC3 (female). Short circuit of harness (Contact with ground circuit 2 or contact between harnesses)


D21-234


Between ground and wiring harness between ATC3 (female) (5) – CN8 (female) (1)

Resistance

Min. 1 M


Resistance

Min. 1 M


Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-235

FAILURE CODE [DXH5KY] 2ND CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER Action code

Failure code

E03

DXH5KY

Description

2nd clutch ECMV output circuit: Short to power (Transmission controller system)

Contents of trouble

• When output to 2nd clutch ECMV is "OFF", current flows to circuit.

Controller Response




Related information


Cause




2

3

D21-236

Hot short in wiring harness (a contact with 24V circuit)



Resistance

5 – 15 


Resistance

Min. 1 M


Voltage

Max. 1 V


Troubleshooting

Resistance

5 – 15 

02/09 D21003



3rd High

F7

3rd Mid

F6

2nd High

F5

2nd Mid

F4

1st High

F3

1st Mid

F2

2nd Low

F1

R

Reverse Low

D21003 02/09


NEUTRAL*


1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

D21-237


N

— Mid





3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF


D21-238

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-239

FAILURE CODE [DXH6KA] 3RD CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT Action code

Failure code

E03

DXH6KA

Description

3rd clutch ECMV output circuit: Open circuit (Transmission controller system)

Contents of trouble

• Current does not flow when output to 3rd clutch ECMV is ON.

Controller Response

• The controller sets the gear in neutral. • Disengages the lockup circuit.


• Machine cannot move off in any gear speeds.

Related information



1 Defective 3rd clutch ECMV




D21-240


Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect T-adapter connectors to ATC3 (female) and CN3 (3,PS) (male). Wiring harness between ATC3 (female) (15) – CN3 (3,PS) (female) (1)

Resistance

Max. 1 


Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-241

FAILURE CODE [DXH6KB] 3RD CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT Action code

Failure code

E03

DXH6KB


Description

3rd clutch ECMV output circuit: Short circuit (Transmission controller system)

• Abnormally excessive current flows while output to 3rd clutch ECMV is ON. • The controller sets the gear in neutral. • The controller disengages the lockup circuit.



Related information


Cause




Resistance

5 – 15 

Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN3 (3,PS). 3) Connect T-adapter to ATC3 (female). Short circuit of harness (Contact with ground circuit 2 or contact between harnesses)


D21-242

Between CN3 (3,PS) (male) (1) – (2) Between CN3 (3,PS) (male) (1), (2) – ground

Between ground and wiring harness between ATC3 (female) (15) – CN3 (3,PS) (female) (1)

Resistance

Min. 1 M


Resistance

Min. 1 M


Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-243

FAILURE CODE [DXH6KY] 3RD CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER Action code

Failure code

E03

DXH6KY

Description

3rd clutch ECMV output circuit: Short to power (Transmission controller system)

Contents of trouble

• When output to 3rd clutch ECMV is OFF, current flows to circuit.

Controller Response




Related information


Cause




2

3

D21-244




Resistance

5 – 15 


Resistance

Min. 1 M


Voltage

Max. 1 V


Troubleshooting

Resistance

5 – 15 

02/09 D21003



3rd High

F7

3rd Mid

F6

2nd High

F5

2nd Mid

F4

1st High

F3

1st Mid

F2

2nd Low

F1

R

Reverse Low

D21003 02/09


NEUTRAL*


1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

D21-245


N

— Mid





3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF


D21-246

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-247

FAILURE CODE [DXH7KA] R CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT Action code

Failure code

E03

DXH7KA

Description

R clutch ECMV output circuit: Open circuit (Transmission controller system)

Contents of trouble

• Current does not flow when output to R clutch ECMV is ON.

Controller Response



• Machine can not move off in any gear speeds.

Related information


Standard value in normal state/Remarks on troubleshooting 1) Turn starting switch OFF. 2) Connect T-adapter to connector CN5 (R,PS) (male).

1 Defective R clutch ECMV




D21-248


Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Connect T-adapter to connectors ATC3 (female) and CN5 (R,PS) (female). Wiring harness between ATC3 (female) (25) – CN5 (R,PS) (female) (1)

Resistance

Max. 1 


Resistance

Max. 1 


Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-249

FAILURE CODE [DXH7KB] R CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT Action code

Failure code

E03

DXH7KB


Description

R clutch ECMV output circuit: Short circuit (Transmission controller system)

• Abnormally excessive current flows while output to R clutch ECMV is ON. • The controller sets the gear in neutral. • Turns lock up to OFF.



Related information


Cause




Resistance

5 – 15 

Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN5 (R,PS). 3) Connect T-adapter to ATC3 (female). Short circuit of harness (Contact with ground circuit 2 or contact between harnesses)


D21-250

Between CN5 (R,PS) (male) (1) – (2) Between CN5 (R,PS) (male) (1), (2) – ground

Between ground and wiring harness between ATC3 (female) (25) – CN5 (R,PS) (female) (1)

Resistance

Min. 1 M

Between wiring harness from ATC3 (female) (25) – CN5 (R,PS) (female) (1) and wiring harness from ATC3 (female) (23) – CN5 (R,PS) (female) (2)

Resistance

Min. 1 M


Troubleshooting

Resistance

5 – 15 

02/09 D21003





F7

3rd High

3rd

OFF

NEUTRAL

OFF

High

OFF

NEUTRAL

OFF

F6

3rd Mid

3rd

OFF

NEUTRAL

OFF

Mid

3H

F7

OFF

F5

2nd High

2nd

3M

F6

OFF

High

3M

F6

OFF

F4

2nd Mid

2nd

3M

F6

OFF

Mid

2H

F5

OFF

F3

1st High

1st

2M

F4

OFF

High

2M

F4

OFF

F2

1st Mid

1st

2M

F4

OFF

Mid

1H

F3

OFF

F1

2nd Low

2nd

1M

F2

OFF

Low

1M

F2

OFF

R

Reverse Low

Reverse

OFF

NEUTRAL

OFF

Low

RM

R*

OFF


D21003 02/09

Troubleshooting

D21-251

FAILURE CODE [DXH7KY] R CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER Action code

Failure code

E03

DXH7KY

Description

R clutch ECMV output circuit: Short circuit to power source line (Transmission controller system)

Contents of trouble

• When output to R clutch ECMV is OFF, current flows to circuit.

Controller Response




Related information


Cause




2

3

D21-252




Resistance

5 – 15 


Resistance

Min. 1 M

1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN5 (R,PS). 3) Connect T-adapter to ATC3 (female). 4) Turn starting switch ON. Between ground and wiring harness between ATC3 (female) (25) – CN5 (R,PS) (female) (1)

Voltage

Max. 1 V


Troubleshooting

Resistance

5 – 15 

02/09 D21003



3rd High

F7

3rd Mid

F6

2nd High

F5

2nd Mid

F4

1st High

F3

1st Mid

F2

2nd Low

F1

R

Reverse Low

D21003 02/09


NEUTRAL*


1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

D21-253


N

— Mid





3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF


D21-254

Troubleshooting

02/09 D21003

NOTES

D21003 02/09

Troubleshooting

D21-255

FAILURE CODE [DXJ7KA] MID CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT Action code

Failure code

E03

DXJ7KA

Description

Mid clutch ECMV output circuit: Open circuit (Transmission controller system)

Contents of trouble

• Current does not flow when output to Mid clutch ECMV is ON.

Controller Response

• Shifts up and holds the gear speed as shown in Table 1 depending on the gear speed before failure • Turns lock up to OFF.


•

Related information

• As ECMV detects disconnection while output is ON, be sure to turn output ON to check operation after repair. • Electric current of output to ECMV can be checked with monitoring function (code: 31640 (mA)). • Since output is turned ON and self-check is performed for 5 seconds after starting switch is turned ON, wait for 5 seconds without starting the engine. • If trouble has not been repaired, error is detected again.

Once the gear shift lever is set to neutral, the machine cannot move off in any gear speeds.

Cause





3

D21-256


5 – 15 


Resistance



1) Turn starting switch OFF. 2) Connect T-adapter to connectors ATC3 (female) and CN15 (M,PS) (female). Wiring harness between ATC3 (female) (16) – CN15 (M,PS) (female) (1)


Wiring harness between ATC3 (female) (3) – CN15 (M,PS) (female) (2)



Troubleshooting

Resistance

5 – 15 

02/09 D21003

D21003 02/09

Troubleshooting

D21-257

FAILURE CODE [DXJ7KB] MID CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT Action code

Failure code

E03

DXJ7KB


Description

Mid clutch ECMV output circuit: Short circuit (Transmission controller system)

• Excessive current flows while output to Mid clutch ECMV is ON. • Shifts up and holds the gear speed as shown in Table 1 depending on the gear speed before failure. • Turns lock up to OFF.


• Once the gear shift lever is set to neutral, the machine cannot move off in any gear speeds.

Related information


Cause


1 Defective mid clutch ECMV


Resistance


1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN15 (M,PS). 3) Connect T-adapter to ATC3 (female). Short circuit of harness (Contact with ground circuit 2 or contact between harnesses)

3

D21-258

5 – 15 

Between CN15 (M,PS) (male) (1) – (2) Between CN15 (M,PS) (male) (1), (2) – ground


Between ground and wiring harness between Resistance Min. 1 M ATC3 (female) (26) – CN15 (M,PS) (female) (1) Between wiring harness from ATC3 (female) (26) – CN15 (M,PS) (female) (1) and wiring harResistance Min. 1 M ness from ATC3 (female) (03) – CN15 (M,PS) (female) (2) 1) Turn starting switch OFF. 2) Connect T-adapter to connector ATC3 (female). Between ATC3 (female) (16) – (3)

Troubleshooting

Resistance

5 – 15 

02/09 D21003

D21003 02/09

Troubleshooting

D21-259

FAILURE CODE [DXJ7KY] MID CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER Action code

Failure code

E03

DXJ7KY

Description

Mid clutch ECMV output circuit: Short circuit to power source line (Transmission controller system)

Contents of trouble

• When output to Mid clutch ECMV is turned "OFF", current flows to circuit.

Controller Response



• Once the gear shift lever is set to neutral, the machine cannot move off in any gear speeds.

Related information


Cause


1 Defective mid clutch ECMV


2


Resistance



1) Turn starting switch OFF. 2) Disconnect connectors ATC3 and CN15 (M,PS). 3) Connect T-adapter to ATC3 (female). 4) Turn starting switch ON. Between ground and wiring harness between ATC3 (female) (16) – CN15 (M,PS) (female) (1)

3

D21-260


5 – 15 


Voltage

Max. 1V

Resistance

5 – 15 


Troubleshooting

02/09 D21003



3rd High

F7

3rd Mid

F6

2nd High

F5

2nd Mid

F4

1st High

F3

1st Mid

F2

2nd Low

F1

R

Reverse Low

D21003 02/09


NEUTRAL*


1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

3H

F7

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

3M

F6

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

OFF

NEUTRAL*

OFF

Reverse

OFF

NEUTRAL*

OFF

High

2H

F5

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

Mid

2M

F4

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

2nd

2M

F4

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Low

OFF

NEUTRAL*

OFF

3rd

3M

F6

OFF

1st

1M

F2

OFF

Reverse

OFF

NEUTRAL*

OFF

High

1H

F3

OFF

Mid

1M

F2

OFF

3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

High

RH

R*

OFF

Mid

RM

R*

OFF

Troubleshooting

D21-261


N

D21-262

— Mid




3rd

OFF

NEUTRAL*

OFF

2nd

OFF

NEUTRAL*

OFF

1st

OFF

NEUTRAL*

OFF

HIgh

OFF

NEUTRAL*

OFF

Low

OFF

NEUTRAL*

OFF

Troubleshooting

02/09 D21003

SECTION D30 VHMS INITIALIZATION INDEX

INITIALIZATION OF VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-3 Executing Quick PM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-14 Downloading Existing VHMS Setting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-19 Confirmation of Downloaded Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-20 Disconnecting the PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-20 Reporting to Komatsu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-20 REPLACING THE VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-22 Prior to Removing VHMS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-22 Confirming and Saving VHMS Controller Settings (Versions older than 3.5.2.1) . . . . . . . . D30-22 Loading Saved VHMS Settings To New VHMS Controller (Versions older than 3.5.2.1) . . D30-26 Confirming and Saving VHMS Controller Settings (Version 3.5.2.1 or newer) . . . . . . . . . . D30-28 Loading Saved VHMS Settings To New VHMS Controller (Version 3.5.2.1 or newer) . . . . D30-29 FINAL VHMS PROCEDURES-POST INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-30 Correct the Load Weight Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-32

D30003

VHMS

D30-1

NOTES

D30-2

VHMS

D30003

INITIALIZATION OF VHMS CONTROLLER

1. Confirm and record the machine information specified in the table below.

Tools Part Number

Description

799-608-3211

Software Disc

799-608-3220

Download Cable

Commercially available

Laptop PC - Windows 98/2000, ME, XP - terminal RS232C

Machine Information Model name Machine serial number Current service meter hour Engine serial number Transmission serial number

• Initial setting of the VHMS controller must be done according to the following procedure. VHMS initialization is necessary prior to new truck operation, and before resuming truck operation after a long period in storage.

VHMS controller serial number ORBCOMM terminal serial number

2. Turn the key switch to the OFF position. Connect the download harness to the PC’s RS232C terminal and the other end to download connector HM6VA. Download connector HM6VA is located behind the passenger seat or at the ground level download box. Refer to Figures 30-1 and 30-2.

• Machine data collected by the VHMS controller is stored and managed on the WebCARE database. In order to ensure smooth data processing on WebCARE, consistency must be maintained when setting the VHMS controller. Inconsistencies in the settings cause WebCARE data loading problems, reducing the effectiveness and accuracy of VHMS data. Therefore, it is important to perform the VHMS setting procedures correctly. • Refer to the help manual that comes with the download software for help with installing the VHMS initialization program. • In the procedure, service menus on the monitor panel are used. Thus, it is advisable to understand how to use the machine monitor panel on the electronic display panel (EDP). • The initial setting procedures cover the “ORBCOMM Specification”. When using the “ORBCOMM Specification”, use only the procedures needed for the VHMS.

FIGURE 30-1. CAB DOWNLOAD PORT

• During VHMS initialization, use the VHMS Initial Setting Work Check Sheet located in this chapter.

D30003

VHMS

D30-3

c. Verify that the ORBCOMM controller is capturing the communication satellite from the VHMS controller. This check must be done within 3 minutes after the VHMS is powered. Observe the LEDs situated in the right side of VHMS controller. Refer to the decimal point on the right hand digit to verify that the ORBCOMM controller has captured the communication satellite. If the decimal point blinks slowly, the ORBCOMM controller is operating normally. Communication between the terminals is normal. The terminals have transmission data and have captured the satellite.

FIGURE 30-2. GROUND LEVEL DOWNLOAD PORT

3. Confirm VHMS controller operation and satellite capture. Confirmation of capturing of the satellite is done for [ORBCOMM installation specification].

If the decimal point is not blinking slowly, refer to the following list for status descriptions.

a. Turn the key switch ON.

OFF: The terminals cannot communicate with the ORBCOMM terminal.

b. Check the 7-segment LED on the VHMS controller. The VHMS controller is powered with the accessory power supply. Accordingly, when the key switch is turned ON, the 7-segment LED must blink to display rotation and then count up in hexadecimal notation. If the LED operates in this way, the VHMS controller is operating normally.

D30-4

ON (steady): Communication between the terminals is normal. The terminals have not captured the satellite. Quick blink: Communication between the terminals is normal. The terminals do not have transmission data but have captured the satellite.

VHMS

D30003

4. Turn on the PC. Start up the VHMS initial setting tool by clicking on the VHMS icon.

7. Click [OK] to proceed to the setup screen.

Appearance of the setup screen of the VHMS setting tool depends its version. When using a version older than 3.5.2.1 (CDROM), the setting procedures must conform to those described in steps 8 thru 21. When using Version 3.5.2.1 or newer, the procedures in steps 22 thru 31 must be used. It is recommended to download the latest VHMS version from WebCARE to update the currently used version. 5. Enter the 10-digit service ID to [Service ID]. Service ID: 7826133000 6. Select [Data clear and Set up] from the [Select Function] box.

D30003

VHMS

D30-5

NOTE: For Version 3.5.2.1 and newer, proceed to step 22, all older versions proceed to the next step.

b. After correcting the information, press the [OK] button.

Versions older than 3.5.2.1: 8. Open the [Machine Information] tab. [Data clear and Set up] menu displays [Machine Information] tab first. 9. Check all data for correctness. The figure shows the display of another model as an example. 10. Select a [Variation Code] from Table 1.

12. When [Machine Information] information is not appropriate, do the following: a. Press the [Edit] button in the lower right side of the [Machine Information] dialog box to display the correction screen. b. After correcting the information, press the [OK] button.

11. To correct [Date/Time] information, do the following: a. Press [Edit] in the lower right side of the [Date/Time] box to display the correction screen. Table 1: VHMS Settings VHMS Controller

Engine Model

Installed

SDA12V160

Installed

SSA16V159

D30-6

Model

Type

HD1500

-7

VHMS

Variation Code

T1 T2

Date/Time Time Difference (GMT) Summertime Set Properly

D30003

13. After the data in [Machine Information] has been checked and corrected, press the [Apply] button to finalize the setting. After the [Apply] button is pressed, a message confirming the setting will appear on the screen. Check the setting again, and if the setting is correct, press the [OK] button. a. ORBCOMM installation requires the settlement operation after [Communication Setting] is completed.

16. When modifying the setting of [SHORT FAULT HISTRY], use the following procedure: a. Select [SHORT FAULT HISTRY] from the screen. Press the [Edit] button in the lower left side of [File Transfer Setting] block to display the setup screen. b. Correct the setting and, press the [OK] button. During the initial setting, select [Occurrence] from the [Timing] box and then set the function to ON.

14. [Communication Setting] [ORBCOMM installation specification only] a. This setting shall be implemented after the request for station opening has been made and station of ORBCOMM has been opened. 15. Open the [Communication Setting] tab. Check the data and verify that it is correct.

D30003

VHMS

D30-7

17. When modifying the setting of [SHORT TREND ANALYSIS], use the following procedure:

GCC Codes & Applicable Regions

a. Select [SHORT TREND ANALYSIS] from the screen and then press the [Edit] button in the lower left side of the [File Transfer Setting] block to display the setup screen. b. Correct the setting and, press the [OK] button. During the initial setting, enter [20] to [SMR] and then set the function to ON.

Code

Applicable Region

1

North and South America

120

Italy

121

Malaysia

122

Korea

130

Japan

19. After the data in [Communication Setting] has been verified and corrected, press the [Apply] button. After the [Apply] button is pressed, a message confirming the setting will appear on the screen. Check the settings again and, if correct, press the [OK] button.

18. When modifying the [Satellite Setting], use the following procedure: a. Press the [Edit] button in the [Satellite Setting] block to display the correction screen. b. Set the GCC code to the region applied and press the [OK] button.

D30-8

VHMS

D30003

20. After the data in [Machine Information] and [Communication Setting] has been checked and corrected, press the [Exit] button to end the [VHMS initial setting tool].

NOTE: Version 3.5.2.1 or newer: 22. Select the [VHMS Setting] and then press the [Next] button.

23. Select [Set up & All clear] and press the [Next] button.

21. Fill in the necessary information on the ORBCOMM activation form later in this chapter. Send by fax or by mail to Customer Support Gr. Solution Division, Komatsu Ltd.

D30003

VHMS

D30-9

24. Confirm the machine information and, if correct, press the [Next] button.

D30-10

25. Enter the correct date and time information. Selecting DST advances the clock by an hour. Thus, correction of the time is needed again. Click the [Next] button when complete.

VHMS

D30003

26. Set the GCC code to the target region of application and, as setting is completed, press the [Next] button.

27. If all of the displayed information is correct, click the [Apply] button.

GCC Codes & Applicable Regions Code

Applicable Region

1

North and South America

120

Italy

121

Malaysia

122

Korea

130

Japan

28. A screen message will ask whether or not a copy of the data file is to be saved. If a copy of the data is not necessary, select [NO].

D30003

VHMS

D30-11

29. After the setting is complete, press the [OK] button to end the program.

30. Turn the key switch to OFF. The LED display on the VHMS controller should remain lit for several seconds before turning off.

31. Fill in the necessary information on the ORBCOMM activation form on the following page. Send by fax or by mail to Customer Support Gr. Solution Division, Komatsu Ltd. NOTE: The ORBCOMM modem installed from the factory on all new trucks may not be approved for use in certain countries of the world. Local regulation may prohibit the use of the ORBCOMM modem/ satellite communicator. Depending on local regulation, you may need to either remove the modem or disconnect it and remove the antenna. Check with KAC service for assistance and preferred action in your area. The following is a list of "at risk" countries: China, Russia, Serbia, Tanzania, Senegal, Zambia, Botswana and Namibia.

D30-12

VHMS

D30003

D30003

VHMS

D30-13

Executing Quick PM

6. Press mode switch [] to start the snapshot.

Quick PM denotes the PM clinic done by using the manual snapshot function on the machine monitor. It stores 7 minutes and 30 seconds worth of data to the VHMS controller.

After the snapshot is started, the upper column starts displaying the elapsed time.

2. Start the engine.

The [–] in the leftmost position of the lower column is replaced with [*] for every 30 seconds. When two or more [*] signs are displayed, the rightmost one flashes.

3. Switch the machine monitor to service menu.

To stop the snapshot, press mode switch [].

1. Park the machine on level ground.

4. Display the manual snapshot function screen from the menu screen of service mode.

5. Press mode switch []. [READY] will be displayed on the screen and the monitor will switch to standby mode. The lower column displays 15 [–] symbols.

D30-14

VHMS

D30003

7. After the snapshot has started, operate the machine according to Table 2. Verify that the engine coolant temperature and the torque converter oil temperature are within the operating range. After the 10th [*] is displayed (5 minutes elapsed from the start), [#] will be displayed for 11th through the 15th positions. *: Indicates the data sampling interval is once every 10 seconds. #: Indicates the data sampling interval is once every 1 second.

Table 2: Machine Operation For Snapshot Measurement conditions Start

Finish

1

0:00

2:00

2

2:00

3 4 5

Time

Engine Speed

AISS switch

Shift lever

Parking brake

Retarder

Hoist lever

120 sec Low idle (Low)

Auto

N

ON

ON

HOLD

3:00

60 sec

Low idle (Hi)

Auto

N

OFF

OFF

HOLD

3:00

4:00

60 sec

High idle (Stationary)

Auto

N

ON

ON

FLOAT

4:00

5:00

60 sec

Low idle (Hi)

Auto

N

ON

ON

HOLD

5:00

5:30

30 sec

High idle

Auto

N

ON

ON

HOLD

6

5:30

6:00

30 sec

Torque converter stall

Auto

D

OFF

ON

HOLD

7

6:00

6:30

30 sec

High idle & 20 pumps of foot brake

Auto

N

ON

ON

HOLD

Remarks

(*1)

(*2, *3)

(*1) Press the brake pedal. (*2) Monitor the torque converter oil temperature when stalling. DO NOT allow the oil to overheat. Stalling the torque converter for 30 seconds is only a reference. If the oil temperature gauge reaches the top of the white range while the torque converter is stalled, discontinue stalling. Allow the engine to idle, and return the shift lever to the N position. (*3) Before moving the shift lever to the D position, return the engine speed to low idle.

D30003

VHMS

D30-15

8. After 7 minutes and 30 seconds have elapsed from the start of the snapshot, the following screen appears. The initial screen is then restored in 5 seconds.

Data from the Quick PM is recorded only once. Thus, if another Quick PM is repeated, the current data will be overwritten with the last one. Ensure that all data is downloaded from the completed Quick PM to the PC. For the procedure, refer to Downloading Existing VHMS Data later in this chapter for more information. 9. Read the Quick PM data by using the analysis tool.

D30-16

VHMS

D30003

10. Apply a check mark to the Display graph value at click position.

D30003

VHMS

D30-17

11. Clicking the graph shows, below the graph, the X-axis value of respective measurement items. (An example of a graph displayed – Not an actual one)

D30-18

VHMS

D30003

Downloading Existing VHMS Setting Data

3. When using the ground level download connector, move switch (2, FIGURE 30-4) to the ON position. The green LED (3) will illuminate.

Before connecting or disconnecting the PC, turn the key switch to the OFF position.

1. Use the download harness to connect the PC to download connector (1, FIGURE 30-3) located in the cab or download connector at the ground level port. 2. When using the download connector in the cab, move the key switch to the ON position. FIGURE 30-4. GROUND LEVEL DOWNLOAD PORT

4. Click on the VHMS icon to start the VHMS analysis tool.

5. Enter [User Name] and [Password].

FIGURE 30-3. CAB DOWNLOAD PORT

D30003

VHMS

D30-19

Disconnecting the PC

6. Using the [Download] function, download the data currently recorded in VHMS to the PC. Verify that the download is complete and proceed to the next step.

1. Turn the key switch to the OFF position.

Before connecting or disconnecting the PC, turn the key switch to the OFF position. 2. End all applications on the PC and turn off the power. 3. Disconnect the harness from the download connector and the PC. Confirmation of Downloaded Data 1. Confirm the setting data using the [View] function.

Reporting to Komatsu

a. Ensure that the [MFA0] code, which was used in the quick snapshot, is indicated in [Fault History].

Complete and send the VHMS/WebCARE report to the VHMS/WebCARE Support Center at Komatsu Headquarters.

b. Verify that the snapshot data was recorded.

This report is for satellite communications to occur. In this case, send VHMS data via Notes (LAN) or E-mail (WAN).

Komatsu VHMS/WebCARE Support Center

2-3-6, Akasaka Minato-Ku Tokyo, Japan FAX: 81-3-5561-4766 (from outside of Japan) FAX: 03-5561-4766 (Domestic user) E-mail: [email protected]

2. When finished, close out of the [VHMS analysis tool].

D30-20

VHMS

D30003

D30003

VHMS

D30-21

REPLACING THE VHMS CONTROLLER

Confirming and Saving VHMS Controller Settings (Versions older than 3.5.2.1)

When it is required to replace a VHMS controller, the new VHMS controller must be setup before and after the installation according to the following procedure.

1. Before removing the VHMS controller, connect the PC to the existing VHMS controller and start the VHMS initial setting tool. Refer to VHMS Controller Initial Setting Procedure for this operation.

Machine data collected by the VHMS controller are stored and managed on the WebCARE database. In order to ensure smooth data processing on WebCARE, consistency must be maintained when setting the VHMS controller. Inconsistencies in the settings cause WebCARE data loading problems, reducing the effectiveness and accuracy of VHMS data. Therefore, it is important to perform the VHMS setting procedures correctly.

2. Select [Save/Load] and press the [OK] button. The VHMS setting information is saved from the old VHMS controller to the PC. The saved information is loaded to the new VHMS controller after installation.

Check each step of the setting work referencing the "VHMS Initial Setting Work Check Sheet". Information such as models shown in the figures may not be identical with actual ones. Prior to Removing VHMS Controller 1. Download the remaining data from the existing VHMS controller as explained earlier in this chapter. a. This work is done inside the cab (from PC). b. Using the [Download] function, download the currently recorded and remaining data from the existing VHMS controller to the PC. c. Refer to Downloading VHMS Data earlier in this chapter for more information.

3. Confirm that all information is correct before removing the old VHMS controller.

D30-22

VHMS

D30003

4. Select [File] and then [Save] from the menu.

5. Confirm the information and then press the [OK] button to save the information.

6. Select [File] and then [Exit] from the menu to end the VHMS setting tool. 7. Disconnect the PC. 8. Refer to Disconnecting the PC earlier in this chapter for more information. 9. Turn the PC power off. 10. Proceed to Loading Saved VHMS Settings To New VHMS Settings (Versions older than 3.5.2.1).

D30003

VHMS

D30-23

[For storage] VHMS Initial Setting Work Check Sheet

Date of setting: DB/branch office name Data entered by:

Setup step

Check item

Result

Model name Serial No. Confirmation of machine body and 1 component nameplates

Engine serial No. Transmission controller serial No. VHMS controller serial No.

2

Connection between PC and VHMS controller

Is the connection secure?

yes

no

3

VHMS controller check for normal operation

Is it operating normally? (Displays counting in ascending-order succeeding to rotation)

yes

no

Is "Data Clear and Set up" selected for the setting tool mode?

yes

no

Is model name identical with machine body?

yes

no

4 Starting of VHMS initial setting tool

Initial setting of VHMS controller

Is machine body serial No. correctly entered?

yes

no

(Setting of machine body informa5 tion) In this step, basic machine body information are set on VHMS controller

Is engine serial No. correctly entered?

yes

no

Is today's date entered?

yes

no

Is current time entered?

yes

no

Is SMR correctly entered?

yes

no

6 Saving of settings

Is LED (7-segment) turned off?

yes

no

7 Confirmation of VHMS function

Is LED operation normal?

yes

no

8 Execution of Quick PM

Is service mode "SNAPSHOT" turned on and is the switch hit?

yes

no

9 Data storing operation on VHMS


yes

no

10 Download

Is LED operation normal?

yes

no

Are all files downloaded?

yes

no

The time downloaded (Reference wrist watch)

Hour, minute:

11 Confirmation of download data

12 Data storing operation on VHMS

D30-24

[Confirmation of data] Is [MFA0] error present in Fault History?

yes

no

Are SMR and time in Fault History consistent with settings?

yes

no

Is any data missing from Snapshot?

yes

no


yes

no

VHMS

D30003

[For storage] ORBCOMM Station Opening Work Check Sheet

Date of setting: DB/branch office name Data entered by:

Setup step

Check item

Result

Model name Serial No. 1

Confirmation of machine body and component nameplates

Engine serial No. Transmission serial No. VHMS controller serial No. ORBCOMM terminal serial No.

2

Connection between PC and VHMS controller

Is the connection secure?

yes

no

3

VHMS controller check for normal operation

Is it operating normally? (Displays counting in ascending-order succeeding to rotation)

yes

no

Is "Set up" selected for the setting tool mode?

yes

no

On

Off

On

Off

On

Off

4 Starting of VHMS initial setting tool

Entry of setting to S.Fault History Initial setting of VHMS controller 1. Setting of communication (Setting of machine body information and PLM are completed)

Presence/absence of communication Number of cases (Default is 8 cases) Entry of setting of S.Trend Analysis setting Presence/absence of communication Interval (Default is 20H)

5

Entry of setting of S.Payload data Presence/absence of communication Tabulation start time Interval of tabulation (in days) 2. Setting for start of communication 6 Saving of settings 7

ORBCOMM controller performance check

D30003

day

Is GCC code set? (130 for Japan)

yes

no

Is LED (7-segment) turned off after data were stored?

yes

no

How is decimal point display in VHMS monitor (7-segment)? (OFF, ON, long/short flashing)

yes

no

VHMS

D30-25

Loading Saved VHMS Settings To New VHMS Controller (Versions older than 3.5.2.1) 1. Connect the PC again and start the VHMS initial setting tool. Refer to VHMS Controller Initial Setting Procedure for this operation. 2. Select [Save/Load] and press the [OK] button.

5. Display the saved information on another screen. 6. Press the [Edit] button and adjust the time.

3. Select [File] and then [Load] from the menu.

4. Currently saved information will be displayed. Press the [OK] button.

D30-26

VHMS

D30003

7. After adjusting the time, press the [OK] button.

8. Press the [Apply] button to display contents of the setting. Check the setting again and, if it is correct, press the [OK] button.

9. The confirmation screen will ask whether or not the data before the above setup is to be saved. Press the [NO] button. It is not necessary to save the data before the setting.

D30003

VHMS

D30-27

10. The setup result is displayed. Confirm the contents and press the [Close] button.

2. Select [When VHMS needs to be replaced] and press the [Next] button.

11. Select [File] and then [Exit] from the menu to end the VHMS initial setting tool.

3. Select [Save current setting before replacement of VHMS controller] and press the [Next] button. The VHMS setting information is saved from the old VHMS controller to the PC. The saved information is loaded to the new VHMS controller after installation.

Confirming and Saving VHMS Controller Settings (Version 3.5.2.1 or newer) 1. Before removing the VHMS controller, connect the PC to the existing VHMS controller and start the VHMS initial setting tool. Refer to VHMS Controller Initial Setting Procedure for this operation.

D30-28

VHMS

D30003

4. Confirm that all information is correct before removing the old VHMS controller. If all the information is correct, press the [Save] button.

2. Select [When VHMS needs to be replaced] and press the [Next] button.

5. Select [File] and then [Exit] from the menu to end the VHMS initial setting tool.

3. Select [Use previous setting after replacement of VHMS controller] and press the [Next] button.

6. Disconnect the PC. 7. Refer to Disconnecting the PC earlier in this chapter if necessary. 8. Turn the PC power off. 9. Proceed to Loading Saved VHMS Settings To New VHMS Controller (Version 3.5.2.1 or newer). Loading Saved VHMS Settings To New VHMS Controller (Version 3.5.2.1 or newer) 1. Connect the PC again and start the VHMS initial setting tool. Refer to VHMS Controller Initial Setting Procedure for this operation.

D30003

VHMS

D30-29

4. Currently saved information will be displayed. Press the [Next] button.

7. The above completes modification of the setting. Press the [OK] button to end the VHMS initial setting tool.

5. Adjust the time and press the [Apply] button.

FINAL VHMS PROCEDURES-POST INSTALLATION 1. Execute the Quick PM. Refer to Executing Quick PM earlier in this chapter for more information. 2. Download the VHMS data. Refer to Downloading VHMS Data earlier in this chapter for more information. 3. After replacing the VHMS controller, send the VHMS/WebCARE setting report sheet to VHMS/WebCARE Support Center at Komatsu Headquarters. 4. You will also need to send two sets of data, the downloaded before and after the VHMS replacement, via Notes (LAN) or E-mail (WAN). 6. The confirmation screen will ask whether or not the data before the above setup is to be saved. Press the [NO] button. It is not necessary to save the data before the setting.

Komatsu VHMS/WebCARE Support Center

2-3-6, Akasaka Minato-Ku Tokyo, Japan FAX: 81-3-5561-4766 (from outside of Japan) FAX: 03-5561-4766 (Domestic user) E-mail: [email protected]

D30-30

VHMS

D30003

SETTING PAYLOAD METER USING VHMS

D30003

VHMS

D30-31

Set various items of the payload meter (PLM) with the machine monitor.

Correct the Load Weight Calculation • Ensure that the weight measurements of the empty machine and of the fully loaded machine are done as a set in order according to the following procedure.

1. Selection of service menu While the service menu selection screen is displayed, select the PLM setting function (PLM).

• The machine must travel for about 3 minutes each after its empty weight and its fully loaded weight are measured. • The relationship between the suspension pressure and load weight corrected with this function cannot be returned to the condition at the time of shipment. Accordingly, perform the following procedure very carefully. 1. Measure the weight of the empty machine with the load meter and record it (Write it on a sheet of paper, etc.) 2. Enter the measured weight of the empty machine and drive the machine for about 3 minutes (at a speed higher than 8 km/h (5 mph)) to settle the relationship between the weight of the machine and the suspension pressure under that weight.

2. Setting of travel distance to recognize completion of loading Enter a travel distance to recognize completion of loading by pressing the following buttons. The setting range is 0 – 255 m (0.0 – 0.158 mile). [ > ] : The number at the cursor increases in value [ < ] : The number at the cursor decreases in value [] : Accept the number at the cursor and go to the next step [ ] : Stop editing number If the set value is too small, the system may recognize that loading is completed while the machine is still being loaded.

D30-32

VHMS

D30003

5. Enter the measured weight of the empty machine.

3. Select "EMPTY WEIGHT".

[>], [<] : Select "EMPTY WEIGHT" or "LOADED WEIGHT" [] : Accept the selection and go to the next step

[>] : The number at the cursor increases in value

[] : Return to the previous screen

[<] : The number at the cursor decreases in value

If the weight of the empty machine has been entered and the machine has been driven for about 3 minutes, "LOADED WEIGHT" is displayed when the menu is selected.

[] : Accept the number at the cursor and go to the next step

(METRIC): metric ton

[] : Return to the highest numerical placeholder to enter the value again. If this button is pressed again, the editing data process data is stopped and the previous screen appears.

(SHORT): short ton

Input range

Confirm the unit of measurement. It is indicated in the ( ) on the right side of WEIGHT.

HD1500-7:

4. Confirm that the weight of the empty machine has been measured correctly.

105.3 [t] (Empty weight ± 13%) (metric ton)

[] : Accept the weight measurement and go to the next step [] : Return to the previous screen

D30003

VHMS

D30-33

6. Confirm the displayed weight.

8. Display the progress of the measurement.

[ > ] : Select "YES" if the displayed weight is correct

[] : Stop the measurement and return to the previous screen

[ < ] : Select "NO" if the displayed weight is incorrect.

As the measurement is executed, the number of "*" increases. When the measurement is finished, the next screen appears automatically.

[] : Accept the displayed weight and go to the next step

9. Load the machine to measure its fully loaded weight.

7. Move the machine to a place where you can drive it for about 3 minutes.

[] : Return to the menu screen When the loading has started, the menu screen appears automatically. When indicating the current load for reference while the machine is being loaded, go out of "Service mode 1" temporarily and return to "Display of load weight/ integrated odometer". On this screen, you can check the current load.

[] : When ready to operate the machine, press this button and start driving [] : Return to the weight editing screen Drive the machine for about 3 minutes (at a speed higher than 8 km/h (5 mph)) to settle the relationship between the weight of the machine and the suspension pressure under that weight.

D30-34

VHMS

D30003

12. Confirm that the weight of the fully loaded machine has been measured correctly.

10. Measure the weight of the fully loaded machine with the load meter and record it (Write it on a sheet of paper, etc.) 11. Enter the measured weight of the fully loaded machine and drive the machine for about 3 minutes. a. Select "LOADED WEIGHT".

[] : Confirm that the measurement has been completed and go to the next step [] : Return to the previous screen

[>], [<] : Select "EMPTY WEIGHT" or "LOADED WEIGHT" [] : Accept the selection and go to the next step [] : Return to the previous screen If the weight of the empty machine has been entered and the machine has been driven for about 3 minutes, "LOADED WEIGHT" is displayed when the menu is selected. Confirm the unit of measurement. It is shown in the ( ) on the right side of WEIGHT. (METRIC): metric ton (SHORT): short ton

D30003

VHMS

D30-35

14. Confirm the displayed weight.

13. Enter the measured weight of the fully loaded machine.

[>] : The number at the cursor increases in value

[ < ] : Select "YES" if the displayed weight is correct

[<] : The number at the cursor decreases in value

[ > ] : Select "NO" if the displayed weight is incorrect.


[] : Accept the displayed weight and go to the next step

[] : Return to the largest position of the number to input the value again. If this button is pressed again, editing of the weight is stopped and the previous screen appears.

15. Move the machine to a place where you can drive it for about 3 minutes.

Input range HD1500-7: A1 ± (A1 × 0.25) (metric ton) However, A1 = {105.3 [t] (Empty weight) + 144.1 [t] (Load capacity)} HD1500-7: A2 ± (A2 × 0.25) (metric ton) However, A2 = {105.3 [t] (Empty weight)

[] : When ready to operate the machine, press this button and start driving

+ 144.1 [t] (Load capacity)}

[] : Return to the weight editing screen Drive the machine for about 3 minutes (at a speed higher than 8 km/h (5 mph)) to settle the relationship between the weight of the machine and the suspension pressure under that weight.

D30-36

VHMS

D30003

18. Correct the level of the inclinometer.

16. Display the progress of the measurement.

a. Drive the machine to a level area. b. Enter the inclinometer reading (F) at the current position and (R) after turning the machine 180 degrees (stopping it in the opposite direction) on the same position and use the average value as the standard level. c. Enter the value of (F).

[] : Stop the measurement and return to the previous screen As the measurement is executed, the number of "*" increases. When the measurement is finished, the next screen appears automatically. 17. Dump the load in the dump area. [] : Accept the blinking value [] : Return to the menu screen

[] : Return to the menu screen If the load is dumped with the dump lever, the menu screen appears automatically. If the load is dumped normally, correction is finished.

D30003

VHMS

D30-37

The current standard level value is displayed on the upper line. The inclinometer value (F) at the current position blinks. Enter it when it is stabilized.

a. Enter the standard level value.

a. Turn the machine 180 degrees (Stop it in the opposite direction). b. Enter the value of (R).

[ < ] : Select "YES" if correct [ > ] : Select "NO" if incorrect [] : Accept selection and go to the next step

19. Set the maximum travel speed. Enter a travel distance to recognize completion of loading by pressing the following buttons. The setting range is 0 – 255 m (0.0 – 0.158 mile). [>] : The number at the cursor increases in value [<] : The number at the cursor decreases in value [] : Accept the blinking value [] : Return to the menu screen [] : Accept the blinking value

Enter the maximum travel speed by pressing the following buttons.

[] : Return to the menu screen

[ > ] : The number at the cursor increases in value

The current standard level value is displayed on the upper line. The inclinometer value at the current position blinks. Enter it when it has stabilized.

[ < ] : The number at the cursor decreases in value [] : Accept the number at the cursor [ ] : Stop editing data The setting range is 0 – 99 km/h (0 – 62 mph). (Default: 99 km/h (62 mph))

D30-38

VHMS

D30003

21. Set the indication range of the outside indicator lamps

20. Set the load weight to recognize start of loading

Enter a load weight to recognize start of loading by pressing the following buttons.

Enter the indication range of the outside indicator lamps by pressing the following buttons.

[ > ] : The number at the cursor increases in value

[ > ] : The number at cursor increases in value

[ < ] : The number at the cursor decreases in value

[ < ] : The number at cursor decreases in value [] : Accept the number at the cursor and go to the next step


[ ] : Stop editing data

[ ] : Stop editing data

% The setting range is 0 - 130% of the rated load weight.

The setting range is 6 – 25.5% of the rated load weight.

Set A (Yellow lamp) higher than G (Green lamp) and set R (Red lamp) higher than A (Yellow lamp), however.

(Default: 15%) This function does not ensure the operation because of the contrary phenomena shown below. If the load weight value is not entered correctly, the start of loading data will be inaccurate. If the value is increased and a loader having a small-capacity bucket is used, the forecast function of the outside indicator lamps and the MMS communication may not operate normally.

D30003

VHMS

D30-39

22. Set the offset range.

Enter an offset range by pressing the following buttons. [ > ] : The number at the cursor increases in value [ < ] : The number at the cursor decreases in value [] : Accept the number at cursor [ ] : Stop editing data The setting range is -5.0 – +5.0 [t]. Check the unit of the input value by the previous menu screen. The unit is indicated in the ( ) on the right side of the input value [t]. (METRIC): metric ton (SHORT): short ton

D30-40

VHMS

D30003

SECTION D31 VEHICLE HEALTH MONITORING SYSTEM (VHMS) INDEX

VEHICLE HEALTH MONITORING SYSTEM (VHMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-3 VHMS DOWNLOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-4 PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-5 NORMAL OPERATION DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-6 EXTERNAL DISPLAY LAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-7 PREDICTED LOAD DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-7 CALIBRATING PLM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-8 DATA STORED IN PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-9 PLM DOWNLOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-10 Downloading From Inside Of The Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-10 Downloading From Ground Level Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-10 SETTING THE MACHINE ID AND OPEN ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-11 PAYLOAD - CYCLE DATA ITEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-12 ADDITIONAL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-12 Other Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-12

D31003 10/11

VHMS

D31-1

NOTES

D31-2

VHMS

10/11 D31003

VEHICLE HEALTH MONITORING SYSTEM (VHMS) The VHMS system is a machine management system. The VHMS controller gathers machine data sent from the other controllers and sensors installed on the machine. The data stored in the VHMS controller is sent via personal computer or sent automatically through a communications satellite (optional) to Komatsu. The data is compiled in the Komatsu computer server and analyzed.

The VHMS system uses wireless components that transmit via radio waves. It is necessary to conform to local laws when using this system.

Based on the machine data, your Komatsu distributor will provide information aimed at reducing machine repair costs and downtime.

Proper operation of the system is dependent on good reception. Operating in tunnels, mountain ranges and covered areas may prevent communication of the system.

NOTE: A contract is necessary before the VHMS system can be used. Contact your Komatsu distributor for more information.

Contact your Komatsu distributor before selling or exporting a truck equipped with VHMS. It may be necessary to remove the system before transfer of ownership. Contact your Komatsu distributor before installing equipment that may interfere with the VHMS system.

DO NOT disassemble, repair, or modify the VHMS system without proper authorization. Changes to the system may cause machine failures and fire.

Komatsu is not responsible for any failures that result from neglecting VHMS system precautions and instructions.

DO NOT touch VHMS system components during machine operation. DO NOT pull on VHMS system wiring harnesses, connectors, or sensors. This may cause short circuits or open circuits and lead to machine failure or fire.

Orbcomm is a two-way radio communication device. Wireless signals from the system can interfere with other wireless signals in the area. This interference can cause a malfunction in a blast zone resulting in an unintended detonation. Know the locations of blast zones in the area and keep a safe distance to avoid unintentional blasts. If the machine is operating within a distance of 12m (40 ft) of a blast zone, disconnect the Orbcomm harness. Failure to do so could result in serious injury or death.

DO NOT allow water, dirt, or oil onto system components. The Orbcomm satellite requires the installation of a pole and antenna, adding to the overall height of the machine. The height increase is 410 mm (16.2 in.). With the guard installed, the overall height increases another 260 mm (10.2 in.). Use caution when operating in areas with height restrictions.

This warning does not supersede requirements or regulations of the area or country where this machine is in operation. The following specifications are provided to ensure compliance with all of the applicable requirements or regulations: Anyone with a pacemaker must remain a minimum of 22 cm (9 in.) from the communications antenna. Radio waves from the antenna can interfere with pacemaker operation.

D31003 10/11

Transmit power: 5-10 Watts Operating Frequency Range: 148 - 150 MHz

VHMS

D31-3

NOTE: The ORBCOMM modem installed from the factory on all new trucks may not be approved for use in certain countries of the world. Local regulation may prohibit the use of the ORBCOMM modem/ satellite communicator. Depending on local regulation, you may need to either remove the modem or disconnect it and remove the antenna. Check with KAC service for assistance and preferred action in your area. The following is a list of "at risk" countries: China, Russia, Serbia, Tanzania, Senegal, Zambia, Botswana and Namibia.

VHMS DOWNLOADING Downloading from inside the cab: 1. Turn the key switch to the ON position. 2. Connect the PLM download cable to PLM connector (1). Connect the other end of the cable to the RS232C port of the personal computer. If necessary, use a USB adapter to connect. Refer to Other Settings later in this chapter. 3. Download the data.

Downloading from the ground level download box: 1. Turn the key switch to the OFF position. 2. Open the download box on the LH bumper. 3. Move switch (2) inside the box to the ON position. When display lamp (3) illuminates, the system is ready to download. 4. After completion of downloading, return switch (2) to the OFF position.

D31-4

VHMS

10/11 D31003

PAYLOAD METER The payload meter interprets machine data to calculate payload. The system uses the following inputs: suspension pressure sensors, inclinometer, body up switch, transmission shift lever, and speed sensors. The microcomputer built into the controller uses the inputs to calculate the payload. The calculated payload is displayed on the character display on the Electronic Display Panel (EDP). The external display lamps also display the payload conditions.

Download connector inside cab

Data stored in the payload meter can be downloaded to a laptop computer using special software. To ensure payload accuracy, set the shift lever to N, apply the brake lock, and release the retarder before dumping. Allow the machine to stabilize before dumping. If the machine is abruptly stopped at the dumping point, it will take a few moments for the payload display to stabilize. Dump on flat ground. When downloading, remove the connected cable. After the download is complete, restore the cable to its original position. If the cable is not put back into place, download from the ground level box cannot be done.

Payload display

Download connector outside cab

External display lamps

D31003 10/11

VHMS

D31-5

NORMAL OPERATION DISPLAY Machine condition

Machine monitor display

External display lamps

When starting switch is ON

---

Illuminates for 30 seconds

Stopped (*1)

Standard display (*2)

OFF

Traveling

Standard display

OFF

When empty During loading When loaded When dumping

Stopped

Payload display (*3)

Payload display

Traveling

Standard display

OFF

Stopped

Payload display

Payload display

Traveling

Standard display

OFF

Stopped

Payload display  standard display

Payload display  OFF

Traveling

Standard display

OFF

(*1) Stopped = shift lever is in the N position and the travel speed signal is 0. (*2) For details of the standard display on the machine monitor, refer to Section D15, Machine Monitor. (*3) The machine starts off empty and is being loaded. It is necessary to wait for the load to go above approximately 15% of the rated payload and for the change in the load to stabilize when the machine is stopped.

Example of payload display

When the machine is stopped during loading, the service meter will not be displayed on the character display. If it is desired to display the service meter, keep the machine monitor inspection switch pressed. The software version and service meter will be displayed in turn on the bottom line of the character display.

Example of payload display when error occurs

The payload at the loading point may differ slightly from the display at the dumping point. This is caused by the effect of the friction in the suspension, and is normal. Slight differences in payload from point to point do not indicate any failure in the payload meter.

If an error occurs in the suspension pressure sensors or in the inclinometer sensor, it becomes impossible to calculate the payload. The display will show [-----].

D31-6

VHMS

10/11 D31003

EXTERNAL DISPLAY LAMPS The external lamps display the payload as follows. When the machine is loaded in this manner, the external display lamps illuminate as shown in the table below. Number Of Loads Lamp Color

Payload - Metric Tons

Green

68 & up

Yellow

122 & up

Red

143 & up

1st Bucket

2nd Bucket

The actual load is 74 tons, so none of the lamps illuminate. The predicted load is 111 tons, so the green lamp flashes.

3rd Bucket

The actual load is 111 tons, so the green lamp illuminates. The predicted load is 148 tons, so the yellow lamp flashes.

If the red lamp illuminates, the machine is overloaded. DO NOT haul a load with the red lamp on. Use the predicted load display to prevent overloading. Refer to Predicted Load Display.

PREDICTED LOAD DISPLAY When the load changes as each bucket is loaded, the system estimates the total payload and flashes the appropriate lamp to prevent overloading.

4th Bucket

Expected number of bucket loads . . . . . . . . . . . . . . 4 1st bucket . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 tons 2nd bucket . . . . . . . . . . . . . . . 37 tons (total: 74 tons) 3rd bucket . . . . . . . . . . . . . . 37 tons (total: 111 tons)

Explanation The actual load is 37 tons, so none of the lamps illuminate. The predicted load is 74 tons, so none of the lamps flash.

The green light signifies that additional loading is acceptable. The yellow light warns the operators that the load limit is approaching. The red light indicates an overload.

The predicted load display and actual payload display are shown at the same time. Example:

Indicator Lights

The actual load is 148 tons, so the green and yellow lamps illuminate. The predicted load is 185 tons, so the red lamp flashes.

4th bucket . . . . . . . . . . . . . . 37 tons (total: 148 tons)

D31003 10/11

VHMS

D31-7

CALIBRATING PLM Perform calibrations when: • the machine is received 3. With the service meter/odometer value displayed on character display (3), press the () portion of mode select switch (1) to switch to the operation information display.

• once every month • when the suspension cylinder oil or nitrogen charge has been adjusted • when a suspension pressure sensor has been replaced

4. Press the (>) portion of mode select switch (2) until the PLM display is reached.

• when the machine has been modified and the Empty Vehicle Weight (EVW) has changed more than 100 kg (221 lb)

5. Press the () portion of mode select switch (1) to display CALIBRATION. Then, press the () again. The CALIBRATION display will flash.

Empty the body before calibration. Lower the body completely onto the frame. Place the hoist control in the FLOAT position. Ensure no existing fault codes are present before calibration. During calibration, operate the truck on a flat road surface. Travel in a straight line and maintain a speed of 10 km/h (6 mph).

6. Drive the machine at a speed of 10 km/h (6 mph). When the travel speed becomes stable, press the () portion of mode select switch (1) to display CALIBRATION. The CALIBRATION display will flash two or three times, and then the display will change to the following.

NOTE: To cancel, press the () portion of mode select switch (1). The display will return to the service meter/odometer.

1. Operate the machine. 2. With the engine on, move the shift lever to the N position and stop the engine.

D31-8

VHMS

10/11 D31003

7. Continue traveling at a speed of 10 km/h (6 mph). After approximately 30 seconds, the calibration should be completed and the display will change back to “PLM”.

DATA STORED IN PAYLOAD METER The payload meter interprets the period from one dump to the next dump as one cycle and records that data. Cycle Data Items Date (month/day)

Time of travel - empty

Time remaining stationary when loading

Time remaining stationary when loaded

Time of dump

Distance traveled - empty

Time of travel - loaded

Time taken to dump

Machine ID

Travel speed - empty (maximum)

Distance traveled - loaded

Speed limit

Open ID

Travel speed - empty (average)

Travel speed - loaded (maximum)

Warning items for each cycle

Payload

Time remaining stationary when empty

Travel speed - loaded (average)

The maximum limit for stored cycle data is 2900 cycles. When 2900 cycles is exceeded, the old data is overwritten. Download the recorded data using the RS232C port on a personal computer with PLM software installed. The downloaded data is saved in the specified location on the personal computer as a text file (CSV file). For details, see the instruction manual for the software. It is possible to check the downloaded data with a commercially available spreadsheet software that can read text files.

D31003 10/11

VHMS

D31-9

PLM DOWNLOADING Download the recorded data to a laptop computer that has the download software installed. Downloading From Ground Level Box Downloading From Inside Of The Cab

Before downloading from the ground level box, turn the key switch to the OFF position. Check the surrounding area and ensure it is safe. 1. Turn the key switch to the OFF position. 2. Open the ground level download box. Use the starting switch key to open and close the box.

1. Connect the PLM download cable to PLM connector (1). Connect the other end of the cable to the RS232C port of the personal computer. If necessary, use a USB adapter to connect. Refer to Other Settings later in this chapter. 2. Turn the key switch to the ON position. 3. Turn on the computer and use the software to download the data.

3. Turn switch (2) to the ON position. Display lamp (3) will illuminate.

4. After completing the download, remove the download cable.

4. Connect the PLM download cable to the PLM connector. Connect the other end of the cable to the RS232C port on the computer. If necessary, use a USB adapter to connect. Refer to Other Settings later in this chapter. 5. Turn on the computer and use the download software to download the data. 6. After completing the download, return the switch inside the box to the OFF position. Close the box.

D31-10

VHMS

10/11 D31003

SETTING THE MACHINE ID AND OPEN ID It is possible to change the machine ID (identification) and open ID. These pieces of data are cycle data items. When changing the machine serial number for the machine ID or the operator or type of load for the open ID, set the value specified by the customer beforehand. This will make it possible to check the operator and type of load for the applicable cycle afterwards.

5. Press the () portion of mode select switch 1.

1. Start at the service meter/odometer display, and press the () portion of mode select switch 1 to switch to the operation information display. The available settings range from 0 to 200; input in order from the first digit. The place for insertion is marked by the cursor. Press the (<) or (>) to select 0 to 9. After inputting the value, press the () portion of mode select switch 1. The cursor will move to the next position. Repeat this procedure to input the values for all the digits. Confirm the settings and return to the previous screen.

2. Press the (>) portion of mode select switch 2 until the PLM display is reached.

If the () portion of mode select switch 1 is pressed while inputting any value, the value will stay as it is and the cursor will move to the first digit. If any mistake is made in the input, input again from the first digit. To abandon the input step, press the () portion of mode select switch 1 to return to the previous screen. 6. When setting the open ID, press the (>) portion of mode select switch 2 (at Step 4).

3. Press the () portion of mode select switch 1 to display CALIBRATION. 4. Press the (>) portion of mode select switch 2. ID1 corresponds to the machine ID. The present setting is displayed on the bottom line.

The procedure for setting ID2 is the same as for ID1 (machine ID). Press the () portion of mode select switch 1 several times until the service meter/odometer id displayed.

D31003 10/11

VHMS

D31-11

PAYLOAD - CYCLE DATA ITEM The payload measurements, which are recorded as data, apply to the haul payload in the applicable cycle.

Confirming recorded payload: Use this function to change how a haul payload is confirmed.

The following two methods can be used for confirming the haul payload.

1. At the dumping point, record the payload when the dump lever is moved from FLOAT to any position other than FLOAT.

1. At the dumping point, record the payload when the dump lever is moved from FLOAT to any position other than FLOAT.

2. Process the data sampled when traveling from the loading point to the dumping point, then confirm and record the payload when dumping.

2. Process the data sampled when traveling from the loading point to the dumping point. Then confirm and record the haul payload when dumping.

Other Settings

When the machine is shipped from the factory, method (1) is used.

• If it is necessary to correct the data or time during the download, please consult your Komatsu distributor.

The method for processing and confirming the payload in method (2) is useful if the dumping point is at an angle.

• If the payload and external display lamp display is different, or there is some error in the directory where the data is downloaded by the software, there may be an error in the machine setting. Please consult your Komatsu distributor.

If it is necessary to change the method for confirming the haul payload, consult your Komatsu distributor for instructions.

• For computers that don’t have a RS232C port, it may be possible to use a third party USBRS232C conversion adapter. However, this does not guarantee the operation. In addition, the download software supports COM1 and COM2, so check which port it can be connected to.

ADDITIONAL FUNCTIONS Additional functions are available, but for normal use, there is no need to make any changes. If it is necessary to change these settings, please consult your Komatsu distributor.

• The payload meter has the function of communicating with the external equipment prepared by the customer. For details, please check with your Komatsu distributor. However, communications are carried out using the RS232C port for downloading, so in this case, it is impossible to download the data from the inside or outside of the cab.

Travel distance: Travel distance is used to recognize completion of loading. The payload meter determines that the cycle is complete when the machine has traveled 160 m (525 ft) continuously from the loading point. If the dumping point is within 160 m (525 ft) from the loading point, the system will not recognize that a dump has occurred. Therefore, the cycle data will be incomplete. In instances where the loading point and the dumping point are extremely close, use this function to change the setting needed to recognize the completion of a cycle.

D31-12

VHMS

10/11 D31003

SECTION F TRANSMISSION / TORQUE CONVERTER INDEX

TORQUE CONVERTER AND TRANSMISSION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-1

TORQUE CONVERTER AND TRANSMISSION (-40° C Cold Weather Trucks). . . . . . . . . . . . . . . . . . F2-1

TRANSMISSION OIL COOLER AND STRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1

DRIVE SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1

TORQUE CONVERTER REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-1

TORQUE CONVERTER REBUILD (-40° C Cold Weather Trucks) . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-1

TRANSMISSION REBUILD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-1

F01015

Index

F1-1

NOTES

F1-2

Index

F01015

SECTION F2 TORQUE CONVERTER AND TRANSMISSION INDEX

TORQUE CONVERTER AND TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 MAIN RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 TORQUE CONVERTER RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 TORQUE CONVERTER REGULATOR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 LOCK-UP CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Lock-up Clutch Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 TORQUE CONVERTER STALL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 LUBRICATION RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 TRANSMISSION CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ELECTRONIC CONTROL MODULATION VALVE (ECMV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Pressure Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Flow Sensor Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 ECMV and Proportional Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 ECMV and Fill Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 ECMV Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 ECMV REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Filter Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 ECMV Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

F02021 10/11

Torque Converter & Transmission

F2-1

ECMV Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 TRANSMISSION FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 TRANSMISSION SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 TRANSMISSION OIL LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 TRANSMISSION OIL PRESSURE CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 TRANSMISSION AND TORQUE CONVERTER TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . 32 Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 TRANSMISSION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 TRANSMISSION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

F2-2


10/11 F02021

TORQUE CONVERTER AND TRANSMISSION Torqflow transmission (9, Figure 2-1) has seven forward speeds and one reverse speed. The transmission contains planetary gears and hydraulicallyactuated multiple-disc clutches. The transmission is pressure lubricated for optimum heat dissipation. Drive line adapter (2) containing rubber dampers, couples the engine to the transmission and torque converter. The adapter reduces harmful engine shock and vibration to the transmission. A lock-up system, consisting of a wet, triple-disc clutch, can be actuated in all forward gears for higher fuel savings. Operation of the transmission is controlled electronically through inputs from the operator such as range selector position, accelerator, etc. Various sensors that monitor speeds and operating conditions also contribute to transmission control.

The transmission oil supply is filtered through washable strainers located in the transmission sump. Remove and clean the strainers every 1000 hours of operation. External, replaceable transmission filter elements are located at the front of the fuel tank. Replace the two transmission filter elements at 500 hour intervals. If the maintenance monitor indicates high restriction regardless of interval, the filters must be replaced. A control valve filter is located on top of the left side of the transmission, next to the Electronic Control Modulation Valves (ECMV). Replace this filter during transmission rebuild. Transmission maintenance intervals are outlined in section P, Lubrication and Service.

FIGURE 2-1. POWERTRAIN 1. Engine 2. Driveline Adapter 3. Front Drive Shaft 4. Brake Cooling & Hoist Pump 5. Brake Cooling Pump

F02021 10/11

6. Steering & Brake Pump 7. Transmission Pump 8. Torque Converter 9. Transmission 10. Rear Drive Shaft


11. Parking Brake 12. Differential Gear 13. Drive Shaft 14. Brakes 15. Planetary Gears

F2-3

TORQUE CONVERTER The torque converter is a three element, singlestage, two phase torque converter with lock-up clutch. Specifications are listed for the transmission and torque converter components on the following pages. It is assumed the specified oil type and viscosity is being used, the oil level is correct, and oil is at the normal operating temperature.

A water-to-oil type oil cooler is utilized to dissipate heat from the oil supply. Stall ratio:. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.99:1

FIGURE 2-2. TORQUE CONVERTER PUMP DRIVES

FIGURE 2-3. TORQUE CONVERTER 1. Front Housing 2. Rear Housing

F2-4

3. Torque Converter Control Valve 4. Torque Converter Regulator Valve


10/11 F02021

FIGURE 2-4. TORQUE CONVERTER 1. Rear Housing 2. One-Way Clutch 3. Front Housing 4. Disc 5. Plate

F02021 10/11

6. Stator 7. Coupling 8. Input Shaft 9. Turbine 10. Piston


11. Lock-Up Clutch Housing 12. Housing 13. Pump 14. Shaft

F2-5

MAIN RELIEF VALVE Function The main relief valve maintains the main hydraulic pressure in the transmission control circuits. The valve also controls the oil flow to the transmission clutches. Operation The oil from the hydraulic pump enters port (C, Figure 2-5), then passes through orifice (B) to chamber (A). When hydraulic pressure in the circuit rises, the pressure in chamber (A) also rises. This pushes main relief spool (1) to the left through the movement of piston (2). The oil at port (C) passes through (D) to chamber (E) and to the torque converter circuit. Actuating Pressure Engine @ 2100 rpm, Oil Temperature @ 70° - 90° C (158° - 194° F) . . . . . . . . . . . . . . . . . .4320 ± 200 kPa (627 ± 29 psi)

FIGURE 2-5. MAIN RELIEF VALVE 1. Main Relief Spool

2. Main Relief Valve Piston

TORQUE CONVERTER RELIEF VALVE Function The torque converter relief valve protects the torque converter oil circuit by preventing the oil pressure from rising to an abnormally high pressure. Operation Oil from the main relief valve enters port (F, Figure 26) and then passes through orifice (H) to chamber (G). When the hydraulic pressure in the circuit rises, the pressure in chamber (G) also rises. This pushes torque converter relief spool (4) to the right through the movement of piston (3). As a result, the oil at port (F) flows to port (I) into the transmission lubrication circuit.

Actuating Pressure Engine @ 2100 rpm Oil Temperature @ 70° - 90° C (158° - 194° F) . . . . . . . . . . . . . . . . . . .990 ± 100 kPa (144 ± 15 psi)

F2-6

FIGURE 2-6. TORQUE CONVERTER RELIEF VALVE 3. Relief Valve Piston


4. Relief Valve Spool

10/11 F02021

FIGURE 2-7. MAIN RELIEF VALVE AND TORQUE CONVERTER RELIEF VALVE 1. Spring (Small) 2. Spring (Large) 3. Valve Body 4. Main Relief Valve 5. Main Relief Valve Piston 6. Piston Spring

F02021 10/11

7. Torque Converter Relief Valve Spring 8. Torque Converter Relief Valve 9. Piston Spring 10. Torque Converter Relief Valve Piston 11. To Transmission Sump


12. Transmission Pump 13. To Transmission Control Valve 14. Torque Converter Inlet Test Port 15. To Torque Converter 16. Main Pressure Test Port

F2-7

TORQUE CONVERTER REGULATOR VALVE Torque converter regulator valve (Figure 2-8) is installed in the output circuit of the torque converter. The valve regulates the hydraulic pressure inside the torque converter to 517 kPa (75 psi). Operation Oil from the torque converter flows from port (A, Figure 2-9) to port (B). However, the hydraulic pressure at port (B) is lower than the tension of spring (1). Therefore, spool (2) does not move. When the hydraulic pressure at port (B, Figure 2-10) becomes higher than the tension of spring (1), it pushes spool (2) in the direction of the arrow. The oil at port (A) then flows to port (C).

FIGURE 2-9. BELOW REGULATED PRESSURE 1. Spring A: Inlet From Torque 2. Spool Converter B: Chamber C: Outlet to Oil Cooler

Actuating Pressure Engine @ 2100 rpm Oil Temperature @ 70° - 90° C (158° - 194° F) . . . . . . . . . . . . . . . . . . . .550 ± 100 kPa (80 ± 15 psi)

FIGURE 2-10. REGULATED PRESSURE 1. Spring A: Inlet From Torque 2. Spool Converter B: Chamber C: Outlet to Oil Cooler

FIGURE 2-8. TORQUE CONVERTER REGULATOR VALVE 1. Valve Body 2. Spring 3. Spool

F2-8

4. Pressure Tap 5. Inlet From Torque Converter


10/11 F02021

LOCK-UP CLUTCH The lock-up clutch is located in the torque converter. Refer to Figure 2-4. The clutch is used to create a direct mechanical connection from the engine to the transmission. This direct drive connection helps minimize energy loss that occurs while the engine is hydraulically connected to the transmission via the torque converter. The operation of the lock-up clutch utilizes an ECMV identical to those used to actuate the transmission range clutches. At the correct rpm, the transmission controller will provide the signal for lock-up clutch engagement. Through the use of this valve and two pressure sensors, the pressure in the apply piston chamber is maintained at the same pressure as the internal torque converter pressure instead of dropping to zero pressure. This keeps the lock-up clutch cavity filled with oil while waiting for the next lock-up application. This method of lock-up clutch application greatly reduces the shift shock felt when the lock-up clutch is applied. The pressure sensors monitor the inlet and outlet pressures in the torque converter to actuate the ECMV to control the pressure in the lock-up clutch cavity. In addition, the input and output shaft speeds are also monitored.

FIGURE 2-11. LOCK-UP CLUTCH ACCUMULATOR 1. Transmission

2. Lock-up Clutch Accumulator

Lock-up Clutch Accumulator Lock-up clutch accumulator (2, Figure 2-11) dampens normal system pressure pulsations in the lock-up clutch hydraulic circuit.

F02021 10/11


F2-9

HYDRAULIC PUMP Torque converter and transmission Volume: . . . . . . . . 471 l/min (125 gpm) @ 2100 rpm Pump Rotation . . . . . . . . . . . LH (Counterclockwise)

FIGURE 2-12. HYDRAULIC PUMP 1. Washer 2. Stud 3. Nut 4. Drive Gear 5. Seal 6. Snap Ring

F2-10

7. Plug 8. Flange 9. Body 10. Dowel Pin 11. O-Ring 12. O-Ring

13. Snap Ring 19. Backup Ring 14. Splined Coupling 20. O-Ring 15. O-Ring 21. Ring Retainer 16. Pressure Plate 17. Isolation Plate (Top) 18. Isolation Plate (Bottom)


10/11 F02021

TORQUE CONVERTER STALL CHECK 8. After the engine and transmission reach normal operating temperature, the stall test can be performed.

The transmission oil temperature must not exceed 120° C (248° F). DO NOT stall the torque converter at full throttle for more than 30 seconds at any one time. Exceeding these limits may result in serious damage to converter components. Perform a torque converter stall check to ensure the torque converter is working optimally. Prior to performing a stall test, ensure that all systems such as exhaust piping, air intake piping, fuel controls, and engine warning systems are all working properly, and within specifications. Insufficient fuel or restricted piping can also effect stall speed.

Move the shift selector lever to D. Fully apply the service brakes or move the retard lever to full ON to prevent machine movement. Slowly accelerate the engine to full throttle for no more than 30 seconds. 9. Check and record engine rpm with an accurate tachometer or a remote electronic measuring tachometer. Maximum engine rpm with the converter stalled is 1815 ± 100 rpm. 10. If the stall rpm does not meet the listed requirements, refer to the following service guidelines.

Low rpm: • Transmission oil viscosity high due to low temperature, wrong oil or bad oil • Engine power is not within specs

1. Install wheel chocks, and apply the parking brake. 2. Start the engine.

• Faulty torque converter assembly or components

High rpm:

3. Apply and hold the service brakes fully to prevent movement of the machine.

• Transmission oil viscosity is low due to high temperature, wrong oil, bad oil, or lack of oil flow

4. Ensure the F1 start switch is in the OFF position.

• Engine power is not within specs

5. Move the shift selector lever to D. Fully apply the service brakes or move the retard lever to full ON to prevent machine movement. Slowly accelerate the engine to full throttle for no more than 30 seconds.


6. Move the shift lever to NEUTRAL and allow the engine to idle for 30 seconds. 7. Repeat the previous two steps until the engine and transmission are at normal operating temperature: engine 85 - 97° C (185 - 207° F), transmission 70 - 90° C (158 - 194° F).

F02021 10/11


F2-11

TRANSMISSION

FIGURE 2-13. TRANSMISSION AND TORQUE CONVERTER 1. Torque Converter 2. Lubrication Pressure Tap 3. Transmission

F2-12

4. Transmission Control Valve 5. Torque Converter Control Valve


10/11 F02021

FIGURE 2-14. TRANSMISSION ASSEMBLY 1. Input Shaft 2. Hub 3. #1 Planetary Pinion Gear 4. Transmission Case 5. #3 Sun Gear 6. #3 Planetary Pinion Gear 7. #4 Planetary Pinion Gear 8. #4 Sun Gear 9. #5 Planetary Pinion Gear 10. #6 Planetary Pinion Gear 11. Rear Case 12. #5, #6 Planetary Carrier 13. #7 Clutch (3rd)

F02021 10/11

14. #5 Sun Gear 15. Output Shaft 16. #6 Sun Gear 17. Coupling 18. Intermediate Shaft 19. Case 20. Hub 21. #6 Planetary Pinion Gear 22. #6 Ring Gear 23. #6 Clutch (Reverse) 24. #5 Ring Gear 25. #5 Clutch (1st) 26. #4 Planetary Carrier


27. #4 Ring Gear 28. #4 Clutch (2nd) 29. #3 Clutch (Low Clutch) 30. #3 Ring Gear 31. #3 Planetary Carrier 32. #2 Clutch (High Clutch) 33. #1 Planetary Carrier 34. #1 Ring Gear 35. #1 Clutch (Middle Clutch) 36. Hub 37. #1 Sun Gear

F2-13

LUBRICATION RELIEF VALVE Function Transmission lubrication relief valve (3, Figure 2-15) is installed on the left side of transmission case (1). This valve prevents abnormal pressure in the transmission lubrication circuit.

Operating Pressure Engine @ 2100 rpm Oil Temperature @ 70° - 90° C (158° - 194° F) . . . . . . . . . . . . . . . . . . . 304 ± 100 kPa (44 ± 15 psi) Cracking Pressure: . . . . . . . . . . . . . 343 kPa (50 psi)

FIGURE 2-15. TRANSMISSION LUBRICATION RELIEF VALVE 1. Transmission Case 2. Lubrication Pressure Test Port 3. Lubrication Relief Valve 4. Cover 5. O-Ring 6. Shim

F2-14

7. Spring Guide 8. Spring 9. Plate 10. Spool 11. Gasket


10/11 F02021

TRANSMISSION CONTROL VALVE

FIGURE 2-16. TRANSMISSION CONTROL VALVE 1. ECMV (for T/C lock-up clutch) 2. ECMV (for medium clutch) 3. ECMV (for high clutch) 4. ECMV (for low clutch) 5. ECMV (for 3rd clutch) 6. ECMV (for 2nd clutch) 7. ECMV (for 1st clutch) 8. ECMV (for reverse clutch) 9. Valve Oil Filter 10. Valve Seat 11. Breather A. Lock-up Clutch Pressure Tap Port B. Medium Clutch Pressure Tap Port C. High Clutch Pressure Tap Port D. Low Clutch Pressure Tap Port E. 3rd Clutch Pressure Tap Port F. 2nd Clutch Pressure Tap Port G. 1st Clutch Pressure Tap Port H. Reverse Clutch Pressure Tap Port

F02021 10/11

SPEED RANGE

ECMV R

R



1st 2nd 3rd

RATIO L

M

H



5.600 

N 

F1 F2



F3





5.434 

4.063 

F4



F5



 

F7




2.415 

F6

3.048



1.811 1.333



1.000

F2-15

FIGURE 2-17. HYDRAULIC CIRCUIT DIAGRAM TRANSMISSION AND TORQUE CONVERTER (*Engine @ 2100 rpm, Oil Temperature 70° C - 90° C (158° F - 194° F)) 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

Torque Converter *Torque Converter Relief Valve: 990 ± 100 kPa (144 ± 15 psi) *Main Relief Valve: 4320 ± 200 kPa (627 ± 29 psi) *Torque Converter Regulator Valve: 550 ± 100 kPa (80 ± 15 psi) Oil Cooler *Lubrication Relief Valve: 304 ± 100 kPa (44 ± 15 psi) Filter Assemblies Hydraulic Pump Strainer Transmission Oil Pan Fill Switch Proportional Solenoid: 1862 ± 97 kPa (270 ± 14 psi) Lock-up Clutch ECMV (Medium Clutch): 1863 ± 97 kPa (270 ± 14 psi) Medium Clutch

F2-16

16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29.

ECMV (High Clutch): 1961 ± 97 kPa (284 ± 14 psi) High Clutch ECMV (Low Clutch): 3434 ± 145 kPa (498 ± 21 psi) Low Clutch ECMV (2nd Clutch): 3434 ± 145 kPa (498 ± 21 psi) 2nd Clutch ECMV (1st Clutch): 3434 ± 145 kPa (498 ± 21 psi) 1st Clutch ECMV (Reverse Clutch): 3434 ± 145 kPa (498 ± 21 psi) Reverse Clutch ECMV (3rd Clutch): 1863 ± 97 kPa (270 ± 14 psi) 3rd Clutch ECMV Oil Filter Lock-up Clutch Accumulator


10/11 F02021

ELECTRONIC CONTROL MODULATION VALVE (ECMV)

FIGURE 2-18. ELECTRONIC CONTROL MODULATION VALVE 1. Connector 2. Spring 3. Flow Sensor Valve Spool 4. Spring 5. Fill Switch

F02021 10/11

6. Proportional Solenoid 7. Pressure Control Valve Spool 8. Load Piston 9. Spring


A: To clutch B: Drain C: From Pump a: Clutch Pressure Measurement Port

F2-17

ECMV’s consists of two valves, a pressure control valve and a flow sensor valve. Pressure Control Valve The pressure control valve contains a proportional solenoid. The solenoid uses the current sent from the transmission controller and converts it into hydraulic pressure. Refer to Figure 2-19. Flow Sensor Valve The flow sensor valve is actuated by a trigger from the pressure control valve. The flow sensor valve has the following functions: 1. The valve is opened until the clutch is filled with oil, reducing the time taken for oil to fill the clutch. 2. When the clutch fills with oil, the valve closes. A full signal is sent to the controller. 3. While there is hydraulic pressure applied to the clutch, a full signal is sent to the controller to indicate whether there is hydraulic pressure present. FIGURE 2-19. ECMV and Proportional Solenoid Each ECMV is equipped with one proportional solenoid. The propulsion force shown in the diagram in Figure 2-20 is generated according to the command signal from the controller.

A range: Before Gear Shifting (drained) B range: Filling Starts (trigger issued) C range: Filling Completed D range: Regulation E range: Filling

The propulsion force generated by the proportional solenoid acts on the pressure control valve spool. This generates the hydraulic pressure shown in the diagram. Therefore, by controlling the command current, the propulsion force is changed. This acts on the pressure control valve to control the oil flow and hydraulic pressure.

ECMV and Fill Switch Each ECMV is equipped with one fill switch. When the clutch is completely filled, the flow sensor valve sends a signal to turn the fill switch on. As a result of this signal, the oil pressure starts to build up.

F2-18


10/11 F02021

ECMV Operation The ECMV is controlled by the command current from the transmission controller to the proportional solenoid, and the output signal of the fill switch. The relationship between the ECMV proportional solenoid command current and clutch input pressure and the output signal of the fill switch is shown in the diagram in Figure 2-19.  A range: Before gear shifting (drained)  B range: Filling starts (trigger issued)  C range: Filling completed  D range: Regulation  E range: Filling

FIGURE 2-20.

Before shifting - drained - A range, Figure 2-19 1. Refer to Figure 2-21: When no current is being sent to proportional solenoid (6), the reaction force for spring (9) pushes pressure control valve spool (7). As a result, proportional solenoid (6) is pushed back. Pressure control valve spool (7) connects the oil at clutch port (C) to drain port (E) and drains the oil. In this condition, there is no hydraulic force acting on spool (3). Therefore, the reaction force of spring (4) moves flow sensor valve spool (3) away from fill switch (5). The spool stops when it is in balance with return spring (2).

FIGURE 2-21.

F02021 10/11


F2-19

Starting to fill - trigger command input to pressure control valve - B range, Figure 2-19 1. Refer to Figure 2-22: When there is no oil inside the clutch and the trigger current is sent (maximum current is applied) to proportional solenoid (6), the proportional solenoid moves the full stroke. Pressure control valve spool (7) moves to the left. As a result of this, pump port (A) and pressure control valve output port (B) are opened. Oil passes through orifice (a) and starts to fill the clutch.

FIGURE 2-22.

2. Refer to Figure 2-23: When this happens, a pressure difference is created between the upstream and downstream sides of orifice (a). Because of the difference in pressure, flow sensor valve spool (3) moves to the left and compresses sensor valve return spring (2). As a result, flow sensor valve spool (3) opens pump port (D). Oil flows from here, through orifice (a), to the clutch port.

FIGURE 2-23. Filling completed - pressure control set to initial pressure - C range, Figure 2-19 1. Refer to Figure 2-24: When pump port (D) opens, a difference in pressure is created between the upstream and downstream sides of orifice (a). This continues to push flow sensor valve spool (3) to the left. When this occurs, and the current of proportional solenoid (6) is lowered momentarily to the initial pressure level, almost the complete pump pressure acts on load piston (8). As a result, pressure control valve spool (7) is pushed to the right. A small amount of oil flows from pressure control valve outlet port (B) to drain port (E). Since most of the oil from the pump flows to the clutch, flow sensor valve spool (3) continues to be pushed to the left.

F2-20


FIGURE 2-24.

10/11 F02021

2. Refer to Figure 2-25: When the clutch is filled with oil, the flow of oil from pump port (D) to clutch port (C) stops. The area at the left side of flow sensor valve spool (3) is larger than the area on the right side. Therefore, with equal pressure on both sides, the spool is moved by hydraulic force to the right. When this happens, port (D) and port (C) are closed. Because of this difference in area and the force of return spring (2), spool (3) compresses fill switch spring (4) and is pushed to the right. It then signals fill switch (5) and transmits the clutch filling completed signal to the shift controller. At this point, the current for the initial pressure level is flowing to proportional solenoid (6). Therefore, the hydraulic pressure is set to the initial pressure by pressure control valve spool (7). FIGURE 2-25.

Regulating - D range, Figure 2-19 1. Refer to Figure 2-26: When current is sent to proportional solenoid (6), the solenoid generates a force proportional to the current. This propulsion force of the solenoid, and the sum of the propulsion force produced by the hydraulic pressure at the clutch port applied to load piston (8), and the reaction force of pressure control valve spring (9) are regulated so that they are in balance. The difference in hydraulic pressure applied to both sides of spool (3) pushes the spool to the right. The fill signal continues to be sent to the transmission controller.

FIGURE 2-26.

F02021 10/11


F2-21

ECMV REPAIR Preparation 1. Thoroughly wash and flush debris and dirt from the transmission control valve mounted on top of the transmission. 2. Thoroughly wash and flush the area surrounding filter assembly (4, Figure 2-27) to prevent the intrusion of dirt and debris. 3. Remove nuts (2) and cover (1). Flush the area under the cover. Do not allow dirt and debris to enter the ECMV, valve seats, etc. Filter Replacement Procedure 1. Remove cover (8, Figure 2-27). Prior to removal of filter assembly (4), loosen filter case (8) from filter head (5). Rotating the case counterclockwise, using the hex nut at the case tip. 2. Remove the complete filter assembly.

When the filter assembly is removed from the valve seat, oil may flow from the case onto the transmission. Capture any spillage. 3. Remove case (3, Figure 2-28) from filter head (1). 4. Remove filter element (2) from head (1). Remove O-rings (4 & 5). 5. Replace the element with a new element.

FIGURE 2-27. TRANSMISSION CONTROL VALVE ASSEMBLY 1. Cover 2. Nut 3. Harness 4. Filter Assembly 5. Filter Head 6. Filter Element

7. Filter Case 8. Cover 9. ECMV Assembly 10. Bolt 11. Valve Plate

6. Wash head (1) and case (3) with light oil. 7. Install new O-rings (4 & 5). Insert element (2) into case (3). 8. Install the case onto the head. Tighten the case hand tight. 9. Install the assembled filter assembly onto the valve seat. Tighten the mounting cap screws to standard torque. 10. Tighten filter case (3) to 58 - 79 N·m (43 - 58 lb ft).

FIGURE 2-28. FILTER ASSEMBLY 1. Filter Head 2. Filter Element 3. Filter Case

F2-22


4. O-Ring 5. O-Ring

10/11 F02021

ECMV Identification

Disassembly

There are three different ECMV valves used for the various clutches. Use the table below to identify the different ECMV’s. Operated Clutch

Cover Bolt Type

Fill Switch

R, 1st, 2nd, L, M

hex head

with

3rd, H

hex socket head

with

Lock-up

hex socket head

without

Refer to Figure 2-16 for ECMV location on the transmission.

ECMV Removal 1. Remove the paint along the boundary between fill switch assembly (16, Figure 2-29) and valve body (1) at each ECMV to be removed. 2. Disconnect the electrical connectors for fill switch assembly (16) and solenoid valve (9). 3. Remove the switch and solenoid connectors from bracket (18). 4. Remove bolts (8, Figure 2-30) from ECMV assembly (9, Figure 2-27). Separate the ECMV assembly from valve plate (12, Figure 2-27). NOTE: Protect valve plate (11, Figure 2-27) and the valve mating surfaces by applying masking tape, etc. Prevent dirt from entering the transmission by covering all openings. Place all removed parts in storage. Do not scratch parts when handling.

F02021 10/11

1. Before disassembly, flush the ECMV and valve seat. Paint at the corners of the mating surfaces must be thoroughly removed.

Do not expose the solenoid connectors, fill switch connectors, or harness to water, etc. 2. Remove solenoid connector (2, Figure 2-30). Remove fill switch connector (3) from the bracket. Loosen bolts (17). Gently remove fill switch (16) and the bracket. Do not let spring (15) fall out of place. 3. Remove cover plate (21, Figure 2-29). Remove plug (13) by installing a cap screw in the tapped hole for easier removal. Then, remove valve spring (12), valve spool (11), and spring (15). a. Examine valve body (1) spool (11) and spring (15) for debris and other metallic particles. Clean the parts. b. If foreign matter has lodged in the valves or the pistons, or if their functional movement is not smooth, recondition the valves with an oil stone, etc. 4. Remove spring (6), shims (7), piston (5), and valve (4). Check for any trapped foreign matter, a seized spool, or roughness during motion. Set shims (7) aside for installation. 5. Remove proportional solenoid valve (9).


F2-23

FIGURE 2-29. ECMV ASSEMBLY 1. Valve Body 12. Spring 2. Plug 13. Plug 3. Plug 14. O-ring 4. Pressure Control Valve 15. Spring 5. Piston 16. Fill Switch 6. Spring 17. O-ring 7. Shim 18. Bracket 8. O-ring 19. Bolt 9. Proportional Solenoid 20. Washer Valve 21. Cover Plate 10. Bolt 22. O-ring 11. Flow Detection Valve 23. Bolt Spool

F2-24

FIGURE 2-30. ECMV VALVE ASSEMBLY 1. Valve Body 2. Solenoid Connector 3. Fill Switch Connector 4. Pressure Control Valve Spool 5. Load Piston 6. Spring 7. Shims 8. Bolt 9. Proportional Solenoid


10. Bolt 11. Flow Sensor Valve 12. Spring 13. Plug 14. Pressure Test Port 15. Spring 16. Fill Switch 17. Bolt 18. Cover Plate

10/11 F02021

Assembly Inspect each part thoroughly and confirm that the part is free from dirt, scratches, etc. Wash all parts with solvent. Lubricate spools and plungers with a small amount of transmission oil during assembly. Spools and plungers must be reassembled into their original valve body bores.

5. Install flow sensor valve (11) in valve body (1). Ensure valve movement is smooth.

NOTE: When assembling the valve, ensure the valve spools move smoothly in the bore.

7. Install spring (12) in the flow detecting valve. Install O-ring (14) on plug (13) and install on the valve body.

6. Set spring (15, Figure 2-29) in place. Install Oring (17) and position fill switch (16) and bracket (18) on the valve body. Install two bolts (19) and tighten to 27 - 34 N·m (20 - 25 lb ft).

8. Install cover plate (21) with bolts (23) and washers (20). Tighten the bolts to standard torque. Assemble the components in a clean room or at a workstation free from dirt, dust, and other contaminents. 1. Insert pressure control valve spool (4, Figure 230) into valve body (1). Ensure the valve movement is smooth by pushing the valve at both ends. 2. Install solenoid valve (9) together with O-ring (8, Figure 2-29). Install four bolts (10). Tighten the bolts to 12 - 15 N·m (9 - 11 lb ft). 3. Place piston (5) inside spool (4). Ensure piston movement is smooth. 4. Install shims (7) and spring (6) in the pressure control valve. Install O-ring (22) in the valve body.

9. Install connectors (2, Figure 2-30) and connectors (3) onto the bracket.

Installation 1. Ensure the ECMV mounting surfaces are free from dirt/dust, scratches, etc. 2. Install O-rings at the three ports on the valve seat. 3. Ensure the orifice is in place in pump port (4, Figure 2-31). Not all ECMV’s require an orifice. Refer to Table 1 for orifice locations and sizes.

1

2

4

3

• The standard number of shims is: . . . . . . . . . . .3. • Standard shim pack thickness: 0.6 mm (0.023 in.) • Individual shim thickness: . . . 0.2 mm (0.008 in.) NOTE: - Refer to Figure 2-30. When parts (1), (6), (5), (4) and (9) are being reused, the same number of shims removed during disassembly must be reinstalled. When any of these parts have been replaced, install the standard number of shims (3 ea.). The exact quantity required is determined when the clutch pressure test is performed. NOTE: - When only proportional solenoid valve (9) is to be replaced, remove cover (18) and ensure spring (6) has been positively set in place. There is a possibility that the spring can be dislodged from the valve end when the solenoid is removed.

F02021 10/11

83673

FIGURE 2-31. ECMV ORIFICE INSTALLATION 1. Orifice 2. Drain Port

3. Clutch Port 4. Pump Port

4. Place the ECMV onto the valve seat. Install four bolts (8, Figure 2-30), and tighten to 27 - 34 N·m (20 - 25 lb ft). 5. Connect and secure all electrical connectors.


F2-25

TABLE 1. ECMV ORIFICE INFORMATION ECMV

Orifice Size

Letter Stamp

Lockup Clutch

No orifice

-

Medium Clutch

4.5 mm

A

High Clutch

6 mm

B

Low Clutch

No orifice

-

3rd Clutch

6 mm

B

2nd Clutch

5 mm

C

1st Clutch

5.5 mm

D

Reverse Clutch

No orifice

-

6. Check clutch pressure for any ECMV that has been disassembled for repairs.

After disassembly and/or parts replacement in the pressure control valve, clutch oil pressure must be checked and adjusted if necessary.

F2-26


10/11 F02021

TRANSMISSION FILTERS The transmission filter elements must be replaced every 500 hours of operation or sooner if the maintenance monitor indicates high restriction. This maintenance interval may be increased or reduced, depending on operating conditions. The maintenance monitor will alert the operator of a filter restriction. The two transmission filters are located on the outside of the right frame rail, ahead of the fuel tank. An additional filter is located in the control valve assembly. Refer to ECMV Repair - Filter Replacement Procedure.

Relieve pressure before disconnecting hydraulic lines. Tighten all connections before pressurizing the system. Pressurized hydraulic fluid can have sufficient force to enter a person's body by penetrating the skin. This can cause serious injury and possible death. It is necessary to immediately get proper medical treatment by a physician familiar with this injury. Service 1. Remove plug (6, Figure 2-32) and drain the oil from the housing into a suitable container.

Avoid contact with hot oil if the truck has been operating. Avoid spillage and contamination! 2. Remove bowl (4) and element (5). 3. Replace seal (3) in filter head.

Installation 1. Install new element (5, Figure 2-32). Install bowl (4) and tighten. 2. Replace plug (6), and O-ring (7).

NOTE: Indicator switch (2, Figure 2-32) is not repairable. If the indicator switch is inoperative, replace as a unit. The actuation pressure of the indicator switch is factory preset. Switch adjustment is not necessary and not recommended.

F02021 10/11

FIGURE 2-32. TRANSMISSION CIRCUIT FILTER 1. Head Assembly 2. Indicator Switch 3. Seal 4. Bowl 5. Filter Element


6. Plug 7. O-Ring 8. Core Assembly 9. Bypass Valve 10. Anti-Backflow Valve

F2-27

TRANSMISSION SPEED SENSORS

Adjustment Procedure

Speed sensors are installed to monitor the rpm of the input, intermediate, and output gears of the transmission. The sensors generate a pulse voltage which varies with the speed of the gear teeth passing the sensor, sending a signal to the transmission controller. The input and intermediate shaft speed sensors are located on the side of the transmission as shown in Figure 2-33. The output speed sensor is located above the output coupling on top of the main housing.

1. Disconnect electrical connector (1, Figure 235), loosen locknut (4), and remove the two cap screws that secure the sensor. Observe the location of the gear teeth through the sensor mounting hole. For proper adjustment, the tip of a gear tooth must be aligned with the sensor hole as shown in Figure 2-36. If necessary, reposition the gear. 2. Inspect the sensor for iron particles or other foreign material and clean, if necessary. 3. Reinstall the sensor. Turn the sensor clockwise by hand until the tip just contacts the gear tooth.

1

2

4. Then, turn counterclockwise 2/3 of a revolution to obtain the proper clearance of 0.9 ± 0.2 mm (0.035 ± 0.008 in.). Tighten the locknut. 5. Reinstall the wire connector.

83676

FIGURE 2-33. TRANSMISSION SPEED SENSORS 1. Intermediate Shaft Speed Sensor

2. Input Shaft Speed Sensor

83674

1

FIGURE 2-35. TRANSMISSION SPEED SENSOR

2

1. Connector 2. Flange

3. Sensor 4. Locknut

83677

FIGURE 2-34. OUTPUT SPEED SENSOR 1. Output Shaft Speed Sensor

2. Output Case

The sensors must be adjusted correctly to ensure an adequate electrical signal is generated. If necessary, adjust as follows:

0.9 ± 0.2 mm (0.035 ± 0.008 in.)

83675

FIGURE 2-36. SPEED SENSOR ADJUSTMENT

F2-28


10/11 F02021

TRANSMISSION OIL LEVEL CHECK

1. Engine Off: The oil level must be visible in the upper part of the sight gauge (STOP) between H and L. This level guarantees there is sufficient oil to safely operate the transmission when the engine is off, or when the transmission oil is cold. Check the oil level again, as described below, when the transmission oil reaches operating temperature. 2. Engine On: The oil level must be visible in the lower part of the sight gauge (turtle) between H and L. Check the transmission oil level with: • the truck parked on a level surface, • the engine at low idle, • the transmission in NEUTRAL • the transmission oil at normal operating temperature Add clean oil as required through the transmission oil filler tube at the left rear of the transmission.

F02021 10/11


F2-29

TRANSMISSION OIL PRESSURE CHECK Check transmission oil pressures as specified in Table 2. Refer to Figure 2-37 for pressure port locations. Check the oil pressure every 500 hours. If oil pressure is not within the specified criteria, a problem exists and must be repaired.

TABLE 2. TRANSMISSION OIL PRESURE SPECIFICATIONS Location

Oil Temperature

Engine rpm

Pressure Range

650

23 ± 10 kPa (3.3 ± 1.5 psi)

1500

172 ± 60 kPa (25 ± 9 psi)

Torque Converter Outlet Oil: 70-90 ° C (158-194 °F)

1900

267 ± 90 kPa (39 ± 13 psi)

2100

304 ± 100 kPa (44 ± 15 psi)

Transmission Oil: 70-90 ° C (158-194 °F)

650

580 ± 100 kPa (84 ± 15 psi)

1500

860 ± 100 kPa (125 ± 15 psi)


1900

940 ± 100 kPa (136 ± 15 psi)

2100

990 ± 100 kPa (144 ± 15 psi)


650

460 ± 100 kPa (67 ± 15 psi)

1500

550 ± 100 kPa (80 ± 15 psi)


1900

550 ± 100 kPa (80 ± 15 psi)

2100

550 ± 100 kPa (80 ± 15 psi)


650

3920 ± 200 kPa (569 ± 29 psi)

1500

4170 ± 200 kPa (605 ± 29 psi)

1900

4270 ± 200 kPa (619 ± 29 psi)

2100

4320 ± 200 kPa (627 ± 29 psi)

Transmission Oil: 70-90 ° C (158-194 °F) Lubrication Oil Pressure

Torque Converter Inlet Oil Pressure

Torque Coverter Outlet Oil Pressure

Main Oil Pressure

F2-30



10/11 F02021

A

1

2

3

DETAIL A

4

83672

FIGURE 2-37. TRANSMISSION OIL PRESSURE PORTS 1. Lubrication Oil Pressure Port 2. Main Pressure Port

F02021 10/11

3. Torque Converter Inlet Pressure Port 4. Torque Converter Outlet Pressure Port


F2-31

TRANSMISSION AND TORQUE CONVERTER TROUBLESHOOTING The following pages contain charts which may be used as a general guide to help diagnose and troubleshoot transmission and torque converter problems which may be encountered. Refer to Section D for detailed troubleshooting procedures using system fault codes to identify problems in the entire transmission control system.

Preliminary Checks Prior to detailed troubleshooting, check for obvious problems such as:

 Is the transmission oil level correct?  Are the drive shafts broken or damaged?  Is the input shaft of the torque converter or transmission broken?  Are the service brakes, parking brake or retarder dragging?  Is there any physical damage to the transmission or torque converter cases?  Is there any external oil leakage?  Are all electrical connectors tight?  Is there any damage to wiring harnesses?  Check truck speed  Are transmission clutch oil pressures correct?  Is torque converter lock-up pressure correct?

If inspection of the above items does not reveal an apparent reason for the problems, continue with the detailed troubleshooting procedures.

F2-32


10/11 F02021

PROBLEM

POSSIBLE CAUSES

SUGGESTED CORRECTIVE ACTION

TRUCK DOES NOT MOVE: Abnormal noise from pump or filter Restricted strainer

Truck does not move in any transmission range

Remove and clean strainer

Pump cavitating

Check for leaks in suction line

Defective pump

Repair or replace pump

Low main relief valve (torque converter valve) pressure

Adjust or repair relief valve

Defective ECMV

Replace ECMV

Internal transmission damage

Repair or replace transmission

Internal torque converter damage

Repair or replace torque converter

Defective speed sensor

Adjust or replace speed sensor

Defective ECMV

Replace ECMV

Defective transmission clutch seal/groove Transmission clutch seized Truck moves normally in certain transmission ranges

Rotating clutch defective (oil sealing) Rotating clutch circuit shaft seal defective


Rotating clutch shaft seal ring defective Internal transmission damage

Truck will not move when torque converter temperature rises



Defective pump


Defective transmission clutch seal/groove Rotating clutch defective (oil sealing) Rotating clutch shaft seal ring defective


Transmission set pressure too low:

Low at every speed range

Restricted strainers

Remove and clean strainers

Pump cavitating


Defective pump


Low main relief valve


Defective ECMV

Replace ECMV

Defective transmission clutch seal/groove Low at certain speed ranges



Rotating clutch shaft seal ring defective Gauge fluctuates violently

Restricted strainer


Pump cavitating


No oil flowing when pressure test port plug is removed and engine cranked

Defective pump drive (PTO)


Low modulating pressure

Defective ECMV

Replace ECMV

Low pump output pressure

Low main relief valve pressure

Adjust or repair or relief valve

F02021 10/11


F2-33

PROBLEM

POSSIBLE CAUSES


TRUCK DOES NOT TRAVEL SMOOTHLY Engine surging or lock-up lamp flashing

Low main relief pressure

Adjust pressure or repair relief valve

Clutch seal ring worn


EXCESSIVE SHIFT SHOCK DURING GEAR CHANGE: Shift shock is suddenly greater than before or excessive compared to similar trucks

Defect or dirt in ECMV pressure control valve spool and flow detector valve spool

Replace ECMV

Defective ECMV proportional solenoid

TRANSMISSION DOES NOT UPSHIFT Does not shift up or shifts up only Damaged or slipping lockup clutch on downgrade Defective operation of selector valve of clutch not shifted up Does not shift up under any conditions



Defective seal ring of clutch not shifted up Low main relief pressure


TRUCK LACKS POWER OR SPEED WHEN TRAVELLING, ALL SPEED RANGES: NOTE: Make the following checks prior to diagnosing problems below: • • • • • • Abnormal noise from pump or filter

Torque converter stall speed is high

Torque converter stall speed is low

Engine high idle speed Torque converter stall speed Truck travel speed Transmission clutch oil pressure Torque converter lockup oil pressure Main relief pressure

Restricted strainer


Pump cavitating


Defective pump


Drop in set pressure of main relief valve

Adjust or repair main relief valve

Defective torque converter relief valve

Adjust or repair torque converter relief valve

Piping or oil cooler damage

Inspect and repair as required



Engine horsepower low

Repair engine as required

Defective torque converter freewheel


Restricted strainer


Pump cavitating


Defective pump




Restricted strainer


Pump cavitating


Transmission set pressure is low: Low at all speed ranges, stall speed is high

Gauge fluctuates excessively Low after lockup engages

F2-34

Refer to Torque Converter Oil Pressure Is Low


10/11 F02021

PROBLEM

POSSIBLE CAUSES


TRUCK LACKS POWER OR SPEED WHEN TRAVELLING, ALL SPEED RANGES (Continued): Torque converter inlet pressure low (transmission set pressure normal)





Iron and aluminum particles stuck Defective torque converter freewheel to strainer and case drain plug


Pressure at pump outlet port is low



Oil pressure drops as temperature rises

Defective pump


TORQUE CONVERTER OIL TEMPERATURE IS HIGH: Abnormal noise from pump when Restricted strainer oil temperature is low Pump cavitating

Remove and clean strainer Check for leaks in suction line

Both high and low idle speed is too low

Excessive torque converter internal oil leakage


Torque converter outlet oil pressure is too low



Torque converter inlet oil pressure is too low

Torque converter relief valve defective

Adjust, repair or replace torque converter relief valve

Restricted strainer


Pump cavitating


Pump defective


Transmission modulation pressure too low

TORQUE CONVERTER OIL PRESSURE IS LOW: Restricted strainer


Abnormal noise from pump

Pump cavitating


Low oil pressure between pump and relief valve

Pump defective


Drop in set pressure of torque converter relief valve




Transmission oil pressure and Excessive torque converter internal oil lockup oil pressure normal, but leakage torque converter inlet pressure is low


Low torque converter inlet oil pressure

F02021 10/11


F2-35

TRANSMISSION REMOVAL 1. Thoroughly clean all components in the area of the transmission, pumps and drivelines. 2. Park the truck on a hard, level surface. Chock the wheels and apply the parking brake. Raise the dump body and install the body retention cable. Move the hoist lever to the FLOAT position to put the weight of the dump body on the cable. Place the lever in HOLD.

The dump body must be raised and the safety cable in place. DO NOT work under a raised dump body unless the body safety cable is installed. If the hydraulic pump or engine is inoperative, raise the dump body with a crane to allow retention cable installation. 3. Turn the key switch OFF. Allow the steering accumulators to depressurize. Turn the steering wheel and verify no wheel movement occurs. 4. Bleed the brake system accumulators. Open the needle valves located on the brake manifold in the hydraulic cabinet. Allow all pressure to purge to the tank. Close the valves after pressure has been relieved. 5. Remove the transmission guard. 6. Drain the transmission oil. The capacity of the hydraulic tank is 153 l (41 gal). 7. Drain the hydraulic tank. The capacity of the hydraulic tank is 900 l (238 gal). If the oil is to be reused, use clean containers that are free of contamination. 8. Tag and disconnect transmission control and sensor wiring connectors. 9. Tag and remove hydraulic hoses (2, Figure 238) at the hydraulic pumps mounted on Power Take-Off (PTO) (1) and the transmission. Cap all hoses and ports to prevent contamination. Secure loose hoses to the frame to allow clearance for transmission removal.

F2-36

FIGURE 2-38. HYDRAULIC LINES 1. PTO

2. Hydraulic Hoses

10. Remove the front and rear driveshaft guards. 11. Remove the front and rear drive shaft assemblies. Refer to Drive Shafts, in this section, for instructions. 12. Remove cap screws and washers (3) for the front trunnion mounts. 13. Remove cap screws and washers (5) at the rear mounts. 14. Attach an appropriate lifting device to the transmission/torque converter. The weight of the assembly is approximately 3060 kg (6746 lb). 15. Verify that all wire harnesses and hydraulic lines have been removed. Carefully lift the assembly from the truck. 16. Remove the transmission filter elements and inspect.


10/11 F02021

TRANSMISSION INSTALLATION NOTE: Check the vibration dampener for wear, damage or deterioration before transmission installation. Replace any rubber cushions or dampeners in doubtful condition. Refer to Section C, Engine for information on the driveline adapter and dampener.

Failure to properly secure the dump body may cause serious injury or death. If it is necessary to work beneath a raised dump body, install the body retention cable. Inspect the cable regularly and replace as necessary.

7. Align the engine and transmission. Refer to Section F5, Drive Shafts - Front Drive Shaft Alignment.

Proper alignment of the engine and transmission is necessary to prevent premature driveline failures. The alignment must be checked whenever the transmission, engine or engine damper has been removed or replaced. Other repairs that disturb driveline alignment will require adjustment, as well.

1. Clean the filter housings and install new elements. 2. Attach an appropriate lifting device to the transmission/torque converter. The weight of the assembly is approximately 3060 kg (6746 lb). 3. Install the cushions and mounting brackets to the rear mounting pins. Check the orientation of the cushions. The inner diameter of each cushion is chamfered at both ends. One end has a 2 mm (0.08 in.) chamfer and the opposite end has a 4 mm (0.16 in.) chamfer. Orient the 4 mm chamfer facing the transmission as shown in Figure 2-40. Check the orientation of the rear mounting brackets. The brackets must be properly oriented to prevent damage to the powertrain. The 46 mm (1.8 in.) dimension represents the top of the bracket and must face upward during installation as shown in Figure 2-41. 4. Install the cushions and pins at the front mounts. 5. Lift the transmission into place on the truck. 6. Install four shims below each rear mounting bracket. Install four shims below each front mounting pin. Rear Shim (1 mm) - p/n (562-16-22140) Front Shim (1 mm) - p/n (568-16-12120)

FIGURE 2-39. TRANSMISSION INSTALLATION 1. Front Drive Shaft 2. Trunnion Support 3. Cap Screw & Washer 4. Transmission Assembly

F02021 10/11


5. Cap Screw & Washer 6. Driveline Guard 7. Rear Drive Shaft

F2-37

8. After aligning the front drive shaft, install cap screws and washers (3, Figure 2-39) for the front trunnion. Tighten the cap screws to standard torque. 9. Install cap screws (5) at the rear mounts. Tighten the cap screws to standard torque. 10. Install front drive shafts (1) and rear drive shaft (7). Refer to Section F, Drive Shafts, for installation instructions. 11. Install the front driveline guard and rear driveline guard (6). 12. Remove the protective caps from the transmission hoses and ports. Install new O-rings for all fittings and hoses. Coat the O-rings with petroleum grease to secure in position during assembly. Install the hoses. 13. Reconnect the wiring harness connectors to the transmission controls and sensors.

FIGURE 2-40. CUSHION ORIENTATION 1. Cushion 2. Mounting Pin

3. 4 mm Chamfer 4. 2 mm Chamfer

FIGURE 2-41. TRANSMISSION REAR MOUNTING BRACKET

F2-38


10/11 F02021

14. Verify all hoses and connectors have been installed. Install the transmission guard under the transmission. 15. Remove the body retention cable and lower the body to the frame. It may be necessary to slightly lift the body with an overhead crane to relieve tension on safety cable. 16. Verify new transmission filter elements have been installed. 17. Fill the transmission with oil. Refer to Section P, Lubrication and Service, for oil specifications. Oil must be visible in the upper part of the sight gauge, between the H and L marks. NOTE: Check the oil level again after the engine has been started and the oil has reached operating temperature. Refer to Transmission Oil Level Check in this chapter. 18. Loosen the suction lines on the hydraulic pumps to purge trapped air. Refer to Section L, Hydraulic System, for instructions. Tighten the clamps securely after all air has been purged. 19. Start the engine and check for hydraulic leaks. 20. Allow the transmission oil to reach normal operating temperature. Recheck the transmission oil level. Refer to Transmission Oil Level Check in this chapter. 21. Operate the truck to verify proper operation of transmission and controls.

F02021 10/11


F2-39

NOTES

F2-40


10/11 F02021

SECTION F2 TORQUE CONVERTER AND TRANSMISSION (-40°C) INDEX

TORQUE CONVERTER AND TRANSMISSION (-40°C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-3 TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-4 MAIN RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6 TORQUE CONVERTER RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6 TORQUE CONVERTER REGULATOR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8 COLD RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9 LOCK-UP CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9 Lock-up Clutch Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-10 HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F2-11 TORQUE CONVERTER STALL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-12 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-13 LUBRICATION RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-15 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-15 TRANSMISSION CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-16 ELECTRONIC CONTROL MODULATION VALVE (ECMV) . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-18 Pressure Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-19 Flow Sensor Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-19 ECMV and Proportional Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-19 ECMV and Fill Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-19 ECMV Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-20 ECMV REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-23 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-23

F02022 10/11


F2-1

Filter Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-23 ECMV Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-24 ECMV Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-24 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-24 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-26 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-26 TRANSMISSION FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-28 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-28 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-28 COLD OIL FILTER RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-29 TRANSMISSION SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-29 Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-30 TRANSMISSION OIL LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-30 TRANSMISSION OIL PRESSURE CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-31 TRANSMISSION AND TORQUE CONVERTER TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . F2-33 Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-33 TRANSMISSION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-37 TRANSMISSION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-38

F2-2


10/11 F02022

TORQUE CONVERTER AND TRANSMISSION (-40°C) Torqflow transmission (9, Figure 2-1) has seven forward speeds and one reverse speed. The transmission contains planetary gears and hydraulicallyactuated multiple-disc clutches. The transmission is pressure lubricated for optimum heat dissipation. Drive line adapter (2) containing rubber dampers, couples the engine to the transmission and torque converter. The adapter reduces harmful engine shock and vibration to the transmission. A lock-up system, consisting of a wet, triple-disc clutch, can be actuated in all forward gears for higher fuel savings. Operation of the transmission is controlled electronically through inputs from the operator such as range selector position, accelerator, etc. Various sensors that monitor speeds and operating conditions also contribute to transmission control.

The transmission oil supply is filtered through washable strainers located in the transmission sump. Remove and clean the strainers every 1000 hours of operation. External, replaceable transmission filter elements are located at the front of the fuel tank. Replace the two transmission filter elements at 500 hour intervals. If the maintenance monitor indicates high restriction regardless of interval, the filters must be replaced. A control valve filter is located on top of the left side of the transmission, next to the Electronic Control Modulation Valves (ECMV). Replace this filter during transmission rebuild. Transmission maintenance intervals are outlined in section P, Lubrication and Service.

FIGURE 2-1. POWERTRAIN 1. Engine 2. Driveline Adapter 3. Front Drive Shaft 4. Brake Cooling & Hoist Pump 5. Brake Cooling Pump

F02022 10/11

6. Steering & Brake Pump 7. Transmission Pump 8. Torque Converter 9. Transmission 10. Rear Drive Shaft


11. Parking Brake 12. Differential Gear 13. Drive Shaft 14. Brakes 15. Planetary Gears

F2-3

TORQUE CONVERTER The torque converter is a three element, singlestage, two phase torque converter with lock-up clutch. Specifications are listed for the transmission and torque converter components on the following pages. It is assumed the specified oil type and viscosity is being used, the oil level is correct, and oil is at the normal operating temperature.

A water-to-oil type oil cooler is utilized to dissipate heat from the oil supply. Stall ratio:. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.99:1

FIGURE 2-2. TORQUE CONVERTER PUMP DRIVES

FIGURE 2-3. TORQUE CONVERTER 1. Front Housing 2. Rear Housing 3. Torque Converter Control Valve

F2-4

4. Torque Converter Regulator Valve 5. Lock Up Clutch Accumulator


6. Cold Relief Valve

10/11 F02022

FIGURE 2-4. TORQUE CONVERTER 1. Rear Housing 2. One-Way Clutch 3. Front Housing 4. Disc 5. Plate

F02022 10/11

6. Stator 7. Coupling 8. Input Shaft 9. Turbine 10. Piston


11. Lock-Up Clutch Housing 12. Housing 13. Pump 14. Shaft

F2-5

MAIN RELIEF VALVE Function The main relief valve maintains the main hydraulic pressure in the transmission control circuits. The valve also controls the oil flow to the transmission clutches. Operation The oil from the hydraulic pump enters port (C, Figure 2-5), then passes through orifice (B) to chamber (A). When hydraulic pressure in the circuit rises, the pressure in chamber (A) also rises. This pushes main relief spool (1) to the left through the movement of piston (2). The oil at port (C) passes through (D) to chamber (E) and to the torque converter circuit. Actuating Pressure Engine @ 2100 rpm, Oil Temperature @ 70° - 90° C (158° - 194° F) . . . . . . . . . . . . . . . . . .4320 ± 200 kPa (627 ± 29 psi)

FIGURE 2-5. MAIN RELIEF VALVE 1. Main Relief Spool

2. Main Relief Valve Piston

TORQUE CONVERTER RELIEF VALVE Function The torque converter relief valve protects the torque converter oil circuit by preventing the oil pressure from rising to an abnormally high pressure. Operation Oil from the main relief valve enters port (F, Figure 26) and then passes through orifice (H) to chamber (G). When the hydraulic pressure in the circuit rises, the pressure in chamber (G) also rises. This pushes torque converter relief spool (4) to the right through the movement of piston (3). As a result, the oil at port (F) flows to port (I) into the transmission lubrication circuit.

Actuating Pressure Engine @ 2100 rpm Oil Temperature @ 70° - 90° C (158° - 194° F) . . . . . . . . . . . . . . . . . . .990 ± 100 kPa (144 ± 15 psi)

F2-6

FIGURE 2-6. TORQUE CONVERTER RELIEF VALVE 3. Relief Valve Piston


4. Relief Valve Spool

10/11 F02022

FIGURE 2-7. MAIN RELIEF VALVE AND TORQUE CONVERTER RELIEF VALVE 1. Spring (Small) 2. Spring (Large) 3. Valve Body 4. Main Relief Valve 5. Main Relief Valve Piston 6. Piston Spring

F02022 10/11

7. Torque Converter Relief Valve Spring 8. Torque Converter Relief Valve 9. Piston Spring 10. Torque Converter Relief Valve Piston 11. To Transmission Lubrication


12. Transmission Pump 13. To Transmission Control Valve 14. Torque Converter Inlet Test Port 15. To Torque Converter 16. Main Pressure Test Port

F2-7

TORQUE CONVERTER REGULATOR VALVE Torque converter regulator valve (Figure 2-8) is installed in the output circuit of the torque converter. The valve regulates the hydraulic pressure inside the torque converter to 517 kPa (75 psi). Operation Oil from the torque converter flows from port (A, Figure 2-9) to port (B). However, the hydraulic pressure at port (B) is lower than the tension of spring (1). Therefore, spool (2) does not move. When the hydraulic pressure at port (B, Figure 2-10) becomes higher than the tension of spring (1), it pushes spool (2) in the direction of the arrow. The oil at port (A) then flows to port (C).

FIGURE 2-9. BELOW REGULATED PRESSURE 1. Spring A: Inlet From Torque 2. Spool Converter B: Chamber C: Outlet to Oil Cooler

Actuating Pressure Engine @ 2100 rpm Oil Temperature @ 70° - 90° C (158° - 194° F) . . . . . . . . . . . . . . . . . . . .550 ± 100 kPa (80 ± 15 psi)

FIGURE 2-10. REGULATED PRESSURE 1. Spring A: Inlet From Torque 2. Spool Converter B: Chamber C: Outlet to Oil Cooler

FIGURE 2-8. TORQUE CONVERTER REGULATOR VALVE 1. Valve Body 2. Spring 3. Spool

F2-8

4. Pressure Tap 5. Inlet From Torque Converter


10/11 F02022

COLD RELIEF VALVE The transmission oil in trucks that operate in cold weather will have a higher viscosity than normal temperature range trucks. As temperature drops and oil thickens, pressure will rise in the transmission circuit. A cold relief valve is mounted on the torque converter to relieve excessively high oil pressure to prevent damage to the torque converter and transmission. Actuating Pressure Engine @ 2100 rpm Oil Temperature @ 70° - 90° C (158° - 194° F) . . . . . . . . . . . . . . . . . . . . 1270 ± 50 kPa (185 ± 7 psi) FIGURE 2-12. PRESSURE ABOVE 1270 kPa Operation Inlet oil from the torque converter circuit enters at port (A, Figure 2-11). The oil passes through orifice (B) to chamber (C). As the oil pressure in the torque converter rises, oil in chamber (C) rises. The pressure causes spool (2) to move to the left as shown in Figure 2-12. This allows oil at port (A) to drain through port (D) to relieve pressure in the circuit.

1. Spring 2. Spool 3. Piston

A. Torque Converter Inlet B. Orifice C. Piston Chamber D. Drain To Sump E. Lockup Accumulator Drain F. To Drain G. Piston Drain

LOCK-UP CLUTCH The lock-up clutch is located in the torque converter. Refer to Figure 2-4. The clutch is used to create a direct mechanical connection from the engine to the transmission. This direct drive connection helps minimize energy loss that occurs while the engine is hydraulically connected to the transmission via the torque converter.

FIGURE 2-11. PRESSURE BELOW 1270 kPa 1. Spring 2. Spool 3. Piston

F02022 10/11

A. Torque Converter Inlet B. Orifice C. Piston Chamber D. Drain To Sump E. Lockup Accumulator Drain F. To Drain

The operation of the lock-up clutch utilizes an ECMV identical to those used to actuate the transmission range clutches. At the correct rpm, the transmission controller will provide the signal for lock-up clutch engagement. Through the use of this valve and two pressure sensors, the pressure in the apply piston chamber is maintained at the same pressure as the internal torque converter pressure instead of dropping to zero pressure. This keeps the lock-up clutch cavity filled with oil while waiting for the next lock-up application. This method of lock-up clutch application greatly reduces the shift shock felt when the lock-up clutch is applied.


F2-9

The pressure sensors monitor the inlet and outlet pressures in the torque converter to actuate the ECMV to control the pressure in the lock-up clutch cavity. In addition, the input and output shaft speeds are also monitored.

Lock-up Clutch Accumulator Lock-up clutch accumulator (2, Figure 2-13) dampens normal system pressure pulsations in the lock-up clutch hydraulic circuit. The springs inside of the accumulator absorb pressure spikes to provide smooth application of the lockup clutch.

FIGURE 2-13. LOCK-UP CLUTCH ACCUMULATOR 1. Transmission

F2-10

2. Lock-up Clutch Accumulator


10/11 F02022

HYDRAULIC PUMP Torque converter and transmission Volume: . . . . . . . . .471 l/min (125 gpm) @ 2100 rpm Pump Rotation. . . . . . . . . . . . LH (Counterclockwise)

FIGURE 2-14. HYDRAULIC PUMP 1. Washer 2. Stud 3. Nut 4. Drive Gear 5. Seal 6. Snap Ring

F02022 10/11

7. Plug 8. Flange 9. Body 10. Dowel Pin 11. O-Ring 12. O-Ring

13. Snap Ring 19. Backup Ring 14. Splined Coupling 20. O-Ring 15. O-Ring 21. Ring Retainer 16. Pressure Plate 17. Isolation Plate (Top) 18. Isolation Plate (Bottom)


F2-11

TORQUE CONVERTER STALL CHECK 8. After the engine and transmission reach normal operating temperature, the stall test can be performed.

The transmission oil temperature must not exceed 120° C (248° F). DO NOT stall the torque converter at full throttle for more than 30 seconds at any one time. Exceeding these limits may result in serious damage to converter components.

Move the shift selector lever to D. Fully apply the service brakes or move the retard lever to full ON to prevent machine movement. Slowly accelerate the engine to full throttle for no more than 30 seconds. 9. Check and record engine rpm with an accurate tachometer or a remote electronic measuring tachometer. Maximum engine rpm with the converter stalled is 1815 ± 100 rpm. 10. If the stall rpm does not meet the listed requirements, refer to the service guidelines below.

Prior to performing a stall test, ensure that all systems such as exhaust piping, air intake piping, fuel controls, and engine warning systems are all working properly, and within specifications. Insufficient fuel or restricted piping can also effect stall speed.

Low rpm: • Transmission oil viscosity high due to low temperature, wrong oil or bad oil • Engine power is not within specs

1. Install wheel chocks, and apply the parking brake.


2. Start the engine. 3. Apply and hold the service brakes fully to prevent movement of the machine. 4. Ensure the F1 start switch is in the OFF position. 5. Move the shift selector lever to D. Fully apply the service brakes or move the retard lever to full ON to prevent machine movement. Slowly accelerate the engine to full throttle for no more than 30 seconds.

High rpm: • Transmission oil viscosity is low due to high temperature, wrong oil, bad oil, or lack of oil flow • Engine power is not within specs • Faulty torque converter assembly or components

6. Move the shift lever to NEUTRAL and allow the engine to idle for 30 seconds. 7. Repeat the previous two steps until the engine and transmission are at normal operating temperature: engine 85 - 97° C (185 - 207° F), transmission 70 - 90° C (158 - 194° F).

F2-12


10/11 F02022

TRANSMISSION

FIGURE 2-15. TRANSMISSION AND TORQUE CONVERTER 1. Torque Converter 2. Lubrication Pressure Tap 3. Transmission 4. Main Relief/Torque Converter Relief Valve

F02022 10/11

5. Torque Converter Control Valve 6. Lockup Clutch Accumulator 7. Cold Relief Valve


F2-13

FIGURE 2-16. TRANSMISSION ASSEMBLY 1. Input Shaft 2. Hub 3. #1 Planetary Pinion Gear 4. Transmission Case 5. #3 Sun Gear 6. #3 Planetary Pinion Gear 7. #4 Planetary Pinion Gear 8. #4 Sun Gear 9. #5 Planetary Pinion Gear 10. #6 Planetary Pinion Gear 11. Rear Case 12. #5, #6 Planetary Carrier 13. #7 Clutch (3rd)

F2-14

14. #5 Sun Gear 15. Output Shaft 16. #6 Sun Gear 17. Coupling 18. Intermediate Shaft 19. Case 20. Hub 21. #6 Planetary Pinion Gear 22. #6 Ring Gear 23. #6 Clutch (Reverse) 24. #5 Ring Gear 25. #5 Clutch (1st) 26. #4 Planetary Carrier


27. #4 Ring Gear 28. #4 Clutch (2nd) 29. #3 Clutch (Low Clutch) 30. #3 Ring Gear 31. #3 Planetary Carrier 32. #2 Clutch (High Clutch) 33. #1 Planetary Carrier 34. #1 Ring Gear 35. #1 Clutch (Middle Clutch) 36. Hub 37. #1 Sun Gear

10/11 F02022

LUBRICATION RELIEF VALVE Function Transmission lubrication relief valve (3, Figure 2-17) is installed on the left side of transmission case (1). This valve prevents abnormal pressure in the transmission lubrication circuit.

Operating Pressure Engine @ 2100 rpm Oil Temperature @ 70° - 90° C (158° - 194° F) . . . . . . . . . . . . . . . . . . . 304 ± 100 kPa (44 ± 15 psi) Cracking Pressure:. . . . . . . . . . . . . 343 kPa (50 psi)

FIGURE 2-17. TRANSMISSION LUBRICATION RELIEF VALVE 1. Transmission Case 2. Lubrication Pressure Test Port 3. Lubrication Relief Valve 4. Cover 5. O-Ring 6. Shim

F02022 10/11

7. Spring Guide 8. Spring 9. Plate 10. Spool 11. Gasket


F2-15

TRANSMISSION CONTROL VALVE

FIGURE 2-18. TRANSMISSION CONTROL VALVE 1. ECMV (for T/C lock-up clutch) 2. ECMV (for medium clutch) 3. ECMV (for high clutch) 4. ECMV (for low clutch) 5. ECMV (for 3rd clutch) 6. ECMV (for 2nd clutch) 7. ECMV (for 1st clutch) 8. ECMV (for reverse clutch) 9. Valve Oil Filter 10. Valve Seat 11. Breather A. Lock-up Clutch Pressure Tap Port B. Medium Clutch Pressure Tap Port C. High Clutch Pressure Tap Port D. Low Clutch Pressure Tap Port E. 3rd Clutch Pressure Tap Port F. 2nd Clutch Pressure Tap Port G. 1st Clutch Pressure Tap Port H. Reverse Clutch Pressure Tap Port

F2-16

SPEED RANGE

ECMV R

R



1st 2nd 3rd

RATIO L

M

H



5.600 

N 

F1 F2



F3





5.434 

4.063 

F4



F5



 

F7




2.415 

F6

3.048



1.811 1.333



1.000

10/11 F02022

FIGURE 2-19. HYDRAULIC CIRCUIT DIAGRAM TRANSMISSION AND TORQUE CONVERTER (*Engine @ 2100 rpm, Oil Temperature 70° C - 90° C (158° F - 194° F)) 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.

Torque Converter *Torque Converter Relief Valve: 990 ± 100 kPa (144 ± 15 psi) *Main Relief Valve: 4320 ± 200 kPa (627 ± 29 psi) *Torque Converter Regulator Valve: 550 ± 100 kPa (80 ± 15 psi) Oil Cooler *Lubrication Relief Valve: 304 ± 100 kPa (44 ± 15 psi) Filter Assemblies Hydraulic Pump Strainer Transmission Oil Pan Fill Switch Proportional Solenoid: 1862 ± 97 kPa (270 ± 14 psi) Lock-up Clutch ECMV (Medium Clutch): 1863 ± 97 kPa (270 ± 14 psi) Medium Clutch ECMV (High Clutch): 1961 ± 97 kPa (284 ± 14 psi)

F02022 10/11

17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31.

High Clutch ECMV (Low Clutch): 3434 ± 145 kPa (498 ± 21 psi) Low Clutch ECMV (2nd Clutch): 3434 ± 145 kPa (498 ± 21 psi) 2nd Clutch ECMV (1st Clutch): 3434 ± 145 kPa (498 ± 21 psi) 1st Clutch ECMV (Reverse Clutch): 3434 ± 145 kPa (498 ± 21 psi) Reverse Clutch ECMV (3rd Clutch): 1863 ± 97 kPa (270 ± 14 psi) 3rd Clutch ECMV Oil Filter Lock-up Clutch Accumulator *Cold Relief Valve: 1270 ± 50 kPa (185 ± 7 psi) *Filter Relief Valve: 5585 kPa (810 psi)


F2-17

ELECTRONIC CONTROL MODULATION VALVE (ECMV)

FIGURE 2-20. ELECTRONIC CONTROL MODULATION VALVE 1. Connector 2. Spring 3. Flow Sensor Valve Spool 4. Spring 5. Fill Switch

F2-18

6. Proportional Solenoid 7. Pressure Control Valve Spool 8. Load Piston 9. Spring


A: To clutch B: Drain C: From Pump a: Clutch Pressure Measurement Port

10/11 F02022

ECMV’s consists of two valves, a pressure control valve and a flow sensor valve. Pressure Control Valve The pressure control valve contains a proportional solenoid. The solenoid uses the current sent from the transmission controller and converts it into hydraulic pressure. Refer to Figure 2-21. Flow Sensor Valve The flow sensor valve is actuated by a trigger from the pressure control valve. The flow sensor valve has the following functions: 1. The valve is opened until the clutch is filled with oil, reducing the time taken for oil to fill the clutch. 2. When the clutch fills with oil, the valve closes. A full signal is sent to the controller. 3. While there is hydraulic pressure applied to the clutch, a full signal is sent to the controller to indicate whether there is hydraulic pressure present. FIGURE 2-21. ECMV and Proportional Solenoid Each ECMV is equipped with one proportional solenoid. The propulsion force shown in the diagram in Figure 2-22 is generated according to the command signal from the controller.

A range: Before Gear Shifting (drained) B range: Filling Starts (trigger issued) C range: Filling Completed D range: Regulation E range: Filling

The propulsion force generated by the proportional solenoid acts on the pressure control valve spool. This generates the hydraulic pressure shown in the diagram. Therefore, by controlling the command current, the propulsion force is changed. This acts on the pressure control valve to control the oil flow and hydraulic pressure.

ECMV and Fill Switch Each ECMV is equipped with one fill switch. When the clutch is completely filled, the flow sensor valve sends a signal to turn the fill switch on. As a result of this signal, the oil pressure starts to build up.

F02022 10/11


F2-19

ECMV Operation The ECMV is controlled by the command current from the transmission controller to the proportional solenoid, and the output signal of the fill switch. The relationship between the ECMV proportional solenoid command current and clutch input pressure and the output signal of the fill switch is shown in the diagram in Figure 2-21.  A range: Before gear shifting (drained)  B range: Filling starts (trigger issued)  C range: Filling completed  D range: Regulation  E range: Filling

FIGURE 2-22.

Before shifting - drained - A range, Figure 2-21 1. Refer to Figure 2-23: When no current is being sent to proportional solenoid (6), the reaction force for spring (9) pushes pressure control valve spool (7). As a result, proportional solenoid (6) is pushed back. Pressure control valve spool (7) connects the oil at clutch port (C) to drain port (E) and drains the oil. In this condition, there is no hydraulic force acting on spool (3). Therefore, the reaction force of spring (4) moves flow sensor valve spool (3) away from fill switch (5). The spool stops when it is in balance with return spring (2).

FIGURE 2-23.

F2-20


10/11 F02022

Starting to fill - trigger command input to pressure control valve - B range, Figure 2-21 1. Refer to Figure 2-24: When there is no oil inside the clutch and the trigger current is sent (maximum current is applied) to proportional solenoid (6), the proportional solenoid moves the full stroke. Pressure control valve spool (7) moves to the left. As a result of this, pump port (A) and pressure control valve output port (B) are opened. Oil passes through orifice (a) and starts to fill the clutch.

FIGURE 2-24.

2. Refer to Figure 2-24: When this happens, a pressure difference is created between the upstream and downstream sides of orifice (a). Because of the difference in pressure, flow sensor valve spool (3) moves to the left and compresses sensor valve return spring (2). As a result, flow sensor valve spool (3) opens pump port (D). Oil flows from here, through orifice (a), to the clutch port.

FIGURE 2-25. Filling completed - pressure control set to initial pressure - C range, Figure 2-21 1. Refer to Figure 2-26: When pump port (D) opens, a difference in pressure is created between the upstream and downstream sides of orifice (a). This continues to push flow sensor valve spool (3) to the left. When this occurs, and the current of proportional solenoid (6) is lowered momentarily to the initial pressure level, almost the complete pump pressure acts on load piston (8). As a result, pressure control valve spool (7) is pushed to the right. A small amount of oil flows from pressure control valve outlet port (B) to drain port (E). Since most of the oil from the pump flows to the clutch, flow sensor valve spool (3) continues to be pushed to the left.

F02022 10/11


FIGURE 2-26.

F2-21

2. Refer to Figure 2-27: When the clutch is filled with oil, the flow of oil from pump port (D) to clutch port (C) stops. The area at the left side of flow sensor valve spool (3) is larger than the area on the right side. Therefore, with equal pressure on both sides, the spool is moved by hydraulic force to the right. When this happens, port (D) and port (C) are closed. Because of this difference in area and the force of return spring (2), spool (3) compresses fill switch spring (4) and is pushed to the right. It then signals fill switch (5) and transmits the clutch filling completed signal to the shift controller. At this point, the current for the initial pressure level is flowing to proportional solenoid (6). Therefore, the hydraulic pressure is set to the initial pressure by pressure control valve spool (7). FIGURE 2-27.

Regulating - D range, Figure 2-21 1. Refer to Figure 2-28: When current is sent to proportional solenoid (6), the solenoid generates a force proportional to the current. This propulsion force of the solenoid, and the sum of the propulsion force produced by the hydraulic pressure at the clutch port applied to load piston (8), and the reaction force of pressure control valve spring (9) are regulated so that they are in balance. The difference in hydraulic pressure applied to both sides of spool (3) pushes the spool to the right. The fill signal continues to be sent to the transmission controller.

FIGURE 2-28.

F2-22


10/11 F02022

ECMV REPAIR Preparation 1. Thoroughly wash and flush debris and dirt from the transmission control valve mounted on top of the transmission. 2. Thoroughly wash and flush the area surrounding filter assembly (4, Figure 2-29) to prevent the intrusion of dirt and debris. 3. Remove nuts (2) and cover (1). Flush the area under the cover. Do not allow dirt and debris to enter the ECMV, valve seats, etc. Filter Replacement Procedure 1. Remove cover (8, Figure 2-29). Prior to removal of filter assembly (4), loosen filter case (8) from filter head (5). Rotating the case counterclockwise, using the hex nut at the case tip. 2. Remove the complete filter assembly.

When the filter assembly is removed from the valve seat, oil may flow from the case onto the transmission. Capture any spillage. 3. Remove case (3, Figure 2-30) from filter head (1). 4. Remove filter element (2) from head (1). Remove O-rings (4 & 5). 5. Replace the element with a new element.

FIGURE 2-29. TRANSMISSION CONTROL VALVE ASSEMBLY 1. Cover 2. Nut 3. Harness 4. Filter Assembly 5. Filter Head 6. Filter Element

7. Filter Case 8. Cover 9. ECMV Assembly 10. Bolt 11. Valve Plate

6. Wash head (1) and case (3) with light oil. 7. Install new O-rings (4 & 5). Insert element (2) into case (3). 8. Install the case onto the head. Tighten the case hand tight. 9. Install the assembled filter assembly onto the valve seat. Tighten the mounting cap screws to standard torque. 10. Tighten filter case (3) to 58 - 79 N·m (43 - 58 lb ft).

FIGURE 2-30. FILTER ASSEMBLY 1. Filter Head 2. Filter Element 3. Filter Case

F02022 10/11


4. O-Ring 5. O-Ring

F2-23

ECMV Identification

Disassembly

There are three different ECMV valves used for the various clutches. Use the table below to identify the different ECMV’s. Operated Clutch

Cover Bolt Type

Fill Switch

R, 1st, 2nd, L, M

hex head

with

3rd, H

hex socket head

with

Lock-up

hex socket head

without

Refer to Figure 2-18 for ECMV location on the transmission.

ECMV Removal 1. Remove the paint along the boundary between fill switch assembly (16, Figure 2-31) and valve body (1) at each ECMV to be removed. 2. Disconnect the electrical connectors for fill switch assembly (16) and solenoid valve (9). 3. Remove the switch and solenoid connectors from bracket (18). 4. Remove bolts (8, Figure 2-32) from ECMV assembly (9, Figure 2-29). Separate the ECMV assembly from valve plate (12, Figure 2-29). NOTE: Protect valve plate (11, Figure 2-29) and the valve mating surfaces by applying masking tape, etc. Prevent dirt from entering the transmission by covering all openings. Place all removed parts in storage. Do not scratch parts when handling.

F2-24

1. Before disassembly, flush the ECMV and valve seat. Paint at the corners of the mating surfaces must be thoroughly removed.

Do not expose the solenoid connectors, fill switch connectors, or harness to water, etc. 2. Remove solenoid connector (2, Figure 2-32). Remove fill switch connector (3) from the bracket. Loosen bolts (17). Gently remove fill switch (16) and the bracket. Do not let spring (15) fall out of place. 3. Remove cover plate (21, Figure 2-31). Remove plug (13) by installing a cap screw in the tapped hole for easier removal. Then, remove valve spring (12), valve spool (11), and spring (15). a. Examine valve body (1) spool (11) and spring (15) for debris and other metallic particles. Clean the parts. b. If foreign matter has lodged in the valves or the pistons, or if their functional movement is not smooth, recondition the valves with an oil stone, etc. 4. Remove spring (6), shims (7), piston (5), and valve (4). Check for any trapped foreign matter, a seized spool, or roughness during motion. Set shims (7) aside for installation. 5. Remove proportional solenoid valve (9).


10/11 F02022

FIGURE 2-31. ECMV ASSEMBLY 1. Valve Body 12. Spring 2. Plug 13. Plug 3. Plug 14. O-ring 4. Pressure Control Valve 15. Spring 5. Piston 16. Fill Switch 6. Spring 17. O-ring 7. Shim 18. Bracket 8. O-ring 19. Bolt 9. Proportional Solenoid 20. Washer Valve 21. Cover Plate 10. Bolt 22. O-ring 11. Flow Detection Valve 23. Bolt Spool

F02022 10/11

FIGURE 2-32. ECMV VALVE ASSEMBLY 1. Valve Body 2. Solenoid Connector 3. Fill Switch Connector 4. Pressure Control Valve Spool 5. Load Piston 6. Spring 7. Shims 8. Bolt 9. Proportional Solenoid


10. Bolt 11. Flow Sensor Valve 12. Spring 13. Plug 14. Pressure Test Port 15. Spring 16. Fill Switch 17. Bolt 18. Cover Plate

F2-25

Assembly Inspect each part thoroughly and confirm that the part is free from dirt, scratches, etc. Wash all parts with solvent. Lubricate spools and plungers with a small amount of transmission oil during assembly. Spools and plungers must be reassembled into their original valve body bores.

5. Install flow sensor valve (11) in valve body (1). Ensure valve movement is smooth.

NOTE: When assembling the valve, ensure the valve spools move smoothly in the bore.

7. Install spring (12) in the flow detecting valve. Install O-ring (14) on plug (13) and install on the valve body.

6. Set spring (15, Figure 2-31) in place. Install Oring (17) and position fill switch (16) and bracket (18) on the valve body. Install two bolts (19) and tighten to 27 - 34 N·m (20 - 25 lb ft).

8. Install cover plate (21) with bolts (23) and washers (20). Tighten the bolts to standard torque. Assemble the components in a clean room or at a workstation free from dirt, dust, and other contaminants. 1. Insert pressure control valve spool (4, Figure 232) into valve body (1). Ensure the valve movement is smooth by pushing the valve at both ends. 2. Install solenoid valve (9) together with O-ring (8, Figure 2-31). Install four bolts (10). Tighten the bolts to 12 - 15 N·m (9 - 11 lb ft). 3. Place piston (5) inside spool (4). Ensure piston movement is smooth. 4. Install shims (7) and spring (6) in the pressure control valve. Install O-ring (22) in the valve body.

9. Install connectors (2, Figure 2-32) and connectors (3) onto the bracket.

Installation 1. Ensure the ECMV mounting surfaces are free from dirt/dust, scratches, etc. 2. Install O-rings at the three ports on the valve seat. 3. Ensure the orifice is in place in pump port (4, Figure 2-33). Not all ECMV’s require an orifice. Refer to Table 1 for orifice locations and sizes.

1

2

4

3

• The standard number of shims is: . . . . . . . . . . 3. • Standard shim pack thickness: 0.6 mm (0.023 in.) • Individual shim thickness:. . . . 0.2 mm (0.008 in.) NOTE: - Refer to Figure 2-32. When parts (1), (6), (5), (4) and (9) are being reused, the same number of shims removed during disassembly must be reinstalled. When any of these parts have been replaced, install the standard number of shims (3 ea.). The exact quantity required is determined when the clutch pressure test is performed. NOTE: - When only proportional solenoid valve (9) is to be replaced, remove cover (18) and ensure spring (6) has been positively set in place. There is a possibility that the spring can be dislodged from the valve end when the solenoid is removed.

F2-26

83673

FIGURE 2-33. ECMV ORIFICE INSTALLATION 1. Orifice 2. Drain Port

3. Clutch Port 4. Pump Port

4. Place the ECMV onto the valve seat. Install four bolts (8, Figure 2-32), and tighten to 27 - 34 N·m (20 - 25 lb ft). 5. Connect and secure all electrical connectors.


10/11 F02022

TABLE 1. ECMV ORIFICE INFORMATION ECMV

Orifice Size

Letter Stamp

Lockup Clutch

No orifice

-

Medium Clutch

4.5 mm

A

High Clutch

6 mm

B

Low Clutch

No orifice

-

3rd Clutch

6 mm

B

2nd Clutch

5 mm

C

1st Clutch

5.5 mm

D

Reverse Clutch

No orifice

-

6. Check clutch pressure for any ECMV that has been disassembled for repairs.

After disassembly and/or parts replacement in the pressure control valve, clutch oil pressure must be checked and adjusted if necessary.

F02022 10/11


F2-27

TRANSMISSION FILTERS The transmission filter elements must be replaced every 500 hours of operation or sooner if the maintenance monitor indicates high restriction. This maintenance interval may be increased or reduced, depending on operating conditions. The maintenance monitor will alert the operator of a filter restriction. The two transmission filters are located on the outside of the right frame rail, ahead of the fuel tank. An additional filter is located in the control valve assembly. Refer to ECMV Repair Procedure - Filter Cleaning Procedure.

Relieve pressure before disconnecting hydraulic lines. Tighten all connections before pressurizing the system. Pressurized hydraulic fluid can have sufficient force to enter a person's body by penetrating the skin. This can cause serious injury and possible death. It is necessary to immediately get proper medical treatment by a physician familiar with this injury. Service 1. Remove plug (6, Figure 2-34) and drain the oil from the housing into a suitable container.

Avoid contact with hot oil if the truck has been operating. Avoid spillage and contamination! 2. Remove bowl (4) and element (5). 3. Replace seal (3) in filter head.

FIGURE 2-34. TRANSMISSION CIRCUIT FILTER

Installation 1. Install new element (5, Figure 2-34). Install bowl (4) and tighten. 2. Replace plug (6), and O-ring (7).

1. Head Assembly 2. Indicator Switch 3. Seal 4. Bowl 5. Filter Element


NOTE: Indicator switch (2, Figure 2-34) is not repairable. If the indicator switch is inoperative, replace as a unit. The actuation pressure of the indicator switch is factory preset. Switch adjustment is not necessary and not recommended.

F2-28


10/11 F02022

COLD OIL FILTER RELIEF VALVE

TRANSMISSION SPEED SENSORS

Trucks that meet the -50°C cold weather specification are equipped with an extra valve in the transmission filter circuit. The purpose of the valve is to relieve high pressure oil when restriction in the filter circuit exceeds 5585 kPa (810 psi). Refer to Figure 2-35 for the location of the valve.

Speed sensors are installed to monitor the rpm of the input, intermediate, and output gears of the transmission. The sensors generate a pulse voltage which varies with the speed of the gear teeth passing the sensor, sending a signal to the transmission controller. The input and intermediate shaft speed sensors are located on the side of the transmission as shown in Figure 2-36. The output speed sensor is located above the output coupling on top of the main housing.

As the cold oil passes through the relief valve, the oil warms. As the oil warms, there is less restriction in the filter circuit and more oil flows through the filters to the rest of the circuit. Refer to the cold weather hydraulic schematic in Section R for a diagram of the filter circuit.

1

2

83676

FIGURE 2-36. TRANSMISSION SPEED SENSORS 1. Intermediate Shaft Speed Sensor

2. Input Shaft Speed Sensor

FIGURE 2-35. COLD OIL DIVERTER VALVE 1. Diverter Valve

1

2. Transmission

2

83677

FIGURE 2-37. OUTPUT SPEED SENSOR 1. Output Shaft Speed Sensor

2. Output Case

The sensors must be adjusted correctly to ensure an adequate electrical signal is generated. If necessary, adjust as outlined in Adjustment Procedure.

F02022 10/11


F2-29

TRANSMISSION OIL LEVEL CHECK

Adjustment Procedure 1. Disconnect electrical connector (1, Figure 238), loosen locknut (4), and remove the two cap screws that secure the sensor. Observe the location of the gear teeth through the sensor mounting hole. For proper adjustment, the tip of a gear tooth must be aligned with the sensor hole as shown in Figure 2-39. If necessary, reposition the gear. 2. Inspect the sensor for iron particles or other foreign material and clean, if necessary. 3. Reinstall the sensor. Turn the sensor clockwise by hand until the tip just contacts the gear tooth. 4. Then, turn counterclockwise 2/3 of a revolution to obtain the proper clearance of 0.9 ± 0.2 mm (0.035 ± 0.008 in.). Tighten the locknut. 5. Reinstall the wire connector.

1. Engine Off: The oil level must be visible in the upper part of the sight gauge (STOP) between H and L. This level guarantees there is sufficient oil to safely operate the transmission when the engine is off, or when the transmission oil is cold. Check the oil level again, as described below, when the transmission oil reaches operating temperature. 2. Engine On: The oil level must be visible in the lower part of the sight gauge (turtle) between H and L. Check the transmission oil level with:

83674

FIGURE 2-38. TRANSMISSION SPEED SENSOR 1. Connector 2. Flange

0.9 ± 0.2 mm (0.035 ± 0.008 in.)

3. Sensor 4. Locknut

• the truck parked on a level surface, • the engine at low idle, • the transmission in NEUTRAL • the transmission oil at normal operating temperature Add clean oil as required through the transmission oil filler tube at the left rear of the transmission.

83675

FIGURE 2-39. SPEED SENSOR ADJUSTMENT

F2-30


10/11 F02022

TRANSMISSION OIL PRESSURE CHECK Check transmission oil pressures as specified in Table 1. Refer to Figure 2-40 for pressure port locations. Check the oil pressure every 500 hours. If oil pressure is not within the specified criteria, a problem exists and must be diagnosed. TABLE 1. TRANSMISSION OIL PRESURE SPECIFICATIONS Location Lubrication Oil Pressure

Torque Converter Inlet Oil Pressure

Torque Converter Outlet Oil Pressure

Oil Temperature

Engine rpm

Pressure Range

650

23 ± 10 kPa (3.3 ± 1.5 psi)

1500

172 ± 60 kPa (25 ± 9 psi)


1900

267 ± 90 kPa (39 ± 13 psi)

2100

304 ± 100 kPa (44 ± 15 psi)


650

580 ± 100 kPa (84 ± 15 psi)

1500

860 ± 100 kPa (125 ± 15 psi)


1900

940 ± 100 kPa (136 ± 15 psi)

2100

990 ± 100 kPa (144 ± 15 psi)


650

460 ± 100 kPa (67 ± 15 psi)

1500

550 ± 100 kPa (80 ± 15 psi)


1900

550 ± 100 kPa (80 ± 15 psi)

2100

550 ± 100 kPa (80 ± 15 psi)


650

3920 ± 200 kPa (569 ± 29 psi)

1500

4170 ± 200 kPa (605 ± 29 psi)

1900

4270 ± 200 kPa (619 ± 29 psi)

2100

4320 ± 200 kPa (627 ± 29 psi)


Main Oil Pressure Torque Converter Outlet Oil: 70-90 ° C (158-194 °F)

F02022 10/11


F2-31

A

1

2

3

DETAIL A

4

83672

FIGURE 2-40. TRANSMISSION OIL PRESSURE PORTS 1. Lubrication Oil Pressure Port 2. Main Pressure Port

F2-32

3. Torque Converter Inlet Pressure Port 4. Torque Converter Outlet Pressure Port


10/11 F02022

TRANSMISSION AND TORQUE CONVERTER TROUBLESHOOTING The following pages contain charts which may be used as a general guide to help diagnose and troubleshoot transmission and torque converter problems which may be encountered. Refer to Section D for detailed troubleshooting procedures using system fault codes to identify problems in the entire transmission control system.

Preliminary Checks Prior to detailed troubleshooting, check for obvious problems such as:

 Is the transmission oil level correct?  Are the drive shafts broken or damaged?  Is the input shaft of the torque converter or transmission broken?  Are the service brakes, parking brake or retarder dragging?  Is there any physical damage to the transmission or torque converter cases?  Is there any external oil leakage?  Are all electrical connectors tight?  Is there any damage to wiring harnesses?  Check truck speed  Are transmission clutch oil pressures correct?  Is torque converter lock-up pressure correct?

If inspection of the above items does not reveal an apparent reason for the problems, continue with the detailed troubleshooting procedures.

F02022 10/11


F2-33

PROBLEM

POSSIBLE CAUSES


TRUCK DOES NOT MOVE: Abnormal noise from pump or filter Restricted strainer

Truck does not move in any transmission range


Pump cavitating


Defective pump


Low main relief valve (torque converter valve) pressure


Defective ECMV

Replace ECMV

Internal transmission damage






Defective ECMV

Replace ECMV

Defective transmission clutch seal/groove Transmission clutch seized Truck moves normally in certain transmission ranges



Rotating clutch shaft seal ring defective Internal transmission damage

Truck will not move when torque converter temperature rises



Defective pump


Defective transmission clutch seal/groove Rotating clutch defective (oil sealing) Rotating clutch shaft seal ring defective


Transmission set pressure too low:

Low at every speed range

Restricted strainers

Remove and clean strainers

Pump cavitating


Defective pump


Low main relief valve


Defective ECMV

Replace ECMV

Defective transmission clutch seal/groove Low at certain speed ranges



Rotating clutch shaft seal ring defective Gauge fluctuates violently

Restricted strainer


Pump cavitating


No oil flowing when pressure test port plug is removed and engine cranked

Defective pump drive (PTO)


Low modulating pressure

Defective ECMV

Replace ECMV

Low pump output pressure

Low main relief valve pressure

Adjust or repair or relief valve

F2-34


10/11 F02022

PROBLEM

POSSIBLE CAUSES


TRUCK DOES NOT TRAVEL SMOOTHLY Engine surging or lock-up lamp flashing

Low main relief pressure


Clutch seal ring worn


EXCESSIVE SHIFT SHOCK DURING GEAR CHANGE: Shift shock is suddenly greater than before or excessive compared to similar trucks

Defect or dirt in ECMV pressure control valve spool and flow detector valve spool

Replace ECMV

Defective ECMV proportional solenoid

TRANSMISSION DOES NOT UPSHIFT Does not shift up or shifts up only Damaged or slipping lockup clutch on downgrade Defective operation of selector valve of clutch not shifted up Does not shift up under any conditions



Defective seal ring of clutch not shifted up Low main relief pressure


TRUCK LACKS POWER OR SPEED WHEN TRAVELLING, ALL SPEED RANGES: NOTE: Make the following checks prior to diagnosing problems below: • • • • • • Abnormal noise from pump or filter

Torque converter stall speed is high

Torque converter stall speed is low

Engine high idle speed Torque converter stall speed Truck travel speed Transmission clutch oil pressure Torque converter lockup oil pressure Main relief pressure

Restricted strainer


Pump cavitating


Defective pump










Engine horsepower low

Repair engine as required

Defective torque converter freewheel


Restricted strainer


Pump cavitating


Defective pump




Restricted strainer


Pump cavitating


Transmission set pressure is low: Low at all speed ranges, stall speed is high

Gauge fluctuates excessively Low after lockup engages

F02022 10/11

Refer to Torque Converter Oil Pressure Is Low


F2-35

PROBLEM

POSSIBLE CAUSES


TRUCK LACKS POWER OR SPEED WHEN TRAVELLING, ALL SPEED RANGES (Continued): Torque converter inlet pressure low (transmission set pressure normal)





Iron and aluminum particles stuck Defective torque converter freewheel to strainer and case drain plug


Pressure at pump outlet port is low



Oil pressure drops as temperature rises

Defective pump


TORQUE CONVERTER OIL TEMPERATURE IS HIGH: Abnormal noise from pump when Restricted strainer oil temperature is low Pump cavitating

Remove and clean strainer Check for leaks in suction line

Both high and low idle speed is too low



Torque converter outlet oil pressure is too low



Torque converter inlet oil pressure is too low

Torque converter relief valve defective

Adjust, repair or replace torque converter relief valve

Restricted strainer


Pump cavitating


Pump defective


Transmission modulation pressure too low

TORQUE CONVERTER OIL PRESSURE IS LOW: Restricted strainer


Abnormal noise from pump

Pump cavitating


Low oil pressure between pump and relief valve

Pump defective


Drop in set pressure of torque converter relief valve




Excessive torque converter internal oil Transmission oil pressure and lockup oil pressure normal, but leakage torque converter inlet pressure is low


Low torque converter inlet oil pressure

F2-36


10/11 F02022

TRANSMISSION REMOVAL 1. Thoroughly clean all components in the area of the transmission, pumps and drivelines. 2. Park the truck on a hard, level surface. Chock the wheels and apply the parking brake. Raise the dump body and install the body retention cable. Move the hoist lever to the FLOAT position to put the weight of the dump body on the cable. Place the lever in HOLD.

The dump body must be raised and the safety cable in place. DO NOT work under a raised dump body unless the body safety cable is installed. If the hydraulic pump or engine is inoperative, raise the dump body with a crane to allow retention cable installation. 3. Turn the key switch OFF. Allow the steering accumulators to depressurize. Turn the steering wheel and verify no wheel movement occurs. 4. Bleed the brake system accumulators. Open the needle valves located on the brake manifold in the hydraulic cabinet. Allow all pressure to purge to the tank. Close the valves after pressure has been relieved. 5. Remove the transmission guard. 6. Drain the transmission oil. The capacity of the hydraulic tank is 153 l (41 gal). 7. Drain the hydraulic tank. The capacity of the hydraulic tank is 900 l (238 gal). If the oil is to be reused, use clean containers that are free of contamination. 8. Tag and disconnect transmission control and sensor wiring connectors. 9. Tag and remove hydraulic hoses (2, Figure 241) at the hydraulic pumps mounted on Power Take-Off (PTO) (1) and the transmission. Cap all hoses and ports to prevent contamination. Secure loose hoses to the frame to allow clearance for transmission removal.

F02022 10/11

FIGURE 2-41. HYDRAULIC LINES 1. PTO

2. Hydraulic Hoses

10. Remove the front and rear driveshaft guards. 11. Remove the front and rear drive shaft assemblies. Refer to Drive Shafts, in this section, for instructions. 12. Remove cap screws and washers (3) for the front trunnion mounts. 13. Remove cap screws and washers (5) at the rear mounts. 14. Attach an appropriate lifting device to the transmission/torque converter. The weight of the assembly is approximately 3210 kg (7077 lb). 15. Verify that all wire harnesses and hydraulic lines have been removed. Carefully lift the assembly from the truck. 16. Remove the transmission filter elements and inspect.


F2-37

TRANSMISSION INSTALLATION NOTE: Check the vibration dampener for wear, damage or deterioration before transmission installation. Replace any rubber cushions or dampeners in doubtful condition. Refer to Section C, Engine for information on the driveline adapter and dampener.

Failure to properly secure the dump body may cause serious injury or death. If it is necessary to work beneath a raised dump body, install the body retention cable. Inspect the cable regularly and replace as necessary.

7. Align the engine and transmission. Refer to Section F5, Drive Shafts - Front Drive Shaft Alignment.

Proper alignment of the engine and transmission is necessary to prevent premature driveline failures. The alignment must be checked whenever the transmission, engine or engine damper has been removed or replaced. Other repairs that disturb driveline alignment will require adjustment, as well.

1. Clean the filter housings and install new elements. 2. Attach an appropriate lifting device to the transmission/torque converter. The weight of the assembly is approximately 3210 kg (7077 lb). 3. Install the cushions and mounting brackets to the rear mounting pins. Check the orientation of the cushions. The inner diameter of each cushion is chamfered at both ends. One end has a 2 mm (0.08 in.) chamfer and the opposite end has a 4 mm (0.16 in.) chamfer. Orient the 4 mm chamfer facing the transmission as shown in Figure 2-43. Check the orientation of the rear mounting brackets. The brackets must be properly oriented to prevent damage to the powertrain. The 46 mm (1.8 in.) dimension represents the top of the bracket and must face upward during installation as shown in Figure 2-44. 4. Install the cushions and pins at the front mounts. 5. Lift the transmission into place on the truck. 6. Install four shims below each rear mounting bracket. Install four shims below each front mounting pin. Rear Shim (1 mm) - p/n (562-16-22140) Front Shim (1 mm) - p/n (568-16-12120)

FIGURE 2-42. TRANSMISSION INSTALLATION 1. Front Drive Shaft 2. Trunnion Support 3. Cap Screw & Washer 4. Transmission Assembly

F2-38


5. Cap Screw & Washer 6. Driveline Guard 7. Rear Drive Shaft

10/11 F02022

8. After aligning the front drive shaft, install cap screws and washers (3, Figure 2-42) for the front trunnion. Tighten the cap screws to standard torque. 9. Install cap screws (5) at the rear mounts. Tighten the cap screws to standard torque. 10. Install front drive shafts (1) and rear drive shaft (7). Refer to Section F, Drive Shafts, for installation instructions. 11. Install the front driveline guard and rear driveline guard (6). 12. Remove the protective caps from the transmission hoses and ports. Install new O-rings for all fittings and hoses. Coat the O-rings with petroleum grease to secure in position during assembly. Install the hoses. 13. Reconnect the wiring harness connectors to the transmission controls and sensors.

FIGURE 2-43. CUSHION ORIENTATION 1. Cushion 2. Mounting Pin

3. 4 mm Chamfer 4. 2 mm Chamfer

FIGURE 2-44. TRANSMISSION REAR MOUNTING BRACKET

F02022 10/11


F2-39

14. Verify all hoses and connectors have been installed. Install the transmission guard under the transmission. 15. Remove the body retention cable and lower the body to the frame. It may be necessary to slightly lift the body with an overhead crane to relieve tension on safety cable. 16. Verify new transmission filter elements have been installed. 17. Fill the transmission with oil. Refer to Section P, Lubrication and Service, for oil specifications. Oil must be visible in the upper part of the sight gauge, between the H and L marks. NOTE: Check the oil level again after the engine has been started and the oil has reached operating temperature. Refer to Transmission Oil Level Check in this chapter. 18. Loosen the suction lines on the hydraulic pumps to purge trapped air. Refer to Section L, Hydraulic System, for instructions. Tighten the clamps securely after all air has been purged. 19. Start the engine and check for hydraulic leaks. 20. Allow the transmission oil to reach normal operating temperature. Recheck the transmission oil level. Refer to Transmission Oil Level Check in this chapter. 21. Operate the truck to verify proper operation of transmission and controls.

F2-40


10/11 F02022

SECTION F3 TRANSMISSION OIL COOLER & STRAINERS INDEX

TRANSMISSION OIL COOLER & STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3 TRANSMISSION OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3 Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3 TRANSMISSION OIL STRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4

F03009

Transmission Oil Cooler & Strainers

F3-1

NOTES

F3-2


F03009

TRANSMISSION OIL COOLER & STRAINERS TRANSMISSION OIL COOLER

Removal and Installation

Transmission oil cooler (1, Figure 3-1) and brake circuit oil cooler are contained in a combined unit. The unit is located at the rear of the radiator.

Refer to Section C, Cooling System for removal and installation procedures.

If a leak occurs in the brake cooler, antifreeze may contaminate the transmission oil and/or transmission oil may contaminate the engine cooling system. If the engine coolant is contaminated with oil, the system must be examined for leaks and corrected. The system must then be flushed to remove oil contamination and refilled with a clean coolant solution. If cross contamination is suspected in the brake cooler, the transmission oil must be examined, immediately. Ethylene glycol, even small amounts, will damage clutch plates. Contact your Komatsu distributor for ethylene glycol detection test kits.

Repair Repairs to Section C, Cooling System for information on oil cooler repair.

TRANSMISSION OIL STRAINER The transmission oil pan contains magnetic strainers. They must be removed and cleaned every 1000 hours of operation.

If ethylene glycol is found in the transmission oil, the transmission must be removed and completely disassembled. The transmission must be cleaned and examined. All friction-faced clutch plates must be replaced.

FIGURE 3-2. MAGNETIC STRAINER INSTALLATION 1. Magnetic Strainer 2. O-ring 3. Cover

4. Washer 5. Cap Screw

FIGURE 3-1. OIL COOLERS 1. Transmission Cooler 2. Brake Cooler 3. Coolant Inlet 4. Coolant Outlet 5. Orifice Check Valve 6. Brake Oil Inlet Hoses

F03009

7. Transmission Oil Outlet Hose 8. Transmission Oil Inlet Hose 9. Brake Oil Outlet Hoses


F3-3

Removal 1. Drain the transmission oil. The capacity of the transmission is approximately 153 liters (41 gal). 2. Remove cap screws (5, Figure 3-2) and cover (3). 3. Remove magnetic strainer (1) and inspect.

FIGURE 3-3. MAGNETIC STRAINER Careful inspection of the oil pan interior, drained oil, and screen/magnets immediately after removal can provide valuable information regarding the condition of the transmission internal components. Perform the following inspections prior to cleaning. Inspection

1. Screen Element 2. Black Foreign Matter (non-metallic)

3. Magnets 4. Iron Particles

Installation

• Inspect the oil pan and drained oil. Check internal metal parts in the screen for a clogged or fouled condition with metallic particles. When the amount of foreign material has significantly increased compared to previous inspections, an internal failure probably exists. Immediate corrective action is required. Black foreign material (2, Figure 3-3) in the screen element* indicates clutch disc wear. When the clogged area reaches approximately 10 mm (0.40 in) in width and about 60 mm (2.4 in) around the circumference, transmission repair is considered necessary within 200 operating hours. If the clogged area is more extensive, immediate repair is necessary.

1. Install each magnetic strainer (1, Figure 3-2) into the transmission oil pan. 2. Install new O-rings (2) in the cover. Install the cover using cap screws (5) and washers (4). Tighten the cap screws to standard torque. 3. Fill the transmission with oil. Refer to Section P, Lubrication And Service, for oil specifications.

If all magnets are fouled with iron particles, internal metal parts have worn excessively and may be damaged. Immediate repair is necessary. NOTE: Check the oil pan interior and drained oil for foreign material or for metallic powder. • If a large amount of metallic debris is found in an oil sample, immediate action is necessary. Record small or trace amounts and check at the next interval for a trend. • Contamination of oil by water or anti-freeze is considered serious. Record trace amounts to determine a trend. If a large percentage of content is found in an oil sample, check the oil cooler for leakage. Repair the source of the leak and rebuild the transmission.

F3-4


F03009

SECTION F5 DRIVE SHAFTS INDEX

DRIVE SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3 FRONT DRIVE SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4 FRONT DRIVE SHAFT ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-5 REAR DRIVE SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-8 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-8 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-9 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-9

F05012

08/10

Drive Shafts

F5-1

NOTES

F5-2

Drive Shafts

08/10

F05012

DRIVE SHAFTS The front drive shaft is located between the engine and the transmission. The rear drive shaft is located between the transmission and the rear axle. The two drive shafts differ in length and design. The front drive shaft is a fixed length. The rear drive shaft has a slip-joint to permit oscillation of the rear axle. Removal and installation procedures for each drive shaft are similar.

Disassembly 1. Remove cap screws (4, Figure 5-1) securing the U-joints at each end of the drive shaft. 2. Remove the U-joints. Inspect the assemblies for seized and damaged bearings. NOTE: Do not disassemble the U-joints. If the bearings require replacement, replace the entire assembly as a unit.

FRONT DRIVE SHAFT 3. Inspect all parts for wear and damage. If either the tube or yoke must be replaced, replace with a new, balanced drive shaft.

Removal

4. Remove the grease fittings. Ensure all grease passages are clear. Chock the wheels securely before removing the drive shafts.

5. Clean all parts (except the U-joint) in clean solvent and blow dry with compressed air.

1. Remove the front drive shaft guards. 2. Remove and tag any wiring or hoses which may interfere with removal.

Assembly

3. Attach an appropriate lifting sling and a hoist to the front drive shaft. The weight of the drive shaft is approximately 80 kg (176 lb).

1. Install each U-joint to the drive shaft ends. Install cap screws (4, Figure 5-1) and tighten to 192 ± 10 N·m (142 ± 7 lb ft).

4. Remove four cap screws (2, Figure 5-1) at each U-joint. Remove the drive shaft from the truck.

NOTE: Due to limited space, these cap screws must be properly tightened before the drive shaft is installed. 2. Install the grease fittings. Lubricate the bearings with multi-purpose grease. Refer to Section P, Lubrication and Service, for grease specifications.

FIGURE 5-1. FRONT DRIVE SHAFT INSTALLATION 1. Front Drive Shaft 2. Cap Screws 3. Engine Output

F05012

08/10

4. Cap Screws 5. Transmission Input

Drive Shafts

F5-3

Installation

When the engine, transmission, torque converter or front drive shaft has been removed, it is necessary to check the alignment between the engine and the transmission. Refer to Front Drive Shaft Alignment in this section for instructions.

NOTE: Ensure the U-joint to drive shaft cap screws (4, Figure 5-1) have been properly tightened prior to installing the drive shaft. Refer to Front Drive Shaft Assembly. 1. Attach an appropriate lifting sling and a hoist to the front drive shaft. The weight of the drive shaft is approximately 80 kg (176 lb). 2. Lift drive shaft (1, Figure 5-1) into position between the engine and the transmission. Align the U-joints with the drive flanges. 3. Apply TB1174 thread lock to the threads of cap screws (2). Install the cap screws at each end of the drive shaft. Tighten the cap screws to 176 ± 20 N·m (130 ± 15 lb ft). 4. Install the drive shaft guards. 5. Install any wiring or hoses removed to gain access to drive shaft.

F5-4

Drive Shafts

08/10

F05012

FRONT DRIVE SHAFT ALIGNMENT Proper alignment of the front drive shaft is necessary to prevent premature driveline failures. The drive shaft must be aligned whenever the transmission, engine or engine damper has been removed or replaced. Other repairs that disturb driveline alignment will require adjustment, as well. A quantity of two alignment tools are necessary to perform the procedure. One of the tools is to be mounted on the torque converter input, and the other on the engine output (damper). Refer to Section M, Special Tools, for the appropriate part number.

FIGURE 5-3. ALIGNMENT TOOL INSTALLED ON TORQUE CONVERTER 1. Alignment Tool

2. Torque Converter

2. Install the other alignment tool on the torque converter input coupling. Refer to Figure 5-3. If the transmission is not installed in the truck, the tool may be installed before transmission installation.

FIGURE 5-2. ALIGNMENT TOOL INSTALLED ON DAMPER 1. Engine Damper 2. Alignment Tool

1. Install alignment tool (2, Figure 5-2) on the engine damper coupling. If the engine is not installed in the truck, the tool may be installed before engine installation. FIGURE 5-4. ALIGNMENT TOOLS INSTALLED 1. Torque Converter Input 2. Engine Output

F05012

08/10

Drive Shafts

F5-5

3. If not installed, install the transmission and/or engine. Install the hardware for the engine mounts and tighten to standard torque before proceeding. Keep the transmission mounts loose until adjustments are complete. 4. The transmission must be properly shimmed before measuring driveline angles. Verify that four shims are installed at each rear mount and four shims at each front mount. Install missing shims as necessary. Rear Shim (1 mm) - p/n (562-16-22140) Front Shim (1 mm) - p/n (568-16-12120)

FIGURE 5-6. COUPLING ADJUSTMENT 1. Cover

2. Coupling

FIGURE 5-5. MEASURING MISALIGNMENT

5. Adjust the coupling so that the dust cover is no more than 19 mm (0.75 in.) from the face of the damper cover. Refer to Figure 5-6. 6. Obtain a straight edge long enough to span the gap between the two tools, as shown in Figure 5-5. Use a small ruler to measure the gap between the straight edge and the tools. Measure in four places as specified in Figure 57. Record the measurement at each location.

7. Determine the necessary adjustments by using the formulas below. There are two formulas, a top view formula and a side view formula. The top view formula is used to calculate the sideto-side adjustment. The side view formula is used to calculate the vertical adjustment. Refer to Figure 5-7 for reference. Formulas Top View: (A + B) / 2 = 3 mm max. Side View: (C - D) / 2 = 3 mm max.

F5-6

Drive Shafts

08/10

F05012

Example Measurements: A = 3 mm B = 7 mm

Side view formula: (20 - 6) / 2 = 7 mm

C = 20 mm D = 6 mm

The quotient of 7 mm in this example is 4 mm over the allowable maximum of 3 mm. Use a hoist to lift the transmission enough to install shims (2, Figure 5-8) below mounting pins (1). A general guideline to follow is to divide the difference by two. This is the number of shims to install. Since the difference in this example is 4 mm, install two shims at each front mount.

Top view formula: (3 + 7) / 2 = 5 mm The quotient of 5 mm in this example is 2 mm over the allowable maximum of 3 mm. Loosen the cap screws at the front transmission mounts and remove the locking plates. Use a hoist to move the transmission 2 to 5 mm towards the center of the truck. Moving the transmission 2 to 5 mm would result in a quotient of 3 mm or less, meeting the specification.

NOTE: DO NOT install additional shims at the rear mounts. Adjust the transmission height by shimming the front mounts, only.

NOTE: Keep the shafts parallel when adjusting the position of the transmission.

FIGURE 5-7. MEASURING DRIVE LINE ANGLES

F05012

08/10

Drive Shafts

F5-7

REAR DRIVE SHAFT Removal

Chock the wheels securely before removing the drive shafts. 1. Remove the rear drive shaft guard. 2. Remove and tag any wiring or hoses which may interfere with drive shaft removal. 3. Attach an appropriate lifting sling and a hoist to the rear drive shaft. The weight of the drive shaft is approximately 220 kg (485 lb).

FIGURE 5-8. INSTALLING SHIMS - FRONT 1. Mounting Pins

4. Remove four cap screws (2, Figure 5-9) at each U-joint. Remove the drive shaft from the truck.

2. Shims

8. Recheck the measurements. Adjust the position of the transmission as necessary to meet the specifications. 9. Install the locking plates to the transmission mounts and tighten the cap screws to standard torque. 10. Install the drive shaft. Refer to Front Drive Shaft - Installation in this chapter.

FIGURE 5-9. REAR DRIVE SHAFT INSTALLATION 1. Rear Drive Shaft 2. Cap Screws 3. Drive Shaft Cap Screws

F5-8

Drive Shafts

4. Transmission Output 5. Final Drive Input

08/10

F05012

Disassembly

Installation

1. Remove cap screws (3, Figure 5-9) securing the U-joints to each end of the drive shaft. Inspect the assemblies for seized or damaged bearings.

NOTE: Ensure the U-joint to drive shaft cap screws (3, Figure 5-9) have been properly tightened prior to installing the drive shaft. Refer to Rear Drive Shaft Assembly.

NOTE: Do not disassemble the U-joints. If the bearings require replacement, replace the entire assembly as a unit.

1. Attach an appropriate lifting sling and a hoist to the rear drive shaft. The weight of the drive shaft is approximately 220 kg (485 lb). 2. Lift the rear drive shaft into position between the transmission and the rear axle. Position the drive shaft as shown in Figure 5-10. The larger diameter female end of the drive shaft attaches to the transmission. The smaller diameter male portion of the drive shaft attaches to the rear axle.

2. Match mark the drive shaft halves for proper orientation during assembly. This is done to maintain the balance on the shaft. 3. Inspect all parts for wear and damage. If either the tube or the yoke must be replaced, replace with a new, balanced drive shaft. 4. Remove the grease fittings. Ensure all grease passages are clear.

3. Apply sealant (09940-00030) to cap screws (2). Install the eight cap screws and tighten to 382 ± 38 N·m (282 ± 28 lb ft).

5. Clean all parts (except the U-joints) in clean solvent and blow dry with compressed air.

4. Install the drive shaft guard. 5. Install any wiring or hoses that were removed to gain access to the drive shaft.

Assembly 1. Lubricate the splines of the drive shaft with multi-purpose grease. Carefully slide both shafts together using the alignment marks from disassembly. 2. Install the U-joint at each end of the drive shaft. Tighten cap screws (3, Figure 5-9) to 397 ± 20 N·m (293 ± 15 lb ft). NOTE: Due to limited space, these cap screws must be properly tightened before the drive shaft is installed. 3. Install the grease fittings. Lubricate the bearings with multi-purpose grease. Refer to Section P, Lubrication and Service, for complete grease specifications.

F05012

08/10

FIGURE 5-10. DRIVE SHAFT ORIENTATION 1. Transmission Output 2. Female Slip-Joint

Drive Shafts

3. Male Slip-Joint 4. Differential Coupling

F5-9

NOTES

F5-10

Drive Shafts

08/10

F05012

SECTION F8 TORQUE CONVERTER REBUILD INDEX

TORQUE CONVERTER REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-3 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-3 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-5 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-7 PTO COVER DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-15 CLEANING & INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-16 TABLE I. COMPONENT WEAR LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-17 TABLE II. Gear Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-17 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-18 ONE-WAY CLUTCH ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-19 STATOR BEARING PRE-LOAD ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-21 PTO DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-25 SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-30

F08003 4/09

Torque Converter Rebuild

F8-1

NOTES

F8-2


4/09 F08003

TORQUE CONVERTER REBUILD The following information provides instructions for removing the torque converter from the transmission, torque converter rebuild, and reinstalling the torque converter. Refer to Section F2, Torque Converter and Transmission, for instructions on removing the transmission/torque converter from the truck. • Special tools for aiding in torque converter and transmission rebuild are listed at the end of this chapter in Special Tools.

4. If the transmission is to be disassembled, remove the cap screw on the output shaft and remove drive shaft flange (5, Figure 8-2). 5. Remove cover (4) from the ECMV valve assembly. 6. Disconnect inlet pressure sensor (2) and outlet pressure sensor (3).

• Unless otherwise specified, use standard torque specifications for fasteners. Refer to Section A5 for standard torque specifications.

REMOVAL 1. Remove the transmission and torque converter from the truck. Refer to Transmission Removal in Section F2 for instructions. 2. Thoroughly clean the transmission and torque converter to remove any dirt accumulation. 3. Remove hydraulic pumps (2, 3, 4, & 5, Figure 81). Remove trunnion (6). FIGURE 8-2. SENSOR WIRING 1. Torque Converter 2. Inlet Pressure Sensor 3. Outlet Pressure Sensor

4. ECMV Cover 5. Output Flange

7. Disconnect lubrication tubes (1, Figure 8-3) and remove. 8. Remove cap screws (2) securing main relief valve (3). Remove the valve with the lockup accumulator attached. 9. Remove cap screws (2, Figure 8-4) that secure torque converter regulator valve (1). Remove O-rings (3). 10. Remove cap screws (4) that secure valve seat (5) to the housing. Remove the valve seat and O-ring (6).

FIGURE 8-1. HYDRAULIC PUMPS 1. Torque Converter 2. Hoist Pump 3. Steering/Brake Pump

F08003 4/09

4. Transmission Pump 5. Brake Cooling Pump 6. Trunnion


F8-3

11. Install lift plates (8, Figure 8-5) at each of the three pump mounts. Refer to Special Tools at the end of this chapter for instructions on fabricating lift plates. Insert bolts (6) (p/n 0101081260) into the tapped pump mounting bosses and tighten to 110 N·m (81 lb ft). Install a lift eye (7) (p/n 04530-12438) in each lift plate and attach to appropriate lifting chains and a hoist. The weight of the assembly is approximately 3160 kg (6967 lb). 12. Vertically lift the transmission/torque converter assembly over an oil drain pan. Install blocking to support the assembly. 13. Remove cap screws (5) securing the torque converter to the transmission housing.

FIGURE 8-3. VALVES 1. Lubrication Tubes 2. Cap Screws

3. Main Relief and Converter Relief Valve 4. Regulator Valve

14. Carefully lift the torque converter off of the transmission input shaft. Move the torque converter to a repair area.

FIGURE 8-4. TORQUE CONVERTER REGULATOR 1. Regulator Valve 4. Socket Head Cap 2. Cap Screw and Screw Washer 5. Valve Seat 3. O-Rings 6. O-ring

F8-4


4/09 F08003

INSTALLATION 1. Vertically position the transmission with the input shaft upward, as shown in Figure 8-6. The weight of the transmission is approximately 2270 kg (5000 lb).

FIGURE 8-5. TORQUE CONVERTER REMOVAL 1. Oil Drain Pan 2. Blocking 3. Transmission 4. Torque Converter 5. Cap Screws and Washers

6. Bolt 7. Lift Eye 8. Lift Plate

FIGURE 8-6. TORQUE CONVERTER INSTALLATION 1. Seal Rings 2. Transmission Input Shaft 3. Torque Converter

F08003 4/09


4. Cap Screws and Washers 5. Nuts and Washers 6. O-Ring

F8-5

2. Install lift plates at each of the three pump mounts on the torque converter. Insert bolts (p/n 01010-81260) into the tapped pump mounting bosses. and tighten to 110 N·m (81 lb ft). Install a lift eye (p/n 04530-12438) in each lift plate and attach to appropriate lifting chains and a hoist. The weight of the torque converter is approximately 842 kg (1856 lb). 3. Install seal rings (1, Figure 8-6) onto the transmission input shaft at five locations. Apply petroleum jelly to the seals.

6. Install cap screws with washers (4). Install nuts and washers (5) onto the studs. Tighten to standard torque. NOTE: There are 10 nuts and 12 cap screws required. 7. Install new O-rings (2, 3 & 4, Figure 8-8) into the grooves of the oil passages. Apply petroleum jelly to the O-rings.

4. Install O-ring (6) onto the converter housing. Install O-rings (2, Figure 8-7) in the grooves of the oil passages on the front face of transmission case (1). Apply petroleum jelly to the Orings to aid in assembly.

FIGURE 8-8. VALVE SEAT MOUNT 1. Torque Converter 2. O-rings

3. O-rings 4. O-rings

8. Install main relief valve (3, Figure 8-3) over the oil passages on the top surface of the torque converter housing. Ensure the O-rings remain in place. FIGURE 8-7. TRANSMISSION CASE FACE 1. Transmission Case

2. O-Rings

5. Raise torque converter (3, Figure 8-6) and position over transmission input shaft (2). Carefully lower the assembly while aligning the splines in the converter stator with the splines on the transmission shaft.

F8-6

9. Install cap screws (2) that secure the valve to the torque converter. Tighten to 66 ± 7 N·m (49 ± 5 lb ft). 10. Install valve seat (5, Figure 8-4) and a new Oring (6) onto the torque converter housing. Apply petroleum jelly to the O-rings. Install cap screws (4) and tighten to 110 ± 12 N·m (81 ± 9 lb ft).


4/09 F08003

11. Install O-rings (3) between the valve seat and the valve body. Apply petroleum jelly to the Orings. Place regulator valve (1) into position. Install cap screws and washers (2). Tighten the cap screws to 49 ± 5 N·m (36 ± 4 lb ft).

3. Position the torque converter assembly with the input flange upward. Remove the flange retainer cap screw. Remove holder (1, Figure 810). Lift input flange (2) off the input shaft splines.

12. Install lubrication lines (1, Figure 8-3). 13. Connect the inlet and outlet pressure sensors to the electrical harness. 14. Install cover (4, Figure 8-2) on the control valve assembly. 15. Install trunnion (6, Figure 8-1). 16. Install hydraulic pumps (2, 3, 4, & 5). 17. If removed, install drive shaft flange (5, Figure 8-2) and the cap screw that secures the flange. 18. Install the transmission assembly in the truck. Refer to Section F2, Transmission Installation for instructions.

FIGURE 8-10. DRIVE FLANGE REMOVAL 1. Holder

2. Input Drive Flange

DISASSEMBLY 1. Place a container under the torque converter to capture oil when the converter is drained. Approximate capacity is 45 - 55 l (12 - 15 gal). 2. Remove two cap screws (2, Figure 8-9) and drain oil from pump (1) and the stator.

10. Remove snap ring (1, Figure 8-11) securing retainer (3) to the housing. 11. Install pusher bolts into tapped holes (2). Remove retainer (3) from the front housing.

FIGURE 8-9. DRAINING OIL 1. Pump

2. Cap Screws FIGURE 8-11. RETAINER REMOVAL 1. Snap Ring 2. Tapped Hole

F08003 4/09


3. Retainer 4. Input Shaft

F8-7

12. Remove pump drive cover (1, Figure 8-12) cap screws and washers (5). Install lift plate (3) on pump mounting boss using p/n 01010-81260 bolts. Install lift eye (p/n 04530-12438) and attach to lifting chains and a hoist. Lift the assembly out of the Power Take Off (PTO) housing. NOTE: Refer to Special Tools at the end of this chapter for information on lift plate fabrication.

FIGURE 8-13. CASE DISASSEMBLY 1. Cap Screws & Washers 2. Tapped Hole

3. Cover 4. Round Nut

16. Remove six cap screws (1, Figure 8-14) located inside the housing. FIGURE 8-12. PUMP DRIVE GEAR REMOVAL 1. Cover 2. Cap Screw 3. Lift Plate

4. Lift Eye 5. Cap Screw and Washer

13. Repeat the previous step for the remaining pump drives. 14. Remove cap screws (1, Figure 8-13) retaining the front housing to the rear housing. NOTE: There are a total of 21 cap screws. Six cap screws are located internally, as shown in Figure 814. 15. Remove cover (3). Loosen round nuts (4) on the gear shafts using tool - p/n 790-102-1891.

FIGURE 8-14. INSIDE CAPSCREW REMOVAL 1. Cap Screws

F8-8


2. Front Housing

4/09 F08003

17. Insert pusher bolts in tapped holes (2, Figure 813). 18. Attach lift eyes to front housing (1, Figure 8-15). Carefully lift the front housing off rear housing (2) while tightening the pusher bolts.

21. Remove 14 cap screws (2, Figure 8-17). Insert removed cap screws in tapped holes to push shaft (1) out of assembly.

FIGURE 8-17. SHAFT REMOVAL 1. Shaft

2. Cap Screws

FIGURE 8-15. FRONT HOUSING REMOVAL 1. Front Housing

2. Rear Housing 22. Remove snap ring (2, Figure 8-18).

19. Install a lift eye in the tapped hole in input shaft (1, Figure 8-16).

23. Remove the spacer. Tap the end of turbine shaft (1) to remove from the assembly.

20. Attach lifting chains and a hoist and lift the clutch assembly out of the rear housing.

FIGURE 8-18. SNAP RING REMOVAL 1. Turbine Shaft

2. Snap Ring

FIGURE 8-16. CLUTCH ASSEMBLY REMOVAL 1. Input Shaft

F08003 4/09

2. Clutch Housing


F8-9

24. Remove 36 cap screws (2, Figure 8-19). 25. Install lift eyes, lifting chains and a hoist to housing (1). Lift the housing from the case.

FIGURE 8-19. HOUSING REMOVAL 1. Housing

2. Cap Screws

26. Lift piston (1, Figure 8-20) out of housing (2).

FIGURE 8-21. CLUTCH DISASSEMBLY 1. Clutch Disc

2. Clutch Plate

28. Straighten the tabs on the nut retainer to unlock the nuts. 29. Use special tool (p/n 792-335-1300) to remove the stator bearing retainer nuts.

FIGURE 8-20. PISTON REMOVAL 1. Piston

2. Housing FIGURE 8-22. NUT REMOVAL TOOL

27. Remove three lockup clutch discs (1, Figure 821) and two plates (2).

F8-10

1. Bearing Retainer Nuts


2. Special Tool

4/09 F08003

33. Install pusher bolts in tapped holes (1, Figure 825). Tighten the bolts and remove retainer (2). Remove the bearing outer race from the retainer.

FIGURE 8-23. STATOR REMOVAL 1. Stator

2. Rear Housing FIGURE 8-25. RETAINER REMOVAL

30. Grasp stator (1, Figure 8-23) and the bearing assembly. Lift out while rotating clockwise.

1. Tapped Hole

2. Retainer

31. Remove 16 stator mounting cap screws (2, Figure 8-24). 32. Remove stator (1).

34. Using an appropriate sized rubber mallet, lightly tap the free-wheel assembly and remove.

FIGURE 8-24. STATOR DISASSEMBLY FIGURE 8-26. FREE-WHEEL REMOVAL 1. Stator

F08003 4/09

2. Mounting Cap Screws

1. Driver Tool


2. Free-Wheel

F8-11

35. Tap plate (3) with a mallet. Remove the plate together with outer race (1, Figure 8-27).

FIGURE 8-27. OUTER RACE REMOVAL 1. Outer Race 2. Race

FIGURE 8-29. NUT REMOVAL

3. Plate

1. Special Tool

36. Remover inner race (1, Figure 8-28) from the splined shaft.

2. Nut

38. Remove two cap screws (1, Figure 8-30) from the transmission end of the shaft.

FIGURE 8-28. INNER RACE REMOVAL 1. Inner Race

2. Retainer Nut

FIGURE 8-30. BEARING ACCESS HOLES 1. Cap Screw

37. Use special tool (1, Figure 8-29) (p/n 792-3351400) to remove bearing retainer nut (2).

2. Shaft

39. Insert two bars into the bolt holes. Bar dimensions: 8 mm (0.31 in.) diameter, 160 mm (6.3 in.) length (or longer)

F8-12


4/09 F08003

40. Tap the end of the bars evenly to remove the bearings from the shaft. 41. Remove 24 cap screws (1, Figure 8-31). 42. Remove retainer (3) and plate (2). Remove outer bearing race (4) from the retainer.


FIGURE 8-31. PUMP DISASSEMBLY 1. Cap Screws 2. Plate 3. Retainer

2. Cap Screws

45. Remove cover mounting cap screws (2, Figure 8-33) and remove cover (1). Discard the O-ring sealing the cover to the housing.

4. Bearing Outer Race 5. Pump

NOTE: Do not remove shaft (1, Figure 8-32) unless it is necessary to replace the shaft or the rear housing. 43. If shaft removal is necessary, remove 13 cap screws (2, Figure 8-32). 44. Support the rear housing on wooden blocks to prevent damage to shaft threads. Use a hammer to drive shaft (1) out. FIGURE 8-33. COVER REMOVAL 1. Cover (w/ O-ring) 2. Cap Screws 3. Nut

4. Snap Ring 5. Plate 6. Bearing 7. Gear

46. Remove mounting cap screw (1, Figure 8-34) and remove holder (2) from the gear.

F08003 4/09


F8-13

FIGURE 8-36. BEARING REMOVAL FIGURE 8-34. GEAR HOLDER REMOVAL 1. Cap Screw

1. Bearing

2. Holder

47. Use a rubber mallet to tap the end of the gear shaft. Remove from the bore of the bearings in the front housing as shown in Figure 8-35.

2. Front Housing

49. Remove nut (3, Figure 8-33) using special wrench, p/n 790-102-1891. Tap gear (7) out of the bearing bore. 50. Remove snap ring (4) and plate (5). 51. Remove bearing (6). Note the bearing markings as they are removed. Bearings are matched and must be reassembled in the same order as removed. 52. Remove nut (1, Figure 8-37) using special wrench p/n 790-102-1891. Tap gear shaft (3) to remove the gear from the bearing bore.

FIGURE 8-35. GEAR REMOVAL

48. Remove front bearing (1, Figure 8-36) from front housing (2).

FIGURE 8-37. PUMP DRIVE GEAR REMOVAL 1. Nut 2. Snap Ring 3. Gear Shaft

F8-14


4. Plate 5. Bearing

4/09 F08003

53. Remove snap ring (2) and plate (4). 54. Remove bearing (5). Note the bearing markings as they are removed. Bearings are matched and must be reassembled in the same order as removed.

PTO COVER DISASSEMBLY NOTE: Disassembly procedures for the right and left PTO drives are identical. 55. Remove cap screws (1, Figure 8-38) and remove gear (2).

FIGURE 8-39. BOSS REMOVAL 1. Cover 2. Boss

3. Snap Ring

58. Turn the boss and bearing assembly over. Remove snap ring (2, Figure 8-40). Remove bearing (1) from the boss.

FIGURE 8-38. PUMP DRIVE GEAR REMOVAL 1. Cap Screws 2. Gear

3. Cover

56. Remove snap ring (3, Figure 8-39). 57. Remove boss (2) and the bearing assembly from cover (1).

FIGURE 8-40. BOSS DISASSEMBLY 1. Boss

2. Snap Ring

59. Repeat steps 55 through 58 for the remaining PTO cover assembly.

F08003 4/09


F8-15

CLEANING & INSPECTION After disassembly, thoroughly clean all parts and inspect. Determine whether the parts are within specifications. Refer to Table 1 - Component Wear Limits.

Refer to Figure 8-41 for location of areas to be measured. The standard dimension of the item, and the maximum permissible wear is listed in Table I. Install new O-rings during assembly. Inspect all cap screws for cracks or thread damage. Replace any damaged parts.

FIGURE 8-41. COMPONENT PARTS INSPECTION (SEE TABLE 1) 1. Clutch Housing/Piston Seal Ring 2. Pump Seal Ring 3. Input Flange

F8-16

4. Input Shaft 5. Lockup Clutch Piston 6. One-Way Clutch Assembly


7. Pump Bearing Retainer

4/09 F08003

TABLE I. COMPONENT WEAR LIMITS Dimension Location/ Item

DESCRIPTION

Standard Size

Max. Wear Limit

mm

Inches

mm

Inches

Remedy

A

Outside diameter of input flange (3) at oil seal contact area.

125

4.921

124.8

4.913

Repair or replace input flange.

B

Inside diameter of input shaft (4) at seal ring contact area.

35.0

1.378

35.1

1.382

Repair or replace input shaft.

D

Inside diameter of one-way clutch (6) rotating face of outer race.

153.17

6.030

153.2

6.031

E

Outside diameter of oneway clutch (6) rotating face of shaft.

134.17

5.282

134.14

5.281

F

Inside diameter of pump bearing retainer (7) at seal ring contact area.

185

7.283

185.5

7.303

Repair or replace bearing retainer.

G

Clutch disc thickness

5.4

.213

4.8

0.189

Replace clutch disk.

4.45 wide

0.175 wide

4.0 wide

0.157 wide

6.5 thick

0.256 thick

5.9 thick

0.232 thick

1

Pump seal ring dimensions

2

Crack check of bolt

Replace one-way clutch

No Crack

Replace seal ring

Replace Bolt

TABLE II. Gear Backlash Mating surfaces

F08003 4/09

Backlash

Input shaft and lower idler gear

0.193~0.504

Lower idler gear and PTO gear

0.193~0.504

Input shaft and upper idler gear

0.204~0.538

Upper idler gear and PTO gears

0.204~0.538


F8-17

ASSEMBLY 1. Place shaft (1, Figure 8-42) in dry ice to cool. After thoroughly chilled, place the shaft into position on the housing. Align the cap screw holes in the shaft with the holes in the housing. 2. Apply thread lock (p/n 09940-00030) to 13 cap screws (2). Install the cap screws and washers. Tighten to 110 ± 12 N·m (81 ± 9 lb ft).

4. Install retainer (3, Figure 8-43) and tapped plate (2) onto the pump. Apply thread lock (p/n 09940-00030) to 24 cap screws (1). Install the cap screws and washers. Tighten the cap screws to 66 ± 7 N·m (49 ± 5 lb ft).

FIGURE 8-43. PUMP SUBASSEMBLY FIGURE 8-42. SHAFT INSTALLATION 1. Shaft

2. Cap Screws and Washers

3. Press the outer race of bearing (5, Figure 8-44) into retainer (8).

1. Cap Screws and Washers 2. Retainer (tapped)

3. Retainer 4. Bearing Outer Race 5. Pump

5. Install seal ring (7, Figure 8-44) on shaft (1). Coat the seal ring with petroleum jelly. 6. Carefully lower the pump sub-assembly onto the shaft.

FIGURE 8-44. PUMP ASSEMBLY 1. Shaft 2. Inner Race 3. Nut 4. Bearing

F8-18

5. Bearing 6. Pump 7. Seal Ring 8. Retainer


4/09 F08003

7. Heat bearings (4 & 5) in an oven to 80° - 100°C (175° - 212°F). 8. Press fit bearing (5) onto the shaft until seated against the shoulder. Press fit bearing (4) onto the shaft until seated against the pump bearing. Use 19.6 - 29.4 kN (2 - 3 tons) force when pressing the bearings. 10. Thread nut (3) onto the shaft.

ONE-WAY CLUTCH ASSEMBLY 14. Install plate (3, Figure 8-46) into the bore of race (2). 15. Place bearing race (1) in dry ice until chilled. Use 19.6 - 29.4 kN (2 - 3 tons) force to press bearing outer race (1) into the bore of race (2). Ensure the cup is properly seated with no clearance between the cup and the shoulder.

11. Use special tool (p/n 792-335-1400) to tighten the nut to 466 ± 24 N·m (344 ± 18 lb ft) as shown in Figure 8-45.

FIGURE 8-46. BEARING RACE INSTALLATION 1. Bearing Outer Race 2. Race

FIGURE 8-45. TORQUEING SHAFT NUT 1. Special Tool

2. Bearing Retainer Nut

3. Plate

16. Turn the race over with the tapped holes positioned at the top. 17. Position the free-wheel in the bore of the race with the arrow pointing clockwise. Refer to Figure 8-47.

12. Apply approximately 7 ml (0.25 oz) power line oil to the bearings and rotate the pump approximately 10 revolutions. 13. Install inner race (2, Figure 8-44) over shaft (1).

FIGURE 8-47. CLUTCH ROTATION DIRECTION 1. Drag Spring

F08003 4/09


2. Sprag

F8-19

18. Use a mallet and installation tool (1, Figure 848) to tap the free-wheel into the bore of the race. Use caution when installing. Damage to sprags or drag springs may result with too much force.

19. Place bearing cup (4, Figure 8-49) in dry ice to chill. Use 19.6 - 29.4 kN (2 - 3 tons) force to press the bearing cup into retainer (3). Verify the cup is properly seated with no clearance between the cup and the shoulder. 20. Assemble stator (1), retainer (3), and race (10). Apply thread lock (p/n 09940-00030) to cap screws (2). Install the cap screws and the washers. Tighten to 110 ± 12 N·m (81 ± 9 lb ft). 21. Apply power line oil to the one-way clutch inner race. 22. Lower stator assembly (1, Figure 8-50) over the shaft. Position the stator into rear housing (2) while rotating clockwise.

FIGURE 8-48. FREE-WHEEL INSTALLATION 1. Installation Tool

2. Free-Wheel

FIGURE 8-49. STATOR INSTALLATION 1. Stator 2. Cap Screw & Washer 3. Retainer 4. Bearing Cup 5. Bearing Cone

F8-20

6. Nut 7. Lock Plate 8. Nut 9. Spacer 10. Race


4/09 F08003

STATOR BEARING PRE-LOAD ADJUSTMENT Reposition the assembly to place the torque converter axis horizontally. 24. Rotate the stator 15 to 20 times. Tap the stator two or three times using a soft mallet. 25. Securely fasten one end of a small diameter rope to one cap screw (2). Then wrap the rope around the heads of the remaining cap screws (2) for one revolution. NOTE: Figure 8-51 does not show the preferred rope method of checking rolling resistance. FIGURE 8-50. STATOR INSTALLATION 1. Stator Assembly

2. Rear Housing

23. After the stator is seated onto the bearing, rotate the stator. Confirm the stator will turn clockwise, but not counterclockwise.

a. Hook a 10 kg (20 lb) spring scale to the other end of the rope. b. Pull the spring scale smoothly. Read and record the force required to start the stator rotating. The front stator bearing cone is not installed. Obtain three measurements and record the average value. The three measurements must be within 0.5 kg (1 lb). If they are not, the assembly must be checked for incorrect installation or damaged parts.

FIGURE 8-51. BEARING PRE-LOAD CHECK 1. Spring Scale

F08003 4/09


2. Stator Retainer Cap Screw

F8-21

26. Install spacer (9, Figure 8-49) and bearing cone (5). Coat the bearing with power line oil and rotate the stator several revolutions.

30. After completing the preload adjustment, bend locking plate (7, Figure 8-49) against the flats of nuts (6 & 8).

27. Install nut (8). Use special tool (p/n 792-3351300) and tighten to 367 ± 24 N·m (271 ±18 lb ft).

31. Tighten two stator retainer cap screws (2, Figure 8-51) to 110 ± 12 N·m (81 ±9 lb ft).

28. Loosen nut (8) about 60 degrees. Install lock plate (7) and outer nut (6). Tighten to 367 ± 24 N·m (271 ±18 lb ft). 29. Repeat the measurement of force required to rotate the one-way clutch. Use the same procedure as before. Measure three times and calculate the average. The three measurements must be within 0.5 kg (1 lb). If they are not, the assembly must be checked for incorrect installation or damaged parts.

32. Confirm that all rollers of the stator bearing (5, Figure 8-49) rotate. Verify that a 0.05 mm (0.002 in.) feeler gauge cannot be inserted between the end of the roller and the lip on the outer race. Refer to Figure 8-52.

Use the equation below to calculate the proper rolling resistance range. If the average calculated in this step is within the range using the formula below, the clutch is within limits. If the average is not within range, adjust the pre-load by loosening and tightening the stator bearing retainer nuts until the proper rolling resistance is achieved. Use the tightening specifications outlined in Step 27 & Step 28. FIGURE 8-52. BEARING CLEARANCE CHECK Rolling resistance range = (Value from Step 25) + 2.2 kg (4.9 lb) to (Value from Step 25) + 3.6 kg (7.9 lb).

33. Reposition the torque converter with the axis of the shaft vertical.

Example: Initial 3 measurements: 3 kg, 2.8 kg, 3.2 kg = 3 kg Average (Step 25) Secondary 3 measurements:

34. Place the turbine on a work bench. Support the turbine on a wood block, as shown in Figure 853.

5.5 kg, 5.7 kg, 5.9 kg = 5.7 kg Average (Step 29) Final Calculation 3kg + 2.2 kg to 3 kg + 3.6 kg = 5.2 to 6.6 kg = proper range In this example, 5.2 - 6.6 kg is the proper rolling resistance range. The average of the secondary measurements was 5.7 kg which is within the range. No further adjustment is necessary.

FIGURE 8-53. TURBINE ASSEMBLY

F8-22


4/09 F08003

35. Attach a lifting sling and a hoist to case (1, Figure 8-54). Lower the case over turbine (2).

37. Install piston seal rings (5) in the piston grooves as shown (cup positioned toward outside) in Figure 8-56. Coat the piston seal ring with petroleum jelly. 38. Chill new pins (4, Figure 8-56) in dry ice if removed. After thoroughly chilled, tap the pins into the piston in three places. 39. Install piston seal rings (3) into the groove in housing (1). Coat the piston seal ring with petroleum jelly.

FIGURE 8-54. CASE INSTALLATION 1. Case

2. Turbine

36. Install a lock-up clutch disc (1, Figure 8-55) and then a plate (2). Alternately install remainder of discs (3 total) and plates (2 total). Coat the discs and plates with clean power line oil during installation.

FIGURE 8-56. PISTON INSTALLATION 1. Piston Housing 2. Piston 3. Housing Seal Ring

4. Pin 5. Piston Seal Ring

40. Carefully slide the piston into the housing. Invert the assembly and lower onto the case top. Ensure the piston remains in the housing bore. FIGURE 8-55. CLUTCH ASSEMBLY 1. Clutch Disc

F08003 4/09

2. Clutch Plate


F8-23

43. Press dowel pins (3, Figure 8-59) into the four holes in bottom of input shaft (1). 44. Press bearing inner race (2) onto the shaft until seated against the shoulder. 45. Align the dowel pins in the shaft with the holes in piston housing (4). Tap the shaft until seated on the housing.

FIGURE 8-57. CLUTCH HOUSING INSTALLATION 1. Piston Housing

2. Cap Screws

41. Apply thread lock (p/n 09940-00030) to cap screws (2). Install the cap screws and washers and tighten to 110 ± 12 N·m (81 ± 9 lb ft). 42. Press fit bearing (2, Figure 8-58) into housing bore. Verify the bearing is installed parallel to the face of piston housing (1) within 0.05 mm (0.002 in.). Install spacer (3) and snap rings (4 & 5).

FIGURE 8-59. SHAFT INSTALLATION 1. Input Shaft 2. Bearing Inner Race 3. Dowel Pin

4. Piston Housing 5. Cap Screw 6. Washer

46. Apply thread lock (p/n 09940-00030) to cap screw (5). Install cap screws (5) and washers (6). Tighten to 292 ± 18 N·m (215 ±13 lb ft). 47. After assembly, check the turbine for smooth rotation.

FIGURE 8-58. BEARING INSTALLATION 1. Piston Housing 2. Bearing 3. Spacer

F8-24

4. Snap Ring 5. Snap Ring

48. Install a lift eye in the tapped hole of input shaft (1, Figure 8-60). Attach lifting chains and a hoist. Lift the assembly over the pump in the rear case sub-assembly and lower into position. Install two cap screws to temporarily attach the turbine case to the pump.


4/09 F08003

55. Apply approximately 7 ml (0.25 oz) of clean power line oil to the tapered roller bearing assembly. Rotate the gear approximately 10 revolutions to check for smooth operation. 56. Install new O-ring (11) and cover (7). Install the cover cap screws and tighten to 110 ± 12 N·m (81 ± 9 lb ft). 57. Press bearing outer race (2) into front housing (1). 58. Press one inner race (3) onto gear shaft (4). Refer to the match marks for proper bearing assembly. FIGURE 8-60. CLUTCH & PUMP ASSEMBLY 1. Input Shaft

2. Clutch SubAssembly

59. Insert gear (4) into the front housing bore. Press the remaining inner race (8) onto the shaft. Install plate (5) and snap ring (6). 60. Apply thread lock (p/n 09940-00030) and install nut (7). Use tool p/n 790-102-1891 to tighten to 353 ± 39 N·m (260 ± 29 lb ft).

PTO DRIVE ASSEMBLY 49. Press fit bearing outer race (2, Figure 8-61) for the right hand pump drive into the front housing. Install snap ring (1). 50. Repeat the previous step for the left hand, upper pump drive. NOTE: Pump drive assembly procedures are identical for both the left and right, upper PTO pump drives. 51. Install outer bearing race (4) for the upper idler gear in the front housing bore. 52. Press fit half of inner race (5) onto idler gear shaft (10). NOTE: Assemble bearing inner races (5 & 6) according to match marks noted during disassembly or match marks on new bearing assembly.

FIGURE 8-62. LOWER IDLER GEAR ASSEMBLY 1. Front Housing 2. Outer Race 3. Inner Race 4. Lower Idler Gear

5. Plate 6. Snap Ring 7. Nut 8. Inner Race

53. Install gear (10) through the front case bore from the inside. Support the gear and press fit the remaining inner race onto the shaft. 54. Install holder (9). Apply thread lock (p/n 0994000030) to cap screw (8). Install the cap screw and washer. Tighten to 277 ± 33 N·m (204 ± 24 lb ft).

61. Apply approximately 7 ml (0.25 oz) of clean power line oil to the tapered roller bearing assembly. Rotate the gear approximately 10 revolutions to check for smooth operation. 62. Install a new O-ring (2, Figure 8-63) onto cover (1). Place the cover over the lower idler gear. Install cap screws (3) and the washers and tighten to 110 ± 12 N·m (81 ± 9 lb ft).

F08003 4/09


F8-25

FIGURE 8-61. PTO UPPER PUMP DRIVE & IDLER GEAR ASSEMBLY 1. Snap Ring 2. Outer Race 3. Snap Ring 4. Outer Race 5. Inner Race 6. Inner Race

7. Cover 8. Cap Screw 9. Holder 10. Upper Idler Gear 11. O-ring

63. Press bearing outer race (2) into the bore in front housing (1). 64. Press one inner race (3) of the bearing onto gear shaft (8). Refer to the match marks for proper bearing assembly. 65. Install the gear in the front housing bore and press the remaining inner race (5) onto the shaft. 66. Install plate (4) and snap ring (7).

FIGURE 8-63. IDLER GEAR COVER 1. Cover 2. O-Ring

F8-26

3. Cap Screws


4/09 F08003

FIGURE 8-64. LOWER PUMP DRIVE ASSEMBLY 1. Front Housing 2. Outer Race 3. Inner Race 4. Plate 5. Inner Race

6. Nut 7. Snap Ring 8. Transmission Pump Drive Gear 9. Lower Idler Gear

FIGURE 8-65. HOUSING ASSEMBLY 1. Front Housing

2. Rear Housing

71. Carefully lower the front housing onto rear housing (2) while meshing the gears. 67. Apply thread lock (p/n 09940-00030) to the threads of nut (6). Install the nut. Use tool p/n 790-102-1891 to tighten to 353 ± 39 N·m (260 ± 29 lb ft).

72. Coat the threads of cap screws (1, Figure 8-66) with thread sealer p/n 790-129-9080. Install the cap screws and washers. Tighten the cap screws to 277 ± 33 N·m (204 ± 24 lb ft).

68. Apply approximately 7 ml (0.25 oz) of clean power line oil to the tapered roller bearing assembly. Rotate the gear approximately 10 revolutions and check for smooth operation.

NOTE: Six of the cap screws must be accessed through the pump drive cavity, as shown in Figure 867. A special offset wrench may have to be fabricated locally to reach below the gear to tighten two of the cap screws.

69. Attach lift eyes to front housing (1, Figure 8-65). Attach appropriate lifting chains and a hoist to the lift eyes. 70. Install a new O-ring in the groove of the front housing flange. Install new O-rings at the oil transfer holes. Coat the O-rings and mating surfaces with petroleum jelly.

FIGURE 8-66. HOUSING ASSEMBLY 1. Cap Screw

F08003 4/09


2. Washer

F8-27

FIGURE 8-69. COVER ASSEMBLY

FIGURE 8-67. MOUNTING CAP SCREWS 1. Cap Screws

1. Cover 2. Bearing & Boss

2. Housing

73. Press fit bearing (1, Figure 8-68) to the pump drive boss.

3. Snap Ring

75. Apply approximately 7 ml (0.25 oz) of clean power line oil to the ball bearing assembly. Rotate the boss approximately 10 revolutions to check for smooth operation. 76. Press bearing inner race (7) onto pump drive gear (5).

FIGURE 8-68. BOSS & BEARING ASSEMBLY 1. Bearing

2. Snap Ring

74. Press fit bearing and boss (2, Figure 8-69) into cover (1). Install snap ring (3).

FIGURE 8-70. UPPER PUMP DRIVE 1. Snap Ring 2. Bearing 3. Snap Ring 4. Cover 5. Pump Drive Gear 6. O-Ring 7. Inner Race

F8-28


8. Snap Ring 9. Bearing 10. Snap Ring 11. Boss 12. Cover 13. Cap Screw 14. O-Ring

4/09 F08003

77. Install gear (5) on boss (11). 78. Apply thread lock (p/n 09940-00030) to the threads of cap screws (1, Figure 8-71) Install the cap screws and tighten to 110 ± 12 N·m (81 ± 9 lb ft).

85. Coat a new O-ring (2) with petroleum jelly and install it onto retainer (5). 86. Position retainer (5) over the front housing. Align the hole for dowel pin (3) and install the retainer in the housing. Install snap ring (4). 87. Heat and install the collar (10). 88. Coat a new O-ring (9) with petroleum jelly and install it onto input flange (6) and holder (7). Place the assembly into position. Apply thread lock (p/n 09940-00030) to the threads of cap screw (8). Install the cap screw and the washer. Tighten the cap screw to 696 ± 34 N·m (514 ± 25 lb ft).

FIGURE 8-71. PUMP DRIVE GEAR INSTALLATION 1. Cap Screws 2. Gear

3. Cover

79. Install a new O-ring (14, Figure 8-70) in cover (12). Coat the O-ring and mating bore in the front housing with petroleum jelly. 80. Install the pump drive gear assembly into the housing. Install cap screws (13) and the washers and tighten to 110 ± 12 N·m (81 ± 9 lb ft). 81. Install a new O-ring (6) onto cover (4). Install the cover. (Applicable to the RH pump drive, only.) 82. Repeat the previous steps for the remaining, upper pump drive components.

FIGURE 8-72. INPUT SHAFT DETAIL 1. Oil Seal 2. O-Ring 3. Dowel Pin 4. Snap Ring 5. Retainer 6. Input Flange

7. Holder 8. Cap Screw 9. O-ring 10. Collar 11. Front Housing

83. If previously removed, install dowel pin (3, Figure 8-72). 84. Apply sealant p/n 790-129-9070 to the outer diameter of oil seal (1). Install the seal in retainer (5). Apply grease p/n 790-129-9080 to the seal lip and retainer bore in the front housing.

F08003 4/09


F8-29

89. Apply thread lock (p/n 09940-00030) to the threads of cap screws (2). Install the cap screws and washers. Tighten to 54 ± 5 N·m (40 ±4 lb ft). Remove the two cap screws that were installed temporarily. Apply thread lock (p/n 0994000030) to the threads of cap screws and install, again. Tighten the cap screws to the specified torque.

91. Refer to Torque Converter Installation at the beginning of this chapter for information on mounting the torque converter to the transmission.

SPECIAL TOOLS Special tools are available from Komatsu that have been designed to aid in torque converter rebuild. Information is also provided to allow fabrication of lifting plates (see below) for lifting the torque converter assembly off the transmission.

Lift Plate - Fabricate Locally

FIGURE 8-73. PUMP CAP SCREW INSTALLATION 1. Pump

2. Cap Screw

Figure 8-75 lists the dimensions to fabricate lifting plates for torque converter removal and installation. Three plates are necessary and can be used with three lift eyes (p/n 04530-12438). Use a mild steel to fabricate the plates.

90. Install cap screws (1, Figure 8-74). Tighten the cap screws to 110 ± 12 N·m (81 ± 9 lb ft).

FIGURE 8-74. CAPSCREW INSTALLATION 1. Cap Screw

F8-30

FIGURE 8-75. LIFT PLATE DIMENSIONS

2. Shaft


4/09 F08003

Wrench, p/n 792-335-1300 • Used for the torque converter stator bearing nut. Wrench, p/n 792-335-1400 • Used for the torque converter pump/one-way clutch bearing retainer nut. Wrench, p/n 790-102-1891 • Used for the transmission pump drive gear and lower idler gear. Figure 8-76 is a typical illustration of the type of wrenches listed above.

FIGURE 8-76. WRENCH (TYPICAL)

F08003 4/09


F8-31

NOTES

F8-32


4/09 F08003

SECTION F8 TORQUE CONVERTER REBUILD (-40°C) INDEX

TORQUE CONVERTER REBUILD (-40°C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-3 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-3 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-6 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-8 PTO COVER DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-16 CLEANING & INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-17 TABLE I. COMPONENT WEAR LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-18 TABLE II. Gear Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-18 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-19 ONE-WAY CLUTCH ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-20 STATOR BEARING PRE-LOAD ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-22 PTO DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-26 SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-32

F08004 07/11


F8-1

NOTES

F8-2


07/11 F08004

TORQUE CONVERTER REBUILD (-40°C) The following information provides instructions for removing the torque converter from the transmission, torque converter rebuild, and reinstalling the torque converter. Refer to Section F2, Torque Converter and Transmission, for instructions on removing the transmission/torque converter from the truck. • Special tools for aiding in torque converter and transmission rebuild are listed at the end of this chapter in Special Tools.

3. Remove hydraulic pumps (2, 3, 4, & 5, Figure 81). Remove trunnion (6). 4. If the transmission is to be disassembled, remove the cap screw on the output shaft and remove drive shaft flange (5, Figure 8-2). 5. Remove cover (4) from the ECMV valve assembly. 6. Disconnect inlet pressure sensor (2) and outlet pressure sensor (3).

• Unless otherwise specified, use standard torque specifications for fasteners. Refer to Section A5 for standard torque specifications.

REMOVAL 1. Remove the transmission and torque converter from the truck. Refer to Transmission Removal in section F2 for instructions. 2. Thoroughly clean the transmission and torque converter to remove any dirt accumulation.

FIGURE 8-2. SENSOR WIRING 1. Torque Converter 2. Inlet Pressure Sensor 3. Outlet Pressure Sensor

4. ECMV Cover 5. Output Flange

7. Disconnect lubrication tubes (1, Figure 8-3) and remove. 8. Remove cap screws (3, Figure 8-4). Loosen the fitting at the lower portion of tube (4). Remove the tube and O-ring. 9. Remove four cap screws (1) and remove accumulator (2). Remove O-ring (5). 10. Remove six cap screws Remove cold relief valve (1).

(2,

Figure 8-5).

FIGURE 8-1. HYDRAULIC PUMPS 1. Torque Converter 2. Hoist Pump 3. Steering/Brake Pump

F08004 07/11

4. Transmission Pump 5. Brake Cooling Pump 6. Trunnion


F8-3

FIGURE 8-5. COLD RELIEF VALVE 1. Cold Relief Valve

11. Remove cap screws (2, Figure 8-6) that secure torque converter regulator valve (1). Remove O-rings (3).

FIGURE 8-3. VALVES 1. Lubrication Tubes 2. Cap Screws 3. Main Relief Valve

2. Cap Screw

4. Regulator Valve 5. Lockup Clutch Accumulator

12. Remove cap screws (4) that secure valve seat (5) to the housing. Remove the valve seat and O-ring (6). 13. Remove cap screws (2, Figure 8-3) securing main relief valve (3) and remove the valve. Remove the O-rings that seal the main relief valve to the valve seat. 14. Remove valve seat (1, Figure 8-7). Remove the O-rings that seal the valve seat to the torque converter housing as shown in Figure 8-11.

FIGURE 8-4. LOCKUP ACCUMULATOR 1. Cap Screw 2. Lockup Accumulator 3. Cap Screw

F8-4

4. Tube 5. O-Ring


07/11 F08004

15. Install lift plates (8, Figure 8-8) at each of the three pump mounts. Refer to Special Tools at the end of this chapter for instructions on fabricating lift plates. Insert bolts (6) (p/n 0101081260) into the tapped pump mounting bosses and tighten to 110 N·m (81 lb ft). Install a lift eye (7) (p/n 04530-12438) in each lift plate and attach to appropriate lifting chains and a hoist. The weight of the assembly is approximately 3210 kg (7077 lbs.). 16. Vertically lift the transmission/torque converter assembly over an oil drain pan. Install blocking to support the assembly. 17. Remove cap screws (5) securing the torque converter to the transmission housing. 18. Carefully lift the torque converter off of the transmission input shaft. Move the torque converter to a repair area.

FIGURE 8-6. T/C REGULATOR VALVE 1. Outlet Relief Valve 2. Cap Screw and Washer 3. O-Rings

4. Socket Head Cap Screw 5. Valve Seat 6. O-ring

FIGURE 8-7. VALVE SEAT 1. Valve Seat

F08004 07/11


F8-5

INSTALLATION 1. Vertically position the transmission with the input shaft upward, as shown in Figure 8-9. The weight of the transmission is approximately 2294 kg (5057 lbs).

FIGURE 8-8. TORQUE CONVERTER REMOVAL 1. Oil Drain Pan 2. Blocking 3. Transmission 4. Torque Converter 5. Cap Screws and Washers

6. Bolt 7. Lift Eye 8. Lift Plate

FIGURE 8-9. TORQUE CONVERTER INSTALLATION 1. Seal Rings 2. Transmission Input Shaft 3. Torque Converter

F8-6


4. Cap Screws and Washers 5. Nuts and Washers 6. O-Ring

07/11 F08004

2. Install lift plates at each of the three pump mounts on the torque converter. Insert bolts (p/n 01010-81260) into the tapped pump mounting bosses. and tighten to 110 N·m (81 lb ft). Install a lift eye (p/n 04530-12438) in each lift plate and attach to appropriate lifting chains and a hoist. The weight of the torque converter is approximately 892 kg (1967 lbs). 3. Install seal rings (1, Figure 8-9) onto the transmission input shaft at five locations. Apply petroleum jelly to the seals.

6. Install cap screws with washers (4). Install nuts and washers (5) onto the studs. Tighten the hardware to standard torque. NOTE: There are 10 nuts and 13 cap screws required. 7. Install new O-rings (2, 3 & 4, Figure 8-11) into the grooves of the oil passages. Apply petroleum jelly to the O-rings.

4. Install O-ring (6) onto the converter housing. Install O-rings (2, Figure 8-10) in the grooves of the oil passages on the front face of transmission case (1). Apply petroleum jelly to the Orings to aid in assembly.

FIGURE 8-11. VALVE SEAT MOUNT 1. Torque Converter 2. O-rings

3. O-rings 4. O-rings

8. Place valve seat (1, Figure 8-7) into position on the top surface of the torque converter housing. Ensure the O-rings remain in place. FIGURE 8-10. TRANSMISSION CASE FACE 1. Transmission Case

2. O-Rings

10. Install main relief valve (3, Figure 8-3) over the oil passages on the top surface of the torque converter housing. Ensure the O-rings remain in place.

5. Raise torque converter (3, Figure 8-9) and position over transmission input shaft (2). Carefully lower the assembly while aligning the splines in the converter stator with the splines on the transmission shaft.

F08004 07/11

9. Install the O-rings that seal main relief valve (1, Figure 8-3) to valve seat (1, Figure 8-7). Lubricate the O-rings with petroleum jelly.

11. Install cap screws (2, Figure 8-3) that secure main relief valve (3). Tighten the cap screws to 66 ± 7 N·m (49 ± 5 lb ft).


F8-7

12. Install valve seat (5, Figure 8-6) and O-ring (6) onto the torque converter housing. Apply petroleum jelly to the O-rings. Install cap screws (4) and tighten to 110 ± 12 N·m (81 ± 9 lb ft). 13. Install O-rings (3) between the valve seat and the valve body. Apply petroleum jelly to the Orings. Place regulator valve (1) into position. Install cap screws and washers (2). Tighten the cap screws to 49 ± 5 N·m (36 ± 4 lb ft).

DISASSEMBLY 1. Place a container under the torque converter to capture oil when the converter is drained. Approximate capacity is 45 - 55 l (12 - 15 gal). 2. Remove two cap screws (2, Figure 8-12) and drain oil from pump (1) and the stator.

14. Install the cold relief valve O-rings onto valve seat (1, Figure 8-7). Lubricate the O-rings with petroleum jelly. Place cold relief valve (1, Figure 8-5) into position on the valve seat. Install six cap screws (2) and tighten to 49 ± 5 N·m (36 ± 4 lb ft). 15. Install O-ring (5, Figure 8-4) onto the cold relief valve. Lubricate the O-ring with petroleum jelly. Place accumulator (2) into position on the cold relief valve. Install four cap screws (1) and tighten to 49 ± 5 N·m (36 ± 4 lb ft). 16. Install O-rings (3) between the valve seat and the valve body. Apply petroleum jelly to the Orings. Place outlet relief valve (1) into position. Install cap screws and washers (2). Tighten the cap screws to 49 ± 5 N·m (36 ± 4 lb ft). 17. Install lubrication lines (1, Figure 8-3). 18. Connect the inlet and outlet pressure sensors to the electrical harness. 19. Install cover (4, Figure 8-2) on the control valve assembly.

FIGURE 8-12. DRAINING OIL 1. Pump

2. Cap Screws

3. Position the torque converter assembly with the input flange upward. Remove the flange retainer cap screw. Remove holder (1, Figure 813). Lift input flange (2) off the input shaft splines.

20. Install trunnion (6, Figure 8-1). 21. Install hydraulic pumps (2, 3, 4, & 5). 22. If removed, install drive shaft flange (5, Figure 8-2) and the cap screw that secures the flange. 23. Install the transmission assembly in the truck. Refer to Section F2, Transmission Installation for instructions.

FIGURE 8-13. DRIVE FLANGE REMOVAL 1. Holder

F8-8


2. Input Drive Flange

07/11 F08004

10. Remove snap ring (1, Figure 8-14) securing retainer (3) to the housing. 11. Install pusher bolts into tapped holes (2). Remove retainer (3) from the front housing.

FIGURE 8-15. PUMP DRIVE GEAR REMOVAL

FIGURE 8-14. RETAINER REMOVAL 1. Snap Ring 2. Tapped Hole

3. Retainer 4. Input Shaft

1. Cover 2. Cap Screw 3. Lift Plate

4. Lift Eye 5. Cap Screw and Washer

13. Repeat the previous step for the remaining pump drives.

12. Remove pump drive cover (1, Figure 8-15) cap screws and washers (5). Install lift plate (3) on pump mounting boss using p/n 01010-81260 bolts. Install lift eye (p/n 04530-12438) and attach to lifting chains and a hoist. Lift the assembly out of the Power Take Off (PTO) housing.

14. Remove cap screws (1, Figure 8-16) retaining the front housing to the rear housing. NOTE: There are a total of 21 cap screws. Six cap screws are located internally, as shown in Figure 817. 15. Remove cover (3). Loosen round nuts (4) on the gear shafts using tool - p/n 790-102-1891.

NOTE: Refer to Special Tools at the end of this chapter for information on lift plate fabrication.

FIGURE 8-16. CASE DISASSEMBLY 1. Cap Screws & Washers 2. Tapped Hole

F08004 07/11


3. Cover 4. Round Nut

F8-9

16. Remove six cap screws (1, Figure 8-17) located inside the housing.

19. Install a lift eye in the tapped hole in input shaft (1, Figure 8-19). 20. Attach lifting chains and a hoist and lift the clutch assembly out of the rear housing.

FIGURE 8-17. INSIDE CAPSCREW REMOVAL 1. Cap Screws

2. Front Housing

FIGURE 8-19. CLUTCH ASSEMBLY REMOVAL 1. Input Shaft

17. Insert pusher bolts in tapped holes (2, Figure 816). 18. Attach lift eyes to front housing (1, Figure 8-18). Carefully lift the front housing off rear housing (2) while tightening the pusher bolts.

2. Clutch Housing

21. Remove 14 cap screws (2, Figure 8-20). Insert removed cap screws in tapped holes to push shaft (1) out of assembly.


2. Cap Screws

FIGURE 8-18. FRONT HOUSING REMOVAL 1. Front Housing

2. Rear Housing

22. Remove snap ring (2, Figure 8-21). 23. Remove the spacer. Tap the end of turbine shaft (1) to remove from the assembly.

F8-10


07/11 F08004

FIGURE 8-23. PISTON REMOVAL

FIGURE 8-21. SNAP RING REMOVAL

1. Piston 1. Turbine Shaft

2. Housing

2. Snap Ring

24. Remove 36 cap screws (2, Figure 8-22).

27. Remove three lockup clutch discs (1, Figure 824) and two plates (2).

25. Install lift eyes, lifting chains and a hoist to housing (1). Lift the housing from the case.

FIGURE 8-22. HOUSING REMOVAL 1. Housing

2. Cap Screws

FIGURE 8-24. CLUTCH DISASSEMBLY 1. Clutch Disc

26. Lift piston (1, Figure 8-23) out of housing (2).

2. Clutch Plate

28. Straighten the tabs on the nut retainer to unlock the nuts. 29. Use special tool (p/n 792-335-1300) to remove the stator bearing retainer nuts.

F08004 07/11


F8-11

FIGURE 8-25. NUT REMOVAL TOOL 1. Bearing Retainer Nuts

2. Special Tool

FIGURE 8-27. STATOR DISASSEMBLY 1. Stator

2. Mounting Cap Screws

33. Install pusher bolts in tapped holes (1, Figure 828). Tighten the bolts and remove retainer (2). Remove the bearing outer race from the retainer.

FIGURE 8-26. STATOR REMOVAL 1. Stator

2. Rear Housing

FIGURE 8-28. RETAINER REMOVAL 30. Grasp stator (1, Figure 8-26) and the bearing assembly. Lift out while rotating clockwise.

1. Tapped Hole

2. Retainer

31. Remove 16 stator mounting cap screws (2, Figure 8-27). 32. Remove stator (1).

F8-12

34. Using an appropriate sized rubber mallet, lightly tap the free-wheel assembly and remove.


07/11 F08004

FIGURE 8-31. INNER RACE REMOVAL 1. Inner Race

2. Retainer Nut

FIGURE 8-29. FREE-WHEEL REMOVAL 1. Driver Tool

37. Use special tool (1, Figure 8-32) (p/n 792-3351400) to remove bearing retainer nut (2).

2. Free-Wheel

35. Tap plate (3) with a mallet. Remove the plate together with outer race (1, Figure 8-30).

FIGURE 8-32. NUT REMOVAL

FIGURE 8-30. OUTER RACE REMOVAL 1. Outer Race 2. Race

1. Special Tool

3. Plate

36. Remover inner race (1, Figure 8-31) from the splined shaft.

F08004 07/11

2. Nut

38. Remove two cap screws (1, Figure 8-33) from the transmission end of the shaft.


F8-13

NOTE: Do not remove shaft (1, Figure 8-35) unless it is necessary to replace the shaft or the rear housing. 43. If shaft removal is necessary, remove 13 cap screws (2, Figure 8-35). 44. Support the rear housing on wooden blocks to prevent damage to shaft threads. Use a hammer to drive shaft (1) out.

FIGURE 8-33. BEARING ACCESS HOLES 1. Cap Screw

2. Shaft

39. Insert two bars into the bolt holes. Bar dimensions: 8 mm (0.31 in.) diameter, 160 mm (6.3 in.) length (or longer) 40. Tap the end of the bars evenly to remove the bearings from the shaft.


2. Cap Screws

41. Remove 24 cap screws (1, Figure 8-34). 42. Remove retainer (3) and plate (2). Remove outer bearing race (4) from the retainer.

45. Remove cover mounting cap screws (2, Figure 8-36) and remove cover (1). Discard the O-ring sealing the cover to the housing.

FIGURE 8-34. PUMP DISASSEMBLY 1. Cap Screws 2. Plate 3. Retainer

4. Bearing Outer Race 5. Pump FIGURE 8-36. COVER REMOVAL 1. Cover (w/ O-ring) 2. Cap Screws 3. Nut

F8-14


4. Snap Ring 5. Plate 6. Bearing 7. Gear

07/11 F08004

46. Remove mounting cap screw (1, Figure 8-37) and remove holder (2) from the gear.

FIGURE 8-39. BEARING REMOVAL 1. Bearing

2. Front Housing

FIGURE 8-37. GEAR HOLDER REMOVAL 1. Cap Screw

49. Remove nut (3, Figure 8-36) using special wrench, p/n 790-102-1891. Tap gear (7) out of the bearing bore.

2. Holder

47. Use a rubber mallet to tap the end of the gear shaft. Remove from the bore of the bearings in the front housing as shown in Figure 8-38.

50. Remove snap ring (4) and plate (5). 51. Remove bearing (6). Note the bearing markings as they are removed. Bearings are matched and must be reassembled in the same order as removed. 52. Remove nut (1, Figure 8-40) using special wrench p/n 790-102-1891. Tap gear shaft (3) to remove the gear from the bearing bore.

FIGURE 8-38. GEAR REMOVAL

48. Remove front bearing (1, Figure 8-39) from front housing (2).

FIGURE 8-40. PUMP DRIVE GEAR REMOVAL 1. Nut 2. Snap Ring 3. Gear Shaft

F08004 07/11


4. Plate 5. Bearing

F8-15

53. Remove snap ring (2) and plate (4). 54. Remove bearing (5). Note the bearing markings as they are removed. Bearings are matched and must be reassembled in the same order as removed.

PTO COVER DISASSEMBLY NOTE: Disassembly procedures for the right and left PTO drives are identical. 55. Remove cap screws (1, Figure 8-41) and remove gear (2).

FIGURE 8-42. BOSS REMOVAL 1. Cover 2. Boss

3. Snap Ring

58. Turn the boss and bearing assembly over. Remove snap ring (2, Figure 8-43). Remove bearing (1) from the boss.

FIGURE 8-41. PUMP DRIVE GEAR REMOVAL 1. Cap Screws 2. Gear

3. Cover

56. Remove snap ring (3, Figure 8-42). 57. Remove boss (2) and the bearing assembly from cover (1). FIGURE 8-43. BOSS DISASSEMBLY 1. Boss

2. Snap Ring

59. Repeat steps 55 through 58 for the remaining PTO cover assembly.

F8-16


07/11 F08004

CLEANING & INSPECTION After disassembly, thoroughly clean all parts and inspect. Determine whether the parts are within specifications. Refer to Table 1 - Component Wear Limits.

Refer to Figure 8-44 for location of areas to be measured. The standard dimension of the item, and the maximum permissible wear is listed in Table I. Install new O-rings during assembly. Inspect all cap screws for cracks or thread damage. Replace any damaged parts.

FIGURE 8-44. COMPONENT PARTS INSPECTION (SEE TABLE 1) 1. Clutch Housing/Piston Seal Ring 2. Pump Seal Ring 3. Input Flange

F08004 07/11

4. Input Shaft 5. Lockup Clutch Piston 6. One-Way Clutch Assembly


7. Pump Bearing Retainer

F8-17

TABLE I. COMPONENT WEAR LIMITS Dimension Location/ Item

DESCRIPTION

Standard Size

Max. Wear Limit

mm

Inches

mm

Inches

Remedy

A

Outside diameter of input flange (3) at oil seal contact area.

125

4.921

124.8

4.913

Repair or replace input flange.

B

Inside diameter of input shaft (4) at seal ring contact area.

35.0

1.378

35.1

1.382

Repair or replace input shaft.

D

Inside diameter of one-way clutch (6) rotating face of outer race.

153.17

6.030

153.2

6.031

E

Outside diameter of oneway clutch (6) rotating face of shaft.

134.17

5.282

134.14

5.281

F

Inside diameter of pump bearing retainer (7) at seal ring contact area.

185

7.283

185.5

7.303

Repair or replace bearing retainer.

G

Clutch disc thickness

5.4

.213

4.8

0.189

Replace clutch disk.

4.45 wide

0.175 wide

4.0 wide

0.157 wide

6.5 thick

0.256 thick

5.9 thick

0.232 thick

1

Pump seal ring dimensions

2

Crack check of bolt

Replace one-way clutch

No Crack

Replace seal ring

Replace Bolt

TABLE II. Gear Backlash Mating surfaces

F8-18

Backlash

Input shaft and lower idler gear

0.193~0.504

Lower idler gear and PTO gear

0.193~0.504

Input shaft and upper idler gear

0.204~0.538

Upper idler gear and PTO gears

0.204~0.538


07/11 F08004

ASSEMBLY 1. Place shaft (1, Figure 8-45) in dry ice to cool. After thoroughly chilled, place the shaft into position on the housing. Align the cap screw holes in the shaft with the holes in the housing.

4. Install retainer (3, Figure 8-46) and tapped plate (2) onto the pump. Apply thread lock (p/n 09940-00030) to 24 cap screws (1). Install the cap screws and washers. Tighten the cap screws to 66 ± 7 N·m (49 ± 5 lb ft).

2. Apply thread lock (p/n 09940-00030) to 13 cap screws (2). Install the cap screws and washers. Tighten to 110 ± 12 N·m (81 ± 9 lb ft).

FIGURE 8-46. PUMP SUBASSEMBLY

FIGURE 8-45. SHAFT INSTALLATION 1. Shaft

2. Cap Screws and Washers

3. Press the outer race of bearing (5, Figure 8-47) into retainer (8).

1. Cap Screws and Washers 2. Retainer (tapped)

3. Retainer 4. Bearing Outer Race 5. Pump

5. Install seal ring (7, Figure 8-47) on shaft (1). Coat the seal ring with petroleum jelly. 6. Carefully lower the pump sub-assembly onto the shaft.

FIGURE 8-47. PUMP ASSEMBLY 1. Shaft 2. Inner Race 3. Nut 4. Bearing

F08004 07/11

5. Bearing 6. Pump 7. Seal Ring 8. Retainer


F8-19

7. Heat bearings (4 & 5) in an oven to 80° - 100°C (175° - 212°F). 8. Press fit bearing (5) onto the shaft until seated against the shoulder. Press fit bearing (4) onto the shaft until seated against the pump bearing. Use 19.6 - 29.4 kN (2 - 3 tons) force when pressing the bearings. 10. Thread nut (3) onto the shaft.

ONE-WAY CLUTCH ASSEMBLY 14. Install plate (3, Figure 8-49) into the bore of race (2). 15. Place bearing race (1) in dry ice until chilled. Use 19.6 - 29.4 kN (2 - 3 tons) force to press bearing outer race (1) into the bore of race (2). Ensure the cup is properly seated with no clearance between the cup and the shoulder.

11. Use special tool (p/n 792-335-1400) to tighten the nut to 466 ± 24 N·m (344 ±18 lb ft) as shown in Figure 8-48.

FIGURE 8-49. BEARING RACE INSTALLATION 1. Bearing Outer Race 2. Race

FIGURE 8-48. TORQUEING SHAFT NUT 1. Special Tool

2. Bearing Retainer Nut

3. Plate

16. Turn the race over with the tapped holes positioned at the top. 17. Position the free-wheel in the bore of the race with the arrow pointing clockwise. Refer to Figure 8-50.

12. Apply approximately 7 ml (0.25 oz) power line oil to the bearings and rotate the pump approximately 10 revolutions. 13. Install inner race (2, Figure 8-47) over shaft (1).

FIGURE 8-50. CLUTCH ROTATION DIRECTION 1. Drag Spring

F8-20


2. Sprag

07/11 F08004

18. Use a mallet and installation tool (1, Figure 851) to tap the free-wheel into the bore of the race. Use caution when installing. Damage to sprags or drag springs may result with too much force.

19. Place bearing cup (4, Figure 8-52) in dry ice to chill. Use 19.6 - 29.4 kN (2 - 3 tons) force to press the bearing cup into retainer (3). Verify the cup is properly seated with no clearance between the cup and the shoulder. 20. Assemble stator (1), retainer (3), and race (10). Apply thread lock (p/n 09940-00030) to cap screws (2). Install the cap screws and the washers. Tighten to 110 ± 12 N·m (81 ± 9 lb ft). 21. Apply power line oil to the one-way clutch inner race. 22. Lower stator assembly (1, Figure 8-53) over the shaft. Position the stator into rear housing (2) while rotating clockwise.

FIGURE 8-51. FREE-WHEEL INSTALLATION 1. Installation Tool

2. Free-Wheel

FIGURE 8-52. STATOR INSTALLATION 1. Stator 2. Cap Screw & Washer 3. Retainer 4. Bearing Cup 5. Bearing Cone

F08004 07/11

6. Nut 7. Lock Plate 8. Nut 9. Spacer 10. Race


F8-21

STATOR BEARING PRE-LOAD ADJUSTMENT Reposition the assembly to place the torque converter axis horizontally. 24. Rotate the stator 15 to 20 times. Tap the stator two or three times using a soft mallet. 25. Securely fasten one end of a small diameter rope to one cap screw (2). Then wrap the rope around the heads of the remaining cap screws (2) for one revolution. NOTE: Figure 8-54 does not show the preferred rope method of checking rolling resistance. a. Hook a 10 kg (20 lb) spring scale to the other end of the rope. FIGURE 8-53. STATOR INSTALLATION 1. Stator Assembly

2. Rear Housing

23. After the stator is seated onto the bearing, rotate the stator. Confirm the stator will turn clockwise, but not counterclockwise.

b. Pull the spring scale smoothly. Read and record the force required to start the stator rotating. The front stator bearing cone is not installed. Obtain three measurements and record the average value. The three measurements must be within 0.5 kg (1 lb). If they are not, the assembly must be checked for incorrect installation or damaged parts.

FIGURE 8-54. BEARING PRE-LOAD CHECK 1. Spring Scale

F8-22


2. Stator Retainer Cap Screw

07/11 F08004

26. Install spacer (9, Figure 8-52) and bearing cone (5). Coat the bearing with power line oil and rotate the stator several revolutions.

30. After completing the preload adjustment, bend locking plate (7, Figure 8-52) against the flats of nuts (6 & 8).

27. Install nut (8). Use special tool (p/n 792-3351300) and tighten to 367 ± 24 N·m (271 ±18 lb ft).

31. Tighten two stator retainer cap screws (2, Figure 8-54) to 110 ± 12 N·m (81 ±9 lb ft).

28. Loosen nut (8) about 60 degrees. Install lock plate (7) and outer nut (6). Tighten to 367 ± 24 N·m (271 ±18 lb ft). 29. Repeat the measurement of force required to rotate the one-way clutch. Use the same procedure as before. Measure three times and calculate the average. The three measurements must be within 0.5 kg (1 lb). If they are not, the assembly must be checked for incorrect installation or damaged parts.

32. Confirm that all rollers of the stator bearing (5, Figure 8-52) rotate. Verify that a 0.05 mm (0.002 in.) feeler gauge cannot be inserted between the end of the roller and the lip on the outer race. Refer to Figure 8-55.

Use the equation below to calculate the proper rolling resistance range. If the average calculated in this step is within the range using the formula below, the clutch is within limits. If the average is not within range, adjust the pre-load by loosening and tightening the stator bearing retainer nuts until the proper rolling resistance is achieved. Use the tightening specifications outlined in Step 27 & Step 28. FIGURE 8-55. BEARING CLEARANCE CHECK Rolling resistance range = (Value from Step 25) + 2.2 kg (4.9 lb) to (Value from Step 25) + 3.6 kg (7.9 lb).

33. Reposition the torque converter with the axis of the shaft vertical.

Example: Initial 3 measurements: 3 kg, 2.8 kg, 3.2 kg = 3 kg Average (Step 25) Secondary 3 measurements:

34. Place the turbine on a work bench. Support the turbine on a wood block, as shown in Figure 856.

5.5 kg, 5.7 kg, 5.9 kg = 5.7 kg Average (Step 29) Final Calculation 3kg + 2.2 kg to 3 kg + 3.6 kg = 5.2 to 6.6 kg = proper range In this example, 5.2 - 6.6 kg is the proper rolling resistance range. The average of the secondary measurements was 5.7 kg which is within the range. No further adjustment is necessary.

FIGURE 8-56. TURBINE ASSEMBLY

F08004 07/11


F8-23

35. Attach a lifting sling and a hoist to case (1, Figure 8-57). Lower the case over turbine (2).

39. Install piston seal rings (3) into the groove in housing (1). Coat the piston seal ring with petroleum jelly.


2. Turbine

36. Install a lock-up clutch disc (1, Figure 8-58) and then a plate (2). Alternately install remainder of discs (3 total) and plates (2 total). Coat the discs and plates with clean power line oil during installation. FIGURE 8-59. PISTON INSTALLATION 1. Piston Housing 2. Piston 3. Housing Seal Ring

4. Pin 5. Piston Seal Ring

40. Carefully slide the piston into the housing. Invert the assembly and lower onto the case top. Ensure the piston remains in the housing bore.

FIGURE 8-58. CLUTCH ASSEMBLY 1. Clutch Disc

2. Clutch Plate

37. Install piston seal rings (5) in the piston grooves as shown (cup positioned toward outside) in Figure 8-59. Coat the piston seal ring with petroleum jelly.

FIGURE 8-60. CLUTCH HOUSING INSTALLATION 1. Piston Housing

2. Cap Screws

38. Chill new pins (4, Figure 8-59) in dry ice if removed. After thoroughly chilled, tap the pins into the piston in three places.

F8-24


07/11 F08004

41. Apply thread lock (p/n 09940-00030) to cap screws (2). Install the cap screws and washers and tighten to 110 ± 12 N·m (81 ± 9 lb ft). 42. Press fit bearing (2, Figure 8-61) into housing bore. Verify the bearing is installed parallel to the face of piston housing (1) within 0.05 mm (0.002 in.). Install spacer (3) and snap rings (4 & 5).

FIGURE 8-62. SHAFT INSTALLATION 1. Input Shaft 2. Bearing Inner Race 3. Dowel Pin

FIGURE 8-61. BEARING INSTALLATION 1. Piston Housing 2. Bearing 3. Spacer

4. Snap Ring 5. Snap Ring

4. Piston Housing 5. Cap Screw 6. Washer

46. Apply thread lock (p/n 09940-00030) to cap screw (5). Install cap screws (5) and washers (6). Tighten to 292 ± 18 N·m (215 ±13 lb ft). 47. After assembly, check the turbine for smooth rotation.

43. Press dowel pins (3, Figure 8-62) into the four holes in bottom of input shaft (1).

48. Install a lift eye in the tapped hole of input shaft (1, Figure 8-63). Attach lifting chains and a hoist. Lift the assembly over the pump in the rear case sub-assembly and lower into position. Install two cap screws to temporarily attach the turbine case to the pump.

44. Press bearing inner race (2) onto the shaft until seated against the shoulder. 45. Align the dowel pins in the shaft with the holes in piston housing (4). Tap the shaft until seated on the housing.

F08004 07/11


F8-25

55. Apply approximately 7 ml (0.25 oz) of clean power line oil to the tapered roller bearing assembly. Rotate the gear approximately 10 revolutions to check for smooth operation. 56. Install new O-ring (11) and cover (7). Install the cover cap screws and tighten to 110 ± 12 N·m (81 ± 9 lb ft). 57. Press bearing outer race (2) into front housing (1). 58. Press one inner race (3) onto gear shaft (4). Refer to the match marks for proper bearing assembly. FIGURE 8-63. CLUTCH & PUMP ASSEMBLY 1. Input Shaft

2. Clutch SubAssembly

59. Insert gear (4) into the front housing bore. Press the remaining inner race (8) onto the shaft. Install plate (5) and snap ring (6). 60. Apply thread lock (p/n 09940-00030) and install nut (7). Use tool p/n 790-102-1891 to tighten to 353 ± 39 N·m (260 ± 29 lb ft).

PTO DRIVE ASSEMBLY 49. Press fit bearing outer race (2, Figure 8-64) for the right hand pump drive into the front housing. Install snap ring (1). 50. Repeat the previous step for the left hand, upper pump drive. NOTE: Pump drive assembly procedures are identical for both the left and right, upper PTO pump drives. 51. Install outer bearing race (4) for the upper idler gear in the front housing bore. 52. Press fit half of inner race (5) onto idler gear shaft (10). NOTE: Assemble bearing inner races (5 & 6) according to match marks noted during disassembly or match marks on new bearing assembly.

FIGURE 8-65. LOWER IDLER GEAR ASSEMBLY 1. Front Housing 2. Outer Race 3. Inner Race 4. Lower Idler Gear

5. Plate 6. Snap Ring 7. Nut 8. Inner Race

53. Install gear (10) through the front case bore from the inside. Support the gear and press fit the remaining inner race onto the shaft. 54. Install holder (9). Apply thread lock (p/n 0994000030) to cap screw (8). Install the cap screw and washer. Tighten to 277 ± 33 N·m (204 ± 24 lb ft).

61. Apply approximately 7 ml (0.25 oz) of clean power line oil to the tapered roller bearing assembly. Rotate the gear approximately 10 revolutions to check for smooth operation. 62. Install a new O-ring (2, Figure 8-66) onto cover (1). Place the cover over the lower idler gear. Install cap screws (3) and the washers and tighten to 110 ± 12 N·m (81 ± 9 lb ft).

F8-26


07/11 F08004

FIGURE 8-64. PTO UPPER PUMP DRIVE & IDLER GEAR ASSEMBLY 1. Snap Ring 2. Outer Race 3. Snap Ring 4. Outer Race 5. Inner Race 6. Inner Race

F08004 07/11

7. Cover 8. Cap Screw 9. Holder 10. Upper Idler Gear 11. O-ring


F8-27

64. Press one inner race (3) of the bearing onto gear shaft (8). Refer to the match marks for proper bearing assembly. 65. Install the gear in the front housing bore and press the remaining inner race (5) onto the shaft. 66. Install plate (4) and snap ring (7). 67. Apply thread lock (p/n 09940-00030) to the threads of nut (6). Install the nut. Use tool p/n 790-102-1891 to tighten to 353 ± 39 N·m (260 ± 29 lb ft). 68. Apply approximately 7 ml (0.25 oz) of clean power line oil to the tapered roller bearing assembly. Rotate the gear approximately 10 revolutions and check for smooth operation. 69. Attach lift eyes to front housing (1, Figure 8-68). Attach appropriate lifting chains and a hoist to the lift eyes. FIGURE 8-66. IDLER GEAR COVER 1. Cover 2. O-Ring

3. Cap Screws

70. Install a new O-ring in the groove of the front housing flange. Install new O-rings at the oil transfer holes. Coat the O-rings and mating surfaces with petroleum jelly.

63. Press bearing outer race (2) into the bore in front housing (1).

FIGURE 8-67. LOWER PUMP DRIVE ASSEMBLY

FIGURE 8-68. HOUSING ASSEMBLY 1. Front Housing

1. Front Housing 2. Outer Race 3. Inner Race 4. Plate 5. Inner Race

6. Nut 7. Snap Ring 8. Transmission Pump Drive Gear 9. Lower Idler Gear

2. Rear Housing

71. Carefully lower the front housing onto rear housing (2) while meshing the gears. 72. Coat the threads of cap screws (1, Figure 8-69) with thread sealer p/n 790-129-9080. Install the cap screws and washers.

F8-28


07/11 F08004

FIGURE 8-69. HOUSING ASSEMBLY 1. Cap Screw

2. Washer

FIGURE 8-71. BOSS & BEARING ASSEMBLY 1. Bearing

NOTE: Six of the cap screws must be accessed through the pump drive cavity, as shown in Figure 870. A special offset wrench may have to be fabricated locally to reach below the gear to tighten two of the cap screws.

2. Snap Ring

75. Press fit bearing and boss (2, Figure 8-72) into cover (1). Install snap ring (3).

FIGURE 8-72. COVER ASSEMBLY FIGURE 8-70. MOUNTING CAP SCREWS 1. Cap Screws

2. Housing

73. Tighten the cap screws to 277 ± 33 N·m (204 ± 24 lb ft). 74. Press fit bearing (1, Figure 8-71) to the pump drive boss.

1. Cover 2. Bearing & Boss

3. Snap Ring

76. Apply approximately 7 ml (0.25 oz) of clean power line oil to the ball bearing assembly. Rotate the boss approximately 10 revolutions to check for smooth operation. 77. Press bearing inner race (7) onto pump drive gear (5).

F08004 07/11


F8-29

80. Install a new O-ring (14, Figure 8-73) in cover (12). Coat the O-ring and mating bore in the front housing with petroleum jelly. 81. Install the pump drive gear assembly into the housing. Install cap screws (13) and the washers and tighten to 110 ± 12 N·m (81 ± 9 lb ft). 82. Install a new O-ring (6) onto cover (4). Install the cover. (Applicable to the RH pump drive, only.) 83. Repeat the previous steps for the remaining, upper pump drive components. 84. If previously removed, install dowel pin (3, Figure 8-75).

FIGURE 8-73. UPPER PUMP DRIVE 1. Snap Ring 2. Bearing 3. Snap Ring 4. Cover 5. Pump Drive Gear 6. O-Ring 7. Inner Race

8. Snap Ring 9. Bearing 10. Snap Ring 11. Boss 12. Cover 13. Cap Screw 14. O-Ring

85. Apply sealant p/n 790-129-9070 to the outer diameter of oil seal (1). Install the seal in retainer (5). Apply grease p/n 790-129-9080 to the seal lip and retainer bore in the front housing.

78. Install gear (5) on boss (11).

86. Coat a new O-ring (2) with petroleum jelly and install it onto retainer (5).

79. Apply thread lock (p/n 09940-00030) to the threads of cap screws (1, Figure 8-74) Install the cap screws and tighten to 110 ± 12 N·m (81 ± 9 lb ft).

87. Position retainer (5) over the front housing. Align the hole for dowel pin (3) and install the retainer in the housing. Install snap ring (4). 88. Heat and install the collar (10). 89. Coat a new O-ring (9) with petroleum jelly and install it onto input flange (6) and holder (7). Place the assembly into position. Apply thread lock (p/n 09940-00030) to the threads of cap screw (8). Install the cap screw and the washer. Tighten the cap screw to 696 ± 34 N·m (514 ± 25 lb ft).

FIGURE 8-74. PUMP DRIVE GEAR INSTALLATION 1. Cap Screws 2. Gear

F8-30

3. Cover


07/11 F08004

FIGURE 8-76. PUMP CAP SCREW INSTALLATION 1. Pump

2. Cap Screw

FIGURE 8-75. INPUT SHAFT DETAIL 1. Oil Seal 2. O-Ring 3. Dowel Pin 4. Snap Ring 5. Retainer 6. Input Flange

7. Holder 8. Cap Screw 9. O-ring 10. Collar 11. Front Housing

91. Install cap screws (1, Figure 8-77). Tighten the cap screws to 110 ± 12 N·m (81 ± 9 lb ft).

90. Apply thread lock (p/n 09940-00030) to the threads of cap screws (2). Install the cap screws and washers. Tighten to 54 ± 5 N·m (40 ±4 lb ft). Remove the two cap screws that were installed temporarily. Apply thread lock (p/n 0994000030) to the threads of cap screws and install, again. Tighten the cap screws to the specified torque.

FIGURE 8-77. CAPSCREW INSTALLATION 1. Cap Screw

2. Shaft

92. Refer to Torque Converter Installation at the beginning of this chapter for information on mounting the torque converter to the transmission.

F08004 07/11


F8-31

SPECIAL TOOLS Special tools are available from Komatsu that have been designed to aid in torque converter rebuild. Information is also provided to allow fabrication of lifting plates (see below) for lifting the torque converter assembly off the transmission.

Wrench, p/n 792-335-1300 • Used for the torque converter stator bearing nut. Wrench, p/n 792-335-1400 • Used for the torque converter pump/one-way clutch bearing retainer nut. Wrench, p/n 790-102-1891

Lift Plate - Fabricate Locally Figure 8-78 lists the dimensions to fabricate lifting plates for torque converter removal and installation. Three plates are necessary and can be used with three lift eyes (p/n 04530-12438).

• Used for the transmission pump drive gear and lower idler gear. Figure 8-79 is a typical illustration of the type of wrenches listed above.

Use a mild steel to fabricate the plates.

FIGURE 8-79. WRENCH (TYPICAL)

FIGURE 8-78. LIFT PLATE DIMENSIONS

F8-32


07/11 F08004

SECTION F9 TRANSMISSION REBUILD INDEX

TRANSMISSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-3 TRANSMISSION DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-3 Number One Clutch Housing Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-7 Bearing Cage & Cover Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-10 Number Four Carrier Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F9-11 Output Shaft Cover Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-12 Rear Case Bearing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-12 Output Shaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-13 Output Shaft Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-13 Number Five/Six Carrier Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-13 CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-15 INSPECTION TABLE INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-15 TRANSMISSION ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-21 GENERAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-21 Number Five/Six Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-21 Output Shaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-22 Number Seven Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-23 Rear Case Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-24 Rear Case & Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-24 Number Six Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-26 Number Four Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-27 Number Four Carrier Bearing Cage Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-28 Number Five Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-28 Number Four Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-29 Number Three Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-29

F09003 10/11

Transmission Rebuild

F9-1

Clutch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-30 Number Two Clutch Ring Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-30 Number Three Carrier & Number Two Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-31 Number One Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-31 Number One Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-34 Checks Prior to Final Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-36 Final Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-36 Input Shaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-37 External Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-39

F9-2


10/11 F09003

TRANSMISSION REBUILD Refer to Section F2 for the proper procedures for removing and installing the transmission/torque converter from the truck. Refer to Section F8 for the proper procedures for removing and installing the torque converter.

The transmission assembly weighs approximately 2294 kg (5057 lb). Use appropriate lifting apparatus capable of lifting that weight.

TRANSMISSION DISASSEMBLY

3. Remove the Electronic Control Modulated Valve (ECMV) valves and wiring harness (3) from the transmission case. Remove the ECMV valve mounting plate and filter assembly. 4. Remove the orifices from below the ECMV’s. The reverse, low and lockup ECMV’s do not use an orifice. 5. If not previously removed, remove the cap screw securing output flange (4). Remove the flange, the cover, and the O-ring. 6. Remove sleeves (2, Figure 9-2) and discard the O-rings. 7. With the transmission positioned vertically as shown in Figure 9-3, remove cap screws (2) and remove oil pan (1).

1. Remove sheet metal covers (1, Figure 9-1). 2. Disconnect the wiring harness from input shaft speed sensor (7), intermediate shaft speed sensor (6), output shaft speed sensor (3) and lube oil temperature sensor (2). Remove the sensors.

FIGURE 9-2. VALVE SEATS 1. Valve Seat Mounting Surface

2. Sleeves

FIGURE 9-1. EXTERNAL COMPONENT REMOVAL 1. Covers 2. Lube Oil Temperature Sensor 3. Output Shaft Speed Sensor 4. Output Flange

F09003 10/11

5. Wire Harness 6. Intermediate Shaft Speed Sensor 7. Input Shaft Speed Sensor


F9-3

9. Remove cap screws (2) and remove plate (3) from the input shaft. Check the dowel pins for damage and remove if necessary. 10. Remove two 8 mm cap screws, the plate and gasket (5). Remove nine 14 mm cap screws (4) from the number one clutch housing to separate it from transmission case (6). 10. Attach appropriate lifting apparatus and a hoist to transmission case (1, Figure 9-5). Remove 21 cap screws (2) and six nuts securing the transmission case to rear case (3). 11. Carefully lift the transmission case until it clears the internal components, and set aside. 12. Remove and discard the O-rings sealing the two cases together. FIGURE 9-3. OIL PAN REMOVAL 1. Oil Pan Assembly

2. Cap Screws

8. Attach an overhead hoist to input shaft (1, Figure 9-4). Lift the input shaft and plate (3) out of the transmission assembly.

FIGURE 9-5. CASE SEPARATION 1. Transmission Case 2. Cap Screw

3. Rear Case

FIGURE 9-4. SHAFT REMOVAL 1. Input Shaft 2. Cap Screw 3. Plate (Sensor Gear) 4. Cap Screw (14 mm)

F9-4

5. Cap Screw (8 mm), Plate & Gasket 6. Transmission Case


10/11 F09003

13. Before disassembling the clutches, check the number one, three, four, five and six clutch pistons for normal operation. Use pressurized air at 380 ± 104 kPa (55 ± 15 psi) and oil leak tester kit (p/n 799-301-1600), as shown below. NOTE: This test will not work If the oil has drained from the clutch cavities. The pistons will bypass air and will not move.

FIGURE 9-6. CLUTCH OPERATION CHECK 1. Leak Tester

2. Clutch Pressure Port

14. Attach two 12 mm eye bolts, lifting chains and a hoist. Lift out the number one and two clutches and number three carrier assembly (1, Figure 97).

F09003 10/11

FIGURE 9-7. CLUTCH & CARRIER ASSEMBLY REMOVAL 1. Number One And Two Clutch With Number Three Carrier


2. Rear Case

F9-5

15. Disassemble the number one clutch as follows: a. Remove cap screws (1, Figure 9-8). Remove cover (2).

16. Remove discs (1, Figure 9-9), plates (2), piston return springs (4), clutch plate separator springs (3), and guide pins (5).

b. Remove internal snap ring (6). c. Remove spacer (8). d. Remove external snap ring (5) from the number one sun gear shaft. e. Remove cover (7). f. Remove cap screws (9). g. Insert a 12 mm pusher bolt into the tapped hole in clutch housing (10). Remove the clutch housing, bearing and hub.

FIGURE 9-9. NUMBER ONE CLUTCH DISASSEMBLY 1. Clutch Discs 2. Clutch Plates 3. Separator Spring

4. Return Spring 5. Guide Pin

17. Press hub (1, Figure 9-10) from the clutch housing bearing bore. 18. Remove snap ring (3). Turn the housing over and press bearing (2) from clutch housing (4). Use a bearing removal tool to press on the outer race of the bearing during removal.

FIGURE 9-8. NUMBER ONE CLUTCH DISASSEMBLY 1. Cap Screw 2. Cover 3. Pin 4. Number One Sun Gear 5. Snap Ring

F9-6

6. Snap Ring 7. Cover 8. Spacer 9. Cap Screw 10. Clutch Housing


10/11 F09003

FIGURE 9-10. HUB REMOVAL 1. Hub 2. Bearing 3. Snap Ring

4. Clutch Housing 5. Support Blocks FIGURE 9-11. HOUSING REMOVAL 1. Number One Clutch Housing

19. Remove snap ring (2, Figure 9-11) from the bearing inner race. 20. Attach eye bolts, lifting chains and a hoist to housing (1). Raise the assembly approximately 50 mm (2 in.) above the work surface. 21. Separate the number one clutch housing from the number two clutch housing. Separate by tapping the number two clutch housing with a soft mallet or by inserting a pry bar.

2. Snap Ring 3. Cap Screw

Number One Clutch Housing Disassembly 22. Remove snap ring (2, Figure 9-12). Remove bearing (3), bushing (4) and pin (5).

FIGURE 9-12. CLUTCH HOUSING DISASSEMBLY 1. Number One Clutch Housing 2. Snap Ring

F09003 10/11


3. Bearing 4. Bushing 5. Pin

F9-7

23. Remove snap ring (3, Figure 9-13). 24. Attach lift eyes, lifting chains and a hoist to carrier (2). Remove cap screws (1). 25. Insert pusher bolts into the tapped holes and remove the number one carrier assembly.

27. Disassemble the number two clutch as follows: a. Remove piston (1, Figure 9-14). Remove separator plate (5) and plate (4). b. Remove clutch discs and plates (6) and springs (21). c. Remove spacer (3), hub (2), and number three sun gear (14). Remove spacer (13). 28. Disassemble the number three carrier as follows: a. Remove cap screws (9). Remove cover (8). b. Push planet gear shafts (17) out of the carrier bores. Remove ball (18) when the shaft is removed. c. Remove gears (16), thrust washers (19), and bearings (20). d. If necessary, remove sleeves and balls (7).

FIGURE 9-13. NUMBER ONE CARRIER DISASSEMBLY 1. Cap Screw 7. Bearing 2. Carrier 8. Number One 3. Snap Ring Planetary Gear 4. Number One Sun 9. Ball Gear 10. Cover 5. Gear Shaft 11. Cap Screw 6. Thrust Washer 12. Snap Ring

NOTE: If sleeve removal is required, tap the sleeve to gain access to the 10 x 1.5 mm threads. Insert a puller bolt to remove the sleeve.

e. Remove snap ring (10) and press bearing (11) out of the carrier bore. f. Remove bearing inner race (15). g. Remove seal ring (12).

26. Disassemble the number one carrier assembly as follows: a. Remove cap screws (11). b. Remove cover (10). c. Remove number one sun gear (4). d. Push planetary gear shafts (5) out of the carrier bores. Remove ball (9) when the shaft is removed. e. Remove each shaft with gears (8), thrust washers (6), and bearings (7). f. Remove snap ring (12) and remove the ring gear.

F9-8


10/11 F09003

FIGURE 9-14. NUMBER TWO CLUTCH & NUMBER THREE CARRIER DISASSEMBLY 1. Piston 2. Hub 3. Spacer 4. Plate 5. Separator Plate 6. Clutch Discs & Plates 7. Sleeve & Ball 8. Cover 9. Cap Screw 10. Snap Ring 11. Bearing 12. Seal Ring

13. Spacer 14. Number Three Sun Gear 15. Bearing Inner Race 16. Planetary Gear 17. Gear Shaft 18. Ball 19. Thrust Washer 20. Bearing 21. Spring 22. Number Three Carrier

FIGURE 9-15. NUMBER THREE CLUTCH 1. Ring Gear 2. Tie Bolt 3. Clutch Housing

4. Clutch Plates, Discs, Springs

32. Remove six cap screws (2, Figure 9-16). Remove number three/four housing (1).

29. Remove tie bolts (2, Figure 9-15). 30. Remove number three clutch housing (3). 31. Remove ring gear (1). Remove the clutch plates, discs, and springs.

FIGURE 9-16. NUMBER FOUR CLUTCH DISASSEMBLY 1. Number Three/Four Housing 2. Capscrew

F09003 10/11


3. Guide Pin 4. Springs 5. Discs & Plates

F9-9

33. Remove clutch discs & plates (5), springs (4) and guide pins (3). 34. Use the hole in bearing cage (1, Figure 9-17) to access the cover mounting cap screws. Remove the cap screws, the bearing cage and the cover. 35. Remove tie bolts (5) and housing (2). 36. Remove the number four ring gear.

FIGURE 9-18. BEARING CAGE DISASSEMBLY 1. Bearing Cage 2. Seal Ring 3. Snap Ring 4. Bearing 5. Seal Ring

6. Cover 7. Bearing 8. Snap Ring 9. Seal Ring

45. Attach lift eyes (M12 x 1.75), lifting chains and a hoist to number four carrier (1, Figure 9-19). Remove the carrier and the number five ring gear. 46. Remove number five clutch housing (2).

FIGURE 9-17. NUMBER FOUR RING GEAR REMOVAL 1. Bearing Cage 4. Springs 2. Housing 5. Tie Bolts 3. Discs & Plates

37. Remove discs/plates (3) and springs (4). 38. Remove the snap ring retaining the number four sun gear to the intermediate shaft. 39. Remove the number four sun gear.

Bearing Cage & Cover Disassembly 40. Remove seal rings (2 & 9, Figure 9-18). 41. Remove snap ring (8). Separate bearing cage (1) from cover (6). 42. Remove seal ring (5). FIGURE 9-19. NUMBER FOUR CARRIER ASSEMBLY REMOVAL

43. Remove bearing (7) from the cover. 44. Remove snap ring (3). Remove bearing (4) from the cage.

F9-10

1. Number Four Carrier Assembly


2. Number Five Clutch Housing 3. Clutch Plates & Discs

10/11 F09003

Number Four Carrier Disassembly 47. Remove snap ring (2, Figure 9-20). Remove ring gear (1). NOTE: Insert a tool through the holes in the ring gear to compress the snap ring when disassembling. 48. If necessary, remove four sleeves (4) and detent balls (5). NOTE: If sleeve removal is required, tap the sleeve for access to the 10 x 1.5 mm threads. Insert a puller bolt and remove. 49. Remove four planet gear shafts (8) and detent balls (9). Remove thrust washers (7) and bearings (10).

FIGURE 9-21. NUMBER SIX CLUTCH DISASSEMBLY 1. Guide Pin 2. Number Six Ring Gear

3. Number Six Clutch Housing 4. Clutch Discs, Plates, & Springs

52. Remove number six ring gear (2). Remove number six clutch housing (3). FIGURE 9-20. NUMBER FOUR CARRIER DISASSEMBLY 1. Number Five Ring Gear 2. Snap Ring 3. Number Four Carrier 4. Sleeve 5. Ball

6. Planet Gear 7. Thrust Washer 8. Shaft 9. Ball 10. Bearing

53. Insert a lift eye (M16 x 2) into the tapped hole in intermediate shaft (1, Figure 9-22). Attach a lifting chain and a hoist. Lift the shaft out of the assembly.

Use caution when inserting the lift eye. DO NOT damage the seal ring contact area in the intermediate shaft bore. 50. Remove clutch discs, plates & springs (4, Figure 9-21). 51. Remove guide pins (1).

54. Remove spacer and ball bearing (3). Remove the number five and number six sun gears. 55. Invert the rear case as shown in Figure 9-23. 56. Remove cap screws (2). Use three pusher bolts (M12 x 1.75 x 150 mm) to remove cover (3).

F09003 10/11


F9-11

Output Shaft Cover Disassembly 57. Remove cap screws (1, Figure 9-24). Remove cover (2) and discard O-rings (3 & 4). 58. Remove oil seal (7). 59. Press bearing (6) from cover (5).

FIGURE 9-22. INTERMEDIATE SHAFT REMOVAL 1. Intermediate Shaft 2. Rear Case

3. Spacer & Bearing

FIGURE 9-24. OUTPUT SHAFT COVER DISASSEMBLY 1. Cap Screw 2. Cover 3. O-ring 4. O-ring

5. Cover 6. Bearing 7. Oil Seal

Rear Case Bearing Removal 60. Attach a hoist to the rear case and lift the case off of the assembly. 61. Remove collar (4, Figure 9-25) from rear case (1). 62. Remove bearing (3).

FIGURE 9-23. COVER REMOVAL 1. Cover 3. Cover 2. Capscrew 4. Rear Case

F9-12


10/11 F09003

65. Remove two plates (3) 66. Lift output shaft (1) out of the carrier assembly.

Output Shaft Disassembly 67. Remove spacer (3, Figure 9-27). 68. Remove cap screws (5) and cover (2). 69. Remove piston (1). Remove and discard seals (6) from piston (1) and output shaft (11). FIGURE 9-25. REAR CASE BEARING 1. Rear Case 2. Dowel Pin 3. Bearing

4. Collar 5. Pin

70. Remove worm gear (9), collar (7), and bearing inner race (5). If damaged, remove dowel pins (8). 71. Remove bearing (4).

Number Five/Six Carrier Disassembly Output Shaft Removal 63. Remove the output shaft speed sensor gear. 64. Remove cap screws (2, Figure 9-26).

72. Remove the number seven clutch plates, discs, and springs from the number five/six carrier. Remove the clutch hub. 73. Remove the planet shaft cover from the number five/six carrier. 74. Remove each planet gear shaft (1 & 5, Figure 9-28). Remove ball (3). 75. Remove planetary pinion gears (2). Remove the bearings, collars, and thrust washers from the carrier. 76. If necessary, remove sleeve and ball (4) at four locations. Tap the sleeves and install a puller bolt to remove.

FIGURE 9-26. OUTPUT SHAFT REMOVAL 1. Output Shaft 2. Cap Screw 3. Plates

F09003 10/11

4. Number Seven Clutch Housing


F9-13

FIGURE 9-27. OUTPUT SHAFT DISASSEMBLY 1. Piston 2. Cover 3. Spacer 4. Bearing 5. Cap Screw 6. Seals

7. Bearing Inner Race 8. Pins 9. Worm Gear 10. Collar 11. Output Shaft

FIGURE 9-28. NUMBER FIVE/SIX CARRIER DISASSEMBLY 1. Gear Shaft 4. Sleeve & Ball 2. Planetary Pinion Gear 5. Number Six Planetary 3. Ball Pinion Gear Shaft

F9-14


10/11 F09003

CLEANING AND INSPECTION • Thoroughly clean all parts and inspect. • Discard gaskets and O-rings, and replace with new seals during reassembly. Inspect all cap screws for cracks or thread damage. Replace any damaged parts. Refer to Figure 9-29 and the following tables for new part specifications and maximum allowable wear limits for used parts.

INSPECTION TABLE INDEX Table 1 . . . . . . Piston Return Spring Specifications and Wear Limits Table 2 . . . . . . Clutch Disc and Plate Specifications and Wear Limits Table 3 . . . . . . Seal Ring Specifications and Wear Limits Table 4 . . . . . . Gear Backlash Specifications Table 5 . . . . . . Miscellaneous Components Inspection

NOTE: The column labelled “No.” in the following Tables refers to numbered components shown in Figure 9-29.

TABLE 1. PISTON RETURN SPRING SPECIFICATIONS AND WEAR LIMITS (Non-Rotating Clutches) Specifications No.

Standard - New

Description

Minimum - Used

Free Length

Installed Length

Installed Load

Free Length

Installed Load

1

No. 1 (M) clutch springs (10 ea.)

91.0 mm (3.58 in.)

87.0 mm (3.43 in.)

3.6 kg (7.94 lb)

85.5 mm (3.37 in.)

3.1 kg (6.83 lb)

2

No. 3 (L) clutch springs (12 ea.)

91 mm (3.58 in.)

69 mm (2.72 in.)

19.8 kg (43.7 lb)

85.5 mm (3.37 in.)

16.8 kg (37.0 lb)

3

No. 4 (2nd) clutch springs (12 ea.)

91.0 mm (3.58 in.)

75 mm (2.96 in.)

14.4 kg (31.7 lb)

85.5 mm (3.37 in.)

12.2 kg (26.90 lb)

4

No. 5 (1st) clutch springs (12 ea.)

91 mm (3.58 in.)

74.8 mm (2.94 in.)

14.6 kg (32.2 lb)

85.5 mm (3.37 in.)

12.4 kg (27.3 lb)

5

No. 6 (R) clutch springs (12 ea.)

91 mm (3.58 in.)

71 mm (2.80 in.)

18.0 kg (39.7 lb)

85.5 mm (3.37 in.)

15.3 kg (33.7 lb)

Remedy

Replace

NOTE: Discard all clutch spacer springs and replace with new parts during assembly.

F09003 10/11


F9-15

TABLE 2. CLUTCH DISC AND PLATE SPECIFICATIONS AND WEAR LIMITS Specifications No.

Description

Standard New

Tolerance

Minimum Used

6

No. 1 clutch Total thickness: 8 discs + 7 plates

70.1 mm (2.760 in.)

±0.387 mm (±0.015 in.)

67.7 mm (2.665 in.)

7


37.2 mm (1.465 in.)

±0.346 mm (±0.014 in.)

34.8 mm (1.370 in.)

8


42.6 mm (1.677 in.)

±0.346 mm (±0.014 in.)

40.2 mm (1.583 in.)

9


55.0 mm (2.165 in.)

±0.316 mm (±0.012 in.)

52.0 mm (2.047 in.)

10


55.0 mm (2.165 in.)

±0.316 mm (±0.012 in.)

52.0 mm (2.047 in.)

11


60.2 mm (2.370 in.)

±0.33 mm (±0.113 in.)

56.6 mm (2.228 in.)

12


37.2 mm (1.465 in.)

±0.346 mm (±0.114 in.)

34.8 mm (1.370 in.)

13

No. 1 clutch Single disc thickness

5.0 mm (0.197 in.)

±0.1 mm (±0.004 in.)

4.4 mm (0.173 in.)

14

No. 2, 3 clutch Single disc thickness:

5.4 mm (0.213 in.)

±0.15 mm (±0.006 in.)

4.8 mm (0.189 in.)

15

No. 4, 5 & 6 clutch Single disc thickness:

5.2 mm (0.205 in.)

±0.1 mm (±0.004 in.)

4.6 mm (0.181 in.)

16

No. 7 clutch Single disc thickness:

5.4 mm (0.213 in.)

±0.15 mm (±0.006 in.)

4.8 mm (0.189 in.)

17

No. 1 clutch Single plate thickness:

4.3 mm (0.169 in.)

±0.1 mm (±0.004 in.)

4.1 mm (0.161 in.)

18


5.2 mm (0.205 in.)

±0.1 mm (±0.004 in.)

5.0 mm (0.197 in.)

19


7.0 mm (0.276 in.)

±0.1 mm (±0.004 in.)

6.8 mm (0.268 in.)

20

No. 4, 5 & 6 clutch Single plate thickness:

5.8 mm (0.228 in.)

±0.1 mm (±0.004 in.)

5.6 mm (0.220 in.)

21


5.2 mm (0.205 in.)

±0.1 mm (±0.004 in.)

5.0 mm (0.197 in.)

F9-16


Remedy

Replace

10/11 F09003

TABLE 3. SEAL RING SPECIFICATIONS AND WEAR LIMITS Specifications No.

22

23

24

25

26

27

28

29

Description

Standard New

Tolerance

Minimum Used

Transmission input shaft seal ring (34.5 mm dia. seal ring)

Width

2.56 mm (0.101 in.)

-0.01 to -0.03 mm (-0.0004 to -0.0012 in.)

2.30 mm (0.091 in.)

Thickness

1.70 mm (0.067 in.)

±0.1 mm (±0.004 in.)

1.55 mm (0.061 in.)

Transmission input shaft seal ring (89 mm dia. seal ring)

Width

3.00 mm (0.118 in.)

-0.01 to -0.03 mm (-0.0004 to -0.0012 in.)

2.70 mm (0.106 in.)

Thickness

3.70 mm (0.146 in.)

±0.12 mm (±0.0047 in.)

3.55 mm (0.140 in.)

Width

4.00 mm (0.157 in.)

-0.01 to -0.03 mm (-0.0004 to -0.0012 in.)

3.60 mm (0.118 in.)

Thickness

4.50 mm (0.177 in.)

±0.12 mm (±0.0047 in.)

4.35 mm (0.171 in.)

Width

4.00 mm (0.157 in.)

-0.01 to -0.04 mm (-0.0004 to -0.0016 in.)

3.60 mm (0.118 in.)

Thickness

5.00 mm (0.248 in.)

±0.15 mm (±0.0059 in.)

4.85 mm (0.191 in.)

Width

4.00 mm (0.157 in.)

-0.01 to -0.04 mm (-0.0004 to -0.0016 in.)

3.60 mm (0.118 in.)

Thickness

4.00 mm (0.157 in.)

±0.15 mm (±0.0059 in.)

3.85 mm (0.152 in.)

Width

4.50 mm (0.177 in.)

-0.01 to -0.03 mm (-0.0004 to -0.0012 in.

4.05 mm (0.159 in.)

Thickness

5.20 mm (0.157 in.)

±0.12 mm (±0.0047 in.)

5.05 mm (0.199 in.)

Width

3.00 mm (0.118 in.)

-0.01 to -0.03 mm (-0.0004 to -0.0012 in.)

2.70 mm (0.106 in.)

Thickness

1.70 mm (0.067 in.)

±0.1 mm (±0.004 in.)

1.55 mm (0.061 in.)

Width

4.50 mm (0.177 in.)

-0.01 to -0.03 mm (-0.0004 to -0.0012 in.)

4.05 mm (0.159 in.)

Thickness

5.50 mm (0.217 in.)

±0.15 mm (±0.0059 in.)

5.35 mm (0.211 in.)

No. 3 carrier seal ring

No. 4 carrier cover seal ring

Bearing cage seal ring (front)

Bearing cage seal ring (rear)

Input shaft & intermediate shaft seal ring No 1 carrier collar (2 ea.), No. 7 clutch hub (2 ea.) & Output shaft collar (3 ea.)

F09003 10/11


Remedy

Replace

F9-17

TABLE 4. GEAR BACKLASH SPECIFICATIONS Specification No.

Description

Remedy Minimum

Maximum

30

Backlash between No. 1 sun gear and planetary gear

0.15 mm (0.006 in.)

0.40 mm (0.016 in.)

31

Backlash between No. 1 planetary gear and ring gear

0.17 mm (0.007 in.)

0.44 mm (0.017 in.)

32


0.14 mm (0.006 in.)

0.37mm (0.015 in.)

33


0.17 mm (0.007 in.)

0.43 mm (0.017 in.)

34


0.15 mm (0.006 in.)

0.40 mm (0.016 in.)

35


0.17 mm (0.007 in.)

0.43 mm (0.017 in.)

36


0.14 mm (0.006 in.)

0.37 mm (0.015 in.)

37

Backlash between No. 5 planet gear and ring gear

0.16 mm (0.006 in.)

0.40 mm (0.016 in.)

38

Backlash between No. 6 sun gear and planet gear

0.14 mm (0.006 in.)

0.37 mm (0.015 in.)

39

Backlash between No. 6 planet gear and planet gear

0.11 mm (0.004 in.)

0.38 mm (0.015 in.)

40

Backlash between No. 6 planet gear and ring gear

0.16 mm (0.006 in.)

0.40 mm (0.016 in.)

41

Maximum wear of inside teeth of clutch discs

—

0.3 mm (0.012 in.)

F9-18


Replace

10/11 F09003

TABLE 5. MISCELLANEOUS COMPONENTS INSPECTION No.

Description

Planet Gear Thrust Washers:

Specification

Remedy

Standard - New

Tolerance

Minimum Used

41

No. 1, 4, 5 & 6 (outside) planet gear thrust washer thickness

3 mm (0.118 in.)

±0.1 mm (0.004 in.)

2.5 mm (0.098 in.)

42

No. 3 & 6 (inside) planet gear thrust washer thickness

2 mm (0.079 in.)

±0.1 mm (0.002 in.)

1.5 mm (0.059 in.)

Replace thrust washer

NOTE: No flaws permissible on thrust washers. Planet Gear Side Clearance:

Standard - New

Maximum Used

No. 1 gear train No. 3 gear train 43

No. 4 gear train

0.25 to 0.90 mm (0.010 to 0.035 in.)

1.5 mm (0.059 in.)

No. 5 gear train No. 6 gear train

Maximum Used

Seal Ring Contact Area Wear: 44

Seal ring sealing surface contact area (Max. groove depth.):

Oil Seal Contact Area Wear: 45

Output shaft drive flange, oil seal contact area

Coupling Capscrew: 46

Check the capscrew for cracks.

F09003 10/11

Replace thrust washer or replace carrier

0.05 mm (0.002 in.)

Standard Diameter - New

Minimum Diameter

145 mm (5.709 in.)

144.8 mm (5.701 in.)

Replace

Replace

No Cracks Found

Cracks Found

Reuse

Replace


F9-19

FIGURE 9-29. TRANSMISSION COMPONENT PARTS INSPECTION

F9-20


10/11 F09003

TRANSMISSION ASSEMBLY GENERAL INSTRUCTIONS • Install new O-rings, seals, and gaskets when components are assembled. • During assembly, coat seal rings and grooves with petroleum jelly. • Apply clean power line oil to all rotating and sliding components before assembly. • Freeze planetary gear shafts in dry ice before installing in carriers. • Use standard fastener torque values during assembly unless otherwise specified.

2. Position a thrust washer (2, Figure 9-31), two needle bearings (10), a number five planetary gear (9), and another thrust washer (2) in number five carrier (11). 3. Install a thrust washer (2) and two needle bearings (8) separated by a collar (3) in the number six carrier planetary gear bore. Install a number six planetary gear (7) and another thrust washer (2). Repeat for the remaining three gears. 4. After freezing in dry ice, carefully install each gear shaft (1). Properly align the bearings, washers, and collars. Insert detent ball (4) for each shaft.

• If oil passage plugs have been removed, apply thread lock (p/n 09940-00030) to threads prior to installation. Install plugs flush with the surface and stake threads at two places. • Side clearance for all planetary pinion gears is 0.25 to 0.90 mm (0.010 to 0.035 in.). Number Five/Six Carrier Assembly 1. If removed, insert sleeves and balls (4, Figure 9-30) at four locations in the number six carrier.

FIGURE 9-31. PLANETARY GEAR INSTALLATION 1. Shaft 2. Thrust Washer 3. Collar 4. Ball 5. Cap Screw 6. Cover

7. Number Six Planetary Pinion Gear 8. Needle Bearing 9. Number Five Planetary Pinion Gear 10. Needle Bearing 11. Number Five/Six Carrier

FIGURE 9-30. NUMBER FIVE/SIX CARRIER ASSEMBLY 1. Gear Shaft 4. Sleeve & Ball 2. Planetary Pinion 5. Number Six Gear Planetary Pinion 3. Ball Gear Shaft

F09003 10/11


F9-21

5. Install a thrust washer and two needle bearings separated by a collar in the remaining carrier bores. Install the number six planetary pinion gear and another thrust washer. 6. Freeze the number six planetary pinion gear shafts (5, Figure 9-30) in dry ice. Install the shafts then install the detent balls. 7. Install cover (6, Figure 9-31). Apply thread lock (p/n 09940-00030) to the threads of cap screw (5) and install. Tighten to 66 ± 7 N·m (49 ± 5 lb ft). Output Shaft Assembly 8. Press bearing inner race (7, Figure 9-32) onto output shaft (11) until fully seated against the shoulder. 9. Drive locating pins (8) into the output shaft holes. 10. Install collar (10) and worm gear (9) over the locating pins and against the bearing inner race.

11. Press bearing (4) into the output shaft until fully seated against the shoulder of the bore.

Press against the outer race of the bearing, only. Applying force on the cage or the inner race will damage the bearing. 12. Coat the piston seals (3, Figure 9-33) with petroleum jelly. Install the piston seals in the grooves in piston (1) and output shaft (2). Position the seal cup as shown in Figure 9-33. 13. Apply power line oil to the seal contact area. Install piston (1) into the output shaft. 14. Install cover (2, Figure 9-32). Install cap screws (5) and the washers. Tighten to standard torque.

FIGURE 9-33. PISTON SEAL INSTALLATION FIGURE 9-32. OUTPUT SHAFT ASSEMBLY 1. Piston 2. Cover 3. Spacer 4. Bearing 5. Cap Screw 6. Seals

F9-22

7. Bearing Inner Race 8. Pins 9. Worm Gear 10. Collar 11. Output Shaft


1. Piston 2. Output Shaft

3. Seal

10/11 F09003

Number Seven Clutch Assembly 15. Install two seal rings (11, Figure 9-34) in the grooves in number seven clutch hub (10). Coat the seal rings with petroleum jelly.

18. Coat a new O-ring (13) with petroleum jelly. Install the O-ring in the hub groove. Install spacer (14).

16. Carefully lower the hub into number five carrier assembly (12).

19. Lift the output shaft assembly and lower it onto the carrier assembly. Install plates (6).

NOTE: In the following step, apply TO-30 or TO-10 power line oil to the clutch discs as they are installed.

20. Apply thread lock (p/n 09940-00030) to cap screws (5). Install the cap screws and tighten to 110 ± 12 N·m (81 ± 9 lb ft).

17. Install a clutch disc (9) over the hub teeth until seated in the carrier. Alternately install clutch plates (8) and the remaining discs. Install wave springs (7) around the discs. There are three plates, four discs, and four springs.

21. Install speed sensor gear (4). Apply thread lock (p/n 09940-00030) to cap screws (3). Install the cap screws and tighten to standard torque. 22. Install seal rings (2) in the collar grooves. Coat the seals with petroleum jelly to secure during

FIGURE 9-34. NUMBER SEVEN CLUTCH ASSEMBLY 1. Output Shaft 2. Seal Rings 3. Cap Screw 4. Speed Sensor Gear 5. Cap Screw 6. Plate 7. Spring (4 ea.) 8. Clutch Plate (3 ea.)

F09003 10/11

9. Clutch Disc (4 ea.) 10. Hub 11. Seal Ring 12. Number Five Carrier 13. O-ring 14. Spacer 15. Bearing Inner Race


F9-23

Rear Case Assembly 23. If removed, install collar locating dowel pin (2, Figure 9-35) into rear case (1). 24. Press bearing (3) into the case until seated against the shoulder of the bore. 25. Align collar (4) with the dowel pin and install in the case.

FIGURE 9-36. OUTPUT SHAFT COVER ASSEMBLY 1. Cap Screw 2. Cover 3. O-ring 4. O-ring

FIGURE 9-35. REAR CASE ASSEMBLY 1. Rear Case 2. Dowel Pin

3. Bearing 4. Collar

5. Cover 6. Bearing 7. Oil Seal

29. Coat a new O-ring (3) with petroleum jelly. Install the O-ring in the groove of cover (2). Install cover (2) onto cover (5). 30. Install cap screws (1) and the washers. Tighten to standard torque. 31. Install a new O-ring (7, Figure 9-37) in the groove in cover (5).

Rear Case & Carrier Assembly 26. Attach lifting apparatus and a hoist to the rear case. Carefully lower the case over the output shaft to seat rear case bearing (3) on outer race (15, Figure 9-34). 27. Install bearing (6, Figure 9-36) in cover (5). 28. Coat the outer diameter of seal (7) with sealant (p/n 790-129-9080). Apply the sealant to the bore in cover (2). Press the seal into the cover. Remove all traces of sealant after installation.

F9-24

32. Place cover assembly (5) over output shaft (4) and align the mounting cap screw holes. 33. Temporarily install drive flange (1). Tap the flange to install bearing (2) onto the output shaft until fully seated against speedometer drive gear (3). 34. Remove the drive flange. 35. Install cap screws (6) and the washers. Tighten to standard torque.


10/11 F09003

FIGURE 9-38. PREPARATION FOR INTERMEDIATE SHAFT INSTALLATION 1. Intermediate Shaft

FIGURE 9-37. COVER ASSEMBLY INSTALLATION 1. Drive Flange 2. Bearing 3. Speedometer Drive Gear 4. Output Shaft 5. Cover 6. Cap Screw

7. O-Ring 8. Rear Case 9. Seal Ring 10. Intermediate Shaft 11. Spacer 12. Bearing

2. Dry Ice

38. Invert the rear case as shown in Figure 9-39. 39. When frozen, remove the intermediate shaft from the dry ice. Insert the shaft through the number five/six planetary assembly, and into bearing (12, Figure 9-37). Seat the shaft against spacer (11). 40. Insert the number six sun gear, the spacer, and the number five sun gear. Insert spacer and bearing (3, Figure 9-39).

36. Install seal ring (9, Figure 9-37) onto the intermediate shaft. Coat the seal with petroleum jelly to aid in assembly. 37. Place intermediate shaft (1, Figure 9-38) in a container of dry ice (2) to freeze the bearing mounting area. Refer to Figure 9-38. Freeze for 20 minutes or more before installing.

FIGURE 9-39. INTERMEDIATE SHAFT INSTALLATION 1. Intermediate Shaft 2. Rear Case

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3. Spacer & Bearing

F9-25

Number Six Clutch Assembly 41. Attach lifting apparatus and a hoist to number six clutch housing (3, Figure 9-40). Lower the housing onto the rear case, aligning the dowel pins and the mating holes. 42. Install number six ring gear (2). 43. Install six guide pins (1). 44. Coat a new clutch piston seal (9, Figure 9-41) with petroleum jelly. Install the clutch piston seal in the housing groove. Position the seal as shown in the illustration. 45. Install a new seal on the number six clutch piston. Position the seal with the open part positioned toward the clutch piston oil pressure cavity. NOTE: During the next step, apply TO-30 or TO-10 power line oil to the clutch discs as the parts are installed.

46. Install one clutch disc (6) against piston (3). Install the separator springs. Continue to alternately install the clutch discs, plates, and separator springs. Install a total of six discs and five plates. 47. Install 12 piston return springs (4).

FIGURE 9-41. NUMBER SIX CLUTCH COMPONENTS 1. Rear Case 2. Number Six Clutch Housing 3. Piston 4. Spring 5. Dowel Pin

6. Clutch Disc 7. Clutch Plate 8. Number Six Ring Gear 9. Piston Seal

48. Install number five clutch housing (4, Figure 942) over the dowel pins and firmly seat against the number six clutch housing. Verify the sleeves are installed in all 22 tie bolt holes.

FIGURE 9-40. NUMBER SIX CLUTCH ASSEMBLY 1. Guide Pin 2. Number Six Ring Gear 3. Number Six Clutch Housing

F9-26

4. ClutchDiscs,Plates, & Springs


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FIGURE 9-43. PISTON SEAL INSTALLATION

Number Four Carrier Assembly 51. If removed, install four sleeves (4, Figure 9-44) with detent balls (5).

FIGURE 9-42. NUMBER FIVE CLUTCH ASSEMBLY 1. Number Six Clutch Assembly 2. Number Five Clutch Piston 3. Piston Seal 4. Number Five Clutch Housing 5. Housing Seal 6. Plate 7. Number Five Clutch Plates & Discs

8. Spring 9. Number Four Carrier 10. Cap Screw 11. Bearing Cage Assembly 12. Snap Ring 13. Number Four Sun Gear

FIGURE 9-44. NUMBER FOUR CARRIER ASSEMBLY

49. Coat new piston seal rings (3 and 5, Figure 942) with petroleum jelly. Install seal (5) in the clutch housing groove. Install seal (3) in number five clutch piston (2). Position the seal with the cup opening toward the clutch oil pressure cavity as shown in Figure 9-43. 50. Install the piston in the clutch housing.

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52. Position thrust washers (7), needle bearings (10), and a planetary gear in each carrier pinion bore. With the parts aligned, insert frozen shaft (8) and detent ball (9).

1. Number Five Ring Gear 2. Snap Ring 3. Number Four Carrier 4. Sleeve


5. Ball 6. Planetary Gear 7. Thrust Washer 8. Shaft 9. Ball 10. Bearing

F9-27

53. Install ring gear (1) as follows: a. Insert snap ring (2) in carrier (3). b. Align the external teeth of the carrier with the internal teeth of the ring gear. Slide the parts together until the snap ring aligns with the ring gear groove and snaps into place. c. Check for proper mating. The ring gear must be stationary on the carrier. d. Confirm a gap of approximately 3.2 mm (0.12 in.) exists between the inner diameter of the snap ring and the bottom of the carrier teeth. 54. Install number four sun gear (13, Figure 9-42) on the intermediate shaft. Install snap ring (12). 55. Attach lifting apparatus and a hoist to number four carrier (9). Lower the carrier over the intermediate shaft.

FIGURE 9-45. BEARING CAGE ASSEMBLY 1. Bearing Cage 2. Seal Ring 3. Snap Ring 4. Bearing 5. Seal Ring

6. Cover 7. Bearing 8. Snap Ring 9. Seal Ring

Number Five Clutch Assembly Number Four Carrier Bearing Cage Assembly NOTE: In the following assembly procedures, apply petroleum jelly to the seal ring grooves and seal rings. 56. Assemble the number four carrier retaining cover and bearing cage (11) as follows: a. Install bearing (4, Figure 9-45) in bearing cage (1). b. Install snap ring (3). c. Install bearing (7) in cover (6). Install seal ring (5).

60. Install the number five clutch plates as follows: a. Install plate (6, Figure 9-42) onto piston (2). NOTE: During the next step, apply TO-30 or TO-10 power line oil to the clutch discs as the parts are installed. b. Install a disc, then install a plate. Continue to alternately install a total of five discs and five plates. Install a separator spring over the guide pins between the discs as they are installed. c. Install piston return springs (8).

d. Assemble the cage to the cover and install snap ring (8). e. Install seal rings (2 & 9). 57. Install the assembled bearing cage on the number four carrier assembly. 58. Apply thread lock (p/n 09940-00030) to the threads of eight cap screws (10, Figure 9-42). 59. Install the cap screws through the access hole in the bearing cage. Tighten to 110 ± 12 N·m (81 ± 9 lb ft).

F9-28


10/11 F09003

Number Four Clutch Assembly 61. Install number four clutch housing (3, Figure 946) over the dowel pins and seat against the number five clutch housing. 62. Coat new piston seals (2, Figure 9-46) with petroleum jelly. Install the seals on the number four clutch piston and housing. Refer to Figure 9-43 for proper seal orientation. The open end of the cup must be positioned toward the clutch oil pressure cavity. 63. Install number four ring gear (9).

64. Assemble the number four clutch as follows: a. Install plate (5) on piston (1). b. Install a clutch disc, then install a plate. Continue to alternately install a total of five discs and five plates. Lubricate the discs with TO10 or TO-30 power line oil as they are installed. c. Install a separator spring over the guide pins between the discs as they are installed. d. Install piston return springs (6). 65. Install housing (8). Install 22 washers (10) and tie-bolts (11). Tighten to 385 ± 42 N·m (284 ± 31 lb ft).

Number Three Clutch Assembly 66. Install housing (4, Figure 9-47) over the dowel pins. 67. Apply thread lock (p/n 09940-00030) to the threads of six cap screws (10). Insert the cap screws through the housing and into bearing cage assembly (11). Tighten to 110 ± 12 N·m (81 ± 9 lb ft). 68. Coat new piston seals (1 and 3, Figure 9-47). Install seal (1) on the housing. Install seal (3) on piston (2). Refer to Figure 9-43 for seal orientation. 69. Install number three ring gear (9). 70. Assemble the number three clutch as follows: a. Install plate (5) on the piston.

FIGURE 9-46. NUMBER FOUR CLUTCH ASSEMBLY 1. Number Four Clutch Piston 2. Piston Seal 3. Number Four Clutch Housing 4. Housing Seal 5. Plate 6. Spring

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7. NumberFourClutch Assembly 8. Housing 9. Number Four Ring Gear 10. Washer 11. Tie Bolt

b. Install a clutch disc, then install a plate. Continue to alternately install a total of four discs and three plates. Lubricate the discs with TO-30 or TO-10 power line oil as they are installed. NOTE: The ear of the clutch plates for the number three clutch are stamped with the letter “L”. c. Install a separator spring over the guide pins between the discs as they are installed. d. Install piston return springs (8).


F9-29

71. Install plate (7) over the dowel pins in the number three clutch housing. Install 17 cap screws and washers (12). Tighten to 385 ± 42 N·m (284 ± 31 lb ft).

Clutch Test 72. Use 586 kPa (85 psi) of pressurized air and oil leak tester (p/n 799-301-1600). Pressurize each clutch through the hydraulic oil port to 483 kPa (70 psi) or more to check for normal operation.

Number Two Clutch Ring Gear Installation 73. Install snap ring (3, Figure 9-48) in the groove in hub (2). 74. Align the teeth of ring gear (1) with the teeth on the hub. Press the two parts together until the snap ring fits into the groove on the ring gear. 75. Inspect the snap ring. Ensure a gap of 2.3 mm (0.09 in.) exists between the inside diameter of the snap ring and the hub. Refer to Figure 9-48. 76. Verify the ring gear is a tight fit on the hub and the parts cannot be separated.

FIGURE 9-48. NUMBER TWO CLUTCH HUB RING GEAR INSTALLATION 1. Ring Gear 2. Hub

3. Snap Ring

FIGURE 9-47. NUMBER THREE CLUTCH ASSEMBLY 1. Housing Seal 2. Number Three Clutch Piston 3. Piston Seal 4. Clutch Housing 5. Plate 6. Number Three Clutch Assembly 7. Plate

F9-30

8. Spring 9. Number Three Ring Gear 10. Cap Screw 11. Bearing Cage 12. Cap Screw & Washer


10/11 F09003

Number Three Carrier & Number Two Clutch Assembly 77. Install bearing inner race (15, Figure 9-49) on number two carrier (1). 78. Install bearing (11) and snap ring (10). 79. If removed, install sleeves (7) with detent balls. 80. Install thrust washers (19), needle bearings (20) and gears (16). Align the parts, and install (frozen) shafts (17) and detent balls (18). 81. Install cover (8). Apply thread lock (p/n 0994000030) to eight cap screws (9) Install the cap screws and tighten to 66 ± 7 N·m (49 ± 5 lb ft). 82. Install spacer (13), number three sun gear (14), and hub (4). 83. Install a number two clutch disc, then a plate. Alternately install a total of four discs and three plates (6). Install a spring (5) at each disc. Place plate (2) on top. 84. Install seal ring (12) in the carrier groove. Apply petroleum jelly to the seal ring and groove.

FIGURE 9-49. NUMBER THREE CARRIER ASSEMBLY 1. Number Three 11. Bearing Carrier 12. Seal Ring 2. Plate 13. Spacer 3. Ring Gear 14. Number Three Sun 4. Hub Gear 5. Spring 15. Bearing Inner Race 6. Clutch Discs & Plates 16. Planetary Gear 7. Sleeve & Ball 17. Gear Shaft 8. Cover 18. Ball 9. Cap Screw 19. Thrust Washer 10. Snap Ring

Number One Carrier Assembly 85. Install thrust washers (3, Figure 9-50), needle bearing (4), and planetary pinion gear (6). Insert shaft (2) in carrier (1). Repeat for the remaining gears. 86. Install cover (7). Apply thread lock (p/n 0994000030) to the threads of cap screws (8). Install the cap screws and tighten to standard torque.

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F9-31

89. Coat the piston seals (Figure 9-52) with petroleum jelly. Install the piston seals as shown in Figure 9-52.

FIGURE 9-50. NUMBER ONE PLANETARY PINION INSTALLATION 1. Number One Carrier 2. Shaft 3. Thrust Washer 4. Needle Bearing 5. Ball

6. Planetary Pinion Gear 7. Cover 8. Cap Screws

87. Using a tool as shown in Figure 9-51, align collar (2) with pin (1) and press onto carrier (5).

FIGURE 9-52. PISTON SEAL INSTALLATION

90. Coat carrier seal (3, Figure 9-54) with petroleum jelly. Install the carrier seal. Position the seal cup as shown in Figure 9-54.

88. Coat seal rings (4) and the collar grooves with petroleum jelly. Install the seal rings.

FIGURE 9-53. NUMBER ONE CARRIER PISTON INSTALLATION FIGURE 9-51. COLLAR INSTALLATION 1. Pin 2. Collar 3. Tool

4. Seal Rings 5. Number One Carrier

1. Separator Plate 2. Piston 3. Carrier Seal

4. Number One Carrier

91. Align the guide hole in piston (2) with the lock pin in carrier (4). Install the piston. Install separator plate (1).

F9-32


10/11 F09003

92. Install spacer (5, Figure 9-54) onto hub (7). Install number one sun gear (4) in number three carrier assembly (6). Align the splines in the hub and the spacer. The hole in spacer (5) must be aligned with the hole in the hub (7). 93. Attach lifting apparatus and a hoist to number one carrier (2). Lower the carrier over the sun gear shaft onto the number three carrier. 94. Apply thread lock (p/n 09940-00030) to the threads of cap screws (1) and install. Tighten the cap screws to 110 ± 12 N·m (81 ± 9 lb ft).

96. Install the bearing in the number one clutch housing as follows: a. If necessary, install pin (5, Figure 9-55) in clutch housing (1). b. Align bushing (4) with the pin and install in the carrier bore. c. Use a bearing installer and a press to install bearing (3). Press the outer race of the bearing into the bore until seated against the bushing. d. Install snap ring (2).

95. Install snap ring (3).

FIGURE 9-55. NUMBER ONE CLUTCH HOUSING BEARING INSTALLATION 1. Clutch Housing 2. Snap Ring 3. Bearing

FIGURE 9-54. NUMBER THREE AND NUMBER ONE CARRIER ASSEMBLY 1. Cap Screws 2. Number One Carrier 3. Snap Ring 4. Number One Sun Gear

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4. Bushing 5. Pin

97. Using the proper diameter tool (3, Figure 9-56), press the bearing inner race to assemble number one clutch housing (2) onto number three carrier (1).

5. Spacer 6. Number Three Carrier 7. Hub


F9-33

100. Install hub (4, Figure 9-58) over the splines on the number one sun gear shaft. 101. Insert guide pins (2) in the number one housing. 102. Install the number one clutch assembly as follows: NOTE: Apply TO-30 or TO-10 power line oil to the clutch discs as they are installed. a. Install a clutch disc on hub (4). Install springs (7). b. Install a clutch plate over the disc. c. Alternately install the remaining discs, plates, and springs. There are a total of eight discs and seven plates. d. Coat seal (6) with petroleum jelly. Install the seal on piston (5) with the seal cup positioned as shown in Figure 9-58. NOTE: The ear of each clutch plate should be stamped “4.”

FIGURE 9-56. HOUSING & CARRIER ASSEMBLY 1. Number Three Carrier 2. Number One Clutch Housing

e. Install piston return springs (1).

3. Tool 4. Snap Ring 5. Bearing

103. Coat seal (2, Figure 9-59) with petroleum jelly. Install the seal in clutch housing (1) with the seal cup positioned as shown in the illustration. 104. Install clutch housing (1).

98. After the bearing is seated against the collar, install snap ring (4) in the groove at the bearing inner race.

105. Install cap screws (9) and tighten to 177 ± 20 N·m (130 ± 14 lb ft). 106. Install cover (8) with dowel pin (3) over the sun gear shaft splines. Install snap ring (5). 107. Install spacer (7) and snap ring (6).

Number One Clutch Assembly 99. Install bearing (2, Figure 9-57) in number one clutch housing (1). Install snap ring (3).

FIGURE 9-57. HUB BEARING INSTALLATION 1. Number One Clutch Housing

F9-34

2. Bearing 3. Snap Ring


10/11 F09003

FIGURE 9-58. NUMBER ONE CLUTCH ASSEMBLY 1. Spring 2. Guide Pin 3. Clutch Discs & Plates

4. Hub 5. Piston 6. Piston Seal 7. Spring

FIGURE 9-59. NUMBER ONE CLUTCH FINAL ASSEMBLY 1. Clutch Housing 2. Housing/Piston Seal 3. Dowel Pin 4. Number One Sun Gear Shaft 5. Snap Ring

6. Snap Ring 7. Spacer 8. Cover 9. Cap Screw 10. Bearing Inner Race 11. Carrier Seal Ring

108. Attach lifting apparatus and a hoist to the front planetary and clutch assembly shown in Figure 9-60. Lift the assembly. Lubricate seal ring (11, Figure 9-59) and install. Lower the assembly onto the transmission rear housing. Refer to Figure 9-60. Ensure bearing inner race (10, Figure 9-59) seats properly on the roller bearing assembly.

F09003 10/11


F9-35

FIGURE 9-61. CLEARANCE CHECK 1. Number Three Carrier

2. Number Three Clutch Housing Plate

111. Pressurize the number one and number two clutches through the hydraulic oil port. Use a shop air supply of 586 kPa (85 psi) and oil leak tester (P/N 799-301-1600). • Number one clutch: Pressurize to 483 kPa (70 psi) or more to check for normal operation. FIGURE 9-60. FRONT PLANETARY & CLUTCH INSTALLATION 1. Front Planetary & Clutch Assembly

• Number two clutch: Pressurize to 297 kPa (43 psi) or more to check for normal operation.

2. Rear Housing Final Assembly 112. Install new O-rings in the hydraulic oil ports on the face of the rear transmission case.

Checks Prior to Final Assembly 109. After front planetary and clutch assembly (1, Figure 9-60) is installed, verify clearance exists between the number three carrier and the number three clutch housing plate. Refer to Figure 9-61. 110. Rotate the number three carrier by hand to check for smooth rotation.

F9-36

113. Attach lifting apparatus and a hoist to the transmission case. Coat a new O-ring (4, Figure 962) with petroleum jelly. Install the O-ring in the groove at the rear of the case. Carefully lower the case over the power train. 114. Install 21 cap screws (2) and the washers that secure the main case to the rear case. Install the six nuts and washers. Tighten the cap screws and nuts to standard torque.


10/11 F09003

Input Shaft Installation 117. Install two dowel pins (2, Figure 9-64) and the plates. 118. Apply thread lock (p/n 09940-00030) to the threads of cap screws (3). Install the cap screws and washers to attach speed sensor gear (4) to transmission input shaft (1). Tighten the cap screws to 65 ± 7 N·m (48 ± 5 lb ft). 119. Place the shaft in a container with dry ice to chill the bearing mounting area as shown in Figure 9-64. Chill for 45 minutes or more.

FIGURE 9-62. CASE INSTALLATION 1. Transmission Case 2. Cap Screw

3. Rear Case 4. O-ring

115. Install two 8 mm cap screws, plate and gasket (1, Figure 9-63) and the washers. Install nine 14 mm cap screws (6) and the washers. Tighten cap screws (1) to standard torque. Tighten cap screws (6) to 176 ± 19 N·m (130 ± 14 lb ft). 116. Place cover (4) into position. Install cap screws (3) and the washers.

FIGURE 9-64. INPUT SHAFT PREPARATION 1. Input Shaft 2. Dowel Pin 3. Cap Screw

4. Speed Sensor Gear 5. Dry Ice 6. Seal Ring Groove

FIGURE 9-63. FRONT PLANETARY & CASE ASSEMBLY 1. Cap Screw (8 mm), Plate & Gasket 2. Transmission Case 3. Cap Screw

F09003 10/11

4. Cover 5. Clutch Housing 6. Cap Screw (14 mm)


F9-37

120. After the shaft has been chilled and is removed for installation, install the seal ring in shaft groove (6) and coat with petroleum jelly. NOTE: When the input shaft is installed, it is essential that the internal splines of number three sun gear (2, Figure 9-65), hub (3), and spacer (4) are in alignment. The splines must mate with the external splines on the input shaft as it is lowered into the transmission. Ensure spacer (1) is aligned. Coat spacers (1 & 4) with petroleum jelly to help keep them aligned. If properly aligned, the input shaft should slide in as far as bearing (5) without additional force. If the shaft is forced, damage to bearing (5) may result. 121. Align the internal splines of sun gear (2, Figure 9-65), hub (3) and spacer (4). Coat the spacers with petroleum jelly. Center spacer (1) over the bore in bearing (5).

122. Carefully lower the input shaft into the front planetary and clutch assembly. Rotate the shaft as necessary to align the splines. If the alignment is correct, the shaft should drop into place. If the shaft does not drop into place, remove the shaft and realign the splines of the spacer, hub, and sun gear. When the dimension from the top of the speed sensor gear and the face of the case is 6 mm (0.236 in.) or less, the end of the shaft has reached the bearing spacer chamfer as shown in Figure 9-66. 123. Lightly tap the input shaft with a plastic mallet (max. length - 40 cm (15.75 in.)) to seat the shaft in the bearing bore and spacer.

FIGURE 9-65. PREPARATION FOR INPUT SHAFT INSTALLATION 1. Spacer 2. Number Three Sun Gear

F9-38

3. Hub 4. Spacer 5. Bearing

FIGURE 9-66. INPUT SHAFT INSTALLATION


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124. When the input shaft is properly seated, the dimension from the face of the transmission case to the face of the speed sensor gear will be approximately 30 mm (1.18 in.). Refer to Figure 9-67.

External Components 125. Install oil pan (1, Figure 9-68) and a new gasket onto the transmission case. Install the magnet assemblies and new O-rings.

FIGURE 9-68. OIL PAN INSTALLATION 1. Oil Pan

2. Cap Screws

126. Install sleeves (2, Figure 9-69) and new O-rings into the hydraulic oil ports on top of the transmission. Coat the sleeve side of the O-rings with petroleum jelly. 127. Install O-rings at the ports on valve seat mounting surface (1). FIGURE 9-67. INPUT SHAFT PROPERLY INSTALLED

FIGURE 9-69. SLEEVE INSTALLATION 1. Valve Seat Mounting Surface

F09003 10/11


2. Sleeves

F9-39

128. Install the ECMV valve seat, ECMV orifices, ECMV valves, and ECMV filter assembly. Refer to chapter F2 for installation intructions. 129. Install lube oil temperature sensor (2, Figure 970). 130. Install the speed sensors at input shaft (7), intermediate shaft (6), and output shaft (3).

133. Install output flange (4) onto the output shaft. Install the cover and a new O-ring. Coat the Oring with petroleum jelly. Install the cap screw and washer. Tighten the cap screw to 2745 ± 294 N·m (2025 ± 217 lb ft). 134. Refer to Section F8 for torque converter installation and final assembly.

131. Attach sensor wiring harness (5) and connect the sensor plugs. 132. Install covers (1) over the sensors, ECMV valves and filter.

FIGURE 9-70. SENSOR INSTALLATION 1. Covers 2. Lube Oil Temp. Sensor 3. Output Shaft Speed Sensor 4. Output Flange

F9-40

5. Wire Harness 6. Intermediate Shaft Speed Sensor 7. Input Shaft Speed Sensor


10/11 F09003

SECTION G DRIVE AXLE, SPINDLES AND WHEELS INDEX

TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1

FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1

REAR AXLE ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1

REAR AXLE AND FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1

FINAL DRIVE PLANETARIES AND WHEEL HUBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1

G01018

Index

G1-1

NOTES

G1-2

Index

G01018

SECTION G2 TIRES AND RIMS INDEX

TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3 FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 REAR TIRE AND RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7 TIRE MATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8 RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8 Tire Removal From Rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8 Tire Installation On Rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9 FRONT WHEEL STUD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-10 REAR WHEEL STUD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-11

G02023 10/11

Tires and Rims

G2-1

NOTES

G2-2

Tires and Rims

10/11

G02023

TIRES AND RIMS GENERAL INFORMATION Truck tires must be inspected and the tire pressure checked with an accurate pressure gauge before each working shift. Tire pressure may vary according to manufacturer and local working conditions. Consult the tire manufacturer for recommended pressures.

Before storing used tires, clean thoroughly and inspect for damage. Repair as necessary. When a truck is placed in storage, block the truck to remove the weight from the deflated tires. If a stored truck cannot be blocked, check the air pressure and inspect the tires twice a month.

Install and securely tighten valve caps on each valve stem. Caps protect valves from dirt build-up and damage. DO NOT remove air from hot tires. It is normal for pressure to increase in the tire due to expansion. A bent or damaged rim that does not support the bead properly may cause abnormal strain on the tire resulting in a malfunction. Rims must be repaired or replaced if damaged. If a tire should obtain a deep cut, it must be repaired. Neglected cuts cause many tire problems. Water, sand, grit, dirt and other foreign materials can enter a tire through a cut eventually causing tread or ply separation. Whenever possible, store tires indoors. If stored outdoors, cover the tires with tarpaulin to keep out dirt, water and other foreign materials. Long exposure to the sun will cause ozone cracks. Store tires in a cool, dry, dark, draft-free location. Tires may either be stored vertically or laid horizontally. DO NOT exceed stacks of more than three tires. Avoid contact with oil, grease and other petroleum products.

• DO NOT weld or heat a rim with the tire mounted. Gases inside the tire may ignite causing an explosion of the tire and rim. • When inflating tires, always use a safety cage. • DO NOT inflate a tire until the lock ring is securely in place. • DO NOT stand in front of or over the lockring during inflation procedures. • DO NOT overinflate tires. Refer to the tire manufacturers recommendations. • Keep personnel away from wheels and tires during removal or installation. • If the truck has had a fire, DO NOT go near the tires until the tires have cooled. • The tire/rim assembly weighs approximately 3180 kg (7010 lb). Ensure the tire handling equipment is capable of lifting and maneuvering the load. Manual tire removal and installation is possible but, due to the size and weight of the components, special handling equipment such as a tire handler, as shown in Figure 2-1, is desirable. Consult local tire vendors for sources of equipment designed especially to remove, repair, and install large off-highway truck tires.

FIGURE 2-1. TYPICAL TIRE HANDLER

G02023 10/11

Tires and Rims

G2-3

FRONT TIRES AND RIMS 3. Release the air pressure from the tire.

Removal

4. Grasp the tire assembly with the tire handler.

1. Stop the machine on level ground, apply the parking brake and chock the rear wheels. 2. Place a 45,360 kg (50 ton) capacity hydraulic jack (1, Figure 2-2) under the suspension cylinder on the A-arm. Raise the front wheel assembly and block securely.

DO NOT damage the tire inflation stem during tire removal.

Due to its size and weight, keep personnel away from the wheel and tire assembly during removal and installation. 5. Remove air valve lock plate (3, Figure 2-3). 6. Remove wheel nuts (2) and clamps (1). 7. Move the wheel and tire assembly away from the wheel hub and into a clean work area. 8. Inspect the brake components for damage or wear. Inspect the hydraulic brake lines for leaking fittings or damage. FIGURE 2-2. JACK PLACEMENT 1. Jack (50 ton capacity)

2. A-Arm

When deflating tires, be cautious of flying dirt and debris. Wear eye protection at all times.

DO NOT completely deflate the tire. Keep the tire inflated to 69 - 103 kPa (10-15 psi) to ensure the tire and rim components remain assembled during tire handling.

G2-4

Tires and Rims

FIGURE 2-3. FRONT WHEEL HUB 1. Clamp 2. Nut 3. Valve Lock Plate

4. Capscrew 5. Wheel Rim 6. Wheel Hub

10/11

G02023

REAR TIRE AND RIM

Installation 1. Remove all dirt, debris and rust from mating parts before installing the wheel. 2. Grasp the wheel with the tire handler and position the wheel on the wheel hub. Align the notch in the wheel hub with the rim stopper. 3. Install wheel clamps (1, Figure 2-3) and nuts (2). Moderately tighten the nuts in the sequence specified in Figure 2-4. Rotate the wheel, then check that the lateral runout of the rim is within 5 mm (0.20 in.). Adjust the wheel as necessary. 4. Continue tightening the nuts following the proper sequence. Tighten to the following torques: • Threads coated with LM-P anti friction compound: 1715 ± 197 N·m (1265 ± 145 lb ft) • Dry threads: 2210 ± 245 N·m (1630 ± 181 lb ft) 5. Adjust the tire inflation to the tire manufacturer's recommended pressure.

Removal 1. Stop the machine on level ground. Apply the parking brake, and chock the front wheels. 2. Raise the final drive enough for the tires to clear the ground surface for removal. Block the final drive case, securely. 3. Remove air valve lock plate (2, Figure 2-5) 4. Remove clamp nuts (4) and clamps (3). 5. Remove wedge ring (7, Figure 2-7). A special tool is available to aid in wedge ring removal. Refer to Section M, Special Tools. 6. Move the tire handler into position on the outside wheel. 7. Remove spacer (2, Figure 2-6). Use the tire handler or other lifting device to remove the spacer. The weight of the spacer is approximately 93 kg (205 lb). 8. Remove nuts (12, Figure 2-7) and clamps (13).

6. Raise the truck and remove all blocking. 7. Operate the truck for one haul cycle (loaded) and tighten the wheel nuts again. Use the same torque specifications as previously outlined. 8. Check the torque daily until the specified torque value listed above is maintained on each nut. Check the torque intermittently, thereafter.

FIGURE 2-5. RIM AND CLAMPS 1. Rim 2. Air Valve Lock Plate

3. Clamp 4. Nut

Use caution when removing the wheel. Damage to the air valve on the inboard wheel may occur. FIGURE 2-4. FRONT TIGHTENING SEQUENCE

G02023 10/11

9. Remove the inboard tire.

Tires and Rims

G2-5

10. Move the tires to a storage area and safely position the tire so it cannot fall.

FIGURE 2-6. SPACER AND TIRE 1. Final Drive Housing 2. Spacer

FIGURE 2-7. REAR WHEEL RIM MOUNTING 1. Side Ring 2. Rim Base 3. Bead Seat Band 4. O-Ring

G2-6

5. Lock Ring 6. Spacer 7. Wedge Ring 8. Valve Extension

9. Nut 10. Clamp 11. Hub 12. Nut

Tires and Rims

13. Clamp 14. Inflation Valve Extension

10/11

G02023

Installation 1. Clean all tire mounting surfaces. Ensure all contact surfaces are free of damage and debris.

11. Rotate the wheel and verify the lateral runout of the rim is within 5 mm. (0.20 in.)

2. Move the tire handler into position and install the inboard tire. Align the notched groove in the wheel hub with the rim stopper.

12. After installation, operate the truck for one haul cycle (loaded). Then tighten the clamp nuts again to the specifications listed earlier in this procedure.

NOTE: Use caution when installing the wheel. The air valve is susceptible to damage. 3. Install three clamps (13, Figure 2-7) and nuts (12). Tighten the nuts to the following torques:

13. Check the torque daily until the specified torque value listed above is maintained on each nut. Check the torque intermittently, thereafter.

• Threads coated with LM-P anti friction compound: 1715 ± 197 N·m (1265 ± 145 lb ft) • Dry threads: 2210 ± 245 N·m (1630 ± 181 lb ft) 4. Install spacer (2, Figure 2-6). Use the tire handler or other lifting device to lift the spacer. The weight of the spacer is approximately 93 kg (205 lb). 5. Move the tire handler into position and install the outboard wheel. Align the notched groove in the wheel hub with the rim stopper. NOTE: Use caution when installing the wheel. The air valve is susceptible to damage. 6. Install wedge ring (7). Position the wedge ring so that the protrusion of the ring from the cover surface is equal around the entire circumference. Install clamps (10) and nuts (9). Only tighten enough to prevent the tire/rim assembly from moving. 7. Install air valve lock plate (2, Figure 2-5) 8. Remove the blocking and lower the truck to the ground. 10. Use the sequence shown in Figure 2-8 to tighten the nuts (9, Figure 2-7). Tighten to the following torques:

FIGURE 2-8. REAR TIGHTENING SEQUENCE

• Threads coated with LM-P anti friction compound: 1715 ± 197 N·m (1265 ± 145 lb ft) • Dry threads: 2210 ± 245 N·m (1630 ± 181 lb ft)

G02023 10/11

Tires and Rims

G2-7

TIRE MATCHING The matching of tires on the drive axle and dual wheel installations is very important. Tire matching is necessary to achieve satisfactory life of the tires and the final drive. To check the match between the mounted dual wheels, use a large square. If one tire is too small, it becomes obvious as the square is laid across the dual tires. The square can be made from two 25 x 50 mm (1 x 2 in.) wood strips. One piece must be long enough to span the dual tires. The two wood strips must be squared with a carpenter's square and rigidly fastened to maintain a true 90° angle. Matching of tire diameters from one side of an axle to the opposite side is important to prevent:

Use a steel tape placed in the center of the tread and measure the total circumference of the tire. Use the formula below to calculate the diameter (d). diameter (d) = measured circumference  3.1416 diameter (d) x 0.01 = allowable variation in size

The tires used on opposite sides of Komatsu trucks are also limited to a 1% variation in the diameter of the inflated, unloaded tires.

RIM Tire Removal From Rim

• unstable load shifting • excess load on structural members • rapid wear of the internal components of the final drive Side by side matching on dual wheel installations is necessary to prevent excess loading on the tire having the larger diameter. Mismatched tires on the dual wheels causes unequal distribution of the load. Rapid wear and/or tire blowout may result.

When deflating tires, be cautious of flying dirt and debris. Wear eye protection at all times. 1. Remove the valve core to completely discharge air pressure from the tire.

Exact limitations may not be specified by the tire manufacturers, but a general rule is: Unloaded, inflated tires, when standing side by side, must not exceed a 1% maximum variation in their diameters. Measuring the tire size is most accurate during the following conditions:

Prying against the tire bead may cause damage to the bead resulting in air leaks. 2. Loosen the tire from bead seat band (3, Figure 2-7).

• the tire is mounted on a rim • inflated to the correct pressure • unloaded (not mounted on the truck, or lifted off the ground, if mounted on a truck)

3. Force bead seat band (3), side ring (1) and the tire away from lock ring (5). Remove the lock ring. 4. Remove O-ring (4) from the rim. 5. Remove the bead seat band and the side ring. 6. Loosen the tire bead from the back flange side of the rim. 7. Remove the tire from rim (2).

G2-8

Tires and Rims

10/11

G02023

Tire Installation On Rim 1. Clean all rim components. Remove any dirt and rust from the O-ring groove and the bead seat area. Coat all metal parts with a good anti-rust paint to prevent bare metal from being exposed to the weather. DO NOT allow paint, rust or other contamination to cover the mating surfaces of lock ring (5, Figure 2-7) and rim (2).

Use only the proper rim parts for rim assembly. Use of non-compatible parts may not properly secure the assembly resulting in loose, flying objects during inflation.

8. Remove the valve core and inflate the tire to seat the beads of the tire and O-ring as specified by the tire manufacturer.

Use a safety cage whenever possible. Stand at the front or back of the tire as it is being inflated. DO NOT inflate the tire unless the lock ring is in place. DO NOT stand in front or over the lock ring when inflating.

2. Check the inflation fittings. Replace, if necessary.

9. If the beads of the tire and O-ring do not seat within one minute, raise the tire slightly and tap the bead seat band. This will help the air pressure push the tire bead into position.

3. Install inner side ring (1, Figure 2-7) onto the rim. Coat the beads of the tire with tire mounting soap solution.

10. When the beads have seated, install the valve core and inflate to the recommended tire pressure.

4. Position the tire over the rim and work the tire on as far as possible without prying against the beads. Any damage to the tire bead will destroy the air seal and cause air leakage at these locations. 5. Install the outer side ring in position and install bead seat band (3). Push in on the bead seat band to expose the O-ring groove in the rim. 6. Lubricate the new O-ring with soap solution and install into the groove. 7. Install lock ring (5) and tap into place with a lead hammer. The lock ring lug must fit into the slot on the rim.

G02023 10/11

Tires and Rims

G2-9

FRONT WHEEL STUD INSTALLATION It is necessary to properly install wheel studs to ensure that correct thread engagement exists between the nut and the stud. Nuts must be fully threaded on the wheel studs with an allowable tolerance of 17 mm (0.67 in.), as shown in Figure 2-9. If thread engagement does not meet this criteria, the stud must be removed and checked for proper installation. Verify correct wheel stud installation by checking the distance from the end of the stud to the clamping surface on the wheel hub. The proper distance is 89 ± 2 mm (3.5 ± 0.08 in.), as shown in Figure 2-10. If this dimension does not meet specifications, verify correct orientation of the stud. The threads on the nutside of the stud measure 55 mm (2.17 in.) and must be exposed for nut installation. The wheel hub-side of the stud measures 51 mm (2.0 in.) and must be threaded into the hub. Refer to Figure 2-11. If the stud is reversed, remove the stud and properly install.

FIGURE 2-10. STUD INSTALLATION LENGTH 1. Wheel Hub

2. Wheel Stud

FIGURE 2-11. FRONT WHEEL STUD FIGURE 2-9. NUT INSTALLATION 1. Wheel Stud

G2-10

2. Nut

Tires and Rims

10/11

G02023

REAR WHEEL STUD INSTALLATION It is necessary to properly install wheel studs to ensure that correct thread engagement exists between the nut and the stud. Nuts must be fully threaded on the wheel studs with an allowable tolerance of 17 mm (0.67 in.), as shown in Figure 2-12. If thread engagement does not meet this criteria, the stud must be removed and checked for proper installation. Verify correct wheel stud installation by checking the distance from the end of the stud to the clamping surface on the wheel. The proper distance is 79 ± 2 mm (3.1 ± 0.08 in.), as shown in Figure 2-13. If this dimension does not meet specifications, verify correct orientation of the stud. The threads on the nutside of the stud measure 55 mm (2.17 in.) and must be exposed for nut installation. The wheel hub-side of the stud measures 51 mm (2.0 in.) and must be threaded into the wheel. Refer to Figure 2-14. If the stud is reversed, remove the stud and properly install.

FIGURE 2-13. STUD INSTALLATION LENGTH

FIGURE 2-14. WHEEL STUD ORIENTATION FIGURE 2-12. NUT INSTALLATION

G02023 10/11

Tires and Rims

G2-11

NOTES

G2-12

Tires and Rims

10/11

G02023

SECTION G3 FRONT WHEEL HUB AND SPINDLE INDEX

FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 OIL SAMPLE ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Oil Sampling Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Guidelines For Obtaining A Sample . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 FRONT WHEEL HUB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7 Front Wheel Hub Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7 FRONT SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8 A-ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8 CENTER TIE ROD PIVOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9 TOE IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10 Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10

G03024

03/09

Front Wheel Hub and Spindle

G3-1

NOTES

G3-2


03/09 G03024

FRONT WHEEL HUB AND SPINDLE OIL SAMPLE ANALYSIS As an alternative to disassembling the wheel for inspecting the wheel bearings, Komatsu recommends the use of scheduled oil sampling. Technicians must check the condition of the oil in the wheel bearing cavity every 500 hours. A history of these inspections must be maintained and reviewed after each oil sample. This review is an important part of the oil sampling process, as it identifies trends and/or significant changes in the condition of the oil, which are indicative of a pending bearing problem. Regular oil sampling prevents the need to replace the front wheel bearings until a problem is identified in the oil samples.

Oil Sampling Guidelines • Inspect the magnetic drain plugs for contamination every 250 hours. Connect a vacuum source to the breather port on top of the tank before removing the magnetic plug. Failure to do so will allow the oil to drain from the magnetic plug openings. • Sample the oil from each wheel hub every 500 hours. Record the oil sample results and compare with previous results.

• Connect a vacuum source to the breather port on top of the tank before removing the magnetic plug. • Clean the area around the magnetic plug before removing the plug. • Use a suction device to obtain the oil sample at the lowest point possible inside the wheel hub. • Complete the oil sample form immediately and submit it with the oil sample for analysis. NOTE: For more information regarding oil sampling, refer to the Komatsu Oil Wear Analysis (KOWA) manual. Contact your customer service manager for more information.

If any of the following conditions appear, an inspection or adjustment of the front wheel bearings is required: • The amount of metal found on the magnetic plug is high. The magnetic plug will attract metal from the oil. A failure is indicated by an increased amount of metal on the magnetic plug. • External oil leaks around the front hub and spindle area.

• Wait 50 hours after draining the oil or after any major wheel hub repairs before taking the next oil sample.

• There is a sudden increase in the size of any particle count in the oil sample, and/or if the nickel concentration has increased in the oil sample. A sudden increase in the size of any particle count in an oil sample can indicate a possible bearing failure.

• Shorten the oil sampling interval when any of the readings begin to show abnormal increases of contamination.

• If the front wheel bearings show obvious symptoms of failure, disassembly and inspection of the front wheel bearings is required.

• Drain the oil in the front wheel hubs every 2000 hours.

• If a definite trend of increased metal particles is present in the oil samples, remove the front wheels and inspect the bearings. Replace the bearings if necessary.

Guidelines For Obtaining A Sample • Operate the truck for at least one hour prior to taking an oil sample to ensure that all contaminants are in suspension. • Obtain the oil sample within five minutes of stopping the truck.

G03024

03/09


G3-3

FRONT WHEEL HUB

Removal NOTE: The brake must be removed with the hub as a single assembly and disassembled after removal. 1. Park the truck on a hard, level surface and apply the parking brake. Chock the rear wheels. 2. Drain the hydraulic tank. Refer to Section L, Hydraulic System.

10. Remove capscrews (9) and retainer (11). Remove the shim pack. Note the number and thickness of the shims behind the retainer. Keep the shims together in a safe place. 11. Remove cap screws (1). 12. Gently push the wheel hub from the rear to dislodge the outer bearing. DO NOT allow the bearing to fall. Remove outer bearing (15) and pin (2).

3. Remove the front tire and rim. Refer to Front Tire and Rim Removal in this section.

13. Lift the wheel hub and brake from the spindle.

4. Thoroughly clean the wheel hub and the brake. Rotate plug (16, Figure 3-1) to the 6 o’clock position. Remove the plug and drain the oil from the wheel.

15. Transport the wheel hub and brake to a clean work area for disassembly and inspection.

14. Remove inner bearing (21) and pin (2).

16. Position the assembly with the brake assembly flat on the floor and the wheel hub facing upward. 17. Remove the three bracket tools securing the wheel hub to the brake.

Drain the hydraulic tank before removing the wheel hub plugs. Failure to do so may result in pressurized oil being forced out of the wheel. 5. Disconnect the brake apply and brake cooling lines. Cap all openings. 6. Disconnect drain tube (33) from the brake. Remove clip (39). 7. Install three bracket tools (EM5308) to secure wheel hub (20) to the brake Use the tapped holes in the wheel hub to mount the tools. Attach the other side of the tool to brake hub (29). 8. Remove capscrews (18) and wheel cover (10). Discard O-ring (17). 9. Attach lifting apparatus to the wheel hub to support the hub during removal. The wheel hub and brake weigh approximately 1550 kg (3420 lb).

18. Reattach the lifting apparatus to the wheel hub and lift the hub straight off of the assembly. The weight of the wheel hub is approximately 781 kg (1722 lb).

Disassembly 1. Remove the outer races for bearing (15, Figure 3-1) and bearing (21). 2. Remove bearing spacer (47).

Inspection 1. Clean all metal parts in cleaning solvent. 2. Inspect all seals and bearings and replace as required. 3. Check the seal ring mounting area on the wheel hub and spindle for damage. Inspect the splined areas for excessive wear. 4. Inspect the spindle bearing surfaces and the radius under the spacer for distress or cracks. Use a non-destructive method for crack detection such as dye penetrant or magnaflux.

G3-4


03/09 G03024

Assembly 1. Clean all metal parts in cleaning solvent and lubricate all splines and bearing surfaces with clean type C-4 hydraulic oil. 2. If removed, install bearing spacer (6). 3. Use a push tool and a press to install the outer races for bearing (15, Figure 3-1) and bearing (21). 4. Position the assembly with the brake assembly flat on the floor. 5. Install a new O-ring (25). Lightly lubricate the inner circumference of the O-ring with clean hydraulic oil. 6. Lubricate the inner circumference of seal rings (23) with clean engine oil (SAE 30-40). 7. Check the position of the floating seals. Measure dimension (C, Figure 3-2) in four places. The distance must be 90 ± 1 mm (3.54 ± 0.039 in.). Adjust as necessary. 8. Check the alignment of the brake discs. Align the discs as necessary to allow insertion of the wheel hub. 9. Attach appropriate lifting apparatus to the wheel hub and slowly lift the hub straight onto the assembly. The weight of the wheel hub is approximately 781 kg (1722 lb). When lowering the wheel hub, align the dowel pins in retainer (27) with the mating holes in the wheel hub. Slowly lower the hub in through the floating seals. DO NOT disturb the seals during installion. When the gear portion of the hub reaches the brake discs, it may be necessary to slightly rotate the hub to align the splines. 10. Inspect the assembly to ensure that the hub is evenly seated. If the assembly is properly mated, install the three bracket tools (EM5308) to secure the wheel hub to the brake. Use the tapped holes (5) in the wheel hub to mount the tools. Attach the other side of the tool to the brake.

G03024

03/09

FIGURE 3-1. FRONT WHEEL HUB & SPINDLE 1. Capscrew & Washer 2. Pin 3. Capscrew & Washer 4. Capscrew & Washer 5. Tapped Hole 6. Bearing Spacer 7. Stud 8. Pin 9. Capscrew & Washer 10. Hub Cover 11. Retainer 12. Shim 13. Shim 14. Shim 15. Bearing 16. Plug & O-Ring 17. O-Ring 18. Capscrew & Washer 19. O-Ring 20. Front Wheel Hub 21. Bearing 22. Retainer 23. Seal Ring 24. O-Ring 25. O-Ring 26. Dowel Pin 27. Retainer 28. Lip Seal 29. Hub 30. O-Ring 31. Elbow 32. Outer Gear 33. Tube 34. Friction Disc (External Splines) 35. Separator Plate (Internal Splines) 36. Damper 37. O-Ring 38. Bracket 39. Clip 40. Bolt 41. Washer 42. Housing 43. Piston


G3-5

FIGURE 3-1. FRONT WHEEL HUB & SPINDLE

G3-6


03/09 G03024

5. Continue to lift the assembly onto the spindle. Push the assembly onto the spindle until the hub is properly seated on the inner bearing. 6. Install cap screws and washers (1). Tighten the cap screws in an alternating pattern to 927 ± 103 N·m (684 ± 76 lb ft). 7. Install pin (8) and outer bearing (15) on the spindle. 8. Place retainer (11) into position on the spindle without the shims. Secure the retainer with cap screws (9). 9. Remove the three bracket tools securing the wheel hub to the brake. FIGURE 3-2. SEAL POSITION CHECK 1. Brake Hub

10. Adjust the preload on the bearings. Refer to Front Wheel Hub Bearing Adjustment.

2. Seal Retainer Front Wheel Hub Bearing Adjustment

Installation 1. Install pin (2, Figure 3-1) and inner bearing (21) onto the spindle. NOTE: Lubricate the bearings with clean hydraulic oil during assembly. Bearing adjustment will require rotation of the hub prior to filling the hub with oil. 2. if not already installed, install the three bracket tools (EM5308) to secure the wheel hub to the brake. Use the tapped holes (5) in the wheel hub to mount the tools. Attach the other side of the tool to the brake.

1. Install retainer (11, Figure 3-1) with three evenly spaced capscrews (9). DO NOT install the shims at this time. Tighten the capscrews evenly and alternately to 109 ± 5 N·m (80 ± 4 lb ft). Rotate the hub 20-30 times. Again, tighten the cap screws to the specified torque. 2. Measure dimension (A, Figure 3-3) from the retainer to the tip surface of the axle with depth micrometer (2). Measure dimension "A" at two places on the retainer and use the average of the measurements.

3. Attach appropriate lifting apparatus to the wheel hub for installation onto the spindle. The wheel hub and brake weigh approximately 1550 kg (3420 lb). Lift the assembly off the floor. 4. Install a new O-ring (19) onto the rear of the brake. Lightly lubricate the O-ring with clean hydraulic oil.

FIGURE 3-3. PRELOAD ADJUSTMENT 1. Retainer

G03024

03/09


2. Depth Micrometer

G3-7

3. Remove retainer (1), and measure retainer thickness C. Then, select a shim thickness equal to B. B = (A-C) + 0.3 mm (0.012 in).

FRONT SPINDLE The spindles are part of the front suspension cylinder housings. To remove or install a spindle, refer to Section H, Suspensions.

When removing the retainer, use caution to prevent bearing (15, Figure 3-1) from being removed. NOTE: Select the combination of shims (12, 13, & 14, Figure 3-1) that gives the minimum number of shims. 4. Apply thread tightener, Three Bond #1374, to cap screws (9). Install the shim pack and retainer (11). Tighten the capscrews evenly, in an alternating pattern, to 929 ± 98 N·m (685 ± 72 lb ft). 5. Rotate the hub 20-30 times. Check the torque on the cap screws. If necessary, tighten the cap screws again to the specified torque. Repeat this step until the proper torque is maintained. 6. install O-ring (17) into hub cover (10). Place the hub cover into position and secure with cap screws & washers (18). 7. Rotate plug (16) to the 12 o-clock position. Remove the plug and fill the hub with clean hydraulic oil. Install a new O-ring onto the plug and install the plug. 8. Connect the brake apply lines and brake cooling lines to brake assembly. 9. Install the front tire and rim. Refer to Front Tire and Rim Installation in this Section.

Bleed the brakes before releasing the truck for operation. Refer to Brake Bleeding, Section J. 10. After engine start-up, check the oil level in the hydraulic tank and fill.

A-ARM Removal 1. Refer to Section G, Front Tire and Rim Removal and remove front tires. 2. Refer to Section H, Front Suspension Removal and remove the front suspension. 3. Use a suitable lifting device and support the Aarm. Remove the retaining capscrew and pin (7, Figure 3-4) and spacers (3). 4. Remove the A-arm from the frame.

Inspection 1. Inspect bushings (1, Figure 3-4). If damaged, remove old bushings and install new parts. NOTE: Bushings (1) are a tight fit in frame ears (2). When installing new bushings, apply a small amount of heat to the frame ears and freeze the bushings before attempting to press the new bushings into the bores. 2. Inspect pin (7) and bearing (6). Replace if parts are damaged or wear is excessive. 3. Inspect snap ring/seal (4). Replace if damaged or if new bearing is installed.

Installation 1. Install new O-Rings (5, Figure 3-4) in bearing (6). 2. Position the A-arm onto the frame and install spacers (3) and pins (7). Install the retaining capscrews, and tighten to standard torque. 3. Refer to Section H, Front Suspension Installation and install the front suspension. 4. Refer to Section G, Front Tire and Rim Installation and install the front tires.

G3-8


03/09 G03024

CENTER TIE ROD PIVOT Removal 1. Remove capscrews and washers (9, Figure 35) and the grease lines connected to pins (3 and 10). 2. Slide tie rod (13) away from pivot link (7). 3. Remove snap ring (2), washer (1) and pivot pin (3). 4. Remove the pivot link. 5. Remove seals (12), snap rings (14) and push out ball joint assembly (16).

Inspection 1. Inspect all bushings (4, 6, and 11, Figure 3-5) for wear. 2. Inspect all seals (12) and O-Rings (5, and 15). 3. Replace any worn or damaged parts.

Installation FIGURE 3-4. A-ARM PIN 1. Bushing 2. Frame 3. Spacer 4. Snap Ring\Seal

1. Press in bushings (4, 6, and 11, Figure 3-5).

5. O-Ring 6. Bearing 7. Pin

2. Place pivot link in frame with O-Rings (5) and install pin (3). Install washer (1) and snap ring (2). 3. Install ball joint assembly (16), O-Rings (15), and snap ring (14) onto the pivot link. 4. Install seals (12). 5. Position the tie rod in the pivot link and install pin (10). Install the retaining capscrew and washer (9). 6. Connect the grease lines to the pins and lubricate all joints.

G03024

03/09


G3-9

FIGURE 3-5. CENTER TIE ROD PIVOT 1. Washer 2. Snap Ring 3. Pivot Pin 4. Bushing

5. O-Ring 6. Bushing 7. Pivot Link 8. Spacer

9. Capscrew and Washer 10. Tie Rod Pin 11. Bushing 12. Seal

13. Tie Rod 14. Snap Ring 15. O-Ring 16. Ball Joint

TOE IN ADJUSTMENT The correct toe-in specification for these model trucks is zero (0) with the truck at the empty vehicle weight. As the truck is loaded, the geometry of the suspension and steering will result in minor toe-in angles.

Adjustment Procedure 1. Park the truck on a hard, level surface and chock the rear wheels. 2. Ensure the front and rear suspensions are oiled and charged according to shop manual specifications. Refer to Section H4, Oiling and Charging Procedures. The suspensions must be properly charged and oiled to ensure accurate toe adjustment.

G3-10

3. Inspect steering and suspension components and replace any damaged and/or worn parts. 4. Place a hydraulic jack below the front suspension to A-arm pin on both sides of the truck. Elevate the truck until the lower portions of the tires are no longer bulged, but allow for full tread contact with the ground across each tire. Ensure the two jacks are at the same height. Refer to Figure 3-6.


03/09 G03024

5. Measure the distance from the edge of the tire rim to the flat face of the frame. Measure this distance at both the front and the rear of the left hand wheel. Refer to Figure 3-7. 6. Calculate the average distance from the two measurements obtained in the previous step. Record the measurement. 7. Start the truck and steer the wheels until the average measurement is achieved at the front and rear of the left hand tire.

DO NOT allow personnel near the truck when operating the steering wheel. Personal injury may result. Stand clear of the truck when potential energy exists in the steering circuit. Depressurize the accumulators before adjusting the steering linkage.

FIGURE 3-6. RAISING THE TRUCK

G03024

03/09


G3-11

FIGURE 3-7. TIRE TO FRAME DISTANCES

8. Mark the centerlines of the tires on the faces of the tread at the front and rear of each tire. The vertical centerline should be a distance of 1220 mm (48 in.) from the ground surface. The horizontal centerline should be exactly half the width of the tire. Refer to Figure 3-8. 9. Measure the distances between centerlines at the front and rear of the wheels. Record the measurements. 10. Adjust the length of the tie rods until the two measurements obtained in the previous step are within 3 mm (0.118 in.) of one another. The tie rods must be adjusted equally. One full turn of the tie rods is approximately equal to 25.4 mm (1 in.) of toe adjustment. 11. Record the final distances between the front and rear centerlines for future reference.

G3-12

12. Remove the jacks and the wheel chocks from the truck. Operate the truck through several complete turn cycles. Recheck the measurements, and readjust if necessary. 13. Check tire wear periodically. If abnormal wear is evident, check for damaged or worn steering components, and verify the toe is properly adjusted. Replace components as necessary, and adjust the toe.

Adjust the toe after replacing integral steering system components. Failure to adjust the toe after replacing any components that may effect the steering geometry may cause premature wear to the tires and other components.


03/09 G03024

14. Check the toe adjustment at every 500 hour interval. If abnormal tire wear is evident, check the adjustment, immediately.

FIGURE 3-8. MARKING CENTERLINES ON THE TIRES

G03024

03/09


G3-13

NOTES

G3-14


03/09 G03024

SECTION G4 REAR AXLE ATTACHMENTS INDEX

REAR AXLE ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 CENTER LINK AND LOWER LINKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 Spherical Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 PANHARD ROD (DIAGONAL LINK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6

G04017

Rear Axle Attachments

G4-1

NOTES

G4-2


G04017

REAR AXLE ATTACHMENTS The rear axle is attached to the truck frame by four links (1, 4, & 5, Figure 4-1). Spherical bearings at each link end allow the drive axle to oscillate with the ground contour and maintain a positive wheel contact for maximum drive force. The rear axle housing also provides the lower mounts for the rear suspensions. Refer to Section H, Suspensions, for information on removing the rear suspensions. The following chapter outlines the complete removal of the links and the removal of the spherical bearings from the links. In some instances, it may not be necessary to remove both ends of the links, or the bearings. The service technician must determine the level of disassembly required and proceed only to that point.

5. Place a jack under the rear suspension mount on the same side as the lower link to be removed.

Secure the jack on the lower mount so it will not slide off as the jack is raised.

If only one end of a link is to be disconnected, support the free end of the link so it cannot fall and become a hazard to personnel.

CENTER LINK AND LOWER LINKS Removal 1. Park the truck on a level surface and chock the wheels. 2. Remove the rear drive shaft. Refer to Section F, Drive Shafts, for the proper procedure. 3. Support the rear of the truck frame under the hoist cylinder mount. 4. Support the front and rear side of the rear axle housing.

If more than one link is to be removed, extra supports must be in place to prevent the frame and axle from moving out of position. Use adequate supports and lifting devices.

FIGURE 4-1. REAR AXLE ARRANGEMENT 1. Panhard Rod (Diagonal Link) 2. Rear Suspension 3. Rear Axle Housing

4. Lower Link (RH & LH) 5. Center Link 6. Hoist Cylinder

NOTE: Center link (5, Figure 4-1) is slightly shorter than lower links (4). Mark each link prior to removal to ensure correct installation. 6. Disconnect the grease lines. 7. Securely block the axle housing in this position. 8. Attach an appropriate lifting device to the link. The weight of each link is approximately 120 kg (265 lb).

G04017


G4-3

Inspection 1. Clean all parts. 2. Inspect bushings (2, Figure 4-2) and pin (1) for wear, galling and cracks. 3. Inspect bearing (6) for wear and excessive movement. 4. Inspect dirt seal (4) for cracks or damage. Replace if necessary. 5. Replace any damaged or worn components found during inspection.

Spherical Bearing Replacement If the bearings are worn or damaged, replacement is necessary. The bearings are a press fit in the links and require a suitable press with the correct size pusher plate for proper removal and installation. DO NOT attempt to hammer directly on the bearings.

Installation

FIGURE 4-2. LINK PIN 1. Link Pin 2. Bushing 3. Spacer 4. Dust Boot/Snap Ring

5. Link 6. Spherical Bearing 7. Retainer Plate 8. Cap Screw & Washer

1. Install one snap ring (4, Figure 4-2) into the link. Press bearing (6) into the link until it contacts the snap ring. Install the second snap ring on the other side of the link. NOTE: Orient the snap rings as shown in Figure 4-3.

9. Remove two cap screws & washers (8, Figure 4-2). Remove retainer plate (7) and link pin (1).

2. Repeat the previous step for the opposite end of the link.

10. Remove two spacers (3, Figure 4-2).

3. Install bushings (2, Figure 4-2), if removed.

11. If the link is to be removed completely from the truck, repeat the previous steps for the other end of the link. Lift the link from the truck.

4. Attach an appropriate lifting device to the link. The weight of each link is approximately 120 kg (265 lb). Lift the link into position between the frame and the axle.

12. If the spherical bearings are to be replaced, remove snap rings (4) and bearings (6). Refer to Spherical Bearing Replacement.

G4-4

5. Install two spacers (3). NOTE: If the center link and lower link(s) have been removed, verify the correct link is installed in the proper location. If in doubt, measure the distance between the centerlines of the bearing bores. The center link is 1190 mm (46.85 in.) in length. Each lower link is 1220 mm (48.0 in.) in length.


G04017

PANHARD ROD (DIAGONAL LINK) 6. Install pin (1). Install cap screws and washers (8). Tighten the cap screws to standard torque. Repeat the spacer and pin installation at the other side of the link, if necessary. 7. Raise the rear of the frame. Remove the supports from under the lower hoist cylinder mounts and axle. 8. Install the rear drive shaft. Refer to Section F, Drive Shafts, for the proper procedure. 9. Connect the grease lines to the link bearings.

Removal 1. Park the truck on a level surface and chock the wheels. 2. Remove the rear drive shaft. Refer to Section F, Drive Shafts, for the proper procedure. 3. Support the frame on each side under the lower hoist cylinder mounts. Raise the frame until the weight is removed from the rear axle. 4. Attach an appropriate lifting device to panhard rod (1, Figure 4-4). The weight of the rod is approximately 95 kg (210 lb). 5. Remove two cap screws and washers (8, Figure 4-2). Remove retainer plate (7) and link pin (1).

FIGURE 4-3. SNAP RING ORIENTATION 1. Link

2. Snap Ring

FIGURE 4-4. PANHARD ROD (DIAGONAL LINK) 1. Rear Suspension 2. Frame Mount 3. Rear Axle Mount

4. Panhard Rod (Diagonal Link)

NOTE: Refer to Figure 4-2 for view A-A.

G04017


G4-5

Installation 6. Remove two spacers. 7. If the rod is to be removed from the truck, repeat the previous steps for the other end of the rod. Lift the rod from the truck. 8. If the spherical bearings are to be replaced, remove snap rings (4) and bearings (6). Refer to Spherical Bearing Replacement.

1. Install one snap ring (4) into the bore of the rod. Press bearing (6) into the link until it contacts the snap ring. Install the second snap ring on the other side of the link. NOTE: Orient the snap rings as shown in Figure 4-3. 2. Repeat the previous step for the opposite end of the link.

Inspection 1. Clean all parts. 2. Inspect bushings (2, Figure 4-2) and pin (1) for wear, galling and cracks. Replace parts as necessary. 3. Inspect bearing (6) for wear and excessive movement. 4. Inspect dirt seal (4) for cracks or damage. Replace the seal if necessary. 5. Replace any damaged or worn components found during inspection.

When installing the panhard rod, misalignment of the second pin and bearing is likely to occur. Raise or lower each side of the frame with the jacks or an adequate lifting device. DO NOT use the rear suspensions to raise the frame. 3. Install bushings (2), if removed. 4. Attach an appropriate lifting device to the panhard rod. The weight of the rod is approximately 95 kg (210 lb). Lift the panhard rod into position between the frame and the axle housing. 5. Install two spacers (3, Figure 4-2). 6. Install pin (1). Install cap screws and washers (8). Tighten the cap screws to standard torque. Repeat the spacer and pin installation at the other side of the link, if necessary. 7. Raise the rear of the frame and remove the supports from under the lower hoist cylinder mounts and axle. 8. Install the rear drive shaft. Refer to Section F, Drive Shafts, for the proper procedure. 9. Connect the grease lines to the rod bearings.

G4-6


G04017

SECTION G5 REAR AXLE AND FINAL DRIVE ASSEMBLY INDEX

REAR AXLE & FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 DIFFERENTIAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 Straight-away-travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 Turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 REAR AXLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4 DIFFERENTIAL OIL LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5 DIFFERENTIAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7 Pinion Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10 Differential Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10 Differential Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14 Differential Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14 Assembly Of Differential Gear Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14 Installation Of Differential Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-16 Input Pinion and Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-17 Adjusting Tooth Contact, Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-21

G05026 03/09

Rear Axle and Final Drive Assembly

G5-1

NOTES

G5-2


03/09 G05026

REAR AXLE & FINAL DRIVE ASSEMBLY The rear axle and final drive assembly contains the differential assembly, rear oil-cooled disc brake assemblies, drive axles, and the planetary drive assemblies. The rear axle and final drive assembly is attached to the truck frame by four links with spherical bearings at each link end. This allows the drive axle to oscillate with the ground contour and maintain a positive wheel contact for maximum drive force. The assembly also provides a mounting for the rear suspensions and the parking brake assemblies.

DIFFERENTIAL OPERATION Straight-away-travel Power from the transmission to the input pinion passes through the differential bevel gears to turn the differential case. The differential pinions transfer this rotation to the differential side gears where it turns the drive shafts splined to the gears. During straightaway travel, the resistance on the tires is equal, same resistance on both left and right drive shafts, so the differential pinions do not turn. Instead, the rotation of the case is transferred directly to the side gears. In this case, bevel and side gears rotate at the same speeds, so the case and the shaft turn as a single unit. Turning During a turn, the resistance on the inside tire is greater than on the outside one so the resistances on the drive shaft are not balanced. Consequently, the side gears then rotate at different speeds. The differential pinions; therefore, rotate as they transmit the rotation of the case to the side gears. This rotation forces the two side gears to rotate in opposite directions. The net effect is that the outside wheel turns at a rate equal to the sum of the bevel gear speed and the differential pinion speed, while the inside one turns at a rate equal to the difference. Specifications: Reduction Ratio: Differential: 2.647 Final Drive: 7.235 Total: 19.15 Tire size: 33.00 - 51, 50 PR Rim size: 24.00 - 51

G05026 03/09

FIGURE 5-1. REAR AXLE ASSEMBLY 1. Rear Suspension Mount 2. Lower Link Mount 3. Panhard Rod Mount 4. Differential


5. Center Link Mount 6. Parking Brake Mount 7. Rear Oil Disc Brakes 8. Planetary Final Drive

G5-3

REAR AXLE ASSEMBLY Removal 10. Remove the rock ejectors from both sides of the body.

Ensure jacks, lifting equipment and rigging have adequate capacity and are securely attached to raise and hold the rear of the truck until blocking or support stands are securely installed. Total weight distribution (approximate): Rear axle of empty truck (without body liners): . . . . . . . . . . . . . . . . . . . . . . . 51 865 kg (112,563 lb) Rear Axle assembly with wheels & tires: . . . . . . . . . . . . . . . . . . . . . . . . 19 568 kg (43,140 lb) Rear Axle assembly without wheels & tires: . . . . . . . . . . . . . . . . . . . . . . . . 13 209 kg (29,120 lb) 1. Park the truck on a level surface.

11. Completely vent all nitrogen gas from both the rear suspensions. Refer to Section H, Oiling and Charging Procedures for safe discharging of nitrogen gas. 12. Remove both suspensions. Refer to Section H, Rear Suspension - Removal. 13. Refer to Final Drive Attachment, in this Section, for the Lower Link, Center Link, and Panhard Rod - Removal. Remove these components. 14. Remove blocks from behind rear wheels. 15. Roll final drive assembly out from under frame.

Installation

2. Securely block the front wheels. 3. Remove parking brake assembly. Refer to Section J, Parking Brake. 4. Raise the rear of the frame high enough for the final drive case to clear as it is rolled from under the truck. 5. Securely block under both frame mounts at the lower end of the hoist cylinders. 6. Block the rear wheels to prevent the final drive from moving when disconnected from the frame. 7. Remove the drive shaft between the final drive and transmission. Slide the drive shaft out of the guard and set aside. 8. Disconnect all hydraulic lines to both the oil disc brake assemblies and the parking brake assembly. Cap/plug all ports and hoses to prevent dirt entry. Identify or mark all connections for easier reassembly. 9. Remove any electrical wiring or lube lines that may interfere with removal of the final drive assembly.

G5-4

Ensure jacks, lifting equipment and rigging have adequate capacity and are securely attached to raise and hold rear of truck until blocking or support stands are securely installed. Total weight distribution (approximate): Rear axle of empty truck (without body liners): . . . . . . . . . . . . . . . . . . . . . . . 51 865 kg (112,563 lb) Rear Axle assembly with wheels & tires: . . . . . . . . . . . . . . . . . . . . . . . . 19 568 kg (43,140 lb) Rear Axle assembly without wheels & tires: . . . . . . . . . . . . . . . . . . . . . . . .13 209 kg (29,120 lb) 1. If necessary, raise the rear of the frame high enough for the final drive case to clear as it is rolled under the truck. Securely block under both frame mount structures at the lower end of the hoist cylinders. Align the final drive assembly to the frame. 2. Roll the final drive under the frame and block the wheels.


03/09 G05026

3. Install the axle links. Refer to Final Drive Attachment in this section for link installation procedures. 4. Raise the diagonal link to connect to the frame. Refer to Final Drive Attachment in this Section, for diagonal link installation. 5. Install the rear suspensions. Refer to Section H, Rear Suspension - Installation. 6. Install the driveshaft with the slip joint end nearest the transmission. Tighten the companion flange capscrews to 392 ± 20 N·m (289 ± 14 lb ft). 7. Install all hydraulic lines to the parking brake assembly and both rear brake assemblies. 8. Before releasing the truck for operation, the brakes must be bled. Refer to Section J for the proper brake bleeding procedures. 9. Install all electrical wiring and lube lines that were previously removed with the final drive assembly. Install the rock ejectors on both sides of the body.

DIFFERENTIAL OIL LEVEL CHECK 1. Park the truck on a level surface. 2. Remove plug (2, Figure 5-2) and check the oil level. If the oil level is not at, or near, the lower end of the plug hole, fill with approved oil. Add oil through the plug hole until the oil reaches the bottom of the hole. Oil capacity: Differential: . . . . . . . . . . . . . . . . 300 liters (79.0 gal) Final Drive: . . . . . . . . 120 liters (31.7 gal) each side (Refer to Section P2 for oil specifications.) NOTE: a. Breather (6) must be open to atmosphere at all times. Check the breather before each shift of operation and remove any blockage of dirt/mud, etc. b. Clean the breather as necessary, or every 250 hours of truck operation, to ensure proper venting. c. Differential and Final Drive oil must be changed every 2000 hours of truck operation.

10. Raise the rear of the truck frame and remove the blocks or support stands from under the hoist cylinder mount structures. 11. Install the parking brake assembly. Refer to Section J, Parking Brake Installation for instructions. 12. Charge the front and rear suspensions. Refer to Section H, Suspension Oiling and Charging Procedure. 13. Fill the final drives with approved oil. Refer to Planetary Final Drive in this section.

FIGURE 5-2. AXLE HOUSING, VIEW A-A, Fig. 5-1 1. Axle Housing 2. Fill/Level Plug 3. Latch Assembly

G05026 03/09


4. Pin 5. Drain Plug 6. Axle Housing Breather

G5-5

DIFFERENTIAL ASSEMBLY The differential assembly is designed to transmit the rotary power from the drive shaft to the left and right wheels. It consists of a reduction unit and a differential unit which provides a difference in rotational speed to the left and right wheels when turning. Because of the design of the differential assembly, the differential input pinion bearing is subject to both thrust and radial forces. For this reason, a taper roller bearing is used. In order to adjust the bearings and gear backlash, shims are used at the pinion end, and adjusting nuts are used at the bevel gear end. Specifications:

6. Install a lifting shackle to the differential mounting surface, then fit a lever block to the pinion end to adjust the height when removing.

Ensure the lifting equipment is capable of lifting the drive shaft weight of 224 kg (494 lb). NOTE: Use caution when removing to prevent damage to the seal surface of the differential housing.

Splash-Type Lubrication Ratio: 2.647

7. Remove differential assembly (2, Figure 5-3).

Removal 1. Place a container(s) into position and prepare to recover 300 l (79.0 gal) of oil from the differential gear case and 120 liters (31.7 gal) of oil from each planetary final drive gear case. Remove drain plug (5, Figure 5-2) and drain the oil from the differential gear case.

Ensure the lifting equipment is capable of lifting 1780 kg (3,924 lb).

2. Drain oil from each final drive assembly and for removal of both drive axles. Refer to Planetary Final Drive, in this Section, for instructions. 3. Disconnect all three parking brake spring cylinders and hoses. Refer to Parking Brake Removal, Section J. 4. Remove the center link, and panhard rod. Refer to Final Drive Attachment, in this Section. 5. Remove the rear driveshaft. Refer to Transmission, Section F, Driveline - Removal.

FIGURE 5-3. DIFFERENTIAL ASSEMBLY

G5-6

1. Lift Chain

2. Differential Assembly


03/09 G05026

Installation

Disassembly

Ensure the lifting equipment is capable of lifting 1780 kg (3,924 lb). NOTE: Use caution when installing the differential to prevent damage to the seal surface of the differential housing. 1. Install a lifting shackle to the differential mounting surface, then fit a lever block to the pinion end. Adjust the height when installing differential assembly (2, Figure 5-3). Apply Three Bond #1374 thread tightener to the mounting capscrews and tighten to 927 ± 98 N·m (684 ± 72 lb ft).

NOTE: The illustrations used in the following Disassembly and Assembly procedures for the differential assembly are “typical” of the installation, but may not be an exact replica of the particular part(s). Some parts, such as the parking brake support, (the HD1500 has mounting surfaces for three brake calipers) may actually appear different, but their fit and function, as depicted in the illustrations, are similar.

1. Set the differential assembly in a tool repair stand (2, Figure 5-4).

2. Apply Three Bond #1374 thread tightener to the capscrews and install the drive shaft assembly. Tighten the capscrews to 392 ± 20 N·m (289 ± 14 lb ft). 3. Install the center link and panhard rod. Refer to Final Drive Attachment in this section. 4. Install both drive axles. Refer to Planetary Final Drive in this section. 5. Install the rear driveshaft. Refer to Transmission, Section F, Drive Shafts.

FIGURE 5-4. PARK BRAKE SPRING CYLINDER 1. Spring Cylinder 2. Tool

3. Connecting Pin 4. Lever

NOTE: The HD1500 has three brake caliper assemblies. Ensure the lifting equipment is capable of lifting the drive shaft weight of 224 kg (494 lb). 6. Connect all three parking brake spring cylinders and hoses. Refer to Parking Brake Installation, Section J. 7. Add 300 liters (79.0 gal) of oil to the differential gear case and 120 liters (31.7 gal) of oil to each planetary final drive gear case. Refer to Lubrication and Service, Section P, for oil specifications. Check the differential and each final drive for proper oil level.

2. Using a portable power source, pump hydraulic oil into the park brake spring cylinder to retract the rod, then pull out connecting pin (3) of adjuster lever (4), and remove spring cylinder (1).

If the hydraulic pressure in the spring cylinder is released, the rod will suddenly extend. Keep hands away from rod.

G05026 03/09


G5-7

3. Remove all three parking brake assemblies. Refer to Parking Brake Removal, Section J. Remove brake disc (1, Figure 5-5). 4. Remove retaining capscrew (3, Figure 5-5), and mounting capscrews (6). Then, remove coupling (2) together with holder (4) and the O-ring. 5. Remove support (5).

FIGURE 5-6. PINION AND CARRIER 1. Lifting Device

2. Carrier Assembly

FIGURE 5-5. BRAKE COUPLING 1. Brake Disc 4. Holder 2. Coupling 5. Support 3. Capscrew 6. Capscrews

6. Install coupling and lifting device (1, Figure 5-6) and screw in pusher bolts, then lift off pinion and carrier assembly (2). NOTE: Check the number and thickness of the shims, and keep together in a safe place for installation at re-assembly of pinion and carrier.

G5-8


03/09 G05026

FIGURE 5-7. DIFFERENTIAL ASSEMBLY 1. Seal 2. Capscrew & Washer 3. O-Ring 4. O-Ring 5. Input Pinion (17 Teeth) 6. Capscrew & Washer 7. Pinion Gear (22 Teeth) 8. Bearing 9. Adjusting Nut

G05026 03/09

10. Side Gear (28 Teeth) 11. Differential Gear Case 12. Ring Gear (45 Teeth) 13. Capscrew & Washer 14. Capscrew & Washer 15. Plate 16. Capscrew & Washer 17. Lock 18. Dowel Pin

19. Cage 20. Cross Shaft 21. Differential Case 22. Retainer 23. Capscrew & Washer 24. Bearing 25. Dowel Pin 26. Ring 27. Bearing Carrier Cage


28. Shim Assembly 29. Park Brake Support 30. Bearing 31. Coupling 32. Retainer 33. Capscrew & Washer 34. O-Ring

G5-9

Pinion Carrier Assembly

Differential Gear Unit

1. Remove carrier (2, Figure 5-8) together with outer bearing (3) from pinion gear (1).

1. Remove locks (1, Figure 5-10). 2. Using wrench (2), loosen the left and right side bearing adjustment nuts (3) until they can be turned by hand.

FIGURE 5-8. PINION BEARING 1. Pinion Gear 2. Carrier 3. Outer Bearing

4. Inner Bearing 5. Spacer FIGURE 5-10. DIFFERENTIAL

2. Remove spacer (5), then remove inner bearing (4). 3. Remove holder (4, Figure 5-9), then remove center bearing inner race (5) from pinion gear (6). 4. Remove bearing outer races (2) and (1) from carrier (3). NOTE: The bearing is an adjustment-free bearing assembly with two tapered roller bearings and a spacer. Check the matching numbers, and keep together as a set in a safe place.

1. Locks 2. Wrench (790-425-1660)

3. Adjustment Nut

3. Remove capscrews (2, Figure 5-11). Remove plates (5) and caps (1). 4. Lift off differential gear assembly (4). 5. Remove left and right side bearing adjustment nuts (3).

FIGURE 5-11. DIFFERENTIAL MOUNTING 1. Cap 4. Gear Assembly 2. Capscrews 5. Plate 3. Adjustment Nuts FIGURE 5-9. PINION GEAR AND RACES 1. Outer Race 2. Outer Race 3. Carrier

G5-10

4. Holder 5. Inner Race 6. Pinion Gear


03/09 G05026

Differential Gear Unit 1. Using a knife edge type puller (1, Figure 5-12) and a porta-power cylinder, remove bearing (2).

3. Remove thrust washer (1, Figure 5-14) from case (2). 4. Remove side gear (1, Figure 5-15). 5. Remove pinion gear assembly (1, Figure 5-16) together with cross shaft (2).

FIGURE 5-12. BEARING PULLER 1. Puller

2. Bearing FIGURE 5-14. THRUST WASHER 1. Thrust Washer

2. Case

2. Punch mark the case sections and remove mounting capscrews (2, Figure 5-13). Remove case (1).

FIGURE 5-13. DIFFERENTIAL CASE 1. Case

2. Capscrews

FIGURE 5-15. SIDE GEAR 1. Side Gear

G05026 03/09


2. Gear

G5-11

7. Push out shaft (4, Figure 5-18) with the press, and remove pinion (1), bearing (2), and collar (3). 8. Remove the bearing from the shaft.

FIGURE 5-16. PINION GEAR ASSEMBLY 1. Gear Assembly

2. Cross Shaft

6. Hold pinion gear assembly (3, Figure 5-17) with a press. Use wrench (1) to remove ring nut (2). FIGURE 5-18. GEAR AND SHAFT 1. Pinion Gear 2. Bearing

3. Collar 4. Shaft

9. Remove bearing outer races (1 & 2, Figure 519) from pinion gear. NOTE: The bearing is an adjustment-free bearing. Check the matching numbers of the bearing, collar, and outer race, and keep together as a set in a safe place.

FIGURE 5-17. RING NUT AND GEAR 1. Wrench (09003-08290) 2. Ring Nut

G5-12

3. Pinion Gear


03/09 G05026

11. Remove thrust washer (1, Figure 5-21).

FIGURE 5-21. BEVEL GEAR FIGURE 5-19. GEAR BEARINGS 1. Outer Race

1. Thrust Washer

2. Bevel Gear

2. Outer Race

10. Remove side gear (1, Figure 5-20).

12. Remove bevel gear (3, Figure 5-22) from case (2). 13. Remove bearing (1) from the case.

FIGURE 5-20. 1. Side Gear

2. Bevel Gear

FIGURE 5-22. DIFFERENTIAL BEARING 1. Bearing 2. Case

G05026 03/09


3. Bevel Gear 4. Capscrews, Washers

G5-13

14. Remove snap ring (2, Figure 5-23). Remove bearing (1) from differential case (3).

Assembly Differential Bearing 1. Set the differential case in tool repair stand (2, Figure 5-4). 2. Using a push tool, press fit bearing (1, Figure 523) in differential case (3). Install snap ring (2).

Assembly Of Differential Gear Assembly 1. Align bevel gear (3, Figure 5-22) with the dowel pins on differential gear case (2) and install. Apply Three Bond #1374 thread tightener to the capscrew holes in the ring gear as shown in Figure 5-24. Applying the thread tightener to the holes prevents splatter onto critical areas. Install the capscrews and washers and tighten to 1322 N·m (975 lb ft).

FIGURE 5-23. DIFFERENTIAL BEARING 1. Bearing 2. Snap Ring

3. Differential Case

15. If bevel gear (3, Figure 5-22) is to be replaced, remove gear retaining capscrews and separate the gear from case (2). NOTE: The bevel gear and pinion gear must be replaced as a matched set. FIGURE 5-24. APPLYING THREAD SEALANT

Cleaning and Inspection 1. Clean all parts and thoroughly inspect. 2. Check for damaged or worn parts. Replace parts as necessary. 3. Use an oil stone to polish each mating flange on the differential gear case halves. Clean the case halves after polishing.

2. Install side bearing (1). Fit the bearing by heating to 100° C (212° F). NOTE: Use heat lamps, an oil bath, or induction heaters to heat the bearings. DO NOT use a torch or heat greater than 176° C (350° F). After the bearing cools, check that there is no clearance between the end face of the case and the bearing. 3. Turn the case over. Align with dowel pins, and install thrust washer (1, Figure 5-21). a. Ensure the head of the dowel pin is 0.5 [+0.2/-0.0] mm (0.020 [+0.008/-0.00] in.) lower than the surface of the washer.

G5-14


03/09 G05026

4. Install side gear (1, Figure 5-20).

7. Install side gear (1, Figure 5-15).

5. Assemble the differential pinion side gears.

8. Align with dowel pin, and install thrust washer (1, Figure 5-14).

Using a press, install outer races (1 & 2, Figure 5-19) into the pinion gear. NOTE: The bearing is an adjustment-free bearing assembly. Check the numbers on the bearings, collar, and outer races, and use only as a matched set. b. Using a press, install bearing (1, Figure 525) onto shaft (2). c. Set pinion gear to shaft, then assemble collar (3, Figure 5-18). Use a press to install bearing (2). d. Apply Three Bond #1374 thread tightener to ring nut (2, Figure 5-17). Hold pinion gear assembly (3) with a press, and using wrench (1), tighten ring nut (2) to 927 N·m (684 lb ft).

Check that the head of the dowel pin is 0.5 [+0.2/-0.0] mm (0.020 [+0.008/-0.00] in.) lower than the surface of the washer. 9. Heat side bearing (1, Figure 5-26) to 100°C (212°F) and install in case (2). NOTE: Use heat lamps, an oil bath, or induction heaters to heat the bearings. DO NOT use a torch or heat greater than 176°C (350°F). After the bearing cools, check that there is no clearance between the end face of the case and the bearing. 10. Fit case (1, Figure 5-27) to the housing. Apply Three Bond #1374 thread tightener to mounting capscrews (2) and tighten to 927 N·m (684 lb ft).

6. Assemble pinion gear assembly (1, Figure 516) to cross shaft (2), then raise and install in the case. NOTE: Align the notched portion of the pinion gear shaft with the case dowel pin and install. Move the pinion gear, and verify gear assembly rotates easily.

FIGURE 5-26. BEARING INSTALLATION 1. Side Bearing

2. Case

FIGURE 5-25. BEARING INSTALLATION 1. Bearing

G05026 03/09

2. Shaft


G5-15

c. Add 0.66 ± 0.12 mm (0.025 ± 0.005 in) to the measured dimension, and set the scale of the micrometer. NOTE: The added dimension becomes the amount of deflection of the case before applying preload and after applying preload.


2. Capscrews

1. Micrometer (792-525-3000) 2. Adapter

Installation Of Differential Assembly 1. Tighten side bearing adjustment nuts (3, Figure 5-11), and temporarily place differential gear (4) in the case. 2. Align the match marks and install caps (1) on the assembly. Rotate the bevel gear 20 - 30 turns to seat the bearings, then tighten to 980 N·m (723 lb ft). 3. Adjust the bearing preload. a. Install measurement adapters (2, Figure 528) to both ends of the cap. b. Measure the dimension between the adapters with depth micrometer (1). NOTE: When measuring, hold the micrometer securely with one hand, and put the probe in contact parallel to the measurement adapter. 4. Apply Three Bond thread tightener #1374 to the mounting capscrews (2). Position plates (5) on the caps and install the capscrews. Tighten to 1716 N·m (1266 lb ft).

G5-16

FIGURE 5-28. BEARING PRELOAD 3. Measuring Posts 4. Spring Balance 5. Plates

d. Fit spring balance (4, Figure 5-28) to the bevel gear mounting bolt and measure the starting force in the tangential direction as shown. Starting force should be 9 ± 1.3 kg (20 ± 3 lb). e. Tighten adjustment nuts (3, Figure 5-10) from both ends, and continue to tighten with wrench (2). Give attention to the groove that the lock enters. To seat the bearing properly, rotate the bevel gear and tap the bearing cap and bevel gear with a soft-faced hammer, NOTE: If the increase in deflection caused by overtightening of the adjustment nut exceeds the standard amount, return the adjustment nuts to the condition before adjusting. When doing this, rotate the bevel gear and tap the bearing cap and bevel gear with a plastic hammer, check that there is no clearance at "A", Figure 5-29, and adjust again.


03/09 G05026

Input Pinion and Carrier Assembly

Use a light with a feeler gauge to ensure there is no gap.

When assembling the differential pinion carrier assembly (Figure 5-30), if the coupling bolts are not tightened while the pinion bearing is turning, the bearing will be damaged in a short period of operation. To prevent this, the following assembly procedure must be followed. 1. Using a press, install outer races (1, Figure 531) and (2) in carrier (3). Check that there is no clearance between the outer races and the carrier.

FIGURE 5-29. BEARING ADJUSTMENT

FIGURE 5-30. INPUT PINION ASSEMBLY 1. Capscrew & Washer 2. Park Brake Disc 3. Coupling 4. Capscrew & Washer 5. Holder 6. O-Ring 7. Park Brake Support 8. Oil Seal 9. O-Ring

G05026 03/09


10. O-Ring 11. Capscrew & Washer 12. Holder 13. Bearing Race 14. Pinion Gear (15 T) 15. Bearing Carrier 16. Shim Assembly 17. Capscrew & Washer 18. Bearing Assembly

G5-17

FIGURE 5-31. 1. Outer Race 3. Carrier 2. Outer Race

FIGURE 5-32. 1. Holder 2. Bearing Inner Race

3. Pinion Gear

2. Heat bearing inner race (2, Figure 5-32) to 100°C (212°F), then press the center bearing inner race onto pinion gear (3). Install holder (1). Apply Three Bond #1374 thread tightener to the mounting bolts and tighten to 280 ± 29 N·m (206 ± 22 lb ft). NOTE: Use heat lamps, an oil bath, or induction heaters to heat the bearings. DO NOT use a torch or heat greater than 176° C (350° F). FIGURE 5-33. 3. Heat bearing inner race (2, Figure 5-33) to 100°C (212°F). Press onto the pinion gear shaft and install spacer (1). NOTE: The bearing is an adjustment-free bearing. Ensure the numbers match and keep together as a set. 4. *Verify there is no clearance between the end face of the pinion gear and the inner race of the bearing.

1. Spacer

2. Bearing Inner Rac

5. Set carrier (2, Figure 5-34) on pinion gear (3), and install bearing (1). 6. Thoroughly coat the bearing rollers, as well as the running surfaces of the inner and outer races, with oil. 7. Fit O-ring (10, Figure 5-30) onto bearing carrier (15), and assemble shims (16). Install pinion and cage assembly (1, Figure 5-35) to differential case. NOTE: Use the same amount of shims that were removed at the time of pinion disassembly. If any parts, such as the bearings, bearing carrier, pinion gear, or housing have been replaced, refer to Adjusting Tooth Contact - Backlash, later in this procedure to determine the correct shim thickness.

G5-18


03/09 G05026

FIGURE 5-34. FIGURE 5-36. 1. Bearing 2. Carrier

3. Pinion Gear

1. Park Brake Support 2. O-Ring

3. Oil Seal

9. Assemble coupling (4, Figure 5-37), the O-ring and holder (2). Apply Three Bond thread tightener #1374 to mounting bolt (3). Tighten bolt (3) gradually to 2746 ± 294 N·m (2025 ± 217 lb ft) while the bearing is turning (20 to 30 rotations). If bolt (3) is tightened without the bearing being turned, damage to the bearing may result.

FIGURE 5-35. 1. Cage Assembly

8. Install oil seal (3, Figure 5-36) and O-ring (2) to parking brake support (1). Install support (1) to the differential case. Apply Three Bond #1374 thread tightener to the mounting bolts and tighten to 549 ± 59 N·m (405 ± 45 lb ft).

G05026 03/09

FIGURE 5-37. 1. Park Brake Support 2. O-Ring and Holder


3. Bolt 4. Coupling

G5-19

10. After tightening bolt (3), turn the bearing 20 to 30 rotations, again Ensure the bearing is rotating smoothly and bolt (3) has been tightened to the specified torque. 11. Using either of the following methods, confirm that the bearing has been set normally. Method #1:

Method #2: b. Measure the axial bearing end play for: 0.0 0.118 mm (0.0 - 0.0046 in.) Measuring method: 1.) After 20 to 30 bearing revolutions, set a dial gauge, as shown in Figure 5-39, to align with point zero.

a. Measure the starting torque in the tangential direction with a spring scale (1, Figure 5-38) attached to a threaded hole in the coupling (396 mm [15.6 in.] bolt circle dia.). Starting torque must not be greater than 5.1 kg (11.2 lb) maximum. Perform this measurement on the bevel gear side.

FIGURE 5-39.

2.) Oscillate the coupling 20 to 30 rotations in its lifted condition (approximately 300 kg) and ensure the dial gauge reading has stabilized. (See Figure 5-40) FIGURE 5-38. 1. Spring Scale

3.) The dial gauge reading obtained in the previous step will be equal to the end play in the axial direction.

FIGURE 5-40.

G5-20


03/09 G05026

Adjusting Tooth Contact, Backlash

2. Adjust tooth contact as follows.

Adjust backlash and tooth contact at the same time. 1. Adjust backlash as follows. a. Move the bevel gear with adjustment nuts (1 & 2, Figure 5-41).

a. Adjust the in and out movement of the bevel pinion by changing the shims between the differential case and bearing cage. b. Adjust tooth contact in the following step.

When adjusting the bevel gear, do not change the preload of the bearing. Always turn the adjustment nuts at both ends the same amount in the same direction. b. Put a dial Indicator (2, Figure 5-42) at right angles in contact with the reverse face of the tooth at the outside of the bevel gear. Turn the adjustment nut and adjust the backlash. c. Backlash: Adjust at 3 - 4 places. Keep the pinion gear locked when measuring. Adjust to 0.46-0.66 mm (0.018 - 0.026 in) backlash.

FIGURE 5-42. BACKLASH ADJUSTMENT 1. Bevel Gear

2. Dial Indicator

3. Adjusting tooth contact

FIGURE 5-41. TOOTH CONTACT ADJUSTMENT 1. Adjustment Nut

2. Adjustment Nut

Mix red lead in spindle oil to form a thin paste, then coat the face of 7 or 8 teeth of the driven gear. Hold down the driven gear by hand to act as a brake, and rotate the drive pinion gear forward and backward, then inspect the pattern left on the teeth. Adjust the tooth contact as shown in the following illustrations and procedure. 4. Caliper assembly a. Install brake disc (1, Figure 5-43). Apply Three Bond #1374 thread tightener to the disc plate capscrews and tighten to 745 N·m (550 lb ft). b. Install plate (1, Figure 5-44) on one side, temporarily. c. Fit pad (2) and install caliper (3).

G05026 03/09


G5-21

FIGURE 5-43. BRAKE COUPLING 1. Brake Disc 2. Coupling 3. Capscrew

4. Holder 5. Support 6. Capscrews

d. Install the plate on the other side and tighten. Apply Three Bond #1374 thread tightener to the plate mounting capscrews and tighten to 927 N·m (684 lb ft).

FIGURE 5-45. PARK BRAKE SPRING CYLINDER 1. Spring Cylinder 2. Tool

3. Connecting Pin & Clevis 4. Lever

NOTE: Adjust for a clearance of 0.1 mm (0.004 in) between the plate and the caliper. 5. Install spring cylinder assembly (1, Figure 545), and connect rod clevis with connecting pin (3) to the lever of slack adjuster (4). NOTE: To retract the rod, pump oil pressure into the spring cylinder. Refer to Parking Brake Adjustment, Section J, Brake System, to adjust park brake assembly.

FIGURE 5-44. CALIPER 1. Plate 2. Pad

G5-22

3. Caliper


03/09 G05026

G05026 03/09


G5-23

NOTES

G5-24


03/09 G05026

SECTION G6 FINAL DRIVE PLANETARIES AND WHEEL HUBS INDEX

FINAL DRIVE PLANETARIES AND WHEEL HUBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3 FINAL DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3 Oil Level Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4 FINAL DRIVE CARRIER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-6 FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-7 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-7 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-9

G06012 7/10

Final Drive Planetaries and Wheel Hubs

G6-1

NOTES

G6-2


7/10 G06012

FINAL DRIVE PLANETARIES AND WHEEL HUBS FINAL DRIVE The final drives are mounted on the outer ends of the rear axle. Each final drive uses a planetary gear configuration to reduce the rotation speed of the drive train and produce a greater driving torque. Of all the components in the drive train, the final drive bears the greatest stress. Final drive lubrication must be properly maintained to ensure the long life of the gears and bearings.

FIGURE 6-1. FINAL DRIVE PLANETARY 1. Carrier 2. Planet Gear Shaft 3. Planet Gear (43 Teeth) 4. Sun Gear (17 teeth) 5. Button

6. Cover 7. Ring Gear (106 Teeth) 8. Spacer 9. Retainer 10. Inner Hub

11. Drive Shaft 12. Wheel Hub 13. Seal Assembly 14. Seal Drain Hose

SPECIFICATIONS:

Splash-type Lubrication Ratio: 7.235 Oil: 120 L (32 gal) - each side

G06012 7/10


G6-3

Oil Level Check Stop the truck with drain plug (3, Figure 6-2) rotated nearest the ground and casting line (1) horizontal. Remove fill plug (2) and check the oil level. If the oil level is not near the lower edge of the plug hole, add oil until it reaches this level. Refer to Section P, Lubrication and Service, for oil specifications.

3. Remove the cap screws that secure cover (1, Figure 6-3). Remove the cover.

FIGURE 6-3. COVER 1. Cover

FIGURE 6-2. OIL PLUG AND CASTING LINE 1. Casting Line 2. Fill Plug

3. Drain Plug

2. Button

4. Install an eyebolt at the end of drive shaft (3, Figure 6-4). Use a bar to pull the drive shaft from the wheel. Attach a lifting device to the shaft for support as it is pulled from the carrier. The weight of the assembly is approximately 176 kg (388 lb). Lift the shaft from the truck.

FINAL DRIVE CARRIER ASSEMBLY Removal 1. Remove drain plug (3, Figure 6-2) and drain the oil from the final drive case. Oil capacity is 120 l (31.7 gal). NOTE: If the drain plug is not at the bottom, use a hydraulic 51,000 kg (50 ton) jack to raise the truck. Turn the hub to position the plug as shown in Figure 6-2. 2. Remove the wheel assemblies. Refer to Section G2, Tires and Rims, for instructions on removing the rear wheels. FIGURE 6-4. DRIVE SHAFT 1. Carrier Assembly 2. Spacer 3. Drive Shaft

G6-4


4. Snap Ring 5. Sun Gear

7/10 G06012

5. Remove snap ring (4) from the drive shaft. 6. Remove sun gear (5).

5. Install snap ring (4).

7. Remove spacer (2).

6. Place cover (1) into position. Install the cap screws and washers that secure the cover.

8. Attach appropriate lifting apparatus to carrier assembly (1). The weight of the carrier assembly is approximately 630 kg (1,390 lb). Lift the carrier from the truck.

7. Add oil to the final drive case. Fill to the specified level and check the oil level again. Refer to Section P, Lubrication and Service, for the proper oil.

Disassembly 1. Remove nine cap screws (6, Figure 6-6) and six cap screws (7). Remove plate (3). 2. Use a press to remove shaft (4).

FIGURE 6-5. CARRIER ASSEMBLY 1. Carrier Assembly

2. Rim

Installation 1. Attach appropriate lifting apparatus to carrier assembly (1, Figure 6-5). The weight of the carrier assembly is approximately 630 kg (1,390 lb). Lift the carrier assembly into position on the truck. 2. Attach a lifting device to the drive shaft. The weight of the assembly is approximately 176 kg (388 lb). Lift the shaft into position. Install an eyebolt at the end of drive shaft (3). Insert a bar through the eyebolt and use the bar to push the drive shaft into the carrier.

FIGURE 6-6. CARRIER 1. Bearings 2. Spacer 3. Plate 4. Shaft

5. Gear Assembly 6. Cap Screws 7. Cap Screws 8. Spacer

3. Install spacer (2 Figure 6-4). 4. Install sun gear (5) on drive shaft (3).

G06012 7/10


G6-5

Assembly 1. Install spacer (8, Figure 6-6) in the carrier. 2. Install snap ring (3, Figure 6-8). 3. Position spacer (2), and press fit outer race (1). 4. Set spacer (2, Figure 6-6) and bearing (1) into position. Raise the planetary gear and assemble. Install bearing (1) from the top. 5. Push planetary gear assembly (5) into the carrier. 6. Temporarily install plate (3) with cap screw (7). Install two guide cap screws to shaft (4), and press fit. FIGURE 6-7. BEARINGS 1. Bearings 2. Spacer

7. Apply Three Bond™ #1374 thread tightener to cap screws (4, Figure 6-9). Tighten to 113 N·m (83 lb ft). Rotate the pinion gear five to six revolutions. Again, tighten nine cap screws (4) and six capscrews (3) to the specified torque.

3. Remove gear assembly (5). Remove two bearings (1) and spacer (2). Refer to Figure 6-6 and Figure 6-7. 4. Remove outer race (1, Figure 6-8) and spacer (2). NOTE: The bearing is an adjustment-free bearing. Keep the bearing together as a set, in a safe place. 5. Remove snap ring (3). 6. Remove spacer (8, Figure 6-6) from the carrier.

FIGURE 6-9. PLANETARY SHAFT RETAINER

FIGURE 6-8. OUTER BEARING RACES 1. Outer Race 2. Spacer

G6-6

1. Carrier 2. Retainer Plate

3. Cap Screw, Washer 4. Cap Screw, Washer

3. Snap Ring


7/10 G06012

FINAL DRIVE ASSEMBLY Disassembly 1. Remove the rear wheel. Refer to Section G2, Tires and Rims, for instructions on removing the rear wheel. 2. Remove the carrier assembly as outlined in this chapter. 3. Remove the retainer and shims. a. Use three fixture tools (562-99-3A120) (1, Figure 6-10) to secure disc brake inner gear (4) to outer gear (3). To install the tools, remove three cap screws (2) from the outer gear, and insert cap screws (5) into the three tool mounting tapped holes in the inner gear. FIGURE 6-11. RETAINER 1. Retainer To prevent damage to the floating seal, always install the fixture tools before removing retainer (1, Figure 6-10).

b. Remove mounting cap screws (2, Figure 611). Remove retainer (1) and the shims. NOTE: Note the number and thickness of the shims. Keep the shim pack together in a safe place.

2. Cap Screws

4. Attach appropriate lifting apparatus to ring gear assembly (1, Figure 6-12). The ring gear and hub weighs approximately 325 kg (716 lb). Lift the gear from the assembly. 5. Disassemble the ring gear assembly as follows. a. Remove mounting cap screws (1, Figure 613), then remove holder (2). b. Remove inner hub (3) from ring gear (4).

FIGURE 6-10. BRAKE GEAR TOOL INSTALLATION 1. Fixture Tool (562-99-3A120) 2. Cap Screw 3. Outer Gear

G06012 7/10

4. Inner Gear 5. Temporary Cap Screw 6. Wheel Hub

FIGURE 6-12. RING GEAR 1. Ring Gear Assembly


2. Hub

G6-7

FIGURE 6-13. INNER GEAR AND RING GEAR 1. Cap Screws 2. Holder

3. Inner Hub 4. Ring Gear

6. Remove the rear wheel hub assembly. a. Attach an appropriate lifting sling to rear wheel hub assembly (1, Figure 6-14) or support with a forklift. The weight of the assembly is approximately 968 kg (2134 lb). Remove nuts (2, Figure 6-15), except those on the seal retainer tools.

FIGURE 6-15. GEAR SUPPORT TOOL 1. Tool (562-99-3A120) 2. Nut 3. Cap Screw

4. Outer Gear 5. Wheel Hub

b. Remove wheel hub assembly (2, Figure 616) slowly until the outer bearing is unseated. Remove outer bearing (1) and bearing inner race pin. The weight of the bearing is approximately 76 kg (168 lb). NOTE: DO NOT allow the bearing to fall. The bearing is easily dislodged.

c. Remove the wheel hub assembly. d. Remove outer races (2 & 3, Figure 6-17) from the wheel hub assembly.

FIGURE 6-14. REAR WHEEL HUB 1. Hub Assembly

G6-8

2. Housing


7/10 G06012

FIGURE 6-16. HUB AND BEARING 1. Bearing

FIGURE 6-18. BEARING

2. Hub Assembly

1. Bearing 2. Axle

3. Pin

Assembly NOTE: Refer to Section J, Rear Wet Disc Brakes Floating Ring Seal Assembly/Installation for detailed seal installation instructions. 1. Install floating seal assembly (13, Figure 6-1) to the wheel hub seal carrier. Install a new O-ring on the seal carrier. 2. Install inner bearing (1, Figure 6-18) and pin (3). 3. Assemble the wheel hub.

FIGURE 6-17. HUB AND BEARING 1. Hub Assembly 3. Outer Race 2. Outer Race

7. Remove inner bearing (1, Figure 6-18 and bearing inner race pin (3). The weight of the bearing is approximately 75 kg (165 lb). 8. Remove floating seal carrier (13, Figure 6-1) from the axle.

G06012 7/10

a. Use a bearing plate and press to install outer races (2 & 3, Figure 6-17) into wheel hub (1). b. Raise the rear wheel hub assembly. Slide the assembly over the axle and against the disc brake inner gear. c. Install the outer bearing retainer pin onto the axle. Install outer bearing (1, Figure 6-16). d. Install nuts (2, Figure 6-15) and tighten to 927 N·m (684 lb ft). NOTE: DO NOT remove tools (1, Figure 6-14) until the retainer has been completely secured.


G6-9

4. Assemble the ring gear. a. Place inner hub (3, Figure 6-13) into position on ring gear (4). b. Install holder (2). Apply Three Bond #1374 thread tightener to mounting cap screws (6) and tighten to 113 N·m (83 lb ft). c. Install ring gear assembly (1, Figure 6-12). 5. Adjust the bearing preload as follows. a. Install retainer (2, Figure 6-19) with four equally spaced cap screws (3). DO NOT install any shims at this time. b. Remove fixture tools (1, Figure 6-15) at three places. c. Rotate the wheel hub five to six times. d. Tighten the cap screws evenly and alternately to 167 ± 10 N·m (123 ± 7 lb ft). FIGURE 6-19. SHIM ADJUSTMENT 1. Micrometer 2. Retainer

If the cap screws are tightened without rotating the wheel hub, the bearing will not seat properly and the correct preload cannot be obtained.

e. Using depth micrometer (1, Figure 6-19) measure dimension (c) between the end of axle housing (4) and the outer edge of retainer (2). f. Install tools (1, Figure 6-15) at three evenly spaced locations.

3. Capscrew 4. Axle Housing

6. Rotate the wheel hub five to six times. Tighten cap screws (3, Figure 6-19) evenly and alternately until the tightening torque is constant. After tightening the cap screws, rotate the wheel hub and verify smooth rotation. 7. Install the carrier assembly. Refer to Final Drive Carrier Assembly - Installation in this section. 8. Install the rear wheel assembly. Refer to Section G2, Tires and Rims for information on installing the rear wheels.

g. Remove the retainer, and measure thickness (a, Figure 6-19) of the retainer. Select a shim thickness which is equal to dimension (b). Use the formula below: b = (c-a) + 0.3 mm (0.012 in.). h. Insert the shim pack and install retainer (2, Figure 6-19). Apply Three Bond #1374 thread tightener to cap screws (3) and tighten to 927 N·m (684 lb ft). i. Remove tools (1, Figure 6-15) at three places. Install the absent cap screws (3) and tighten to 549 N·m (405 lb ft).

G6-10


7/10 G06012

SECTION H SUSPENSIONS INDEX

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1

REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1

SUSPENSION OILING AND CHARGING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1

H01017

Index

H1-1

NOTES

H1-2

Index

H01017

SECTION H2 FRONT SUSPENSION INDEX

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9 Pressure Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10 DAMPING VALVE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-11 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-11 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12

H02022 08/08

Front Suspensions

H2-1

NOTES

H2-2

Front Suspensions

08/08 H02022

FRONT SUSPENSION The suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil and gas in the four suspension cylinders carry the gross truck weight less the axles and wheels. The suspension system supports the weight of the chassis and absorbs the shock from uneven road surfaces to provide a comfortable ride for the operator. At the same time, it maintains the stability of the machine by ensuring that all four wheels are always in contact with the ground surface.

Front suspension cylinder (Figure 2-1) functions as a shock absorber and spring, and is connected by spherical bearings to the lower A-arm and main frame. The wheels move up and down in accordance with the retraction and extension of the suspension cylinder to maintain the proper alignment for the wheels and to improve the stability of the truck.

FIGURE 2-1. FRONT SUSPENSION

H02022 08/08

Front Suspensions

H2-3

The inside of the suspension cylinder contains oil (B, Figure 2-2), and is charged with nitrogen gas (A). Oil (B) and oil chamber (C) are connected by tube (9) and valve assembly (10). When the machine is in motion, the wheels follow the unevenness of the road surface. The external vertical forces from the road surface are absorbed by the suspension cylinder. When this happens, the volume of the nitrogen in the gas chamber is compressed by the input force, and absorbs the external force. The nitrogen gas is sealed by the rod chamber and the oil, so it is always subjected to a pressure corresponding to the external force. The pressurized nitrogen allows the suspension to function as a spring, extending and retracting as the road surface changes. The damping force is produced inside valve assembly (10) with orifice plate (12) and leaf springs (11). They restrict the flow of oil between oil chamber (B) and oil chamber (C), and create a damping force. • When retracting, the nitrogen gas is compressed by the external force from the road surface. The oil in chamber (B) flows through valve assembly (10) in direction (Y). The oil flows through tube (9) to oil chamber (C). The oil flowing through the valve is throttled by orifices to generate a damping force. • When extending, the external force from the road surface weakens, the pressure of the nitrogen gas extends the rod, and the oil in chamber (C) passes through tube (9) and valve assembly (10) to oil chamber (B). The oil flowing through the valve flows in direction (Z) and passes through orifices in the orifice plate to generate a damping force.

FIGURE 2-2. FRONT SUSPENSION 1. Charging Valve 2. Retainer 3. Flange 4. Cylinder (with axle) 5. Rod 6. Wear Ring 7. Discharge Plug 8. Air Bleed Plug

H2-4

Front Suspensions

9. Tube 10. Valve Assembly 11. Leaf Springs 12. Orifice Plate A. Gas Chamber B. Oil Chamber C. Oil Chamber

08/08 H02022

Removal 1. Park the truck on a hard level surface. Apply the parking brake and turn the key switch to OFF. Chock the rear wheels. 2. Place a jack of sufficient capacity below the base of the suspension cylinder to be removed (on the A-arm). Place another jack below the front of the frame on the side being serviced. Raise both jacks to allow for tire removal. 3. Remove the front tire on the side being serviced. Refer to Section G, Tires And Rims.

5. Disconnect pressure sensor harness (1, Figure 2-3) at the frame connection. Remove cover (3) from the top of the suspension cylinder. 6. Remove grease line (1) from pin (2). Remove the elbow fitting. 7. Release the nitrogen pressure from the suspension. Refer to Section H, Suspension Oiling and Charging for proper instructions.

4. Remove the wheel hub and brake assemblies. Refer to Section G, Front Wheel Hub And Spindle.

FIGURE 2-4. STEERING LINKAGE REMOVAL 1. Steering Cylinder 2. Tie Rod 3. Pin

4. Pin 5. Grease Lines

8. Disconnect grease lines (5, Figure 2-4) from pins (3) and (4) on the steering knuckle. Remove the elbow fittings. 9. Remove pins (3) and (4). 10. Move steering cylinder (1) and tie rod (2) out from the steering knuckle. 11. Remove any remaining brake hose clamping from the cylinder. Remove the A-arm grease line if routing prevents cylinder removal. 12. Remove the grease injector manifold from the suspension cylinder and set aside.

FIGURE 2-3. FRONT SUSPENSION 1. Grease Line 2. Pin 3. Cover

H02022 08/08

4. Suspension 5. Pressure Sensor Harness

13. Remove capscrews (2, Figure 2-5) and lock washers (3). Rotate the knuckle arm as necessary to gain access to all of the capscrews.

Front Suspensions

H2-5

14. Steer the knuckle arm to the straight ahead position. 15. Lower the A-arm jack to disconnect the cylinder from the A-arm. 16. Attach a suitable lifting device to the suspension. The weight of the suspension is approximately 1850 kg (4080 lb). See Figure 2-6. 17. Remove the pin retainer that secures pin (2, Figure 2-6). Remove the pin and lift the suspension from the truck.

Installation 1. Clean all paint and debris from the mounting surface of the suspension. Ensure the mounting surfaces of the suspension and the A-arm are smooth and free of any oil. 2. Attach a suitable lifting device to the suspension housing. The weight of the suspension is approximately 1850 kg (4080 lb). Refer to Figure 2-6. 3. Raise the suspension into position at the top cylinder mount. Install cylinder pin (2, Figure 26). Install the pin retainer. 4. Raise the A-arm into position at the lower cylinder mount. Install capscrews (2, Figure 2-5) and lock washers (3).

FIGURE 2-6. FRONT SUSPENSION FIGURE 2-5. STEERING KNUCKLE (View From Bottom) 1. A-Arm 2. Capscrews

1. Suspension Cylinder

2. Cylinder Pin

3. Lockwashers 5. Move steering cylinder (1, Figure 2-4) and tie rod (2) into position on the steering knuckle. 6. Install pin (3) and pin (4). 7. Install elbow fitting on pin (3) and pin (4). Connect grease lines (5) to the fittings. 8. Install the grease injector manifold on the suspension cylinder.

H2-6

Front Suspensions

08/08 H02022

9. Connect any brake hose clamping that was removed prior to suspension removal. Install the grease line for the lower A-arm joint if removed. 10. Install the front wheel hub and brake assemblies. Refer to Section G for installation procedures. 11. After installation of the suspension, it will be necessary to check the oil level and charge with nitrogen gas. Refer to Section H, Suspension Oiling and Charging.

Disassembly The suspension cylinders require only normal care when handling as a unit. However, after being disassembled these parts must be handled carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly. If available, mount the suspension in a roll-over stand to retain the assembly and allow repositioning during disassembly. Use extreme care when handling machined surfaces and critical components. 1. Remove the top suspension cover if installed. 2. Remove charging valve (8, Figure 2-7) and pressure sensor/valve (9) from the top of the cylinder. 3. Remove flange capscrews (7) and air bleed valve (15). 4. Lift the cylinder rod assembly out of the housing with plate (20), retainer (6), and flange (5) installed. If necessary, install pusher bolts into the flange to separate the flange from the cylinder housing. After the rod assembly has been removed from the housing, remove the plate, retainer, and flange from the rod. 5. Remove wear ring (1) and stopper (3) from cylinder rod (2). 6. Remove dust seal (13) and bushing (12) from the retainer. 7. Remove seal (11), bushing (10) and buffer seal (14) from the flange. 8. Remove O-ring (16) and backup ring (17) from the flange. 9. Remove tube (18) and valve body (19) from the cylinder. Remove the O-rings from the tube and the valve body. If further disassembly of the damping valve is necessary, refer to Damping Valve Repair later in this chapter.

H02022 08/08

Front Suspensions

H2-7

FIGURE 2-7. HD1500-7 FRONT SUSPENSION ASSEMBLY 1. Wear Ring 2. Rod 3. Stopper 4. Suspension Housing 5. Flange 6. Retainer 7. Cap screw

H2-8

8. Charging Valve 9. Pressure Sensor/Valve 10. Bushing 11. Seal 12. Bushing 13. Dust Seal 14. Buffer Seal

Front Suspensions

15. Air Bleed Valve 16. Backup Ring 17. O-Ring 18. Oil Transfer Tube 19. Valve Body 20. Plate 21. Tube

08/08 H02022

10. Remove the capscrews that secure tube (21) to the cylinder housing. Remove the tube. Remove the O-rings and backup rings from the tube. Note the orientation of the seal rings. 11. If necessary, remove the spherical bushing from the rod eye. Remove the two snap rings that secure the bearing. Use a press and a step plate to remove bushing from the rod eye.

Cleaning and Inspection If scratches or scores are found in housing or on suspension tube, contact the nearest Komatsu distributor for additional information regarding repair services or factory recommended repair procedures. Suspensions must be assembled in a clean, dust free area. Clean metal suspension parts with Trichlorethane 1,1,1, acetone, or lacquer thinner prior to final assembly. Clean the seals, wipers, O-rings and backup rings with solvent and a clean cloth. Wipe each part prior to lubrication and installation.

FIGURE 2-8. TUBE SEALS 1. O-ring

2. Backup Ring

Assembly All components must be clean before assembling. Lightly lubricate all O-rings with petroleum jelly or clean suspension oil. 1. If removed, install the spherical bushing in the cylinder rod eye. Use a press and a step plate to install the bushing. Install the two snap rings that secure the bushing. 2. Install new O-rings and backup rings on tube (21, Figure 2-7). Orient the O-rings as shown in Figure 2-8. 3. Place valve body (19, Figure 2-7) into position on cylinder housing (4). Apply LT-2 to the capscrews that secure the valve body. Tighten the capscrews to 277 ± 32 N·m (204 ± 24 lb ft). 4. Install the O-rings onto tube (18). Place the tube into position and install the mounting capscrews. Tighten the capscrews to 111 ± 12 N·m (82 ± 9 lb ft).

H02022 08/08

5. Install stopper (3) over the rod until it contacts the piston area. Press the stopper into the cavity on the top side of the piston. Do not lubricate the stopper. Press in place dry to allow air to escape. 6. Install wear ring (1) on cylinder rod (2). Lubricate the outside surface of the wear ring with clean suspension oil. NOTE: In the following steps, use caution to prevent deforming the bushings during installation. 7. Press bushing (10) into flange (5). Lubricate the inside surface of the bushing with clean suspension oil. 8. Install seal (11) and buffer seal (14) in the flange. 9. Install O-ring (16) and backup ring (17) on the flange. Orient the O-ring so that it will face the bottom of the cylinder when the flange is installed.

Front Suspensions

H2-9

10. Press bushing (12) and dust seal (13) onto retainer (6). 11. Position flange (5), retainer (6), and plate (20) onto the cylinder rod. Lift the assembly into the housing. 12. Apply a thin layer of Liquid Gasket LG-5 to the entire sealant area (A, Figure 2-9) on flange (2) and retainer (1). Do not allow sealant to contact seal bore area (B). 13. Install capscrews (7). Tighten the capscrews to 385 ± 42 N·m (284 ± 31 lb ft). 14. Install air bleed valve (15), pressure sensor/ valve (9) and charging valve (8). Tighten each item to 45 ± 5 N·m (33 ± 4 lb ft).

Pressure Tests Allow all sealants to properly cure before pressure testing the suspension. Perform a nitrogen leak test and a hydraulic oil leak test as follows: 1. Position the cylinder upright and secure. 2. Remove pressure sensor (1, Figure 2-10) and install a fitting to attach a nitrogen supply. Charging valve (2) must be installed and remain closed during the tests. 3. Apply 490 kPa (71 psi) pressure for 2 minutes. Spray a soapy water solution at all joints and at the rod seal area to check for leakage. No leaks are permitted. 4. Turn off the pressure supply. Loosen air bleed valve (3) one revolution and discharge the nitrogen from the suspension. 5. Remove charging valve (2) and attach an oil fitting to pump pressurized oil into the suspension. 6. Pressure test the suspension by applying 10,308 kPa (1495 psi) of oil pressure for 10 minutes. No leakage is permitted. If leakage is present, the source of the leak must be repaired. 7. Turn off the hydraulic pump, relieve pressure, and remove the test equipment. 8. Drain the oil.

Oil Adjustment 9. The suspension must be filled to the correct oiling dimension (A, Figure 2-10). Refer to Section H, Oiling and Charging for oil specifications. FIGURE 2-9. LIQUID GASKET SEAL AREA 1. Retainer 2. Flange

A - Sealant Area B - No Sealer in this area

Dimension A: . . . . . . 97 ± 3 mm (3.8 ± 0.1 in.) Specified oil quantity: HD1500-7: . . . . . . . . . . . . . . . 62.4 L (16.5 gal) 10. Open air bleed valve (3) and fill the suspension with oil. Continue filling until oil flows out the bleed valve free of bubbles.

H2-10

Front Suspensions

08/08 H02022

11. Tighten the air bleed valve to 45 ± 5 N·m (33 ± 4 lb ft).

DAMPING VALVE REPAIR

12. Loosen pressure sensor (1) one revolution and continue to pump oil until oil flows out of the pressure sensor port free of bubbles. 13. Tighten the pressure sensor to 45 ± 5 N·m (33 ± 4 lb ft). 14. Continue to fill with oil until the proper oiling dimension (A) is attained. Remove the oiling apparatus.

If damping valve repairs are being performed with the suspension assembly mounted on the truck, relieve nitrogen pressure prior to removing any components. Refer to Section H, Suspension Oiling and Charging for information on how to properly relieve the pressure. Use a jack under the truck frame to prevent the suspension from retracting. Disassembly 1. Place a container capable of capturing approximately 63 liters (17 gal) of oil into position beneath valve body (2, Figure 2-11). 2. Remove the capscrews that secure tube (1) to the valve body and cylinder. Remove the tube and the O-rings. 3. Remove the four capscrews that secure valve body (2) to the suspension. Remove the valve. 4. Remove orifice plate assembly (3) as a complete unit. 5. Remove capscrew (4). Remove stopper plate (5), plate (6), oblong leaf springs (7) and circular leaf springs (8) from orifice plate (9).

FIGURE 2-10. OILING DIMENSION

6. Remove pin (10) from orifice plate (9). 1. Pressure Sensor 2. Charging Valve

3. Air Bleed Valve

15. Install the charging valve and tighten to 45 ± 5 N·m (33 ± 4 lb ft). 16. Install the cover on the top of the suspension and prepare for storage or installation.

H02022 08/08

Front Suspensions

H2-11

Assembly 1. Install pin (10, Figure 2-11) to orifice plate (9). NOTE: In the following step, assemble each oblong leaf spring (7) and circular leaf spring (8) with the chamfered side facing orifice plate (2). Refer to Figure 2-8. 2. Assemble circular leaf springs (8), oblong leaf springs (7) with plates (9), (6), and (5). Secure the assembly with capscrew (4), and tighten to 66 N·m (49 lb ft). 3. Install orifice plate assembly (3) to valve body (2). Tighten the capscrews to 66 N·m (49 lb ft). 4. Position the O-ring and valve body (2) into position on the suspension. Coat the capscrew threads with Three Bond TB1374. Install the capscrew and tighten to 279 N·m (206 lb ft). 5. With new O-rings installed, place tube (1) into position. Install the capscrews and tighten to 110 N·m (81 lb ft). 6. If damping valve repairs have been performed while the suspension is still mounted on the truck, fill the suspension assembly with oil and recharge with nitrogen. Refer to Section H, Suspension Oiling and Charging.

FIGURE 2-11. DAMPING VALVE 1. Tube 2. Valve Body 3. Orifice Plate Assembly 4. Capscrew 5. Stopper Plate

H2-12

6. Plate 7. Oblong Leaf Spring 8. Circular Leaf Spring 9. Orifice Plate 10. Pin

Front Suspensions

08/08 H02022

SECTION H3 REAR SUSPENSION INDEX

REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-9 LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10 SPHERICAL BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10

H03025 09/08

Rear Suspensions

H3-1

NOTES

H3-2

Rear Suspensions

09/08 H03025

REAR SUSPENSION Suspensions are hydro-pneumatic cylinders containing oil and nitrogen gas. The oil and gas in the four suspensions carry the gross weight of the truck minus the wheels, spindles and rear axle. The rear suspension cylinders consist of two basic components, a suspension housing attached to the truck frame and a suspension rod attached to the axle housing. Each rear suspension cylinder contains a charging valve (1, Figure 3-1). The charging valve is used to charge the suspension with pressurized nitrogen. The suspension must be properly maintained with oil and nitrogen for optimum performance. Refer to Section H, Oiling and Charging Procedures, for proper charging instructions. The suspension is also equipped with a pressure sensor. The sensor senses internal gas pressure and sends that information to the VHMS controller. The information is used to calculate payload data by the payload meter. The suspension cylinder requires only normal care when handling as a unit. However, after being disassembled these parts must be handled very carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly.

FIGURE 3-1. REAR SUSPENSION ASSEMBLY 1. Charging Valve

H03025 09/08

Rear Suspensions

2. Pressure Sensor

H3-3

Operation The suspension cylinder functions both as a shock absorber (retracting) and a spring (extending).

• Retracting: When the truck is in motion and hits a bump or an object on the road, the wheels are pushed up. The upward motion causes the cylinder rod to retract into the cylinder. When this happens, the nitrogen gas inside area (1) is compressed and absorbs the shock from the road. At the same time, oil is displaced from area (6) and travels through orifices (2 & 3) to cavity (5). The cavity is quickly filled.

• Extending: After the truck has passed over a bump or object on the road surface, the cylinder is pulled down by the weight of the wheels and axle. At the same time, the nitrogen pressure inside the cylinder pushes down inside area (1) and acts as a spring. As a result, the size of cavity (5) is reduced, and pressurizes the oil in the cavity. The pressurized oil closes the check balls in orifices (2 & 3) limiting oil flow into oil area (5). The restricted oil flow through orifice (4) results in a slower extension as compared to retraction. The slower extension provides a smoother ride.

FIGURE 3-2. REAR SUSPENSION 1. Nitrogen Cavity 2. Check Ball Orifice 3. Check Ball Orifice 4. Orifice

H3-4

Rear Suspensions

5. Oil Cavity 6. Oil Cavity 7. Piston Rod

09/08 H03025

Removal 1. Park the unloaded truck on hard, level surface. Apply the parking brake and chock the wheels. 2. Raise and support the rear of the truck frame. 3. Wear a face mask or goggles, and discharge the nitrogen pressure from the suspension. Refer to Section H, Oiling and Charging Procedures, for the proper procedure for discharging nitrogen. 4. Remove pressure sensor (5, Figure 3-3) and remove the clamps securing the sensor harness to the suspension. 5. Remove the upper pin retainer and remove upper pin (1). 6. Attach an appropriate lifting device to the suspension. The suspension weighs approximately 500 kg (1100 lb). 7. Remove the lower pin retainer and remove lower pin (2). Lift the suspension from the truck. 8. Move the suspension to a clean work area.

Installation

FIGURE 3-3. REAR SUSPENSION

1. Attach an appropriate lifting device to the suspension. The suspension weighs approximately 500 kg (1100 lb). 2. Lift the suspension into position on the truck. Lubricate lower pin (2, Figure 3-3 with multi-purpose grease and install the pin. Install the pin retainer and cap screws. 3. Lubricate upper pin (1) with multi-purpose grease and install the pin. Install the pin retainer and cap screws. 4. If not done already, fill the suspension with oil, and charge with nitrogen gas. Refer to Section H, Suspension Oiling and Charging Procedures, for more information. 5. Install the clamps that secure the sensor harness to the suspension.

H03025 09/08

1. Upper Pin 2. Lower Pin 3. Cover

4. Clamp 5. Pressure Sensor 6. Charging Valve

Disassembly 1. If available, mount the suspension assembly in a roll-over stand. Position the assembly upright as installed on the truck. 2. Remove clamp (4, Figure 3-3) and cover (3). 3. Remove charging valve (6) and the pressure sensor schrader valve from the suspension. Drain the oil from the cylinder. 4. Rotate the assembly to position the flange on top. Remove cap screws (1, Figure 3-4) and the washers.

Rear Suspensions

H3-5

6. Attach a suitable lifting device to rod (1, Figure 3-6). The weight of the rod is approximately 177 kg (390 lb). Lift the rod out of the housing

FIGURE 3-4. 1. Cap Screw

2. Plate FIGURE 3-6.

5. Remove plate (1, Figure 3-5), retainer (4), and flange (2). These parts may be lifted off the cylinder with the rod in the following step.

1. Rod

2. Cylinder Housing

7. Remove wear ring (2, Figure 3-7) from cylinder rod (1).

FIGURE 3-7. FIGURE 3-5. 1. Rod 1. Plate 2. Flange

H3-6

2. Wear Ring

3. Cylinder Housing 4. Retainer

Rear Suspensions

09/08 H03025

8. Remove seal (1, Figure 3-8) and bushing (2) from retainer (3).

FIGURE 3-8. FIGURE 3-9. 1. Seal 2. Bushing

3. Retainer 1. Packing 2. Flange 3. Bushing

4. O-Ring 5. Backup Ring

9. Remove packing (1, Figure 3-9) and bushing (3) from flange (2). Remove O-ring (4) and backup ring (5). 10. If necessary, remove cover (8, Figure 3-10) from the cylinder housing. 11. If necessary, remove the spherical bearings. Refer to Spherical Bearings later in this chapter for instructions.

H03025 09/08

Rear Suspensions

H3-7

FIGURE 3-10. SUSPENSION ASSEMBLY 1. Cap Screw 2. Washer 3. Clamp 4. Packing 5. Schrader Valve 6. Pressure Sensor

H3-8

7. Charging Valve 8. Cover 9. Cap Screw 10. Wear Ring 11. Cylinder Housing 12. Bushing

13. Cap Screw 14. Washer 15. Rod 16. Packing 17. Bushing 18. Seal

Rear Suspensions

19. Plate 20. Retainer 21. Flange 22. O-ring 23. Backup Ring

09/08 H03025


.

If scratches or scores are found in housing or on suspension tube, contact the nearest Komatsu distributor for additional information regarding repair services or factory recommended repair procedures. Suspensions must be assembled in a clean, dust free area. Clean metal suspension parts with Trichlorethane 1,1,1, acetone, or lacquer thinner prior to final assembly. Clean the seals, wipers, O-rings and backup rings with solvent and a clean cloth. Wipe each part prior to lubrication and installation.

Assembly 1. All components must be clean before assembling. Lightly lubricate all O-rings with petroleum jelly or clean suspension oil. 2. Install wear ring (2, Figure 3-7) on rod (1).

FIGURE 3-11. LIQUID GASKET SEAL AREA 1. Retainer 2. Flange

A - Sealant Area B - Seal Area

3. Install packing (1, Figure 3-9) and bushing (3) in flange (2). Install O-ring (4) and backup ring (5). Refer to Figure 3-10 for seal orientation detail. 4. Install seal (1, Figure 3-8) and bushing (2) in retainer (3). 5. Rotate the cylinder housing so the flange mating face is facing up. 6. Attach a suitable lifting device to rod (1, Figure 3-6). The weight of the rod is approximately 177 kg (390 lb). Lift the rod over the housing. Lubricate the wear ring with clean suspension oil. Lower the rod into the cylinder housing. 7. Apply a thin layer of Liquid Gasket to sealant area (A, Figure 3-11) on retainer (1) and flange (2). DO NOT allow the sealant to contact seal area (B). 8. Lubricate bushing (3, Figure 3-9) with clean suspension oil. 9. Lift flange (2, Figure 3-5) and retainer (4) onto the cylinder housing.

11. Secure the flange, retainer, and plate to the cylinder with cap screws (1, Figure 3-4) and the washers. Tighten the cap screws to 382 ± 45 N·m (282 ± 33 lb ft). 12. Install a new seal onto charging valve (7, Figure 3-10) and schrader valve (5). Install the valves in the cylinder housing. Tighten the valves to 44 ± 5 N·m (33 ± 4 lb ft). NOTE: The charging valves must be installed in the outboard ports (as viewed while the suspension is mounted on the truck). 13. If removed, install cover (8). 14. Install the spherical bearings, if necessary. Refer to Spherical Bearings - Installation. 15. Leak test the suspension. Refer to Leak Testing later in this chapter for instructions.

10. Lift plate (1) onto the cylinder housing.

H03025 09/08

Rear Suspensions

H3-9

LEAK TESTING It is necessary to leak test the cylinder after rebuild and assembly to verify proper operation of the cylinder. Use the pressure sensor port to charge the cylinder during the leak test. Air Leak Test 1. Secure the cylinder in the retracted position for the duration of the test. 2. Remove the valve from the pressure sensor port and connect an air or nitrogen source. Verify the suspension cylinder charging valve is closed before proceeding with the test. 3. Submerge the cylinder in a water tank if available. If a tank is not available, acquire a large spray bottle of soapy water. 4. Pressurize the cylinder to 689 ± 138 kPa (100 ± 20 psi).

Inspection 1. Inspect the bearing bores for damage. Inspect the retainer ring grooves. Repair or replace as necessary. 2. Inspect the mounting pin, snap rings, and spherical bearing. Replace if damaged.

Installation 1. Install one snap ring (1, Figure 3-12) into one of the snap ring grooves. 2. Use a press and a pusher plate to install the spherical bearing in the bore. 3. Install the remaining snap ring.

5. Observe the cylinder for leaks for 20 minutes. If the cylinder is not submerged in water, spray the soapy water over all sealed joints for the entire 20 minutes. If an air leak exists, the cylinder must be repaired as necessary before proceeding. 6. If no leaks are found, the cylinder may be charged and installed on the truck. Refer to Section H4, Suspension Oiling and Charging.

SPHERICAL BEARINGS NOTE: If either the top or bottom spherical bearings are to be replaced with the suspension mounted on the truck, ensure the truck frame is securely supported. Refer to Suspension Removal and Installation for more information on suspension removal. Securely support the suspension as the bearing is being removed and installed.

FIGURE 3-12. SPHERICAL BEARINGS

1. Snap Ring

2. Spherical Bearing

Removal 1. Remove two snap rings (1, Figure 3-12) from the mounting eye. 2. Use a press and a pusher plate to remove bearing (2).

H3-10

Rear Suspensions

09/08 H03025

SECTION H4 SUSPENSION OILING AND CHARGING INDEX

SUSPENSION OILING AND CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5 Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5 Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8 REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10 Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10 Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-14 FRONT AND REAR CYLINDER LENGTH ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-14

H04020 03/11

Oiling and Charging Procedures

H4-1

NOTES

H4-2


03/11 H04020

SUSPENSION OILING AND CHARGING GENERAL INFORMATION

Equipment List

These procedures detail the oiling and charging of the front and rear suspensions. Suspensions which have been properly charged will provide improved handling and a better ride while improving the service life of the suspensions, the truck main frame, and other main components.

1. Service Kits:

NOTE: Inflation pressures and oiling/charging dimensions are calculated for original truck Gross Vehicle Weight (GVW). Any accumulation of dirt/ mud/debris on the truck or in the body must be removed before starting these procedures. Additions to the truck weight (tailgates, water tanks, etc.) must be considered part of the payload. Keeping the truck GVW within the specification will result in a better ride and will extend the service life of the truck main frame and suspensions.

4. Jacks and/or overhead crane

Proper charging of suspensions requires three basic conditions be established in the following order: 1. The oil level must be correct. 2. The suspension piston rod extension for nitrogen charging must be correct, and this dimension maintained during nitrogen charging.

a. EC6027 Oil Charging Kit (Figure 4-5) b. EC3331Nitrogen Charging Kit (Figure 4-6) 2. Jacks and/or overhead crane 3. Two oiling spacers: height - 95 mm (3.7 in.) 5. Spacers (two) for oiling height; 95 mm (3.7 in.) 6. Oil - Refer to Tables 1 & 2 7. Dry nitrogen - Refer to Table 3

All suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all safety notes, cautions, and warnings in these procedures to prevent accidents during servicing and charging.

3. Nitrogen charging pressure must be correct. For best results, suspensions must be charged in pairs (fronts together and rears together). NOTE: Setup dimensions specified in the charts must be maintained during oiling and charging procedures. However, after the truck has been operated, these dimensions will change.

It is extremely important to properly maintain oil and nitrogen levels on the suspension cylinders. The oil is not only used to provide dampening, but also to lubricate internal parts. If an oil leak is present, it must be repaired, immediately. Excess nitrogen charging will not compensate for an oil leak. The lack of oil will cause excess friction in the cylinder leading to suspension cylinder failure.

H04020 03/11


H4-3

TABLE 1. OIL SPECIFICATIONS Ambient Temperature Range

Part Number AK4063 AK4064

-34.5°C & above (-30°F & above)

19 l (5 gal) container

Komatsu Suspension Oil (mixed with 6% Friction Modifier)

208 l (55 gal) container

See Vendor

Shell Koma-Hydro MV (HO-MVK)

See Vendor

Shell Tellus T32

See Vendor

Shell Tellus 46

See Vendor

Castrol Hyspin AWS 46

AK4065 AK4066 -48.5°C & above (-55°F & above)

Description

Komatsu Low Temperature Suspension Oil (mixed with 6% Friction Modifier)

19 l (5 gal) container 208 l (55 gal) container

See Vendor

Mobil EJ44/13AAC

See Vendor

Shell White Parrot SL 5W-30

See Vendor

Castrol ECWO 5W-30

NOTE: DO NOT mix arctic oils with higher temperature oils. Oils with varying temperature ranges are not compatible in the same suspension. DO NOT add friction modifier to suspension oils. Komatsu branded oils are the only oils that are to be used with friction modifier. Komatsu oils contain the correct concentration of friction modifier and do not require further mixing.

TABLE 2. NITROGEN GAS (N2) SPECIFICATIONS

Nitrogen gas must meet or exceed CGA specification G-10.1 for Type 1, Grade F Nitrogen Gas

H4-4

Property

Value

Nitrogen

99.9% Minimum

Water

32 ppm Maximum

Dew Point

-55°C (-68°F) Maximum

Oxygen

0.1% Maximum


03/11 H04020

FRONT SUSPENSION

Front Suspension Oiling

1. Park the unloaded truck on a hard, level surface. Apply the parking brake, and chock the wheels. 2. Verify that the bottom of each cylinder cover is within the range designated by the arrows (Figure 4-1) signifying correct nitrogen charge. 3. If each suspension is within the area indicated by the arrows, no service is necessary for the front suspensions. See the note below for guidelines. If a suspension is not within the area indicated by the arrows, the front suspensions must be serviced.

Lifting equipment (crane or hydraulic jacks) must be capable of lifting the weight of the truck. Ensure that all personnel are clear of the lift area before the lift is started.

NOTE: The oil level must be checked: • Before charging or adding nitrogen. • When there are signs of oil leakage. • After rebuild/repair and installed on the truck

the

suspension

.

FIGURE 4-1. FRONT SUSPENSION HEIGHT

is

A common mistake when adjusting the oiling height is the failure to recognize and/or properly react to oil that contains trapped nitrogen or "foamy oil". Oil, such as this, is common when the truck has recently been operating and the suspension oil and gas haven’t been allowed to settle and separate. This condition needs to be handled properly to ensure that the suspension receives the proper amount of oil. Failure to do so may cause a low oil level resulting in premature component wear. Premature bearing and seal wear can, in many cases, be attributed to this occurrence. If the truck has been operating, allow three to four hours for the oil and nitrogen gas to separate. An alternative is to purge the foamy oil and replace with new oil. The wrong oiling height will be observed if the oil level is checked/adjusted with foamy oil or with air bubbles present.

Oil Quantity (approximate): 62.4 Liters (16.5 Gallons)

NOTE: DO NOT fill the suspension cylinder with oil based on quantity alone. Oil quantities are given as reference, only. Fill/adjust the oil level in the front suspension to the oiling height listed in Figure 4-3.

H04020 03/11


H4-5

1. Park the unloaded truck on a hard, level surface. Apply the parking brake, and block the wheels. 2. Remove the outside suspension covers and thoroughly clean the area around charging valves (3, Figure 4-2). 3. Place a hydraulic jack (1, Figure 4-3) under the main frame, and raise the jack until it contacts the frame. The jack must be rated for a minimum of 50 tons. 4. While wearing a face mask or goggles, discharge the nitrogen pressure from the suspension by loosening pressure sensor valve assembly (2, Figure 4-4) one revolution. DO NOT exceed one revolution. Nitrogen pressure cannot be released by loosening the pressure sensor, itself. The schrader valve in the valve assembly (2) will prevent nitrogen from being released.

FIGURE 4-2. VALVE AND SENSOR LOCATION 1. Air Bleed Valve 2. Pressure Sensor

3. Charging Valve

Releasing the nitrogen gas from the valve core of charging valve (3, Figure 4-2) will damage the valve core. Release the gas by loosening air bleed valve (1) or sensor valve assembly (2, Figure 4-4).

Loosening the pressure sensor valve assembly more than three revolutions may result in the component being forced out of the suspension by the gas pressure inside. This can cause serious bodily injury. DO NOT exceed one revolution. Wear a face mask or goggles while relieving nitrogen pressure. NOTE: If oil is discharged with the gas, tighten the pressure sensor valve assembly slightly so only the gas will be discharged. If this is not possible, the foamy oil will need to be purged from the suspension during oiling, prior to charging.

H4-6

FIGURE 4-3. OIL HEIGHT 1. Jack (50 ton min.) 2. Frame


A: 97 ± 3 mm (3.8 ± 0.12 in.)

03/11 H04020

5. Adjust the hydraulic jack (1, Figure 4-3) so that dimension "A" of the cylinder is 97 ±3 mm (3.8 ± 0.12 in.). 6. After all nitrogen pressure has been relieved, tighten valve assembly (2, Figure 4-4).

FIGURE 4-4. PRESSURE SENSOR 1. Schrader Valve 2. Valve Assembly

3. Sensor FIGURE 4-5. OIL CHARGING KIT (EC6027)

7. Remove charging valve (5, Figure 4-5), and install fitting (4).

1. Hose 2. Connector 3. Adapter 4. Fitting 5. Charging Valve

6. Pressure Sensor 7. Air Bleed Valve 8. Air Bleed Hole 9. Oil Pump Lever 10. Oil Pump

8. Install adapter (3) to fitting (4), then connect the hose and oil pump. NOTE: Pressure sensor (6) must be installed, and air bleed valve (7) must be loose to ensure there are no air pockets inside the suspension. 9. Loosen air bleed valve (7), then pump oil into the cylinder until no air bubbles or foamy oil is discharged from air bleed valve hole (8).

Use caution when tightening the valves and fittings on the suspensions. DO NOT overtighten. Overtightening can damage the fittings or the suspension housing resulting in gas and oil leaks. Tighten to the specified torque. 10. When no more air bubbles or foamy oil is discharged, tighten air bleed valve (7) to 44 ± 5 N·m (33 ± 3 lb ft). 11. Remove pressure sensor valve assembly (6), then operate the oil pump until no air bubbles or foamy oil is discharged from the plug hole. 12. After all air and/or foamy oil is discharged, install and tighten the pressure sensor valve assembly to 44 ± 5 N·m (33 ± 3 lb ft). 13. After filling with oil, remove the oil pump and fittings, then install charging valve (5) and tighten the valve to 44 ± 5 N·m (33 ± 3 lb ft).

H04020 03/11


H4-7

Front Suspension Nitrogen Charging

Dry nitrogen is the only gas approved for use in the suspensions. Charging the suspensions with oxygen or other gases may result in an explosion which could cause serious injuries, fatalities, and/or major property damage. Refer to Nitrogen Gas Specifications at the beginning of this chapter.

6. When the left and right cylinders reach the specified length as shown in Figure 4-7, close valve (4, Figure 4-6) to stop the flow of nitrogen gas. Turn the handle of regulator (11) counterclockwise to close the valve.

1. Remove the caps from charging valves (3, Figure 4-2).

NOTE: Before installing regulator (11, Figure 4-6), blow out the cylinder connector with nitrogen gas, 965 kPa (140 psi) or more, to clean out all dirt or dust. Dirt or dust in the system can cause suspension failures. 2. Connect the regulator to the nitrogen cylinder. Open the valve on the gas cylinder, and check the pressure on regulator gauge (1).

NOTE: The internal pressure of the gas cylinder must be substantially higher than the suspension charging pressure (refer to the chart in Figure 4-7). 3. Install the nitrogen charging kit to the suspensions, as shown in Figure 4-6. 4. Slowly turn the handle of regulator (11) clockwise. Adjust the pressure, shown on gauge (2), to the required charging pressure (refer to the chart in Figure 4-7). Then, open valves (3 & 4, Figure 4-6) to fill the suspension cylinders with nitrogen gas. 5. Fill the left and right cylinders at the same time. Verify the required charging pressure on gauge (10) by closing valve (4).

FIGURE 4-6. NITROGEN CHARGING KIT (EC3331) 1. Nitrogen Cylinder Gauge 2. Charging System Gauge 3. Manifold Outlet Valves (from gauge) 4. Inlet Valve (from regulator) 5. Connection Valve w/EC2253 Adapter Installed 6. Valve "T" Handle 7. Pressure Sensor/Schrader Valve 8. Air Bleed Valve 9. Manifold 10. Charging Pressure Gauge (Suspensions) 11. Regulator Valve (Nitrogen Pressure) 12. Dry Nitrogen Gas (see Nitrogen Gas Specifications at the beginning of this chapter) NOTE: Parts may vary from the illustration above depending on the charging kit part number.

H4-8


03/11 H04020

7. Turn handle (6) on valve adapter (5) fully counterclockwise to close the charging valve. Then, remove the charging equipment, the hydraulic jack, and install the suspension covers. 8. Use soapy water to check the charging valve, the air bleed valve and the pressure sensor fittings for leaks. Repair as necessary. 9. Install the caps and O-rings onto charging valves (3, Figure 4-2).

FIGURE 4-7. FRONT SUSPENSION

DIMENSION

CHARGING HEIGHT

CHARGING PRESSURE

FRONT "A"

287 ± 10 mm (11.3 ± 0.4 in.)

2903 kPa (421 psi)

Dimension "A" is measured from the top of the cover to the top of the suspension cylinder plate. DO NOT include the capscrews in the measurement. The removal of an access panel on the top cover is required.

NOTE: Setup dimensions specified in the charts must be maintained during oiling and charging procedures. However, after the truck has been operated, these dimensions may vary. After charging the suspensions, operate the empty truck over a short course and then park the truck on a level surface. Record the dimensions again and save for periodic reference.

H04020 03/11


H4-9

REAR SUSPENSION

Rear Suspension Oiling

GENERAL INFORMATION If the rear suspension is being filled with oil while installed on the truck, the angle in which the rear suspension is positioned coupled with the location of the charging valve port results in a significantly large volume of air being trapped inside the suspension. This has the effect of lowering the oiling height since the rear suspension can not be filled with the correct amount of oil. To compensate for this, all rear suspensions being filled with oil while installed on the truck must use the "Installed On Truck" oiling heights listed in Table 3. When the suspension is in a vertical position while off the truck, the oiling height will be different. All rear suspensions being filled with oil while off the truck should use the "On Bench" oiling heights listed in Table 4. NOTE: Refer to Table 3 for the approximate block height. The oiling height of the cylinder must always be determined by using Dimensions A or C, only. The “final charging height” in Table 3 is for suspensions at normal operating temperature and must not be exceeded. After charging a cold suspension, operate the truck for several hours and check/adjust the charging height at normal operating temperature. If the suspensions are not checked/adjusted at normal operating temperature, the suspension height may be incorrect, possibly causing excessive driveline angles that could result in damage to powertrain components.

1. Check whether dimension "A" (Figure 4-11) on each suspension cylinder is within the specified value listed in Table 3. If dimension “A” is within specifications, no service is necessary for the rear suspensions. If a suspension is not within the area indicated by the arrows, the front suspensions must be serviced. Continue with this procedure. NOTE: The oil level must be checked; • Before charging or adding nitrogen. • When there are signs of oil leakage. • After repair/rebuilds.

A common mistake when adjusting the oil level is the failure to recognize and/or properly react to oil that contains trapped nitrogen or "foamy oil". Oil, such as this, is common when the truck has recently been operating and the suspension oil and gas haven’t been allowed to settle and separate. This condition must be handled properly to ensure that the suspension receives the proper amount of oil. Failure to do so may cause a low oil level resulting in premature component wear. Premature bearing and seal wear can, in many cases, be attributed to this occurrence. If the truck has been operating, allow time for the oil and nitrogen gas to separate. This may take several hours. An alternative action is to purge the foamy oil from the cylinder during oiling.

Oil Quantity (approx.): . . . 36.3 Liters (9.6 Gallons) NOTE: DO NOT fill a suspension cylinder with oil based on quantity alone. Oil quantities are given as reference, only. Always fill/adjust the oil level in the suspension cylinders based on the oiling height dimensions given in Table 3.

H4-10


03/11 H04020

All suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all safety notes, cautions, and warnings in these procedures to prevent accidents during servicing and charging.

1. Park the truck on a flat level surface. Apply the parking brake, and chock the wheels. 2. Clean the area around charging valves (5, Figure 4-9). 3. Position the oiling spacer between the stopper and pad (1, Figure 4-8) on the axle housing (if servicing while on the truck). Dimension "A", Figure 4-11, must be equal to the proper dimension listed in Table 3. NOTE: The proper oiling block dimension is listed in Table 3. FIGURE 4-9. OIL CHARGING KIT (EC6027) 1. Hose 2. Connector 3. Adapter 4. Fitting

5. Charging Valve 6. Pressure Sensor 7. Oil Pump

FIGURE 4-10. PRESSURE SENSOR/VALVE ASSY.

FIGURE 4-8. OILING BLOCK INSTALLATION 1. Pad

H04020 03/11

1. Schrader Valve 2. Valve Assembly

3. Pressure Sensor

2. Cylinder


H4-11

Dimension "A" is measured from the face of the retainer plate to the bottom flat surface of the cylinder rod. Do not measure from the cap screws or capscrew heads. Dimension "B" is measured from the top of the housing surface to the mating face for the flange. Dimension "C" is measured from the center line of the top pin to the center line of the bottom pin.

FIGURE 4-11. REAR SUSPENSION 1. Housing

2. Retainer

TABLE 3. REAR SUSPENSION OILING & CHARGING DIMENSIONS Housing Length (Dimension B)

510 mm (20.0 in.) Installed On Truck

221 ± 3 mm (8.7 ± 0.1 in.)

On Bench

154 ± 3 mm (6.1 ± 0.1in.)

Installed On Truck

1148 ± 3 mm (45.2 ± 0.1 in.)

On Bench

1081 ± 3 mm (42.6 ± 0.1 in.)

Dimension A

234 ± 10 mm (9.2 ± 0.4 in.)

Dimension C

1161 ± 10 mm (45.7 ± 0.4 in.)

Oiling Height (Dimension A)

Oiling Height (Dimension C)

Final Charge Height (At Operating Temperature) Approximate Oiling Spacer Height

H4-12

95 mm (3.7 in.)


03/11 H04020

4. Disconnect the pressure sensor harness connectors and remove the clamps securing the harnesses.

6. After all nitrogen pressure has been relieved, remove the pressure sensor/valve assembly. 7. Remove charging valve (5, Figure 4-9), and install fitting (4). 8. Install adapter (3) to fitting (4). Connect the hose and the oil pump.

Releasing the nitrogen gas from the valve core of charging valve (5, Figure 4-9) will damage the valve core. Therefore, remove the gas by loosening pressure sensor/valve assembly (6) one revolution.

Loosening the pressure sensor/valve assembly more than three revolutions may result in the component being forced out of the suspension by the gas pressure inside. DO NOT exceed one revolution.

NOTE: If oil is discharged with the gas, tighten the valve slightly so only the gas will be discharged. If this is not possible, the foamy oil will need to be purged from the suspension during the oiling procedure, prior to charging.

9. Operate the pump until clear oil (containing no air bubbles or foam) is discharged from the plug hole. 10. After all air and foamy oil is discharged, install the pressure sensor valve assembly.

Use caution when tightening the valves and fittings on the suspensions. DO NOT overtighten. Overtightening can damage the fittings or the suspension housing resulting in gas and oil leaks. Tighten to the specified torque.

11. Tighten the pressure sensor valve assembly to 44 ± 5 N·m (33 ± 3 lb ft). 12. After the completion of oiling, remove the oil pump, and install charging valve (5). Tighten to 44 ± 5 N·m (33 ± 3 lb ft).

Verify that all personnel are out of the area and the support blocks are secure before releasing the nitrogen. Use a face mask or goggles when releasing the nitrogen. 5. While wearing a face mask or goggles, discharge the nitrogen pressure from the suspension by loosening pressure sensor/valve assembly (2, Figure 4-10) one revolution. DO NOT loosen more than one revolution.

H04020 03/11


H4-13

Rear Suspension Nitrogen Charging

Dry nitrogen is the only gas approved for use in suspensions. Charging of these components with oxygen or other gases may result in an explosion which could cause serious injuries, fatalities and/or major property damage. Refer to Table 2 for specific guidelines for nitrogen. 1. Remove the cap from each charging valve (5, Figure 4-9). Fill the left and right cylinders simultaneously.

6. When the left and right cylinders reach the specified length, as shown in Figure 4-11 (Table 3), close valves (3 & 4, Figure 4-6) to stop the flow of nitrogen gas. Turn the handle on regulator (11) counterclockwise to close the valve. 7. Turn handle (6) on valve adapter (5) counterclockwise to close the charging valve. After the valve is completely closed, remove the charging equipment. 8. Use soapy water to check the charging valve and pressure sensor joints for leaks. Repair as necessary. 9. Install the caps and O-rings onto the charging valves.

NOTE: Before installing regulator (11, Figure 4-6), blow out the connector with nitrogen gas at 965 kPa (140 psi) or more, to clean out all dirt or dust. (Dirt or dust in the system causes failures.) 2. Open the valve on the gas cylinder, and check the pressure at regulator gauge (1). NOTE: Internal pressure of the gas cylinder must be substantially higher than the suspension charging pressure, 1882 kPa (273 psi). 3. Slowly turn the handle of regulator (11, Figure 4-6) clockwise, and adjust the pressure at gauge (2) to the required charging pressure, 1882 kPa (273 psi). Open valves (3 & 4) to fill the suspension cylinders with nitrogen gas. 4. Verify the required charging pressure is present at gauge (10). 5. When the left and right cylinders reach the specified length, as shown in Figure 4-11, close valve (4) to stop the flow of nitrogen gas. Turn the handle of regulator (11) counterclockwise to close off nitrogen flow.

FRONT AND REAR CYLINDER LENGTH ADJUSTMENT NOTE: Adjust the installed length of the cylinder with the truck on level ground and the body empty.

Depending on the ambient temperature, the gas in the suspension may expand or contract changing the length of the cylinder. In locations where there are wide differences in temperature throughout the year, inspect the suspension height periodically and adjust to keep the length within the specified range shown in Figure 4-7 and Figure 4-11. 1. To reduce the sliding resistance of the cylinder, drive the truck forward approximately 15 m (50 ft) and stop suddenly, then drive in reverse to the original position and stop suddenly, again. Repeat this cycle three to four times. Finally, allow the truck to stop slowly without depressing the brake. Then measure the installed length.

H4-14


03/11 H04020

2. If the result of the check shows that the length is too long, release nitrogen gas to adjust the length. Loosen the pressure sensor/valve assembly no more than one revolution to release the nitrogen gas. When doing this, release only a small amount of gas. The cylinder should not move. If too much nitrogen gas is released and the cylinder moves, the installed length may be below the specified length. The cylinders will need to be charged to the correct dimension.

DO NOT release nitrogen pressure by depressing the tip of the valve core. Damage to the valve core may result.

H04020 03/11

3. After releasing nitrogen gas and adjusting the length, repeat Step 1 and 2 to check the installed length again. 4. Finally, check that there is no leakage of gas from the valve core, pressure sensor/valve assembly, and piston rod gland. Use soapy water to check for leakage of gas. If there is any leakage of gas from the valve core, replace the valve core. 5. The rear suspensions are now ready for operation. Visually check piston rod extensions both with truck loaded and empty. Record extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering and suspension rebound should also be noted.


H4-15

NOTES

H4-16


03/11 H04020

SECTION J BRAKE SYSTEM INDEX

BRAKE SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1

BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1

BRAKE CIRCUIT CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1

FRONT WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1

REAR WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1

PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1

J01040

Index

J1-1

NOTES

J1-2

Index

J01040

SECTION J2 BRAKE SYSTEM OPERATION INDEX

BRAKE SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 SERVICE BRAKE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 BRAKE SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 BRAKE MANIFOLD CARTRIDGE VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 SERVICE BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 RETARDING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 AUTO APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 AUXILIARY BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 AUTOMATIC SPIN REGULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 BRAKE COOLING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 BRAKE COOLING VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 COLD OIL DIVERTER VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

J02040

Brake System

J2-1

NOTES

J2-2

Brake System

J02040

BRAKE SYSTEM OPERATION DESCRIPTION The truck is equipped with a hydraulically actuated, wet disc service brake system. A three caliper, disctype parking brake is located on the input side of the rear axle housing. NOTE: The parking brake is intended to hold the truck stationary after it has completely stopped. It is not to be used as an active brake. High pressure oil is provided by steering pump (3, Figure 2-1) and is used to charge the two brake accumulators and apply the brakes. Front brake disc cooling oil is provided by brake cooling pump (2), a double gear pump driven by the Power Take Off (PTO). The rear brakes receive additional cooling from unused oil in the hoist circuit.

Outlined below are the functions Komatsu feels are necessary for safe truck operation and have incorporated into the brake system: • A robust service brake system with good operator control and a short stopping distance. • Immediate warnings for the operator giving notification of serious loss of brake pressure. This enables the operator to stop the truck before the secondary system is exhausted of power. • Provide secondary brake circuits so that any single brake system malfunction ensures the truck has sufficient stopping power. • Automatic-apply function to apply the service brakes when low pressure warnings are ignored and pressures continue to decrease. • A brake lock to relieve the operator from holding the brake pedal while at the dump or shovel. • A spring applied parking brake for holding the truck during periods other than loading or dumping. The parking brake remains effective when the engine is stopped and hydraulic system oil pressure is unavailable. • A brake system that is easy to diagnose and service.

This brake system provides five independent means of brake actuation on the truck: • Service brakes • Retarding FIGURE 2-1. PUMP IDENTIFICATION 1. Transmission 2. Brake Cooling Pump

• Brake lock

3. Steering Pump 4. PTO

• Auxiliary brake • Parking Brake

The brake system consists of several major components: the foot-operated, brake treadle valve, hydraulically operated relay valves, a brake manifold and a Retard and Control Monitor (RCM) with retard lever. The brake treadle valve, RCM and retard lever are all located in the cab. The remainder of the control system, including the relay valves, brake manifold and accumulators is located in the weatherproof hydraulic cabinet. The cabinet is located next to the cab on the center deck, and is easily accessible for brake system diagnosis and service.

J02040

This chapter discusses each type of brake actuation as well as the automatic spin regulator (ASR) function. Refer to the brake system schematic located in Section R for a diagram of the entire system.

Brake System

J2-3

SERVICE BRAKE OPERATION This portion of the system provides the operator with the precise control that is necessary to modulate (feather) brake pressure to slowly stop the truck or develop full brake effort to stop as quickly as possible. The heart of the service brake circuit is the foot-operated, dual circuit brake valve located in the cab. This valve enables the operator to control the high pressure energy within the brake accumulators and direct it to the brakes. There are two valves in the dual circuit brake valve. One supplies pressure to a single relay valve to provide apply pressure for the front brakes. The other supplies pressure to a dual relay valve to provide apply pressure for the rear brakes. Both relay valves are located in the hydraulic cabinet. NOTE: For information on the differences between a single relay valve and a dual relay valve, refer to Brake System Components later in this chapter. As the brake pedal is depressed, each valve within the dual circuit brake valve simultaneously delivers hydraulic oil from its respective accumulator to the relay valves. The relay valves then deliver hydraulic oil to the wheel brakes at a pressure that is proportional to both pedal position and the force being applied to the pedal. The further the pedal is depressed, the higher the brake force, giving the operator a very positive feel of control. Depressing the brake pedal also actuates several pressure switches. The pressure switches provide information to the RCM for diagnostics and control of the exterior brake lights.

SECONDARY BRAKING AND AUTOMATIC APPLY A fundamental function of the secondary brake system is to provide reserve braking in the event of any single failure. For this reason, the system is divided into multiple circuits, each with its own isolation check valve, accumulator and circuit regulator. The secondary system becomes whatever circuit(s) is operable after a failure. If the failure is a jammed treadle valve, the brake lock or the auxiliary brake becomes the secondary system. The brake accumulators perform two functions. They provide rapid flow for good response and store energy for secondary braking. Check valves ensure this energy is retained should a failure occur in the brake system supply or an accumulator circuit. If a failure occurs in the steering pump or either brake accumulator circuit, a low brake pressure warning light on the Electronic Display Panel (EDP) will illuminate and the central warning lamp will illuminate. The vehicle must then be stopped as soon as practical. When the pressure in one accumulator circuit is lower than the preset level, each service brake will be automatically applied. Automatic brake application is actuated by the automatic apply valve (20, Figure 2-4), located in the brake manifold. This valve senses the lower of the two brake accumulator pressures. When the lower pressure falls below 11 376 kPa (1650 psi), the valve shifts sending pressurized oil to hydraulically operate the brake treadle valve. Oil then flows from the brake treadle valve to the front and rear relay valves to actuate all four service brakes. Regardless of the nature or location of a failure, sensing the lower brake accumulator pressure ensures two to four brake applications after the low brake warning illuminates and before automatic apply is activated. This allows the operator the opportunity to safely stop the truck after the warning has turned on.

J2-4

Brake System

J02040

FIGURE 2-2. HYDRAULIC CABINET PIPING 1. Rear Brake Accumulator 2. Front Brake Accumulator 3. PPC Supply Cut Solenoid Valve 4. Rear PPC Manifold

5. Front Brake PPC Valve 6. Front Brake Relay Valve 7. Rear Retarding Relay Valve 8. Distribution Manifold

9. Rear Brake Relay Valve 10. Hoist Pilot Manifold 11. Hoist Pilot Valve 12. Brake Manifold

NOTE: Hoist pilot manifold (10) and hoist pilot valve (11) are part of the hoist circuit and are not discussed in this section. Refer to Section L for information on these components.

J02040

Brake System

J2-5

BRAKE SYSTEM COMPONENTS Accumulators

Rear PPC Manifold

The two accumulators (1 & 2, Figure 2-2) have two functions: storing energy for reserve braking in the event of a failure, and providing rapid oil flow for good brake response. Rear brake accumulator (1) supplies oil flow and pressure for the rear brake circuit. Front brake accumulator (2) supplies oil flow and pressure for the front brake circuit as well as the retarding circuit. If supply pressure is lost during truck operation, both accumulators will be used to bring the truck to a stop.

Rear PPC manifold (4) is equipped with two PPC valves. The valves are used to hydraulically control the rear retarding relay valve when either retarding or ASR control is required. One PPC valve supplies the hydraulic signal to control the left rear brake spool of the rear retarding relay valve. The other PPC valve supplies the right rear brake spool of the rear retarding relay valve.

PPC Supply Cut Solenoid Valve PPC supply cut solenoid (3) is electrically controlled by the RCM. Normally, the RCM energizes the solenoid to remove supply oil from the proportional pressure control (PPC) valves. When the RCM detects retarding or automatic spin regulator (ASR) demand, power to the solenoid is cut. The spring inside the solenoid valve shifts the spool and allows oil to flow to the PPC valves for retarding or ASR.

Front PPC Valve Front PPC valve (5) directs oil flow to the front relay valve to actuate the front brakes for retarding. When demand for retarding is detected, the PPC supply cut solenoid valve is de-energized, allowing supply oil from the brake manifold to flow to the front PPC valve. At the same time, the RCM sends an electrical signal to the front PPC valve to actuate the solenoid. The solenoid actuates the spool and allows oil to flow to the front relay valve to actuate the front brakes. The RCM regulates the PPC valve outlet pressure by varying the electrical current it supplies.

When a demand for retarding or ASR control is detected, the PPC supply cut solenoid valve is deenergized, allowing pressurized oil from the front accumulator portion of the brake manifold to be supplied to the PPC manifold. At the same time, the RCM sends an electrical signal to the solenoid of each PPC valve in the rear PPC manifold. The electrical signal energizes the solenoids causing both valve spools to shift sending a hydraulic pressure signal to the rear retarding relay valve to individually control the left and right rear brakes. The RCM regulates the PPC valve outlet pressure by varying the electrical current it supplies. The PPC manifold is also used for the ASR function, however only one solenoid at a time will be energized. Refer to Automatic Spin Regulator in this chapter for more information.

Rear Retarding Relay Valve Rear retarding relay valve (7) controls oil flow to the rear brakes for retarding actuation. The rear retarding relay valve is a dual circuit valve providing a separate oil path for both the right rear brake and the left rear brake. When a demand for retarding is detected by the RCM, the RCM independently actuates and controls the left and the right PPC valve in the rear PPC manifold. Each PPC valve supplies a pilot signal to independently control one of the circuits of the rear retarding relay valve, allowing the left rear and right rear brakes to be individually controlled. The retarding relay valve is also used for the ASR function, however only one circuit at a time will be energized. Refer to Automatic Spin Regulator in this chapter for more information.

J2-6

Brake System

J02040

Front Brake Relay Valve Front brake relay valve (6) is a single circuit valve that controls oil flow to the front brakes for brake or retarding actuation. The source for the oil is the front accumulator portion of the brake manifold. The oil is directed to the front brakes in proportion to the pilot oil signal. The pilot signal can come from either the brake treadle valve for service brake application or from the front PPC valve for retarding.

Rear Brake Relay Valve Rear brake relay valve (9) controls oil flow to the rear brakes for actuation. When the brake treadle valve is actuated, oil flows through the treadle valve to the rear brake relay valve for rear service brake application. The relay valve is a dual circuit valve providing a separate oil path to both the right rear brake and the left rear brake. The front brake relay valve controls oil flow for application of the front brakes.

Distribution Manifold Distribution manifold (8) provides a central location for high pressure oil to be distributed to the brakes. The manifold also provides a convenient location for installation of the various brake apply pressure switches and test ports for testing apply pressure. Refer to Figure 2-3 for identification of the switches and diagnostic ports. Each switch in the manifold is a normally open switch. When pressure in the circuit rises to 517 ± 48 kPa (75 ± 7 psi), the contacts close creating a path from the RCM to ground. The switches are used by the RCM to illuminate the brake and retarder lights and are also used to detect malfunctions in the brake circuit.

J02040

FIGURE 2-3. DISTRIBUTION MANIFOLD 1. Rear Retard Right Diagnostic Port 2. Rear Retard Left Diagnostic Port 3. Front Brake Diagnostic Port 4. Rear Brake Left Diagnostic Port 5. Rear Brake Right Diagnostic Port

6. Rear Brake Right Pressure Switch 7. Rear Brake Left Pressure Switch 8. Front Brake Pressure Switch 9. Rear Retard Left Pressure Switch 10. Rear Retard Right Pressure Switch

Brake Manifold Brake manifold (12) is the heart of the brake system. The manifold is connected to supply oil provided by the steering pump, and also provides a drain source back to the hydraulic tank. The cartridges and solenoids that screw into the manifold provide a means of directing oil flow for various braking demands and scenarios. The brake accumulators are mounted directly to the brake manifold, as well.

Brake System

J2-7

BRAKE MANIFOLD CARTRIDGE VALVES Front Accumulator Check Valve (CV1)

Shuttle Valve (LS1)

Front accumulator check valve (24, Figure 2-4) isolates the front brake accumulator circuit and retarder circuits and prevents backflow to the steering pump.

Shuttle valve (1) directs the flow of pressurized oil to the auto apply circuit. The shuttle valve allows the flow of oil from the brake accumulator with the higher pressure to be supplied to the auto apply circuit. At the same time, the valve blocks the flow of oil from the brake accumulator with the lower pressure.

Needle Valve (NV1) Needle valve (22) allows the front brake accumulator to be drained to tank when opened. With the valve closed, the accumulator is able to be charged with steering pump oil.

Open both needle valves before removing brake system hoses, fittings, valves or other components. Opening the valves vents high pressure oil back to the hydraulic tank. Failure to open the needle valves before system maintenance may result in serious injury.

Shuttle Valve (HS) Shuttle valve (2) directs flow from the brake accumulator with the lower pressure to low brake accumulator pressure switch (3) and the pilot portion of auto apply valve (20). The brake accumulator with the higher pressure shifts the shuttle valve spool creating the oil paths for the accumulator with the lower pressure. Using the lower pressure allows the warning circuit to alert the operator sooner. The lower pressure also allows the auto apply circuit to apply the brakes sooner.

Low Brake Accumulator Pressure Switch (LAP2) Rear Accumulator Check Valve (CV2) Rear accumulator check valve (26) isolates the rear brake accumulator circuit and prevents backflow to the steering pump.

Needle Valve (NV2) Needle valve (19) allows the rear brake accumulator to be drained to tank when opened. With the valve closed, the accumulator is able to be charged with steering pump oil.

Open both needle valves before removing brake system hoses, fittings, valves or other components. Opening the valves vents high pressure oil back to the hydraulic tank. Failure to open the needle valves before system maintenance may result in serious injury.

J2-8

Low brake accumulator pressure switch (3) is a normally open switch. When accumulator pressure rises above 12 755 ± 359 kPa (1850 ± 52 psi) the switch contacts will close. If brake system pressure falls below the preset value, the switch contacts will open and the brake oil pressure indicator on the EDP alerts the operator that a problem exists. Normal operating pressure in the brake system is 18 961 kPa (2750 psi).

Auto Apply Valve (PS1) During normal truck operation, 18 961 kPa (2750 psi) pilot oil shifts auto apply valve (20) and connects the auto apply circuit to tank. If pressure supplied from either the front or rear accumulator falls below 11 376 kPa (1650 psi), spring pressure in the auto apply valve shifts allowing pressurized oil from shuttle valve (1) into the auto apply circuit. Oil flow though the auto apply circuit automatically actuates the treadle valve to apply the service brakes without the aid of the operator.

Brake System

J02040

FIGURE 2-4. BRAKE MANIFOLD COMPONENTS 1. Shuttle Valve (LS1) 2. Shuttle Valve (HS) 3. Low Accumulator Pressure Switch (LAP2) 4. Parking Brake Pressure Switch (PK3) 5. Drain To Tank (T2) 6. Supply For Rear Retard (AF3) 7. Supply For Brake Lock (PP3) 8. Brake Lock Pressure Reducing Valve 9. Drain to Tank (T3) 10. Main Supply From Steering Pump (SP1) 11. Parking Brake Check Valve (CV3) 12. Brake Lock Solenoid Valve (SV1) 13. Outlet to Tank (T1)

J02040

14. Auto Apply Pressure Switch 15. System Supply (AF1) 16. Parking Brake Solenoid Valve (SV2) 17. Outlet To Parking Brake (PK2) 18. Outlet For Auto Apply (AA) 19. Needle Valve (NV2) 20. Auto Apply Valve (PS1) 21. System Supply (AR1) 22. Needle Valve (NV1) 23. Auxiliary Brake Solenoid Valve (SV3) 24. Front Accumulator Check Valve (CV1) 25. Supply Pressure Diagnostic Port 26. Rear Accumulator Check Valve (CV2)

Brake System

J2-9

Auxiliary Brake Solenoid Valve (SV3)

Parking Brake Solenoid Valve (SV2)

Auxiliary brake solenoid valve (23) is energized by the auxiliary brake switch in the cab. When the solenoid is energized, the spool shifts and vents auto apply pilot pressure to tank. This allows the spring pressure in the auto apply valve to activate the auto apply circuit.

Parking brake solenoid valve (16) is de-energized by the RCM when the RCM detects a parking brake apply signal from the switch in the cab. When the solenoid is de-energized, oil in the parking brake circuit is drained to tank and allows the spring applied parking brake to hold the truck stationary.

Brake Lock Pressure Reducing Valve

When the parking brake switch is turned OFF, the solenoid is energized by the RCM. This causes the spool to shift and allows 18 961 kPa (2750 psi) supply oil to flow to the parking brake to release the spring tension holding the parking brake.

Brake lock pressure reducing valve (8) reduces pressure going to the brake lock circuit to 14 479 kPa (2100 psi).

Parking Brake Pressure Switch Brake Lock Solenoid Valve (SV1) Brake lock solenoid valve (12) is energized by the RCM when the RCM detects a brake lock signal from the switch in the cab. When the solenoid is energized, the spool shifts and allows supply oil to flow to the rear brake relay valve for rear brake actuation. Oil through the solenoid valve is limited to 14 479 kPa (2100 psi) by pressure reducing valve (8).

Parking Brake Check Valve (CV3) Parking brake check valve (11) isolates the parking brake circuit and prevents backflow to the rest of the system.

J2-10

Parking brake pressure switch (4) is a normally open switch. When pressure in the parking brake circuit rises above 8618 ± 276 kPa (1250 ± 40 psi), the switch contacts close. When the parking brake switch is turned OFF, hydraulic pressure is supplied to the parking brake circuit. The pressure in the parking brake circuit increases, releases the parking brake and closes the contacts in the switch. When the switch is turned ON, hydraulic pressure in the parking brake circuit is vented to tank. When the pressure in the parking brake circuit falls below 8618 ± 276 kPa (1250 ± 40 psi), the parking brake applies and the switch contacts open. The RCM then illuminates the parking brake indicator lamp to notify the operator that the parking brake is applied.

Brake System

J02040

NOTES

J02040

Brake System

J2-11

SERVICE BRAKE CIRCUIT The service brake circuit provides the operator with the precise control needed to modulate brake pressure to slowly stop the truck or develop full brake effort to stop as quickly as possible. The operator controls braking effort with the dual circuit brake treadle valve, located in the cab. As the operator pushes on the brake treadle valve, pressurized oil will be supplied to the brakes, proportional to both pedal position and force. The further the pedal is depressed by the operator, the greater the braking force will be. There are two valves in the dual circuit brake treadle valve. One valve provides pilot pressure to the front brake relay valve for the control of the front brakes. The other valve supplies pilot pressure to a dual relay valve for control of the rear brakes. When the operator depresses the brake pedal, the spools within brake treadle valve (1, Figure 2-5) will shift and create an oil path to the front and rear relay valves.

Pressurized oil from the rear brake accumulator enters the rear brake relay valve at port P1. When the oil signal is received from the brake treadle valve, the rear relay valve spools shifts and creates a path for apply oil to pass through the relay valve. The oil exits the valve at port B1 for the left rear brake and port B2 for the right rear brake. The pressure of the oil exiting the rear relay valve is proportional to the signal oil that was received from the brake treadle valve. After exiting the rear relay valve, the oil passes through distribution manifold (8) and then on to the rear brake assemblies Depressing the brake pedal also actuates the proximity switch located in the treadle valve. This signal tells the RCM that the operator is applying the service brakes. The RCM monitors this signal and uses it to determine proper system operation.

Pressurized oil from the front brake accumulator enters the brake treadle valve at port P2. When the operator depresses the brake treadle valve, a pressurized oil signal exits the treadle valve via port B2 and enters front brake relay valve (7) at port TC2. Pressurized oil from the front brake accumulator enters the front brake relay valve at port P. When the oil signal is received from the brake treadle valve, the front relay valve spools shifts and creates a path for apply oil to pass through the relay valve and exit at port B. The pressure of the oil exiting the front relay valve is proportional to the signal oil that was received from the brake treadle valve. After exiting the front relay valve, the oil passes through distribution manifold (8), and then on to the front brake assemblies. Pressurized oil from the rear brake accumulator enters the brake treadle valve at port P1. When the operator depresses the brake treadle valve, a pressurized oil signal exits the treadle valve via port B1 and enters rear brake relay valve (6) at port TC2

J2-12

Brake System

J02040

FIGURE 2-5. SERVICE BRAKES APPLIED 1. Brake Treadle Valve 2. Rear Brake Accumulator 3. Brake Manifold 4. Front Brake Accumulator

J02040

5. Steering Pump 6. Rear Brake Relay Valve 7. Front Brake Relay Valve 8. Distribution Manifold

Brake System

9. Output To Front Brakes 10. Output To Rear Right Brake 11. Output To Rear Left Brake 12. Proximity Switch

J2-13

RETARDING CIRCUIT The retarding circuit works in a manner similar to the service brake actuation. However, the retarding signal is generated by the position of the potentiometer in the retard lever. The further the retard lever is rotated downward, the higher the voltage that will be supplied to the RCM, resulting in higher braking force. When retard lever (1, Figure 2-6) is applied, it sends a variable voltage to the RCM that is based on the position of the lever. The RCM will de-energize PPC supply cut valve (8) to allow the supply of pressurized oil to flow to the PPC valves. De-energizing the supply cut solenoid allows the spring inside the valve to shift the valve spool creating a path to supply pressurized oil from the front accumulator to each PPC valve. The RCM then determines the strength of the electrical signal that is to be sent to front PPC valve (9), right rear PPC valve (15), and left rear PPC valve (16). The strength of that electrical signal is based on the position of the retarder lever. The electrical signal sent to the front PPC valve causes the valve's solenoid to shift the spool an amount that is proportional to the signal sent. This allows a certain pressure, as calculated by the RCM, to exit Port B and enter front brake relay valve (7) at port TC1. Pressurized oil from the front brake accumulator enters the front brake relay valve at port P. When the oil signal is received from the front PPC valve, the front relay valve spool shifts and creates a path for apply oil to pass through the relay valve and exit at port B. The pressure of the oil exiting the front relay valve is proportional to the signal oil that was received from the front PPC valve. After exiting the front relay, the oil passes through distribution manifold (8) and then on to the front brake assemblies.

J2-14

The electrical signal sent to each rear PPC valve causes each valve's solenoid to shift the spool an amount that is proportional to the signal sent. This allows a certain pressure, as calculated by the RCM, to be supplied to rear retarding relay valve (6). Right rear PPC valve pressure exits the rear PPC valve manifold at port BR2 and enters rear retarding relay valve (6) at port TC2. Left rear PPC valve pressure exits the rear PPC valve manifold at port BL2 and enters the rear retarding relay valve at port TC1 Pressurized oil from the front brake accumulator enters the rear retarding relay valve at port P. When an oil signal is received from the right rear PPC valve, the right rear spool will shift and create a path for apply oil to pass through the relay valve and exit at port B2. The pressure of the oil exiting port B2 of the rear retarding relay valve is proportional to the signal oil that was received from the right rear PPC valve. After exiting the rear retarding relay valve, the oil passes through distribution manifold (8) and then on to the right rear brake assembly When an oil signal is received from the left rear PPC valve, the left rear spool will shift and create a path for apply oil to pass through the relay valve and exit at port B1. The pressure of oil exiting port B1 of the rear retarding relay valve is proportional to the signal oil that was received from the left rear PPC valve. After exiting the rear retarding relay valve, the oil passes through distribution manifold (8) and then on to the left rear brake assembly.

Brake System

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FIGURE 2-6. RETARDING ACTIVATED 1. Retard Lever 2. Rear Brake Accumulator 3. Brake Manifold 4. Front Brake Accumulator 5. Steering Pump 6. Rear Retarding Relay Valve

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7. Rear PPC Manifold 8. PPC Supply Cut Solenoid Valve 9. Front Brake PPC Valve 10. Front Brake Relay Valve 11. Distribution Manifold 12. Output To Rear Right Brake

Brake System

13. Output To Rear Left Brake 14. Output To Front Brakes 15. Right Rear PPC Valve 16. Left Rear PPC Valve

J2-15

PARKING BRAKE CIRCUIT

Parking Brake Switch ON

The parking brake is spring applied and hydraulically released. The parking brake circuit operates at 18 961 kPa (2750 psi).

When parking brake switch (5, Figure 2-7) is switched to the ON position, a signal is sent to the RCM. The RCM de-energizes parking brake solenoid (6). The spring in the solenoid valve shifts the spool closing off the path used to supply hydraulic pressure that released the parking brake. Shifting the spool also opens a path to tank to relieve the pressure that is used to release the parking brake. Without the release pressure present, the parking brake springs cause the brake pads to grip the parking brake disc and hold the truck stationary.

If hydraulic pressure is not available, the parking brake will hold the truck stationary until hydraulic pressure is restored. Therefore, unless an alternative source is connected to the brake system, the engine must be on in order to release the parking brake.

Parking Brake Switch OFF When parking brake switch (5, Figure 2-7) is switched to the OFF position, a signal is sent to the RCM. The RCM energizes parking brake solenoid (6). The solenoid causes the parking brake valve spool to shift against the valve spring and creates a path for hydraulic pressure to be supplied to release the parking brake springs. The release pressure acts against the parking brake springs and releases the brake pads from the brake disc.

The release of the hydraulic pressure also causes the contacts in parking brake pressure switch (4, Figure 2-4) to close. The closed contacts complete a path to ground and illuminates the parking brake light on the EDP.

The hydraulic pressure also causes the contacts in parking brake pressure switch (4, Figure 2-4) to open as pressure rises above 8618 kPa (1250 psi). The open contacts remove the path to ground causing the parking brake light on the EDP to turn off.

J2-16

Brake System

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FIGURE 2-7. PARKING BRAKE APPLY 1. Rear Brake Accumulator 2. Front Brake Accumulator 3. Brake Manifold 4. Steering Pump

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5. Parking Brake Switch 6. Parking Brake Solenoid 7. Parking Brake

Brake System

J2-17

AUTO APPLY The auto apply feature causes the brakes to apply (either front or rear) when pressure in the system falls below 11 376 kPa (1650 psi). When the pressure in either brake circuit falls below 11 376 kPa (1650 psi), the spool inside auto apply valve (12, Figure 2-8) shifts due to spring pressure. When the spool shifts, a path is created connecting the brake accumulator with the higher pressure to the auto apply circuit. This pressure is supplied to brake treadle valve (1) at port PX.

Pressurized oil from the rear brake accumulator enters the rear brake relay valve at port P1 and exits at port B1 for the left rear brake and port B2 for the right rear brake. The pressure of the oil exiting the rear relay valve is proportional to the signal oil that was received from the brake treadle valve. After exiting the rear relay, the oil passes through distribution manifold (8) and then on to the rear brake assemblies.

The hydraulic force created by the pressure at PX actuates the brake treadle valve in the same manner as when the service brakes are applied by the operator. The hydraulic force shifts both spools in the brake treadle valve creating an oil path to both the front and rear relay valves. Pressurized oil from the front brake accumulator enters the brake treadle valve at port P2. A pressurized oil signal exits the treadle valve via port B2 and enters front brake relay valve (7) at port TC2. The oil signal shifts the spool and creates a path for apply oil to pass through the valve. Pressurized oil from the front brake accumulator enters the front brake relay valve at port P and exits at port B. The pressure of the oil exiting the front relay valve is proportional to the signal oil that was received from the brake treadle valve. After exiting the front relay valve, the oil passes through distribution manifold (8) and then on to the front brake assemblies. Pressurized oil from the rear brake accumulator enters the brake treadle valve at port P1 and exits at port B1. The oil then enters rear brake relay valve (6) at port TC2. The pilot oil shifts the spools in the relay valve and creates an oil path for apply oil to flow through the valve.

J2-18

Brake System

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FIGURE 2-8. AUTO-APPLY 1. Brake Treadle Valve 2. Rear Brake Accumulator 3. Brake Manifold 4. Front Brake Accumulator

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5. Steering Pump 6. Rear Brake Relay Valve 7. Front Brake Relay Valve 8. Distribution Manifold

Brake System

9. Output To Front Brakes 10. Output To Rear Right Brake 11. Output To Rear Left Brake 12. Auto-Apply Valve

J2-19

AUXILIARY BRAKE CIRCUIT The auxiliary circuit is also known as the emergency circuit. The truck is equipped with an auxiliary brake switch located on the instrument panel in the operator's cab. When auxiliary brake switch (14, Figure 29) is switched on, auxiliary brake solenoid valve (13) is energized, and a signal is sent to the RCM. Energizing the solenoid causes the spool within the valve to shift, removing the pilot pressure supplied to auto apply valve (12). As pilot pressure to the auto apply valve falls below 11 376 kPa (1650 psi), the spool inside the auto apply valve shifts due to spring pressure. When the spool shifts, a path is created connecting the brake accumulator with the higher pressure to the auto apply circuit. This pressure is supplied to brake treadle valve (1) at port PX. The hydraulic force created by the pressure at port PX actuates the brake treadle valve in the same manner as when the service brakes are applied by the operator. The hydraulic force shifts both spools in the brake treadle valve creating an oil path to both the front and rear relay valves.

Pressurized oil from the rear brake accumulator enters the brake treadle valve at port P1 and exits the treadle valve via port B1. The oil then enters rear brake relay valve (6) at port TC2 Pressurized oil from the rear brake accumulator enters the rear brake relay valve at port P1. When the oil signal is received from the brake treadle valve, the spools in the rear relay valve shift creating a path for apply oil to pass through the relay valve. The oil exits the relay valve at port B1 for the left rear brake and port B2 for the right rear brake. The pressure of the oil exiting the rear relay valve is proportional to the signal oil that was received from the brake treadle valve. After exiting the rear relay, the oil passes through distribution manifold (8) and then on to the rear brake assemblies The auxiliary brake also removes power from the parking brake solenoid when switched ON. Removing power to the solenoid applies the parking brake, as explained in Parking Brake Circuit.

Pressurized oil from the front brake accumulator enters the brake treadle valve at port P2 and exits the treadle valve via port B2. The oil then enters front brake relay valve (7) at port TC2. When the oil signal is received from the brake treadle valve, the spool in the front relay valve shifts and creates a path for apply oil to pass through the relay valve. Pressurized oil from the front brake accumulator enters the front brake relay valve at port P and exits at port B. The pressure of the oil exiting the front relay valve is proportional to the signal oil that was received from the brake treadle valve. After exiting the front relay, the oil passes through distribution manifold (8) and then on to the front brake assemblies.

J2-20

Brake System

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FIGURE 2-9. AUXILIARY BRAKE APPLY 1. Brake Treadle Valve 2. Rear Brake Accumulator 3. Brake Manifold 4. Front Brake Accumulator 5. Steering Pump

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6. Rear Brake Relay Valve 7. Front Brake Relay Valve 8. Distribution Manifold 9. Output To Front Brakes 10. Output To Rear Right Brake

Brake System

11. Output To Rear Left Brake 12. Auto-Apply Valve 13. Auxiliary Brake Solenoid Valve 14. Auxiliary Brake Switch

J2-21

BRAKE LOCK CIRCUIT The primary function of the brake lock is to provide a means for the operator to hold the vehicle during loading and dumping. The brake lock only applies the rear service brakes. When brake lock switch (1, Figure 2-10) is switched ON, brake lock solenoid (6) is energized and a signal is sent to the RCM. Energizing the solenoid causes the spool within the valve to shift, creating a path for supply oil to rear brake relay valve (7). Oil passing through the brake lock valve to the relay valve is reduced to 14 479 kPa (2100 psi) by pressure reducing valve (11). The oil exits the brake manifold at port PP3 and enters the relay valve at port TC1. The hydraulic force of the oil causes the spools within the valve to shift creating a path for each rear brake. Pressurized oil from the rear brake accumulator enters the valve at port P. The oil then exits the valve at port B2 for the rear right brake and port B1 for the rear left brake. The oil then passes through distribution manifold (8) out to the rear brakes for application.

J2-22

Brake System

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FIGURE 2-10. BRAKE LOCK APPLY 1. Brake Lock Switch 2. Rear Brake Accumulator 3. Brake Manifold 4. Front Brake Accumulator

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5. Steering Pump 6. Brake Lock Solenoid Valve 7. Rear Brake Relay Valve 8. Distribution Manifold

Brake System

9. Output to Rear Right Brake 10. Output to Rear Left Brake 11. Pressure Reducing Valve

J2-23

AUTOMATIC SPIN REGULATOR The automatic spin regulator (ASR) is a traction control function to be used when driving on slick or loose road surfaces. A switch located on the lower right dash panel controls the activation of ASR. When ASR is active, the system monitors individual wheel speeds on the rear axle. If it determines that one of the rear wheels is slipping during acceleration, the brake is applied on the rear wheel with the higher speed. The RCM controls ASR braking through the use of the rear PPC valves located in rear PPC manifold (6, Figure 2-11). When ASR is activated, the RCM deenergizes PPC supply cut solenoid (1) to allow supply oil to the rear PPC manifold. When wheel slip is detected by the RCM, the RCM energizes the corresponding PPC solenoid for the wheel that needs to be slowed.

The following describes ASR function when wheel slippage occurs at the left rear wheel. Refer to Figure 2-11. Supply oil from the PPC supply cut solenoid valve enters the PPC manifold at port S. Pilot pressure supplied from left PPC valve (10) exits rear PPC manifold (6) at port BL2 and enters rear retarding relay valve (7) at port TC1. The pilot pressure shifts the spool in the relay valve for the rear left brake circuit. An oil path is created for front accumulator oil to enter the relay valve at port P and exit the relay valve at port B1. Apply oil then passes through distribution valve (8) and flows to the rear left brake to slow the wheel. When the RCM sees that the wheel speeds at each rear wheel are equal, it de-energizes the left rear PPC valve solenoid to release the brake.

J2-24

Brake System

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FIGURE 2-11. ASR ACTIVATED - REAR LEFT WHEEL SLIPPING 1. PPC Supply Cut Solenoid Valve 6. Rear PPC Manifold 2. Rear Brake Accumulator 7. Rear Retarding Relay Valve 3. Brake Manifold 8. Distribution Manifold 4. Front Brake Accumulator 9. Output To Rear Left Brake 5. Steering Pump 10. Left Rear PPC Valve

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Brake System

11. ASR Cut Switch 12. Right Wheel Speed Sensor 13. Left Wheel Speed Sensor

J2-25

BRAKE COOLING CIRCUIT The brake cooling circuit provides cooling oil to the wet disc brakes to prevent overheating during braking and retarding. During truck operation, brake cooling oil is provided by brake cooling pump (2, Figure 2-1), a double gear pump driven by the PTO. The front section of the pump provides oil for the front brakes, and the rear section provides oil for the rear brakes. The rear brakes also receive additional cooling oil from the hoist circuit when not in use. Some of the brake cooling oil from the pump passes through brake cooling valves (BCV) where it is diverted back to the hydraulic tank. The BCV’s use a brake signal input from the RCM to determine how much oil to supply to the brakes for cooling. Refer to Brake Cooling Valve more detailed information on how the valves work.

Orificed check valves are installed in the front and rear brake cooling circuits. These valves are used to create back pressure within the brake assemblies. The orificed portion of the check valve allows brake cooling oil to constantly flow through the brakes at all times. The pressure drop created by the oil flow through the orifice creates back pressure within the brake assemblies. This back pressure assists in retracting the brake pistons when the brakes are not applied, minimizing the potential for premature wear. Front brake check valve (2, Figure 2-12) is located near the heat exchanger. When the brake cooling oil pressure at the inlet to the front orificed check valve rises above 448 kPa (65 psi), the check valve portion of the valve will unseat and allow the excess flow to pass through the valve. After passing through the orificed check valve, the brake cooling oil flows through the heat exchanger and then back to tank.

Cooling oil that has not been diverted back to tank by the BCV’s passes through the brakes. Oil returning from the brakes flows through three low pressure filters. A single filter for front brake oil is located behind the front right wheel. The remaining two filters are for rear brake cooling (and hoist) oil. These filters are located behind the fuel tank. All three filters have a built in bypass system to allow oil flow to bypass a plugged filter element. A pressure switch is incorporated into each filter to monitor the pressure drop across the element. The switch will actuate and the EDP will alert the operator before actual bypass occurs in the filter. The filter bypass indicator will actuate at 241 ± 35 kPa (35 ± 5 psi). The filters will start to bypass oil when the pressure drop through the filter element exceeds 345 kPa (50 psi).

FIGURE 2-12. FRONT AXLE CHECK VALVE Change the filter elements as soon as possible after the EDP displays the message that filter replacement is necessary. Failure to change the filters may result in damage to hydraulic system components. Refer to Section P, Lubrication and Service, for normal replacement intervals for the filters.

J2-26

1. Heat Exchanger

Brake System

2. Check Valve

J02040

The rear brake check valve (1, Figure 2-13) is located in front of the rear axle. When the brake cooling oil pressure at the inlet to the rear orificed check valve rises above 345 kPa (50 psi), the check valve portion of the valve will unseat and allow the excess flow to pass through the valve. After passing through the orificed check valve, the brake cooling oil flows through the heat exchanger and then back to tank

BRAKE COOLING VALVE The front brake cooling circuit and the rear brake cooling circuit are each equipped with a brake cooling valve (BCV). The BCV’s limit the maximum pressure that will be supplied to the front or rear brakes while the truck is braking, retarding or actuating ASR. The brake cooling valve also reduces the power loss that occurs when the demand for braking, retarding or ASR is not present. This is accomplished by allowing approximately 50 percent of the brake cooling oil to flow back to tank. Front BCV (2, Figure 2-14) directs cooling oil to the front brakes. Rear BCV (1) directs cooling oil for the rear brakes.

FIGURE 2-13. REAR AXLE CHECK VALVE 1. Check Valve

2. Rear Axle

FIGURE 2-14. BCV LOCATION 1. Rear BCV

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Brake System

2. Front BCV

J2-27

When the truck is braking or retarding, the RCM deenergizes BCV solenoid valve (3, Figure 2-15). The spool in the solenoid valve is shifted into position by the valve spring and blocks a passage to tank. This allows a pilot signal from BCV inlet (E, Figure 2-16) to be supplied to the spring side of main valve spool (4). The pilot pressure and main valve spring (6) push the main valve spool against valve body (2) and block the flow of oil to tank at port (C). This forces all of the brake cooling oil to be delivered to the front or rear brakes. A relief valve is incorporated into each BCV to limit the maximum pressure of the brake cooling oil that is supplied to the brakes. Relief valve (1) is mounted between solenoid valve (3) and valve body (2). The relief valve limits the pilot pressure that can be supplied to the inlet side of main valve spool (4) to 883 kPa (128 psi). NOTE: One full turn of the adjusting screw will change the pressure 234 kPa (34 psi). When the pilot pressure exceeds the relief valve setting, the valve spool will shift and divert the excess pressure to tank. Since the pressure being supplied to BCV inlet (E) will exceed the relief valve setting, the main valve spool will move slightly and start to allow some of the pump supply oil to pass through the valve to tank at port (C). The main valve spool will seat when the pilot pressure drops below 789 kPa (114 psi). When braking or retarding is not required, the RCM will energize solenoid valve (3). The solenoid shifts the valve spool blocking the pilot signal supplied from BCV inlet (E). It also opens a passage to tank to relieve the pilot pressure from the spring side of main spool (4). Oil from the brake cooling pump enters valve body (2) through passage (E), and pushes against main valve spool (4). When the pressure at the BCV inlet exceeds the pressure created by main valve spool spring (6) 196 kPa (28 psi), main valve spool (4) will move and allow the oil to return to tank. Restriction plate (5) is incorporated on the inlet of the BCV to limit the flow to tank

J2-28

FIGURE 2-15. BRAKE COOLING VALVE (BCV) 1. Pilot Relief Valve 2. Valve Body 3. Solenoid Valve 4. Main Valve Spool 5. Restriction Plate 6. Main Valve Spring

Brake System

A: Pilot Port B: Pilot Port C: Main Return to Tank D: Pilot Port E: From Pump F: To Tank

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Specifications: SAE 10W oil . . . . . . . . . . . . . . . . . . . @ 50°C ± 10°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (122° F ± 50° F) Solenoid Valve Off: Cracking Pressure: . . . . . 883 ± 48 kPa @ 1 - 2 l/min . . . . . . . . . . . . . . . . . (128 ± 7.1 psi @ 0.3 - 0.5 gpm) .......................................... Seat Pressure (Min.) . . . . . . . . 786 kPa @ 1 - 2 l/min . . . . . . . . . . . . . . . . . . . . . . (114 psi @ 0.3 - 0.5 gpm) Oil Leakage (Max.) . . . . . . . 800 cc/min @ 586 kPa . . . . . . . . . . . . . . . . . . . . . . . . . 27 oz/min @ (85 psi)

FIGURE 2-16. BCV SCHEMATIC 1. Main Spool Valve 2. Pilot Relief Valve 3. Solenoid Valve

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Brake System

J2-29

COLD OIL DIVERTER VALVES Trucks that meet the -50°C cold weather specification are equipped with extra valves in the brake cooling circuit. The purpose of the valves is to divert cold oil back to the hydraulic tank when restriction in the circuit exceeds 931 kPa (135 psi). There is one valve located in the cooling circuit for the front brakes, and another valve in the rear brake circuit. Refer to Figure Figure 2-17 for the location of each valve.

As the cold oil passes through the relief circuit in the diverter valve, the oil warms. As the oil warms, there is less restriction in the circuit and more oil flows through the brake housing and/or the BCV valve. Refer to the cold weather hydraulic schematic in Section R for a diagram of the circuit.

FIGURE 2-17. COLD OIL DIVERTER VALVES 1. Rear Brake Diverter Valve 2. Brake Cooling Pump

J2-30

3. Front Brake Diverter Valve 4. Hydraulic Tank

Brake System

J02040

SECTION J3 BRAKE CIRCUIT COMPONENT SERVICE INDEX

BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-3 BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4 Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-7 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9 Actuator Base Threaded Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9 Boot and Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9 Valve Body Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9 Regulator Sleeve O-Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9 Actuator Plunger O-ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-10 Assembly of Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11 BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12 Test Bench Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12 Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12 Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14 Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15 Proximity Switch Installation and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . .J3-17 BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21 Leak Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23 ACCUMULATOR CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24 Temperature During Precharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26

J03039 02/09

Brake Circuit Component Service

J3-1

ACCUMULATOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27 BRAKE COOLING VALVE (BCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28 RETARDER CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29 Disassembly and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29 Potentiometer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-31 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-31 Retard Lever Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-32

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BRAKE CIRCUIT COMPONENT SERVICE .

Relieve pressure before disconnecting hydraulic lines. Pressurized hydraulic fluid can have sufficient force to enter a person's body by penetrating the skin. This can cause serious injury and possibly death. If fluid has penetrated the skin, seek medical treatment by a physician familiar with this injury, immediately.

Depressurize system accumulators before opening hydraulic circuits or installing test gauges. For the steering circuit, turn the key switch to OFF and allow 90 seconds for the accumulators to depressurize. After 90 seconds, turn the steering wheel to verify that pressure has been purged from the circuit. If the wheels do not move, the steering circuit is safe to service. For the brake circuit, first, chock the wheels. Then, open the shut-off valves on the brake manifold. Opening the valves allows accumulator pressure to be released to the hydraulic tank.

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FIGURE 3-1. BRAKE ACCUMULATOR BLEEDDOWN VALVES 1. Rear Brake Accumulator 2. Front Brake Accumulator 3. Accumulator Bleed Down Valve (Rear) 4. Accumulator Bleed Down Valve (Front) 5. Brake Manifold


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BRAKE VALVE

Removal

The brake valve is a pressure modulating valve, actuated mechanically (brake pedal) or hydraulically through the automatic apply valve.

If the brake valve is to be removed from the vehicle for repair or adjustment, additional equipment will be required as outlined in disassembly, assembly.

The brake valve controls the pressure delivered to the front brake relay valve and rear brake dual relay valve which provide the apply pressure for the front wheel and rear wheel disc brake assemblies. Apply pressure can be modulated from zero to maximum braking effort by use of the foot pedal.

Rebuild Criteria If any one of the following conditions exist, the brake valve should be removed and repaired: • Excessive cam rock in pedal actuator. • Any sign of external leakage. • Internal leakage at the tank port must be less than 100 CD/minute with the valve in the released position and system pressure supplied to the "P1" and "P2" inlet ports. • Tank port leakage must be less than 250 cc/ minute with valve pilot or manual applied at 18 960 kPa (2750 psi) system pressure.

NOTE: Minor repairs and service adjustment may not require the removal of the brake valve.

1. Park the truck on a hard level surface. Apply the parking brake and turn the key switch to OFF. Chock the wheels. 2. Open bleed down valve (3, Figure 3-1) and bleed down valve (4). The valves are located in the hydraulic cabinet on the brake manifold. Opening the valves allows pressure in the brake circuit to vent to the hydraulic tank. 3. Remove the access panel at the front of the operator's cab. 4. Tag and remove all hydraulic lines from brake valve. Plug lines and ports to prevent possible contamination. Remove all valve fittings except the fitting at port "PX". Disconnect wiring harness at proximity switch connector.

• Failure of the pedal to return to full release position.

5. In the cab at the brake valve, remove capscrews and lockwashers securing the brake valve assembly to the mount.

• Valve holds pressure when in the neutral position.

6. Slide the brake valve downward and remove from the cab.

• Varying output depressed.

7. Move the brake valve assembly to a clean work area for disassembly.

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Installation 1. Place the brake valve assembly into position and secure in place with capscrews and lockwashers. Tighten capscrews to standard torque. 2. Remove plugs from brake valve assembly and hydraulic lines. Install fittings and connect lines to brake valve assembly and tighten. Connect the proximity switch to the harness. NOTE: Prior to checking the brake valve operation, the steering system must have the proper nitrogen precharge in the steering accumulators (refer to Section L, Hydraulic System, for steering accumulator precharge procedure). In addition, the brake system lines must be bled of air and the brake accumulators must also be precharged with nitrogen (refer to brake accumulator precharge procedures, this section). 3. With the engine shut down and key switch OFF, open both brake accumulator bleed down valves (3 & 4, Figure 3-1). Precharge both accumulators (1 & 2) mounted on brake manifold to 9600 kPa (1400 psi). NOTE: For best performance, charge the accumulators in the temperature conditions the vehicle is expected to operate in. During the precharge, allow temperature of the nitrogen gas to come into equilibrium with the ambient temperature. 4. Close both accumulator bleed down valves after accumulators have been properly charged. 5. Bleed air from brake apply circuit. Refer to Wet Disc Brake Bleeding Procedure, in this section of the manual. 6. Check for fluid leaks at the brake valve.

FIGURE 3-2. BRAKE VALVE ASSEMBLY 1. Brake Valve 2. Capscrew 3. Proximity Switch 4. Retainer Clip 5. Pivot Shaft 6. Nylon Bushing 7. Shim

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8. Bolt 9. Lock Nut 10. Foot Pad 11. Pedal Actuator 12. Pivot Stop 13. Spring 14. Pivot Stop

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Disassembly NOTE: During disassembly, precision machined parts should be ink marked or tagged to ensure proper reassembly and minimize adjustment time. All internal parts must be placed back into the bores from which they were removed.

1. Match mark each section of the brake valve prior to disassembly. 2. Drain oil from all ports of the valve by rotating the valve over a suitable container. 3. Secure brake valve in an upright position in a vice. 4. Remove the brake pedal actuator (11, Figure 32) by removing the retaining clips (4), then remove the pivot shaft (5) with a punch and hammer. 5. Remove the four button head allen screws (3, Figure 3-3) securing the boot retainer plate (4). 6. Remove the boot retainer plate (4), boot (2), and actuator cap (1) as an assembly by grasping the boot and gently lifting from the valve body. 7. Loosen the plunger locknuts (2, Figure 3-4). Loosen the socket head capscrew from the adjustment collars (1). 10. Unscrew and remove the adjustment collars. 11. Remove the two socket head capscrews (5, Figure 3-3) that retain the actuator base (6) to the valve body. 12. Remove the actuator base from the valve body. 13. Remove controller from vice. 14. Remove the four capscrews (28, Figure 3-4) and washers (27) from the base of the valve. 15. Remove the base plate (32).

FIGURE 3-3. ACTUATOR CAP AND BOOT 1. Actuator Cap 2. Boot 3. Capscrew 4. Retainer Plate

5. Capscrew 6. Actuator Base 7. Threaded Insert

16. With the valve upright, the retaining plug (31) should fall out. If the plug does not fall out, lightly tap to dislodge the plug. NOTE: The spools (12), reaction plungers (21, 22) and spool return springs (20) may fall out at this time. Keep parts separate so they may be installed in the same bores from which they were removed.

17. Remove and discard the O-ring (30) from the counterbore in the base of the valve body. 18. With the controller upright on the work bench, hold the valve with one hand and push the "B1" actuator plunger (3) down with the other hand until the regulator sleeve (19) pops loose.

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19. Repeat the above procedure to loosen the "B2" regulator sleeve. 20. Turn the valve on its side on the work bench and remove the regulator sleeves (19) from the valve body. NOTE: Throughout the following steps, it is important to keep the circuits and circuit components identified as to which side of the unit they came from. For a given circuit, all the components have a tolerance stack which could vary. Keep the "B1" and "B2" parts separate.

21. Remove the spools (12), reaction plungers (21, 22) and spool return springs (20) from the regulator sleeves (19). 22. Remove the plunger return springs (10), regulator springs (8 & 10), and spring seats (11) from the valve body. 23. Remove the actuator plungers (3) by pushing down (toward the bottom of the valve) on the actuator plunger with your hand until the actuator plunger slides out. 24. Remove the staging seat (6). Remove and discard packing (5).

Cleaning and Inspection 1. Clean all metal parts with solvent and air dry. 2. Inspect the plunger (3, Figure 3-4) for wear on the sides where it moves through the seals. If axial grooves are seen or if any wear is apparent, replace the plunger. 3. Place the regulating spool (12) into its sleeve (19). Push the spool lightly through the sleeve. The spool must be able to move freely and smoothly the entire length of the sleeve. If it cannot, it must be replaced. Never replace just the spool or sleeve. They must be replaced as a matched set. 4. Inspect each spring carefully for cracks or breaks. Any spring with a crack or break must be replaced. Also, if the valve was not reaching proper regulated pressure, replace all regulator springs. 5. Inspect the threaded inserts (7, Figure 3-3) in the actuator base. If any of the threads are damaged, the inserts must be replaced. 6. Lubricate all parts with a thin coat of clean hydraulic oil. Take care to keep components protected from contamination.

25. Remove the Glyde ring assembly (7) from the actuator plunger. 26. Remove the O-rings (14, 16 & 18) and teflon back-up rings (13, 15 & 17) from the regulator sleeves and discard. 27. Remove the wiper seals (23), poly-pak seals (25), and the orange back-up rings (24) from the actuator section of the valve and discard.

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FIGURE 3-4. BRAKE VALVE 1. Adjustment Collar 2. Nut 3. Actuator Plunger 4. Stud 5. Packing 6. Staging Seat 7. Glyde Ring Assembly 8. Regulator Spring

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9. Regulator Spring 10. Plunger Return Spring 11. Spring Seat 12. Regulator Spool 13. Back-up Ring 14. O-Ring 15. Back-up Ring 16. O-Ring

17. Back-up Ring 18. O-Ring 19. Regulator Sleeve 20. Spool Return Spring 21. Reaction Plunger (B1) 22. Reaction Plunger (B2) 23. Wiper Seal 24. Back-up Ring


25. Poly-Pak Seal 26. Valve Body 27. Washer 28. Capscrew 29. Set Screw Orifice Plug 30. O-Ring 31. Retaining Plug 32. Base Plate

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Assembly

Valve Body Seal Installation

Actuator Base Threaded Inserts 1. If any inserts (7, Figure 3-3) were removed from the actuator base (6), position the actuator base upside down on the work bench and support directly under each of the four floor mounting holes. 2. Install the threaded inserts into the actuator base by tapping lightly with a small hammer until the insert flanges become flush with the actuator base. Be sure the base is supported to avoid breaking the base. 3. Thoroughly clean the actuator base and set aside.

1. Install the poly-pak seal (3, Figure 3-5) in the seal groove first. Position the seal in the groove so that the internal O-ring inside the poly-pak seal is facing down toward the bottom of the valve. 2. Make sure the internal O-ring is still seated inside the poly-pak seal (3) and did not get dislodged during installation. Position the poly-pak seal to the bottom of the groove. 3. Install the orange back-up ring (4) on top of the poly-pak seal. Start by hand and then continue to work into the groove either by hand or by using an O-ring installation tool. 4. Install the wiper seal (5) in the top counterbore. Position the seal in the groove so that the register lip is facing up toward the actuator. 5. Repeat Steps 1- 4 for the second bore.

Boot and Cap 1. Examine the boot (2, Figure 3-3) for any cracks, tears, or other damage. If damage is evident, the boot must be replaced. To replace the boot, follow the procedure below. 2. Remove the boot from the actuator cap (1) and discard the old boot. Thoroughly clean the sides of the cap by scraping the lip where the cap contacts the boot. Use a knife or suitable scraper. Clean thoroughly to remove all adhesive or particles of the old boot. 3. Apply a thin bead of Loctite® Prism 410 onto the upper sides of the cap. Apply the bead to the two long sides only. Do not apply it to the rounded ends, these must not be sealed to allow the boot to "breath". 4. Carefully position the cap into the new boot groove wiping off the excess glue. 5. Position the boot such that it conforms to the contour of the cap, then set aside. Adhesive requires about 30 minutes to cure.

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Regulator Sleeve O-Ring Installation 1. Install an O-ring (2, Figure 3-6) onto the smallest groove (on the top) of the regulator sleeve (3). Install O-ring (5) onto the middle groove on the regulator sleeve. Install O-ring (6) onto the largest groove (on the bottom) on the regulator sleeve. 2. Install a split nylon back-up ring (4) onto each side of the O-ring (5) located in the middle of the regulator sleeve. 3. Install one split nylon back-up ring behind the O-ring (2) located at the top end of the sleeve. This O-ring is the smallest of the three O-rings. Position the back-up ring so that it is next to the top of the regulator sleeve. The top of the sleeve is the end with the smallest O.D. 4. Repeat Steps 1-3 for the second regulator sleeve.


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FIGURE 3-6. SLEEVE SEAL PLACEMENT 4. Back-Up Ring 1. Back-Up Ring 2. O-Ring 5. O-Ring 3. Regulator Sleeve 6. O-Ring FIGURE 3-5. VALVE BODY SEAL INSTALLATION 1. Actuator Plunger 2. Valve Body 3. Poly - Pak Seal

4. Back-Up Ring 5. Wiper Seal 6. Actuator Base

Actuator Plunger O-ring Installation 1. Install an O-ring (7, Figure 3-4) into the O-ring groove located at the large diameter end of the actuation plunger (3). 2. Install a split Glyde ring over the O-ring. (Twist and squeeze the split Glyde ring into a small circle before installing to insure a tight fit over the O-ring). 3. Repeat Steps 1 & 2 for the second plunger.

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Assembly of Valve NOTE: Start with either side (circuit) of the valve and build that side complete through Step 4 before starting on the other side (circuit). Be careful to assemble components into the circuit from which they were removed. 1. If removed, install stud (4, Figure 3-4) in plunger (3). Tighten nut (2). 2. Install new packing (5) on staging seat (6) and insert in plunger bore. 3. Lightly lubricate the actuation plunger Glyde ring (7).

6. Install the plunger return spring (10, Figure 3-4), regulator springs (8 & 9) and spring seat (11) into the appropriate circuit. If spring seat does not seat correctly on top of the control spring, lightly shake the valve to correctly position the spring seat. 7. Lightly lubricate the regulator spool (12). 8. Install the regulator spool into the regulator sleeve (19). The spherical end of the spool should be at the top of the regulator sleeve. The top of the sleeve is the end with the smallest O.D. NOTE: Check to insure that the spool will slide smoothly and freely. Replace the entire sleeve assembly and spool, if the spool does not slide smoothly and freely. 9. Remove spool from sleeve before installing sleeve into body. 10. Lightly lubricate the O-rings (14, 16, & 18) on the regulator sleeve.

FIGURE 3-7. GLYDE RING INSTALLATION 1. Actuator Plunger 2. Valve Body

3. Glyde Ring 4. Sharp Edges

4. Install the "B1" actuation plunger (3) into the "B1" circuit. Be careful not to damage or cut the Glyde ring during installation. Observe the Glyde ring assembly through the tank port as the plunger is being installed. (Refer to Figure 3-7) It may be necessary to work the Glyde rings past the sharp edge in the body to prevent damage to the seal. Make sure the actuation plunger is completely seated and bottomed. 5. Repeat Steps 1 through 4 for the "B2" actuation plunger.

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11. Install the regulator sleeve assembly into the correct circuit in the valve. Make sure the spring seat is correctly seated in the regulator spring before installing the regulator sleeve assembly. Push sleeve into bore until sleeve retaining flange at the base of sleeve contacts the valve body. 12. Install the spool return spring (20) into spool (12). 13. Insert reaction plunger (21 or 22) into regulator spool. 14. Install regulator spool (12) into regulator sleeve (19). 15. Repeat Steps 6 through 14 for the second circuit. 16. Lightly lubricate the large retainer plate O-ring (30) and install into the counter bore in the bottom end of the valve. 17. Install the retainer plug (31) into the counter bore on the bottom of the valve. Make sure steps on the retainer plug are facing the counter bore or toward the top of the valve.


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18. Install the base plate (32) on top of the retainer plug. Tighten the four allen screws (28) evenly, alternating diagonally, to evenly seat the regulator sleeve assembly. Tighten to 16 - 17 N·m (12 - 13 lb ft). 19. Install the actuator base (6, Figure 3-3) on top of the valve. Make sure to position properly for correct port direction. Tighten the two socket head capscrews (5) and tighten to 20 - 22 N·m (15 - 16 lb ft). 20. Screw the adjustment collars (2, Figure 3-8) onto the top of the actuation plungers. Screw all the way down until they bottom on the threads.

BENCH TEST AND ADJUSTMENT The following parts and test equipment will be required to completely bench test and adjust the brake valve. • Pressure gauges (3), 0-35 000 kPa (0-5000 psi). • Hydraulic pressure supply, regulated to 18 960 kPa (2750 psi). • Hydraulic test stand, Refer to Figure 3-9. • Hose fittings for valve ports: Port PX: . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE Ports P1, P2, B1 and B2: . . . . .3/4 in., #8 SAE Port T: . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE • Ohmmeter or continuity tester NOTE: It is possible to check the pressures with the brake valve installed and connected to the vehicle. Remove the brake pedal assembly and actuator cap and boot assembly to adjust individual brake circuit pressures. Test Bench Only Test Set Up Procedure 1. Position the valve in the fixture to allow plungers to be activated by hand using a lever (refer to Figure 3-9). 2. Attach the pilot input supply pressure to the pilot port labeled "PX" on the rear of the valve.

FIGURE 3-8. ADJUSTMENT COLLAR 1. Stud 2. Adjustment Collar

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3. Nut 4. Actuator Plunger

3. Attach the main supply input pressure to the Oring ports on the rear of the valve labeled "P1" and "P2". 4. Attach the tank return line to the O-ring port labeled "T" on the rear of the valve.


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FIGURE 3-9. TEST BENCH SET-UP 1. Motor 2. Pump 3. System Pressure Gauge 4. Needle Valve

5. Needle Valve 6. Brake Valve 7. Front Brake Pressure Gauge 8. Shut Off Valves

9. Simulated Brake Volume 10. Rear Brake Pressure Gauge 11. Relief Valve

NOTE: Shut off valves (8) are for tests not requiring simulated brake loads, such as circuit tracking. NOTE: B1, B2 cylinders must be capable of a 10 cubic inch maximum displacement.

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5. Attach the regulated output ports "B1" and "B2" to the test lines. Pressure monitoring devices in these two lines must be capable of 20 700 kPa (3000 psi) minimum. Connect all ports. The connections should be according to the diagram shown in Figure 3-9. All ports must be used and connected.

All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure. Hydraulic fluid escaping under pressure can 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 hydraulic pump and regulate output pressure to 18 960 kPa (2750 psi) at pressure gauge (3). Pressure gauges (7 & 10) should read zero. 7. Pilot supply circuit pressure must also be 18 960 kPa (2750 psi). 8. Return line pressure during this test is not to exceed 34.5 kPa (5 psi). 9. Test the valve with ISO 32 grade oil or hydraulic oil meeting specifications listed in Section P at 49° ± 3° C (120° ± 10° F).

Brake Valve Output Pressure Adjustment (Pedal Only) 1. Install the pedal pivot shaft pin in the actuator base by itself without installing the pedal assembly. 2. By taking a screw driver or pry bar and placing it under the pivot pin and on top of the threaded plunger assembly, each circuit can be actuated individually. Refer to Figure 3-9. 3. Gradually apply pressure on each circuit (one at a time) to check for leaks around the plunger. Make sure the adjustment collar is screwed all the way down on the threads. NOTE: The pressure gauges must be installed at the pedal as shown in Figure 3-9. Gauges must not be installed in the B1 or B2 test ports inside the brake cabinet or improper adjustment will result. 4. "B1" Adjustment: Adjust the adjustment collar up (counter-clockwise) starting with one turn increments until the output pressure at port "B1" is 15 168 ± 517 kPa (2200 ± 75 psi) with the adjustment collar contacting the actuator base (fully actuated). Fine adjustment will require turning the collar only in 1/8 turn increments. 5. "B2" Adjustment: Adjust the adjustment collar up (counter-clockwise) starting with one turn increments until the output pressure at port "B2" is 15 168 ± 517 kPa (2200 ± 75 psi) with the adjustment collar contacting the actuator base (fully actuated). Fine adjustment will require turning the collar only in 1/8 turn increments. 6. Tighten the setscrews in the adjustment collars to 2825 - 3390 mN·m (25 - 30 lb in.). The entire plunger may have to be rotated to get to the capscrews. 7. Check pressures again after tightening the set screws. If the pressures have moved out of specified range, loosen the appropriate set screw and re-adjust. 8. Cycle each circuit 50 times using pilot apply. This is done by closing needle valve (5) and opening needle valve (4). Read pressure on gauges (7 & 10). Close valve (4) and open valve (5). The pressure gauges (7 & 10) should read 0 psi. 9. Recheck pressures after cycling. If they have changed, re-adjust pressures.

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10. Shut down the test bench and relieve all hydraulic pressure from the lines.

Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure. Hydraulic fluid escaping under pressure can 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.

11. Remove hoses from valve and remove valve from test stand. Refer to instructions below for pedal actuator installation prior to final test.

13. With test stand pump adjusted for 18 960 kPa (2750 psi) or with engine running and brake system supply pressure at or above 18 960 kPa (2750 psi), depress the pedal as quickly as possible. The pressure on the output circuits must reach the minimum pressure listed below at port "B1" and port "B2" within 1.0 second. Measurement of time begins the moment force is applied to move the pedal.  Rear Brake - "B1": 15 168 ± 517 kPa (2200 ± 75 psi)  Front Brake - "B2": 15 168 ± 517 kPa (2200 ± 75 psi) 14. With "B1" and "B2" plugged into a strip chart recorder, (if available) check the modulation by slowly applying pressure until the maximum pressure is reached. Make sure the pressure increase is smooth and no sticking of the spools is observed. Fully depress the pedal. Pressures must remain within specification at "B1" and "B2" for 20 seconds. 15. Adjust square head bolt (1, Figure 3-10) until the bolt is not touching the actuator cap. Apply Loctite® 242 to the adjustment bolt prior to setting the deadband.

Final Test and Adjustment The brake pedal actuator must be installed on the brake valve body prior to final test and adjustment. Refer to "Installation of Brake Pedal Actuator to Brake Valve".

16. Set the deadband by placing a 0.254 mm (0.010 in.) thick shim at location shown in figure 3-10 (between the pedal structure and return stop boss on pivot structure).

NOTE: The "Final Test and Adjustment" procedure can also be performed with the brake valve installed in the truck. To perform final test with brake valve mounted in the truck, install valve per instructions in "Installation". Install 0-35 000 kPa (0-5000 psi) gauges at the "B1" and "B2" diagnostic test connectors in the brake cabinet. Adhere to the following steps for the final test:

17. Adjust the bolt (1) until it is just touching the cap.

12. Reinstall brake valve (with actuator pedal attached) on the test stand following steps 2 through 9 under "Test Setup Procedure".

18. Continue turning the adjustment bolt until pressure begins to rise on one of the brake apply pressure gauges. 19. Back-off the adjustment bolt 1/8 turn. 20. Tighten the jam nut (2) and remove the shim stock inserted earlier in this procedure. 21. Fully stroke the brake pedal actuator to check that output pressure at port "B1" and "B2" are within specifications. NOTE: If pedal is adjusted properly, the spring and spring pivots will not interfere with pedal travel.

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22. If pressure is not within specifications, re-adjust. If pressure is within specifications, apply a few drops of Loctite® #262 to the jam nut. 23. Check internal leakage at port "T". Leakage must be less than 100 cc/minute with the valve in the released position and system pressure supplied to the "P1" and "P2" inlet ports. 24. "T" port leakage must be less than 250 cc/minute with valve pilot pressure or manual applied.

FIGURE 3-10. PEDAL ASSEMBLY ADJUSTMENTS 1. Square Head Bolt 2. Nut

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3. Proximity Switch 4. Jam Nuts

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Proximity Switch Installation and Adjustment 25. Install the proximity switch (3, Figure 3-10) in the actuator base until the switch is approximately 0.25 in. (6.35 mm) below the boss on the actuator base.

5. Assemble spring assembly (13) and install complete assembly to brake pedal actuator as shown.

26. Lock switch in position with the two jam nuts (4). 27. Connect an ohmmeter to the switch harness to check continuity. 28. Slowly apply the brake pedal and note the pressure on the gauge at which the ohmmeter indicates continuity in the switch. 29. Readjust the switch if necessary to trip when the pressure reaches 517 kPa (75 psi).

Be sure to install spring assembly correctly, with larger ball socket end pointing to the pedal structure and smaller end toward the valve assembly.

NOTE: When pedal is adjusted properly, the spring assembly will not interfere with pedal travel.

30. Secure switch with jam nuts after adjustment is complete.

Be certain the top section of the switch does not contact the threads in the actuator base. If this occurs, it will cause a short circuit, preventing the switch from operating properly.

Installation Of Brake Pedal Actuator Assembly to Brake Valve

1. Install jam nut (9, Figure 3-2) and square head bolt (8) to brake pedal actuator (11). 2. Insert nylon bushings (6) into brake pedal actuator. 3. Install one retaining clip (4) to one end of pivot shaft. 4. Align pedal structure to brake valve (1) and partially insert pivot pin. Move pedal structure to the "B2" side of valve and insert shims (7) between pedal structure and brake valve ear to fill gap. Fully insert the pivot shaft (5). Install the remaining retainer clip (4).

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BRAKE ACCUMULATORS There are two identical hydraulic brake accumulators located on the brake manifold in the brake control cabinet behind the operator's cab. The left accumulator supplies the pressure necessary for actuation of the rear service brakes. The right accumulator supplies pressure to activate the front service brakes. NOTE: If both accumulators are low on nitrogen, charge both accumulators at the same time.

Depressurize system accumulators before opening hydraulic circuits or installing test gauges. For the steering circuit, turn the key switch to OFF and allow 90 seconds for the accumulators to depressurize. After 90 seconds, turn the steering wheel to verify that pressure has been purged from the circuit. If the wheels do not move, the steering circuit is safe to service. For the brake circuit, first, chock the wheels. Then, open the shut-off valves on the brake manifold. Opening the valves allows accumulator pressure to be released to the hydraulic tank.

FIGURE 3-11. ACCUMULATOR ASSEMBLY 1. Hydraulic Port Assembly 2. Bleed Plug 3. Locking Ring 4. Spacer 5. O-Ring Backup 6. O-Ring 7. Metal Backup Washer

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8. Anti-Extrusion Ring 9. Bladder Assembly 10. Shell 11. Charging Valve 12. O-Ring 13. Lock Nut 14. Protective Cap 15. Port Protector

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Removal

Installation

1. Park the truck on a hard level surface. Apply the parking brake and turn the key switch to OFF. Chock the wheels. 2. Open bleed down valve (3, Figure 3-1) and bleed down valve (4). The valves are located in the hydraulic cabinet on the brake manifold. Opening the valves allows pressure in the brake circuit to vent to the hydraulic tank. 3. Remove the top lid from the hydraulic cabinet to allow access for a lifting device. 4. Remove cap (14, Figure 3-11) from the accumulator. 5. Install charging valve adapter (6, Figure 3-23) and slowly remove all nitrogen pressure. NOTE: If the accumulator will be not be disassembled immediately, allow 690 kPa (100 psi) to remain in the accumulator during storage. Discharge the remaining nitrogen pressure before disassembling.

DO NOT release pressure by depressing the valve core with a foreign object. High pressure may rupture the rubber valve seat.

NOTE: DO NOT charge the accumulators to the operating pressure before installation on the truck. 1. Attach a hoist and lifting sling to the accumulator. The weight of the accumulator is approximately 58 kg (127 lb). 2. Lift the accumulator into position on the brake manifold. Tighten the fittings securely. 3. Install the accumulator mounting brackets. Secure the mounting brackets in place with the cap screws and the lock washers. Tighten the cap screws to standard torque. 4. Charge the accumulator. Refer to Brake Accumulator Charging in this section.

Disassembly 1. Clean the exterior of the accumulator before starting disassembly. 2. Securely clamp the accumulator body in a vise, preferably a chain vise. Ensure the accumulator shell is protected by strips of padding or soft metal on the vise jaws. 3. With pressure relieved from the accumulator, remove the valve core from the charging valve. Refer to Figure 3-12.

6. After nitrogen pressure has been relieved, remove the charging manifold. 7. Attach a hoist and lifting sling to the accumulator. The weight of the accumulator is approximately 58 kg (127 lb). 8. Remove the accumulator mounting bracket. Loosen and remove the accumulator from the brake manifold. Plug the opening on the brake manifold to prevent contamination. 9. Transfer the accumulator to a clean work area.

FIGURE 3-12.

J03039 02/09


J3-19

4. Remove bleed plug (2, Figure 3-11) from poppet assembly (1). 5. Remove locking ring (3) from the port assembly using two wrenches. Refer to Figure 3-13.

7. Push the port into the shell. 8. Insert your hand into the shell and remove the O-ring, washer, and anti-extrusion ring. Fold the anti-extrusion ring to enable removal. (Figure 315)

FIGURE 3-15. ANTI-EXTRUSION RING REMOVAL

FIGURE 3-13. LOCKNUT REMOVAL

9. Remove the hydraulic port from the shell. Refer to Figure 3-16.

6. Remove the spacer (Figure 3-14).

FIGURE 3-16. PORT REMOVAL

FIGURE 3-14. SPACER REMOVAL

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02/09 J03039

10. With the wrench on the valve stem flats, remove nut (13, Figure 3-11) from the charging valve.

5. Check the hydraulic port for proper functioning.

11. Insert your hand into the accumulator shell fluid opening. Depress the bag and eliminate as much gas pressure as possible. 12. Fold the bladder and pull out of the accumulator shell. Refer to Figure 3-17. A slight twisting motion, while pulling on the bladder, reduces the effort required to remove the bladder from the shell. If the bladder is slippery, grasp with a cloth.

Repair of the housing by welding, machining, or plating to salvage a worn area is not approved. These procedures may weaken the housing, and when pressurized, can result in serious injury to personnel.

Assembly 1. Assemble the accumulator in a dust and lintfree area. Maintain complete cleanliness during assembly to prevent possible contamination. 2. If removed earlier, clamp the accumulator in a vise, preferably a chain vise. Ensure the accumulator shell is protected by strips of padding or soft metal on the vise jaws.

FIGURE 3-17. BLADDER REMOVAL

3. Thoroughly lubricate the inside of the accumulator with clean C-4 hydraulic oil to cushion the bladder. Spray the entire inside surface of the accumulator with 1 liter (32 oz).

Cleaning and Inspection 1. After disassembly, clean all parts with an approved cleaning solution. Blow all parts dry with air and keep free from foreign matter. Inspect the accumulator shell for nicks, pitting, or damage that could destroy the bladder or damage the new seals. 2. Check all the rubber items for deterioration, abrasion marks, cracks, holes, bubbles, or any similar defects. 3. Replace all O-rings and any other items deemed unsuitable for further usage. 4. Inflate the bladder to normal size. Wash the bladder with a soap solution. If the soap solution bubbles, discard the bladder. After testing, dry the bladder and deflate immediately.

J03039 02/09

Failure to properly lubricate the shell during assembly will result in excessive scuffing of the bladder and can contribute to bladder failures.

4. With the bladder assembly on the bench, expel all air to completely collapse the bladder and fold the bladder longitudinally into a compact roll. To maintain the rolled condition of the bladder, install a gas valve core into the valve stem to prevent air from entering the bladder. 5. Attach the bladder pull rod to the bladder valve stem.


J3-21

6. Pass the bladder pull rod through the shell oil port and out through the valve stem opening. Refer to Figure 3-18.

9. Grasp the threaded section of hydraulic port assembly (1, Figure 3-11) and insert the valve end into the shell mouth. 10. Install anti-extrusion ring (8) inside the shell. Fold the anti-extrusion ring to enable insertion into the shell. Place the anti-extrusion ring on port assembly (1) with its steel collar toward the shell mouth.

.

FIGURE 3-18. BLADDER INSTALLATION

7. With one hand, pull the bladder pull rod while feeding the bladder into the shell with the other hand. Slight twisting of the bladder will assist in this insertion. 8. Position the valve stem nut over the valve stem and tighten the nut by hand. Refer to Figure 319. Remove the bladder pull rod, and remove the valve core to allow the bladder to expand to normal shape.

FIGURE 3-20. PORT ASSEMBLY

11. Withdraw the threaded end of the port assembly through the shell mouth. Refer to Figure 3-20. 12. Pull the threaded end of the port assembly until seated solidly into position on the shell mouth opening. 13. Install the bladder valve core. Install the charging manifold. Slowly pressurize the bladder to 34 kPa (5 psi) to hold the port assembly in place. Refer to Accumulator Charging in this chapter. 14. Install washer (7, Figure 3-11) onto the port assembly and push until seated against the anti-extrusion ring. Refer to Figure 3-21

FIGURE 3-19. VALVE STEM INSTALLATION

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02/09 J03039

Leak Testing To perform leak testing, a source of nitrogen pressure of 9653 kPa (1400 psi) and hydraulic pressure of 24 132 kPa (3500 psi) will be required. A water tank large enough to hold the accumulator and a method of safely securing the accumulator in a holding fixture will be necessary.

FIGURE 3-21. WASHER INSTALLATION 15. Install O-ring (6) and O-ring backup (5) over the port assembly and push until seated.

Securely mount the accumulator into a holding fixture before high pressure testing. DO NOT handle the accumulator if nitrogen pressure exceeds 827 kPa (120 psi). Sudden loss of accumulator pressure can result in a projectile hazard that can cause serious injury or death.

1. Attach appropriate lifting apparatus to the accumulator. The weight of the accumulator is approximately 58 kg (127 lb). Lift the accumulator into the holding fixture and secure. Attach the lifting apparatus to the holding fixture and lift it into the test tank.

DO NOT twist the O-ring.

16. Install spacer (4) with the smaller diameter of the shoulder toward the shell. 17. Install locking ring (3) on the port assembly and tighten securely. This will squeeze the O-ring into place. Refer to Figure 3-22.

2. Cover the hydraulic port with a plastic cap to prevent water entry. DO NOT install a threaded plug in the hydraulic port. 3. Charge the accumulator to 9653 kPa (1400 psi). Refer to Accumulator Charging in this chapter. 4. Fill the test tank so the accumulator is completely submerged and observe for 20 minutes. No leakage (bubbling) is permitted. If leakage is present, go to Step 8. If no leakage is present, continue to the next step. 5. Drain the test tank. Remove the plastic plug from the hydraulic port. Ensure no moisture is present in the hydraulic port.

FIGURE 3-22. LOCKNUT INSTALLATION 18. Install bleed plug (2) into port assembly (1) and tighten.

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J3-23

6. Connect a hydraulic power supply. Pressurize the accumulator with oil to 24 132 kPa (3500 psi). Refill the test tank with water and observe for 20 minutes. No oil or nitrogen leakage is permitted.

ACCUMULATOR CHARGING

7. Slowly release the oil pressure. Drain the test tank and remove the hydraulic power supply connection. Ensure no moisture is present in hydraulic port assembly (1, Figure 3-11) and install a plastic cap to prevent contamination. DO NOT install a threaded plug in the hydraulic port assembly.

Depressurize system accumulators before opening hydraulic circuits or installing test gauges. For the steering circuit, turn the key switch to OFF and allow 90 seconds for the accumulators to depressurize. After 90 seconds, turn the steering wheel to verify that pressure has been purged from the circuit. If the wheels do not move, the steering circuit is safe to service.

8. If any nitrogen gas or oil leakage was present, discharge all the nitrogen gas using the charging equipment, and repair as necessary. 9. If there are no leaks, charge the accumulator to 690-827 kPa (100-120 psi). Disconnect the charging manifold. 10. Remove the accumulator from the test tank fixture. .

When storing an accumulator, pressurize the accumulator to 690-827 kPa (100-120 psi). DO NOT exceed 827 kPa (120 psi). Sudden loss of the accumulator pressure can result in a projectile hazard that can cause serious injury or death.

11. Verify all labels are attached and legible. Refer to the parts book if replacements are required.

For the brake circuit, first, chock the wheels. Then, open the shut-off valves on the brake manifold. Opening the valves allows accumulator pressure to be released to the hydraulic tank. Pure dry nitrogen is the only gas approved for use in the steering accumulator. The accidental charging of oxygen, or any other gas in this component, may cause an explosion. When charging or discharging nitrogen gas in the accumulator, ensure the warning labels are observed, and the instructions regarding the charging valve are carefully read and understood. Fully charge the accumulators while installed on the truck. DO NOT handle the accumulator with lifting equipment when the accumulator pressure is above 827 kPa (120 psi). NOTE: If one accumulator is low on nitrogen, it is recommended that both accumulators be checked and/or charged at the same time.

1. With the key switch OFF, allow at least 90 seconds for the steering accumulators to depressurize. Turn the steering wheel to ensure no oil pressure remains in the accumulator. Open the shut-off valves on the brake manifold.

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02/09 J03039

2. Remove the valve guard from the accumulator gas valve. Remove the dyna seal. 3. Close all shutoff valves on manifold (5, Figure 3-23). 4. Connect the charging kit to the nitrogen supply tank, and open the valve on the tank. 5. Turn the “T” handle all the way out (counterclockwise) on charging valve adapter (6).

8. Turn the “T” handle clockwise to open the accumulator gas valve. Do not turn the “T” handle all the way down, as it will damage the valve core. 9. Set the regulator for 172 kPa (25 psi), then slightly open the nitrogen bottle and slowly fill the accumulator. The proper fill rate for these accumulators is 2 minutes.

If the nitrogen is not added slowly, the bladder may suffer permanent damage. A “starburst” rupture in the lower end of the bladder is a characteristic failure caused by charging too quickly. 10. After 172 kPa (25 psi) is obtained, close the nitrogen valve. Set the regulator for the operating pressure (refer to Table 2), based on the current ambient temperature. Then, open the nitrogen bottle and fill the accumulator.

FIGURE 3-23. NITROGEN CHARGING KIT 1. Nitrogen Bottle 2. Regulator 3. Shut-Off Valve

4. Pressure Gauge 5. Manifold 6. Charging Valve Adaptor

If the accumulators are being charged for storage, only charge to 690 - 827 kPa (100 - 120 psi). Refer to Accumulator Storage later in this chapter for more information.

11. Let the accumulator set for 15 minutes. This will allow the gas temperature to stabilize. If the desired pressure is exceeded, slowly purge pressure from the accumulator.

6. Close any bleed valves. 7. Attach the charging valve adapter to the accumulator gas valve. DO NOT loop or twist the hose.

J03039 02/09

Do not release pressure by depressing the valve core with a foreign object. High pressure may rupture the rubber valve seat.


J3-25

12. Close the valve on the nitrogen supply tank. Remove the charging manifold. 13. Check for nitrogen leaks on the accumulator using a common leak reactant. Repair leaks as necessary. 14. Install the valve cap on the charging valve. 15. Close the valves.

brake

accumulator

bleed-down

16. Check the hydraulic oil level. 17. Operate the truck and check for normal operation.

Temperature During Precharge Temperature variation can affect the precharge pressure of an accumulator. As the temperature increases, the pressure increases. Conversely, decreasing temperature will decrease the pressure. To ensure accuracy, it is necessary to adjust the charging pressure to offset temperature variations. The temperature variation is determined by the ambient temperature at the time of charging. If the accumulator is mounted on the truck, wait one hour after shutting the engine off. After an hour, measure the ambient temperature to determine the proper charging pressure. Refer to Table 2. Example: Assuming the ambient temperature is 10°C (50°F), charge the accumulator to 9294 kPa (1348 psi). TABLE 2. Relationship Between Charging Pressure and Ambient Temperature Ambient Temperature

Charging Pressure ± 70 kPa (10 psi)

-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: Pressures below 8232 kPa (1194 psi) are not recommended. The low accumulator pressure warning switch activates at 7584 ± 310 kPa (1100 ± 45 psi).

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02/09 J03039

ACCUMULATOR STORAGE

Installation

The shelf life of bladders, under normal storage conditions, is one year. Normal storage conditions consist of the bladder being heat sealed in a black plastic bag and placed in a cool, dry place away from the sun, ultraviolet, and fluorescent lights, as well as electrical equipment. Direct sunlight or fluorescent light can cause the bladder to weather check and dry rot, which appear on the bladder surface as cracks.

Follow this procedure when installing an accumulator that was in storage. This procedure also applies to newly purchased accumulators. 1. Install the pressure gauges on the accumulator and check the pressure. Refer to Accumulator Charging in this chapter.

When storing an accumulator, pressurize the accumulator to 690-827 kPa (100-120 psi). DO NOT exceed 827 kPa (120 psi). Sudden loss of the accumulator pressure can result in a projectile hazard that can cause serious injury or death. Only charge the accumulators to operating pressure while installed on the truck. DO NOT handle the accumulator with a nitrogen charge greater than 827 kPa (120 psi).

a. If the pressure is 165 kPa (24 psi) or less, slowly drain off any nitrogen and proceed to Step 2. b. If the pressure is between 172 kPa (25 psi) and 690 kPa (100 psi), set the regulator to 690 kPa (100 psi) and slowly charge the accumulator to 690 kPa (100 psi). Disconnect the pressure gauges from the accumulator. Proceed to Step 7. 2. Remove the gauges from the accumulator.

1. If the accumulator has been rebuilt, ensure there is approximately 1 liter (32 oz) of oil inside the accumulator before pressurizing. 2. Charge the accumulator to 690-827 kPa (100120 psi). Refer to Accumulator Charging in this chapter.

NOTE: Pressurizing the accumulator fully expands the bladder and holds a film of oil against the inner walls for lubrication and rust prevention. 3. The hydraulic port assembly must be covered with a plastic plug, without threads, to prevent contamination. DO NOT install a threaded plug in the hydraulic port assembly. 4. Store the accumulator in an upright position.

3. Remove the plastic dust cap from the hydraulic port assembly. 4. Lay the accumulator on a suitable work bench. Pour 1 liter (32 oz) of clean C-4 hydraulic oil into the accumulator through the hydraulic port assembly. Allow time for the oil to disperse inside of the accumulator. 5. Lay the accumulator flat and slowly roll the accumulator two complete revolutions. This provides the necessary lubrication for charging. 6. Stand the accumulator upright and secure. Install the pressure gauges and charge the accumulator first to 172 kPa (25 psi), then to 690 kPa (100 psi). Remove the gauges from the accumulator and install a plastic dust cap over the hydraulic port assembly. The fill time to reach 172 kPa (25 psi) is approximately two minutes. 7. Install the accumulator on the truck. 8. Charge the accumulator to operating pressure. Refer to Accumulator Charging in this chapter to fully charge the accumulator to the correct operating pressure.

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J3-27

BRAKE COOLING VALVE (BCV)

Specifications: SAE 10W oil . . . . . . @50°C ± 10°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (122° F ± 50° F) Solenoid Valve Off: Cracking Pressure: . . . . . 883 ± 48 kPa @ 1 - 2 l/min . . . . . . . . . . . . . . . . (128 ± 7.1 psi @ 0.3 - 0.5 gpm). .......................................... Reseat Pressure (Min.). . . . . . 786 kPa @ 1 - 2 l/min . . . . . . . . . . . . . . . . . . . . . (114 psi @ 0.3 - 0.5 gpm) Oil Leakage (Max.) . . . . . . . . 800 cc/min @ 586kPa . . . . . . . . . . . . . . . . . . . . . . . . (27 oz/min @ 85 psi)

FIGURE 3-24. BCV SCHEMATIC 1. Main Spool Valve 2. Pilot Relief Valve 3. Solenoid Valve

A: Pilot Port B: Pilot Port C: Main Return to Tank D: Pilot Port E: From Pump F: To Tank FIGURE 3-25. BRAKE COOLING VALVE (BCV) 1. Pilot Relief Valve 2. Valve Body 3. Solenoid Valve 4. Main Valve Spool 5. Restrictor Plate

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02/09 J03039

RETARDER CONTROL LEVER Due to frequent use and wear, retarder control lever (5, Figure 3-26) may occasionally require adjustment or repair.

Disassembly and Adjustment 1. Remove capscrews (7, Figure 3-27) and lockwashers (8) from the retarder control lever.

Removal

2. Remove potentiometer (9).

Adjustment of the retarder control lever or replacement of the potentiometer requires removal of the assembly from the steering column.

3. Bend tangs on washer (11) away from slots in locknut (10).

1. Tilt the steering wheel downward, and telescope the wheel towards the operator seat. Remove the top cover from the steering column.

a. Lever Disassembly If the retarder control lever is to be completely disassembled, loosen and remove locknut (10). Remove tang washer (11), spring (12), and washer (13).

1. Remove capscrews (1, Figure 3-26) and lockwashers (2) from steering column (4).

Remove set screw (14).

2. Disconnect the wiring harness from harness connector (6) on the retarder control lever.

Remove the lever and shaft assembly. If necessary, unscrew lever (17) from shaft (16) and handle (18).

3. Remove the retarder control lever.

Wash the mechanical parts in clean solvent and inspect for excessive wear, burrs, or scratches. Replace any defective parts.

Installation 1. Connect the wiring harness to harness connector (6, Figure 3-26) on retarder control lever (5). 2. Place the retarder control lever into position on steering column (4). 3. Install capscrews (1) and lockwashers (2). Tighten the capscrews to 4 N·m (36 lb in.). 4. Place the cover on the top of the steering column and return the steering wheel to its original position. 5. Recalibrate the RCM.

b. Lever Adjustments Rotational Friction Adjustment: The lever must be adjusted so that frictional force will hold the lever firmly in the position selected by the operator. At the same time, the adjustment should not be so tight as to cause the operator to use undue force to move the lever. Loosen or tighten locknut (10) to attain the proper frictional force 226 - 339 mN·m (2 - 3 lb in.) at the handle. The position of the lever should remain stationary without moving from its own weight or due to machine vibrations during truck operation. When the desired adjustment is obtained, bend the tang on washer (11) into the slots on locknut (10). Detent Adjustment: The detent that holds the lever in the OFF position can be adjusted, as well. Loosen or tighten set screw (14) to adjust the detent. The breakout force of the detent must be between 1921 - 2260 mN·m (17 - 20 lb in.).

J03039 02/09


J3-29

FIGURE 3-26. RETARDER LEVER ASSEMBLY 1. Capscrew 2. Lockwasher 3. Bracket 4. Steering Column Assembly 5. Retarder Control Lever 6. Harness Connector

J3-30

7. Capscrew 8. Lockwasher 9. Potentiometer 10. Locknut 11. Tanged Washer 12. Disc Spring


13. Internal Tang Washer 14. Set Screw 15. Housing 16. Shaft 17. Lever 18. Handle

02/09 J03039

Potentiometer Check

Assembly

Potentiometer (9, Figure 3-27) is spring-loaded to the OFF position. With the switch assembly removed from the retarder control lever, make the following checks:

1. Inspect the shaft bore and interior friction faces in housing (15, Figure 3-27). Remove any scratches or burrs, or replace the housing. Lightly lubricate the surfaces with a Multi-Purpose EP NLGI Consistency #2 grease. 2. If handle (18) or lever (17) has been removed from shaft (16), assemble as follows: a. Apply Loctite™ #271 to the threads on each end of lever (17). b. Install the lever onto shaft (16). Hand tighten, only! c. Install handle (18) onto the lever. Hand tighten, only!

FIGURE 3-27. POTENTIOMETER CONNECTOR 1. Obtain a 10 volt power supply for testing the potentiometer. 2. Connect the positive lead to the supply terminal on the potentiometer connector in Figure 3-28. 3. Connect the negative lead to the ground terminal on the connector. 4. Connect a voltmeter to the signal and ground connections. 5. Measure and record the OFF position signal voltage. 6. Rotate the potentiometer clockwise to the full ON position. Measure and record the signal voltage. 7. Determine whether the potentiometer falls within the specifications. When the potentiometer is in the OFF position, the signal voltage must be within 5 - 15% of input voltage. When the potentiometer is in the full ON position, the signal voltage must be within 75 - 95% of input voltage. % of input voltage =

(

signal voltage input voltage

3. Insert the lever, handle, and shaft assembly into housing (15). 4. Install washer (13), new spring (12) [with the outer spring diameter against washer (13), tang washer (11), and locknut (10) onto shaft (16). 5. Tighten and secure locknut (10) as described in Step 3.b. of Disassembly and Adjustment. 6. Move the lever to the full OFF (up) position. Align the slot in potentiometer (9) with the key on shaft (16) and rotate the potentiometer until the capscrew holes line up with the housing. Install washers (8) and capscrews (7) to secure the potentiometer to the housing. Tighten the socket head capscrews to 1356 - 1695 mN·m (12 - 15 lb in.). 7. Install set screw (14). Refer to Step 3.b. of Disassembly and Adjustment for adjustment procedures. 8. Install the retarder control lever on the steering column. Refer to Installation.

) x 100

NOTE: With a 10 volt power supply, the potentiometer voltage specifications are as follows: OFF position . . . . . . . . . . . . . . . . . . . . 0.5 - 1.5 volts Full ON position . . . . . . . . . . . . . . . . . . 7.5 - 9.5 volts 8. Replace the potentiometer if it does not meet these specifications.

J03039 02/09


J3-31

Retard Lever Calibration 1. Turn the key switch to the ON position. 2. Move the brake lock switch to the ON position. 3. Move the auxiliary brake switch to the ON position. 4. Move the retarder lever to the fully applied position and then back to the fully released position a minimum of three times. 5. Move the brake lock switch to the OFF position. 6. Move the auxiliary brake switch to the OFF position. 7. Access the real time monitor display items and monitor {33900 - retard lever} output. Refer to Section D, Machine Monitor for instructions on accessing the real time monitor. 8. Read and record the displayed retarder lever voltage with the lever in the released position. 9. Move the lever to the fully applied position. Read and record the displayed retarder lever voltage. 10. Access {33901 - retard lever off} on the real time monitor. Move the retarder lever back to the fully released position. Read and record the value. 11. Access {33902 - retard lever on} on the real time monitor. Move the retarder lever to the fully applied position. Read and record the value. 12. If the voltages recorded in Steps 8 & 10 match and the voltages recorded in Steps 9 & 11 match, the retard lever is properly calibrated. If the voltage readings do not match, the retarder lever has not been properly calibrated. Repeat the calibration process.

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02/09 J03039

SECTION J4 BRAKE CIRCUIT CHECKOUT INDEX

BRAKE CIRCUIT CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3 REQUIRED EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3 PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3 BRAKE CIRCUIT TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4 Initial System Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4 Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5 Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6 Low-Brake Pressure and Auto-Apply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6 Validation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7 Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7 BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-8 BRAKE CIRCUIT TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-11

J04039 03/10

Brake Circuit Checkout

J4-1

NOTES

J4-2


03/10 J04039

BRAKE CIRCUIT CHECK-OUT This chapter outlines a procedure to test the entire functionality of the brake system. The outline lists criteria that must be duplicated for the braking system to be considered operational. Follow the procedure to check the system. Refer to Brake Circuit Troubleshooting in this chapter for help in diagnosing system malfunctions.

REQUIRED EQUIPMENT The following equipment will be necessary to properly check the hydraulic brake circuit: • Hydraulic brake schematic. Refer to Section R. • Calibrated pressure gauges: Four, 0 - 21 000 kPa (0 - 3000 psi) range. • Hoses long enough to reach from the brake cabinet to the inside of the operator's cab for each pressure gauge.

.

• Clear plastic hose and a bucket for brake bleeding. Relieve pressure before disconnecting hydraulic lines. Pressurized hydraulic fluid can have sufficient force to enter a person's body by penetrating the skin. This can cause serious injury and possibly death. If fluid has penetrated the skin, seek medical treatment by a physician familiar with this injury, immediately.

• Accumulator charging kit with gauges and dry nitrogen. Refer to Section M, Special Tools NOTE: A gas intensifier pump will be required, if using "T type" nitrogen bottles.

PREPARATION The following items must be performed before proceeding with brake system checks. Depressurize system accumulators before opening hydraulic circuits or installing test gauges. For the steering circuit, turn the key switch to OFF and allow 90 seconds for the accumulators to depressurize. After 90 seconds, turn the steering wheel to verify that pressure has been purged from the circuit. If the wheels do not move, the steering circuit is safe to service. For the brake circuit, first, chock the wheels. Then, open the shut-off valves on the brake manifold. Opening the valves allows accumulator pressure to be released to the hydraulic tank.

J04039 03/10

1. Perform the steering system check to verify source pressure for the brake system is correct. Refer to Section L, Hydraulic Checkout Procedure. 2. The parking brake and slack adjusters must be properly adjusted. Refer to Section J, Parking Brake. 3. The brake accumulators must be properly charged. Refer to Section J, Brake Circuit Component Service.


J4-3

BRAKE CIRCUIT TESTING Perform the following steps to verify the brake system is operating properly. Included later in this chapter are data sheets to record the test information. The data sheets can be removed, copied, and used during the check. Steps identified with an asterisk (*) must be recorded on the data sheet.

Initial System Setup 1. Install pressure gauges at: a. Front brake test port (FB, Figure 4- 1) b. Rear brake test ports (RBL, RBR, Figure 41)

2. Close both accumulator bleeddown valves. 3. Check the position of the retarder lever and the ARSC switch. Both devices must be off. 4. * Start the engine to fill the accumulators with oil. Observe the rising brake pressure as the system charges. Brake pressure should begin to fall when the auto apply valve releases. The proper pressure during auto apply release is 11 376 ± 690 kPa (1650 ± 100 psi). This specification is applicable for both the front and rear circuits. Record the brake pressures as the auto apply releases. 5. At this point, the brakes must be bled to remove trapped air. Refer to Section J, Brake Bleeding.

c. Low accumulator pressure test port (LAP1, Figure 4- 2)

FIGURE 4-1. TEST MANIFOLD 1. Pressure Test Port

J4-4

2. Manifold


03/10 J04039

FIGURE 4-2. BRAKE MANIFOLD TEST PORTS 1. Test Ports

2. Brake Manifold

Parking Brake NOTE: Move the pressure gauge from the LAP1 test port to the parking brake or PK2 port on the brake manifold.

8. Cycle the parking brake switch several times to ensure crisp applications and release of the brake (pressure). Verify proper functioning of the pilot light.

6. Ensure the parking brake and automatic slack adjusters are properly adjusted. Refer to section J, Brake System, Parking Brake.

9. * Release the brakes. Apply the auxiliary brake switch. Ensure that the switch actuates both the parking brake and the service brakes. Release the parking brake using the parking brake switch. Record the parking brake pressure (the pressure should be zero), front brake pressure, left rear brake pressure, and right rear brake pressure. Apply the parking brake and release the auxiliary brake.

7. * Apply the brake lock or depress the brake pedal to hold the truck stationary. Release the parking brake. Record the parking brake release pressure. The proper pressure is 18 961 ± 345 kPa (2750 ± 50 psi). Verify that the parking brake pilot light on the dash turns off.

J04039 03/10

Move the pressure gauge from the parking brake circuit back to the LAP1 port.


J4-5

10. * Quickly and completely depress the brake pedal. Check the front and rear brake pressures. The correct pressure for the front and rear is 14 479 ± 517 kPa (2100 ± 75 psi) within one second. Record the front and rear brake pressures. Holding the pedal fully applied, both pressures must remain above 13 962 kPa (2025 psi) for a minimum of 20 seconds. 11. * Release the brake pedal. Brake pressure must return to zero within two seconds with no residual pressure trapped in the brakes. Record the pressures.

Brake Lock 12. * Apply the brake lock. Proper rear brake pressure is 14 479 ± 690 kPa (2100 ± 100 psi). Front brake pressure must be zero. Record the brake pressures. 13. Cycle the brake lock several times to ensure crisp application and release of brake pressure.

Low-Brake Pressure and Auto-Apply 14. Shut the engine off. Allow the steering accumulators to completely depressurize. Locate the steering pressure switch beneath the steering accumulators on the LH frame rail. Place a jumper wire across the pressure switch connector to disable the switch. 15. * Start the engine to fill the accumulators with oil. Allow the engine to operate until accumulator pressure stabilizes at or above 18 616 kPa (2700 psi). Shut the engine off. Turn the key switch back to the ON position. Slightly open the front accumulator bleeddown valve to allow the pressure to dissipate. Observe the pressure at the LAP1 port while monitoring the dash panel. The low brake pressure warning lamp must illuminate at 12 755 ± 517 kPa (1850 ± 75 psi).

16. * Brake pressures should begin to rise (auto apply) when LAP1 reaches 9653 ± 586 kPa (1400 ± 85 psi). Record the front and rear brake pressures when auto apply is actuated. 17. * Continue to allow the front accumulator to depressurize. When discharged, the brake lights and the retard lights should illuminate. The illumination of the lights confirms operation of the normally closed pressure switch that actuates at 6722 ± 172 kPa (975 ± 25 psi). Close the bleeddown valve for the front brake accumulator. 18. * Start the engine to recharge the hydraulic system. Verify that the low brake pressure warning lamp and the warning buzzer turn off at the same time. Record the LAP pressure when the warning indicators turn off. Allow the engine to operate until the brake accumulator pressure stabilizes at or above 18 616 kPa (2700 psi). 19. * Shut the engine off. Allow the steering accumulator to completely depressurize. Turn the key switch to the ON position. Slightly open the rear brake accumulator bleeddown valve and observe the LAP1 pressure. Verify that the low brake pressure warning lamp illuminates within 690 kPa (100 psi) of the pressure recorded in Step 15. 20. * Verify that the brake pressures begin to rise (auto apply) when LAP1 is within 690 kPa (100 psi) of the pressure recorded in Step 16. Record the front and rear brake pressures when auto apply is actuated. 21. Close the rear brake accumulator bleeddown valve. Remove the jumper from the steering pressure switch connector. Connect the harness connector to the pressure switch.

NOTE: The warning buzzer will not sound when the engine is off.

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03/10 J04039

Validation 22. Start the engine to recharge the hydraulic system. Allow the engine to operate until the low brake accumulator pressure stabilizes at or above 18 616 kPa (2700 psi). 23. * Shut the engine off, but leave the key switch in the ON position. Slowly depress the brake pedal every 15 seconds until the low brake accumulator pressure warning illuminates. Record the number of brake applications before the activation of the low brake accumulator pressure warning. The warning should not illuminate before the sixth brake application.

Retarding 24. Install pressure gauges at: a. Front brake test port (FB, Figure 4- 1) b. Rear brake test ports (RBL, RBR, Figure 41) c. Low accumulator pressure test port (LAP1, Figure 4- 2) 25. Start the engine to recharge the hydraulic system. Allow the engine to operate until the low brake accumulator pressure stabilizes at or above 18 616 kPa (2700 psi). 26. * Move the retarder lever to full retard. Verify that the front and rear brake pressures are at 14 479 ± 869 kPa (2100 ± 126 psi) within 1 second. Record the front and rear brake pressures. With the lever still at full retard, the brake pressures should remain above their minimum values for a minimum of 20 seconds. 27. * Quickly return the retarder lever to OFF. The front and rear brake pressures should return to zero within 2 seconds. No residual pressure trapped in the brakes is allowed. Record the pressures.

J04039 03/10


J4-7

BRAKE SYSTEM DATA SHEET

INITIAL SYSTEM SET UP

Step 4

_______________

Front brake pressure when auto apply releases: 11 376 ± 690 kPa (1650 ± 100 psi)

_______________

Left rear brake pressure when auto apply releases: 11 376 ± 690 kPa (1650 ± 100 psi)

_______________

Right rear brake pressure when auto apply releases: 11 376 ± 690 kPa (1650 ± 100 psi)

PARKING BRAKE SYSTEM

Step 7

_______________

Parking brake release pressure: 18 961 ± 345 kPa (2750 ± 50 psi)

Step 9

_______________

Parking brake pressure with emergency brake applied: 0 kPa (0 psi)

_______________

Front brake pressure with emergency brake applied: 0 kPa (0 psi)

_______________

Left rear brake pressure with emergency brake applied: 0 kPa (0 psi)

_______________

Right rear brake pressure with emergency brake applied: 0 kPa (0 psi)

SERVICE BRAKE SYSTEM

Step 10

_______________

Front brake pressure (pedal applied): 14 479 ± 517 kPa (2100 ± 75 psi)

_______________

Left rear brake pressure (pedal applied): 14 479 ± 517 kPa (2100 ± 75 psi)

_______________

Right rear brake pressure (pedal applied): 14 479 ± 517 kPa (2100 ± 75 psi)

Step 11

J4-8

_______________

Front brake pressure (pedal released): 0 kPa (0 psi)

_______________

Left rear brake pressure (pedal released): 0 kPa (0 psi)

_______________

Right rear brake pressure (pedal released): 0 kPa (0 psi)


03/10 J04039

BRAKE LOCK

Step 12

_______________

Front brake pressure (brake lock applied): 0 kPa (0 psi)

_______________

Left rear brake pressure (brake lock applied): 14 479 ± 690 kPa (2100 ± 100 psi)

_______________

Right rear brake pressure (brake lock applied): 14 479 ± 690 kPa (2100 ± 100 psi)

LOW BRAKE PRESSURE AND AUTO APPLY

Step 15

_______________

LAP pressure when warning lamp illuminates: 12 755 ± 517 kPa (1850 ± 75 psi)

Step 16

_______________

LAP pressure when auto apply occurs: 9653 ± 586 kPa (1400 ± 85 psi)

_______________

Front brake pressure after auto apply: 9653 ± 586 kPa (1400 ± 85 psi)

_______________

Right rear brake pressure after auto apply: 14 479 ± 690 kPa (2100 ± 100 psi)

_______________

Left rear brake pressure after auto apply: 14 479 ± 690 kPa (2100 ± 100 psi)

Step 17

_______________

LAP pressure when brake and retard lights illuminate: 6722 ± 172 kPa (975 ± 25 psi)

Step 18

_______________

LAP pressure when warning lamp and buzzer turn off: 12 755 ± 517 kPa (1850 ± 75 psi)

Step 19

_______________

LAP pressure when warning lamp turns on: within 690 kPa (100 psi) of the pressure recorded in Step 15

Step 20

_______________

LAP pressure when auto apply occurs: within 690 kPa (100 psi) of the pressure recorded in Step 16

_______________

Front brake pressure after auto apply: 14 479 ± 690 kPa (2100 ± 100 psi)

_______________

Right rear brake pressure after auto apply: 9653 ± 586 kPa (1400 ± 85 psi)

_______________

Left rear brake pressure after auto apply: 9653 ± 586 kPa (1400 ± 85 psi)

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J4-9

VALIDATION

Step 23

_______________

Number of applications to LAP pressure warning: 6 or more

_______________

Front brake pressure (retarder applied): 14 479 ± 869 kPa (2100 ± 126

RETARDING

Step 26

psi)

_______________

Left rear brake pressure (retarder applied): 14 479 ± 869 kPa (2100 ± 126 psi)

_______________

Right rear brake pressure (retarder applied): 14 479 ± 869 kPa (2100 ± 126 psi)

Step 27

_______________

Front brake pressure (retarder off): 0 kPa (0 psi)

_______________

Left rear brake pressure (retarder off): 0 kPa (0 psi)

_______________

Right rear brake pressure (retarder off): 0 kPa (0 psi)

Machine __________________

Unit No. _______________

S/N ______________

Name of Inspector ___________________________________

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03/10 J04039

BRAKE CIRCUIT TROUBLESHOOTING POSSIBLE CAUSES


PROBLEM: The Brakes are Locked, Service and/or Parking Parking brake solenoid is de-energized.

Check power to solenoid

Connections to tank and pressure ports reversed.

Correct the plumbing.

Parking brake solenoid coil defective.

Replace coil.

Parking brake solenoid valve defective.

Replace solenoid valve.

Tank line is plugged or restricted.

Remove restriction.

PROBLEM: Both Brake Circuits are Dragging Tank line has back pressure.

Ensure tank line has no back pressure.

Pedal set screw out of adjustment; residual pressure.

Adjust pedal deadband.

PROBLEM: One Brake Circuit is Dragging Obstruction in the brake valve subassembly.

Remove obstruction.

Brake valve is out of balance.

Adjust balance according to instructions.

Actuator piston defective.

Replace piston.

Brake valve is defective.

Rebuild or replace brake valve assembly.

A relay valve is defective

Rebuild or replace relay valve assembly.

PROBLEM: The Brakes are Not Going to Full Pressure Internal malfunction of modulating section of brake valve.

Remove, disassemble, clean, and inspect brake valve.

Supply pressure is low.

Check steering/brake pump system and accumulators.

Improper collar adjustment on brake valve.

Adjust collars according to instructions.

PROBLEM: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied Short in electrical system.

Check wiring.

Brake accumulator bleeding down.

Bleeddown valve open; close valve.

Differential pressure switch defective.

Check brake valve; replace switch assembly.

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J4-11

POSSIBLE CAUSES


PROBLEM: A Low Brake Pressure Warning Occurs When Brakes are Applied Leak or other malfunction in one brake circuit.

Inspect brake system and repair leaks.

Brake valve balance is out of adjustment.



Replace the switch.

A relay valve is defective

Inspect and repair relay valve(s)

PROBLEM: Differential Pressure Warning Circuit activates Briefly When Brakes are Applied or Released Brake valve out of balance (not tracking).



Replace the switch.

Accumulator precharge/leak.

Check accumulators and recharge if necessary.

Problem in brake valve subassembly.

Remove, disassemble, clean, and inspect brake valve assembly or replace it.

Relay valve defective

Inspect and repair relay valve(s)

Air in one brake circuit.

Bleed brakes.

Minor leak in one circuit.

Inspect brake system and repair leaks.

PROBLEM: The Differential Pressure Warning Circuit is not Operating Low brake pressure lamp is burned out.

Replace bulb.

Electrical problem.

Check switch circuit wiring.

Differential pressure switch is defective.

Replace switch assembly.

Problem in brake valve assembly.

Remove, disassemble, clean, and inspect, or replace brake valve.

Retard Control Monitor defective

Replace RCM.

PROBLEM: The Low Pressure Warning Circuit Not Operating Properly The low brake pressure lamp is burned out.

Replace the bulb.

The electrical circuit is open.

Check switch circuit wiring.

Pressure switch defective.

Replace the pressure switch.

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03/10 J04039

POSSIBLE CAUSES


PROBLEM: Trucks veers to Left (or Right) when brakes are applied. Hoses between proportional pressure control valve (PPC) and rear relay valve are crossed.

Reconnect hoses to correct ports.

Malfunction in one proportional pressure control valve circuit.

Rebuild or replace PPC valve.

Malfunction in rear relay valve.

Rebuild or replace relay valve.

RCM requires calibration.

Calibrate. Refer to RCM Calibration in this chapter.

PROBLEM: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM Excessive internal leakage in a component.

Check all steering and brake system components.

Steering accumulator precharge too high or too low.

Check steering accumulator precharge.

Brake valve plumbed incorrectly.

Correct plumbing.

Internal leakage in brake valve assembly.

Replace brake valve assembly.

Internal leakage in relay valve assembly.

Rebuild or replace relay valve

Steering/brake pump is worn.

Rebuild or replace pump.

Pump compensator not adjusted correctly.

Adjust pump pressure control.

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J4-13

POSSIBLE CAUSES


PROBLEM: Low Pressure Warning is On Even Though System Pressure is Proper Short in electrical system.

Check wiring.

Pressure switch is defective.

Replace the switch.

PROBLEM: Low Pressure Warning Comes On and Pressure is Low Steering circuit is malfunctioning.

Check steering circuit pressures.

The pump is worn.

Rebuild or replace pump.

PROBLEM: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off Accumulator bleeddown valve is open.

Close valve, check precharge.

Accumulator precharge is low.

Recharge accumulator

Leak in one circuit.

Check plumbing.

Malfunction in brake valve.

Disassemble and clean, or replace.

PROBLEM: A "Squeal" is Heard When Controller is Operated Rapid operation of controller.

Normal

Brake Valve assembly is damaged.

Replace the brake valve assembly.

Hydraulic oil is too hot.

Check entire hydraulic system for restriction etc.

PROBLEM: The Output Pressure At Controller is Correct but Brakes are Not Applying Brake lines are blocked or improperly connected.

Check plumbing.

PROBLEM: The Brake Pressures Drift Excessively While Pedal is Held Steady Contamination in brake valve assembly.

Disassemble and clean, or replace.

Damage in brake valve assembly.

Repair or replace brake valve assembly.

Relay valve malfunctioning

Repair or replace relay valve assembly.

PROBLEM: Oil is Leaking Around the Pedal Base Defective seal on top of brake valve.

J4-14

Replace the seal.


03/10 J04039

SECTION J5 FRONT WET DISC BRAKES INDEX

FRONT WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3 BRAKE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4 Checking Disc Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4 FRONT BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-8 Floating Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-11 BRAKE BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-14

J05022

Front Wet Disc Brakes

J5-1

NOTES

J5-2


J05022

FRONT WET DISC BRAKES The oil cooled wet disc brakes mounted on the front wheels are similar in design and operation to the rear wet disc brakes. The front brake assembly uses the following major components (refer to Figure 5-1):

• Twelve friction discs (4) • Eleven separator plates (3) • Two damper discs (2) • Piston (1) • Cylinder (8) • Ring gear (7) • Wheel Hub (5) • Floating seal (6)

Ring gear (7) is internally splined to retain the dampers (2) and separator plates (3). The separator plates are alternately placed between the friction discs (4). The friction discs are splined to wheel hub (5). The inboard side of the assembly contains piston (1) which is activated by hydraulic pressure supplied by the brake valve through the front relay valve. As hydraulic pressure is applied, the piston moves to compress the rotating friction faced discs against the stationary steel discs. The friction forces that are generated resist the rotation of the wheel hub/wheel. As hydraulic pressure increases, friction forces are increased and wheel rotation is slowed until maximum force is reached and the wheel is stopped. The complete brake disc pack is cooled by hydraulic oil. The low pressure cooling circuit is completely isolated from the high pressure, piston apply circuit. Cooling oil flows from the hydraulic tank to the tandem front and rear brake cooling pump. Cooling oil flows from one section of the pump to the front wet disc brake cooling circuit.

J05022

FIGURE 5-1. FRONT DISC BRAKE ASSEMBLY (Installed on spindle with wheel hub) 1. Piston 2. Damper 3. Separator Plate 4. Friction Disc


5. Front Wheel Hub 6. Floating Seal 7. Ring Gear 8. Cylinder

J5-3

BRAKE MAINTENANCE A Brake Cooling Valve (BCV) is located in the circuit. If activated (no brake apply signal) 50% of the cooling oil will be routed directly back to tank. If the BCV is not activated (due to the presence of a brake signal) then 100% of the oil is routed through the front brake cooling oil circuit. After the cooling oil has passed through the brake, the oil is routed through a one way orifice check valve. This valve provides a back pressure of 448 kPa (65 psi) in the front brake cooling circuit. Cooling oil pressure returns the piston when the brakes are not applied. NOTE: If cooling oil pressure falls below 448 kPa (65 psi), the piston may not fully release the brake discs causing premature wear. After passing through the check valve, cooling oil flows through the heat exchanger and then back to tank.

Brake disc wear must be checked every 1000 hours. using the wear indicator tool. Refer to Section M, Special Tools. The brake disc wear indicator tool is inserted in the wear gauge port on the inside of the brake assembly. Figure 5-2 shows the front brake location. Refer to Rear Wet Disc Brakes in this section for rear wheel plug location. Checking Disc Wear 1. Place the shift lever in NEUTRAL, apply the parking brake, and turn the key switch to OFF. Allow the steering accumulators to depressurize. Chock the wheels. 2. Open the bleeddown valves on the brake manifold in the hydraulic cabinet to relieve pressure from the brake accumulators. Close the valves after pressure is relieved.

Before removing wear gauge plugs, depressurize system accumulators before opening hydraulic circuits or installing test gauges. For the steering circuit, turn the key switch to OFF and allow 90 seconds for the accumulators to depressurize. After 90 seconds, turn the steering wheel to verify that pressure has been purged from the circuit. If the wheels do not move, the steering circuit is safe to service. For the brake circuit, first, chock the wheels. Then, open the shut-off valves on the brake manifold. Opening the valves allows accumulator pressure to be released to the hydraulic tank. 3. Thoroughly clean the exterior of the brakes, especially the area surrounding the wear gauge plugs. 4. Remove wear gauge plug (4, Figure 5-2) and install the wear gauge as shown in Figure 5-3. 5. Start the engine and allow the steering system to stabilize and the brake accumulators to fill.

J5-4


J05022

6. While fully applying the service brake pedal, check brake wear as follows: a. Push the wear gauge in until it contacts the brake piston. Check the position of front brake marker (3, Figure 5-3). If the marker goes in beyond the face of the case (5), the disc pack is worn beyond maximum wear limits. The brakes must be repaired. b. If the marker does not go beyond the face of the case, brake disc wear is still within allowable limits. NOTE: If the mark is close to the face, perform more frequent inspections. 7. Release the brakes. Shut off the engine, and allow the steering accumulators to depressurize. Open the brake accumulator bleeddown valves to relieve pressure from the brake system. Close the valves after all pressure is relieved. FIGURE 5-2. TOOL INSTALLATION LOCATION 1. Front Brake Assembly 2. Cooling Oil Ports

3. Bleeder Plugs 4. Wear Gauge Plug

8. Remove the wear indicator tool and install wear gauge plug (4, Figure 5-2). 9. Repeat this procedure for the remaining front brake. Refer to Section J, Rear Wet Disc Brakes for instructions on checking rear brake wear. NOTE: Checking disc wear in all four brake assemblies is recommended. Disc wear in one brake assembly may be different from the other due to dissimilar operation of parts and/or haul profiles.

10. Refill the hydraulic tank, as required. 11. If brake repairs are necessary, refer to the rebuild instructions in this section and in section J6 for the rear brakes.

FIGURE 5-3. BRAKE WEAR TOOL 1. Handle 2. Rod 3. Front Brake Marker

J05022

4. Rear Brake Marker 5. Face of the Case

Brake assemblies on the same axle must be rebuilt at the same time. DO NOT rebuild brake assemblies individually.


J5-5

FRONT BRAKE ASSEMBLY Removal 1. The wheel hub and brake must be removed as an assembly. Remove the front wheel hub and brake, then remove the wheel hub. Refer to Section G, Front Wheel Hub and Spindle. 2. Position the brake assembly on the floor as shown in Figure 5-4 to prepare for disassembly.

Installation 1. The wheel hub and brake must be installed as an assembly. Install the assembly onto the spindle. Refer to Section G, Front Wheel Hub and Spindle for instructions.

Disassembly NOTE: Etch orientation marks onto the profile of major exterior components before disassembly to ensure correct assembly. 1. Position the brake assembly on a clean work surface as shown in Figure 5-4. 2. Attach lifting apparatus to seal retainer (2). The weight of the retainer is approximately 23 kg (51 lb). Lift the retainer off of the brake. 3. Remove lip seal (3), O-ring (15) and floating seal (4) from the retainer. 4. Remove capscrews and flatwashers (5) from brake hub (6). 5. Attach lifting apparatus to brake hub (6). The weight of the hub is approximately 62 kg (137 lb). Lift the hub off of the brake. 6. Remove O-ring (1) and floating seal (4) from the brake hub.

FIGURE 5-4. BRAKE ASSEMBLY 1. O-Ring 2. Seal Retainer 3. Lip Seal 4. Floating Seal 5. Capscrew & Washer 6. Brake Hub 7. Ring Gear 8. Separator Plate 9. Friction Disc

10. Damper 11. Capscrew & Washer 12. Piston 13. O-Ring 14. Cylinder 15. O-Ring 16. Piston Seals 17. O-Ring

7. Remove the brake discs. The brake contains two dampers (10), eleven separator plates (8) and twelve friction discs (9). Note the orientation and order of the discs for assembly. The discs must be reassembled correctly to ensure proper oil flow.

J5-6


J05022

8. Remove capscrews and flatwashers (11). 9. Attach lifting apparatus to ring gear (7). The weight of the gear is approximately 99 kg (218 lb). Lift the gear off of cylinder (14). 10. Remove piston (12). If piston removal is difficult, use air pressure to push the piston out of the cylinder bore. Remove two piston seals (16) from the piston. 11. Remove two O-rings (3, Figure 5-5) from the bleeder ports. 12. Remove O-ring (13) and O-ring (17) from cylinder (14). 13. Discard lip seal (3) and all O-rings.

Cleaning and Inspection 1. Clean all parts thoroughly prior to inspection. 2. Remove and discard the O-rings from each floating seal (4, Figure 5-4). Inspect the polished mating surfaces of the seal ring for scratches or other damage. Inspect the contact band on the mating faces to determine the amount of wear. A new seal has a contact band (dimension "A", Figure 5-6) approximately 1.6 mm (0.06 in.) wide. As wear occurs, the contact band will widen slightly as shown by dimension "B". The band widens and migrates inward until the inside diameter is reached. At this point, the entire seal assembly must be replaced. Remaining seal life can be estimated by the width of the contact band.

FIGURE 5-6. SEAL WEAR PROGRESSION FIGURE 5-5. BLEEDER PORT O-RINGS 1. Cylinder 2. Bleeder

3. O-Ring 4. Gear

3. Inspect cylinder (14, Figure 5-4) for nicks or scratches in the seal area. If nicks or scratches cannot be removed by polishing, replace the cylinder. 4. Inspect the piston and the seal grooves for damage. 5. Inspect the friction discs, separator plates, and damper plates for friction material wear, warping and tooth wear. Refer to Table 1 for wear limits.

J05022


J5-7

Assembly TABLE 1. FRONT BRAKE INSPECTION ITEM

NEW

WEAR LIMIT

Separator Plate

2.4 mm (0.095 in)

2.15 mm (0.085 in)

Disc

5.1 mm (0.201 in)

4.6 mm (0.181 in)

Damper

6.9 mm (0.272 in)

5.1 mm (0.201 in)

Disc Warping

0.45 mm (0.018 in)

0.7 mm (0.028 in)

Separator Plate Warping

0.50 mm (0.012 in)

0.7 mm (0.028 in)

Assembled Thickness of Discs And Plates

101.4 mm (3.992 in)

93.4 mm (3.667 in)

NOTE: Before assembling the floating seals, use alcohol to remove the white powder from the O-ring surfaces. 1. Refer to Floating Seal Installation in this chapter for proper seal installation instructions. a. Install the floating seals in seal retainer (2, Figure 5-4) and brake hub (6). b. After installing the floating seal in the hub, measure dimension "A" (Figure 5-7). Measure from the top of the hub to the top of the seal ring at four places around the circumference. Verify that the measurement is within 1 mm (0.039 in). Adjust the seal as necessary to meet this criteria. c. Repeat this process for dimension "A" on the seal retainer. The four measurements must be within 1 mm (0.039 in). Adjust the seal as necessary to meet this criteria.

FIGURE 5-7. SEAL INSTALLATION NOTE: When assembling the brake, use the etch marks made during disassembly to properly orient components. NOTE: Use new seals and O-rings during assembly.

J5-8


J05022

FIGURE 5-8. ASSEMBLING THE BRAKE 1. Ring Gear 2. Brake Hub 3. Seal Retainer

4. Wheel Hub 5. Floating Seals 6. Cap Screw & Washer

2. Apply Loctite # 648 to the outside circumference of lip seal (3, Figure 5-4). Use a press and pusher tool to install the lip seal in brake hub (6). Lubricate the lip area with clean hydraulic oil. 3. Lubricate O-ring (1) with clean hydraulic oil and install onto brake hub (6). 4. Lubricate O-ring (15) with clean hydraulic oil and install into seal retainer (2). 5. Position wheel hub (4, Figure 5-8) on the floor as shown. 6. Lubricate the sliding surfaces of the floating seals with clean engine oil (SAE 30-40).

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7. Attach lifting apparatus to seal retainer (3). The weight of the retainer is approximately 23 kg (51 lb). Lift the retainer onto the wheel hub. Verify that the retainer is properly seated in the hub. 8. Attach lifting apparatus to brake hub (2). The weight of the hub is approximately 62 kg (137 lb). Lift the hub into position on the assembly. 9. Check the position of the floating seals. Measure dimension (C, Figure 5-9) in four places. The distance must be 90 ± 1 mm (3.54 ± 0.039 in.). Adjust as necessary. 10. Attach lifting apparatus to ring gear (1, Figure 58). The weight of the gear is approximately 99 kg (218 lb). Lift the gear into position onto brake hub (2).


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11. Install cap screws and washers (6). Tighten the cap screws to 549 ± 58 N·m (405 ± 43 lb ft). 12. The front brake contains eleven separator discs, twelve friction discs. and two dampers. Install the discs in the following order: a. Insert the first damper disc. Place the cork face against the piston. b. Insert a friction disc. c. Insert one separator plate. Align the notches with the damper disc notches as noted during disassembly. d. Continue installing separator plates separated by friction discs. The internal teeth must be kept in alignment when the friction discs are installed. e. Install the remaining damper disc. Place the cork side facing upward against the brake hub. Align the notches with the separator plates.

FIGURE 5-9. SEAL POSITION CHECK 1. Brake Hub

2. Seal Retainer

13. Lubricate piston seals (16, Figure 5-4) with clean hydraulic oil and install onto piston (12). 14. Place piston (12) into position on the brake discs. 15. Lubricate O-ring (17) with clean hydraulic fluid and install onto cylinder (14). 16. Lubricate two O-rings (3, Figure 5-5) with clean hydraulic oil and install onto ring gear (7, Figure 5-4). The two O-rings seal the ports between the ring gear and the cylinder. 17. Install guide studs into the ring gear. Failure to use guide studs could cause the O-rings between the bleeder ports to be twisted during assembly. 18. Attach lifting apparatus to cylinder (14). The weight of the cylinder is approximately 132 kg (291 lb). Lift the cylinder into position on the brake. 19. Install cap screws and flatwashers (11). Tighten the cap screws to 549 ± 58 N·m (405 ± 43 lb ft). 20. Lubricate O-ring (13) with clean hydraulic fluid and install onto cylinder (14).

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Floating Seal Installation Failures are usually caused by combinations of factors rather than one single cause. Most failures are a result of assembly error. Adhere to the following instructions to properly install floating seals.

Floating seals must be installed in matched pairs. The seal rings must either be new or have been previously mated together in operation. DO NOT mate a new ring with a used ring, or two used rings that have not previously been mated together. Always install new toric rings (O-rings).

1. Inspect the seal surfaces and mounting cavities for scratches or nicks that may damage the seals. If scratches are present, hone and clean the damaged area. Remove any oil, dust, protective coating or other foreign matter from the metal seal rings, the toric rings, and both the housing and seal ring ramps. Use a non-petroleum base, rapid drying solvent that leaves no film. Allow surfaces to dry completely. Use clean, lint-free material such as "Micro-Wipes #05310" for cleaning and wiping. NOTE: Oil from adjacent bearing installations or seal ring face lubrication must not get onto the ramp or the toric. Oil is not allowed on the seals until after both seal rings are together in their final assembled position. 2. Install the rubber toric on the seal ring, and ensure it is straight. Verify the toric ring is not twisted and that it is seated against the retaining lip of the seal ring ramp. Use the flash line as a reference guide to eliminate twist. The flash line must be straight and uniform around the toric.

FIGURE 5-10. SEAL TERMINOLOGY 1. Seal Ring 2. Rubber Toric 3. Housing Retainer Lip 4. Housing Ramp 5. Seal Ring Housing

6. Seal Ring Face 7. Seal Ring Ramp 8. Seal Ring Retainer Lip 9. Installation Tool Handle the seal carefully. Nicks and scratches on the seal ring face cause leaks.

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J5-11

3. Verify that the surfaces of both the toric ring and the housing ramp are clean. Spray solvent on the toric ring. 4. With all surfaces of the toric ring wet, use an installation tool to push the toric ring under the housing retaining lip. NOTE: Refer to Section M, Special Tools, for information on floating seal installation tools.

Toric rings can twist during adjustments or if there are burrs or fins on the housing retaining lip. Verify the rings are not twisted. A bulging or cocked seal will lead to eventual failure.

TWISTED TORIC RING

5. Use a vernier caliper to check the variation of the assembled height. Check the assembled height in four places, 90° apart. Height variation around the assembled ring must be within 1.0 mm (0.0391 in). If the assembled height variation is more than 1.0 mm (0.0391 in), remove the toric ring and repeat the installation.

When properly assembled, toric rings will roll on the ramps during operation. The toric rings must not be allowed to slip on the ramps of either the seal ring or the housing. To prevent slippage, wait at least two minutes. Let the solvent evaporate before further assembly. If correct installation is not obvious, repeat the installation.

ASSEMBLED HEIGHT

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CORRECT INSTALLATION


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7. Apply a thin film of clean engine oil (SAE 30-40) on the seal faces. Use a lint-free applicator or a clean finger to distribute the oil evenly. DO NOT allow oil to come in contact with the rubber toric rings or their mating surfaces. Before assembling both the seals and housing together, wait at least two minutes. Let all solvent evaporate. Solvent may still be trapped between the toric and the housing ramp.

INCORRECT INSTALLATION

6. Wipe the polished metal seal surfaces with clean solvent to remove any foreign material or fingerprints. No foreign particles of any kind are allowed on the seal ring faces. Something as small as a paper towel fiber will hold the seal faces apart and cause leakage.

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J5-13

10. During assembly, ensure both housings are in correct alignment, are square and concentric. Move the parts slowly and carefully toward each other. Do not slam, bump or drop the seals together. High impact can damage the seal face and cause leakage.

BRAKE BLEEDING 1. Chock the wheels. 2. Verify that the brake hydraulic circuit is functioning properly. Refer to Section J, Brake Circuit Checkout. 3. Verify that the bleed-down valves on the brake manifold are closed. 4. Check the hydraulic tank oil level and fill, if necessary. 5. Start the engine and allow the accumulators to fill. 6. Install a clear hose onto a bleed valve on the back of the brake housing. Route the hose to a container. 7. With the brake pedal partially depressed, slowly open the bleed valve. Bleed valve (2, Figure 511) vents the cooling oil. Bleed valve (1) vents the piston. Close the bleeder valve when clear oil (free of air/bubbles) exits the bleeder. Repeat at the remaining valve.

FIGURE 5-11. BLEEDER PORTS 1. Piston Bleed Valve

2. Brake Cooling Bleed Valve

10. Repeat at the remaining brake housings. 11. Shut the engine off, and allow the steering accumulators to depressurize. 12. Check the hydraulic tank oil level and fill as necessary.

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SECTION J6 REAR WET DISC BRAKES INDEX

REAR WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4 Checking Brake Disc Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J6-4 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-6 BRAKE REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-8 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-8 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9 Floating Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-11 WET DISC BRAKE BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14

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Rear Wet Disc Brakes

J6-1

NOTES

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REAR WET DISC BRAKES DESCRIPTION A wet disc brake assembly, similar to the front wheel brakes, is mounted on both sides of the differential on the final drive housing, inboard from the wheel hub and planetary drive. This assembly contains the following major components (refer to Figure 6-1):

Dynamic retarding is also a function of the brakes. When the retarder lever is actuated, both the front and rear wheel brakes apply. Dynamic retarding is used to slow the truck during normal truck operation or to control speed while descending a grade.

• Ring gear (4) • Inner gear (9) • Two damper discs (16) • Six separator plates (12) • Seven friction discs (13) • Piston assembly (3) • Floating seal assembly (5)

OPERATION Housing (4, Figure 6-1) is internally splined to retain steel damper (16) and separator discs (12). The separator discs are alternately placed between the friction faced discs (13) which are splined to rotating inner gear (9). The inboard side of the assembly contains piston assembly (3) which is actuated by hydraulic pressure from either the service brake treadle valve or the retarder. As hydraulic pressure is applied, the piston moves and compresses the rotating friction faced discs against the stationary steel discs. The friction forces that are generated resist the rotation of the wheels. As hydraulic pressure increases, friction forces are increased and wheel rotation is slowed until maximum force is reached and the wheel is stopped. The complete brake disc pack is cooled by hydraulic oil. The cooling oil circuit is a low-pressure circuit which is completely isolated from the high-pressure piston apply circuit. Cooling oil flows from the tank to the brake cooling pump. Pump oil then flows to the brake assembly housing (from the outside of the housing inward to the rotating hub for maximum cooling). The oil then flows through a heat exchanger and two filters, back to the hydraulic tank. Additional cooling circuit oil is supplied by the hoist valve when the body is not being raised.

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FIGURE 6-1. REAR DISC BRAKE ASSEMBLY 1. Rear Axle 2. Cylinder 3. Piston 4. Ring Gear 5. Floating Seal Assembly 6. Wheel Hub 7. Retainer 8. Floating Seal Assembly


9. Inner Gear 10. Seal Retainer 11. Hub 12. Separator Plate 13. Friction Disc 14. Housing Drain Plug 15. Piston Cavity Plug 16. Damper 17. Capscrews 18. O-Ring

J6-3

MAINTENANCE Brake disc wear must be checked every 1000 hours using the brake disc wear tool (refer to Section M, Special Tools). The brake disc wear tool is inserted in the wear gauge port on the brake assembly cylinder. Figure 6-3 shows the rear brake wear tool port location. Refer to Front Wet Disc Brakes, earlier in this section, for the port location on front wheel brakes.

Checking Brake Disc Wear

FIGURE 6-2. BRAKE DISC WEAR TOOL 1. Handle 2. Indicator Rod 3. Front Brake Marker

4. Rear Brake Marker 5. Face

Before removing plugs or hydraulic connections, depressurize the steering and brake accumulators. The steering accumulators can be depressurized by turning the key switch OFF and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel. No front wheel movement should occur. Open the bleed down valves located on the brake manifold in the brake cabinet. This will allow both accumulators for the rear brakes and front brakes to depressurize. Before disabling the brake circuit, chock the wheels of the truck to prevent possible movement. 1. Place the range selector in NEUTRAL, apply the parking brake, and turn the key switch OFF. Wait 90 seconds to allow the steering accumulators to bleed down completely. Place wheel chocks around the wheels of the truck. 2. Open the bleed-down valves on the brake manifold in the brake cabinet and bleed all pressure from the brake accumulators. Close the valves after pressure is released. 3. Thoroughly clean the brake assemblies, especially the area surrounding the wear tool ports. 4. Remove wear tool plug (4, Figure 6-3) and install the wear tool shown in Figure 6-2. 5. Start the engine and allow the steering system to stabilize and the brake accumulators to fill.

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FIGURE 6-3. TOOL INSTALLATION LOCATION 1. Rear Brake Assembly 2. Cooling Oil Ports


3. Bleeder Ports 4. Wear Tool Port/Plug

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6. While fully applying the service brake pedal, check brake wear as follows: a. Push the wear gauge in until it contacts the brake piston. Check the position of the stamped mark on rod (2, Figure 6-2). If the stamped mark goes in beyond face (5), the disc pack is worn past the maximum safe wear limits. The brakes must be repaired, immediately. NOTE: In the following procedures, observe the correct mark on the wear tool indicator rod (2, Figure 6-2). Marker (4) is used when measuring rear brake disc wear and marker (3) is used when measuring front brake disc wear b. If the stamped mark on the rod does not go beyond the face of the case, disc wear is still within allowable limits. NOTE: If the mark is near the face, perform inspections more frequently.

11. Refill the hydraulic tank as required. 12. If brake repairs are necessary, refer to Brake Rebuild, later in this chapter.

REMOVAL 1. Remove the rear rims and tires, the planetary drive, and the wheel hubs. Refer to Section G, Drive Axle, Spindles and Wheels for instructions.

Install floating seal assembly retainer tools (3, Figure 6-4), at three equal spaced locations. The tools retain the floating seal assembly when the brake is removed from the rear axle. If the retainer tools are not installed, seal damage will occur!

7. Release the brakes. Shut the engine off, and allow the steering accumulators to bleed down. 8. Open the brake accumulator bleed-down valves to remove all pressure from the brake system. Close the valves after all pressure is released. 9. Remove the brake disc wear tool and reinstall the port plug. 10. Repeat this procedure at the remaining disc assemblies.

Check disc wear in all four brake assemblies during inspections. Disc wear in one brake assembly may be different from the other due to dissimilar operation of parts and/or haul profiles. Therefore, one side may exceed maximum wear limits while the other side may be within limits.

2. If not done previously, use a suitable container to drain the brake cooling oil tank. The capacity of the tank is 576 liters (152 gal). 3. Remove the drain plugs and drain the oil from the brake housing and piston cavity. Open the bleeder valves at the top of the brake assembly to facilitate oil removal. 4. Remove the cooling oil inlet and outlet tubes from the inner side of the brake assembly. Remove the brake apply line. Plug all openings to prevent contamination. 5. Attach a suitable lifting device to the brake assembly. The brake assembly weighs approximately 1100 kg (2424 lb).

Brake assemblies on the same axle must be rebuilt at the same time. Never rebuild brake assemblies, individually.

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J6-5

INSTALLATION 1. Attach a suitable lifting device to the brake assembly. The brake assembly weighs approximately 1100 kg (2425 lb). The brake housing must be properly oriented to align with the hydraulic connections and mounting holes on the inner side. Place O-ring (18, Figure 6-5) into position and ensure the O-ring remains in place during installation. 2. Move the brake assembly into position against the flange on the axle. Coat mounting capscrew threads (17, Figure 6-5) with Three Bond (p/n TB1374 or 09940-00030). Install the capscrews and washers, and tighten to 1715 ± 195 N·m (1258 ± 144 lb ft). FIGURE 6-4. BRAKE ASSEMBLY REMOVAL 1. Brake Assembly 2. Lifting Device

3. Floating Seal Retaining Tool

6. Remove capscrews and washers (17, Figure 65). Carefully lift the brake assembly outward until it is clear of the rear axle. 7. Move the brake assembly to a clean work area for disassembly.

3. Measure the distance between the inner gear and the hub, as shown in Figure 6-6. Measure in four places 90° apart. Dimension "A" should be 118 ± 1.0 mm (4.65 ± 0.04 in.). Record the measurement. 4. Install the cooling lines on the rear of the brake housing. Install the brake apply line. 5. Install floating seal (8, Figure 6-5) and retainer (7). 6. Install the wheel hubs, the planetary drive, and the rear rims and tires. Refer to Section G, Drive Axle, Spindles and Wheels for instructions. 7. Fill the hydraulic tank. 8. Bleed the entire brake system. Refer to Wet Disc Brake Bleeding Procedure later in this chapter.

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FIGURE 6-6. SEAL POSITION CHECK 1. Ring Gear 2. Hub

3. Inner Gear

FIGURE 6-5. REAR DISC BRAKE ASSEMBLY 1. Rear Axle 2. Cylinder 3. Piston 4. Ring Gear 5. Floating Seal Assembly 6. Wheel Hub 7. Retainer 8. Floating Seal Assembly

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9. Inner Gear 10. Seal Retainer 11. Hub 12. Separator Plate 13. Friction Disc 14. Housing Drain Plug 15. Piston Cavity Plug 16. Damper 17. Capscrews 18. O-Ring


J6-7

BRAKE REBUILD Disassembly NOTE: Match mark brake assembly components to ensure correct orientation of parts during reassembly. 1. Position the brake assembly on a work surface, as shown in Figure 6-7. 2. Install a suitable lifting device on inner gear (1, Figure 6-7) or on the wheel hub. Remove seal retainer tools (3, Figure 6-4). 3. Carefully, lift the inner gear from the assembly.

Damage to the floating seal may result when removing the inner gear. Use caution and remove the gear, slowly. 4. Remove capscrews and flatwashers (5) from hub (6). 5. Lift the hub from ring gear (7). 6. Note the order of assembly of the discs. Remove dampers (10), separator plates (8) and friction discs (9). Also note the notches at seven locations on the periphery of the damper plates and separator plates. The discs must be reassembled correctly to ensure proper oil flow. 7. Remove capscrews and flatwashers (11). Remove ring gear (7) from cylinder (14). 8. Remove piston (12).

FIGURE 6-7. BRAKE ASSEMBLY COMPONENTS 1. Inner Gear 2. Seal Carrier 3. Lip Seal 4. Floating Seal 5. Capscrew & Washer 6. Hub 7. Ring Gear 8. Separator Plate 9. Friction Disc

10. Damper 11. Capscrew & Washer 12. Piston 13. O-Ring 14. Cylinder 15. O-Ring 16. Piston Seals 17. O-Ring

NOTE: If piston removal is difficult, plug any open ports at the piston apply pressure passages. Slowly apply air pressure at one port to push the piston out of the cylinder bore. 9. Remove the two halves of floating seal assembly (4). 10. Remove and discard all O-ring seals. 11. Remove lip seal (3) from the bore of hub (6).

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Cleaning and Inspection 1. Clean all parts thoroughly prior to inspection. 2. Remove and discard the toric rings from floating seal assembly (4, Figure 6-7) in the seal retainer and the hub. Inspect the seal ring polished (mating) surfaces for scratches or other damage. Inspect the contact band on the mating faces for excessive wear. Replace damaged or excessively worn components. NOTE: A new seal will have a contact band (dimension "A", Figure 6-8) approximately 1.6 mm (0.06 in.) wide. As wear increases, the contact band will widen slightly (dimension "B") and migrate inward until the inside diameter is reached and the entire seal assembly must be replaced. Remaining seal life can be estimated by the width of the contact band.

TABLE 1. REAR BRAKE INSPECTION ITEM

NEW

WEAR LIMIT

Damper

7.6 mm (0.299 in.)

5.8 mm (0.228 in.)

Separator Plate

3.1 mm (0.122 in.)

2.85 mm (0.112 in.)

Separator Plate Warping

0.50 mm (0.020 in.)

0.7 mm (0.028 in.)

Friction Disc

6.7 mm (0.264 in.)

6.2 mm (0.244 in.)

Friction Disc Warping

0.70 mm (0.028 in.)

0.9 mm (0.004 in.)

Assembled Thickness of Plates and Discs

80.70 mm (3.177 in.)

75.2 mm (32.961 in.)

Assembly Clean all parts, and check for dirt or damage. Coat the sliding surfaces of all parts with hydraulic oil before installing.

NOTE: When assembling the floating seals, use alcohol to remove all of the white powder from the Oring surface before assembling.

FIGURE 6-8. SEAL WEAR PROGRESSION

1. Refer to Floating Ring Seal Assembly/Installation in this chapter for proper seal installation procedures. a. Install floating seal assembly (4, Figure 6-7) to seal carrier (2) and hub (6).

3. Inspect piston cylinder (14, Figure 6-7) for nicks or scratches in the piston seal area. If nicks or scratches cannot be removed by polishing, replace the cylinder. 4. Inspect the piston seal assembly grooves for damage. Replace if necessary. 5. Inspect friction discs, separator plates, and damper plates for friction material wear, warping and tooth wear. Refer to Table 1 for wear limits.

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b. After installing the floating seal, measure dimension "a" (Figure 6-9) between the hub and floating seal ring at four places around the circumference. The measurements must be within 1 mm (0.039 in) of one another. c. Measure dimension "a" (Figure 6-9) between the seal carrier and the floating seal ring. The measurements must be within 1 mm (0.039 in) of one another. NOTE: When assembling brake components, align individual parts according to match marks made during disassembly.


J6-9

7. Install a new lip seal in hub (6). Apply Loctite #648 to the outer diameter of the seal and press into the hub. Coat the lip area with grease. 8. With a new O-ring and lip seal installed, install hub (6) to ring gear (7). Tighten the capscrews to 549 ± 58 N·m (405 ± 43 lb ft). NOTE: Coat the sliding surfaces of the floating seals with a small amount of engine oil. Assemble slowly and cautiously to avoid damaging the floating seals. FIGURE 6-9. SEAL INSTALLATION

10. Attach a lifting device to inner gear (1) and carefully lower the gear over the assembly. Align the gear teeth with the disc teeth.

2. Position the cylinder on a work surface, as shown in Figure 6-7. Install new seals on piston (12). Lubricate the seals and install the piston in cylinder (14).

11. Install seal assembly retainer tools (3, Figure 64) on the hub and inner gear. Position the tools at three equally spaced holes to secure the floating seal until the brake assembly is installed.

3. Lubricate and install O-ring (17). 4. Install ring gear (7, Figure 6-7) onto cylinder housing (14). 5. Install capscrews and flatwashers (11, Figure 67). Tighten the capscrews to 549 ± 58 N·m (405 ± 43 lb ft). 6. Install damper discs, friction discs, and separator plates in the following order: a. Insert the first damper disc with the cork face against the piston. b. Insert a friction disc. c. Insert one separator plate, with notches aligned with damper disc notches (as noted during disassembly). d. Continue installing the separator plates and friction discs. The rear wheel brake contains six separator plates and seven friction discs. The internal teeth must be kept in alignment when the friction discs are installed. Ensure the separator plate notches are aligned. e. Install the remaining damper disc with the cork material facing up (against the hub) and the notches aligned with the separator plates.

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Floating Seal Installation Failures are usually caused by combinations of factors rather than one single cause. Most failures are a result of assembly error. Adhere to the following instructions to properly install floating seals.

Floating seals must be installed in matched pairs. The seal rings must either be new or have been previously mated together in operation. DO NOT mate a new ring with a used ring, or two used rings that have not previously been mated together. Always install new toric rings (O-rings).

1. Inspect the seal surfaces and mounting cavities for scratches or nicks that may damage the seals. If scratches are present, hone and clean the damaged area. Remove any oil, dust, protective coating or other foreign matter from the metal seal rings, the toric rings, and both the housing and seal ring ramps. Use a non-petroleum base, rapid drying solvent that leaves no film. Allow surfaces to dry completely. Use clean, lint-free material such as "Micro-Wipes #05310" for cleaning and wiping. NOTE: Oil from adjacent bearing installations or seal ring face lubrication must not get onto the ramp or the toric. Oil is not allowed on the seals until after both seal rings are together in their final assembled position. 2. Install the rubber toric on the seal ring, and ensure it is straight. Verify the toric ring is not twisted and that it is seated against the retaining lip of the seal ring ramp. Use the flash line as a reference guide to eliminate twist. The flash line must be straight and uniform around the toric.

FIGURE 6-10. SEAL TERMINOLOGY 1. Seal Ring 2. Rubber Toric 3. Housing Retainer Lip 4. Housing Ramp 5. Seal Ring Housing

6. Seal Ring Face 7. Seal Ring Ramp 8. Seal Ring Retainer Lip 9. Installation Tool

Handle the seal carefully. Nicks and scratches on the seal ring face cause leaks.

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J6-11

3. Verify that the surfaces of both the toric ring and the housing ramp are clean. Spray solvent on the toric ring. 4. With all surfaces of the toric ring wet, use an installation tool to push the toric ring under the housing retaining lip. NOTE: Refer to Section M, Special Tools, for information on floating seal installation tools.

Toric rings can twist during adjustments or if there are burrs or fins on the housing retaining lip. Verify the rings are not twisted. A bulging or cocked seal will lead to eventual failure.

TWISTED TORIC RING

5. Use a vernier caliper to check the variation of the assembled height. Check the assembled height in four places, 90° apart. Height variation around the assembled ring must be within 1.0 mm (0.0391 in). If the assembled height variation is more than 1.0 mm (0.0391 in), remove the toric ring and repeat the installation.

When properly assembled, toric rings will roll on the ramps during operation. The toric rings must not be allowed to slip on the ramps of either the seal ring or the housing. To prevent slippage, wait at least two minutes. Let the solvent evaporate before further assembly. If correct installation is not obvious, repeat the installation.

CORRECT INSTALLATION ASSEMBLED HEIGHT

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7. Apply a thin film of clean engine oil (SAE 30-40) on the seal faces. Use a lint-free applicator or a clean finger to distribute the oil evenly. DO NOT allow oil to come in contact with the rubber toric rings or their mating surfaces. Before assembling both the seals and housing together, wait at least two minutes. Let all solvent evaporate. Solvent may still be trapped between the toric and the housing ramp.

INCORRECT INSTALLATION

6. Wipe the polished metal seal surfaces with clean solvent to remove any foreign material or fingerprints. No foreign particles of any kind are allowed on the seal ring faces. Something as small as a paper towel fiber will hold the seal faces apart and cause leakage.

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J6-13

WET DISC BRAKE BLEEDING 10. During assembly, ensure both housings are in correct alignment, are square and concentric. Move the parts slowly and carefully toward each other. Do not slam, bump or drop the seals together. High impact can damage the seal face and cause leakage.

Bleed the rear wheel brakes prior to rear tire installation.

1. Ensure the hydraulic brake supply (steering circuit) is operating properly. 2. If necessary, charge the brake system accumulators. Refer to Hydraulic Brake Accumulators, earlier in this section of the manual. 3. Ensure the bleed-down valves on the brake accumulator manifold are closed. 4. Check the hydraulic tank oil level and fill, if necessary. 5. With the wheels securely blocked, start the engine and allow the accumulators to fill. 6. Slowly depress the brake pedal until the service brake is partially applied. 7. Slowly open the bleeder valves located at the top of each brake cylinder. (The upper bleeder vents the cooling oil and the lower bleeder vents the piston.) Close the bleeder valve when clear oil (free of air/bubbles) exits the bleeder. 8. Repeat for the remaining brake assemblies. 9. Shut the engine off, and allow the steering accumulators to bleed-down. 10. Check the hydraulic tank oil level.

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J06023

SECTION J7 PARKING BRAKE INDEX

PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Parking Brake Service Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4 PARKING BRAKE SPRING CYLINDER REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 AUTOMATIC SLACK ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 PARKING BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7

J07012 01/04

Parking Brake

J7-1

NOTES

J7-2

Parking Brake

01/04 J07012

PARKING BRAKE Description

Parking Brake Service Criteria

The disc type parking brake, mounted on the final drive input, utilizes three brake heads with spring cans (hydraulic cylinders) containing internal springs which apply the parking brake when hydraulic pressure is released.

The following specifications should be used to determine the state of parking pads and the disc. Replace if any of the limits have been exceeded.

When the engine is running and the park brake switch is in the OFF position, hydraulic oil is routed to the spring cans to extend the pistons and mechanically retract the disc brake pads to release the park brake.

Parking Brake Wear Limits

A slack adjuster, mounted between each brake head and spring can, automatically maintains the correct disc pad adjustment. Automatic adjustment occurs when the parking brake is applied.

Item

New

Limit

Disc Face Runout

0.4 mm (0.016 in.)

0.8 mm (0.032 in.)

Disc Thickness

25 mm (0.99 in.)

20 mm (0.79 in.)

Pads (Includes plate thickness)

20.0 mm (0.787 in.)

12.2 mm (0.48 in.)

Before removing any brake lines or brake circuit components, be certain the steering system and brake system accumulators are bled down. To bleed down accumulators: • Block truck wheels • Turn the key switch OFF and wait approximately 90 seconds for the steering accumulators to bleed down. Rotate the steering wheel; no wheel movement should occur. • Bleed the brake accumulators (located in the hydraulic components cabinet) by opening (turning counterclockwise) the bleeddown valves (NV1, NV2) located on the brake manifold. Wait approximately 90 seconds to let accumulators bleed down. When brake accumulators are completely bled down, close the bleeddown valves completely by turning clockwise.

J07012 01/04

Parking Brake

J7-3

Removal

Installation

1. Place the range selector in NEUTRAL, apply the park brake, turn the key switch OFF and allow the steering accumulators to bleed down completely. Block truck wheels. 2. Open the bleeddown valves on the brake manifold (in the hydraulic components cabinet) and bleed all pressure from the brake accumulators. Close valves after pressure is released. 3. Thoroughly clean the brake assemblies, especially the area around any hose connections where dirt might enter the system. 4. Remove the capscrews (6, Figure 7-1), lock washers (7) and brake line clamps (8). 5. Disconnect the hoses (4, 5, and 14) from the spring cans. 6. Disconnect the three hoses at the junction block (1). 7. Remove fittings (2 & 26) at the junction block. 8. Remove the junction block from the bracket (15) by removing the capscrews (16), washers (17), and nuts (18). 9. Remove the bracket (5) by removing capscrews (3). (Re-Install capscrews and washers but do not tighten.)

1. Install the brake disc (20, Figure 7-1) onto the companion flange with capscrews (10) and flat washers (9). Tighten to standard torque. 2. Install dowel pins (23) into the parking brake cage. 3. Install each brake assembly (13) over the disc. 4. Install the plates (19) onto the dowel pins and align with slots in the brake assembly. 5. Assemble the springs (11& 12) onto the bracket (24). Take note of the left and right spring positions. Attach brackets with springs to the plates with capscrews (25) and flat washers (17), paying special attention that the springs are positioned correctly between the brake pads. Tighten to standard torque. 6. Remove capscrews and flat washers and install bracket (15) using the longer capscrews (3) and re-using the same flat washers. Tighten to standard torque. 7. Install junction block (1) to bracket with capscrews (16), flat washers (17) and nuts (18). Tighten to standard torque. 8. Install fittings (12 & 10) into the junction block. 9. Attach hoses (4, 5 & 14) onto the junction block.

NOTE: Repeat steps 10 through 13 for each of the three brake assemblies.

10. Attach the other end of the hoses to the spring cans.

10. Remove brackets (24) with springs (11 and 12).

11. Install the hose clamps (8) onto the case with capscrews (6) and lock washers (7). Tighten to standard torque.

11. Remove capscrews (21) and flat washers (22). Remove plates (19) from dowel pins (23). 12. Lift brake assembly (13) from brake disc (20). 13. Remove dowel pins (24) from assembly. 14. Loosen and remove capscrews (10) and flat washers (28), then remove brake disc (20) from companion flange.

J7-4

Parking Brake

01/04 J07012

FIGURE 7-1. PARKING BRAKE ASSEMBLY 1. Junction Block 2. Fitting 3. Capscrew 4. Hose 5. Hose 6. Capscrew 7. Washer

J07012 01/04

8. Clamp 9. Washer 10. Capscrew 11. Spring 12. Spring 13. Brake Assembly 14. Hose

15. Bracket 16. Capscrew 17. Washer 18. Nut 19. Plate 20. Disc 21. Capscrew

Parking Brake

22. Washer 23. Dowel Pin 24. Bracket 25. Capscrew 26. Fitting

J7-5

PARKING BRAKE SPRING CYLINDER REPLACEMENT

AUTOMATIC SLACK ADJUSTER Adjustment Procedure (Refer to Figure 7-2): 1. With the brake assembly in place as shown in Figure 7-1, remove the pin (2, Figure 7-2) connecting the clevis (4) and slack adjuster (1).

Park the truck on level ground. Block the wheels securely. Raise the dump body and lock in position. Removal 1. Remove cotter pin (3, Figure 7-2), and pin (2). 2. Disconnect clevis (4) from slack adjuster (1). 3. Loosen and remove the locking nut (6) on the free end of the stud (5). 4. Remove the stud from the threaded rod of the spring can (9). 5. Loosen and remove the nuts (7) and flat washers (8).

2. Remove the bolt (13) connecting the anchor bracket (11) and the slack adjuster control arm bracket (12). Position slack adjuster away from clevis. 3. Pressurize the spring can (9) to fully extend the clevis. Verify cast arrow on the slack adjuster indicates the apply direction (towards spring can). 4. Turn adjuster nut (14) clockwise to align holes in slack adjuster and clevis. 5. Rotate slack adjuster control arm bracket (12) as far as possible following the radial direction of the cast arrow:

6. Disconnect the spring can from the brake head (10).

a. Align holes in anchor bracket and slack adjuster control arm bracket. (If necessary, loosen nuts on anchor bracket and rotate until holes align.)

Installation

b. Install bolt (13) and tighten.

1. Install the spring can (9, Figure 7-2) securely to the brake head (10) with flat washers (8) and nuts (7).

6. Turn adjuster nut (14) clockwise until no clearance exists between brake pads and disc.

3. Install the stud (5) into the threaded rod of the spring can.

7. Turn adjuster nut counterclockwise to obtain 0.040 - 0.060 in. (1.0 - 1.5 mm) between brake pads and disc. Note: a loud clicking noise will be heard when adjuster nut is turned.

4. Place the locking nut (6) on the free end of the stud. Install the clevis (4) onto the stud.

8. Repeat steps 1 through 7 for the remaining slack adjusters.

5. Attach the clevis to the slack adjuster (1) with pin (2) and cotter pin (3).

9. Start engine and allow hydraulic system to reach normal operating pressure.

2. Install locking nut (5) on the stud (2).

6. Position the slack adjuster perpendicular to the linkage by rotating the stud. Once the position is achieved, lock the stud by tightening the two locking nuts against the clevis and spring can rod end.

10. Apply and release parking brake several times. 11. With each application, the adjuster nuts will rotate a small amount. When no further rotation occurs, the brake is properly adjusted. Shut down engine.

7. Refer to Automatic Slack Adjuster, Adjustment Procedure for final adjustment after installation on truck.

J7-6

Parking Brake

01/04 J07012

12. Check the following: a. Measure the stroke of the spring can push rod. Stroke should be 1.73 - 1.89 in. (44.0 48.0 mm). b. Using a feeler gauge, measure clearance between brake pads and disc. Minimum clearance should be 0.020 in. (0.5 mm) per side [0.040 in. (1.0 mm) total]. 13. If clearance is less, repeat steps 1 through 12.

PARKING BRAKE CHECK-OUT Refer to Brake Circuit Checkout in section J4 to check and troubleshoot the parking brake hydraulic circuit.

J07012 01/04

Parking Brake

J7-7

FIGURE 7-2. PARKING BRAKE ACTUATOR 1. Slack Adjuster 2. Pin 3. Cotter Pin 4. Clevis 5. Stud

J7-8

6. Locking Nut 7. Nut 8. Flat Washer 9. Spring Can 10. Brake Head

Parking Brake

11. Anchor Bracket 12. Slack Adjuster Control Arm Bracket 13. Bolt 14. Adjuster Nut

01/04 J07012

SECTION L HYDRAULIC SYSTEM INDEX

HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1

HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1

STEERING CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1

STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1

STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1

HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1

HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1

HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1

HYDRAULIC CHECKOUT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-1

L01033

Index

L1-1

NOTES

L1-2

Index

L01033

SECTION L2 HYDRAULIC SYSTEM OVERVIEW INDEX

HYDRAULIC SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3 SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3 HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3 BLEED-DOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5 HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5 HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5 BRAKE COOLING PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6 BRAKE CONTROL VALVE (BCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6

L02040

Hydraulic System

L2-1

NOTES

L2-2

Hydraulic System

L02040

HYDRAULIC SYSTEM OVERVIEW The following information describes the major components of the hydraulic system including the hoist circuit, steering circuit, and brake cooling circuit. Detailed information for the hydraulic brake system can be found in Section J of the manual. A hydraulic system schematic can be found in Section R.

SYSTEM COMPONENTS HYDRAULIC TANK The hydraulic tank (Figure 2-1) is divided into two sections. Front section (1) provides the oil supply for the steering and brake circuits. Rear section (2) provides the oil supply for the hoist and wet disc brake cooling oil. The total hydraulic system requires approximately 710 liters (187.6 gal). Refer to Section P, Lubrication and Service for the recommended oil specification for use under various ambient temperatures and tank refill capacity. The oil level should be checked periodically with the body down, engine stopped, and the truck parked on level ground.

FIGURE 2-2. HYDRAULIC PUMPS 1. PTO 2. Hoist Pump 3. Steering/Brake Pump

4. Transmission Cooling Pump 5. Brake Cooling Pump

In the front section of the tank, oil used for steering and brakes flows from the bottom of the tank to the inlet housing of the pump, mounted to the transmission pump on the lower left Power Take Off (PTO) on the transmission. In the rear section of the tank, oil flows from the bottom of the tank to the inlet housing of hoist pump (2, Figure 2-2), mounted on the left top of PTO (1) on the transmission.

FIGURE 2-1. HYDRAULIC TANK 1. Tank Front Section 2. Tank Rear Section 3. Drain 4. Hoist Valve

L02040

5. Breather Valve 6. Pressure Release 7. Filter

Hydraulic System

L2-3

As the truck body is raised and lowered, some tank pressurization occurs as the hoist cylinders are retracted and oil returns to the tank. Excess pressure is relieved by breather valve (5, Figure 2-1) mounted on top of the tank.

Oil also flows from another port in the rear section of the tank to the inlet housing of pump (5) mounted on the right top PTO of the transmission for the brake cooling circuit.

FIGURE 2-3. STEERING CIRCUIT COMPONENTS 1. High Pressure Filter 2. Bleeddown Manifold

L2-4

3. Accumulators 4. Flow Amplifier Valve

Hydraulic System

5. Manifold 6. Steering Cylinders

L02040

BLEED-DOWN MANIFOLD Steering and brake pump (3, Figure 2-2) supplies oil to high pressure filter (1, Figure 2-3). Filtered oil passes through a one-way check valve, and into bleed-down manifold (2), located on the inside left frame rail just forward of the filter. Oil within the bleed-down manifold is directed to accumulators (3), flow amplifier (4), the steering control valve and steering cylinders (6), via flow amplifier (4). Oil is also supplied from the bleed-down manifold to the wet disc brake system for service brake application. The steering and brake pump has a compensator set at 18 961 kPa (2750 psi) to regulate the steering and brake pressure. Oil returning from the steering and brake circuits flows back to tank (1, Figure 2-4) through diffuser (5) mounted in the bottom of the tank.

FIGURE 2-4. HOIST VALVE

HOIST VALVE Hoist valve (2, Figure 2-4) is located on the rear of the hydraulic tank, between the tank and the left frame rail. The hoist valve is controlled by a hoist pilot control valve that is located in the hydraulic cabinet on the center deck. The hoist valve controls oil flow to the hoist cylinders to raise the dump body when requested by the operator.

1. Hydraulic Tank 2. Hoist Valve 3. Hoist Pilot Valve Supply

4. To Hoist Pilot Valve 5. Diffusers (Inside Tank)

HOIST PUMP Oil from tandem gear pump (2, Figure 2-2), mounted on the left side of the transmission PTO, is directed to the split spool hoist valve. Whenever the truck body is not being raised, the oil is directed through the rear brake cooling circuit before returning to tank. On its path it will pass through a pair of filters and a heat exchanger. This circuit also utilizes a Brake Control Valve (BCV). If the rear brakes are not applied, 50% of the oil returning from the hoist valve will be bypassed around the rear brake cooling circuit and flow directly to tank. An internal, adjustable relief valve protects the hoist circuit from pressures in excess of 18 961 kPa (2750 psi). Refer to Section J2 for more information on the brake cooling valves.

L02040

Hydraulic System

L2-5

BRAKE COOLING PUMP

LOW PRESSURE FILTERS

Tandem gear pump (5, Figure 2-2), mounted on the right side of the transmission PTO, directs oil flow to the front and rear brake cooling circuits. The front (drive shaft end) section provides oil for the front brake circuit while the other section provides oil for the rear brake circuit.

The truck is also equipped with three low pressure filters, for the hoist and brake cooling circuits. All three filters have a built in bypass system which also activates a display message on the EDP when the differential pressure indicates by-pass for any of the filters.

BRAKE CONTROL VALVE (BCV) Each circuit has its own BCV. If the brakes are not applied, 50% of the cooling oil is bypassed around the brakes and heat exchanger to be returned directly to the tank. This reduces power loss caused by excessive oil flowing through the brake housing. Also built into the BCV's is a relief valve which will activate at 883 kPa (128 psi). When actuated, the pilot relief valve will cause the main relief valves to open allowing the excess oil to return to tank.

The filter elements must be changed as soon as possible after the indicator alert, before actual by-pass occurs. For the regular filter service interval, refer to Lubrication and Service, Section P, or replace when the indicator light turns on.

HIGH PRESSURE FILTERS The truck is equipped with one high pressure filter with a Beta 12 = 200 rating, for the steering and brake system. The filter assembly has a built-in bypass system which activates a message on the character display in the Electronic Display Panel (EDP) when the differential pressure across the filter exceeds 241 kPa (35 psi). The filter must be changed as soon as possible after the indication on the EDP, before actual by-pass occurs. For the regular filter service interval, refer to Lubrication and Service, Section P, or sooner if the indicator light turns on.

L2-6

Hydraulic System

L02040

SECTION L3 HYDRAULIC SYSTEM COMPONENT REPAIR INDEX

HYDRAULIC COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 FILLING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6 Gap Measurement - Hydraulic Tank Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6 STRAINERS AND DIFFUSERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-8 HYDRAULIC TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-8 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-9 HYDRAULIC SYSTEM FLUSHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-9 HYDRAULIC PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11 PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-12 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-12 Inspection Of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15 Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18 Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18 TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21

L03036

Hydraulic Component Repair

L3-1

NOTES

L3-2


L03036

HYDRAULIC COMPONENT REPAIR HYDRAULIC TANK FILLING INSTRUCTIONS 1. Lower the dump body, and turn the key switch OFF.

The hydraulic tank may be pressurized! Depress the hydraulic tank relief valve and slowly remove the fill cap to remove any internal pressure. 2. Depress relief valve (2, Figure 3-1) for 30 - 45 seconds to release any internal tank pressure. Slowly remove fill cap (4) to release any residual tank pressure. 3. Using a filtered (3 micron) filling apparatus, fill the tank with the recommended oil, until oil is visible in top sight glass (5). Refer to Section P, Lubrication and Service, for oil specifications. NOTE: The capacity of the hydraulic tank is 576 liters (152 gal.) 4. Install the fill cap.

FIGURE 3-1. HYDRAULIC TANK 1. Hydraulic Tank 5. Upper Sight Glass 2. Pressure Relief Valve 6. Lower Sight Glass 3. Breather 7. Drain Valves 4. Filler Cap

5. Start the engine, and raise and lower the dump body two to three times to circulate oil and fill the system. 6. Lower the dump body, and turn the key switch OFF. If the oil level falls below lower sight glass (6), repeat the procedure.

MAINTENANCE

The hydraulic tank may be pressurized! Depress the hydraulic tank relief valve and slowly remove the fill cap to remove any internal pressure. 1. When servicing the tank or oil, inspect breather (3, Figure 3-1). Clean accumulations of dirt, mud, etc. from around the breather. Clean or replace the breather element as necessary. 2. Whenever oil is drained from the tank, clean diffusers (7 & 11, Figure 3-2) and strainers (8, 9, & 10).

L03036


L3-3

Removal

DO NOT open the hydraulic system until the engine is stopped and the key switch has been OFF for at least 90 seconds. Pressurized hydraulic fluid can have sufficient force to enter a person's body by penetrating the skin. This can cause serious injury and possibly death. Seek proper medical treatment by a physician familiar with this type of injury, immediately. Avoid contact with hot oil if truck has been operating. Properly contain oil and plug all openings.

1. Turn the key switch OFF and allow at least 90 seconds for the steering accumulators to depressurize. 2. Thoroughly clean the outside of the hydraulic tank and adjacent components. 3. Drain hydraulic tank (1, Figure 3-1) by opening drain valves (7) located in the bottom of the tank. The capacity of the hydraulic tank is approximately 576 liters (152 gal). NOTE: If oil is to be re-used, clean containers must be used with a filtering system available for refill.

FIGURE 3-2. HYDRAULIC TANK (TOP VIEW) 1. Hydraulic Tank 7. Diffusers 2. Pressure Relief Valve 8. Strainers 3. Breather 9. Wire Mesh Strainer 4. Filler Cap 10. Strainer 5. Sight Glass Guard 11. Diffuser 6. Access Cover

4. Disconnect the hydraulic lines from the tank. Plug the lines to prevent spillage and possible contamination to the system. Tag each line for proper identification during installation. 5. Attach appropriate lifting apparatus to the hydraulic tank. The tank weighs approximately 700 kg (1543 lb). 6. Remove the cap screws and lockwashers securing the hydraulic tank to the frame. Refer to Figure 3-3. 7. Lift the hydraulic tank from the truck and move to a clean work area for disassembly or repair.

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FIGURE 3-3. HYDRAULIC TANK MOUNTING 1. Tank Mount 2. Nut 3. Washer

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4. Cap Screw 5. Hydraulic Tank 6. Cap Screw


7. Spacer 8. Cap Screw 9. Shim

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Installation

5. Install shims, accordingly.

1. Attach appropriate lifting apparatus to the hydraulic tank. The tank weighs approximately 700 kg (1543 lb).

6. Install spacers (7, Figure 3-3) and the lower mounting hardware. Tighten the cap screws to 549 ± 55 Nm (405 ± 40 lb ft).

2. Lift the hydraulic tank into position on the truck. Secure with the four upper cap screws and lockwashers, only. DO NOT install the lower cap screws at this time.

7. Uncap the hydraulic lines and attach to the proper connections.

Gap Measurement - Hydraulic Tank Mounting 3. TIghten the upper mounting capscrews to 549 ± 55 N·m (405 ± 40 lb ft).

8. Fill the tank with hydraulic oil. The capacity of the hydraulic tank is approximately 576 liters (152 gal). Refer to Section P, Lubrication and Service for oil specifications. 9. Purge the air from the hydraulic pump suction lines before starting engine.

4. Measure the gaps (dimension X, Figure 3-4) behind the two lower mounting cap screw holes. If either of the gaps exceed 0.397 mm (0.0156 in.), shims are required. Use the larger of the two gaps to determine a shim pack.

FIGURE 3-4. HYDRAULIC TANK MOUNTING - GAP MEASUREMENT

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STRAINERS AND DIFFUSERS Removal 1. Turn the key switch OFF and allow at least 90 seconds for the steering accumulators to depressurize. 2. Thoroughly clean the outside of the hydraulic tank and adjacent components. 3. Drain hydraulic tank (1, Figure 3-5) by opening drain valves (14) located in the bottom of the tank. The capacity of the hydraulic tank is approximately 576 liters (152 gal). NOTE: If oil is to be re-used, clean containers must be used with a filtering system available for refill. 4. Remove the nuts and lock washers securing the pump inlet line and return line to the hydraulic tank. Plug or cap the lines to prevent contamination. 5. Remove cap screws (8 & 13). Remove covers (8, 9, and 14) and the gaskets. 6. Remove strainers (9 & 11) and diffusers (6) from the hydraulic tank. 7. Remove diffuser (3, Figure 3-6) from the hydraulic tank. 8. Remove cap screws and washers (1) securing cover (2) to the hydraulic tank. Remove the cover and gasket. 9. Remove wire mesh strainer (10, Figure 3-5).

FIGURE 3-5. STRAINER/DIFFUSER SERVICE 1. Hydraulic Tank 2. Pressure Relief Valve 3. Breather 4. Filler Cap 5. Access Cover 6. Diffusers 7. Cover 8. Cap Screws

9. Strainers 10. Wire Mesh Strainer 11. Strainer 12. Cover 13. Cap Screws 14. Oil Drain 15. Diffuser

Cleaning and Inspection 1. Inspect the strainers and diffusers thoroughly for metallic particles. The quantity and size of any particles found may provide an indication of excessive component wear in the hydraulic system. 2. Clean the strainers with cleaning solvent. Clean from the inside out. 3. Inspect the strainers for cracks or damage. Replace, if necessary. 4. Clean the diffusers with cleaning solvent Clean from the outside inward. 5. Inspect the diffusers for cracks or damage. Replace, if necessary. 6. Clean any sediment from the bottom of the hydraulic tank.

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7. Fill the tank with hydraulic oil. The capacity of the hydraulic tank is approximately 576 liters (152 gal). Refer to Section P, Lubrication and Service for oil specifications. 8. Loosen the connection at the hydraulic pump inlets to purge trapped air from the inlet line and make sure pump housing is filled with oil. Tighten the pump inlet connections. 9. Start the engine, and raise and lower the dump body two to three times to circulate oil and fill the system. 10. Lower the dump body, and turn the key switch OFF. If the oil level falls below the lower sight glass, add oil and return to the previous step.

HYDRAULIC TANK BREATHER

FIGURE 3-6. SIDE COVER AND DIFFUSER 1. Cap Screws & Washers

2. Cover 3. Diffuser

The hydraulic tank breather is mounted on the top cover of the hydraulic tank access cover. The breather relieves internal tank pressure if pressure it reaches 69 kPa (10 psi). A vacuum relief valve in the breather allows the system pumps to pick up oil when no pressure is present in the tank. The breather must be serviced every 250 hours of operation.

Installation 1. Install strainers (9 & 11, Figure 3-5) and diffusers (6). 2. Install covers (7 & 12) and new gaskets. Install cap screws (8 & 13). Tighten to standard torque. 3. Install diffuser (3, Figure 3-6) into the hydraulic tank. 4. Install strainer (10, Figure 3-5). 5. Place cover (2) and a new gasket into position on the hydraulic tank. Install cap screws and washers (1). Tighten the cap screws to standard torque. 6. Connect the inlet and outlet lines to the proper ports on the tank.

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FIGURE 3-7. HYDRAULIC TANK BREATHER 1. Snap Ring 2. Cover


3. Element

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Service 1. Shut off the engine. Relieve internal pressure using the relief valve on top of the hydraulic tank. 2. Clean dirt accumulations from the area around the breather. 3. Remove the breather from the tank. 4. Remove snap ring (1 Figure 3-7), cover (2), and filter element (3). 5. Clean the breather in solvent and thoroughly dry. 6. Install a new filter element. Lubricate the Orings with clean hydraulic oil during assembly. 7. Install the breather onto the hydraulic tank.

6. Move all controls to the NEUTRAL position. Do not steer the truck or operate controls. 7. Start the engine, and operate at 1000 rpm for four minutes. This will circulate oil with all of the valves in the NEUTRAL position. 8. To increase flow and turbulence in the system, increase engine speed to full throttle and maintain for four minutes. This will carry contaminates to the hydraulic tank. 9. Shut the engine off. Allow at least 90 seconds for the accumulators to depressurize. This will return all contaminants in the accumulators to the hydraulic tank. NOTE: Normal hydraulic tank oil temperature is 43°54°C (110°-130°F). If the temperature is not in this range, repeat Step 8 to increase oil temperature to the proper operating range.

HYDRAULIC SYSTEM FLUSHING The following instructions outline the procedure for flushing the hydraulic system.

10. Start the engine and operate at 1000 rpm while performing the following:

NOTE: If a system component fails, perform an oil analysis before replacing components. If foreign particles are present, the system must be flushed. Remove all flexible hoses and backflush with cleaning solvent. Check for small particles which may be trapped inside the hoses.

a. Steer the truck full left then full right and repeat four times.

1. Shut the engine off. Allow at least 90 seconds for the accumulators to bleed down. Verify the system is void of pressure by turning the steering wheels. The wheels should not move. 2. Thoroughly clean the exterior of the hydraulic tank. Drain the tank and remove the top cover. Flush the interior of hydraulic tank with a cleaning solvent. 3. Inspect all hydraulic hoses for deterioration or damage. 4. Remove, clean and install the hydraulic tank strainers. Replace the hydraulic filter elements. 5. Fill the hydraulic tank with clean filtered hydraulic oil. Replace top cover. The final filter in the filling apparatus must be 3 micron.

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b. Steer full left, keeping pressure against the steering wheel at the stop. Hold for 10 seconds. c. Steer full right keeping pressure against the steering wheel at the stop. Hold for 10 seconds. 11. Increase engine speed to full throttle and steer full left, and then full right. 12. Return all controls to NEUTRAL. 13. Reduce engine speed to 1000 rpm and perform the following: a. Fully extend the hoist cylinders, and then allow the cylinders to float down. Repeat four times. NOTE: As the third stage exits the cylinder housing, slowly decrease engine speed to prevent full extension.


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b. Extend the hoist cylinders and hold at full extension for 10 seconds. The hoist control lever must be held in the RAISE position. c. Lower hoist cylinders and hold lever in the LOWER position for 10 seconds after cylinders are fully retracted.

HYDRAULIC PUMPS Hoist pump (2, Figure 3-8) and brake cooling pump (7) are similar in design. The following removal, installation and rebuild procedures are applicable to both pumps. Pump rebuild instructions are also applicable to both pumps. Removal 1. Turn key switch OFF and allow at least 90 seconds for the accumulators to bleed down.

DO NOT continue to hold in RAISE/LOWER. Excessive hydraulic oil heating can occur. 14. Increase engine speed to full throttle and perform the following: a. Raise the cylinders to full extension, then allow the body to float down. b. Return the hoist control to NEUTRAL. 15. Shut the engine off. Allow at least 90 seconds for the accumulators to depressurize. 16. Remove the hydraulic filters. Clean the housings and install new filters. 17. With the hydraulic system charged, inspect all connections and fittings for leaks. Tighten or repair any leaking connections. Refill the hydraulic tank if necessary.

DO NOT open the hydraulic system until the engine is stopped and the key switch has been OFF for at least 90 seconds. Pressurized hydraulic fluid can have sufficient force to enter a person's body by penetrating the skin. This can cause serious injury and possibly death. Seek proper medical treatment by a physician familiar with this type of injury, immediately. Avoid contact with hot oil if truck has been operating. Properly contain oil and plug all openings. 2. Drain hydraulic tank (1, Figure 3-5) by opening drain valves (14) located in the bottom of the tank. The capacity of the hydraulic tank is approximately 576 liters (152 gal). NOTE: If oil is to be re-used, clean containers must be used with a filtering system available for refill. 3. Loosen the cap screws securing the pump suction hoses to the pump and allow the oil to drain. Remove the suction hoses and cap to prevent contamination of the hydraulic system. 4. Disconnect the pump outlet lines. Cap the lines. 5. Attach a suitable lifting device to the pump. The weight of the pump is approximately 55 kg (121 lb).

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Installation 6. Remove cap screws and lock washers securing the pump to the torque converter. Remove the pump. 7. Move the pump to a clean work area for disassembly.

1. Install a new O-ring onto the pump. 2. Attach a suitable lifting device to the pump. The weight of the pump is approximately 55 kg (121 lb). 3. Lift the pump into position onto the mounting studs. Install the washers and nuts. Tighten the nuts evenly to standard torque. 4. Install new O-rings onto the suction hoses and outlet hoses. Place the hoses into position. Install the cap screws and washers, but do not tighten. 5. Refill the hydraulic tank. 6. Loosen the suction hose flange clamps until air is discharged from the lines. Tighten all hose flange clamp cap screws to standard torque. 7. Start the engine, and check for leaks. Ensure the proper hydraulic tank oil level is maintained. Refer to Filling Instructions earlier in this chapter.

FIGURE 3-8. PUMP REMOVAL AND INSTALLATION 1. Suction Hoses 2. Hoist Pump 3. Outlet Hoses 4. Brake Control Valve (BCV)

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5. Hoist Valve 6. PTO 7. Brake Cooling Pump


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FIGURE 3-9. HYDRAULIC PUMP ASSEMBLY (Hoist Pump Shown) 1. Front Drive Gear 2. Snap Ring 3. Seal 4. Plug 5. Flange Plate 6. Body (Front)

7. O-Ring 8. Bearing Plate 9. Splined Coupling 10. Rear Drive Gear 11. Body (Rear) 12. Cover Plate

PUMP REBUILD

13. Stud 14. Nut 15. Flat washer 16. Rear Idler Gear 17. O-Ring 18. Dowel Pin

19. O-Ring 20. O-Ring 21. Steel Ball 22. Front Idler Gear

Disassembly

The following rebuild procedures are applicable to both the hoist circuit pump and the brake cooling circuit pump. This rebuild procedure describes the disassembly, inspection, and reassembly for a typical gear type pump as used on this truck. Slight design variations may be noted. Refer to the Parts Manual for actual parts installed and for seal service kits available.

1. Thoroughly clean the outside of the pump. 2. Place the pump on a workbench and mark the pump sections on the side nearest the drive shaft extension. These marks will be used for correct matching of parts during assembly. 3. Remove nuts (14, Figure 3-9) and washers (15). 4. Remove flange (5). If the flange is stuck, use a plastic hammer or wooden mallet to tap the edges of the flange. NOTE: If shaft seal replacement only, is required, further disassembly is not necessary. Refer to Seal Replacement for instructions.

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FIGURE 3-10. ISOLATION PLATE REMOVAL 1. Isolation Plate 2. O-Ring

3. Backup Ring 4. Ring Retainer

FIGURE 3-11. DRIVE GEAR REMOVAL 1. Drive Gear

2. Pressure Plate

8. Examine the gear bores in body (1, Figure 312): 5. Remove ring retainer (4, Figure 3-10), O-ring (2), back-up ring (3), and isolation plate (1). 6. Grasp the drive gear shaft extension (1, Figure 3-11) and lift it upward to dislodge pressure plate (2). Grasp the plate between thumb and forefinger and lift it straight off the shafts. NOTE: As parts are removed from each pump section, lay out in separate groups and in the same order in which removed. 7. Lift the drive gear and the idler gear straight out of the bore of the body.

During the initial break-in at the factory the gears cut into body. The nominal depth of this cut is 0.20 mm (.008 in.) and should not exceed 0.38 mm (.015 in.). As the gear teeth cut into the housing, metal is rolled against the pressure plates. Using a knife or sharp pointed scraper, remove the metal that was rolled against the top pressure plate. Remove the metal that is rolled against the pressure plate in the bottom of the body. Blow out the metal chips that were broken loose. This will help to keep the pressure plate from hanging as it is lifted from the bottom of the gear bores.

When removing the rolled up metal, do not attempt to remove gear track-in grooves.

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10. Remove the ring retainer, O-ring, back-up ring, and isolation plate located under the pressure plate. 11. Lift the body straight off of the studs. If the body is stuck on the dowels, use a plastic hammer or wooden mallet to tap around the body. 12. Remove spline coupling (9, Figure 3-9) from the rear drive shaft. NOTE: Some pumps have O-rings (19) installed around the studs in the top surface of bearing plate (8). These O-rings are used to prevent vibration on the studs during load conditions. 13. Remove the O-rings and lift the bearing plate off. It may be necessary to tap the plate lightly with a mallet to loosen it from the dowels. 14. To complete the disassembly of the pump repeat previous steps as applicable for the rear section. FIGURE 3-12. GEAR BORE INSPECTION 1. Body

2. Gear Track-in Grooves

15. Refer to Seal Replacement for flange plate seal removal instructions.

9. Insert an expandable bearing puller (1) in the shaft bore of the plate to remove bottom pressure plate (2, Figure 3-13). Tighten the puller. a. Apply a light forward and back force to the puller handle to dislodge the plate. b. Lift the plate straight up and out. NOTE: If a bearing puller is not available, grind a screwdriver shape on the short end of an Allen wrench. Insert the ground end of the wrench into the shaft bore and lift the plate up. Move the wrench to the opposite bore and lift up, repeating this action until the plate has been dislodged. With thumbs in the bores of the plate, lift it straight up and out.

Use extreme care when removing the plate. DO NOT pry or force. If the plate is seized, work it up and down until free. Then lift the plate out of the bore.

FIGURE 3-13. PRESSURE PLATE REMOVAL 1. Bearing Puller

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2. Pressure Plate

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Inspection Of Parts 1. Inspect the gear bores in the pump bodies. During initial break-in at the factory, the gears cut into the housing. The nominal depth of this cut is 0.20 mm (.008 in.) and should not exceed 0.38 mm (.015 in). Due to the hydraulic loading of the gears, the cut will start on the suction side of the body and will continue about one third of the way around each gear bore. The cut should be smooth with no deep grooves or deep scratches. Reject the body if the depth of the groove is greater than 0.38 mm (.015 in.), or if the gear bores look like they have been sand blasted. Reject the body if it is cracked or otherwise damaged. 2. Examine the pressure plates The plates should not have excessive wear on the bronze side. If deep curved wear marks are visible, the plates must be replaced. 3. Examine the gears. If excessive wear is visible on any part of the gear, replace with new parts.

FIGURE 3-14. ISOLATION PLATE INSTALLATION 1. Isolation Plate (Rounded Edge)

Assembly 1. Install the flange plate seal. Refer to Seal Replacement for instructions. 2. Position rear pump body (11, Figure 3-9) so that the orientation mark is visible. If a new body must be used, ensure the same side is visible. NOTE: Observe that the body has a wide and a narrow boss. The side having the wide boss is always the suction side of the body. 3. Coat the inside of pump body (11) with clean hydraulic oil. 4. Examine the two isolation plates from the rear section. The plates are slightly different. Choose the plate with the rounded edge indicated by the arrow in Figure 3-14. With the rounded edge down, install the plate on the suction side in the bottom of the body. 5. Install back-up ring (7, Figure 3-15), O-ring (6), and ring retainer (2).

FIGURE 3-15. ISOLATION PLATE ASSEMBLY 1. Pump Body 2. Ring Retainer 3. Stud 4. Dowel Pin

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5. Isolation Plate 6. O-Ring 7. Back-up Ring 8. Drive Gear

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6. With the bronze side facing up and the rounded trap slots toward the outlet side of the body, slide pressure plate (2, Figure 3-16) down into the gear bores. Position the plate so that it rests firmly at the bottom of the pump body. Do not force the plate into the gear bores. If the plate binds, work it back and forth carefully until it slides freely into position. 7. Coat rear drive gear (10, Figure 3-9) with clean hydraulic oil. With the splined end up, install the drive gear in the bore nearest the orientation mark. 8. Coat rear idler gear (16) with clean hydraulic oil and install it in the bore opposite the drive gear.

FIGURE 3-17. REAR DRIVE GEAR POSITIONING 1. Rear Drive Gear

2. Body Dowel Pin

9. Install dowels (18, Figure 3-9) in body (11). 10. Before continuing, the rear set of gears must be positioned for proper timing with the front set of gears. Refer to Figure 3-17. a. Rotate the gears until the point of a tooth on the drive gear is in line with the center of the dowel nearest the drive gear. (See arrows)

FIGURE 3-16. PRESSURE PLATE INSTALLATION 1. Outlet Side (Body) 2. Pressure Plate

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3. Trap Slots 4. Inlet Side(Body)

b. This set of gears must remain in this position until all remaining parts have been assembled. 11. With the bronze side facing down and the rounded trap slots toward the discharge side of the body, install the pressure plate over the rear drive and idler gears.


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12. Install the isolation plate on the suction side of the pump body. Install the back-up ring, O-ring, and the ring retainer. 13. Install the bearing plate. The side with the bearing protrusion must face up. Install O-ring (7, Figure 3-9). Use petroleum jelly to hold the Oring in the groove. 14. Align the orientation marks and install bearing plate (8) with the O-ring facing downward. Slide the bearing plate onto the shafts until the plate contacts the dowels. Align the plate with the dowels, and gently tap the plate with a plastic hammer until the O-ring rests firmly against rear pump body (11). 15. Install the spline coupling and snap ring (9). 16. Lubricate the threads of studs (13). Tighten the studs until snug. 17. If equipped install stud O-rings (19).

FIGURE 3-18. FRONT DRIVE GEAR TIMING

18. Install O-ring (7) and dowels (18) in the bearing plate.

1. Front Drive Gear

2. Tooth Valley

19. With the gear bores facing up and the orientation marks aligned, slide front pump body (6) onto the studs. Position the body firmly onto the O-ring in the bearing plate. 20. Install dowels (16) in body (3). 21. Repeat the applicable steps to assemble the front section. Proceed to the next step for gear timing.

22. The rear set of gears was already positioned for timing. The drive gear in the front section must now be correctly positioned. a. With the extension end of drive gear (1, Figure 3-18) up, slide the gear down to the splined coupling. b. Before inserting the shaft spline into the coupling, rotate the shaft until a valley (as shown by the arrow in Figure 3-18) between two gear teeth is lined up with the center of the dowel nearest the gear. c. If the spline will not enter the coupling with the gear aligned, lift the shaft and rotate it to the next valley. Continue to do this until the proper alignment is achieved.

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23. Install idler gear (22, Figure 3-9) and the pressure plate. Position the bronze side of the plate downward and the traps facing the discharge side of this body. 24. Install the isolation plate, back ring, O-ring, and ring retainer over the pressure plate.

Bearing Replacement If the bearings are worn down to the bronze material, the complete flange or body housing must be replaced. Installing a new bearing in an old flange or body is not recommended.

25. Install O-ring (20) in flange plate (5). Use petroleum jelly to hold the O-ring in the groove.

Seal Replacement

26. If the drive shaft extension is keyed, cover the keyway with tape. If the drive shaft extension is splined, coat the spline with petroleum jelly. This will prevent damage to the sealing lips as the flange plate and seals are installed.

Seal kits are available for replacing the shaft seals only, if desired. If only the shaft seals are to be replaced, refer to disassembly and assembly instructions for removal procedures for the flange plate only. Complete pump disassembly is not required.

27. With the O-ring in flange plate (5) facing downward, slide the flange plate over the studs and shafts. Slide the plate until it contacts the dowels in the pump body. Use a plastic hammer to gently tap the flange plate into position. 28. Lubricate the threads on the two opposite studs. Install washers (15) and nuts (14). Tighten the nuts to 217 - 237 N·m (160 - 175 lb ft). 29. Use an adjustable wrench to turn the drive shaft. The shaft should turn at a maximum of 7 14 N·m (5 - 10 lb ft). 30. If the shaft does not turn properly, disassemble the pump and examine the parts. Check for burrs or foreign material causing build-up or interference between the parts. Remove the cause of the interference and reassemble the pump. 31. After verifying proper shaft rotation, lubricate the threads on the studs. Install the remaining nuts and washers. Tighten the nuts to 217 - 237 N·m (160 - 175 lb ft) in an alternating, progressive pattern.

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1. Remove the snap ring from the bore. Lay the flange plate on a work bench as shown in Figure 3-19. Position the input side down. To prevent the machined surfaces from being dented or scratched use a piece of clean wood, heavy cardboard, or other suitable material between the plate and the work surface. 2. Use a punch and mallet to tap the old seal(s) out of the bore. Refer to Figure 3-20.

DO NOT scratch the bore surfaces. DO NOT scratch the bearing surfaces and/or their end projections. 3. Drive the seal out by moving the punch around the seal as it is pushed out of the bore. 4. If the flange contains two (double) seals, remove the outer seal completely before attempting removal of the inner seal. After the outer seal is out, remove the snap ring, and then remove the inner seal.


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5. Clean the bore thoroughly and inspect for scratches or gouges which might interfere with installation of the new seal. 6. If necessary, the bore may be smoothed with No. 400 emery paper. Clean the bore again afterwards. 7. Use a suitable seal press, and two wooden blocks for installing the new seals. Use 25 mm x 100 mm (1 in. x 4 in.) blocks, approximately 250 mm (10 in.) long.

FIGURE 3-19. SEAL REMOVAL PREPARATION 1. Flange 2. Bearings

3. Wooden Blocks FIGURE 3-20. SHAFT SEAL REMOVAL 1. Flange 2. Punch

3. Bearings

8. The following procedures are outlined for use with a vise, but they can be adapted to the use of a press if an appropriate one is available. 9. Open the vise jaws wide enough to accept the combined thickness dimensions of the flange, the wood blocks and the press ring (or plug). 10. Place the two wood blocks flat against the fixed jaw of the vise. Refer to Figure 3-21. Place flange plate (1) against the blocks in such a position that the bearing projections (3) are between the blocks and clear of the vise jaw.

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11. The flange requires two replacement seals. Position the first seal so that the rubber face enters the bore first; the second seal should enter the same way. 12. Place the press ring in position, centered over the seal. Ensure the seal stays centered with the bore while applying pressure with the vise. Continue until the seal just clears the snap-ring groove in the bore. 13. Open the vise and remove the press ring. Install the snap-ring in its groove in the bore so that the weep-hole is directly over the gap in the snap-ring. 14. Verify the snap-ring is seated properly in the groove. Observe orientation and positioning procedures outlined in Steps 11 and 12, and install the second seal in the bore. Press the seal in until it bottoms against the snap-ring. 15. Remove the flange plate from the vise. Wash the plate and blow it dry.

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FIGURE 3-21. SEAL INSTALLATION (VISE) 1. Flange Plate 2. Wooden Blocks


3. Bearing Projection

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TROUBLESHOOTING GUIDE Hoist Pump PROBLEM

POSSIBLE CAUSE

CORRECTIVE ACTION

1. Sandblasted band around pressure plate bores

Was clean oil used?

2. Angle groove on face of pressure plate

Was filter element change period correct?

3. Lube groove enlarged and edges Abrasive wear caused by fine partirounded cles - dirt (fine contaminants, not 4. Dull area on shaft at root of tooth visible to the eye).

Were correct filter elements used? Hoist cylinder rod wiper and seals in good condition?

5. Dull finish on shaft in bearing area

Cylinder rods dented or scored?

6. Sandblasted gear bore in housing

Was system flushed properly after previous failure?

1. Scored pressure plates

Was system flushed properly after previous failure?

2. Scored shafts 3. Scored gear bore

Abrasive wear caused by metal par- Contaminants generated elsewhere ticles - (coarse contaminants, visible in hydraulic system? to the eye). Contaminants generated by wearing pump components?

1. External damage to pump

Interference between pump and adjacent components?

2. Damage on rear of drive gear and Incorrect pump installation rear pressure plate only

Did shaft bottom in mating part?

1. Eroded pump housing

Tank oil level correct?

2. Eroded pressure plates

Oil viscosity correct?

Aeration-cavitation a. Restricted oil flow to pump b. Aerated oil

Restriction in pump inlet line? Air leak in pump inlet line? Loose hose or tube connection?

1. Heavy wear on pressure plate 2. Heavy wear on end of gear

Was oil level correct? Lack of oil

1. Housing heavily scored 2. Inlet peened and battered

Tank strainers restricted? Metal object left in system during initial assembly or previous repair?

Damage caused by metal object

Metal object generated by another failure in system?

3. Foreign object caught in gear teeth 1. Pressure plate black 2. O-rings and seals brittle

Metal object left in system during initial assembly or previous repair? Excessive heat

3. Gear and journals black

Was relief valve setting too low? Oil viscosity correct? Oil level correct?

1. Broken shaft

Overpressure

2. Broken housing or flange

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Relief valve setting correct? Relief valve functional?


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NOTES

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L03036

SECTION L4 STEERING CIRCUIT INDEX

STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 Steering Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 Bleed-down Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 Bleed-down Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5 Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5 High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5 Warning Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5 FLOW AMPLIFIER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17

L04050

Steering Circuit

L4-1

NOTES

L4-2

Steering Circuit

L04050

STEERING CIRCUIT OPERATION

COMPONENT DESCRIPTION

The steering and brake pump supplies oil to bleeddown manifold (2, Figure 4-1). The bleed-down manifold supplies oil to steering accumulators (3) and the steering control valve via flow amplifier (4). Oil entering the accumulators pushes the floating pistons within the accumulators upward, compressing the nitrogen on the opposite side of the pistons. The nitrogen pressure increases directly with steering circuit pressure. The top side of the pistons are precharged to 9653 kPa (1400 psi) with pure dry nitrogen. When the steering circuit pressure reaches 18 961 kPa (2750 psi), each accumulator will contain approximately 23 l (4 gal.) of hydraulic oil. The accumulators supply hydraulic oil to the steering circuit in an emergency situation when steering pump pressure is lost.

Steering Control Valve The steering control valve is mounted in the front compartment of the of the cab, behind the access panel. Operation of the steering valve is both manual and hydraulic. The steering valve incorporates a hydraulic control valve. Manual steering effort applied to the steering wheel by the operator actuates the valve. The valve directs hydraulic oil through the flow amplifier valve to the steering cylinders to provide the operator with power steering.

Bleed-down Manifold The steering circuit pressure is normally maintained at 18 961 kPa (2750 psi) by the compensator located in the steering/brake pump. Should a malfunction occur and system pressure exceed this setting, the bleed-down manifold relief valve will relieve the pressure at 22 408 kPa (3250 psi).

If a loss in steering pressure occurs, stop the truck, immediately. Pressure in the accumulators allows the operator to steer the truck only for a short period. DO NOT attempt further operation until the problem is located and corrected.

Hydraulic oil from the bleed-down manifold flows to the closed center steering control unit via the flow amplifier. Oil entering the steering control unit is blocked until the steering wheel is turned. The steering control unit then directs oil to the flow amplifier and then to the steering cylinders. Return oil from the steering cylinders flows back through the flow amplifier and bleed-down manifold. The oil then flows through the low pressure filters to be cleaned before returning to the hydraulic tank.

L04050

The bleed-down solenoid will relieve pressure contained in the steering accumulators each time the key switch is turned to the OFF position. The check valve in the supply port allows flow to enter the bleed-down manifold, but blocks reverse flow back to the pump in the event of pump failure. All check valves, relief valves and the bleed-down solenoid are replaceable. Valves and solenoids are replaced as a unit and are not repairable.

Steering Circuit

L4-3

FIGURE 4-1. STEERING CIRCUIT COMPONENTS 1. High Pressure Filter 2. Bleed-down Manifold

3. Accumulators 4. Flow Amplifier Valve

5. Manifold 6. Steering Cylinder

Bleed-down Solenoid Each time the key switch is turned OFF, it activates a timer that energizes the bleed-down solenoid. When the bleed-down solenoid is energized, all hydraulic steering pressure, including the accumulators, is purged back to the hydraulic tank.

L4-4

After approximately 90 seconds, the timer will deenergize to close the return port to tank. By this time all the oil in the accumulators should have returned to tank.

Steering Circuit

L04050

Accumulators

High Pressure Filter

The accumulators are bladder type accumulators. The top side of the accumulators are charged to 9653 kPa (1400 psi) with pure dry nitrogen. Oil entering the accumulators pushes the bladder upward compressing the nitrogen on the top side. The nitrogen pressure increases directly with steering circuit pressure. When steering circuit pressure reaches 18 961 kPa (2750 psi), the accumulators will contain approximately 23 l (4 gal.) of pressurized oil available for steering the truck. The accumulators also provide oil to be used in case of an emergency situation should the pump become inoperative.

The high pressure filter is a secondary filtering system, filtering oil for the steering and brake apply circuits. Oil is filtered through a Beta 12=200 filter to reduce the possibility of contamination and subsequent damage to the hydraulic system.

A pressure switch for the steering oil is located above the bleed-down manifold. The switch is normally closed and is used to activate a warning buzzer and a red warning light when the key switch is turned to the ON position. These alarms are used to alert the operator that steering circuit pressure is less than 12 755 kPa (1850 psi). At the top of each accumulator is another pressure switch. These pressure switches are used to activate the accumulator warning light when the nitrogen pressure is below 5861 kPa (850 psi). If the warning light illuminates with the key switch ON, the nitrogen must be charged to 9653 kPa (1400 psi).

Flow Amplifier The flow amplifier (Figure 4-2) is located on the left frame rail forward of the front suspension. The flow amplifier is necessary in the steering circuit due to the large volume of oil required for steering. The flow amplifier uses the amount of flow from the steering control valve to determine the amount of amplified flow to send from the bleed-down manifold to the steering cylinders.

L04050

If flow through the steering filter is restricted, a switch located on the filter housing will turn on the machine monitor lamp. Steering circuit filter element restriction will be recorded and can be displayed on the Electronic Display Panel (EDP). The indicator may activate when oil in the system is cold. If this occurs, the light should turn off when system oil warms. If the warning is active after the oil reaches normal operating temperature, notify maintenance personnel immediately. Change the high pressure filter element every 1000 hours or when notified by the warning indicator.

Warning Devices Several methods are used to warn the operator of impending problems in the hydraulic system. Warning lamps on the EDP will illuminate if a problem occurs with low steering pressure or low accumulator nitrogen precharge. If either or both of these lights illuminate, the central warning lamp will illuminate. The EDP will display a fault code indicating the exact problem, including the accumulator with the low precharge or open switch circuit.

Steering Circuit

L4-5

FIGURE 4-2. FLOW AMPLIFIER

L4-6

Steering Circuit

L04050

FLOW AMPLIFIER OPERATION Refer to Figures 4-3 through 4-6 for oil flow paths during the following conditions: • Neutral (No steer) • Steering left • Steering right • External shock load

Neutral (No Steer) (Refer to Figure 4-3): High pressure oil from the steering pump and steering accumulators is available through the steering bleed-down manifold to the HP port on the flow amplifier. Upon entering the priority valve, oil flows past the spool to the closed amplifier valve. Oil also flows out port P through a hose to port P on the steering control unit. In the control unit, oil flows to a closed area in the control valve. As pressure increases in these two areas, oil passes through orifices in the end of the priority valve. Pressure increases at the end of the valve and port PP. When pressure reaches approximately 3447 kPa (500 psi), the spool compresses the spring and closes off oil supply through area A resulting in high pressure at PP. Pressure remains at 3447 kPa (500 psi) at the amplifier spool and steering control unit.

L04050

Steering Circuit

L4-7

FIGURE 4-3. FLOW AMPLIFIER (No Steer)

L4-8

Steering Circuit

L04050

Steering Left (Refer to Figure 4-4): When the operator turns the steering wheel to the left, the steering control unit valve is opened. This allows oil entering through port P to pass to the gerotor section of the control unit to turn the rotor. Oil in the other side of the gerotor flows through other passages in the control unit valve and out steering control unit port L. This oil enters port L in the flow amplifier and flows to closed area B in the directional valve. As pressure in this area increases, oil also flows into the spool through orifice C to the spring area on the end of the directional valve. The pressure then forces the spool to compress the springs on the opposite end. This movement allows the oil entering area B to pass through the directional valve to area D of the amplifier valve through sleeve E holes to a passage between sleeve E and valve F, through hole G in sleeve E where it initially is blocked by the valve body. As pressure increases in this area, oil also flows from area D around the outside of sleeve E around pin H through orifice J to build pressure on the end of the amplifier valve and opens hole G only enough to allow the flow of oil coming from the steering control unit to pass to the control area of the directional valve. At the same time, the movement of sleeve E opened the holes near the spring end to allow the oil from the priority valve to flow into the center of sleeve E.

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The oil inside sleeve E pushes valve F against its spring to give the oil access to a series of holes K that are in the same plane as hole G. The passage of oil through holes K past the valve body is metered by holes K being opened the same proportion as is hole G. The number of holes K (7) in sleeve E determine the amount of additional oil that is added to the steering control unit oil passing through hole G. This combined oil going to the center area Q of the directional valve passes out port CL of the flow amplifier assembly and travels to the steering cylinders to steer the front wheels to the left. As the cylinders move, oil is forced to return out the opposite ends, enter port CR of the flow amplifier assembly, pass through the directional valve to area M, passes through the return check valve N, and exit port HT to the hydraulic reservoir. At the steering control unit when the operator turned the steering wheel, supply oil from port P was also delivered through the control unit valve to port LS. This oil enters the flow amplifier assembly through its LS port and builds pressure in the spring area of the priority valve. This additional force on the spring end of the priority valve causes area A to open and allow the necessary flow and pressure to pass through the amplifier valve to operate the steering cylinders. The flow amplifier includes a relief valve in the priority spring area that is used to control maximum steering working pressure to 18 961 kPa (2750 psi) even though supply pressure coming in to port HP is higher. When 18 961 kPa (2750 psi) is obtained, the relief valve prevents the LS pressure from going higher and thereby allows the priority valve to compress the spring enough to close off the area A when 18 961 kPa (2750 psi) is present.

Steering Circuit

L4-9

FIGURE 4-4. FLOW AMPLIFIER (Steering Left)

L4-10

Steering Circuit

L04050

Steering Right (Refer to Figure 4-5): Only a few differences occur between steer left and steer right. When the operator turns the steering wheel right, oil is supplied out ports R and LS of the steering control unit. The oil enters the flow amplifier assembly at port R and shifts the directional valve the opposite direction. The oil flows through the amplifier valve exactly the same. The combined oil from the amplifier valve passes through the center area Q of the directional valve to port CR where it goes to the opposite ends of the steering cylinders to turn the wheels right. The returning oil flows through port CL back to the tank. The LS oil operates exactly the same as steering left.

L04050

Steering Circuit

L4-11

FIGURE 4-5. FLOW AMPLIFIER (Steering Right)

L4-12

Steering Circuit

L04050

No Steer, External Shock Load (Refer to Figure 4-6): When the operator is not turning the steering wheel, the steering control unit valve supply is closed. The directional valve remains centered by its springs thus closing the passages to ports CL and CR. This creates a hydraulic lock on the steering cylinders to prevent their movement. If the truck hits an obstruction to cause a large shock load to force the wheels to the left, increased pressure will occur in the ends of the cylinders connected to port CR. The shock and suction relief valve inside the flow amplifier assembly at port CR will open at its adjusted setting of 21 374 kPa (3100 psi) and allow oil to escape from the pressurized ends of the cylinders preventing a higher pressure.

L04050

As the cylinders are allowed to move, the other ends will have less than atmospheric pressure on port CL. This low pressure permits oil that is escaping through the CR port relief valve to flow through the check valve portion of the shock and suction relief valve connected to port CL. The oil then flows to the low pressure ends of the cylinders to keep the cylinders full of oil and prevent cavitation. A shock load in the opposite direction reverses the above description.

Steering Circuit

L4-13

FIGURE 4-6. FLOW AMPLIFIER (No Steer, External Shock Load)

L4-14

Steering Circuit

L04050

STEERING/BRAKE PUMP

COMPONENTS

Steering/brake pump (Figure 4-7) is mounted on the rear of the transmission pump, located at the lower left side of the Power Take Off (PTO). The steering pump drive shaft connects to the transmission pump driveshaft through a splined coupling. This pump also provides the oil supply for the service brake application circuits.

Drive shaft (1, Figure 4-7) is located through the center line of pump housing (5) and valve plate (31). Pump cylinder barrel (30) is splined to the drive shaft.

The pump is a pressure-compensated, piston pump. The pump delivers oil through a high pressure filter to the bleed-down manifold. At the bleed-down manifold, oil is directed to the steering circuit (accumulators, flow amplifier, etc.) and to the brake system components mounted in the hydraulic cabinet. The pump pressure compensator is located in the control group and is mounted on the pump valve plate. The compensator maintains oil pressure in both circuits at 18 961 kPa (2750 psi).

L04050

Ball bearing (2) supports the driven end of the drive shaft. A bushing supports the other end. The bushing is part of the valve plate assembly. The pump cylinder barrel rotates on a journal type cylinder bearing (35). Valve plate (31) has two crescent shaped ports. Piston/shoe assemblies (29) in the cylinder barrel are held against swashblock (27) by shoe retainer (34). The shoe retainer is held in position by fulcrum ball (33) which is forced outward by shoe retainer spring (32). The spring acts against the pump cylinder barrel forcing the piston shoes against the swashblock. The semi-cylindrical shaped swashblock limits the piston stroke and can be swiveled in an arc shaped saddle bearing (36). The angle of the swashblock is controlled by the control group (not shown). Refer to Operation later in this chapter.

Steering Circuit

L4-15

FIGURE 4-7. STEERING/BRAKE PUMP (Cross Section) 1. Drive Shaft 14. Plug 27. Swashblock 2. Drive Shaft Bearing 15. O-Ring 28. Retainer Ring 3. Shaft Seal 16. Plug 29. Piston/Shoe Assembly 4. Roll Pin 17. O-ring 30. Cylinder Barrel 5. Housing 18. Roll Pin 31. Valve Plate 6. Gasket 19. O-Ring 32. Shoe Retainer Spring 7. Socket Head Screw 20. Seal Retainer 33. Fulcrum Ball 8. O-Ring Seal 21. Bearing Retainer Ring 34. Shoe Retainer 9. Rear Shaft Cover 22. Shaft Bearing Retainer Ring 35. Cylinder Bearing 10. Roll Pin 23. Roll Pin 36. Saddle Bearing 11. Socket Head Screw 24. Roll Pin 37. Roll Pin 12. Spline Cover 25. Guide Plate 13. Cap Screw 26. Flat Head Screw

L4-16

Steering Circuit

L04050

OPERATION Full Pump Volume (Figure 4-8): Rotating the drive shaft turns the splined cylinder, which contains the pistons. When the cylinder is rotated, the pistons move in and out of their bores as the shoes ride against the angled swashblock. As the cylinder rotates, the individual piston bores are connected, alternately, to Port A (upper) and Port B (lower). While connected to the upper side (suction) Port A, each piston moves outward, drawing fluid from Port A into the piston bore until it's outermost stroke is reached. At that point, the piston bore passes from the upper crescent port to the lower crescent port.

FIGURE 4-8. PUMP AT FULL VOLUME

While rotating across the lower crescent, each piston moves across the angled swashblock face. Thus, each piston is forced inward. Each piston displaces fluid through the lower crescent to Port B until it's innermost stroke is reached. At that point, the piston bore passes from the lower to the upper crescent again, and the operating cycle is repeated.

Half Pump Volume (Figure 4-9): Swashblock angle determines the length of piston stroke thereby determining the amount of delivery from the pump. In this illustration, the stroke angle is one-half of the stroke angle shown in Figure 4-8. Therefore, the piston stroke and pump delivery is one half the delivery in Figure 4-8.

FIGURE 4-9. PUMP AT HALF VOLUME

Neutral Position (Figure 4-10): Neutral position results when the control centers the swashblock. The swashblock angle is now zero and the swashblock face is now parallel to the cylinder face. Therefore, no inward or outward motion of the pump pistons exist as the piston shoes rotate around the swashblock face. The lack of inward and outward motion results in no fluid being displaced from the piston bores. Consequently, there is no delivery from pump ports.

FIGURE 4-10. PUMP IN NEUTRAL POSITION

L04050

Steering Circuit

L4-17

NOTES

L4-18

Steering Circuit

L04050

SECTION L5 STEERING CONTROL UNIT INDEX

STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 REBUILD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-8

L05032

Steering Control Valve

L5-1

NOTES

L5-2


L05032

STEERING CONTROL UNIT Removal 1. Shut off the engine. Wait 90 seconds for the steering circuit to depressurize. Turn the steering wheel to verify that the pressure has been relieved from the system.

4. Remove cap screws (10, Figure 5-1) from the steering unit mounting bracket. Remove steering control unit (7).

2. Clean the steering control unit and surrounding area to prevent contamination. 3. Tag and disconnect the hydraulic lines from the unit. Plug the lines to prevent spillage and possible contamination to the system.

Remove pressure from the steering system before removing hydraulic lines. Avoid contact with hot oil. Properly contain oil and plug all openings to prevent contamination.

FIGURE 5-2. STEERING CONTROL UNIT 1. Brake Valve 5. "T" Port Hose 2. Steering Control Unit 6. "P" Port Hose 3. "LS" Port Hose 7. "R" Port Hose 4. "L" Port Hose

Installation 1. Lubricate the male splines on the end of the steering column shaft. 2. Place steering control unit (7) into position. Install cap screws (10). Tighten the cap screws to standard torque.

FIGURE 5-1. STEERING CONTROL UNIT INSTALLATION 1. Steering Wheel 2. Button Horn 3. Steering Column 4. Cap Screw 5. Flat Washer 6. Lock Washer

L05032

7. Steering Control Unit 8. LH Bracket 9. RH Bracket 10. Cap Screw 11. Lock Washer


L5-3

3. Remove the plugs from the hydraulic lines. Connect the hydraulic lines. Use the tags created during disassembly for reference.

Serious damage and personal injury may occur if a truck is operated with the hydraulic steering lines improperly installed. Improperly installed hydraulic lines can result in uncontrolled steering and/or sudden and rapid rotation of the steering wheel when turning. The steering wheel may turn rapidly and may not be stopped manually. After installing the steering control unit, check the steering lines for correct installation before starting the engine.

REBUILD PROCEDURE Tools required for disassembly and assembly: • 2 screwdrivers (4-6 in. long, 1/8 in. flat blade) • 1/2 inch socket (12 point) • 1/2 inch breaker bar • Torque wrench, 120 N·m (90 lb ft) capacity. • Plastic hammer or rubber hammer • Retaining ring pliers • Fabricated spring installation tool (Figure 5-4). The steering control unit is a precision unit manufactured to very close tolerances. Complete cleanliness is necessary when rebuilding the unit. Work in a clean area and use lint free wiping materials or dry compressed air. Use a wire brush to remove foreign material and debris from around the exterior joints of the unit before disassembly. Use clean solvent for cleaning and clean hydraulic oil for initial lubrication.

FIGURE 5-4. SPRING INSTALLATION TOOL

FIGURE 5-3. PORT IDENTIFICATION 1. Steering Control Unit "T" - Return to Tank "P" - Supply from Pump "L" - Left Steering

NOTE: This tool is extremely helpful during centering spring installation.

"R" - Right Steering "LS" - Load Sensing

4. Check for proper steering wheel rotation without binding. Rotate the wheel 1/4 turn to the left and the right. The steering wheel should return to the neutral position from each direction.

L5-4


L05032

Disassembly 1. Clamp the housing in a vise with the metering end up. Clamp lightly on the edges of the mounting area, as shown in Figure 5-5.

Use protective material on the vise jaws. DO NOT over-tighten the jaws.

FIGURE 5-6. MARKING COMPONENTS 1. Steering Control Unit 2. Match Marks

3. Cap Screw With Roll Pin 4. Pin Location Mark

3. Remove the end cover cap screws and washers. Remove cap screw with rolled pin (3, Figure 5-6). Mark the location of the cap screw for reassembly. 4. Remove end cover (1, Figure 5-7) and O-ring (2). Remove gear wheel set (3). 5. Remove cardan shaft (11, Figure 5-10) distribution plate (15) and O-ring (14). FIGURE 5-5. CLAMPING STEERING UNIT

2. Mark the gear wheel set and end cover to ensure proper orientation during assembly. Refer to Figure 5-6. NOTE: Although the illustrations do not show the unit in a vise, it is recommended that the unit be kept in the vise during disassembly.

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6. Remove threaded bushing (4) and ball (3). Separate the spools from the housing. Remove Oring (5), kin ring (6) and bearing assembly (7). 7. Remove ring (8) and pin (9). Carefully push the inner spool out of the outer sleeve. 8. Press neutral position springs (10) out of their slot in the inner spool. Note the orientation of the centering springs. 9. Remove dust seal (2, Figure 5-8) using a screwdriver. DO NOT scratch the seal bore.


L5-5

Cleaning and Inspection 1. Clean all parts carefully with fresh cleaning solvent. 2. Carefully inspect all parts and replace parts as necessary. Replace all O-rings, seals and neutral position springs with new parts. 3. Prior to assembly thoroughly lubricate all parts with clean hydraulic oil.

FIGURE 5-7. END COVER REMOVAL 1. End Cover 2. O-ring

3. Gear Wheel Set 4. Housing

FIGURE 5-9. SPOOL AND SLEEVE ASSEMBLY 1. Slots 2. Hole

3. Spool 4. Sleeve

FIGURE 5-8. DUST SEAL REMOVAL 1. Screwdriver 2. Dust Seal

L5-6

3. Housing


L05032

FIGURE 5-10. STEERING CONTROL UNIT 1. Dust Seal 2. Housing & Spools 3. Ball 4. Threaded Bushing 5. O-ring 6. Kin Ring 7. Bearing Assembly 8. Ring

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9. Pin 10. Neutral Position Springs 11. Cardan Shaft 12. Spacer 13. Tube 14. O-ring 15. Distribution Plate 16. Gear Wheel Set


17. O-ring 18. O-ring 19. End Cover 20. Washers 21. Rolled Pin 22. Cap Screw With Bore 23. Cap Screws

L5-7

Assembly NOTE: When assembling the spool and sleeve, only one of the two possible matching positions of the spring slots can be used. The reason is that in the other end of the sleeve and spool (opposite end of the spring slots) there are three slots in the spool and three holes in the sleeve. These must be opposite each other during assembly so that the holes are partly visible through the slots in the spool. Refer to Figure 5-10.

1. Carefully assemble the spool and the sleeve so the centering springs slots are aligned. 2. Apply a light film of clean oil to the outside diameter of the spool. Rotate the spool while sliding the parts together. FIGURE 5-11. INSTALLING CENTERING SPRINGS

The spool and sleeve are machined to very close tolerances. DO NOT use force when rotating the parts during assembly. DO NOT scuff the sleeve during assembly. 3. Test for free rotation. The spool should rotate smoothly in the sleeve with finger tip force applied at the splined end. 4. Align the springs slots in the spool and the sleeve. Stand the parts on the bench. Insert spring installation tool (Figure 5-11) through the spring slots of both parts.

2. Centering Springs

1. Spring Installation Tool

Alternate Springs

Method

For

Installing

Centering

a. Place a screwdriver in the spool slot as shown in Figure 5-12. b. Place one flat neutral position spring on each side of the screwdriver blade. Do not remove the screwdriver.

NOTE: If a spring installation tool is not available, refer to Alternate Method For Installing Centering Springs.

c. Push two curved neutral position springs in between one side of the screwdriver blade and a flat spring. Repeat for the opposite side. Remove the screwdriver.

5. Assemble the centering springs on the bench Proper orientation of the springs is shown in Figure 5-12.

d. Slide the inner spool in the sleeve. Compress the ends of the neutral position springs and push the springs into place in the sleeve. Install the cross pin.

6. Insert one end of the spring set into the installation tool (Figure 5-11). 7. Compress the end of the centering spring set and push into the spool and sleeve assembly. Keep pressure on the spring ends when withdrawing the installation tool, pushing forward on spring set.

L5-8


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FIGURE 5-12. NEUTRAL POSITION SPRING INSTALLATION

8. Install ring (1, Figure 5-13) rear bearing race (2), bearing (3) and front bearing race (4) in order. The chamfer on the rear bearing race must be facing away from the bearing. Position the O-ring and kin ring on the spool. 9. Place the dust seal in position. Position a flat, iron block over the seal, and tap into position. 10. Rotate the steering control unit so the housing is horizontal. While gently rotating the parts, guide the spool and sleeve assembly into the housing bore. Refer to Figure 5-14. 11. Install the check ball in the hole shown in Figure 5-15. Install the threaded bushing and lightly tighten. 12. Grease the housing O-ring with petroleum jelly and install in the housing groove.

FIGURE 5-13. BEARING INSTALLATION 1. Ring 2. Rear Bearing Race 3. Bearing

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4. Front Bearing Race 5. Spool 6. Sleeve

L5-9

13. Install distribution plate (15, Figure 5-9), aligning the channel holes to match the corresponding holes in the housing. Guide cardan shaft (11) into the bore. The slot in the cardan shaft must be parallel to the cross pin. NOTE: Position the cardan shaft so that it is held up and in position by a mounting fork. Refer to Figure 516. The mounting fork can be fabricated from a small piece of thin gauge metal.

FIGURE 5-15. CHECK BALL INSTALLATION 1. Housing 3. Check Ball Hole 2. Check Ball 4. O-ring

FIGURE 5-14. SPOOL AND SLEEVE INSTALLATION 1. Housing

2. Spool & Sleeve

14. Grease the O-rings on both sides of the gear wheel set with petroleum jelly and install. 15. Install the gear wheel set. NOTE: The gear wheel (rotor) and cardan shaft must be assembled with a tooth base in the rotor positioned in alignment with the slot in the cardan shaft. Refer to Figure 5-17.

FIGURE 5-16. CARDAN SHAFT INSTALLATION

L5-10


L05032

FIGURE 5-18. GEAR WHEEL SET INSTALLATION 1. Gear Wheel Set 2. Cross Pin (Outline)

3. Rotor 4. Cardan Shaft

FIGURE 5-17. GEAR WHEEL ROTOR INSTALLATION

NOTE: The rotor and cross pin must now be in the position shown, in relation to each other. Refer to Figure 5-18. 16. Place the end cover into position. Install the cap screws with washers. Install the cap screw with roll pin in the position shown in Figure 5-6. Tighten the cover cap screws in a criss-cross pattern to 3 ± 0.5 N·m (24 ± 5 lb in.).

L05032


L5-11

NOTES

L5-12


L05032

SECTION L6 STEERING CIRCUIT COMPONENT REPAIR INDEX

STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 BLEED-DOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 Adjusting Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 Testing and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-4 FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-8 ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11 Leak Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-12 STEERING ACCUMULATOR CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-14 Temperature During Precharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17 ACCUMULATOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-18 STEERING CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-19 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-19 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-19

L06040 03/11

Steering Circuit Component Repair

L6-1

STEERING CYLINDER REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21 STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-22 PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23 Control Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-24 Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-25 Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-25 Drive Shaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-26 Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-26 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-26 Control Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-26 Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-27 Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-27 Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-28 Drive Shaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-28 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-28 Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-28 Drive Shaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-29 Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-29 Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-30 Control Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-31 STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-32 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-32 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-32 TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-33

L6-2


03/11 L06040

STEERING CIRCUIT COMPONENT REPAIR BLEED-DOWN MANIFOLD

DO NOT loosen or disconnect hydraulic lines or components until the engine is stopped and the key switch has been OFF for at least 90 seconds. Pressurized hydraulic fluid can have sufficient force to enter a person's body by penetrating the skin. This can cause serious injury and possibly death. Seek the proper medical treatment by a physician familiar with this injury, immediately.

Removal NOTE: It may not be necessary to remove the bleeddown manifold from the truck to replace components. If a problem area has been isolated, simply remove the inoperative component and replace with a new part. FIGURE 6-1. BLEEDDOWN MANIFOLD Adjusting Relief Valve 1. Depressurize the system and install a 34 474 kPa (5000 psi) pressure gauge in the pressure test port (6, Figure 6-1) of the bleed-down manifold. 2. Start the engine and operate at low idle. 3. Loosen the locknut on the compensator valve on the steering pump.

1. Brake Circuit Supply 2. Bleeddown Manifold 3. Return to Tank 4. Pressure Relief Valve 5. Supply From Steering Pump (Check Valve) 6. Test Port 7. From Accumulator

8. To Flow Amplifier 9. From Flow Amplifier 10. Accumulator BleedDown Solenoid 11. Low Steering Pressure Switch 12. Auto-Lube Supply

4. Adjust the pump compensator valve, raising the pressure until the bleed-down manifold relief valve opens at 22 408 kPa (3250 psi).

6. Secure the system relief valve with the locknut. Install the acorn nut.

5. If the bleed-down manifold relief valve setting is above or below 22 408 kPa (3250 psi), carefully loosen the locknut on relief valve (4) and adjust the pressure setting until 22 408 kPa (3250 psi) is obtained.

7. Turn the steering pump pressure compensator adjustment screw counterclockwise to reduce pressure. Steer the truck and adjust to allow circuit pressure to drop to approximately 17 237 kPa (2500 psi).

NOTE: Each 1/16 turn of the adjusting screw is equivalent to a setting change of approximately 690 kPa (100 psi).

L06040 03/11

8. Turn the pressure compensator adjustment screw clockwise to obtain 17 237 kPa (2750 psi) on the gauge at the steering bleed-down manifold test port. Tighten the jam nut to lock the adjustment screw when the correct pressure is obtained.


L6-3

Testing and Adjustment 1. Shut off the engine. Depressurize the steering accumulators before opening the circuit. 2. Disconnect the return to tank line (3, Figure 6-1) from the bleed-down manifold. 3. Start the engine and operate at low idle. 4. With the hydraulic oil at normal operating temperature, check the leakage. Maximum allowable leakage is 32.8 ml (1 oz) per minute.

DO NOT turn the key switch to OFF to depressurize the accumulators while the steering return lines are open. The return lines will contain accumulator oil flow during the depressurization cycle. 5. If leakage is excessive, reconnect the return line. 6. Turn the key switch to OFF and allow at least 90 seconds for the accumulators to depressurize. 7. Remove bleed-down solenoid valve (10) and relief valve (4). Replace the O-rings on both valves and reinstall. 8. Repeat the test procedure. 9. If leakage is still excessive, replace both the bleed-down solenoid valve and the relief valve.

L6-4

FIGURE 6-2. BLEEDDOWN VALVE SCHEMATIC 1. Accumulator Pressure Switch 5861 kPa (850 psi) 2. Return From Automatic Lubrication System 3. Accumulators 4. Steering Pressure Switch 12 755 kPa (1850 psi) 5. Differential Valve 6. Outlet to Flow Amplifier 7. Return from Flow Amplifier 8. Piloted Check Valve 9. Relief Valve: 3447 kPa (500 psi) 10. Accumulator Bleed-down Solenoid 11. Supply to Brake System 12. Return to Tank 13. Relief Valve 22 408 kPa (3250 psi) 14. Supply from Steering Pump / Check Valve 15. Pressure Test Port


03/11 L06040

FLOW AMPLIFIER

Disassembly

Removal

The flow amplifier valve is a precision unit manufactured to close tolerances. Therefore, complete cleanliness is a must when handling the flow amplifier valve. Work in a clean area and use lint free wiping materials or dry compressed air. Use a wire brush to remove foreign material and debris from around the exterior of the valve before disassembly. Use clean solvent to ensure cleanliness and clean hydraulic oil for initial lubrication.


1. Remove counterpressure valve plug (17, Figure 6-3), and O-ring (16). Remove counterpressure valve assembly (15).

1. Turn the key switch OFF and allow 90 seconds for the accumulators to depressurize. Disconnect each hydraulic line from the flow amplifier. Tag all hoses and plug all openings.

3. Remove cap screw (37) and cap screws (36). Remove lock washers (38 & 39). Remove end cover (47).

2. Support the flow amplifier valve. The weight of the flow amplifier is approximately 29 kg (69 lb). Remove the mounting cap screws and remove the valve from the machine. 3. Move the valve to a clean work area for disassembly.

2. Remove relief valve plug (18) and seal (19). Remove relief valve (20). Remove steel seal (21).

4. Remove spring stop (41) and spring (42). Remove spring stop (34) and springs (32 & 33). Remove O-rings (40 & 49) and seal plate (50). 5. Remove spring control (31) and main spool (29). Remove priority valve spool (43). Remove spring control (25), springs (23 & 24) and spring stop (22). 6. Remove amplifier valve spool assembly (51). Set amplifier valve spool assembly aside for further disassembly, if required.

Installation 1. Lift the flow amplifier into position. The weight of the flow amplifier is approximately 29 kg (69 lb). 2. Install the mounting cap screws and tighten to standard torque. 3. Identify hydraulic line location. Remove the plugs from the hoses. Install new O-rings on the flange fittings and connect the lines to the proper locations. Tighten the fittings securely.

7. Remove shock and suction valve (28). Set shock and suction valve aside for further disassembly, if required. 8. Remove cap screws (1 & 3) and lock washers (2 & 4). Remove end cover (5). 9. Remove O-rings (6, 7 & 8) and seal plate (9). Remove spring (55). 10. Remove shock and suction valve assembly (12). Set the shock and suction valve aside for further disassembly, if required. Remove orifice screw (13). 11. Remove orifice screw (53). Remove check valve (54).

NOTE: If further disassembly is required for the shock and suction valves refer to Figure 6-4.

L06040 03/11


L6-5

FIGURE 6-3. FLOW AMPLIFIER VALVE

L6-6


03/11 L06040

FIGURE 6-3. FLOW AMPLIFIER VALVE 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55.

Cap Screw Lock Washer Cap Screws Lock Washer Cover O-ring O-ring O-ring Seal Plate O-ring O-ring Shock/Suction Valve (Complete) Orifice Screw Valve Housing Counterpressure Valve (Complete) O-ring Plug Plug Seal Relief Valve (Complete) Steel Seal Stop Spring Spring Spring Control Orifice Screw O-ring Shock/Suction Valve (Complete) Main Spool O-ring Spring Control Spring Spring Spring Stop Orifice Screw Cap Screws Cap Screw Lock Washer Lock Washer O-rings Stop Spring Spool Name Plate Orifice Screw Spring Cover Pins O-rings Seal Plate Amplifier Spool Assembly (Complete) O-ring Orifice Screw Check Valve Spring

L06040 03/11

FIGURE 6-4. SHOCK AND SUCTION VALVE ASSEMBLY 1. O-Ring 2. Pilot Section

3. O-Ring

NOTE: The flow amplifier valve is equipped with two identical shock and suction valves. The valves are only serviced as complete assemblies. O-rings (1 & 3, Figure 6-4) are replaceable. Relief valve (20, Figure 6-3) check valve (54) and counterpressure valve (15) are also serviced only as assemblies.

NOTE: Disassembly of the amplifier spool assembly is only necessary should O-ring (2, Figure 6-5), spring (9) or orifice screw (11) require replacement. Otherwise, replace the amplifier spool assembly as a complete unit. For complete disassembly refer to Steps 12 & 13.

12. Remove retaining ring (7, Figure 6-5), remove pin (5). Remove plug (10) and spring (9). Remove retaining ring (6) and pin (4). Remove inner spool (8). 13. Remove check valve (1). Remove O-ring (2). Remove orifice screw (11) from plug (10). 14. Clean and inspect all parts carefully. Replace parts as necessary.


L6-7

6. Install seal (21). Install relief valve (20), seal (19), and plug (18). Tighten the plug to 2486 mN·m (22 lb in.). 7. Install counterpressure valve (15). Install plug (17) and new O-ring (16). 8. Install both shock and suction valves (12 & 28) as complete units. Install spring stop (22) springs (23 & 24) and spring control (25). Install orifice screws (26 & 35) if removed from main spool (29). Install main spool (29). 9. Install amplifier spool (51). Install priority valve spool (43) and spring (42). Install spring (55). 10. Install spring control (31), springs (32 & 33) and spring stop (34). FIGURE 6-5. AMPLIFIER SPOOL ASSEMBLY 1. Check Valve 2. O-Ring 3. Spool 4. Pin 5. Pin 6. Retaining Ring

7. Retaining Ring 8. Inner Spool 9. Spring 10. Plug 11. Orifice Screw

Assembly 1. Thoroughly clean all parts. Lubricate each part prior to installation with clean hydraulic oil. 2. Reassemble the amplifier spool assembly. Install O-ring (2, Figure 6-5). Install check valve (1). Install orifice screw (11) in plug (10). Install pin (5) and retaining ring (7). Install spring (9) and plug (10). Install pin (4) and retaining ring (6). Install inner spool (8).

11. Lubricate O-rings (6, 7 & 8) with molycote grease and position on cover (5) with seal plate (9). Install end cover (5). Install cap screws (3) and lock washers (4). Tighten the cap screws to 3 N·m (2 lb ft). Install cap screw (1) and lock washer (2). Tighten the cap screw to 8 N·m (6 lb ft). 12. Lubricate O-rings (40 & 49) with molycote grease and install on cover (47). Position seal plate (5) on the end cover. Install end cover (47). Install cap screws (36) and lock washers (39). Tighten the cap screws to 3 N·m (2 lb ft). Install cap screw (37) and lock washer (38). Tighten the cap screw to 8 N·m (6 lb ft). 13. To prevent contamination, install plastic plugs in each valve port.

3. Install orifice screw (13, Figure 6-3). Tighten the orifice screw to 452 mN·m (4 lb in.). 4. Install check valve (54). Tighten the check valve to 904 mN·m (8 lb in.). 5. Install orifice screw (53). Tighten the orifice screw to 904 mN·m (8 lb in.).

L6-8


03/11 L06040

ACCUMULATORS 1. Remove charging valve guard (5, Figure 6-6).

Removal

2. Loosen swivel nut (4, Figure 6-9) three complete revolutions while holding the valve body stationary.

Depressurize the system accumulators before opening the hydraulic circuits or installing test gauges. For the steering circuit, turn the key switch to OFF and allow 90 seconds for the accumulators to depressurize. After 90 seconds, turn the steering wheel to verify that pressure has been purged from the circuit. If the wheels do not move, the steering circuit is safe to service. For the brake circuit, first, chock the wheels. Then, open the shut-off valves on the brake manifold. Opening the valves allows the accumulator pressure to be released to the hydraulic tank.

3. Remove valve cap (1). Install the charging manifold assembly and release all the nitrogen pressure.

DO NOT loosen the complete charging valve assembly. Loosening the charging valve may result in the valve being forced out of the accumulator by the nitrogen pressure. Wear a protective face mask when discharging nitrogen gas.

FIGURE 6-6. ACCUMULATOR VALVES 1. Valve Manifold 2. O-Ring 3. Cap Screw 4. Lock Washer 5. Guard

6. Valve Cap 7. Flat Gasket 8. Valve Assembly 9. Pressure Switch

FIGURE 6-7. ACCUMULATOR MOUNTING 1. Accumulators 2. Clamp

L06040 03/11


3. Oil Pressure Switch 4. Mounting Bracket

L6-9

4. Disconnect the electrical leads at pressure switch (9, Figure 6-6). 5. Remove the oil lines from the bottom of the accumulators. Plug all hoses and openings to prevent contamination of the system. Disconnect and label the electrical wiring to the pressure switch. 6. Attach a lifting device to the top of the accumulator to be removed. The weight of the accumulator is 140 kg (309 lb).

Installation 1. Attach a lifting device to the top of the accumulator. The weight of the accumulator is 140 kg (309 lb). Lift the accumulator into position onto mounting bracket (4, Figure 6-7). 2. Install the clamps (2) and hardware to secure the accumulator to the mounting bracket. Do not overtighten as this could distort the accumulator.

7. Remove clamps (2, Figure 6-7) that secure the accumulator.

3. If necessary, install the pressure switches. Connect the wiring harness to the pressure switches.

8. Lift the accumulator from the truck and move to a clean work area for disassembly.

4. Install the oil hoses to the bottom of the accumulators. 5. Charge both accumulators with pure dry nitrogen as outlined in Steering Accumulator Charging.

FIGURE 6-8. ACCUMULATOR ASSEMBLY 1. Bladder Assembly 2. Hydraulic Port Assembly 3. Anti Extrusion Ring 4. Shell 5. Nut 6. O-Ring Back-Up (Metal)

L6-10

7. O-Ring 8. O-Ring Back-Up 9. Spacer 10. Lock Ring 11. Valve Assembly 12. Bleed plug


13. Warning Plate 14. Gas Valve Manifold 15. Pressure Switch 16. O-Ring

03/11 L06040

Disassembly 1. Secure the accumulator body in a vise (preferably a chain vise). NOTE: If a standard jaw vise is used, copper inserts must be used to protect the hydraulic port from damage. Clamp against the wrench flats only when using a jaw vise to prevent the accumulator from turning. 2. Remove bleed plug (12, Figure 6-8). 3. Using a spanner wrench, remove lock ring (10). Use an adjustable wrench on the flats of hydraulic port assembly (2) to prevent it from rotating.

5. Check the anti-extrusion ring and the soft seals for damage or wear. Replace all worn or damaged seals. 6. After the shell has been cleaned with a cleaning solution, check the inside and outside of the shell. Carefully inspect the area where the gas valve and hydraulic port assembly pass through the shell. Any nicks or damages in this area could destroy the accumulator bladder or damage the new seals. If this area is pitted, consult your Komatsu service manager.

4. Remove spacer (9), then push hydraulic port assembly (2) into the shell. 5. Remove O-ring back-up (8), O-ring (7), and metal back-up washer (6). 6. Separate anti-extrusion ring (3) from the hydraulic port assembly. Fold it to enable removal from the shell. 7. Hold the bladder valve stem and remove gas valve manifold (14). 8. Remove nut (5). 9. Fold bladder (1) and remove. A slight twisting motion, while pulling on the bladder, allows easier removal.

DO NOT attempt to repair the accumulator housing. Repairs may weaken the housing and result in serious injury to personnel when pressurized. Replace the accumulator housing if damaged.

Assembly Assemble the accumulator in a dust and lint-free area. Maintain complete cleanliness during assembly to prevent possible contamination of the hydraulic system. 1. Place accumulator shell (4, Figure 6-8) in a vise or on a table.

Cleaning and Inspection 1. All metal parts must be cleaned with a cleaning solution.

2. Lubricate the entire inside of the housing with 2.3 l (80 oz) of clean hydraulic fluid.

2. The seals and soft parts must be wiped clean.

3. Fold the bladder longitudinally in a compact roll.

3. Inflate the bladder to normal size using minimal pressure. Wash the bladder with a soap solution. If the soap solution bubbles, discard the bladder. After testing, deflate the bladder immediately. 4. Inspect the hydraulic port assembly for damage. Ensure the poppet plunger spins freely and functions properly.

4. Insert a bladder pull rod through the valve stem opening (nitrogen end) and out through the shell fluid port (hydraulic oil end). Attach the bladder pull rod to the bladder valve stem. 5. With one hand, pull the bladder pull rod while inserting the bladder into the shell with the other hand. Slight twisting of the bladder will make this insertion easier. 6. Once the bladder valve stem has been pulled through the valve stem opening in the shell, install valve stem nut (5) by hand. Once the valve stem nut is in place, remove the bladder pull rod.

L06040 03/11


L6-11

7. Hold the bladder valve stem on the flats with a wrench and tighten nut (5) securely. 8. If removed, install pressure switch (15) and valve assembly (11). Install the charging valve onto gas valve manifold (14). Install new O-ring (16) on gas valve manifold (14). Hold the bladder valve stem with a wrench and install gas valve manifold (14). Tighten securely. 10. Holding hydraulic port assembly (2) by the threaded end, insert the poppet end completely inside the shell. 11. Fold anti-extrusion ring (3) and insert it into the shell. Place the anti-extrusion ring on the hydraulic port assembly with the steel collar facing the shell fluid port. 12. Pull the threaded end of the port assembly through the shell until it seats solidly. 13. Connect the nitrogen charging kit to the charging valve. Refer to Steering Accumulator Charging in this chapter to charge the accumulator. With the hydraulic port assembly firmly in place, slowly pressurize the bladder using dry nitrogen to 172 kPa (25 psi). Continue to fill the bladder to 345 kPa (50 psi) until the hydraulic port assembly is firmly held in place. 14. Install metal back-up washer (6) against the anti-extrusion ring.

18. Install lock ring (10) onto the hydraulic port assembly and tighten securely. This will compress the O-ring into position. Use an appropriate wrench on the flats on the hydraulic port assembly to ensure the unit does not turn. 19. Install bleed plug (12). 20. Charge the accumulator to 690-827 kPa (100120 psi). Refer to Steering Accumulator Charging in this chapter. After charging, install a plastic cover over the hydraulic port assembly to prevent contamination. DO NOT use a screw-in type plug.

When storing an accumulator, pressurize the accumulator to 690-827 kPa (100-120 psi). DO NOT exceed 827 kPa (120 psi). Sudden loss of accumulator pressure can result in a projectile hazard that can cause serious injury or death. NOTE: Charge the accumulators to 690-827 kPa (100-120 psi) for storage. Pressurizing the accumulators expands the bladder and holds oil against the inner walls for lubrication and rust prevention. Refer to Accumulator Storage in this chapter.

15. Install O-ring (7) against metal back-up washer (6). Leak Testing

DO NOT twist O-ring (7) during installation.

16. Install O-ring back-up (8).

To perform leak testing, a source of nitrogen pressure of 9653 kPa (1400 psi) and hydraulic pressure of 24 132 kPa (3500 psi) will be required. A water tank large enough to hold the accumulator and a method of safely securing the accumulator in a holding fixture will be necessary.

17. Insert spacer (9) with the smaller diameter of the shoulder facing the accumulator shell.

Securely mount the accumulator into a holding fixture before high pressure testing. DO NOT handle the accumulator if nitrogen pressure exceeds 827 kPa (120 psi). Sudden loss of accumulator pressure can result in a projectile hazard that can cause serious injury or death.

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03/11 L06040

1. Attach the appropriate lifting apparatus to the accumulator. The weight of the accumulator is approximately 140 kg (310 lb). Lift the accumulator into the holding fixture and secure. Attach the lifting apparatus to the holding fixture and lift it into the test tank. 2. Cover hydraulic port assembly (2, Figure 6-5) with a plastic cap to prevent water entry. DO NOT install a threaded plug in the hydraulic port assembly. Install bleed plug (12). 3. Charge the accumulator to 9653 kPa (1400 psi). Refer to Steering Accumulator Charging in this chapter. 4. Fill the test tank so the accumulator is completely submerged and observe for 20 minutes. No leakage (bubbling) is permitted. If leakage is present, go to Step 7. If no leakage is present, continue to the next step. 5. Drain the test tank. Remove the plastic plug from hydraulic port assembly (2). Ensure no moisture is present in the hydraulic port assembly.

9. If there are no leaks, charge the accumulator to 690-827 kPa (100-120 psi). Disconnect the charging manifold. Use a wrench to tighten charging nut (5, Figure 6-5) to 7-11 N·m (5-8 lb ft). 10. Remove the accumulator from the test tank fixture. .

When storing an accumulator, pressurize the accumulator to 690-827 kPa (100-120 psi). DO NOT exceed 827 kPa (120 psi). Sudden loss of the accumulator pressure can result in a projectile hazard that can cause serious injury or death.

11. Verify all labels are attached and legible. Refer to the parts book if replacements are required.

6. Connect a hydraulic power supply. Pressurize the accumulator with oil to 24 132 kPa (3500 psi). Refill the test tank with water and observe for 20 minutes. No oil or nitrogen leakage is permitted. 7. Slowly release the oil pressure. Drain the test tank and remove the hydraulic power supply connection. Ensure no moisture is present in hydraulic port assembly (2) and install a plastic cap to prevent contamination. DO NOT install a threaded plug in the hydraulic port assembly. 8. If any nitrogen gas or oil leakage was present, discharge all the nitrogen gas using the charging equipment, and repair as necessary.

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L6-13

STEERING ACCUMULATOR CHARGING 2. Remove bleed plug (12, Figure 6-8) from each accumulator being charged.

Depressurize system accumulators before opening hydraulic circuits or installing test gauges. For the steering circuit, turn the key switch to OFF and allow 90 seconds for the accumulators to depressurize. After 90 seconds, turn the steering wheel to verify that pressure has been purged from the circuit. If the wheels do not move, the steering circuit is safe to service. For the brake circuit, first, chock the wheels. Then, open the shut-off valves on the brake manifold. Opening the valves allows accumulator pressure to be released to the hydraulic tank. Pure dry nitrogen is the only gas approved for use in the steering accumulator. The accidental charging of oxygen, or any other gas in this component, may cause an explosion. When charging or discharging nitrogen gas in the accumulator, ensure the warning labels are observed, and the instructions regarding the charging valve are carefully read and understood.

NOTE: If a new or rebuilt accumulator, or any bladder accumulator with all the nitrogen discharged is being precharged while installed on the truck and connected to the hydraulic system, the oil side of the accumulator must be vented to allow proper bladder expansion. Release the trapped oil by removing the bleeder plugs. Trapped air or oil on the hydraulic side of the bladder will prevent the proper precharge pressure. 3. Remove guard (5, Figure 6-6). 4. Close valves (1, 2, and 8, Figure 6-10). 5. Install the charging manifold assembly onto the nitrogen gas supply tank. Open the valve on the nitrogen supply tank. 6. Turn both T-handles (3) fully counterclockwise before attaching the charging hose to the accumulator charging valve. 7. DO NOT loop or twist the hose. Attach swivel connector (4) to the charging valve and tighten to 1-2 N·m (10-15 lb in.).

Only precharge the accumulators while installed on the truck. DO NOT handle the accumulator with lifting equipment when the nitrogen precharge is above 827 kPa (120 psi). NOTE: If one accumulator is low on nitrogen, it is recommended that both accumulators be checked and/or charged at the same time.

1. With the key switch OFF, allow at least 90 seconds for the accumulator to depressurize. Turn the steering wheel to ensure no oil pressure remains in the accumulator. FIGURE 6-9. CHARGING VALVE 1. Valve Cap 6. Valve Body 2. Seal (Large Hex Nut) 3. Valve Core 7. O-Ring 4. Swivel Nut 8. Valve Stem (Small Hex Nut) 9. O-Ring 5. Rubber Washer

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03/11 L06040

FIGURE 6-10. CHARGING MANIFOLD ASSEMBLY 1. Valve 2. Valve 3. T-Handle

4. Swivel Connector 5. Pressure Gauge (Regulated) 6. Regulator

.

7. Adapter 8. Valve 9. Pressure Gauge

9. Turn T-handle (3, Figure 6-10) clockwise to open the charging valve. Fill time for this accumulator is four minutes.

Nitrogen pressure may be present in the accumulator. Turning the complete valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside. Ensure only swivel nut (4) is loosened. 8. Hold the charging valve stationary using valve body (6, Figure 6-9) with one wrench and loosen swivel nut (4) with a second wrench. This will open the poppet inside the charging valve.

If the accumulator is not charged slowly, the bladder may be permanently damaged. A starburst rupture in the lower end of the bladder is a characteristic failure caused by charging too rapidly.

NOTE: Three revolutions will fully open the valve.

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L6-15

10. If the pressure is greater than 172 kPa (25 psi), proceed to Step 12. If the pressure is less than 172 kPa (25 psi), set the regulator for 172 kPa (25 psi). Completely open valve (1 or 8, Figure 6-10), whichever one is connected to the accumulator. Then slightly open valve (2) and slowly fill the accumulator. Fill time for this accumulator is four minutes. 11. When 172 kPa (25 psi) is obtained on pressure gauge (9), close valve (2).

15. Turn the T-handle fully counterclockwise. Hold valve body (6) and loosen the swivel connector to remove the charging hose assembly. Check for nitrogen leaks. NOTE: If a new charging valve was installed, the valve stem must be seated as follows: a. Tighten swivel nut (4, Figure 6-6) to 14 N·m (11 lb ft). b. Loosen the swivel nut.

12. If the accumulator is not installed on the truck, set the pressure regulator to 690 kPa (100 psi). If the accumulator is installed on the truck, set regulator (6) for the pressure listed in Table 1 based on the ambient temperature. Open valve (2) and fill the accumulator.

c. Retighten the swivel nut to 14 N·m (11 lb ft).

13. After charging to the correct pressure, close valve (2). Wait 15 minutes to allow the temperature and pressure of the nitrogen to stabilize. If the desired pressure is low, adjust the regulator, open valve (2), and add more nitrogen to obtain the correct pressure. If the pressure has exceeded the recommended pressure, then slowly release the nitrogen pressure to obtain the correct pressure.

16. Install and tighten the valve cap to 1-2 N·m (1015 lb in.). The valve cap serves as a secondary seal. Install valve guard (5, Figure 6-6). Close the valve on the nitrogen supply tank.

d. Again, loosen the swivel nut. e. Finally, tighten the swivel nut to 5 N·m (4 lb ft).

17. Install bleed plug(s) (12). If opened, close the brake accumulator bleed-down valves. 18. Operate the truck and check the steering for normal operation. 19. Check the hydraulic oil level and fill as necessary.

DO NOT release pressure by depressing the valve core with a foreign object. High-pressure may rupture the rubber valve seat.

14. Tighten swivel nut (4, Figure 6-9) to 7-11 N·m (5-8 lb ft) to close the internal poppet.

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Temperature During Precharge

ACCUMULATOR STORAGE

Temperature variation can affect the precharge pressure of an accumulator. As the temperature increases, the pressure increases. Conversely, decreasing temperature will decrease the pressure. To ensure accuracy, it is necessary to adjust the charging pressure to offset temperature variations. The temperature variation is determined by the ambient temperature at the time of charging. If the accumulator is mounted on the truck, wait one hour after shutting the engine off. After an hour, measure the ambient temperature to determine the proper charging pressure. Refer to Table 1.

The shelf life of bladders, under normal storage conditions, is one year. Normal storage conditions consist of the bladder being heat sealed in a black plastic bag and placed in a cool, dry place away from the sun, ultraviolet, and fluorescent lights, as well as electrical equipment. Direct sunlight or fluorescent light can cause the bladder to weather check and dry rot, which appear on the bladder surface as cracks.

Example: Assuming the ambient temperature is 10°C (50°F), charge the accumulator to 9294 kPa (1348 psi). TABLE 1. Relationship Between Charging Pressure and Ambient Temperature Ambient Temperature

Charging Pressure ± 70 kPa (10 psi)

-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)

When storing an accumulator, pressurize the accumulator to 690-827 kPa (100-120 psi). DO NOT exceed 827 kPa (120 psi). Sudden loss of the accumulator pressure can result in a projectile hazard that can cause serious injury or death. Only precharge the accumulators to operating pressure while installed on the truck. DO NOT handle the accumulator with a nitrogen precharge greater than 827 kPa (120 psi).

1. If the accumulator has been rebuilt, ensure there is approximately 2.3 l (80 oz) of oil inside the accumulator before adding pressure. 2. Charge the accumulator to 690-827 kPa (100120 psi). Refer to Steering Accumulator Charging in this chapter.

NOTE: Pressurizing the accumulator fully expands the bladder and holds a film of oil against the inner walls for lubrication and rust prevention. 3. The hydraulic port assembly must be covered with a plastic plug, without threads, to prevent contamination. DO NOT install a threaded plug in the hydraulic port assembly. 4. Store the accumulator in an upright position.

NOTE: Pressures below 8232 kPa (1194 psi) are not recommended. The low accumulator pressure warning switch activates at 7584 ± 310 kPa (1100 ± 45 psi).

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L6-17

Installation

Follow this procedure when installing an accumulator that was in storage. This procedure also applies to newly purchased accumulators. 1. Install the pressure gauges on the accumulator and check the pressure. Refer to Steering Accumulator Charging in this chapter. a. If the pressure is 165 kPa (24 psi) or less, slowly drain off any nitrogen and proceed to Step 2.

6. Stand the accumulator upright and secure. Install the pressure gauges and charge the accumulator first to 172 kPa (25 psi), then to 690 kPa (100 psi). Remove the gauges from the accumulator and install a plastic dust cap over the hydraulic port assembly. The fill time to reach 172 kPa (25 psi) is approximately four minutes. 7. Install the accumulator on the truck. 8. Charge the accumulator to operating pressure. Refer to Steering Accumulator Charging in this chapter to fully charge the accumulator to the correct operating precharge pressure.

b. If the pressure is between 172 kPa (25 psi) and 690 kPa (100 psi), set the regulator to 690 kPa (100 psi) and slowly charge the accumulator to 690 kPa (100 psi). Disconnect the pressure gauges from the accumulator. Proceed to Step 7. 2. Remove the gauges from the accumulator. 3. Remove the plastic dust cap from the hydraulic port assembly. 4. Lay the accumulator on a suitable work bench and pour clean C-4 hydraulic oil, approximately 2.3 l (80 oz) into the accumulator through the hydraulic port assembly. Allow time for the oil to cover the inside of the accumulator. 5. Lay the accumulator flat and slowly roll the accumulator two complete revolutions. This provides the necessary lubrication for charging.

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03/11 L06040

STEERING CYLINDER Removal

Installation

1. Disconnect the lubrication lines at the cylinder pins. 2. Support the cylinder with a suitable lifting device. The weight of the steering cylinder is approximately 131 kg (289 lb). 3. Remove pin (4, Figure 6-11).

NOTE: Support steering cylinder (5) with a suitable jack. Start the engine and operate the steering to retract the piston rod, then disconnect the cylinder from the frame.

1. Lift steering cylinder (5, Figure 6-11) into position. The weight of the steering cylinder is approximately 131 kg (289 lb). 2. Position rubber boot (1, Figure 6-12) and install pin (4, Figure 6-11). Install the pin retaining cap screw and washer and tighten to standard torque. 3. Move the piston rod eye into position. Install rubber boot (1) and the pin. Install the pin retaining cap screw and washer and tighten to standard torque. 4. Connect the lubrication lines. 5. Install a new O-ring onto hose (3, Figure 6-11). Connect the hose to the cylinder.

4. Remove hose (2).

6. Install a new O-ring onto hose (2). Connect the hose to the cylinder.

5. Remove hose (3). 6. Remove pin (1). 7. Remove the steering cylinder from the truck.

FIGURE 6-12. TYPICAL MOUNTING PIN 1. Rubber Boot

2. Pin

FIGURE 6-11. STEERING CYLINDER PIPING 1. Pin 2. Hose 3. Hose

L06040 03/11

4. Pin 5. Steering Cylinder


L6-19

STEERING CYLINDER REBUILD Disassembly


1. Remove cap screws (9, Figure 6-13). 2. Pull rod assembly (10) and gland out of cylinder housing (1). 3. Remove locknut (2) and piston (3). Remove bearing (4) and seal assembly (5) from the piston. 4. Slide the gland off the rod. Remove O-ring (6) and backup ring (7) from the gland. 5. Remove rod wiper (11) and rod seal (12). Remove bearing (13).

• Clean parts thoroughly and inspect cylinder housing (1, Figure 6-13), piston (3), piston rod (10), and gland (8) for evidence of scoring, pitting, or excessive wear. • Discard all seals, O-rings, backup rings, and bearings. • Inspect bushing (16) and the bushing housing for excessive wear or damage. Replace if necessary. • Replace O-rings (15). • During assembly, coat sliding surfaces with hydraulic oil.

FIGURE 6-13. STEERING CYLINDER ASSEMBLY 1. Housing 2. Locknut 3. Piston 4. Bearing

L6-20

5. Seal Assembly 6. O-Ring 7. Backup Ring 8. Gland

9. Cap Screw 10. Rod 11. Wiper 12. Seal


13. Bearing 14. Retaining Ring 15. O-Ring 16. Bushing

03/11 L06040

Assembly

STEERING/BRAKE PUMP

Piston Seal and Bearing Installation:

Removal

1. Install new piston seal (5, Figure 6-13) onto piston (3) as follows: a. Heat piston seal assembly (5) in boiling water for 3 to 4 minutes. b. Remove the piston seal from the water and assemble onto the piston. Install within 5 seconds before the seal hardens. Use piston bearing (4) to position the seal assembly in the groove. Apply pressure evenly to prevent cocking the seal. c. If the seal is loose on the piston, a belt type wrench or similar tool can be used to compress the OD of the seal until it fits tightly on the piston. 2. Install bearing (4) in the piston groove.

Cylinder Assembly: 1. Install a new bearing (13), rod seal (12), rod wiper (11), backup ring (7) and O-ring (6) in gland (8). 2. Push rod (10) through the top of the gland. Slowly advance the rod over the seal and the rod wiper. 3. Install piston assembly (3) onto the rod. Install locknut (2) and tighten to 2712 N·m (2000 lb ft). 4. Carefully install the rod and the gland assembly into cylinder housing (1). Ensure the O-ring and the backup ring are not damaged during installation of the gland. 5. Install cap screws (9). Tighten to 420 N·m (310 lb ft).


1. Turn the key switch OFF and allow 90 seconds for the accumulators to depressurize. Turn the steering wheel to verify that pressure has been relieved. 2. Drain the hydraulic tank by use of the drain valves located at the bottom of the tank. The capacity of the hydraulic tank is approximately 576 liters (152 gal). If the oil is to be reused, clean containers must be used with a 3 micron filtering system available for refill. 3. Clean the steering pump and surrounding area to help prevent contamination of the hydraulic oil when the system is opened. 4. Disconnect suction hose (3, Figure 6-14) and outlet hoses (6) at the steering pump. Disconnect pump case drain line (2) from fitting (4). Plug all hoses and fittings to prevent oil contamination.

Testing After the cylinder is assembled, perform the following tests to verify that performance is within acceptable limits. • Piston leakage must not exceed 16.4 cm3/min. (1.0 in3/min.) at 17 250 kPa (2,500 psi), port to port. • Rod seal leakage must not exceed one drop of oil in eight cycles of operation. • Piston break-away force must not exceed 690 kPa (100 psi).

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L6-21

Installation 1. Install a new O-ring onto the pump mounting flange. 2. Inspect the splined coupler to verify the internal snap ring is properly seated. Install the coupler onto the transmission pump drive shaft. 3. Attach an appropriate lifting device to the steering pump. The pump weighs approximately 50 kg (110 lb). Lift the steering pump into position. Engage the steering pump shaft with the transmission pump splined coupler. 4. Align the cap screw holes and install the steering pump mounting cap screws. Tighten the mounting cap screws to standard torque. 5. Remove the plugs from suction hose (3, Figure 6-14) and outlet hose and install new O-rings. Connect the hoses to the steering pump. Tighten the cap screws, securely. 6. Remove fitting (4) and add clean oil to the pump until the housing is full. This may require 2 to 3 liters (2 to 3 qts) of oil. 7. Remove the cap from case drain line (2) and connect to fitting (4). 8. Replace the hydraulic filter elements. Refer to Hydraulic Filters, earlier in this section. FIGURE 6-14. STEERING/BRAKE PUMP 1. Transmission Pump 2. Case Drain Line 3. Suction Hose

4. Drain Line Fitting 5. Steering/Brake Pump 6. Outlet Hose NOTE: Use only Komatsu filter elements, or elements that meet the Komatsu hydraulic filtration specification of Beta 12 = 200.

5. Attach an appropriate lifting device to the steering pump. The pump weighs approximately 50 kg (110 lb). Remove the two pump mounting cap screws.

10. With the body down and the engine off, fill the hydraulic tank with clean hydraulic oil. Fill until oil is visible in the top sight glass. The capacity of the hydraulic is 576 liters (152 gal.).

6. Move the steering pump forward to disengage the drive coupler splines from transmission pump (1). Remove the pump. 7. Clean the exterior of the steering pump. 8. Move the steering pump to a clean work area for disassembly.

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If trapped air is not purged from the steering pump, possible pump damage and pump failure may result.

11. Loosen the cap screws that secure suction hose (3) at the pump to purge trapped air. Loosen the cap screws that secure outlet hose (6) at the pump to purge trapped air. Retighten the cap screws to standard torque. 12. If necessary, add oil to the hydraulic tank up to the upper sight glass. 13. In the hydraulic brake cabinet, open both brake accumulator needle valves completely to allow the steering pump to start under a minimal load. 14. Move the hoist pilot control valve to the FLOAT position. 15. Start the truck engine and operate at low idle for two minutes.

17. Verify the oil level in the hydraulic tank is at the upper sight glass when the engine is off and the body is resting on the frame. If the oil level is not at the upper sight glass, follow service manual instructions for adding oil. 18. Start the engine and check for proper pump operation. If necessary, refer to Steering Circuit Checkout Procedure, later in this section. Also, refer to Troubleshooting Chart for additional information.

PUMP REBUILD When disassembling or assembling unit: • Choose a work area free of dust, sand or other abrasive particles. • Place all parts on a clean surface. • Use clean solvents to clean parts. • All tools and gauges must be clean. Use new, clean and threadless rags to handle and dry parts.

Disassembly 1. Drain the hydraulic oil from the pump inlet, discharge and case drain ports. Do not allow the engine to operate with the needle valves in the open position for longer than this recommendation. Excessive hydraulic system heating will occur. Do not operate the hydraulic pumps for the first time after an oil change, or pump replacement, with the truck dump body raised. The oil level in the hydraulic tank may be below the level of the pump(s), causing premature pump wear during initial start-up.

2. Thoroughly clean and dry the outside surface of the pump housing. NOTE: Depending upon what part or parts are to be inspected, it may not be necessary to completely disassemble all assemblies. 3. For complete pump disassembly, follow the instructions for each pump group on the following pages.

16. Shut off the engine and close both accumulator needle valves in the brake cabinet.

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L6-23

Control Group NOTE: Prior to removing the control group from the pump housing, loosen all external plugs for easier removal.

6. Remove plugs (12 & 21) and orifice (30). 7. Remove plug (28), spring (27), orifices (25 & 26) and four-way valve spool (24).

2. Lift control housing (1) off the pump housing.

8. Remove relief valve bonnet (14), spring (15), shim (16), and poppet (17).

3. Remove gasket (8), O-Ring (9), plug (11) and piston control pin (10).

9. Remove relief valve seat (18), O-ring (19), and orifice (20).

1. Remove cap screws (2, Figure 6-15).

4. Remove cap screws (3). Remove end cap (23) and gasket (31). Remove O-rings (4). 5. Carefully remove bias control piston (7), spring (6), and main control piston (5) from the control housing.

FIGURE 6-15. PUMP CONTROL GROUP 1. Control Housing 2. Cap Screw 3. Cap Screw 4. O-Ring 5. Main Control Piston 6. Spring 7. Bias Control Piston 8. Gasket

L6-24

9. O-Ring 10. Control Piston Pin 11. Plug 12. Plug 13. O-Ring 14. Relief Valve Bonnet 15. Spring 16. Shim

17. Relief Poppet 18. Relief Valve Seat 19. O-Ring 20. Orifice 21. Plug 22. O-Ring 23. End Cap 24. 4-Way Valve Spool


25. Orifice 26. Orifice 27. Spring 28. End Plug 29. O-Ring 30. Orifice 31. Gasket

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Valve Plate Group

Rotating Group

10. Support the pump on the workbench with the drive shaft facing downward. Remove the four hex head cap screws (18, Figure 6-16). 11. Lift straight up to remove valve plate (17). 12. Remove valve plate gasket (16) and O-ring (10).

The rotating group weighs approximately 7 kg (15 lb). Use extreme care when disassembling. DO NOT damage the cylinder wear plate face, the bearings or the piston shoes. Assistance from others and use of proper lifting techniques is strongly recommended to prevent personal injury and damage to the pump. 13. Place the pump in a horizontal position and remove the rotating group by turning drive shaft (6) slowly while pulling the cylinder/piston barrel assembly (15) from the housing.

FIGURE 6-16. PUMP PISTON SECTION 1. Bearing Retainer Ring 2. Shaft Retainer Ring 3. Ball Bearing 4. Seal Retainer 5. Shaft Seal 6. Drive Shaft

L06040 03/11

7. Screw 8. Guide Plate 9. Roll Pin 10. O-Ring 11. Roll Pin 12. Roll Pin

13. Saddle Bearing 14. Swashblock 15. Cylinder/Piston Assembly 16. Gasket 17. Plate 18. Cap Screw


19. Plug 20. O-Ring 21. Plug 22. O-Ring

L6-25

Drive Shaft Group 20. Remove the bearing retainer ring (1, Figure 616). 21. Grasp the outboard end of the drive shaft and pull shaft and bearing out from the pump housing. 22. Remove the shaft retaining ring (2) and bearing (3). 23. Remove the shaft seal retainer (4) and the shaft seal (5) from the housing only if necessary.

Swashblock Group 24. Remove the flat head screws (7, Figure 6-16) and guide plate (8). FIGURE 6-17. PISTON/SHOE REMOVAL 1. Cylinder Barrel 2. Spring 3. Fulcrum Ball

4. Piston/Shoe Assembly 5. Shoe Retainer

14. Place the cylinder barrel on a clean, protective surface with the piston shoes facing upward. 15. Mark each piston, its cylinder bore and location in the shoe retainer for ease of inspection and assembly. 16. Piston/shoe assemblies (4, Figure 6-17) can be removed individually or as a group by pulling upward on the shoe retainer (5). 17. Remove the fulcrum ball (3) and shoe retainer spring (2). 18. Remove the retaining ring (6, Figure 6-18) and pull the cylinder bearing (7) from the housing. 19. If necessary, remove roll pins (8) from the housing. Note the position of the roll pins in the case.

L6-26

25. Reach inside the case and remove the swashblock (14) and the saddle bearings (13).

Inspection

Always wear safety goggles when using solvents or compressed air. Failure to wear safety goggles could result in serious personal injury. 1. Clean all parts thoroughly. 2. Replace all seals and O-rings with new parts. 3. Check all locating pins for damage and all springs for cracking or signs of fatigue.

Control Group 4. Carefully check control piston pin (10, Figure 615) for cracks and/or signs of fatigue. Check the fit of the pin in the swashblock. The pin should be a slip fit without any radial free-play. 5. Verify all orifices and passages are free of obstructions. 6. Check main control piston (5), bias control piston (7), and housing (1) for excessive wear or scoring.


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FIGURE 6-18. ROTATING GROUP 1. Cylinder Barrel 2. Spring 3. Fulcrum Ball

4. Shoe Retainer 5. Piston & Shoe Assembly 6. Retainer Ring

Valve Plate Group 7. Inspect valve plate (17, Figure 6-16). Check the surface that mates with cylinder barrel (15) for excessive wear, scoring or grooves. If the faces are not flat and smooth, the cylinder side will "lift off" from the valve plate resulting in delivery loss and damage to the pump. 8. Remove minor defects on the face by lightly stoning the surface with a hard stone that is flat within 0.03 mm (0.001 in.). Excessive stoning will remove the hardened surface. If wear or damage is extensive, replace the valve plate.

Rotating Group 9. Inspect cylinder barrel (1, Figure 6-18). Check the piston bores and the face that mates with the valve plate for wear and scoring. 10. Remove minor defects on the face by lightly stoning or lapping the surface. If defects can not be removed by this method, replace the cylinder barrel.

7. Cylinder Bearing 8. Roll Pin

11. Inspect cylinder bearing (7) for damage and replace if necessary. 12. Check all piston and shoe assemblies (5) to be sure they fit properly on the swashblock. 13. Check all pump piston assemblies for smooth action in their bores. 14. Check the piston walls and bores for scratches or other signs of excessive wear. Pistons should not have more than a few thousandths clearance. Replace if necessary. 15. Check the end play of piston shoes (2, Figure 619). The piston shoes must pivot smoothly, but end play must not exceed 0.152 mm (0.006 in.). 16. Measure each shoe at dimension (A) as shown in Figure 6-19. All shoes must be equal within 0.025 mm (0.001 in.) at this dimension. 17. Check each shoe contact face (3). Faces must be free of nicks or scratches. If one or more piston/shoe assembly needs to be replaced, replacement of all piston/shoe assemblies is necessary. 18. When installing new piston/shoe assemblies or the rotating group, verify that the pistons are free in their bores.

L06040 03/11


L6-27

Drive Shaft Group 24. Remove shaft seal (5, Figure 6-16). 25. Check shaft bearing (6) for galling, pitting, binding or roughness. Replace if necessary. 26. Check the rear shaft bushing in the valve plate. 27. Check the shaft and its splines for wear. Replace any parts if necessary.

Assembly FIGURE 6-19. PISTON/SHOE INSPECTION 1. Piston 2. Shoe

3. Shoe Contact Face

The procedure for assembling the pump is basically the reverse order of the disassembly procedure. During assembly, install new gaskets, seals, and Orings. 1. Apply a thin film of clean grease or hydraulic oil to sealing components to ease in assembly. If a new rotating group is used, lubricate thoroughly with clean hydraulic fluid. Apply oil generously to all wear surfaces.

Swashblock Group 19. Inspect swashblock (14, Figure 6-16) for wear and scoring. If defects are minor, stone the swashblock, lightly. If damage is extensive, replace the swashblock. 20. Check the small holes in the face of the swashblock. These passageways are ports for the hydrostatic balance fluid of the piston/shoe assembly. The fluid is channelled through the swashblock to the face of the saddle bearing providing lubrication. 21. Inspect saddle bearing (13). Compare the thickness in a wear area to the thickness in a nonwear area. Replace the saddle bearing if the difference is greater than 0.40 mm (0.015 in.).

Swashblock Group

Use extreme care when installing the saddle bearing into the pump housing. DO NOT damage the bearing surfaces 2. Press new shaft seal (5, Figure 6-16) into the front of the pump housing.

22. Check the mating surface of the swash block for cracks or excessive wear. Replace if necessary.

3. Place the housing on a workbench with the mounting flange side down.

23. Swashblock movement in the saddle and the saddle bearing must be smooth. Replace if necessary.

4. If removed or replaced, press two roll pins (11) into the pump housing until the pins extend 1.3 to 1.6 mm (0.050 to 0.065 in.) from the case. 5. Lubricate the back side of saddle bearings (13) and place on the pins to orient the bearing in the pump case. Do not allow the pin to protrude.

L6-28


03/11 L06040

6. Partially insert swashblock (14) into the pump housing.

Rotating Group

7. Insert guide plate (8) into the case. Install screws (7) to secure the guide plate to the housing.

18. Lubricate mating surfaces with grease or hydraulic oil. Position cylinder barrel (1, Figure 6-20) downward on its wear surface, on a clean cloth.

8. Place the swashblock on the guide plate. The guide plate must be positioned in the groove of the swashblock.

19. Place shoe retainer spring (2) in the center of the barrel. Place fulcrum ball (3) on top.

9. Once in place, verify that the swashblock swivels in the saddle bearings. With new bearings, swivelling may be stiff and not always smooth. 10. Verify roll pins (8, Figure 6-20) are inserted into cylinder bearing (7). 11. Position the cylinder bearing with the pins located nearest the control facing the outboard end of the drive shaft. Position the bearing with the "scarf" cuts positioned top and bottom with pins (8) located on top of internal cast boss. The bearing should fit into place with little difficulty and be square to the axis of the pump. 12. Tap the bearing into place, if necessary. Use extreme care. DO NOT damage the bearing. 13. Install retaining ring (6).

Drive Shaft Group 14. Place the housing on its side with the axis horizontal. Install seal retainer (4, Figure 6-16). 15. Place front drive shaft bearing (3) onto drive shaft (6) and lock in place with shaft retaining ring (2). 16. Lubricate shaft seal (5) and the shaft. 17. Insert the drive shaft and bearing assembly into the housing and lock in place with retainer ring (1).

20. Insert pistons (5). Install the pistons in shoe retainer (4). Orient the pistons in their corresponding, numbered holes. 21. As a unit, fit the pistons into their corresponding, numbered, bores in the cylinder barrel. DO NOT force. If aligned properly, the pistons will fit smoothly.

The assembled rotating group weighs approximately 7 kg (15 lb). Assistance from others and proper use of proper lifting techniques is strongly recommended to prevent personal injury and damage to the pump.

22. Carefully install the rotating group over the end of the drive shaft and into the pump housing. When installing the rotating group, support the weight of the cylinder barrel as the cylinder spline is passed over the end of drive shaft to avoid damage. 23. Push the cylinder barrel forward until the cylinder spline reaches the drive shaft spline. Rotate the cylinder slightly to engage the shaft splines. 24. Continue to slide the cylinder barrel forward until it encounters cylinder bearing (7). Slightly lifting the drive shaft helps cylinder barrel and cylinder bearing engagement. Continue pushing the cylinder forward until the piston shoes contact the swashblock. 25. At this point, the back of the cylinder barrel should be located approximately 10.2 mm (0.4 in.) inside the back of the pump bearing.

L06040 03/11


L6-29

Valve Plate Group 26. Place the pump housing on a bench with the open end facing up. 27. Install O-ring (10, Figure 6-16) and use assembly grease to secure. Install gasket (16) over the roll pins on the housing.

28. Install rear valve plate (17). Verify the end of the drive shaft engages the bushing in the rear valve plate while positioning the valve plate on pins (11) and on the housing. 29. Install one cap screw (18) closest to O-ring (10) first. Do not tighten the cap screw. Then, install and alternately tighten the other cap screws.

FIGURE 6-20. ROTATING GROUP ASSEMBLY 1. Cylinder Barrel 2. Spring 3. Fulcrum Ball

L6-30

4. Shoe Retainer 5. Piston & Shoe Assembly 6. Retainer Ring


7. Cylinder Bearing 8. Roll Pin

03/11 L06040

FIGURE 6-21. PUMP CONTROL GROUP 1. Control Housing 2. Capscrew 3. Capscrew 4. O-Ring 5. Main Control Piston 6. Spring 7. Bias Control Piston 8. Gasket

9. O-Ring 10. Control Piston Pin 11. Plug 12. Plug 13. O-Ring 14. Relief Valve Bonnet 15. Spring 16. Shim

Control Group 30. Insert orifice (20, Figure 6-21). Install a new Oring (19) onto relief valve seat (18). Install and tighten the seat, securely. 31. Install relief poppet (17), shim (16) and spring (15).

17. Relief Poppet 18. Relief Valve Seat 19. O-Ring 20. Orifice 21. Plug 22. O-Ring 23. End Cap 24. 4-Way Valve Spool

25. Orifice 26. Orifice 27. Spring 28. End Plug 29. O-Ring 30. Orifice 31. Gasket

35. Lubricate and install main control piston (5), spring (6), and bias control piston (7) into housing (1). 36. Install new O-rings (4), gasket (31), and place end cap assembly (23) on the housing. 37. install cap screws (3) and tighten evenly.

32. Install relief valve bonnet (14).

38. Install plugs (11 & 12).

33. Install orifice (30), plugs (21) and O-rings (22).

39. Place a new gasket (8) into position on the pump housing. Install a new O-ring (9) onto the control housing. Position the control group assembly over the pump housing. Insert control piston pin (10) and align the control group over the opening in the pump housing.

34. Place four-way valve spool (24) in the bore. Install orifices (25 & 26), spring (27), O-ring (29) and end plug (28).

40. Install cap screws (2) and tighten evenly.

L06040 03/11


L6-31

STEERING CIRCUIT FILTER Removal The steering circuit filter is located on the left frame rail, forward of the hydraulic tank.

Relieve pressure before disconnecting hydraulic lines. Pressurized hydraulic fluid can have sufficient force to enter a person's body by penetrating the skin. This can cause serious injury and possibly death. Seek medical treatment by a physician familiar with this injury, immediately.

1. Turn the key switch OFF and allow at least 90 seconds for the accumulators to depressurize. Operate the steering wheel to verify that system pressure has been relieved. 2. Remove plug (10, Figure 6-22) and drain the oil from the housing into a suitable container.

Avoid contact with hot oil. Contain the oil when draining and properly dispose. Do not contamination! 3. Remove housing (8) and element (7). 4. Discard O-ring (4) and backup ring (5) in the filter head.

Installation 1. Install a new O-ring (4) and backup ring (5) in the filter head. 2. Install a new element (7). Install housing (8) and tighten. 3. Replace drain plug (10), and O-ring (9). NOTE: The indicator switch (2, Figure 6-22) is preset to actuate at 241 kPa (35 psi). The switch is not repairable or adjustable. If the indicator switch is inoperative, replace the complete switch.

L6-32

FIGURE 6-22. STEERING CIRCUIT FILTER 1. Head 2. Indicator Switch 3. O-Ring 4. O-Ring 5. Backup Ring


6. Bypass Valve 7. Filter Element 8. Housing 9. O-Ring 10. Plug

03/11 L06040

TROUBLESHOOTING CHART POSSIBLE CAUSES


SYMPTOM: Slow Steering, Hard Steering or Loss of Power Assist Overloaded Steering Axle

Reduce Axle Loading

Malfunctioning flow amplifier valve allowing system pressure to be lower than specified

Repair or replace flow amplifier valve

Worn or malfunctioning pump

Replace pump

SYMPTOM: Drift - Truck Veers Slowly In One Direction. Rod end of cylinder slowly extends without turning the steering wheel

A small rate of extension may be normal on a closed center system

Worn or damaged steering linkage

Replace linkage and check alignment or toe-in of the front wheels

SYMPTOM: Wander - Truck Will Not Stay In Straight Line Air in system due to low oil level, pump cavitation, leaking fitting, pinched hoses, etc.

Correct oil supply problem

Loose cylinder piston

Repair or replace defective components

Broken centering springs (Spool Valve, Steering Unit)

Replace centering springs

Worn mechanical linkage

Repair or replace

Bent linkage or cylinder rod

Repair or replace defective components

Severe wear in steering control unit

Repair steering control unit

SYMPTOM: Slip - A Slow Movement of Steering Wheel Fails To Cause Any Movement of the Steered Wheels Cylinder piston seal leakage

Replace seals

Worn steering control unit meter

Replace steering control unit

SYMPTOM: Spongy or Soft Steering Low oil level.

Service hydraulic tank and check for leakage

Air in hydraulic system. Most likely air trapped in cylinders or lines

Bleed air from system. Placing ports on top of cylinder will help avoid trapping air

SYMPTOM: Erratic Steering Air in system due to low oil level, cavitating pump, leaky fittings, pinched hose, etc.

Correct condition and add oil as necessary

Loose cylinder piston

Replace cylinder

L06040 03/11


L6-33

TROUBLESHOOTING CHART POSSIBLE CAUSES


SYMPTOM: Free Wheeling - Steering Wheel Turns Freely with No Back Pressure or No Action of the Front Wheels Lower splines of steering column may be disengaged or damaged

Repair or replace steering column

No flow to steering unit can be caused by: 1. Low oil level 2. Ruptured hose 3. Broken gerotor drive pin

1. Add oil and check for leakage 2. Replace hose 3. Replace drive pin

SYMPTOM: Excessive Free Play at Steered Wheels Broken or worn linkage between cylinder and steered wheels

Check for loose fitting bearings at anchor points in steering linkage between cylinder and steered wheels

Leaky cylinder seals

Replace cylinder seals

SYMPTOM: Binding or Poor Centering of Steered Wheels Binding or misalignment in steering column or splined column or splined input connection

Align column pilot and spline to steering control unit

High back pressure in tank can cause slow return to center

Reduce restriction in the lines or circuit by removing obstruction or pinched lines, etc.

Large particles can cause binding between the spool and sleeve in the steering control valve

Clean the steering control unit and filter the oil. If another component has malfunctioned generating contaminating materials, flush the entire hydraulic system

SYMPTOM: Steering Control Unit Locks Up Large particles in meter section

Clean the steering control unit

Insufficient hydraulic power

Check hydraulic power supply

Severe wear and/or broken pin

Replace the steering control unit

SYMPTOM: Steering Wheel Oscillates or Turns By Itself Lines connected to wrong ports

Check line routing and connections

Parts assembled wrong. Steering control unit improperly timed

Reassemble correctly and time control unit

SYMPTOM: Steered Wheels Turn in Opposite Direction When Operator Turns Steering Wheel Lines connected to wrong cylinder ports

L6-34

Check proper line connections


03/11 L06040

SECTION L7 HOIST CIRCUIT INDEX

HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3 HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5 Power Up Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Power Down Spool Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 HOIST CIRCUIT HYDRAULIC FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7 POWER UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-9 HOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-11 POWER DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-13 FLOAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-15

L07036 05/11

Hoist Circuit

L7-1

NOTES

L7-2

Hoist Circuit

05/11 L07036

HOIST CIRCUIT HOIST CIRCUIT OPERATION The following information describes the basic hoist circuit. Further circuit description is outlined under the individual component descriptions.

Hydraulic oil from the pump is directed to hoist valve (12) mounted outboard of the left hand frame rail, behind the hydraulic tank.

Hydraulic fluid is supplied from the rear section of a two section tank located on the left frame rail. Refer to Figure 7-1, Hoist Circuit Diagram. Hydraulic oil is routed to tandem gear pump (4). The pump is driven by a Power Take Off (PTO) gear case mounted on the front of the transmission.

The hoist valve directs oil to the body hoist cylinders (15) for raising and lowering of the dump body. The hoist valve functions are controlled by the operator through a flexible cable to hoist pilot valve (8) in the hydraulic component cabinet located to the right of the operator's cab. Also in the hydraulic cabinet are the power up hoist limit solenoid (10), piloted check valve (11), and power down solenoid (9).

FIGURE 7-1. HOIST CIRCUIT DIAGRAM 1. Hydraulic Tank (Rear Section) 2. Heat Exchanger 3. Low Pressure Filters 4. Tandem Gear Pump (Hoist) 5. Rear Disc Brakes

L07036 05/11

6. Manifold 7. Brake Control Valve (BCV) 8. Hoist Pilot Valve 9. Power Down Hoist Limit Solenoid 10. Power Up Hoist Limit Solenoid

Hoist Circuit

11. Pilot Operated Check Valve 12. Hoist Valve 13. Snubber Valve 14. Hoist Cylinders

L7-3

COMPONENT DESCRIPTION Hydraulic Tank

Hoist Valve

The hydraulic tank supplies hydraulic oil for the hoist, steering, and brake circuits. The tank is located on the left hand frame rail forward of the rear wheels. The service capacity of the tank is 576 L (152 gal). Refer to Section P, Lubrication and Service for more information on servicing the hydraulic system.

Hoist valve (Figure 7-3) is mounted outboard of the left hand frame rail, between the frame rail and hydraulic tank. The hoist valve is a split spool design. The term "split spool" describes the spool section of the valve.

Oil used in the hoist circuit flows through two 100 mesh wire suction strainers to the inlet housing of the hoist pump. Air drawn into the tank during operation is filtered by a breather located on the top of the tank. Oil level can be checked visually at sight glasses located on the face of the tank. The oil level must be maintained between the sight glasses with the body down and the engine shut off.

Separate spools control oil flow to each end of the cylinders. The valve consists of two identical inlet sections, a spool section, and a separator plate. The hoist valve precisely follows differential pressure input signals generated by hoist pilot valve (1, Figure 7-3). The inlet sections of the hoist valve consist of the following components: • Flow control and main relief valve (system relief) • Low pressure relief valve

Hoist Pump The hoist pump is a tandem gear type pump driven by the transmission PTO gear case. The pump has a total output of 845 l/min (224 gpm) at 2100 rpm. Maximum hoist pump output pressure is 18 961 kPa (2750 psi). Pump output pressure is limited by relief valves located within the hoist control valve. If the operator is not raising the truck body, hoist circuit oil is routed to the rear disc brake cooling circuit and the rear brake control valve. If the brakes are not applied, 50% of the oil will be routed directly back to the hydraulic tank by the brake control valve and the remaining 50% is routed to the disc brake housings. Oil leaving the brake housings is routed through low pressure filters and a heat exchanger before returning to the hydraulic tank.

• Load check poppet • Anti-void poppet The flow control portion of the flow control and main relief valve allows pump flow to the brake cooling circuit or return directly to tank through the inlet section with low pressure loss. The relief portion of the valve is direct-acting, and has the capacity to limit the working pressure at full pump flow. The low pressure relief is located between the low pressure core and the outlet, and provides a controlled back pressure in the low pressure core when oil is returning to tank. The load check allows free flow from the inlet to the high pressure core and prevents flow from the high pressure core to the inlet. The anti-void check valve allows free flow from the low pressure core to the high pressure core and prevents flow from the high pressure core to the low pressure core.

L7-4

Hoist Circuit

05/11 L07036

When there is flow through a pilot port to a spool, a positive differential pressure at the top of the spool will overcome the bottom spring bias causing the spool to shift to connect the high pressure core to the work port. When there is flow from the main valve work port to the pilot port through the cross-holes, a positive differential pressure at the bottom of the spool will overcome the top spring bias and the spool will shift to connect the work port to the low pressure core. The check poppets located in the main spools permit free flow from the work port to the pilot port and restrict flow from the pilot port to the work port. These check poppets control spool response and spool movements.

Hoist Pilot Valve The hoist pilot valve is located in the hydraulic cabinet. (Refer to Figure 7-3.) The hoist pilot valve spool is spring centered to the HOLD position. The hoist pilot valve is controlled directly by the operator through a lever and cable arrangement. The control lever is located between the operator and center console. When the operator moves the lever, the pilot valve spool moves and directs pilot flow to the appropriate pilot port on the hoist valve causing the main spools to direct working pump flow to the hoist cylinders.

FIGURE 7-2. HOIST VALVE 1. Inlet Section 2. Top Spool Section Cover

3. Inlet Section 4. Spool Section

The spool section of the hoist valve consists of the following components: • Two pilot ports • Two main spools • Two work ports • Check poppets The pilot ports are located in the top spool section cover (2, Figure 7-3). These ports provide connections for pilot lines from the hoist pilot valve. Each pilot port has a corresponding work port.

The hoist pilot valve is equipped with a one way load check valve which allows free flow from the center passage to bridge core and prevents reverse flow. The hoist pilot valve is also equipped with a power down relief valve (1, Figure 7-3). The power down relief valve is located between the power down control port and return galley. The power down relief valve limits power down pressure at 10 342 kPa (1500 psi).

The work ports provide for line connections between spool section (4) and the hoist cylinders. One main spool for each work port is spring centered at both ends to close the work port from the high and low pressure cores when there is no flow to the pilot ports.

L07036 05/11

Hoist Circuit

L7-5

Pilot Operated Check Valve Pilot operated check valve (7, Figure 7-3) is opened by the power down pilot pressure line to allow oil in the raise port to bypass the power up solenoid. This enables for initial power down operation while the solenoid is activated by the hoist limit switch.

Power Down Spool Limit Solenoid Power down valve (6, Figure 7-3) activates, along with the power up solenoid, locking the power down spool in the HOLD position. This solenoid is only activated when the body is raised and is positioned with the hoist cylinders near full extension, in the hoist limit zone. Moving the hoist lever to the HOLD position prevents the body from floating down after the body has been raised. In addition, it prevents the body from floating up and the cylinders fully extending if an external force is applied to the tail of the body, such as if the truck were backed into a berm.

FIGURE 7-3. HOIST PILOT CIRCUIT 1. Power Down Relief Valve 2. Hoist Pilot Valve 3. Power Up Solenoid

4. Manifold 5. Control Cable 6. Power Down Solenoid 7. Piloted Check Valve

Power Up Solenoid Power up solenoid (3, Figure 7-3) is used in the hydraulic circuit to prevent maximum hoist cylinder extension. The solenoid valve is "normally closed" and is controlled by a proximity switch (hoist limit switch). The switch is located inside the rear frame rail near the body pivot pin. When the solenoid is signalled to open by the hoist limit switch, the raise pilot line is opened to tank. This allows the hoist control spools to shift to center stopping oil flow to the cylinders. This locks the circuit in the HOLD position.

L7-6

Hoist Circuit

05/11 L07036

HOIST CIRCUIT HYDRAULIC FLOW The following outline describes the hoist circuit operation in the FLOAT, POWER UP, HOLD, and POWER DOWN positions. (Refer to Figures 7-4 through 7-8.) FLOAT Position With Body On Frame This is the proper position for truck travel. The pilot valve spool position is illustrated in Figure 7-4. However, all hoist valve components are in position shown in Figure 7-6. Oil from the hoist pumps enters each inlet section of the hoist valve in port (11), passes through check valve (18), and stops at the closed high pressure passage (19) at the two main spools. Pressure builds to approximately 414 kPa (60 psi) on the pilot of flow control valve (2) causing the valve to compress the spring and open. This allows the oil to return to the tank through hoist valve port (10) and (21). Oil also flows out hoist valve port (12) to port (12) on the pilot valve, through the hoist pilot valve spool, and out pilot valve port (10) to the tank. This oil flow is limited by orifices in the inlet sections of the hoist valve and therefore has no pressure buildup.

L07036 05/11

Hoist Circuit

L7-7

FIGURE 7-4. HOIST CIRCUIT FLOAT POSITION 1. Hoist Relief Valve 18 961 kPa 8. Head End Spool 16. Power Down Relief Valve 10 342 (2750 psi) 9. Head End Work Port kPa (1500 psi) 2. Flow Control Valve 10. Return to Tank Port 17. Anti-void Check Valve 3. Low Pressure Relief Valve 517 11. Supply Port 18. Load Check Valve kPa (75 psi) 12. Pilot Supply Port 19. High Pressure Passage 4. Snubber Valve 13. Power Up Limit Solenoid 20. Low Pressure Passage 5. Rod End Work Port 14. Raise Pilot Port 21. Brake Cooling Oil/Return to Tank 6. Hoist Cylinders 15. Down Pilot Port 22. Pilot Operated Check Valve 7. Rod End Spool 23. Power Down Hoist Limit Solenoid

L7-8

Hoist Circuit

05/11 L07036

POWER UP Refer to Figure 7-5 for the following description. The hoist pilot valve spool is moved to the POWER UP position when the operator moves the lever in the cab. The pilot supply oil coming in port (12) is prevented from returning to the tank and, instead, is directed out port (14) and into port (14) of the hoist valve. There it goes to the top of head end spool (8), builds pressure on the end of the spool, causes the spool to move down compressing the bottom spring, and connects the high pressure passage (19) to head end port (9). Working oil flow in the high pressure passage is now allowed to flow through the spool and out port (9) to extend the hoist cylinders. Even though a small amount of oil flows through the check poppet in the top of spool (8), raise pilot pressure at ports (14) increases to slightly higher pressure than the required hoist cylinder pressure. As a result, the pilot supply pressure in port (12) also increases causing back pressure to occur in the spring area of flow control valve (2). This overcomes the pilot pressure on the other end of the flow control valve causing it to close and direct the incoming pump oil through head end spool (8) to the hoist cylinders to extend them.

If the load passing over the tail of the body during dumping attempts to cause the body to raise faster than the oil being supplied by the pump, the oil returning from the annulus area of the hoist cylinders passing through the snubber valve (4) controls how fast the hoist can extend because of the external force of the load. The speed is controlled by the restriction of the snubber valve. When the operator releases the lever, the valves change to the HOLD position. If the body raises to the position that activates the hoist limit switch before the operator releases the lever, hoist limit solenoid (13) is energized. The solenoid valve opens and releases the raise pilot pressure at ports (14) to tank, allowing the head end spool (8) to center and shut off supply oil to the hoist cylinders. This prevents maximum extension of the hoist cylinders.

If at any time the resistance to the flow of the pump oil coming into the inlet section causes the pressure to increase to 18 961 kPa (2750 psi), the pilot pressure acting against hoist relief valve (1) causes it to open and allow flow to exit out port (21) and return to the tank. As the hoist cylinders extend, oil in the annulus area of the second and third stages must exit from the cylinders. Initially, the rod end spool (7) ports are closed. As the returning oil entering port (5) builds low pressure, it flows through the check-poppet in the top of the spool, through ports (15), through the pilot valve spool, and out port (10) of the pilot valve to the tank. No pressure is present on the top of spool (7). Cylinder return pressure passes through the checkpoppet in the bottom of spool (7) to build pressure under the spool which moves the spool upward compressing the top spring. This movement allows the returning cylinder oil to flow into the low pressure passage (20) to low pressure relief valve (3). Approximately 517 kPa (75 psi) causes this valve to open, allowing the oil to flow out port (10) to the tank.

L07036 05/11

Hoist Circuit

L7-9

FIGURE 7-5. HOIST CIRCUIT, POWER UP POSITION 10.Hoist Relief Valve 18 961 kPa (2750 psi) 11.Flow Control Valve 12.Low Pressure Relief Valve 517 kPa (75 psi) 13.Snubber Valve 14.Rod End Work Port 15.Hoist Cylinders 16.Rod End Spool

L7-10

17.Head End Spool 18.Head End Work Port 10. Return to Tank Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port

Hoist Circuit

16. Power Down Relief Valve 10 342 kPa (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Brake Cooling Oil/Return to Tank 22. Pilot Operated Check Valve 23. Power Down Hoist Limit Solenoid

05/11 L07036

HOLD Refer to Figure 7-6 for the following description. When the operator releases the lever as the body travels upward, the hoist pilot valve spool returns to the HOLD position. The pilot valve spool is positioned to allow the pilot supply oil entering port (12) to return to the tank through port (10). Pilot supply pressure in ports (12) then decreases to zero pressure allowing flow control valve (2) to open and return the incoming pump oil to the tank through port (10). Both pilot ports (14 & 15) in the pilot valve are closed by the pilot valve spool. In this condition pressure is equalized on each end of each main spool allowing the springs to center the spools and close all ports to trap the oil in the cylinders and hold the body in its current position.

L07036 05/11

Hoist Circuit

L7-11

FIGURE 7-6. HOIST CIRCUIT, HOLD POSITION 1. Hoist Relief Valve 18 961 kPa (2750 psi) 2. Flow Control Valve 3. Low Pressure Relief Valve 517 kPa (75 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool

L7-12

8. Head End Spool 9. Head End Work Port 10. Return to Tank Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port

Hoist Circuit


05/11 L07036

POWER DOWN Refer to Figure 7-7 for the following description. When the operator moves the lever to lower the body, the hoist pilot valve is positioned to direct the pilot supply oil in ports (12) through ports (15) to the top of rod end spool (7). Pilot pressure increases to move the spool down compressing the bottom spring. Movement of the spool connects high pressure passage (19) to the rod end (annulus area) of the hoist cylinders. At the same time, flow control valve (2) is forced to close as pilot pressure increases thus directing the incoming pump oil to the hoist cylinders through spool (7) and snubber valve (4) rather than back to the tank. The pilot pressure in port (14) is open to tank through the pilot valve spool. As oil attempts to return from the head end of the hoist cylinders, it initially encounters the closed head end spool (8). Pressure increases on the bottom end of the spool causing it to move upward. This allows the returning oil to go into low pressure passage (20), build up 517 kPa (75 psi) to open low pressure relief (3), and exit the hoist valve through port (10) to the tank.

L07036 05/11

Hoist Circuit

L7-13

FIGURE 7-7. HOIST CIRCUIT, POWER DOWN 1. Hoist Relief Valve 18 961 kPa (2750 psi) 2. Flow Control Valve 3. Low Pressure Relief Valve 517 kPa (75 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool

L7-14

8. Head End Spool 9. Head End Work Port 10. Return to Tank Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port

Hoist Circuit


05/11 L07036

FLOAT Refer to Figure 7-8 for the following description. When the operator releases the lever as the body travels downward, the hoist pilot valve spool returns to the FLOAT position. In this position all ports (10, 12, 14, & 15) are common with each other. Therefore, the pilot supply oil is returning to tank with no pressure build-up thus allowing flow control valve (2) to remain open to allow the pump oil to return to the tank through hoist valve port (21). With no blockage of either raise or down pilot ports (14 & 15) in the pilot valve, there is no pressure on the top of either main spool. The oil returning from the head end of the hoist cylinders builds pressure on the bottom of the head end spool (8) exactly like in power down allowing the returning oil to transfer to the low pressure passage (20). The back pressure in the low pressure passage created by low pressure relief valve (3) causes pressure under rod end spool (7) to move the spool upward. This connects the low pressure passage to the rod end of the hoist cylinders. The 517 kPa (75 psi) in the low pressure passage causes oil to flow to the rod end of the cylinders to keep them full of oil as they retract. When the body reaches the frame and there is no more oil flow from the cylinders, the main spools center themselves and close the cylinder ports and the high and low pressure Passages.

L07036 05/11

Hoist Circuit

L7-15

FIGURE 7-8. HOIST CIRCUIT, FLOAT POSITION 10.Hoist Relief Valve 18 961 kPa (2750 psi) 11.Flow Control Valve 12.Low Pressure Relief Valve 517 kPa (75 psi) 13.Snubber Valve 14.Rod End Work Port 15.Hoist Cylinders 16.Rod End Spool

L7-16

17.Head End Spool 18.Head End Work Port 10. Return to Tank Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port

Hoist Circuit


05/11 L07036

SECTION L8 HOIST CIRCUIT COMPONENT REPAIR INDEX

HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4 INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 SPOOL SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9 HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12 HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-15 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-15 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-17 Assembly - Quill And Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-18 Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-18 Installation Of Check Balls And Plugs In Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-19 Assembly of Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-20 Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-21

L08040 07/10

Hoist Circuit Component Repair

L8-1

NOTES

L8-2


07/10 L08040

HOIST CIRCUIT COMPONENT REPAIR HOIST VALVE

Removal 1. Shut off the engine and turn the key switch to OFF. Allow at least 90 seconds for the accumulators to bleed down. Turn the steering wheel to ensure hydraulic pressure has been relieved before removing any hydraulic lines.

Relieve pressure before disconnecting hydraulic lines. Pressurized hydraulic fluid can enter a person's body by penetrating the skin, causing serious injury or death. Seek the proper medical treatment by a physician familiar with this type of injury if necessary.

2. Thoroughly clean the exterior of the hoist valve. 3. Disconnect and plug all line connections to help prevent hydraulic oil contamination. Refer to Figure 8-1. Tag lines to ensure proper hookup when the valve is re-installed. 4. Attach a suitable lifting device to the hoist valve and remove from truck. The hoist valve weighs approximately 55 kg (121 lb). 5. Remove cap screws, washers and nuts (3, Figure 8-1) securing the hoist valve to its mounting bracket. 6. Lift the hoist valve from the truck and move to a clean work area for disassembly.

Installation 1. Attach a suitable lifting device to the hoist valve and remove from truck. The hoist valve weighs approximately 55 kg (121 lb). 2. Lift the hoist valve into position and secure in place with cap screws, nuts and washers (3, Figure 8-1). Tighten the capscrews to standard torque. 3. Install new O-rings at the flange fittings, and connect the hydraulic lines. Tighten the flange cap screws to standard torque. Refer to Figure 8-1 for hydraulic line location. 4. Connect the pilot supply lines and tighten the fittings, securely. 5. Start the engine. Raise and lower the body to check for proper operation. Observe for leaks. 6. Service the hydraulic tank if necessary. FIGURE 8-1. HOIST VALVE REMOVAL 1. Supply From Pump 2. Return To Manifold/ BCV 3. Capscrews, Washers & Nuts

L08040 07/10

4. To Hydraulic Cabinet 5. To Hoist Cylinders 6. Return To Tank 7. To Hoist Cylinders 8. Snubber Valve


L8-3

FIGURE 8-3. TIE ROD INSTALLATION 3. Lubricate the new O-rings lightly with multipurpose grease. Replace O-rings between sections. Stack the sections together. Ensure the O-rings are properly positioned. 4. Install the four tie rods with the dished washer between the nut and housing as shown in Figure 8-3. FIGURE 8-2. HOIST VALVE 1. Inlet Section 7. Outlet Port 2. Spool Section Cover 8. Inlet Port 3. Spool Section 9. Tie Rods 4. Spacer 10. Nuts and Washers 5. Inlet Section 11. Inlet Section Cover 6. Relief Valve Cover

5. Torque the nuts in the pattern shown in Figure 8-4. Tighten the nuts evenly in the following sequence. a. Tighten evenly to 27 N·m (20 lb ft) - tightening order 1, 4, 2, 3. b. Tighten evenly to 68 N·m (50 lb ft) - tightening order 1, 4, 2, 3. c. Torque evenly to 217 N·m (160 lb ft) - tightening order 1, 4, 2, 3.

O-Ring Replacement NOTE: It is not necessary to remove the individual valve sections for repair unless emergency field repair is required to replace leaking O-rings between sections. Loosening and tightening of the main valve tie rod nut could cause distortion resulting in binding or severely sticking plungers, poppet and spools. The following procedure is for replacing the O-rings between the valve sections. 1. Remove four tie rod nuts (10, Figure 8-2) from one end of the valve. Slide tie rods (9) from the valve and separate the sections. 2. Inspect the machined sealing surfaces for scratches or nicks. If scratches or nicks are found, remove by lapping on a smooth flat steel surface with fine lapping compound.

L8-4

FIGURE 8-4. TORQUE SEQUENCE


07/10 L08040

FIGURE 8-5. INLET SECTION DISASSEMBLY 1. Capscrew 2. Inlet Cover 3. Spring (Orange) 4. Main Relief Valve

5. Spring 6. Sleeve 7. Low Pressure Relief 8. O-Rings

9. Inlet Valve Body 10. O-Rings 11. Poppets 12. Springs

13. Cover 14. Capscrews

INLET SECTION Disassembly 1. Match mark or identify each part when removed in respect to its location or mating bore to aid reassembly. 2. Disconnect the external tube at the cover end and remove. Remove capscrews (14, Figure 85), remove cover (13). Remove springs (12), poppets (11) and O-rings (10). NOTE: Figure 8-5 shows the inlet section removed from the main valve body for clarity. 3. Remove capscrews (1) and cover (2). Remove springs (3 & 5) and main relief valve (4). Remove sleeve (6), low pressure relief (7) and O-rings (8). DO NOT attempt to disassemble or change the adjustment of main relief valve (4). The main relief is factory preset at 18 961 kPa (2750 psi). Replace as a complete assembly only. 4. Remove sleeve (9), backup ring (8), O-ring (7), and backup ring (6). Remove backup ring (5), O-ring (4), backup ring (3) and restrictor poppet (2). 5. Repeat the previous steps for the opposite inlet section, if required.

L08040 07/10

FIGURE 8-6. RESTRICTOR POPPET REMOVAL 1. Inlet Cover 2. Restrictor Poppet 3. Backup Ring 4. O-Ring 5. Backup Ring


6. Backup Ring 7. O-ring 8. Backup Ring 9. Sleeve

L8-5

SPOOL SECTION

Cleaning and Inspection 1. Discard all O-rings and backup rings. Clean all parts in solvent and dry with compressed air.

Disassembly

2. Inspect all springs for breaks or distortion. Inspect poppet seating surfaces for nicks or excessive wear. All seats must be sharp and free of nicks.

NOTE: It is not necessary to remove inlet sections (1 & 5, Figure 8-2) for spool section (3) disassembly.

3. Inspect all bores and surfaces of sliding parts for nicks, scores or excessive wear.

1. Match mark or identify each part when removed in respect to its location or mating bore to aid during reassembly. 2. Remove the capscrews that secure spool section cover (2, Figure 8-2). Remove the cover.

4. Inspect poppets in their respective bore for fit. Poppets should move freely, without binding, through a complete revolution.

3. Remove poppet (1, Figure 8-7) from the cover. Remove and discard O-ring (3).

5. Inspect fit and movement between sleeve and low pressure relief valve.

NOTE: Poppet (1) is equipped with a small steel ball (2). Do not misplace.

Assembly 1. Coat all parts including housing bores with clean hydraulic oil. Lubricate O-rings lightly with a multipurpose grease. 2. If restrictor poppet (2, Figure 8-6) was removed, reassemble in the order shown. 3. Install poppets (11, Figure 8-5) in their respective bores. Install springs (12). 4. Install O-rings (10), and cover (13). Install capscrews (14). Tighten capscrews to 81 N·m (60 lb ft). 5. Install low pressure relief (7) in sleeve (6) and install assembly in housing (9). Install main relief valve (4). Install springs (3 & 5). Install cover (2). Install capscrews (1). Tighten the capscrews to 81 N·m (60 lb ft).

4. Remove and discard seal ring (4, Figure 8-8) and O-rings (5). 5. Remove restrictor poppet (1). Remove and discard O-ring (2) and backup ring (3), if used. Note the position of the restrictor when removed to aid in correct assembly. 6. Remove spool assembly (2, Figure 8-9). Note the color of the lower spring (blue) to aid in proper assembly. Also note V groove (1) on the end of the spool. 7. Remove plug (3, Figure 8-10) from the end of spool (20). Remove spring seat (2) and spring (11). Remove poppet (21) and spool end (15).

6. Connect the external tube. Tighten the nuts to 34 N·m (25 lb ft).

FIGURE 8-7. POPPET AND BALL 1. Poppet 2. Steel Ball

L8-6


3. O-Ring

07/10 L08040

NOTE: Pay special attention to poppets (12, 21 and 22, Figure 8-10) during removal to ensure proper assembly. Poppets may be identified with a colored dot: red, white or green. 8. Repeat the previous step for the opposite end of the spool. 9. Remove spool assembly (14) from the adjacent bore. 10. Remove plug (3) from the end of the spool. Remove spring seat (2) and spring (11). Remove poppet (12) and spool end (15). 11. Repeat the previous step to remove the spring, spring seat, and spool end for the other end of spool. Note there is no plug or poppet installed in the lower end of this spool. 12. Remove cover (19). Remove O-rings (4, 5, & 10).

FIGURE 8-9. SPOOL REMOVAL 1. “V” Groove 2. Spool Assembly

3. Spool

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 or distortion. Inspect poppet seating surfaces for nicks or excessive wear. All seats must be sharp and free of nicks. FIGURE 8-8. RESTRICTOR POPPET REMOVAL 1. Restrictor Poppet 2. O-ring * 3. Backup Ring *

4. Seal Ring 5. O-Ring

3. Inspect all bores and surfaces of sliding parts for nicks, scores or excessive wear. 4. Inspect all poppets in their respective bore for fit. Poppets should move freely without binding through a complete revolution.

* NOTE: Items 2 and 3 not used on all valves.

L08040 07/10


L8-7

FIGURE 8-10. SPOOL SECTION ASSEMBLY 1. Cover 2. Spring Seat 3. Plug 4. O-Ring 5. O-Ring 6. Poppet 7. Ball 8. O-Ring

L8-8

9. Restrictor Poppet 10. O-Ring 11. Spring 12. Restrictor Poppet (Green) 13. Spool Housing 14. Spool Assembly 15. Spool End 16. Spring (Blue)


17. O-Ring 18. Poppet 19. Spool Cover 20. Spool Assembly 21. Restrictor Poppet (Red) 22. Restrictor Poppet (White)

07/10 L08040

Assembly 1. Lubricate O-rings (4, 5 & 10, Figure 8-10) with clean hydraulic oil. Install the O-rings in the spool housing. Install poppet (18) and install cover (19). Install the capscrews that secure the cover. Tighten the capscrews to 81 N·m (60 lb ft). 2. Install spring (11) in spool (20). Install spring seat (2). Apply Loctite to the threads of spool end (15). Install the spool end and tighten to 34 N·m (25 lb ft). Install red poppet (21). Apply Driloc #204 to the threads of plug (3). Install the plug and tighten to 20 N·m (15 lb ft). NOTE: Poppets 12, 21 and 22 may be color coded and must be installed in their original location. 3. Repeat the previous step for the opposite end of spool (20). Ensure poppet (22) is white and spring (16) is blue in color. 4. Lubricate the spool assembly and carefully install in spool housing (13). Make sure the V groove in the spool is in the up position, or toward cover (1). 5. Install spring (11) in remaining spool (14). Install spring seat (2). Apply Loctite to the threads of spool end (15). Install the spool end and tighten to 34 N·m (25 lb ft). Install green poppet (12). Apply Dri-loc #204 to the threads of plug (3). Install the plug and tighten to 20 N·m (15 lb ft).

L08040 07/10

6. Repeat the previous step for the bottom end of spool (14). A poppet and plug are not installed in the lower end. Spring (16) is blue in color. 7. Lubricate the assembled spool and install in the spool housing. Make sure the V groove is in the up position, or toward cover (1).

Spools (14) and (20) are physically interchangeable. Ensure spool (14) is installed toward the base port of the spool housing. 8. If used, install a new O-ring and backup ring on restrictor poppet (1, Figure 8-8). Install the restrictor poppet in the housing. 9. Install new O-rings (4, 5 & 10, Figure 8-10). 10. Install a new O-ring on poppet (6). Ensure the small steel ball is installed in the poppet. Install the poppet in cover (1). 11. Install the cover on housing (13). Secure the cover in place with the cover capscrews. Tighten the capscrews to 81 N·m (60 lb ft).


L8-9

HOIST PILOT VALVE Installation

Removal 1. Shut off the engine and turn the key switch to OFF. Allow at least 90 seconds for the accumulators to bleed down. Turn the steering wheel to ensure hydraulic pressure has been relieved before removing any hydraulic lines. 2. Place the hoist control lever in the POWER DOWN position. Ensure the body is at rest on the frame. Release the hoist control lever to return the hoist valve spool to the FLOAT position. 3. Disconnect the hydraulic hoses from hoist pilot valve (1, Figure 8-11). 4. Remove capscrews (6, Figure 8-12). 5. Loosen and unscrew jam nut (3). Unscrew sleeve (2) until cotter pin (7) and pin (1) are exposed.

1. Place hoist pilot valve (1, Figure 8-11) into position on the mounting bracket. Secure the valve in place with the mounting capscrews. 2. Connect the hydraulic hoses to the corresponding ports. Tighten the hydraulic line connections, securely. NOTE: Seal plate (16, Figure 8-13) must be in place when installing the hoist cable. Leakage will result if the plate is not properly installed during cable installation. 3. Place the hoist control lever in the FLOAT position. Adjust the pilot valve spool until the centerline of the cable attachment hole extends 29.5 mm (1.16 in.) from the face of the valve body. Refer to Figure 8-12.

6. Remove the cotter pin and pin (1). 7. Remove the hoist pilot valve mounting capscrews. Remove the hoist pilot valve.

FIGURE 8-11. HOIST PILOT VALVE PIPING 1. Hoist Pilot Valve 2. Power Up Solenoid 3. Control Cable

4. Power Down Solenoid 5. Power Down Relief Valve FIGURE 8-12. HOIST PILOT VALVE PIPING 1. Pin 2. Sleeve 3. Jam Nut 4. Control Cable

L8-10


5. Flange 6. Capscrew 7. Cotter Pin

07/10 L08040

4. Align the control cable eye with the valve spool hole and install pin (1, Figure 8-12). Secure the pin in place with cotter pin (7). 5. Thread sleeve (2) upward until contact is made with the valve body. Move flange (5) into position and secure in place with capscrews (6). 6. Thread jam nut (3) against the sleeve. Tighten the jam nut, securely. 7. Start the engine and check for proper hoist operation. Check for leaks and repair as necessary.

Disassembly 1. Thoroughly clean the exterior of the valve. Place the valve in a clean work area for disassembly. 2. Remove machine screw (15, Figure 8-13) seal plate (16), wiper (13) and O-ring (12). 3. Remove snap ring (1), capscrews (6), cap (24), spacer (23), and detent sleeve (22). Separate cap (24), spacer (23) and detent sleeve (22). Detent balls (2) and (21) will fall free when the cap and detent sleeve are removed. 4. Carefully slide spool (14) out of spool housing (17). Remove seal retainer (25), wiper (26) and O-ring (27) from spool (14). 5. Insert a rod in the cross holes of detent pin (3) and unscrew from spool (14). Slight pressure should be exerted against the detent pin as it disengages and spring tension is released. 6. Remove spring seats (19), spring (4) and spacer (5). 7. Remove relief valve (5, Figure 8-11) from the valve housing. 8. Scribe identifying marks on the inlet and outlet housings in relationship to the spool housing to ensure correct assembly. 9. Remove nuts (8 Figure 8-13) and nuts (10). Remove tie rods (9). Separate the valve housings. Remove O-ring (11). Remove check poppet (2, Figure 8-14) and spring (3) from housing (1).

L08040 07/10

FIGURE 8-13. HOIST PILOT VALVE 1. Snap Ring 2. Ball (4) 3. Detent Pin 4. Spring 5. Spacer 6. Capscrew 7. Outlet Housing 8. Nut 9. Tie Rod 10. Nut 11. O-Ring 12. O-Ring 13. Wiper 14. Spool


15. Machine Screw 16. Seal Plate 17. Spool Housing 18. Inlet Housing 19. Spring Seat 20. Spring 21. Ball (1) 22. Detent Sleeve 23. Spacer 24. Cap 25. Seal Retainer 26. Wiper 27. O-Ring

L8-11

Cleaning and Inspection 1. Clean all parts, including housings, in solvent and blow dry with compressed air. 2. Inspect seal counter bores. The bores must be free of nicks or grooves. 3. Examine springs for breaks or distortion. 4. Inspect spool (14, Figure 8-13). The spool must be free of longitudinal score marks, nicks or grooves. 5. Install spool (14) in the spool housing to check the fit. The spool must fit freely, without binding, through a complete revolution. Spool housing (17), spool (14), inlet housing (18) and outlet housing (7) are not serviced separately. Should any of these parts require replacement, the entire control valve must be replaced.

Assembly 1. Thoroughly coat all parts, including the housing bores, with clean hydraulic oil. 2. Install check poppet (2, Figure 8-14) and spring (3) in spool housing (1).

FIGURE 8-14. HOIST PILOT VALVE REASSEMBLY 1. Spool Housing 2. Check Poppet 3. Spring

4. O-ring 5. Outlet Housing

3. Install new O-ring (4) in spool housing. Place the inlet and outlet housings onto the spool housing. 4. Install the tie rods, and the tie rod nuts. Tighten the tie rod nuts to the torques shown in Figure 8-15. 5. Install a new O-ring (27, Figure 8-13) and wiper (26). Install seal retainer (25). 6. Install spacer (5), spring seats (19), and spring (4). Thread detent pin (3) into spool (14). Slight pressure will be required to compress the detent spring. Tighten the detent pin to 9-11 N·m (84-96 lb in.). Install spring (20). Carefully install the spool into the spool housing.

FIGURE 8-15. TIE ROD NUT TORQUE 1. Nut 2. Tie Rod 3. Nut

L8-12


4. Tie Rod 5. Outlet Housing

07/10 L08040

7. Apply grease to the cross holes of detent pin (3) to hold balls (21) and (2).

HOIST CYLINDERS

8. Slide detent sleeve (22) into cap (24) and place over a punch. Using the punch, depress ball (21), and insert balls (2) in detent pin cross holes.

Removal

10. While holding down on ball (21), slide detent sleeve (22) and cap (24) as an assembly over detent pin (3). Continue to insert detent sleeve (22) until it contacts spring seat (19). 11. Secure cap (24) in place with capscrews (6). Tighten capscrews (6) to 7 N·m (5 lb ft). Install spacer (23) and snap ring (1). 12. Install a new O-ring (12) and wiper (13). Install seal plate (16). Install machine screws (15). 13. Install new O-rings onto relief valve (5, Figure 811) in the spool housing.

Relieve pressure before disconnecting hydraulic lines. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is not received immediately.

1. Turn the key switch OFF, and apply the parking brake. Wait at least 90 seconds to allow the accumulators to bleed down.

FIGURE 8-16. HOIST CYLINDER UPPER MOUNT 1. Retainer 2. Capscrews & Washers 3. Pin

L08040 07/10


4. Retainer Ring 5. Bearing 6. Hoist Cylinder

L8-13

2. To relieve all pressure from the hydraulic circuit, slowly move the hoist lever to the POWER DOWN position and gently lower the body until it rests completely on the frame. 3. Disconnect the lubrication lines to the upper and lower bearings of the hoist cylinder. Disconnect the hydraulic lines from the hoist cylinder. Cap and plug the lines and ports to prevent excessive spillage and contamination. Secure the cylinder to the frame to prevent movement during the next step. 4. Attach a suitable lifting device to the hoist cylinder. The hoist cylinder weighs approximately 330 kg (730 lb). 5. At the upper mount, remove capscrews and washers (2, Figure 8-16). Remove retainer plate (1). Use a brass drift and hammer to drive pin (3) from the bore of the mounting bracket. 6. Carefully lower the cylinder until it lays against the inside of the dual tire. Attach a suitable lifting device to the upper cylinder mounting eye. 7. Install a retaining strap or chain to prevent the cylinder from extending during handling. 8. At the lower mount, remove capscrews (3, Figure 8-17), locking plate (4) and retainer plate (2). 9. Carefully remove the cylinder from the frame pivot. Move the cylinder to a clean area for disassembly. FIGURE 8-17. HOIST CYLINDER LOWER MOUNT 1. Hoist Cylinder 2. Retainer 3. Capscrew

L8-14


4. Lock Plate 5. Retainer Ring 6. Bearing

07/10 L08040

Installation 1. Install a retaining strap or chain to prevent the cylinder from extending during handling. The hoist cylinder weighs approximately 330 kg (730 lb). Attach a suitable lifting device that can handle the load safely. 2. Raise the cylinder into position over the pivot point on the frame. The air bleed vent at the top of the cylinder must be toward the front of the truck. Align the bearing eye with the pivot pin and push the cylinder into place. 3. Install retainer (2, Figure 8-17), lock plate (4), and the capscrews. Tighten the capscrews to standard torque, and bend the lock plate tabs over the capscrew flats.

4. Lift the cylinder head straight up until quill assembly (22) is clear. Remove O-ring (12) and backup ring (23). 5. Remove snap ring (9). Remove capscrews (7) and flatwashers (5) that secure rod bearing retainer (6) to rod (1). Remove seal (8). 6. Fabricate a retainer bar using a 6 x 25 x 460 mm (1/4" x 1" x 18") steel flat. Drill holes in the bar to align with a pair of tapped holes spaced 180° apart in the housing. Attach the bar to the housing using capscrews (11). NOTE: A retainer bar is required to prevent the first and second stage cylinders from dropping out when the housing is inverted.

4. Align the top hoist cylinder bearing eye with the bore of the upper mounting bracket. 5. Install pin (3, Figure 8-16) and retaining plate (1). Secure in place with capscrews and lockwashers (2). Tighten the capscrews to standard torque. 6. Install new O-rings in the grooves on the hose flange connections and lubricate with clean hydraulic oil. Position the flanges over the hoist cylinder ports and install the flange clamps and the mounting capscrews and lockwashers. Tighten the capscrews to standard torque.

7. Rotate the cylinder assembly 180o to position the lower mounting eye at the top. Attach a lifting device to the eye on rod (1) and lift the rod and third stage cylinder assembly out of the cylinder housing.

7. Reconnect the lubrication lines for the upper and lower hoist cylinder bearings.

As internal parts are exposed during disassembly, protect machined surfaces from scratches or nicks.

8. Start the engine, raise and lower the body several times to bleed air from the cylinders. Check for proper operation and inspect for leaks.

8. Rotate the cylinder housing 180°. Remove the retainer installed in step 6.

9. Service the hydraulic tank if necessary.

Disassembly 1. If removal of the hoist cylinder eye bearings is necessary, remove retainer ring (5, Figure 8-17) and press out bearing (6). 2. Mount the hoist cylinder in a fixture which will allow it to be rotated 180°. 3. Position cylinder head (10, Figure 8-18) at the top. Remove capscrews (11) and the lockwashers.

L08040 07/10

9. Fabricate a round disc with a hole in the center. Align the disc over second stage cylinder (2) and first stage cylinder (3) at the bottom of the cylinder housing. 10. Insert a 13 mm (.50 in.) dia. x 1350 mm (53 in.) threaded rod through the top and through the hole in the disc. Thread a nut on the bottom end of the threaded rod below the disc. 11. Screw a lifting eye on the top end of the rod. Attach it to a lifting device and lift the second and first stage cylinders out of the housing.


L8-15

1. Rod 2. Second Stage Cylinder 3. First Stage Cylinder 4. Housing 5. Flatwasher 6. Bearing Retainer 7. Capscrew 8. Seal 9. Snap Ring 10. Cylinder Head 11. Capscrews & Lockwashers 12. O-Ring

13. Bearing 14. Seal 15. Bearing 16. Seal 17. Bearing 18. Buffer Seal 19. Bearing 20. Rod Seal 21. Rod Wiper 22. Quill Assembly 23. Backup Ring 24. Snap Ring

FIGURE 8-18. HOIST CYLINDER

L8-16


07/10 L08040

12. Remove the lifting tools from the second and first stage cylinder assembly. 13. Slide second stage cylinder (2) down inside first stage cylinder (3). Remove snap ring (9) from inside the first stage cylinder. 14. Remove the second stage cylinder from the first stage cylinder by sliding it out the top. 15. Remove all old bearings, O-rings, and seals from the hoist cylinder components.

Cleaning and Inspection NOTE: Use only fresh cleaning solvent, lint free wiping cloths and dry filtered compressed air when cleaning and handling hydraulic cylinder parts. Immediately after cleaning and inspection, coat all surfaces and parts with clean hydraulic oil. 1. Thoroughly clean and dry all parts. 2. Visually inspect all parts for damage or excessive wear. 3. If the cylinder bores or plated surfaces are excessively worn of grooved, the parts must be replaced or, if possible, replated and machined to original specifications. 4. Check quill (2, Figure 8-19) for tightness if it has not previously been tack welded.

FIGURE 8-19. QUILL INSTALLATION TOOL 1. Cover

2. Quill Assembly

NOTE: The SS1143 tightening tool can be fabricated locally. Request the following drawings from the Komatsu Distributor: • SS1143 Tightening Tool - Assembly Drawing

a. Check the quill for tightness by using special tool SS1143 (Figure 8-19) and tightening to 1356 N·m (1000 lb ft).

• SS1144 - Square Tube (3.50" x 3.50" x 0.19" wall x 2.0" long)

b. If the quill moves, remove the quill, clean the threads in the cylinder head and quill, and reinstall. Follow instructions outlined in Quill Installation in this chapter.

• SS1146 - Square Tube (3.00" x 3.00" x 0.25" wall)

5. Carefully check capscrews (7, Figure 8-18) and washers (5) for stress or damage. If in doubt, replace the hardware.

• SS1145 - Plate (2.50" x 2.50" x 0.25" thick)

• SS1147 - Tube, Brass (1.75" O.D. x 1.50" I.D. x 13.50" long) • SS1148 - Square Cut (2.50" x 2.50" x 0.75" thick) • SS1149 - Hex Drive (1.75" hex stock x 2.50" long) Note: All materials are 1020 steel except SS1147.

L08040 07/10


L8-17

Assembly - Quill And Cylinder Use only new seals, bearings and O-rings during reassembly. Thoroughly lubricate all parts and seals with hydraulic oil to aid in assembly and to provide lubrication during initial operation.

Quill Installation 1. Check plugs (3, Figure 8-20) and check balls (4) in the quill during any cylinder repair to ensure the plugs are tight and the ball seats are not damaged. Refer to Installation of Check Balls and Plugs in Quill. 2. Secure cap assembly (1) in a sturdy fixture. Ensure the threads in the cap and the threads on the quill are clean and dry (free of oil and solvent). 3. Using Loctite LOCQUIC® Primer "T" (part number TL8753) or the equivalent, spray the mating threads of both cap assembly (1) and quill assembly (2). Allow the primer to dry three to five minutes. 4. Apply Loctite Sealant #277 (part number VJ6863) or the equivalent to the mating threads of both the cap assembly and the quill assembly. 5. Install the quill and use tool SS1143 to tighten the quill to 1356 N·m (1000 lb ft). Allow the parts to cure for two hours before exposing the threaded areas to oil. NOTE: If LOCQUIC® primer "T" (TL8753) was not used, the cure time will require 24 hours instead of 2 hours. 6. Tack weld the quill in two places as shown in Figure 8-20. 7. Remove all slag and foreign material from the tack weld area before assembly of the cylinder. During future cylinder rebuilds, removal of the quill will not be necessary unless it has loosened or is damaged. Removal, if necessary, will require a break-loose force of at least 2712 N·m (2000 lb ft) after the tack welds are ground off.

FIGURE 8-20. PLUG AND CHECK BALL INSTALLATION 1. Cover Assembly 2. Quill Assembly

L8-18


3. Plug 4. Check Ball

07/10 L08040

Installation Of Check Balls And Plugs In Quill Check balls (4, Figure 8-20) in the side of quill assembly (2) are held in place with threaded plugs (3). If a plug is missing and the check ball is not found in the cylinder, the opposite side hoist cylinder and the plumbing leading to the hoist valve should be examined for damage. The hoist valve itself should also be checked to see if the ball or plug has caused internal damage to the spool. Peening of the necked down sections of the spool may result. Spool sticking may also occur under these circumstances. Refer to Figure 8-21 for tool SS1158. The tool can be fabricated for installing or removing the check ball plugs. Check the plugs during any cylinder repair to ensure they are tight. If found to have any movement, they must be removed and the ball seat in the quill checked to see if it is deformed. If deformation of the ball seat has occurred, the quill must be replaced.

1. Ensure the threads in the quill tube and on the plugs are clean and dry (free of oil and solvent). 2. Use Loctite LOCQUIC® Primer "T" (TL8753) or equivalent and spray the mating threads of both plugs (3, Figure 8-20) and quill assembly (2). Allow the primer to dry three to five minutes. 3. Apply Loctite Sealant #277 (VJ6863) or equivalent to the mating threads of both plugs and quill assembly. 4. Place check balls (4) in quill tube (2) and install plugs (3) with the concave side facing the ball. Using tool SS1158, tighten the plugs to 95 N·m (70 lb ft). Allow parts to cure for two hours before exposing the threaded areas to oil. NOTE: If LOCQUIC® primer "T" (TL8753) was not used, the cure time will require 24 hours instead of 2 hours. 5. Stake the plug threads in two places (between holes) as shown in Figure 8-20 to prevent loosening of plug. If removal of the plug is necessary in a later rebuild, it will be necessary to carefully drill out the stake marks and destroy the plug. A new plug must be installed and staked as previously detailed.

FIGURE 8-21. SS1158 PLUG INSTALLATION/REMOVAL TOOL

L08040 07/10


L8-19

Assembly of Cylinder NOTE: Installation tools are available to assist in assembly of the hoist cylinder. The tools fit into the snap ring grooves on the first and second stage tubes to prevent components from catching on the grooves during installation. The tool part numbers are listed in the table below.

Part Number

1st Stage

PC2713

2nd Stage

PC2712

9. Rotate the housing 180° to position the cover end at the top. Remove the retainer installed in Step 6. Install bearings (17) and seal (16) on the rod bearing retainer (6). 10. Thread two guide bolts in the end of rod (1). Install seal (8) on the end of the rod.

Installation Tools Component

8. Attach a lifting device to rod eye (1) and align it over housing (4). Lubricate the rod with hydraulic oil, and lower into the housing.

11. Align piston rod bearing retainer (6) over guide bolts and lower it over the end of rod (1). Remove the guide bolts. NOTE: Carefully inspect the capscrews for stress or damage. If in doubt, replace with new parts.

1. Install seals (14, Figure 8-18) and bearings (15) on the second stage cylinder. Install bearings (19), buffer seal (18), rod seal (20) and rod wiper (21) on the first stage cylinder. Lubricate all components with clean hydraulic oil. 2. Align and slide second stage cylinder (2) inside first stage cylinder (3). Allow the second stage to protrude far enough to install snap ring (24) on the inside of the first stage cylinder. 3. Mount housing (4) in the fixture with the cover end positioned at the top. Install bearings (19) buffer seal (18), rod seal (20) and rod wiper (21) in the housing. 4. Install the lifting tool used during disassembly in the second and first stage cylinder assembly. 5. Install bearings (13) on first stage cylinder (3). Lift and align this assembly over housing (4). Lower the second and first stage cylinders into the housing. 6. Install the retainer used during disassembly to hold the second and first stage cylinder in place when the housing is rotated. Rotate the housing 180° to position the lower mounting eye at the top. 7. Install the bearings, buffer seal, rod seal and rod wiper in second stage cylinder (2).

12. Ensure the threads on capscrews (7) and the threads in the rod are clean and dry (free of oil and solvent). a. Use Loctite LOCQUIC Primer "T" (TL8753) or the equivalent to spray the threads on the capscrews and the threads in the rod. Allow the primer to dry three to five minutes. b. Apply Loctite Sealant #277 (VJ6863) or the equivalent to the threads of the capscrews and the threads in the rod. 13. Install capscrews (7) with hardened washers (5). Tighten the capscrews to 678 N·m (500 lb ft). NOTE: Allow parts to cure for two hours before exposing the threaded areas to oil. If LOCQUIC® primer "T" (TL8753) was not used, the cure time will require 24 hours instead of 2 hours. 14. Install snap ring (9). 15. Install O-ring (12) and backup ring (23) on cover (10). Align and lower the cover onto housing (4). Install capscrews (11) and the lockwashers. Tighten the capscrews to standard torque. 16. Install hoist cylinder eye bearing (6, Figure 817) and retainer rings (5), if removed. 17. Pressure test the hoist cylinder. Refer to Pressure Testing later in this chapter.

L8-20


07/10 L08040

Pressure Testing After the cylinder is assembled, perform the following tests to verify that performance is within acceptable limits. 1. With the rod fully extended, piston leakage must not exceed 164 cm3/min. (10.0 in3/min.) at 17 250 kPa (2,500 psi), port to port. 2. With the rod fully retracted, piston leakage must not exceed 328 cm3/min. (20.0 in3/min.) at 17 250 kPa (2,500 psi), port to port. 3. External rod seal leakage must not exceed one drop of oil in eight cycles of operation.

L08040 07/10


L8-21

NOTES

L8-22


07/10 L08040

SECTION L9 HYDRAULIC SYSTEM FILTERS INDEX

HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 HIGH PRESSURE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 LOW PRESSURE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 BRAKE COOLING & HOIST FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 TRANSMISSION FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5

L09010 10/11

Hydraulic System Filters

L9-1

NOTES

L9-2


10/11

L09010

HYDRAULIC SYSTEM FILTERS HIGH PRESSURE FILTER A high pressure filter assembly filters the oil supply from the steering/brake pump before it enters the bleed-down manifold valve. The filter is located on the left frame rail, forward of the hydraulic tank. Refer to Section P, Lubrication and Service, for the recommended filter element replacement interval. Earlier replacement may be required if the maintenance caution lamp turns on. Refer to

Removal

Relieve system pressure before disconnecting hydraulic lines. Pressurized hydraulic fluid can have sufficient force to enter a person's body by penetrating the skin. This can cause serious injury and possibly death. Seek proper medical treatment by a physician familiar with this injury, immediately.

1. Turn the key switch OFF and allow at least 90 seconds for the accumulators to depressurize. Verify that pressure has been released by turning the steering wheel. The wheels should not turn. 2. Remove plug (9, Figure 9-1) and drain the oil from the housing into a suitable container.

Avoid contact with hot oil if the truck has been in use. Properly contain oil and clean any spillage! 3. Remove bowl (7) and element (6). 4. Replace O-ring (5) in the filter head.

L09010 10/11

FIGURE 9-1. STEERING CIRCUIT FILTER 1. Indicator Switch 2. Setscrew 3. Head 4. Bleed Plug 5. O-Ring


6. Filter Element 7. Bowl 8. O-Ring 9. Drain Plug

L9-3

BRAKE COOLING & HOIST FILTERS

Installation 1. Install new element (6). Install bowl (7) and tighten. 2. Replace drain plug (9), and O-ring (8). NOTE: Indicator switch (1, Figure 9-1) is not repairable. If the indicator switch is inoperative, replace as a unit. Switch adjustment is not necessary or recommended.

A filter, located near the brake cooler, filters brake cooling oil after it leaves the front wheel brake housings. Two identical filters located on the inner side of the fuel tank, filter oil as it leaves the rear wheel brake housings. If the maintenance monitor lamp illuminates, indicating a restricted filter element, use the MOM display to determine the actual filter element(s) requiring service.

LOW PRESSURE FILTERS

TRANSMISSION FILTER

Low pressure hydraulic oil filters (Figure 9-2) are used at multiple locations on the truck. The low pressure filters clean the hydraulic oil in the brake cooling circuit, hoist circuit, and the transmission oil supply.

Oil from the transmission pump flows through two filters prior to entering the transmission. The filters are located on the right frame rail, forward of the fuel tank.

Indicator switch (2) provides an electrical signal to the monitoring circuits to warn the operator if the filter elements become restricted. Refer to Section P, Lubrication and Service, for the recommended filter element replacement interval. Earlier replacement may be required if the maintenance monitor lamp turns on and the MOM display indicates one or more of the hydraulic system elements is restricted. A transmission oil filter lamp on the instrument panel will flash and a buzzer will sound if the transmission filter element becomes restricted. Premature filter restriction may indicate a system component failure and signal a service requirement before extensive secondary damage can occur. NOTE: When the engine is initially started and the hydraulic oil is cold, the restriction warning may activate. Allow the hydraulic system oil to reach operating temperature before using the warning as an indicator to change the element. Cold, thick oil may cause the monitor system to think the filters are restricted.

L9-4


10/11

L09010

Removal

Relieve system pressure before disconnecting hydraulic lines. Pressurized hydraulic fluid can have sufficient force to enter a person's body by penetrating the skin. This can cause serious injury and possibly death. Seek proper medical treatment by a physician familiar with this injury, immediately.

1. Remove plug (6, Figure 9-2) and drain oil from the housing into a suitable container.

Avoid contact with hot oil if the truck has been in use. Properly contain oil and clean any spillage! 2. Remove bowl (4) and element (5). 3. Replace seal (3) in the filter head.

Installation 1. Install new element (5, Figure 9-2). Install bowl (4) and tighten. 2. Replace drain plug (6), and O-ring (7).

NOTE: Indicator switch (2, Figure 9-2) is not repairable. If the indicator switch is inoperative, replace as a unit. The actuation pressure of the indicator switch is factory preset. Switch adjustment is not necessary or recommended. FIGURE 9-2. LOW PRESSURE FILTER ASSEMBLY 1. Head Assembly 2. Indicator Switch 3. Seal 4. Bowl 5. Filter Element

L09010 10/11



L9-5

NOTE

L9-6


10/11

L09010

SECTION L10 HYDRAULIC CHECK-OUT PROCEDURE INDEX

HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3 STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . .L10-3 Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-4 Installation Of Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-4 Initial Startup And Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-4 Component Checkout And Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5 CHECKING HOIST SYSTEM PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7 Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7 Steering Components Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-9 HYDRAULIC SYSTEM CHECKOUT DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-10

L10030 05/08

Hydraulic Check-out Procedure

L10-1

NOTES

L10-2


05/08 L10030

HYDRAULIC CHECK-OUT PROCEDURE GENERAL INFORMATION The hydraulic check-out procedure is intended to help the technician check, adjust, and diagnose problems in the steering and hoist circuits. Read the entire check-out procedure prior to performing any checks. It is important to become familiar with the system before installing test equipment. The following procedures may be easier if the gauges can be observed from the cab or where the technician can communicate with the person operating the controls.

Relieve pressure before disconnecting hydraulic lines. Pressurized hydraulic fluid can have sufficient force to enter a person's body by penetrating the skin. This can cause serious injury and possibly death. If fluid has penetrated the skin, immediately seek medical treatment by a physician familiar with this injury. Depressurize system accumulators before opening hydraulic circuits or installing test gauges. For the steering circuit, turn the key switch to OFF and allow 90 seconds for the accumulators to depressurize. After 90 seconds, turn the steering wheel to verify that pressure has been purged from the circuit. If the wheels do not move, the steering circuit is safe to service. For the brake circuit, first, chock the wheels. Then, open the shut-off valves on the brake manifold. Opening the valves allows accumulator pressure to be released to the hydraulic tank.

L10030 05/08

STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE Steering circuit hydraulic pressure is supplied from the steering piston pump and accumulators. Some steering system problems, such as spongy or slow steering or abnormal operation of the low steering pressure warning light can sometimes be traced to internal leakage of steering components. If internal leakage is suspected, refer to Steering Circuit Component Leakage Test in this chapter. NOTE: Excessive internal leakage within the brake circuit may contribute to problems within the steering circuit. Verify that brake circuit leakage is not excessive before troubleshooting the steering circuit. Refer to Section J, Brake System for information on testing the brake system.

The steering circuit can be isolated from the brake circuit by relieving pressure from the brake accumulators and removing the brake system supply line (1, Figure 10-2) from the fitting on the bleeddown manifold. Plug the brake circuit supply hose and cap the fitting at the bleeddown manifold to prevent leakage. Prior to checking the steering system, the hydraulic steering and brake systems must have the correct accumulator charge and be at normal operating temperatures. Refer to Section L, Steering Circuit Component Repair, Steering Accumulator Charging for steering accumulator charging instructions. Refer to Section J, Brake Circuit Component Service, Accumulator Charging for brake accumulator charging instructions


L10-3

Equipment Requirements The following equipment is necessary to properly check the steering circuit • Hydraulic schematic, refer to Section R. • Three 0-34 474 kPa (0-5000 psi) calibrated pressure gauges and hoses. • Two 0-25 579 kPa (0-4000 psi) calibrated pressure gauges and hoses. NOTE: A data sheet for recording test pressures is located at the rear of the chapter. Record all pressure checks on this sheet.

It is essential that the pump case is full of oil prior to starting the engine. Refer to Steering Circuit Component Repair, Steering and Brake Pump in this section for instructions. 6. Fill the hydraulic tank to the upper sight glass. 7. Place the hoist control in the FLOAT position.

Installation Of Gauges 1. Install a 0-34 474 kPa (0-5000 psi) pressure gauge at test port (6, Figure 10-1) on the bleeddown manifold. 2. Install two 0-34 474 kPa (0-5000 psi) pressure gauges onto the pressure ports on the steering cylinder manifold (2, Figure 10-5) below the horsecollar. 3. Install a 0-25 579 kPa (0-4000 psi) pressure gauge onto the hoist pump outlet pressure port. Install another 0-25 579 kPa (0-4000 psi) pressure gauge at the brake cooling outlet pressure port.

Initial Startup And Flushing 4. Disconnect the steering supply and return lines from the bleeddown manifold. The supply hose is connected to check valve (5, Figure 10-1) and return to tank (3) is located directly below the supply. Using the necessary fittings, connect the supply line to the return line to create a complete circuit. Install a 6.4 mm (0.25 in.) orifice between the lines to create back pressure. 5. Remove the case drain line from the top of the steering pump. Fill the pump with clean hydraulic oil, and install the case drain back on the pump.

L10-4

FIGURE 10-1. BLEEDDOWN MANIFOLD 1. Brake Circuit Supply 2. Bleeddown Manifold 3. Return to Tank 4. Pressure Relief Valve 5. Supply From Steering Pump (Check Valve) 6. Test Port 7. From Accumulator


8. To Flow Amplifier 9. From Flow Amplifier 10. Accumulator BleedDown Solenoid 11. Low Steering Pressure Switch 12. Auto-Lube Supply

05/08 L10030

8. Turn the key switch to the ON position, but do not start the engine. Verify that the low steering accumulator pressure warning is not displayed. If the indicator lamp illuminates, the accumulators are not properly charged. Charge the accumulators accordingly. Refer to Section L, Steering Circuit Component Repair, Steering Accumulator Charging for steering accumulator charging instructions.

Component Checkout And Adjustment 18. Adjust the steering pump compensator for testing of the steering shock valves. Compensator (2, Figure 10-2) must be set to 22 753 ± 689 kPa (3300 ± 100 psi) for this test.

9. Start the engine and allow it to operate at low idle. Do not increase engine speed. 10. Check the pressure at the hoist and brake cooling pumps. Pressure at both hoist pumps should be 689 kPa (100 psi) with the oil temperature at 21° C (70° F). Pressure at both brake cooling pumps should be 241 kPa (35 psi) with the oil temperature at 21° C (70° F). 11. If pressures are within range, increase engine speed to 1500 rpm for 20 minutes to flush the system. 12. After 20 minutes, stop the engine. Depressurize all accumulators and return the steering circuit hoses to their proper locations. 13. After the circuit is installed properly, start the engine to flush the accumulators. Allow the engine to operate until the pressure gauge at the bleeddown manifold reaches 18 100 ± 862 kPa (2625 ± 125 psi). Do not apply the brakes or move the steering wheel during accumulator flushing. 14. Stop the engine and depressurize all accumulators. Verify no pressure exists on the pressure gauge on the bleeddown manifold. Record the pressure. 15. Open the needle valves in the brake cabinet to depressurize the brake accumulators. Check and record the pressure.

FIGURE 10-2. PUMP PRESSURE CONTROL 1. Steering Pump 2. Compensator Adjustment

3. Case Drain Line 4. Hoist Pump

19. Raise the steering relief valve setting to allow testing of the shock valves. To adjust the relief valve, perform the following: a. Remove plug (2, Figure 10-3) on flow amplifier (1) to access the relief valve.

Repeat Steps 14 and 15 four more times. Record the pressure after each cycle.

b. Gently bottom out the adjustment screw by turning clockwise.

16. Start the engine and allow the accumulators to fully charge. Rotate the steering wheel from lock to lock a minimum of 10 times.

20. Start the engine and allow the steering system to pressurize.

17. Stop the engine. Check the level of the hydraulic tank and add oil if necessary.

L10030 05/08


L10-5

FIGURE 10-3. FLOW AMPLIFIER RELIEF VALVE 1. Flow Amplifier

2. Plug FIGURE 10-4. STEERING DISTRIBUTION MANIFOLD

21. While observing the two gauges installed on the steering manifold, steer the truck against the left stop. Pressure on one of the gauges should be 22 442 ± 1069 kPa (3255 ± 155 psi). Record the measurement. Steer the truck to the opposite stop. The other gauge should be 22 442 ± 1069 kPa (3255 ± 155 psi). Record the measurement. 22. After checking the shock valves, lower the steering relief valve setting back to 18 961 ± 345 kPa (2750 ± 50 psi). a. Steer full left or right and maintain a slight pressure against the steering wheel. b. Adjust the steering relief valve until 18 961 kPa (2750 psi) is obtained on the pressure gauge.

L10-6

1. Steering Distribution Manifold

2. Steering Cylinder

23. After adjustment is complete, install plug (2). 24. Record the relief valve adjustment pressure. 25. Turn the steering pump pressure compensator adjustment screw counterclockwise to reduce pressure while steering the truck to lower accumulator pressure. Adjust the compensator to temporarily allow circuit pressure to drop to approximately 17 237 ± 690 kPa (2500 ± 100 psi). 26. After adjusting, steer the truck to verify the pressure is maintained at 17 237 ± 690 kPa (2500 ± 100 psi). 27. Without steering the wheels, turn the pressure compensator adjustment screw clockwise to obtain 18 961 ± 345 kPa (2750 ± 50 psi) on the gauge at the bleeddown manifold test port.


05/08 L10030

28. Turn the steering wheel one revolution and stop. Wait at least 10 seconds and then check the pressure. The pressure must be 18 961 ± 345 kPa (2750 ± 50 psi). If the pressure is not within range, repeat the adjustment. 29. When properly adjusted, tighten the jam nut to lock the adjustment screw.

CHECKING HOIST SYSTEM PRESSURES Equipment Requirements The following equipment will be necessary to properly check the hoist relief and "power down" circuit pressures: • Hydraulic schematics, refer to Section R.

30. Turn the steering wheel one revolution and stop. Wait at least 10 seconds and then check the pressure again. The pressure must be 18 961 ± 345 kPa (2750 ± 50 psi).

• Two 0-34 474 kPa (0-5000 psi) range calibrated pressure gauges and hoses.

31. Record the pump compensator pressure.

33. Install two 0-34 474 kPa (0-5000 psi) pressure gauges at each pressure port located on hoist distribution manifold (2, Figure 10-5).

32. Verify the low steering accumulator pressure switch activates at 18 961 ± 345 kPa (1850 ± 50 psi). To check the switch perform the following: a. Operate the engine to allow the accumulators to charge. Turn the engine off. b. Immediately turn the key switch to the ON position without starting the engine. This prevents the accumulators from depressurizing. c. Open the needle valves in the brake cabinet to allow the steering accumulator in the pressure switch circuit to depressurize. Observe the pressure gauge at the bleeddown manifold to determine what pressure the buzzer is activated. d. Record the pressure when the buzzer sounds. e. If the buzzer does not sound within the specified range, the warning circuit must be checked and repaired until it is within specifications.

FIGURE 10-5. HOIST DISTRIBUTION MANIFOLD 1. Hoist Cylinder

2. Hoist Distribution Manifold

34. Disconnect the hoist cylinder lines at the distribution manifold and cap the power up and power down ports (four locations). 35. Start the engine and operate at high idle.

L10030 05/08


L10-7

36. Place the hoist lever in the POWER UP position. The pressure at the manifold must be 18 961 ± 1034 kPa (2750 ± 150 psi). 37. If the power up relief pressure is incorrect, adjust the pressures as follows: a. Return hoist lever to the FLOAT position. b. Relieve all hydraulic pressure from the hoist system.

38. Check the pressure again and verify that it is within range. 39. With the engine at high idle, place the hoist lever in the POWER DOWN position. 40. Pressure must be 10 342 ± 689 kPa (1500 ± 100 psi). If the power down pressure is not within specifications, adjust the relief valve. a. To increase power down relief pressure, turn the adjusting screw clockwise. b. To decrease power down relief pressure, turn the adjusting screw counter-clockwise. NOTE: Power down relief valve (1, Figure 10-7) is located on pilot control valve (2) in the hydraulic cabinet.

41. If pressures are within specifications, shut off the engine and move the hoist control lever to the FLOAT position. Remove all gauges. FIGURE 10-6. HOIST RELIEF VALVE 1. Capscrew 2. Inlet Cover 3. Spring 4. Main Relief Valve 5. Spring

6. Sleeve 7. Secondary Low Pressure Valve 8. O-Rings 9. Inlet Valve body

42. Connect the hoist lines to the distribution manifold. 43. Check the hydraulic tank oil level. Add oil if necessary. 44. If testing is complete, change all hydraulic filters before returning the truck to operation.

NOTE: Relief valve (4, Figure 10-6) is located under inlet cover (2). The cover has a small external pipe attached to it. c. Remove the small external pipe and capscrews from inlet cover (2). d. Remove the cover and spring (3) from the relief valve. e. Loosen the jam nut on relief valve (4) and turn the screw clockwise to increase pressure or counter-clockwise to decrease pressure. NOTE: Each 1/4 revolution of the adjustment screw will cause approximately 1034 kPa (150 psi) change in pressure. f. Install spring (3), new O-rings (8) and cover (2). Install and tighten cap screws (1).

FIGURE 10-7. POWER DOWN RELIEF VALVE 1. Power Down Relief Valve

L10-8


2. Hoist Pilot Valve

05/08 L10030

Steering Components Leakage Test 9. Measure leakage at the steering return hose removed in Step 1.  Maximum allowable leakage is 820 ml (50 in3) per minute. Do not steer the truck while measuring leakage.

10. If the leakage is excessive, the flow amplifier must be repaired or replaced.

1. Check combined leakage from the steering control unit and flow amplifier.

11. Disconnect tank return line (3, Figure 10-2) at the bleeddown manifold. Install a plug in end of hose removed.

a. Disconnect hose (3, Figure 10-1) at the bleeddown manifold port.

12. Measure leakage from the tank return fitting on the bleeddown manifold.

b. Cap the open fitting on the bleeddown manifold.

 Maximum allowable leakage is 32.8 ml (2.0 in3) per minute.

c. Place the end of the disconnected hose in a graduated container.

13. If the leakage is excessive, the bleeddown solenoid valve or the bleeddown manifold relief valve must be replaced.

2. Start the engine and allow the system to stabilize at 18 961 ± 1034 kPa (2750 ± 150 psi). 3. Measure the leakage obtained in the graduated container:  Maximum allowable leakage is 984 ml (60 in3) per minute. 4. Shut off the engine. 5. If leakage exceeds the maximum, measure the leakage from the steering control valve as follows: a. Remove the steering control valve tank return line at the flow amplifier. b. Plug the flow amplifier port. c. Place the end of the disconnected hose in a graduated container.

a. Verify the relief valve is set at 22 408 ± 1034 kPa (3250 ± 150 psi). b. Remove both valves and inspect the O-rings for damage. 14. Recheck the leakage. If leakage is still excessive, replace the bleeddown solenoid. If leakage is still excessive, replace the relief valve. 15. After leakage tests are complete and leakage rates are acceptable, install all hoses and properly tighten. 16. Check the hydraulic tank oil level and refill if necessary.

6. Start the engine and allow the system to stabilize at 18 961 ± 1034 kPa (2750 ± 150 psi). 7. Check the leakage obtained in the graduated container:  Maximum allowable leakage is 164 ml (10 in3) per minute. 8. If the leakage exceeds the maximum allowed, repair or replace the steering control unit. If the leakage rate is acceptable, perform the next step to check flow amplifier leakage.

L10030 05/08


L10-9

HYDRAULIC SYSTEM CHECKOUT DATA SHEET 8. Was accumulator precharge warning displayed before startup?

___________________

15. Pressure at bleeddown manifold test port after depressurizing accumulators Pressure after 1st time

___________________

Pressure after 2nd time

___________________

Pressure after 3rd time

___________________

Pressure after 4th time

___________________

Pressure after 5th time

___________________

21.Left and right shock valve pressures Left shock valve pressure

___________________

Right shock valve pressure

___________________

24. Flow amplifier relief valve pressure

31. Pump compensator pressure

___________________

___________________

32. Pressure at which low steering pressure indicator light illuminates and warning buzzer sounds

___________________

36. Power up pressure at hoist cylinder manifold

___________________

40. Power down pressure at hoist cylinder manifold

___________________

Were all hydraulic filters changed after testing was completed?

___________________

Date of Checkout ___________________ Truck Unit: ___________________ Name of Technician ___________________

L10-10


05/08 L10030

SECTION M OPTIONS AND SPECIAL TOOLS INDEX

HOT START SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1

SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1

M01058

Index

M1-1

NOTES

M1-2

Index

M01058

SECTION M7 HOT START SYSTEM INDEX

HOT START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 HEATER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4 TROUBLESHOOTING GUIDELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6

M07013

Hot Start System

M7-1

NOTES

M7-2

Hot Start System

M07013

HOT START SYSTEM The information in this chapter applies to trucks equipped with the -50° C hot start system. Other cold weather packages may not use all of the heating elements described in this chapter.

SYSTEM OPERATION The hot start system is a 240V system and is equipped with heating elements in the following components: • Engine oil pan • Cooling system • Rear axle • Hydraulic tank • Transmission oil pan

FIGURE 7-2. POWER JUNCTION BOX

• Battery box

1. Junction Box

An outside power source is connected to a power receptacle to operate the system. The power receptacle (2, Figure 7-1) is mounted inside the RH upright near the bottom of the radiator.

2. Power Receptacle

Power from the receptacle travels to a junction box containing two terminal blocks. The terminal blocks distribute power to the various heaters in the system. Junction box (1, Figure 7-2) is located in front of the lower portion of the horsecollar frame.

M07013

The heaters in each location are controlled by thermostats. The thermostats turn on the heaters when temperature falls below a preset value. After the heating element raises the oil or coolant temperature above the preset value, the thermostats remove power to the heating elements.

Do not operate the engine while the cooling system heater is plugged in. The flow check valve eliminates coolant flow through the heater while the engine is on. This will cause a lack of circulation in the heater and burn out the heating elements.

FIGURE 7-1. HEATING SYSTEM POWER RECEPTACLE 1. Radiator

2. Terminal Boards

Close the shut off valves before replacing a coolant heater. Failure to close the valve will result in a loss of coolant from the cooling system.

Hot Start System

M7-3

HEATER INFORMATION Hydraulic Tank

Coolant Heaters

Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Operating Range: . . . . . . . . 16° - 27° C (60° - 80° F)

Operating Range . . . . . . . . . 16° - 27° C (60° - 80° F)

Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500W

Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2500W

FIGURE 7-3. HYDRAULIC TANK HEATERS 1. Thermostat

2. Heater FIGURE 7-5. COOLING SYSTEM HEATERS 1. Shut-Off Valve 2. Coolant Heater

Transmission

3. Thermostat

Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Operating Range: . . . . . . . . 16° - 27° C (60° - 80° F) Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500W

Engine Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Operating Range: . . . . . . . . 16° - 27° C (60° - 80° F) Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500W

FIGURE 7-4. TRANSMISSION OIL HEATERS 1. Transmission 2. Oil Heater

M7-4

3. Thermostat

FIGURE 7-6. ENGINE OIL HEATERS 1. Engine Oil Pan 2. Oil Heater

Hot Start System

3. Thermostat

M07013

Rear Axle Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Operating Range: . . . . . . . 27° - 38° C (80° - 100° F) Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500W

FIGURE 7-7. REAR AXLE HEATERS 1. Rear Axle 2. Oil Heater

3. Thermostat

Battery Box Heating Pad Quantity . . . . . . . . . . . . . . . . . . . . . . . 4 Operating Range: . . . . . . . . 16° - 27° C (60° - 80° F) Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75W

FIGURE 7-8. BATTERY BOX HEATERS 1. Heating Pad 2. Thermostat

M07013

3. Battery Box

Hot Start System

M7-5

TROUBLESHOOTING GUIDELINES Refer to the electrical schematic located in Section M for a diagram of the circuits.

SYMPTOM

RECOMMENDED CHECKS Check for power going into the main power receptacle.

All of the heating elements do not heat.

Check for power at the junction box. Check for loose connections at the terminal board.

Check for loose connections at the jumper cables in between each terminal board in the junction box.

Some of the heating elements do not heat.

Check for loose connections. Some of the heating elements operate outside of the proper temperature range.

A heating element won’t heat up.

Replace the thermostat that controls the affected heating elements.

Connect a power source directly to the heating element and check. If the element doesn’t heat, replace the element. Check the wiring for an open circuit.

M7-6

Hot Start System

M07013

SPECIAL TOOLS

PART NO.

DESCRIPTION

562-98-31301 Disc Gauge

PART NO. EC3331

DESCRIPTION NItrogen Charging Kit

USE Brake Disc Wear Tool

USE Suspension & accumulator nitrogen charging

NOTE: Not included with all trucks.

PART NO. PC2061

PART NO.

DESCRIPTION

569-86-87361 Download Harness

M08022 6/10

DESCRIPTION Belt Tension Tester

USE A/C Belt Tension

USE PLM Download Data

Special Tools

M8-1

PART NO. EL8868

DESCRIPTION V-Belt Alignment Tool

USE Aligning A/C pulleys

PART NO.

PART NO. SE21188

M8-2

DESCRIPTION Drive Shaft Alignment Tool

DESCRIPTION

PB8528

Wheel Chock

PB8529

Mounting Bracket

USE Prevents truck rollaway

USE Aligning driveline components

PART NO.

DESCRIPTION

EH4902

Removal Tool

EG7806

Threaded Rod

Special Tools

USE Wheel Rim Retainer Removal

6/10 M08022

PART NO.

DESCRIPTION

XB5789 Face Seal Installation Tools XB5790

PART NO.

XB0887

M08022 6/10

DESCRIPTION

Hydraulic Tank Vacuum Kit

USE 548 mm diameter seals (front brake, rear brake small) 821 mm diameter seals (rear brake large)

USE To prevent oil flow from the hydraulic tank when opening the hydraulic system.

Special Tools

M8-3

NOTES

M8-4

Special Tools

6/10 M08022

SECTION N OPERATOR CAB INDEX

OPERATOR CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1

CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1

HEATING AND AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1

OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1

N01027

Index

N1-1

NOTES

N1-2

Index

N01027

SECTION N2 OPERATOR CAB INDEX

OPERATOR CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 CAB DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7 Door Striker Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7 Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8 DOOR PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9 DOOR WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-10 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-12 WINDOW REGULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 DOOR HANDLE AND DOOR LATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 DOOR SEALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 Door Opening Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16 Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16 WINDSHIELD AND REAR GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18

N02022 10/11

Operator Cab

N2-1

NOTES

N2-2

Operator Cab

10/11 N02022

OPERATOR CAB The operator cab is fully insulated for maximum operator comfort. The cab contains an integral Roll Over Protection Structure (ROPS) for maximum operator safety. All gauges, switches, and controls have been designed to simplify operation and are within easy reach of the operator. Servicing of the cab and associated electrical systems is simplified by use of heavy-duty connectors on the various wiring harnesses.

Components located in this compartment consist of: the steering valve, brake valve, heater valve, HVAC plenum, HVAC relays, and other electrical connections.

Hydraulic components and some electrical connections are located outside of the interior and are accessed through the large access cover on the front of the cab. Refer to Figure 2-1.

DO NOT attempt to modify or repair damage to the ROPS without written approval from Komatsu. Unauthorized repairs to the ROPS will void certification. If modification or repairs are required, contact your nearest Komatsu distributor.

FIGURE 2-1. CAB ASSEMBLY 1. Mounting Pad 2. Access Covers 3. Filter Cover 4. Windshield Wiper Arms 5. Stop Light (Service Brakes Applied)

N02022 10/11

Operator Cab

6. Retard Light (Retarder Applied) 7. Lifting Eye 8. Rear, Side Glass 9. Front, Side Glass

N2-3

Removal Prior to cab removal or repairs, it may be necessary to remove the body to provide clearance for lifting equipment to be used. If body removal is not required, raise the body and install the body retention cable.

DO NOT work below a raised body until the body retention cable has been installed.

NOTE: Label hoses and electrical connections before disconnecting to ensure proper installation. 1. Park the truck on a hard, level surface. Apply the parking brake and chock the wheels. 2. Verify the steering accumulators are depressurized by attempting to steer the truck. 3. Depressurize the brake accumulators using the manual bleed valves on the brake manifold. 4. Open the battery disconnect switch.

FIGURE 2-2. HYDRAULIC & ELECTRICAL 1. Hydraulic Hoses 2. Electrical Harnesses

3. Ground Cable

6. Remove the protective flaps from the hydraulic and electrical junctions at the rear of the cab. Disconnect hydraulic hoses (1, Figure 2-2) from the rear of the cab. 7. Disconnect electrical harnesses (2) and ground cable (3).

Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An approved recovery/recycle station must be used to remove the refrigerant from the air conditioning system. 5. Evacuate the air conditioning system. Attach a recovery station to the air conditioning service valves. Refer to Air Conditioning System in this section for detailed instructions.

FIGURE 2-3. SHUTOFF VALVES 1. Shutoff Valve

2. Water Pump

8. Close the two heater hose shutoff valves (1, Figure 2-3) located on the engine.

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FIGURE 2-4. CAB HYDRAULIC AND HVAC 1. Hydraulic Hoses 2. Heater Hoses 3. HVAC Drain

FIGURE 2-6. RADIO ANTENNA

4. Clamp 5. A/C Hoses

1. Radio Antenna

9. Disconnect two heater hoses (2, Figure 2-4) from the fittings underneath the cab. Remove clamp (4) securing the hoses to the bottom of the cab.

2. LH Front ROPS Beam

14. Remove the access cover from the exterior of the LH side of the cab. DIsconnect radio antenna (1, Figure 2-6).

10. Disconnect five hydraulic hoses (1). 11. Disconnect two air conditioner hoses (5). 12. Cap all hoses and fittings to prevent contamination.

FIGURE 2-5. VACUUM HOSES 1. Vacuum Hoses 2. Filter Cover 13. Remove the access cover from the exterior of the RH side of the cab. Disconnect two vacuum hoses (1, Figure 2-5) from the front of the cab.

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FIGURE 2-7. CAB MOUNT 1. Cap Screw

2. Harness

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15. Disconnect harness (2, Figure 2-7). Check for any other hoses or harnesses which may interfere with cab removal. 16. Attach appropriate lifting apparatus and a hoist to the four lifting eyes on top of the cab. The cab weighs approximately 1690 kg (3726 lb).

8. Install HVAC drain hose (3, Figure 2-4). 9. Connect five hydraulic hoses (1) to the fittings beneath the front of the cab. 10. Connect hydraulic hoses (1, Figure 2-2) to the rear of the cab.

17. Remove cap screws (1) and the washers from each mounting pad.

11. Connect electrical harnesses (2) and ground cable (3). Install the protective flaps over the electrical and hydraulic junctions.

18. Lift the cab from the truck and move to an area for further service.

12. Check for any other remaining hoses and electrical connections. Install as necessary.

19. Place blocks under each corner of the cab to prevent damage to the floor pan and the fittings below the cab.

13. Charge the air conditioning system. Refer to Air Conditioning System in Section N for detailed instructions. 14. Close the valves.

Installation 1. Attach appropriate lifting apparatus and a hoist to the lifting eyes on top of the cab. The cab weighs approximately 2270 kg (5000 lb). 2. Lift the cab into position on the truck and align the mounting pad holes with the tapped pads. Partially install at least one cap screw (1, Figure 2-7) and washer at each of the four mounting pads prior to completely lowering the cab onto the deck. This will aid in alignment. 3. After the cab is properly positioned, insert the remaining cap screws and washers. Tighten the cap screws to 950 N·m (700 lb ft). 4. Connect harness (2). 5. Connect two vacuum hoses (1, Figure 2-5) to the fittings at the front of the cab. Connect radio antenna (1, Figure 2-6) at the front of the cab. Install the outer access covers onto the front of the cab.

accumulator

bleed-down

15. Close the battery disconnect switch. 16. Service the hydraulic tank and the engine coolant as required. 17. Start the engine and verify proper operation of all systems.

CAB DOORS For repairs on the door latches or window controls it is usually better, but not necessary, to remove the door from the cab and lower it to the floor for service. Instructions in this section are the same for both the LH and RH door. Removal

6. Connect two air conditioning hoses (5, Figure 24) to the fittings below the cab. The receiver drier and the accumulator must be replaced and oil added to the system. Refer to Air Conditioning System in Section N for detailed instructions. 7. Install two heater hoses (2). Install clamp (4) that secures the hoses to the cab. Open heater shutoff valves (1, Figure 2-3).

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1. If overhead space is available, raise the body to allow access to the door with an overhead hoist. Secure the body in the raised position with the body retention cable. 2. Lower the door window far enough to allow installation of a lifting sling. 3. Disconnect window motor harness (4, Figure 211) from the cab floor. 4. Remove retainer clip (1) and bolt (2) from the travel limiting strap on the door.

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5. Install a lifting sling through the door and attach it to a hoist. The weight of each door is approximately 68 kg (150 lb). Remove the cap screws securing the door hinge to the cab. Lift the door from the cab.

• If the door closes, but does not provide a good seal:

6. Place the door on blocks or on a work bench.

Installation 1. Attach a lifting sling and a hoist to the door. The weight of each door is approximately 68 kg (150 lb). Lift the door into position on the cab. 2. Align the door hinges with the cab and install the hinge cap screws. 3. Attach the travel limiting strap with bolt (2, Figure 2-11) and secure with retainer clip (1). 4. Connect window motor harness (4) to the connector in the cab floor. 5. Verify proper operation of the power window and the door latch adjustment.

Door Striker Adjustment Door seals keep air, dust and moisture from entering around the door openings. Over time, the door latch mechanism and the door seals may wear and allow dirt and moisture to enter the cab. To ensure proper sealing of the door seals, the door striker may need to be adjusted periodically.

1. Mark the location of washer (1, Figure 2-8) with a marker by circumscribing the outside edge of the washer onto the jamb. 2. Loosen striker bolt (2). Move the striker inwards approximately 2 mm (0.078 in.) and tighten. 3. Hold a piece of paper between the door and the door seal. Close the door and verify that it is completely closed and latched. 4. The door seal should firmly grip the paper all along the top, front, and bottom edge of the door. If the paper is loose all around, adjust the striker, again. If the paper is firmly gripped, but can be removed without tearing, open the door. Tighten the striker bolt completely without changing the adjustment and recheck. If the paper is tight near the top and loose at the bottom then seal compression is not even. The door must be adjusted as follows: Place a small block of wood at the top corner of the cab door above the door handle. Then press firmly inward on the lower corner of the door. Press in one or two times, then remove the wood block and check seal compression, again. Seal compression should be equal all the way around the door. If the seal is still loose at the bottom, repeat the procedure again until seal compression is equal all the way around. If the paper is tight near the bottom and loose at the top then seal compression is not even. The door must be adjusted as follows: Place a small block of wood at the bottom corner of the cab door below the handle. Then press firmly inward on the top corner of the door. Press in one or two times, then remove the wood block and check seal compression, again. Seal compression should be equal all the way around the door. If the seal is still loose at the top, repeat the procedure again until seal compression is equal all the way around.

FIGURE 2-8. DOOR STRIKER ADJUSTMENT 1. Washer 2. Striker Bolt

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3. Frame 4. Seal

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• If the door does not latch properly when trying to close, striker bolt (2, Figure 2-9) may not be positioned where the latches can engage the bolt. 5. Open the door and rotate latch (3) and latch (5) until they are both fully closed. 6. Approximate the center of the latch opening onto the door opening at the striker. Use a Tsquare or other measuring equipment and mark on the cab with a pencil. NOTE: Release the door latches before trying to close the door.

8. Carefully close the door and determine if this has helped the problem. If the door latches, but does not provide a tight seal, follow previous adjustment procedures. If the door latches do not catch, move the bolt outward and try again. When corrected, follow previous adjustment procedures to ensure proper seal compression.

Door Handle Plunger Adjustment If the door handle becomes inoperative, it can either be adjusted or replaced. The following is a procedure for adjusting the exterior door handle plunger. 1. Determine the amount of free play in the door release plunger by pushing in on the plunger until it just contacts the door release mechanism. Measure the distance that the plunger travels (Figure 2-10).

FIGURE 2-10. TRAVEL DISTANCE OF PLUNGER

2. Remove the door panel. Refer to Door Panel Removal in this chapter. 3. Carefully lower the door panel a few centimeters. Hold the glass at the top to prevent it from dropping. Slide the door panel toward the cab to disengage the window regulator roller (Figure 212) from the track on the bottom of the glass. Slide the panel away from the cab to disengage the other top roller and lower roller from its tracks. Place the panel out of the way after removal.

FIGURE 2-9. LATCH ASSEMBLY 1. Cab 2. Striker Bolt 3. Upper Latch

4. Door 5. Lower Latch

7. Loosen and center the door striker with this mark. Tighten the striker firmly enough to hold it in place but still allow some slippage.

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4. Lift the door glass and support at the top of the frame.

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5. Remove two screws (Figure 2-13) holding the roller track to the bottom of the door glass.

6. Before removing all door panel mounting screws, support the panel to prevent the assembly from dropping. Remove 15 mounting screws (5). Remove the panel screws across the top, last.

6. Remove cap screw and nut (1, Figure 2-19) from inside the release lever. 7. Remove four mounting screws (2) that hold the latch mechanism in the door. 8. Remove door latch (4). Check to see if the door latch works properly by performing the following test. a. Close the upper and lower latches. b. Operate the inside door release lever to see if the latches open. If the latches do not open, replace the assembly.

Remove the top panel screws last. The window glass and internal door panel will drop when the door panel screws are removed. Prevent the panel from dropping during screw removal. 7. Carefully lower the door panel a few centimeters (Figure 2-12). Hold the glass at the top to prevent it from dropping. Slide the door panel toward the cab to disengage the window regulator roller from the track on the bottom of the glass. Then, slide the panel away from the cab to disengage the other top roller and the lower roller from their tracks. Place the panel out of the way after removal.

c. Close the latches, again. d. Press the outside door button to see if the latches open. If the latches do not open, replace the assembly. 9. Remove mounting screws (3) from the outside door handle. With the door handle removed, adjust the plunger counterclockwise to increase the height of the door handle release button. Apply a thread lock to prevent loosening of the screw. Tighten the nut to secure the adjustment.

8. Secure the window.

10. Reassemble the door. Installation

DOOR PANEL Removal 1. Remove hair pin clip (1, Figure 2-11) and bolt (2) from the door check strap. 2. Remove the two cap screws that secure door strap bracket (3) to the door. 3. Disconnect window motor harness (4). 4. Open the door as far as possible for removal of the internal door panel. 5. Lower the window about half way. This will position the rollers for easier removal of the panel.

1. Raise the door window a few inches from the top of the door and secure. Move the door panel into position and install the lower and upper regulator rollers in their tracks. Start by moving the door panel and window regulator away from cab just far enough to allow the rollers to enter their tracks. Then with the rollers in the tracks slide the panel toward the cab. Move the panel just far enough to allow the upper regulator roller to go into the track on the bottom of the glass. 2. Lift the door panel and window up to align the screw holes. Install 15 mounting screws (5, Figure 2-11). 3. Place strap bracket (3) into position on the door. Install the two cap screws that secure the bracket to the door. 4. Place the door check strap into position. Install bolt (2) and hair pin clip (1). 5. Connect window motor harness (4).

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DOOR WINDOW Removal 1. Remove the door panel. Refer to Door Panel Removal for instructions. 2. Remove two screws (Figure 2-13) while holding the bottom of the roller track.

FIGURE 2-11. 1. Pin Clip 2. Door Strap Bolt 3. Strap Bracket 4. Wiring Harness

5. Panel Screws 6. Window Regulator Mounting Screw

FIGURE 2-13. 3. Support the glass in the door frame as shown in Figure 2-14. Remove two screws (2) that hold the adapter for the window regulator track. Remove the adapter, the gaskets, the plate, and the bushings.

FIGURE 2-14. 1. Support Blocks 2. Screws FIGURE 2-12.

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6. Lift the door glass up near the top of window frame (1, Figure 2-17). Holding the glass in place, tilt the frame out at the top. Lift the frame and the glass straight up and out of the door.

Lift bracket (2, Figure 2-17) completely out of the door before removing the assembly.

FIGURE 2-15. 1. Screws

2. Rubber Felt Insert

4. Remove the screw at the lower end of the window channels. It is necessary to pull rubber felt insert (2, Figure 2-15) out of the channel in order to be able to remove the screws. 5. Remove trim screws (1, Figure 2-16) that hold the window frame to the door. NOTE: Screws along the bottom of window frame may be shorter than along the top and sides.

FIGURE 2-17. 1. Window Frame

10. Move the window and frame to an area where the glass can be removed. Slide the glass down and out of the window channels.

FIGURE 2-16. 1. Screws

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Installation 11. Before installing a new window, first inspect the window frame. In each corner there is an “L” shaped bracket (1, Figure 2-18) with two screws in it to hold the corners of the frame together. Verify the screws are tight to properly align the angled joints. (The joints are welded on newer frames.) Verify the rubber insert in the window channels is in good condition. Replace, if necessary. 12. Slide the new window glass into the window frame channels. Move the glass to the top of the frame. 13. Lift the window frame, holding the glass at the top of the frame, and lower the assembly into the door.

Verify that the channel of window frame (5, Figure 2-19) is properly positioned to the inside of latch assembly (4).

14. Lower the glass in the frame and support it as shown in Figure 2-14. 15. Reinstall screws (1, 2-16) that secure the window frame to the door.

The screws along the bottom of the window frame may be shorter than the ones along the sides and the top. These screws must be used in this area to prevent the window glass from being scratched or cracked. Refer to Figure 2-16. DO NOT countersink the screws when installing. Countersinking the screws may result in window breakage.

16. Install the trim over the top of the screws that secure the window frame to the door. Use a flat blade screwdriver to assist with the installation of the trim. Refer to Figure 2-20. DO NOT cut the retainer lip on the trim. 17. Install two screws (1, Figure 2-15). Push rubber insert (2) into position in the channel after installation of the screws.

Failure to install the two screws at the bottom of the window channels may result in door rattles. Install these screws and properly tighten before proceeding.

18. Assemble the adapter bracket, gaskets, bushings and the plate on the window, as shown in Figure 2-19.

FIGURE 2-18. 1. “L” Shaped Brackets

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19. Lift the window into the frame. Install the window regulator roller track to the adapter bracket installed in the previous step. Refer to Figure 213.

FIGURE 2-20. FIGURE 2-19. 1. Adapter Bracket 2. Bushing 3. Rubber Gasket 4. Regulator Track 5. Screw

6. Plate 7. Window 8. Rubber Gasket

1. Cap Screw & Nut 2. Latch Screw 3. Outside Door Handle Screw

4. Latch Assembly 5. Window Frame

20. Holding the window glass as shown in Figure 212 (a few centimeters from the top) install the lower and upper regulator rollers in their tracks. Start by moving the door panel (with window regulator) away from the cab just far enough to allow the rollers to enter their tracks. Then, with the rollers in the tracks, slide the panel toward the cab. Move the panel just far enough to allow the upper regulator roller to go into the track on the bottom of the glass. 21. Install the door panel. Refer to Door Panel Installation.

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Installation 1. Move the window regulator to the up position. Place the window regulator into position on the door panel. Verify that the regulator gear and the window motor gear are properly meshed. 2. Install four mounting screws (6, Figure 2-11). Tighten the screws securely. 3. Install the door panel as outlined in Door Panel - Installation.

DOOR HANDLE AND DOOR LATCH Removal The cab doors are equipped with serviceable latch handles (inner and outer). If they become inoperative, replace with a new assembly. The outer latch handle on each door is furnished with a key-operated lock to enable the operator to lock the truck cab while the truck is unattended. 1. Remove the door panel from the door as outlined in Door Panel - Removal. 2. Remove cap screw and nut (1, Figure 2-20) from inside door handle. 3. Remove four mounting screws (2) that secure the latch. Remove the latch.

FIGURE 2-21.

4. If replacing the outside door handle, remove three screws (3) that secure the handle to the door panel. NOTE: Two of the screws are hidden behind the latch.

WINDOW REGULATOR Removal 1. Remove the door panel from the door as outlined in Door Panel - Removal. 2. Move the door panel to a work area to enable replacement of the window regulator. Remove four mounting screws (6, Figure 2-11) and remove the regulator from the door panel.

Installation 1. Place the outside door handle into position, if removed. Install three screws (3, Figure 2-20) that secure the door handle. 1. Place the latch into position and align the mounting holes. Install four mounting screws (2). 2. Align the inside door handle and install cap screw and nut (3). 3. Install the door panel. Refer to Door Panel Installation.

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DOOR SEALS

4. Position both ends so that they are square. Then, while holding the ends together, push them firmly into the center of the opening.

Removal 1. The three-sided door seal seals the two sides and the top of the door. The seal is glued onto the door and can be replaced by peeling the seal away from the door frame. Use a suitable cleaner to remove the remaining seal and glue material.

Installation 1. Clean the mounting surface for the door seal. The surface must be free of dirt and oil. Apply weatherstrip adhesive onto the area where the seal is to installed. 2. Install seal (3, Figure 22) so that the corners of the seal fit up into the corners of the door frame. NOTE: Repeat the previous steps for replacement of door hinge seal (2, Figure 23). FIGURE 2-22. 1. Door Opening Seal

DOOR OPENING SEAL

3. Door Assembly Seal

Removal 1. Starting at the lower center of the door opening, pull up on one end of the seal. Remove the seal from the opening.

Installation 1. Inspect the cab opening lip for damage, dirt, or oil. Clean and repair the cab opening as necessary. Remove any dirt and adhesive. Verify the opening is clean and free of burrs. 2. Install the seal around the door opening in the cab. Start at the bottom center of the cab opening and work the seal lip over the edge of the opening. Verify the seal fits tightly in the corners. A soft face tool may be used to work the seal up into the corners. 3. Continue working all the around the opening. When the ends of the seal meet at the starting bottom center of the cab opening, it may be necessary to trim off some of the seal. NOTE: The ends of the seal must be square-cut to ensure a proper fit.

FIGURE 2-23. 1. Door Opening Seal

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2. Door Hinge Seal

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GLASS REPLACEMENT

Replacement

Recommended Tools • Pneumatic knife • Heavy protective gloves The first concern with all glass replacement is safety! Wear heavy protective gloves and safety goggles when working with glass.

• Safety goggles • Glazing adhesive & application gun • SM2897 glass installation spacers (quantity varies per window) • Window glass (Refer to Parts Catalog)

1. Use a cut-out tool to slice into the existing urethane adhesive and remove the window.

Recommended adhesives: • SikaTack Ultrafast or Ultrafast II (both heated). The vehicle can be put into service after four hours in optimum conditions. Heated adhesives require a Sika approved oven to heat adhesive to 80° C (176° F). • Sikaflex 255FC or Drive (unheated). The vehicle can be put into service after eight hours in optimum conditions. Sika Corporation 30800 Stephenson Hwy. Madison Heights, MI 48071 Toll Free Number: 1-800-688-7452 Fax number: 248-616-7452 http://www.sika.com or http://www.sikasolutions.com

NOTE: Removal of all old adhesive is not required. Remove just enough to provide an even bedding base. 3. Use a long knife to cut the remaining urethane from the opening, leaving a bed 2 - 4 mm (0.08 0.15 in.) thick. If the existing urethane is loose, completely remove it. Leave the installation bumpers in place, if possible. 4. Clean the metal with Sika Aktivator. Allow it to dry for ten minutes. Then paint on a thin coat of Sika Primer 206G+P and allow it to dry for ten minutes.

Due to the severe duty application of off-highway vehicles, the cure times listed by the adhesive manufacturer must be doubled before truck operation can resume. If the cure time is not doubled, vibration or movement will weaken the adhesive bond, and the glass may fall off the cab. If another adhesive manufacturer is used, follow that manufacturer's instructions for use, including the use of any primers. Double the allowances for proper curing time.

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2. Carefully clean and remove all broken glass chips from any remaining window adhesive. The surface should be smooth and even. Use only clean water.

5. Using only the new side window(s) which are to be bonded in place, center the new glass over the opening in the cab. Use a permanent marker to mark on the cab skin along all the edges of the new glass that is to be installed. All edges must be marked on the cab in order to apply the adhesive in the proper location. 6. Use Sika Primer 206G+P to touch up any bright metal scratches on the metal frame of the truck. Do not prime the existing urethane bed. Allow it to dry for ten minutes. 7. Use a clean, lint free cloth to apply Sika Aktivator to the black ceramic edge surrounding the new window. Use a clean, dry cloth and wipe off the Sika Aktivator. Allow it to dry for ten minutes.

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8. For the side windows, use six or seven glass installation bumpers (SM2897). Space them equally around the previously marked glass perimeter, approximately 19 mm (0.75 in.) inboard from where the edge of the glass will be when it installed. NOTE: DO NOT apply the adhesive too far inboard, as it will make any future glass replacement more difficult.

WINDSHIELD AND REAR GLASS NOTE: Two people are required to remove and install the windshield or rear glass. One person inside the cab, and the other person on the outside. Special tools that are helpful in removing and installing automotive glass are available from local tool suppliers. Removal

9. Apply a continuous, even bead of adhesive (approximately 10 mm (0.38 in.) wide) to the cab skin at a distance of 20 mm (0.79 in.) inboard from the markings that denote the final location of the glass edges. 10. Immediately install the glass. Carefully locate the glass in place with the black masking side toward the adhesive. Press firmly, but not abruptly, into place to ensure that the glass is properly seated. Do not pound the glass into place. 11. Use a wooden prop and duct tape to hold the glass in place for at least two hours or double the adhesive manufacturer’s curing time, whichever time is longer.

1. If the windshield is to be replaced, lift the windshield wiper arms out of the way. 2. Starting at the lower center of the glass, pull out weatherstrip locking lip (2, Figure 2-24 or 2-25). Use a non-oily rubber lubricant and a screwdriver to release the locking lip. 3. Remove glass (1) from weatherstrip (3) by pushing it out from inside the cab. 4. Clean all dirt and old sealant from the weatherstrip grooves. Ensure that the perimeter of the window opening is clean and free of burrs.

12. Remove the tape or prop from the glass only after the cure time has expired.

FIGURE 2-24. FRONT WINDSHIELD 1. Glass 2. Locking Lip

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3. Weatherstrip 4. Sheet Metal

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Installation 1. If the weatherstrip that was previously removed is broken, weathered, or damaged in any way, install a new rubber weatherstrip.

5. After the glass is in place, go around the weatherstrip and push in on locking lip (2) to secure the glass in the weatherstrip.

NOTE: Using a non-oily rubber lubricant on the weatherstrip material and cab opening will make the following installation easier:

6. If the windshield was replaced, lower the windshield wiper arms back onto the glass.

a. Install weatherstrip (3, Figure 2-24 or 2-25) around the window opening. Start with one end of the weatherstrip at the center, lower part of the window opening and press the weatherstrip over the edge of the opening. b. Continue installing the weatherstrip all around the opening. When the ends of the weatherstrip meet at the lower, center part of the window opening, there must be 12.7 mm (0.5 in.) of overlapping material. NOTE: The ends of the weatherstrip material need to be square-cut to assure a proper fit. c. Lift both ends so that they meet squarely. Then, while holding the ends together, force them back over the lip of the opening. 2. Lubricate the groove of the weatherstrip where the glass is to be seated. 3. Lower the glass into the groove along the bottom of the window opening. 4. Two people should be used for glass installation. Have one person on the outside of the cab pushing in on the glass against the opening, while one person on the inside uses a soft flat tool (such as a plastic knife) to work the weatherstrip over the edge of the glass all the way around.

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FIGURE 2-25. REAR WINDOW 1. Glass 2. Locking Lip

3. Weatherstrip 4. Sheet Metal

10/11 N02022

SECTION N3 CAB COMPONENTS INDEX

CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 WIPER ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 WIPER LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Seat Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7 Seat Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7 Seat Belt Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7

N03028 2/09

Cab Components

N3-1

NOTES

N3-2

Cab Components

2/09 N03028

CAB COMPONENTS WIPER MOTOR The windshield wipers are operated by a 24 volt electric motor. The wipers can be adjusted for a variable intermittent delay or a constant low or high speed by the switch mounted on the turn signal lever. Removal

3. While holding the linkage stationary, remove nut (10, Figure 3-1) and disconnect linkage (9) from wiper motor (1). 4. Remove three capscrews (6) with flat washers (7) and lockwashers (8) that secure the wiper motor to plate (5). Remove the wiper motor assembly.

1. Remove the large access panel from the front of the cab. 2. Disconnect the wiper motor harness connector.

Installation 1. Place wiper motor (1, Figure 3-1) into position on plate (5). 2. Install three capscrews (6) with flat washers (7) and lockwashers (8). Tighten the capscrews to 8 - 9 N·m (71 - 79 lb in.). 3. Align the motor output shaft with linkage (9). Install nut (10) while holding the linkage stationary. Tighten the nut to 22 - 24 N·m (16 18 ft. lbs.). 4. Reconnect the wiper motor harness connector. 5. Verify that the wipers operate properly and park in the proper position. Refer to Figure 3-3.

FIGURE 3-1. WINDSHIELD WIPER INSTALLATION 1. Wiper Motor 2. Capscrew 3. Flat Washer 4. Lockwasher 5. Plate

N03028 2/09

6. Capscrew 7. Flat Washer 8. Lockwasher 9. Linkage 10. Nut

Cab Components

N3-3

WIPER ARM Removal 1. Note the parked position of wiper arm (1, Figure 3-2). 2. Lift the wiper arm cover and remove nut (2) and spring washer (3). 3. Disconnect washer hose (9, Figure 3-3), and remove the wiper arm.

FIGURE 3-2. WIPER ARM DETAIL 1. Wiper Arm 4. Cap 2. Nut 5. Washer 3. Spring Washer 6. Nut

FIGURE 3-3. PARK POSITION A. Park Position (7°) 1. Wiper Motor 2. Wiper Blade 3. Capscrew 4. Lockwasher

5. Flat Washer 6. Wiper Arm 7. Nozzle 8. Retainer 9. Hose

Installation 1. Place wiper arm (1, Figure 3-2) into the parked position that was noted during removal. Install spring washer (3) and nut (2). Tighten the nut to 16 - 20 N·m (142 - 177 lb in.). Close the cover. 2. Connect washer hose (9, Figure 3-3) to wiper arm (6). 3. Verify that the wiper arms operate properly and park in the proper position after installation is complete. Refer to Figure 3-3.

N3-4

Cab Components

2/09 N03028

WIPER LINKAGE

WINDSHIELD WASHER

Removal

Operation

1. Remove the wiper arms. Refer to “Wiper Arm Removal” in this section. 2. Remove retainer (8, Figure 3-3) and disconnect the wiper linkage from the wiper motor drive arm. 3. Remove nut (6, Figure 3-2) and washer (5) from each wiper shaft. 4. Remove capscrews (3, Figure 3-3) lockwashers (4) and flat washers (5).

with

5. Remove the wiper assembly from the cab.

The windshield washer, which is mounted on the right side of the hydraulic cabinet, is a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-4) with a 24 volt electric pump (2). The washer is controlled by the windshield wiper switch mounted on the turn signal lever. When the switch is activated, washing solution is pumped through outlet hose (3) and fed to a jet located in each of the windshield wiper arms. Service

Installation 1. Place the wiper assembly into position in the wiper compartment.

If windshield washer maintenance is required, check the strainer opening for obstructions and inspect the hoses for damage. Check the voltage to the pump from the control switch. If the pump is inoperable, replace it with a new pump assembly.

2. Install capscrews (3, Figure 3-3) with lockwashers (4) and flat washers (5) and tighten the capscrews. 3. Install washer (5, Figure 3-2) and nut (6) on each wiper shaft. Tighten the nuts to 18 - 20 N·m (160 - 177 lb in.). Install cap (4) over the nuts. NOTE: Do not overtighten the nuts. The threads on the shafts are easily stripped when improperly tightened. 4. Align the linkage and attach it to the wiper motor drive arm using retainer (8, Figure 3-3). NOTE: When the motor is parked, the drive arm will be in the 3 o’clock position, as shown in Figure 3-3. 5. Install the wiper arms. Refer to “Wiper Arm Installation” in this section. Ensure that the wiper arms operate properly and park in the proper position after installation is complete.

FIGURE 3-4. WINDSHIELD WASHER FLUID RESERVOIR AND PUMP 1. Reservoir 2. Pump

N03028 2/09

Cab Components

3. Outlet Hose 4. Filler Cap

N3-5

OPERATOR SEAT

.

The operator's seat provides a fully adjustable cushioned ride for the driver's comfort and ease of operation. Adjustment The following adjustments must be made while sitting in the seat. 1. Headrest: Move headrest (1, Figure 3-5) up, down, fore, or aft to the desired position. 2. Armrests: Rotate the adjusting knob until armrest (2) is in the desired position. 3. Backrest: Lift handle (3) to release and select backrest angle. Release control handle to set. 4. Seat Belt: The operator must always have seat belt (4) buckled and properly adjusted whenever the vehicle is in motion. 5. Seat Slope: Lift and hold lever (5) to adjust the slope of the seat. Release the lever to lock the position. 6. & 7 Air Lumbar Support: Switch (7) controls the lower air pillow and switch (6) controls the upper air pillow. To inflate, press and hold the top of the switch, then release. To deflate, press and hold the bottom of the switch, then release. 8. Seat Suspension: Adjust switch (8) to obtain the desired stiffness of the adjustable suspension. Press the switch upward to stiffen the absorbency of the suspension. Press the switch downward to soften the ride. 9. Horizontal Adjustment: Lift and hold lever (9). Bend your knees to move the seat back or forth. Release the lever to lock the position. 12. Seat Height: Lift and hold lever (12) to adjust the height of the seat. Release the lever to lock the position. Optimum ride height is obtained when the suspension is at the middle of its stroke. To properly adjust, raise the seat to its highest level. Then, lower the seat approximately 51 mm (2 in.) to the middle of the suspension stroke.

N3-6

FIGURE 3-5. OPERATOR’S SEAT ADJUSTMENT CONTROLS 1. Headrest 2. Armrest 3. Backrest Adjustment Handle 4. Seat Belt 5. Seat Slope Adjustment Lever 6. Upper Air Pillow Lumbar Support Switch 7. Lower Air Pillow Lumbar Support Switch 8. Seat Suspension Adjustment Switch 9. Horizontal Adjustment Lever 10. Seat Base Mounting Hardware 11. Seat Tether Mounting Hardware 12. Seat Height Adjustment Lever

Cab Components

2/09 N03028

Seat Removal 1. Remove mounting hardware (10, Figure 3-5) that secures the seat base to the riser. Remove mounting hardware (11) that secures the tether to the floor. 2. Remove the seat assembly from cab. Seat Installation 1. Mount the seat assembly to the riser. Install mounting hardware (10, Figure 3-5). Tighten the capscrews to standard torque. 2. Fasten the tether straps to the floor with mounting hardware (11). Tighten the capscrews to the standard torque.

Seat Belt Replacement Inspect the date of manufacture on the seat belt. If the seat belt is over five years old, replace the seat belt. Or, if the seat belt has been in service for more than three years, replace the seat belt.

N03028 2/09

Cab Components

N3-7

NOTES

N3-8

Cab Components

2/09 N03028

SECTION N4 HEATING AND AIR CONDITIONING INDEX HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Fan Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Directional Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Heater Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Fuse and Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Cab Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 ENVIRONMENTAL IMPACT OF AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 AIR CONDITIONING FOR OFF-HIGHWAY VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9 The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9 AIR CONDITIONER SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11 Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11 Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12 ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12 Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13 Trinary™ Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13 AIR CONDITIONING SYSTEM SERVICING WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14 SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15 Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15 Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16 Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16 Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17 Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18 Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18 Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19

N04034 02/09

Heating And Air Conditioning

N4-1

SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20 SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21 Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21 Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21 Checking System Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21 REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 Soap and Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 Draining Oil from the Previous Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25 Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25 Evacuating and Charging the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25 SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25 System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26 COMPRESSOR PULLEY AND BELT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26 Pulley Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26 Belt Tension Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27 COMPONENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29 Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29 Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29 Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29 Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30 Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30 Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30 Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31 Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33 Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34 Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34 Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35 EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-36 CHARGING THE A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-37 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-38 Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-38 Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-38 TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-39 PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-45

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HEATING AND AIR CONDITIONING OPERATION

Directional Control Knob

The heater/air conditioner regulates the cab interior temperature by providing heated air during cold weather operation, and de-humidified, cool air during warm weather operation.

Directional control knob (3) directs heated air to different areas of the cab.

Heat for the cab is provided by passing coolant from the engine cooling system through a heater coil. Blowers move air across the heating coil which warms the air for heating or defrosting. To cool the cab, an engine driven refrigerant compressor passes refrigerant through an evaporator coil mounted in the same enclosure. The same blowers move air across the evaporator to provide cooled air through the outlet vents. All heater and air conditioner controls are mounted on a pod on the face of the enclosure. Refer to Figure 4-1 for the following:

Fan Control Knob Fan control knob (1, Figure 4-1) controls the cab air fan motor. The fan motor is a 3-speed motor: low (setting 1), medium (setting 2), and high (setting 3). Speeds are selected by rotating the control knob to the desired position. OFF is full the counterclockwise position (setting 0).

• The full counterclockwise position directs air to the floor vents only. • Turning the knob one position clockwise directs air to both the floor and dash vents. • Turning the knob one more position clockwise directs air to the dash vents only. • Turning the knob one more position clockwise directs air to the windshield defrost vents only. • The full clockwise position directs air to both the floor and windshield defrost vents.

Heater Vents Each heater/air conditioner vent (4, Figure 4-1) is a flapper type vent which may be opened or closed or rotated 360 degrees for optimum air flow. There are four (three not shown) across the top of the panel, one each in the right and left panel modules, and four below the panel. NOTE: The air conditioner will not operate unless the fan control knob is turned ON.

Temperature Control Knob Temperature control knob (2) allows the operator to select a comfortable temperature. • Rotating the knob counterclockwise (blue arrow) will select cooler temperatures. Full counterclockwise position is the coldest air setting. • Rotating the knob clockwise (red arrow) will select warmer temperatures. Full clockwise position is the warmest heater setting.

FIGURE 4-1. A/C & HEATER CONTROLS 1. Fan Speed 2. Temperature

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3. Air Location 4. Air Vent

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COMPONENTS

Relays

Figures 4-2 and 4-4 illustrate both the heater system and air conditioning system parts contained in the cab mounted enclosure. Refer to the air conditioning system topics later in this section for additional information regarding air conditioning system components, maintenance and repair.

Five relays (9, Figure 4-2) control the air dampers, the A/C compressor, and the heater valve. All five relays require 12VDC through the coil which is supplied by a 24VDC to 12VDC converter (2). One relay (Relay 1) switches 24 volt current to actuate the A/C compressor clutch. The temperature control switch, heater valve and the actuator motors all operate on 12 VDC current.

Fuse and Circuit Breaker Before attempting to troubleshoot the electrical circuit in the heater enclosure, turn the key switch ON and verify that the fuse is not burned out. Fuse 1 located in fuse panel 3 in the rear electrical compartment powers the heater/air conditioner assembly. Refer to the electrical schematic for more detailed information.

Heater Core Heater core (48, Figure 4-4) receives engine coolant through heater valve (14) when heat is selected. If temperature control potentiometer (39) is placed in between the red and blue area, or turned counterclockwise to the blue area, coolant flow should be blocked. If temperature control potentiometer (39) and heater valve appear to be working properly, yet no heat is apparent in heater core (48), the core may be restricted. Remove and clean or replace the core.

FIGURE 4-2. CAB HEATER/AIR CONDITIONER COMPONENTS 1. Enclosure 2. Converter (24 V to 12 V) 3. Water Control (Heater) Valve 4. A/C Refrigerant Hoses 5. Water Outlet (To Engine) 6. Water Inlet (From Engine Water Pump) 7. Evaporator Core 8. Heater Core 9. Relays

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Fan Motor And Speed Control

Cab Air Filter

Fan speed is controlled by inserting resistors (52) and (53, Figure 4-4) in series with the supply circuit to the blower motor to reduce voltage. The number of resistors in series is determined by the position of the fan speed selector switch.

Recirculation air filter (19, Figure 4-4) and fresh air filter (2, Figure 4-3) in the front access panel of the cab need periodic cleaning to prevent restrictions in air circulation. Restricted filters will decrease the performance of the heater and air conditioner. The recommended interval for cleaning and inspection is 250 hours, but in extremely dusty conditions the filters may need daily service and inspection, especially the outer panel filter on the cab shell. The filter elements should be cleaned with water and dried in a dust free environment before reinstallation. Replace the filter element every 2000 hours, or sooner if inspection indicates a clogged or damaged filter.

At low speed, both resistors are used. At medium speed, one resistor is used. At high speed, the full 24 VDC is supplied to the blower motor, bypassing all resistors. If motor (5) does not operate at any of the speed selections, verify that battery voltage is available at the switches, relay, and circuit breakers. Refer to the electrical schematic in Section R. If voltage is present, the motor is probably defective and should be removed and replaced. If the motor operates at high speed, but does not operate at reduced speed, inspect the resistors for physical damage or an open circuit. Replace resistors as required.

Actuators Two rotary actuator motors (8, Figure 4-4) are installed inside the heater housing and are used to actuate the flappers for the following: • Defroster outlet • Bi-level or floor outlets A failure to switch one of the above modes of operation may be caused by a faulty actuator. Visually inspect flappers (11, Figure 4-4) and the linkage for the function being diagnosed. Ensure that the flapper is not binding or obstructed, preventing movement from one mode to the other. Verify that 12 VDC is present at the actuator when the toggle switch is closed or absent when the toggle switch is opened. If the correct voltages are present during operation of the switch, disconnect the actuator from the flapper and verify that actuator force is comparable to a known (new) actuator. If it is not, install a new actuator.

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FIGURE 4-3. CAB FILTER LOCATION 1. Access Cover


2. Cab Filter

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FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY 1. Blower Housing 2. Blower Wheel 3. Cover Plate 4. Venturi 5. Motor, 24V 6. Motor Mount 7. Plate 8. Actuator Motor 9. Screw 10. Spacer 11. Defrost Flapper 12. Snap Bushing 13. Foam 14. Heater Valve

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15. Grommet 16. Casing 17. Gasket 18. Filter Holder 19. Recirculation Air Filter 20. Knob 21. Filter Holder 22. Foam Insulation 23. Nut 24. Flat Washer 25. Cover 26. Louver 27. Louver Adapter 28. Foam

29. Plate, Coil 30. Evaporator Core 31. O-Ring 32. Expansion Valve 33. Control Panel 34. Plate 35. Light 36. Overlay 37. Knob 38. Blower Switch 39. Potentiometer 40. Switch 41. Plunger 42. Disc (Temperature)


43. Screw 44. Discharge Flapper 45. Front Door 46. Gasket 47. Grommet 48. Heater Core 49. Blower Retainer 50. Relay (12V) 51. Circuit Breaker 52. Resistor (12 Volt) 53. Resistor (24 Volt) 54. Thermostat 55. Grommet

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FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM 1. Blower Switch 2. Thermostatic Switch 3. Battery Supply 4. Circuit Breaker 5. Blower 6. Temperature Sensor

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7. Evaporator 8. Expansion Valve 9. Suction Line 10. Test Gauges & Manifold 11. Compressor 12. Refrigerant Container


13. Magnetic Clutch 14. Compressor Drive Pulley 15. Receiver-Drier 16. Discharge Line 17. Condenser 18. Accumulator

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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.

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The cab tightness, insulation, and isolation from heat sources is very important to the efficiency of the system. It is advisable to close all vents, even the intakes of pressurization systems, when there are high humidity conditions. The general cleanliness of the system and components is important. Dust and dirt collected in the condenser, evaporator, and air filters decreases the system's cooling capacity. The compressor, condenser, evaporator units, hoses and fittings must be installed clean and tight and be capable of withstanding the strain and abuse they are subjected to on off-highway vehicles. Equipment downtime costs are high enough to encourage service areas to perform preventive maintenance at regular intervals on vehicle air conditioning systems (cleaning, checking belt tightness, and checking operation of electrical components).

PRINCIPLES OF REFRIGERATION A brief review of the principles of air conditioning is necessary to relate the function of the components, the technique of troubleshooting, and the corrective action necessary to put the air conditioning unit into top operating efficiency. Too frequently, the operator and the service technician overlook the primary fact that no air conditioning system will function properly unless it is operated within a completely controlled cab environment. The circulation of air must be a directed flow. The cab must be sealed against seepage of ambient air. The cab interior must be kept free of dust and dirt which, if picked up in the air system, will clog the intake side of the evaporator coil.


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Air Conditioning

The Refrigeration Cycle

Air conditioning is a form of environmental control. As applied to the cab, it refers to the control of temperature, humidity, cleanliness, and circulation of air. In the broad sense, a heating unit is as much an air conditioner as is a cooling unit. The term “air conditioner” is commonly used to identify an air cooling unit. To be consistent with common usage, the term “air conditioner” will refer to the cooling unit utilizing the principles of refrigeration, sometimes referred to as the evaporator unit.

In an air conditioning system, the refrigerant is circulated under pressure through the five major components in a closed circuit. At these points in the system, the refrigerant undergoes predetermined pressure and temperature changes.

Refrigeration - The Act Of Cooling • There is no process for producing cold; there is only heat removal. • Heat always travels toward cooler temperatures. This principle is the basis for the operation of a cooling unit. As long as one object has a temperature lower than another, this heat transfer will occur. •

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

• All liquids have a point at which they will turn to vapor. Water boiling is the most common example of heating until vapor is formed. Boiling is a rapid form of evaporation. Steam is a great deal hotter than boiling water. The water will not increase in temperature once brought to a boil. The heat energy is used in the vaporization process. The boiling point of a liquid is directly affected by pressure. By changing pressure, we can control the boiling point and temperature at which a vapor will condense. When a liquid is heated and vaporizes, the gas will absorb heat without changing pressure. • Reversing the process, when heat is removed from water vapor, it will return to the liquid state. Heat from air moves to a cooler object. Usually the moisture in the cooled air will condense on the cooler object. • Refrigerant - Only R-134a should be used in the new mobile systems which are designed for this refrigerant.

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The compressor (refrigerant pump) takes in low pressure heat laden refrigerant gas through the suction valve (low side), and as its name indicates, pressurizes the heat laden refrigerant and forces it through the discharge valve (high side) on to the condenser. Ambient air, passing through the condenser removes heat from the circulating refrigerant resulting in the conversion of the refrigerant from gas to liquid. The liquid refrigerant moves on to the receiver drier where impurities are filtered out, and moisture removed. This component also serves as the temporary storage unit for some liquid refrigerant. The liquid refrigerant, still under high pressure, then flows to the expansion valve. This valve meters the amount of refrigerant entering the evaporator. As the refrigerant passes through the valve, it becomes a low temperature, low pressure liquid and saturated vapor. This causes the refrigerant to become cold. The remaining low pressure liquid immediately starts to boil and vaporize as it approaches the evaporator, adding to the cooling. The hot, humid air of the cab is pulled through the evaporator by the evaporator blower. Since the refrigerant is colder than the air, it absorbs the heat from the air producing cool air which is pushed back into the cab. The moisture in the air condenses upon movement into the evaporator and drops into the drain pan from which it drains out of the cab. Refrigerant leaving the evaporator enters the accumulator. The accumulator functions as a sump for liquid refrigerant in the system. Because of its design, the accumulator only allows vaporized refrigerant to return to the compressor, preventing compressor slugging from occurring. Desiccant is located at the bottom of the accumulators to remove moisture that is trapped in the system.


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The cycle is completed when the heated low pressure gas is again drawn into the compressor through the suction side. This simplified explanation of the principles of refrigeration does not call attention to the fine points of refrigeration technology. Some of these will be covered in the following discussions of the components, controls, and techniques involved in preparing the unit for efficient operation.

AIR CONDITIONER SYSTEM COMPONENTS Compressor (Refrigerant Pump) The compressor is where the low pressure side of the system changes to high pressure. It concentrates the refrigerant returning from the evaporator (low side), creating high pressure and a temperature much higher than the outside air temperature. The high temperature differential between the refrigerant and the outside air is necessary to aid rapid heat flow in the condenser from the hot refrigerant gas to much cooler outside air. To create high pressure concentration, the compressor draws in refrigerant from the evaporator through the suction valve and, during compression strokes, forces it out through the discharge valve to the condenser. The pressure from the compressor action moves the refrigerant through the condenser, receiver-drier and connecting hoses to the expansion valve. The compressor is driven by the engine through a Vbelt driving an electrically operated clutch mounted on the compressor drive shaft.

Service Valves Quick-connect hose end fittings with integral service valves attach to system service ports for servicing the unit. A manifold gauge set is connected into the system at the service valve ports and all procedures, such as discharging, evacuating and charging the system, are performed through the service valves.

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Condenser The condenser receives the high pressure, hightemperature refrigerant vapor from the compressor and condenses it to high pressure, hot liquid. It is designed to allow heat movement from the hot refrigerant vapor to the cooler outside air. The cooling of the refrigerant changes the vapor to liquid. Heat exchange is accomplished using cooler air flowing through the condenser. Condenser cooling is achieved by air flowing from the radiator fan along with ram air provided by vehicle movement. The radiator fan moves more than 50% of condenser air flow unless travel speed is at least 40 kph (25 mph). Ram air condensers depend upon the vehicle movement to force a large volume of air past the fins and tubes of the condenser. The condenser is usually located in front of the radiator or on the roof of the truck. Condensing of the refrigerant is the change of state of the refrigerant from a vapor to a liquid. The action is affected by the pressure of the refrigerant in the coil and air flow through the condenser. Condensing pressure in an air conditioning system is the controlled pressure of the refrigerant which affects the temperature at which it condenses to liquid, giving off large quantities of heat in the process. The condensing point is sufficiently high to create a wide temperature differential between the hot refrigerant vapor and the air passing over the condenser fins and tubes. This difference permits rapid heat transfer from the refrigerant to ambient air.

Receiver-Drier The receiver-drier is an important part of the air conditioning system. The drier receives the liquid refrigerant from the condenser and removes any moisture and foreign matter present which may have entered the system. The receiver section of the tank is designed to store extra refrigerant until it is needed by the evaporator. The storage of this refrigerant is temporary and is dependent on the demand of the expansion valve.


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A desiccant is a solid substance capable of removing moisture from gas, liquid or solid. It is held in place within the receiver between two screens, which also act as strainers. The receiver-drier is also equipped with a sight glass and a moisture indicator. The sight glass can give a good indication of the charge of the system. If the sight glass is not clear, the system is low on refrigerant. The moisture indicator is a device to notify service personnel that the drier is full of moisture and must be replaced. The indicator is blue when the component is free from moisture. When the indicator turns beige or tan, the drier must be replaced.

This system uses an internally equalized, block type expansion valve. With this type valve, the refrigerant leaving the evaporator coil is also directed back through the valve so the temperature of the refrigerant is monitored internally rather than by a remote sensing bulb. The expansion valve is controlled by both the temperature of the power element bulb and the pressure of the liquid in the evaporator. NOTE: It is important that the sensing bulb, if present, is tight against the output line and protected from ambient temperatures with insulation tape.

Expansion Block Valve The expansion block valve controls the amount of refrigerant entering the evaporator coil. Both internally and externally equalized valves are used. The expansion valve is located near the inlet of the evaporator and provides the functions of throttling, modulating, and controlling the liquid refrigerant to the evaporator coil. The refrigerant flows through a restriction creating a pressure drop across the valve. Since the expansion valve also separates the high side of the system from the low side, the state of the refrigerant entering the valve is warm to hot high pressure liquid; exiting it is low pressure liquid and gas. The change to low pressure allows the flowing refrigerant to immediately begin changing to gas as it moves toward the evaporator. This produces the desired cooling effect. The amount of refrigerant metered into the evaporator varies with different heat loads. The valve modulates from wide open to the nearly closed position, seeking a point between for proper metering of the refrigerant.

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As the load increases, the valve responds by opening wider to allow more refrigerant to pass into the evaporator. As the load decreases, the valve reacts and allows less refrigerant into the evaporator. It is this controlling action that provides the proper pressure and temperature control in the evaporator.

Accumulator As the accumulator receives vaporized refrigerant from the evaporator, moisture and/or any residual liquid refrigerant is collected at the bottom of the component. The moisture is absorbed by the desiccant where it is safely isolated from the rest of the system. The storage of the liquid refrigerant is temporary. When the liquid vaporizes into a gas it will be pulled from the bottom of the accumulator into the compressor. This process not only allows the accumulator to act as a storage device, but also protects the compressor from liquid slugging. The low side service port is also located on the accumulator.


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Evaporator

ELECTRICAL CIRCUIT

The evaporator cools and dehumidifies the air before it enters the cab. Cooling a large area requires that large volumes of air be passed through the evaporator coil for heat exchange. Therefore, a blower becomes a vital part of the evaporator assembly. It not only draws heat laden air into the evaporator, but also forces this air over the evaporator fins and coils where the heat is surrendered to the refrigerant. The blower forces the cooled air out of the evaporator into the cab.

The air conditioner's electrical circuit is fed from an accessory circuit and is fused with a 30-ampere circuit breaker.

Heat exchange, as explained under condenser operation, depends upon a temperature differential of the air and the refrigerant. The greater the temperature differential, the greater will be the amount of heat exchanged between the air and the refrigerant. A high heat load condition, as is generally encountered when the air conditioning system is turned on, will allow rapid heat transfer between the air and the cooler refrigerant. The change of state of the refrigerant in and going through the evaporator coil is as important as that of the air flow over the coil. All or most of the liquid that did not change to vapor in the expansion valve or connecting tubes boils (expands) and vaporizes immediately in the evaporator, becoming very cold. As the process of heat loss from the air to the evaporator coil surface is taking place, any moisture (humidity) in the air condenses on the cool outside surface of the evaporator coil and is drained off as water. At atmospheric pressure, refrigerant boils at a point lower than water freezes. Therefore, the temperature in the evaporator must be controlled so that the water collecting on the coil surface does not freeze on and between the fins and restrict air flow. The evaporator temperature is controlled through pressure inside the evaporator, and temperature and pressure at the outlet of the evaporator.

The blower control is a switch which provides a range of blower speeds from fast to slow. When the blower switch is turned on, current is available at the compressor clutch. Once the blower is turned on, fan speeds may be changed without affecting the thermostat sensing level. The thermostat reacts to changing temperatures which cause electrical contacts to open and close. The thermostat has a capillary tube extended into the evaporator coil to sense temperature. When the contacts are closed, current flows to the clutch field and energizes the clutch, causing the swash plate inside the compressor to turn which starts the refrigeration cycle. When the temperature of the evaporator coil drops to a predetermined point, the contacts open and the clutch disengages. When the clutch is disengaged, the blower remains at the set speed. After the evaporator temperature rises about twelve degrees above the cutout point, the contacts in the thermostat close and the refrigeration cycle resumes.

Thermostat An electromagnetic clutch is used on the compressor to provide a means of constant temperature control of the cab. The clutch is controlled by a thermostat in the evaporator which is set initially by the driver to a predetermined point. Evaporator temperature is then maintained by the cycling action of the clutch. The thermostat is simply a thermal device which controls an electrical switch. When warm, the switch is closed; when cold, it is open. Most thermostats have a positive OFF position as a means to turn the clutch off regardless of temperature. The bellows type thermostat has a capillary tube connected to it which is filled with refrigerant. The capillary tube is attached to the bellows inside of the thermostat. Expansion of the gases inside the capillary tube exerts pressure on the bellows, which in turn closes the contacts at a predetermined temperature.

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Compressor Clutch An electromagnetic clutch is used in conjunction with the thermostat to disengage the compressor when it is not needed, such as when a defrost cycle is indicated in the evaporator, or when the system or blower is turned off. The stationary field clutch is the most desirable type since it has fewer parts to wear. The field is mounted to the compressor by mechanical means depending on the type field and compressor. The rotor is held on the armature by a bearing and snap rings. The armature is mounted on the compressor body.

3. Engage and disengage the radiator fan drive clutch during normal variation of system pressure. The Trinary™ switch performs three distinct functions to monitor and control refrigerant pressure in the system. This switch is installed on the receiverdrier. The switch functions are: Terminals 1 and 2 are connected internally through two, normally closed pressure switches in series, the low pressure switch and the high pressure switch.

When no current is fed to the field, there is no magnetic force applied to the clutch and the rotor is free to rotate on the armature, which remains stationary on the crankshaft. When the thermostat or switch is closed, current is fed to the field. This sets up a magnetic force between the field and armature, pulling it into the rotor. When the armature becomes engaged with the rotor, the complete unit rotates while the field remains stationary. This causes the compressor crankshaft to turn, starting the refrigeration cycle. When the switch or thermostat is opened, current is cut off. The armature snaps back out and stops while the rotor continues to turn. Pumping action of the compressor is stopped until current is again applied to the field. In addition, safety switches in the compressor clutch electrical circuit control clutch operation, disengaging the clutch if system pressures are abnormal.

Trinary™ Switch This switch is mounted on the receiver-drier and has three functions, as implied by the name: 1. Disengage the compressor clutch when system pressure is too high. 2. Disengage the compressor clutch when system pressure is too low.

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Terminals 3 & 4 are connected internally through a normally open switch that is used to control the clutch that drives the radiator fan. This switch closes and causes the cooling fan clutch to engage when system pressure rises to 1379 - 1586 kPa (200 - 230 psi). When pressure falls to 965 - 1344 kPa (140 195 psi), the switch contacts open, and the cooling fan clutch disengages. • Low Pressure - This switch opens and disengages the compressor clutch if system pressure drops into the 103 - 207 kPa (15 - 30 psi) range. When pressure rises above 276 kPa (40 psi), the switch contacts close, and the clutch engages the compressor. Since temperature has a direct effect on pressure, if the ambient temperature is too cold, system pressure will drop below the low range, and the pressure switch will disengage the clutch.


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• Fan Clutch - The mid-range function actuates the engine fan clutch, if installed.

AIR CONDITIONING SYSTEM SERVICING WARNINGS

• High Pressure - This switch opens and disengages the compressor clutch if system pressure rises above the 2068 - 2413 kPa (300 350 psi) range. After system pressure drops to 1448 - 1724 kPa (210 - 250 psi), the switch contacts will close and the clutch will engage.

Servicing an air conditioning system really means closely monitoring refrigerant flow. For this reason, the following procedures deal extensively with the proper use, handling, care and safety factors involved in the R-134a refrigerant quality and quantity in an air conditioning system.

The switch functions will automatically reset when system pressure returns to normal.

OPENS

CLOSES

Low Pressure

103 - 207 kPa (15 - 30 psi) descending pressure

276 kPa (40 psi) rising pressure

High Pressure

2068 - 2413 kPa (300 - 350 psi)

1448 - 1724 kPa (210 - 250 psi)

Fan Clutch

241 - 414 kPa (35 - 60 psi) below closing pressure

1379 - 1586 kPa (200 - 230 psi) rising pressure

The pressures listed above are typical of pressures at the receiver-drier. Due to normal system flow losses and the distance between the service port and the receiver-drier, it is expected that actual system pressure displayed on the gauge will normally be approximately 138 kPa (20 psi) higher. This factor should be observed when checking for proper operation of the switch.

Because the refrigerant in an air conditioning system must remain pressurized and sealed within the unit to function properly, safety is a major consideration when anything causes this pressurized, sealed condition to change. The following warnings are provided here to alert service personnel to their importance before learning the correct procedures. Read, remember, and observe each warning before beginning actual system servicing. NOTE: If the mine operates a fleet with some trucks using R-12 and others using R-134a refrigerant, it is essential that servicing tools that come into contact with the refrigerant (gauge sets, charging equipment, recycle/recovery equipment etc.) be dedicated to one type of refrigerant only in order to prevent cross contamination.

Trucks operating in cold weather climates must continue to keep the A/C system charged during cold weather months. Keeping the system charged helps prevent moisture intrusion into system oil and desiccants.

NOTE: One other pressure controlling device is installed within the compressor. A mechanical relief valve is located on the back of the compressor. The relief valve will open at 3447 - 3792 kPa (500 - 550 psi). The purpose of this valve is to protect the compressor in the event that pressure should be allowed to rise to that level. Damage to the compressor will occur if pressure exceeds 550 psi.

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02/09 N04034

SERVICE TOOLS AND EQUIPMENT

.

Recovery/Recycle Station Federal regulations prohibit venting R-12 and R134a refrigerant into the atmosphere. An SAE and UL approved recovery/recycle station must be used to recover refrigerant from the A/C system. Refrigerant is stored in a container on the unit for recycling, reclaiming, or transporting. In addition, technicians servicing A/C systems must be certified they have been properly trained to service the system. Although accidental release of refrigerant is a remote possibility when proper procedures are followed, the following warnings must be observed when servicing A/C systems: • Provide appropriate protection for your eyes (goggles or face shield) when working around refrigerant. • A drop of the liquid refrigerant on your skin will produce frostbite. Wear gloves and use extreme caution when handling refrigerant.

Whenever refrigerant must be removed from the system, a dual purpose station as shown in Figure 46, performs both recovery and recycle procedures which follows the new guidelines for handling used refrigerant. The recovered refrigerant is recycled to reduce contaminants, and can then be reused in the same machine or fleet. To accomplish this, the recovery/recycle station separates the oil from the refrigerant and filters the refrigerant multiple times to reduce moisture, acidity, and particulate matter found in a used refrigerant. NOTE: To be re-sold, the gas must be “reclaimed” which leaves it as pure as new, but requires equipment normally too expensive for all but the largest refrigeration shops. Equipment is also available to just remove or extract the refrigerant. Extraction equipment does not clean the refrigerant - it is used to recover the refrigerant from an A/C system prior to servicing.

• If even the slightest trace of refrigerant enters your eye, flood the eye immediately with cool water and seek medical attention as soon as possible. • Ensure that there is sufficient ventilation whenever refrigerant is being discharged from a system. Keep in mind that refrigerant is heavier than air and will fall to low-lying areas. • When exposed to flames or sparks, the components of refrigerant change and become deadly phosgene gas. This poison gas will damage the respiratory system if inhaled. Never smoke in an area where refrigerant is used or stored. • Never direct a steam cleaning hose or torch in direct contact with components in the air conditioning system. Localized heat can raise the pressure to a dangerous level. • Do not heat or store refrigerant containers above 49° C (120° F). • Do not flush or pressure test the A/C system using shop air or another compressed air source. Certain mixtures of air and R-134a refrigerant are combustible when slightly pressurized. Shop air supplies also contain moisture and other contaminants that could damage system components.

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FIGURE 4-6. RECOVERY/RECYCLE STATION


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Mixing different types of refrigerant will damage equipment. Dedicate one recovery/recycle station to each type of refrigerant processing to avoid equipment damage. DISPOSAL of the gas removed requires laboratory or manufacturing facilities. Test equipment is available to confirm that the refrigerant in the system is actually the type intended for the system and has not been contaminated by a mixture of refrigerant types. Recycling equipment must meet certain standards as published by the Society of Automotive Engineers (SAE) and carry a UL approved label. The basic principals of operation remain the same for all machines, even if the details of operation differ somewhat.

FIGURE 4-7. TYPICAL ELECTRONIC LEAK DETECTOR

Leak Detector The electronic leak detector (Figure 4-7) is very accurate and safe. It is a small hand-held device with a flexible probe used to seek refrigerant leaks. A buzzer, alarm or light will announce the presence of even the smallest leak. Some leak detectors are only applicable to one type of refrigerant. Ensure that the leak detector being used applies to the refrigerant in the system.

Manifold Gauge Set A typical manifold gauge set (Figure 4-8) has two screw type hand valves to control access to the system, two gauges and three hoses. The gauges are used to read system pressure or vacuum. The manifold and hoses are for access to the inside of an air conditioner, to remove air and moisture, and to put in, or remove, refrigerant from the system. Shutoff valves are required within 305 mm (12 in.) of the hose end(s) to minimize refrigerant loss. A gauge set for R-134a will have a blue hose with a black stripe for the low side, a red hose with a black stripe for the high side, and a yellow hose with a black stripe for the utility (center) hose. The hoses use a 1/2 in. ACME female nut on the gauge end. Special quick disconnect couplings are normally combined with a shutoff valve on the high and low side hoses. The free end of the center hose contains a 1/2 in. ACME female nut and a shutoff device within 305 mm (12 in.) of the hose end. These special hoses and fittings are designed to minimize refrigerant loss and to preclude putting the wrong refrigerant in a system.

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NOTE: When hose replacement becomes necessary, the new hoses must be marked “SAE J2916 R134a”.

Functions of the manifold gauge set are included in many of the commercially available recovery or recovery/recycle stations.

High Side Gauge The high side gauge is used to measure pressure only on the discharge side of the compressor. The scale is calibrated to 500 psi.

Installing Manifold Gauge Set Before attempting to service the air conditioning system, a visual inspection of both the engine and A/ C system components is recommended. Particular attention should be given to the belts, hoses, tubing and all attaching hardware as well as the radiator cap, fan clutch, and thermostat. Inspect both the condenser and the radiator for any obstructions or potential contamination. Minimize all the possibilities for error or malfunction of components in the air conditioning system.

Shut off engine. DO NOT connect service equipment when the engine is on.

1. Close the valves, if open (turn them clockwise). FIGURE 4-8. MANIFOLD GAUGE SET

2. Check the hose connections on the manifold. Verify that they are tight. 3. Locate the low and high side system service fittings and remove their protective caps.

Low Side Gauge The low side gauge, registers both vacuum and pressure. The vacuum side of the scale is calibrated from 0 to 30 inches of mercury (in. Hg). The pressure side of the scale is calibrated to 150 psi.

4. Connect the two service hoses from the manifold to the correct service valves on the compressor and accumulator, as shown in Figure 4-9. (High side to compressor discharge valve and low side to accumulator.) Do not open the service valves at this time.

Never open the hand valve to the high side when the air conditioning system is operating. High side pressure, if allowed, may rupture charging containers and potentially cause personal injury.

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Purging Air From Service Hoses The purpose of this procedure is to remove all the air trapped in the hoses prior to actual system testing. Environmental regulations require that all service hoses have a shutoff valve within 12 inches of the service end. These valves are required to ensure only a minimal amount of refrigerant is lost to the atmosphere. R-134a gauge sets have a combination quick disconnect and shutoff valve on the high and low sides. The center hose also requires a valve.

FIGURE 4-9. SERVICE HOSE HOOK-UP This gauge hook-up process will be the same, regardless of the gauge set being installed. Whether it is a recovery station or individual gauges, the connections are the same. The procedures performed next will vary depending what type of equipment is being used. If a recovery/recycling station is being used, complete servicing can be accomplished. Using only a set of gauges will limit the servicing to only adding refrigerant or observing pressures.

The initial purging is best accomplished when connected to recovery or recycle equipment. With the center hose connected to the recovery station, service hoses connected to the high and low sides of the system, we can begin the purging. The manifold valves and service valves should be closed. Activating the vacuum pump will now pull any air or moisture out of the center hose. This will require only a few minutes of time. The hose is the only area that is being placed in a vacuum and this will not require a lengthy process. Closing the valve will then insure the hose is purged. It is now safe to open the other manifold valves.

Service Valves Because an air conditioning system is a sealed system, two service valves are provided on the compressor to enable diagnostic tests, system charging or evacuation. Connecting the applicable hoses from the manifold gauge set to the compressor service valves enables each of these to be readily performed. New and unique service hose fittings (Figure 4-10) have been specified for R-134a systems. Their purpose is to avoid accidental cross-mixing of refrigerants and lubricants with R-12 based systems. The service ports on the system are quick disconnect type with no external threads. They do contain a Schrader type valve. The low side fitting has a smaller diameter than the high side attachment. Protective caps are provided for each service valve. When not being used these caps should be in place to prevent contamination or damage to the service valves.

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Vacuum Pump The vacuum pump (Figure 4-11) is used to completely evacuate all of the refrigerant, air, and moisture from the system by deliberately lowering the pressure within the system to the point where water turns to a vapor (boils) and together with all air and refrigerant is withdrawn (pumped) from the system.

FIGURE 4-10. R-134a SERVICE VALVE 1. System Service Port Fitting 2. Quick Connect

3. Service Hose Connection

FIGURE 4-11. VACUUM PUMP

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SYSTEM PERFORMANCE TEST This test is performed to establish the condition of all components in the system. Observe these conditions during testing: 1. Place a fan in front of the condenser to simulate normal ram air flow and allow the system to stabilize. 2. Install a thermometer into the air conditioning vent closest to the evaporator. 3. Start the engine and operate at 1000 rpm. 4. Evaluate the readings obtained from the gauges to see if they match the readings for the ambient temperature. 5. Set the air conditioning system at maximum cooling and maximum blower speed operation.

8. Feel the hoses and components on the low side. They should be cool to the touch. Check the connections near the expansion valve. The inlet side should be warm and the outlet side should be cold. 9. After a minimum of 10 minutes has elapsed and the system has stabilized, observe the gauge readings. Compare the readings to the specifications in Table 1. NOTE: Pressures may be slightly higher in very humid conditions and lower in very dry conditions. Pressures listed in the table are during compressor clutch engagement.

6. Close all windows and doors to the cab. 7. Carefully feel the hoses and components on the high side. All should be warm or hot to the touch. Check the inlet and outlet of receiverdrier for even temperatures. If outlet is cooler than inlet, a restriction is indicated.

10. Check the cab vents for cool air. Outlet air temperature should be approximately 16 - 22° C (30 - 40° F) below ambient air temperature. 11. If pressures and temperatures are not within the specified ranges, the system is not operating properly. Refer to Preliminary Checks near the end of this chapter for tips on diagnosing poor system performance.

Use extreme caution when placing hands on high side components and hoses. Under most normal conditions, these items can be extremely hot.

TABLE 1. NOMINAL R-134a PRESSURE RANGES Ambient Air Temperature

High Side Pressure

Low Side Pressure

21° C (70° F)

820 - 1300 kPa (120 - 190 psi)

70 - 138 kPa (10 - 20 psi)

27° C (80° F)

950 - 1450 kPa (140 - 210 psi)

70 - 173 kPa (10 - 25 psi)

32° C (90° F)

1175 - 1650 kPa (170 - 240 psi)

105 - 210 kPa (15 - 30 psi)

38° C (100° F)

1300 - 1850 kPa (190 - 270 psi)

105 - 210 kPa (15 - 30 psi)

43° C (110° F)

1450 - 2075 kPa (210 - 300 psi)

105 - 210 kPa (15 - 30 psi)

NOTE: All pressures in this chart are for reference, only. Weight is the only absolute means of determining proper refrigerant charge.

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SYSTEM OIL

Checking System Oil

R-134a air conditioning systems require the use of Polyalkylene Glycol (PAG) lubricating oil. This is the only oil recommended for use in this system. The Komatsu PAG oil (p/n PC2212) is the oil that is furnished in the system on Komatsu trucks. This light blue-green oil can also be purchased at General Motors dealers, (p/n 12378526).

The receiver-drier and accumulator must be replaced each time the system is opened.

Handling and Reusing PAG Oil • Avoid skin contact and inhalation of PAG oil, as these are normal precautions with any chemical. • PAG oil removed from new or old components 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.

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.

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NOTE: The proper quantity of oil may be injected into the system during charging as an alternate method of adding oil.

When installing a new compressor, the compressor must be completely drained of its oil before installation. Add 207 ml (7 oz.) of new PAG oil to the compressor to ensure proper system oil level. Failure to adjust the amount of oil in the compressor will lead to excessive system oil and poor A/C performance. Additionally, a new receiver-drier and accumulator must be installed and oil added to either one of these components.

REFRIGERANT Recycled Refrigerant Recycled refrigerant has been extracted from a mobile air conditioning system using a recovery unit. The refrigerant is cleaned by the recovery unit as it passes through filters located on the unit that meet specifications stipulated by Society of Automotive Engineers, SAE J2099. The refrigerant that has passed through the filtering process has only been cleaned of contaminants that are associated with mobile systems. Therefore, recycled refrigerant from mobile systems is only acceptable for reuse in mobile systems. Reclaimed Refrigerant Reclaimed refrigerant has been filtered through a more thorough filtering process and has been processed to the same standards of purity as virgin refrigerant. Because of this, reclaimed refrigerant is acceptable for use in all systems, not just mobile. The reclaiming equipment used for this process is expensive, and therefore, not common among normal maintenance shops. Equipment such as this is more commonly found in air conditioning specialty shops.

REPLACING OIL Component

Oil to add

Condenser

60-90 ml (2-3 ounces)

Evaporator

30 ml (1 ounce)

Receiver-Drier

60 ml (2 ounces)

Accumulator

60 ml (2 ounces)

Compressor

207 ml (7 ounces)

Block Valve (Expansion)

Adding oil is not necessary

Hoses

Drain and measure amount removed

Always use new, recycled, or reclaimed refrigerant when charging a system. Failure to adhere to this recommendation may result in premature wear or damage to air conditioning system components and poor cooling performance.

5. Connect all hoses and components in the system. Lubricate O-rings with clean mineral oil before assembly. NOTE: Do not use PAG oil to lubricate O-rings or fittings. PAG oil could corrode fittings when used externally. 6. Evacuate the system. Refer to Evacuating The System later in this section.

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Refrigerant Quantity

R-134a Refrigerant Containers

If not enough refrigerant is charged into the system, cooling ability will be diminished. If too much refrigerant is charged into the system, the system will operate at higher pressures and, in some cases, may damage system components. Exceeding the specified refrigerant charge will not provide better cooling.

Two basic, readily available containers are used to store R-134a: the 14 or 28 kg (30 or 60 lb) bulk canisters (Figure 4-12). Always read the container label to verify the contents are correct for the system being serviced. Note the containers for R-134a are painted light blue.

If an incorrect charge is suspected, recover the refrigerant from the system, and charge the system with the correct operating weight of 3.4 kg (7.4 lb). This is not only the recommended procedure, but it is also the best way to ensure that the system is operating with the proper charge and providing optimum cooling. Using the sight glass to determine the charge is not an accurate method.

An unclear sight glass on R-134a systems can indicate that the system may be low on refrigerant. However, the sight glass should not be used as a gauge for charging the system. Charging the system must be done with a scale to ensure the proper amount of refrigerant has been added.

FIGURE 4-12. R-134a CONTAINERS 1. 14 kg (30 lb) Cylinder

2. 28 kg (60 lb) Cylinder

SYSTEM LEAK TESTING Refrigerant leaks are probably the most common cause of air conditioning problems, resulting from improper or no cooling, to major internal component damage. Leaks most commonly develop in two or three places. The first is around the compressor shaft seal, often accompanied by an indication of fresh refrigerant oil. If a system is not operated for a while (winter months), the shaft seal may dry out and leak slightly. The centrifugal force of the clutch pulley spinning can also cause the problem. When the system is operated and lubricant wets the seal, the leak may stop. Such leaks can often be located visually or by feeling with your fingers around the shaft for traces of oil. The R-134a itself is invisible, odorless, and leaves no trace when it leaks, but has a great affinity for refrigerant oil.

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A second common place for leaks is the nylon and rubber hoses where they are crimped or clamped to the fittings, or where routing allows abrasion. Other threaded joints or areas where gaskets are used should be visually and physically examined. Moving your fingers along the bottom of the condenser and evaporator, particularly near the drain hole for the condensate will quickly indicate the condition of the evaporator. Any trace of fresh oil here is a clear indication of a leak.

Soap and Water Soap and water can be mixed together and applied to system components. Bubbles will appear to pinpoint the specific location of leaks. After determining the location or source of leak(s), repair or replace leaking component(s). NOTE: The length of the hose will affect the refrigerant capacity. When replacing hoses, always use the same hose length, if possible.

Usually, a 50% charged system is enough to find most leaks. If the system is empty, connect the manifold gauge set to the system and charge at least 1.6 kg (3.5 lbs) of refrigerant into the system. Before system assembly, check the compressor oil level and fill to specifications. Use extreme caution when leak testing a system while the engine is running. In its natural state, refrigerant is a harmless, colorless gas. But when combined with an open flame, it will generate toxic fumes (phosgene gas) which can cause serious injuries or death. NOTE: The refrigerant is heavier than air and will move downward when it leaks. Apply pickup hose or test probe on the under-surface of all components to locate leaks.

RECOVERING AND RECYCLING THE REFRIGERANT Draining Oil from the Previous Recovery Cycle 1. Place the power switch and the controller on the recovery unit in the OFF position. 2. Plug in the recovery station to the correct power source. 3. Drain the recovered oil through the valve marked “oil drain” on the front of the machine. 4. Place the controller knob in the ON position. The low pressure gauge will show a rise.

Electronic Leak Detector Refer to Figure 4-7. As the test probe is moved into an area where traces of refrigerant are present, a visual or audible announcement indicates a leak. Audible units usually change tone or speed as intensity changes. Tracer Dyes Tracer dyes are available that can be added to the system as refrigerant is added. The system is then operated to thoroughly circulate the dye. As refrigerant escapes, it leaves a trace of the dye at the point of leakage, which is then detected using an ultraviolet light (“black light”), revealing a bright fluorescent glow.

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5. Immediately switch to the OFF position and allow the pressure to stabilize. If the pressure does not rise to 34 - 69 kPa (5 - 10 psi), switch the controller ON and OFF again. 6. When the pressure reaches 34-69 kPa (5-10 psi), open the “oil drain” valve, collect the oil in an appropriate container, and dispose of container as indicated by local, state or federal regulation. The oil is not reusable due to contaminants absorbed during use.


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Performing the Recovery Cycle

Performing the Recycling Procedure

1. Ensure that the equipment being used is designed for the refrigerant you intend to recover. 2. Observe the sight glass oil level. Having been drained, it should be at zero. 3. Check the cylinder refrigerant level before beginning recovery to make sure you have enough capacity. 4. Confirm that all shut-off valves are closed before connecting to the A/C system. 5. Attach the appropriate hoses to the system being recovered. 6. Start the recovery process by operating the equipment as per the manufacturer's instructions. 7. Continue extraction until a vacuum exists in the A/C system. 8. If an abnormal amount of time elapses after the system reaches 0 psi and does not drop steadily into the vacuum range, close the manifold valves and check the system pressure. If it rises to 0 psi and stops, there is a major leak. 9. Check the system pressure after the recovery equipment stops. After five minutes, system pressure should not rise above “0” gauge pressure. If the pressure continues to rise, restart and begin the recovery sequence again. This cycle should continue until the system is void of refrigerant. 10. Check the sight glass oil level to determine the amount of oil that needs to be replaced. (The amount of oil that was lost during the recovery cycle must be replaced back into the system). 11. Mark the cylinder with a “RECOVERED” (red) magnetic label to reduce the chance of charging a system with contaminated refrigerant. Record the amount of refrigerant recovered.

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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.


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4. After flushing, blow out the system with dry shop air for 5 to 10 minutes.

Never leave A/C components, hoses, oil, etc. exposed to the atmosphere. Always keep sealed or plugged until the components are to be installed and the system is ready for evacuation and charging. PAG oil and receiver-drier desiccants attract moisture. Leaving system components open to the atmosphere will allow moisture to invade the system, resulting in component and system failures.

5. If the expansion valve has been removed of all foreign contamination, it may be reinstalled back into the system. If contamination is still present, replace the valve. 6. Install a new compressor, receiver-drier, and accumulator. 7. Add oil to the system as outlined in Checking System Oil.

System Flushing

COMPRESSOR PULLEY AND BELT CHECKS

If any contaminants are found in system hoses, components or oil, the entire system must be flushed. Major components such as the compressor are extremely susceptible to foreign particles and must be replaced. If contaminated, the evaporator and condenser must also be replaced. The evaporator and condenser are multi-pass units, and they can not be properly cleaned by flushing.

This procedure must be performed each time any component in the accessory drive is serviced, such as replacing a belt or removing the compressor. In addition, a 250 hour inspection of the AC drive belt is mandatory. The belts must be inspected for indications of wear and damage that may hinder performance. Replace as necessary and perform the following procedure. Pulley Alignment

Only SAE and/or Mobile Air Conditioning Society (MACS) approved flushing methods with the appropriate refrigerants are to be performed when removing debris from the system. Other methods may be harmful to the environment, as well as air conditioning components.

1. Install alignment tool (EL8868) onto the pulleys to check the alignment. Refer to Figure 4-15. If misalignment of the pulleys exceeds 3 mm (0.13 in.), the position of the compressor must be adjusted.

1. Remove the compressor, receiver-drier, expansion valve, and accumulator. 2. Inspect all other components such as the condenser, evaporator, hoses and fittings. If any of these items are damaged or highly contaminated, replace the components. 3. Flush the remaining hoses with a flushing unit. Use only R134a as a flushing agent.

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Belt Tension Check NOTE: This procedure has been written for use with belt tension tool (PC2061), shown in Figure 4-13. Other tension tools may differ in functionality.

4. Find the approximate center of the belt between the two pulleys. Place the tip of the tool onto the outer face of the belt and apply pressure, as shown in Figure 4-14. The tool must be perpendicular to the belt. Push on the tool until the bottom edge of the deflection scale O-ring is even with the outer face of the adjacent drive belt. If only one belt is used, rest a straight edge across both pulleys to serve as the indicating plane. 5. The O-ring on the force scale indicates the force used to deflect the belt. The belt must deflect 5.3 mm (0.21 in.) under a force of 1.6 ± 0.1 kg f (3.44 ± 0.11 lbf). If not, adjust the belt accordingly and recheck the tension.

FIGURE 4-13. BELT TENSION TOOL - PC2061 2. Refer to Figure 4-16 for the proper distance from the centerline of the drive pulley to the centerline of the compressor pulley. Set the tension tool accordingly on the "deflection" scale by moving the deflection O-ring to the corresponding distance on the scale. 3. Slide the O-ring for the "force" scale to zero.

FIGURE 4-14. DEFLECTION MEASUREMENT

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FIGURE 4-15. BELT ALIGNMENT TOOL 1. AC Compressor Pulley

2. Drive Pulley

3. Alignment Tool

a

FIGURE 4-16. BELT TENSION DIMENSIONS

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COMPONENT REPLACEMENT Hoses and Fittings

Expansion Valve

When replacing hoses, be sure to use the same type and ID hose you removed. When hoses or fittings are shielded or clamped to prevent vibration damage, be sure these are in position or secured.

When removing the expansion valve from the system, remove the insulation, clean the area and disconnect the line from the receiver-drier. Detach the capillary (bulb) and external equalizer tube (if present) from their mounting locations. Remove the expansion valve from the evaporator inlet. Expansion valve service is limited to cleaning or replacing the filter screen. If this is not the problem, replace the valve. Secure the capillary and equalizer, if used, to clean surfaces and replace or attach any insulating material.

Lines Always use two wrenches when disconnecting or connecting A/C fittings attached to metal lines. Copper and aluminum tubing can kink or break very easily. When grommets or clamps are used to prevent line vibration, be certain these are in place and secure.

It is important to always torque fittings to the proper torque. Failure to do this may result in improper contact between mating parts and leakage may occur. Refer to the following torque chart for tightening specifications. Fitting Size

Foot Pounds

Newton Meters

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 lb ft).

Receiver-Drier The receiver-drier can not be serviced or repaired. It must be replaced whenever the system is opened for any service. The receiver-drier has a pressure switch to control the clutch, and should be removed and installed onto the new unit.

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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.


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Compressor The compressor can fail due to shaft seal leaks (no refrigerant in the system), defective valve plates, bearings, or other internal parts or problems associated with high or low pressure, heat, or lack of lubrication. Be sure the compressor is securely mounted and the clutch pulley is properly aligned with the drive pulley. Use a mechanic's stethoscope to listen for noises inside the compressor.

The fast way to check electrical failure in the lead wire or clutch coil is to hot wire the coil with a fused lead. This procedure enables you to bypass clutch circuit control devices. Clutch pulley bearing failure is indicated by bearing noise when the A/C system is off or the clutch is not engaged. Premature bearing failure may be caused by poor alignment of the clutch and clutch drive pulley. Sometimes it may be necessary to use shims or enlarge the slots in the compressor mounting bracket to achieve proper alignment.

When installing a new compressor, the compressor must be completely drained of its oil before installation. Add 207 ml (7 oz.) of new PAG oil to the compressor to ensure proper system oil level. Failure to adjust the amount of oil in the compressor will lead to excessive system oil and poor A/C performance.

Under no circumstances should the A/C compressor be stood upright onto the clutch assembly. Damage to the compressor clutch will result, leading to premature compressor failures.

Accumulator The accumulator can not be serviced or repaired. It must be replaced whenever the system is opened for any service.

Clutch Clutch problems include electrical failure in the clutch coil or lead wire, clutch pulley bearing failure, worn or warped clutch plate or loss of clutch plate spring temper. Defective clutch assembly parts may be replaced or the whole assembly replaced. If the clutch shows obvious signs of excessive heat damage, replace the whole assembly.

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Excessive clutch plate wear is caused by the plate rubbing on the clutch pulley when the clutch is not engaged or the clutch plate slipping when the clutch coil is energized. A gap that is too small or too large between the plate and clutch pulley or a loss of clutch plate spring temper are possible causes. The ideal air gap between the clutch pulley and the clutch plate is 1.02 ± 0.043 mm (0.023 to 0.057 in.). If the gap is too wide, the magnetic field created when the clutch coil is energized will not be strong enough to pull and lock the clutch plate to the clutch pulley.

Some compressors may be discarded because it is suspected that internal components within the compressor have seized. Ensure that the compressor clutch is working properly before discarding a compressor for internal seizure. The normal compressor life span should be about twice as long as the normal life span of the compressor clutch. It is important to note that often times a weak clutch coil may be mistaken for a seized compressor. When a 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.


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Before a compressor is dismissed as being seized, a check for proper voltage to the coil should be performed. In addition, the coil should be ohm checked for proper electrical resistance. The coil should fall within the following range: 12.0 ± 0.37 Ohms @ 20° C (68° F) 16.1 ± 0.62 Ohms @ 116° C (240° F) The temperatures specified above are roughly typical of a summer morning before first start-up and the heat beside an engine on a hot day. At temperatures in between those listed above, the correct resistance is proportionate to the difference in temperature.

Servicing the Compressor Clutch * RECOMMENDED TOOLS FOR COMPRESSOR CLUTCH REMOVAL AND INSTALLATION J-9399

Thin Wall Socket

**J-9403

Spanner Wrench

**J-25030

Clutch Hub Holding Tool

J-9401

Clutch Plate and Hub Assembly Remover

J-8433

Pulley Puller

J-9395

Puller Pilot

***J-24092

Puller Legs

J-8092

Universal Handle

J-9481

Pulley and Bearing Installer

J-9480-01

Drive Plate Installer

J-9480-02

Spacer, Drive Plate Installer

*Tools are available though your local Kent-Moore dealer. ** These tools are interchangeable. ***For use on multiple groove pulleys.

Use the proper tools to remove and replace clutch components. Using the recommended tooling helps prevent damage to compressor components during maintenance. Do not drive or pound on the clutch plate, hub assembly, or shaft. Internal damage to the compressor may result.

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1. Remove the belt guard from the front of the air conditioning compressor.

3. Remove locknut (4) using thin wall socket (1, Figure 4-18) or the equivalent. Use clutch hub holding tool (2), spanner wrench (J-9403), or the equivalent to hold clutch hub (3) while removing the locknut. It is recommended that the locknut be replaced after it has been removed.

FIGURE 4-17. 1. Belt Pulley 2. Clutch Hub/Drive Plate

3. Shaft 4. Locknut

2. Remove the drive belt from compressor belt pulley.

FIGURE 4-19. 1. Clutch Assembly

2. Clutch Plate & Hub Assembly Remover

4. Thread clutch plate and hub assembly remover (2, Figure 4-19) into the hub of clutch assembly (1). Hold the body of the remover with a wrench and tighten the center screw to pull the clutch plate and hub assembly from the compressor.

FIGURE 4-18. 1. Thin Wall Socket 2. Clutch Hub Holding Tool

3. Clutch Hub

FIGURE 4-20. 1. Square Key

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2. Keyway in Shaft

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5. Remove square key (1, Figure 4-20) from the keyways.

Pulley Removal

FIGURE 4-22. 1. Pulley Assembly 2. Pulley Retainer Ring

FIGURE 4-21. 1. Clutch Hub

2. Pulley

3. Retaining Ring Pliers

7. Use retaining ring pliers (3, Figure 4-22) to remove pulley retainer ring (2) from pulley (1).

6. Inspect the friction surface on the clutch hub and the friction surface on the pulley. Scoring on the friction surfaces is normal. DO NOT replace these components for this condition only.

8. Pry the absorbent sleeve retainer from the neck of the compressor, and remove the sleeve.

Inspect the steel friction surface on the clutch and ensure that it is not damaged by excessive heat. Inspect the other components near the clutch for damage due to heat. If signs of excessive heat are evident, it may be necessary to replace the compressor. Excessive heat may cause leakage in the seals and damage to internal components as well as external components.

1. Pulley Puller 2. Pulley Assembly

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FIGURE 4-23. 3. Puller Pilot

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9. Install pulley puller (1, Figure 4-23) and puller pilot (3) onto the compressor, as shown. If a multiple groove pulley is used, install puller legs (J-24092) onto the puller in place of the standard legs. Extend the puller legs to the back side of the pulley. DO NOT use the belt grooves to pull the pulley from the compressor.

Pulley Installation

10. Tighten the center screw on the puller against the shaft of the compressor to remove the pulley. 11. Clean the pulley and pulley bearing with solvent. Inspect the assembly for damage. Check the bearing for brinneling, excessive looseness, noise, and lubricant leakage. Replace the assembly if any of these warning signs are evident.

Clutch Coil Check 12. Use a multi-meter to ohm check the clutch coil. The resistance should be as follows: 12 ± 0.37 ohms @ 20° C (68° F) 16.1 ± 0.62 ohms @ 115° C (239° F) If the resistance of the coil is not within the specifications, the clutch will not operate properly. Remove the retaining ring and replace the coil.

FIGURE 4-24. 1. Bearing Installer 2. Universal Handle

1. Place the pulley assembly into position on the compressor. Use bearing installer (1, Figure 424), universal handle (2), and a hammer to lightly tap the pulley assembly onto the compressor until it seats. Use of the installer or the equivalent ensures that the force driving the bearing into position acts on the inner race of the bearing. Applying force to the outer race of the bearing will result in bearing damage. 2. Ensure the pulley rotates freely. If the pulley does not rotate freely, remove the pulley and check for damaged components. Replace any damaged components and reinstall the pulley. 3. Install the pulley retainer ring and ensure that the ring is properly seated. 4. Install the absorbent sleeve into the neck of the compressor. Install the sleeve retainer.

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Clutch Assembly Installation 1. Insert square key (1, Figure 4-20) into the keyway in the clutch hub. Allow the key to protrude about 4.5 mm (0.18 in.) from the outer edge of the hub. Use petroleum jelly to hold the key in place.

4. Press the clutch onto the compressor using installer (1). Continue to press the clutch plate until a 2 mm (0.079 in.) gap remains between the clutch friction surface and the pulley friction surface. Refer to Figure 4-26. NOTE: The outer threads of installer (J-9480-01) are left handed threads.

FIGURE 4-25. 1. Drive Plate Installer

FIGURE 4-26. CLUTCH GAP

2. Spacer

2. Place the clutch assembly into position on the compressor. Align the square key with the keyway on the shaft. 3. Thread drive plate installer (1, Figure 4-25) onto the shaft of the compressor. Spacer (2) should be in place under the hex nut on the tool.

5. Install locknut (4, Figure 4-17) and tighten the nut until it seats. The gap should now measure 1.02 ± 0.043 mm (0.040 ± 0.017 in.). If the gap is not within the specification, check for proper installation of the square key. 6. Install the drive belt onto the compressor. Ensure that the proper tension on the belt is attained. Refer to the belt tension chart in the appropriate engine manual for the proper specifications. 7. After assembly is complete, burnish the mating parts of the clutch by operating the air conditioning system at maximum load conditions with the engine at high idle. Turn the air conditioning control ON and OFF at least 15 times for one second intervals. 8. Install the belt guard if no further servicing is required.

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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.) of vacuum is needed), the boiling point of water will be lowered to 22°C (72°F). Thus any moisture in the system will vaporize and be drawn out by the pump if the pump is run for approximately an hour. The following steps indicate the proper procedure for evacuating all moisture from the heavy duty air conditioning systems.

Do not attempt to use the air conditioning compressor as a vacuum pump or the compressor will be damaged.

FIGURE 4-27. VACUUM PUMP HOOKUP NOTE: Refer to Table 2 for optimal vacuum specifications at various altitudes. 1. With the manifold gauge set still connected (after discharging the system), connect the center hose to the inlet fitting of the vacuum pump as shown in Figure 4-27. Then open both hand valves to maximum. 2. Open the discharge valve on the vacuum pump or remove the dust cap from the discharge outlet. Turn on the pump and watch the low side gauge. The pump should pull the system into a vacuum. If not, the system has a leak. Find the source of the leak, repair, and attempt to evacuate the system again. 3. Allow the vacuum pump to run for at least 45 minutes.

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4. Shut off the vacuum pump and observe the gauges. The system should hold the vacuum within 5 cm Hg (2 in. Hg) of the optimal vacuum for five minutes. If the vacuum does not hold, moisture may still be present in the system. Repeat the previous step. If the vacuum still does not hold, a leak may be present in the system. Find the source of the leak, repair, and evacuate the system again. NOTE: In some cases, 45 minutes of evacuation may not be sufficient to vaporize all of the moisture and draw it out of the system. If it has been verified that no system leaks exist and gauge readings increase after 45 minutes, extend the evacuation time to ensure total moisture removal. TABLE 2. ALTITUDE VACUUM VARIATIONS Altitude Above Sea Level

Optimal Vacuum

0m (0 ft)

76.0 cm Hg. (29.92 in. Hg.)

305 m (1000 ft)

73.5 cm Hg. (28.92 in. Hg.)

610 m (2000 ft)

70.7 cm Hg. (27.82 in. Hg.)

914 m (3000 ft)

68.1 cm Hg. (26.82 in. Hg.)

1219 m (4000 ft)

65.6 cm Hg. (25.82 in. Hg.)

1524 m (5000 ft)

63.3 cm Hg. (24.92) in. Hg.

1829 m (6000 ft)

60.8 cm Hg. (23.92 in. Hg.)

2134 m (7000 ft)

58.5 cm Hg. (23.02 in. Hg.)

2438 m (8000 ft)

56.4 cm Hg. (22.22 in. Hg.)

2743 m (9000 ft)

54.2 cm Hg. (21.32 In. Hg.)

CHARGING THE A/C SYSTEM The proper method for charging refrigerant into a R134a system is to first, recover all of the refrigerant from the system. The charging refrigerant should then be weighed on a scale to ensure the proper amount is charged into the system. Most recovery units include a scale within the apparatus, thus making it very easy to charge the correct amount every time. If equipment such as this is not available, a common scale can be used to determine the weight of charge. Simply weigh the charging tank, subtract the weight of the proper charge, and charge the system until the difference is shown on the scale. On certain types of equipment, it is also possible to add any necessary lubricant when charging the system. If a scale is not used when charging R-134a into a system, it is difficult to tell if the correct charge has been achieved. The sight glass can provide some indication, but it is not a reliable tool for determining proper charge. NOTE: Charging is to be performed with the engine and compressor operating. Charge the A/C system through the low side service port. Trucks equipped with accumulators may charge the refrigerant as a liquid or as a vapor. 1. Charge the A/C system with 3.4 kg (7.4 lbs) of R-134a refrigerant. 2. Check the system for leaks. Refer to System Leak Testing. 3. If no leaks are found, verify the system’s cooling capacity meets requirements. Refer to System Performance Testing.

NOTE: The chart indicates the expected gauge readings at altitude to obtain the optimal vacuum.

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TROUBLESHOOTING Preliminary Checks If the system indicates insufficient cooling, or no cooling, the following points should be checked before proceeding with the system diagnosis procedures. NOTE: If equipped, ensure that the rest switch in the cab is ON. Place the GF cutout switch in the CUTOUT position. Some simple, but effective checks can be performed to help determine the cause of poor system performance. Check the following to ensure proper system operation. • Compressor belt - Must be tight, and aligned. • Compressor clutch - The clutch must engage. If it does not, check fuses, wiring, and switches. • Oil leaks - Inspect all connection or components for refrigeration oil leaks (especially in the area of the compressor shaft). A leak indicates a refrigerant leak. • Electrical check - Check all wires and connections for possible open circuits or shorts. Check all system fuses. • Cooling system - Check for correct cooling system operation. Inspect the radiator hoses, heater hoses, clamps, belts, water pump, thermostat and radiator for condition or proper operation. • Radiator shutters - Inspect for correct operation and controls, if equipped. • Fan and shroud - Check for proper operation of fan clutch. Check installation of fan and shroud.

• Cab filters - Ensure the outside air filter and inside recirculation filter are clean and free of restriction. • Condenser - Check the condenser for debris and clogging. Air must be able to flow freely through the condenser. • Evaporator - Check the evaporator for debris and clogging. Air must be able to flow freely through the condenser.

Diagnosis Of Gauge Readings And System Performance Successfully servicing an air conditioning system, beyond the basic procedures outlined in the previous section, requires additional knowledge of system testing and diagnosis. A good working knowledge of the manifold gauge set is required to correctly test and diagnose an air conditioning system. An accurate testing sequence is usually the quickest way to diagnose an internal problem. When correctly done, diagnosis becomes an accurate procedure rather than guesswork. The following Troubleshooting Chart lists typical malfunctions encountered in air conditioning systems. Indications and or problems may differ from one system to the next. Read all applicable situations, service procedures, and explanations to gain a full understanding of the system malfunction. Refer to information listed under “Suggested Corrective Action” for service procedures.

• Heater/water valve - Check for malfunction or leaking. With the heat switch set to COLD, the heater hoses should be cool. • System ducts and doors - Check the ducts and doors for proper function. • Refrigerant charge - Make sure system is properly charged with the correct amount of refrigerant.

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TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS

PROBLEM: Insufficient Cooling Indications: Low side pressure - LOW. High side pressure - LOW. Discharge air is only slightly cool. Possible Causes

Suggested Corrective Actions

- Low refrigerant charge, causing pressures to be slightly lower than normal.

Check for leaks by performing leak test. If No Leaks Are Found: Recover the refrigerant and use a scale to charge the proper amount into the system. Check system performance. If Leaks Are Found: After locating the source of the leak, recover the refrigerant, and repair the leak. Evacuate the system and recharge using a scale. Add oil as necessary. Check A/C operation and performance test the system.

PROBLEM: Little or No Cooling Indications: Low side pressure - VERY LOW High side pressure - VERY LOW Discharge air is warm. No bubbles observed in sight glass, may show oil streaks. Possible Causes


- Pressure sensing switch may have compressor clutch disengaged. - Refrigerant excessively low; leak in system.

N04034 02/09

Add refrigerant (make sure system has at least 50% of its normal amount) and leak test system. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressure sensing switch. Repair any leaks and evacuate the system if necessary, Replace the receiver-drier if the system was opened. Recharge the system using a scale and add oil as necessary. Check A/C operation and do system performance test.


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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.

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 compressor has shut down due to faulty pressure sensing switch. Repair any leaks and evacuate the system if necessary, Replace the receiver-drier if the system was opened. Recharge the system using a scale and add oil as necessary. Check AC operation and do system performance test.

PROBLEM: Air and/or Moisture in the System Indications: Low side pressure - Normal High side pressure - Normal 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.

N4-40

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.


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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.

Test for leaks, especially around the compressor shaft seal area. After leaks are found, recover refrigerant from the system and repair leaks. Replace the receiver-drier. Check the compressor and replace any oil lost due to leakage. Evacuate and recharge the system using a scale to ensure proper quantity. Check A/C operation and performance.

PROBLEM: Expansion Valve Stuck or Plugged Indications: Low side pressure - VERY LOW or in a Vacuum High side pressure - HIGH Discharge air only slightly cool. Expansion valve body is frosted or sweaty. Possible Causes


An expansion valve malfunction could mean the valve is stuck in the closed position, the filter screen is clogged (block expansion valves do not have filter screens), moisture in the system has frozen at the expansion valve orifice, or the sensing bulb is not operating. If the sensing bulb is accessible, perform the following test. If not, proceed to the Repair Procedure.

Test: Warm diaphragm and valve body with your hand, or very carefully with a heat gun. Activate the system and watch to see if the low pressure gauge rises. Next, carefully spray a little nitrogen, or any substance below 32° F, on the capillary coil (bulb) or valve diaphragm. The low side gauge needle should drop and read at a lower (suction) pressure on the gauge. This indicates the valve was partially open and that your action closed it. Repeat the test, but first warm the valve diaphragm or capillary with your hand. If the low side gauge drops again, the valve is not stuck. Repair Procedure: Inspect the expansion valve screen (except block type valves). To do this, remove all refrigerant from the system. Disconnect the inlet hose fitting from the expansion valve. Remove, clean, and replace the screen. Reconnect the hose and replace the receiver-drier. Evacuate and recharge the system with refrigerant using a scale. Check AC operation and performance. If the expansion valve tests did not cause the low pressure gauge needle to rise and drop, and if the other procedure described did not correct the problem, the expansion valve is defective. Replace the valve.

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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 impossible for the refrigerant to vaporize and absorb heat normally. In vehicles where the expansion valve sensing bulb is accessible, check the capillary tube for proper mounting and contact with the evaporator outlet tube. Then perform the following test if the valve is accessible. If it is not, proceed to the Repair Procedure.

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 capillary tube coil (bulb) or head of the valve. The low pressure (suction) side gauge needle should now drop on the gauge. This indicates the valve has closed and is not stuck open. Repeat the test, but first warm the valve diaphragm by warming with hands. If the low side gauge shows a drop again, the valve is not stuck. Clean the surfaces of the evaporator outlet and the capillary coil or bulb. Make sure the coil or bulb is securely fastened to the evaporator outlet and covered with insulation material. Operate the system and check performance. Repair Procedure: If the test did not result in proper operation of the expansion valve, the valve is defective and must be replaced. Recover all refrigerant from the system and replace the expansion valve and the receiver-drier. Evacuate and recharge the system with refrigerant using a scale. Check A/C operation and performance.

PROBLEM: High Pressure Side Restriction Indications: Low side pressure - LOW High side pressure - Normal to HIGH 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.

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Repair Procedure: After you locate the defective component containing the restriction, recover all of the refrigerant. Replace the defective component and the receiver-drier. Evacuate and recharge the system with refrigerant, then check A/C operation and performance.


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PROBLEM: Compressor Malfunction Indications: Low side pressure - HIGH High side pressure - LOW Compressor operates noisily. Possible Causes


- Defective reed valves or other internal components.

Repair Procedure: If the belt is worn or loose, replace or tighten it and recheck system performance and gauge readings. If inspection of the compressor is required, all of the refrigerant must be recovered and the compressor disassembled to the point that inspection can be performed. Replace defective components or replace the compressor. If particles of desiccant are found in the compressor, flushing of the system will be required. It will also be necessary to replace the receiver-drier. Always check the oil level in the compressor, even if a new unit has been installed. Rotary compressors have a limited oil reservoir. Extra oil must be added for all truck installations. Tighten all connections and evacuate the system. Recharge the system with refrigerant using a scale. Check system operation and performance.

PROBLEM: Thermostatic Switch Malfunction Indications: Low side pressure - Normal 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.

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

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PROBLEM: Condenser Malfunction or System Overcharge Indications: Low Side High High Side High Discharge air may be warm. High pressure hoses and lines are very hot.

Possible Causes


- Lack of air flow through the condenser fins

N4-44

Repair Procedure: Check the engine cooling system components, fan and drive belt, fan clutch operation, and the radiator shutter. Inspect condenser for dirt, bugs, or other debris, and clean if necessary. Be sure the condenser is securely mounted and there is adequate clearance (about 38 mm) between it and the radiator. Check the radiator pressure cap and cooling system, including the fan, fan clutch, drive belts and radiator shutter assembly. Replace any defective parts and then recheck A/C system operation, gauge readings, and performance. If the problem continues, the system may be overcharged. Recover the system refrigerant. Use a scale to recharge the system using the correct amount. Recheck A/C system operation, gauge readings and performance. If the gauge readings do not change, all of the refrigerant should be recovered and the system flushed. The condenser may be partially blocked -replace condenser. The receiver-drier must also be replaced. Evacuate the system, recharge, and check operation and performance.


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PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM Truck Serial Number_________________________

Last Maintenance Check:_____________________

Site Unit Number____________________________

Name of Service Technician________________

Date:____________Hour Meter:________________

Maintenance Interval COMPONENT

NOTE: Compressor should be run at least 5 minutes (40°F minimum ambient temperature) every month, in order to circulate oil and lubricate components.

(months) 3

6

12

Maintenance Interval Done

COMPONENT

1. Compressor Check noise level Check clutch pulley Check oil level Run system 5 minutes Check belt tension (80-100) lbs; V-belt

3 5. Expansion Valve

Check mounting bracket (tighten bolts)

Check solder joints on inlet/ outlet tubes (leakage)

Check clutch alignment w/ crankshaft pulley (within 0.06 in.)

Inspect condensation drain

2. Condenser Clean dirt, bugs, leaves, etc. from coils (w/compressed air) Verify engine fan clutch is engaging (if installed) Check inlet/outlet for obstructions or damage 3. Receiver-Drier

12

Done

X

6. Evaporator Clean dirt, bugs, leaves, etc. from fins (w/ compressed air)

Verify clutch is engaging

6

Inspect capillary tube (if used) for leakage, damage, looseness

Inspect shaft seal for leakage

Perform manifold gauge check

(months)

7. Other Components Check discharge lines (hot to touch) Check suction lines (cold to touch) Inspect fittings/clamps/hoses Check thermostatic switch for proper operation Outlets in cab: 40°F to 50° F Inspect all wiring connections Operate all manual controls through full functions

Check inlet line from condenser (should be hot to touch) Replace, if system is opened 4. Accumulator Check the inlet line from the evaporator. It should be cool to cold. Replace the accumulator each time the system is opened.

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NOTES

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02/09 N04034

SECTION N5 OPERATOR CAB AND CONTROLS INDEX

OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3 STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4 Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4 ARSC Set Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4 Telescoping/Tilt Wheel Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4 Multi-Function Turn Signal Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4 RETARDER CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 STEERING WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 SERVICE BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 HEATER / AIR CONDITIONER CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 RETARDING CAPACITY CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 RADIO SPEAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 AIR CLEANER VACUUM GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 WARNING ALARM BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 AM/FM RADIO / CD PLAYER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8 Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Transmission Shift Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Parking Brake Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 LH Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 RH Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Auxiliary Power Outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 INSTRUMENT PANEL AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 UPPER RH SWITCH PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 F1 Start Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 Hazard Warning Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 LOWER RH SWITCH PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Key Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Ether Starting Aid Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 ASR Cut Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 ARSC Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 Automatic Idle Selector Switch (AISS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14

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Operator Controls & Equipment

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Auxiliary Brake Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 UPPER LH SWITCH PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Automatic Lubrication System Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 LOWER LH SWITCH PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Head Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 BackUp/Deck Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Fog Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Mode Select Switches 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Panel Light Dimmer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 ELECTRONIC DISPLAY PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 PILOT DISPLAY ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 METER DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 CAUTION ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24 EMERGENCY STOP ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26 CHARACTER DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29 REAR ELECTRICAL COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-30 AUTOMATIC RETARD SPEED CONTROL (ARSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-33 AUTOMATIC SPIN REGULATOR (ASR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-36

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OPERATOR CAB AND CONTROLS

FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW 1. Steering Wheel 2. Retarder Control Lever 3. Service Brake Pedal 4. Accelerator Pedal 5. Instrument Panel 6. Heater/Air Conditioner Controls

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7. Heater/Air Conditioner Vents 8. Retarding Capacity Chart 9. Radio Speakers 10. Air Cleaner Vacuum Gauges 11. Warning Alarm Buzzer 12. Radio


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STEERING WHEEL AND CONTROLS Steering wheel (1, Figure 5-2) will telescope "in" and "out" and adjust at a tilt angle to provide a comfortable wheel position for most operators. Horn Button Horn (2) is actuated by pushing the button in the center of the steering wheel. Verify the operation of the horn before moving the truck. Observe all local safety rules regarding the use of the horn as a warning signal device before starting the engine and moving the vehicle.

ARSC Set Lever Automatic Retard Speed Control (ARSC) set lever (3) is used to set, cancel, or make fine adjustments to the ARSC set speed. (a) press this button to set (b) increase speed (tap up) (c) decrease speed (tap down) (d) cancel Refer to ARSC later in this section for more information.

FIGURE 5-2. STEERING WHEEL AND CONTROLS 1. Steering Wheel 2. Horn 3. ARSC Lever 4. Telescope/Tilt Wheel Lever

5. Multi-Function Turn Signal Lever 6. Retarder Control Lever

Multi-Function Turn Signal Lever

Telescoping/Tilt Wheel Lever Adjust the tilt angle of the steering wheel by pulling tilt adjustment lever (4) toward the steering wheel and moving the wheel to the desired angle. Releasing the lever will lock the wheel in the desired location. Push the lever towards the front of the truck to telescope the column in and out. Release the lever to lock the column adjustment.

Multi-function turn signal switch (5) is used to activate the turn signal lights, the windshield wipers, and to select either high or low beam headlights. Turn Signal Operation Move the lever upward to signal a right turn. An indicator in the top, center of the instrument panel will illuminate to indicate turn direction selected. Refer to Instrument Panel and Indicator Lights in this section.

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RETARDER CONTROL LEVER Move the lever downward to signal a left turn.

Retarder control lever (6, Figure 5-2) is mounted on the right side of the steering column. It can be used to modulate the full range of retarding/braking effort being applied to both the front and rear oil disc brakes. Any application of the retarder lever will cause an indicator light to illuminate in the center instrument panel Refer to Instrument Panel And Indicators later in this chapter.

NOTE: The turn signal does not automatically cancel after the turn has been completed. The turn signal lever must be manually returned to the neutral position.

a. When the lever is rotated to the full "up" (counterclockwise) position, it is in the OFF/ NO RETARD position.

High Beam Headlight Operation Pulling the lever inward (toward the rear of the cab) changes the headlights to high beam. When the high beams are selected, the indicator in the top center of the instrument panel will illuminate. Moving the switch back to the original position will return the headlights to low beam.

b. When the lever is rotated "downward" (clockwise), it is in the ON/RETARD position. The ON position encompasses a full range of motion that allows a variable retarding effort depending on the position of the lever. As the lever is rotated further clockwise, more retarding effort will be applied. c. For long downhill hauls, the lever may be positioned anywhere to provide the desired retarding effort. The lever will remain where it is positioned until moved. Refer to Retarder Operation in the previous section for cautions when using the retarder on a downhill grade.

Windshield Wiper Operation Windshield Wipers OFF Intermittent - Long Delay Intermittent -Medium Delay

When retarding is completed, and acceleration is resumed, return the lever to the full "up" (OFF/NO RETARD) position, to prevent rapid wear to brake discs and/or overheating of the brake cooling system.

Intermittent -Short Delay Low Speed High Speed Depressing the button at the end of the lever will activate the windshield washer. NOTE: The wipers will not come on automatically when activating the washer. This must be done manually.

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The retarder lever and foot-operated service brake pedal can be used simultaneously or independently. The Retard Control Module (RCM) will determine which device is requesting the most retarding/braking effort and apply that amount.


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STEERING WHEEL 2. Install nut (2). Tighten the nut to 81 ± 7 N·m (60 ± 5 ft lb).

Removal 1. Turn off the battery disconnect switch to remove battery power from the horn circuit. 2. Use a pocket screwdriver to pry horn button (4, Figure 5-3) from steering wheel (1).

3. Connect horn wire (3) to horn button (4). 4. Install the horn button onto the steering wheel. Turn on the battery disconnect switch and verify that the horn functions properly.

3. Disconnect horn wire (3) and set the horn button aside. 4. Remove nut (2).

SERVICE BRAKE PEDAL

5. Use a marker to make alignment marks on the steering wheel and the shaft.

Service brake pedal (3, Figure 5-1) is a single function, foot-operated pedal which controls and modulates service brake pressure directly through a hydraulic valve.

6. Pull the steering wheel from the column. If the steering wheel will not slide off the shaft it may be necessary to install a puller into the tapped holes (5/16" - 24NF) in the steering wheel.

When the pedal is depressed, the service brakes are actuated through a hydraulic valve, which modulates pressure to the service brakes. Completely depressing the pedal causes full application of both the front and rear oil disc service brakes. Refer to retarding capacity chart (8, Figure 5-1) to determine maximum safe truck speeds for descending various grades with a loaded truck.

ACCELERATOR PEDAL Accelerator pedal (4, Figure 5-1) is a foot-operated pedal which allows the operator to control engine rpm, depending on pedal depression.

FIGURE 5-3. STEERING WHEEL RETAINER NUT 1. Steering Wheel 2. Nut

3. Horn Wire 4. Horn Button

The foot-operated treadle pedal contains an electronic sensor which sends signals to the Quantum™ fuel control system. The movement of the fuel governor control arm corresponds directly to the travel of the treadle pedal as it is applied by the operator. When the pedal is released, springs return the control arm and the pedal to their rest positions and the engine speed returns to low idle.

Installation 1. Place steering wheel (1, Figure 5-3) into position on the steering column shaft while guiding horn wire (3) through the access hole in the steering wheel. Align the marks on the steering wheel and the shaft that were made during disassembly. Align the serrations and push the steering wheel onto the shaft.

N5-6

INSTRUMENT PANEL Instrument panel (5, Figure 5-1) includes a center electronic display panel, and LH & RH switch panels that contain a variety of switches. Refer to Instrument Panel And Indicators later in this section for a detailed description of the function and location of each of these components.


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HEATER / AIR CONDITIONER CONTROLS

AIR CLEANER VACUUM GAUGES

The heater/air conditioner compartment contains heater/air conditioner controls and some of the heater/air conditioner components, such as the blower motor assembly and the heater coil. Optimum cab air climate can be selected by using the following controls in various combinations. Refer to Section N4 for more information on the heater and air conditioner.

Air cleaner vacuum gauges (10, Figure 5-1) provide a continuous reading of maximum air cleaner restriction reached during operation. The air cleaner(s) should be serviced when the gauge(s) reaches 25 inches of H2O vacuum. NOTE: After service, push the reset pin on the face of the gauge to allow the gauge to return to zero.

RETARDING CAPACITY CHART

WARNING ALARM BUZZER

Retarding capacity chart (8, Figure 5-1) provides the recommended maximum truck speeds for descending various grades with a fully loaded truck.

Warning alarm buzzer (11, Figure 5-1) will sound when activated by any one of several truck functions. Refer to Instrument Panel And Indicators for a detailed description of functions and indicators that will activate this alarm.

Reference the retarding capacity chart before descending any grade with a loaded truck. Proper selection of road grade, truck speed, transmission gear range, and use of the retarder lever and/or brake pedal are required to maintain a safe speed. Customer specified options may cause this decal to change. Refer to the retarding capacity chart in the operator's cab, and follow the recommendations there for safe truck operation.

AM/FM RADIO / CD PLAYER Radio (12, Figure 5-1) is an AM/FM radio with compact disc and MP3 capabilities. Refer to Section 70, Cab Radio, in the operation and maintenance manual for a more complete description of the radio and its functions. Individual customers may use this area for other purposes, such as a twoway communications radio.

DO NOT exceed these recommended maximum speeds when descending grades with a loaded truck. Refer to Operating Instructions, Retarder Operation, for more information on using the retarder function. An automatic retard function is available on this truck. For more information refer to Automatic Retard Speed Control later in this chapter.

RADIO SPEAKERS Radio speakers (9, Figure 5-1) for the AM/FM stereo radio are located at the far left and right of the overhead panel.

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N5-7

CENTER CONSOLE Center console (1, Figure 5-4) located to the right of the operator seat, is a housing which provides a mounting surface for certain operator controls. The passenger seat is located directly to the right of the console.

FIGURE 5-4. CENTER CONSOLE 1. Center Console 2. LH Window Control Switch 3. Hoist Control Lever 4. Transmission Shift Lever

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5. Auxiliary Power Outlets 6. Parking Brake Switch 7. RH Window Control Switch


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Hoist Control Lever Hoist control lever (3, Figure 5-4) is a four-function, three-position, hand-operated lever located between the operator seat and the center console. Refer to Operating Instructions - Dumping, for more complete details concerning this control.

Transmission Shift Lever Transmission shift lever (4, Figure 5-4) is mounted to the right of the operator's seat. The transmission shift lever has nine positions (R, N, D, 6, 5, 4, 3, 2 and L). When moving the shift lever from N to R, or from D to 6, press the lock button on the end of the handle to release the lever and allow a gear change. R - REVERSE position - is used to move the truck backwards. Bring the truck to a complete stop before shifting from DRIVE to REVERSE or vice-versa. The Reverse warning horn is activated when the REVERSE position is selected. N - NEUTRAL position - is used when starting the engine, during loading and parking the truck with the engine on. The truck cannot be started unless the shift lever is in the N - NEUTRAL position. D - DRIVE position (F1-F7) - When starting from a stationary position, the transmission will shift automatically into second gear. As the truck ground speed increases, the transmission will automatically upshift through each gear to seventh gear operation. As the truck ground speed slows down, the transmission will automatically downshift to the correct gear (including F1) for grade/load/engine conditions. When conditions permit, select position D for normal operation.

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6, 5, 4, 3, 2 positions - Road and load conditions sometimes make it desirable to limit the automatic up-shifting to a lower range. These positions provide more effective retarding on grades. When the shift lever is placed in any one of these positions, the transmission starts in F1, and will not shift above the highest gear range selected. As the truck ground speed slows down, the transmission will automatically downshift to the correct gear (including F1) for grade/load/engine conditions. When conditions permit, select position D for normal operation. L - LOW position - Use this range position when maneuvering in tight spaces and when pulling through mud or deep snow. Use this range position also when driving up and down steep grades where maximum driving power or maximum retarding is required. When the shift lever is placed in L, the transmission starts in F1, and will only upshift to F2. When conditions permit, select position D for normal operation.

DO NOT move the shift lever to the N position while the truck is in motion. If the selector is shifted to N while in motion or while descending a hill the following may occur: • Steering may be more difficult. • A lack of cooling oil may cause the braking system to overheat and fail. • Damage to the transmission may occur. • The engine cannot provide braking when the transmission is not in gear.


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Parking Brake Switch

LH Window Control Switch

When parking brake switch (6, Figure 5-4) is in the ON position, the parking brake is applied. When this switch is in the OFF position, the parking brake is released. The parking brake is spring applied and hydraulically released. It will hold a stationary truck when the engine is stopped and the key switch is in the OFF position.

DO NOT apply the parking brake while the truck is in motion. Damage to parking brake components will occur. When the key switch is ON and the parking brake is applied, an indicator light in the center dash panel will illuminate. Refer to Instrument Panel And Indicators later in this chapter.

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LH window control switch (2, Figure 5-4) is spring-loaded to the center, OFF, position. Pushing the front of the switch lowers the left side cab window. Pushing the rear of the switch raises the window. RH Window Control Switch RH window control switch (7, Figure 5-4) is spring-loaded to the center, OFF position. Pushing the front of the switch lowers the right side cab window. Pushing the rear of the switch raises the window.

Auxiliary Power Outlets Auxiliary power outlets (5, Figure 5-4) can be used to power accessory items. The outlets supply 12VDC.


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INSTRUMENT PANEL AND INDICATORS

FIGURE 5-5. INSTRUMENT PANEL 1. Upper LH Switch Panel 2. Center Electronic Display Panel (EDP) 3. Upper RH Switch Panel

4. Lower LH Switch Panel 5. Key Switch 6. Lower RH Switch Panel

The instrument panel consists of upper and lower RH & LH switch panels, and a center display panel with digital character display. The center Electronic Display Panel (EDP) is equipped with a microcomputer to process and display the signals from the sensors. The display is a liquid crystal display. The following pages will identify each element of the instrument panel and detail its function and purpose.

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UPPER RH SWITCH PANEL

Use the brake lock function only while at the shovel or dump. The brake lock is to be used to hold the truck stationary. Do not use this switch to stop the truck. Use of this switch applies the rear brakes at full, unmodulated pressure! FIGURE 5-6. UPPER RH SWITCH PANEL 1. Brake Lock 2. F1 Start Switch

Do not use the brake lock in place of the parking brake. With the engine off, hydraulic pressure will depressurize, allowing the brakes to release!

3. Hazard Flasher Switch

NOTE: If the truck is not equipped with the brake lock option, slot (1) will contain a plug.

The upper RH switch panel, located to the right of the steering wheel, contains the following:

Brake Lock Switch Moving brake lock switch (1, Figure 5-6) to the ON position, applies the brake lock. When this switch is in the OFF position, the brake lock is released. The brake lock can only be used with the engine on. It is used for dumping and loading, only. The brake lock switch actuates the hydraulic brake system which locks the rear wheel service brakes.

F1 Start Switch F1 start switch (2, Figure 5-6) is used to ensure that the transmission starts in F1 when the transmission shift lever is in D. When this switch is ON and the transmission shift lever is in the D position, the transmission will shift to F1 to start. When this switch is OFF and the shift lever is in D, the transmission will start in second gear. Refer to Transmission Shift Lever, D - DRIVE. All other forward gear ranges (L, F2, F3, F4, F5, F6) start out in F1 regardless of the F1 start switch position. Depressing the bottom of the switch moves the switch to the ON position. Depressing the top moves the switch to the OFF position.

Hazard Warning Lights Switch Hazard warning light switch (3, Figure 5-6) causes all turn signal lights to flash, simultaneously.

When approaching a shovel or dump area, select an area with a level surface. When the truck is completely stopped and in loading position, apply the brake lock by moving the rocker switch to ON (up). To release, press the rocker switch to OFF (down).

The rocker switch is an ON/OFF type. Depressing the bottom moves the switch to the ON position. Depressing the top of the switch moves the switch to the OFF position. Use the hazard lights as a warning to alert other truck operators that a problem exists.

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LOWER RH SWITCH PANEL

FIGURE 5-7. LOWER RH SWITCH PANEL 1. Key Switch 2. Ether Starting Aid Switch (Optional) 3. ASR Cut Switch

The lower RH switch panel, located to the right of the steering wheel, contains the following:

Key Switch Key switch (1, Figure 5-7) is a four position (ACC, OFF, RUN, START) switch. OFF - Key insertion/withdrawal position When the key slot is in the vertical position, the electrical system is off and no electrical devices are energized. Use this key position to stop the engine when it is operating. ACC- When the key is rotated counterclockwise from the OFF position, it is in the accessory (ACC) position. This position is used to power certain accessories such as the radio when there is no intention of starting the engine.

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4. ARSC Switch 5. AISS Switch 6. Auxiliary Brake Switch

START - With the transmission selector lever in the NEUTRAL position, rotate the key switch fully clockwise to the START position, and hold this position until the engine starts (see NOTE below). The START position is spring loaded to return to RUN when the key is released. NOTE: The engine start circuit is equipped with a engine prelube system. A noticeable time delay will occur (while engine lube oil passages are being filled) before starter engagement and engine cranking will begin. The colder the engine oil temperature, the longer the time delay will be. In addition, if the truck is also equipped with an engine starting aid for cold weather starting, the engine prelube system should be engaged first for 5-10 seconds, or until the starter is engaged, before activating the engine starting aid.


N5-13

ASR Cut Switch ASR (Automatic Spin Regulator) cut switch (3, Figure 5-7) is used to activate or de-activate the traction control system.

Starting fluid is extremely volatile and flammable! Use with extreme care. If the truck is equipped with an engine starting aid for cold weather starting, and ambient temperature is below -5°C (23°F), push the engine starting aid switch in for three seconds, then release. Turn the key switch to the START position. If the engine does not start, wait at least 15 seconds before repeating.

Do not crank an electric cranking motor for more than 30 seconds. Allow two minutes for the cranking motor to cool before attempting to start the engine again. Severe damage to the cranking motor may result from overheating.

The rocker switch is an ON/OFF type switch. Depressing the bottom turns the ASR system on. A green light will illuminate the switch to notify the operator that ASR is active. Depressing the top of the switch turns the ASR system off. An amber light will illuminate the switch notifying the operator that traction control is inactive. When ASR is active, the system monitors individual wheel speeds. If it determines one of the rear wheels is slipping during acceleration, the brake is applied to the rear wheel with the higher speed. Refer to Automatic Spin Regulator later in this chapter for more information on using this function.

ARSC Switch Ether Starting Aid Switch Ether starting aid switch (2, Figure 5-7) is an ON/OFF type rocker switch that is spring-loaded to the OFF position. This switch is optional equipment. When the outside temperature is below -5°C (23°F), depress the top of this switch and hold for 2-3 seconds before starting the engine. The cold starting aid atomizes ether into the engine intake manifold. Refer to Key Switch - START for further details regarding the use of this switch.

ARSC (Automatic Retard Speed Control) switch (4, Figure 5-7) is used to enable and disable the automatic retard speed control system. Press the top of the switch to enable automatic retard. Press the bottom of the switch to disable the automatic retard system. Refer to Automatic Retard Speed Control later in this section for more information on this system.

Automatic Idle Selector Switch (AISS) AISS switch (5, Figure 5-7) controls the idle speed of the engine. With the accelerator pedal released, the monitor panel sends a signal to the ECM for a low idle rpm. This signal may be for either:

DO NOT push the ether injection switch after the engine has started. Serious damage to the engine may occur.

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• 650 rpm - normal-low idle, or • 1000 rpm - high-low idle, depending on the following conditions:


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1. Depressing the top of the switch selects the OFF/ AUTO position which is used for enhanced truck operation. When the AISS switch is in this position, the idle speed will be determined by two conditions: engine coolant temperature, and brake application.

Auxiliary Brake Switch Auxiliary brake switch (6, Figure 5-7) is used to apply the auxiliary braking system. Depress the button to apply the auxiliary brake system. When the switch is ON, the red lamp will illuminate. Pull the switch out to disable the auxiliary brake system. The light will turn off.

Engine Coolant Temperature - If the engine coolant temperature is below 30°C (86°F), the engine controller will signal for 1000 rpm, regardless of other conditions. If the engine coolant temperature is above 30°C (86°F), the engine controller will signal for 650 rpm, except as follows: Brake Application - If both the parking brake and service brake are released (acceleration anticipated), the engine controller will signal for 1000 rpm, regardless of other conditions. NOTE: An amber light will illuminate the switch when the OFF/AUTO position is selected. 2. Depressing the bottom of the switch selects the ON/LOW position. When the AISS switch is in this position, the engine controller will signal for 650 rpm, regardless of other conditions. ON/LOW position is used when fine control movements are needed, such as parking in confined spaces.

When the auxiliary brake switch is activated, full, unmodulated hydraulic brake pressure (or whatever pressure remains, if the system is failing) is applied to all wheels. In addition, the parking brake is also applied. Do not apply the auxiliary brake switch when the truck is moving, except in an emergency. NOTE: This switch is for the manual activation of the auxiliary brake circuit by the operator. The auxiliary brake circuit will apply automatically if the hydraulic brake pressure decreases below a pre-set value.

NOTE: A green light will illuminate the switch when the ON/LOW position is selected.

In cold ambient conditions and when the engine is cold, the engine rpm will not increase above low idle speed until the engine controller determines it is safe to do so. This time delay will vary from 30 seconds to 11 minutes, allowing the coolant and engine oil to warm. AISS control will not be available until the engine completes this warm-up cycle.

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N5-15

UPPER LH SWITCH PANEL

FIGURE 5-8. UPPER LH SWITCH PANEL 1. Automatic Lubrication System Indicator

Upper LH switch panel (1, Figure 5-5), located to the left of the steering wheel, currently does not contain any switches (standard or optional). The panel contains the following:

Automatic Lubrication System Indicator Automatic lubrication system indicator (1, Figure 5-8) illuminates when lubrication system pressure fails to reach 15 168 kPa (2,000 psi) within one minute after the lube timer initiates a cycle of grease. Notify maintenance personnel at the earliest opportunity after the light comes on.

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LOWER LH SWITCH PANEL

FIGURE 5-9. LH CONTROL/INDICATOR PANEL 1. Head Light Switch 2. Ladder Light Switch 3. Backup Light Switch 4. Fog Light Switch (Optional)

5. Mode Select Switch # 1 6. Mode Select Switch # 2 7. Panel Light Dimmer Switch

The lower LH switch panel, located to the left of the steering wheel, contains the following: Head Light Switch

Ladder Light Switch

Head light switch (1, Figure 5-9) is a three position rocker switch that controls the instrument panel lights, clearance lights, and the head lights. Press the top of the switch until it reaches the first detent (middle) to select the panel, clearance, and tail lights, only. Press the top of the switch again, until it reaches the second detent to select the headlights, as well as panel, clearance, and tail lights. Press the bottom of the switch to turn all of the lights off.

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Ladder light switch (2, Figure 5-9) turns the ladder lights on or off. A similar switch is available at the ground level to turn the ladder lights on or off. Depress the bottom of the switch to turn the ladder lights on. Depress the top of the switch to turn the ladder lights off.

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BackUp/Deck Light Switch

Panel Light Dimmer Switch

Backup/deck light switch (3, Figure 5-9) allows the backup lights to be turned on regardless of the transmission shift lever position. Depress the top of the switch to turn the backup/deck lights on. Depress the bottom of the switch to turn the backup/deck lights off.

Panel light dimmer switch (7, Figure 5-9) is used to adjust the brightness of the machine monitor. Turn the knob clockwise to make the display brighter. Turn the knob counter-clockwise to dim the display.

Fog Light Switch Fog light switch (4, Figure 5-9) controls the fog lights. The fog lights are optional and for use in foggy conditions and heavy rain. Pressing the bottom of the rocker switch turns the lights on. Pressing the top of the switch turns the lights off.

Mode Select Switches 1 & 2

Mode switch 1 & 2 (5, 6, Figure 5-9) are used to scroll through the machine monitor character display. The button commands are as follows: 1

Select, Run

2

Cancel, Release, Select (Yes/No Only)

3

Right, Next, Continue

4

Left, Previous, Return

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ELECTRONIC DISPLAY PANEL When the engine starting switch is turned to the ON position before starting the engine, a system check is performed for 30 seconds. The following system checks occur: • The central warning lamp illuminates for two seconds, and then turns off. • The alarm buzzer sounds for two seconds, and then stops. • The monitor lamp alternately illuminates for two seconds and then turns off for one second. • The shift indicator alternately displays 88 for two seconds and then turns off for one second.

• The character display shows KOMATSU SYSTEM CHECK for three seconds. • If the lamps do not work, a failure in the circuit has occurred. Contact your Komatsu distributor for inspection. • When the starting switch is turned ON, if the shift lever is not in the NEUTRAL position, after completion of the system check, the shift lever position pilot lamp and the central warning lamp will illuminate, and the alarm buzzer will continue to sound intermittently. When this happens, if the shift lever is in NEUTRAL, N is displayed, the central warning lamp turns off, and the buzzer stops.

• After a three second system check, the meters start to function.

FIGURE 5-10. CENTER ELECTRONIC DISPLAY PANEL A. Character Display B. Caution Items C. Emergency Stop Items

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D. Meter Display Portion E. Central Warning Lamp


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PILOT DISPLAY ITEMS When the key switch is in the ON position, controls that have been activated will illuminate the corresponding pilot display lamps.

FIGURE 5-11. EDP - PILOT DISPLAY ITEMS 1. Lock-up Pilot Lamp 2. Turn Signal Directional Lamp 3. High Beam Pilot Lamp 4. ARSC Set Speed Indicator 5. ASR Actuation Lamp

Lockup Pilot Lamp

6. Retarder Pilot Lamp 7. ARSC Pilot Lamp 8. Shift Lever Position 9. Shift Indicator

Turn Signal Pilot Lamp

The lockup pilot lamp will illuminate when the torque converter lockup is engaged and the transmission is shifted to direct drive. The turn signal pilot lamp arrow will flash simultaneously as the exterior turn signal lamps flash. If a right turn is selected using the turn signal lever, the right arrow will flash. If a left turn is selected using the turn signal lever, the left arrow will flash.

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ASR Actuation Lamp

Head Lamp High Beam Pilot Lamp The high beam pilot lamp will illuminate when the head lamps are set to high beam using the multifunction turn signal lever.

When the ASR system is active, this lamp will illuminate when slipping from the rear wheels is detected. The lamp indicates that the ASR system has actuated the brakes to prevent the slippage.

Retarder Pilot Lamp

Shift Lever Pilot Lamp

The retarder pilot lamp will illuminate when the retarder control lever is actuated and the retarding system is active.

The shift lever pilot lamp displays the position of the shift lever. The letter or number for the selected speed range will be illuminated.

ARSC Pilot Lamp The ARSC pilot lamp indicates that the automatic retard system is active. The system will maintain the truck at the set speed. The lamp will turn off when the ARSC system is turned off. Shift Indicator The shift indicator displays the transmission shift range (speed range).

ARSC Set Speed Indicator

The ARSC set speed indicator displays the set travel speed for the auto retarder speed control. When the ARSC switch is off, the monitor turns off. If the set travel speed has been canceled, 0 is displayed.

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METER DISPLAYS

FIGURE 5-12. EDP - METERS 1. Torque Converter Oil Temperature Gauge 2. Engine Water Temperature Gauge 3. Engine tachometer

Speedometer

4. Speedometer 5. Retarder Oil Temperature Gauge 6. Fuel Gauge

Engine Tachometer

The engine tachometer displays the engine speed. The speedometer indicates the travel speed of the truck.

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When engine speed exceeds 2250 rpm and moves into the red range on the meter, the alarm buzzer will sound and the central warning lamp will illuminate. Reduce engine speed to prevent damage to the engine.


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Fuel Gauge

Torque Converter Oil Temperature Gauge

The fuel gauge displays the amount of fuel remaining in the fuel tank. The fuel level caution lamp will illuminate when the fuel level drops to 140 liters (37.0 US gal).

The torque converter oil temperature gauge displays the torque converter oil temperature.

Coolant Temperature Gauge

The white range indicates normal operating temperature. If the temperature rises to the red range during operation, the alarm buzzer will sound and the central warning lamp will illuminate. E02 TC OVERHEAT will simultaneously be displayed on the character display. Stop the truck and operate the engine under no load at a mid-range speed until the meter enters the white range.

Retarder Oil Temperature Gauge

The coolant temperature gauge displays the engine coolant temperature. The white range indicates normal operating temperature. If the temperature rises to the red range during operation, the alarm buzzer will sound and the central warning lamp will illuminate. E02 ENGINE OVERHEAT will simultaneously be displayed on the character display. Engine output will automatically be limited. Stop the truck and operate the engine under no load at a mid-range speed until the meter enters the white range.

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The retarder oil temperature gauge displays the retarder oil temperature. The white range indicates normal operating temperature. If the temperature rises to the red range during operation, the alarm buzzer will sound and the central warning lamp will illuminate. E02 BRAKE OVERHEAT will simultaneously be displayed on the character display. Stop the truck and operate the engine under no load at a mid-range speed until the meter enters the white range.


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CAUTION ITEMS

If a caution indicator icon illuminates during machine operation, quickly assess the problem to determine the necessary reaction.

FIGURE 5-13. EDP CAUTION LAMPS 1. Maintenance Caution Lamp 2. Parking Brake Pilot Lamp 3. Dump Body Pilot Lamp 4. Check Engine Lamp

Maintenance Caution Lamp

5. Emergency Steering Lamp 6. Accumulator Charge Pressure Lamp 7. Fuel Level Caution Lamp

• Clogged air cleaner • Clogged steering, hoist oil filter

The maintenance caution lamp illuminates if any of the following occur:

• Clogged transmission oil filter • Low coolant level • Clogged brake cooling oil filter

• Low engine oil level

• Worn rear brake discs

• Clogged engine oil filter

• Low battery electrolyte level

• Low hydraulic oil level

• Low transmission oil level

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When the maintenance caution lamp illuminates, action code E01 is simultaneously displayed on the character display. Service the truck at the next available opportunity. If a filter or oil replacement interval is displayed on the character display, the maintenance caution lamp will flash or illuminate. If the interval is approaching, the lamp will flash. If the interval has been exceeded, the lamp will remain on. Refer to Character Display later in this chapter for more information on maintenance indicators.

Parking Brake Pilot Lamp The parking brake lamp illuminates when the parking brake is applied.

Accumulator Charge Pressure Lamp The accumulator charge pressure lamp will illuminate if steering accumulator nitrogen pressure is below 5861 kPa (850 psi).

Fuel Level Caution Lamp The fuel level caution lamp illuminates when the level of the fuel in the fuel tank falls below 140 liters (37 gal). If the lamp is on, it will be necessary to add fuel shortly.

Dump Body Pilot Lamp The dump body lamp illuminates when the dump body is raised or the dump body lever is in any position other than FLOAT.

Check Engine Lamp The amber check engine lamp will illuminate if a problem occurs in the engine control system. The engine must be serviced within 24 hours of the illumination of the lamp.

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N5-25

EMERGENCY STOP ITEMS

If one of the emergency stop lamps illuminate, stop the truck immediately. Response instructions are documented on the following pages.

If a fault occurs with an emergency stop item, the alarm buzzer will sound intermittently and the lamp for that item will illuminate. The central warning lamp will illuminate simultaneously.

FIGURE 5-14. EDP - EMERGENCY STOP ITEMS 1. Coolant Temperature Caution Lamp 2. Charging System Caution Lamp 3. Engine Oil pressure Caution Lamp 4. Brake Oil pressure Caution Lamp (Accumulator Oil Pressure) 5. Retarder Oil temperature Caution Lamp

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6. Central Warning Lamp 7. Retarder System Caution Lamp 8. Transmission Caution Lamp 9. Engine System Caution Lamp 10. Machine Monitor Caution Lamp 11. Torque Converter Oil Temperature Caution Lamp


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Coolant Temperature Caution Lamp

Brake Oil Pressure Caution Lamp

The coolant temperature caution lamp will illuminate when the coolant temperature has risen to a critical level. When the lamp is lit, E02 ENGINE OVERHEAT will be displayed on the character display simultaneously. Engine output will be automatically limited. Stop the truck and operate the engine under no load at a mid-range speed until the lamp turns off.

The brake oil pressure caution lamp will illuminate if accumulator oil pressure fails to reach the specified value 30 seconds after engine startup. If the brake accumulator oil pressure has dropped below the specified value during truck operation the lamp will also illuminate. When the lamp is lit, E03 CHECK RIGHT NOW will simultaneously be displayed on the character display. Stop the truck immediately in a safe place, and turn the engine off. Notify maintenance. The central warning lamp and alarm buzzer are not actuated when the engine is off.

Charging System Caution Lamp The charging system caution lamp illuminates when an abnormality in the charging system has occurred with the engine on.

Retarder Oil Temperature Caution Lamp

When the lamp is lit, E03 CHECK RIGHT NOW will simultaneously be displayed on the character display. Stop the machine immediately in a safe place, and turn the engine off. Notify maintenance.

Engine Oil Pressure Caution Lamp The engine oil pressure caution lamp will illuminate when the engine oil pressure has dropped to a critical level. Oil pressure is monitored only when the engine is on.

The retarder oil temperature caution lamp will illuminate when the brake oil temperature has risen to a critical level. When the lamp is lit, E02 BRAKE OVERHEAT will simultaneously be displayed on the character display. Stop the truck in a safe place. Move the shift lever to the N position, and operate the engine under no load at a mid-range speed until the lamp turns off.

When the lamp is lit, E03 CHECK RIGHT NOW will simultaneously be displayed on the character display and engine output automatically limited. Stop the machine immediately in a safe place, and turn off the engine. Notify maintenance.

Emergency Steering Lamp The emergency steering lamp illuminates when steering pressure drops below 12 800 kPa (1850 psi).

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N5-27

Central Warning Lamp The central warning lamp and the alarm buzzer will sound intermittently to indicate that a failure is present. Any of the following will cause the central warning lamp to light: • When an abnormality has occurred in any of emergency stop items. Refer to Emergency Stop Items earlier in this chapter. • When action code E02 or E03 is displayed on the character display. • When the parking brake is applied, but the shift lever is not in the N position. • When the hoist control lever is not in the FLOAT position or the dump body is raised and the shift lever is not in the N position.

When the lamp is lit, E02 TC OVERHEAT will simultaneously be displayed on the character display. Stop the truck in a safe place, and move the shift lever to the N. Operate the engine under no load at a midrange speed until the lamp turns off.

Transmission Caution Lamp The transmission caution lamp will illuminate when an abnormality has been detected by the transmission controller. When the lamp is lit, E03 CHECK RIGHT NOW will simultaneously be displayed on the character display. Stop the truck and turn off the engine.

• When the engine tachometer rises to the red range. Engine System Caution Lamp The red engine system caution lamp will illuminate when an abnormality has been detected by the engine controller.

Retarder System Caution Lamp The retarder system caution lamp will illuminate when an abnormality has been detected by the RCM. When the lamp is lit, E03 CHECK RIGHT NOW will simultaneously be displayed on the character display. Stop the truck immediately in a safe place, and turn off the engine. Notify maintenance.

When the lamp is lit, E03 CHECK RIGHT NOW will simultaneously be displayed on the character display. Stop the truck and turn off the engine.

Machine Monitor Caution Lamp Torque Converter Oil Temperature Caution Lamp

The machine monitor caution lamp will illuminate when an abnormality has been detected in the machine monitor. The lamp will also monitor certain optional equipment, if installed. If one of these monitored systems fail, the lamp will illuminate. When the lamp is lit, E03 CHECK RIGHT NOW will simultaneously be displayed on the character display. Stop the truck and turn off the engine.

The torque converter oil temperature caution lamp will illuminate when the torque converter oil temperature has risen to a critical level.

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CHARACTER DISPLAY

FIGURE 5-15. Electronic Display Panel 1. Electronic Display Panel

2. Character Display

Normally, the service meter/odometer is displayed on the character display. If the machine experiences a failure or if it is necessary to perform maintenance, an action code is displayed to recommend a suitable response. When filter replacement or an oil change is necessary, the maintenance monitor caution lamp will flash, and the filter or oil to be replaced is displayed. This will occur after completion of the system check with the key switch in the ON position. Refer to Filter And Oil Change Display later in this chapter. Check the display to verify that there are no faults before driving the truck. The following table lists the various displays of the character display while in Operator Mode. Service related information can be obtained in the service modes. Various service modes can be used to extract fault code information as well as real time monitoring of system information.

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Operator mode 1

Service meter, odometer display (default) *

2

Operation Information

3

Reverse travel distance display function

4

Filter replacement, oil change interval display function

5

Telephone number input function

6

Language selection function

7

PLM setup function

8

Action code display function

9

Failure code display function

* PLM information will override the default display when input is sent from VHMS. An active action code will also override the default display.

Refer to Section D, Machine Monitor, for more information on using the character display.


N5-29

REAR ELECTRICAL COMPARTMENT The following components are located behind the operator and passenger seats across the back wall of the operator cab (Refer to Figure 5-17): 1. ATC - Automatic Transmission Controller The ATC controls and monitors the automatic transmission. It controls the shift patterns and lock-up clutch modulation and monitors numerous other sensor inputs. Refer to Section D for specific information regarding this device. 2. Fuse Panel The fuse panel contains all of the electrical fuses on the truck. 3. RCM - Retard Control Module This panel controls and monitors the retarder system. Refer to Section D for specific information regarding this device. 4. Vehicle Health Monitoring System (VHMS) The VHMS controller gathers data related to the operational health of the machine from each of the controllers and sensors. Refer to Section D, VHMS, for more information. 5. VHMS Download Connector 6. Payload Meter (PLM) Download Connector 7. CENSE Engine Download Connector (SDA12V160 only) 8. Engine Maintenance Light The engine maintenance light will illuminate when engine maintenance is necessary. It is not necessary to service the truck until the next scheduled preventive maintenance. FIGURE 5-16. FUSE PANEL DESCRIPTIONS 9. Engine Communications Connector

TABLE I. CIRCUIT BREAKER CHART CIRCUIT BREAKER IDENTIFICATION

CIRCUIT NUMBER

No.

AMPS

VOLTS

IN

CB24V

50

+24

3

CB12V

50

+12

4

CONTROL DESCRIPTION

OUT LOCATION: BATTERY BOX 12


12V


LOCATION: AC/HEATER UNIT A/C-CB

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20

+24

12AC

-

Internal Automatic Reset Circuit Breaker


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FIGURE 5-17. REAR ELECTRICAL COMPARTMENT 1. Automatic Transmission Controller (ATC) 2. Fuse Panel 3. Retard Control Module (RCM) 4. Vehicle Health Monitoring System (VHMS) 5. VHMS Download Connector

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6. Payload Meter Download Connector 7. CENSE Engine Download Connector (SDA12V160 Only) 8. Engine Maintenance Light 9. QSK Engine Communications Connector


N5-31

FIGURE 5-18. REAR ELECTRICAL COMPARTMENT (Enclosure Removed) 1. Automatic Lubrication System Timer 2. Ground Bus Bars 3. Power Bus # 1, 24V Battery Direct Power 4. Power Bus # 2, 24V Battery Disconnect Power 5. Power Bus # 3, 24V Key Controlled Power 6. Power Bus # 4, 12V Key Controlled Power 7. Relay Centers

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8. Turn Signal Flasher 9. Steering Bleeddown Timer 10. Windshield Wiper Delay Timer 11. External Harness Interface Connection Panel 12. ORBCOMM Modem


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AUTOMATIC RETARD SPEED CONTROL (ARSC) Automatic Retard Speed Control (ARSC) automatically actuates the retard system to maintain the travel speed at a set speed controlled by the operator. This system is designed to make retarding easier and more constant. For instance, if the ARSC is on, and the set speed is set to 20 km/h (12 mph), the ARSC system will automatically apply retarding effort to slow the truck. As the truck descends a grade and attempts to exceed 20 km/h (12 mph), the ARSC maintains the set speed without the operator having to use the brake pedal or manual retard lever.

Refer to the retarding capacity chart in the cab before setting the travel speed. If the set speed exceeds the maximum permissible speed on the chart, overheating and damage to the retarding system may occur.

If any failure in the system occurs during operation, the alarm sounds and the central warning lamp will illuminate. The RCM will turn the ARSC system off. Use the retarder control lever and/or the brake pedal to stop the machine in a safe place. Turn the ARSC switch off and notify maintenance.

Set Speed Functionality When setting the ARSC, vehicle speed cannot be set to less than 10 km/h (6 mph). If the set speed is set while the truck is moving slower than 10 km/h (6 mph) the ARSC will default to 10 km/h (6 mph). Likewise, the set speed cannot be set higher than 60 km/h (37 mph). If the set speed is set while the truck is moving faster than 60 km/h (37 mph), the set speed will default back to 60 km/h (37 mph). In all other instances, the speed will be set to the actual travel speed. The time taken for the machine travel speed to match the set speed may differ according to the grade of the slope. If the set travel speed is near a transmission shifting point or there is a change in the grade of the slope, the transmission may shift (up or down) even during retarding.

When the ARSC is actuated on slippery road surfaces, the wheels may lock. If this occurs, turn the ARSC system off and use the manual retard lever or brakes to safely control the truck. The ARSC system will only apply retarding effort when the ARSC switch is on. If the switch is turned off during retarding, the set speed indicator and ARSC pilot lamp will turn off and the brakes will release. The ARSC will only apply retarding effort when the accelerator pedal is not being depressed. If the accelerator is pressed while the ARSC system is on, the RCM will cancel the ARSC. The service brakes and the retarder lever will both continue to function while the ARSC system is on. The retard lever is more responsive when the ARSC system is on. Use small increments when moving the lever to avoid locking the brakes.

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The ARSC system can be set in any gear range except N or R. The set speed will remain in memory when the ARSC switch and/or the key switch is turned to OFF. The only method for removing the set speed from the memory is to cancel it using the ARSC lever. Refer to (d, Figure 5-19).

Cancelling And Changing The Set Speed Moving the lever to the cancel position (d, Figure 519) for more than 1 second cancels the set speed. The set speed indicator will display a 0 when cancelled. If it is desired to increase the set speed, depress the accelerator pedal to increase speed, and when the desired set travel speed is reached, press the set switch on the auto retarder (ARSC) set lever. The set travel speed will be changed to the new speed.


N5-33

FIGURE 5-19. ARSC CONTROLS 1. Retard Lever a. Set 2. ARSC Lever b. Increase Speed 3. ARSC Switch c. Decrease Speed 4. ARSC Pilot Lamp d. Cancel 5. ARSC Set Speed Indicator 6. Retarder Pilot Lamp If it is desired to decrease the set speed, operate the retarder control lever to reduce speed, and when the desired set travel speed is reached, press the set switch on the auto retarder (ARSC) set lever. The set travel speed will be changed to the new speed. To change the speed without using the accelerator or braking system, tap up (b, Figure 5-19) on the lever to increase the speed. The speed will increase by 1 km/h (0.6 mph). To decrease the speed, tap down (c, Figure 5-19) on the lever. The speed will decrease by 1 km/h (0.6 mph). The maximum speed change that can occur using the tap up - tap down functions is ± 5 km/h (3.1 mph).

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If the set switch and cancel are operated at the same time, cancel is given priority. If the set switch and tap up are operated at the same time, tap up is given priority. If the set switch and tap down are operated at the same time, tap down is given priority.


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Recommended Set Speeds Refer to the retarding capacity chart in the cab for the maximum safe speeds for descending a grade. Set the travel speed so that the engine speed is above 1800 rpm. The retarder oil temperature gauge must remain at normal operating temperature (in the white range on the gauge). If the retarder oil is close to overheating, the set speed is automatically reduced 1 km/h (0.6 mph) every 3 seconds. The set speed will not drop below 10 km/h (6 mph).

To set the ARSC: 1. Turn on ARSC switch (3, Figure 5-19) to turn the system on. ARSC pilot lamp (4) will illuminate to alert the operator that the system has been activated. The ARSC set speed indicator (5) will turn on and the previous set speed will be displayed. If the previous speed was cancelled, a 0 will be displayed. 2. When the truck speed reaches the desired set speed, press button (a) on the ARSC lever to set the travel speed. The set speed will be displayed on the ARSC set speed indicator (5). The set speed indicator may differ slightly from the speedometer display. Refer to the retarding capacity chart in the cab for the proper speed for descending a grade. 3. To adjust the set speed, tap up (b) on the lever to increase the speed. The speed will increase by 1 km/h (0.6 mph). To decrease the speed, tap down (c) on the lever. The speed will decrease by 1 km/h (0.6 mph). To cancel the set speed, pull the lever towards the rear of the cab. The set speed indicator will display a 0. 4. To turn the system off, turn ARSC switch (3) off.

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N5-35

AUTOMATIC SPIN REGULATOR (ASR)

The ASR cut switch controls the status of the system.

Automatic Spin Regulator (ASR) is a traction control system that helps prevent slipping of the drive wheels caused by excessive torque. ASR also provides traction on slippery road surfaces.

A: ASR system OFF - amber lamp

B: ASR system ON - green lamp

FIGURE 5-20. ASR OPERATION

1. ASR Cut Switch 2. ASR Actuation Lamp 3. Retarder Control Lever

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4. Accelerator Pedal 5. Brake Pedal 6. Character Display


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When the ASR switch is on, the system is active. ASR monitors the individual rear wheel speeds. If it determines one of the rear wheels is slipping during acceleration, the brake is applied to the rear wheel with the higher speed. ASR actuation lamp (2, Figure 5-20) will illuminate when the system detects slipping from the rear wheels and actuates the ASR. If the brake pedal or retard lever are actuated during ASR actuation, ASR actuation will be cancelled. The ASR system is actuated only when the accelerator pedal is being depressed and travel speed is 0 to 30 km/h (0 to 19 mph). If the pedal is released while the ASR is being actuated, the actuation of the ASR system is canceled. If any abnormality occurs in the ASR system, an action code is shown on character display (6).

If a malfunction occurs in the system, an action code is shown on the character display, and the ASR function is canceled. Immediately drive the truck to a safe area and turn the ASR cut switch off. On slick road surfaces or on steep slopes, it may be impossible to drive safely even when the ASR is actuated. If both rear wheels slip at the same speed, ASR will not function. If this occurs, reduce the engine output with the accelerator pedal.

Depressing the top of the switch turns the ASR system off. An amber light will illuminate the switch notifying the operator that traction control is inactive.

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N5-37

NOTES

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SECTION P LUBRICATION AND SERVICE INDEX

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1

AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1

P01016

Index

P1-1

NOTES

P1-2

Index

P01016

SECTION P2 LUBRICATION AND SERVICE INDEX

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 COOLANT SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 Unacceptable Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 RADIATOR FILL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 TRANSMISSION OIL LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 QUICK FILL SERVICE CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5 PERIODIC REPLACEMENT OF CRITICAL PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5 10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7 250 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9 500 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-12 1000 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-13 2000 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14 5000 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-15

P02056 10/11

Lubrication and Service

P2-1

NOTES

P2-2


10/11 P02056

LUBRICATION AND SERVICE Preventive maintenance contributes to the long life and dependability of the truck and its components. The use of proper lubricants and the performance of checks and adjustments at recommended intervals are crucial. Lubrication requirements reference the lube key found in the lubrication chart. For detailed service requirements for specific components, refer to the appropriate section in this book.

Unacceptable Practices • Use of high-silicate anti-freeze. • Under concentration or over concentration of Extended Service Additive (SCA). • Use of anti-freezes/coolants that are not fully formulated for extended service intervals. • Use of sealing additives (stop-leak) in the cooling system.

The service intervals presented here are in hours of operation. Oil change intervals are recommended in the absence of an oil analysis program which may determine different intervals. However, if the truck is being operated in extreme conditions, some or all of the intervals may need to be performed more frequently.

• Use of soluble oils in the cooling system.

Refer to the engine service manual when servicing the engine or any of its components.

• Use of Treated Water coolant.

• Use of poor-quality water. See the engine manufacturer’s specifications for water quality requirements. • Use of anti-freeze, Extended Service Additive (SCA) or coolant filter(s) that do not meet the engine manufacturer’s specifications. • Use of coolants with less than 40 percent antifreeze.

SERVICE CAPACITIES Liters

US Gallons

193

51

Cooling System

532

141

Hydraulic System Refer to Hydraulic Tank Service in this chapter

900

238

Differential Case

297

78

Final Drive Case (each planetary)

120

32

Fuel Tank (diesel fuel only)

2120

560

Transmission Case including torque converter

153

41

Engine Crankcase (including lube oil filters)

RADIATOR FILL PROCEDURE

The cooling system is pressurized due to thermal expansion of coolant. DO NOT remove the radiator cap while the engine is hot. Severe burns may result. 1. With the engine and coolant at ambient temperature, depress the pressure relief to remove cooling system pressure. Slowly, remove the radiator cap. NOTE: If adding coolant via the quick fill system, remove the radiator cap prior to adding coolant.

COOLANT SPECIFICATIONS • For ambient temperatures of -25° F (-32° C) and above, use a standard 50/50 anti-freeze-to-water mixture. • For arctic climates with ambient temperatures between -25° F (-32° C) and -65° F (-54° C), use a 60/40 anti-freeze-to-water mixture. NOTE: Do not use propylene glycol coolant in arctic climates. Only use ethylene glycol coolants.

P02056 10/11

2. Fill the radiator with the proper coolant mixture as specified by the engine manufacturer. Fill until coolant reaches the radiator cap area. 3. Install the radiator cap. 4. Allow the engine to idle for 5 minutes. Shut the engine off and wait for the engine to cool. 5. Check the coolant level. If the radiator is not full, repeat the previous steps. Any excess coolant will be discharged through the vent hose after the engine reaches normal operating temperature.


P2-3

HYDRAULIC TANK SERVICE 4. Install the fill cap.

Filling Instructions 1. Lower the dump body and turn the key switch OFF.

5. Start the engine. Raise and lower the dump body three times to circulate oil and fill hoses and components. 6. Repeat the previous steps until oil level is again in upper sight glass (5).

The hydraulic tank may be pressurized! Depress the relief valve on the tank before removing the filler cap.

7. If oil level falls below lower sight glass (6) with the engine on, repeat this procedure.

TRANSMISSION OIL LEVEL CHECK 1. With the engine off:

The oil level must be visible in the upper part of the sight gauge between H and L. This sight gauge is to be used when changing oil, before engine start-up (engine off for eight hours or more). Add clean oil as required through the transmission oil filler tube at the left rear of the transmission. When the engine is turned on and transmission oil reaches normal operating temperature, check the oil level again, as described below. 2. With the engine on:

FIGURE 2-1. HYDRAULIC TANK 1. Hydraulic Tank 2. Pressure Relief Valve 3. Breather 4. Fill Cap

5. Hydraulic Oil Level Upper Sight Glass 6. Hydraulic Oil Level Lower Sight Glass 7. Hydraulic Oil Drain

The oil level must be visible in the lower sight gauge between H and L. Use this sight gauge with the following guidelines:  truck parked on level surface

2. Depress relief valve (2, Figure 2-1) for 30 - 45 seconds to release any internal tank pressure. Remove fill cap (4). Turn the cap slowly to release any residual tank pressure. 3. Refer to lube key C on the lubrication chart. Fill the tank with the recommended oil until oil is visible in upper sight glass (5). Hydraulic tank capacity is: 576 l (152 gal).

P2-4

 engine at low idle  shift lever in NEUTRAL  transmission oil at normal operating temperature Add clean oil as required through the transmission oil filler tube at the left rear of the transmission.


10/11 P02056

QUICK FILL SERVICE CENTER The service center (Figure 2-2) is located on the left side of the truck below the hydraulic tank. The service center can be used to fill system fluids at a higher rate of speed than manually adding fluids and grease. Connect a filling device to the appropriate fitting on the service center to add fluids/grease. Use caution when adding fluids to avoid overfilling.

PERIODIC REPLACEMENT OF CRITICAL PARTS To ensure safe operation of the truck, it is necessary to perform periodic maintenance for critical parts. Fabrication of safety devices and other component parts have been designed to high standards. However, all parts are subject to wear and gradual fatigue during continuous use. Since it is difficult to determine accurately the process of change in quality, wear, or fatigue, judgments must be made whether or not some parts should be replaced even if they do not show any faulty symptom at the time. Of course, any part found to have an abnormality must be repaired or replaced, regardless of the time it has been used.

Replace the following parts every 4000 hours or every two years, whichever comes first: 1. Fuel system hoses 2. Rubber hoses for brake piping 3. High pressure hoses in steering circuit 4. High pressure hoses in hoist circuit 5. Hoses at brake cooling inlet and outlet (wheel) 6. Hose at discharge side of brake cooling pump 7. Hose at discharge side of transmission pump FIGURE 2-2. SERVICE CENTER

8. Accumulators

Refer to the following table for the maximum recomended fill pressures for the service center.

Replace the following parts every three years: 1. Seat belt

MAXIMUM FIll PRESSURES Fill System

kPa

psi

Engine Crankcase

345

50

Hydraulic Tank

345

50

Coolant

345

50

Grease

10 342

1,500

P02056 10/11


P2-5

FIGURE 2-3. LUBRICATION CHART

P2-6


10/11 P02056

10 HOUR (DAILY) INSPECTION Perform a “walk around" inspection prior to each work shift. Check the general condition of the truck. Look for evidence of hydraulic leaks. Check all lights and mirrors for dirt and damage. Check the operator's cab for dirty or damaged accessories or controls. Inspect the frame, sheet metal and body for cracks. Notify the proper maintenance authority if any discrepancies are found. Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK

COMMENTS

CHECKED INITIALS

Check all fluid levels 1.

a. Engine OilNOTE: Refer to engine manufacturer service manual for oil recommendations. b. Radiator - Check coolant level and fill with proper mixture as shown in Coolant Specifications at the beginning of this chapter. c. Batteries - Check electrolyte level and add water if necessary. d. Hydraulic Tank - Check oil level in tank, add if necessary. Lube key C. Refer to Hydraulic Tank Service, in this chapter. NOTE: Check the oil level with the truck on a level surface, engine stopped, body down, and oil warm. Oil must be visible in sight glass. Do not overfill. e. Transmission - Check oil level. Add oil if necessary. Lube key C. Refer to Transmission Oil Level Check in this chapter. f. Fuel Tank - Fill as required. g. Differential - On a level surface, the oil level must be even with the plug hole. Refill with oil, as necessary. Lube key B.

P02056 10/11


P2-7

10 HOUR (DAILY) INSPECTION (continued)

Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK

COMMENTS

CHECKED INITIALS

2. Air Cleaners Check air cleaner vacuum gauges. Clean or replace filter elements if restriction vacuum reaches 6.2 kPa (25 in. H2O). Push the reset button on the face of the gauge to return to zero.

3. Drive Belts a. Check the condition of the alternator and fan belts. Check for proper tension. b. Inspect belt alignment.

4. Engine And Turbochargers Inspect for leaks, vibrations or odd noises.

5. Tires a. Check for proper inflation and wear. b. Inspect for embedded debris, cuts or other damage.

6

Windshield Wipers & Washer - Inspect the wiper blades for wear or damage. Replace if necessary. Check the windshield washer fluid level. If below 1/2 full, add fluid.

P2-8


10/11 P02056

250 HOUR INSPECTION Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK

COMMENTS

CHECKED INITIALS

INITIAL 250 HOUR SERVICE 1. Perform the following maintenance after operating the machine for the first 250 hours. Thereafter, these services are to be performed at the normal interval schedules, as specified. a. Transmission - change oil and filter elements. b. Hydraulic System- change oil and filter elements. c. Differential Case - change oil. d. Final Drive Case - change oil. 2

Torque Converter and Transmission Oil Pressure Checks - Check torque converter and transmission operating pressures. Refer to Section F2 in the service manual.

EVERY 250 HOURS SERVICE 1. Lubrication a. Check the automatic lubrication system to ensure an ample grease supply is reaching pins and bearings. - Dump body hinge pin - 2 points. - Rear suspension - 4 points. - Axle support pins - 8 points. - Hoist cylinder pin - 4 points. - Front suspension assembly - 8 points. - Steering cylinder pin - 4 points. - Steering linkage - 5 points. - Front transmission mount - 1 point. b. Refill grease reservoir - Lube key D. Reservoir capacity is approximately 41 kg (90 lb) of grease. 2

Engine - Refer to the engine service manual for oil recommendations. - change engine oil. - change engine lube oil filter.

P02056 10/11


P2-9

250 HOUR INSPECTION (continued)


COMMENTS

3

Alternator Belt - Check the alternator belt for cracks, cuts or glazing. Check for proper tension. Repair or adjust as necessary.

4

Air Conditioner Compressor Belt- Check the compressor belt for cracks, cuts or glazing. Check for proper tension. Repair or adjust as necessary.

5

Fan Belt - Check the fan belt for cracks, cuts or glazing. Check for proper tension. Repair or adjust as necessary.

6

Transmission Case Breathers - Remove breathers, and disassemble. Remove the filter element, and clean in solvent. Dry with pressurized air. Reassemble and reinstall.

7

Hydraulic Tank Breather - Remove breather, and disassemble. Remove the filter element and replace. Reassemble and reinstall.

8

Differential Case - Check the oil level. Lube key B.

9

Differential Case Breather - Remove breather. Clean the breather and reinstall.

CHECKED INITIALS

10 Final Drive Case - Check the oil level in RH and LH case. Lube key B. 11 Parking Brake - Measure brake pads for proper wear and thickness. Refer to Section J, Parking Brake, for limits and specifications. Lube key D. 12 Fuel Filters Remove and replace fuel filter elements. 13 Corrosion Resistors - Remove and replace corrosion resistor elements. 14 Dump Body Pads - Check the pads, shims and mounting hardware for wear and proper tightening.

P2-10


10/11 P02056

250 HOUR INSPECTION (continued)


COMMENTS

CHECKED INITIALS

15 HVAC Air Filter - Clean the filter element with mild soap and water. Rinse completely clean and air dry with a maximum of 275 kPa (40 psi). Reinstall the filter. 16 Cab Air Filter - Under normal operating conditions, clean every 250 hours. In extremely dusty conditions, service as frequently as required. Clean the filter element with mild soap and water. Rinse completely clean and air dry with a maximum of 275 kPa (40 psi). Reinstall the filter. Refer to Figure 2-4.

FIGURE 40-4. 1. Filter Cover 2. Cab Filter

P02056 10/11


P2-11

500 HOUR INSPECTION Perform the maintenance items for the 250 hour interval at this time, also. Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK

COMMENTS

1

Radiator - Check for clogged or damaged fins. Refer to Section C, Cooling System, for more information on radiator maintenance.

2

Transmission Oil Filter - Remove and replace the two filter elements. Refer to Section F for transmission service information.

3

Check Toe-In Adjustment - Check the steering toe-in adjustment and inspect the tires for abnormal wear. Adjust as necessary. Refer to Section G3 for the adjustment procedure.

4

Bladder Accumulators - Pressure must be checked every 500 hours. Failure to maintain correct pressure may result in bladder failures. Refer to the appropriate section for details on bladder accumulator repair. Comprehensive instructions are outlined for properly maintaining bladder accumulators.

5

Front Wheel Bearings - Obtain an oil sample from each front wheel bearing oil cavity for analysis. Refer to Section G3 in the service manual for instructions.

6

Engine Damper - Check the grease level in the engine damper. Fill as necessary with Komatsu grease (427-12-11871). The grease level must be maintained level with the top plugs.

7

Frame And Rear Axle Housing - Wash the truck, clean all of the weld joints, and visually inspect the entire frame and axle housing for cracking or damage.

8

Torque Converter and Transmission Oil Pressure Checks - Check torque converter and transmission operating pressures. Refer to Section F2 in the service manual.

P2-12


CHECKED INITIALS

10/11 P02056

1000 HOUR INSPECTION Perform the maintenance items for the 250 and 500 hour intervals at this time, also.


1

COMMENTS

CHECKED INITIALS

Parking brake -Manually lubricate the parking brake linkage at 6 points - Lube key D.

2

Transmission Oil a. Drain oil, remove and replace element. Remove clean, and reinstall strainer. Refill sump with oil - Capacity, approximately 153 l (41 gal). Lube key C. b. Remove and clean the three transmission magnetic strainers. Refer to Section F for more information on servicing the transmission.

3

Steering, Brake, Hoist, & Rear Brake Cooling Oil Filters - Replace the filters.

4

Front & Rear Brake Wear - Refer to Section J for proper inspection procedures.

5

Engine Breather - Remove and clean the engine breather. Refer to the engine service manual.

6

Automatic Lubrication System Pump - Check pump housing oil level. Refill to bottom of level plug with SAE 10W-30 motor oil. Later models may equipped with a dipstick. If equipped with a dipstick, fill to the proper level on the dipstick.

P02056 10/11


P2-13

2000 HOUR INSPECTION Perform the maintenance items for the 250, 500 and 1000 hour intervals at this time, also.


1

COMMENTS

CHECKED INITIALS

Hydraulic Tank Oil a. Drain the oil from the tank and refill. Capacity of the hydraulic tank is 576 l (152 gal). Refer to the lubrication chart for type of oil to use. Lube key C. b. Remove and clean hydraulic tank strainers. Refer to Hydraulic Tank Service in this chapter for proper filling instructions. Instructions

2

Front Wheel Hubs - Drain the hydraulic oil from each front wheel drain plug. Ensure the plugs are in the six o’clock position when draining.

Drain the hydraulic tank prior to removing the drain plugs from the wheel hubs. 3

Final Drive - Position the machine so that the case casting line is horizontal and the drain plug is at the bottom. Drain the oil and reinstall the plug. Remove the fill plug at casting line and fill until oil reaches the plug hole. Service both final drives. Capacity is 120 l (32 gal) on each side. Lube key B.

4

Differential Case - Drain the oil from the differential. Refill until oil reaches the fill plug hole. Oil capacity is 300 l (79 gal). Lube key B.

P2-14


10/11 P02056

5000 HOUR INSPECTION Perform the maintenance items for the 250, 500, and 1000 hour intervals at this time, also.


COMMENTS

1

Engine Driveline Adapter - Inspect driveline adapter rubber dampers. If any defects are found, repair as required.

2

Front And Rear Drive Shafts -

CHECKED INITIALS

a. Grease the U-joints on each drive shaft. Refer to lube key F on the lubrication chart. b. Inspect both front and rear drive shafts for binding, wear, vibration, etc. If U-joint damage or roughness is noted, both U-joints on a given shaft must be replaced. Refer to Section F for replacement procedures. 3

Front Suspensions - Drain the front suspension oil. Disassemble and inspect the upper flange internal bearing. Replace any worn parts. Refill the suspension with clean oil and recharge with nitrogen. Refer to section H for service information on the suspensions.

4

Prelub™ System - Inspect system components for damage, leakage, etc.

5

Body Guide - Inspect the body guide wear points for excessive wear and damage. Replace as necessary.

P02056 10/11


P2-15

NOTES

P2-16


10/11 P02056

SECTION P3 AUTOMATIC LUBRICATION SYSTEM INDEX

AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3 SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7 SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9 INJECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10 LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11 Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11 Pump Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11 INJECTORS (SL-1 Series “H”)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 SYSTEM PRIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-13 Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-13 SYSTEM CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14 Lubrication Controller Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14 Lubrication Controller Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14 Lubrication Controller Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14 Lubrication Controller Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14 SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-16 PREVENTATIVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18 Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18 250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18 1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-19 PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-20 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-20 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-23 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-23

P03028 07/10

Automatic Lubrication System

P3-1

NOTES

P3-2


07/10 P03028

AUTOMATIC LUBRICATION SYSTEM GENERAL DESCRIPTION The automatic lubrication system is a pressurized lubricant delivery system which delivers a controlled amount of lubricant to designated lube points. The system is controlled by an electronic controller which signals a solenoid valve to operate a hydraulic motor powered grease pump. Hydraulic oil for pump operation is supplied by the truck steering circuit. Grease output is proportional to the hydraulic motor input flow. A pump control manifold, mounted on top of the hydraulic motor, controls input flow and pressure. A 24VDC solenoid mounted on the manifold turns the pump on and off. The pump is driven by the rotary motion of the hydraulic motor, which is then converted to reciprocating motion through an eccentric crank mechanism. The reciprocating action causes the pump cylinder to move up and down. The pump is a positive displacement, double-acting type pump. Grease output occurs on both the up and the down stroke.

FIGURE 3-1. PUMP & RESERVOIR COMPONENTS 1. Hose From Filter 2. Outlet to Injectors 3. Hydraulic Motor 4. Pressure Reducing Valve 5. Solenoid Valve 6. Test Switch

7. Vent Valve 8. Pressure Gauge* 9. Pump Assembly 10. Flow Control Valve 11. Pressure Switch 12. Grease Reservoir 13. Vent Hose

NOTE: *Newer models do not come equipped with a pressure gauge. A gauge may be installed in the port if desired.

P03028 07/10


P3-3

During the down stroke, the pump cylinder is extended into the grease. Through the combination of shovel action and vacuum generated in the pump cylinder, the grease is forced into the pump cylinder. Simultaneously, grease is discharged through the outlet of the pump. The volume of grease during intake is twice the amount of grease output during one cycle. During the upstroke, the inlet check valve closes, and one half the grease taken in during the previous stroke is transferred through the outlet check and discharged to the outlet port.

Over-pressurizing of the system, modifying parts, using incompatible chemicals and fluids, or using worn or damaged parts, may result in equipment damage and/or serious personal injury. • DO NOT exceed maximum working pressure for any component in the system. • DO NOT alter or modify any part of this system unless factory authorization. • DO NOT attempt to repair or disassemble the equipment while the system is pressurized. • Ensure all fluid connections are securely tightened before using this equipment. • Read and follow the fluid manufacturer's recommendations regarding fluid compatibility. • Check all equipment regularly and repair. Replace worn or damaged parts immediately. This equipment generates very high grease pressure. Use extreme caution when operating this equipment. Pressurized grease can pierce the skin causing serious bodily injury. Adequate protection such as safety goggles and protective clothing is recommended. If fluid penetrates the skin, get medical care immediately! Do not treat as a simple cut. Tell the attending physician exactly what fluid was injected.

P3-4


07/10 P03028

FIGURE 3-2. AUTOMATIC LUBRICATION SYSTEM ARRANGEMENT Group Lube Location A 3 Injectors Group Lube Location G 3 Injectors Group Lube Location B 3 Injectors Group Lube Location H 3 Injectors Group Lube Location C 3 Injectors Group Lube Location J 4 Injectors Group Lube Location D 3 Injectors Group Lube Location K 3 Injectors Group Lube Location E 5 Injectors Group Lube Location L 3 Injectors Group Lube Location F 3 Injectors

P03028 07/10


P3-5

FIGURE 3-2. LUBE INJECTOR GROUPS

P3-6

Lube Group

Number of Injectors

Injector Point of Lubrication

A

3

RH front suspension, top RH front suspension, rear A-arm RH front suspension, front A-arm

B

3

LH front suspension, top LH front suspension, rear A-arm LH front suspension, front A-arm

C

3

RH steering cylinder, spindle RH tie rod, spindle RH front suspension, bottom A-arm

D

3

LH steering cylinder, spindle LH tie rod, spindle LH front suspension, bottom A-arm

E

5

RH steering cylinder, frame LH steering cylinder, frame LH tie rod, pivot RH tie rod, pivot Center steering pivot, frame

F

3

Rear axle, bottom LH bar frame LH hoist cylinder, frame Transmission, front mount

G

3

Rear axle, top front bar frame Rear axle, bottom RH bar frame RH hoist cylinder, frame

H

3

LH rear suspension, frame LH hoist cylinder, body LH body pivot

J

4

K

3

LH rear suspension, axle Rear axle, top front bar, axle Rear axle, top sway bar, axle

L

3

Rear axle, bottom RH bar, axle LH rear suspension, frame RH rear suspension, axle

Rear axle, top sway bar, frame RH rear suspension, frame RH hoist cylinder, body RH body pivot


07/10 P03028

SYSTEM COMPONENTS Filter

Solenoid Valve

A filter assembly mounted on the grease reservoir filters the grease from the shop supply. A bypass indicator alerts service personnel when the filter requires replacement.

Solenoid valve (5), when energized, allows oil to flow to the hydraulic motor.

Flow Control Valve Hydraulic Motor and Pump Hydraulic motor (3, Figure 3-1) and pump (9) together are a fully hydraulic grease pump. An integrated pump control manifold is incorporated with the motor to control input flow and pressure. NOTE: The pump crankcase oil level must be maintained to the level of the pipe plug port. Later models are equipped with a dipstick (3, 3-6). Refill with 10W-30 motor oil.

Hydraulic oil supply inlet pressure must not exceed 20 685 kPa (3000 psi). Exceeding the rated pressure may result in damage to system components and personal injury.

Flow control valve (10) mounted on the manifold, controls the amount of oil flow to the hydraulic motor. The flow control valve has been factory adjusted. DO NOT attempt to adjust the setting.

Vent Valve Vent valve (7, Figure 3-1) opens and closes to control the pressure in the system. With the valve closed, the pump continues to operate until maximum grease pressure is achieved. As this occurs, the vent valve opens and allows the grease pressure to drop to 0, so the injectors can recharge for their next output cycle.

Injectors Each injector (Figure 3-2) delivers a controlled amount of pressurized lubricant to a designated lube point.

Grease Reservoir Grease reservoir (12) has an approximate capacity of 41 kg (90 lb) of grease. When the grease supply is replenished, grease entering the system passes through the filter to remove contaminants before settling into the reservoir.

Pressure Reducing Valve Pressure reducing valve (4), located on the manifold, reduces the hydraulic supply pressure from the truck steering circuit. Hydraulic pressure is reduced to an operating pressure of 2240 to 2415 kPa (325 to 350 psi). The hydraulic motor operates at this pressure to drive the grease pump. The pressure reducing valve has been factory adjusted. DO NOT attempt to adjust the setting.

P03028 07/10

Lubrication Timer Lubrication timer (1, Figure 3-3) is a solid state controller providing a 24 VDC timed-interval signal to energize solenoid valve (5, Figure 3-1). Operation of the solenoid valve controls the oil flow to operate the hydraulic motor. This controller is mounted in the electrical compartment in the rear of the cab.

Pressure Gauge Pressure gauge (8, Figure 3-1) monitors hydraulic oil pressure to the inlet of the hydraulic motor. NOTE: Newer models do not come equipped with a pressure gauge. However, a gauge may be installed in the port if desired.


P3-7

Pump Cutoff Pressure Switch (Optional) Pump cutoff pressure switch (11, Figure 3-1) deenergizes the pump solenoid relay when the grease pressure reaches the set pressure. This switch is used when the lubrication controller dip switch is set to “controller”.

Remote Fill Port A remote fill port (1, Figure 3-4) is located on the RH bumper. Indicator light (2) will illuminate when the system grease level is full.

FIGURE 3-4. REMOTE FILL PORT 1. Fill Port

2. Indicator Light

FIGURE 3-3. LUBRICATION CONTROLLER LOCATION (Covers and controller panel, not shown.) 1. Lubrication Timer

P3-8

2. Cab Rear Electrical Compartment


07/10 P03028

SYSTEM OPERATION 1. During truck operation, the lubrication controller will energize the system at a preset time interval.

5. During this period, the injectors will meter the appropriate amount of grease to each lubrication point.

2. The controller provides 24 VDC to energize the pump solenoid valve. The solenoid controls the hydraulic oil provided by the steering circuit. The hydraulic oil drives the motor and pump.

6. When the timing period is complete, the controller will remove the power from the pump solenoid valve.

3. Hydraulic oil pressure from the steering circuit is reduced to 2240 to 2413 kPa (325 to 350 psi) by pressure reducing valve (4, Figure 3-5) before entering the motor. The amount of oil supplied to the pump is limited by flow control valve (6). Pump pressure can be read using gauge (5) mounted on the manifold. 4. With oil flowing into the hydraulic motor, the grease pump suctions grease from the reservoir. Grease output from the pump flows through check valve (10) to injectors (13) and to vent valve (11).

7. After the pump solenoid is de-energized, hydraulic pressure in the manifold drops and vent valve (11) will open. When the vent valve opens, grease pressure in the lines is released to the injector banks. When this occurs, the injectors are then able to recharge for the next lubrication cycle. 8. The system will remain at rest until the lubrication controller turns on and initiates a new grease cycle.

FIGURE 3-5. HYDRAULIC SCHEMATIC 1. Hydraulic Oil Return 2. Hydraulic Oil Supply 3. Pump Solenoid Valve 4. Pressure Reducing Valve 5. Motor Pressure Gauge

P03028 07/10

6. Flow Control Valve 7. Hydraulic Motor 8. Grease Pump 9. Pressure Switch 10. Check Valve


11. Vent Valve 12. Orifice 13. Injector Bank

P3-9

INJECTOR OPERATION STAGE 1. Injector piston (2) is in its normal or “rest” position. Discharge chamber (3) is filled with lubricant from the previous cycle. With pressure applied from incoming lubricant (6), slide valve (5) is about to open passage (4) leading to measuring chamber (1).

STAGE 2. When slide valve (5) opens to passage (4), lubricant (6) is admitted to measuring chamber (1). This forces lubricant from discharge chamber (3) through outlet port (7) to the lubrication destination.

STAGE 3. As injector piston (2) completes its stroke, it pushes slide valve (5) past passage (4). This stops further admission of lubricant (6) to passage (4) and measuring chamber (1). Injector piston (2) and slide valve (5) remain in this position until lubricant pressure in supply line (6) is vented.

STAGE 4. After venting, the injector spring expands, causing slide valve (5) to move. As the valve moves, passage (4) and discharge chamber (3) connect through valve port (8). Further expansion of the spring causes the piston to move upward. This forces the grease into measuring chamber (1) through passage (4) and valve port (8). Discharge chamber (3) refills. The injector is now ready for the next cycle.

P3-10


07/10 P03028

LUBRICANT PUMP Pump Housing Oil Level The pump housing must be filled to the proper level with SAE 10W-30 motor oil. Check the oil level at 1000 hour intervals. To add oil, remove plug (4, Figure 3-6) and fill the housing to the bottom of the plug hole. Newer models are equipped with a dipstick (3). Remove the dipstick and add oil to the proper level. Pump Pressure Control High pressure hydraulic fluid from the truck steering system is reduced to 2240 to 2413 kPa (325 to 350 psi) by pressure reducing valve (1). The reducing valve is located on the manifold on top of the pump motor. Operating pressure can be read on the gauge installed on the manifold. Occasionally check the gauge to verify pressure is within the specified range. The pressure reducing valve is not adjustable. If operating pressure is not within limits, the pressure reducing valve must be replaced.

P03028 07/10

FIGURE 3-6. PUMP CONTROLS 1. Pressure Reducing Valve 2. Test Switch 3. Dipstick


4. Oil Level Plug 5. Flow Control Valve

P3-11

INJECTORS (SL-1 Series “H”)) Injector Specifications • Each lube injector services only one grease point. In case of pump malfunction, each injector is equipped with a covered grease fitting to allow the use of manual lubrication equipment. • Injector output volume: Maximum output = . . . . . . . 1.31 cc (0.08 in3) Minimum output = . . . . . . . 0.13 cc (0.008 in3) • Operating Pressure: Minimum - . . . . . . . . . . 12 755 kPa (1850 psi) Maximum - . . . . . . . . . . 24 133 kPa (3500 psi) Recommended - . . . . . 17 238 kPa (2500 psi) • Maximum Vent Pressure - (Recharge) 4137 kPa (600 psi)

Injector Adjustment The injectors may be adjusted to supply from 0.13 cc to 1.31 cc (0.008 in3 to 0.08 in3) of lubricant per injection cycle. The injector piston travel distance determines the amount of lubricant supplied. Piston travel is controlled by an adjusting screw in the top of the injector housing. Turn adjusting screw (1, Figure 3-7) counterclockwise to increase injector output and clockwise to decrease injector output. When the injector is not pressurized, maximum injector delivery volume is attained by turning the adjusting screw (1) fully counterclockwise. Turn until the indicating pin (8) just touches the adjusting screw. At the maximum delivery point, about 9.7 mm (0.38 in.) of adjusting screw threads will be exposed. Decrease the delivered lubricant amount by turning the adjusting screw clockwise to limit injector piston travel. If only half the lubricant is needed, turn the adjusting screw to the point where about 4.8 mm (0.19 in.) threads are exposed. The injector will be set at the minimum delivery point with about 0.22 mm (0.009 in.) thread exposed.

FIGURE 3-7. TYPE SL-1 INJECTOR 1. Adjusting Screw 2. Locknut 3. Piston Stop Plug 4. Gasket 5. Washer 6. Viton O-Ring 7. Injector Body Assy. 8. Piston Assembly 9. Fitting Assembly 10. Plunger Spring

11. Spring Seat 12. Plunger 13. Viton Packing 14. Inlet Disc 15. Viton Packing 16. Washer 17. Gasket 18. Adapter Bolt 19. Adapter 20. Viton Packing

NOTE: Piston assembly (8) has a visible indicator pin at the top of the assembly to verify injector operation.

NOTE: The information above relates only to the adjustment of injector delivery volume. The timer adjustment must also be changed if overall lubricant delivery is inadequate or excessive. Do not adjust Injector output to less than one-fourth capacity.

P3-12


07/10 P03028

SYSTEM PRIMING The system must be full of grease and free of air pockets to function properly. After maintenance, if the primary or secondary lubrication lines were replaced, it will be necessary to prime the system to purge entrapped air. 1. Fill the reservoir with lubricant, if necessary. 2. To purge air from the main supply line, remove the main supply line at the reservoir and connect an external grease supply to the line. 3. Remove plugs from each injector group in sequence (right front, left front, and rear axle). 4. Using the external grease source, pump grease until it reaches the injector group. Install the pipe plug and repeat for the remaining injector groups. 5. Remove the caps from each injector. Connect an external grease supply to the zerk on the injector. Pump until grease reaches the far end of the individual grease hose or the joint being greased.

Filter Assembly Replace element (5, Figure 3-8) if bypass indicator (2) indicates excessive element restriction.

FIGURE 3-8. FILTER ASSEMBLY 1. Housing 2. Bypass Indicator 3. O-Ring 4. Backup Ring 5. Element

P03028 07/10


6. Spring 7. Bowl 8. O-Ring 9. Plug

P3-13

SYSTEM CHECK To check system operation (not including timer), proceed as follows: 1. Start the engine. 2. Actuate the lube system test switch at the reservoir/pump assembly.

The fourth dip switch is used to select “memory off” or “memory on”. When the switch is set to “memory off”, a lube cycle will occur each time power is turned on. The lube cycle will start at the beginning of the on time setting.

3. The motor and pump should operate until the system attains 17 237 kPa (2500 psi).

When the switch is set to “memory on”, the controller will function as follows:

4. Once the required pressure is achieved, turn the pump motor off. The system should vent.

• When power is turned off between lube cycles, the lube cycle will resume at the point of interruption after power is restored. In other words, the controller will remember its position in the cycle.

5. Check for pump, hose or injector damage. Check for leakage with the system pressurized. 6. After checking the system, shut the engine off.

• When power is turned off during a cycle, the controller will reset to the beginning of the lube cycle after power is restored.

Lubrication Controller Check Pressing the manual lube button on the enclosure cover will initiate a lube event. (See Figure 3-9).

Lubrication Controller Operation

Off time switch (1) is used to select units of time. Possible time intervals are: 0.5, 1, 2, 4, 8, 15, 24 or 30. The mode switch determines whether the off time units will be minutes or hours.

The time between lube events is determined by the setting of the rotary switch and the dip switch. The rotary switch selects the numeral setting, and the dip switch selects the units in either minutes or hours.

Cover (3) contains three Light Emitting Diode (LED) windows and a manual lube switch. The LED’s indicate system operation and status. When power is on, a green LED will illuminate. When the pump is on, another green LED will illuminate. A red LED will illuminate when an alarm condition occurs.

Lubrication Controller Components

The manual lube switch, when depressed, will initiate a lube cycle.

Mode switch (2, Figure 3-9) consists of four dip switches. The first dip switch controls the maximum amount of “on time”, either 30 seconds or 120 seconds. The second dip switch controls the mode, either timer mode or controller mode. When the switch is set to the timer mode, the amount of time that the pump is on will be determined by the setting of the dip switch - 30 seconds or 120 seconds. When the switch is set to the controller mode, a pressure switch must be installed in the lube supply line. The pressure switch will detect supply line pressure, and will reset the timer at a set pressure. If the pump fails to reach the set pressure within the dip switch set time, the controller will initiate an alarm. The third dip switch is for selecting the units for the “off time”. This setting is to be used in conjunction with off time switch (1). Hours or minutes may be selected.

P3-14

Lubrication Controller Adjustment The lubrication controller is factory adjusted to the following switch settings: Dip switch 1 . . . . . . . . . . . . . . . . . . . . . . 120 seconds Dip switch 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . timer Dip switch 3 . . . . . . . . . . . . . . . . . . . . . . . . . . minutes Dip switch 4 . . . . . . . . . . . . . . . . . . . . . . . memory off

Rotary Switch . . . . . . . . . . . . . . . . . . . . . 15 minutes


07/10 P03028

FIGURE 3-9. LUBRICATION TIMER 1. Off Time Switch 2. Mode Switch

P03028 07/10

3. Cover


P3-15

SYSTEM TROUBLESHOOTING CHART NOTE: If the following procedures do not correct the problem, contact a factory authorized service center.

Symptom

Pump Does Not Operate

Pump Will Not Prime

Pump Will Not Build Pressure

Possible Causes

Corrective Action

Lube system not grounded.

Correct grounding connections to pump assembly and truck chassis.

Electrical power loss.

Locate cause of power loss and repair. 24 VDC power required. Ensure key switch is ON.

Controller malfunction.

Replace the controller assembly

Solenoid valve malfunctioning.

Replace the solenoid valve assembly

Motor or pump malfunction.

Repair or replace motor and/or pump assembly. Refer to the service manual for rebuild instructions.

Low lubricant supply.

Dirt in reservoir, pump inlet clogged, filter clogged.

Air trapped in lubricant supply line.

Prime system to remove trapped air.

Lubricant supply line leaking.

Check lines and connections to repair leakage.

Vent valve leaking.

Clean or replace vent valve.

Pump worn or scored.

Repair or replace pump assembly. Refer to the service manual for rebuild instructions.

NOTE: Normally during operation, the injector indicator stem will move into the body of the injector when pressure builds. When the system vents and releases pressure, the indicator stem will again move out into the adjusting yoke. Injector Indicator Stem Does Not Operate

Pressure Gauge Does Not Register Pressure

P3-16

Malfunctioning injector - usually indicated by the pump building pressure and then venting.

Replace individual injector assembly.

All injectors inoperative - pump build up not sufficient to cycle injectors.

Service and/or replace pump assembly. Refer to the service manual for rebuild instructions.

No system pressure to the pump motor.

Check hydraulic hose from steering system.

No 24 VDC signal at pump solenoid.

Determine problem in 24 VDC electric system.

Pressure reducing valve not functioning properly.

Refer to Pump Pressure Control.


07/10 P03028

Symptom Pump Pressure Builds Very Slowly Or Not At All

Possible Causes

Corrective Action

No signal at solenoid.

Check timer.

No electric power to controller.

Turn on electric power to pump. “POWER” LED should light, “PUMP ON” LED should light when “MANUAL LUBE” is pressed.

“PUMP ON” LED is lit, But Load Connected To Terminals 3 & 4 Will Not Energize

Printed circuit board failure.

Remove and replace.

Load Connected To Terminals 3 & 4 Energized, But “PUMP ON” LED Does Not Light

Printed circuit board failure or keypad failure.

Remove and replace.

Controller memory mode is off.

Switch controller memory mode to ON.

Injector output adjustment setting too high.

Readjust to lower setting.

Timer/controller cycle time setting too low.

Set to longer cycle time or reevaluate lube requirements.

Injector output adjustment setting too low.

Readjust injector output setting.

Timer/controller cycle time setting does not deliver lubricant often enough.

Set to shorter cycle time or reevaluate lube requirements.

System too large for pump output.

Calculate system requirements per planning manual.

Controller Does Not Operate

Bearing Points Excessively Lubricated

Bearing Points Are Not Sufficiently Lubricated

P03028 07/10


P3-17

PREVENTATIVE MAINTENANCE Use the following maintenance procedures to ensure proper system operation. Daily Lubrication System Inspection 1. Check grease reservoir level. Inspect grease level height after each shift of operation. Grease usage should be consistent from day-to-day operations.

3. Check the grease reservoir level. a. Fill the reservoir as needed. Check the filter bypass indicator when filling the reservoir. Replace the element if grease is bypassing. b. Check the reservoir for contaminants. Clean, if necessary.

• Lack of lubricant usage would indicate an inoperative system. Excessive usage would indicate a broken supply line.

c. Ensure all filler plugs, covers and breather vents on the reservoir are intact and free of contaminants.

2. Check filter bypass indicator when filling reservoir. Replace element if bypassing.

4. Inspect all bearing points for a bead of lubricant around the bearing seal.

3. Check all grease feed line hoses from the SL-1 injectors to the lubrication points.

5. System Checkout

a. Repair or replace all damaged hoses. b. Ensure all air is purged and all new hoses are filled with grease before truck operation. 4. Inspect key lubrication points for a bead of lubricant around the seals. If a lubrication point appears dry, troubleshoot and repair the problem. NOTE: It is good practice to manually lube each bearing point at the grease fitting provided on each Injector. This will indicate if there are any frozen or plugged bearings, and will help flush the bearings of contaminants.

250 Hour Inspection 1. Check all grease hoses from the SL-1 injectors to the lubrication points. See Figure 3-2. a. Repair or replace all worn or broken hoses. b. Ensure all air is purged and all new hoses are filled with grease before truck operation. 2. Check all grease hoses from the pump to the SL-1 injectors. a. Repair or replace all worn or broken hoses. b. Ensure all air is purged and all new hoses are filled with grease before truck operation.

P3-18

a. Remove all SL-1 injector cover caps to allow visual inspection of the injector cycle indicator pins during system operation. b. Start the engine. c. Actuate manual test switch (17, Figure 3-2). The hydraulic motor and grease pump should operate. d. With the grease pressurized, check each SL1 injector assembly. The cycle indicator pin should be retracted inside the injector body. e. When the system reaches 17 237 kPa (2500 psi), the pump should shut off. The pressure in the system should drop to zero, venting back to the grease reservoir. f. With the system vented, check all of the SL-1 injector indicator pins; all of the pins should be visible. Replace or repair injectors, if defective. g. Reinstall all injector cover caps. h. Check controller operation. NOTE: With the engine on, the lube system should activate within 5 minutes. The system should build 13 790 to 17 237 kPa (2000 to 2500 psi) within 25-40 seconds.


07/10 P03028

i. If the system is working properly, the machine is ready for operation. j. If the system is malfunctioning, refer to the troubleshooting chart. 1000 Hour Inspection 1. Check the pump housing oil level. Fill to the bottom of the plug hole with SAE 10W-30 motor oil. Newer models are equipped with a dipstick (3). Remove the dipstick and add oil to the proper level.

P03028 07/10


P3-19

PUMP REBUILD 10. Remove the crankrod assembly (items 1 through 8) from the pump by unscrewing button head screws (11) and pulling out wrist pin bushings (12). Be certain to bleed steering accumulators to relieve hydraulic pressure and to relieve pump outlet grease pressure before removing any hoses or fittings.

11. Remove check seat (27) from reciprocating tube (20). NOTE: There is a 3/8 in. allen head socket in the throat of the check seat housing to facilitate removal.

Disassembly 1. Remove four socket head screws (32, Figure 310). Separate manifold (37) from hydraulic motor (42). 2. Remove pipe plug (45) and drain the crankcase oil from pump housing (46). 3. Remove six screws (28). Remove housing cover (29) and cover gasket (30). 4. Remove inlet screen (60), retaining ring (57) and pull shovel plug (56) from housing tube (55). 5. Remove two socket head screws (44). Separate hydraulic motor (42) from pump housing (46). 6. Remove two outlet pin nuts (50) from the pump housing. 7. Remove the pump subassembly (items 1 through 27) from the pump housing. Pushing the subassembly up with a 19 mm (0.75 in.) diameter wooden or plastic rod against check seat housing (27) is helpful.

12. Unscrew wrist pin anchor (13) from the reciprocating tube and pull the plunger assembly (items 8 through 19) from the tube. 13. Using a 13 mm (0.50 in.) diameter wooden or plastic rod, push cup seal (21) and pump cylinder (23) from the reciprocating tube. 14. Remove pump plunger (19) from plunger rod (16). A spanner wrench, which uses the holes in the pump plunger, is required. 15. Unscrew the plunger rod from plunger tube (10) and slide off cup seal (15), backup washer (14) and wrist pin anchor (13). 16. Unscrew the plunger tube from outlet pin (8). 17. To dismantle the crankrod assembly (items 1 through 7), remove flat head screws (1) and counterweights (2). 18. Remove the small retaining rings (6) and press the crank eccentric (7) out of the ball bearing (8). Support the ball bearing on the inner race.

8. Remove housing tube (55) from the pump housing by inserting a 19 mm (0.75 in.) diameter rod through the inlet holes at the bottom of the housing tube and unscrewing it. 9. Remove bronze bearing (51), O-ring (52), backup washer (53), and O-ring (54) from the housing tube.

P3-20


07/10 P03028

FIGURE 3-10. LUBE PUMP ASSEMBLY 1. Screw 2. Counterweight 3. Retaining Ring 4. Crankrod 5. Retaining Ring 6. Crank Eccentric 7. Ball Bearing 8. Outlet Pin 9. O-Ring 10. Plunger Tube 11. Screw 12. Wrist Pin Bushing 13. Wrist Pin Anchor 14. Backup Washer 15. Cup Seal 16. Plunger Rod 17. Spring 18. Steel Ball 19. Plunger 20. Reciprocating Tube 21. Cup Seal 22. O-Ring 23. Cylinder 24. Ball Cage 25. Steel Ball 26. O-Ring 27. Check Seat 28. Screw 29. Housing Cover 30. Cover Gasket 31. Gauge 32. Screw 33. Override Switch 34. Override Knob 35. Solenoid Valve 36. Connector 37. Manifold 38. Pressure Reducing Valve 39. Flow Control Valve 40. O-Ring 41. Gasket 42. Hydraulic Motor 43. Washer 44. Screw 45. Pipe Plug 46. Pump Housing 47. Backup Ring 48. O-Ring

P03028 07/10

49. O-Ring 50. Outlet Pin Nut 51. Bronze Bearing 52. O-Ring 53. Backup Washer 54. O-Ring 55. Housing Tube 56. Shovel Plug 57. Retaining Ring 58. Orifice Fitting 59. Gasket 60. Inlet Strainer


P3-21

P3-22


07/10 P03028

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.

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 lb in.).

2. Clean and inspect the following parts. Replace if excessive wear is evident:

5. Assemble spring (17), ball (18), and plunger (19) on the plunger rod. Tighten the plunger to 11 - 12 N•m (100 - 110 lb in.).

•

Ball bearing (7)

•

Crank eccentric (6)

•

Crankrod (4)

•

Wrist pin bushings (12)

•

Plunger tube (10)

•

Pump plunger & upper check parts (19, 18 & 17)

•

Pump cylinder (23)

•

Check seat housing/lower check ball (27, 25)

•

Upper bronze bearing (51)

•

Housing tube (55)

•

Shovel plug (56)

•

Reciprocating tube (20)

6. Install reciprocating tube (20) onto wrist pin anchor (13). Tighten to 27 - 34 N•m (20 - 25 lb ft).

8. Assemble the crank rod assembly to the pump with bushings (12) and button head screws (11). Tighten the screws to 11 - 14 N•m (100 - 125 lb in.). 9. Place pump subassembly (items 1 through 26) into pump housing (46). 10. Install new O-ring (54), backup washer (53) and O-ring (52) and bronze bushing (51) into housing tube (55).

Assembly Note: Use Loctite® 242 (or equivalent) thread locker on all torqued, threaded connections. Use extreme care to prevent thread locker from flowing into adjacent areas such as clearance fits and ball check. Allow a minimum of 30 minutes cure time before operating pump. 1. Support ball bearing (7, Figure 3-10) inner race and press crank eccentric (6) into the bore. Install small retaining rings (5). 2. Assemble the ball bearing assembly, large retaining rings (3), and counterweights (2) in crankrod (4), and install flat head screws (1). Tighten to 11 - 12 N•m (100 - 110 lb in.). 3. Using new O-ring (9), install plunger tube (10) on outlet pin (8). Tighten to 11 - 12 N•m (100 110 lb in.).

P03028 07/10

7. Install cup seal (21), O-ring (22), cylinder (23), ball cage (24), ball (25), O-ring (26) and check seat (27) into reciprocating tube (20). Tighten the check seat to 27 - 34 N•m (20 - 25 lb ft).

11. Install housing tube assembly onto pump housing (46). Make sure that reciprocating tube (21) is inserted through both bushings. Using a 19 mm (0.75 in.) diameter rod through the inlet holes at bottom of tube, tighten to 27 - 34 N•m (20 - 25 lb ft). 12. Install shovel plug (56) and retainer (57). 13. Install new backup rings (47), O-rings (48 & 49), and outlet pin nuts (50). Tighten to 41 - 47 N•m (30 - 35 lb ft). 14. Install gasket (41) and motor (42) on pump housing (46). Install washers (43) and socket head screws (44). Tighten to 68 - 75 N•m (50 55 lb ft). 15. Install shovel plug (56) in housing tube (55). Install retaining ring (57).


P3-23

16. Install gasket (30), cover (29) and six selftapping screws (28) on the pump housing. 17. Using new O-rings (40), install manifold (37) on motor (42). Install socket head screws (33). Tighten to 27 - 34 N•m (20 - 25 lb ft). 18. If removed, install pressure reducing valve (38) into manifold (37). Tighten to 27 - 34 N•m (20 25 lb ft). 19. If removed, install flow control valve (39) into manifold (37). Tighten to 27 - 34 N•m (20 - 25 lb ft). 20. If removed, install solenoid valve (34) into manifold (37). Tighten to 20 - 27 N•m (15 - 20 lb ft). 21. With the pump assembly in its normal operating position, add SAE 10W-30 motor oil to the pump housing until the oil is level with the bottom of pipe plug (45) hole. Install the pipe plug.

P3-24


07/10 P03028

SECTION R SYSTEM SCHEMATICS INDEX

HYDRAULIC SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EM3670

HYDRAULIC SYSTEM SCHEMATIC (COLD WEATHER -40C) . . . . . . . . . . . . . . . . . . . . . . . . . . EM7477

BRAKE SYSTEM SCHEMATIC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EL5433

HOOKUP SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS4490

ELECTRICAL WIRING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS4400

CONNECTOR LOCATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .XC2627

R01087

Index

R1-1

NOTES

R1-2

Index

R01087

EM3670-1 FEB 08 HYDRAULIC SCHEMATIC HD1500-7 A30001 & UP

EM7477-1 FEB 08 HYDRAULIC SCHEMATIC COLD WEATHER (-40 C) HD1500-7 A30035 & UP

EL5433-1 NOV 07 BRAKE SCHEMATIC HD1500-7 A30001 & UP

XS4490-3 APRIL 09 HOOKUP SCHEMATIC SHEET 1 - PAGE 1 HD1500-7 w/ SDA12V160 ENGINE A30001 and UP

XS4490-3 APRIL 09 SHEET 1 - PAGE 2



Units 109 & Up

Units 109 & Up

Units 1 - 108

Units 1 - 108

XS4490-3 APRIL 09 HOOKUP SCHEMATIC SHEET 2 - PAGE 1 HD1500-7 w/ SDA12V160 ENGINE A30001 and UP




XS4401-1 AUGUST 08 ELECTRICAL SCHEMATIC INDEX AND SYMBOLS

HD1500-7 w/ SDA12V160 ENGINE A30001 and UP SHEET 1 OF 23

XS4402-1 AUGUST 08 ELECTRICAL SCHEMATIC MAIN POWER & STARTING CIRCUITS


XS4403-1 AUGUST 08 ELECTRICAL SCHEMATIC ELECTRONIC DISPLAY PANEL I/O'S


XS4404-1 AUGUST 08 ELECTRICAL SCHEMATIC ENGINE CONTROLS


XS4405-1 AUGUST 08 ELECTRICAL SCHEMATIC TRANSMISSION INPUTS


XS4406-1 AUGUST 08 ELECTRICAL SCHEMATIC TRANSMISSION CONTROLS


XS4407-2 AUGUST 08 ELECTRICAL SCHEMATIC RCM CONTROLLER INPUTS


XS4408-1 AUGUST 08 ELECTRICAL SCHEMATIC BRAKE SOLENOID CONTROLS


XS4409-1 AUGUST 08 ELECTRICAL SCHEMATIC VHMS CONTROLLER


XS4410-1 AUGUST 08 ELECTRICAL SCHEMATIC CONTROLLER COMMUNICATIONS


XS4411-1 AUGUST 08 ELECTRICAL SCHEMATIC MISCELLANEOUS CONTROL CIRCUITS


XS4412-2 AUGUST 08 ELECTRICAL SCHEMATIC TURN SIGNAL AND BRAKE LIGHTS


XS4413-1 AUGUST 08 ELECTRICAL SCHEMATIC FOG LIGHTS AND HEADLIGHTS


XS4414-1 AUGUST 08 ELECTRICAL SCHEMATIC WORK LAMPS & MISC. CIRCUITS


XS4415-1 AUGUST 08 ELECTRICAL SCHEMATIC AIR CONDITIONER / HEATER CIRCUITS


XS4416-1 AUGUST 08 ELECTRICAL SCHEMATIC 24V/12V POWER CIRCUIT SUMMARY


XS4417-1 AUGUST 08 ELECTRICAL SCHEMATIC 24V POWER CIRCUIT SUMMARY


XS4418-3 APRIL 09 ELECTRICAL SCHEMATIC FRAME & BATTERY GROUND CIRCUITS


XS4419-1 AUGUST 08 ELECTRICAL SCHEMATIC FRAME & ISOLATED GROUND CIRCUITS


XS4420-2 AUGUST 08 ELECTRICAL SCHEMATIC COMPONENT LOCATOR


XS4421-1 AUGUST 08 ELECTRICAL SCHEMATIC CIRCUIT NUMBER IDENTIFIER LOCATOR


XS4422-1 MARCH 09 ELECTRICAL SCHEMATIC HOT START SYSTEM (STANDARD SPEC)


XS4423-1 MARCH 09 ELECTRICAL SCHEMATIC HOT START SYSTEM (-50°C SPEC)


XC2627-0 MARCH 11 CONNECTOR LOCATOR HD1500-7 w/ SDA12V160 ENGINE A30109 & UP SHEET 1 OF 4




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