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DG728

330M A10190 Thru 330M A10211

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.

This material is proprietary to Komatsu Mining Systems, Inc. and is not to be reproduced, used, or disclosed except in accordance with written authorization from Komatsu Mining Systems, Inc. It is the policy of the Company to improve products whenever it is possibl 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 distributor for information on the latest revision.

CALIFORNI Proposition 65 Warning Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects and othe reproductive harm.

FOREWORD This Manual is written for use by the service technician and is designed to help the technician become fully knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance personnel should read and understand the materials in this manual before performing maintenance and/or operational checks on the truck. All safety notices, warnings and cautions should be understood and followed when accomplishing repairs on the truck. The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed repairs. The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict a specific model. This manual shows dimensioning of U.S. standard and metric (SI) units throughout and 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 general information section and individual torques are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque. All torque specifications have ±10% tolerance unless otherwise specified. A Product Identification plate is normally located on the truck frame upright in front of the left side front wheel and designates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W. (Gross Vehicle Weight) rating. ®

The HAULPAK Model designation consists of three numbers and one letter (i.e. 330M). The three numbers represent the basic truck model. The letter "M" designates a Mechanical drive and the letter "E" designates an Electrical propulsion system. 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 Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other components. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight (GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload. To determine allowable payload: Service all lubricants for proper level and fill fuel tank of empty truck (which includes all accessories, body liners, tailgates, etc.) and then weigh truck. 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 should be removed as often as practical. Exceeding the allowable payload will reduce expected life of truck components.

A00019

Introduction

A-1

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

“DANGER” identifies a specific potential hazard WHICH WILL RESULT in either INJURY OR DEATH if proper precautions are not taken.

“WARNING” identifies a specific potential hazard WHICH MAY RESULT in either INJURY OR DEATH if proper precautions are not taken.

“CAUTION” is used for general reminders of proper safety practices OR to direct the reader’s attention to avoid unsafe or improper practices which may result in damage to the equipment.

A-2

Introduction

A00019

TABLE OF CONTENTS

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

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

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

ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . C

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

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

DRIVE AXLE, SPINDLES AND WHEELS

. . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K

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

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

OPERATOR’S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N

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

ALPHABETICAL INDEX

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

A00019

Introduction

A-3

KOMATSU 330M HAULPAK TRUCK

A-4

Introduction

A00019

SECTION A

GENERAL INFORMATION

INDEX

TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . A2-1

GENERAL SAFETY AND TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . A3-1

WARNINGS AND CAUTIONS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1

CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1

STANDARD MAINTENANCE VALUES

A01004

. . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1

Index

A1-1

NOTES

A1-2

Index

A01004

MAJOR COMPONENTS AND SPECIFICATIONS ENGINE

POWER STEERING

The 330M Truck is powered by a Komatsu diesel engine.

The 330M is equipped with full hydraulic power steering. The system includes an electric motor driven pump which automatically provides emergency power if the steering pump hydraulic flow is reduced below an established minimum.

TRANSMISSION The TORQFLOW transmission consists of a 3-element, single-stage, two-phase torque converter and a planetary gear, multiple disc clutch transmission which is hydraulically actuated and force-lubricated for optimum heat dissipation. The TORQFLOW transmission is capable of seven (7) forward speeds and one (1) reverse gear. Automatic shifting is controlled by electronic shift control 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.

BRAKE SYSTEM Depressing the brake pedal actuates front and rear air-over-hydraulic service brakes. The front service brakes are caliper disc type. The rear service brakes are oil-cooled, multiple-disc brakes (acts also as retarder).

RETARDER FINAL DRIVE ASSEMBLY The final drive consists of a plug-in differential with planetary wheel drive.

The operator can manually apply the rear oil-cooled, multiple-disc retarder brakes by moving the retarder contol lever which is mounted on the steering column. These brakes are automatically activated when the engine speed exceeds the rated revolutions of the shift position.

OPERATOR’S CAB The Operator’s Cab is spacious and comfortable and includes wide windows all around for excellent visibility. All pedals, controls and instruments are arranged for maximum efficiency and ease of operation. The electronic display/monitoring panel keeps the operator informed of the truck’s operating systems. Audible alarms and lights warn the operator of system malfunctions.

A02039

SUSPENSION Hydro-pneumatic suspension cylinders are used at each wheel to reduce shock and provide riding comfort for the operator and machine stability.

Major Components and Specifications

A2-1

330M MAJOR COMPONENTS

A2-2

Major Components and Specifications

A02039

SPECIFICATIONS ENGINE

SERVICE CAPACITIES

Komatsu . . . . . . . . . . . . . . . SA12V140Z-1

. . . . . . . . . . . . . . Liters Engine . . . . . . . . . . . 147 (Includes Lube Oil Filters) Cooling System . . . . . . 256 Fuel Tank . . . . . . . . . . 1250 Transmission . . . . . . . . 125 And Torque Converter Steering & Hoist System . . . 248 Tank Only . . . . . . . . 145 Brake Cooling System . . . 366 Tank Only . . . . . . . . . 248 Final Drive Case . . . . . . . 250 Differential & both planetaries

Number of Cylinders . . . . . . . . . . . . . . . 12 Operating Cycle . . . . . . . . . . . . . . 4-Stroke Rated 783 kW (1050 SAE Brake HP) @ 2000 RPM Flywheel . . 753 kW ( 1010 SAE HP) @ 2000 RPM Maximum torque 4631 N.m (3415 lb-ft) @ 1400 RPM

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

61.9 Km/h (38.5 MPH)

. U.S. Gallons . . . . . . (39) . . . . . . (66) . . . . . (330) . . . . . . (33) . . . . . (65.5) . . . . . (38.3) . . . . . (96.6) . . . . . (65.5) . . . . . . (66)

HYDRAULIC SYSTEM The steering/hoisting and retarder cooling circuits are independent circuits. Load sensing steering system controls the flow to the steering circuit in accordance with demand. Hydraulic Pumps . . . . . 2-Separate Gear Pumps Steering/Hoist Functions Flow rated at . . . 636 l/min. (168 U.S. gal/min.) Retarder Cooling Flow rated at . . 1001 l/min. (264 U.S. gal/min.) Hoist Control Valve . . . . . . . . . . . Spool Type Positions . . . . . Raise, Hold, Float, and Lower

FINAL DRIVE ASSEMBLY Final Drive . . . . . . . . . . . Plug-in Differential . . . . . . . . . . . . . with Planetary Wheel Drive Reduction Ratios: Bevel Set . . . . . . . . . . . . . . . . . . 3.47:1 Planetary Final Drive . . . . . . . . . . . . 6.50:1 Total Reduction . . . . . . . . . . . . . . 22.54:1

Batteries . . . . . . . . . . 4 x 12V / 200 Amp Hr. . . . . . . . . . . . . . 1450 Cold Cranking Amps Alternator . . . . . . . . 24 Volt, 75 Ampere Output Lighting . . . . . . . . . . . . . . . . . . .

24 Volt

Starter . . . . . . . . . . . . . . . . . One 24-Volt

AIR SYSTEM

A02039

Relief Valve Setting . . . .

210 kg/cm (3,000 psi)

SERVICE BRAKES Actuation: . . . . . . . . . . . . Air-Over-Hydraulic Front . . . . . . . . . . . . . Caliper Disc Brakes Rear . . . . . . . . . . . Oil-Cooled, Multiple-Disc . . . Act as both Service and Retarder Brakes

ELECTRIC SYSTEM

Compressor . . . .

Hydraulic Cylinders Hoisting . . . . . . . 2-Stage Telescoping Piston Steering . . . . . . . . . . . Double Acting Piston

0.85 m /min . . . . (30 cfm)

Retarder Brakes: Normally Applied . . . . Manually By Operator. Automatically Actuated . . . . . . . . . . . . . when engine speed exceeds the rated revolutions of the shift position for the transmission. Parking Brake: . . . Spring-loaded, Caliper Disc . . . . . . . . . . . . . Actuates On Drive Shaft Emergency Brakes: An emergency relay valve actuates the brakes automatically should air pressure in the air tank drop below a pre-set value. Manual operation is also possible.

Major Components and Specifications

A2-3

STEERING

WEIGHT DISTRIBUTION

Min Turning Radius . . . . . . . . . . 9.9 m (32’ 6")

Based on SAE 2:1 Heaped . . . . 60 m (78 yds ) (w/Komatsu Engine; and 27.00R49 Tires)

Automatic Emergency Steering

. . . . . Standard

TIRES Rock Service (E-3) . . . . . . . . . . . . Tubeless Standard . . . . . . . . . . . . .

27.00R49XRBT

EMPTY . . . . . . . . Kilograms Front Axle . . . . . . . 33 145 Rear Axle . . . . . . . 35 905 Total . . . . . . . . . . 69 050

. . . Pounds . . . . 73,080 . . . . 79,170 . . . 152,250

LOADED (100 Ton PAYLOAD) . . . . . . . . . . . . . Kilograms Front Axle . . . . . . . 54 080 Rear Axle . . . . . . 112 320 Total * . . . . . . . . 166 400

. . . Pounds . . . 119,280 . . . 247,720 . . . 367,000

Rim Size . . . 50 cm X 124.4 cm (19.5 in. X 49 in.) . . . . . . . . . . . . . . . . Separable Tire Rims

DUMP BODY CAPACITY (Standard) 3

Struck . . . . . . . . . . . . .

38.6 m (50.5 yds )

Heaped @ 2:1 (SAE) . . . . .

60.1 m (78.7 yds )

* Not to Exceed 166 400 kg (367,000 lbs.). Including Options, Fuel & Payload

OVERALL TRUCK DIMENSIONS Loading Height . . . . . . . . . . . 4.29 m (14’ 1") Minimum Clearance Height (Empty)

5.27 m (17’ 3")

Overall Length . . . . . . . . . .

10.47 m (34’ 4")

Maximum Width . . . . . . . . . . . 5.68 m (18’ 7")

OVERALL TRUCK DIMENSIONS All dimensions shown are with 27.00-49 tires.

A2-4

Major Components and Specifications

A02039

GENERAL SAFETY This safety section also contains precautions for optional equipment and attachments.

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

SAFETY RULES •

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

•

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

•

When working with another operator or a person on worksite traffic duty, be sure all personnel understand all hand signals that are to be used.

SAFETY FEATURES •

Be sure all guards and covers are in their proper position. Have guards and covers repaired if damaged. (See Walk-Around Check, Page 3-17 )

•

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

•

NEVER remove any safety features. ALWAYS keep them in good operating condition.

•

Improper use of safety features could result in serious bodily injury or death.

CLOTHING AND PERSONAL PROTECTIVE ITEMS •

Avoid loose clothing, jewelry, and loose long hair. They can catch on controls or in moving parts and cause serious injury or death. Also, do not wear oily clothes because they are flammable.

•

Wear a hard hat, safety glasses, safety shoes, mask or gloves when operating or maintaining the machine. Always wear safety goggles, hard hat and heavy gloves if your job involves scattering metal chips or minute materials--this is so particularly when driving pins with a hammer and when cleaning the air cleaner element with compressed air. Check also that there is no one near the machine.

UNAUTHORIZED MODIFICATION •

Any modification made without authorization from Komatsu can create hazards.

•

Before making a modification, consult your Komatsu distributor. Komatsu will not be responsible for any injury or damage caused by any unauthorized modification.

A03011 4/98

General Safety and Operating Instructions

A3-1

STANDING UP FROM THE SEAT •

To prevent any accident occurring if you should touch any control lever that is not locked, always carry out the following before standing up from the operator’s seat.

•

Place the gear shift lever at neutral and set the parking lever to the PARKING position.

•

Lower the dump body, set the dump lever to the HOLD position, then apply the lock.

•

Stop the engine. When leaving the machine, always lock everything. Always remember to take the key with you. If the machine should suddenly move or move in an unexpected way, this may result in serious bodily injury or death.

MOUNTING AND DISMOUNTING •

NEVER jump on or off the machine. NEVER get on or off a moving machine.

•

When getting on or off the machine, face the machine and use the handhold and steps.

•

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

•

Always maintain three-point contact with the handholds and steps to ensure that you support yourself.

•

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

•

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

•

Use the handrails and steps marked by arrows in the diagram below when getting on or off the machine. A: For use when getting on or off the machine from the left door. B: For use when getting on or off the machine from the engine hood or right door.

FIRE PREVENTION FOR FUEL AND OIL Fuel, oil, and antifreeze can be ignited by a flame. Fuel is particularly FLAMMABLE and can be HAZARDOUS. •

Keep flame away from flammable fluids.

•

Stop the engine and do not smoke when refueling.

•

Tighten all fuel and oil tank caps securely.

•

Refueling and oiling should be made in well ventilated areas.

•

Keep oil and fuel in the determined place and do not allow unauthorized persons to enter.

A3-2

General Safety and Operating Instructions

A03011 4/98

PRECAUTIONS WHEN HANDLING AT HIGH TEMPERATURES •

Immediately after operations, the engine cooling water, engine oil, differential and final drive case oil, and hydraulic oil are at high temperature and are under pressure. If the cap is removed or the oil or water is drained or the filters are replaced, there is danger of serious burns. Always wait for the temperature to go down, and carry out the operation according to the specified procedure.

•

To prevent hot water from spurting out: 1) Stop the engine. 2) Wait for the water temperature to go down. 3) Turn the cap slowly to release the pressure before removing the cap.

•

To prevent hot oil from spurting out: 1) Stop the engine. 2) Wait for the oil temperature to go down. 3) Turn the cap slowly to release the pressure before removing the cap.

ASBESTOS DUST HAZARD PREVENTION Asbestos dust can be HAZARDOUS to your health if it is inhaled. If you handle materials containing asbestos fibers, follow these guidelines as given below: •

NEVER use compressed air for cleaning.

•

Use water for cleaning to keep down the dust.

•

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

•

Use an approved respirator if necessary.

PREVENTION OF INJURY BY WORK EQUIPMENT •

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

FIRE EXTINGUISHER AND FIRST AID KIT •

Be sure fire extinguishers have been provided and know how to use them.

•

Provide a first aid kit at the storage point.

•

Know what to do in the event of a fire.

•

Be sure you know the phone numbers of persons you should contact in case of an emergency.

A03011 4/98

General Safety and Operating Instructions

A3-3

PRECAUTIONS WHEN USING ROPS •

If ROPS is installed, the ROPS must never be removed when operating the machine.

•

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

•

The Komatsu ROPS fulfills all of the regulations and standards for all countries, but if it is rebuilt without authorization or is damaged when the machine rolls over, the strength will drop and it will not be able to fulfill its function properly. It can only display its performance if it is repaired or modified in the specified way.

•

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

•

Even if the ROPS is installed, it cannot show its full effect if the operator does not fasten the seat belt properly. Always fasten the seat belt when operating.

PRECAUTIONS FOR ATTACHMENTS •

When installing and using an optional attachment, 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 or your 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.

A3-4

General Safety and Operating Instructions

A03011 4/98

PRECAUTIONS DURING OPERATION BEFORE STARTING ENGINE SAFETY AT WORKSITE •

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

•

Examine the road surface in the jobsite and determine the best and safest method of operation.

•

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

•

If you need to operate on a road, protect pedestrians and cars by designating a person for worksite traffic duty or by installing fences around the worksite.

•

Check the river bed condition, and depth and flow of water before crossing shallow parts of river. NEVER be in water which is in excess of the permissible water depth.

•

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

•

Always determine the travel roads in the worksite and maintain them so that it is always safe for the machines to travel.

FIRE PREVENTION •

Thoroughly remove wood chips, leaves, paper and other flammable things accumulated in the engine compartment. They could cause a fire.

•

Check fuel, lubrication, and hydraulic systems for leaks. Have any leaks repaired. Wipe up any excess oil, fuel or other flammable fluids.

•

Be sure a fire extinguisher is present and working.

•

Do not operate the machine near any flame.

IN OPERATOR’S CAB •

Do not leave tools or spare parts lying around in the operator’s compartment. They may damage or break the control levers or switches. Always put them in the tool box on the right side of the machine.

•

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

•

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

VENTILATION FOR ENCLOSED AREAS •

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

A03011 4/98

General Safety and Operating Instructions

A3-5

KEEP MIRRORS, WINDOWS, AND LIGHTS CLEAN •

Remove any dirt from the surface of the windows or lights to ensure good visibility.

•

Adjust the rear view mirror to a position where the operator can see best from the operator’s seat, and keep the surface of the mirror clean. If any glass should break, replace it with a new part.

•

Check that the machine is equipped with the head lamps and working lamps needed for the operating conditions. Check that all the lamps light up properly.

A3-6

General Safety and Operating Instructions

A03011 4/98

OPERATING MACHINE WHEN STARTING ENGINE •

Walk around your machine again just before mounting it, checking for people and objects that might be in the way.

•

NEVER start the engine if a warning tag has been attached to the control.

•

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

•

Start and operate the machine only while seated.

•

Do not allow any person other than the operator in the operator’s compartment or any other place on the machine.

•

For machines equipped with a back-up alarm buzzer, check that the alarm buzzer works properly.

CHECK WHEN TRAVELING IN REVERSE Before operating the machine or work equipment, do as follows: •

Sound the horn to warn people in the area.

•

Check that there is no one near the machine. Be particularly careful to check behind the machine.

•

If necessary, designate a person to check the safety. This is particularly necessary when traveling in reverse.

•

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

•

Do not allow any one to enter the line of travel of the machine. This rule must be strictly observed even on machines equipped with a back-up alarm or rear view mirror.

TRAVELING •

When traveling on rough ground, travel at low speed. When changing direction, avoid turning suddenly.

•

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

•

If the engine should stop when the machine is traveling, the steering wheel will not work, and it will be dangerous to drive the machine. Apply the brakes immediately and stop the machine.

TRAVELING ON SLOPES •

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

•

Do not change direction on slopes. To ensure safety, go down to level ground before turning.

•

Do not travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the machine slip on even the slightest slope. Take all possible steps to avoid traveling sideways, and always keep the travel speed low.

•

When traveling downhill, use the retarder brake to reduce speed. Do not turn the steering wheel suddenly. Do not use the foot brake except in an emergency.

•

If the engine should stop on a slope, apply the brakes fully and apply the parking brake, also, to stop the machine.

A03011 4/98

General Safety and Operating Instructions

A3-7

ENSURE GOOD VISIBILITY •

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

•

Stop operations if the visibility is poor, such as in mist, snow, or rain, and wait for the weather to improve to a condition that allows the operation to be carried out safely.

OPERATE CAREFULLY ON SNOW •

When working on snowy or icy roads, there is danger that the machine may slip to the side on even the slightest slope, so always travel slowly and avoid sudden starting, turning, or stopping.

•

Be extremely careful when carrying out snow-clearing operations. The road shoulder and other objects are buried in the snow and cannot be seen.

•

When traveling on snow-covered roads, always install tire chains.

AVOID DAMAGE TO DUMP BODY •

When working in tunnels, on bridges, under electric cables, or when entering a parking place or any other place where there are height limits, always drive extremely carefully and lower the dump body completely before driving the machine.

DO NOT GO CLOSE TO HIGH-VOLTAGE CABLES •

Going close to high-voltage cables can cause electric shock. Always maintain the safe distance given below between the machine and the electric cable. Voltage

Min. Safety Distance

6.6 kV

10 ft

33.0 kV

14 ft

66.0 kV

17 ft

154.0 kV

27 ft

275.0 kV

10 m

33 ft

•

The following actions are effective in preventing accidents: 1) Wear shoes with rubber or leather soles. 2) Use a signalman to give warning if the machine approaches too close to the electric cable.

•

If the work equipment should touch the electric cable, the operator should not leave the operator’s compartment.

•

When carrying out operations near high voltage cables, do not let anyone come close to the machine.

•

Check with the electricity company about the voltage of the cables before starting operations.

A3-8

General Safety and Operating Instructions

A03011 4/98

WHEN DUMPING •

Before starting the dumping operation, check that there is no person or object behind the machine.

•

Stop the machine in the correct position, and check again that there is no person or object 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 carrying out dumping operations on slopes, the machine stability will become poor and there is danger that it may tip over. Always carry out such operations extremely carefully.

•

Do not travel with the dump body raised.

WORKING ON LOOSE GROUND •

Avoid operating your machine too close to the edge of cliffs, overhangs, and deep ditches. If these areas collapse, your machine could fall or tip over and result in serious injury or death. Remember that the soil after heavy rain or blasting is weakened in these areas.

•

Earth laid on the ground and the soil near ditches are loose. They can collapse under the weight or vibration of your machine.

•

When operating in places where there is danger of falling rocks or danger of the machine turning over, always install ROPS and a seat belt.

WHEN LOADING •

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

•

Do not leave the operator’s seat during the loading operation.

PARKING THE MACHINE •

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

•

When parking on public roads, provide fences and signs, such as flags or lights, on the machine to warn pedestrians and other vehicles. Be sure that the machine, flags, or lights do not obstruct the traffic.

•

Before leaving the machine, lower the dump body fully, set the parking lever to the PARKING position, stop the engine, then lock everything. Always take the key with you.

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BATTERY BATTERY HAZARD PREVENTION •

Battery electrolyte contains sulfuric acid and can quickly burn the skin and eat holes in clothing. If you spill acid on yourself, immediately flush the area with water.

•

Battery acid could 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 you accidentally drink acid, drink a large quantity of water or milk, beaten egg 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 starting switch to the OFF position.

•

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

•

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

•

Tighten the battery cap securely.

•

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

STARTING WITH BOOSTER CABLES •

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

•

When starting from another machine, do not allow the two machines to touch.

•

Be sure to connect the positive (+) cable first when installing the booster cables. Disconnect the ground or negative (-) cable first when removing them.

•

If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. This is dangerous, so be sure to work carefully.

•

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, be sure to connect it as far as possible from the battery.

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TOWING WHEN TOWING, FIX WIRE TO HOOK •

Towing in the wrong way may lead to serious personal injury or damage.

•

When using another machine to tow this machine, use a wire rope with ample strength for the weight of this machine.

•

Never tow a machine on a slope.

•

Do not use any towing rope that has kinks or is twisted.

•

Do not stand astride the towing cable or wire rope.

•

When connecting a machine that is to be towed, do not let any one come between the towing 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 machine, and secure it in position. (For towing method, see page 3-28.)

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PRECAUTIONS FOR MAINTENANCE

BEFORE CARRYING OUT MAINTENANCE WARNING TAG •

If others start the engine or operate the controls while you are performing service or lubrication, you could suffer serious injury or death.

•

ALWAYS attach the WARNING TAG to the control lever in the operator’s cab to alert others that you are working on the machine. Attach additional warning tags around the machine, if necessary.

•

These tags are available from your Komatsu distributor. (Part No. 09963-03000)

PROPER TOOLS •

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

PERIODIC REPLACEMENT OF CRITICAL PARTS •

Periodically replace parts used to insure safety or prevent accident. (See "PERIODIC REPLACEMENT OF COMPONENT PARTS FOR SAFETY DEVICES", Section 4.)

•

Replace these components periodically with new ones, regardless of whether or not they appear to be defective. These components deteriorate over time.

•

Replace or repair any such components if any defect is found, even though they have not reached the time specified.

STOPPING THE ENGINE BEFORE SERVICE •

When carrying out inspection or maintenance, always stop the machine on firm flat ground, lower the dump body, then stop the engine.

•

If the engine must be run during service, such as when cleaning the radiator, always set the transmission lever to the neutral position and the parking brake lever to the PARKING position. Always carry out the work with two people. One person should sit on the operator’s seat so that he can stop the engine if necessary. NEVER move any controls you do not need to operate.

•

When servicing the machine, be careful not to touch any moving part or get your clothes caught.

•

Put blocks under the wheels.

•

When carrying out service with the dump body raised, always place the dump lever at the HOLD position, apply the lock, and insert the safety pins securely.

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DURING MAINTENANCE PERSONNEL •

Only authorized personnel can service and repair the machine. Extra precaution should be used when grinding, welding, and using a sledge-hammer.

ATTACHMENTS •

Place attachments that have been removed from the machine in a safe place so that they do not fall. If they fall on you or others, serious injury could result.

WORK 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.

KEEP THE MACHINE CLEAN •

Spilled oil or grease, or scattered tools or broken pieces are dangerous because they may cause you to slip or trip. Always keep your machine clean and tidy.

•

If water gets into the electrical system, there is danger that the machine may not move or may move unexpectedly. Do not use water or steam to clean the sensors, connectors, or the inside of the operator’s compartment.

RULES TO FOLLOW WHEN ADDING FUEL OR OIL •

Spilled fuel and oil may cause you to slip, so always wipe it up immediately.

•

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

•

Never use fuel for washing any parts.

•

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

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RADIATOR WATER LEVEL •

If it is necessary to add water to the radiator, stop the engine and allow the engine and radiator to cool down before adding the water.

•

Slowly loosen the caps to relive pressure before removing the caps.

USE OF LIGHTING When checking fuel, oil, coolant, or battery electrolyte, always use lighting with anti-explosion specifications. If such lighting equipment is not used, there is danger or explosion.

PRECAUTIONS WITH BATTERY •

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

HANDLING HIGH-PRESSURE HOSES •

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

•

Always repair any loose or broken fuel hoses or oil hoses. If fuel or oil leaks, it may cause a fire.

PRECAUTIONS WITH HIGH PRESSURE OIL •

Do not forget that the work equipment circuits are always under pressure.

•

Do not add oil, drain oil, or carry out maintenance or inspection before completely releasing the internal pressure.

•

If oil is leaking under high pressure from small holes, it is dangerous if the jet of high-pressure oil hits your skin or enters your eyes. Always wear safety glasses and thick gloves, and 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.

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PRECAUTIONS WHEN CARRYING OUT MAINTENANCE AT HIGH TEMPERATURE OR HIGH PRESSURE •

Immediately after stopping operations, the engine cooling water and oil at all parts are at high temperature and under high pressure. In this condition, if the cap is removed, or the oil or water are drained, or the filters are replaced, it may result in burns or other injury. Wait for the temperature to go down, then carry out the inspection and maintenance in accordance with the procedures given in this manual.

ROTATING FAN AND BELT •

Keep away from rotating parts and be careful not to let anything get caught in them.

•

If your body or tools touch the fan blades or fan belt, they may be cut off or sent flying, so never touch any rotating parts.

WASTE MATERIALS •

Never dump waste oil in a sewer system, rivers, etc.

•

Always put oil drained from your machine in containers. Never drain oil directly on the ground.

•

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

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TIRES HANDLING TIRES If tires are not used under the specified conditions, they may overheat and burst or be cut and burst by sharp stones on rough road surfaces. This may lead to serious injury or damage. To maintain safety, always keep 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 values given in this manual for the tire inflation pressure and permissible speed are general values. The actual values may differ depending on the type of tire and the condition under which they are used. For details, please contact your Komatsu distributor or tire maker. If the tires become hot, a flammable gas is produced, and this may ignite. It is particularly dangerous if the tires become overheated when the tires are under pressure. If the gas generated inside the tire ignites, the internal pressure will suddenly rise, and the tire will explode, and this may lead to serious personal injury. Explosions differ from punctures or tire bursts, because the destructive force is extremely large. Therefore, the following operations are strictly prohibited when the tire is under high internal pressure: •

Welding the rim

•

Building fires or carrying out welding near the wheel or tire.

If you do not understand the proper procedure for carrying out maintenance or replacement of the wheel or tire, and you use the wrong method, the wheel or tire may burst and cause serious injury or damage. When carrying out such maintenance, please consult your Komatsu distributor or tire maker.

STORING TIRES AFTER REMOVAL •

As a basic rule, store the tires in a warehouse which unauthorized persons cannot enter. If the tires are stored outside, always erect a fence around the tires and put up "No Entry" and other warning signs that even young children can understand.

•

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

•

If the tire should fall over, get out of the way quickly. The tires for construction equipment are extremely heavy, so trying to hold the tire may lead to serious injury.

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OPERATING INSTRUCTIONS PREPARING FOR OPERATION The safest trucks are those which have been properly prepared for operation. At the beginning of each shift, a careful check of the truck should be made by the operator before attempting to start the engine. Vehicle breakdowns and UNSCHEDULED downtime and loss of production can be reduced. 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, as well as use and care of the safety equipment on the truck. Only qualified operators or technicians should attempt to operate or maintain the truck. Safe practices start before the operator gets to the equipment! • Wear the proper clothing. Loose fitting clothing, unbuttoned sleeves and jackets, jewelry, etc., can catch on a protrusion and cause a potential hazard. •Always use the personal safety equipment provided for the operator such as hard hat, safety shoes, safety glasses or goggles. There are some conditions when protective hearing devices should also be worn for operator safety. • When walking to and from the truck, maintain a safe distance from all machines even if the operator is visible.

At The Truck - Ground Level Walk Around Inspection At the beginning of each shift, a careful walk around inspection of the truck should be made before the operator attempts engine start-up. A walk around inspection is a systematic ground level inspection of the truck and its components to insure that the truck is safe to operate before entering the operator’s cab. Start at the left front corner of the truck (see illustration, next page), and move in a counter-clockwise direction, front-to-rear, across the rear, and continuing forward up the opposite side of the truck to the original starting point. If these steps are taken in sequence, and are repeated from the same point and in the same direction before every shift, many potential problems may be avoided.

If problems or potential problems are found during the “walk-around”, be sure to notify maintenance.

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Local work practices may prevent an operator from performing all tasks suggested here, but to the extent permitted, the operator should follow this or similar routine. 1. Start at left front of truck (see illustration, next page). While performing the walk around inspection, visually inspect all lights and safety equipment for external damage from rocks or misuse. Make sure lenses are clean and unbroken. 2. Move behind the front of the left front tire, inspect the hub and brake assemblies for leaks and any abnormal conditions. Check that the air system cooler is clean and not covered with mud, etc. Check that all suspension attaching hardware is secure and inspect for evidence of wear. Check that the suspension extension (exposed piston rod) is correct, and that there are no leaks. 3. Inspect fan and air conditioner belts for correct tension, obvious wear, and tracking. Inspect fan guard for security and condition. 4. Look overhead at bottom of cab and check for leakage of the steering control valve and/or hoses. 5. Move outboard of the front wheel, and inspect attaching lugs/wedges to be sure all are tight and complete. Check tires for cuts, damage or “bubbles” and that inflation appears to be correct. 6. Move behind the rear of the front wheel, inspect for leaks at hub or brakes or any unusual conditions. Inspect suspension hardware to be sure it is all in place. Inspect the tie-rod pivots and steering cylinder for proper greasing, and for security of all parts. Inspect for any hydraulic leaks. 7. Check pumps on front of transmission for leakage and that all parts are secure. Also check the transmission filter for leaks. 8. Inspect sight glass for transmission oil level. With engine stopped, hydraulic fluid should be between the upper two marks. (Refer to decal on transmission oil pan.) Notify maintenance if oil appears to be low.

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START HERE

330M "WALK-AROUND" INSPECTION NOTE: Engine Oil and Transmission Oil levels are checked most accurately when engine is running and all systems are at normal operating temperatures. Refer to Section 4, LUBRICATION & SERVICE, 10 Hour (Daily) Inspection for these procedures.

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General Safety and Operating Instructions

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9. Move to the side of the hyd rau li c ta nk and check the hydraulic fluid levels for both the Steering & Hoist tank (1) and the Brake Cooling Oil tank (2). Oil should be visible in each sight glass with engine stopped and body down. 10. Move on around the hydraulic tank and in front of the rear dual tires, inspect the hoist cylinder for any damage and leaks, also that lower guard is in place. Inspect both upper and lower hoist cylinder pins for security, and for proper greasing.

17. Move on around the right dual tires, inspect between the tires for rocks, and for condition of the rock ejector, inspect the tires for cuts or damage, and for correct inflation. 18. Perform same inspection for wheel lugs/wedges, wheel cover latches, and for leaks that was done on the left hand dual wheels. 19. Move in front of right dual tires, and inspect the hoist cylinder the same as was done on the left side. 20. Move on around the fuel tank, inspect the attaching hardware for the fuel tank at the upper saddles, and then at the lower back of the tank for the security and condition of the mounts.

11. Before leaving this position, look to see that there is no leakage or any other unusual condition with transmission or drive shaft. 12. Move on around the dual tires, check to see that all lugs/wedges are in place and tight. Inspect wheel for any leakage that may be coming from inside the wheel housing that would indicate planetary leakage. Check dual tires for cuts, damage or “bubbles” and that inflation appears to be correct. Inspect for any rocks that might be lodged between dual tires, and that rock ejector is in good condition and straight so that it can not damage a tire. 13. Inspect left rear suspension for damage and for proper inflation, and that there are no leaks. Inspect also for proper greasing, and that covers over the chromed piston rod are in good condition. 14. Check final drive housing breather. Replace breather if obstructed. Check for leakage around final drive housing and oil disc brake housings and the hoses connected to the housings. 15. While standing behind final drive housing, look up to see that rear lights are in good condition, along with back up horns. Inspect linkage rods to see that they are getting proper greasing in all pin locations. Also look at both body hinge pins for greasing and any abnormal condition. Drain moisture from rear brake air tank by pulling chain (1) on moisture drain valve.

16. Perform the same inspection on the right rear suspension as done on the left.

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Inspect the fuel gauge (2) and note the quantity indicated. Compare this indication later against the fuel gauge reading in the instrument panel of the operator cab. 21. Move in behind the right front wheel, and inspect the tie-rod pivots and steering cylinder for proper greasing, and for security of all parts. Be sure the suspension protective cover is in good condition. Check suspension attaching hardware and suspension extension, as well as greasing and attaching hardware for the steering cylinder. 22. Move out and around the right front wheel, inspect that all lugs/wedges are in place and tight. 23. Move in behind the front of the right front wheel, check hub and brakes for leaks and any unusual condition. Inspect the engine compartment for any leaks and unusual condition. Inspect the fan guard, and belts also for any rags or debris behind radiator. 24. With engine stopped, check engine oil level. The dipsticks of some engines may be marked on both sides; one side marked “With Engine Stopped”, and other side marked “With Engine Running”. Normal check is with engine running, and at operating temperature. Refer to Section 4, Lubrication & Service, 10 Hour (Daily) Inspection. Check that the engine oil filters or oil lines to filters are not leaking.

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25. Move on around to the right front of the truck. 26. When moving in front of the radiator, inspect for any debris that might be stuck in front of the radiator and remove it. Check for any coolant leaks. Inspect all headlamps and fog lights. 27. Before climbing ladder to first level, be sure ground level engine shutdown switch is “ON”. (If truck is equipped with this feature.) 28. Climb ladder to main deck. Always use grab rails and ladder when mounting or dismounting from the truck. Clean ladder and hand rails of any foreign material, such as ice, snow, oil or mud.

Always mount and dismount ladders facing the truck. Never attempt to mount or dismount while the truck is in motion. 29. When checking coolant in radiator, use coolant level sight gauge (2). Check that water level is between FULL and LOW. If water is low, add water though water filler (1) to FULL level.

32. Check air cleaner indicator (1). If the RED area is showing in the indicator, the air filt er must be cleaned/replac ed before operating truck. 33. Clean cab windows and mirrors; clean out cab floor as necessary. Insure steering wheel, controls and pedals are free of any oil, grease or mud. 34. Stow personal gear in cab so that it does not interfere with any operation of the truck. Dirt or trash buildup, specifically in the operator’s cab, should be cleared. Do not carry tools or supplies in cab of truck or on the deck. 35. Adjust seat and steering wheel so that it is comfortable for use. 36. Be familiar with all control locations and functions BEFORE operating truck. Read this “Operation - Section 3" COMPLETELY and be certain to understand all discussions in the OPERATOR CONTROLS AND INSTRUMENT PANEL section.

If engine has been running, allow coolant to cool, before removing the fill cap or draining radiator. Serious burns may result if coolant is not allowed to cool. If it is necessary to remove radiator cap, shut down engine (if running), and relieve coolant pressure SLOWLY before removing radiator cap. After adding water tighten cap securely.

30. Inspect battery box cover for looseness or damage. Check the brake c h am be rs fo r leaks, damage, etc. Check brake fluid level (2). 31 . Drain moisture fro m tank s by pulling chains (1) on moisture drain valves. Check air tanks and lines for leaks.

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ENGINE START-UP SAFETY PRACTICES

Insure adequate ventilation before start-up, if the truck is in an enclosure. Exhaust fumes are dangerous!

• Check that the Central Warning Lamp and all monitor lamps and gauges, light up for approximately 3 seconds and that the alarm buzzer sounds for approximately 2 seconds.

1. Insure all personnel are clear of truck before starting engine. Always sound the horn as a warning before actuating any operational controls.

• The speedometer should display “88". • If the air pressure is below normal operating pressure, the central warning lamp should flash and the buzzer should sound.

Safety rules must be observed upon engine start-up.

2. Check and insure Transmission Range Selector is in the “Neutral” position before starting. 3. In cold weather, if truck is equipped with auxiliary heaters, do not attempt to start engine while heaters are in operation. Damage to coolant heaters will result, due to lack of circulation. 4. The key switch has three positions: Off, On, Start. When the key switch is rotated one position clockwise, it is in the “On (run)” position and all electrical circuits (except “start”) are activated. Before Starting The Engine

During the following safety checks, if the alarm or red warning lamp does not turn “On” as required, OR, if the actuation or release of any emergency control, brake, or steering circuit does not appear normal, shut engine down immediately and notify maintenance personnel. Do not operate truck until the circuit in question is fully operational.

Perform the following checks to be certain that the central warning system, alarm buzzer, and all machine monitors and lamps are functional: • Turn the key switch to the “ON” position. (Do Not Start Engine).

NOTE: If the engine has been running, and then is stopped, the monitor cannot be checked until at least 30 seconds have passed.

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• If the Shift Lever is not at the “N” position, the central warning lamp will flash and the alarm buzzer will sound intermittently. When the shift lever is moved to the “N” position, the lamp will go out and the buzzer will stop. • When checking the monitor, check all caution lamps and pilot lamps at the same time. Press Lamp Check Switch Check to see that all caution lamps or pilot lamps are illuminated. • Check the Manual Emergency Steering. With the key switch in the ON position, turn emergency steering switch ON (red light ON), and ch eck t hat t he steering wheel can be operated. If the steering wheel cannot be operated, notify maintenance personnel. Do Not Operate truck. • Check the Auto Emergency Steering. With the key switch in t he O N posi ti on, move Parking Brake lever to the “OFF” (unlocked) position. Wait 1.5 seconds and check that the emergency steering is actuated and the steering can be operated.

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STARTING THE ENGINE • Rotate key switch fully clockwise to “start” position (with Transmission Range Selector in “Neutral”) and HOLD this position until engine starts (see NOTE below). “Start” position is spring loaded to return to “On” when key is released.

Electric starters and engine grid heaters can be a significant electrical drain on vehicle batteries. The vehicle battery charging system should be monitored and maintained at all times, especially during cold weather operation.

NOTE: This truck is equipped with an engine prelube system. With this feature, a noticeable time delay may occur (while engine lube oil passages are being filled and pressurized) before engine cranking will begin.

STARTING THE ENGINE IN COLD WEATHER The truck is equipped with an Automatic Cold Start Aid which senses intake manifold temperature and automatically turns electric grid heaters in the engine intake manifold “On/OFF”. • When the key switch is turned “ON” and the o o manifold temperature is below 3 C (38 F), the Automatic Cold Start system will energize the engine intake manifold grid heaters. Auto grid heater activation time (t) is: o

t1 = 15 sec @ 3 C (38 F) o o t2 = 30 sec @ -12 C (10 F) • The heater pilot lamp (instrument panel, to right of steering column) will illuminate during heating cycle. • When the light goes “out”, turn the key switch to the “Start” position and hold this position until engine starts. (See prelube NOTE above.)

CAUTION: Do not crank engine with an electric starter for more than 30 seconds. Severe damage to starter motor can result from overheating. Allow two minutes for starter motor cooling before attempting to start engine again.

When temperature is below 3oC (38oF), do not leave key switch “ON” (engine not operating) for extended periods of time (i.e. troubleshooting). • The truck cannot be push started. Transmission lube and control systems are not operational when engine is not running. • When getting a battery assist from one truck to another, use the following procedure to avoid the possibility of causing sparks near the battery where explosive gases may be present. a. All switches must be “Off” prior to making any connections. b. Be certain to maintain correct polarity. NOTE: 330M trucks are equipped with four 12 volt batteries connected in series and parallel to provide 24 volt output. Be certain to maintain correct voltage and polarity when connecting booster cables. Damage to electrical components may result if voltage and polarity are not correct. c. Connect one lead of booster cable to 24V positive (+) post of battery needing assist, and other lead of the booster cable to the 24V positive (+) post of auxiliary battery (power source). d. Connect one lead of second booster cable to 24V negative (-) post of auxiliary battery (power source) and then connect other lead of the booster cable to a good frame ground on the disabled truck away from the battery needing assist.

• If engine does not start, turn key switch “Off”, wait for at least two minutes, and repeat the above procedure. • Under normal conditions, there is no need to use the Manual Cold Start Switch. (Refer to “Instrument Panel and Indicators”, this Section.) If it is very cold, and the prelube runs a long time, the manual switch can be used to maintain pre-heating.

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AFTER ENGINE HAS STARTED • After starting engine, operate engine at approximately 1000 rpm, until engine lubricating oil temperature and coolant temperature gauges are indicating “normal” (green) range. • Check also that the air pressure gauge is indicating “normal” (green) range. • Become thoroughly familiar with steering, braking, and emergency controls.

During the following safety checks, if actuation or release of any steering, brake, or emergency control circuit does not appear normal, shut engine down immediately and notify maintenance personnel. Do not operate truck until circuit in question is fully operational. 1. Test the truck steering in extreme right and left directions. 2. Check for normal actuation of the foot brake. • With the machine on flat ground, depress Foot Brake pedal. • Move Shift Lever to the D position, and gradually raise the engine speed to 1680 rpm. Check that the machine does not move. 3. Check for normal actuation of the retarder. • With the machine on flat ground, pull Retarder Lever (1) fully. • Set Shift Lever (2) to the D position, and gradual l y rai se t he engine speed to 1240 rpm. Check that the machine does not move.

4. Check Parking Brake capacity. • With the machine on flat ground, check that the air pressure gauge is indicating “normal” (green) range. • Move the Parking Brake Valve Lever to the PARKING (“locked”) position. Mo ve t he Shift Lever to any position other than “N”, and check that the central warning lamp flashes. • Set shift lever to the D position, and gradually raise the engine speed to 1770 rpm. Check that the machine does not move. If machine moves, notify maintenance personnel to adjust parking brake. Do not operate truck until parking brake is fully operational. 5. Check for normal actuation of the Emergency Brake. • With the machine on flat ground, check that the air pressure gauge is indicating “normal” (green) range. • Move the Emergency Brake Lever to the BRAKE (“unlocked”) position. • Set Shift Lever to the D position, and gradually raise the engine speed to full throttle. Check that the machine does not move. If machine moves, notify maintenance personnel immediately to repair brakes. Do not operate truck until emergency brake is fully operational. 6. Check gauges, warning lights and instruments before moving the truck to insure proper system operation and proper instrument functioning. Give special attention to braking and steering circuit warning lights. If warning lights come on, shut down the engine immediately and notify maintenance personnel to determine the cause. 7. Insure headlights, worklights and taillights are in proper working order. Good visibility may prevent an accident. Check operation of windshield wiper and washer.

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8. When truck body is in dump position, do not allow anyone beneath it, unless body-up retaining device is in place. 9. Do not use the fire extinguisher for any purpose other than putting out a fire! If extinguisher is discharged, report the occurrence so the used unit can be refilled or replaced. 10. 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. 8. Do not leave truck unattended while engine is running. Shut down engine before getting out of cab.

MACHINE OPERATION SAFETY PRECAUTIONS After the truck engine is started and all systems are functioning properly, the operator must follow all local safety rules to insure safe machine operation.

5. Observe all regulations pertaining to the job site’s traffic pattern. Be alert to any unusual traffic pattern. Match the truck speed to haul road conditions and slow the truck in any congested area. Obey the spotter’s signals at shovel and dump. 6. Do not allow engine to run at “Idle” for extended periods of time. 7. Check parking brake periodically during working shift. Use parking brake for parking and at shovel and dump only. Do not attempt to apply parking brake while truck is moving! 8. Proceed slowly on rough terrain to avoid deep ruts or large obstacles. Avoid traveling close to soft edges and the edge of fill area. 9. Truck operation requires concentrated effort by the driver. Avoid distractions of any kind while operating the truck.

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

If any of the red warning lights come “On” or if any gauge reads in the red area during truck operation, a malfunction is indicated. Stop truck as soon as safety permits, shut down engine if problem indicates and have problem corrected before resuming truck operation. 1. Always sound the warning horn before moving the truck. When backing the truck, give back-up signal (three blasts on air horn); when starting forward, two blasts on air horn. These signals must be given each time the truck is moved forward or backward. Look to the rear before backing the truck. Watch for and obey ground spotter’s hand signals before making any reverse movements. Spotter should have a clear view of the total area at the rear of the truck. 2. Operate the truck only while properly seated with seat belt fastened. Keep hands and feet inside the cab compartment while truck is in operation. Keep a firm grip on steering wheel at all times. 3. Check that all mirrors are not damaged, clean, and are properly positioned for optimum view. 4. Check gauges and instruments frequently during operation for proper readings.

A3-24

2. Do not drive over unprotected power cables. 3. When approaching or leaving a loading area, watch out for other vehicles and for personnel working in the area. 4. When pulling in under a loader or shovel, follow “Spotter” or “Shovel Operator” signals. The truck operator may speed up loading operations by observing the location and loading cycle of the truck being loaded ahead, then follow a similiar pattern. 5. Operator should remain in truck cab with engine running while truck is being loaded. Place Transmission Range Selector in “Neutral” and apply Parking Brake lever.

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

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

General Safety and Operating Instructions

A03011 4/98

HAULING 1. Always stay alert! If unfamiliar with the road, drive with extreme caution. 2. Govern truck speed by the road conditions, weather and visibility. 3. Operate truck so it is under control at all times. 4. Use extreme caution when approaching a haul road intersection. Maintain a safe distance from oncoming vehicles. 5. Obey all road signs. 6. Always dim headlights when meeting oncoming vehicles. 7. Maintain a safe distance when following another vehicle. Never approach another vehicle from the rear, in the same lane, closer than 15 m (50 ft). When operating on a down grade, stay at least 30 m (100 ft) away.

If the Brake Oil Temperature exceeds this limit, move the transmission range selector lever to a lower gear and use the foot-operated service brakes to reduce the truck ground speed. This will allow the transmission to shift to the next lower gear range for more efficient cooling. If the Brake Oil Temperature continues to exceed 248°F (120°C), select a safe area out of the way of other traffic, stop the truck, move the transmission range selector lever to the Neutral (N) position, and operate the engine at approximately 1200 RPM until the Brake Oil Temperature gauge registers in the "green" range. For better control under dry road conditions, the optional front wheel brakes may be turned on.

8. During normal operation, the retarder control lever should be used to control the speed of the truck and to stop the truck instead of using the foot-operated service brake pedal. Use of this lever allows the operator to apply the REAR oil-cooled brakes only, thus extending the life of the front caliper disc pads while still maintaining maximum control of the truck. The foot-operated brake pedal should be used when maneuvering in tight places, at the shovel and dump, and when quick stops or severe braking is required. Retarder Operation Before starting down a grade, maintain a speed that will insure safe driving and provide effective retarding under all conditions. Refer to the "Retarding Capacity" decal which is applied to the upper left-hand corner of the cab windshield. This decal is designed to help the operator maintain a safe vehicle speed while descending a grade with a loaded truck. For efficient retarder operation, the operator should: • Preselect a ground speed and gear range for a known grade that will permit continous retarder operation within the LIMITS OF THE CHART. • Maintain engine RPM between 1800 — 2400 RPM, and • Observe the Brake Oil Temperature gauge to make certain the Brake Oil Temperature does not exceed 248°F (120°C).

A03011 4/98

9. When operating truck in darkness or when visibility is poor, do not move truck unless headlights are on. Do not back truck if back-up horn or lights are inoperative. 10. When backing the truck, give back-up signal (three blasts on air horn); when starting forward, two blasts on air horn. These signals must be given each time the truck is moved forward or backward.

General Safety and Operating Instructions

A3-25

11. Do not stop or park on a haul road unless unavoidable. If you must stop, move truck to a safe place, apply parking brake, shut down engine, block wheels securely and notify maintenance personnel for assistance.

To Raise dump body:

12. If the “Emergency Steering” light and/or “Low Air Pressure” warning light come on during operation, steer the truck immediately to a safe stopping area, away from other traffic if possible. Refer to item 11 above.

The dumping of very large rocks (10% of payload, or greater) or sticky material (loads that do not flow freely from the body) may allow the material to move too fast and cause the body to move RAPIDLY and SUDDENLY. This sudden movement may jolt the truck violently and cause possible injury to the operator, and/or damage to the hoist cylinders, frame, and/or body hinge pins. If it is necessary to dump this kind of material, refer to the CAUTION in the following procedure:

13. Report haul road conditions immediately. Muddy or icy roads, pot holes or other obstructions can present hazards. 14. Cab doors should remain closed at all times while truck is in motion or unattended. 15. Check for flat tires periodically during shift. If truck has been run on a “flat”, it must not be parked in a building until the tire cools.

4. Pull dump lever up to the “RAISE” position and release lever.

PASSING 1. Do not pass another truck on a hill or blind curve! 2. Before passing, make sure the road ahead is clear. If a disabled truck is blocking your lane, slow down and pass with extreme caution. 3. Use only the areas designated for passing.

5. Raise engine RPM to accelerate hoist speed. Refer to the CAUTION below. When body is near the maximum angle, reduce engine RPM (reduce foot pressure on the accelerator pedal) to reduce shock load to the hydraulic system and hoist cylinders.

DUMPING 1. Pull into dump area with extreme caution. Make sure area is clear of persons and obstructions, including overhead utility lines. Obey signals directed by the spotter, if present. Avoid unstable areas. Stay a safe distance from edge of dump area. Position truck on a solid, level surface before dumping.

As body raises, the truck Center of Gravity (CG) will move. TRUCK MUST BE ON LEVEL SURFACE to prevent tipping / rolling!

2. Carefully maneuver truck into dump position. When backing truck into dump position, use only the foot-operated brake pedal to stop and hold truck.

If dumping very large rocks or sticky material as decribed in WARNING above, slowly accelerate engine RPM to raise body. When the material starts to move, move hoist lever to “HOLD” position. If material does not continue moving and clear body, repeat this procedure until material has cleared body. 6. When the dump body rises to the set position (adjusted position of body positioner) dump lever returns to the “HOLD” position. If desired to raise the body further, move dump lever to raise position and dump will rise. If dump lever is released, lever will return to hold position. Dump body will stop in that position. 7. After material being dumped clears body, lower body to frame.

3. When in dump position, place transmission range selector at the “Neutral” position, and apply the Park Brake lever/switch.

A3-26

General Safety and Operating Instructions

A03011 4/98

To Lower Body:

SAFE PARKING PROCEDURES

7. After material being dumped clears body, move dump lever to the “LOWER” position and dump body will start to move down.

The operator must continue the use of safety precautions when preparing for parking and engine shutdown. In the event that the equipment is being worked in consecutive shifts, any questionable truck performance the operator may have noticed must be checked by maintenance personnel before the truck is released to another operator.

8. Release the lever and it will return automatically to the “ FLOAT” position. The body will move down under its own weight.

If dumped material builds up at body tailgate and body cannot be lowered, shift Transmission Range Selector to “D” (Drive), release park brake lever, and drive forward to clear material. Stop, shift Transmission Range Selector to “N” (Neutral), apply park brake lever and lower body. See NOTE : * below.

The truck is not to be moved with the dump body raised except for emergency moves only. Failure to lower body before moving truck may cause damage to hoist cylinders, frame and/or body hinge pins. NOTE: When traveling, always place the dump lever at the FLOAT position, regardless of whether or not the truck is loaded. * If the transmission range selector is moved to any position other than “N” (neutral) when the dump lever is not at the FLOAT position, the central warning lamp will flash and the alarm buzzer will sound intermittently.

1. The truck should be parked on level ground, if at all possible. If parking must be done on a grade, the truck should be positioned at right angles to the grade. 2. The parking brake must be applied and/or chocks placed fore/aft of wheels so that the truck cannot roll. Each truck should be parked at a reasonable distance from another. 3. Haul roads are not safe parking areas. In an emergency, pick the safest spot most visible to other machines in the area. If the truck becomes disabled where traffic is heavy, mark the truck with warning flags in daylight or with flares at night.

SHUTDOWN PROCEDURE The following sequence of shutdown procedure is important and should be followed at each shutdown.

1. Stop truck, reduce engine RPM to low idle. Place Transmission Range Selector in “Neutral” and apply parking brake. 2. Allow engine to cool gradually by running at low idle for 3 to 5 minutes. 3. Turn keyswitch “Off” to stop engine.

9. With body returned to frame, move Transmission Range Selector to “D” (Drive), release park brake lever, and leave dump area carefully.

A03011 4/98

4. Close and lock all windows, remove key from key switch and lock cab to prevent possible unauthorized truck operation. Dismount truck properly.

General Safety and Operating Instructions

A3-27

TOWING 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, procedures and preparation for moving heavy equipment are not observed.

Both right and left planetary sun gears/drive axles should be removed before any towing. Refer to Section “G” in the Service Manual for these instructions. Extensive secondary damage can occur to final drive components and/or transmission, if truck is towed without first removing sun gears/drive axles.

3. If the engine is NOT operable, never haul the truck over 800m (2,625 ft). If the towing distance surpasses that limit, be sure to remove the drive shaft between the transmission and the differential case (if final drive sun gears have not been removed). The towing speed must not be greater than 8 km/h (5 mph). 4. Inspect tow bar for capacity (it should be strong enough to tow 1.5 times the gross vehicle weight of truck being towed). 5. Determine that towing vehicle has adequate capacity to both move and stop the towed truck under all conditions. 6. Protect both operators in the event of tow bar failure. 7. Release disabled truck brakes and remove all blocking.

The truck must not be towed except in emergencies.

Do not tow the truck any faster than 8 kph (5 MPH).

When towing becomes necessary, use the tow hook installed under the front frame and take the following precautions:

8. Sudden movement may cause tow bar failure. Smooth and gradual truck movement is preferred.

1. Block disabled truck to prevent movement while attaching tow bar.

9. Minimize tow angle at all times - NEVER EXCEED o 30 . The towed truck must be steered in the direction of the tow bar.

2. If the engine is operable; keep the engine running while towing the machine, so that the steering and braking can be used. If there is a failure in the air circuit, the brakes cannot be used, so be extremely careful when towing. When air pressure in air reservoir abnormally drops due to leakage from air circuit, parking brake and emergency brake are actuated. When towing truck, both brakes must be released. Refer to “BRAKE RELEASE” following these" TOWING" instructions. If the engine is NOT operable, it is possible to steer using the emergency steering, but do not use it for more than 90 seconds, and travel at a speed of less than 5 km/h (3 mph).

A3-28

General Safety and Operating Instructions

A03011 4/98

RELEASE OF PARKING BRAKE The parking brake is a dry disc brake mounted on the rear drive shaft at the differential input with two (2) spring-applied, air-released calipers. Each caliper is individually applied/released through separate air chamber actuators (spring cylinder assemblies). If the parking brake can not be released after its emergency application – even if the parking brake valve lever is put in RELEASE position – take the following actions to release the parking brake:

Refer to Section 4, Lubrication & Service, Parking Brake Inspection and Adjustment, for instructions for reconnecting and adjusting park brake.

RELEASE OF EMERGENCY BRAKE When the emergency brake has been applied, do not continue to drive the machine. This will cause seizure of the brake discs and linings. If the emergency brake can not be released after its emergency application – even if the emergency brake valve lever is put in RELEASE position – release the emergency brake in the following manner: Before releasing the air pressure from the emergency brake reservoir, confirm safety in the surrounding area and put chocks against the tires.

1. Block disabled truck to prevent movement and confirm safety in the surrounding area. 2. At the parking brake relay valve, remove both air hoses (4) connected to the air chambers of the parking brake spring cylinder assemblies (5). 3. Connect these hoses together using a “tee” fitting with compatible thread ends. 4. Connect third connector of “tee” to a hose from an air supply of sufficient capacity to release calipers. Apply air and release brake. 5. With parking brake released, turn adjustment bolt (2) counterclockwise, and check for “play” in linkage (3). Remove pin (1). Repeat for other caliper. Disconnect air supply. 6. With parking brake disconnected, remove blocking and immediately move the truck to a safe place. Refer to INSTRUCTIONS FOR TOWING THE MACHINE.

RELEASING EMERGENCY BRAKE 1. Air Quick Disconnect 2. Drain Valve Pull Rings

1. After making preparations to tow the machine, pull rings (2) on the 4 drain valves on the front air tanks to release the air pressure. 2. After exhausting all air pressure, release rings (2). 3. Drain the rear air tank by pulling and holding the ring on the air drain valve mounted on the frame in front of the right rear suspension. Keep drain valve open until all air is exhausted from tank. This will allow the emergency brake to release.

A03011 4/98

General Safety and Operating Instructions

A3-29

NOTES

A3-30

General Safety and Operating Instructions

A03011 4/98

WARNINGS AND CAUTIONS The following paragraphs give an 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, but 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 becomes worn or unable to be read, it should be replaced with a new one.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

This caution plate is located inside the cab on the left-hand door panel under the arm rest. It contains (3) CAUTIONS - Operating Machine Safely, Driving Over A Long Distance, and Hoist Control Lever operation. These decals stress the importance of reading and understanding the operators manual prior to the operation of equipment.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TIRE AIR PRESSURE Caution plate is located inside the cab on left-hand door panel under the arm rest. Extreme caution should be used when taking a pressure reading. Tire is under high pressure.

A04028 11/98

Warnings and Cautions

A4-1

This instruction plate contains (4) WARNINGS Inspection and Maintenance With Body In Raised Up Position, Emergency Steering System Operation, the Engine Shut Down Procedure, and the Retarder Oil Temperature Warning Light. These “ WARNINGS” stress the importance of reading and understanding the operators manual prior to the operation of equipment.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Caution plates are mounted at the air tank on center top deck, also at rear frame just below tail light assemblies. Caution should be used when opening drain valves. System under high pressure.

. . . . . . . . . . . . . . . . . . . . . . . DANGER plates are mounted on each suspension cylinder. These plates warn that the suspensions are charged with high pressure nitrogen. No servicing of any kind should be attempted until the service manual has been referenced and proper and safe procedures are followed.

A Brake Cooling Oil decal is located between the filler cap and sight gauge on the right hand side of the hydraulic tank.

A4-2

Warnings and Cautions

A04028 11/98

A CAUTION plate is attached to the hydraulic tank, alerting the service person that the engine must always be shut down and cooled before removing fillercap. This plate also alerts the service person of HOT oil under pressure. Hydraulic oil becomes heated and pressurized during operation. Care must be taken to avoid burns when it is necessary to open the hydraulic system.

Hydraulic fluid escaping under pressure can have sufficient force to enter a person’s body by penetrating the skin and cause serious injury and possible death if proper medical treatment by a physician familiar with this injury is not received immediately.

This CAUTION plate is located on left hand side of radiator shroud. Extreme care should be taken when working around fan and belts. Hands and loose articles of clothing should be kept away when machine is operating.

. . . . . . . . . . . . . . . . . . . . . . .

A plate is mounted on the left hand side of the transmission oil pan to provide instructions for proper transmission oil level check.

. . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . .

Steering and Hoist Oil decal is located to the left of the left hand filler cap on left hand side of hydraulic tank.

A Caution plate is located next to the sight gauge on the front brake oil tank, mounted on air tank top right hand deck. The Caution plate alerts service person to use only SAE-10W oil. Brake system components are not compatible with other fluids which can cause component deterioration.

A04028 11/98

Warnings and Cautions

A4-3

A plate is located next to filler cap on fuel cap which specifies Diesel Fuel Only. Care should be taken to open cap slowly and bleed off pressure that may be in tank when removing filler cap. Operation and Maintenance Manual refered to is from Engine Manufacturer.

. . . . . . . . . . . . . . . . . . . . . . .

A service indicator plate is located on the center air cleaner housing. Service filter element when red signal reaches service level in dust indicator.

When using compressed air, wear safety glasses and all other safety equipment required when cleaning.

. . . . . . . . . . . . . . . . . . . . . . .

Attached to the interior of battery box lid is a DANGER plate. This plate stresses the need to keep from making any sparks near the battery. When another battery or 24VDC power source is used for auxiliary power, all switches must be “Off” prior to making any connections. When connecting auxiliary power cables, positively maintain correct polarity; connect the positive (+) leads together and then connect the negative (-) lead of the auxiliary power cable to a good frame ground. Do not connect to the negative post of the truck battery or near the battery box. This hookup completes the circuit but minimizes danger of sparks near the batteries. Sulfuric acid is corrosive and toxic. Use proper safety gear, goggles, rubber gloves and rubber apron when handling and servicing batteries. Avoid contact with skin, eyes or clothing. In event of accident, immediately flush with plenty of water and call a physician. KEEP OUT OR REACH OF CHILDREN!

A4-4

A caution plate is located on the right hand inside door panel and also on the lid of the battery box. These instructions must be followed when welding is done on the truck to avoid damage to the electronic components.

Warnings and Cautions

A04028 11/98

A Caution plate is located on center deck floor next to radiator fill access cover plate. When actual temperature differs with the indication, change the ratio of antifreeze to match ambient conditions.

Service personnel should use caution when servicing radiator. The system is pressurized because of thermal expansion of coolant. “DO NOT” remove radiator cap while engine is hot. Severe burns may result.

A Caution plate is located next to the sight gauge on the radiator cooling water reserve tank on top of right hand deck just aft of battery box.

Keep coolant level between “FULL” and “LOW” when engine is cold.

. . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . .

Warning plates are mounted on the truck frame in front of and to the rear of both front tires to alert all persons to stay clear when the truck is being steered.

A04028 11/98

The Action Code decal is located on the inside of the cab in the upper left-hand corner of the windshield. This decal explains what action to take when an action code is displayed on the monitor panel on the operator monitor and indicator panel.

Warnings and Cautions

A4-5

An informational plate for solenoid valve and relays is mounted to the inside lid of the electrical console behind the operator and passenger seats.

A "Retarding Capacity" decal is applied to the upper left-hand corner of the cab windshield. This decal is designed to help the operator maintain a safe vehicle speed while descending a grade with a loaded truck. For efficient retarder operation, the operator should: • Preselect a ground speed and gear range for a known grade that will permit continous retarder operation within the LIMITS OF THE CHART. • Maintain engine RPM between 1800 — 2400 RPM, and • Observe the Brake Oil Temperature gauge to make certain the Brake Oil Temperature does not exceed 248°F (120°C). If the Brake Oil Temperature exceeds this limit, move the transmission range selector lever to a lower gear and use the foot-operated service brakes to reduce the truck ground speed. This will allow the transmission to shift to the next lower gear range for more efficient cooling. If the Brake Oil Temperature continues to exceed 248°F (120°C), select a safe area out of the way of other traffic, stop the truck, move the transmission range selector lever to the Neutral (N) position, and operate the engine at approximately 1200 RPM until the Brake Oil Temperature gauge registers in the "green" range.

A4-6

Warnings and Cautions

A04028 11/98

An informational plate for the fuse table is located to the left of the solenoid valve and relay plate. This is mounted inside of lid of the electrical console behind the operator and passenger seats.

A product identification plate is located on left hand front fender on the inside top. This lists the vehicle model number, maximum G.V.W. and Product Identification Number. 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 the proper ordering of many service parts and/or warranty consideration.

A04028 11/98

Warnings and Cautions

A4-7

The lubrication chart is located on the left hand front fender behind the ladder. Refer to Section P, "Lubrication and Service", for more complete lubrication instructions.

A4-8

Warnings and Cautions

A04028 11/98

STANDARD TABLES

This manual provides dual dimensioning for many specifications. Metric units are specified first, with U.S. standard units in parentheses. References throughout the manual to standard torques or other standard values will be to one of the following Tables. For values not shown in any of the charts or tables, standard conversion factors for most commonly used measurements are provided in the conversion table below.

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

ISTANDARD TIGHTENING TORQUE . . . . . . . For Capscrews and Nuts A5-2

TABLE IISTANDARD TIGHTENING TORQUE . . . . . . . . . . For Split Flange Bolts A5-2

TABLE III . . . . . TIGHTENING TORQUE FOR . . Flared Tube And Hose Fittings A5-2

TABLE IV TEMPERATURE CONVERSIONS

A5-3

TABLE V . . . . . . TORQUE CONVERSIONS . . kilogram.meters To foot pounds A5-3

TABLE VI . . . . . . TORQUE CONVERSIONS kilogram.meters To Newton.meters A5-3

TABLE VII . . . . PRESSURE CONVERSIONS 2 . . . . . . . . . . . kg/cm To (psi)

A5-4

TABLEVIII . . . . PRESSURE CONVERSIONS 2 . . . . . . . . . . . . kg/cm To kPa A5-4

COMMON CONVERSIONS TO CONVERT FROM TO millimeter (mm) inch – in. centimeter (cm) inch – in. meter (m) foot – ft. meter (m) yard – yd. kilometer (km) mile – mi. sq. centimeters (cm2) sq. in. – in.2 sq. centimeters (cm2) sq. ft. – ft.2 3 cu. centimeters (cm ) cu. in. – in.3 liters (l) cu. in. – in.3 cu. meters (m3) cu. ft. – ft.3 liters (l) cu. ft. – ft.3 grams (g) ounce – oz. milliliter (ml) fluid ounce – fl. oz. kilogram (kg) pound (mass) Newton (N) pound (force) – lbs. Newton.meters (N.m) kilogram.meters (kg.m) Newton.meters (N.m) ft. lbs. (force) kilogram.meters (kg.m) ft. lbs. (force) kilogram.meters (kg.m) Newton.meters (N.m) kilopascals (kPa) psi (pressure) megapascals (MPa) psi (pressure) kilograms/cm2 (kg/cm2) psi (pressure) kilograms/cm2 (kg/cm2) kilopascals (kPa) kilogram (kg) ton (short) metric ton ton (short) liters (l) quart – qt. liters (l) gallon – gal. Watts HP (horsepower) kilowatts (kW) HP (horsepower)

MULTIPLY BY 0.0394 0.3937 3.2808 1.0936 0.6210 0.1550 0.001 0.061 61.02 35.314 0.0353 0.0353 0.0338 2.2046 0.2248 0.102 0.7376 7.2329 9.807 0.1450 145.038 14.2231 9.8068 0.0011 1.1023 1.0567 0.2642 0.00134 1.3410

TABLE IX . . . PRESSURE CONVERSIONS . . . . . . . . . . . . . . . . psi To kPa A5-4

A05002 9/97

Standard Tables

A5-1

TABLE I STANDARD TIGHTENING TORQUE FOR METRIC HEX HEAD CAPSCREW AND NUT ASSEMBLY Capscrew Thread Diameter (mm)

Width Across Flat (mm)

6 8 10 12 14 16 18 20 22 24 27 30 33 36 39

10 13 17 19 22 24 27 30 32 36 41 46 50 55 60

Kilogram.meters (kg.m)

Newton.meters (N.m)

Foot Pounds (ft.lbs.)

Tolerances ±10% Tolerances ±10% Tolerances ±10% 1.35 13.2 10 3.2 31.4 23 6.7 65.7 48 11.5 112 83 18.0 177 130 28.5 279 206 39.0 383 282 56.0 549 405 76.0 745 550 94.5 927 684 135 1320 975 175 1720 1266 225 2210 1630 280 2750 2025 335 3280 2420 This Table represents standard values only. Do not use these values to replace torque values which are specified in the Service Manual instructions.

TABLE II TIGHTENING TORQUE FOR SPLIT FLANGE BOLTS Capscrew Thread Diameter (mm)

Width Across Flat (mm)

10 12 16

14 17 22

Kilogram.meters (kg.m)

Newton.meters (N.m)

Foot Pounds (ft.lbs.)

Tolerances ±10% Tolerances ±10% Tolerances ±10% 6.7 65.7 48 11.5 112 83 28.5 279 206 This Table represents standard values only. Do not use these values to replace torque values which are specified in the Service Manual instructions.

TABLE III TIGHTENING TORQUE FOR FLARED TUBE AND HOSE FITTINGS Thread Diameter of Nut (mm)

Width Across Flat (mm)

14 18 22 24 30 33 36 42

19 24 27 32 36 41 46 55

A5-2

Kilogram.meters (kg.m)

Newton.meters (N.m)

Foot Pounds (ft.lbs.)

Tolerances ±10% 2.5 5 8 14 18 20 25 30

Tolerances ±10% 25 50 80 140 175 195 245 295

Tolerances ±10% 18 36 58 101 130 145 180 215

Standard Tables

A05002 9/97

TABLE IV

TEMPERATURE CONVERSIONS

C° x 1.8 + 32 = F° FORMULA: F° – 32 ÷ 1.8 = C° CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT C° F° C° F° C° F° 121 250 482 63 145 293 4 40 104 118 245 473 60 140 284 2 35 95 116 240 464 57 135 275 –1 30 86 113 235 455 54 130 266 –4 25 77 110 230 446 52 125 257 –7 20 68 107 225 437 49 120 248 –9 15 59 104 220 428 46 115 239 – 12 10 50 102 215 419 43 110 230 – 15 5 41 99 210 410 41 105 221 – 18 0 32 96 205 401 38 100 212 – 21 –5 23 93 200 392 35 95 293 – 23 – 10 14 91 195 383 32 90 194 – 26 – 15 5 88 190 374 29 85 185 – 29 – 20 –4 85 185 365 27 80 176 – 32 – 25 – 13 82 180 356 24 75 167 – 34 – 30 – 22 79 175 347 21 70 158 – 37 – 35 – 31 77 170 338 18 65 149 – 40 – 40 – 40 74 165 329 15 60 140 – 43 – 45 – 49 71 160 320 13 55 131 – 46 – 50 – 58 68 155 311 10 50 122 – 48 – 55 – 67 66 150 302 7 45 113 – 51 – 60 – 76 NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C°) or Fahrenheit, F°. Select a number in this unmarked column and read to the left to convert to degrees Celsius (C°) or read to the right to convert to degrees Fahrenheit, F°. If starting with a known temperature (either C° or F°), find that temperature in the marked column and read the converted temperature in the center, unmarked column.

kg.m 0 10 20 30 40 50 60 70 80 90

0 (ft. lbs.) 72.3 144.7 217.0 289.3 361.6 434.0 506.3 578.6 651.0

kg.m 0 10 20 30 40 50 60 70 80 90

A05002 9/97

0 (N.m) 98.1 196.1 294.2 392.3 490.4 588.4 686.5 784.6 882.6

1 7.23 79.6 151.9 224.2 296.5 368.9 441.2 513.5 585.9 658.2

TABLE V TORQUE CONVERSIONS kilogram.meter - kg.m To Foot Pounds – (ft.lbs.) 1 kg.m = 7.2339 ft.lbs. 2 3 4 5 6 14.5 21.7 28.9 36.2 43.4 86.8 94.0 101.3 108.5 115.7 159.1 166.4 173.6 180.8 188.1 231.5 238.7 245.9 253.2 260.4 303.8 311.0 318.2 325.5 332.7 376.1 383.3 390.6 397.8 405.0 448.4 455.7 462.9 470.1 477.4 520.8 528.0 535.2 542.5 549.7 593.1 600.3 607.6 614.8 622.0 665.4 672.7 679.9 687.1 694.4

7 50.6 123.0 195.3 267.6 339.9 412.3 484.6 556.9 629.3 701.6

8 57.9 130.2 202.5 274.9 347.2 419.5 491.8 564.2 636.5 708.8

9 65.1 137.4 209.8 282.1 354.4 426.7 499.1 571.4 643.7 716.1

1 9.8 107.9 205.9 304.0 402.1 500.2 598.2 696.3 794.4 892.4

TABLE VI TORQUE CONVERSIONS kilogram.meter - kg.m To Newton.meters (N.m) 1 kg.m = 9.807 N.m 2 3 4 5 6 19.6 29.4 39.2 49.0 58.8 117.7 127.5 137.3 147.1 156.9 215.8 225.6 235.4 245.2 255.0 313.8 323.6 333.4 343.2 353.1 411.9 421.7 431.5 441.3 451.1 510.0 519.8 529.6 539.4 549.2 608.0 617.8 627.6 637.5 647.3 706.1 716.0 725.7 735.5 745.3 804.2 814.0 823.8 833.6 843.4 902.2 912.1 921.9 931.7 941.5

7 68.6 166.7 264.8 362.9 460.9 559.0 657.1 755.1 853.2 951.3

8 78.5 176.5 274.6 372.7 470.7 568.8 666.9 764.9 863.0 961.1

9 88.3 186.3 284.4 382.5 480.5 578.6 676.7 774.8 872.8 970.9

Standard Tables

A5-3

kg/cm2 0 10 20 30 40 50 60 70 80 90

PSI 0 10 20 30 40 50 60 70 80 90

0 (psi) 142.2 284.5 426.7 568.9 711.2 853.4 995.6 1137.8 1280.1

0 (kPa) 98.1 196.1 294.2 392.3 490.3 588.4 686.5 784.5 882.6

0 (kPa) 68.95 137.9 206.8 275.8 344.7 413.7 482.6 551.6 620.5

1 14.2 156.5 298.7 440.9 583.1 725.4 867.6 1009.8 1152.1 1294.3

TABLE VII PRESSURE CONVERSIONS kilograms/cm2 (kg/cm2) To pounds per sq. in. (psi) 1 kg/cm2 = 14.2231 psi 2 3 4 5 6 28.4 42.7 56.9 71.1 85.3 170.7 185.0 199.1 213.3 227.6 312.9 327.1 341.4 355.6 369.8 455.1 469.4 483.6 497.8 512.0 597.4 611.6 625.8 640.0 654.3 739.6 753.8 768.0 782.3 796.5 881.8 896.1 910.3 924.5 938.7 1024.1 1038.3 1052.5 1066.7 1081.0 1166.3 1180.5 1194.7 1209.0 1223.2 1308.5 1322.7 1337.0 1351.2 1365.4

7 99.6 241.8 384.0 526.3 668.5 810.7 952.9 1095.2 1237.4 1379.6

8 113.8 256.0 398.2 540.5 682.7 824.9 967.2 1109.4 1251.6 1393.9

9 128.0 270.2 412.5 554.7 696.9 839.2 981.4 1123.6 1265.9 1408.1

1 9.81 107.9 205.9 304.0 402.1 500.1 598.2 696.3 794.4 892.4

TABLE VIII PRESSURE CONVERSIONS kilograms/cm2 (kg/cm2) To kilopascals (kPa) 1 kg/cm2 = 9.8068 kPa 2 3 4 5 6 19.6 29.4 39.2 49.0 58.8 117.7 127.5 137.3 147.1 156.9 215.7 225.6 235.4 245,2 255.0 313.8 323.6 333.4 343.2 353.0 411.9 421.7 431.5 441.3 451.1 510.0 519.8 529.6 539.4 549.2 608.0 617.8 627.6 637.4 647.2 706.1 715.9 725.7 735.5 745.3 804.2 814.0 823.8 833.6 843.4 902.2 912.0 921.8 931.6 941.5

7 68.6 166.7 264.8 362.9 460.9 559.0 657.1 755.1 853.2 951.3

8 78.5 176.5 274.6 372.7 470.7 568.8 666.9 764.9 863.0 961.1

9 88.3 186.3 284.4 382.5 480.5 578.6 676.7 774.7 872.8 970.9

1 6.895 75.84 144.8 213.7 282.7 351.6 420.6 489.5 558.5 627.4

TABLE IX PRESSURE CONVERSIONS Pounds/sq. in. [psi] To kilopascals (kPa) Formula: psi x 6.895 = kPa 2 3 4 5 6 13.79 20.68 27.58 34.47 41.37 82.74 89.63 96.53 103.42 110.32 151.7 158.6 165.5 172.4 179.3 220.6 227.5 234.4 241.3 248.2 289.6 296.5 303.4 310.3 317.2 358.5 365.4 372.3 379.2 386.1 427.5 434.4 441.3 448.2 455.1 496.4 503.3 510.2 517.1 524.0 565.4 572.3 579.2 586.1 593.0 634.3 641.2 648.1 655.0 661.9

7 48.26 117.21 186.2 255.1 324.1 393.0 462.0 530.9 599.9 668.8

8 55.16 124.1 193.1 262.0 331.0 399.9 468.9 537.8 606.8 675.7

9 62.05 131.0 200.0 268.9 337.9 406.8 475.8 544.7 613.7 682.6

NOTE: Tables such as Table V, VI, VII, VIII, and IX may be used as in the following example: Example: Convert 955 kg.m to foot pounds (ft.lbs.). 1. Select Table V. 2. Go to kg.m row 90, column 5; read 931.7 95 kg.m = 931.7 ft.lbs.

4. Go to kg.m row 0, column 5; read 49.0 5 kg.m = 49 ft.lbs. Add to step 3. 5.

3. Multiply by 10: 950 kg.m = 9317 ft.lbs.

A5-4

Standard Tables

950 +5 kg.m = 9317 +49 = 9366 ft.lbs. 955 kg.m = 9366 ft.lbs.

A05002 9/97

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

SEALANTS AND ADHESIVES Nomenclature

Code LT-1A

Three Bond TB1521

LT-1B

1000B - 1000W

LT-2 LT-2A LT-2B LT-2C LT-3 Main bond Hardening agent LG-1 LG-3

TB1374 TB2411 TB2403 TB2430 or TB2440 TB2001 TB2105 TB1108B TB1107

LG-4

TB1104

LG-5

TB1110

Antifriction compound

LM-P

Grease

G2-LI

Vaseline

Adhesives

Liquid Gasket

Applications 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. Preventing bolts, nuts and plugs from loosening and leaking oil. Preventing bolts, nuts and plugs from loosening and leaking oil. (1) Preventing bolts, nuts and plugs from loosening and leaking oil. (2) Preventing bolts, nuts and plugs from loosening and leaking oil. (2) Provides an airtight, electrically insulating seal. Used for aluminum surfaces. Used with gaskets and packings to increase sealing effect. Heat-resistant gasket for precombustion chambers and exhaust piping. 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) 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. Applied to bearings and taper shafts to facilitate press-fitting and to prevent sticking, burning or rusting. Applied to bearings, sliding parts and oil seals for lubrication, rust prevention and facilitation of assembling work. Used for protecting battery electrode terminals from corrosion.

(1) Used for threaded areas (for example, plug, nipple, elbow etc.) which are removable and a pressure of 20 2 kg/cm (285 psi) or less. 2

(2) Used for threaded areas (for example, stud, etc.) which are not removable and a pressure of 20 kg/cm (285 psi) or less.

PART NUMBERS THREE BOND KOMATSU TB1374 09940-00030 TB1521 790-129-9030 TB1104 790-129-9020 TB1108B 790-129-9010

A05002 9/97

Standard Tables

A5-5

NOTES

A5-6

Standard Tables

A05002 9/97

STANDARD VALUE TABLES

ENGINE STANDARD VALUES

ITEM

MODEL ENGINE MEASUREMENT CONDITIONS High Idle

Engine Speed

Low Idle Rated Speed

A06002

Power Mode Economy Mode HI

UNIT rpm rpm

Lo Power Mode Economy Mode

rpm

Standard Value Tables

330M SA12V140Z-1 Std. Value Permissible Value 2350 ±50

2350 ±50

2300 ±50

1000 ±50

650 ±25

2000 ±50

1900 ±50

A6-1

CHASSIS STANDARD VALUES MEASUREMENT CONDITIONS

ITEM

UNIT

STANDARD VALUE

PERMISSIBLE VALUE

6.6 ±5%

TRUCK PERFORMANCE F1 F2 F3 Travel Speed

F4 F5

• Engine water temperature.: Within op erating range. • Transmission oil temperature: 70 °- 90°C • Empty truck • Traveling resistance: 3.3%

MPH

9.3 ±5%

12.4 ±5%

16.6 ±5%

22.0 ±5%

30.0 ±5%

40.0 ±5%

7.1 ±5%

Shift up

2100 ±50

1450 ±50

1400 ±50 (F2→F1 only)

2000 ±50

Automatic Shift Control

ENGINE SPEED High Power Mode

Shift up Economy Mode

Braking Mode

Auto Lock-up

Shift down

Set

RPM

Shift down Shift up Shift down F1, F2 F3 — F7 F1, F2

• Engine water temp.: Within operating range. • Transmission oil temp.: 70° - 90°C • Hydraulic oil temp.: 70° - 90°C • “Braking Mode” refers to when the accelerator is OFF or the rear brake is ON.

RPM

Reset F3 — F7

Overrun Protection

Set

RPM Reset

Down-shift Inhibitor

RPM

1350 ±50

1300 ±50 (F2→F1 only)

2450 ±50

1550 ±50

1500

1250 ±50

1200

1100 ±50

2600 ±10

2350 ±10

Same as shift down for automatic shift control (see above)

TORQUE CONVERTER Engine Speed at Torque Converter Stall

• Transmission oil temp.: 70° - 90°C • Hydraulic oil temp.: 70° - 90°C • Engine water temp.:within operating range

POWER MODE RPM

Standard Value Tables

2040 ±100

ECONOMY MODE RPM

A6-2

2040 ±100 1950 ±75

1950 ±75

A06002

CHASSIS STANDARD VALUES (Cont.) ITEM

MEASUREMENT CONDITIONS

UNIT

STD. VALUE

PERMISSIBLE VALUE

(Electronic governor specification truck)

1.8 ±0.5 (4.0 ±0.7)

42.1 +2.0

ACCELERATOR PEDAL

Operating effort

Starting to depress

• Operating effort at a point 150 mm (5.9 in.) from pedal fulcrum

kg (lbs)

Fully depressed

Starting to depress Travel

−4.9 (1.6 +.07 ) −.19

(1.6 +.07 )

−4.9

44 ±5 (1.7 ±.2)

• Travel at a point 150 mm (5.9 in.) from pedal fulcrum

mm (inches)

• At center of lever knob

kg (lbs.)

1.6 ±0.4 (3.5 ±0.8)

Max. 2 (4.4)

mm (inches)

18.5 ±1 (0.73 ±.04)

18.5 ±2 (0.73 ±.08)

↔ Fully

−.19

GEARSHIFT LEVER Operating effort R— N N— D Travel

D— 5 5— 4 4— 3 3— L

TORQUE CONVERTER Oil pressure at inlet port Oil pressure at outlet port Lock-up oil pressure Main relief pressure

Engine @ high idle Engine @ low idle

• Oil temperature: 70° - 90°C (158° - 194°F)

Engine @ high idle Engine @ low idle

• Engine water temperature: Within operating temperature

kg/cm (psi)

8 ±1 (113 ±15)

1.3 ± .5 (18.5 ±7)

4 ± .5 (57 ±14)

1.0 ± .5 (14 ±7)

16.0 ± .5 (230 ±10)

Engine @ high idle

39.0 ± 2 (555 ±29)

Engine @ low idle

34.5 ± 2 (490 ±29)

Engine @ high idle Engine @ low idle

• Hydraulic oil temperature: 50° - 80°C (122° - 176°F)

on actual truck

TRANSMISSION CONTROL VALVE SET PRESSURE L, H, 4th clutch 3RD clutch

16.5 ±1.5 (235 ±20) 16.5 ±1.5 (235 ±20)

Engine @ high idle

20.5 ±1.5 (290 ±20) 20.5 ±1.5 (290 ±20)

Engine @ low idle 1st, 2nd clutch

Engine @ high idle Engine @ low idle

R clutch When using modulation Checker

A06002

H, 3rd clutch 1st, 2nd, R clutch

20.5 ±1.5 (290 ±20) 20.5 ±1.5 (290 ±20)

• Oil temperature: 70° - 90°C (158° - 194°F) • Engine water temperature: Within operating temperature

31.5 ±1.5 (450 ±20) 31.5 ±1.5 (450 ±20) kg/cm (psi)

31.5 ±1.5 (450 ±20) 31.5 ±1.5 (450 ±20) 30 ±1.5 (435 ±20)

30 ±1.5 (435 ±20)

17 ±2 (242 ±28)

Engine @ low idle

17 ±2 (242 ±28)

Engine @ high idle

20 ±2 (284 ±28)

Engine @ low idle

20 ±2 (284 ±28)

Engine @ high idle

33 ±2 (469 ±22)

Engine @ low idle

33 ±2 (469 ±22)

Engine @ high idle Engine @ low idle

L, 4th clutch

16.5 ±1.5 (235 ±20) 16.5 ±1.5 (235 ±20)

Engine @ high idle Engine @ low idle

Engine @ high idle

• Hydraulic oil temperature: 50° - 80°C (122° - 176°F)

Standard Value Tables

A6-3

CHASSIS STANDARD VALUES (Cont.) MEASUREMENT CONDITIONS

ITEM

UNIT

STANDARD VALUE

PERMISSIBLE VALUE

1.25 ±0.5 (18 ±7)

7.0 ±0.1 (100 ±2)

5.60 (80)

TRANSMISSION

Lubricating Oil Pressure

• Engine water temperature.: Within operating range. • Engine: Full throttle • Oil temp.: 60° - 80°C (140° - 176°F) (using EO10-CD) or 70 ° - 90°C (158° - 194°F) (using EO30-CD)

kg/cm (psi)

TIRE INFLATION PRESSURE Standard Tires

27.00 R49 (front and rear wheels)

Optional Tires

27.00-49-48PR (front and rear wheels)

kg/cm (psi)

• When empty

STEERING WHEEL Operating Force (Steering wheel turning speed: 30 rpm)

• Oil temp.: 50° - 80°C (122° - 176°F) • Truck stopped and empty. If impossible when truck is stopped, travel at low speed with engine @ low idle.

kg (lbs.)

Max. 3.0 (Max 6.6)

Max. 3.6 (Max 8.0)

Play

• Length at circumference of steering wheel. • Engine stopped

mm (in.)

130 ±30 (5 ±1.2)

• Lock → Lock

Turns

3.5 ±0.4

3.5 ±0.6

Max. 4

Max. 5

Max. 4

Max. 5

No. of Turns Left → Right Turning Time

Right → Left

• Oil temp.: 50° - 80°C (122° - 176°F) • Engine speed: Full lrange • Lock → Lock

sec.

STEERING VALVE 210 +15

Engine @ Hi idle Relief Pressure Engine @ Lo idle

• Oil temp.: 50° - 80°C (122° - 176°F) • Engine: Fulll throttle • Demand valve relief valve

kg/cm (psi)

−0.0 (2986 +215 ) −0.0

185 +10 −0.0 (2630 +140 ) −0.0

210 +15

−0.0

(2986 +215 ) −0.0

185 +10

−0.0

(2630 +140 ) −0.0

BRAKE PEDAL Operating Force

kg (lbs.)

Max 30 (Max. 66)

mm (in.)

78 ±8 (3 ±0.3)

78 ±15 (3 ±0.6)

kg (lbs.)

1.0 - 4.0 (2.2 - 8.8)

0.5 - 6.0 (1.1 - 13.2)

degrees

0 - 90 ±3

• Tip of lever

kg (lbs.)

Max. 2.0 (Max. 4.4)

3.0 (6.6)

• Tip of lever

kg (lbs.)

0.01 - 0.02 (0.02 - 0.04)

Max. 0.05 (Max. 0.10)

• Pressure at which air is stored and circuit is unloaded when air pressure is raised from 0 kg/cm2 (0 psi) with engine at full throttle.

kg/cm (psi)

8.3 ±0.3 (120 ±4.3)

• Tip of pedal

Travel

RETARDER CONTROL LEVER Operating Force

• At point 10 mm (0.4 in) from tip of lever

Travel

PARKING BRAKE LEVER Operating Force

EMERGENCY BRAKE LEVER Operating Force

AIR GOVERNOR Set pressure

A6-4

Standard Value Tables

A06002

CHASSIS STANDARD VALUES (Cont.) ITEM

MEASUREMENT CONDITIONS

STANDARD VALUE

PERMISSIBLE VALUE

Max. 29 (95)

Max. 22.3 (73)

Max. 29 (95)

Max. 38 (125)

Max. 22.3 (73)

Max. 30 (98)

Min. 160 (2275)

Min. 45 (640)

m (ft)

Max. 60.9 (200)

UNIT

BRAKES Service brake braking distance Retarder brake braking distance Brake actuating pressure

91 ton payload Empty

• Initial speed: 32 km/h (20 MPH) • Distance from starting speed to stop 91 ton payload • Max. actuating air pressure: 8.3 kg/cm2 (120 psi) Empty • Max. hydraulic pressure: Rear: 45 kg/cm2 (640 psi) Front: 187 kg/cm2 (2660 psi) Front chamber • On flat, dry road surface Rear chamber (service)

m (ft)

kg/cm (psi)

Rear chamber (retarder)

• Carrying 91 ton payload Stopping distance when Initial speed: 32 km/h (20 mph) emergency brake is applied • • On flat, dry road surface

PARKING BRAKE Braking Capacity (sin θ)

• With 91 ton payload • After adjusting clearance between disc and pad

Min. 15

Starting Test

• F2 • Torque converter stall

rpm

Min. 2070

HOLD → RAISE

Max. 10 (22)

RAISE → HOLD

Automatically reset

5 - 10 (11 - 22)

3 - 6 (7- 13)

LOWER → FLOAT

Automatically reset

FLOAT → LOWER

Max. 13 (29)

RAISE → HOLD (A)

15 ±2 (0.6 ±.07)

11 ±2 (0.4 ±.07)

200 +15

HOIST LEVER

Operating Force

Travel

HOLD → FLOAT

• Center of control lever knob

FLOAT → HOLD

HOLD → FLOAT (B)

(Refer to Figure 6-1 for hoist lever positions “A”, “B”, and “C”)

kg (lbs.)

mm (in.)

FLOAT → LOWER (C)

HOIST VALVE

Relief Pressure

Engine @ Hgh Idle Engine @ Low Idle

A06002

• Oil temp.: 50° - 80°C (122° - 176°F) • Engine: Fulll throttle • Measure at end of stroke when raising body

kg/cm (psi)

−0.0 (2845 +210 ) −0.0

(2845 +210 )

185 +10

(2630 +142 )

−0.0

Standard Value Tables

−0.0

A6-5

CHASSIS STANDARD VALUES (Cont.) MEASUREMENT CONDITIONS

ITEM

UNIT

STANDARD VALUE

PERMISSIBLE VALUE

13 ±1.5

17 ±1.5

Max. 85 (3.4)

170 (6.7)

262 ±10 (10.3 ±0.4)

BODY Lifting Speed Lowering Speed

Hydraulic Drift

• Oil temp.: 50° - 80°C (122° - 176°F) • Engine: Full throttle • Use FLOAT when lowering

sec.

• Oil temp.: 50° - 80°C (122° - 176°F) • Set with No. 2 cylinder extended 200 mm (7.8 in.) • Hydraulic drift after 5 minutes

mm (in.)

SUSPENSION CYLINDER Installed Length

Front

A B

Rear Front Pressure

• On flat road surface • When empty

mm (in.)

A (Refer to Figure 6-2 for dimension “A” and “B” locations.)

Rear

kg/cm (psi)

484 ±10 (19 ±0.4)

242 ±10 (9.5 ±0.4)

39.5 ±5 (561 ±70)

539.5 ±5 (561 ±70)

26.0 ±5 (370 ±70)

Min. 1930

Min. 1540

Min. 1930

Min. 2070

CHECKING BRAKE PERFORMANCE Service Brake Retarder Brake Emergency Brake

Parking Brake

• F2 • Torque converter stall • Engine water temperature within operating range 2 • Air pressure: 8.3 kg/cm (120 psi) • Transmission oil temperature: 70 ° - 90°C (158° - 194°F) • Hydraulic oil temperature: 50 ° - 80°C (122° - 176°F)

FIGURE 6-1. HOIST LEVER POSITIONS

A6-6

RPM

FIGURE 6-2. SUSPENSION CYLINDERS

Standard Value Tables

A06002

STANDARD VALUES FOR ELECTRICAL PARTS COMPONENT

CONNECTOR No.

MEASUREMENT CONDITIONS

COMPONENT TEST TABLE

ENGINE CONTROLLER 1. Turn key switch ON.

Verify normal voltages listed below:

Accelerator Sensor

AS2

Accelerator at FULL position Accelerator at LOW position

Between B-C

Approx. 3.55 - 3.75 V

2. Insert T-adapter.

Approx. .35 - .55 V

3. Accelerator LO ↔ FULL. 1. Turn key switch OFF.

Verify normal resistances listed below: Engine Water Temperature Sensor

CT1

Water Temp. 25°C (normal)

Approx. 9 K - 10 KΩ

Between A-B

2. Disconnect CT1.

Approx. .62 K - .65 KΩ

Water temp. 100° C

TRANSMISSION CONTROLLER Engine Oil Pressure Sensor

EP1

1. Start engine.

Verify normal voltages listed below: Between B - C

Aproximately 1.1 - 2.1 V

1. Turn key switch ON.

Verify normal voltages listed below: Voltage Value

Shifter Lever

SF (male)

2. Insert T-adapter.

When Selected

Not Selected

Between (3) - (2) [R]

>1.0 V

< 15.0 V

Between (4) - (2) [N]

>1.0 V

< 15.0 V

Between (5) - (2) [D]

>1.0 V

< 15.0 V

Between (6) - (2) [5]

>1.0 V

< 15.0 V

Between (7) - (2) [4]

>1.0 V

< 15.0 V

Between (8) - (2) [3]

>1.0 V

< 15.0 V

Between (9) - (2) [L]

>1.0 V

< 15.0 V

Between (1) - (2)

2. Insert T-adapter.

11.0 - 13.0 V

Verify normal resistance value listed below: 1. Turn key switch OFF.

HPS (male) LPS (male) Pressure Control Valve Solenoid

5 - 25Ω Between (1) - (2)

RPS (male

2. Insert T-adapter.

Note: resistance should be 13.85Ω ±5% at 20°C (68 °F)

1PS (male) 2PS (male) 3PS (male) 4PS (male)

Lock-up Solenoid

L/CT (male)

Verify normal resistance value listed below: Between (1) - (2)

Exhaust Brake Solenoid SL5 (male)

Verify normal resistance value listed below: Between (1) - (2)

A06002

30 - 80Ω

Standard Value Tables

20 - 60Ω

1. Turn key switch OFF. 2. Disconnect L/CT 1. Turn key switch OFF. 2. Disconnect SL5.

A6-7

STANDARD VALUES FOR ELECTRICAL PARTS COMPONENT

CONNECTOR No.

MEASUREMENT CONDITIONS

COMPONENT TEST TABLE

TRANSMISSION CONTROLLER (Con.t) Rear Brake (Overrun Protection) Solenoid

SL4 (male)

Verify normal resistance value listed below: Between (1) - (2)

2. Disconnect SL4.

20 - 60Ω

1. Turn key switch OFF.

Verify normal resistances listed below: Transmission Oil Temperature Sensor

SL5 (male)

Oil Temperature Normal temperature: 25°C (77°C)

1. Turn key switch OFF.

Measure Resistance

2. Disconnect SL5.

37 k- 50 kΩ

Between (1) - (2)

100°C (212°F)

3.5 k - 4.0 kΩ

Verify normal resistances listed below: Relay (Check as Individual Part)

R01 - R29 (Except R09, R11)

Between (1) - (2)

100 - 500Ω

Between (3) - (4)

<0.1 Ω

Between (1) - (2)

>1 MΩ

Check as individual part

Verify normal resistances listed below: Relay (Check as Individual Part)

Fill Switch

R09 - R11

Between (5) - (6)

100 - 500Ω

Between (3) - (6)

<0.1 Ω

Between (3) - (5)

>1 MΩ

Check as individual part

HSW (male)

1. Turn key switch OFF.

LSW (male)

2. Disconnect switch connector

RSW (male) 1SW (male)

Verify normal resistances listed below: Switch OFF

Between (1) and chassis

>1 MΩ

2SW (male) 3SW (male) 4SW (male)

Alternator

Verify normal voltage listed below: Alternator Engine running @ 1/2 throttle or above: 27.5 - 29.5 V Terminal R (NOTE: If the battery is old or after starting in cold areas, voltage may not Chassis rise for some time.)

Verify normal resistances listed below:

Air Pressure Sensor

SR5 (male)

2 Air Pressure:8.3 kg/cm (120 psi)

Approx. 160 Ω or less, or approx. 320 Ω

1. Turn key switch OFF. 2. Disconnect SR5.

Between (1) - (2)

2 Air Pressure:5.2 kg/cm (75 psi)

A6-8

1. Start engine.

Standard Value Tables

Approx. 640 Ω or approx. 800 Ω

A06002

STANDARD VALUES FOR ELECTRICAL PARTS COMPONENT

CONNECTOR No.

MEASUREMENT CONDITIONS

COMPONENT TEST TABLE

TRANSMISSION CONTROLLER (Cont.) Verify normal resistance value listed below: Engine Water Temperature Sensor

CT1

Normal temperature: 25°C (77°C)

Approx. 9 - 10Ω

Between A-B

100°C (212°F) Torque Converter Oil Temperature Sensor

TC.SE (male)

Retarder Oil Temperature Sensor

64 (male)

1. Turn key switch OFF.

37 k- 50 kΩ

Between (1) - (2)

100°C (212°F)

Fuel Level Sensor

Full

(1) - sensor flange

Empty Transmission Shaft Speed Sensors

1. Turn key switch OFF.

Approx 12Ω or less

1. Turn key switch OFF.

Verify normal resistances listed below:

Input Shaft N1 (male)

Between (1) - (2)

500 - 1000Ω

Between (1) - (2)

500 - 1000Ω

Output Shaft N3 (male)

Between (1) - (2)

500 - 1000Ω

E12 (male)

2. Disconnect N1 - N3.

1. Turn key switch OFF.

Verify normal resistance listed below: Between (1) - (2)

2. Disconnect E12

500 - 1000Ω

Verify no continuity in circuit as listed below: Steering Oil Temperature Sensor

21 (male) Between B and chassis

Normal oil temperature: 25°C (77°C)

No continuity

Oil temperature: >123°C (250°C)

No continuity

Verify normal conditions in circuit as listed below:

Retarder Switch

AS3 (male) Between (1) - (2)

A06002

2. Disconnect 61.

Approx. 85 - 110Ω

Intermediate Shaft N2 (male)

Engine Speed Sensor

2. Disconnect TC.SE, and 64.

3.5 k - 4.0 kΩ

Verify normal resistances listed below: 61 (male)

2. Disconnect CT1.

Approx. 0.62 - 0.65Ω

Verify normal resistances listed below: Normal temperature: 25°C (77°C)

1. Turn key switch OFF.

Air pressure 2 Min.: 1.4 kg/cm (20 psi)

Continuity

Air pressure 2 Max.: 0.6 kg/cm (8.5 psi)

No continuity

Standard Value Tables

1. Turn key switch OFF. 2. Disconnect 21

1. Turn key switch OFF. 2. Disconnect AS3

A6-9

STANDARD VALUES FOR ELECTRICAL PARTS COMPONENT

CONNECTOR No.

MEASUREMENT CONDITIONS

COMPONENT TEST TABLE

TRANSMISSION CONTROLLER (Cont.) Verify normal conditions in circuit as listed below:

Service Brake Switch

AS5 (male) Between (1) - (2)

Air pressure 2 Min.: 0.6 kg/cm (8.5 psi)

Continuity

Air pressure 2 Max.: 0.2 kg/cm (3 psi)

No continuity

Verify normal conditions in circuit as listed below: Emergency Brake Switch

AS4 (male) Between (1) - (2)

Air pressure 2 Min.: 4.9 kg/cm (70 psi)

No continuity

Air pressure 2 Max.: 3.7 kg/cm (53 psi)

Continuity

Verify normal conditions in circuit as listed below:

Parking Brake Switch

AS2 (male) Between (1) - (2)

Air pressure 2 Min.: 5.7 kg/cm (81 psi)

Continuity

Air pressure 2 Max.: 3.7 kg/cm (53 psi)

No continuity

Verify normal conditions in circuit as listed below: Body FLOAT Switch

RH2 (male) Between (1) - (2)

Body Seated Switch

DB1 (male)

Dump lever @ FLOAT

No continuity

Dump lever at a position other than FLOAT

Continuity

Verify normal conditions in circuit as listed below: Between (1) - (2)

Body seated

No continuity

Body not seated

Continuity

Verify normal conditions in circuit as listed below: Tilt Sensor

SR3 (male) Between (1) - (2)

Tilt 17° or more

No continuity

Tilt 13° or less

Continuity

Verify normal conditions in circuit as listed below: Body RAISE Switch

RH2 (male) Between (7) - (8)

A6-10

Dump lever @ RAISE

No continuity

Dump lever at a position other than RAISE

Continuity

Standard Value Tables

1. Turn key switch OFF. 2. Disconnect AS5

1. Turn key switch OFF. 2. Disconnect AS4

1. Turn key switch OFF. 2. Disconnect AS2

1. Turn key switch OFF. 2. Disconnect RH2

1. Turn key switch OFF. 2. Disconnect DB1

1. Turn key switch OFF. 2. Disconnect SR3

1. Turn key switch OFF. 2. Disconnect RH2

A06002

STANDARD VALUES FOR ELECTRICAL PARTS COMPONENT

CONNECTOR No.

MEASUREMENT CONDITIONS

COMPONENT TEST TABLE

TRANSMISSION CONTROLLER (Cont.) Transmission Filter Clogging Sensor

52 (male)

Verify normal conditions in circuit as listed below: Between (1) - (2)

Filter normal

No continuity

Filter clogged

Continuity

Verify normal conditions in circuit as listed below: Brake Stroke Switch

BLSR(male) BLSL (male) Between (1) - (2)

Stroke normal

Continuity

Large stroke

No continuity

Verify normal conditions in circuit as listed below:

Exhaust Brake Switch

AS4 (male) Between (1) - (2)

Emergency Steering Timer Relay

Relay terminal 78 chassis

Air pressure 2 Min.: 3.7 kg/cm (53 psi)

Continuity

Air pressure 2 Max.:3.3 kg/cm (47 psi)

No continuity

1. Turn key switch OFF. 2. Disconnect 52.

1. Turn key switch OFF. 2. Disconnect BLSR, BLSL.

1. Turn key switch OFF. 2. Disconnect AS4

Engine running: Minimum 20 V

1. Start engine.

Verify normal conditions in circuit as listed below:

1. Turn key switch OFF.

SUSPENSION CONTROLLER

Radiator Water Level Switch

03 (male) Between (1) - (2)

Power Mode Switch

PW (male)

Radiator water level normal

Continuity

Radiator water level abnormal

No continuity

Verify normal conditions in circuit as listed below: Between (2) - (4)

Switch ON

Continuity

Switch OFF

No continuity

Verify normal resistances listed below: FR Suspension Pressure Sensor

63 (male)

FL Suspension Pressure Sensor

62 (male)

Between each connector (3) - chassis

500 - 1000Ω

2. Disconnect 03.

1. Turn key switch OFF. 2. Disconnect PW.

1. Remove sensor from suspension cylinder. 2. Insert T-adapter. 3. Verify there is no open or shorted circuit in wiring harness. 4. Turn key switch ON.

Transmission Output Shaft Speed Sensor

N3 (male)

Verify normal resistance in circuit as listed below: Between (1) - (2)

A06002

Standard Value Tables

500 - 1000Ω

1. Turn key switch OFF. 2. Disconnect N3.

A6-11

STANDARD VALUES FOR ELECTRICAL PARTS COMPONENT

CONNECTOR No.

MEASUREMENT CONDITIONS

COMPONENT TEST TABLE

SUSPENSION CONTROLLER (Cont.) Verify normal conditions in circuit as listed below: Emergency Brake Switch

AS4 (male)

Air pressure 2 Min.: 4.9 kg/cm (70 psi)

No continuity

Continuity

Verify normal conditions in circuit as listed below: AS5 (male)

Air pressure 2 Min.: 0.6 kg/cm (8.5 psi)

No continuity

Shift Limit Switch

SL1 (male) Suspension Control Solenoid Valve

SL2 (male)

Switch ON

Continuity

Switch OFF

No continuity

Verify normal resistance value listed below: Between (1) - (2)

2. Disconnect SH.

1. Turn key switch OFF.

3. Put black pole of tester in contact with (1); put red pole in contact with (2).

Verify normal conditions in circuit as listed below: RH2 (male)

1. Turn key switch OFF.

2. Disconnect SL1, SL2, SL3.

20 - 60Ω

SL3 (male)

Body FLOAT Switch

2. Disconnect AS5.

Continuity

Verify normal conditions in circuit as listed below: Between (2) - (4)

1. Turn key switch OFF.

Between (1) - (2)

Air pressure 2 Max.:0.2 kg/cm (.82 psi)

SH (male)

2. Disconnect AS4.

Between (1) - (2)

Air pressure 2 Max.:3.7 kg/cm (52 psi)

Service Brake Switch

1. Turn key switch OFF.

Lever @ FLOAT Lever @ position other than FLOAT.

No continuity

1. Turn key switch OFF. 2. Disconnect RH2.

Between (7) - (9) Continuity

PAYLOAD METER FR Suspension Pressure Sensor

39 (male)

FL Suspension Pressure Sensor

13 (male)

RR Suspension Pressure Sensor

63 (male)

FL Suspension Pressure Sensor

62 (male)

A6-12

1. Remove sensor from suspension cylinder. Verify voltages are within the range as listed below: Between each connector (3) - chassis

Approximately 0.45 - 1.50 V

2. Insert T-adapter. 3. Verify there is no open or shorted circuit in wiring harness. 4. Turn key switch ON.

Standard Value Tables

A06002

STANDARD VALUES FOR ELECTRICAL PARTS COMPONENT

COMPONENT TEST TABLE

MEASUREMENT CONDITIONS

Verify voltage is within the range as listed below:

1. Park truck on level ground.

CONNECTOR No.

PAYLOAD METER (Cont.)

Clinometer

PM3

Between (1) - (2)

Approximately 2.1 - 3.1 V

2. Verify there is no open or shorted circuit in wiring harness. 3. Insert T-adapter. 4. Turn key switch ON.

CHASSIS MONITOR Engine Oil Pressure Sensor

27 (male)

Verify voltage is within the range as listed below: Between B - C

Approximately 1.1 - 2.1 V

1. Disconnect terminal. 2. Insert T-adapter. 3. Start engine.

Alternator

Verify voltage is within the range as listed below: Alternator Engine running @ 1/2 throttle or above: 27.5 - 29.5 V terminal R chassis (NOTE: If the battery is old or after starting in cold areas, voltage may not raise for some time.)

Verify (normal) resistances listed below:

Air Pressure Sensor

SR5 (male)

2 Air Pressure:8.3 kg/cm (120 psi)

Approx. 160 Ω or less, or approx. 320 Ω

CT1 (male)

Torque Converter Oil Temperature Sensor

TC.SE (male)

Normal temperature: 25°C (77°C)

Retarder oil Temperature Sensor

64 (male)

100°C (212°F)

Fuel Level Sensor

61 (male)

Approx. 9 - 10Ω

Between (1) - (2)

(1) - sensor flange

Empty

N3 (male)

52 (male)

1. Turn key switch OFF. 2. Disconnect 61.

Verify normal conditions in circuit as listed below: Between (1) - (2)

Standard Value Tables

1. Turn key switch OFF. 2. Disconnect N3.

500 - 1000Ω

Filter clogged

A06002

Approx 12Ω or less

Verify normal resistance in circuit as listed below:

Filter normal

2. Disconnect CT1, TC.SE, and 64.

Approx. 85 - 110Ω

Between (1) - (2)

Transmission Filter Clogging Sensor

1. Turn key switch OFF.

Approx. 0.62 - 0.65Ω

Verify (normal) resistances listed below:

Transmission Output Shaft Speed Sensor

2. Disconnect SR5.

Approx. 640 Ω or approx. 800 Ω

Verify (normal) resistance value listed below:

Full

1. Turn key switch OFF.

Between (1) - (2)

2 Air Pressure:5.2 kg/cm (75 psi) Engine Water Temperature Sensor

1. Start engine.

Continuity

1. Start engine. 2. Disconnect 52.

No continuity

A6-13

STANDARD VALUES FOR ELECTRICAL PARTS COMPONENT

CONNECTOR No.

MEASUREMENT CONDITIONS

COMPONENT TEST TABLE

CHASSIS MONITOR (Cont.) Caution Pilot Lamp Bulb Check Switch

GK1 (male)

Verify normal conditions in circuit as listed below: Switch ON

Between (1) - (2)

Switch OFF

Exhaust Brake Switch

EXH (male)

Verify normal conditions in circuit as listed below: Switch ON

AISS Switch

Between (2) - (4)

Switch OFF

Mode Change Switch 1

Mode Change Switch 2

Hazard Switch

Between Switch Terminals MS11 MS12

Between Switch Terminals MS21 MS22

HAZ (male)

Fog Lamp Switch

Switch OFF

Between Switch Terminals MS11 - MS12

Switch ON Switch OFF

Between Switch Terminals MS21 - MS22

Between (2) - (4)

Front Brake Cut Switch

Continuity

1. Turn key switch OFF. 2. Disconnect HAZ.

No continuity

Between (2) - (4)

Continuity

1. Turn key switch OFF. 2. Disconnect FL.

No continuity

Between (2) - (4)

Switch OFF

A6-14

1. Turn key switch OFF.

No continuity

Verify normal conditions in circuit as listed below: Switch ON

1. Turn key switch OFF.

Continuity

Verify normal conditions in circuit as listed below: Switch ON

2. Disconnect A1.

No continuity

Verify normal conditions in circuit as listed below: Switch ON

1. Turn key switch OFF.

Continuity

Verify normal conditions in circuit as listed below:

Switch OFF

FB (male)

Continuity

Verify normal conditions in circuit as listed below: Switch ON

2. Disconnect EXH

No continuity

Switch OFF

FL (male)

Continuity

1. Turn key switch OFF.

No continuity

Verify normal conditions in circuit as listed below: Switch ON

2. Disconnect GK1

No continuity

Switch OFF

A1 (male)

Continuity

1. Turn key switch OFF.

Standard Value Tables

Continuity

1. Turn key switch OFF. 2. Disconnect FB.

No continuity

A06002

STANDARD VALUES FOR ELECTRICAL PARTS COMPONENT

CONNECTOR No.

MEASUREMENT CONDITIONS

COMPONENT TEST TABLE

CHASSIS MONITOR (Cont.) Verify normal conditions in circuits as listed below: Lamp switch ON

Between (5) - (7)

Lamp switch OFF Lamp switch ON Lamp switch OFF Comination Switch

Continuity

1. Turn key switch OFF. 2. Disconnect CM

No continuity

Between (5) - (6), (6) - (7)

Continuity No continuity

CM (male) Turn signal lamp at LEFT

Between (3) - (8)

Turn signal lamp at N Turn signal lamp at RIGHT

Continuity No continuity

Between (3) - (4)

Turn signal lamp at N

Continuity No continuity

Dimmer switch at high beam

Between (2) - (7)

Continuity

Dimmer switch at low beam

Between (1) - (7)

No continuity

PMC SYSTEM Air Cleaner Clogging Sensor

MM13 (male)

Verify normal conditions in circuit as listed below: Air cleaner normal Air cleaner clogged

Full-flow Filter clogging Sensor

MM10 (male)

Filter normal

54 (male)

Between (1) and chassis

Between (1) - (2)

Filter clogged

Hydraulic Retarder Clogging Sensor

53 (male)

Engine Oil Level Sensor

Continuity

Between (1) - (2)

Continuity

Between (1) - (2)

Engine Oil level abnormal

Continuity

MM14 (male)

Hydraulic Oil level normal Hydraulic Oil level abnormal

A06002

1. Turn key switch OFF. 2. Disconnect MM9

No continuity

Verify normal conditions in circuit as listed below: Hydraulic Oil Level Sensor

1. Start engine. 2. Disconnect 53.

No continuity

Verify normal conditions in circuit as listed below: Engine Oil level normal

1. Start engine. 2. Disconnect 54.

No continuity

Filter clogged

MM9 (male)

Continuity

Verify normal conditions in circuit as listed below: Filter normal

1. Start engine.

No continuity

Verify normal conditions in circuit as listed below: Filter normal

1. Start engine. 2. Disconnect MM13

No continuity

Verify normal conditions in circuit as listed below: Filter clogged

Hydraulic Filter Clogging Sensor

Between (1) and chassis

Continuity

Between (1) and chassis

Standard Value Tables

Continuity

1. Turn key switch OFF. 2. Disconnect MM14

No continuity

A6-15

STANDARD VALUES FOR ELECTRICAL PARTS COMPONENT

CONNECTOR No.

MEASUREMENT CONDITIONS

COMPONENT TEST TABLE

PMC SYSTEM (Cont.) Retarder Oil Level Sensor

MM15 (male)

Verify normal conditions in circuit as listed below: Retarder oil level normal Retarder oil level abnormal

Brake Oil Level Sensor

MM12 (male)

Between (1) and chassis

Continuity

Brake oil level normal

Between (1) - (2)

Continuity

MM11 (male)

Battery electrolyte level normal

Between (1) chassis or (-) terminal

Battery electrolyte level abnormal

Retarder Wear Sensor

MM19 (male) MM20 (male)

4 V or above

AS5 (male)

Verify normal conditions in circuit as listed below: No retarder wear Retarder wear

Air pressure 0.6 kg/cm (8.5 psi) or above

Air pressure 4.9 kg/cm (70 psi) or above Air pressure 3.7 kg/cm (52 psi) or above

Transmission Input Shaft Speed Sensor

N1 (male)

Transmission Output Shaft Speed Sensor

N3 (male)

Engine Speed Sensor B

E12 (male)

1. Start engine.

No continuity

3. Actuate retarder brake.

No continuity

1. Turn key switch OFF. 2. Disconnect AS5.

Between (1) - (2) 2

Continuity

No continuity

1. Start engine. 2. Disconnect AS4.

Between (1) - (2) 2

Continuity

Verify normal resistance in circuit as listed below: Between (1) - (2)

500 - 1000 Ω

Verify normal resistance in circuit as listed below: Between (1) - (2)

A6-16

2. Disconnect MM11

2. Disconnect MM19 and MM20

Verify normal conditions in circuit as listed below: AS4 (male)

1. Start engine.

Continuity Between (1) - (2)

Air pressure 0.2 kg/cm (2.8 psi) or above

Emergency Brake Switch

2. Disconnect MM12

Verify normal conditions in circuit as listed below:

Service Brake Switch

1. Start engine.

No continuity

Verify normal conditions in circuit as listed below: Battery Electrolyte Level Sensor

2. Disconnect MM15

No continuity

Verify normal conditions in circuit as listed below: Brake oil level abnormal

1. Turn key switch OFF.

Standard Value Tables

1. Turn key switch OFF. 2. Disconnect N1 and N3. 1. Turn key switch OFF.

500 - 1000 Ω

A06002

STANDARD VALUES FOR ELECTRICAL PARTS COMPONENT

CONNECTOR No.

COMPONENT TEST TABLE

MEASUREMENT CONDITIONS

PMC SYSTEM (Cont.) Verify normal voltage in circuit as listed below: FR Suspension Pressure Sensor

39 (male)

Between (3) and chassis

Approximately 0.45 - 1.50 V

13 (male)

2. Insert T-adapter. 3. Verify there is no open or short circuit in wiring harness.

Verify normal voltage in circuit as listed below: FL Suspension Pressure Sensor

1. Remove sensor from suspension cylinder.

Between (3) and chassis

Approximately 0.45 - 1.50 V

1. Remove sensor from suspension cylinder. 2. Insert T-adapter. 3. Verify there is no open or short circuit in wiring harness. 4. Turn key switch ON.

A06002

Standard Value Tables

A6-17

NOTES

A6-18

Standard Value Tables

A06002

SECTION B STRUCTURES INDEX

STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GRILLE AND HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEFT DECK STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B2-1 B2-1 B2-1 B2-2 B2-2 B2-2

RIGHT DECK STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 CENTER DECK STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4

DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2 BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B3-3 B3-3 B3-3 B3-3

BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4 BODY-UP PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4 ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4

FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QUICK FUEL OPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B01014

Index

B4-1 B4-1 B4-2 B4-2 B4-2 B4-2

B1-1

NOTES

B1-2

Index

B01014

STRUCTURAL COMPONENTS Installation

GRILLE AND HOOD

1. Install deck in reverse order to removal. Tighten all hardware to standard torque.

Removal 1. Remove grille.

DECKS

2. Attach lifting device to the radiator hood.

4. Remove the three plugs, capscrews, and nuts from across the top of the radiator hood that secures it to the cross brace below.

The truck left and right decks are mounted to the frame structure using rubber mounting pads. These pads are placed between the deck and the mounting structure to reduce noise and vibration. These rubber mounts should be checked periodically and worn or defective mounts should be replaced.

5. Remove six (6) mounting capscrews at the base of the radiator hood.

The center deck section of the truck is rigidly mounted in the front and rubber mounted in the rear.

3. Disconnect air horn hoses and headlight wire on the left side of the radiator.

6. Lift radiator hood off of truck. 7. Check the number of shims under hood mounting so all shims can be placed back to their original location during installation.

FIGURE 2-1. DECK LAYOUT 1. Capscrew 2. Capscrew 3. Cab Mounting Capscrews B02011 9/97

4. Right Deck 5. Center Deck 6. Engine Lid

7. Capscrew 8. Front Grill 9. Ladder Deck

Structural Components

10. Cab 11. Walkway

B2-1

5. Mark shims (4) so they will be installed in the same location when the cab and deck are installed.

The anti-slip material on the decks should be inspected and maintained for the safety of all personnel. The decks of the trucks are also covered with anti-slip surfaces. These anti-slip coverings should be kept clean and replaced as they become worn. LEFT DECK AND CAB Removal 1. Disconnect the ground wire between the negative terminal of the batteries and the frame. 2. Remove capscrews (2, Figure 2-2) and washers from each corner of the left deck section. 3. Disconnect all electrical wiring, air lines, and hydraulic lines that would interfer with the removal of the cab deck.

Installation 1. Lower cab and deck section onto truck and align capscrew mounting holes. Remove lifting device. 2. Adjust left hand deck rubber mounts; a. Temporarily assemble the mounting parts without shims. b. Measure dimension "a" (Figure 2-2) at four (4) places on each mounting pad as shown. c. Add shims to the side where dimension "a" is largest, and adjust so that the difference between dimension "a" at the four places is within 0.5 mm (0.02 in.). 3. Tighten capscrews to 35-43.5 kg.m (254-315 ft.lbs.) torque.

4. Attach lifting device with wood blocks (5,Figure 2-3) and lift deck section up and away from truck.

FIGURE 2-2. RUBBER MOUNTING PADS (LEFT DECK) 1. Cover 2. Capscrew 3. Special Washer 4. Shims B2-2

5. Rubber Mounting 6. Flatwasher 7. Nut

FIGURE 2-3. CAB AND DECK 1. Cab 2. Strap 3. Lifting Device

Structural Components

4. Door 5. Wood Block

B02011 9/97

RIGHT DECK

Installation

Removal 1. Lower deck section onto truck and align capscrew mounting holes. 1. Disconnect the ground wire between the negative terminal of the batteries and the frame. 2. Disconnect all air hoses and electrical wiring leading from the right deck. Disconnect ground strap between right deck and frame.

2. Remove lifting device and 3. Install capscrews (2, Figure 2-4) and washers. Tighten capscrews to standard torque.

3. Attach a lifting device to the deck. 4. Remove the four (4) mounting capscrews (2, Figure 2-4). 5. Remove deck from truck.

Inspect the rubber mounting pads for cracks, tears or other damage. Replace with new if damaged.

FIGURE 2-4. RUBBER MOUNTING PADS (RIGHT DECK) 1. Cover 2. Capscrew 3. Special Washer 4. Washer

B02011 9/97

5. Rubber Mounting 6. Bushing 7. Nut

Structural Components

B2-3

CENTER DECK Removal

Installation

1. Disconnect the ground wire between the negative terminal of the batteries and the frame.

1. Install deck on truck and align mounting holes and the rear rubber mounting studs.

2. Remove the three plugs, capscrews and nuts from the front of the center deck.

2. Tighten all mounting hardware. Install the covers over the front access holes.

3. Remove the two nuts (2, Figure 2-5) and lockwashers from the two rear rubber mounts.

3. Connect the ground wire between the negative terminal of the batteries and the frame.

4. Remove deck from truck.

FIGURE 2-5. REAR MOUNTING PADS FOR CENTER DECK 1. Cover 2. Nut

B2-4

3. Rubber Mounting 4. Capscrew Pad

Structural Components

B02011 9/97

DUMP BODY Removal

1. Park truck on hard level surface and block all wheels. Using special sling (561-98-61350) connect cables and lifting device to the dump body and take up slack as illustrated in Figure 3-1.

2. Remove mud flaps from both sides of the truck. Pin rock ejectors in the up position.

Before raising or lifting body be sure there is adequate clearance between body and overhead structures or electric power lines.

Some means of supporting hoist cylinders will be necessary prior to removing hoist cylinder pin.

3. On each side of the dump body, remove the hoist cylinder pin retainer capscrew and washer (4 and 5, Figure 3-2) from the dump body brackets (1).

4. Remove the top hoist cylinder pin (3, Figure 3-2) from the dump body.

Be sure that lifting device is rated for at least a 35 ton capacity (31780 kg).

FIGURE 3-2. HOIST CYLINDER MOUNTING FIGURE 3-1. DUMP BODY REMOVAL 2. Guide Rope 1. Lifting Cables

B03015

1. Body Brackets 2. Hoist Cylinder 3. Pin/Retainer Structure

Dump Body

4. Capscrew 5. Washer

B3-1

5. Remove the capscrew and washer (2, Figure 3-3) securing the pivot pin (3). Remove the pivot pin from each dump body pivot point. Pivot pin spacers (4), will come out after pin is removed. Store spacers in a manner so they will be installed in the same location they were removed.

Installation

1. Attach lifting device to dump body and lower over the truck frame. Align the dump body pivot with frame mounting bracket.

6. Lift dump body clear of truck and move to storage or work area. Place on blocks.

2. Install the spacers (4, Figure 3-3) as removed and body pivot pins (3) on each side of truck. If necessary, adjust body to center it between the frame rails. Refer to Figure 3-3.

7. Inspect bushings (6) in the body pivots for wear or damage. Replace, if necessary.

NOTE: After installation, check to insure that the side of the canopy and the side of the operators cab are in alignment within 30mm (1.2 in). If necessary, adjust body with shims at body pivot.

3. Secure pivot pin in place with capscrew and washer (3, Figure 3-3). Tighten capscrews to 25-31.5 kg.m (181-228 ft.lbs.) torque. 4. If equipped, check engine exhaust tube in heated body. Tube should be centered in body opening. 5. Align top eye of hoist cylinder and install hoist cylinder pins. Secure pins with capscrews and washers (4 and 5, Figure 3-2). Tighten capscrews to 16-20 kg.m (116-145 ft.lbs.) torque. 6. Install mud flaps and release rock ejectors on dump body.

FIGURE 3-3. BODY PIVOT PIN CROSS SECTION 1. Dump Body 2. Capscrew & Washer 3. Pivot Pin

B3-2

4. Spacer 5. Frame Pivot Structure 6. Seal 7. Bushing

Dump Body

B03015

BODY PAD

BODY PAD ADJUSTMENT (SIDE)

Removal

With pads in place. 1. Completely lower empty dump body until in contact with frame rail. Check all eight (8) pads to insure full contact with frame. If not, adjust with shims.

NOTE: It is not necessary to remove the dump body for replacing the body pads. Replace pads if worn excessively. 1. Raise dump body to sufficient height for removal of body pads.

With pads removed.

Place blocks between dump body and frame. Secure blocks in place.

2. Remove capscrews, lockwashers and rubber body pads with shims from body pad mounting surface. Refer to Figure 3-4. Installation 1. Install new rubber body pads and shims. Install capscrews and lockwashers.

1. Install a 55mm (2.16 in) spacer (1, Figure 3-5) between the front of dump body and the frame. Measure and record the distance between the dump body and frame at four (4) locations on each frame rail. Refer to Figure 3-5. 2. Subtract 35mm (1.38 in) from each dimension recorded above. 3. Raise body high enough to install pads and block in position to prevent body from lowering. Assemble a shim pack for each pad as determined in Step 2 and install with capscrews, flatwashers, and nuts. 4. Remove blocking and spacer and lower body completely. 5. Check all eight (8) pads to insure full contact with frame. Adjust with shims if necessary.

FIGURE 3-4. BODY PAD AND GUIDE 1. Capscrew & Nut 2. Mounting Surface 3. Shims 4. Body Pad

B03015

FIGURE 3-5. BODY PAD ADJUSTMENT

5. Frame 6. Guide a. Gap 1-2 mm (0.040-0.080 in)

1. 55mm (2.16 in) spacer

Dump Body

2. Body Pads (4 locations)

B3-3

BODY PAD ADJUSTMENT (FRONT)

BODY GUIDE

NOTE: Adjust after lower body pads have been adjusted.

1. Total thickness of rubber pad (1, Figure 3-6) should be 50mm (2.0 in). 2. If not, adjust with shims (2).

At time of body pad replacement, wear plates, which the body guides contact, should be inspected for serviceability. Prior to checking the gap between the body guides and wear plates, insure the body is centered on the frame. The gap between the guides and wear plates should be 1-2 mm (0.040-0.080 in.). Refer to Figure 3-4.

NOTE: Size of weld for body guide and wear plate is 0.31 inch (7.87 mm) unless otherwise specified. Use AWS E 70 Series, Low Hydrogen Type Welding Rods, such as E7016 or E7018.

BODY PIN The body pin is located under the dump body at the rear of the truck. This pin is intended to be used as a safety to hold the body in the up position while the technicians work under it.

Always store pin in body storage hole. Placement of the pin in mainframe or matching body-up holes located on the body can cause damage to frame or body during dumping cycle. FIGURE 3-6. FRONT BODY PAD 1. Pad 2. Shims

B3-4

Never work under a raised body unless body safety pin is in the proper position to hold body up.

3. 50mm (2.0 in) 4. Capscrew

Dump Body

B03015

ROCK EJECTORS Rock ejectors are placed between the rear dual wheels to keep rocks or other material from lodging between the dual tires. Failure to keep ejectors in working order could allow debris to build up between the dual wheels and cause damage to the tires. The rock ejectors can be pinned up out of the way if desired.

Inspection

1. The ejectors must be positioned on the center line between the rear tires within 0.25 in. (6.35 mm). 2. With the truck parked on a level surfact, the arm structure should be approximately 4.88 in. (124 mm) away from the wheel spacer ring.

NOTE: With Rock Ejector Arm (2, Figure 3-7) hanging vertical, there must be NO GAP at stop on bracket (4).

FIGURE 3-7 ROCK EJECTOR 1. Pin Structure 2. Rock Ejector Arm

3. Cotter Pin 4. Rock Ejector Bracket

3. If the arm (2) becomes bent, it must be removed and straightened. 4. The wear plates must be replaced if severely worn. 5. Inspect the mounting brackets, pins (1) and stops at each shift change for wear and/or damage, and repair as necesary.

B03015

Dump Body

B3-5

NOTES

B3-6

Dump Body

B03015

FUEL TANK The truck is equipped with a fuel tank mounted in front of the rear tires on the right side. The tank is equipped with an external fuel gauge and optional electric sender for the instrument panel gauge. Removal 1. Drain all fuel from tank to reduce weight to be handled.

1. Fuel Tank 2. Fuel Gauge 3. Gasket 4. Capscrew 5. Lockwasher 6. Filler Cap 7. Strainer 8. Bushing

B04014

2. Remove wire from tank sender if equipped with fuel level indicator in instrument panel. 3. Disconnect the fuel supply and return lines. Cap all hoses and tank openings to prevent contamination. 4. Connect a suitable lifting device to the tank and take up slack.

FIGURE 4-1. FUEL TANK INSTALLATION 9. Drain Cock 17. Nut 10. Gasket 18. Washer 11. Cover 19. Pipe Plug 12. Lockwasher 20. Breather Cap 13. Capscrew 21. Elbow Fitting 14. Mounting Plate 22. Shutoff Valve 15. Mounting Plate 23. Nipple 16. Bolt 24. Supply Hose

Fuel Tank

25. Straight Fitting 26. Return Hose 27. Tapping Screw 28. Lockwasher 29. Collar 30. Bolt

B4-1

5. Loosen the bottom and top mount capscrews (16, Figure 4-1) and take up slack on lifting device. Remove capscrews and move tank to safe working area. 6. Remove sending unit (2) and cover (11) on tank, and other fittings as required to carry out interior cleaning.

If a tank has been damaged and requires structural repair, carry out such repairs before final cleaning. A small amount of light oil should be sprayed into the tank to prevent rust if the tank is to remain out of service. All openings should be sealed for rust prevention.

VENT Installation 1. Thoroughly clean the mounting areas on the frame and the tank. 2. Lift the fuel tank into position near the frame and lower into position. Install capscrews (16), lockwashers and nuts. 3. Tighten capscrews (16) evenly to 50-62 kg.m (362-450 ft. lbs.) torque. 4. Connect fuel lines and fuel sender wire.

The fuel tank is vented through a small breather cap (20, Figure 4-1) installed in a port on the top of the tank. This vent should be cleaned periodically and can be blown out with solvent. The vent must be free of caked mud and debris that would cover the vent and prevent proper fuel suction and return. Refer to Section “M” for information on various quick fill systems, if equipped.

QUICK FUEL INSTALLATION (OPTION)

5. Close the tank drain cock, fill with fuel and check for leaks.

An optional quick fuelling system may be installed in place of cover (11, Figure 4-1).

If a tank is to be weld repaired, special precautions are necessary to prevent fire or explosion. Consult local authorities if necessary, on safety regulations before proceeding.

Cleaning The fuel tank is provided with a drain and a cleaning port in the side that allows steam or solvent to be utilized in cleaning tanks that have accumulated foreign material. It is not necessary to remove the tank from the truck for cleaning of sediment, however rust and scale on the walls and baffles may require complete tank removal. This allows cleaning solutions to be in contact with all interior surfaces by rotating the tank in various positions, etc. Prior to a cleaning procedure of this type, all vents, fuel gauges, and hose connections should be removed and temporarily sealed. After all scale, rust, and foreign material have been removed, the temporary plugs can be removed.

B4-2

Fuel Tank

B04014

SECTION C ENGINE, RADIATOR & AIR CLEANER INDEX

COOLING SYSTEM RADIATOR Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRAKE OIL COOLER Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN BELT Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ENGINE Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE LINE ADAPTER Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AIR FILTRATION SYSTEM AIR CLEANER Service Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAIN FILTER ELEMENT Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Intake Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C01016

Index

C3-1 C3-3 C3-3 C3-4 C3-4 C3-4 C3-4 C3-5 C3-5

C4-1 C4-4 C4-5 C4-6 C4-7

C5-1 C5-1 C5-3 C5-4

C1-1

NOTES

C1-2

Index

C01016

COOLING SYSTEM RADIATOR Engine cooling is accomplished by circulating the coolant through the engine water jacket and the radiator. Air is pulled through the radiator core by an engine driven fan to remove heat from the circulating coolant. Removal 1. Disconnect the negative and then the positive battery cable.

3. Remove grille and steering oil cooler (2, Figure 3-1). 4. Remove hood according to “Removal” instructions in Section “B”. 5. If equipped with air conditioning, remove the capscrews retaining the condenser core to the radiator and rotate the condenser core towards the left fender. Secure refrigerant lines and condenser core away from radiator to prevent possible damage during radiator removal. If it is necessary to remove the condenser from the truck, refer to Section “M” and discharge the refrigerant from the system, then remove the condenser.

Before removing any cooling system components, release cooling system pressure by turning radiator cap counterclockwise to the first notch. Failure to release pressure may result in hot coolant being expelled causing serious injury.

2. Position a container (completely clean if the coolant is to be reused) under the drain cocks on the radiator and brake oil cooler. Be prepared to catch as much as 256 l (67.6 gal.) of coolant. Open drain cocks and allow coolant to drain completely.

Wear a face shield and protective gloves while venting refrigerant from the air conditioning system. Contact with the refrigerant will cause skin and tissue freezing (frostbite).

6. Disconnect headlight wire (1, Figure 3-2) and air horn hoses (2) on the left side of the radiator.

FIGURE 3-1. OIL COOLER 1. Radiator

C03018

2. Steering Oil Cooler

FIGURE 3-2. WIRING AND HORN 1. Headlight Wiring

Cooling System

2. Air Horn Hoses

C3-1

10. Remove thermostat outlet hoses (2 & 3). 11. Disconnect de-aeration hose (4) and bypass hose (5). 12. Remove radiator outlet hose (1, Figure 3-5) and radiator bypass hose (2). 13. Remove torque converter oil cooler hoses (3 & 4).

FIGURE 3-3. RADIATOR HOOD 1. Radiator Hood 2. Damper

3. Radiator Support 4. Capscrews

7. Remove the three plugs, capscrews, and nuts from across the top of the radiator hood that secures it to the cross brace below. 8. Remove six (6) mounting capscrews (4, Figure 3-3) at the base of the radiator hood and remove. Tag the shims for proper placement during assembly. 9. Remove fan guard (1, Figure 3-4). FIGURE 3-5. COOLANT AND OIL LINES 1. Outlet Hose 2. Bypass Hose

3. Torque Converter Hose 4. Torque Converter

FIGURE 3-4. RADIATOR COMPONENTS 1. Fan Guard 2. Thermostat Outlet Hose 3. Thermostat Outlet Hose

C3-2

4. De-Aeration Hose 5. Bypass Hose

Cooling System

C03018

Service

Radiator assembly weighs approximately 410 kg (904 lbs.) Use adequate lifting device. 14. Attach a sling or hoist to the radiator and take up the slack. Remove radiator top mounting rod by removing nuts (1, Figure 3-6). 15. Remove radiator bottom mount capscrews (4) and remove radiator and torque converter oil cooler assembly. Move radiator to a clean work area for service.

Radiator service is a specialized function usually not accomplished by most maintenance shops. The large size and weight of the off-road truck radiators dictates that a specialized radiator shop be used for service and repair on the radiators.

Installation

1. Inspect dampers (5, Figure 3-6) for cracks or excessive stress. Replace as required. 2. Install radiator with torque converter oil cooler assembly with radiator bottom mount capscrews (4) . 3. Install radiator top mounting rod with nuts (1). Tighten nuts on each end of tie rod and center the rods between the brackets to position the radiator so that the fan blades are centered in the shroud. 4. Install torque converter oil cooler hoses (3&4, Figure 3-5). 5. Install radiator outlet hose (1) and radiator bypass hose (2). 6. Connect de-aeration hose (4, Figure 3-4) and bypass hose (5). 7. Install thermostat outlet hoses (2&3). 8. Install fan guard (1). 9. Install six mounting capscrews (4, Figure 3-3) at the base of the radiator hood and remove. 10. Install the three plugs, capscrews, and nuts from across the top of the radiator hood that secures it to the cross brace below. 11. Connect headlight wire (1, Figure 3-2) and air horn hoses (2) on the left side of the radiator. 12. If equipped with air conditioning, install the condenser core to the radiator. Refer to Section “M” to evacuate and recharge the system. 13. Install hood according to “Installation” instructions in Section “B”.

FIGURE 3-6. RADIATOR MOUNTING 1. Nut 5. Damper 2. Washer 6. Washers 3. Rubber Mount 7. Radiator Support 4. Capscrews & 8. Capscrews Lockwashers

C03018

14. Install oil cooler (2, Figure 3-1) and radiator grille. 15. Make sure all coolant drains are closed and all hoses installed. Service cooling system with the proper mixture of antifreeze as recommended in the Lubrication and Service Section. Check for static leakage and correct any leaks.

Cooling System

C3-3

16. Install the battery cables as follows: a. Install the battery positive cable first. b. Install the negative cable next.

4. Attach a suitable lifting device to the brake oil cooler and remove mounting bolts from brackets at right and left sides of the cooler. Lower cooler from truck.

17. Start engine and run until cooling system reaches operating temperature, recheck the cooling system for leakage during engine operation.

Installation 1. Lift cooler up in place and secure with mounting capscrews. 2. Connect brake cooling oil lines and water coolant lines to cooler.

If air is not completely bled from cooling system during refill, additional coolant may be required due to air entrapped which will gradually dissipate as the engine comes up to temperature. Refill radiator as required before putting machine to work.

3. Fill radiator and brake cooling oil tank to proper levels with proper fluids as specified in Section "P", "Lubrication and Service".

FAN Removal

BRAKE OIL COOLER

1. Remove radiator, hood, grill, and water piping as specified in Section “B” or earlier in this section.

Removal 1. Drain engine coolant and the brake cooling oil. 2. Disconnect the two cooling water hoses (1, 2, Figure 3-7) from the right side of the brake cooler. 3. Disconnect the brake oil cooling lines (3, 5) from the brake oil cooler.

The brake oil cooler weighs 247 kgs (545 lbs). Use a suitable lifting device that can safely handle 247 kgs (545 lbs).

2. The fan guard may be separated and removed or can be moved back toward the engine clear of the fan hub. 3. Remove capscrews and lockwashers and lift fan and spacer from pulley hub.

Bent or cracked fan blades cannot be repaired. The fan must be replaced. Do not attempt to repair damaged blades. Installation 1. Inspect fan carefully before installation. If blades are bent or cracks are evident, install a new fan. 2. Clean mounting surfaces thoroughly and install spacer on fan hub. 3. Lift fan into position and install over pilot diameter of hub. 4. Install the capscrews and lockwashers and torque to standard torque. Use alternating pattern and increasing levels of torque until all capscrews are evenly torqued. 5. Install fan guard around fan if separated during removal.

FIGURE 3-7. BRAKE OIL COOLER 1. Water Outlet Hose 4. Brake Oil Cooler 2. Water Inlet Hose 5. Oil Outlet Tube 3. Oil Inlet Tube C3-4

6. Install radiator, hood, grille and water piping as specified in Section “B” or earlier in this section. 7. Refill with coolant.

Cooling System

C03018

Installation

FAN BELT The Poly-Vee type belt can be changed by removing the fan guard without dismantling or removing the fan from the engine. Care must be exercised in doing this however as the belt will be a tight fit around edge of blades and sheet metal of shroud. Removal The belt tension is automatically maintained by spring pressure to the idler pulley. Manual adjustment is not necessary.

1. Work the belt around fan blades and into the area of the pulleys. 2. With a long one inch drive wrench, have one person rotate the belt tensioner clockwise until the belt can be installed over the grooves of both pulleys. Make sure the belt is on the corresponding grooves of both pulleys and slowly release the belt tensioner pulley against the belt.

1. Poly-Vee belt removal will require 2 people. With a long handled one inch drive wrench, turn the tension hub clockwise against spring pressure to release tension on the fan belt. This will take considerable effort against the spring pressure. Refer to Figure 3-8. 2. Remove belt from pulleys and work around fan to remove from truck. Note that considerable spring tension is involved and it must be released carefully until the tensioner pulley is fully released counter clockwise.

FIGURE 3-8. FAN BELT REMOVAL

C03018

Cooling System

C3-5

NOTES

C3-6

Cooling System

C03018

ENGINE ENGINE The Model 330M truck is equipped with a Komatsu SA12V140Z-1 turbocharged diesel engine. Engine power is transmitted to the TORQFLOW transmission by a drive line adapter with damper assembly, and a drive shaft with two universal joints. Removal 1. Position the truck in work area with adequate overhead clearance to permit raising the dump body. 2. Apply parking brake and block wheels to prevent truck movement. Raise body and install safety pin.

FIGURE 4-2. PIPES AND WIRING

Do not work under raised body without first making sure the safety pin is securely installed.

1. Water Pipes 2. Ground Terminal

3. Close the fuel supply valve.

3. Hose 4. Alternator Wire

NOTE: Prior to disassembly or removal, tag or mark all air lines, oil lines, fuel lines and electrical connections to assure correct assembly at time of engine installation. Plug all ports and cover all hose fittings or connections when disconnected to prevent dirt or foreign material from entering.

4. Remove grille according to procedure in Section “B”. Remove radiator according to “Radiator Removal” procedure in this section. 5. Disconnect the negative, then the positive battery cables. Disconnect the electrical lead from the battery charging alternator.

7. Disconnect water pump pipes (1, Figure 4-2) and hose (3).

6. Disconnect by-pass filter hoses (3, Figure 4-1) and fuel filter hoses (4).

8. Disconnect ground terminal (2) and alternator wire (4). 9. Disconnect starter motor wiring (1, Figure 4-3) and ground terminals (2).

FIGURE 4-1. OIL LINES 1. By-pass Filter 2. Fuel Filter

C04019 11/98

FIGURE 4-3. STARTING MOTOR

3. By-pass Filter Hose 4. Fuel Filter Hose

1. Starter Motor Wiring

Engine

2. Ground Terminals

C4-1

FIGURE 4-6. INTAKE AND EXHAUST PIPING

FIGURE 4-4. ENGINE HOSES AND WIRING 1. Priming Hose 2. Return Hose 3. Engine Control Cable

1. Intake Pipes

4. Shut-off Valve Wiring 5. Air Hose

10. Disconnect priming hose (1, Figure 4-4), return hose (2), engine control cable (3), and shut-off valve wiring (4).

2. Exhaust Pipes

13. Remove intake pipes (1, Figure 4-6), and exhaust pipes (2). 14. Remove cover (1, Figure 4-7).

11. Disconnect air hose (5), and temperature sensor wire (6). 12. Disconnect water temperature sensor connector (1, Figure 4-5), heater hose (2), and hoses (3).

FIGURE 4-7. COVER 1. Cover FIGURE 4-5. ENGINE HOSES AND WIRING 1. Sensor Connector 2. Heater Hose

C4-2

3. Hoses

Engine

C04019 11/98

FIGURE 4-10. OIL LINES

FIGURE 4-8. ENGINE WIRING AND LINES 1. Air Compressor Tube 2. Switch Wire

1. Brake Cooling Hose

3. RPM Sensor Wiring

2. Tubes

17. Remove brake cooling hose (1, Figure 4-10), and tubes (2). 18. Remove drive shaft guard (1, Figure 4-11), and drive shaft (2).

15. Disconnect air compressor tube (1, Figure 4-8), engine oil temperature switch wire (2), and RPM sensor wiring (3). 16. Disconnect engine ground terminals (1, Figure 4-9).

The complete engine module weighs approximately 3,200 kgs (7,050 lbs.). Make sure sling, hoist, and spreader bar is of adequate capacity. During engine removal, insure that engine removal path is clear of personnel and equipment. 19. Attach lifting device to engine and remove from frame. Move engine to a clean work area and mount on work stands or cribbing.

FIGURE 4-9. GROUND CONNECTIONS 1. Engine Ground Terminal FIGURE 4-11. DRIVE SHAFT 1. Drive Shaft Guard

C04019 11/98

Engine

2. Drive Shaft

C4-3

Installation 10. Connect priming hose (1, Figure 4-4), return hose (2), engine control cable (3), and shut-off valve wiring (4). 11. Connect starter motor wiring (1, Figure 4-3) and ground terminals (2).

12. Connect ground terminal (2) and alternator wire (4). 13. Connect water pump pipes (1, Figure 4-2) and hose (3).

1. Attach lifting device to engine and install in frame. Tighten engine mounting capscrews to 56 ±6 kg.m (405±43 ft.lbs.)

14. Connect by-pass filter hoses (1, Figure 4-1). 15. Connect the negative, then the positive battery cables. Connect the electrical lead from the battery charging alternator.

NOTE: Refer to the procedure for centering the engine assembly and transmission assembly in Section "F","Transmission Installation".

16. Refer to “Radiator Installation” procedure, this section and install the radiator. Install grille according to procedure in Section “B”.

2. Install drive shaft guard (1, Figure 4-11), and drive shaft (2). Apply a thread tightener (Three Bond #1374) to capscrews. Tighten capscrews to 18 ±2 kg.m (130 ±14 ft.lbs.) torque.

17. Open the fuel supply valve. 18. Adjust throttle cables per instructions in “Engine Components”, this Section.

3. Install brake cooling hose (1, Figure 4-10), and tubes (2).

19. Recheck engine to be assured all air, oil, electric, and fuel lines have been reconnected to the proper locations and that all connections are secure.

4. Connect engine ground terminals (1, Figure 4-9). 5. Connect air compressor tube (1, Figure 4-8), engine oil temperature switch wire (2), and RPM sensor wiring (3).

NOTE: Refer to Section "P", Lubrication and Service for the proper fluids.

6. Install cover (1, Figure 4-7). 20. Fill engine oil to the specified level. Refill radiator with coolant to the specified level and run the engine to circulate the oil and coolant through the system until temperatures are stabilized. Then check fluid levels again. Check for oil, fuel or coolant leakage.

7. Install intake pipes (1, Figure 4-6), and exhaust pipes (2). 8. Connect water temperature sensor connector (1, Figure 4-5), heater hose (2), and hoses (3). 9. Connect air hose (5), and temperature sensor wire (6).

C4-4

Engine

C04019 11/98

Drive Line Adapter 7. Remove bearing (1, Figure 4-15) for cleaning, inspection, and fresh lubrication, or replacement, if necessary.

If a new, or replacement engine, is to be installed, it may be necessary to remove and install the drive line adapter. Drive Line Adapter Removal 1. Position the truck in work area with adequate overhead clearance to permit raising the dump body.

Do not work under raised body without first making sure the safety pin is securely installed. 2. Apply parking brake and block wheels to prevent truck movement. Raise body and install safety pin.

FIGURE 4-13. OUT PUT SHAFT 1. Snap Ring 2. Damper Cover 3. Capscrew

3. Remove drive shaft guard (1, Figure 4-11). Remove capscrews (5, Figure 4-12) from cross and bearing assembly (2) at both ends of drive shaft, and then remove drive shaft assembly (1). 4. Remove output drive flange (6). Remove capscrews (7) and bearing cover (3). 5. Remove snap ring (1, Figure 4-13). Remove retaining capscrews (3) around damper cover (2), and then with sling, eye bolts, and guide bolts, remove damper cover (2). 6. Remove capscrews holding damper assembly to flywheel (12, Figure 4-16). Attach a sling and lifting device and remove output shaft damper assembly (1, Figure 4-14).

FIGURE 4-14. OUTPUT SHAFT DAMPER ASSEMBLY 2. Housing 1. Output Shaft Damper Assembly

FIGURE 4-12. DRIVE SHAFT 1. Drive Shaft 4. Damper Cover 2. Cross & Bearing Assy. 5. Capscrews 3. Bearing Cover 6. Output Drive Flange 7. Capscrews C04019 11/98

FIGURE 4-15. PILOT BEARING 1. Bearing 2. Flywheel

Engine

C4-5

Drive Line Adapter Installation 1. Position the truck in work area with adequate overhead clearance to raise the dump body.

Do not work under raised body without first making sure the safety pin is securely installed. 2. Apply parking brake and block wheels to prevent truck movement. Raise body and install safety pin. 3. Refer to "Drive Line Adapter Damper Assembly" for assembly of the adapter, if this was disassembled. 4. If removed, use a push tool, and press fit bearing (1, Figure 4-15 / 9, Figure 4-16) into flywheel. Bearing must be packed and roller surface lubricated with Komatsu lubricant, 427-12-11871, for long life. Refer to "Recommended Lubricants" later in this section. 5. Apply thread tightener (Three Bond #1374) to capscrews (12, Figure 4-16) and install output shaft damper assembly (1, Figure 4-14) to flywheel. Tighten capscrews (12, Figure 4-16) to 11.5 ± 1 kg.m (83 ± 7 ft lbs) torque.

FIGURE 4-16. ADAPTER CROSS SECTION 1. Oil Seal 7. Rubber 2. Bearing 8. Outer Body 3. Output Shaft 9. Pilot Bearing 4. (not shown) Damper Assembly 10.Capscrew (includes 3*, 5*, 6*, 7*, & 8*) 11. Capscrew 5. Flange 12. Capscrew 6. Inner Body 13. Capscrew

6. Use eye bolts and guide bolts to install damper cover (2, Figure 4-13). Apply thread tightener to capscrews and tighten capscrews (3, Figure 4-13 /13, Figure 4-16) to 3.2 kg.m (23 ft lbs) torque.

NOTE: Do not over pack fill points. Forcing too much grease into cavities could displace seals.

7. Bearing (2, Figure 4-16 / 13, Figure 4-18) must be packed with Komatsu lubricant, 427-12-11871. (Refer to "Recommended Lubricants" and Figure 4-17 for packing bearing and cavity with grease.) If removed, press fit bearing (13, Figure 4-18) in cover (11). Install retaining ring (14). 8. Apply thread tightener to capscrews (18) and install bearing cover (15). Tighten capscrews to 11.5 ± 1 kg.m (83 ± 7 ft lbs) torque. 9. Install oil seal (19) into bearing cover (15). Push drive flange onto output shaft (3, Figure 4-16). 10. Attach a sling and lifting device and move drive shaft assembly (1, Figure 4-12) [without cross and bearing assembly (2)] into position. 11. Install cross and bearing assembly (2) between drive shaft and flange at both ends of drive shaft with capscrews (5). Tighten all cross and bearing capscrews (5) to 28 kg.m (202 ft lbs) torque. 12. Install drive shaft guard (1, Figure 4-11).

C4-6

FIGURE 4-17. PACKING BEARING AND CAVITY

Engine

C04019 11/98

Drive Line Adapter Damper Disassembly 1. Remove oil seal (19, Figure 4-18) from bearing cover (15), if not previously removed.

4. Disassemble output shaft damper assembly as follows. a. Match mark positions of flanges (6A/B), inner body/shaft (10), and outer body (8), before disassembling. b. Remove flanges (6A/B), inner body/shaft (10), and rubber dampers (9) from outer body (8).

2. Remove bearing (13) from damper cover (11), if not previously removed. 3. Do not remove output shaft from damper assembly (4). The inner body/output shaft assembly (10) is provided as a one-piece part. No effort should be made to separate the pieces. If shaft appears loose in inner body, replace this assembly.

5. If not previously removed, remove bearing (2) from flywheel for cleaning, inspection, and fresh lubrication, or replacement, if necessary.

NOTE: To keep the balance when reassembling, mark the set positions of flanges (6A/6B), outer body (8), and inner body/shaft (10) before disassembling.

FIGURE 4-18. DRIVE LINE ADAPTER 1. Flywheel Housing 2. Pilot Bearing 3. Capscrew & Washer 4. Damper Assembly 5. Capscrew & Washer 6A. Flange 6B. Flange 7. Dowel Pin

C04019 11/98

8. Outer Body 9. Rubber Damper (large) 9A. Rubber Damper (small) 10. Inner Body/Output Shaft 11. Cover 12. Capscrew & Washer 13. Bearing 14. Retaining Ring

Engine

15. Bearing Cover 16. Breather 17. Plug 18. Capscrew & Washer 19. Oil Seal 20. Output Drive Flange 21. Cap Plate 22. Retaining Ring

C4-7

6. Apply adhesive (Three Bond #1104) on flange (6B, Figure 4-18) and install according to balance lines that were made during disassembly.

Drive Line Adapter Damper Assembly 1. Replace any worn or damaged parts. 2. Coat mating surface of outer body (8, Figure 4-18) and mating surface side of flange (6A) with adhesive (Three Bond #1104), then assemble according to balance lines that were made during disassembly. Apply a thread tightener (Three Bond #1374) on flange mounting bolts (5) and tighten to 18 ±2 kg.m (130 ±15 ft.lbs.) torque.

7. Align the balance lines of the outer body, inner body, and flange, then assemble. 8. Apply a thread tightener (Three Bond #1374) on flange mounting bolts (5) and tighten to 18 ±2 kg.m (130 ±15 ft.lbs.) torque. 9. Refer to "Drive Line Adapter Installation, steps 4 through 12", for remaining installation of all other related parts, and driveline.

3. Install inner body/output shaft (10) according to balance lines that were made during disassembly.

RECOMMENDED LUBRICANTS

4. Coat outer body (8), inner body/shaft (10), and rubber dampers (9) with LW008-27 grease. Refer to "Recommended Lubricants".

The instructions listed in these pages contain references to lubricants that are used in Haulpak manufacturing and assembly processes. These lubricants may be identified and obtained as follows:

5. After assembling rubber dampers (2 & 5, Figure 4-19), fill the space (3, shaded portion) uniformly with LW008-27 grease. Refer to "Recommended Lubricants".

NOTE: "Approved source" indicates the material properties have been approved for Haulpak manufacturing. This is not a commercial endorsement for the product. The rubber damper area requires LW008-27, Multi-Purpose NLGI #2 grease. This is a multipurpose extreme pressure lubricating grease, consisting of a lithium complex soap base and mineral oil.

NOTE: Do not over pack fill space. Forcing too much grease into cavities could displace rubber dampers.

Approved source: Mobilgrease HP, from Mobil Oil Corp. The bearings are to be packed with LW030-27. The present source for this lube, is Komatsu Parts Distribution, part number 427-12-11871, which is a one gallon container. This amount is enough for two installations.

Recommended Lubricants & Sealants 1 gallon Can Order from Haulpak

B LW008-27 grease.

Mobil Grease HP 3 Tubes*

C Thread Tightener

Three Bond #1374*

D Liquid Gasket LW067-78

Three Bond USAgrade #1104*

* - Obtain locally

FIGURE 4-19. 1. Outer Body Member 4. Inner Body Member 2. Large Rubber Damper 5. Small Rubber 3. Grease Area Damper

C4-8

A Komatsu Lubricant (427-12-11871)

NOTE: Refer to Section "P", Lubrication and Service, for periodic inspections of this drive area.

Engine

C04019 11/98

AIR FILTRATION SYSTEM

Filter Element Replacement

AIR CLEANER Air used by the diesel engine passes through the air cleaner assembly mounted on the right side deck of the truck. This dry type air cleaner filters particles as air passes through the filter elements. Service Checks

The truck engine must be shut down before servicing the air cleaner assembly or opening the engine air intake system.

The truck engine MUST NEVER be operated with elements removed. Engine operation with filter elements removed can cause serious engine damage. Run the engine ONLY with the air cleaner assembly completely assembled and closed. Main filter element restriction is registered by a service indicator located above the air filter assembly. As filter becomes clogged with dirt, a vacuum differential is created by engine demand for air causing indicator float to expose red area. Filter service is needed when red area is exposed.

1. Inspect and empty air cleaner dust collector at regular intervals. Daily inspections are recommended.

1. Shut engine down. Clean area around filter element cover and remove outer wing nut (3, Figure 5-1) and cover

2. Before operation or after the engine has been shut down, observe the air cleaner service vacuum indicator which is located above the air filter assembly. Filter service is required when the indicator shows maximum restriction (RED).

2. Loosen inner wing nut (3) on air cleaner to free main element assembly. Pull main element clear of assembly.

3. Make certain that the air inlet on the air cleaner is free of obstruction. Inlet must not be clogged or damaged.

3. Inspect filter element carefully for possible damage, holes, breaks, etc., which might affect reuse of element. If element appears serviceable other than being dirty, proceed with the cleaning procedure. If defects are found, discard element.

4. Check engine air intake tube, hoses and clamps. All connections and joints must be air tight to prevent entrance of dirty air. 5. Air cleaner housing fasteners and mountings must be tight. 6. After filter service has been accomplished, reset air cleaner service vacuum indicator by pushing the reset button on top of indicator.

C05010 12/91

Have a new safety (secondary) filter element at hand before removing old one. Do not keep intake system open to atmosphere any longer than absolutely necessary.

Air Filtration System

C5-1

FIGURE 5-1. AIR CLEANER ASSEMBLY

1. Air Intake Cover 2. Safety Filter Element Nut 3. Outer and Inner Wing Nuts

C5-2

4. Primary Filter Element 5. Safety Filter Element

Air Filtration System

C05010 12/91

4. Install new safety element and secure with wing nut. Tighten wing nut to 10 ft. lbs. (13 N.m) torque. 5. Install clean or new main filter element into air cleaner and secure with wingnut. Tighten wing nut hand tight, do not use a wrench or pliers. If filter element is being reused, make sure sealing gasket is not damaged, the gasket must seal completely. 6. Install cover and tighten outer wing nut. 7. Close and latch the dust collector on the bottom of air cleaner assembly.

FIGURE 5-2. INSPECTING FILTER ELEMENT

Main Filter Element Cleaning

b. Rinse element with a stream of fresh water in the opposite direction of normal air flow until rinse water runs clear. Maximum permissible water pressure is 40 psi (276 kPa). A complete, thorough rinse is essential. c. Dry the element thoroughly. If drying is done with heated air, the maximum temperature o o must not exceed 140 F (60 C) and must be circulated continually. Do not use a light bulb for drying elements. d. When the element is thoroughly clean, inspect carefully for even the slightest ruptures or punctures and for damaged gaskets. A good method to detect ruptures in the paper filter material is to hold a light inside filter element as shown in Figure 5-2 and inspect outer surface of element, any holes or ruptures will be easily spotted. If holes or ruptures are found, do not reuse the element, discard and install a new unit. 2. Clean dust loaded elements with dry, filtered, compressed air: a. Maximum nozzle pressure must not exceed 30 psi (207 kPa). Nozzle distance from filter element surface must be at least one inch (25 mm) to prevent damage to the filter material. b. As shown in Figure 5-3, direct stream of air from nozzle against inside of filter element. This is the clean air side of the element and air flow should be opposite of normal air flow.

NOTE: Remember that only the main (primary) filter element may be cleaned, and then only if it is structurally intact. Do not reuse any element which is damaged. DO NOT clean and reuse the safety (secondary) filter element. Replace this item when clogged or damaged . After inspection, determine if the element should be cleaned by using either washing or compressed air methods. If element is clogged with dust, compressed air will clean element. If element is clogged with carbon, soot, oil and/or dust, the complete washing procedure will produce the best results. 1. Wash elements with water and detergent as follows: a. Soak the element in a solution of detergent and water for at least 15 minutes. Rotate element back and forth in the solution to loosen dirt deposits. DO NOT soak elements for more than 24 hours.

C05010 12/91

FIGURE 5-3. CLEANING FILTER ELEMENT WITH COMPRESSED AIR

Air Filtration System

C5-3

c. Move air flow up and down vertically with pleats in filter material while slowly rotating filter element. d. When cleaning is complete, inspect filter element as shown in Figure 5-2 and if holes or ruptures are noted, replace the element with a new item. Air Intake Troubleshooting To insure maximum engine protection, be sure that all connections between air cleaner and engine intake are tight and positively sealed. If air leaks are suspected, check the following: 1. 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 air cleaner assembly for structural damage, cracks, breaks or other defects which could allow air leakage. Check all mounting hardware for tightness.

C5-4

Air Filtration System

C05010 12/91

SECTION D ELECTRICAL SYSTEM INDEX 24VDC ELECTRICAL SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance and Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . Spillage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE PRELUB SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D2-1 D2-1 D2-1 D2-1 D2-1 D2-2 D2-3 D2-3 D2-4 D2-5 D2-5 D2-5 D2-7

24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . D3-1 VEHICLE MONITOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1 Vehicle Monitor Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Sensors, Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 MONITOR PANEL DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6 INSTRUMENT PANEL INDICATORS, TEST SWITCH . . . . . . . . . . . . . . . . . D3-10 ELECTRONIC ACCELERATOR PEDAL SYSTEM . . . . . . . . . . . . . . . . . . . D3-12 AISS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13 TRANSMISSION CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14 EXHAUST BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16

POINTS TO REMEMBER WHEN TROUBLESHOOTING . . . . . . . . . . . . . . . . . . D4-1 POINTS TO REMEMBER WHEN CARRYING OUT MAINTENANCE . . . . . . . . . . . . Points to remember when handling electric equipment . . . . . . . . . . . . . . . . . . Handling of controller boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Precautions when performing arc welding on the truck . . . . . . . . . . . . . . . . . . Points to remember when troubleshooting electric circuits . . . . . . . . . . . . . . . . Points to remember when handling hydraulic equipment

D4-2 D4-2 D4-7 D4-7 D4-7

CHECKS BEFORE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . .

D4-10

TYPE OF CONNECTOR AND POSITION OF INSTALLATION . . . . . . . . . . . . . .

D4-12

FOR ARSC (AUTOMATIC RETARDER SPEED CONTROL)

. . . . . . . . . . . . . . .

D4-17

CONNECTOR PIN ALLOCATION CHART . . . . . . . . . . . . . . . . . . . . . . . . .

D4-18

CONNECTION TABLE FOR CONNECTOR PIN NUMBERS . . . . . . . . . . . . . . . .

D4-23

EXPLANATIONS OF FUNCTIONS (CONTROL MECHANISM) OF ELECTRICAL SYSTEM D4-33 Explanation of functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-33 Explanation of self-diagnostic display functions . . . . . . . . . . . . . . . . . . . . D4-33 Checking operation of electrical system . . . . . . . . . . . . . . . . . . . . . . . . D4-35

D01021

Index

D1-1

MONITOR PANEL ACTION CODES AND SERVICE MODE . . . . . . . . . . . . . . . . Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Action code display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Method of deleting trouble data from memory . . . . . . . . . . . . . . . . . . . . . . Precautions when operating service mode . . . . . . . . . . . . . . . . . . . . . . . Table 1 bit numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake air pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D4-39 D4-39 D4-39 D4-40 D4-48 D4-48 D4-51 D4-52

SELF-DIAGNOSTIC DISPLAY METHOD FOR MONITOR PANEL AND CONTROLLERS . Monitor panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transmission controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Self -diagnostic display code table . . . . . . . . . . . . . . . . . . . . . . . . . Warning display table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Method of re-enacting fault displayed . . . . . . . . . . . . . . . . . . . . . . . . Operation of controller when fault is detected . . . . . . . . . . . . . . . . . . . . Transmission mode display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Saving self-diagnostic display to memory . . . . . . . . . . . . . . . . . . . . . . . . Saving service code to memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D4-53 D4-53 D4-53 D4-53 D4-54 D4-55 D4-55 D4-56 D4-56 D4-57

TABLE OF SERVICE CODES AND ACTION CODES Table of service codes and action codes related to monitor panel . . . . . . . . . . . Table of service codes and action codes related to transmission controller . . . . . . . Table of service codes and action codes related to suspension controller . . . . . . . Table of service codes and action codes related to PMC . . . . . . . . . . . . . . . .

D4-58 D4-59 D4-62 D4-63

METHOD OF USING TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-64 METHOD OF USING TOUBLESHOOTING CHARTS . . . . . . . . . . . . . . . . . . . D4-65 Method of using troubleshooting chart for each troubleshooting fault . . . . . . . . . . D4-65 ADJUSTING ELECTRONIC MONITOR (Speedometer, module) . . . . . . . . . . . . . . D4-67 SETTING ROTARY SWITCH (Model and network data) when replacing trans. controller . D4-68 METHOD OF DELETING DATA FROM TRANS. CONTROLLER MEMORY . . . . . . . . D4-69 TRANSMISSION SHIFT CONTROLLER SYSTEM TROUBLESHOOTING . . . . . . . . . . D5-1 TROUBLESHOOTING CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-1 Troubleshooting Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-1 MONITOR PANEL TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . D6-1 TROUBLESHOOTING CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-1 Troubleshooting Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-1 ENGINE ELECTRONIC DIAGNOSTIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . D7-1 Fault Code Information (T01-001) . . . . . . . . . . . . . . . . . . . . . . . . . . . D7-4 ELECTRICAL SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7-6 HYDRAULIC & MECHANICAL SYSTEMS TROUBLESHOOTING . . . . . . . . . . . . . . D8-1 Troubleshooting Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-1

D1-2

Index

D01021

24VDC ELECTRIC SUPPLY SYSTEM ELECTRICAL SYSTEM DESCRIPTION

Service

Four (4) 12 volt storage batteries are located on the right hand deck and are wired in a series and parrallel combination to provide 24VDC for the Truck electrical system and components.

All batteries must be maintained periodically, especially machines equipped with electric starters.

When the engine is shut down and keyswitch is "Off", 24 volts is supplied to the circuits for the alternator, keyswitch, and the hazard flasher. With engine running and keyswitch "On", all circuits are capable of operating under the necessary conditions for the circuit. Whether a particular circuit is activated depends on components in circuit and purpose. The electric system is made up of many circuits that warn, illuminate, start, control, and monitor the truck electric components during operation. Refer to the Electrical Schematic, Section "R", for specific circuit details.

Before welding on truck, be certain that each of these components are completely disconnected: • Transmission Controller • Batteries • Battery Charging Alternator

The electrolyte level of each cell should be checked at the interval specified in the Lubrication and Service Section “P”, and water added if necessary. The proper level to maintain is 3⁄8– 1⁄2 in. (10-13 mm) above the plates. To insure 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.

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. Excessive consumption of water indicates leakage or overcharging. Normal water usage for a unit operating eight hours per day is about one to two ounces per cell per month. For heavy duty operation (24 hour) normal consumption should run about one to two ounces per cell per week. Any appreciable increase over these figures should be considered a danger signal. Storage

BATTERY The four (4) 12 volt storage batteries are of the leadacid type, each containing six 2-volt cells. During operation, the storage batteries function as an electrochemical device for converting chemical energy into the electrical energy required for operating the accessories when the engine is shut down.

Lead-acid storage batteries contain sulphuric acid, which if handled improperly may cause serious burns on skin or other serious injuries to personnel. Wear protective gloves, aprons and eye protection when handling and servicing lead–acid storage batteries. See the precautions in Section “A” of this manual to insure proper handling of batteries and treatment for accidents involving sulphuric acid.

D02020

Idle batteries should not be allowed to stand unattended. If equipment is to stand unused for more than two weeks, the batteries should be removed and placed in a cool, dry place where they may be checked periodically and charged when necessary. All batteries will self discharge over a period of time if not used and charged. A fully charged battery will lose 25% of its power in as little as 30 days in warm weather. A 50% power loss will occur in 60 days. This self discharge takes place even though the battery is not connected in a circuit and is more pronounced in warm weather than in cold. The rate of self-discharge of a battery kept at 100°F (38°C) is about six times that of a battery kept at 50°F (19°C) and self-discharge of a battery kept at 80°F (27°C) is about four times that one at 50°F (10°C). Over a thirty day period, the average self-discharge runs about 0.002 specific gravity per day at 80°F (27°C).

24VDC Electric Supply System

D2-1

Specific Gravity Freezing Temperature Corrected to 80°F (27°C) Degrees

Some possible causes for an undercharged battery are: Sulfated battery plates

1.280

-90°F (-70°C)

1.250

-60°F (-54°C)

1.200

-16°F (-27°C)

1.150

+5°F (-15°C)

1.100

+19°F (-7°C)

To offset the results of self-discharge, idle batteries should receive a booster charge (not a quick charge) at least once every thirty days. Batteries allowed to stand for long periods in a discharged condition are attacked by a crystallization of the lead sulfate on the plates. Such batteries are called sulfated and are, in the majority of cases, irreparably damaged. In less severe cases, the sulfated battery may be restored to limited service by prolonged charging at a low rate (approximately 1⁄2 normal rate). An undercharged battery is extremely susceptible to freezing when allowed to stand in cold weather. The electrolyte of a battery in various stages of charge will start to freeze at temperatures indicated in the tableabove. The temperatures in the table 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. As will be noted, a 3⁄4 charged battery is in no danger of freezing, therefore, a 3⁄4 charge or better is desirable, especially during winter weather.

Loose battery connections Defective wire in electrical system Loose alternator drive belt A defective alternator Overcharging, which causes 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. A battery can discharge if it is not clean and dry. A fully charged battery can become discharged to a level low enough to prevent it from starting an engine in as little time as one week. The problem may be acid film and dirt lying on top of the battery. This creates a path for electricity to travel between the terminals, thus discharging the battery. Use either an analog or digital voltmeter to determine if there is a path between the terminals. a. Set the voltmeter at a range to indicate battery voltage. b. Place the positive lead of the voltmeter on the positive battery post. c. Place the negative lead so that it touches the battery case approximately one inch away from the positive post. d. The voltmeter should indicate 0.0 volts. If any voltage is indicated, there is a path that will discharge the battery. The higher the voltage, the quicker the discharge rate. e. Move the negative probe to several locations (near the positive post) to verify the test results.

Do not attempt to charge a frozen battery. Serious injuries to service personnel can result!

Maintenance and Troubleshooting Two most common troubles that occur in the charging system are undercharging and overcharging of the truck’s batteries. An undercharged battery is incapable of providing sufficient power to the truck’s electrical system.

D2-2

If voltage was detected in the previous test, the battery should be cleaned. The top of the battery may be wiped off with a damp cloth or washed with a baking soda or ammonia solution. If the battery is washed, be sure none of the cleaning solution is allowed into the battery cells. Be sure terminals are clean and tight. Clean terminals are very important in a voltage regulated system. Be sure to clean the entire battery compartment thoroughly as it may contain acid residue. Be careful not to splash any overspray onto surrounding components. Rinse the area completely to remove all traces of battery acid from machine.

24VDC Electric Supply System

D02020

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 battery hold down connections to make sure the tension is not great enough to crack the battery, or loose enough to allow vibration to open the seams. A leaking battery should be replaced.

BATTERY CHARGING CIRCUIT COMPONENTS Batteries - Four (4) 12 volt lead-acid type storage batteries are located on the right hand deck and are wired in a series and parrallel combination to provide 24VDC for the Truck electrical system.

To remove corrosion, clean the battery with a solution of ordinary baking soda and a stiff, non-wire brush and flush with clean water. Corrosion creates resistance in the charging circuit which causes undercharging and gradual starvation of the battery.

NOTE: When washing batteries, make sure cell caps are tight to prevent cleaning solution from entering the cells. Maintaining clean batteries will provide longer service life and a higher rate of performance. Spillage Addition of acid will be necessary if considerable electrolyte has been lost through spillage. Before adding acid, make sure battery is fully charged. This is accomplished by putting the battery on charge 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 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 1.2601.265 corrected to 80°F (27°C).

NOTE: Use 1.400 strength sulphuric acid when making specific gravity adjustments. Acid of higher strength will attack the plates and separators before it has a chance to diffuse into the solution. If the temperature of the electrolyte is not reasonably close to 80°F (27°C) when the specific gravity is taken, temperature should be corrected to 80°F (27°C):

• For every 10°F (5°C) below 80°F (27°C), 0.004 should be SUBTRACTED from the specific gravity reading. • For every 10°F (5°C) above 80°F (27°C), 0.004 should be ADDED to the reading.

D02020

Alternator - Is located on the upper right front corner of the engine. The alternator produces 27.5 – 29.5 volt output and is capable of up to 75 amperes. Charge Warning Light - Is located on the left side of the instrument panel and, when illuminated while the engine is running, indicates an abnormality in the charging system. Normal indicated voltage at high idle is 27.5 – 29.5 volts.

Before welding on truck, be certain that each of these components are completely disconnected: • Transmission Controller • Batteries • Battery Charging Alternator

BATTERY CHARGING ALTERNATOR A 24 volt alternator is used to supply electric current for the 24VDC circuits when the engine is running. The alternator is equipped with an internal regulator system used to keep the batteries at full charge. Internal diodes convert the alternator’s AC output to DC. The only movable part in the assembly is the rotor, which is mounted on a ball bearing at the drive end and a roller bearing at the rectifier end. All current carrying conductors are stationary. These conductors are the field winding, the stator windings, the six rectifying diodes and the regulator circuit components. The regulator and diodes are enclosed in a sealed compartment.

24VDC Electric Supply System

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A fan located on the drive end provides air flow for cooling. Grease reservoirs contain an adequate supply of lubricant so that no periodic maintenance is required. For repair or maintenance contact your local Delco-Remy Distributor.

NOTE: The hex head bolt on the output terminal is electrically insulated; no voltage reading can be obtained by connecting to the hex head.

Operation The basic operating principles are explained as follows (Refer to Figure 2-1): As the rotor begins to turn, the permanent magnetism therein induces voltages in the stator windings. The voltages across the six diodes cause current to flow to charge the battery. Current from the stator flows through the three diodes to resistor R6 and the base-emitter of TR2 and TR1 to turn these transistors on. Current also flows from the stator through the diode trio D1, D2 and D3, the field coil and transistor TR1, returning to the stator through the other three diodes. All stator current, except through the diode trio D1, D2 and D3, flows through the six diodes connected to the stator.

Current flow through R1, R2 and R3 causes a voltage to appear at zener diode D4. When the voltage becomes high enough due to increasing generator speed, D4 and the base-emitter of TR3 conduct current and TR3 turns on. TR2 and TR1 then turn off, decreasing the field current and the system voltage decreases. The voltage at D4 decreases, D4 and TR3 turn off, TR2 and TR1 turn back on and the system voltage increases. This cycle then repeats many times per second to limit the system voltage as determined by the setting of the potentiometer R2. Capacitor C1 protects the generator diodes from high transient voltages and suppresses radio interference. Resistor R5 prevents current leakage through TR3 at high temperatures. Diode D5 prevents high transient voltages in the field coil when the field current is decreasing. Resistor R7, capacitor C3, and resistor R4, all act to cause transistors, TR2 and TR1, to turn on and off more quickly. Magnetizing The Rotor The rotor normally retains magnetism to provide voltage build-up when the engine is started. After disassembly or servicing, however, it may be necessary to reestablish the magnetism. To magnetize the rotor connect the alternator to the battery in a normal manner, then momentarily connect a jumper lead from the battery positive post to the relay “R” terminal.

FIGURE 2-1. ALTERNATOR & REGULATOR SCHEMATIC

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24VDC Electric Supply System

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ENGINE PRELUB SYSTEM DESIGN When remote lube oil filters are installed, CUMMINS Engine Co. requires a positive engine oil pressure before starting the engine. This is provided by the PRELUB System. The use of the prelubrication system will: Reduce the risk of a dry start;

When the pressure switch opens at 2.5 psi (17 kPa), the circuit to the timer solenoid is opened. After a 3 second delay, the Prelub starter will stop completely and the timer solenoid will provide current to the standard starter solenoids. The starters and pinion gears will be engaged into the flywheel ring gear and normal cranking will occur.

Pre-fill new oil filters at time of oil change; and Reduce wear of pressurized friction surfaces due to pressure delays after start-up. The Prelub Starter is an electric starter motor which has an extended armature shaft to drive an attached oil pump at the brush end of the starter. The total assembly also includes: • an oil pressure switch;

Pressure Switch This is a 2.5 psi (17 kPa), normally closed (N/C), switch that must be located so that it can 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. Suction Line -

• an oil suction line;

The large suction hose (– 20), connects the oil pan sump to the Prelubrication pump. This hose should not exceed 56 inches (1422 mm) in length, and it requires brackets to avoid excessive vibration or rubbing. Reduced hose diameter smaller than a – 20, can result in reduced pump output.

• an oil outlet line; • a check valve; • a solenoid timer; and • an electrical harness. The Prelub Starter mounting is the same as that used for the standard starter. Engine oil is drawn through a suction hose that is attached to the oil pan, and then returned to the engine through an outlet line attached to the engine oil supply ahead of the filters.

Outlet Line -

NOTE: Before starting engine in cold weather, refer to the Operation & Maintenance Manual, Section 3 for proper starting procedure.

The oil pressure supply hose will have a check valve installed between the Prelub unit and the engine. The check valve prevents the passage of oil from the engine back to the pan after the engine is started.

OPERATION

Solenoid Timer -

The Prelub starter is activated when the operator turns the key switch and holds it in the "start" position. The normal starter solenoid is bypassed and the current flows to the Prelub Starter Solenoid Timer. When this Solenoid Timer is activated, current flows to the Prelub Starter motor, but does not engage the starter pinion gear. The motor drives the Prelub pump assembly which will deliver approximately 15 gallons of oil per minute to the engine.

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The length of the outlet line is not critical, but must be a – 10 hose. Check Valve -

The solenoid timer controls the prelubrication cycle. It is wired to the key switch. The ground path is completed by the normally closed pressure switch which is preset to open at 2.5 psi (17 kPa). When the switch opens, current is redirected to the standard starter solenoid for engine cranking, following a 3 second delay. Mounting of the timer solenoid is off the engine to limit vibration and heat exposure. The solenoid timer should not be mounted in an area where a temperature greater than 185°F (85°C) will be experienced.

24 VDC Electric Supply System with Prelub Starter

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1. Key Switch 2. 24VDC Battery (+ ) 3. Alternator Supply

FIGURE 2-1. SCHEMATIC DIAGRAM 4. Starter Safety Relay # 1 7. Prelub Oil Pressure 5. Starter Safety Relay # 2 Switch (Opens 2.5 psi) 6. Timer Solenoid 8. Prelub Starter CIRCUIT CURRENT RATINGS - (MAXIMUM) A. 15 Amps D. 2 Amps B. 190 Amps E. 15 Amps C. 190 Amps LEGEND FOR WIRE COLORS WH = WHITE BK = BLACK OR = ORANGE YL = YELLOW PK = PINK GN = GREEN RED = RED WH / BK = PUR = PURPLE WHITE with BLACK Stripe

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24 VDC Electric Supply System with Prelub Starter

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Troubleshooting Prelub Starter Circuit 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. A circuit is provided to ground through the normally closed pressure switch. The circuit is interrupted upon opening of the pressure switch when the Prelub pressure reaches 2.5 psi (17 kPa). 2. Delay and Crank Phase- Begins when the pressure switch opens. A 3 second delay precedes the crank mode. Problem

Probable Cause

1. Starter prelubricates only. Does not delay or crank.

1. Indicates 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. Gear pump failure. c. Pressure switch has failed close and is holding ground. d. Oil pressure switch wire chafed and shorting to block.

2. Starter prelubricates continuously regardless of key switch position.

2. 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.

3. Starter delays and cranks. No prelubrication mode.

3. If an operator indicates the ignition is totally dead, make certain the key is being held in the crank position for 3 to 4 seconds. If the engine cranks after a short delay, this indicates that a ground connection to the pressure switch has been broken. Without a ground path, the prelubrication unit will proceed to delay and crank. 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.

4. Starting circuit is irregular when in crank mode.

4. a. Check for low or dead batteries. b. Check alternator output. c. Check for bad ground strap or NO GROUND wire from the starter battery ground post to "G" terminal of starter bendix solenoid. d. Check for bad starter safety relays. e. If everything checks OK, replace batteries. NOTE: Maximum allowable voltage drop is - 2 volts for starter control circuit.

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24 VDC Electric Supply System with Prelub Starter

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Probable Cause

Problem 5. Starter has very long prelubrication cycle.

5. Except for severe cold weather starts, the Prelub cycle should not exceed 45 seconds. a. Low oil pressure. b. Make sure 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. Make sure the suction hose is a – 20. Reducing hose diameter will reduce pump output dramatically. e. Check the oil pressure switch for the correct location. Be certain that it has not been moved into a metered oil flow, as in a bypass filter or governor assembly.

6. Starter has no prelubrication, no delay and no crank.

6. If the starter is totally inoperative and no prelubrication, no delay and crank, this indicates a possible failure of the prelubrication timer solenoid. Remove the wire from the pressure switch (ground wire) and activate machine starter switch for several seconds. a. If the starter delays- then cranks, the Prelub Timer Solenoid is bad. Replace the timer solenoid assembly. b. If the starter is still inoperative, check the vehicle starter switch. Make sure proper voltage is available to the Prelub Timer Solenoid when the key is activated.

7. Starter prelubricates, delays, then does not crank.

7. Indication is either a timer failure, or a starter problem. a. Pace 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 out starter bendix solenoid and starter pinion drive.

8. Second starter tries to engage flywheel while primary starter is prelubricating.

8. Make sure the starter safety relays (4 & 5, Figure 2-1) are wired according to the wiring schematic. Attempting to activate both starters from the same starter relay will cause the conventional starter to crank while the Prelub Starter is pumping.

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24 VDC Electric Supply System with Prelub Starter

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24VDC ELECTRICAL SYSTEM COMPONENTS

VEHICLE MONITOR SYSTEM General Description

Service Mode

The vehicle monitor system observes the condition of the truck systems through sensors installed at various locations. It processes that information and displays it on the monitor panel to inform the operator of the condition of the machine.

The service mode provides diagnostic information to service personnel.

The vehicle monitor system consists of the monitor panel, various sensors, switches, and relays, alarm buzzer, warning lamps and power source.

The items displayed can be broadly divided into: • “Caution” items: Used to display warnings if any abnormality should occur in the truck. • “Gauge” section: constantly displays the conditions, such as gauges, speedometer, tachometer, service meter, odometer, and pilot lamps.

1. Machine data monitoring mode: The input and output values supplied to the network controller are displayed in real time. 2. Service code, travel data display mode: Displays the fault codes stored in the network controllers.

Network Signals 1. Speed display 2. Engine speed display 3. Shift light display 4. Shift position display

The monitor panel has a normal mode and a service mode.

5. Speed range display 6. Lockup display 7. Automatic gear shift (mechatronics) fault display

Normal Mode The normal mode primarily displays useful information to the operator.

8. Mode selection display 9. Air pressure display 10. Coolant temperature display

1. Items always displayed include: Meters (speedometer, tachometer, service meter, odometer).

11. Torque converter oil temperature display

Gauges (air pressure, engine coolant temperature, torque converter oil temperature, retarder oil temperature, fuel level).

13. Fuel level display

12. Retarder oil temperature display

14. Caution/pilot lamp output

2. Items displayed when abnormal conditions occur: Cautions, Action code display.

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24VDC Electrical Components

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FIGURE 3-1. MONITOR PANEL

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24VDC Electrical Components

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VEHICLE MONITOR PANEL

FIGURE 3-2. ELECTRONIC MONITOR PANEL 1. Air pressure monitor 2. Air pressure gauge 3. Coolant temperature monitor 4. Coolant temperature gauge 5. Torque converter oil temperature monitor 6. Torque converter oil temperature gauge 7. Retarder oil temperature monitor 8. Retarder oil temperature gauge 9. High beam pilot lamp 10. Turn signal pilot lamp (left) 11. Turn signal pilot lamp (right) 12. Speedometer

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13. Tachometer 25. Suspension: Soft 14. Shift limiter pilot lamp 26. Service Meter 15. Lockup pilot lamp 27. Service Meter Indicator 16. Transmission shift position pilot lamp 28. Odometer (total distance traveled) 17. Shift indicator 29. Power mode indicator (high) 18. Engine controller monitor 30. Power mode indicator 19. Automatic transmission control (economy) monitor 31. Right hand module 20. Faults in other control systems 32. Center module 21. Fuel level monitor 33. Left hand module 22. Fuel level gauge 34 Speedometer compensation 23. Suspension: Hard switch 24. Suspension: Medium

24VDC Electrical Components

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VEHICLE MONITOR PANEL The monitor panel consists of the L.H. module, center module, R.H. module, service meter, odometer, plate, and other structural parts.

Specifications: Measuring between pins 1 & 2. 25°C (77°F) 37-50 Ω 100°C (212°F 3.5-4.5 Ω

The center module has one microcomputer mounted, and it processes and displays the network and other signals.

• Engine coolant above 102° C (216° F)

A liquid crystal display is used.

• Retarder oil above 120° C (248° F)

The monitors and gauges inside the R.H. module and L.H. module are actuated by signals from the center module and the odometer is also actuated by signals from the center module.

• Torque Converter oil above 120° C (248° F)

The service meter is actuated by a signal from the alternator terminal R.

The air pressure sensor is installed to the air piping behind the operator’s seat. It converts any changes in the air pressure inside the wet tank to a change in the resistance, and sends a signal to the shift controller.

SENSORS, SWITCHES ENGINE WATER TEMPERATURE SENSOR RETARDER OIL TEMPERATURE SENSOR TORQUE CONVERTER OIL TEMPERATURE SENSOR

AIR PRESSURE SENSOR

The signal is sent from the transmission shift controller through the network to the machine monitor panel, and the air pressure is displayed. If the air pressure goes below the specified pressure (5.3 kg/cm2, 75 psi), the monitor panel lamp flashes and the alarm buzzer sounds to warn the operator of the abnormality.

The above sensors (refer to Figure 3-3) are installed in the retarder oil piping, engine block, and transmission case. Any change in the temperature is taken as a change in the resistance of the thermistor, and a signal is sent to the shift controller. The signal is then sent from the shift controller through the network to the machine monitor panel to display the temperature. When the monitor panel display reaches a pre-determined value, a corresponding lamp flashes and the buzzer sounds to warn the operator of excessive temperature in the affected system. FIGURE 3-4. AIR PRESSURE SENSOR 1. Electrical Connector

2. Pressure Tube

FIGURE 3-3. TEMPERATURE SENSOR 1. Connector 2. Plug

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3. Thermistor

24VDC Electrical Components

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FUEL LEVEL SENSOR The fuel level sensor (Figure 3-5) is installed to the side face of the fuel tank and a float (4) moves up and down in accordance with the fuel level. The movement of the float is passed through an arm (3) to actuate a variable resistor, sending a signal to the transmission shift controller. The signal is sent from the shift controller through the network to the dash monitor system to display the fuel level. When the display on the monitor panel reaches a certain position, the warning lamp flashes.

FIGURE 3-6. ENGINE SPEED SENSOR 1. Magnet 2. Terminal 3. Case

4. Boot 5. Connector

3. Screw in sensor by hand until the tip of sensor contacts gear tooth - do not force. Do not use a wrench or other tool to tighten. 4. Turn counter-clockwise 1/4 - 1/2 turn from the point where sensor contacts gear to obtain clearance “a” (0.4 mm (0.016in.)). Tighten locknut (2) to 6 ±1 kg.m (43 ±7 ft. lbs.). FIGURE 3-5. FUEL LEVEL SENSOR 1. Connector 2. Variable Resistor

3. Arm 4. Float

5. Reinstall harness connector. Be certain harness is properly clamped and supported to prevent strain on connector and wiring.

ENGINE SPEED SENSOR The engine speed sensor (Figure 3-6) is installed in the flywheel housing and generates a pulsed voltage signal which varies in frequency with the speed of the flywheel ring gear. The voltage signal is then sent to the transmission shift controller and the monitor panel to operate the tachometer display. Adjusting Engine Speed Sensor 1. Disconnect sensor (1, Figure 3-7) electrical connector, loosen locknut (2), and remove sensor.

NOTE: Inspect sensor tip for iron particles or other contaminants. Inspect for damage. 2. Verify a gear tooth tip is aligned with the sensor mounting hole as shown. (If necessary, rotate flywheel to achieve alignment.)

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FIGURE 3-7. ENGINE SPEED SENSOR ADJUSTMENT 1. Sensor 2. Locknut

24VDC Electrical Components

3. Flywheel Teeth a. 0.4 mm (0.016 in)

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MONITOR PANEL DISPLAYS Figures 3-8 through 3-11 list the various monitor panel gauges, pilot lamps, caution lamps etc.. Each function is listed in its display category and shows the symbol (when applicable) that appears on the display area.

In addition, each function lists the conditions under which the display is ON or OFF and any additional warnings such as the central warning lamp or buzzer.

FIGURE 3-8. MONITOR PANEL DISPLAYS, FUNCTIONS

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24VDC Electrical Components

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FIGURE 3-9. MONITOR PANEL DISPLAYS, FUNCTIONS

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24VDC Electrical Components

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FIGURE 3-10. MONITOR PANEL DISPLAYS, FUNCTIONS

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24VDC Electrical Components

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FIGURE 3-11. MONITOR PANEL DISPLAYS, FUNCTIONS

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24VDC Electrical Components

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INSTRUMENT PANEL INDICATORS, TEST SWITCH Figures 3-12 and 3-13 lists the warning and caution devices located on the instrument panel, below the Monitor Panel. The central warning lamp, located to the left of the indicators listed below, can be identified by its Red convex lens.

The conditions under which the central warning lamp will illuminate and the buzzer will sound are listed

FIGURE 3-12. INSTRUMENT PANEL INDICATORS, TEST SWITCH

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24VDC Electrical Components

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FIGURE 3-13. INSTRUMENT PANEL INDICATORS, TEST SWITCH

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24VDC Electrical Components

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ELECTRONIC ACCELERATOR PEDAL Operation The throttle/accelerator pedal is a foot-operated pedal containing a spring-loaded roller arm and inclinded ramp, two electrical rheostats and a switch with electrical connectos. The spring-loaded roller arm is connected to the switch and rheostats. As the roller arm travels along the inclined ramp (when the operator depresses the pedal), electric signals are generated and sent to various controllers to control fuel (engine rpm), throttle position (pedal depressed/released), and transmission shift controls.

• (AS1) Idle Validation Switch signals The accelerator pedal provides two digital signals to indicate whether the accelerator pedal is depressed or released. These signals are used by the transmission controller to allow upshift or down shifts. • (AS2) pedal (throttle) signal: This throttle signal is varied as the accelerator pedal is depressed. As the pedal is depressed, the output voltage signal increases and engine rpm increases. The signal goes to the engine controller. • (AS3) Transmission Controller Throttle signal. This throttle signal is varied as the accelerator pedal is depressed. The transmission controller uses this signal, as well as others to determine the proper timing of up shifts and down shifts for maximum truck performance.

FIGURE 3-14. ELECTRONIC ACCELERATOR PEDAL 1. Pedal

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24VDC Electrical Components

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AISS (Automatic Idling Setting System)

This switch is used by the operator to control the idle speed of the engine. The switch when pushed "in" the light in the switch will be "ON", is in the manual position. This provides for "LOW" engine idle speed. In this position the operator has greater control for movement in confined spaces, such as parking or driving in or out of service areas.

AISS SWITCH

OPERATION

Manual

OFF

automatic

OFF

automatic

OFF

automatic

OFF

automatic

OFF

automatic

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When the switch is "out", normal position, the light in the switch "OFF", this is the automatic position. In this position the engine is controlled automatically depending on operating status of the truck. The following chart outlines the conditions for the engine idle speed.

AISS OPERATIONAL CHART ENGINE WATER OPERATING CONDITION TEMPERATURE 30°C (90°F) - 50°C (120° F) Retarder lever operated or parking (when water temperature is brake applied above 50°C and goes down) Retarder lever operated or parking Above 50°C (120°F) brake applied 30°C (90°F) - 50°C (120°F) Retarder lever operated or parking (when water temperature is brake applied below 30°C and goes up) Retarder lever operated or parking Below 30°C (90°F) brake applied Retarder lever not operated or parking brake released

24VDC Electrical Components

IDLE SPEED Low Low Low High High High

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TRANSMISSION CONTROLLER OUTLINE This transmission controller is designed to control the system, so it has a built-in computer. It has the following features and functions. 1. It has a high-power mode and economy mode and it changes the shift pattern. 2. The braking mode is when the brake is being used. The shifting point is raised and the brake cooling pump speed increased to improve the cooling effect for the retarder. At the same time it enables the braking force of the engine to be used effectively. 3. It drives and controls the torque converter lock-up solenoid valve, overrun prevention solenoid valve, exhaust brake solenoid valve, and BCV solenoid valve.

4. Speed sensors are located at three points (transmission input shaft, intermediated shaft, and output shaft) to make it possible to detect any slipping of the transmission clutches. It also acts to protect the transmission when there is any abnormality in the hydraulic system. 5. It is connected to the network and makes various data common with other controllers. 6. It receives the input of model selection data (what machine the controller is mounted on ) and network data (what controller is connected to the network), and contacts the other controllers through the network. 7. It has a divided self-diagnostic function for both the input and output system. 8. The content of the self-diagnostic display is shown with 2-digit numbers. 9. When any failure is detected , it sends details to the network, and displays it on the other display panels.

FIGURE 3-15. TRANSMISSION CONTROLLER 1. Self Diagnostic Display Window 2. Connector 3. Case 4. Printboard

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5. Model Selection Switch (Sw 1) 6. Network switch (Sw 2) 7. ATC2 8. ATC1

24VDC Electrical Components

9. ATC5B 10. ATC5A 11. ATC4 12. ATC3B 13. ATC3A

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10. The content of the self-diagnosis is recorded in memory, so when the main switch is turned off it is possible to check details of failures. 11. It sends the trouble data to the network, and displays this on the other display panels. 12. The location of any existing failure is displayed on the monitor panel. 13. It has an emergency travel function for use if there is any failure in the electrical system. 14. It is located separately from the gearshift lever.

OPERATION: The automatic shift control system receives the shift lever position signal, accelerator pedal signal, transmission speed signal, and signals from other switches and sensors, and based on the information received the transmission shift controller acts to automatically control the shift of the transmission to the optimum speed range. The transmission shift controller also drives and controls the torque converter lockup solenoid and overrun prevention solenoid valve. Each clutch in the transmission is equipped with an electronically controlled modulation valve and is independently controlled. In addition, based on the information received by the transmission controller, it drives the monitor panel display, caution lamps, and pilot lamps and transmits data to the network.

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EXHAUST BRAKE Outline The exhaust brake shuts off the exhaust at the exhaust brake cylinder and makes the engine exhaust stroke act as an air compressor to increase the effect of the braking force of the engine. The exhaust brake is also used as a retarder when going downhill. The exhaust brake is actuated by a signal from the transmission controller. It acts as follows when the exhaust brake switch in the operator’s compartment is turned ON or OFF.

ON position: Actuated when the accelerator pedal is released (but only when the torque converter is in the lock-up condition). OFF position: Actuated when the foot brake or retarder brake are operated (but only when the torque converter is in the lock-up condition).

FIGURE 3-16. EXHAUST BRAKE DIAGRAM 1. Exhaust brake switch 2. Toque converter lock-up valve 3. Brake switch 4. Retarder switch 5. Exhaust brake solenoid valve

D3-16

6. Transmission controller 7. Relay 8. Engine controller 9. Exhaust brake switch 10. Brake valve

24VDC Electrical Components

11. Accelerator sensor 12. Pilot lamp 13. Retarder control lever 14. Exhaust brake cylinder 15. Battery & Relay

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Operation Operating condition of exhaust brake The exhaust brake is operated according to the signal from the transmission controller, and its operation is as follows when the exhaust brake switch in the operator’s cab is turned ON and OFF. ON position: The exhaust brake operates when the accelerator pedal is released (while the torque converter is locked up, however) OFF position: The exhaust brake operates when the foot brake or retarder brake is operated (while the torque converter is locked up, however)

Exhaust brake "ON" When the transmission controller actuates the solenoid valve, the following happens.

FIGURE 3-17. EXHAUST BRAKE ON

The solenoid valve opens the port to the exhaust brake cylinder. Then air flows from the air tank to the exhaust brake cylinder and causes it to close the exhaust pipe, and the exhaust brake operates.

Exhaust brake "OFF" When the transmission controller turns the solenoid valve "OFF", the solenoid valve closes the port to the air tank, and opens the port from the exhaust brake cylinder to the atmosphere. The air in the exhaust brake cylinder is discharged through the solenoid valve to the atmosphere. The exhaust brake cylinder is returned to the original position by the spring in it, then the exhaust brake is released.

FIGURE 3-18. EXHAUST BRAKE OFF

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24VDC Electrical Components

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NOTES:

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24VDC Electrical Components

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POINTS TO REMEMBER WHEN TROUBLESHOOTING

Stop the machine in a level place, and check that the safety pin, blocks, and parking brake are securely fitted. When carrying out the operation with two or more workers, keep strictly to the agreed signals, and do not allow any unauthorized person to come near. If the radiator cap is removed when the engine is hot, hot water may spurt out and cause burns, so wait for the engine to cool down before starting troubleshooting. Be extremely careful not to touch any hot parts or to get caught in any rotating parts. When disconnecting wiring, always disconnect the negative (-) terminal of the battery first.

When removing the plug or cap from a location which is under pressure form oil, water, or air, always release the internal pressure first. When installing measuring equipment, be sure to connect it properly. The aim of troubleshooting is to pinpoint the basic cause of the failure, to carry out repairs swiftly, and to prevent reoccurrence of the failure. When carrying out troubleshooting, and important point is of course to understand the structure and function, However, a short cut to effective troubleshooting is to ask the operator various questions to form some idea of possible causes of the failure that would produce the reported symptoms. 1. When carrying out troubleshooting, do not hurry to disassemble the components. If components are disassembled immediately any failure occurs: • Parts that have no connection with the failure or other unnecessary parts will be disassembled. • It will become impossible to find the cause of the failure. It will also cause a waste of man-hours, parts, or oil or grease, and at the same time, will also lose the confidence of the operator.

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For this reason, when carrying out troubleshooting, it is necessary to carry out thorough prior investigation and to carry out troubleshooting in accordance with the fixed procedure. 2. Points to ask the operator a. Have any other problems occurred apart from the problem that has been reported? b. Was there anything strange about the machine before the failure occurred? c. Did the failure occur suddenly, or were there problems with the truck condition before this? d. Under what conditions did the failure occur? e. Had any repairs been carried out before the failure? f. Has the same kind of failure occurred before? 3. Check before troubleshooting a. Check for symptoms of any abnormality with the truck. b. Check the CHECKS BEFORE STARTING items. c. Other inspection items. d. Other maintenance items can be checked externally, so check any item that is considered to be necessary. 4. Confirming failure Confirm the extent of the failure yourself, and judge whether to handle it as a real failure or as a problem with the method of operation, etc. • When operating the truck to re-enact the troubleshooting symptoms, do not carry out any investigation that may make the problem worse. 5. Troubleshooting Use the results of the investigation and inspection in Items 2 - 4 to narrow down the causes of failure, then use the troubleshooting flowchart to locate the position of the failure exactly. • Basic procedure for troubleshooting is below. a. Start from the simple points. b. Start from the most likely points. c. Investigate other related parts or information. 6. Measures to remove root cause of failure Even if the failure is repaired, if the root cause of the failure is not repaired, the same failure will occur again. To prevent this, always investigate why the problem occurredthen remove the cause.

Introduction to Electrical Troubleshooting

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POINTS TO REMEMBER WHEN CARRYING OUT MAINTENANCE To maintain the performance of the truck over a long period, and to prevent failures or other troubles before they occur, correct operation, maintenance and inspection, troubleshooting, and repairs must be carried out. This section deals particularly with correct repair procedures for mechantronics and is aimed at improving the quality of repairs. POINTS TO REMEMBER WHEN HANDLING ELECTRIC EQUIPMENT 1. Handling wiring harnesses and connectors Wiring harnesses consist of wiring connector used to connect one component to another component. Connectors used for connecting and disconnecting one wire from another wire, and protectors or tubes used for protecting the wiring. Unlike other electrical components fitted in boxes or cases, these wiring harnesses (Figure 4-1) are more likely to be affected by rain, water, heat, or vibration. Furthermore, during inspection or repair operations, they are frequently removed and reinstalled, so they are likely to suffer deformation or damage. For this reason, it is necessary to be extremely careful when handling wiring harnesses.

2. Failures that occur in wiring harness a. Defective contact of connectors (Figure 4-2) caused by faulty connectors or connector pins. Problems with defective connectors are likely to occur because the male connector is not properly inserted into the female connector, or one or both of the connectors are deformed. Also because there is corrosion or oxidization of the pin surfaces. b. Defective crimping or soldering of pins (Figure 4-3). The pins of the male and female connectors are in contact with this wire at the crimped terminal or soldered joint. However, if the crimp or solder joint is improperly completed, oxidization can occur causing a break in the electrical connection.

FIGURE 4-1. AFFECTS OF WEATHER

FIGURE 4-2. IMPROPER INSERTION

Improper Crimp

FIGURE 4-3. IMPROPER CRIMP

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c. Damage to wiring during disconnecting connectors If the connectors are pulled apart by pulling on the wires or components are removed with the wires still connected, damage to the pin terminals, solder joints, connector or the wires can occur. d. High-pressure water entering connector The connector is designed to make it difficult for water to enter (drip-proof structure), but if high-pressure water is sprayed directly on the connector, water may enter the connector, depending on the direction of the water jet.

FIGURE 4-4. IMPROPER HANDLING

As already said, the connector is designed to prevent water from entering, but at the same time, if water does enter, it is difficult for it to be drained. Therefore, if water should get into the connector, the pins will be short-circuited by the water. So if any water gets in, immediately dry the connector or take other appropriate action before allowing current to flow through it. e. Oil or dirt in the connector If oil or grease have entered the connector, an oil film can be formed on the mating surface between the male and female pins, this oil film will not let the current to pass, so there will be an open contract. If there is oil or grease on the connector, wipe it off with a dry cloth or blow it dry with compressed air and spray it with a contact cleaner.

FIGURE 4-5. WATER COROSION

• When wiping the mating portion of the connector, be careful not to use excessive force or deform the pins. • If there is oil or water in the compressed air, the contacts will become even dirtier, so remove the oil and water from the compressed air completely before cleaning the connections. FIGURE 4-6. CLEANING THE CONNECTOR

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Introduction to Electrical Troubleshooting

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3. Removing, installing, and drying connectors and wiring harnesses.

1. Disconnecting connectors Hold the connectors when disconnecting (Figure 4-7). When disconnecting the connectors, hold the connectors and not the wires. For connectors held by a screw, loosen the screw fully, then hold the male and female connectors in each hand and pull apart. For connectors which have a lock tab, press down the tab with your thumb and pull the connectors apart.

FIGURE 4-7. DISCONNECTING CONNECTORS

NOTE: Never pull with one hand.

2. When removing from clips When removing a connector from a clip, pull the connector in a parallel direction from the clip (Figure 4-8).

NOTE: If the connector is twisted up and down or to the left or right, the housing may break (Figure 4-9).

FIGURE 4-8. CONNECTOR CLIPS

3. Action to take after removing connectors After removing any connector, cover it with a vinyl bag to prevent any dust, dirt, oil, or water from getting in the connector (Figure 4-10).

NOTE: If the truck is left disassembled for a long time, it is particularly easy for contamination of the contactor to occur, so always cover the connector.

FIGURE 4-9. CATCHES

FIGURE 4-10. COVERING CONNECTOR

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4. Connecting Connectors 1. Check the connector visually. a. Check that there is no oil, dirt, or water in the connector pins (mating portion). b. Check that the connector is not deformed, defective contact, corrosion, or damage to the connector pins. c. Check that there is no damage or breakage to the outside of the connector.

NOTE: If there is any oil, water, or dirt in the connector, wipe it off with dry cloth. if any water has got inside the connector, warm the inside of the wiring with a dryer, but be careful not make it too hot as this will cause damage. NOTE: If there is any damage or breakage, replace the connector.

FIGURE 4-11. CONNECTING CONNECTORS

2. Install the connector properly a. Align the position of the connector correctly, then insert it securely. b. For connectors with locking tabs, push in the connector until the tab clicks into position. 3. Correct any protrusion of the boot and any misalignment of the wiring harness. For connectors fitted with boots, correct any protrusion of the boot. In addition, if the wiring harness is misaligned, or the clamp is out of position, adjust it to its correct position.

NOTE: If the connector cannot be corrected easily, remove the clamp and adjust the position. NOTE: If the wiring harness or connector has been removed from a clamp, be sure to return it to its original position. Check also that there are no loose clamps.

FIGURE 4-12. INSTALLING CONNECTOR

FIGURE 4-13. HARNESS CLAMPS

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4. Drying wiring harness If there is any oil or dirt on the wiring harness, wipe it off with a dry cloth. Avoid washing it in water or using steam. If the connector must be washed in water, do not use high-pressure water or steam directly on the wiring harness. If water gets directly on the connector, perform the following: a. Disconnect the connector and wipe off the water with a dry cloth. b. If the connector is blown dry with compressed air, there is the risk that oil in the air may cause defective contact, so remove all oil and water from the compressed air before blowing with air.

FIGURE 4-14. CLEANING THE CONNECTOR

Drying the inside of the connector with a dryer. If water gets inside the connector, use a dryer to dry the connector.

NOTE: Hot air from the dryer can be used, but regulate the time that the hot air is used in order not to make the connector or related parts too hot. This may cause deformation or damage to the connector.

Carry out a continuity test on the connector. After drying, leave the wiring harness disconnected and carry out a continuity test to check for any short circuits between pins caused by water.

FIGURE 4-15. DRYING THE CONNECTOR

After completely drying the connector, blow it with contactor cleaner and reassemble.

FIGURE 4-16. TESTING THE CONNECTOR

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Handling of controller boxes The controller box contains a microcomputer and electronic circuits. These control all of the electronic circuits on the truck so be extremely careful when handling the box. • Do not open the cover of the controller box unless necessary. • Do not place objects on top of the controller box. • Cover the connectors with tape or a vinyl bag. • Never touch the connector contacts with your hand. • During rainy weather, do not leave the controller box in a place where it is exposed to the weather. • Do not place the control box on oil, water, or dirt, or in any hot place, even for a short time. Place it on a suitable dry stand.

FIGURE 4-17. CONTROLLER BOX

Precautions when performing arc welding on the truck. • Disconnect all wiring harness connectors connected to the controller box. Attach the arc welding ground close to the welding point.

Points to remember when troubleshooting electric circuits • Always turn the power OFF before disconnecting or connect connectors. • Before carrying out troubleshooting, check that all the related connectors are properly connected. • Disconnect and connect the related connectors several times to check. • Always connect any disconnected connectors before going on to the next step. • If the power is turned ON with the connectors still disconnected, unnecessary abnormality displays will be generated. • When carrying out troubleshooting of circuits (measuring the voltage, resistance, continuity, or current), move the related wiring and connectors several times and check that there is no change in the reading of the tester. If there is any change, there is probably defective connection in that circuit.

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FIGURE 4-18. THINGS NOT TO DO

Introduction to Electrical Troubleshooting

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5. POINTS TO REMEMBER WHEN HANDLING HYDRAULIC EQUIPMENT

With the increase in pressure and precission of hydraulic equipment, the most common cause of failure is dirt (foreign material) in the hydraulic system. When adding hydraulic oil, or when disassembling or assembling hydraulic equipment, it is necessary to be particularly careful. Be careful of the operating environment. Avoid adding hydraulic oil, replacing filters, or repairing the truck in rain, or high winds, or places where there is a lot of dust. Disassembly and maintenance work in the field

FIGURE 4-19. IMPROPER OIL HANDLING

If disassembly or maintenance work is carried out on hydraulic equipment in the field, there is danger of dust entering the equipment. It is also difficult to confirm the performance after repairs, so it is desirable to use unit exchange. Disassembly and maintenance of hydraulic equipment should be carried out in a specially prepared dustproof workshop, and the performance should be confirmed with special test equipment. Sealing openings After any piping or equipment is removed, the openings should be sealed with caps, tapes, or vinyl bags to prevent any dirt or dust form entering. If the opening is left open or is blocked with a rag, there is danger of dirt entering or of the surrounding area being made dirty by leaking oil.

FIGURE 4-20. OIL PUMP WITH FILTER

Do not simply drain oil out on to the ground, collect it and dispose of it properly. Do not let any dirt or dust get in during refilling operations. Be careful not to let any dirt or dust get in when re-filling with hydraulic oil. Always keep the oil filler and the area around it clean. Also use clean pumps or oil containers. If an oil cleaning device is used, it is possible to filter out the dirt that has collected during storage, so this is an even more effective method.

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Changing oil when the temperature is high. When oil is warm, it flows easily. In addition, the sludge can also be drained out easily from the system together with the oil. So it is best to change the oil when it is still warm. When changing the oil, as much as possible of the old oil should be drained out. (Drain the oil from the tank; also drain the oil from the filter and from the drain plug in the system). If any old oil is left, the contaminants and sludge in it will mix with the new oil and will shorten the life of the oil.

Flushing operations After disassembling and assembling the equipment, or changing the oil, use flushing oil to remove the contaminants, sludge, and old oil from the system. Normally, flushing is carried out twice: primary flushing is carried out with flushing oil, and secondary flushing is carried out with the specified oil.

FIGURE 4-21. OIL FLUSHING

Cleaning operations After repairing the equipment (pump control valve, etc.) or when running the truck, carry out oil cleaning to remove the sludge or contaminants in the oil circuit. The oil cleaning equipment is used to remove the ultra fine (about 3u) particles that the filter built into the equipment cannot remove, so it is an extremely effective device.

FIGURE 4-22. OIL PUMP WITH FILTER

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CHECKS BEFORE TROUBLESHOOTING (1. Checks before starting, 2. other check items)

Item 1. Check fuel level 2. Check for dirt or water in fuel 3. Check for water in air tank Air Circuit, 4. Check transmission oil level hdraulic oil, 5. Check hydraulic oil level lubricating oil, 6. Check engine oil level (Level of oil in oil pan) cooling water, 7. Check cooling water level 8. Check condition of dust indicator 9. Check front brake oil level (Level of oil in tank) 10. Check for water in emergency brake air tank

1. Checks before starting

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Air, hydraulic, mechanical components

11. Check play of steering wheel 12. Check operation of emergency steering 13. Check length of suspension for proper charge 14. Check tire inflation pressure and damage 15. Check wheel mounting nuts 16. Check operation of service brake 17. Check operation of parking brake 18. Check operation of emergency brake 19. Check abnormality of steering 20. Check the right and left view mirror 21. Check exhaust color and for abnormal noise 22. Check operation of retarder brake 23. Check wear of body rubber pads

Electrical equipment

24. Check air horn 25. Check function of lights 26. Check function of gauges 27. Check monitor panel 28. Check truck monitor system 29. Check central warning light 30. Check for loose or corroded battery terminals 31. Check for loose or corroded alternator terminals 32. Check for loose or corroded starting motor terminals

Introduction to Electrical Troubleshooting

Standard value Fuel gauge Oil level gauge Sight gauge Oil level gauge Dust indicator Oil level gauge -

Action Add fuel Clean, drain Drain Add oil Add oil Add oil Add water Clean Add oil Drain

100-140 mm Operation: 20 sec. Repair Adjust Label Charge air Tighten Adjust Adjust or repair Adjust or repair Adjust or repair Adjust Adjust or repair Adjust or repair Adjust or repair -

Repair Repair or replace Adjust or repair Adjust or replace Repair or replace Repair or replace Re-tighten or clean Re-tighten or clean Re-tighten or clean

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Item

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Action

33. Check abnormal noise or smell 34. Check for oil leakage 35. Bleed air from all systems

Repair Repair Bleed air

Electrical components

36. Check battery voltage (engine stopped) 37. Check level of battery electrolyte 38. Check for discolored, burnt, or bare wiring 39. Check for missing wiring clamps, hanging wire 40. Checks for water leaking onto wiring (check carefully water leakage at connectors and terminals) 41. Check for broken or corroded fuses 42. Check alternator voltage (engine running at over half throttle) 43. Noise when battery relay is operated. (Switch starting switch from ON to OFF)

20-30 V 27.5-29.5V -

Replace Add or replace Replace Repair Disconnect connector and dry connection Replace Replace Replace

2. Other check Items

Standard value

Hydraulic, Mechanical components

Introduction to Electrical Troubleshooting

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TYPE OF CONNECTOR AND POSITION OF INSTALLATION The address column in this table shows the address in the connector pin allocation drawing. The connector number listed in the charts may be preceeded with a "CN-" on the actual drawing.

Con Con No. nector nector of No. Type pins

MOUNTING LOCATION

Add ress

SWP

Intermediate connector

SWP

Intermediate connector

Radiator water level sensor

Air conditioner pressure switch

06L

Head lamp (Lo)

07H

Head lamp (Hi)

1-pin conn.

Clearance lamp

1-pin conn.

Clearance lamp

1.PS

Transmission solenoid valve

1.SW

Fill switch

2.PS

Transmission solenoid valve

2.SW

Fill switch

3.PS

Transmission solenoid valve

3.SW

Fill switch

4.PS

Transmission solenoid valve

4.SW

Fill switch

1pinconn.

Turn signal lamp

1pin conn.

Fog lamp

Washer motor

Suspension pressure sensor

SWP

Payload meter external display lamp (left)

Left side lamp

Air conditioner compressor

Con Con nector nector No. Type

No. of pins

Add ress

MOUNTING LOCATION

1-pin conn.

Clearance lamp

1-pin conn.

Clearance lamp

1-pin conn.

Turn signal lamp

1-pin conn.

Fog lamp

A5 A6

Suspension pressure sensor

SWP

Payload meter display lamp (right) B7

Right side lamp

C7 F9

Flow switch

Transmission oil filter sensor

Retarder filter sensor

Hydraulic oil filter sensor

BCV solenoid

SWP

Tail lamp

SWP

Tail lamp

Fuel gauge sensor

Suspension pressure sensor

Retarder oil temperature sensor

1-pin conn.

Auto drain valve heater

Emergency stop solenoid (mechanical governor specification)

AISS motor (mechanical governor specification)

Engine stop motor (mechanical governor specification)

Diode

SWP

Intermediate connector

Steering oil temperature sensor

Diode

Intermediate connector

Starting motor

CTI

Water temperature

KES1

Emergency escape switch

EPI

Engine oil pressure sensor

KES

Emergency escape switch

Intermediate connector

Emergency stop solenoid (mechanical governor specification)

AC1

SWP

Intermediate connector

SWP

Intermediate connector

32H

Head lamp (Hi)

33L

Head lamp (Lo)

AISS switch

AS1

Exhaust brake switch

AS2

Parking brake switch

AS3

Retarder brake switch

AS4

Emergency brake switch

AS5

Service brake switch

Transmission controller

ATC1 MIC

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Con Con nector nector No. Type

No. of pins

Add ress

Con Con nector nector No. Type

No. of pins

ATC2

ATC3A AMP040 20

Transmission controller

DB1

Body seated switch

Transmission controller

DB4

Diode

ATC3B AMP040 16

Transmission controller

DLB

Differential lock switch

ATC4

AMP040 12

Transmission controller

DP01

MIC

Monitor panel

ATC5A AMP040 20

Transmission controller

DP02

AMP040 8

Monitor panel

ATC5B AMP040 16

Transmission controller

DP03

Socket

Monitor panel

ATC6

Transmission controller

DP04

AMP040 8

Monitor panel

BLSL

Brake stroke sensor

DP05

AMP040 12

Monitor panel

BLSR

Brake stroke sensor

DP06

Socket

Monitor panel

BT1

Fuse box

DP07

Socket

Monitor panel

BT2

Fuse box

DP08

AMP040 16

Monitor panel

BT3

Fuse box

DP09

Socket

Monitor panel

MIC

MOUNTING LOCATION

Add ress

Alarm buzzer

DP10

AMP040 8

Monitor panel

Intermediate connector

DP11

AMP040 16

Monitor panel

Intermediate connector

DP12

Monitor panel

CA+

1-pin conn.

AM/FM cassette

DP13

Socket

Moniro panel

EXH

Socket

Exhaust brake switch

CA-

1-pin conn.

AM/FM cassette

CAB

1-pin conn.

AM/FM cassette

CG1

1-pin conn.

Cigar lighter

CG2

1-pin conn.

Cigar lighter

CK1

KES1

Bulb check switch

Combination switch

CNS

Intermediate connector

V2 P1

C/V.T

Transmission oil temperature sensor

D04

Diode

D05

Diode

D06

Diode

D08

Diode

Message display

D5-1

1-pin conn.

Horn valve

D5-2

1-pin conn.

Horn valve

D12

Diode

D14

Diode

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Con Con nector nector No. Type

No. of pins

MOUNTING LOCATION

Add ress

Con Con No. of MOUNTING LOCATION nector nector pins No. Type

Add ress

Front brake sut switch

MS11 M

Model selection switch

FCM

Intermediate connector

MS12 M

Model selection switch

FCS

Intermediate connector

Input shaft speed sensor

Fog lamp switch

Intermediate shaft speed sensor O1

Fuse unit

Output shaft speed sensor

HAZ

socket

Hazard switch

P15

MPH selection connector

HEAT

Heater

PL1

Monitor lamp

1-pin conn.

Horn

H.PS

H.SW

J01

PL1

Suspension pressure sensor GND selection connector

Transmission solenoid valve

PL2

Monitor lamp

Fill switch

Preheat switch

Suspension pressure sensor GND selection connector

Intermediate connector inside, outside cab

S7 S8

PL2

PLS

Monitor lamp

PM1

MIC

Payload meter

PM2

Payload meter

PM3

Clinometer

PM4

Intermediate connector

PM5

MIC

Payload meter (card type)

PM6

AMP04 12 0

Payload meter (card type)

PM6

KES1

Suspension pressure sensor FR S2 selection connector

J02

Intermediate connector inside, outside cab

J03

Intermediate connector inside, outside cab

T9 S7 S7

PM7

MIC

Payload meter (card type)

For connecting PC

J04

J06

terminal

Intermediate connector inside, outside cab

J07

terminal

Intermediate connector inside, outside cab

J09

Intermediate connector

PM7B MIC

J10

Intermediate connector

PM8

J11

Intermediate connector

Torque converter lock-up solenoid

L/C.T

LPS

Transmission solenoid valve

Rheostat

LSW

Fill switch sensor

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MIC

Introduction to Electrical Troubleshooting

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Con Con nector nector No. Type

No. of pins

MOUNTING LOCATION

PMCD X

For off-board PMC power source U5

R29

socket

Hazard lamp relay

PMR1 S

Intermediate connector

RAD

AM radio

PMR2 S

Intermediate connector

RE1

socket

Resistor

PMR3 S

Intermediate connector

RE2

socket

Resistor

PMR4 S

Intermediate connector

RH1

Intermediate connector

PMRA S

Intermediate connector

RH2

Intermediate connector

PMRB S

Intermediate connector

RH4

Intermediate connector

1-pin conn.

Room lamp

U9 Q4

Add ress

Con Con nector nector No. Type

No. of pins

MOUNTING LOCATION

Add ress

PMRC S

Intermediate connector

PMS

Intermediate connector

Power mode switch

RPS

Transmission solenoid valve

Suspension pressure sensor FR S3 selection connector

RSW

Fill switch sensor

RT1

terminal 1

Timer for emergency steering

PWR

KES1

R01

socket 5

Engine starting relay

RT2

terminal 1

Timer for emergency steering

R02

socket 5

Transmission neutral relay

RT3

terminal 1

Timer for emergency steering

R03

socket 5

Service brake relay

RT4

terminal 1

Timer for emergency steering

R04

socket 5

BCV relay

RT5

terminal 1

Timer for emergency steering

R05

socket 5

Backup alarm relay

RT6

terminal 1

Timer for emergency steering

R06

socket 5

Head lamp relay (Hi)

RT7

terminal 1

Timer for emergency steering

RT8

terminal 1

Timer for emergency steering

KES1

Selection connector for each suspension pressure sensor specification

R07

socket 5

Marker lamp relay

R08

socket 5

Head lamp relay (Lo)

R09

socket 6

Rear brake pilot relay

R11

socket 6

Payload meter relay

R16

socket 5

Payload meter external display lamp relay

SCFR KES1

Selection connector for each suspension pressure sensor specification

R17

socket 5

Payload meter external display lamp relay

Gearshift lever

Payload meter external display lamp relay

socket

Shift limit switch

SL1

Suspension control solenoid

SL2

Suspension control solenoid

SL3

Suspension control solenoid

SL4

Over-run prevention solenoid

SL5

Exhaust brake solenoid

R18

socket 5

SCF

R19

socket 5

Payload meter external display lamp relay

R20

socket 5

Payload meter external display lamp relay

socket 5

Parking brake relay

SL6

Front brake cut-off solenoid

R22E

socket 5

Governor cut relay (electronic governor specification)

SL7

Front brake cut-off solenoid

socket 5

Governor cut relay (electronic governor specification)

SNUB X

R23E

R25

socket 5

Transmission cut relay

R27

socket 5

Hazard relay

R28

socket 6

Hazard lamp relay

R21

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AISS relay resistor

SP1

1-pin conn.

AM/FM cassette

SP2

1-pin conn.

AM/FM cassette

SP3

1-pin conn.

AM/FM cassette

SP4

1-pin conn.

Introduction to Electrical Troubleshooting

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Con Con nector nector No. Type

No. of pins

MOUNTING LOCATION

Add ress

SP5

1-pin conn.

Speaker (right)

SP6

1-pin conn.

Speaker (right)

SP7

1-pin conn.0

Speaker (left)

SP8

1-pin conn.

Speaker (left)

SR2

Steering sensor

SR3

Tilt sensor

SR4

Bimetal timer

SR5

Air pressure sensor

SSP1

MIC

Suspension controller

SSP2A AMP040 20

Suspension controller

SSP2B AMP040 16

Suspension controller

SU3

Intermediate connector

Selection connector for each suspension pressure sensor S3 specification

TC.SE X

Torque converter oil temperature sensor

TC.SW X

Torque converter oil temperature switch

SU6

S KES1

TM2

SWP.

Intermediate connector

TM3

SWP

Intermediate connector

TM4

SWP

Intermediate connector

TMA

Intermediate connector

TMB

Intermediate connector

TMC

Intermediate connector

TMD

Intermediate connector

WAS1 S

Acceleration sensor

WAS2 X

Acceleration sensor (electronic governor specification)

Caution lamp

WP1

Wiper switch

WP2

KES1

Wiper motor relay

WP3

KES0

Intermittent wiper relay

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FOR ARSC ( AUTOMATIC RETARDER SPEED CONTROL)

Con nector No.

Con nector Type

No. of pins

Place of use

Add ress

Con nector No.

Con nector Type

No. of pins

Place of use

Add ress

1-8

Selection connector

Terminal

Travel speed display

78/98

1-pin conn.

Model selection connector

Terminal

Travel speed display

Terminal

Travel speed display

Selection connector

For relay

RB relay

250

Resistor

For relay

RW relay

1020

Resistor

For relay

RZ relay

1-pin conn.

ARSC caution lamp

SHIFT X

Selection connector

Air shut-off valve

1-pin conn.

SHUT 1

ARSC caution lamp

SOSW X

Air switch (air shut-off valve)

1-pin conn.

ARSC stand-by lamp

SP2

Suspension pressure selection connector

ARC1

MIC

ARSC controller

ARC2

AMP040 20

ARSC controller

SP4

Power source for suspension pressure sensor /sensor GND connection

ARC3

AMP040 16

ARSC controller

BRJ

Intermediate connector

SP5

BRR

Air switch (brake solenoid)

BSOR

Brake solenoid valve (right)

Power source for suspension pressure sensor/sensor GND connection

BT3

Fuse box

SPR

Suspension pressure selection connector

BZ-EL1 M

Buzzer

SPSW M

ARSC set switch

BZ-EL2 M

Buzzer

ARSC system switch

CR1

For clearing error code

CR2

For clearing error code

D01

Diode

D02

Diode

D03

Diode

1pin conn.

TIRE1

Tire large diameter/small diameter selection

TIRE2

Tire large diameter/small diameter selection

TMA1

Intermediate connector

TMA2

Intermediate connector

Spare terminal

TMB1

Intermediate connector

J02-EL1 S

Intermediate connector

TMB2

Intermediate connector

J02-EL2 S

Intermediate connector

TMC1

Intermediate connector

J04-EL1 S

Intermediate connector

TMC2

Intermediate conector

J04-EL2 S

Intermediate connector

TMD1

Intermediate connector

TMD2

Intermediate connector

WLEL1

Warning lamp

WLEL2

Warning lamp

FS1

1-pin conn.

ARSC stand-by lamp

PH1EL1

Intermediate connector

PH1EL2

Intermediate connector

PM4-1

Payload meter

PM4-2

Payload meter

Terminal 1

Travel speed display

Terminal 1

Travel speed display

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CONNECTOR PIN ALLOCATION CHART

FIGURE 4-23. CONNECTOR LOCATIONS

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FIGURE 4-24. CONNECTOR LOCATIONS

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CONNECTOR PIN ALLOCATION CHART

FIGURE 4-25. CONNECTOR LOCATION

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FIGURE 4-26. CONNECTOR LOCATIONS

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FIGURE 4-27. CONNECTOR LOCATION

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CONNECTION TABLE FOR CONNECTOR PIN NUMBERS The terms male and female refer to the pins, while the terms male housing and female housing re fer to the mating portion of the housing.

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Introduction to Electrical Troubleshooting

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EXPLANATIONS OF FUNCTIONS (CONTROL MECHANISM) OF ELECTRICAL SYSTEM This section gives the necessary knowledge for troubleshooting of the electrical system, and explains the functions and nature of checks for the transmission controller, monitor panel and if equipped, the suspension controller.

1. EXPLANATION OF FUNCTIONS The control mechanism of the electrical system consists of the transmission controller, monitor panel and the suspension controller (if equipped). They carry out various controls such as changing the output of the engine (power mode), providing the most suitable transmission clutch oil pressure (full electronic modulation), and changing the damping of the suspension (auto suspension). The monitor panel informs the operator of the abnormality when there is a failure in the equipment for each system. At the same time, it uses the service mode to monitor the input and output, such as the in-put voltage from the switch sensors of each controller and the output current to the solenoids, and a monitor function for the failure data stored in the memory of each controller.

2. EXPLANATION OF SELF-DIAGNOSTIC DISPLAY FUNCTIONS Each controller is equipped with a self-diagnostic troubleshooting display function, so if any electrical abnormality (disconnection, short circuit, internal short, or short circuit between wires, etc.) occurs in output or input signals, or there is input or output that does not match the operation of the truck, the nature of the abnormality is displayed.

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When the self-diagnostic display function is actuated, the abnormality occurrence data is transmitted from each controller to the net-work, and the monitor panel displays the action code. The abnormality is displayed, warning lamp, and buzzer may also be actuated. The service codes which display the causes of these problems can be seen by pushing the bulb check switch. In addition, the controllers share some of the sensor signals, such as the transmission out-put shaft speed signal. So if any abnormality occurs in these sensor signals, the same type of failure display maybe occur for another controller. Signal inputs from the switches and relay listed below, do not have a self-diagnostic display. If the operation of the truck is abnormal, to check cause refer to "checking Operation of Electrical System" in this Section.

Switches: • • • • • • • • •

Shift Limiter Power Mode Key Switch Body Seated Body Float Rear Brake Service Brake Emergency Brake Tilt

Relay: • Engine Heater for start

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Data that is displayed

Network Data

• Troubleshooting information • Action code • Caution signal • Transmission failure codes • Alarm buzzer • Suspension failure codes (optional) • Engine speed • Truck speed (transmission, output may p/u) • Power mode • Shift lever position • Shift indicator • Lock-up ON/OFF • Shift limit • Air pressure • Retarder oil temp. • Engine coolant temp. • Transmission torque converter temperature • Retarder oil temp. • Engine oil pressure • Transmission oil filter • Fuel level • Parking brake ON/OFF • Rear brake ON/OFF • Body float • Exhaust brake (optional) • Lateral inclination • Emergency steering • Body seat switch • Alternator. "R" • Key Sw. "C" terminal • Brake stroke Switch

FIGURE 4-28. MONITOR PANEL

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3. CHECKING OPERATION OF ELECTRICAL SYSTEM When a sequence of operations is carried out using the procedure below, and if the monitor panel, transmission controller, suspension controller, and payload meter controller perform the actions given below, it means that the input and output signals, the monitor panel that the controllers are operating normally. Perform the actuation check with the truck unloaded. (The actuation of the suspension controller (if equipped) differs when the truck is loaded or unloaded, but it is possible to check all of the mode selections with the truck unloaded.)

Sequence of operations and condition on truck (1)

(2)

(3)

Check items (when normal) Monitor panel

Engine controller

Transmission controller

Suspension controller optional

Turn starting switch OFF

All OFF

Turn starting switch to ACC

Monitor panel liquid crystal display lights up

* Parked: only with parking brake

Suspension mode soft portion light up (optional)

* Bulb check switch ON

Caution, pilot lamps all light up

* Power mode selection switch"OFF" * Power mode switch-"ON" switch light "ON"

* Power mode display Economy/high power lights up

* Shift limiter switch ON/OFF

Shift limiter liquid crystal display lights up/goes out

* Shift lever set to N

Shift indicator N * Shift position display N

Start engine * If water temperature is below 40°C (105°F) automatic warming-up operation is actuated

* Engine speed is displayed * On cooling water temperature display, only lowest segment lights up

Engine speed 1000 rpm

* IF water temp is above 70°C (160°F) after completion of warming-up operation

When water temp display is in green range

Engine speed: 650 rpm

Release parking brake and apply the service brake only

Engine speed rises Parking lamp goes out Engine speed: Rear brake lamp 1000 rpm lights up Suspension mode display (if equipped) Soft-medium

(4)

8.8 is displayed for 3 seconds Self-diagnostic display lights up for 4.2 seconds, then goes out, and details of past failures are displayed for 3 seconds each. After that, if the condition is normal, 0.0 or 0.c (in cold weather) is displayed.

2-digit LED displays 0.0 (normal)

When transmission oil temperature is below 10°, 0.0 is displayed

When oil temperature is below 10°, 0.0 is displayed

* Rear brake lamp lights up Engine speed: Release service brake and pull * Suspension mode 1000 rpm retarder lever soft portion lights up (if equipped)

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Suspension mode switched Soft-medium

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Check items (when normal) PMC controller (1) (2) (3)

(If equipped)

All OFF

* Engine speed: 1,000 rpm * Engine speed: 1,000 rpm

(If equipped)

All OFF

0.box (box:a-d) is display for 1 second After that, if the condition is normal, the display changes to 0.0 * Engine speed: 650 rpm

(4)

Payload meter controller

8.8,8.8 display, external display lamps all light up Buzzer sounds for 3 seconds 9 items, such as payload meter switch settings, are displayed for 3 seconds each. After that, payload display is given

* Engine speed: 1000 rpm (5)

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If condition is normal, 0.0 is displayed

b-FL display, buzzer sounds

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Check Items (when normal)

Sequence of operations and condition ON truck (7)

(8)

Monitor Panel

Transmission Controller

Engine Controller

Lower body, release parking brake, then set shift lever to L and travel forward Release brake After truck moves off, press accelerator pedal

Shift indicator 1 Shift position display L

Travel speed range F1-F2

Shift limiter switch ON Switch light ON Shift limiter switch OFF

Shift indicator display 1/1-2

Shift limiter function actuated F1 fixed/shifts up to F2

Set shift lever to D and shift up to F3 or above

Shift indicator 3 Shift position display D Lock-up liquid crystal display

Travel speed range F2-F7

Turn exhaust brake switch (EXH. BRAKE) ON and release accelerator pedal

Exhaust brake is actuated even when retarder lever is not actuated

Turn exhaust brake switch (EXH. BRAKE) OFF and release accelerator pedal/Release accelerator peedal and operate retarder lever

Change in exhaust brake logic Not actuated

Check Lock-up function

(9)

Set shift lever to R

Monitor Panel Lock-up display does not light up

Set shift lever to D or 5 - L (1)

Depress accelerator pedal or operate brake

(3)

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Release accelerator pedal and do not operate brake

Suspension mode selection Hard -> soft

Suspension mode selection Hard - Soft

Transmission Controller Lock-up is not actuated when traveling in reverse Lock-up range is F! - F7

Set to F1 or F2, release accelerator pedal, and move truck without operating brake

(2)

Suspension Controller (Optional)

Lock-up display does not light up

Lock-up is actuated

Engine speed 1500 rpm Lock-up display lights up or more

Lock-up is actuated

Engine speed 1200 rpm Lock-up display does not light up or less

Lock-up is not actuated

Shift gear

After Switching shift indicator display, lock-up display goes out temporarily

Lock-up is canceled when shifing gear

Shift down

Lock-up display stays lighted up until shift indicator display is 4 Lock-up display stays out after shift indicator display becomes 3

Shifts down F7 - F6, F4-F3 with the lock-up still engaged. For F3 and down, transmission shifts down without engaging lock-up.

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NOTES:

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MONITOR PANEL ACTION CODES AND SERVICE MODE OUTLINE If a failure is detected when the monitor panel is in the normal mode, the lamp or caution display for the applicable location lights up and an action code is displayed according to the failure to aid the operator in taking suitable action. When an action code is displayed, the operator should follow the recommended action, and should also follow the Operation and Maintenance Manual to display the service codes on the monitor panel to check the cause of the action code. In addition, to make troubleshooting easier, there is a service mode on the monitor panel. This can display trouble data saved in the memory of the controllers on the network and display the recognized values for the input and output signals from each controller. ACTION CODE DISPLAY If any controller on the network detects a fault, the controller LED display panel will show the fault. The monitor panel displays an action code according to the fault transmitted to the network, and continues to display it until the condition is corrected.

FIGURE 4-29. DISPLAYING OCCURRENCE OF AN ERROR (E-)

The displays (Figure 4-29 & 4-30) are repeated in turn for 1 second each. However, if a new fault occurs, data is sent while the action code is being displayed and the action code for the new fault has priority over the existing action code being displayed. The display will change to the new action code. If the new code has a low priority, the display stays unchanged. In other words, the action code with the highest priority is always displayed. There are seven types of action code from 01 to 07. (A decal is stuck to the top left of the window glass at the front of the cab to tell the operator what action to be taken when a fault occurs). If an action code is displayed, have the operator check the service code for the fault and then have him inform the service department. While the action code is being displayed, if lamp check switch (1) is pressed for at least 2.5 seconds and then released, the applicable service code is displayed. If more than one fault has occurred, each fault is displayed in turn for 3 seconds, and when all of the service codes have been displayed, the system returns automatically to the action code display.

FIGURE 4-30. DISPLAYING ACTION CODE (03)

FIGURE 4-31. SERVICE CODE FOR EXISTING FAILURE IS (A111)

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SERVICE MODE The service mode is used when it is desired to know the service codes for existing failures or failures that have occurred in the past. Also to monitor the values recognized for the signals from the controllers.

When engine speed recognized by transmission controller is being monitored (Figure 4-32).

1. The service mode contains the following: A) Service codes, (this mode displays the fault occurrence data as well as faults saved in the memory of the controllers on the network) B) Truck data monitoring mode: (this mode displays the values for the inputs and outputs recognized by the controller on the network)

The modes are switched by using the mode change switchs. IF the key switch is turned "OFF" when there is a service code displayed, it is possible to start again from the normal mode after the key switch is turned "ON". If the monitor panel or other controllers detect a fault while in the service mode, the system automatically returns to the normal mode and displays the action code. 2. Truck data value monitoring mode a. For the list of items that can be monitored by the controllers, chart - Monitoring Items In Truck Data Value Monitoring Mode (page D449). b. The order for displaying the controllers depends on the order of the controller code (*1), but controllers that are options and are not installed are automatically omitted and are not displayed. For details of the method of operation, Method Of Operating Service Mode (page D4-44). This is the mode to display the input values of the sensors and switches recognized by the controllers, and the output values of the controllers. Each controller can monitor up to several switch and sensor input values and electric current or other output values.

FIGURE 4-32. MONITOR DISPLAYS 1. This is a "b" which is the service code for the transmission. 2. This is the monitoring code which is the engine speed. "05" 3. The display is in units of 10 rpm, so the display means 2,050 rpm.

When switch input condition recognized by transmission controller is being monitored (Figure 4-33).

FIGURE 4-33. MONITOR DISPLAYS 1. This is a "b" which is the service code for the transmission. 2. This is the monitoring code which is for "switch check" 3. Bit 1 and bit 13 in item 3 are ON. This means that the body seated switch is ON (seated) and model selection signal 4 is ON (GND). NOTE: Refer to Figure 4-45 for bit number assignments.

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c. The controller code and monitor code are displayed for one second each. d. For details of the truck data value monitoring mode and method of proceeding (going back) with the monitor items, see table 1 methods of operating switches.

In the same way as with the truck data value monitoring code, the order for displaying the controllers depends on the order of the controller code, but controllers that are options and are not installed are automatically omitted. A. Display of elapsed time since the code was deleted. 1. Content of display

Controller codes:

* The display shows the time elapsed (service meter reading) since the latest trouble data item was deleted form memory. For details of the method of deletion, see Method of Deleting Trouble Data From Memory, (Page D4-48).

A: Monitor panel b: Transmission controller d: Suspension controller (optional) e: PMC (optional) f: Payload meter II (PLMII) (optional) To make it possible to display the controller code with the 7-segment LED, uppercase and lower case letters are used.

2. Display timing * Immediately the system enters the service code and trouble data display mode, the display is given once only and it then goes automatically to the next service code and trouble data display.

3. Service code and trouble data display mode For details of the method of operation, see Method Of Operating Service Mode (page D4-44). This mode displays the time elapsed since the deletion operation, and gives the service code and trouble data display. With the service code and trouble data display, the service code is displayed for each controller for faults that currently exist and faults that occurred in the past which have been repaired.

Figure 4-34 DELETE display (2 seconds) Figure 4-35 The time elapsed (101h) since the last deletion is displayed (2 seconds)

NOTE: When the deletion operation is carried out, the elapsed time is reset and starts again from 0. If necessary, note down the elapsed time before deleting any item.

FIGURE 4-35. MONITOR DISPLAYS FIGURE 4-34. MONITOR DISPLAYS

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4. Service code and trouble data display Details of display A . The following trouble data (1) - (4) are displayed for each controller and each service code. (1) Service code (the controller code explained above (A,b,c,.....) + 3 digit number (fault) (2) Elapsed time 1 (elapsed time (service meter reading) since that failure first occurred) (3) Elapsed time 2 (elapsed time (service meter reading) since that failure last occurred) (4) Number of occurrences (the number of times that the fault has occurred) B. When the data for a fault that is currently existing, the high beam pilot light comes "ON". C. Unless the display is changed by operating the switch, the above four items will continue to be displayed. For details of the method of operating the switch, see Method of operating service mode. D. If there is no trouble data, or it has all been deleted, -- is displayed. 1. Only for the trouble data display for the suspension controller (controller code: d), the above elapsed time is displayed as --.

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E. Order of display (1) The four items under "A" above are displayed in order for each controller. (2) Data for currently existing fault (service mode, elapsed time (1), elapsed time (2), number of occurrences) inside the same controller are displayed first, then data for faults that have already been repaired are displayed. (3) For faults that are currently existing and faults that have already been corrected, the data is displayed in turn, starting for each type from the failure that occurred most recently (the smallest value for elapsed time (2)). * Example of order of display When the trouble data in the memory of one of the controllers is as follows: Service code A111 Elapsed time 5 Existing /corrected

A121 2

A131 6

A141 12

Existing corrected existing corrected

The data are displayed in order according to above for each controller.

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If high beam pilot lamp (1, Figure 4-36) lights up, this shows that the trouble data is for a currently existing fault. If high beam pilot lamp (1, Figure 4-36) is out, this shows that the trouble data is for a fault that has been corrected.

FIGURE 4-36. SERVICE CODE (A111) Shows that A111 currently exists.

NOTE: After displaying Figure 4-39, the display returns to Figure 4-36 * For details of the service code, see TABLE OF SERVICE CODES AND ACTION CODES

FIGURE 4-39. FAULT OCCURRENCES Shows that within a period of 1151h, this fault occurred 3 times.

FIGURE 4-37. FIRST FAULT OCCURED This shows that the fault first occured 1151h ago.

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The displays (shown in figures 4-36 thru 4-39) are displayed repeatedly in turn for 2 seconds each.

FIGURE 4-38. LAST FAULT OCCURED Shows that the fault last occurred 1h ago.

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5. Method of Operating Service Mode * A summary is given in Table 1 " Methods of Operating Switches". The service mode is operated by using the mode change switches at the left side the dashboard, next to steering column. There are two mode change switches, (1) and (2) : Switch (1) toward the front of the truck ("red color")

IF a fault with a action code of a lower priority than the action code being displayed, even when the Operation A is carried out, the action code will not go out, but the display will change to the code with the lower priority. In addition, even if a fault with the same action code has occurred several times, Operation A must be carried out the same number of times as the number of occurrences for the action code display go out. If Operation A is carried out, it is possible to enter the truck data monitoring mode.

Switch (2) is toward the rear of the truck ("black color").

NOTE: The numbers are on the switch box, so check the switch box.

To operated the mode change switches, move the switch to the right for the "ON" position; when the switch is released, it will automatically return to the OFF position. Operation A: Method of entering service mode method of switching mode (see table 1) Operate both mode change switches (1) and (2) to the ON position at the same time for at least 0.2 seconds (but not more than 2.5 seconds). Then release to the "OFF" position. This will switch to the truck data monitoring mode. To switch the mode, actuate the switches again. This displays elapse time, service mode and trouble data mode. Operate the switches again, the display will return to normal mode.

FIGURE 4-40. SWITCH LOCATIONS

* For details of Operation A, see the Table 1: Methods of operating switches.

Note: In the normal mode, if a fault currently exists, and the action code for that fault is displayed, and Operation A is carried out, the action code will go out.

FIGURE 4-41. CHANGE IN SERVICE MODE

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Operation B: Method of changing display in truck data monitoring mode

Operation C: Method of changing display items in service code and trouble data display mode

• When the system enters the truck data monitoring mode, it automatically displays first standard service meter on the monitor panel (controller code: A).

• When the system enters the service code and trouble data display mode, it first displays the elapsed time since the latest deletion (see page D4-48). Then it automatically displays the first item of trouble data on the monitor panel (controller code: A).

• To go on to the next display, press the mode change switch (1) to the "ON" position for 0.2 - 2.5 seconds, then "OFF". (When switch is released , it will return automatically to the OFF position). (Operation B) • To go back to the previous item, press mode change switch (2) to the ON position for 0.2 - 2.5 seconds, then "OFF". (When it is released, it will return automatically to the OFF position). (Operation D) • After pressing mode change switch (1) to the "ON" position for at least 2.5 seconds, turn it OFF. (When it is released, it will return automatically to the "OFF" position). (Operation C) The system will then move to the next controller and display the first item. • After keeping mode change switch (2) pressed to the ON position for at least 2.5 seconds, then OFF. (When it is released, it will return automatically to the OFF position). (Operation E) The system will then move to the previous controller and display the first item. • For reference, see the following diagram showing the cycle of operation.

• If there is no trouble data in the monitor panel memory, -- is displayed. • To go on to the next item, press the switch (1) to the "ON" position for 0.2 - 2.5 seconds, then OFF. (When it is released, it will return automatically to the OFF position). (Operation B) • To go back to the previous item, mode change switch (2) pressed to the ON position for 0.2 - 2.5 seconds, then OFF. (When it is released, it will return automatically to the OFF position). (Operation D) • After pressing mode change switch (1) to the ON position for at least 2.5 seconds, then OFF. (When it is released, it will return automatically to the OFF position). (Operation C) The system will then move to the previous controller and display the first item of data. • Press the mode change switch (2) to the ON position for at least 2.5 seconds, then OFF. (When it is released, it will return automatically to the OFF position). (Operation E) The system will then move to the previous controller and display the first item of data.

TABLE 1. METHODS OF OPERATING SWITCHES

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FIGURE 4-42. METHODS OF OPERATING SWITCHES

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Checking that fill signal for 2nd clutch is correctly recognized by transmission controller Operation of machine

Operation of mode change switch

Monitor panel display Normal mode is displayed after 3 seconds

Turn starting switch ON

Normal mode remains displayed

Start engine Operation A (Switch mode and enter service mode)

Monitor panel item code 1 (standard service meter) of truck data monitoring mode is displayed

Operation C (Go to next controller)

Transmission controller item code 1 (model recognition) of machine data monitoring mode is displayed

Operation B (Go to next item code)

Transmission controller item code 2 (service meter) of truck data monitoring mode is displayed

Operation B (Go to next item code)

Transmission controller item code 3 (switch check) of truck data monitoring mode is displayed

Operation B (Go to next item code)

Transmission controller item code 4 (fill signal check) of truck data monitoring mode is displayed Shift to F2. L clutch (bit No. 1, Figure 4-43) and 2nd clutch (bit No. 5) are engaged and applicable portion lights up

Check that parking brake and retarder brake are applied, then operate shift lever to D position

L clutch (bit No. 1 ) and 2nd clutch (bit No. 5) are disengaged and applicable portion goes out

Return shift lever to N position

Operation A (Switch mode and enter service code, trouble data display mode)

After elapsed time since deletion operation is displayed (2 seconds), displays item 1 of transmission controller trouble data in service code, trouble data display mode

Operation A (Switch mode and return to normal mode)

Displays normal mode

• At any stage in the above process, if the key switch is turned OFF, and then ON again, the monitor panel will return to the normal display. • While the system is in the service mode, if the monitor panel or other controller detects a fault, the system will automatically return to the normal mode and display the action code.

FIGURE 4-43. DISPLAY MESSAGE

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Method of deleting trouble data from memory In the service code and trouble data display mode, it is possible to delete the displayed trouble data from memory. However, the data for currently existing problems cannot be deleted. Method Of Deletion 1. Enter the service code and trouble data display mode, and display the trouble data that is to be deleted. 2. Press mode change switches (1) and (2) to the ON position at the same time for at least 5 seconds, then off (Operation F). 3. The display trouble data will be deleted from memory and the display will automatically switch to the next trouble data.

NOTE: When the deletion operation is carried out, the elapsed time is reset and starts again from 0, so it may be necessary to note the elapsed time before deleting any item.

Precautions when operating service mode 1. When deleting the trouble data from memory, if mode change switches (1) and (2) are not kept pressed to the "ON" position at the same time for at least 5 seconds, the monitor panel will judge that it is Operation A and the system will return to the normal mode without deleting the data form memory. If the data is deleted correctly, the system will automatically switch to the next trouble data display, so the deletion operation can be checked. If all the trouble data inside the controller is deleted, " --" is displayed, so the completion of the deletion operation can be checked. 2. If you enter the service mode or operate mode change switch (1) or (2) in order to switch something in the service mode, if it overlaps the timing of detection of occurrence or restoration of fault on the monitor panel or controllers, it may take time for the service mode display to switch. In such cases, return to the normal mode and try again.

FIGURE 4-44. MODE SWITCHES

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3.5 Monitoring items in truck data monitoring mode * For details of the method for going on to the next monitor item (or going back to the previous monitor item) in the truck data monitoring mode, see Method of operating service mode. Contro Monitor ller code item code

Item

Display unit

Remarks

Monitor Panel 1

Standard service meter

10h

The 1), 2), etc. in the item corresponds to the bit number. When ON, applicable bit number lights up, See Table 1

Switch check 1) KPH/MPH selector signal A

After 10000h, shows units of 100h, and left turn signal lamp lights up

ON/OFF

ON: mph displayed

2) Exhaust brake switch (optional)

ON/OFF

Only when exhaust brake is installed

3) AISS switch

ON/OFF

4) Mode selector switch 1

ON/OFF

5) Mode selector switch 2

ON/OFF

Rotary switch setting

0 - F level

0 - 9 stay as they are, A - F are replaced with 10 - 15, applicable number in Table 1 lights up

Transmission Controller 1 2

Model recognition

See Table 2 (*2)

Service meter

For details, see item 3) Service meter for each controller After 1000h, shows units of 100h, and left turn signal lamp lights up

10h

The 1), 2), etc. in the item corresponds to the bit number. When ON applicable bit number lights up. See Table 1

Switch check 1) Body seated switch

ON/OFF

ON: When seated

2) Not used 3) Not used 4) Not used 5) Not used 6) Not used 3

7) Not used

ON/OFF

8) Not used

9) BCV solenoid

ON/OFF

10) Model selection signal 1

ON/OFF

ON : GND.

11) Model selection signal 2

ON/OFF

ON : GND.

12) Model selection signal 3

ON/OFF

ON : GND.

13) Model selection signal 4

ON/OFF

ON : GND.

14) Connector check 1

ON/OFF

ON : GND.

15) Connector check 2

ON/OFF

ON : GND.

16) Emergency escape switch

ON/OFF

17) Starting switch

ON/OFF The 1), 2), etc. in the item corresponds to the bit number. When ON applicable bit number lights up. See Table 1

Fill signal switch 1) L clutch 4

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ON/OFF

2) Not used

ON/OFF

3) H clutch

ON/OFF

4) 1st clutch

ON/OFF

5) 2nd clutch

ON/OFF

6) 3rd clutch

ON/OFF

7) 4th clutch

ON/OFF

8) R clutch

ON/OFF

Engine speed

10 rpm

Transmission input shaft speed

10 rpm

Transmission intermediate shaft speed

10 rpm

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Contro Monitor ller code item code

Item

Display unit

Remarks

Transmission Controller

Transmission output shaft speed

10 rpm

Accelerator sensor

0.02V

Brake air pressure

Not used

See Table 3

Rear brake cooling oil temperature

Not used

15 16 17

Not used

ECMV oil temperature

Not used

23 24

1°C

Lo display when less than 60° C, see Table 4

Torque converter outlet port oil temp

1° C

Lo display when less than 60° C, see Table 4

Fuel Level

1Ω 1° C

Lo display when less than 60° C, see Table 4

Max. Speed range

4-7

4 - 7: F4 - F7 (no limit)

Max. Speed range (when body is raised)

0-3

1 - 3: F1 - F3, 0: default (F2 only when lever is at D, F1 only when lever is at position other than D)

Caution setting (when body is raised)

1 or 2

1: OFF, 2: ON

Spare

Solenoid H output

4 mmA

Solenoid L output

4 mmA

Solenoid 1 output

4 mmA

Solenoid 2 output

4 mmA

Solenoid 3 output

4 mmA

Solenoid 4 output

4 mmA

Spare

Suspension Controller (Optional) 1

10h

Service meter

The 1), 2), etc. in the item corresponds to the bit number. When ON, applicable bit number lights up, See Table 1

Switch check

1) Auto suspension solenoid 1 output

ON/OFF

2) Auto suspension solenoid 2 output

ON/OFF

3) Auto suspension solenoid 3 output

ON/OFF

4) Rear brake

ON/OFF

5) Body FLOAT switch

ON/OFF

ON: GND (when not at FLOAT position)

6) Body selection awitch

ON/OFF

ON: GND (HD465)

Suspension pressure (left)

{1kg/cm}

Suspension pressure (right)

{1kg/cm}

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For details, see item 3) Service meter for each controller (5) After 10000h, shows units of 100h, and left turn signal lamp lights up

Steering angle speed

Spare

Transmission output shaft speed

OFF: OPEN (HD605)

10 rpm

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Table 1 Bit numbers (Refer to Figure 4-45) When it is difficult to judge which bit number is lighted up (in particular, numbers 3 and 8 or 5 and 14), it is possible to press the lamp check switch (1, Figure 4-46) to light up all the segments and check the bit position.

TABLE 2 - CONTROLLER MODEL RECOGNITION Machine data monitoring mode model display value

Machine specification

330

330 M Electric governor

33A

330 M Electric governor, ABS installed (ABS is an option)

FIGURE 4-45. BIT NUMBER LOCATIONS

FIGURE 4-46. DISPLAY PANEL 1. Lamp Check Switch

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BRAKE AIR PRESSURE SENSOR Pressure display of brake air pressure sensor. The brake air pressure sensor is not an analog output but a level output, so the value for the pressure display corresponds to the air pressure in table 3 below. TABLE 3 - BRAKE AIR PRESSURE SENSOR Caution level

Gauge level

Pressure display value in truck data monitoring mode MPa {kg/cm} When pressure is rising and at present level

When pressure is rising and at present level

Red

0.932 {9.5}

Green

0.814 {8.3}

0.912 {9.3}

Green

0.716 {7.3}

0.794 {8.1}

Green

0.618 {6.3}

0.696 {7.1}

Green

0.510 {5.2}

0.598 {6.1}

Red

0.245 {2.5}

0.510 {5.2}

Example of display (torque converter outlet port oil temperature) Figure 4-47. This shows that item code 15 (torque converter outlet port oil temperature) on the transmission controller (controller code b) is below 60°C. Note: Service meter for each controller. The service meter holds individual values for each controller and those values are displayed. However, basically, the values are the same for all controllers. However, if the controller is replaced with a new controller, the service meter for that controller will have lower values than the other controllers. In such cases, the service meter used for the time of occurrence of a trouble data display is standardized as the standard time for the network system (service meter on the monitor panel). Therefore, even if a controller is replaced with a new part, when the failure detected by the controller is displayed, the service meter display is the standard time for the network system, so there is no difference from the other controllers.

D4-52

FIGURE 4-47. MONITOR DISPLAY

Introduction of Electrical Troubleshooting

D04009

SELF-DIAGNOSTIC DISPLAY METHOD FOR MONITOR PANEL AND CONTROLLERS For details of the display on the monitor panel, see Monitor panel action code and service mode function. MONITOR PANEL After the starting switch is turned ON, the monitor itself carries out self-diagnosis. After that, it goes to the normal display. Check the bulbs of the pilot and caution lamps by pressing the lamp check switch at the right edge of the panel. For details of the service codes, see SERVICE CODE TABLE. TRANSMISSION CONTROLLER 1. Self-diagnostic display, warning display The content of the self-diagnosis and warning is displayed by a 2-digit LED code. If any abnormality is detected during self-diagnosis, the fault occurrence data is sent to the network and the action code is displayed on the monitor panel. The electronic controller display on the monitor panel may also light up. The warning lamp and buzzer may also be actuated. The warning display is the detection of a fault in the pilot lamp display sensor systems and warnings and warning actuations. If problems are detected, the warning lamp and buzzer may also be actuated. Self-diagnostic Display Code Table Abnormal system

Action of controller

Action to be taken

0.1, d.A 0.2, d.b

Display code

Neutral safety

0.3

Defective controller system

0.4 0.5

1 1

Defective controller power source system

Defective transmission cut relay system

0.6

Defective rear brake solenoid system

0.8

Defective exhaust brake solenoid system

0.9

Defective BCV rear solenoid system

C.4, C.6, C.8

Defective engine speed sensor system

1.0, 6.0

Defective transmission input shaft speed sensor system

1.1, 6.1

Defective transmission intermediate shaft speed sensor system

1.2, 6.2

Defective transmission output shaft speed sensor system

1.3, 6.3

Clutch slipping or defective speed sensor system

Defective model selection signal system

1.4, A.1S

Defective shift lever system

0.7 1.5 1.6

Defective accelerator sensor system

←2-8

1.7

Defective transmission valve oil temperature sensor system 1.9

3. 4.

←2-8 ←2-8 5. ← 2 - 8 7. ← 1 - 8 9. ← 1 - 8

Defective pressure control valve system Defective oil flow control valve system Defective pressure control solenoid system

Defective monitor panel display sensor system [b2,b7 are for mechanical governor specification machine only]

A.2, A.3 b.3, b.4 b.2, b.7

Mistaken connector connection

C.1

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Introduction of Electrical Troubleshooting

D4-53

Warning Display Table Display code

Action of controller

Action to be taken

Pilot lamp warning Transmission filter clogging Tilt warning Drop in radiator water level Battery charge Steering oil level (overheating) Drop in rear brake oil pressure

d.1 d.5 d.6 d.7 E.5 F.6

F F F F F F

6 6 6 6 6 6

Actuation warning Engine overrun actuated Engine overrun short circuit actuated

d.8 d.9

F F

Overheat warning Torque converter oil temperature Retarder oil temperature

d.2 d.3

F F

Pressure drop warning Drop in air pressure

d.9

Abnormal system

Explanation of symbols: [ ] 1 - 8: indicates that there are display patterns from 1 to 8 that appear in the [ ] portion. 1. : Lock - up clutch related parts 2. : H clutch related parts 3. : L clutch related parts 4. : 1st clutch related parts 5. : 2nd clutch related parts 6. : 3rd clutch related parts 7. : 4th clutch related 8. : R clutch related parts |_| : Blank (no display)

NOTE: See the next page for explanation of the symbols used in the action of controller column.

D4-54

Introduction of Electrical Troubleshooting

D04009

Method of re-enacting fault displayed (Action to be taken). Using the following procedure, it is possible to re-enact the fault and carry out inspection. 1 Turn the key switch OFF - ON. 5 Turn the key switch OFF - ON, and operate the lever slowly in turn to N, R, N, D, 5, 4, 3, L. (Stop for at least 3 seconds at each position, then go to the next position). 3 Set the lever to N and start the engine. 4 Use the clutch specified in the fault display (set to the speed range using that clutch) and carry out a trouble test. Display

Applicable clutch

Either 7 or 9 (inside )

1. 2. 3. 4. One of 2, 3, 4, 5, 7, 9 5. (inside ) 6. 7. 8.

Lock - up clutch H clutch L clutch 1st clutch 2nd clutch 3rd clutch 4th clutch R clutch

Speed range L/U F3, F5, F7 F1, F2, F4, F6 F1 F2, F3 F4, F3 F6, F7 R

- (intermediate shaft sensor)

1.2

2 Apply exhaust brake during travel test. (When traveling in lock - up, operate the exhaust brake switch then the accelerator released) 6 If there is a fault in the sensor system, turn the key switch OFF - ON.

Operation of controller when fault is detected (Action of Controller) If an fault is detected, the transmission controller displays the fault and carries out the following action. A Transmission neutral . . . . . . . . . .

there is a fault in the power source or controller, so the transmission is set to neutral.

E Transmission neutral . . . . . . . . . .

the electrical system for the truck and the controller may have failed, so the controller automatically turns the output OFF.

D Transmission neutral . . . . . . . . . . there is probably a fault in the hydraulic or mechanical part of the transmission, so to avoid fatal damage to the transmission, the controller automatically turns the output OFF. C Speed range held, . . . . . . . . . . but when lever is moved to N, N is held

because of a fault condition, the controller judges it is impossible to shift gear, so it holds the gear range.

B Travel possible, . . . . . . . . . . . but some functions are inoperative F Travel possible . . . . . . . . . . . . . .

D04009

the controller automatically stops the functions in the faulty system.

the controller works normally

Introduction of Electrical Troubleshooting

D4-55

2. Transmission mode display The transmission controller always displays if the transmission is being controlled in the normal temperature mode or in the low temperature mode. Transmission mode display When normal

When abnormality is detected

Normal temperature mode

0.0

After E. |_| is displayed, code is displayed to show a fault

Low temperature mode

0.C

After E.C is displayed, code is displayed to show a fault

3. Saving self-diagnostic display to memory Once an fault is detected, even if the fault is removed, self-diagnostic display remains displayed for 5 minutes.

NOTE: The action code display on the monitor panel, the electronic controller display, warning lamp, and buzzer stop when the fault is removed. NOTE: Even when two or more faults occur at the same time, all the fault occurrence data are transmitted to the network and the self-diagnostic display is given.

Display method: The code display starts with the faults that have occurred in order, and after completing the display of the content of all the faults, the display returns to the first code display. It continues to repeat this order. If the fault is repaired, it returns to the normal display 5 minutes after the repair.

D4-56

Introduction of Electrical Troubleshooting

D04009

4. Saving service code to memory The transmission controller has a function to save the service code, time of occurrence (service data) and number of occurrences to memory, and keep them in memory even after the starting switch is turned OFF. When the key switch is turned ON, it is possible to check the details of the faults that have occurred up to that point with the trouble data display mode of the monitor panel service function and the controller LED’s. Method of saving and displaying service code (transmission controller LED display)

FIGURE 4-48. TRANSMISSION CONTROLLER DISPLAY To make full use of the memory function to clearly display when the failure occurred and what failures have already been corrected, keep strictly to the procedure given below. Deleting service code from memory For details of the method of deletion, see Method of deleting trouble data from memory (page D4-48) Carry out troubleshooting, and when the fault has been repaired, the self-diagnostic display returned to normal, to delete the transmission controller service codes from memory, turn the starting switch OFF, then turn it ON again, and check the past faults in memory have been deleted For details, see MONITOR PANEL ACTION CODES AND SERVICE MODE FUNCTION, Method of deleting trouble data from memory. (if the data have been deleted, 8.8 is displayed for 3 seconds, then the display shows the part number, and after 3.5 seconds, the display returns to the normal display of 0.0 or 0.C)

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TABLE OF SERVICE CODES AND ACTION CODES 1. TABLE OF SERVICE CODES AND ACTION CODES RELATED TO MONITOR PANEL TABLE OF SERVICE CODES AND ACTION CODES RELATED TO MONITOR PANEL Monitor panel display Service code No.

Details of failure

When only lamp check switch is kept pressed for at least 2.5 sec and then released

Display in service code, trouble data display mode

(Existing)

Action

caution lamp

Central warning lamp

(Existing)

Short circuit in lamp output system

A001

A000

OFF

Short circuit in central warning lamp output system

A002

A000

OFF

Short circuit in alarm buzzer output system

A003

A000

OFF

Connection data for network system does not match

A012

A011

Fault in network system (transmission controller)

A013

A011

OFF

Fault in network system (PMC) (optional)

A014

A011

Fault in network system (engine controller)

A015

A011

Fault in network system (suspension controller)

A016

A011

Fault in model selection data

A018

A011

Fault in option data

A019

A011

Note 1: "Existing" means that the problem is still occurring; "history" means that the problem occurred in the past. Note 2: If the problem is still existing, the alarm buzzer will also sound. (When the central warning lamp is ON).

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Introduction of Electrical Troubleshooting

D04009

2. TABLE OF SERVICE CODES AND ACTION CODES RELATED TO TRANSMISSION CONTROLLER

Table Of Service Codes And Action Codes Related To Transmission Controller Monitor panel display

No.

Details of failure

Fault in battery power source voltage system

Service code

Action code

Automatic gear shifting caution lamp

(Existing, reset)

(Existing)

b001

Central warning lamp

Transmission oil temperature 15° C (60 ° F) or above

Below 15° C (60 ° F)

(Existing)

(Existing (History)

E. ↔ 01

EC ↔ 01

Fault in solenoid power source system

b002

E. ↔ 02

EC ↔ 02

Fault in neutral safety system

b003

E. ↔ 03

EC ↔ 03

Double engagement of clutches

b005

E. ↔ 05

EC ↔ 05

Fault in transmission cut relay

b006

E. ↔ 06

EC ↔ 06

Fault in shift lever assembly power source (12V)

b007

E. ↔ 07

EC ↔ 07

Fault in engine overrun solenoid system

b008

E. ↔ 08

EC ↔ 08

Fault in exhaust brake solenoid system

b009

E. ↔ 09

EC ↔ 09

Disconnection in engine speed sensor system

b010

E. ↔ 10

EC ↔ 10

Disconnection in transmission input shaft speed sensor

b011

E. ↔ 11

EC ↔ 11

Disconnection in transmission intermediate shaft speed sensor system

b012

E. ↔ 12

EC ↔ 12

Disconnection in transmission output shaft speed sensor system

b013

E. ↔ 13

EC ↔ 13

Fault in model selection signal system

b014

E. ↔ 14

EC ↔ 14

Multiple input of shift lever signal

b015

E. ↔ 15

EC ↔ 15

Disconnection in shift lever signal

b016

E. ↔ 16

EC ↔ 16

Fault in accelerator signal

b017

E. ↔ 17

EC ↔ 17

Fault in transmission valve oil temperature sensor system

b019

E. ↔ 19

EC ↔ 19

Fault in H clutch system

b022

E. ↔ 22

EC ↔ 22

Fault in L clutch system

b023

E. ↔ 23

EC ↔ 23

Fault in 1st clutch system

b024

E. ↔ 24

EC ↔ 24

Fault in 2nd clutch system

b025

E. ↔ 25

EC ↔ 25

Fault in 3rd clutch system

b026

E. ↔ 26

EC ↔ 26

Fault in 4th clutch system

b027

E. ↔ 27

EC ↔ 27

Fault in R clutch system

b028

E. ↔ 28

EC ↔ 28

Fault 1 in pressure control valve system for H clutch

b032

E. ↔ 32

EC ↔ 32

Fault 1 in pressure control valve system for L clutch

bo33

E. ↔ 33

EC ↔ 33

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Introduction of Electrical Troubleshooting

D4-59

Table Of Service Codes And Action Codes Related To Transmission Controller (Continued) Monitor panel display

No.

Service code

Details of faulure

Controller LED display

Automatic gearshiftin Central Action warning g code lamp caution lamp

Transmission oil temperature 15° (60 ° F) or above

Below 15° (60 ° F)

(Existing, (Existing) (Existing) (Existing) (Existing) (Existing) reset)

(History)

Fault 1 in pressure control valve system for 1st clutch

b034

E. ↔ 34

EC ↔ 34

Fault 1 in pressure control valve system for 2nd clutch

b035

E. ↔ 35

EC ↔ 35

Fault 1 in pressure control valve system for 3rd clutch

b036

E. ↔ 36

EC ↔ 36

Fault 1 in pressure control valve system for 4th clutch

b037

E. ↔ 37

EC ↔ 37

Fault 2 in pressure control valve system for R clutch

b038

E. ↔ 38

EC ↔ 38

Fault 2 in pressure control valve system for H clutch

b042

E. ↔ 42

EC ↔ 42

Fault 2 in pressure control valve system for L clutch

b043

E. ↔ 43

EC ↔ 43

Fault 2 in pressure control valve system for 1st clutch

b044

E. ↔ 44

EC ↔ 44

Fault 2 in pressure control valve system for 2nd clutch

b045

E. ↔ 45

EC ↔ 45

Fault 2 in pressure control valve system for 3rd clutch

b046

E. ↔ 46

EC ↔ 46

Fault 2 in pressure control valve system for 4th clutch

b047

E. ↔ 47

EC ↔ 47

Fault 2 in pressure control valve system for R clutch

b048

E. ↔ 48

EC ↔ 48

Fault in oil flow detection valve system for H clutch

b052

E. ↔ 52

EC ↔ 52

Fault in oil flow detection valve system for L clutch

b053

E. ↔ 53

EC ↔ 53

Fault in oil flow detection valve system for 1st clutch

b054

E. ↔ 54

EC ↔ 54

Fault in oil flow detection valve system for 2nd clutch

b055

E. ↔ 55

EC ↔ 55

Fault in oil flow detection valve system for 3rd clutch

b056

E. ↔ 56

EC ↔ 56

Fault in oil flow detection valve system for 4th clutch

b057

E. ↔ 57

EC ↔ 57

Fault in oil flow detection valve system for R clutch

b058

E. ↔ 58

EC ↔ 58

Fault in engine speed sensor system

b060

E. ↔ 60

EC ↔ 60

Fault in transmission input shaft speed sensor system

b061

E. ↔ 61

EC ↔ 61

Fault in transmission intermediate shaft speed sensor system

b062

E. ↔ 62

EC ↔ 62

Fault in transmission output shaft speed sensor system

b063

E. ↔ 63

EC ↔ 63

Short circuit in lock-up clutch solenoid system

b071

E. ↔ 71

EC ↔ 71

Short circuit in H clutch solenoid

b072

E. ↔ 72

EC ↔ 72

Short circuit in L clutch solenoid

b073

E. ↔ 73

EC ↔ 73

Short circuit in 1st clutch solenoid

b074

E. ↔ 74

EC ↔ 74

Short circuit in 2nd clutch solenoid

b075

E. ↔ 75

EC. ↔ 75

Short circuit in 3rd clutch solenoid

b076

E. ↔ 76

EC. ↔ 76

Short circuit in 4th clutch solenoid

b077

E. ↔ 77

EC. ↔ 77

Short circuit in R clutch solenoid

b078

E. ↔ 78

EC. ↔ 78

Disconnection in lock-up clutch solenoid system

b091

E. ↔ 91

EC ↔ 91

Disconnection in H clutch solenoid

b092

E. ↔ 92

EC ↔ 92

Disconnection in L clutch solenoid

b093

E. ↔ 93

EC ↔ 93

Disconnection in 1st clutch solenoid

b094

E. ↔ 94

EC ↔ 94

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Introduction of Electrical Troubleshooting

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Table Of Service Codes And Action Codes Related To Transmission Controller (Continued) Monitor panel display

No.

Details of failure

Controller LED display Transmission oil temperature

Service code

Action code

Automatic Central gear warning shifting lamp caution lamp

(Existing, reset)

(Existing)

(History)

15° (60 ° F) or above

Below 15° (60 ° F)

Disconnection in 2nd clutch solenoid

b095

E. ↔ 95

EC ↔ 95

Disconnection in 3rd clutch solenoid

b096

E. ↔ 96

EC ↔ 96

Disconnection in 4th clutch solenoid

b097

E. ↔ 97

EC ↔ 97

Disconnection in R clutch solenoid

b098

E. ↔ 98

EC ↔ 98

Fault in model selection system rotary switch

b0A1

E. ↔ A1

EC ↔ A1

Fault in torque converter oil temperature sensor system

b0A2

E. ↔ A2

EC ↔ A2

Fault in air pressure sensor system

b0b3

E. ↔ b3

EC ↔ b3

Fault in retarder brake oil level sensor (right) system

b0b4

E. ↔ b4

EC ↔ b4

Fault in connector connection

b0c1

E. ↔ C1

EC ↔ C1

Short circuit with ground in BCV solenoid system

b0c4

E. ↔ C4

EC ↔ C4

Disconnection in BCV solenoid system

b0c6

E. ↔ C6

EC ↔ C6

Short circuit in BCV solenoid system

b0c8

E. ↔ C8

EC ↔ C8

Transmission filter clogging warning

b0d1

OFF

E. ↔ d1

EC ↔ d1

Torque converter oil temperature overheat warning

b0d2

OFF

E. ↔ d2

EC ↔ d2

Engine water temperature overheat warning

b0d3

OFF

E. ↔ d3

EC ↔ d3

Tilt warning

b0d5

OFF

E. ↔ d5

EC ↔ d5

Radiator water level drop warning

b0d6

OFF

E. ↔ d6

EC ↔ d6

Fault in charging circuit system

b0d7

OFF

E. ↔ d7

EC ↔ d7

d7 d8

Engine overrun actuated

b0d8

OFF

E. ↔ d8

EC ↔ d8

Engine overshoot

b0d9

E. ↔ d9

EC ↔ d9

Drop in battery direct power source voltage

b0dA

E. ↔ dA

EC ↔ dA

Drop in main power source voltage

b0db

E. ↔ db

EC ↔ db

Steering oil temperature overheat warning

b0E5

OFF

E. ↔ E5

EC ↔ E5

Drop in air pressure

b0E9

OFF

E. ↔ E9

EC ↔ E9

Transmission lubricating oil temperature overheat warning

b0F4

OFF

E. ↔ F4

EC ↔ F4

Drop in engine oil pressure

b0F5

OFF

E. ↔ F5

EC ↔ F5

Fault in brake circuit system

b0F6

OFF

E. ↔ F6

EC ↔ F6

* Applicable only for mechanical governor specification truck Note 1: "Existing" means that the problem is still occurring; "History" means that the problem occurred in the past. Note 2: If the problem is still existing, the alarm buzzer will also sound. (When the central warning lamp is ON). Note 3: Reset fault are kept as existing fault for 5 minutes by the transmission controller only; after that, they are saved as a service code for past fault. Note 4: For details of the method of display of the service code for reset fault on the monitor panel, see MONITOR PANEL ACTION CODE AND SERVICE MODE FUNCTION, SERVICE CODE AND TROUBLE DATA DISPLAY MODE in the Foreword to the Troubleshooting Section. For the method of displaying the transmission controller LED SERVICE CODE TO MEMORY in the Foreword to the Troubleshooting Section.

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Introduction of Electrical Troubleshooting

D4-61

3. TABLE OF SERVICE CODES AND ACTION CODES RELATED TO SUSPENSION CONTROLLER

Table Of Service Codes And Action Codes Related To Suspension Controller Monitor panel display Controller LED display

Service code

Action code

Other gearshifting caution lamp

(Existing, reset)

(Existing)

Fault in power source system

d001

OFF

E. ↔ 01

Fault in controller

d002

OFF

E. ↔ 02

Fault in pressure sensor (right) system

d011

E. ↔ 11

Fault in pressure sensor (left) system

d012

E. ↔ 12

Fault in travel speed sensor system

d015

E. ↔ 12

No.

Details of failure

Central warning lamp

Fault in steering sensor system

d016

E. ↔ 16

Fault in solenoid 1 system

d021

E. ↔ 21

Fault in solenoid 2 system

d022

E. ↔ 22

Fault in solenoid 3 system

d023

E. ↔ 23

Fault in network system

d0C1

OFF

E. ↔ C1

Defective model selection data

d0C2

OFF

E. ↔ C2

Defective travel speed compensation

d0C3

OFF

E. ↔ C3

Note 1: "Existing" means that the problem is still occurring; Note 2: For the items where the central warning lamp lights up, the alarm buzzer also sounds. Note 3: For details of the method of display of the service code for reset failures on the monitor panel, see MONITOR PANEL ACTION CODE AND SERVICE MODE FUNCTION, SERVICE CODE AND TROUBLE DATA DISPLAY MODE in the Foreword to the Troubleshooting Section. Note 4: Reset faults are not displayed on the suspension controller LED display.

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Introduction of Electrical Troubleshooting

D04009

4. Table of service codes and action codes related to PMC (Power Train Management Controller) Monitor panel display No.

Details of failure

Central warning lamp

Controller LED display

Service code

Action

Other caution lamp

(Existing)

(Existing) 01 (flashes)

NV RAM data fault

E001

Drop in voltage of batter y direct power source

E002

02 (flashes)

Faulty connection of connector

E003

03 (flashes)

Fault in GSP communications

E011

11 (flashes)

Fault in GSP communications

E012

12 (flashes)

Disconnection MOM communications

E013

13 (flashes)

Fault in MOM communications

E014

14 (flashes)

Disconnection in TMS communications

E015

15 (flashes)

Fault in TMS communications

E016

16 (flashes)

Disconnection in CENSE communications

E017

17 (flashes)

Fault in CENSE communications

E018

18 (flashes)

PLM communication faulty 1

E026

26 (flashes)

PLM communication faulty 2

E027

27 (flashes)

PLM communication faulty 3

E028

28 (flashes)

PLM communication faulty 4

E029

29 (flashes)

PLM communication faulty 5

E02A

2A (flashes)

Idling validation fault

E035

35 (flashes)

Disconnection, short circuit with ground in suspicion pressure sensor (right) system

E041

41 (flashes)

Disconnection, short circuit with ground in suspension pressure sensor (left) system

E042

42 (flashes)

Short circuit in suspension pressure sensor (right) system

E043

43 (flashes) 44 (flashes)

Short circuit in suspension pressure sensor (left) system

E044

Disconnection in accelerator

E054

54(flashes)

Short circuit in accelerator signal system

E055

55 (flashes)

Fault in engine speed sensor system

E056

56 (flashes)

Fault in transmission input shaft speed sensor system

E057

57(flashes)

E058

58 (flashes)

E0A1

OFF

A1 (flashes) A2 (flashes)

Fault in travel speed sensor (transmission output shaft speed sensor) system

Drop in brake oil level

Drop in retarder oil level

E0A2

OFF

Drop in hydraulic oil level

E0A3

OFF

A3 (flashes)

Retarder filter clogged

E0A5

OFF

A5 (flashes)

Full-flow filter clogged

E0A7

OFF

A7 (flashes)

Hydraulic filter clogged

E0A8

OFF

A8 (flashes)

Wear of retarder brake disc right

E0b2

OFF

b2 (flashes)

Wear of retarder brake disc left

E0b3

OFF

b3 (flashes)

Drop in battery electrolyte level

E0b4

OFF

b4 (flashes)

Drop in engine oil level

E0b5

OFF

b5 (flashes)

Air cleaner clogged

E0b6

OFF

b6 (flashes)

Fault in network system

E0C1

OFF

C1 (flashes)

Fault in model selection data

E0C2

OFF

C2 (flashes)

Fault in travel speed compensation data

E0C3

OFF

C3 (flashes)

Note 1: "Existing" means that the problem is still occurring. Note 2: History faults are not saved as memory data. Note 3: For the items where the central warning lamp lights up, the alarm buzzer also sounds.

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Introduction of Electrical Troubleshooting

D4-63

METHOD OF USING TABLE This table is a tool to determine if the problem with the truck is caused by a fault in the electrical system or by a problem in the hydraulic or mechanical system. The systems are then used to decide which troubleshooting chart (A-OO, H-OO, etc.) matches the systems * For problems with the monitor panel system, go directly to troubleshooting of the monitor panel system chart (P-OO). (See the contents for troubleshooting of the monitor panel). [Method of using judgment table] A • mark is put at the places where the fault mode and self-diagnostic display match, so check if an error display is given on the monitor panel, and * If an error display is given, go to the troubleshooting chart reference at the bottom ( ) of the judgment table.................................................................................................................................(A-OO). * If a problem has appeared but no error display is given, go to the troubleshooting chart reference on the right side ( ) ...................................................................................................................................(H-OO). If no input signal is displayed, go to the troubleshooting code at the bottom of the judgement table...... (P-OO). * If there is no• mark, go directly to the troubleshooting code on the right side ( ). <Example> Failure mode "Excessive shock when starting". Procedure Check if an error code is given on the dispaly of the monitor panel or on the controller dispaly.

FIGURE 4-49. JUDGEMENT TABLE

NOTE: See actual chart on Page D5-26. Judgments * If error code [ 1• 7] is given on the dispaly..........go to troubleshooting A-12 for the transmission controller system. * If no error code is given on the display, and there is excessive shock when moving the machine.........Go to troubleshooting H-4 of the hydraulic system.

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Introduction of Electrical Troubleshooting

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METHOD OF USING TROUBLESHOOTING CHARTS 1. Category of troubleshooting chart number Troubleshooting chart

Component

A-OO

Troubleshooting of transmission controller system

SP-OO

Troubleshooting of suspension controller input signal system

LC-OO

Troubleshooting of payload meter (card type) system

H-OO

Troubleshooting of hydraulic, mechanical system

P-OO

Troubleshooting of machine monitor panel system

2. Method of using troubleshooting chart for each troubleshooting fault. Troubleshooting chart number and problem. (See the examples on the next page.) (1) The title at the top of the troubleshooting chart gives the fault problem with the truck. (2) Distinguishing conditions Even with the same fault (problem), the method of troubleshooting may differ according to the model, component, or problem. In such cases, the fault (problem is further divided into sections marked with small letters (for example, a) ), so go to appropriate section to carry out troubleshooting. If the troubleshooting chart is not divided into sections, start troubleshooting from the first check item in the fault. (3) General precautions When carrying out troubleshooting for the fault (problem), precautions that apply to all items are given at the top of the page and marked with*. The precautions marked * must always be followed first before carrying out the check inside the (box). (4) Method of following diagnostic flow chart • Check or measure the item inside (box), and according to the answer follow either the YES line or the NO line to go to the next (box). (Note: The number written at the top right corner of the (box) is an index number; it does not indicate the order to follow). • Following the YES or NO lines according to the results of the check or measurement will lead finally to the Cause column. Check the cause and take the action given in the Remedy column on the right. • Below the (box) there is the method for performing an inspection or measurement. Approximate values are given for the measurements. If the findings below the (box) are correct or the answer to the question inside the (box) is YES, follow the YES line; if the findings are not correct, or the answer to the question is NO, follow the NO line. (5) Troubleshooting tools When carrying out the troubleshooting, prepare the necessary troubleshooting tools. For details, see TOOLS FOR TESTING, ADJUSTING, AND TROUBLESHOOTING. A diagram or chart is given for the connector type, installation position, and connector pin number. When carrying out troubleshooting, see this chart for details of the location for inspection and measurement of the wiring connector and the pin number appearing in the troubleshooting flow chart for each fault.

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Introduction of Electrical Troubleshooting

D4-65

(1) A-1 Abnormality in power source system (2) a) [OFF] Controller self-diagnostic display LED does not light up • When fuse BT1 (No. 10) is normal. If it is blown, check for a short circuit with the ground between the fuse and controller. • When the battery is normal. • Before carrying out troubleshooting, check that all the related connectors are properly inserted. • Always connect any disconnected connectors before going on to the next step.

FIGURE 4-50. A-1 a) Related electrical circuit diagram

FIGURE 4-51.

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Introduction of Electrical Troubleshooting

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ADJUSTING ELECTRONIC MONITOR (Speedometer Module) The speedometer on the electronic monitor are common for all models, but the input signal corresponding to the travel speed may differ according to tire size. So it is necessary to adjust to match the tire size. Adjustment procedure NOTE: Turn off the power, then remove the electronic monitor and carry out adjustments at the rear of the speedometer. 1. Remove the rubber cap from # 2 port at the rear of the speedometer.

FIGURE 4-52. ADJUSTING SPEEDOMETER

2. When the rubber cap is removed, a rotary switch can be seen (See Figure 4-53). 3. Using a flat-headed screwdriver, turn this switch and adjust to the values in the table below. Tire size

Switch 2

27.00 R49

7 or 8

4. After adjusting, fit the rubber cap securely and install the electronic monitor.

NOTE: It may be necessary to adjust switch (2) to obtain a correct speedometer reading. Use the table below to compensate for incorrect speedometer reading. Switch position

Compensation (%)

Switch position

Compensation (%)

-1

-2

-3

-4

-5

-6

-7

FIGURE 4-53. SWITCH LOCATION

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Introduction of Electrical Troubleshooting

D4-67

SETTING ROTARY SWITCH (Model Data, Network Data) WHEN REPLACING TRANSMISSION CONTROLLER NOTE: If the transmission controller is replaced with a new controller or the controller is used on another truck, set the model data and network connection data to match the model and specification of the truck

1. Remove left and right grommets (1) on the top face of the old controller (controller being re placed) and check the settings of built-in rotary switch (2).

FIGURE 4-54. SETTING ROTARY SWITCH 1. Grommets

2. Rotary Switch

2. Remove left and right grommets (1) on the top face of the new (replacement) controller and use a screwdriver to turn built-in rotary switch (2) to set the controller settings to the settings of the old controller (settings before replacement). 3. Put left and right rubber grommets (1) back in their original positions on the top face. Reference The model data are set with the right rotary switch (switch 1) and the network connection data are set with the left rotary switch (switch 2). The relationship of the settings and the model data and network connection data is as shown in the table below.

Rotary switch combination table Rotary switch (switch 1, 2) combinations (Switch 1 setting) - (Switch 2 setting)

ABS system

PMC controller

YES

Suspension controller (SOS)

YES

D4-68

YES

Introduction of Electrical Troubleshooting

D04009

METHOD OF DELETING DATA FROM TRANSMISSION CONTROLLER MEMORY (CONTROL FROM MONITOR PANEL) NOTE: For details, see MONITOR PANEL ACTION CODE AND SERVICE MODE FUNCTION in the Foreword of the Troubleshooting Section. A. Outline

NOTE: If the transmission controller is going to be used on another truck, delete the trouble data and other data related to the current truck from the memory of the transmission controller and PMC as follows.

1. This function is used to delete data from the memory of the transmission controller and PMC.

FIGURE 4-55. MODE SWITCHES 1. Bulb Check Switch 2. Mode Switch (Red)

3. Mode Switch (Black)

2. This function is effected by operating bulb check switch (1, Figure 4-55) and mode change switches (2) (the red switch at the front of the truck and (3) (the black switch at the rear of the ma chine) and using the S-NET to send the command from the monitor panel to each controller to delete the data from memory. 3. The monitor panel accepts the operation for their function only when the key switch is ON and the engine is stopped. In addition, each controller also accepts the operation for this function only when the key switch in ON and the engine is stopped. 4. To prevent the data from being deleted from the memory of the wrong controller, an instrument panel caution display (5, Figure 4-56) lights up to make it possible to confirm the controller from which the data is being deleted.

D04009

FIGURE 4-56. CONFIRMING DATA DELETION 5. Caution Light

Introduction of Electrical Troubleshooting

D4-69

B. Deletion Method Flow Chart Change in condition of monitor panel. Items (1-5, Figure 4-57) shows the change in different conditions.

FIGURE 4-57. DIFFERENT MONITOR CONDITIONS

C. Method of operation 1. (Shown at location A in figure 4-57) Operate bulb check switch (1, Figure 4-58) and both mode change switches (2) & (3). Keep the switches pressed to the ON position at the same time for at least 2.5 seconds, then release them. (When the switches are released, they will return automatically to the OFF position). 2. (Shown at location B in Figure 4-57) No particular operation is needed; after Step 1 and display (3) is shown, the display automatically changes to display (4). 3. (Shown at location D in Figure 4-57) Operate bulb check switch (1, Figure 4-58) and both mode change switches (2) & (3). Keep the switches pressed to the ON position at the same time for at least 5 seconds, then release them. (When the switches are released, they will return automatically to the OFF position).

D4-70

FIGURE 4-58. MODE SWITCHES 1. Bulb Check Switch 2. Mode Switch (Red)

Introduction of Electrical Troubleshooting

3. Mode Switch (Black)

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D. Monitor panel functions for each condition

NOTE: For items 1 - 5 below, refer to corresponding items 1 - 5 in Figure 4-57. 1. Normal mode: None in particular 2. Memory data deletion mode: The total for this function (For details, see item " C. Method of Operation").

NOTE: When entering the deletion mode, if the controller detects an error, it will display a service code, but this is not a fault for this function.

3. Deletion mode entry display: Two items will light up at the same time for 3 seconds: • Automatic gear shifting mechatronics caution display (5). • Other mechatronics caution display (6).

FIGURE 4-59.

4. Transmission controller deletion setting display: Automatic gearshifting mechatronics caution display (5) lights up. 5. Transmission controller data deletion command issued.

E. Remarks The memory data deletion mode is also in the normal mode except for the other mechatronics caution display (6).

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Introduction of Electrical Troubleshooting

D4-71

NOTES:

D4-72

Introduction of Electrical Troubleshooting

D04009

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM (A-DIAGNOSIC FLOW CHART) Points to remember when carrying out troubleshooting of transmission controller system

D5-4

Action taken by self-diagnostic device and problems on the truck

D5-6

Table for transmission controller, transmission related parts

D5-26

Fault in power source circuit A-1 A-1

A-2

(

u.u )

a) (OFF) Controller self-diagnostic display LED does not light up

D5-28

b001 (E. ↔ 0.1)

b) Drop in voltage of controller power source is displayed

D5-29

b0dA (E. ↔ d.A)

c) Drop in voltage of battery direct power source is displayed

D5-30

b0db (E. ↔ d.b)

d) Drop in voltage of main power source is displayed

D5-31

b002 (E. ↔ 0.2)

e) Fault in transmission cut relay power source is displayed

D5-32

b003 (E. ↔ 0.3)

Fault in neutral safety circuit is displayed

D5-33

Fault in controller A-3

b005 (E. ↔ 0.5)

Double engagement for clutch is displayed

D5-34

A-4

b006 (E. ↔ 0.6)

Fault in transmission (cut relay) is displayed

D5-35

A-5

b008 (E. ↔ 0.8)

Fault in rear brake solenoid is displayed

D5-36

A-6

b009 (E. ↔ 0.9)

Fault in exhaust brake solenoid is displayed

D5-37

A-7

b0C4 (E. ↔ C.4) a) Short circuit with ground in BCV rear solenoid is displayed

D5-38

b0C6 (E. ↔ C.6)

b) Short circuit in BCV rear solenoid is displayed

D5-38

b0C8 (E. ↔ C.8)

c) Disconnection in BCV rear solenoid is displayed

D5-40

Fault in speed sensor A-8

b010 (E. ↔ 1.0)

or b060 (E. ↔ 6.0) a) Disconnection in engine speed sensor is displayed on truck or fault of engine speed sensor is displayed (electronic governor specification on truck) D5-41

b011 (E. ↔ 1.1)

or b061 (E. ↔ 6.1) b) Disconnection in input shaft speed sensor is displayed or fault of input shaft speed sensor is displayed

D5-42

or (E. ↔ 6.2) c) Disconnection in intermediate shaft speed sensor is displayed or fault of intermediate shaft speed sensor is displayed

D5-43

or (E. ↔ 6.3) d) Disconnection in transmission output shaft speed sensor is displayed or fault of output shaft speed sensor is displayed

D5-44

b012 (E. ↔ 1.2)

b013 (E. ↔ 1.3)

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-1

Speed sensor, clutch slipping or b023 (E. ↔ 2.3) a) Input shaft speed sensor or H, L clutch is displayed

D5-45

or b028 (E. ↔ 2.8) b) Transmission output shaft or speed clutch (1,2,3,4,R) is displayed

D5-46

a) Fault in model selection (wiring harness) is displayed

D5-47

b) Fault in model selection (rotary switch) is displayed

D5-48

a) Short circuit in shift lever assembly power source is displayed

D5-49

b015 (E. ↔ 1.5)

b) Shift lever position signal input for 2 or more circuit is displayed

D5-50

b016 (E. ↔ 1.6)

c) Shift lever position signal is not inputted

D5-52

A-12 b017 (E. ↔ 1.7)

Fault in accelerator signal is displayed

D5-54

A-13 b019 (E. ↔ 1.9)

Fault in transmission oil temperature sensor is displayed

D5-55

A-9

b022 (E. ↔ 2.2) b024 (E. ↔ 2.4)

Fault in model selection A-10 b014 (E. ↔ 1.4) b0A1 (E. ↔ A.1) Fault in shift lever A-11 b007 (E. ↔ 0.7)

Fault in pressure control valve A-14 b032 (E. ↔ 3.2) b042 (E. ↔ 4.2)

b042 (E. ↔ 4.2)

b044 (E. ↔ 4.4)

A-15 b052 (E. ↔ 5.2)

- b038 (E. ↔ 3.8) a) Fill switch (clutch ON) is displayed regardless of command

D5-56

- b048 (E. ↔ 4.8) b) Fill signal is not inputted and clutch slipping is displayed

D5-58

b-1) Checking fill signal

D5-

- b043 (E. ↔ 4.3) b-2)Checking transmission input shaft speed signal H,L clutch (check clutch slip)

D5-59

- b048 (E. ↔ 4.8) b-3) Checking transmission output shaft speed signal 1-4, R clutch (inspecting clutch slip)

D5-59

- b058 (E. ↔ 5.8) When fill signal is not input (flow detector valve)

D5-60

A-16 b071 (E. ↔ 7.1) - b078 (E. ↔ 7.8) short circuit in pressure control valve solenoid is displayed b091 (E. ↔ 9.1) - b098 (E. ↔ 9.8) Disconnection in pressure control valve solenoid is displayed

D5-61 D5-61

Fault in sensor A-17 b0A2 (E. ↔ A.2)

D5-2

a) Fault in torque converter oil temperature sensor is displayed

D5-63

b0A3 (E. ↔ A.3)

b) Fault in fuel level sensor is displayed

D5-64

b0b2 (E. ↔ b.2)

c) Fault in cooling water temperature sensor is displayed

D5-65

b0b3 (E. ↔ b.3)

d) Fault in air pressure sensor is displayed

D5-66

b0b4 (E. ↔ b.4)

e) Fault in retarder brake oil temperature sensor is displayed

D5-67

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Warning display A-18 b0d1 (E. ↔ d.1)

a) Transmission filter clogged warning is displayed

D5-68

b0d5 (E. ↔ d.5)

b) Tilt warning is displayed

D5-69

b0d6 (E. ↔ d.6)

c) Drop in radiator water level warning is displayed

D5-70

b0d7 (E. ↔ d.7)

d) Battery charge level warning is displayed

D5-71

b0E5 (E. ↔ E.5)

e)Steering oil temperature overheat warning is displayed

D5-72

b0F5 (E. ↔ F.5)

f) Drop in engine oil pressure warning is displayed

D5-73

b0F6 (E. ↔ F.6)

g) Rear brake oil pressure warning is displayed

D5-74

A-19 b0B7 (E. ↔ B.7)

Fault in engine oil pressure sensor is displayed

D5-75

A-20 b0C1 (E. ↔ C.1) Fault in connector connection is displayed

D5-76

A-21 b0d2 (E. ↔ d.2)

a) Torque converter oil temperature overheat warning is displayed

D5-77

b0d3 (E. ↔ d.3)

b) Engine water temperature overheat warning is displayed

D5-77

b0E9 (E. ↔ E.9)

c) Air pressure drop warning is displayed

D5-77

b0F3 (E. ↔ F.3)

d) Retarder brake oil temperature overheat warning is displayed

D5-77

b0d8 (E. ↔ d.8)

e) Engine overrun actuated is displayed

D5-78

b0d9 (E. ↔ d.9)

f) Engine overshoot actuated is displayed

D5-78

Re-enacting failures in electrical system With problems in the electrical circuits, there are cases where poor connections in the wirin g harnesses and connectors occur only under special conditions. (For example, when the engine is running at high speed or the truck is traveling at high speed on rough road surfaces) Therefore, investigate the values for the resistance and voltage at the locations indicated by the flow chart. Even if no fault is found, it is necessary to investigate the conditions under which the fault occu rred, and to try to re-enact the fault condition to carry out troubleshooting.

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-3

POINTS TO REMEMBER WHEN CARRYING OUT TROUBLESHOOTING OF TRANSMISSION CONTROLLER 1. Troubleshooting of electrical circuit and mechanical system

If the fault display shows 2. , 3. ,4. ,5. , there are some cases where there is a problem in the electrical circuit (sensors, wiring harnesses), and other cases where the problem is in the mechanical or hydraulic system (ECMV) or clutch). Therefore, if troubleshooting is carried out on the electrical circuit and no problem is found, go to trou bleshooting of the mechanical and hydraulic system. On the other hand, if no problem is found during troubleshooting of the mechanical and hydraulic system, go to troubleshooting of the electrical circuit.

2. Saving service code The transmission controller records faults that have occurred in the past, and can display the ones saved in memory in the monitor panel service mode, (For details of the operation, see Method of operating monitor panel service mode). When the key switch is turned OFF-ON, the transmission controller displays the codes as shown in Figure 1. Therefore, by seeing these service codes, it is possible to obtain information about problems that have oc curred in the past.

FIGURE 5-1. TRANSMISSION CONTROLLER LED DISPLAY

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TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Note: When investigating faults, if the key switch is turned ON/OFF with a connector disconn ected, the controller may determine there is an fault, and a fault code may be recorded. Therefore, after carrying out troubleshooting, always delete the recorded data and check to see the fault has been deleted. (For details of the method of deleting the data, see MONITOR PANEL DISPLAY AND SERVICE CODES). When disconnecting and connecting the connectors of any other controller or monotor system, check to be sure the transmission controller has not taken it as a fault

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-5

TRANSMISSION CONTROLLER SELF-DIAGNOSTIC DISPLAY CODES AND PROBLEMS ON TRUCK

Display code

Fault Conditions Possible causes:

Defective controller poer source Input voltage: Max. 37V Min. 9V Power source voltage inside controller

Controller system Watch dog timer actuated

b001 (E. ↔ 0.1) (E.C ↔ 0.1)

Details of fault Check the wiring harnesses and equipment given below : Disconnection, short circuit in wiring harness (+): Positive, (-): Negative

1. Between (+) battery - (+) circuit breaker 2. Between (+) circuit breaker - J07 3. Between (+) J07 - BT1 fuse No. 10 - TMB (11) 4. Between (+) TMB (11) - ATC1 (9), (17) 5. Between (-) ATC (8) - TMC (1) - J06 - battery relay terminal E 6. Defective alternator regulator 7. Defective power circuit inside controller

Defective controller

Drop in controller voltage Input voltage, when engine speed is 500 rpm or more: Max. 19V and direct input voltage max. 19V

When controller input voltage has become weak 1. Alternator output faulty 2. Battery tends to become discharged 3. Defective charging circuit 1) Between alternator terminal B - emergency steering relay terminal B - battery 4 (+) 2) Between alternator terminal E - chassis

When controller input voltage has become weak 1. Alternator output faulty b0dA 2. Battery tends to become discharged Drop in battery direct voltage Difference in electric potential between main 3. Defective charging circuit (E. ↔ d.A) 1) Between alternator terminal B - emergency steering relay terminal (E.C ↔ d.A) supply voltage and battery voltage: Min. 5V B - battery 4 (+) 2) Between alternator terminal E - chassis

Drop in main supply power voltage b0db Difference in electric potential between (E. ↔ d.b) battery direct voltage and main supply (E.C ↔ d.b) voltage: Min. 5V

Drop in solenoid supply voltage b002 Solenoid input voltage when engine speed (E. ↔ 0.2) is 500 rpm or more and input voltage is 20V (E.C ↔ 0.2) or more: 18V

Defective solenoid circuit 1. Defective transmission cut relay 2. Between ATC (1), (12) - TMC (2) - R25 (5), (3) (transmission cut relay) - BT1 fuse No. 10

N safety With key switch "ON" Shift lever at position b003 other than N There may also be sudden cut in power (E. ↔ 0.3) (when there is defective contact of control (E.C ↔ 0.3) power and power is momentarily cut and comes on again)

1. Defective handling of machine 2. Defective controller system 1) Looseness of J07, circuit breaker, battery (+) 2) Defective insertion of fuse BT1 fuse (No. 10) 3) Defective contact of connectors ATC (9), (17), TMB (11) 4) Looseness of terminal J06, battery relay E 5) Defective contact of connectors ATC1 (8), (16), TMC (1)

The top code in th Display code column shows the monitor panel display and the bottom code (in [ ] ) shows the transmission controller LED display. (< less than - > greater than)

D5-6

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

TRANSMISSION CONTROLLER SELF-DIAGNOSTIC DISPLAY CODES AND PROBLEMS ON TRUCK (Continued)

Condition when normal: Check with tester Voltage (V), current (A), resistance value Ω 1. Between ATC1 (9), (17) - (8) (V): 20 - 30 V 2. Between TMB (11) - TMC (1) (V): 20 - 30 V 3. Between J07 - J06 (V): 20 - 30 V 4. BT1 fuse No. 10 is not blown

Action of controller when fault is detected

Symtoms that appear in truck when there is fault Mechatronics display given, warning actuated

Transmission suddenly shifts to Cannot carry out control Neutral during propel or truck (Transmission is placed in Neutral) cannot move again

Normal controller display: Shows 0.0 or 0.C

Transmission suddenly shift to Cannot carry out control Neutral during propel or truck (Transmission is placed in Neutral) cannot move again

1. Between ATC (9), (17) - (8) (V): 20 - 30 V 2. ATC (7) - (8) (V): 20 - 30 V 3. Between TMB (11) - TMC (1) (V): 20 - 30 V 4. Between TMC (6) - (11) (V): 20 - 30 V 5. Between J07 - J06 (V): 20 - 30 V 6. Between J07 (13) - J06 (V): 20 - 30 V 7. No looseness of terminals: alternator B, battery relay B, battery (+)

Shift Neutral

1. Between ATC (7) - (8) (V): 20 - 30 V 2. Between TMB (11) - TMC (6) (V): 20 - 30 V 3. Between J03 (13) - J06 (V): 20 - 30 V 4. No looseness of terminals: alternator B, battery relay B, battery (+)

1. Between ATC (9), (17) - (18) (V): 20 - 30 V 2. Between TMB (11) - TMC (1) (V): 20 - 30 V 3. Between J07 - J06 (V): 20 - 30 V 4. No looseness of terminals: alternator B, battery relay B, battery (+)

1. Between ATC (1), (12) - chassis (V): 20 - 30 V 2. Between TMC (2) - chassis (V): 20 - 30 V 3. Between R25 (5) - chassis (V): 20 - 30 V 4. Between R25 (3) - chassis (V): 20 - 30 V

Only gives self-diagnostic display; There is no problem with does not take any action automatic gearshifting function

Actuates transmission cut relay and to shifts to Neutral

1. Key switch "ON" and shift lever "N" IF there is fault when switch is 2. No looseness of terminals: battery, circuit breaker, J07, J06, battery "ON" transmission is held at relay E neutral 3. Connectors TMB, TMC, ATC1 securely inserted

D05007

Transmission suddenly shifts to Neutral during propel or truck cannot move again

Transmission suddenly shifts to Neutral during propel or truck cannot move again 1. When key switch is turned "ON" and operation to move truck is carried out, and it does not move. But if shift lever is returned to N, machine can start again 2. There is no mechantronics fault display. 3. Applicable position on monitor panel shift position display flashes.

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-7

Display code

b005 (E. ↔ 0.5) (E.C ↔ 0.5)

Fault condition Possible causes

Double engagement of clutch With double engagement of clutch, input of fill sensor signal was detected Double engagement: Actuated for 2.1 - 4.7 sec

Details of fault Check the wiring harnesses and equipment given below : Disconnection, short circuit in wiring harness (+): Psotive, (-): Negative

1. Defective controller 2. Defective fill switch 3. Between H SW - TM3 (3) - ATC5A (12) Between L SW - TM3 (6) - ATC5A (10) Between R SW - TM3 (9) - ATC5A (13) Between 1 SW - TM4 (3) - ATC5A (14) Between 2 SW - TM4 (6) - ATC5A (15) Between 3 SW - TM4 (9) - ATC5A (11) Between 4 SW - TM4 (12) - ATC5A (16)

Disconnection, short circuit, short circuit with ground in transmisssion cut relay b006 Transmission cut relay output (E. ↔ 0.6) terminal voltage (E.C ↔ 0.6) • When actuated: > 11V • When not actuated: < 11V

1. Defective transmission cut relay 2. Between ATC1 (15) - TMC (3) - R25 (2), (1) (transmission cut relay) BT1 fuse No. 10

Short circuit with ground in 12V b007 output circuit (E. ↔ 0.7) (Shift lever power supply) (E.C ↔ 0.7) 12V output terminal voltage, < 6V

1. Between (+) ATC2 (14) - TMB (1) - SF (1) 2. Defective voltage circuit inside controller

Disconnection, short circuit, short circuit with ground in rear brake b008 prevention solenoid (E. ↔ 0.8) Rear brake (E.C ↔ 0.8) • When actuated: > 11V •When not actuated < 11V

1. Between (+) ASTC1 (13) - TMB (16) - RH4 (6) - SL4 (1) 2. Between (-) SL4 (2) - RH4 (5) - GND ER 3. Between (+) ATC1 (5) - TMC (10) - BT1 fuse No. 10 4. Defective rear brake solenoid

Disconnection, short circuit, short circuit with ground in exhaust brake b009 solenoid (E. ↔ 1.0) Exhaust brake (E.C ↔ 1.0) • When actuated: > 11V • When not actuated: < 11V

1. Between (+) ATC1 (14) - TMB (15) - RH4 (5) - GND ER 2. Between (-) SL5 (2) - RH4 (5) - GND ER 3. Between (+) SL5 (1) RH4 (5) - BT1 fuse No. 10 4. Defective exhaust brake solenoid

1. Engine speed sensor 1) Between E12 (1) - J09M (9) - TMD (13) - ATC3A (13) Defective engine speed sensor output b010 2) Between E12 (2) - J09M (10) - TMD (14) - ATC3A (14) Engine speed less than 350 rpm 2. Defective engine speed sensor (E. ↔ 1.0) and transmission speed more than (E.C ↔ 1.0) 500 rpm continues for 10 sec.

Disconnection in transmission input shaft speed sensor If disconnection detection is b011 actuated but there is no sensor (E. ↔ 1.1) signal (E.C ↔ 1.1)

Defective transmission intermediate b012 shaft speed sensor output If disconnection detection is (E. ↔ 1.2) (E.C ↔ 1.2) actuated but there is no sensor signal

1. Input shaft speed sensor 1) Between N1 (1) - TM2 (1) - ATC3A (2) 2) Between N2 (2) - TM2 (2) - ATC3A (14) 2. Defective input shaft speed sensor

1. Intermediate shaft speed sensor 1) Between N2 (1) - TM2 (3) - ATC3A (12) 2) Between N2 (2) - TM2 (4) - ATC3A (14)

The top code in the Display code column shows the monitor panel display and the bottom code in( [ ]) shows the transmission controller LED display. (< less than - > greater than)

D5-8

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

(Continued)

Condition when normal: Check with tester Voltage (V), current (A), resistance value Ω

Action of controller when fault is detected

Symptoms that appear in truck when tere is fault Mechatronics display given, warning actuated

Display is as shown in the table below when shift lever is at Neutral H SW (male) - chassis

TM3 (male) (3) - chassis

ATC5A (female) (12) - chassis

L SM (male) - chassis

TM3 (male) (6) - chassis

ATC5A (female) (10) - chassis

R SW (male) - chassis

TM3 (male) (9) - chassis

ATC5A (female) (13) - chassis

1 SW (male) - chassis

TM3 (male) (3) - chassis

ATC5A (female) (14) - chassis

2 SW (male) - chassis

TM3 (male) (6) - chassis

ATC5A (female) (15) - chassis

3 SW (male) - chassis

TM3 (male) (9) - chassis

ATC5A (female) (11) - chassis

4 SW (male) - chassis

TM3 (male) (12) - chassis

ATC5A (female) (16) - chassis

AT1

TMC

(15) - chassis -

> 1M Ω or > 1 M Ω between terminals

Transmission suddenly Actuates transmission shifts to Neutral during cut relay and shift to propel or truck cannot Neutral move again

Ω

R25

(V)

(1) - chassis

20 - 30 V

Between relay (1) - (2)

100 - 500 Ω

Transmission suddenly shifts to Neutral during Actuates transmission propel or truck cannot move again cut relay and shift to Neutral

1. Between ATC2 (14) - chassis (V): 12V 2. Between TMB (1) - chassis (V): 12V 3. Between SF (1) - (2) (V): 12V 4. Each terminal of ATC2 (14), TMB (1), DF (1) - chassis: > 1MΩ

12V output circuit OFF (does not give +12V) Shifts to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

1. Between ATC2 (13) - chassis: 20 - 60 Ω 2. Between SL4 (male) (1) - (2): 20 - 60 Ω 3. Between ATC1 (13) - ATC1 (4) (V): 20 30 V

Only gives selfdiagnostic display; does nottake any action

Even when engine speed exceeds 2,600 rpm and engine overruns, brake to prevent overrun is not actuated

1. Between ATC1 (14) - chassis: 20 - 60 Ω 2. Between SL4 (male) (1) - (2): L 20 - 60 Ω 3. Between ATC (5) - (14) (V): 20 - 30 V

Even when accelerator pedal is released and Operation of exhaust retarder lever is brake function stopped opeated, exhaust brake is not actuated.

1. Engine speed display on monitor panel is normal. 2. Between ATC3A (13) - (14): 500 - 1,000 Ω, AC: > 0.5V 3. Between each terminal ATC3A (13), (14) - chassis: > 1MΩ 4. Between E12 (male) (1) - (2): 500 - 1,000Ω

ATC3A (female)

TM2 (male)

N1 (male)

Ω.

Between (2) - (14)

Between (1) - (2)

500 - 1,000 Ω > 1M Ω.

Each terminal - chassis

ATC3A (female) Between (14) - (12)

‘

D05007

TM2 (male)

N2 (male)

Ω

Between (3) - (4)

Between (1) - (2)

500 - 1,000 Ω

Each terminal - chassis

> 1M Ω.

Speed range used during propel is maintained If shift lever is at Neutral, transmission is held in Neutral

1. gearshifting becomes impossible. 2. If shift lever is set to Neutral, it becomes impossible to move truck again unless it is stopped.

Speed range used during propel is maintained If shift lever is at Neutral, transmission is held in Neutral

1. Gearshifting becomes impossible. 2. If shift lever is set to Neutral, it becomes impossible to move truck again unless it is stopped.

Speed range used during propel is maintained If shift lever is at Neutral, transmission is held in Neutral

1. Gearshifting be comes impossi ble. 2. If shift lever is set to Neutral, it be comes imposs ible to move truck again un less it is stopped.

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-9

Display code

Fault condition Possible causes

Disconnection in transmission output shaft speed ssensor If disconnection detection is actuated but there is no sensor signal

b013 (E. ↔ 1.3) (E.C ↔ 1.3)

Defective model selection signal After the key switch is b014 turned "ON", depending on (E. ↔ 1.4) the wiring harness, the (E.C ↔ 1.4) model selection signal does not match

Short circuit, short circuit with b015 ground in lever signal circuit When two or more lever (E. ↔ 1.5) (E.C ↔ 1.5) signals are generated, and this continues for 3 seconds

b016 Disconnection in lever signal circuit When there is no lever (E. ↔ 1.6) (E.C ↔ 1.6) signal for 3 seconds

Accelerator signal circuit Disconnection, defective adjustment of mount, link out of position Voltage between ATC3B (11) b017 (E. ↔ 1.7) sand chassis • > 4.7± 0.1V (E.C ↔ 1.7) • < 0.6± 0.1V

Details of abnormality Check the wiring harnesses and euipment given below: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative

1. Output shaft speed sensor 1) Between N3 (1) - TM2 (5) - ATC3A (3) 2) Between N3 (2) - TM2 (6) - ATC3A (14) 2. Defective output shaft speed sensor

1. Between ATC5B (13) - ATC1 (8) 2. Defective contact of ATC5B, ATC1 connector

1. R Between ATC5B (2) - TMB (2) - SF (3) N Between ATC5B (3) - TMB (3) - SF (4) D Between ATC5B (4) - TMB (4) - SF (5) 5 Between ATC5B (5) - TMB (5) - SF (6) 4 Between ATC5B (6) - TMB (6) - SF (7) 3 Between ATC5B (7) - TMB (7) - SF (8) L Between ATC5B (8) - TMB (8) - SF (9) GND Between ATC5A (16) - TMB (9) - SF (2) 2. Defective shift lever

1. Between ATC3B (11) - TMA (13) - C/V.T (1) 2. Defective adjustment of clearance of sensor mount 3. Damaged accelerator pedal link 4. Defective acceleration sensor 5. Defecrive engine controller acceleration sensor power source circuit

Short circuit with ground in transmission valve oil temperature b019 circuit (E. ↔ 1.9) When transmission oil (E.C ↔ 1.9) temperature sensor signal is more than 150°C

1. Between (+) ATC3B (9) - TM4 (13) - C/V.T (1) Between (-) ATC3A (16) - TM4 (14) - C/V.T (2) 2. Defective transmission valve lil temperature sensor

Clutch slipping or defective b022 transmission speed sensor.  When the input shaft b028 speed, intermediate shaft (E. ↔ 2.2) speed, output shaft speed (E.C ↔ 2.2) are converted and it is  found that there is an fault (E. ↔ 2.8) with either the HL clutch or (E.C ↔ 2.8) speed clutch.

1. Input shaft 1) Between N1 (1) - TM2 (1) - ATC3A (2) Speed sensor 2) Between N1 (2) - TM2 (2) - ATC3A (14) 2. Output shaft 1) Between N3 (1) - TM2 (1) - ATC3A (5) Speed sensor 2) Between N3 (2) - TM2 (6) - ATC3A (14) 3. One of following clutches worn or damaged: H, L, 1st, 2nd, 3rd, 4th, R

b022 Defective H clutch or input shaft (E. ↔ 2.2) speed sensor (E.C ↔ 2.2)

See itmes for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

b023 Defective L clutch or input shaft (E. ↔ 2.3) speed sensor system (E.C ↔ 2.3)

See items for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

The top code in the Display code column shows the monitor panel display and the bottom code (in [ ] ) shows the transmission controller LED display. (< less than - > greater than)

D5-10

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

(Continued) Condition when normal: Check with tester Voltage (V), current (A), resistance value Ω

ATC3A (female)

TM2 (male)

N3 (male)

Ω

Between (3) - (14)

Between (5) - (6)

Between (1) - (2)

500 - 1,000 Ω

N3 (1) - TM2 (5) - ATC3A (3) - chassis

> 1 MΩ

1. Between ATC5B (female) (13) - ATC1 (female) (8): 0 Ω 2. ATC5B, ATC1 connectors are securely inserted.

Shift lever position

ATC5B

TMB

(V)

(2) - chassis

Between (2) - (9)

Between (3) - (2)

< 1.5 V (1.0 V)

(3) - chassis

Between (3) - (9)

Between (4) - (2)

(4) - chassis

Between (4) - (9)

Between (5) - (2)

(5) - chassis

Between (5) - (9)

Between (6) - (2)

(6) - chassis

Between (6) - (9)

Between (7) - (2)

(7) - chassis

Between (7) - (9)

Between (8) - (2)

(8) - chassis

Between (8) - (9)

Between (9) - (2)

When lever is not in the above position / Between above terminals

Action of controller when fault is detected

Symptoms that appear in truck when there is fault Mechatronics display given, warning actuated

Speed range used during propel is maintained If shift lever is at Neutral, transmission is held in Neutral

1. Speedometer shows 0 km/h when moving, and gearshifting cannot be carried out. 2. If shift lever is shifted to Neutral, it becomes impossible to move truck again unless it is stopped.

If there is fault when key switch is turned "ON", transmission is held in Neutral.

When key switch is turned "ON", truck cannot move off even when shift lever is operated.

Set in order of priority N>D>5>4>3>L If it is together with R, it is taken as N

1. Shifts to same speed range or higher than range set by shift lever. 2. Stays in Neutral and cannot move.

Holds at position before signal stopped

1. Shifts to speed range higher than range set by shift lever. 2. Stays in Neutral and cannot move. 3. Impossible to shift between FORWARD and REVERSE

1. Automatic gearshifting is carried out with normal mode 2. Control of clutch oil pressure is carried out as for when accelerator is fully depressed

1. Transmission shift shock becomes greater 2. Immediately shifts up when going downhill

> 15V (24V)

ATC3B

TMA

WAS2

Ω

(11) - chassis

Between (13) - chassis

Between (2) - (3)

0.6 - 4.5V

ATC3B,3A (female)

TM4 (female)

C/V.T (male)

Ω

Between (9) -(16)

Between (13) - (140

Between (1) - (2)

1 KΩ. - 100 KΩ

(9) - chassis

(13) - chassis

(1) - chassis

Clutch oil pressure control is carried out in Transmission shift shock mode used before becomes greater fault occurred

1 ATC3A (female)

Ω

Between (2) - (14)

500 - 1,000 Ω.

Between (12 - (14)

Shift to Neutral

1. Transmission suddenly shifts to Neutral during propel or truck cannot move again 2. Power is lost when in propel , and transmission repeatedly shifts when going uphill

Shift to Neutral

See items for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

Shift to Neurtral

See items for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

Between (3) - (14) Each terminal - chassis

> 1 MΩ

2. See TESTING AND ADJUSTING OF TRANSMISSION 3. Transmission oil is not black enough to indicate problem 1. Between ATC3A (female) (2) - (14): 500 - 1,000 Ω. 2. See TESTING AND ADJUSTING OF TRANSMISSION, H clutch portion.

1. Between ATC3A (female) (2) - (14): 500 - 1,000 Ω. 2. See TESTING AND ADJUSTING OF TRANSMISSION, L clutch portion.

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-11

Details of abnormality Check the wiring harnesses and equipment given below : Disconnection, short circuit in wiring harness (+): Positive, (-): Negative Display code

Fault Condition

Possible Causes

b024 Defective 1st clutch or output shaft speed (E. ↔ 2.4) sensor (E.C ↔ 2.4)

See items for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

b025 Defective 2nd clutch or ouput shaft speed (E. ↔ 2.5) sensor (E.C ↔ 2.5)

See items for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

b026 (E. ↔ 2.6) Defective 3rd clutch or output speed sensor (E.C ↔ 2.6)

See itmes for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

b027 Defective 4th clutch or output shaft speed (E. ↔ 2.7) sensor (E.C ↔ 2.7)

See items for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

b028 Defective R clutch or output shaft speed (E. ↔ 2.8) sensor (E.C ↔ 2.8)

See itmes for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

b032  b038 (E. ↔ 3.2) (E.C ↔ 3.2) Defective pressure control valve ï When the controller is issuing the com  (E. ↔ 3.8) mand to disengage the clutch, but the fill (E.C ↔ 3.8) signal is still being sent (clutch is engaged)

1. Dirt caught in pressure control spool 2. Short circuit, short circuit with ground in fill detection switch 1) Between H SW - TM3 (3) - ATC5A (12) 2) Between L SW - TM3 (6) - ATC5A (10) 3) Between R SW - TM3 (9) - ATC5A (16) 4) Between 1 SW - TM4 (3) - ATC5A (13) 5) Between 2 SW - TM4 (6) - ATC5A (14) 6) Between 3 SW - TM4 (9) - ATC5A (15) 7) Between 4 SW - TM4 (12) - ATC5A (11)

b032 (E. ↔ 3.2) Defective H clutch pressure control valve (E.C ↔ 3.2)

1. Dirt caught in H clutch pressure control spool 2. Between HSW - TM3 (3) - ATC5A (12)

b033 (E. ↔ 3.3) Defective L clutch pressure control valve (E.C ↔ 3.3)

1. Dirt caught in L clutch pressure control spool 2. Between LSW - TM3 (6) - ATC5A (10)

b034 (E. ↔ 3.4) Defective 1st clutch pressure control valve (E.C ↔ 3.4)

1. Dirt caught in 1 clutch pressure control spool 2. Between 1SW - TM4 (3) - ATC5A (13)

b035 (E. ↔ 3.5) Defective 2nd clutch pressure control valve (E.C ↔ 3.5)

1. Dirt caught in 2 clutch pressure control spool 2. Between 2SW - TM4 (6) - ATC5A (14)

b036 (E. ↔ 3.6) Defective 3rd clutch pressure control valve (E.C ↔ 3.6)

1. Dirt caught in 3 clutch pressure control spool 2. Between 3SW - Tm4 (9) - ATC5A (15)

b037 (E. ↔ 3.7) Defective 4th clutch pressure control valve (E.C ↔ 3.7)

1. Dirt caught in 4 clutch pressure control spool 2. Between 4SW - TM4 (12) - ATC5A (11)

b038 (E. ↔ 3.8) Defective R clutch pressure control valve (E.C ↔ 3.8)

1. Dirt caught in R clutch pressure control spool 2. Between RSW - TM3 (9) - ATC5A (16)

D5-12

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

(Continued)

Action of controller Symptoms that appear in truck when there is fault Mechantronics display given, warning when actuated fault is detected

Condition when normal: Check with tester Voltage (V), current (A), resistance value Ω

1. Between ATC3A (female) (3) - (14): 500 - 1,000 Ω 2. SeeTESTING AND ADJUSTING OF TRANSMISSION, 1st clutch portion.

Shift to Neurtral

See items for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

1. Between ATC3A (female) (3) - (14): 500 - 1,000 Ω 2. See TESTING AND ADJUSTING OF TRANSMISSION, 2nd clutch portion.

Shift to Neutral

See items for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

1. Between ATC3A (female) (3) - (14): 500 - 1,000 Ω 2. See TESTING AND ADJUSTING OF TRANSMISSION, 3rd clutch portion.

Shift to Neutral

See items for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

1. Between ATC3A (female) (3) - (14): 500 - 1,000 Ω 2. See TESTING AND ADJUSTING OF TRANSMISSION, 4th clutch portion.

Shift to Neutral

See items for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

1. Between ATC3A (female) (3) - (14): 500 - 1,000 Ω 2. See TESTING AND ADJUSTING OF TRANSMISSION, R clutch portion.

Shift to Neutral

See items for display codes b022 - b028 (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)

Shift to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

Ω

When transmission shift is at N, conditions are as in table below H SW (male) - chassis

TM3 (male) (3) - chassis

H SW (male) - chassis

TM3 (male) (6) - chassis

H SW (male) - chassis

TM3 (male) (9) - chassis

H SW (male) - chassis

TM3 (male) (3) - chassis

> 1 MΩ or ATC5A (female) (10) - chassis > 1M Ω between ATC5A (female) (16) - chassis terminals ATC5A (female) (13) - chassis

H SW (male) - chassis

TM3 (male) (6) - chassis

ATC5A (female) (14) - chassis

H SW (male) - chassis

TM3 (male) (9) - chassis

ATC5A (female) (15) - chassis

H SW (male) - chassis

TM3 (male) (12) - chassis

ATC5A (female) (11) - chassis

H SW (male) - chassis

TM3 (female) (3) - chassis

ATC5A (female) (12) - chassis

> 1 M Ω or > 1 M Ω between terminals

Shift to Neutral

Transmission suddenly shifts to neutral during propel or truck cannot move again

L SW (male)

TM3 (female) (6) - chassis

ATC5A (female) (10) - chassis

> 1 M Ω or > 1 M Ω between terminals

Shift to Neutral

Transmission suddenly shifts to neutral during propel or truck cannot move again

1 SW (male) - chassis

TM4 (female) (3) - chassis

ATC5A (female) (13) - chassis

> 1 M Ω or > 1 M Ω between terminals

Shift to Neutral

Transmission suddenly shifts to neutral during propel or truck cannot move again

2 SW (male) - chassis

TM4 (female) (6) - chassis

ATC5A (female) (14) - chassis

> 1 M Ω or >1 M Ω. between terminals

Shift to Neutral

Transmission suddenly shifts to neutral during propel or truck cannot move again

3 SW (male) - chassis

TM4 (female) (9) - chassis

ATC5A (female) (15) - chassis

> 1 M Ω or > 1 M Ω between terminals

Shift to Neutral

Transmission suddenly shifts to neutral during propel or truck cannot move again

4 SW (male) - chassis

TM4 (female) (12) - chassis

ATC5A (female) (11) - chassis

>1 M Ω or > 1 M Ω between terminals

Shift to Neutral

Transmission suddenly shifts to neutral during propel or truck cannot move again

R SW (male) - chassis

TM3 (female) (9) - chassis

ATC5A (female) (16) - chassis

>1 M Ω or > 1 M Ω between terminals

Shift to Neutral

Transmission suddenly shifts to neutral during propel or truck cannot move again

D05007

ATC5A (female) (12) - chassis

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-13

Display code

Fault condition Possible causes

Details of abnormality Check the wiring harnesses and equipment given below: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative

b042  b048 (E. ↔ 4.2) (E.C ↔ 4.2)  (E. ↔ 4.8) (E.C ↔ 4.8)

Defective pressure control valve When it is tried to engage the clutch, the controller issues the command, but the fill sensor signal is not given, and the clutch is not engaged

Pressure control spool is stuck at clutch disengage position

b042 (E. ↔ 4.2) (E.C ↔ 4.2)

Defective H clutch pressure control valve

Pressure control spool is stuck at clutch disengage position

b043 (E. ↔ 4.3) (E.C ↔ 4.3)

Defective L clutch pressure control valve

Pressure control spool is stuck at clutch disengage position

b044 (E. ↔ 4.4) (E.C ↔ 4.4)

Defective 1st clutch pressure control valve

Pressure control spool is stuck at clutch disengage position

b045 (E. ↔ 4.5) (E.C ↔ 4.5)

Defective 2nd clutch pressure control valve

Pressure control spool is stuck at clutch disengage postion

b046 (E. ↔ 4.6) (E.C ↔ 4.6)

Defective 3rd clutch pressure control valve

Pressure control spool is stuck at clutch disengage position

b047 (E. ↔ 4.7) (E.C ↔ 4.7)

Defective 4th clutch pressure control valve

Pressure control spool is stuck at clutch disengage position

b048 (E. ↔ 4.8) (E.C ↔ 4.8)

Defective R clutch pressure control valve

Pressure control spool is stuck at clutch disengage position

b052  b058 (E. ↔ 5.2) (E.C ↔ 5.2)  (E. ↔ 5.8) (E.C ↔ 5.8)

Disconnection in fill detection switch When it is tried to engage the clutch, the controller issues the command, but the fill sensor signal is not given. However, the clutch is engaged.

b052 (E. ↔ 5.2) (E.C ↔ 5.2)

Defective H clutch flow control valve

b053 (E. ↔ 5.3) (E.C ↔ 5.3)

Defective L clutch flow control valve

b054 (E. ↔ 5.4) (E.C ↔ 5.4)

Defective 1st clutch flow control valve

1. Disconnection in fill switch circuit 1) Between H SW - TM3 (3) - ATC5A (12) 2) Between L SW - TM3 (6) - ATC5A (10) 3) Between R SW - TM3 (9) - ATC5A (16) 4) Between 1 SW - TM4 (3) - ATC5A (13) 5) Between 2 SW - TM4 (6) - ATC5A (14) 6) Between 2 SW - TM4 (9) - ATC5A (15) 7) Between 4 SW - TM4 (12) - ATC5A (11) 2. Defective fill switch

1. Between HSW - TM3 (3) - ATC5A (12) 2. Defective H clutch fill switch

1. Between LSW - TM3 (6) - ATC5A (10) 2. Defective L clutch fill switch

1. Between 1SW - TM4 (3) - ATC5A (13) 2. Defective 1st clutch fill switch

The top code in the Display code column shows the monitor panel display and the bottom code (in [ ] ) shows the transmission controller LED display. (< less than - > greater than)

D5-14

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

(Continued) Condition when normal: Check with tester Voltage (V), current (A), resistance value Ω

Action of controller when fault is detected

Symptoms that appear in truck when there is Mechatronics display given, warning actuated Transmission suddenly shift to Neutral during propel or truck cannot move again

Normal controller display: Shows 0.0 or 0.C

Shift to Neutral

Normal controller display: Shows 0.0 or 0.C

Shift to Neutral

Transmission suddenly shift to Neutral during propel or truck cannot move again

Normal controller display: Shows 0.0 or 0.C

Shift to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

Normal controller display: Shows 0.0 or 0.C

Shift to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

Normal controller display: Shows 0.0 or 0.C

Shift to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

Normal controller display: Shows 0.0 or 0.C

Shift to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

Normal controller display: Shows 0.0 or 0.C

Shift to Neutral

Transmission suddently shifts to Neutral during propel or truck cannot move again

Normal controller display: Shows 0.0 or 0.C

Shift to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

When each gear range is engaged using the shift checker, the fill switch signal is given with the combinations shown in Table 1 Table 1 Relationship between gear range and fill switch signal H

F2 F3

O O

F4 F5

R O

O O

Gear range used during propel is maintained If shift lever is in Neutral, transmission is held in Neutral

1. Gearshifting during propel becomes impossible. 2. If shift lever is shifted Neutral, it becomes impossible to move machine.

O O

When each gear range is engaged with the shift checker, the fill switch signal is issued for the combinations in Table 1 of the items for display codes b052 - b058 (E. ↔ 5.2, E.C ↔ 5.2, E. ↔ 5.8, E.C ↔ 5.8)

See items for display 1. Gearshifting during propel becomes codes b052 - b058 impossible. (E. ↔ 5.2, E.C ↔ 5.2, 2. If shift lever is in Neutral, it becomes impossible to move truck E. ↔ 5.8, E.C ↔ 5.8)

When each gear range is engaged with the shift checker, the fill See items for display 1. Gearshifting during propel becomes switch signal is issued for the combinations in Talbe 1 of the items codes b052 - b058 impossible. for display codes b052 - b058 (E. ↔ 5.2, E.C ↔ 5.2, 2. If shift lever is in Neutral, it becomes (E. ↔ 5.2, E.C ↔ 5.2, E. ↔ 5.8, E.C ↔ 5.8) impossible to move truck E. ↔ 5.8, E.C ↔ 5.8)

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-15

Display code

Possible causes

Fault condition

Details of abnormality Check the wiring harnesses and equipment given bellow: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative

b055 (E. ↔ 5.5) (E.C ↔ 5.5)

Defective 2nd clutch flow control valve

1. Between 2SW - TM4 (6) - ATC5A (14) 2. Defective 2nd clutch fill switch

b056 (E. ↔ 5.6) (E.C ↔ 5.6)

Defective 3rd clutch flow control valve

1. Between 3SW - TM4 (9) - ATC5A (15) 2. Defective 3rd clutch fill switch

b057 (E. ↔ 4.4) (E.C ↔ 4.4)

Defective 4th clutch flow control valve

1. Between 4SW - TM4 (12) - ASTC5A (11) 2. Defective 4th clutch fill switch

b058 (E. ↔ 5.8) (E.C ↔ 5.8)

Defective R clutch flow control valve

1. Between RSW - TM3 (9) - ATC5A (16) 2. Defective R clutch fill switch

1. 1) Lock-up

b071  b078 (E. ↔ 7.1) (E.C ↔ 7.1)  (E. ↔ 7.8) (E.C ↔ 7.8)

Between (+) L/U.t (1) - ATC1 (1) Between (-) L/U.T (2) - ATC1 (8), (16) 2) H clutch Between (+) H.PS (2) - ATC2 (9) Between (-) H.PS (2) - ATC2 (19) Short cirucuit in pressure control 3) L clutch Between (+) L.PS (1) - ATC2 (7) solenoid Between (-) L.PS (2) - ATC2 (17) When it is tried to disengage the 4) 1st clutch Between (+) 1.PS (1) - ATC2 (2) clutch, Between (-) 1.PS (2) - ATC2 (13) 5) 2nd clutch Between (+) 2.PS (1) - ATC2 (4) • The pressure control solenoid output Between (-) 2.PS (2) - ATC2 (15) is turned OFF, but the solenoid 6) 3rd clutch Between (+) 3.PS (1) - ATC2 (3) current still flows Between (-) 3.PS (2) - ATC2 (13) or 7) 4th clutch Between (+) 4.PS (1) - ATC2 (8) • Excessive solenoid current flows Between (-) 4.PS (2) - ATC2 (18) 8) R clutch Between (+) R.PS (1) - ATC2 (5) Between (-) R.PS (2) - ATC2 (15) 2. Defective pressure control solenoid

b071 (E. ↔ 7.1) (E.C ↔ 7.1)

Short circuit in lock-up pressure control solenoid

b072 (E. ↔ 7.2) (E.C ↔ 7.2)

Short circuit in H clutch pressure control See items for display codes b071 - b078 solenoid (E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C ↔7.8)

b073 (E. ↔ 7.3) (E.C ↔ 7.3)

Short circuit in L clutch pressure control See items for display codes b071 - b078 solenoid (E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C ↔7.8)

b074 (E. ↔ 7.4) (E.C ↔ 7.4)

Short circuit in 1st clutch pressure control solenoid

See items for display codes b071 - b078 (E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C ↔7.8)

b075 (E. ↔ 7.5) (E.C ↔ 5.5)

Short circuit in 2nd clutch pressure control solenoid

See items for display codes b071 - b078 (E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C ↔7.8)

The top code in the Display code column shows the monitor panel display and the bottom code (in [ ] ) shows the transmission controller LED display. (< less than - > greater than)

D5-16

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

(Continued)

Condition when normal: Check with tester Voltage (V), current (A), resistance value Ω

Action of controller when fault is detected

Symptoms that appear in truck when there is fault Mechatronics display given, warning actuated

When each gear range is engaged with the shift checker, the fill See items for display codes b052 - b058 switch signal is issued for the combinations in Table 1 of the items for display codes b052 - b058 (E. ↔ 5.2, E.C ↔ 5.2, E. ↔ 5.8, E.C ↔ 5.8) (E. ↔ 5.2, E.C ↔ 5.2 - E. ↔ 5.8, E.C ↔ 5.8)

1. Gearshifting during propel becomes impossible. 2. If shift lever is in Neutral, it becomes impossible to move the truck

When each gear range is engaged with the shift checker, the fill switch signal is issued for the combinations in Table 1 of the See items for display codes b052 - b058 items for display codes b052 - b058 (E. ↔ 5.2, E.C ↔ 5.2, E. ↔ 5.8, E.C ↔ 5.8) (E. ↔ 5.2, E.C ↔ 5.2 - E. ↔ 5.8, E.C ↔ 5.8)

1. Gearshifting during propel becomes impossible. 2. If shift lever is set to Neutral, it becomes impossible to move truck.

1. Gearshifting during propel becomes impossible., 2. If shift lever is set to Neutral, it becomes impossible to move truck

1. Gearshifting during propel becomes impossible. 2. If shift lever is set to Neutral, it becomes impossible to move truck

ATC1 (female)

ATC2 (female)

Between (1) - (8), (16)

Ω 30 - 80 Ω

Between (9) - (19) Between (7) - (17)

Actuates transmission cut relay and shifts to Neutral

Between (2) - (13) -

Between (4) - (15) Between (3) - (13) Between (8) - (18)

5 - 25 Ω

Transmission suddenly shifts to Neutral during propel or truck cannot move again

Between (5) - (15) Resistance value between each terminal

> 1 MΩ

Between each terminal - chassis

> 1 MΩ

Check with Table 2 for the items for display codes b071 - b078 (E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C ↔ 7.8)

Actuates transmission cut relay and shifts to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

Check with Table 2 for the items for display codes b071 - b078 (E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C↔ 7.8)

Actuates transmission cut relay and shifts to Neutral

Transmission suddenly shifts to Neutral during propel or turck cannot move again

Check with Table 2 for the items for display codes b071 - b078 (E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C ↔ 7.8)

Actuates transmission cut relay and shifts to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

Check with Table 2 for the items for display codes b071 - b078 (E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C ↔7.8)

Actuates transmission cut relay and shifts to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

Check with table 2 for the items for display codes b071 - b078 (E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C ↔7.8)

Actuates transmission cut relay and shifts to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-17

Display code

Fault condition Possible causes

Details of abnormality Check the wiring harnesses and equipment given below: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative

b076 (E. ↔ 7.6) (E.C ↔ 7.6)

Short circuit in 3rd clutch pressure control solenoid

See items for display codes b071 - b078 (E. ↔ 7.1, E.C ↔ 7.1- E. ↔ 7.8, E.C ↔ 7.8)

b0077 (E. ↔ 7.7) (E.C ↔ 7.7)

Short circuit in 4th clutch pressure control solenoid

See items for display codes b071 - b078 (E. ↔ 7.1, E.C ↔ 7.1- E. ↔ 7.8, E.C ↔ 7.8)

b0078 (E. ↔ 7.7) (E.C ↔ 7.7)

Short circuit in R clutch pressure control solenoid

See items for display codes b071 - b078 E. ↔ 7.1, E.C ↔ 7.1- E. ↔ 7.8, E.C ↔ 7.8)

b091  b098 (E. ↔ 9.1) (E.C ↔ 9.1)  (E. ↔ 9.8) (E.C ↔ 9.8)

1. 1) Lock - up Between (+) L/U.T (1) - ATC1 (1) Between (-) L/U.T (2) - ATC1 (8), (16) 2) H clutch Between (+) H.PS (1) - ATC2 (9) Between (-) H.PS (2) - ATC2 (19) 3) L clutch Between (+) L.PS (1) - ATC2 (7) Between (-) L.PS (2) - ATC2 (17) 4) 1st clutch Between (+) 1.PS (1) - ATC2 (2) Between (-) 1.PS (2) - ATC2 (13) 5) 2nd clutch Between (+) 2.PS (1) - ATC2 (4) Between (-) 2.PS (2) - ATC2 (15) Disconnection in pressure control solenoid 6) 3rd clutch Between (+) 3.PS (1) - ATC2 (3) When it is tried to disengage the clutch, the Between (-) 3.PS (2) - ATC2 (13) pressure control solenoid output is turned 7) 4th clutch Between (+) 4.PS (1) - ATC2 (8) ON, but the solenoid current does not flow Between (-) 4.PS (2) - ATC2 (18) 8) R clutch Between (+) R.PS (1) - ASTC2 (5) Between (-) R.PS (2) - ATC2 (15) 2. Defective pressure control solenoid

b091 (E. ↔ 9.1) (E.C ↔ 9.1)

Disconnection in lock-up pressure control solenoid

See items for display codes b091 - b098 (E. ↔ 9.1, E.C ↔ 9.1, E. ↔ 9.8, E.C ↔ 9.8)

b092 (E. ↔ 9.2) (E.C ↔ 9.2)

Disconnection in H clutch pressure control solenoid

See items for display codes b091 - b098 (E. ↔ 9.1, E.C ↔ 9.1, E. ↔ 9.8, E.C ↔ 9.8)

b093 (E. ↔ 9.3) (E.C ↔ 9.3)

Disconnection in L clutch pressure control solenoid

See items for display codes b091 - b098 (E. ↔ 9.1, E.C ↔ 9.1, E. ↔ 9.8, E.C ↔ 9.8)

b094 (E. ↔ 9.4) (E.C ↔ 9.4)

Disconnection in 1st clutch pressure control solenoid

See items for display codes b091 - b098 (E. ↔ 9.1, E.C ↔ 9.1, E. ↔ 9.8, E.C ↔ 9.8)

b095 (E. ↔ 9.7) (E.C ↔ 9.7)

Disconnection in 2nd clutch pressure control soelnoid

See items for display codes b091 - b098 (E. ↔ 9.1, E.C ↔ 9.1, E. ↔ 9.8, E.C ↔ 9.8)

b096 (E. ↔ 9.6) (E.C ↔ 9.6)

Disconnection in 3rd clutch pressure control solenoid

See items for display codes b091 - b098 (E. ↔ 9.1, E.C ↔ 9.1, E. ↔ 9.8, E.C ↔ 9.8)

b097 (E. ↔ 9.7) (E.C ↔ 9.7)

Disconnection in 4th clutch pressure control solenoid

See items for display codes b091 - b098 (E. ↔ 9.1, E.C ↔ 9.1, E. ↔ 9.8, E.C ↔ 9.8)

b098 (E. ↔ 9.8) (E.C ↔ 9.8)

Disconnection in R clutch pressure control solenoid

See tiems for display codes b091 - b098 (E. ↔ 9.1, E.C ↔ 9.1, E. ↔ 9.8, E.C ↔ 9.8)

The top code in the Display code column shows the monitor panel display and the bottom code (in [ ] ) shows the transmission controller LED display. (< less than - > greater than)

D5-18

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

(Continued) Symptoms that appear in Action of controller when fault is truck when there is detected Mechatronics display given, warning actuated

Condition when normal: Check with tester Voltage (V), current (A), resistance value Ω Check with Table 2 for the items for display codes b071 - b078 (E. ↔ 7.1, E.C ↔ 7.1 - E. ↔ 7.8, E.C ↔ 7.8)

Actuates transmission cut relay and shifts to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

Check with Table 2 for the items for display codes b071 - b078 (E. ↔ 7.1, E.C ↔ 7.1 - E. ↔ 7.8, E.C ↔ 7.8)

Actuates transmission cut relay and shifts to neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

Check with Table 2 for the items for display codes b071 - b078 (E. ↔ 7.1, E.C ↔ 7.1 - E. ↔ 7.8, E.C ↔ 7.8)

Actuates transmission cut relay and shifts to Neutral

Transmission suddenly shifts to Neutral during propel or truck cannot move again

When each gear range is engaged using the shift checker, the fill switch signal is given with the combinations shown in Table1. Table 2 Solenoid valve check ATC1 (female)

ATC2 (female)

Ω 30 - 80 Ω

Between (1) - (8), (16) Between (9) - (19) Between (7) - (17) -

Between (2) - (13) Between (4) - (15)

5 - 25 Ω

1. Power is lost when pro Even when a disconnection is peling, and when shifting detected, it tries to send current up, transmission immedto the solenoid iately shifts down again • This is because there is • This frequently happens no danger of damage to when going uphill loaded the controller even if 2. Shift indicator display there is a disconnection shows "E"

Between (3) - (13) Between (8) - (18) Between (5) - (15) Resistance value between each terminal

> 1 MΩ

Between each terminal - chassis

> 1 MΩ

See items for display codes Check with Table 2 for the items for display codes b091 - b098 b091 - b098 (E. ↔ 9.1, E.C ↔ (E. ↔ 9.1, E.C ↔ 9.1 - E. ↔ 9.8, E.C ↔ 9.8) 9.1- E ↔ 9.8, E.C ↔ 9.8)

See items for display codes b091 - b098 (E. ↔ 9.1, E.C ↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)

See items for display codes Check with Tabel 2 for the items for display codes b091 - b098 b091 - b098 (E. ↔ 9.1, E.C ↔ (E. ↔ 9.1, E.C ↔ 9.1 - E. ↔ 9.8, E.C ↔ 9.8) 9.1- E ↔ 9.8, E.C ↔ 9.8)

See items for display codes b091 - b098 (E. ↔ 9.1, E.C ↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-19

Display code

b060 (E. ↔ 6.0) (E.C ↔ 6.0)

Fault condition Possible causes

Defective engine speed sensor output Engine speed less than 350 rpm and transmission speed more thatn 500 rpm continues for 10 sec.

Defective output of transmission input shaft speed sensor b061 When the engine speed, input shaft (E. ↔ 6.1) speed, and intermediate shaft speed (E.C ↔ 6.1) are converted and it is found that there is a problem in lock-up clutch and HL clutch

Defective output of transmission intermediated shaft speed sensor When the input shaft speed, intermedib062 ated shaft speed, and output shaft (E. ↔ 6.2) speed are converted and it is found (E.C ↔ 6.2) that there is a problem in HL clutch and speed clutch (When disconnection detection is actuated and there is no sensor signal)

Details of abnormality Check the wiring harnesses and equipment given below: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative

1. Engine speed sensor B 1) Between E12 (1) - J09M (9) - TMD (13) - ATC3A (13) 2) Between E12 (2) - J09M (10) - TMD (14) - ATC3A (14) 2. Defective engine speed sensor

1. Input shaft speed sensor 1) Between N1 (1) - TM2 (1) - ATC3A (2) 2) Between N2 (2) - TM2 (2) - ATC3A (14) 2. Defective input shaft speed sensor

1. Intermediate shaft speed sensor 1) Between N2 (1) - TM2 (3) - ATC3A (12) 2) Between N2 (2) - TM2 (4) - ATC3A (14) 2. Defective intermediate shaft speed sensor

Defective output of transmission output shaft speed sensor When the engine speed, input shaft speed, intermediate shaft speed, and b063 output shaft speed are converted and (E. ↔ 6.3) it is found that there is a problem in rel(E.C ↔ 6.3) ationship

1. Output shaft speed sensor 1) Between N3 (1) - TM2 (5) - ATC3A (3) 2) Between N3 (2) - TM2 (6) - ATC3A (14) 2. Defective output shaft speed sensor

b0A1 Fault in model selection The setting of rotary switch is different (E. ↔ A.1) from the model in the software. (E.C ↔ A.1)

1. Defective controller 2. Defective setting of rotary switch

Short circuit with ground in torque b0A2 converter oil temperature When torque converter oil temperature (E. ↔ A.2) (E.C ↔ A.2) sensor signal is more than 150°C

b0A3 Disconnection in fuel level sensor (E. ↔ A.3) Input voltage: > 4 V (E.C ↔ A.3)

b0b2 (E. ↔ b.2) (E.C ↔ b.2)

1. Between (+) ATC3B (7) - TM2 (7) - TC.SE (1) Between (-) ATC3A (16) - TMB (9) - TMC (5) - TM2 (8) - TC.SE (2) 2. Defective torque converter oil temperature sensor

1. Between (+) ATC5B (5) - TMA (15) - J09M (12), (15) - J02 (1) - 26 (1) 2. Defective fuel sensor

Short circuit with ground in cooling water temperature sensor 1. Between (+) ATC5B (5) - TMA (7) -J09M (12), (15) - J02 (1) - 26 (1) When input resistance of cooling water Between (-) ATC5A (16) - TMB (9) - J09M (13), (16) - J02 (3) - 26 (2) temperature sensor signal is more 2. Defective coolant water temperature sensor than 170 Ω

Disconnection in brake air pressure b0b3 sensor When input resistance of brake air (E. ↔ b.3) (E.C ↔ b.3) pressure sensor signal is more than 3,000 Ω

1. Between (+) ATC3B (2) - TMA (7) - RH4 (1) - SR5 (1) Between (-) ATC5A (16) - TMB (9) - RH4 (10) - SR5 (2) 2. Defective brake air pressure sensor

The top code in the Display code column shows the monitor panel display and the bottom code ( in [ ] ) shows the transmission controller LED display. ( < less than - > greater than)

D5-20

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

(Continued) Condition when normal: Check with tester Voltage (V), current (A), resistance value Ω

Action of controller when fault is detected

Symptoms that appear in truck when there is fault Mechatronics display given, warning actuated

1. Engine speed display on monitor panel is normal 2. Between ASTC3A (13) - (14): 500 - 1,000 AC sym: > 0.5V 3. Between each terminal of ATC3A (13), (14) - chassis: > 1 MΩ 4. Between E12 (male) (1) - (2): 500 - 1,000 Ω

Gear range used during propel maintained If shift lever is in Neutral, transmission is held in Neutral

1. Gearshifting becomes impossible. 2. If shift lever is in Neutral, it becomes impossible to move the truck agin unless it is stopped.

Gear range used during propel is maintained If shift lever is in Neutral, transmission is held in Neutral

1. Gearshifting becomes impossible. 2. If shift lever is in Neutral, it becomes impossible to move the truck agin unless it is stopped.

Gear range used during propel is maintained If shift lever is in Neutral, transmission is held in Neutral

1. Gearshifting becomes impossible. 2. If shift lever is in Neutral, it becomes impossible to move the truck agin unless it is stopped.

Gear range used during propel is maintained If shift lever is in Neutral, transmission is held in Neutral

1. Speedometer displays 0 km/h during propel and gearshifting becomes impossible. 2. If shift lever is in Neutral, it becomes impossible to move the truck again unless it is stopped.

Holds at neutral

When effort to move the truck is carried out, it does not move.

Only gives self-diagnostic display; does not take any action

No display at all is given on torque converter oil temperature gauge display on monitor panel.

Only gives self-diagnostic display; does not take any action

No display at all is given on fuel level gauge display on monitor panel.

Only gives self-diagnostic display; does not take any action

No display at all is given on engine water temperature gauge display on monitor panel.

Only gives self-diagnostic display; does not take any action

No display at all is given on air pressure gauge display on monitor panel.

ATC3A (female)

TM2 (male)

N1 (male)

Ω

Between (2) - (14)

Between (1) - (2)

500 - 1,000 Ω >1MΩ

Each terminal - chassis

TM2 (male)

N2 (male)

Ω

Between (3) - (4)

Between (1) - (2)

500 - 1,000 Ω

ATC3A (female) Between (14) - (12)

>1MΩ

Each terminal - chassis

ATC3A (female)

TM2 (male)

N3 (male)

Ω

Between (3) - (14)

Between (5) - (6)

Between (1) - (2)

500 - 1,000 Ω

Between N3 (1) - TM2 (5) - ATC3A (3) - chassis

Set value of rotary switch 1

> 1 MΩ

2, 3, 4, or 5

ATC3B,3A (female)

TM2 (female)

TC.SE (male)

Ω

Between (7) - (16)

Between (7) - (8)

Between (10 - (2)

1 KΩ − 100 ΚΩ

(7) - chassis

(1) - chassis

ATC3B

TMD

J02

(V)

(4) - chassis

(7) - chassis

(15) - chassis

(1) - chassis

0.2 - 0.4 V

When engine water temperature is between 25°C (normal temperature) and 100°C, condition is as shown in table below. ATC3B,3A (male)

TMA, TMB (male)

Between (5) - (16)

Between (15) - (9) Between (12), (15) - Between (1) - (3) Between (1) - (2) 37 Ω (13), (16)  4Ω (15) - chassis (12), (15) - chassis (1) - chassis (1) - chassis

(5) - chassis

J09M

J02

(V)

ATC3B,3A (male)

TMA, TMB (male)

RH4, RH1

SR5

Ω

Between (2) - (16)

Between (7) - (9)

Between (1) - (10)

Between (1) - (2)

3 - 1,000 Ω

(2) - chassis

(7) - chassis

(1) - chassis

(10 - chassis

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-21

Display code

Fault condition Possible causes

Details of abnormality Check the wiring harnesses and equipment given below: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative

Short circuit with ground in retarder brake oil b0b4 temperature sensor When retarder brake oil temperature sensor (E. ↔ b.4) (E.C ↔ b.4) signal is more than 150°C

1. Between (+) ATC3b (8) - tmd (5) - J02 (10) - 64 (1) Between (-) ATC3A (16) - TMB (9) - J02 (9) - 64 (2) 2. Defective retarder brake oil temperature sensor

Disconnection, short circuit with ground in engine oil pressure sensor b0b7 Voltage between ATC3B (12) - chassis (E. ↔ b.7) • 4.6 ± 0.1 V (E.C ↔ b.7) • 0.4 ± 0.1 V

1. Between ATC3B (12) - TMD (15) - J02 (2) - 27 (3) Between (+) ATC3A (6) - TMA (16) - J09M (11) - (14) - J01 (11) - 27 (2) 2. Defective voltage circuit inside controller 3. Defective engine oil pressure sensor

b0C1 (E. ↔ C1) (E.C ↔ C1)

Improper connection of connector After the key switch is turned "ON", depending on the wiring harness, the model selection signal does not match

1. Between ATC5A (1) - ATC1 (16) . 2. Defective contact of ATC5A connector

b0C4 (E. ↔ C.4) (E.C ↔ C.4)

Short circuit with ground in BCV rear solenoid BCV output terminal voltage • When actuated: > 11V or above • When not actuated: < 11V or below

1. Defective BCV relay R04 2. Between ATC (11) - TMB (13) - R04 (1)

b0C6 (E. ↔ C.6) (E.C ↔ C.6)

Disconnection in BCV rear solenoid BCV output terminal voltage • When actuated: > 11V or above • When not actuated: < 11V or below

1. Defective BCV relay R04 2. Between ATC (11) - TMB (13) - R04 (1), from R04 (2) - GND,ER

b0C8 (E. ↔ C.8) (E.C ↔ C.8)

Short circuit in BCV rear solenoid BCV output terminal voltage • When actuated: > 11V or above • When not actuated: < 11V or below

1. Defective BCV relay R04 2. Between ATC (11) - TMB (13) - R04 (2)

Transmission filter clogging warning b0d1 1. Between (+) ATC5A (6) - TMD (6) - J02 (13) - 52 (10 When the transmission oil filter switch is OFF Between (-) J03 (8) - 52 (2) (E. ↔ d.1) with the torque converter outlet port oil 2. Defective transmission filter sensor (E.C ↔ d.1) temperature 50°C or above.

b0d5 Tilt warning display (E. ↔ d.5) When the machine tilt angle switch is OFF. (E.C ↔ d.5)

b0d6 Drop in radiator water level warning display When the engine cooling water level switch (E. ↔ d.6) (E.C ↔ d.6) is OFF.

1. Between (+) ATC5A (5) - TMD (2) - SR3 (1) Between (-) SR3 (2) - GND.ER 2. Defective tilt sensor

1. Between (+) ATC5B (15) - TMD (4) - J02 (7) - 01 (9) - 03 (1) Between (-) 03 (2) - GND.16 2. Defective radiator water level sensor

The top code in the Display code column shows the monitor panel display and the bottom code (in [ ] ) shows the transmission controller LED display. ( < less than - > greater than)

D5-22

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

(Continued) Condition when normal: Check with tester Voltage (V), current (A), resistance value Ω

ATC3B,3A (male)

TMD, TMB (male)

J02

Ω

Between (8) - (16)

Between (5) - (9)

Between (10) - (9)

Between (1) - (2)

2k W - 20k W (25°C - 120°C)

(8) - chassis

(5) - chassis

(10) - chassis

(1) - chassis

ATC3B

TMD

J02

(V)

(12) - chassis

(15) - chassis

(2) - chassis

(3) - chassis

0.4 - 4.6 V

Between (2) - (3)

1. Between ATC5A (1) - ATC1 (16): 0 Ω 2. ATC5A, ATC1 connectors are securely inserted. Ω

ATC1

TMB

R04

(V)

(11) - chassis

(13) - chassis

(1) - chassis

20 - 30 V 100 - 500 Ω

Between relay (1) and (2)

TMB

R04

(V)

(11) - chassis

(13) - chassis

(1) - chassis

20 - 30 V

Symptoms that appear in truck when there is fault Mechatronics display given, warning actuated

Only gives selfdiagnostic display; does not take any action

No display at all is given on retarder oil temperature gauge display on monitor panel.

Only gives selfdiagnostic display; does not take any action

Drop in engine oil pressure cannot be detected.

If there is a fault when key switch is turned "ON", transmission is held at Neutral.

When key switch is turned "ON", truck cannot move even when shift lever is operated.

Only gives selfdiagnostic display; does not take any action

BCV is not actuated

Only gives selfdiagnostic display; does not take any action

Ω

ATC1

Action of contoller when fault is detected

ATC1

TMB

R04

(V)

(11) - chassis

(13) - chassis

(1) - chassis

20 - 30 V

Ω

Only gives selfdiagnostic display; does not take any action

BCV in mistakenly actuated

100 - 500 Ω

Between relay (1) - (2)

Only gives selfdiagnostic display; does not take any action

1. If operations are continued, dirt will circulate in transmission circuit. 2. Mechatronics display is not given. 3. Buzzer does not sound.

Only gives selfdiagnostic display; does not take any action

1. If operations are continued, truck may roll over. 2. Mechatronics display is not given.

Only gives selfdiagnostic display; does not take any action

1. If operations are continued, there will be overheating. 2. Mechatronics display is not given.

When transmission filter is normal, condition is as shown in table below. ATC5A

TMD

J02

(6) - chassis

(2) - chassis

(13) - chassis

(1) - chassis

No continuity

Between (1) - (2)

When machine tilt angle is ± 15°, condition is as shown in table below. ATC5A

TMD

SR3

(5) - chassis

(2) - chassis

(1) - chassis, (1) - (2)

Continuity

When radiator water level is normal, condition is as shown in table below. ATC5B

TMD

J02

(15) - chassis

(4) - chassis

(7) - chassis

(8) - chassis

(1) - chassis, (1) - (2)

D05007

BCV is not actuated

100 - 500 Ω

Between relay (1) and (2)

Continuity

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-23

Display code

Fault condition Possible causes

Details of abnormality Check the wiring harnesses and equipment given below: Disconnection, short circuit in wiring harness (+): Positive, (-) : Negative

1. Between ATC3B (1) - TMD (1) - J01 (1) - alternaotor terminal R 2. Defective charging circuit

b0d7 (E. ↔ d.7) (E.C ↔ d.7)

Battery charge warning display When battery charge switch is OFF with engine speed at 500 rpm or above.

b0F5 (E. ↔ F.5) (E.C ↔ F.5)

Engine oil pressure drop warning When fault is recongnized in the engine speed at 700 rpm or above.

b0E5 (E. ↔ E.5) (E.C ↔ E.5)

Steering oil temperature overheat warning When steering oil tmeperature switch in ON.

b0F6 (E. ↔ F.6) (E.C ↔ F.6)

Rear brake oil pressure warning display When bralke stroke switch is ON for 2 seconds.

b0d3 (E. ↔ d.3) (E.C ↔ d.3)

Engine water temperature overheat warning When engine water temperature sensor Abnormal rise in engine water temperature. signal is above 102°C

b0d2 (E. ↔ d.2) (E.C ↔ d.2)

Torque converter oil temperature overheat warning According to network data from monitor system.

b0E9 (E. ↔ E.9) (E.C ↔ E.9)

Air pressure drop warning According to network data from monitor system.

b0F3 (E. ↔ F.3) (E.C ↔ F.3)

Retarder oil temperature overheat warning According to network data from monitor system.

b0d8 (E. ↔ d.8) (E.C ↔ d.8)

Engine overrun actuated display Engine overrun actuated display Overrun actuated with transmission input shaft speed more than 2,600 rpm.

b0d9 (E. ↔ d.9) (E.C ↔ d.9)

Engine overshoot display When d.8 does not detect engine overshoot display with engine speed at 2,600 rpm or above

1. Between ATC3B (12) - TMD (15) - J02 (2) - 27 (3) 2. Defective engine lubricating oil circuit 3. Defective engine oil pressure sensor

1. Between ATC3A (11) - TMA (8) - J01 (6) - 21 (1) 2. Defective steering oil temperature sensor

1. Between (+) ATC5A (8) - TMC (12) - J)3 (2) - BLSL (1) Between BLSL (2) - BLSR (1) Between (-) BLSR (2) - GND.67 2. Defective brake stroke sensor

Abnormal rise in torque converter oil temperature

Abnormal drop in air pressure inside air tank

Abnormal rise in retarder oil temperature

Engine overshoot display (sudden spurt)

The top code in the Display code column shows the monitor panel display and the bottom code ( in [ ] ) shows D5-24

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Symptoms that appear in truck Action of controller when when there is fault fault is detected Mechatronics display given, warning actuated

Condition when normal: Check with tester Voltage (V), current (A), resistance value Ω

When engine is running (1/2 throttle or above), condition is as shown in table below. ATC3B

TMD

J01

(V)

(1) - chassis

27.5 - 29.5 V

ATC3A Engine Speed

TMD

J02

Only gives selfdiagnostic display; does not take any action

1. Loses power during operations. 2. Engine acceleration becomes poor. 3. Mechatronics display is not given

Only gives selfdiagnostic display; does not take any action

1. If operations are continued, oil may leak. 2. Mechatronics display is not given.

Only gives selfdiagnostic display; does not take any action

1. If operations are continued, oil may leak. 2. Mechatronics display is not given.

Only gives selfdiagnostic display; does not take any action

1. Low power during operation. 2. Engine acceleration be comes poor. 3. Mechatronics display is not given

Only gives selfdiagnostic display; does not take any action

1. If operations are continued, engine may be damaged. 2. Mechatronics display is not given

Only gives selfdiagnostic display; does not take any action

1. If operations are continued, engine may be damaged. 2. Mechatronics display is not given

Only gives selfdiagnostic display; does not take any action

1. If operations are continued, engine may be damaged. 2. Mechatronics display is not given

Only gives selfdiagnostic display; does not take any action

1. If operations are continued, engine may be damaged. 2. Mechatronics display is not given

Only gives selfdiagnostic display; does not take any action

1. If operations are continued, engine may be damaged. 2. Mechatronics display is not given

1,000 rpm

(12) - chassis (15) - chassis (2) - chassis

Between (1) - (3)

1.3 - 5.0 V

1,800 rpm

(12) - chassis (15) - chassis (2) - chassis

Between (1) - (3)

2.1 - 5.0 V

When steering oil temperature is 25°C (normal temperature), condition is as shown in tabel below. ATC3A

TMA

J01

(11) - chassis

(8) - chassis

(6) - chassis

(1) - chassis

No continuity

When brake stroke is normal, condition is as shown in table below. ATC5A

TMD

J03

(8) - chassis

(12) - chassis

(2) - chassis

(1) - chassis

(1) - (2), (2) - chassis

D05007

Only gives selfdiagnostic display; does not take any action

1. Propel is possible until control power source voltage drops. If operations are continued, battery life will be reduced. 2. Mechatronics display is not given 3. Buzzer does not sound

BLSL Continuity

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-25

TABLE FOR TRANSMISSION CONTROLLER, TRANSMISSION RELATED PARTS

D5-26

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-27

A-1 FAULTS IN POWER SOURCE SYSTEM

(OFF) Controller self-diagnostic display LED does not light up

•

When fuse BT1 (No. 10) is normal. If it is blown, check for a short circuit with the ground in the wiring harness between the fuse and controller.

•

When the battery is normal.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-1 a) Related electrical circuit diagram

D5-28

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Drop in voltage of controller power source is displayed

•

When fuses BT1 (10) (19 - 20) and BT2 (8) (15 - 16) are normal. If it is blown, check for a short circuit with the ground inside the controller and in the wiring harness between the fuse and controller.

•

When the battery is normal.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-1 b) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-29

Drop in voltage of battery direct power source is displayed

•

When fuse BT2 (8) (15 - 16) is normal. If it is blown, check for a short circuit with the ground inside the controller and in the wiring harness between the fuse and controller.

•

When the battery is normal.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on the next step.

A-1 c) Related electrical circuit diagram

D5-30

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Drop in voltage of main power source is displayed

•

When fuse BT1 (10) (19 - 20) is normal. If it is blown, check for a short circuit with ground inside the controller and in the wiring harness between the fuse and controller.

•

When the battery is normal.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A - 1 d) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-31

Faults in transmission cut relay power source is displayed

•

When battery and charging voltage are normal

•

When fuse FB1 (No. 10) is normal

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-1 e) Related electrical circuit diagram

D5-32

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-2

Faults in neutral safety system is displayed

•

When the key switch is turned to ON with the shift lever at a position other than N, or when the power source is momentarily cut when moving.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-2 Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-33

A-3

Double engagement for clutch is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

D5-34

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-4

Faults in transmission [cut relay] system displayed

•

Displays disconnection, short circuit, or short circuit with chassis ground in transmission cut relay system.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-4 Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-35

A-5

Faults in rear brake solenoid circuit is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-5 related electrical circuit diagram

D5-36

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-6

Faults in exhaust brake solenoid circuit is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-6 Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-37

A-7

a) Short circuit with ground in BCV rear solenoid is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-7 a) Related electrical circuit diagram

D5-38

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Short circuit in BCV rear solenoid is displayed

•

Check that the mounting bolts of the input shaft speed sensor sre not loose.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

A-7 b) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-39

Disconnection in BCV rear solenoid is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-7 c) Related electrical circuit diagram

D5-40

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-8 Fault in speed sensor

a) -2 Disconnection in engine speed sensor [B] is displayed on truck or

Failure of engine speed sensor is displayed on truck

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-8 a) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-41

Disconnection in input shaft speed sensor is displayed or

Failure of input shaft speed sensor is displayed

•

Check that the mounting bolts of the input shaft speed sensor are not loose.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

Table 1 A-8 b) Related electrical circuit diagram

D5-42

ATC3A (female)

N1 (male)

Resistance

Between (2) - (14)

Between (1) - (2)

500 Ω - 1000 Ω

Between (2) & chassis

Between (1) & chassis

> 1M Ω

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Disconnection in intermediate shaft speed sensor is displayed or

Failure of intermediate shaft speed sensor is displayed

•

Check that the mounting bolts of the intermediate shaft speed sensor are not loose.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

Table 1 ATC3A (female)

N2 (male)

Resistance

Between (12) - (14)

Between (1) - (2)

500 Ω - 1000 Ω

Between (12) & chassis Between (1) & chassis

> 1M Ω

A-8 c) Related electrical diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-43

Disconnection in speed sensor (transmission output shaft speed sensor) us displayed or

Failure of output shaft speed sensor is displayed •

Check that the mounting bolts of the speed sensor are not loose.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

Table 1 A-8 d) Related electrical circuit diagram

D5-44

ATC3A (female)

N3 (male)

Resistance

Between (3) - (14)

Between (1) - (2)

500 Ω - 1000 Ω

Between (3) & chassis

Between (1) & chassis

> 1M Ω

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-9

Speed sensor, clutch slipping

a) or

Input shaft speed sensor or H,L clutch is displayed

•

Check that the mounting bolts of the speed sensor are not loose.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step

Table 1 A-9 a) Related electrical circuit diagram

D05007

ATC3A

Resistance

Between (2) - (14)

Between (1) - (2)

500 Ω - 1000 Ω

Between (2) & chassis

Between (1) & chassis

> 1M Ω

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-45

Output shaft speed sensor or speed clutch (1,2,3,4,R) system is displayed

•

Check that the mounting bolts of the speed sensor are not loose.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

Table 1 A-9 b) Related electrical circuit diagram

D5-46

ATC3A

Resistance

Between (3) - (14)

Between (1) - (2)

500 Ω - 1000 Ω

Between (3) & chassis

Between (1) & chassis

> 1M Ω

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-10 Fault in model selection (wiring harness) is displayed Fault in model selection (wiring harness) is displayed

•

When the controller power source is normal.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

Table 1

A-10 a) Related electrical circuit diagram

D05007

ATC5B ATC1

Voltage

(10) - (8)

> 15 V

(11) - (8)

>1V

(12) - (8)

>1V

(13) - (8)

<1V

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-47

Fault in model selection (rotary switch) is displayed

•

When the controller power source is normal.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

D5-48

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-11 Fault in shift lever circuit

Short circuit in shift lever assembly power source is displayed

•

When the controller power source is normal.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-11 a) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-49

Shift lever position signal input for 2 or more circuits is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

D5-50

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Table 1 Abnormal system

System with failed wiring harness

SF (4) - ATC5B (3) - transmission neutral relay R02 (2) - payload meter relay R11 (6)

SF (3) - ATC5B (2) - backup alarm relay R06 (2)

SF (5) - ATC5B (4)

SF (6) - ATC5B (5)

SF (7) - ATC5B (6)

SF (8) - ATC5B (7)

SF (9) - ATC5B (8)

A-11 b) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-51

Shift lever position signal is not inputed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

Table 1 Lever position

Terminal of TORQFLOW transmission controller

Voltage when position is selected

Voltage when position is not selected

Shift lever SF terminal

ATC5B (3)

< 1.0 V

> 15.0 V

SF (4)

ATC5B (2)

< 1.0 V

> 15.0 V

SF (3)

ATC5B (4)

< 1.0 V

> 15.0 V

SF (5)

ATC5B (5)

< 1.0 V

> 15.0 V

SF (6)

ATC5B (6)

< 1.0 V

> 15.0 V

SF (7)

ATC5B (7)

< 1.0 V

> 15.0 V

SF (8)

ATC5B (8)

< 1.0 V

> 15.0 V

SF (9)

D5-52

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-11 c) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-53

A-12

Fault in accelerator signal is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-12 Related electrical circuit diagram

D5-54

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-13

Fault in transmission oil temperature sensor is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-13 Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-55

A-14 Fault in pressure control valve

Fill switch (clutch ON) is displayed regardless of command

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

Table 1 Connection of connector and fill switch Service code display

Corresponding clutch

Transmission controller connector and pin number

Fill switch When connected

When open

Fill switch Voltage

Resistance

Voltage

Resistance

b042[E.↔ 4.2, E.C↔4.2]

H clutch

ATC5A (12) - H. SW

<1V

<1Ω

15 -25 V

> 1 MΩ

b043[E.↔ 4.3, E.C↔ 4.3]

L clutch

ATC5A (10) - L. SW

<1V

<1Ω

15 - 25 V

> 1 MΩ

b044[E.↔ 4.4, E.C↔ 4.4]

1 clutch

ATC5A (13) - 1. SW

<1V

<1Ω

15 - 25 V

> 1 MΩ

b045[E.↔ 4.5, E.C↔ 4.5]

2 clutch

ATC5A (14) - 2. SW

<1V

<1Ω

15 - 25 V

> 1 MΩ

b046[E↔ 4.6, E.C↔ 4.6]

3 clutch

ATC5A (15) - 3. SW

<1V

<1Ω

15 - 25 V

> 1 MΩ

b047[E.↔ 4.7, E.C↔ 4.7]

4 clutch

ATC5A (11) - 4. SW

<1V

<1Ω

15 - 25 V

> 1 MΩ

b048[E.↔ 4.8, Ε.Χ ↔4.8]

R clutch

ATC5A (16) - R. SW

<1V

<1Ω

15 - 25 V

> 1 MΩ

D5-56

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-14 a) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-57

Fill switch signal is not input and clutch slipping is displayed

•

Measure the clutch oil pressure of the circuit where the fault is displayed. If the oil pressure is normal, carry out the troubleshooting below.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

b-1) Inspecting fill switch signal

Table 1 Connection of connector and fill switch Service code display

Corresponding clutch

Transmission controller connector and pin number

Fill switch When connected

When open

Fill switch Voltage

Resistance

Voltage

Resistance

b042[E.↔ 4.2, E.C↔4.2]

H clutch

ATC5A (12) - H. SW

<1V

<1Ω

15 -25 V

> 1 MΩ

b043[E.↔ 4.3, E.C↔ 4.3]

L clutch

ATC5A (10) - L. SW

<1V

<1Ω

15 - 25 V

> 1 MΩ

b044[E.↔ 4.4, E.C↔ 4.4]

1 clutch

ATC5A (13) - 1. SW

<1V

<1Ω

15 - 25 V

> 1 MΩ

b045[E.↔ 4.5, E.C↔ 4.5]

2 clutch

ATC5A (14) - 2. SW

<1V

<1Ω

15 - 25 V

> 1 MΩ

b046[E↔ 4.6, E.C↔ 4.6]

3 clutch

ATC5A (15) - 3. SW

<1V

<1Ω

15 - 25 V

> 1 MΩ

b047[E.↔ 4.7, E.C↔ 4.7]

4 clutch

ATC5A (11) - 4. SW

<1V

<1Ω

15 - 25 V

> 1 MΩ

D5-58

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

b-2) Inspecting transmission input shaft speed signal system, H, L clutch (check clutch slip)

When is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step. Go to Troubleshooting of A-7b).

b-3) Inspecting transmission output shaft speed signal system, 1-4, R clutch (check clutch slip)

When

is displayed

Go to Troubleshooting of A-7a).

A-14 b) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-59

A-15

When fill switch signal is not input (flow detector valve)

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

Carry out troubleshooting of A-13 b-1) Fill switch signal. Respond to the display as follows. 5.2 ↔ 4.2 5.3 ↔ 4.3 5.4 ↔ 4.4 5.5 ↔ 4.5 5.6 ↔ 4.6 5.7 ↔ 4.7 5.8 ↔ 4.8

A-15 Related electrical circuit diagram

D5-60

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-16

Short circuit in pressure control valve solenoid is displayed

Disconnection in pressure control valve solenoid is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

Table 1 Display

Table 2

Measurement location

7.2 9.2

‘Troubleshooting 1

Touble Measurement item shooting 2

7.3 9.3

Between ATC1 (9) - (19)

Between HPS (1) - (2)

7.4 9.4

Between ATC2 (7) - (17)

Between 1 PS (1) - (2)

7.5 9.5

Between ATC2 (4) - (15)

Between 2 PS (1) - (2)

7.6 9.6

Between ATC2 (3) - (13)

Between 3 PS (1) - (2)

7.7 9.7

Between ATC2 (8) - (18)

Between 4 PS (1) - (2)

7.8 9.8

Between ATC2 (5) - (15)

Between RPS (1) - (2)

D05007

Resistance between (1) - (2)

Resistance between (2) chassis ground

Normal value

Display

5 - 25 Ω 7.1 9.1

Measurement location

Measurement item

Normal value

Trouble Trouble shooting 1 shooting2

Resistance between (1) - (2)

30 - 80 Ω

Between ATC1 (1) - (8) (16)

Resistance between (2) chassis ground

>1MΩ

Between LCT (1) - (2)

b0 [E., E.C] is omitted from the Display column. >1MΩ

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-61

A-16 Related electrical circuit diagram

D5-62

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-17 Fault in sensor circuits

Fault in torque converter oil temperature sensor is displayed

•

When the controller power source is normal.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-17 a) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-63

Fault in fuel level sensor is displayed

(It takes 30 seconds for the fuel gauge to change 1 level. Take this into account when carrying out troubleshooting). •

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-17 b) Related electrical circuit diagram

D5-64

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Fault in cooling water temperature sensor is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-17 c) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-65

Fault in air pressure sensor is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-17 d) Related electrical circuit diagram

D5-66

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Fault in retarder brake oil temperature sensor is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-17 e) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-67

A-18 Warning display

Transmission filter clogged warning is displayed

•

Before carrying out troubleshooting, check that the transmission oil filter is not clogged.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-18 a) Related electrical circuit diagram

D5-68

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Tilt warning is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-18 b) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-69

Drop in radiator water level warning is displayed

•

Before carrying out troubleshooting, check that the cooling water level is not low.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-18 c) Related electrical circuit diagram

D5-70

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Battery charge warning is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-18 d) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-71

Steering oil temperature overheat warning is displayed

•

Before carrying out troubleshooting, check if the steering oil temperature is high.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-18 e) Related electrical circuit diagram

D5-72

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

Drop in engine oil pressure warning is displayed

•

Before carrying out troubleshooting, check if the engine oil pressure is low.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-18 f) Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-73

Rear brake oil pressure warning is displayed

•

Before carrying out troubleshooting, check if the rear brake chamber has reached the end of its stroke.

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-18 g) Related electrical circuit diagram

D5-74

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-19

Fault in engine oil pressure sensor is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-19 Related electrical circuit diagram

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-75

A-20

Fault in connector connection is displayed

•

Before carrying out troubleshooting, check that all the related connectors are properly inserted.

•

Always connect any disconnected connectors before going on to the next step.

A-20 Related electrical circuit diagram

D5-76

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

A-21

Torque converter oil temperature overheat warning is displayed

•

This shows that there had been an abnormal rise in the torque converter oil temperature.

•

If the rise in the torque converter oil

Engine water temperature overheat warning is displayed

•

This shows that there has been an abnormal rise in the engine water temperature.

•

If the rise in the engine water temperature is abnormal, see the engine Shop Manual.

Air pressure drop warning is displayed

•

This shows that there has been an abnormal drop in the air pressure.

•

If the drop in the air pressure is abnormal, carry out troubleshooting H-18.

Retarder brake oil temperature overheat warning is displayed

•

This shows that there had been an abnormal rise in the retarder brake oil temperature.

•

If the rise in the retarder brake oil temperature is abnormal, see the Operation and Maintenance Manual.

D05007

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D5-77

•

Engine overrun actuated is displayed

This shows that the engine overrun prevention had been actuated to protect the transmission.

•

Engine overshoot actuated is displayed

This shows that there has been engine overshoot (sudden spurt).

D5-78

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM

D05007

MONITOR PANEL TROUBLESHOOTING (P - Diagnostic Flow Charts) Method of self-diagnostic display for monitor panel and controllers . . . . . . . . . . . . . . . . . . . . . .

D6-3

Action taken by self-diagnostic device and problems on truck (monitor panel) . . . . . . . . . . . . . . . .

D6-3

P-1

Check pattern for wiring harnesses between modules . . . . . . . . . . . . . . . . . . . . . . . . .

D6-8

P-2

Nothing on monitor panel works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-11

P-3

LH, RH module and fuel gauge do not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-12

P-4

LH, RH module and fuel gauge do not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-13

P-5

RH module does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-14

P-6

LH module does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-15 . .

P-7

Travel calculator does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-16

P-8

Service meter display does not operate correctly . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-17

P-9

Central warning lamp does not operate, or monitor panel detects fault code [A002] . . . . . . . . . D6-18

P-10

Central warning lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-19

P-11

Alarm buzzer does not operate , or monitor panel detects failure code [A003] . . . . . . . . . . . . D6-20

P-12

Alarm buzzer continues to sound

P-13

All data from shift controller (speedometer, tachometer, shift indicator, etc.) are abnormal (nothing is displayed, or display does not change), or monitor panel detects service code [A018] .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-21 D6-22

P-14

Suspension mode power/economy mode displays are abnormal (nothing is displayed or display does not change), or monitor panel detects service code [A016] . . . . . . . . . . . . . . . D6-23

P-15

Gauge displays are abnormal (nothing is displayed, or display does not change) . . . . . . . . . . . D6-24

P-16

Cooling water level drop caution lamp does not operate, or monitor panel detects service code [A001] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-25

P-17

Cooling water level drop caution lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-26

P-18

Emergency steering pilot lamp does not operate, or monitor panel detects service code [A001] . . . D6-27

P-19

Emergency steering pilot lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-28

P-20

Engine oil pressure drop caution lamp does not operate, or monitor panel detects service code [A001] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-29

P-21

Engine oil pressure drop caution lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-30

P-22

Exhaust brake pilot lamp does not operate, or monitor panel detects service code [A001] . . . . . . D6-31

P-23

Exhaust brake pilot lamp (optional) stays on

P-24

Charging circuit fault caution lamp does not operate, or monitor panel detects service code [A001] . D6-33

P-25

Charging circuit fault caution lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-34

P-26

Transmission filter clogging caution lamp does not operate, or monitor panel detects service code [A001] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-35

P-27

Transmission filter clogging caution lamp stays on

P-28

Brake stroke caution lamp does not operate, or monitor panel detects service code [A001] . . . . . D6-37

D06003

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-32

. . . . . . . . . . . . . . . . . . . . . . . . . . D6-36

Monitor Panel Troubleshooting

D6-1

P-29

Brake stroke caution lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-38

P-30

Preheating switch pilot lamp does not operate, or monitor panel detects service code [A001] . . . .

D6-39

P-31

Preheating switch pilot lamp stays on

D6-40

P-32

Tilt warning lamp does not operate, or monitor panel detects service code [A001]

. . . . . . . . .

D6-41

P-33

Tilt warning lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-42

P-34

Body FLOAT (except FLOAT) pilot lamp does not operate, or monitor panel detects service code [A001] . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-43

P-35

Body FLOAT (except FLOAT) pilot lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-44

P-36

Rear brake pilot lamp does not operate, or monitor panel detects service code [A001] . . . . . . .

D6-45

P-37

Rear brake pilot lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-46

P-38

Parking brake pilot lamp does not operate, or monitor panel detects service code [A001] . . . . . .

D6-47

P-39

Parking brake pilot lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-48

P-40

Maintenance caution lamp does not operate, or monitor panel detects service code [A001]

. . . .

D6-49

P-41

Maintenance caution lamp stays on

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-50

P-42

Steering oil temperature caution lamp does not operate, or monitor panel detects service code [A001] . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-51

P-43

Steering oil temperature caution lamp stays on

. . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-52

P-46

High beam display does not light up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-53

P-47

Turn signal lamp (right) does not light up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-55

P-48

Turn signal lamp (left) does not light up

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-56

P-49

Lamp check switch does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-57

P-50

AISS switch does not operate

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-58

P-51

Exhaust brake switch (optional) does not operate . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-59

P-52

Mode change switch (1) does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-60

P-53

Mode change switch (2) does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-61

P-54

KPH/MPH speedometer unit selector does not operate . . . . . . . . . . . . . . . . . . . . . . .

D6-62

P-55

Improper operation of all switch inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-63

P-56

Monitor panel detects service codes [A014] or [A019] . . . . . . . . . . . . . . . . . . . . . . . .

D6-64

P-58

Monitor panel detects service code [A011] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-65

P-59

Monitor panel detects service code [A012] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-65

P-60

Monitor panel detects service code [A000] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6-65

D6-2

Monitor Panel Troubleshooting

D06003

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

MONITOR PANEL AND CONTROLLER SELF-DIAGNOSTIC DISPLAY 1. After the key switch is turned ON, all lamps light for 3 seconds during the monitor self-diagnostic test.

3. Press the caution and pilot lamp bulb check switch at the right side of the dash to verify bulb operation

2. Refer to Monitor Panel Action Codes and Service Mode Function for the displays indicating a fault has occurred in any controller or the monitor panel itself.

No.

SERVICE CODE

A000

Short circuit in output

Display conditions, display in service code, trouble data display mode.

2 3 4

A001 A002 A003

Short circuit in lamp output Short circuit in central warning lamp output Short circuit in alarm buzzer output

Display when lamp check switch is pressed for at least 2.5 seconds and then released.

A011

Fault in network

Display in service code, trouble data display mode

A012

7 8 9 10 11 12 13

A013 A014 A015 A016 A018 A019 A021

A022

A023

A024

FAILURE DESCRIPTION

Network system connection data does not match Fault in network — transmission controller Fault in network — PMC Fault in network — engine controller Fault in network — suspension controller Fault in model selection data Fault in option data Abnormal drop in air pressure Engine cooling temperature overheat warning Torque converter oil temperature overheat warning Brake oil temperature overheat warning

DISPLAY CONDITIONS

Display when lamp check switch is pressed for at least 2.5 seconds and then released.

SELF-DIAGNOSTIC SERVICE CODE TABLE

D06003

Monitor Panel Troubleshooting

D6-3

ACTION TAKEN BY SELF-DIAGNOSTIC DEVICE AND PROBLEMS ON TRUCK MONITOR PANEL SYSTEM

CODE

FAULT CONDITION

POSSIBLE CAUSE

A001

Short circuit in lamp output

Short circuit in output

A002

Short circuit in Central Warning Lamp output

Short circuit in output

FAULT TROUBLESHOOTING NOTE: Check wiring harness circuits and components listed below for short circuit, open circuit, etc. 1. Fault between lamp (+) and monitor panel. (Refer to P-16, 18, 20, 22, 24, 26, 28, 30, 32, 34, 36, 38, 40, 42 for troubleshooting details.) 2. Defective lamp 1. Between (+) DP08 pin 2 and WL pin 2. 2. Defective central warning lamp

A003

Short circuit in alarm buzzer output

Short circuit in output

1. Between (+) DP08 pin 2 and BZ pin 2. 2. Defective alarm buzzer 1. Incorrect shift controller model selection setting

A012

A013

A014

A016

A018

A019

D6-4

Network system fault

Connection data does not match

Transmission Controller system

PMC system

Suspension Controller

Model selection data

Option data

1. Between (+) DP05 pin 3, TMD pin 10, and ATC4 pin 6. 2. Between (+) DP05 pin 4, TMD pin 12, and ATC4 pin 12. 3. Between (-) DP05 pin 5, TMD pin 9, and ATC4 pin 10. 4. Between (-) DP05 pin 5, TMD pin 11, and ATC4 pin 10. 5. Defective shift controller

1. Between (+) DP05 pin 3 and PMC pin 1. 2. Between (+) DP05 pin 4 and PMC pin 2. 3. Between (-) DP05 pin 5 and PMC pin 3. 4. Defective PMC

1. Between (+) DP05 pin 3, SU3 pin 9, and SSP1 pin 1. 2. Between (+) DP05 pin 4, SU3 pin 13, and SSP1 pin 12. 3. Between (-) DP05 pin 5, SU3 pin 12, and SSP2 pin 9. 4. Between (-) DP05 pin 5, SU3 pin 14, and SSP2 pin 9. 5. Defective Suspension Controller

1. Incorrect Shift Controller model selection setting. 2. Between (+) DP05 pin 3, TND pin 10, and ATC4 pin 6. 3. Between (+) DP05 pin 4, TND pin 12, and ATC4 pin 12. 4. Between (-) DP05 pin 5, TND pin 9, and ATC4 pin 10. 5. Between (-) DP05 pin 5, TND pin 11, and ATC4 pin 20. 6. Defective Shift Controller.

1. Between (+) DP05 pin 3 and PMC pin 1. 2. Between (+) DP05 pin 4 and PMC pin 2. 3. Between (+) DP05 pin 5 and PMC pin 3. 4. Defective PMC.

Monitor Panel Troubleshooting

D06003

CONDITION WHEN NORMAL NOTE: Use a DMM to verify voltage or resistance values listed below. Lamp ON: Voltage between monitor panel connector and chassis ground: <0.1 volts Central Warning Lamp ON: Voltage between DP08 pin 1 and WL pin 2 <0.1 volts. Buzzer ON: Voltage between DP08 pin 2 and BZ pin 2 <0.1 volts. Shift Controller model selection setting and actual mounting condition of Controller in network match. 1. Resistance between (+) DP05 pin 3, TMD pin 10, ATC4, pin 6 is 0 ohms. 2. Resistance between (+) DP05 pin 4, TMD pin 12, ATC4, pin 12 is 0 ohms. 3. Resistance between (-) DP05 pin 5, TMD pin 9, ATC4, pin 10 is 0 ohms. 4. Resistance between (-) DP05 pin 5, TMD pin 11, ATC4, pin 10 is 0 ohms. 1. Resistance between (+) DP05 pin 3 and PMC pin 1 is 0 ohms. 2. Resistance between (+) DP05 pin 4 and PMC pin 2 is 0 ohms. 3. Resistance between (-) DP05 pin 5 and PMC pin 3 is 0 ohms. 1. Resistance between (+) DP05 pin 3, SU3 pin 9, SSP1 pin 2 is 0 ohms. 2. Resistance between (+) DP05 pin 4, SU3 pin 13, SSP1 pin 12 is 0 ohms. 3. Resistance between (-) DP05 pin 5, SU3 pin 12, SSP2 pin 9 is 0 ohms. 4. Resistance between (-) DP05 pin 5, SU3 pin 14, SSP2 pin 9 is 0 ohms. 1. Shift Controller model selection setting is correct. 2. Resistance between (+) DP05 pin 3, TND pin 10, ATC4 pin 6 is 0 ohms. 3. Resistance between (+) DP05 pin 4, TND pin 12, ATC4 pin 12 is 0 ohms. 4. Resistance between (-) DP05 pin 5, TND pin 9, ATC4 pin 10 is 0 ohms. 5. Resistance between (-) DP05 pin 5, TND pin 11, ATC4 pin 10 is 0 ohms. 1. Resistance between (+) DP05 pin 3 and PMC pin 1 is 0 ohms. 2. Resistance between (+) DP05 pin 4 and PMC pin 2 is 0 ohms. 3. Resistance between (+) DP05 pin 5 and PMC pin 3 is 0 ohms.

D06003

CONTROLLER ACTION

TRUCK SYMPTOMS

WHEN FAULT IS DETECTED

WHEN FAULT IS PRESENT

1. Other mechatronics caution lamp flashes. 2. Displays action code. 3. Applicable lamp forcibly turned OFF. 1. Other mechatronics caution lamp flashes. 2. Displays action code. 3. Central Warn. Lamp forcibly turned OFF. 1. Other mechatronics caution lamp flashes. 2. Displays action code. 3. Alarm buzzer forcibly stopped. 1. Other mechatronics caution lamp flashes. 2. Displays action code.

Applicable lamp always OFF.

Central Warning Lamp always OFF.

Buzzer does not sound. If the setting is for a truck with the electronic governor specification, engine output will decrease and engine speed may not increase.

1. Other mechatronics caution lamp flashes. For trucks with electronic governor specification, the engine mode switching, the engine mode selection, or AISS may 3. Display is fixed for all data from Transmission Controller (speedometer, tachometer, gauges, not work. Engine output may be reduced or speed may not increase. etc.) 2. Displays action code.

1. Other mechatronics caution lamp flashes. 2. Displays action code.

MOM may not function properly at times. For trucks with electronic governor specification, the engine output may be reduced or the speed may not increase.

1. Other mechatronics caution lamp flashes. 2. Displays action code. 3. Suspension mode display does not change or all lamps go out.

In some cases, suspension control is inoperable.

1. Other mechatronics caution lamp flashes. 2. Displays action code. 3. In addition to 1 & 2, only the speed unit, turn signal lamp, and high beam pilot lamp are displayed.

1. Other mechatronics caution lamp flashes. 2. Displays action code.

Monitor Panel Troubleshooting

In some cases, the transmission may remain in neutral or the engine may remain at low idle.

MOM may not function properly. For trucks with electronic governor specification, the engine output may be reduced or speed may not increase.

D6-5

CODE

FAULT CONDITION

FAULT

POSSIBLE CAUSE

TROUBLESHOOTING

A004

Fault in engine control

Refer to “Electrical Troubleshooting” .

A005

Fault in engine control

Refer to “Electrical Troubleshooting” .

A006

Fault in engine control

Refer to “Electrical Troubleshooting” .

D6-6

Monitor Panel Troubleshooting

D06003

CONDITION WHEN NORMAL

CONTROLLER ACTION

TRUCK SYMPTOMS

WHEN FAULT IS DETECTED

WHEN FAULT IS PRESENT

1. Engine mechatronics caution lamp flashes. 2. Displays action code. 3. Engine Stop Lamp (red) flashes. 1. Engine mechatronics caution lamp flashes. 2. Displays action code. 3. Engine Protection Lamp (blue) flashes. 1. Engine mechatronics caution lamp flashes. 2. Displays action code. 3. Engine Check Lamp (yellow) flashes.

D06003

Monitor Panel Troubleshooting

In some cases, the engine may not start. Engine output may be reduced or the speed may not increase. In some cases, the engine may not start. Engine output may be reduced or the speed may not increase. In some cases, the engine may not start. Engine output may be reduced or the speed may not increase.

D6-7

TROUBLESHOOTING P-1 Check pattern for wiring harnesses between modules NOTE: When troubleshooting the monitor panel, if the item in the troubleshooting flow chart or the item in the “remedy” column indicates “carry out check of wiring harnesses between modules”, refer to the number displayed in the following tables and check the female connector of the wiring harnesses between modules.

The following instructions must be followed when troubleshooting the monitor panel and associated components and wire harnesses: • Be certain all harnesses are properly inserted in the mating connectors. • Before removing any harness connector, be certain the key switch is in the OFF position. • The key switch must remain in the OFF position when performing the following checks on the wiring harnesses.

Be certain truck wheels are blocked to prevent movement during troubleshooting procedures.

No.

X CONNECTOR

PIN No.

• Visually inspect harnesses and connectors for physical damage, insulation cracks, pin damage etc.

SIGNAL NAME

A-1

VB (20V)

A-2 A-3

2 3

LCD TX OUT LCD TX IN

A-4

SCK

LCD LOAD

A-6

LCD COM

A-7

RESET

A-8

GND

1 2

P/S DATE SHIFT/LOAD

A-5 DP02

A-9 A-10

DP10

Y CONNECTOR DP11 DP04 DP10 DP04 DP10 DP04 DP10 DP04 DP10 DP04 DP10 DP04 DP12 DP10 DP11 DP08 DP05 DP12 DP04 DP04

PIN No. 1 1 3 4 4 5 5 6 6 7 7 8 4 8 2 16 12 2 3 2

TABLE a. WIRING HARNESS CONTINUITY CHECK NOTE: Circuit between “X” and “Y” connector must have continuity.

D6-8

Monitor Panel Troubleshooting

D06003

No. B-1 B-2 B-3 B-4 B-5 B-6 B-7 B-8 B-9

CONNECTOR

DP02

DP10

PIN No. 1 2 3 4 5 6 7 1 2

SIGNAL NAME VB (20V) LCD TX OUT LCD TX IN SCK LCD LOAD LCD COM RESET P/S DATE SHIFT/LOAD

TABLE b. WIRING HARNESS GROUND CHECK NOTE: Above circuits must be isolated from chassis ground.

D06003

Monitor Panel Troubleshooting

D6-9

No. C-1 C-2 C-3 C-4 C-5 C-6 C-7 C-8 C-9 C-10 C-11 C-12 C-13 C-14 C-15 C-16 C-17 C-18 C-19 C-20 C-21 C-22 C-23 C-24 C-25 C-26 C-27 C-28 C-29 C-30 C-31 C-32 C-33 C-34 C-35 C-36 C-37 C-38 C-39 C-40 C-41 C-42 C-43 C-44 C-45 C-46 C-47

X CONNECTOR

PIN No.

DP05

SIGNAL NAME

POWER SUPPLY (+24V)

Y CONNECTOR DP05

DP02

DP10

DP02 DP02

VB(20V)

DP10

DP02 DP02

LCD TX OUT

DP10

DP02 DP02

LCD TX IN DP10 DP02

DP02

SCK DP10 DP02

DP02

LCD LOAD DP10 DP02

DP02

LCD COM

DP02

RESET

DP10

P/S DATE

DP10

PIN No. 12 1 2 3 4 5 6 7 8 1 2 2 3 4 5 6 7 1 2 3 4 5 6 7 1 2 4 5 6 7 1 2 5 6 7 1 2 6 7 1 2 7 1 2 1 2 2

TABLE c. HARNESS SHORT CIRCUIT CHECK NOTE: No continuity should exist between “X” and “Y”

D6-10

Monitor Panel Troubleshooting

D06003

P-2

Nothing on Monitor Panel Operates • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step. • Refer to P-1 for Table b.

D06003

Monitor Panel Troubleshooting

D6-11

P-3

LH, RH Module and fuel gauge do not operate • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step. • Refer to P-1 for Table b.

D6-12

Monitor Panel Troubleshooting

D06003

P-4

D06003

Monitor Panel Troubleshooting

D6-13

P-5

RH Module does not operate • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step. • Refer to P-1 for Table a.

D6-14

Monitor Panel Troubleshooting

D06003

P-6

LH module does not operate • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step. • Refer to P-1 for Table a and b.

D06003

Monitor Panel Troubleshooting

D6-15

P-7

Odometer does not operate • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-16

Monitor Panel Troubleshooting

D06003

P-8

Service meter does not operate correctly • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-17

P-9

Central Warning Lamp does not operate, or monitor panel detects fault code (monitor panel display) [A002] • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-18

Monitor Panel Troubleshooting

D06003

P-10 Central warning lamp stays ON • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-19

P-11 Alarm buzzer does not operate. or Monitor Panel detects fault code A003:

• Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-20

Monitor Panel Troubleshooting

D06003

P-12 Alarm buzzer continues to sound • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-21

P-13 All data from Shift Controller (speedometer, tachometer, shift indicator, etc.) is faulty (nothing is displayed, or display does not change), or Monitor Panel detects service code or service A013: code A0018: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-22

Monitor Panel Troubleshooting

D06003

P-14 Suspension mode, power/economy mode displays are faulty(nothing is displayed, or display does not change), or Monitor Panel detects service code A016: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-23

P-15 Gauge displays are faulty (nothing is displayed or display does not change) • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step. • Refer to P-1 for Tables a and b.

D6-24

Monitor Panel Troubleshooting

D06003

P-16 Cooling water level drop caution lamp does not operate, or Monitor Panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-25

P-17 Cooling water level drop caution lamp stays ON • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-26

Monitor Panel Troubleshooting

D06003

P-18 Emergency steering pilot lamp does not operate, or monitor panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-27

P-19 Emergency steering pilot lamp stays ON • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-28

Monitor Panel Troubleshooting

D06003

P-20 Engine oil pressure drop caution lamp does not operate, or monitor panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-29

P-21 Engine oil pressure drop caution lamp stays on. • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-30

Monitor Panel Troubleshooting

D06003

P-22 Exhaust brake (Optional) pilot lamp does not operate, or monitor panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-31

P-23 Exhaust brake pilot lamp stays on (Optional) • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-32

Monitor Panel Troubleshooting

D06003

P-24 Charging circuit fault caution lamp does not operate. or monitor panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-33

P-25 Charging circuit fault caution lamp stays ON • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-34

Monitor Panel Troubleshooting

D06003

P-26 Transmission filter clogging caution lamp does not operate, or monitor panel detects service code A001:

D06003

Monitor Panel Troubleshooting

D6-35

P-27 Transmission filter clogging caution lamp stays ON • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-36

Monitor Panel Troubleshooting

D06003

P-28 Brake stroke caution lamp does not operate, or monitor panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-37

P-29 Brake stroke caution lamp stays on • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-38

Monitor Panel Troubleshooting

D06003

P-30 Preheating switch pilot lamp does not work, or monitor panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-39

P-31 Preheating switch pilot lamp stays on. • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-40

Monitor Panel Troubleshooting

D06003

P-32 Tilt warning lamp does not operate, or monitor panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-41

P-33 Tilt warning lamp stays on. • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-42

Monitor Panel Troubleshooting

D06003

P-34 Body FLOAT (except FLOAT) pilot lamp does not operate, or monitor panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-43

P-35 Body FLOAT (except FLOAT) pilot lamp stays on. • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-44

Monitor Panel Troubleshooting

D06003

P-36 Rear brake pilot lamp does not work, or monitor panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-45

P-37 Rear brake pilot lamp stays on • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-46

Monitor Panel Troubleshooting

D06003

P-38 Parking brake pilot lamp does not operate, or monitor panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-47

P-39 Parking brake pilot lamp stays on • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-48

Monitor Panel Troubleshooting

D06003

P-40 Maintenance caution lamp does not operate, or monitor panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-49

P-41 Maintenance caution lamp stays on • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-50

Monitor Panel Troubleshooting

D06003

P-42 Steering oil temperature caution lamp does not operate, or monitor panel detects service code A001: • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-51

P-43 Steering oil temperature caution lamp stays on • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-52

Monitor Panel Troubleshooting

D06003

P-46 High beam display does not light up • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

Refer to following page for related electrical circuit diagram

D06003

Monitor Panel Troubleshooting

D6-53

P-46 High beam display does not light up (Continued from previous page)

D6-54

Monitor Panel Troubleshooting

D06003

P-47 Turn signal lamp (right) does not light up • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-55

P-48 Turn signal lamp (left) does not light up • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-56

Monitor Panel Troubleshooting

D06003

P-49 Lamp check switch does not operate • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-57

P-50 AISS switch does not operate • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-58

Monitor Panel Troubleshooting

D06003

P-51 Exhaust brake switch does not operate (Optional) • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-59

P-52 Mode change switch (1) does not operate • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-60

Monitor Panel Troubleshooting

D06003

P-53 Mode change switch (2) does not operate • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-61

P-54 KPH/MPH speedometer unit selector does not operate • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D6-62

Monitor Panel Troubleshooting

D06003

P-55 Improper operation of all switch inputs • Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly inserted. • Always connect any disconnected connectors before going on to the next step.

D06003

Monitor Panel Troubleshooting

D6-63

P-56 Monitor panel detects service codes A014 or A019:

D6-64

Monitor Panel Troubleshooting

D06003

P-58 Monitor panel detects service code A011: • The monitor panel saves trouble data for problems detected as [A013], [A014], [A015], [A016], [A018], or [A019] together as service code [A011]. • If [A013], [A014], [A015], [A016], [A018], or [A019] are currently being detected, carry out repairs according to the respective troubleshooting. • If [A013], [A014], [A015], [A016], [A018], or [A019] are not currently being detected, the system has been reset so the condition is normal.

P-59 Monitor panel detects service code A012:

P-60 Monitor panel detects service code A000: • The monitor panel saves trouble data for problems detected as [A001], [A002], or [A003] together as fault code [A000]. • If [A001], [A002], or [A003] are currently being detected, carry out repairs according to the respective troubleshooting. • If [A001], [A002], or [A003] are not currently being detected, the system has been reset so the condition is normal.

D06003

Monitor Panel Troubleshooting

D6-65

NOTES

D6-66

Monitor Panel Troubleshooting

D06003

ENGINE ELECTRONIC DIAGNOSTIC SYSTEM The following information relates to the engine electronic diagnostic system. The controls are located on the Operator’s center console (items 7, 8, 9, 11, & 12, Figure 7-1). If an abnormal engine condition develops, the control system will record a “fault” code associated with that condition. By use of a series of indicator lamps and switches, the system will display the numerical “fault” code. Release Button

When the keyswitch is turned “On”, the lamps (7,8, 9) should illuminate for about 2 seconds and then turn “Off”, if no “faults” are detected in the system. This is a system lamp test.

During engine operation, if a “fault” is detected in the system, a light associated with that condition will turn “ON” and stay on for “Warning faults”, or it will turn “ON” and “FLASH” for more severe faults that can affect engine operation and require immediate attention.

FIGURE 7-1. CENTER CONSOLE 1. Transmission Range Selector (Shift Lever) 2. Shift Limiter Switch 3. Power Mode Selector Switch 4. Emergency Steering Switch 5. Emergency Brake Lever 6. Parking Brake Valve Lever 7. Engine Shutdown Warning Light 8. Engine Maintenance Light 9. Engine Maintenance Light 10. This space not currently used. 11. Engine Fault Code Switch 12. Engine Diagnostic Switch

D07002

•

“Warning” faults (light ON) are ones that require attention in the near future, but in most conditions will not greatly affect performance. “Severe” faults (light FLASHING) are ones that require immediate attention, because the engine could be significantly affected.

Active fault conditions MUST be corrected as soon as possible.

Engine Electronic Diagnostic System

D7-1

Engine Shutdown Light (Stop Engine) (7, Figure 7-1) When illuminated, this red engine shutdown light indicates that a serious engine problem exists.

The “fault” can be engine disabling. Stop the truck in a safe area, as soon as possible. Shutdown the engine and notify Maintenance personnel immediately.

Engine Maintenance Light (Check Engine) (8, Figure 7-1) This amber/yellow light, when illuminated, indicates an engine “fault” exists. Current engine operation may proceed, but the machine should be scheduled for checkout/repair as soon as practical.

Engine Maintenance Light (Protect Engine (9, Figure 7-1)

Fault Check Switch (11, Figure 7-1) This Fault Check switch, when moved to the “ON” (down) position, may be used to activate the engine electronic control system diagnostic codes. When the system detects a “fault” and one of the indicator lamps (7, 8, 9) illuminates as previously described, this switch will permit determination of the kind of “fault(s)” detected.

Fault Scroll Switch (12, Figure 7-1) This Fault Scroll switch may be used to scroll through the recorded faults held in memory. It will display only active fault codes. To display the next active fault code, move the switch lever to the “up” position momentarily and release (switch is spring-loaded to the center “OFF” position). Activating the switch again will advance to the next fault code, etc. Once all active fault codes have been displayed, the fault code display sequence will be repeated, starting from the first fault code. Moving the switch lever to the “down” position momentarily and releasing, permits the system to scroll (as described above) backwards through the fault “list”.

This blue engine maintenance light, when illuminated, indicates an “out-of-range” condition exists within the fuel temperature, coolant, oil, or intake air system(s) of the engine. The light may show initially as a constant “On”, but will go to “flashing On”, if the condition is allowed to get worse. Serious engine damage will occur if operation is continued without correcting the “fault”.

D7-2

Engine Electronic Diagnostic System

D07002

Determing “Fault” Codes

EXITING THE DIAGNOTICS MODE

1. To determine an active “fault”, turn the keyswitch to the “OFF” position and wait until the engine completely stops.

2. Turn keyswitch to “ON” position (engine NOT running) and hold the Fault Check switch (11) in the “ON” position.

Starting the engine, o r t u rn in g th e keyswit ch to t he OFF position, will EXIT the diagnostics fault flash mode.

If active fault codes have been determined as described previously, refer to the appropriate Komatsu engine manual.

3. If there is an active fault: a. The amber/yellow Engine Maintenance light (8) will flash once. b. There will be a 1-2 second pause, and then the red Engine Shutdown light (7) will flash out the three digit diagnostic code. Each digit is indicated with up to nine light flashes for each digit. There is a short pause between each digit of the fault code. c. After all three digits are flashed, the yellow lamp will flash once, and then the red lamp will repeat the same fault code sequence as before.

4. The system will continue to flash the same fault code until the Fault Scroll Switch (12) is activated again.

D07002

Engine Electronic Diagnostic System

D7-3

Fault Code Information (T01-001) FAULT PID (P) CODE SID (S) LAMP

SPN FMI

REASON

EFFECT (Only when fault code is active)

111 Red

S254

629 12

Error internal to the Electronic Control Module (ECM) related to the memory or hardware or internal microprocessor communications failures.

Engine will not start.

113 Yellow

S020

635 3

More than 6.2 amps detected at timing sleeve actuator circuit pin 6 of the engine harness.

No action by the ECM is taken. The engine may have low power outputs, loud combustion noise, and produce black smoke.

114 Yellow

S020

635 4

Less than 1.0 amp is detected at the timing sleeve actuator circuit pin 6 of the engine harness.

No action by the ECM is taken. Engine emits white smoke and loses power.

122 Yellow

P102

102 3

More than 4.72 volts is detected at the intake manifold air pressure sensor signal pin 45 of the engine harness.

Engine power derate to no-air setting.

123 Yellow

P102

102 4

Less than 0.33 volts is detected at the intake manifold air pressure sensor signal pin 45 of the engine harness.

Engine power derate to no-air setting.

131 Red

P091

091 More than 4.20 volts is detected at the throttle position signal 3 or 4 pin 30 of the OEM interface harness.

132 Red

P091

091 Less than 0.13 volts is detected at throttle position signal pin 30 Calibration-dependent power and speed 3 or 4 of the OEM interface harness. derate.

133 Red

P091

091 More than 4.82 volts is detected at the remote throttle position 3 or 4 signal pin 9 of the OEM interface harness.

Calibration-dependent power and speed derate.

134 Red

P091

091 Less than 0.12 volts is detected at the remote throttle position 3 or 4 signal pin 9 of the OEM interface harness.

Calibration-dependent power and speed derate.

135 Yellow

P100

100 More than 4.88 volts is detected at oil pressure sensor signal 3 or 4 pin 33 of the engine harness.

Engine protection for oil pressure is disabled.

141 Yellow

P100

100 Less than 0.31 volts is detected at the oil pressure sensor 3 or 4 signal pin 33 of the engine harness.

Engine protection for oil pressure is disabled.

Calibration-dependent power and speed derate.

143 Blue

P100

100 1

Low oil pressure has been detected. Voltage signal at oil Depending upon calibration, progressive pressure signal pin 33 of the engine harness indicates oil pressure lower than 69 kPa (10 psi) at engine speeds less than power derate and engine shutdown with increasing time after alert. 800 rpm; 155 kPa (22.5 psi) at 1200 rpm; 241 kPa (35 psi) above 1600 rpm.

144 Yellow

P110

110 3

More than 4.95 volts is detected at the coolant temperature signal pin 23 of the engine harness.

Engine protection for coolant temperature is disabled.

145 Yellow

P110

110 4

Less than 0.21 volts is detected at the coolant temperature signal pin 23 of the engine harness.

Engine protection for coolant temperature is disabled.

147 Red

P091

091 8

A frequency of less than 150 Hz has been detected at the frequency throttle signal, pin 14 of the engine harness.

Calibration dependent power and speed derate.

148 Red

P091

091 8

A frequency of more than 400 Hz has been detected. Voltage signal pin 22 indicates coolant temperature above 100°C (212°F).

Calibration dependent power and speed derate.

151 Blue

P110

110 0

Calibration dependent progressive power and High coolant temperature has been detected. Voltage signal at speed derated and engine shutdown as coolant temperature above 100°C (212°F). temperature increases over thresholds.

153 Yellow

P105

105 3

More than 4.88 volts is detected at intake manifold air temperature signal pin 34 of the engine harness.

Engine protection for intake manifold air temperature

154 Yellow

P105

105 4

Less than 0.08 volts is detected at intake manifold air temperature signal pin 34 of the engine harness.

Engine protection for intake manifold air temperature

155 Blue

P105

105 0

High intake air manifold temperature has been detected. Voltage signal at intake manifold air temperature signal pin 34 indicates intake manifold air temperature above 104°C (220°F)

Depending on the calibration, a progressive power and speed derate and engine shutdown as the temperature increases over thresholds.

166 Yellow

S024

733 3

The rack position sensor indicates that the rack position is greater than a calibrated threshold.

No action by the ECM is taken.

D7-4

Engine Electronic Diagnostic System

D07002

FAULT PID (P) CODE SID (S) LAMP

SPN FMI

REASON

EFFECT (Only when fault code is active)

172 Red

S023

638 6

Fuel control rack is stuck in a position commanding excessive fueling to the engine

Engine shutdown

173 Yellow

S023

638 7

Fuel control rack is stuck in a position providing adequate, or less than adequate, fueling to the engine.

No action is taken by the ECM.

184 Red

S233

609 2

Primary and/or secondary ECM identification error.

Module identification at powerup will fail, both modules will run as slaves.

221 Yellow

P108

108 More than 4.78 volts is detected at the ambient air 3 or 4 pressure signal pin 32 of the engine harness.

222 Yellow

P108

108 4

Less than 0.20 volts is detected at the ambient air pressure No action is taken by the ECM. signal pin 32 of the engine harness.

231 Yellow

P109

109 3

More than 4.72 volts is detected at the coolant pressure sensor signal pin 24 of the engine harness.

Engine protection for coolant pressure is disabled.

232 Yellow

P109

109 3

Less than 0.33 volts is detected at the coolant pressure sensor signal pin 24 of the engine harness.

Engine protection for coolant pressure is disabled.

233 Blue

P109

109 1

Low coolant pressure has been detected. Voltage signal at Calibration dependent progressive power and coolant pressure siganl pin 24 of the engine harness indicates coolant pressure lower than 28 kPa (4 psi) at 800 speed derate and engine shutdown with increasing time after alert. rpm; 41 kPa (6psi) at 13000 rpm; 76 kPa (11psi) at 1800 rpm kPa (15 psi) above 2100 rpm.

234 Red

P190

190 0

Engine speed signals on pin 17 of the engine harness indicate an engine speed greater than 2650 rpm.

The EHAB (fuel shutoff valve) is de-energized, (closed). The EHAB (fuel shutoff valve) is reenergized (opened) when engine speed falls below 2130 rpm.

235 Blue

P111

111 1

Low coolant level has been detected. Voltage signal on the coolant level signal pin 37 of the engine harness indicates low radiator coolant level in the vehicle.

Calibration-dependent progressive power and speed derate, and engine shutdown with increasing time after alert.

252 Yellow

P098

098 2

Low voltage detected at the lubricating oil level sensor supply pin 49 of the engine harness.

No action taken by the ECM.

253 Blue

P098

98 1

Voltage signal on the oil level signal pin 49 of the engine harness indicates low oil level in the engine.

Engine will not start.

254 Red

S017

632 4

Less than 16.5 volts detected at fuel shutoff valve solenoid supply pin 43 of the engine harness.

No action is taken by the ECM. Low voltage to the EHAB will cause it to stop fuel flow to teh corresponding pump, and shut down that engine bank.

259 Red

S017

632 7

EHAB (fuel shutoff valve) is open and will not close.

ECM commands rack position to xero, which stops fueling corresponding engine bank.

342 Red

S253

630 13

The primary and secondary ECM calibrations do not match. Engine will not start.

343 Yellow

S254

629 12

Microprocessor communication error internal to the ECM.

Variable; performance will or will not be affected.

346 OFF

S253

630 12

ECM power down internal data store error.

Power down data (which includes maintenance monitoring, current ECM/engine delta times, and past fault data) are lost. Calibration dependent progressive power and speed derate and engine shutdown with increasing time after alert.

No action taken by the ECM.

415 Blue

P100

100 1

Very low oil pressure has been detected. Voltage signal at oil pressure signal pin 33 of the engine harness indicates oil pressure lower than 800 rpm; 121 kPa (17.5 psi) at 1200 rpm; 207 kPa (30 psi) at engine speeds greater than 1600 rpm.

422 Yellow

P111

111 2

Voltage detected simultaneously on both the coolant level high and low signal pins 27 and 37 of the OEM interface harness, or no voltage detected on either pin.

431 Yellow

P091

D07002

No action is taken by the ECM.

Voltage detected simultaneously on both the idle validation, 091,607 off-idle and idle-signal pins 25 and 26 of the OEM interface None on performance. 2 or 4 harness.

Engine Electronic Diagnostic System

D7-5

FAULT PID (P) CODE SID (S) LAMP

SPN FMI

REASON

Engine will not respond to accelerator. Engine will idle only.

EFFECT (Only when fault code is active)

432 Red

P091

091 13

Voltage detected at idle validation on idle signal pin 26 of the OEM harness when voltage at accelerator position signal pin 30 of the OEM harness indicates pedal is not at idle, or voltage detected at idle validation off-idle signal pin 25 of the OEM harness when voltage at accelerator position signal pin 30 of the OEM harness indicates pedal is at rest.

441 Yellow

P168

168 1

Less than 9 volts battery voltage detected at the engine harness.

ECM voltage supply approaching a level at which unpredictable operation will occur.

442 Yellow

P168

168 0

More than 34 volts battery voltage detected at ECM.

ECM damage will occur.

524 Yellow

P113

113 2

Voltage detected at pin 22 of the engine harness is out of range.

Droop setting defaults to switch position "1" (or normal) preprogrammed droop

527 Yellow

S040

702 3

Less than 17 volts detected at solenoid supply pin 41 of the No action is taken by the ECM. engine harness.

528 Yellow

P093

093 3

Voltage detected at pin 39 of the OEM interface harness is out of range.

Torque curve setting defaults to switch position 2 (or lowest) preprogrammed torque curve.

551 Yellow

P091

091 2 or 4

No voltage detected simultaneously on both the idle validation off-idle and idle-signal pins 25 and 26 of the OEM interface harness.

Engine will default to zero percent throttle.

555 Blue

P101

101 0

High crankcase blowby pressure has been detected. Voltage signal at blowby pressure signal pin 25 indicates blowby pressure above 368 mm H20 (14.5 in H20).

Calibration dependent progressive power and speed derate and engine shutdown with increasing time after alert.

719 Yellow

P030

101 3

More than 4.94 volts detected at the blowby pressure sensor signal pin 25 of the engine harness.

Engine protection for blowby flow rate is disabled.

729 Yellow

P101

101 4

Less than 0.29 volts detected at the crankcase blowby pressure sensor signal pin 25 of the engine harness.

Engine protection for blowby flow rate is disabled.

D7-6

Engine Electronic Diagnostic System

D07002

ELECTRICAL SPECIFICATIONS

This diagram is provided as a diagnostic tool for trained, experienced technicians only. Improper troubleshooting or repair can result in severe personal injury or death or property damange. See important instructions in the Shop Manual.

DATA LINK

ALL SHORTS TO GROUND

Resistance between positive/negative wires 55 to 65

No short circuit if more than 100 k

ALL CONTINUITY CHECKS

SHORT CIRCUIT TO EXTERNAL VO

No open circuit if less than 10

No short circuit if less than 1.5 VDC

EHAB (FUEL SHUTOFF VALVE)

RACK ACTUATOR

Internal Resistance 38.5 to 43.5

Coil Resistance 7.0 to 9.0

ESS/EPS VOLTAGE RANGES Low Signal Less than 0.4 VDC High Signal Greater than 4.5 VDC

SENSOR SPECIFICATIONS

OIL OR COOLANT PRESSURE SENSOR Torque = 14 N*m [10 ft - lb]

AMBIENT AIR PRESSURE SENSOR Torque = 23 N*m [17 in - lb]

Pressure (kPa)

Pressure (psi)

Voltage (V)

mmHg

inHg

Voltage (v)

0.39-0.58

259

10.2

1.67-1.99

172

1.39-1.61

517

20.4

3.05-3.29

344

2.39-2.61

621

24.4

3.58-3.82

517

3.39-3.61

776

30.5

4.38-4.62

689

100

4.39-4.61

INTAKE MANIFOLD PRESSURE SENSOR Torque = 14 N*m [10 ft - lb]

ALL TEMPERATURE SENSORS Torque = 14 N*m [10 in - lb]

Pressure (kPa)

Pressure (psi)

Voltage (V)

Altitude (m)

Altitude (ft)

Voltage (v)

0.41-0.59

104

0.43-0.57

1.21-1.39

586

1.62-1.76

138

2.01-2.19

931

135

2.48-2.60

207

2.81-2.99

1276

185

3.32-3.46

276

3.61-3.79

1620

235

4.15-4.33

345

4.41-4.59

1725

250

4.41-4.59

D07002

Engine Electronic Diagnostic System

D7-7

NOTES

D7-8

Engine Electronic Diagnostic System

D07002

HYDRAULIC AND MECHANICAL SYSTEMS TROUBLESHOOTING H-1

Truck does not move . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D8-2

H-2

Truck does not travel smoothly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D8-4

H-3

Lock-up clutch cannot be disengaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D8-4

H-4

Excessive shock when starting or shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D8-4

H-5

Transmission does not shift up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D8-5

H-6

Truck lacks power or speed when moving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D8-6

H-7

Time lag is excessive when starting or shifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . D8-10

H-8

Torque converter oil temperature is high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-12

H-9

Torque converter oil pressure is high

H-10

Front brakes are ineffective, or effective only on one side . . . . . . . . . . . . . . . . . . . . . . . D8-14

H-11

Rear brakes are ineffective, or effective on one side only . . . . . . . . . . . . . . . . . . . . . . . D8-15

H-12

Steering wheel is difficult to turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-16

H-13

Steering wheel inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-17

H-14

Steering wheel vibrates

H-15

Hoist cylinder lacks lifting force (lifting speed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-18

H-16

Hoist cylinders do not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-20

H-17

Excessive dump body hydraulic drift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-22

H-18

Air pressure does not increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-23

D08002

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-13

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-17

Hydraulic and Mechanical Systems Troubleshooting

D8-1

H-1 Truck does not move Ask the operator the following questions: • Did the problem suddenly happen? YES = Internal seizure, damage • When this happened, was there any abnormal noise? YES = Broken part

No. 1

PROBLEM

CAUSE

Abnormal noise from between pump and filter

Truck does not start in any gear range. (Item No. 1 is normal)

Truck starts normally in certain gear range

Truck does not move when oil temperature rises

Low at every gear range

Checks before troubleshooting • Is the transmission oil level correct? • Is the torque converter, transmission input shaft broken? (Check with the transmission input shaft speed sensor.) • Is the drive shaft broken? • Are the brakes dragging?

Transmission oil pressure is low

a. Clogged strainer

Clean

b. Air sucked in at suction side of pump

Repair

a. Defective pump

Replace

b. Drop in pressure of main relief valve (torque converter valve)

Repair or replace

c. Internal transmission damage

Replace

d. Internal torque converter damage

Replace

e. Defective speed sensor

Replace

a. Defective ECMV

Replace

b. Defective transmission clutch seal ring, groove

Replace

c. Seized transmission clutch

Replace

d. Defective speed clutch (oil leak)

Replace

e. Defective shaft seal ring in speed clutch circuit

Replace

f. Internal transmission damage

Replace

g. Defective speed sensor

Replace

a. Defective pump

Replace

b. Defective transmission clutch seal ring, groove

Replace

c. Defective speed clutch (oil leak)

Replace

d. Defective shaft seal ring in speed clutch circuit

Replace

a. Clogged strainer

Clean

b. Air sucked in at suction side of pump

Repair

c. Drop in pressure of main relief valve (torque converter valve)

Repair or replace

a. Defective ECMV

Replace

Becomes lower at b. Defective transmission clutch seal ring, groove certain speed range c. Defective speed clutch (oil leak)

Replace

d. Defective shaft seal ring in speed clutch circuit

Replace

a. Clogged strainer

Clean

b. Air sucked in at suction side of pump

Repair Replace

Indicator is unstable and fluctuates excessively

REMEDY

Replace

When pressure pickup port plug is removed and engine is cranked, no oil comes out.

a. Pump does not turn (defective PTO)

Modulation pressure is abnormal

a. Defective ECMV

Replace

Hydraulic pressure at pump outlet port is low

a. Drop in pressure of main relief valve (torque converter valve)

Repair or replace

D8-2

Hydraulic and Mechanical Systems Troubleshooting

D08002

CLUTCH GEAR RANGE

L (rotating)

4th (rotating)

3rd

2nd

1st

R N F1 F2 F3 F4 F5 F6 F7

CLUTCH COMBINATION TABLE

D08002

Hydraulic and Mechanical Systems Troubleshooting

D8-3

H-2 Truck does not travel smoothly (truck jerks) • Transmission hunts. • Lock-up lamp flashes. CAUSE

REMEDY

Drop in main relief pressure

Refer to H-6

Worn clutch seal ring

H-3

Lock-up clutch cannot be disengaged (engine stalls)

Checks before troubleshooting • Is the level in transmission case correct? No.

PROBLEM

CAUSE

REMEDY

a. Improper operation of lock-up solenoid valve

Replace

b. Improper operation of lock-up valve

Clean or Replace Replace

Lock-up pressure does not drop to “0”

Lock-up clutch is not disengaged even when lock-up pressure is “0”

a. Seized lock-up clutch

Operation of lock-up valve is normal

a. Improper operation of lock-up solenoid valve

Replace

a. Improper operation of lock-up valve

Clean or Replace

Operation of lock-up solenoid valve is normal

H-4

Excessive shock when starting to move or shifting

Determining Standard There is some shock, but it is difficult to determine if the shock is excessive or not, so determine if it is excessive in the following cases: • It is clear that the shock has suddenly become excessive. • The shock is excessive compared with other trucks of the same model. Cause • Improper operation due to dirt in the ECMV pressure control valve spool or flow detector valve spool. Improper operation of the of the ECMV proportional solenoid. • Improper operation due to dirt in the in the pressure control valve spool.

D8-4

Hydraulic and Mechanical Systems Troubleshooting

D08002

H-5 Transmission does not shift up a. Does not shift up • Shifts on downhill slopes. CAUSE

REMEDY

Slipping or damaged torque converter lock-up clutch

Repair or replace

NOTE: The above is the most probable cause, but for details, see “Torque converter lock-up does not engage”.

b. Does not shift up CAUSE

REMEDY

Improper operation of ECMV for clutch which does not shift up

Clean, repair, or replace

Defective piston seal ring, defective groove for clutch which does not shift up Drop in main relief pressure

Replace Adjust, clean, repair, or replace

CLUTCH GEAR RANGE

L 4th (rotating) (rotating)

3rd

2nd

1st

R N F1 F2 F3 F4 F5 F6 F7

CLUTCH COMBINATION TABLE

D08002

Hydraulic and Mechanical Systems Troubleshooting

D8-5

H-6 Truck lacks power or speed when moving a. Problems at all gear ranges Checks before troubleshooting • Is the oil level in the transmission case correct? • Is there any external oil leakage from the piping or valve connections? • Is the parking brake, service brake, or retarder dragging? Checking for problems • Engine high idle speed • Torque converter stall speed • Truck speed • Transmission clutch pressure • Torque converter lock-up pressure • Main relief pressure. No. 1

PROBLEM Abnormal noise from between pump and filter

Torque converter stall speed is high

Torque converter stall speed is low

Transmission pressure is low 5

CAUSE

REMEDY

a. Clogged strainer

Clean

b. Air sucked in at suction side of pump

Repair

a. Defective pump

Replace

b. Drop in pressure of main relief valve (torque converter valve)

Adjust, repair, or replace

c. Defective operation of torque converter relief valve, weak spring

Adjust or replace

d. Cooler, piping beyond torque converter outlet port damaged

Repair or replace

e. Internal torque converter damage (turbine rivet broken)

Replace

a. Drop in engine performance

Repair

b. Defective torque converter stator clutch

Replace

a. Clogged strainer

Clean

Low at every gear range

b. Defective pump

Replace

Indicator is unstable and fluctuates excessively

a. Clogged strainer

Clean

b. Air sucked in at suction side of pump

Repair

Low after entering torque converter lock-up Hydraulic pressure at torque converter inlet port is low (items 4 - 6 normal)

c. Drop in pressure of main relief valve (torque converter valve)

Adjust, repair, or replace

a. See “Torque converter lock-up does not engage” a. Defective operation of torque converter relief valve, weak spring

Adjust or replace

b. Cooler, piping beyond torque converter outlet port damaged

Repair or replace Repair or replace

Hydraulic pressure at torque converter outlet port is low (item 7 normal)

a. Cooler, piping beyond torque converter outlet port damaged

Iron and aluminum particles stuck to strainer and drain plug of transmission case.

a. Defective torque converter stator clutch

Replace

b. Internal torque converter damage (turbine rivet broken)

Replace Adjust, repair, or replace

Hydraulic pressure at pump outlet port is low

a. Drop in pressure of main relief valve (torque converter valve)

When oil temperature rises, oil pressure drops

a. Defective pump

D8-6

Hydraulic and Mechanical Systems Troubleshooting

Replace

D08002

b. Torque converter lock-up does not engage Ask the operator the following questions: • Did the problem suddenly happen? YES = Internal seizure, damage • When this happened, was there any abnormal noise? Yes = Broken part Checks before troubleshooting • Is the oil level in the transmission case correct? • Is there any external oil leakage? • Is current flowing to the lock-up solenoid? (Check using a voltmeter.) Checking for problems: • Main relief pressure • Lock-up oil pressure • Truck speed

No.

PROBLEM

CAUSE

REMEDY

a. Drop in main relief valve pressure

Repair or replace

b. Defective lock-up solenoid

Repair or replace

a. Improper operation of lock-up solenoid valve spool

Repair or replace

b. Improper operation of lock-up valve spool

Repair or replace

Main relief pressure is low

With item 1 normal, lock-up pressure is low or “0”

c. Cracked lock-up clutch case

Replace

Solenoid is normal in item 2 (proper continuity, no short circuit)

a. Improper operation of lock-up valve spool

Repair or replace

Solenoid is defective in item 2 (no continuity or short circuit)

a. Improper operation of lock-up solenoid valve spool

Repair or replace

With items 1 - 4 normal, lock-up pressure is low

a. Worn lock-up clutch piston seal ring

Replace

Oil pressure is normal in item 5

Lock-up pressure is low and main pressure is also low a. Cracked lock-up clutch case

Lock-up requires excessive time to engage

D08002

b. Worn lock-up clutch disc

Replace

a. Worn lock-up clutch disc

Replace Replace

a. Improper operation of lock-up valve spool

Repair or replace

b. Worn lock-up clutch piston seal ring

Replace

Hydraulic and Mechanical Systems Troubleshooting

D8-7

c)-1 Problems in some gear ranges (troubleshooting without using shift checker) Checks before troubleshooting • Is the oil level in the transmission case correct? • Is the parking brake, service brake, or retarder dragging? Checking for problems • Truck travel speed

No.

TRANSMISSION CONTROLLER SELF-DIAGNOSTIC DISPLAY

PROBLEM

(1) F1 is normal, but F2 is defective

2.5

3.5

4.5

1 Returns to normal when replaced (2) with any ECMV except 2nd. (1) F2 is normal, but F1 is faulty

2.4

3.4

4.4

5.4

2 (2)

Returns to normal when replaced with any ECMV except 1st.

(1)

F1 and F2 are normal, but F3 is faulty

3 (2)

Returns to normal when replaced with any ECMV except H.

(1)

F1, F2, and F3 are normal, but F4 is faulty

4 (2)

2.2

2.6

3.2

3.6

4.2

4.6

5.2

5.6

Returns to normal when replaced with any ECMV except 3rd.

(1) F1 - F5 are normal, but F6 is faulty

2.7

3.7

4.7

5.7

5 (2)

Returns to normal when replaced with any ECMV except 4th.

(1)

F3, F5, and F7 are normal, but others are faulty

6 (2)

2.3

3.3

4.3

5.3

Returns to normal when replaced with any ECMV except 3rd.

(1) Only R is faulty

2.8

7 Returns to normal when replaced (2) with any ECMV except 3rd.

3.8

4.8

5.8

CAUSE

REMEDY

a. 2nd clutch disc worn or seized, seal ring worn

Replace

b. Improper operation of 2nd clutch ECMV

Replace

a. Improper operation of 2nd clutch ECMV

Replace

a. 1st clutch disc worn or seized, seal ring worn

Replace

b. Improper operation of 1st clutch ECMV

Replace

a. Improper operation of 1st clutch ECMV

Replace

a. H clutch disc worn or seized, seal ring worn

Replace

b. Improper operation of H clutch ECMV

Replace

a. Improper operation of H clutch ECMV

Replace

a. 3rd clutch disc worn or seized, seal ring worn

Replace

b. Improper operation of 3rd clutch ECMV

Replace

a. Improper operation of 3rd clutch ECMV

Replace

a. 4th clutch disc worn or seized, seal ring worn

Replace

b. Improper operation of 4th clutch ECMV

Replace

a. Improper operation of 4th clutch ECMV

Replace

a. L clutch disc worn or seized, seal ring worn

Replace

b. Improper operation of L clutch ECMV

Replace

a. Improper operation of L clutch ECMV

Replace

a. R clutch disc worn or seized, seal ring worn

Replace

b. Improper operation of R clutch ECMV

Replace

a. Improper operation of R clutch ECMV

Replace

NOTE: > Remove all dirt and mud from around the ECMV, and clean it before replacing. > After replacing, tighten ECMV mounting bolts to 2.8 - 3.5 kg.m (20 - 25 ft. lbs) torque

D8-8

Hydraulic and Mechanical Systems Troubleshooting

D08002

CLUTCH GEAR RANGE

L 4th (rotating) (rotating)

3rd

2nd

1st

R N F1 F2 F3 F4 F5 F6 F7

CLUTCH COMBINATION TABLE

D08002

Hydraulic and Mechanical Systems Troubleshooting

D8-9

H-7 Time lag is excessive when starting to move, or shifting gear Checks before troubleshooting • Is the oil level in the transmission case correct? • Is there any external oil leakage from the piping or valve joints? • Is operation of control valve normal? Checking for problems • Refer to “Standard Value Tables” to check if the time lag is actually excessive.

No. 1

3 4

PROBLEM Noise comes from pump There is a time lag when transmission is placed in any speed range F1 is normal, but there is time lag when shifting to F2 F2 is normal, but there is time lag when shifting to F1

CAUSE

REMEDY

a. Clogged strainer

Clean

b. Air sucked in at suction side of pump

Repair

a. Clogged strainer

Clean

b. Defective pump

Repair or replace

a. 2nd clutch disc worn or defective seal ring, worn groove

Replace

b. Improper operation of 2nd clutch ECMV

Replace

a. 1st clutch disc worn or defective seal ring, worn groove

Replace

b. Improper operation of 1st clutch ECMV

Replace

F1 and F2 are normal, but there is time lag when shifting to F3

a. H clutch disc worn or defective seal ring, worn groove

Replace

b. Improper operation of H clutch ECMV

Replace

F1, F2 and F3 are normal, but there is time lag when shifting to F4

a. 3rd clutch disc worn or defective seal ring, worn groove

Replace

b. Improper operation of 3rd clutch ECMV

Replace

a. Speed clutch oil leak

Repair

8 9

D8-10

F1 - F5 are normal, but there is time lag when shifting to F6

F3, F5 and F7 are normal, but there is time lag when in other speed ranges There is a time lag in R

Transmission modulating pressure low when placed in any gear range

Torque converter oil temperature goes above operating range

b. Defective shaft seal ring in speed clutch circuit

Replace

c. 4th clutch disc worn or defective seal ring, worn groove

Replace

d. Improper operation of 4th clutch ECMV

Replace

a. L clutch disc worn or defective seal ring, worn groove

Replace

b. Improper operation of L clutch ECMV

Replace

a. R clutch disc worn or defective seal ring, worn groove

Replace

b. Improper operation of R clutch ECMV

Replace

a. Clogged strainer

Clean

b. Air sucked in at suction side of pump

Repair

c. Defective pump

Repair or replace

d. Drop in main relief valve pressure

Repair or replace

a. Clogged strainer

Clean

b. Air sucked in at suction side of pump

Repair

c. Defective pump

Repair or replace

Hydraulic and Mechanical Systems Troubleshooting

D08002

CLUTCH GEAR RANGE

L 4th (rotating) (rotating)

3rd

2nd

1st

R N F1 F2 F3 F4 F5 F6 F7

CLUTCH COMBINATION TABLE

D08002

Hydraulic and Mechanical Systems Troubleshooting

D8-11

H-8 Torque converter oil temperature is high Ask the operator the following questions: • Does the oil temperature go up when torque converter is stalled and go down when torque converter is not stalled? Yes = Normal (incorrect selection of speed range) Checks before troubleshooting • Is oil level in transmission or steering case normal? Checking for problems • Use “Standard Value Table” to determine if torque converter oil temperature is actually high.

> NOTE: If oil temperature is normal but oil temperature gauge on truck goes above operating range, the gauge is defective and should be replaced.

No. 1

PROBLEM

CAUSE

Pump makes abnormal noise when oil temperature is a. Clogged strainer low b. Air sucked in at suction side of pump

REMEDY Clean Repair

High idle and low idle speeds are low

a. Oil leakage inside torque converter (defective seal ring, loose bolt, crack in pump, turbine)

Repair or replace

Torque converter outlet port oil pressure is low

a. Oil leakage inside torque converter (defective seal ring, loose bolt, crack in pump, turbine)

Repair or replace

Torque converter inlet port oil pressure is low

a. Defective torque converter relief valve

Repair or replace

Transmission modulating pressure is low

Excessive leakage inside torque converter

a. Clogged strainer

Clean

b. Air sucked in at suction side of pump

Repair

c. Defective pump

Replace

a. Oil leakage inside torque converter (defective seal ring, loose bolt, crack in pump, turbine)

Repair or replace

NOTE: If troubleshooting shows all above items are normal, the pump filter is clogged and should be replaced.

D8-12

Hydraulic and Mechanical Systems Troubleshooting

D08002

H-9

Torque converter oil pressure is low

Checks before troubleshooting • Is oil level in transmission case correct? • Is there any external oil leakage from the piping or valve joints? Checking for problems • Pump outlet port oil pressure

No.

PROBLEM

CAUSE a. Clogged hydraulic pump suction strainer or suction of air into circuit

Noise comes from pump

Oil pressure is low between pump and relief valve

REMEDY Clean

a. Defective hydraulic pump

Repair or replace

a. Drop in pressure of torque converter relief valve

Repair or replace

Torque converter inlet port pressure is low

b. Excessive leakage inside torque converter

Repair or replace

Transmission and lock-up pressures are normal, but torque converter inlet pressure is low

a. Excessive leakage inside torque converter

Repair or replace

When pressure of torque converter relief valve is raised, relief pressure becomes high

a. Drop in pressure of torque converter relief valve

Repair or replace

D08002

Hydraulic and Mechanical Systems Troubleshooting

D8-13

H-10 Front brakes are ineffective, or effective only on one side Checks before troubleshooting • Is oil level in the brake tank correct? • Is there air in the brake oil? • Is there external oil leakage between the brake chamber and wheel cylinder? • Is the air pressure within the operating range? Checking for problems • Air pressure • Brake chamber outlet port pressure

No.

PROBLEM

Oil pressure at master cylinder outlet port is low (outlet port hose disconnected)

Air pressure at brake chamber inlet port is normal

Air pressure at brake chamber inlet port is low

CAUSE a. Defective brake valve

Repair or replace

b. Defective relay valve

Repair or replace

c. Clogged, crushed tube between relay valve and brake chamber

Repair or replace

d. Defective brake chamber seal

Replace

a. Defective brake chamber seal

Replace

b. Clogged, crushed tube between relay valve and brake chamber

Repair or replace

a. Defective brake valve

Repair or replace

b. Defective relay valve

Repair or replace

c. Clogged, crushed tube between relay valve and brake chamber

Repair or replace

Air leakage from brake chamber

a. Defective brake chamber seal

Items 1-4 are normal, but there is lack of hydraulic pressure in wheel cylinder

a. Clogged, crushed tube between relay valve and brake chamber

Items 1-5 are normal, but brake is ineffective or braking effect is poor

a. Excessive brake disc wear

D8-14

REMEDY

Hydraulic and Mechanical Systems Troubleshooting

Replace Repair or replace Replace

D08002

H-11 Rear brakes are ineffective, or effective on one side only Checks before troubleshooting • Is there air in the brake oil circuit? • Is the transmission oil level correct? • Is there external oil leakage between the brake chamber and brake? • Is the air pressure within the operating range? Checking for problems • Air pressure • Brake chamber outlet port pressure

No.

PROBLEM

Oil pressure at master cylinder outlet port is low (outlet port hose disconnected)

CAUSE a. Defective brake valve

Repair or replace

b. Defective relay valve

Repair or replace

c. Clogged, crushed tube between relay valve and brake chamber

Repair or replace

d. Defective brake chamber seal e. Defective operation of master cylinder, worn packing 2

Air pressure at brake chamber inlet port is normal

Air pressure at brake chamber inlet port is low

REMEDY

a. Defective brake chamber seal

Replace Repair or replace Replace

b. Defective operation of master cylinder, worn packing

Repair or replace

a. Defective brake valve

Repair or replace

b. Defective relay valve

Repair or replace

c. Clogged, crushed tube between relay valve and brake chamber

Repair or replace

Air leakage from brake chamber

a. Defective brake chamber seal

Items 1 - 4 are normal, but slack adjuster outlet pressure is low

a. Defective slack adjuster operation

Items 1 - 5 are normal, but but brake piston pressure is low

a. Worn piston seal ring

Excessive contamination of cooling oil

a. Excessive brake disc wear

Replace

a. Worn piston seal ring

Replace

b. Defective floating seal between brake cooling chamber and final drive

Replace

Oil level in final drive case rises

Replace Repair or replace Replace

In item 7, brake piston oil pressure is normal

a. Defective floating seal between brake cooling chamber and final drive

Replace

Items 1 - 5 are normal, but brake is ineffective or braking effect is poor.

a. Excessive brake disc wear

Replace

D08002

Hydraulic and Mechanical Systems Troubleshooting

D8-15

H-12 Steering wheel is difficult to turn Checks before troubleshooting • Is the oil level in the hydraulic tank correct? • Is there any external oil leakage between the pump and steering valve? • Is the steering wheel play correct? Checking for problems • Operating effort of steering wheel • Time required to turn the steering wheel from lock to lock • Relief pressure of steering circuit

No. 1

PROBLEM Circuit pressure is too high at engine low idle or pressure rises to relief pressure

Relief pressure in steering circuit is too low

CAUSE a. Defective check valve in demand valve

Hoist force is also low

Repair or replace

a. Crushed suction tube

Repair

b. Air sucked in at suction end

Repair

c. Clogged strainer

Clean

d. Defective steering pump

Replace

e. Defective hoist pump

Replace

f. Drop in demand valve relief valve pressure or defective seal

REMEDY

Adjust, repair, or replace

g. Defective steering cylinder

Replace

a. Crushed suction tube

Repair

b. Air sucked in at suction end

Repair

c. Clogged strainer

Clean

d. Defective steering pump

Replace

e. Defective hoist pump

Replace

f. Drop in demand valve relief valve pressure or defective seal

Adjust, repair, or replace Adjust, repair, or replace

Item 3 is normal and sound of oil blowing through relief valve is heard

a. Drop in demand valve relief valve pressure or defective seal

Relief pressure is low at end of cylinder stroke (items 1 - 4 are normal)

a. Defective steering cylinder

Abnormal noise comes from between pump and filter

a. Air sucked in at suction end

Repair

a. Defective steering cylinder

Replace

When steering wheel is turned to right (left) oil flows out continuously when hose on opposite side is removed

b. Defective steering valve

Repair or replace

a. Crushed suction tube

Repair

8 9

Condition is normal at engine low idle Pump volume is too low

Item 3 is normal, but speed is slow

Excessive play in steering wheel

D8-16

Replace

b. Clogged strainer

Clean

a. Defective steering pump

Replace

b. Defective hoist pump

Replace

a. Defective demand valve spool operation or stuck spool

Repair

b. Defective steering valve

Repair or replace

a. Defective steering valve

Repair or replace

Hydraulic and Mechanical Systems Troubleshooting

D08002

H-13 Steering wheel is inoperative Checks before troubleshooting • Is the hydraulic tank oil level correct? • Is there any external oil leakage between the pump and steering valve? • Is the steering wheel play correct? Checking for problems • Relief pressure No.

PROBLEM

Hoist cylinder also does not work

CAUSE

REMEDY

a. Crushed suction tube

Repair

b. Air sucked in at suction end

Repair

c. Clogged strainer

Clean

d. Defective steering pump

Replace

e. Defective hoist pump

Replace

f. Drop in demand valve relief valve pressure or defective seal g. Improper operation of demand valve spool or stuck spool

Adjust, repair, or replace Repair

No oil comes out when pressure pickup port plug and a. Defective pump drive (PTO) engine is cranked

Repair

Circuit pressure is too high at engine low idle, or pressure rises to relief pressure (item 2 normal)

a. Improper operation of demand valve check valve

Repair

a. Improper operation of demand valve spool or stuck spool

Repair

Hoist is normal

b. Improper operation of demand valve check valve

Repair

c. Defective steering cylinder

Replace

d. Defective steering valve

Replace

a. Drop in demand valve relief valve pressure or defective seal Relief pressure is low at end of cylinder stroke (item 4 normal) b. Defective steering cylinder c. Defective steering valve

Adjust, repair, or replace Replace Replace

Item 5 is normal and sound of oil blowing through relief valve is heard

a. Drop in demand valve relief valve pressure or defective seal

Abnormal noise comes from between pump and filter

a. Air sucked in at suction end

Repair

Steering wheel operates when engine is at low idle

a. Crushed suction tube

Repair

b. Clogged strainer

Clean

a. Defective steering cylinder

Replace

a. Defective steering pump

Replace

b. Defective hoist pump

Replace

a. Defective steering valve

Replace

When steering wheel is turned to right (left) and hose on opposite side is removed, rod does not move, but oil flows out.

Pump volume is too low

Excessive play in steering wheel

Adjust, repair, or replace

H-14 Steering wheel vibrates CAUSE Air in hydraulic oil

Clean

Air leakage inside steering cylinder

D08002

REMEDY Repair or replace

Hydraulic and Mechanical Systems Troubleshooting

D8-17

H-15 Hoist cylinder lacks lifting force (lifting speed) Checks before troubleshooting • Is the hydraulic tank oil level correct? • Is the control lever actuation normal? • Is the control cable corroded? • When the cable is disconnected at the hoist valve end, does the control lever move normally? • Is there any external oil leakage between the pump and cylinder? Checking for problems • Relief pressure • Body lifting speed

No.

PROBLEM

CAUSE a. Air sucked in at suction side of pump

Steering wheel is also difficult to turn

Clean

c. Crushed suction tube

Repair

d. Drop in performance of hydraulic pump

Replace

f. Drop in demand valve relief valve pressure or defective seal

Steering wheel is normal

Item 1 is defective and hoist circuit relief pressure is low

Repair

b. Clogged strainer

e. Drop in performance of steering pump

REMEDY

Replace Adjust, clean or replace

a. Improper operation of demand valve spool or stuck spool

Repair

b. Improper operation of demand valve check valve

Repair

c. Drop in hoist valve relief valve pressure or defective seal

Adjust or replace

d. Drop in hoist valve safety valve pressure or defective seal

Adjust or replace

e. Defective hoist valve suction valve seal

Clean or adjust

f. Improper hoist valve check valve operation

Repair

g. Defective hoist cylinder

Replace

a. Air sucked in at suction side of pump

Repair

b. Clogged strainer

Clean

c. Crushed suction tube

Repair

d. Drop in performance of hydraulic pump

Replace

e. Drop in performance of steering pump

Replace

f. Drop in demand valve relief valve pressure or defective seal

Adjust, clean or replace Adjust, clean or replace

Item 3 is abnormal and the sound of oil blowing through relief valve is heard

a. Drop in demand valve relief valve pressure or defective seal

Hoist circuit pressure is too high at engine high idle (items 1 - 4 are normal)

a. Improper operation of demand valve check valve

Repair

b. Improper hoist valve check valve operation

Repair

Only hoist circuit relief pressure is low

a. Drop in hoist valve relief valve pressure or defective seal Adjust or replace b. Defective hoist cylinder

D8-18

Hydraulic and Mechanical Systems Troubleshooting

Replace

D08002

No.

PROBLEM

Item 6 is abnormal and the sound of oil blowing through relief valve is heard

Dump body rises irregularly

Pump volume is low

Excessive hoist cylinder hydraulic drift

CAUSE

a. Drop in hoist valve relief valve pressure or defective seal Adjust or replace a. Crushed suction hose

Repair

a. Drop in performance of hydraulic pump

Replace

b. Drop in performance of steering pump

Replace

a. Drop in hoist valve safety valve pressure or defective seal

Adjust or replace

b. Defective hoist valve suction valve seal

Clean or adjust

c. Defective hoist cylinder

Replace

a. Drop in hoist valve safety valve pressure or defective seal

Adjust or replace

b. Defective hoist valve suction valve seal

Clean or adjust

External leakage of oil from valve (tank cover removed)

Items 1 - 9 are normal, but dump body lifting speed is a. Improper operation of demand valve spool or stuck slow spool

Abnormal noise from between pump and filter

D08002

REMEDY

Repair

a. Air sucked in at suction side of pump

Repair

b. Drop in performance of hydraulic pump

Replace

Hydraulic and Mechanical Systems Troubleshooting

D8-19

H-16 Hoist cylinders do not operate Ask the operator the following questions: • Did the problem suddenly happen? YES = Seizure, damage to equipment • Had drop in lifting speed or other symptoms appeared before? YES = Worn parts, deteriorated spring, etc. Checks before troubleshooting • Is the oil level in the hydraulic tank correct? • Is the operation of the control levers normal? • When the cable is disconnected at the hoist valve end, does the control lever move normally? Checking for problems • Relief pressure No. 1

PROBLEM

CAUSE

No oil comes out of pressure pickup port when plug is a. Pump does not turn (defective PTO) removed and engine is cranked

Repair

a. Pump does not turn (defective PTO)

Repair

b. Crushed pump suction tube

Repair

Steering also does not work

c. Clogged strainer

Clean

d. Defective hydraulic pump

Replace

e. Defective steering pump

Replace

f. Drop in demand valve relief valve pressure or defective seal

Adjust, repair, or replace

a. Defective demand valve spool operation or stuck spool

Repair

b. Defective demand valve check valve

Steering is normal, only hoist is inoperative

c. Drop in hoist valve relief pressure or defective seal d. Drop in hoist valve safety valve pressure or defective seal

Adjust, repair, or replace

e. Defective hoist valve suction valve seal

Repair or replace

f. Defective hoist valve check valve

Repair or replace

a. Defective demand valve check valve

In item 2, hoist circuit relief pressure is low

D8-20

Replace Repair

b. Drop in hoist valve relief pressure or defective seal

Adjust, repair, or replace

c. Drop in hoist valve safety valve pressure or defective seal

Adjust, repair, or replace

d. Defective hoist valve suction valve seal

Repair or replace

e. Defective hoist valve check valve

Repair or replace

f. Defective hoist cylinder Item 4 is abnormal and the sound of oil blowing through relief valve is heard

Repair Adjust, repair, or replace

g. Defective hoist cylinder

REMEDY

a. Drop in demand valve relief valve pressure or defective seal

Hydraulic and Mechanical Systems Troubleshooting

Replace Adjust, repair, or replace

D08002

No.

PROBLEM

Only hoist circuit relief pressure is low at engine high idle

CAUSE a. Drop in hoist valve relief pressure or defective seal

Adjust, repair, or replace

b. Drop in hoist valve safety valve pressure or defective seal

Adjust, repair, or replace

c. Defective hoist valve suction valve seal

Repair or replace

d. Defective hoist cylinder 7

Item 4 is abnormal and the sound of oil blowing through relief valve is heard

Hoist circuit pressure is too high at engine low idle or pressure rises to relief pressure (items 1 - 5 are normal)

9 10

Works when engine is at low idle Pump volume is low When hoist lever is moved to RAISE, and hose on opposite side is removed, cylinder does not move, but oil comes out

D08002

REMEDY

a. Drop in hoist valve relief pressure or defective seal a. Defective demand valve check valve b. Defective hoist valve check valve

Replace Adjust, repair, or replace Repair Repair or replace

a. Crushed pump suction tube

Repair

b. Clogged strainer

Clean

a. Defective hydraulic pump

Replace

b. Defective steering pump

Replace

a. Defective hoist cylinder

Replace

Hydraulic and Mechanical Systems Troubleshooting

D8-21

H-17 Excessive dump body hydraulic drift Checks before troubleshooting • When the control lever cable is disconnected at the valve end, does the hydraulic drift come within the standard range? YES = Cable is corroded or needs lubrication Checking for problems • Hydraulic drift of cylinder

No.

PROBLEM

When engine is stopped and control lever is moved to RAISE, hydraulic drift becomes excessive

2 3

D8-22

When engine is stopped, with body fully raised and the head piping is removed

CAUSE

Oil continues to flow out

a. Defective hoist cylinder piston ring b. Defective hoist valve a. Defective hoist cylinder piston ring

b. Defective suction valve seal Oil does not continue to flow out c. Defective valve spool seal

Hydraulic and Mechanical Systems Troubleshooting

REMEDY Replace Repair or replace Replace Repair or replace Replace

D08002

H-18 Air pressure does not increase (low-pressure buzzer does not turn off. Air pressure does not increase to green range.) Checks before troubleshooting • Is the air gauge normal? • Is there any air leakage from air piping?

No. 1

PROBLEM When compressor outlet port is removed, no air comes out

CAUSE

REMEDY

a. Defective compressor

Replace

b. Defective unloader valve

Repair or replace

There is no change even after unloader valve is disassembled and cleaned

a. Defective compressor

Replace

Pressure rises when hose between governor and unloader valve is removed

a. Defective governor

Adjust or replace

Compressor is overheating

a. Crushed tube between compressor and air tank

Repair or replace

Even when pressure gauge indicator rises to green range, buzzer does not stop (pressure gauge is normal)

a. Defective low-pressure switch

Replace

Air pressure does not rise, but air blows out from safety valve

a. Defective safety valve

Replace

D08002

Hydraulic and Mechanical Systems Troubleshooting

D8-23

NOTES

D8-24

Hydraulic and Mechanical Systems Troubleshooting

D08002

SECTION F TRANSMISSION INDEX

TORQUE CONVERTER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-2 Main Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-7 Torque Converter Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-7 Lock Up Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9 Hydraulic Pressure of the Torque Converter . . . . . . . . . . . . . . . . . . . . . . . F2-12 Torque Converter Stall Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F2-14 TRANSMISSION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F2-15 ECMV (Electronic Control Modulation Valve) . . . . . . . . . . . . . . . . . . . . . . F2-19 Lubrication Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F2-29 TRANSMISSION Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F2-30 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F2-32 TRANSMISSION FILTER Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F2-34 TRANSMISSION OIL COOLER Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1 TRANSMISSION OIL STRAINER Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1 TORQUE CONVERTER CONTROL VALVE Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-2 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3

DRIVELINES & U-JOINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1 AUTOMATIC SHIFT CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1 TRANSMISSION SHIFT CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . F6-1 Power Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1 Braking Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1 Lock-Up and Engine Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1 Transmission Speeds Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1 Self Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-2

F01010 3/99

Index

F1-1

RANGE SELECTOR POSITIONS AND AUTOMATIC GEAR SHIFTING RANGES . . . F6-4 Transmission Operation Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-4 AUTOMATIC GEAR SHIFTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-5 Automatic Shifting Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-5 Safety Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-7 TRANSMISSION RANGE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . F6-8 SENSORS, SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-9 TRANSMISSION TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . F6-12

F1-2

Index

F01010 3/99

TRANSMISSION The 330M Truck utilizes a remote mounted, 7 speed transmission. The TORQFLOW transmission (8, Figure 2-1) consists of a water-cooled, 3-element, singlestage, two phase torque converter (7) and a planetary-gear, multiple-disc clutch transmission which is hydraulically actuated and pressure lubricated for optimum heat dissipation. A rubber dampened drive line adapter (2), coupling the engine to the transmission and torque converter, reduces harmful engine shock and vibration to the transmission. A lockup system, consisting of a wet, double-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 (range selector position, accelerator, etc.) and various sensors and switches monitoring speeds and operating conditions. The transmission oil supply is filtered through a washable strainer located in the transmission sump and by external, replaceable elements located at the front of the hydraulic tank. The transmission filter element should be replaced at 500 hour intervals, or sooner, if the warning light indicates high restriction. Refer to Section "P", Lubrication And Service. The transmission oil should be drained, and the strainer removed and cleaned, every 1000 hours of operation.

FIGURE 2-1. POWER TRAIN 1. Engine 2. Driveline Adapter 3. Front Drive Shaft 4. Steering and Hoist Pump 5. Brake Cooling Pump 6. Torque Converter Transmission Pump 7. Torque Converter

F02016 11/98

8. Transmission 9. Rear Drive Shaft 10. Parking Brake 11. Differential Gear 12. Drive Shaft 13. Brakes 14. Planetary Gears

Transmission

F2-1

TORQUE CONVERTER The torque converter is a 3-element, single-stage, two phase torque converter with lockup clutch. A water-tooil type oil cooler is utilized to dissipate heat from the oil supply. Stall ratio: . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4:1.

FIGURE 2-3. TORQUE CONVERTER HOUSING

FIGURE 2-2. TORQUE CONVERTER DRIVE 1. Gear (63 Teeth) 4. Steering and Hoist 2. Gear (53 Teeth) Pump Drive 3. Brake Cooling 5. Torque Converter and Pump Drive Transmission Charge Pump Drive

F2-2

1. Torque Converter A. From Pump Outlet Temperature B. To Transmission Test Port Shift Valve 2. Torque Converter C. To Transmission Outlet Pressure Test Lubrication Port 3. Solenoid Valve 4. Torque Converter Valve

Transmission

F02016 11/98

TORQUE CONVERTER

FIGURE 2-4. TORQUE CONVERTER 1. Front Housing 2. Lockup Clutch Housing 3. Lockup Clutch Piston 4. Disc 5. Plate 6. Turbine

F02016 11/98

7. Drive Case 8. Stator 9. Pump 10. Rear Housing 11. Stator Shaft 12. Retainer

Transmission

13. Drain Plug 14. One-way Clutch 15. Gear (56 Teeth) 16. Input Shaft 17. Coupling

F2-3

TORQUE CONVERTER VALVE

FIGURE 2-5. TORQUE CONVERTER VALVE (External View)

FIGURE 2-6. TORQUE CONVERTER VALVE (Internal components)

A: Lockup Pressure Port B: Main Pressure Port C: Torque Converter Inlet Pressure Port

1. Piston 2. Piston 3. Spool (Lockup Valve) 4. Spool (Main Relief Valve) 5. Piston 6. Spring 7. Body 8. Spool (Torque Converter Relief Valve) 9. Piston 10. Spring 11. Piston 12. Spring

F2-4

Transmission

F02016 11/98

TORQUE CONVERTER AND TRANSMISSION HYDRAULIC PIPING

FIGURE 2-7. TORQUE CONVERTER AND TRANSMISSION PIPING 1. Torque Converter Valve 2. Transmission

F02016 11/98

3. Breather 4. Transmission Oil Filter

Transmission

5. Hydraulic Pump (SAR4-160) 6. Torque Converter Oil Cooler

F2-5

HYDRAULIC PUMP Torque converter and transmission

Volume: . . . . . . . . . . . . . . 162.2 cc/rev (0.042 gpr) Maximum Pressure: . . . . . 210 kg/cm2 (3000 psi) Maximum Speed: . . . . . . . . . . . . . . . . . . . 2200 rpm

FIGURE 2-8. HYDRAULIC PUMP

1. Drive Gear 2. Bracket 3. Oil Seal 4. Side Plate

F2-6

5. Gear Case 6. Cover 7. Driven Gear

Transmission

F02016 11/98

MAIN RELIEF VALVE Function The main relief valve maintains the main hydraulic pressure of the transmission valve, lockup valve, and pilot pressure.

Operation The oil from the hydraulic pump enters port (A, Figure 2-9), then passes through orifice (2) and goes to port C. When the hydraulic pressure in the circuit rises, the pressure at port C also rises and pushes main relief spool (1) to the left, in the direction of the arrow. The oil at port A passes through port B and flows to the torque converter circuit. Actuating pressure: Engine @ high idle RPM: . . . . . . . . 39 ± 2 kg/cm2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (555 ±29 psi) FIGURE 2-9. MAIN RELIEF VALVE 1. Main Relief Spool

2. Orifice

TORQUE CONVERTER RELIEF VALVE Function This valve acts to protect the torque converter circuit from abnormally high pressure.

Operation The oil from the main relief valve enters port B (Figure 2-10) and then passes through orifice (2) and goes to port A. When the pressure in the circuit rises, the pressure at port A also rises, and moves torque converter relief spool (1) to the right in the direction of the arrow. The oil at port B flows to port C and goes to the transmission lubrication circuit. Actuating pressure: Engine @ high idle RPM . . . . . . . . . . 8 ±1 kg/cm2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (113 ±15 psi)

F02016 11/98

FIGURE 2-10. TORQUE CONVERTER RELIEF VALVE 2. Orifice 1. Relief Spool

Transmission

F2-7

LOCKUP SOLENOID VALVE

FIGURE 2-11. LOCKUP SOLENOID VALVE 1. Cover 2. Coil 3. Spring 4. Plunger 5. Valve seat holder 6. Valve seat

F2-8

7. Spring 8. Valve seat 9. Cap 10. Cable 11. Connector

Transmission

A. From torque converter valve B. To torque converter valve C. To torque converter valve

F02016 11/98

LOCKUP VALVE Function

The lockup valve sets the specified pressure for the lockup clutch hydraulic pressure, and also switches the lockup clutch. It has a modulation valve, which engages the lockup clutch smoothly, and reduces the shock when shifting gears. Furthermore, it prevents the generation of peak torque in the power train. As a result, the durability of the power train is greatly increased. The chart in Figure 2-12 illustrates the time delay incorporated in the electronic control system to delay lockup as the hydraulic pressure increases.

FIGURE 2-12. LOCKUP VALVE DELAY

Operation

Driving in torque converter range with lockup off (Refer to Figure 2-13). When the machine is driving in the torque converter range, solenoid valve (1) is switched OFF by an electrical signal, and valve (2) is pushed to the right in the direction of the arrow by the tension of spring (4), so port B and port P of solenoid valve (1) are opened. The oil from the pump enters port A of lockup valve (3), passes through port B and port P of solenoid valve (1), and goes to port D. Piston (6) is pushed to the left in the direction of the arrow because of the hydraulic pressure applied to port D. This force pushes lockup valve (3), compresses spring (5), and closes port A to port E. The oil at port E and port H is drained, and the lockup clutch is disengaged.

F02016 11/98

FIGURE 2-13. LOCKUP VALVE OPERATION 1. Solenoid Valve 4. Spring 2. Valve 5. Spring 3. Lockup Valve 6. Piston

Transmission

F2-9

Driving in direct range with lockup on. (Refer to Figure 2-14 through 2-17):

1. When the machine travels in the direct range (lockup), solenoid valve (1) is switched ON by the electrical signal, and valve (2) is pushed to the left in the direction of the arrow, so port B is closed, and port P and port C are opened. As a result, the oil at port D flows from port P of solenoid valve (1), passes through port C and is drained. Lockup valve (3) and piston (6) are pushed to the right by spring (5), and port E are opened.

FIGURE 2-14. LOCKUP VALVE OPERATION (1)

2. When port A and port E are opened, the oil from the pump is sent to the lockup clutch. In addition, the oil at port E flows to port F and applies back pressure to load piston (7).

FIGURE 2-15. LOCKUP VALVE OPERATION (2)

3. As the hydraulic pressure of the lockup clutch rises, the pressure of the oil passing through orifice A and entering port G also rises, and pushes piston (8). Because of the reaction force, lockup valve (3) compresses spring (5) and pushes it to the left in the direction of the arrow to throttle port A and port E.

FIGURE 2-16. LOCKUP VALVE OPERATION (3)

F2-10

Transmission

F02016 11/98

4. The oil from port E to port F applies pressure to load piston (7), and pushes the piston to the right in the direction of the arrow to compress spring (5). Compressed spring (5) pushes lockup valve (3) to the right in the direction of the arrow, and opens port A and port E. When this happens, the increase in hydraulic pressure to the lockup clutch again increases.

FIGURE 2-17. LOCKUP VALVE OPERATION (4)

5. By repeating the actions in Steps 3. and 4., the load on spring (5) is increased, and the hydraulic pressure gradually rises. Finally, when load piston (7) contacts stopper (9), the rise in hydraulic pressure stops. The pressure at this point is the set pressure of the lockup valve. Set pressure: . . . . . . . . . . . . 16kg/cm2 (230 psi)

FIGURE 2-18. LOCKUP VALVE OPERATION (5)

F02016 11/98

Transmission

F2-11

TESTING HYDRAULIC PRESSURE OF TORQUE CONVERTER VALVE Testing main relief pressure 1. Raise the dump body and lock it with safety pin.

The oil is at high temperature. Use caution to prevent burns. Always remove and install the plugs and hydraulic pressure gauge with the engine stopped. 2. Raise the transmission oil temperature to 60-80° C (140-176° F) and shut down engine.

FIGURE 2-19. TORQUE CONVERTER PRESSURE

3. Remove plug (1, Figure 2-20). Install a 60 kg/cm (850 psi) gauge (A, Figure 2-19) in the port. 4. Start the engine, place the gearshift lever at N. At high idle, the hydraulic pressure should be: 39 ± 2 kg/cm2 (555 ±29 psi)

5. Shut down engine, remove gauge and reinstall plug (1). Testing hydraulic pressure at torque converter inlet port (relief) 1. Perform the main relief pressure test (above) prior to the next step. 2. With the engine shut down, remove plug (2, Figure 2-20). Install a 25 kg/cm2 (350 psi) gauge in the port. 3. Start the engine. At high idle, the hydraulic pressure should be: 8 ± 1 kg/cm2 (113 ±15 psi). 4. Shut down engine, remove gauge and install plug. Testing hydraulic pressure at torque converter outlet port (regulator) 1. Raise the transmission oil temperature to 60°-80° C (140°-176° F). Shut down the engine. 2. Remove plug (3, Figure 2-20). Install a 25 kg/cm2 (350 psi) gauge in the port. 3. Start the engine. At high idle, the hydraulic pressure should be: 4 ± 1 kg/cm2 (57 ±15 psi) 4. Shut down engine, remove gauge and install plug.

F2-12

FIGURE 2-20. TORQUE CONVERTER TEST PORTS 1. Main Relief Pressure Port 2. Torque Converter Inlet Pressure Port 3. Torque Converter Outlet Pressure Port 4. Torque Converter Lockup Pressure Port

Transmission

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Testing torque converter lockup pressure

Note: Prior to checking lockup pressure, test and verify main relief pressure is normal.

7. Press the 4th range button again to return to neutral (N). Turn shift checker power switch Off.

1. Shut down engine and be certain ignition is Off.

8. Shut down the engine and remove the gauge installed in step 3 and replace port plug.

2. Install the shift checker (Refer to Figure 2-21): a. Disconnect the chassis harness (6, Figure 2-21) from the transmission control box (4). b. Connect shift checker harness (3) (white connectors) to the truck chassis harness connectors (SC1, SC2, SC3 & SC4) removed in step a. c. Be certain shift checker power switch is Off. Connect harness (3) black connector to shift checker. 2

3. Remove plug (4, Figure 2-20). Install a 60 kg/cm (850 psi) gauge in the port.

4. Start the engine, allow air pressure to build to normal operating range and be certain the parking brake is applied. 5. Turn the shift checker power switch On. a. Press the 4th range shift button. b. With the engine at high idle, press the lockup button to engage the lockup clutch. The hydraulic pressure should be: 16 ± 0.5 kg/cm2 (230 ± 10 psi). 6. Press the lockup button again to turn lockup Off.

9. If no further tests are to be performed, the shift checker may be removed. a. Disconnect harness connectors (5, Figure 221) from chassis harness (6) and remove shift checker. b. Reconnect chassis harness connectors to transmission control box (4).

TORQUE CONVERTER STALL SPEED CHECK Preparing For Stall Speed Check Prior to running a stall test, insure 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 affect stall speed. The automatic transmission develops high torque in low gear ranges. Therefore, preparations must be made to shift the transmission to the highest gear range available to lower output torque. This allows the truck service brakes to hold the truck motionless during the stall check procedure.

NOTE: If shift checker 799-607-2000 is to be used on trucks serial number A10190 or higher, harness connector 799-607-2120 must be used. Or, use shift checker 799-607-3000 and connect directly to trucks with serial numbers A10190 & higher.

FIGURE 2-21. SHIFT CHECKER INSTALLATION 1. Shift Checker (Part No. 799-607-2000 or 799-607-3000) 4. Transmission Control Box 2. Harness connector (to Shift Checker, see NOTE above) 5. Harness connectors (to Chassis Harness) 3. Harness Assembly 6. Truck chassis Harness (Transmission Control Box)

F02016 11/98

Transmission

F2-13

Personnel and equipment safety is of prime importance when performing a stall check! The operator must be seated in position in the cab at all times during the stall checks. Personnel other than those performing the checks must be clear. The vehicle brakes must be capable of holding the machine at full power during the stall checks. Be certain truck is securely blocked prior to testing torque converter stall speed. Wheel chocks should always be used.

If available, the stall check should be done using a Shift Checker, as this will allow the transmission to be shifted to F-3 gear range, thus reducing output torque. 1. Stop the machine on flat ground and block the wheels. Shut down engine and be certain the keyswitch is "Off". 2. Install the shift checker (Refer to Figure 2-21): a. Disconnect the chassis harness (6, Figure 2-21) from the transmission control box (4). b. Connect shift checker harness (3) to the truck chassis harness connectors removed in step a. c. Be certain shift checker power switch is Off. Connect harness (3) connector to shift checker. 3. Use an accurate strobe tach or similar device of known accuracy to verify engine RPM reading on truck instrument panel. 4. Move transmission shift lever to Neutral and start engine. Be sure that the "Power Mode" switch on the center console is "Off" (out). Raise engine water temperature and transmission oil temperature to the normal operating range. 5. Measure the engine high idle and low idle RPM.

FIGURE 2-22. CHECKING ENGINE SPEED 7. Apply the parking brake, and depress the brake pedal fully: a. If Shift Checker is installed, then turn the shift checker power switch "On". Use transmission or the shift checker to shift transmission to highest range available (F3). See figure 2-21. b. If Shift Checker is NOT installed, move transmission shift lever to "D" (Drive). 8. Keeping all brakes applied, operate the engine at full throttle and stall the torque converter. When oil temperature reaches 100°C (212°F), return the transmission to "N" and keep the engine at full throttle. Repeat this procedure until the oil temperatures in both the torque converter and the transmission are the same. 9. With the oil temperature at approximately 80° C (176° F), measure the stall speed as follows: a. Apply the parking brake and depress the foot service brake fully. b. Use shift checker to set the transmission to highest range available (or move transmission shift lever to "D") and measure engine speed with the engine at full throttle. c. Repeat 2 or 3 times. Converter Stall speed: . .

NOTE: The stall speed may vary according to the following conditions, therefore always measure the stall speed at the time of delivery. • Variations according to engine serial number.

If either speed is not according to truck specifications, refer to the appropriate engine manual and adjust high/low idle speed.

• Variations in engine horsepower due to atmospheric pressure and temperature. • Variations in parasitic losses from accessories.

6. Raise the temperature of the hydraulic oil and transmission oil. Oil temperature when measuring: Hydraulic oil: . . . 45°-55° C (113-131° F) Transmission: . . . 60°-80° C (140°-176° F)

F2-14

2,090 ±100 RPM

• Variations due to torque converter features. • Variations due to method of measuring the stall. 10. Return all hook-ups to normal operating condition.

Transmission

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TRANSMISSION

FIGURE 2-23. TRANSMISSION A: Low Clutch Port 1. Speed Sensor Mount Port (input shaft rpm) B: 1st Clutch Port 2. Speed Sensor Mount Port (intermediate shaft rpm) C: 2nd Clutch Port 3. Input Shaft D: R Clutch Port 4. Transmission Lubrication Relief Valve E: 3rd Clutch Port 5. Speedometer Cable Pickup Port F: 4th Clutch Port 6. Output Yoke G: High Clutch Port 7. Drain Valve H: From Oil Cooler 8. Speed Sensor Mount Port (output shaft rpm) I: Lube Pressure Test Port 9. Strainer J: From Torque Converter (main circuit) K: From Torque Converter (lubrication circuit) L: To Pump (suction) M: From Torque Converter (sump circuit)

F02016 11/98

Transmission

F2-15

TRANSMISSION SHIFT VALVES

FIGURE 2-24. TRANSMISSION SHIFT VALVES 1. ECMV (for high clutch) 2. ECMV (for low clutch) 3. ECMV (for 4th clutch) 4. ECMV (for 3rd clutch) 5. ECMV (for reverse clutch) 6. ECMV (for 2nd clutch) 7. ECMV (for 1st clutch) 8. Valve Oil Screen 9. Seat 10. Breather 11. Cover

SPEED RANGE

1st

F1 F2 F3 F4 F5 F6

A. High Clutch Pressure Tap Port B. Low Clutch Pressure Tap Port C. 4th Clutch Pressure Tap Port D. 3rd Clutch Pressure Tap Port E. Reverse Pressure Tap Port F. 2nd Clutch Pressure Tap Port G.1st Clutch Pressure Tap Port

F2-16

ECMV 2nd 3rd 4th

F7 N R1 ECMV CLUTCH OPERATION TABLE

Transmission

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TORQUE CONVERTER AND TRANSMISSION HYDRAULIC CIRCUIT DIAGRAM

16 ±0.5 kg/cm2 (230 ±10 psi)

39 ±2 kg/cm2 (555 ±29 psi)

16.5 ±1.5 kg/cm2 (235 ±20 psi)

8 ±1 kg/cm2 (115 ±15 psi) By-Pass Warning Light 2.5 kg/cm2 (35 psi) Actual Oil By-Pass 3.5 kg/cm2 (50 psi)

16.5 ±1.5 kg/cm2 (235 ±20 psi)

20.5 ±1.5 kg/cm2 (290 ±20 psi)

Crack Open Pressure 2.7 kg/cm2 (38 psi) Normal Operating Pressure 1.25 ±.5 kg/cm2 (18 ±6 psi)

30.5 ±1.5 kg/cm2 (435 ±20 psi)

31.5 ±1.5 kg/cm2 (450 ±20 psi)

336 l/mn (90 gpm) @ 2100 RPM

31.5 ±1.5 kg/cm2 (450 ±20 psi)

1. Strainer 2. Hydraulic Pump 3. Transmission Oil Filter 4. Oil Screen 5. ECMV for low clutch 6. ECMV for 3rd clutch 7. ECMV for 2nd clutch

F02016 11/98

FIGURE 2-25. HYDRAULIC CIRCUIT DIAGRAM 8. ECMV for high clutch 14. 4th Clutch 20. Lockup Solenoid Valve 9. ECMV for 4th clutch 15. 3rd Clutch 21. Lockup Clutch 10. ECMV for R clutch 16. R Clutch 22. Torque Converter Relief Valve 11. ECMV for 1st clutch 17. 2nd Clutch 23. Main Relief Valve 12. High clutch 18. 1st Clutch 24. Oil Cooler 13. Low clutch 19. Lockup Valve 25. Lubrication Relief Valve 26. Transmission Lubrication

Transmission

F2-17

ECMV (ELECTRONIC CONTROL MODULATION VALVE)

FIGURE 2-26. ECMV (ELECTRONIC CONTROL MODULATION VALVE) 1. Connector 6. Proportional Solenoid A: To clutch 2. Spring 7. Pressure Control Valve Spool B: Drain 3. Flow Sensor Valve Spool 8. Load Piston C: From Pump 4. Spring 9. Spring a: CLutch Pressure Measurement Port 5. Fill Switch

F2-18

Transmission

F02016 11/98

ECMV (Electronic Control Modulation Valve) The ECMV (Electronic Control Modulation Valve) consists of two valves: a pressure control valve and a flow sensor valve. Pressure control valve The pressure valve contains a proportional solenoid which takes the current sent from the transmission controller and the pressure control valve converts this current into hydraulic pressure. (Refer to Figure 2-27.) Flow sensor valve This valve is actuated by a trigger from the pressure control valve, and has the following functions: 1. The valve is opened until the clutch is filled with oil, thereby reducing the time (filling time) taken for oil to fill the clutch. 2. When the clutch becomes full of oil, the valve closes, and sends a signal (full signal) to the controller to inform that filling is completed. 3. While there is hydraulic pressure applied to the clutch, it outputs a signal (full signal) to the controller to inform whether there is hydraulic pressure or not. ECMV and proportional solenoid

FIGURE 2-27. A range: Before Gear Shifting (drained) B range: Filling Starts (trigger issued) C range: Filling Completed D range: Regulation E range: Filling

Each ECMV is equipped with one proportional solenoid. The propulsion force shown in the diagram in Figure 2-28 is generated according to the command current from the controller. The propulsion force generated by the proportional solenoid acts on the pressure control valve spool and this generates the hydraulic pressure shown in the diagram on the right. In this way, by controlling the command current, the propulsion force is changed and 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 acts to switch the fill switch on. As a result of this signal, the oil pressure starts to build up.

FIGURE 2-28.

F02016 11/98

Transmission

F2-19

Action of ECMV 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 as shown in the diagram in Figure 2-29. • A range: Before gear shifting (drained) • B range: Filling starts (trigger issued) • C range: Filling completed • D range: Regulation • E range: Filling

FIGURE 2-29.

Before shifting gear (drained) (A range of graph) 1. (Refer to Figure 2-30): When no current is being sent to proportional solenoid (6), the reaction force for spring (9) of the pressure control valve pushes pressure control valve spool (7). As a result, proportional solenoid (6) is pushed pack, so 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) of the flow sensor valve, so the reaction force of spring (4) for the fill switch moves flow sensor valve spool (3) away from fill switch (5), and stops it in a position where it is in balance with return spring (2) of the flow sensor valve.

FIGURE 2-30.

F2-20

Transmission

F02016 11/98

Starting to fill (trigger command input to pressure control valve) (B range of graph) 1. (Refer to Figure 2-31): 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 and 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, and oil passes through orifice “a” of flow sensor valve spool (3) and starts to fill the clutch.

FIGURE 2-31. 2. (Refer to Figure 2-32): When this happens, a pressure difference is created between the upstream and downstream sides of orifice “a” of flow sensor valve spool (3). Because of this 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, and oil flows from here through orifice “a” and goes to the clutch port.

FIGURE 2-32.

Filling completed (pressure control set to initial pressure) (C range of graph) 1. (Refer to Figure 2-33): When pump port D of the flow sensor valve opens, and the oil flows out from here, a difference in pressure is created between the upstream and downstream sides of orifice “a” of the flow sensor valve spool (3). This continues to push flow sensor valve spool (3) to the left. When this happens, and the current of proportional solenoid (6) is lowered momentarily to the initial pressure level, almost the complete pump pressure comes to bear on load piston (8). As a result, pressure control valve spool (7) is pushed back to the right, and a small amount of oil leaks from pressure control valve outlet port B to drain port E. However, only a small amount of oil leaks, so almost all of the oil from the pump flows to the clutch, and flow sensor valve spool (3) continues to be pushed to the left.

F02016 11/98

Transmission

FIGURE 2-33.

F2-21

2. (Refer to Figure 2-34): When the clutch is filled with oil, the flow of oil from pump port D to clutch port C stops. The size of areas receiving pressure on the left and right sides of flow sensor valve spool (3) is different (the area on the left side is larger), so when the pressure on both sides becomes the same, the spool is moved by hydraulic force to the right. When this happens, pump port D and clutch port C are closed. Because of this difference in area on the left and right sides, and the force of return spring (2) of the pressure control valve, flow sensor valve (3) compresses fill switch spring (4) and is pushed to the right. It then contacts 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), so the hydraulic pressure is set to the initial pressure by pressure control valve spool (7). FIGURE 2-34.

Regulating (D range of graph) 1. (Refer to Figure 2-35): 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 flow sensor valve spool (3) pushes the spool to the right, and the fill signal continues to be sent to the transmission controller.

FIGURE 2-35.

F2-22

Transmission

F02016 11/98

ECMV REPAIR PROCEDURE 1. Thoroughly wash and flush debris and dirt from Transmission Control Valve mounted on top of transmission. 2. Thoroughly wash and flush the area surrounding the filter assembly (5, Figure 2-36) to prevent the intrusion of sand, mud, dust, paint, etc. 3. Remove mounting nuts (2, Figure 2-36) and remove the ECMV protective cover (1). Flush area under cover, taking care not to allow soil, sand, dust, paint, etc. to enter the ECMV, valve seats, etc. Filter Cleaning Procedure 1. Remove the filter assembly protective cover (9, Figure 2-36) and the restriction sensor connector (4). Prior to removal of the complete filter assembly (5) from the valve assembly, loosen the filter case (8) from the filter head (6) by rotating counter-clockwise, using the hex nut at the case tip. 2. Remove the complete filter assembly (5).

NOTE: When the filter assembly is removed from the valve seat, some oil will flow out of the case on to the transmission. Be prepared to minimize spillage. 3. Remove the case (3, Figure 2-37) from the filter head (1). 4. Remove filter element assembly (2) from head (1). Remove O-rings (4, 5). 5. Wash all foreign matter from the element with light oil. Dry element using clean, dry, low pressure air. If element is damaged or cannot be completely cleaned, replace element.

FIGURE 2-36. TRANSMISSION CONTROL VALVE ASSEMBLY 1. Cover 2. Mounting Nuts 3. Harness 4. Sensor Connector 5. Filter Assembly 6. Filter Head

7. Filter Element 8. Filter Case 9. Cover 10. ECMV Assembly 11. ECMV Mounting Bolts 12. Valve Plate

6. Wash the head (1) and the case (3) with light oil. 7. Install O-rings (4, 5, Figure 2-37) into head (1) and on case (3). Insert element (2) into case (3). 8. Install the case onto head. Tighten case hand tight. 9. Install the assembled filter assembly onto the valve seat. Tighten mounting capscrews to standard torque. 10. Tighten the filter case (3) to 6 to 8 kg.m (43 - 58 ft.lbs.) torque. 11. Install the restriction sensor connector (4, Figure 2-36) to the harness (3) and install the protective cover (9).

F02016 11/98

Transmission

FIGURE 2-37. FILTER ASSEMBLY 1. Filter Head 4. O-Ring 2. Filter Element 5. O-Ring 3. Filter Case

F2-23

ECMV Removal 1. Remove the paint along the boundary between the fill switch assembly (16, Figure 2-38) and the valve body (1) at each ECMV to be removed. 2. Disconnect the electrical connectors for the fill switch assembly (16) and solenoid valve (9) from the harness. 3. Remove the switch and solenoid connectors from bracket (18). Disassembly 1. Before disassembly, flush the ECMV and valve seat (paint at corners of the mating surfaces must be removed thoroughly).

NOTE: Do not allow the solenoid connectors, fill switch connectors, or harness to be exposed directly to the water, etc. 2. Remove the mounting bolts (8, Figure 2-39) from the ECMV assembly (10), and separate the ECMV assembly from valve plate (12). 3. Remove solenoid connector (2, Figure 2-39) and fill switch connector (3) from bracket. Loosen bolts (17). Gently remove the flow sensor valve fill switch (16) and bracket. Be careful not to let spring (15) fall out of place.

4. Remove cover plate (21, Figure 2-38). Remove plug (13) by installing a capscrew in the tapped hole for easier removal. Then, remove the flow detecting valve spring (12), valve spool (11), and spring (15). a. Examine valve body (1) and spool (11) as well as spring (15) for the existence of plating film pieces and other metallic particles. If found, remove them. b. If foreign matter has lodged in the valves or the pistons, or if their functional movement is not smooth, recondition them with an oil stone, etc.

FIGURE 2-38. ECMV ASSEMBLY 1. Valve Body 13. Plug 2. Plug 14. O-ring 3. Plug 15. Spring 4. Pressure Control Valve 16. Fill Switch 5. Piston 17. O-ring 6. Spring 18. Bracket 7. Shim 19. Bolt 8. O-ring 20. Washer 9. Solenoid Valve 21. Cover Plate 10. Bolt 22. O-ring 11. Flow Detection Valve 23. Bolt 12. Spring

NOTE: Protect the valve plate (12, Figure 2-36) and the valve mating surfaces by applying masking tape, etc. Prevent dirt/dust from entering the transmission by covering all openings. Place all removed parts in storage, being careful not to scratch any part.

5. Remove spring (6), shims (7), piston (5), and valve (4) from the pressure control valve. Examine for any trapped foreign matter, seized spool, or rough movement. Be careful not to lose shims (7). Keep shims in storage, after confirming their quantity. 6. Remove the proportional solenoid valve (9).

F2-24

Transmission

F02016 11/98

Reassembly Inspect each part thoroughly and confirm that the part is free from dirt/dust, scratches, etc. Wash all parts with solvent. Lubricate spools and plungers with a small amount of transmission oil during assembly. Be certain to reassemble all spools and plungers into their original valve body bores.

NOTE: When assembling the valve, make sure that valve spools move smoothly in the bore.

This work should be performed in a “Clean Room” or workstation free from dirt, dust, etc. 1. Set the pressure control valve spool (4, Figure 2-39) in the valve body (1). Be certain the valve movement is smooth, by pushing the valve with fingers on both ends. 2. Install the solenoid valve (9) together with O-ring (8), using 4 bolts (10). Tighten bolt (10) to 1.35 ± 0.15 kgm (9 -11 ft.lbs.) torque. 3. Place the pressure control valve piston (5) inside pressure control valve spool (4). Make sure that piston movement is smooth, by pushing the valve with fingers. 4. Install shims (7) and spring (6) in the pressure control valve. Install O-ring (22, Figure 2-38) in the valve body.

FIGURE 2-39. 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. Mounting 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

• The standard number of shims is: • Standard shim pack thickness: • Individual shim thickness:

3 pcs. 0.6 mm 0.2 mm

NOTE 1: (Refer to Figure 2-39.) When parts (1), (6), (5), (4), and (9) are all being reused, the same number of shims removed during disassembly must be reinstalled. When any of these parts have been replaced, the standard number of shims (3 ea.) should be installed. The exact quantity required is determined when clutch pressure test is performed. NOTE 2: When only the proportional solenoid valve (9) is to be replaced, remove cover (18) and make sure that spring (6) has been positively set in place. (There is a possibility that the spring can get out of the valve end when the proportional solenoid valve is removed.)

F02016 11/98

Transmission

F2-25

5. Install the flow sensor valve (11) in valve body (1). Make certain the valve movement is smooth, by pushing the valve with fingers on both ends. 6. Set the flow detecting valve spring (15, Figure 2-38) in place. Install O-ring (17) and position fill switch (16) and bracket (18) on valve body. Install 2 bolts (19) and tighten to 3.15 ± 0.35 kgm (20 25 ft.lbs.) torque.

11. Install all ECMV’s onto the valve seat, making sure that mounting surfaces are free from dirt/dust, scratches, etc. Secure all electrical connectors to the harness. 12. Check clutch pressure for any ECMV that has been disassembled for repairs.

7. Install spring (12) in the flow detecting valve. Install new O-ring (14) on plug (13) and install in valve body. 8. Install cover plate (21) with 5 bolts (23) and washers (20). Tighten bolts to standard torque. 9. Assemble the connectors (2, Figure 2-39) and (3) to the bracket.

After any disassembly, reassembly, and/or parts replacement in the pressure control valve, clutch oil pressure must be checked and adjusted if necessary.

10. For each ECMV assembly, install O-rings (3 places) at the valve seats and install with 4 bolts (8). Tighten bolts (11) to 3.15 ± 0.35 kgm (20 - 25 ft.lbs.) torque.

F2-26

Transmission

F02016 11/98

CLUTCH PRESSURE CHECK & ADJUSTMENT Note: Prior to checking clutch pressure, test and verify main relief pressure is normal.

1. Park truck on a level surface, raise dump body and lock in raised position with safety pins. 2. Shut down engine and be certain key switch is Off. 3. Install the shift checker (Refer to Figure 2-40): a. Disconnect the chassis harness (6, Figure 2-40) from the transmission control box (4). b. Connect shift checker harness (3) (white connectors) to the truck chassis harness connectors (SC1, SC2, SC3 & SC4) removed in step a. c. Be certain shift checker power switch is Off. Connect harness (3) black connector to shift checker.

4. Referring to Figure 2-41, install a pressure gauge at the pressure test port of the ECMV for the clutch to be tested. The gauge should be installed directly at the pressure test port without the use of a hose. 5. Start the engine, allow air pressure to build to normal operating range and be certain the parking brake is applied. 6. With the transmission range selector in “N”, turn the shift checker power switch On. a. Press the clutch operation button for the desired clutch. b. With engine at high idle, measure and note the clutch pressure gauge reading. c. After reading is obtained, release accelerator and press button selected in step a. to release clutch. 7. Shut down the engine and remove the gauge installed in step 4 and replace port plug.

FIGURE 2-40. SHIFT CHECKER INSTALLATION 1. Shift Checker (Part No. 799-607-2000 or 799-607-3000) 4. Transmission Control Box 2. Harness connector, black (to Shift Checker, see Note above) 5. Harness connectors, white (to Chassis Harness) 3. Harness Assembly 6. Truck chassis Harness (Transmission Control

F02016 11/98

Transmission

F2-27

FIGURE 2-41. CLUTCH PRESSURE TEST PORT IDENTIFICATION A: High Clutch Pressure Port D: 3rd Clutch Pressure Port F: 2nd Clutch Pressure Port B: Low Clutch Pressure Port E: Reverse Clutch Pressure Port G: 1st Clutch Pressure Port C: 4th Clutch Pressure Port 8. Repeat steps 4 through 7 as necessary to check other clutch pressures. 9. Compare gauge readings obtained with chart in Figure 2-42. 10. If pressure is outside normal range, the pressure control valve spool shim pack (7, Figure 2-39) must be increased or decreased.

CLUTCH

PRESSURE kg/cm2 PSI

16.5 ±1.5

235 ±20

16.5 ±1.5

235 ±20

4th

16.5 ±1.5

235 ±20

3rd

20.5 ±1.5

290 ±20

30.5 ±1.5

435 ±20

2nd

31.5 ±1.5

450 ±20

1st

31.5 ±1.5

450 ±20

NOTE: One shim (thickness: 0.2 mm) will result in approximately 0.19 kg/cm2 (2.7 psi) variation in the oil pressure. (Add shims to increases oil pressure; remove shims to decrease oil pressure.) 11. If a different shim pack is installed, repeat pressure test to verify correct clutch pressure has been achieved. 12. If no further tests are to be performed, the shift checker (if installed) may be removed. a. Disconnect harness connectors (5, Figure 240) from chassis harness (6) and remove shift checker. b. Reconnect chassis harness connectors to transmission control box (4). 13. Be certain all pressure test port plugs are installed. Install protective cover on transmission control valve.

FIGURE 2-42. CLUTCH PRESSURE SPECIFICATIONS

F2-28

Transmission

F02016 11/98

LUBRICATION RELEIF VALVE

1. Valve body

FIGURE 2-42. LUBRICATION RELIEF VALVE 2. Lubrication Relief Spool a. Lubrication pressure measurement plug

LUBRICATION RELIEF VALVE Function

Specifications

This valve is installed on the left side of the transmission and prevents abnormal pressure in the transmission lubrication circuit.

Normal Operating Pressure: 1.25 ±.5 kg/cm2 (18 ±6 psi)

F02016 11/98

Cracking pressure: 2.7 kg/cm2 (38 psi)

Transmission

F2-29

TRANSMISSION This truck utilizes a Komatsu TORQFLOW remote mounted transmission. It is a fully automatic shift transmission equipped with a torque converter. The transmission has seven speeds “Forward” and one “Reverse”. The transmission has a gear driven, front-mounted Power Take-Off assembly that drives the steering, hoist, transmission and brake cooling pumps.

FIGURE 2-43. ELECTRICAL WIRING

Transmission Removal 1. Park truck on a level surface, block wheels and apply park brake. Raise dump body and install body holding pins. Move hoist valve to “Float” position to put weight of dump body on pins. Then lock the hoist lever in the hold position.

1. Electrical Connectors

2. Brake Cooling Valve

Dump body must be up and safety pins in place. DO NOT work under raised dump body unless the body pins are installed.

NOTE: If hydraulic pump or engine is inoperative, dump body should be raised with a crane so body holding pins can be installed.

FIGURE 2-44. ELECTRICAL WIRING 1. Oil Level Sensor

2. Turn keyswitch “Off” and shut down engine.

2. Electrical Connector

3. Drain transmission oil.

4. Drain approximately one third of the brake oil.

5. Tag and Disconnect transmission control wiring connectors (1, Figure 2-43).

6. If equipped, disconnect transmission oil level sensor connector (2, Figure 2-44). FIGURE 2-45. HYDRAULIC LINES 7. Tag and remove 6 pump outlet hoses (2, Figure 2-45).

F2-30

1. Housing

Transmission

2. Hydraulic Hoses

F02016 11/98

8. Remove transmission pump suction tube (1, Figure 2-46) Remove clamp (2).

11. On the front drive line, remove drive shaft guard (1, Figure 2-49) and drive shaft (2).

FIGURE 2-46. SUCTION TUBE 1. Suction Tube

FIGURE 2-49. FRONT DRIVE LINE

2. Clamp

1. Drive Shaft Guard

9. Remove pump tubes (1, Figure 2-47) and (2) for brake pump.

12. On the rear drive line, remove drive shaft guard (1, Figure 2-50) and drive shaft (2).

FIGURE 2-47. BRAKE PUMP TUBES 1. Tube

2. Drive Shaft

FIGURE 2-50. REAR DRIVE LINE

2. Tube

1. Drive Shaft Guard

2. Drive Shaft

10. Disconnect pump tubes (1, Figure 2-48) and (2) for the steering and hoist pump.

13. Remove front mount capscrews (1, Figure 2-51) for transmission assembly.

FIGURE 2-48. STEERING AND HOIST PUMP

FIGURE 2-51. FRONT TRANSMISSION MOUNT

1. Tube

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2. Tube

1. Transmission Mount

Transmission

2. Torque Converter

F2-31

Transmission Installation

NOTE: Check the vibration dampener for wear, damage or deterioration. Replace any rubber cushions or dampeners in doubtful condition.

Dump body must be up and safety pins in place. DO NOT work under raised dump body unless the body pins are installed. FIGURE 2-52. REAR TRANSMISSION MOUNT 1. Mount

1. Install transmission assembly (1, Figure 2-53).

2. Capscrew

NOTE: See the procedure for centering the engine assembly and transmission assembly, this section. 13. Remove rear mount capscrews (2, Figure 2-52) for transmission assembly.

2. Install front mount capscrews (1, Figure 2-51) for transmission assembly. Tighten capscrews to 56 ±6 kg.m (406 ±44 ft. lbs.) torque. 3. Install rear mount capscrews (2, Figure 2-52) for transmission assembly. Tighten capscrews (2) to 56 ±6 kg.m (406 ±44 ft. lbs.) torque.

Use a lifting device capable of safely handling 3178 kg (7006 lbs). 14 Remove torque converter and transmission assembly (1, Figure 2-53) from the top of the frame.

4. Install rear drive shaft (2) and drive shaft guard (1, Figure 2-50). Tighten drive shaft mounting capscrews to 18 ±2 kg.m (130 ±14 ft. lbs.) torque. 5. Install front drive shaft (2) and drive shaft guard (1, Figure 2-49). Tighten drive shaft mounting capscrews to 18 ±2 kg.m (130 ±14 ft. lbs.) torque. 6. Connect pump tubes (1, Figure 2-48) and (2) for the steering and hoist pump. 7. Install brake pump tubes (1 & 2, Figure 2-47). 8. Install transmission pump suction tube (1, Figure 2-46) Remove clamp (2). 9. Install the 6 pump outlet hoses (2, Figure 2-45). 10. If equipped, connect transmission oil level sensor connector (2, Figure 2-44). 11. Connect transmission control wiring connectors (1, Figure 2-43).

FIGURE 2-53. TRANSMISSION REMOVAL 1. Transmission Assembly 2. Lifting Chain

F2-32

12. Refill the brake oil tank with oil. Refer to Section “P”, Lubrication and Service.

Transmission

F02016 11/98

13. Refill transmission with oil specified in lube chart in Section “P”. Check transmission oil level with truck level, engine running at low idle, lil at operating temperature and transmission in neutral. Check the oil level with Bottom sight gauge. Use the Upper Sight gauge when the engine has been stopped for 8 hours or more.

FIGURE 2-54. SHAFT ALIGNMENT 1. Engine End 2. Tool

Procedure For Centering The Engine Assembly And Transmission Assembly

3. Torque Converter End

NOTE: When the engine assembly, torque converter and transmission assembly, or drive shaft have been removed, the alignment of the engine and transmission must be checked and adjusted.

1. Install tool (2, Figure 2-54) to the couplings at the engine end and torque converter end. FIGURE 2-55. SHAFT ALIGNMENT

NOTE: To raise transmission, place shims between the front mounts and the frame bracket.

1. Engine End 2. Tool

3. Torque Converter End

2. While turning coupling at torque converter end, carry out centering so that tool (2, Figure 2-55 and 2-56) rotates smoothly on both shafts. Move the torque converter and/or transmission assembly end when centering.

NOTE: The misalignment should be within 3 mm in both the up-down and left-right directions. However, if they are not parallel, the distance at the point where they are farthest apart must be within 3 mm.

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FIGURE 2-56. MAXIMUM SHAFT MISALIGNMENT

Transmission

F2-33

TRANSMISSION FILTER The transmission filter element (Beta 25 = 200) should be replaced every 500 hours of operation or sooner if the warning light indicates high restriction. This maintenance interval may be be increased or reduced, depending on operating conditions, by observing the warning light indicator. This filter assembly is equipped with a pressure switch to indicate a high pressure differential (restriction). The switch will close @ 2.5 kg/cm2 (35 psi) by-pass pressure. Actual by-pass of the hydraulic fluid does not occur until 3.5 kg/cm2 (50 psi) by-pass pressure.

Service

1. Remove drain plug (7, Figure 2-57) and drain the oil from the filter housing. Tighten plug after all oil is drained. 2. Unscrew filter bowl (4) from head assembly (1). 3. Remove the element and thoroughly clean and dry all component parts. 4. Coat a new seal (9) with clean engine oil and install. 5. Install a new element (5) and install the filter bowl (4) into the head assembly (1). 6. Start the engine and let it idle for 5 minutes. Stop engine and check for leaks. Check transmission for proper oil level and adjust if necessary.

FIGURE 2-57. TRANSMISSION FILTER 1. Head Assembly 2. Core Kit 3. Bypass Valve 4. Filter Bowl 5. Filter Element

F2-34

Transmission

6. PressureSwitch 7. Drain Plug 8. O-Ring 9. Seal

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TRANSMISSION OIL COOLER Transmission oil cooler repairs should be performed by a qualified repair facility. The bottom tank and gaskets are available as replacement components. Contact your Komatsu distributor. The bottom tank of the radiator contains the heat exchanger for the transmission. If a leak occurs in the heat exchanger, antifreeze/coolant may contaminate the transmission oil and/or transmission 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 corrected. Then the system must be flushed to remove oil contamination and refilled with a clean coolant solution. If a leak has been found or suspected in the heat exchanger, the transmission oil must be examined IMMEDIATELY. Ethylene glycol (even in small amounts) will damage friction-faced clutch plates. Contact your Komatsu distributor for ethylene glycol detection test kits. If ethylene glycol is found in the transmission oil, the transmission should be removed, completely disassembled, cleaned and examined, and ALL frictionfaced clutch plates replaced.

TRANSMISSION STRAINER The transmission oil pan contains two magnetic strainers. It should be removed and cleaned every 1000 hours. Removal 1. Drain transmission oil. Be prepared to catch 106 l (28 gal) of oil. 2. Remove capscrews (5, Figure 3-1) and cover (3). 3. Remove screen\magnet and clean. Replace if damaged.

Installation 1. Install screen\magnet into transmission oil pan. 2. Install new O- Rings (2) in cover and install cover with capscrews (5). 3. Fill transmission with oil. Refer to fuel, coolant and lubricants table for type of oil to use.

Removal And Installation

Refer to Section "C", Engine, Fuel, Cooling And Air Cleaner, for the removal and installation of the radiator.

Repair

Repairs to transmission cooler and wet disc brake heat exchanger should be done by a qualified repair facility The Wet Disc Brake heat exchanger is also mounted below the radiator tank. Refer to Section C. "Engine, Fuel, Cooling And Air Cleaner" for removal and repair. FIGURE 3-1. 1. Screen\Magnet 2. O-Ring 3. Cover

F03004 9/97

Transmission Oil Cooler

4. Washer 5. Capscrew

F3-1

TORQUE CONVERTER CONTROL VALVE Removal 1. Raise the dump body and lock with the safety pin. 2. Remove cover (2, Figure 3-2) and hose (1). 3. Disconnect lockup solenoid valve wiring connector (1, Figure 3-3). 4. Disconnect tube (3). 5. Remove torque converter control valve assembly (2). FIGURE 3-3. CONTROL VALVE MOUNTING Installation 1. Install torque converter control valve and tighten capscrews to 5 kg.m (36 ft. lbs.)

1. Connector 2. Control Valve

3. Tube

2. Connect tube (3, Figure 3-3). 3. Connect lockup solenoid valve wiring connector (1). 4. Install cover (2, Figure 3-2) and hose (1).

Disassembly 1. Remove plate (1, Figure 3-4), then remove pistons (2) and (4), spring (3), and torque converter relief valve (5). 2. Remove cover (6), then remove spring (7). 3. Remove cover (8), then remove spring (9). 4. Remove plate (10), then remove pistons (11) and (13), spring (12), and main relief valve (14). 5. Remove cover (15), then remove piston (16), spring (17), and ring (18). 6. Remove cover (19), then remove pistons (20) and (22), spring (21), and lockup valve (23).

FIGURE 3-2. CONTROL VALVE 1. Hose

F3-2

2. Cover

Transmission Oil Cooler

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Assembly

NOTE: Clean all parts, and check for dirt or damage. coat the sliding surfaces of all parts with engine oil before installing.

3. Insert main relief valve (14), assemble pistons (13) and (11), and spring (12), then fit O-ring and install plate (10).

1. Insert lockup valve (23), assemble pistons (22) and (20), and spring (21), then fit O-ring and install cover (19).

4. Assemble spring (9), then fit O-ring and install cover (8).

2. Fit ring (18) and assemble spring (17) and piston (16), then fit O-ring and install cover (15).

5. Insert torque converter relief valve (5), assemble spring (7), then fit O-ring and install cover (6). 6. Assemble pistons (4) and (2), and spring (3), then fit O-ring and install plate (1).

FIGURE 3-4. TORQUE CONVERTER CONTROL VALVE 1. Plate 2. Pistons 3. Spring 4. Pistons 5. Relief Valve 6. Cover

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7. Spring 8. Cover 9. Spring 10. Plate 11. Pistons 12. Spring

13. Pistons 14. Main Relief Valve 15. Cover 16. Piston 17. Spring 18. Ring

Transmission Oil Cooler

19. Cover 20. Pistons 21. Spring 22. Pistons 23. Lockup Valve

F3-3

NOTES

F3-4

Transmission Oil Cooler

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DRIVELINES The engine/transmission and transmission/final drive drivelines are different. The front driveline is approximately 45 cm (18 in.) and is solid, the rear is approximately 127 cm (50 in.) in length and telescopes.

Removal Removal and installation procedures for each driveline are identical.

Block wheels securely before removing the drivelines.

1. Remove driveline protector if equipped. FIGURE 5-1. TYPICAL FRONT DRIVELINE INSTALLATION

2. Remove and tag any wiring or hoses which may interfere with removal.

1. Flywheel Adapter Cover 2. Front Driveline

2. Attach a sling hoist to the driveline.

3. Capscrews 4. Transmission

3. Remove the four capscrews at each cross and bearing and remove the driveline. Installation 1. Position driveline between transmission (or final drive) and align the cross and bearings with the drive flanges.

Note: Do not disassemble the cross and bearings. If bearings are unserviceable, replace the entire part as a unit. 2. Clean all parts except the cross and bearing in fresh solvent and blow dry with compressed air.

2. Install the capscrews and tighten to the following torque :18 ± 2 kg.m (130 ± 14 ft.lbs.) torque

3. On rear drive shaft, mark the shafts for proper orientation during assembly to maintain the balance on the shaft. Inspect all parts for wear and damage. If either the stub or yoke is unserviceable, parts must be replaced with a new, balanced and matched set

Front Driveline: 18 ± 2 kg.m (130 ± 14 ft.lbs.) Rear Driveline: 18 ± 2 kg.m (130 ± 14 ft.lbs.) 3. Install driveline protector if equipped. Tighten capscrews to standard torque

4. Insure all grease passages are clear. Assembly

4. Install wiring or hoses removed to gain access to driveline. Disassembly 1. Remove the capscrews and cross and bearing from each end of driveline and inspect for rough or frozen bearings.

1. Lubricate the splines with multi-purpose grease, and carefully slide together with balance marks lined up. 2. Attach the cross and bearings at each end. Tighten capscrews to 18 ± 2 kg.m (130 ± 14 ft.lbs.) torque. 3. Install grease fittings if removed, and lubricate with multi-purpose grease. (Refer to Section “P” for complete grease specification.)

F05004

Drivelines

F5-1

NOTES

F5-2

Drivelines

F05004

AUTOMATIC SHIFT CONTROL SYSTEM GENERAL INFORMATION

TRANSMISSION SHIFT CONTROLLER

Operation of the transmission is controlled by the Transmission Shift Controller as shown in Figure 6-2. Various inputs are provided to the controller allowing it to provide optimum transmission performance during truck operation.

The Transmission Shift Controller is designed to control the transmission and communicate with other systems on the truck. This communication is based on various inputs and outputs from sensors and other system controllers.

The system monitors the following operator inputs during normal operation: • Accelerator pedal position • Range Selector position • Shift limiter switch position Other inputs are provided by various switches in the service brake, parking brake and retarder systems as well as the position of the hoist control. Speed sensors provide signals for engine rpm and transmission input shaft, output shaft, and intermediate shaft speeds. After processing the input information, the Transmission Shift Controller determines the proper mode of operation by engaging the proper gear, controlling lock-up clutch operation, etc. Gear selection is achieved by the engaging or releasing the required transmission clutches through electronically controlled modulation valves (ECMV) as determined by the Transmission Shift Controller. The current gear selected is displayed on the instrument panel during operation.

POWER MODE There are two power mode settings; Power and Economy.

Power Setting: • The engine controller allows full fuel to flow to provide maximum rated engine power. The transmission controller controls the up and down shift points. Economy Setting: • The engine controller reduces the fuel flow since full power is not required. The transmission controller modifies and controls the up and down shift points. BRAKING MODE • In the braking mode, (brake foot pedal, retarder lever, or emergency brake applied) the up and down shift points are raised, increasing the brake cooling pump speed (and therefore oil volume) to ensure adequate cooling of the brake cooling system oil. At the same time, it increases engine rpm which improves the the effect of using the engine as a brake. LOCK-UP AND ENGINE OVERSPEED • The transmission controller senses different speeds to drive and control the torque converter lock-up solenoid valve, overrun protection solenoid, BCV solenoid, and if equipped, the exhaust brake solenoid. TRANSMISSION SPEEDS MONITORING • Speed sensors are installed at three places (on the transmission input shaft, intermediate shaft, and output shaft.) These sensors are used to detect if a transmission clutch is slipping, and also act to protect the transmission when there is some abnormality in the hydraulic system.

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Automatic Shift Control System

F6-1

SELF DIAGNOSTICS • A self-diagnostic function monitors both the inputs and outputs of the transmission. • The transmission controller contains a self-diagnostic display (1, Figure 6-1) and is shown in a two-digit number display located on the top of the controller. When a fault is detected, it is recorded in memory. The fault is stored in memory and is retained even if the power is turned off. When power is turned on again, the fault code can be observed as the controller is powered-up. • Detected faults are also sent to the network by the controller, and displayed on the monitor display panel (dash panel). • The transmission controller communicates with other controllers on the truck via the network. It receives model selection data from the other controllers. • The transmission controller receives inputs from various sensors and switches (see Figure 6-2). These inputs are interpreted by the transmission controller and then sent to the monitor display panel and other functions. • The controller also has an emergency function for use if there is a failure in the electrical system.

F6-2

FIGURE 6-1. TRANSMISSION SHIFT CONTROLLER 1. Self-diagnostic Display 6. Connector ATC4 2. Network Connection 7. Connector ATC5A Switch (Rotary Switch 2) 8. Connector ATC5B 3. Model Selection Switch 9. Connector ATC1 (Rotary Switch 1) 10. Connector ATC2 4. Connector ATC3A 5. Connector ATC3B

Automatic Shift Control System

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FIGURE 6-2. AUTOMATIC SHIFT CONTROL SYSTEM

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Automatic Shift Control System

F6-3

RANGE SELECTOR POSITIONS AND AUTOMATIC GEAR SHIFTING RANGES The automatic gear shifting ranges for each position of the Range Selector lever are shown in the table in Figure 6-3. Note that when the operator selects “D”, the recommended range for normal operation, the transmission controller will engage 2nd range 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 range and then upshift only as far as the range selected. These positions provide more effective retarding on grades.

TRANSMISSION OPERATION MODES Transmission upshifts or downshifts are determined by three types of “shift maps” programmed into the Transmission Shift Controller. The table in Figure 6-4 below shows the conditions that must be satisfied for the Transmission Shift Controller to select either the braking mode or the power mode. MODE

Braking Mode

The Shift Limiter switch, located on the center console in the cab can be used to limit the shift ranges in the “D” and “L” shift lever positions. If the operator has selected the “D” range, the shift limiter switch, when turned On, will prevent the transmission from shifting into 7th range to limit top speed.

Power Mode

The shift limiter switch can also be used to hold the transmission in 1st range when the operator has selected the “L” position on the shift lever.

Selector Position R

N D 5 4 3 L

Shift Limiter

Economy Mode

Speed Range

OFF

R N 1 •

•

OFF

•

FIGURE 6-4. OPERATIONAL MODES Braking Mode: In the braking mode of operation, the shift-down point and shift-up point are both raised, and the engine rpm speed is increased to provide additional oil flow for retarder cooling, and to increase the effect of using the engine as a brake.

OFF ON OFF ON OFF ON OFF ON OFF ON

Power Mode: The power mode is programmed to provide maximum performance by using the trucks’ power to its utmost limit by optimizing the shift points according to the rate of acceleration determined by the load, grade etc. •

FIGURE 6-3. SHIFT RANGE/SHIFT LEVER POSITIONS

F6-4

CONDITIONS When either of the following conditions are satisfied: 1. Rear brake signal ON (service brake, retarder, or emergency brake applied) 2. Accelerator pedal released. When the following three conditions are satisfied: 1. Rear brake signal OFF (service brake, retarder, or emergency brake not applied) 2. Accelerator pedal depressed. 3. Economy mode switch OFF. When the following three conditions are satisfied: 1. Rear brake signal OFF (service brake, retarder, or emergency brake not applied) 2. Accelerator pedal depressed. 3. Economy mode switch ON.

When the truck is not loaded, the system senses the increased rate of acceleration and shifts to a higher gear range sooner than if the truck were loaded. This improves acceleration and reduces haul cycle time.

Automatic Shift Control System

F06005

These variable performance features improve fuel economy, reduce noise and reduce shift shock to improve transmission and driveline component life.

2. In power mode, the shift-up point from F1 to F2, is 2100 rpm. The shift-down point from F2 to F1 is 1400 rpm.

Economy Mode: When the truck is operating with a light load, such as traveling empty or when traveling on flat ground, the shift-up and shift-down points are set lower to keep the engine speed low, improving fuel consumption, reducing noise, and shock when shifting gears. In this mode, engine output is limited to 85% of maximum engine power.

AUTOMATIC GEAR SHIFTING The automatic shift-up/shift-down points, torque converter lock-up ON/OFF points and auto brake ON/OFF points are shown in Figure 6-5.

3. Lock-up • Lock-up is not actuated in reverse. • When coasting and decelerating (accelerator pedal released, and brake not applied), for positions F7 - F4, the lock-up solenoid is momentarily turned off during the down-shift from one gear to the next. For F3 and below, the lock-up solenoid is turned OFF. • When the truck descends a grade with the accelerator pedal released, lock-up is not actuated until the accelerator pedal or the brake pedal is depressed.

Note: F1, F2, etc. refers to 1st, 2nd etc. transmission gear ranges. AUTOMATIC SHIFTING SEQUENCE Conditions:

Range Selector position: D Shifting UP in power mode

1. If the Range Selector lever is placed in the “D” position, the transmission will shift to F2, torque converter range. 2. When the accelerator pedal is depressed, the engine speed will rise. When the transmission input shaft speed reaches 1500 rpm, the lock-up clutch is engaged to connect the torque converter directly, eliminating slippage. 3. When the input shaft rpm increases to 2100 rpm, the transmission is shifted up to F3. At the shift-up point, the lock-up clutch is automatically disengaged momentarily to reduce shock during the gear change.

FIGURE 6-5. GEAR SHIFTING GRAPH NOTE:

4. Immediately after shift up, the engine speed drops, but if the load is small, the engine speed rises again. The situation in step 2. is repeated and the transmission is shifted up sequentially from F4 to F7.

1. In the economy mode, the shift-up point from F1 to F2 is 2000 rpm. The shift-down point from F2 to F1 is 1300 rpm.

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Automatic Shift Control System

F6-5

Conditions:

Range Selector position: D Shifting DOWN in power mode

1. When the load is increased and the engine speed drops below 1450 rpm, the transmission is shifted down one gear. (For example, when traveling in F6, the transmission will shift down to F5) 2. If the load increases further, the transmission shifts down sequentially to F2. If the input shaft speed drops to 1200 rpm when the transmission is in F2, the torque converter lock-up clutch is disengaged and the transmission changes to torque converter drive.

Gear shifting time lag A time lag is incorporated to prevent excessive speed changes in the transmission during automatic gear changes. This time lag prevents a gear shift during a predetermined period of time. The length of the gear shifting time lag is controlled by the individual electronically controlled modulation system, which controls each gear shifting pattern as shown in Figure 6-6.

NOTE: The above explanation gives a general outline of gear shifting. However, the set speed and actuation may differ according to conditions. Conditions:

Range Selector position: 5, 4, 3, or L

1. These positions give an automatic shift range from F1 to F5 (F4, F3, or F2). The method for automatic shifting is the same as when the shift lever is at the D position. FIGURE 6-6. GEAR SHIFTING TIME LAG Conditions:

Range Selector position: R

1. This is the position for traveling in reverse. The lock-up is not actuated. The safety functions when traveling in reverse include the FORWARD/REVERSE inhibit and REVERSE safety. If the operation is not correct, the transmission is held in neutral. Conditions:

Range Selector position: N

1. This is the neutral position. None of the clutches in the transmission are actuated.

F6-6

Automatic Shift Control System

F06005

SAFETY FUNCTIONS

Down-shift inhibitor function: • When the gear shift lever is operated during travel from D to 5 - L, from 5 to 3 - L, from 4 to L, or from 3 to L: For example, when traveling at position D (F7), and the shift lever is moved to position 5, the transmission is not shifted directly from F7 to F5. It is shifted down F7 - F6 - F5 sequentially according to the engine speed. The engine overspeed prevention circuit prevents the transmission from shifting down two gears at a time if the operator shifts down too far.

Neutral safety function: • If the shift lever is in any position other than N, this circuit prevents the engine from starting when the key switch is turned to the START position.

REVERSE safety: •The truck will not travel in reverse when the dump body is in any position other than FLOAT. This feature prevents the truck from inadvertently reversing when the body is raised.

Speed range limit with dump body raised: • If the dump body is not in the completely down position (i.e. if not completely lowered after dumping the payload), the up shift function is prohibited. When the shift lever is in “D”, the truck will start in F2. If the lever is in any other position, the truck will start in F1. The transmission controller will not allow an upshift until the dump body is in its down position.

The neutral safety circuit prevents the truck from moving when the engine is started.

FORWARD/REVERSE inhibitor function: • When the truck is traveling forward at more than 2.5 MPH (4 km/h), the transmission will not engage REVERSE if the Range Selector lever is placed in the R position.

Rear brake application for power train overspeed prevention: • When the engine speed exceeds 2500 rpm, the central warning lamp flashes and the alarm buzzer sounds. • If the engine speed exceeds 2600 rpm, the rear brake is automatically applied. This feature improves durability and reliability by preventing engine, torque converter and transmission overspeed.

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Automatic Shift Control System

F6-7

TRANSMISSION RANGE SELECTOR When the operator moves the lever (1, Figure 6-7) to select the travel conditions, such as FORWARD or REVERSE, an electrical signal is sent from a photo interrupter (3, Figure 6-8) to the transmission shift controller. The lever position is displayed on the indicator (3, Figure 6-7) (with night lighting) to the left of the shift lever.

The shift position is also displayed on the monitor panel digital display.

FIGURE 6-7. TRANSMISSION RANGE SELECTOR

FIGURE 6-8. TRANSMISSION RANGE SELECTOR (Cross-sectional View)

1. Lever 2. Detent

F6-8

3. Range Indicator

The lock button (1, Figure 6-8) must be pressed when moving the range selector lever from “N” to “R” or from “D” to “5”.

1. Lock Button 2. Screening Plate

Automatic Shift Control System

3. Photo Interrupter

F06005

SENSORS, SWITCHES

Transmission Speed Sensors 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 sensors must be adjusted correctly to ensure an adequate electrical signal is generated. If necessary, adjust as follows:

FIGURE 6-10. SPEED SENSOR ADJUSTMENT 1. Sensor 2. Locknut

Adjustment Procedure

3. Gear Tooth Tip a. Clearance Gap

1. Disconnect wire connector (1, Figure 6-9), release locknut (4), and remove sensor. Observe location of gear teeth through sensor mounting hole. For proper adjustment, the tip of a gear tooth must be aligned with the sensor hole as shown in Figure 6-10. If necessary, reposition gear. 2. Inspect sensor for iron particles or other foreign material and clean if necessary. 3. Reinstall sensor. Adjust by hand until it just contacts the gear tooth. 4. Turn counterclockwise 3/4 turn to obtain proper clearance (“a”, Figure 6-10) and tighten locknut. 5. Reinstall wire connector.

FIGURE 6-9. TRANSMISSION SPEED SENSOR 1. Connector 2. Flange

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3. Sensor 4. Locknut

Automatic Shift Control System

F6-9

Transmission Oil Temperature Sensor

Fill Switch

This transmission oil temperature sensor is installed at the transmission filter. As temperature changes occur in the oil, resistance of the sensor thermistor (1, Figure 6-11) changes, providing a calibrated electrical signal to the Transmission Controller.

A Fill Switch is installed at the flow sensor valve end of each Electronic Control Modulation Valve (ECMV) as shown in Figure 6-12. When the clutch is engaged, the end face of the flow sensor valve spool (2) contacts the terminal (1, Figure 6-13) of the switch and turns the switch ON. The fill completed signal is then sent to the Transmission Controller.

FIGURE 6-11. TRANSMISSION OIL TEMPERATURE SENSOR 1. Thermistor 3. Connector 2. Body FIGURE 6-12. ECMV FILL SWITCH 1. ECMV Assembly 2. Flow Sensor Valve Spool

3. Fill Switch

FIGURE 6-13. FILL SWITCH 1. Terminal 2. Case

F6-10

Automatic Shift Control System

3. Nut 4. Connector

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Shift Limit Switch The Shift Limit Switch is installed on the console, to the rear of the Transmission Range Selector. When the range selector lever is in the “D” or “L” range, it limits the highest speed range of the transmission. If the switch is released and the range selector is placed in “D”, the transmission will engage F2 and shift up through F7 during acceleration. If the switch is depressed and the selector is in “D”, the transmission will operate in F2 through F6 gear ranges. If the range selector is placed in “L” and the switch is released, the transmission will engage F1 and only upshift as far as F2. If the switch is depressed with the range selector in “L”, F1 will engage and no upshifts will occur. This switch is very effective if used when descending a hill or when working at job sites where speed must be limited.

Power Mode Switch The Power Mode Switch is located on the console, just behind the Shift Limit Switch. When the switch is released, it is in the “power mode” (switch out, light off) position. The controllers (engine and transmission) are programmed to provide maximum power by optimizing the shift points according to the rate of acceleration determined by the load etc.

FIGURE 6-14. SHIFT LIMIT & POWER MODE SWITCH

When the Power Mode Switch is depressed, it is in the “economy mode” (switch latched in, light on) position. The controllers (engine and transmission) are programmed to lower the up and down shift points to keep the engine speed low. In addition, engine output is limited to approximately 85% of maximum power.

Note: When these switches are actuated, an internal lamp will illuminate (see schematic in Figure 6-14).

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Automatic Shift Control System

F6-11

TRANSMISSION TROUBLESHOOTING PROCEDURES The following pages contain charts listing information which may be used to help diagnose and troubleshoot transmission problems which may be encountered.

Clutch Combinations The table below lists the clutches engaged (X) for each speed range. This information is necessary when diagnosing ECMV and internal transmission problems. CLUTCH No.

Prior to detailed troubleshooting, check for obvious reasons for the problem 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?

4th

3rd

2nd

1st

SPEED RANGE

R N F1 F2 F3 F4 F5 F6 F7

X X

* Rotating

Solenoid Valves If visual inspection of the above items does not reveal an apparent reason for the problems, refer to Section D, “Hydraulic and Mechanical Systems Troubleshooting” for detailed troubleshooting procedures.

The table below lists the state of the transmission solenoid valves (or fill sensor) for each of the transmission range selector positions.

Trans. Solenoid Valve (Fill Sensor)

R N 1 2 3 4

H H H H L H L H L

L H L L H L H L H

L H H H H H H H H

H H L H H H H H H

H H H L L H H H H

H H H H H L L H H

H H H H H H H L L

Shift Indicator Speed Range Display

5 6 7

H = Open or 24VDC L = GND or 1.7VDC

F6-12

Automatic Shift Control System

F06005

HARNESS CONNECTORS AND SIGNALS The following charts should be used in conjunction with the electrical schematic (Section R) when diagnosing transmission controller wiring harness problems, sensor problems, etc. CONNECTOR: ATC1 SIGNAL

PIN No. 1 L/C SOL 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

F06005

Overrun SOL (+) Exhaust brake SOL (+) Accelerator low idle Battery direct power source GND Power source, 24V BCV Overrun SOL (-) Exhaust brake SOL (-) Transmission cut relay GND Power source 24V

CONNECTOR: ATC2 SIGNAL

PIN No. 1 Proportional SOL power source 24V 2 ECMV 1st (+) 3 ECMV 3rd (+) 4 ECMV 2nd (+) 5 ECMV R (+) 6 7 ECMV L (+) 8 9 10 11 12 13 14 15 16 17 18 19 20 21

ECMV 4th (+) ECMV H (+)

Proportional SOL power source 24V ECMV 1st, 3rd (-) Sensor power source 12V ECMV 2nd, R (-) ECMV L (-) ECMV 4th (-) ECMV H (-) Solenoid L/C (-) GND

Automatic Shift Control System

F6-13

CONNECTOR: ATC3A SIGNAL

PIN No. 1 2 Transmission input shaft speed 3 Transmission output shaft speed 4 Shift wait 5 Throttle correction 6 Potentiometer power source 5V 7 8 9 10 11 12 13 14 15 16 17 18 19 20

CONNECTOR: ATC3B SIGNAL

PIN No. 1 Alternator terminal R 2 Brake air pressure 3 4 5 6 7 8

Transmission oil level Limp home ON/OFF Steering oil temperature Transmission intermediate shaft speed Engine speed GND (pulse) Brake Command GND (analog)

9 10 11 12 13 14 15 16

Fuel level Engine water temperature Torque converter out oil temperature Rear brake oil temperature Transmission valve inlet port oil temperature Accelerator angle Engine oil pressure

Differential lock switch

CONNECTOR: ATC4 SIGNAL

PIN No. 1 RS422 TX (+) 2 RS422 RX (+) 3 RS232C TX 4 RS232C RX 5 RS485 (+) 6 S-NET (+) 7 RS422 TX (-) 8 FLASH switch 9 RS422 RX (-) 10 GND (serial) 11 RS485 (-) 12 S-NET (-)

F6-14

Automatic Shift Control System

F06005

CONNECTOR: ATC5A SIGNAL

PIN No. 1 Connector check 2 Rear brake ON/OFF 3 Body FLOAT signal 4 Body seated signal 5 Lateral inclination 6 Transmission filter restriction 7 8 9

Brake stroke switch

10 11 12 13 14 15 16 17 18 19 20

Fill switch LOW Fill switch 4th Fill switch HIGH Fill switch 1st Fill switch 2nd Fill switch 3rd Fill switch REVERSE Retarder switch ON/OFF Start signal, key switch C Emergency steering Heater relay ON/OFF

CONNECTOR: ATC5B SIGNAL

PIN No. 1 Exhaust brake ON/OFF 2 Shift lever R signal 3 Shift lever N signal 4 Shift lever D signal 5 Shift lever 5 signal 6 Shift lever 4 signal 7 Shift lever 3 signal 8 Shift lever L signal 9 Shift limit switch ON/OFF 10 Model selection 1 11 Model selection 2 12 Model selection 3 13 Model selection 4 14 Parking brake ON/OFF 15 Coolant level 16 Power mode ON/OFF

CONNECTOR: ATC6 SIGNAL

PIN No. 1 RS232 TX 2 RS232 RX 3 Flasher switch ON/OFF 4 Signal GND

F06005

Automatic Shift Control System

F6-15

NOTES

F6-16

Automatic Shift Control System

F06005

SECTION G WHEELS, SPINDLES AND FINAL DRIVE INDEX

TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1 TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1 FRONT TIRE AND RIM Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-2 REAR TIRE AND RIM Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 TIRE MATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6

FRONT WHEEL HUB AND SPINDLES FRONT WHEEL HUB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1 Front Wheel Bearing and Brake Disc Replacement . . . . . . . . . . . . . . . . . . G3-2 Front Wheel Hub Installation and Bearing Adjustment . . . . . . . . . . . . . . . . . G3-3 A-Frame Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4

FINAL DRIVE ATTACHMENTS FINAL DRIVE LOWER LINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1 Pin Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1 Pin Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2 Bearing Removal and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2 Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2 DIAGONAL PANHARD ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2 Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3

G01011

Index

G1-1

FINAL DRIVE ASSEMBLY COMPLETE FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4 DIFFERENTIAL CARRIER ASSEMBLY Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6 Differential Cage Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7 Pinion Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7 Differential Cage Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7 Spider Gear Bearing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9 Spider Gear Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11 Differential Cage Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14 Pinion Installation And Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . G5-14 Differential Cage Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14 Carrier Bearing And Backlash Adjustment . . . . . . . . . . . . . . . . . . . . . . G5-15

FINAL DRIVE PLANETARIES AND WHEEL HUBS PLANETARY DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1 Final Drive Carrier Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-2 Final Drive Carrier Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3 Final Drive Carrier Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3 Final Drive Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4 Final Drive Disasembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4 Final Drive Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-7

G1-2

Index

G01011

TIRES AND RIMS General Information and Recommendations The truck tires should be inspected and tire pressure checked with an accurate pressure gauge before each working shift. Tire pressure will vary according to manufacturer and local working conditions. Consult the tire manufacturer for recommended tire pressure.

•

NEVER overinflate a tire. Refer to tire manufacturers recommendations.

•

Insure valve caps are securely applied to valve stems. The caps protect valves from dirt build up and damage. DO NOT bleed air from tires which are hot due to operation; under such circumstances, it is normal for pressure to increase in the tire due to expansion.

ALWAYS keep personnel away from a wheel and tire assembly when it is being removed or installed.

•

DO NOT go near tires after brake fires until tires have cooled.

•

The tire and rim weigh approximately 2,800 lbs. (1271 kg). BE CERTAIN tire handling equipment is capable of lifting and manuevering the load.

A bent or damaged rim which does not support the bead properly may cause abnormal strain on the tire resulting in a malfunction. If a tire should become deeply cut, it should be removed and repaired. Neglected cuts cause many tire problems. Water, sand, grit, dirt and other foreign materials work into a tire through a cut eventually causing tread or ply separation. Tires should be stored indoors, if possible. If stored outdoors, cover tires with tarpaulin to keep out dirt, water and other foreign materials. Long exposure to the sun will cause ozone cracks. Storage should be in a cool, dry, dark, draft free location. Tires should be stored vertically. If they must be laid on their sides for a short period, avoid distortion by stacking no more than three tires on top of one another. Avoid contact with oil, grease and other petroleum products.

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.

Before storing used tires, clean thoroughly and inspect for damage. Repair as necessary. When a truck is placed in storage, it should be blocked to remove the weight from the deflated tires. If a stored truck cannot be blocked, check air pressure and inspect tires twice a month for proper inflation pressure.

•

DO NOT weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting gases inside the tire may ignite causing explosion of tire and rim.

•

When inflating tires ALWAYS use a safety cage.

•

NEVER inflate a tire until the lockring is securely in place.

•

DO NOT stand in front of or over the lock ring during inflation procedures.

G02010

Tires and Rims

FIGURE 2-1. TYPICAL TIRE HANDLER

G2-1

3. Release air from tire.

FRONT TIRES AND RIMS

4. Grasp tire assembly with the tire handler. Removal 1. Stop the machine on level ground, apply parking brake and put blocks on both sides of the rear wheels. 2. Place a 50 ton capacity or larger hydraulic jack (1, Figure 2-2) under the suspension cylinder on the A-Frame and jack up the front wheel assembly and block up securely.

Do not damage the tire inflation stem during tire removal.

Due to its size and weight, always keep personnel away from a wheel and tire assembly when it is being removed or installed.

5. Remove wheel clamp nuts (3, Figure 2-3) and retainers (2). 6. Move wheel and tire assembly away from wheel hub and into clean work area. 7. Inspect brake components for damage or wear. Inspect hydraulic brake lines for leaking fittings or damage.

FIGURE 2-2. JACK PLACEMENT 1. Jack (50 ton capacity)

2. A-Frame

When deflating tires, be wary of flying dirt and debris. Wear eye protection at all times.

Do not totally deflate tire. Keep tire inflated to 10-15 psi (69-103 kPa) to assure tire and rim components remain assembled during tire handling.

G2-2

Tires and Rims

FIGURE 2-3. FRONT WHEEL HUB 1. Hub 2. Retainer

3. Nuts 4. Rim

G02010

REAR TIRE AND RIM Installation

Removal

NOTE: Remove all dirt and rust from mating parts before installing wheel assembly.

1. Grasp tire assembly with the tire handler and move into position on wheel hub. Align the notch in the wheel hub with the wheel rim stopper.

2. Install wheel retainers (2, Figure 2-3) and nuts (3). Tighten the wheel clamp nuts uniformly. Rotate the wheel, then check that the runout is within 5 mm. (0.20 in.)

3. Continue tightening nuts in increments until 225 ± 25 kg.m (1630 ± 181 ft. lbs.) torque is obtained on each nut.

4. Check tire inflation for tire manufacturer’s recommended pressure. Raise truck and remove all blocking.

1. Stop the machine on level ground, apply parking brake, and put blocks on both sides of the front wheels.

2. Raise final drive enough for tires to clear the ground surface to be removed. Block the final drive case securely.

3. Remove air valve lock plate (1, Figure 2-4)

4. Remove clamp nuts (2) retainers (4) and wedge ring (3).

5. Position tire removal apparatus (tire handler, forklift, etc.) and remove outside wheel assembly.

5. Operate truck for one load and tighten wheel nuts again to 225 ± 25 kg.m (1630 ± 181 ft. lbs.). Check torque daily until 225 ± 25 kg.m (1630 ± 181 ft. lbs.) torque is maintained on each nut. Check torque intermittently thereafter.

FIGURE 2-4. RIM AND CLAMPS 1. Air Valve Lock Plate 2. Clamp Nuts

G02010

Tires and Rims

3. Retainer Ring 4. Retainer

G2-3

6. Remove spacer (2, Figure 2-5).

INSTALLATION OF REAR WHEEL ASSEMBLY

1. Clean all tire mounting surfaces.

2. Position tire removal apparatus (tire handler, forklift, etc.) and install inboard tire assembly (2, Figure 2-6). Align the notched groove in the wheel hub with the wheel rim stopper. Be careful not to break the air valve.

3. Install the three retainers and clamp nuts (1). Tighten clamp nuts uniformily in the correct order of tightening as shown in Figure 2-7. Tighten clamp nuts to 225 ± 25 kg.m (1630 ± 181 ft. lbs.) torque.

FIGURE 2-5. SPACER AND TIRE 1. Final Drive Housing

2. Spacer 4. Install spacer (2, Figure 2-5).

7. Remove the three clamp nuts (1, Figure 2-6) and retainers.

NOTE: Be careful not to break the air valve of the inboard wheel assembly.

8. Remove inboard tire assembly (2).

5. Position tire removal apparatus (tire handler, forklift, etc.) and install outboard wheel assembly. Align the notched groove in the wheel hub with the wheel rim stopper. Be careful not to break the air valve.

9. Place tires off to one side lying flat. Do not lean on truck, walls, etc.

FIGURE 2-7. TIGHTENING SEQUENCE 1. Clamp Nut FIGURE 2-6. INBOARD WHEEL ASSEMBLY 1. Clamp Nut

G2-4

2. Inboard Tire

Tires and Rims

G02010

6. Install the wedge ring (3, Figure 2-4) so that the protrusion of the wedge ring from the cover surface is uniform around the whole circumference of the ring. Install clamp nuts (2).

9. Rotate the wheel and check that the runout is within 5 mm. (0.20 in.)

10. After installing the rear wheel assembly, travel approx. 5 - 6 km (3-4 miles) to settle all contacting portions, then tighten clamp nuts again to 225 ± 25 kg.m (1630 ± 181 ft. lbs.) torque. Check torque periodically until proper torque is maintained.

7. Install air valve lock plate (1, Figure 2-4)

8. Lower the machine to the ground. Tighten clamp nuts (1, Figure 2-8) uniformily in the order of tightening shown in Figure 2-7. Tighten clamp nuts to 225 ± 25 kg.m (1630 ± 181 ft. lbs.) torque.

FIGURE 2-8. REAR WHEEL MOUNTING 1. Outboard Tire and Rim 2. Clamp Nut

G02010

3. Clamp Nut 4. Inboard Tire and Rim

Tires and Rims

G2-5

TIRE MATCHING The matching of tires on drive axle dual wheel installations is important in order to achieve satisfactory life, both of the tires and of the load carrying components of the final drive. To check matching of duals already mounted on the truck, 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 1 in. x 2 in. wood strips (one piece long enough to span the dual tires). The two wood strips should be squared with a carpenter’s square and rigidly fastened to maintain a true 90o angle.

Exact limitations are not specified by tire manufacturers, but a general rule is:

Unloaded, inflated tires, when standing side by side, should not exceed a 1% maximum variation in their diameters. Measuring of tire size is most accurate when the tire is mounted on a wheel, inflated to correct pressure, and totally unloaded (off the truck, or off the ground, if mounted on a truck). Use a steel tape placed in the center of the tread and measure the total circumference of the tire. Using the formula below, calculate the diameter, "d".

Matching of tire diameters from one side of an axle to the opposite side is important to prevent unstable load shifting, excess load on structural members, and rapid wear of the internal components of the final drive.

diameter "d" = measured circumference ÷ 3.1416 diameter "d" x 0.01 = Allowable Variation in size

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 duals cause unequal distribution of the load. Rapid wear and/or tire blowout can result.

The tires used on opposite sides of HAULPAK® Trucks should also be limited to a 1% variation in diameter of the inflated, unloaded tires.

G2-6

Tires and Rims

G02010

FRONT WHEEL HUB AND SPINDLES FRONT WHEEL HUB Removal

1. Block the rear wheels on both the front and rear sides.

2. Refer to Front Tire and Rim Removal, this Section, and remove front tire and rim assembly.

Each Brake Caliper weighs approximately 70 kg. (154 lbs.) The Wheel Hub Assembly weighs approximately 568 kg (1252 lbs.). Use adequate lifting devices when lifting these components. 4. Refer to Front Brake Caliper Removal, Section "J" and remove the front caliper assembly.

3. Disconnect and cap brake lines at brake calipers (10). 5. Remove wheel cover (1, Figure 3-1).

6. Support or lift wheel hub with an adequate lifting device.

FIGURE 3-2. FRONT HUB 1. Spindle

2. Front Hub

FIGURE 3-1. FRONT WHEEL HUB 1. Cover 2. Retainer

G03011 12/91

3. Wheel Hub 4. Spacer

Front Wheel Hub and Spindle

G3-1

7. Remove capscrews (3, Figure 3-3) retainer (2).

DISASSEMBLY OF FRONT WHEEL HUB ASSEMBLY

1. Remove brake disc capscrews and brake disc (3, Figure 3-5) if necessary. 2. Remove oil seal (1) and outer race (2). 3. Remove outer race (4).

FIGURE 3-3. FRONT WHEEL COVER 1. Cover 2. Retainer

3. Capscrew

8. Check the number and thickness of the shims behind retainer and keep in a safe place.

9. Rock wheel hub assembly (2, Figure 3-4) lightly from the rear, and push out together with bearing (1).

10. Remove bearing (1), then remove wheel hub assembly (2).

FIGURE 3-5. WHEEL HUB 1. Oil Seal 2. Outer Race

3. Brake Disk 4. Outer Race

4. Remove bearing (1, Figure 3-6) and spacer (2). 5. Clean all metal parts in cleaning solvent.

FIGURE 3-4. WHEEL HUB AND BEARINGS FIGURE 3-6. WHEEL BEARING 1. Outer Bearing

2. Hub Assembly 1. Bearing 2. Spacer

G3-2

Front Wheel Hub and Spindle

3. O-Ring

G03011 12/91

Inspection 1. Inspect all seals and bearings and replace as required. 2. Check seal ring mounting area on wheel hub, brake adaptor and spindle for damage that could cause leakage. 3. Inspect spindle in area of bearing surfaces and radius under spacer for distress or cracks. Nondestructive methods of crack detection (dye penetrant or magnaflux) should be used.

FIGURE 3-7. FRONT WHEEL BEARING ASSEMBLY OF FRONT WHEEL HUB ASSEMBLY

1. Cover

2. Grease Cavity

1. Clean all metal parts in cleaning solvent. 2. Install O-Ring (3, Figure 3-6), spacer (2) and bearing (1). 3. Using a push tool, press outer races (2 and 4, Figure 3-5) into hub. 4. Using a push tool, press fit oil seal (1) into hub.

Front Wheel Hub Bearing Adjustment 1. Install retainer (1, Figure 3-8) with 3 mounting capscrews without installing any shims. Rotate hub 20-30 times and tighten capscrews uniformly to 13.0 ± 0.5 kg.m (94 ± 4 ft. lbs.) torque. 2. Measure dimension (A) from retainer to tip surface of axle with depth micrometer (2).

5. Set brake disc (3) in position on hub. Apply thread tightener Three Bond (TB1374) to the capscrews and attach brake disc to hub. Tighten capscrews to 94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque.

NOTE: When removing the retainer, be careful that the bearing does not come out.

6. Support or lift wheel hub with an adequate lifting device and install on spindle.

NOTE: Measure two places on retainer and take the average.

7. Fill the shaded portion (Figure 3-7) fully with grease shown in Table 1. Approximately 17.5 liters (4.6 gallons) of grease is required for each wheel.

3. Remove retainer (1), and measure retainer thickness C. Then select shim thickness equal to B (B= A-C) + 0.3mm (0.012 in).

NOTE: Be careful not damage the oil seal on the inside of the hub.

NOTE: Select the combination of shims that gives the minimum number of shims.

8. Install bearing (1, Figure 3-4).

TABLE 1. WHEEL BEARING GREASE MANUFACTURER

BRAND NAME

Mobil Oil

Mobil Grease HP-2

Showa Shell Oil

Super Duty Grease 2

Esso Oil

Ronex MP

FIGURE 3-8. PRELOAD ADJUSTMENT 1. Retainer

G03011 12/91

Front Wheel Hub and Spindle

2. Depth Micrometer

G3-3

4. Apply thread tightener Three Bond (TB1374) to the capscrews and install shims and retainer (1). Rotate hub 20-30 times and tighten capscrews uniformly to 94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque.

NOTE: After tightening the bolts, rotate the hub and check that there is no abnormality in rotation.

5. Fill the inside of the cover (shaded portion, Figure 3-7) with grease as shown in Table 1.

Installation 1. Install new O-Rings (5, Figure 3-9) in bearing (6). 2. Position A-Frame to frame and install spacers (3) and pins (7) with retaining capscrews. Tighten capscrews 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.

6. Fit O-ring in cover (1, Figure 3-3) and install cover. 7. Refer to Section "J" Installation of Front Brake Caliper and install front brake caliper. 8. Connect brake lines to calipers.

Bleed brakes before placing truck in production. Refer to Brake Bleeding, Section "J".

FRONT WHEEL SPINDLE REMOVAL AND INSTALLATION The spindle is part of the front suspension cylinder. To remove or install the spindle, refer to Section "H", Suspensions.

SUSPENSION A-FRAME Both A-Frame mounting pins are the same. 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.

FIGURE 3-9. A-ARM PIN 1. Bushing 2. Frame 3. Spacer 4. Snap Ring\ Seal

5. O-Ring 6. Bearing 7. Pin

3. Use a suitable lifting device and support the AFrame. Remove retaining capscrew and pin (7, Figure 3-9) and spacers (3). 4. Remove A-Frame from frame.

G3-4

Front Wheel Hub and Spindle

G03011 12/91

CENTER TIE ROD PIVOT Installation

Removal 1. Remove capscrews and washers (9, Figure 3-10) 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 pivot link. 5. Remove seals (12), snap rings (14) and push out ball joint assembly (16).

1. Press in bushings (4, 6, and 11). 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) in pivot link. 4. Install seals (12). 5. Position tie rod in pivot link and install pin (10). Install retaining capscrew and washer (9). 6. Connect grease lines to pins and lubricate all joints.

Inspection 1. Inspect all bushings (4, 6, and 11) for wear. 2. Inspect all seals (12) and O-Rings (5, and 15). 3. Replace any worn or damaged parts.

FIGURE 3-10. CENTER TIE ROD PIVOT 1. Washer 2. Snap Ring 3. Pivot Pin 4. Bushing

G03011 12/91

5. O-Ring 6. Bushing 7. Pivot Link 8. Spacer

9. Capscrew and washer 10. Tie Rod Pin 11. Bushing 12. Seal

Front Wheel Hub and Spindle

13. Tie Rod 14. Snap Ring 15. O-Ring 16. Ball Joint

G3-5

NOTES

G3-6

Front Wheel Hub and Spindle

G03011 12/91

FINAL DRIVE ATTACHMENTS FINAL DRIVE ANCHOR 4. Place jack under the rear suspension lower link mount to be removed.

Lower Link Removal 1. Securely block front and rear wheels. 2. Support rear of frame from the floor under the hoist cylinder mounting. 3. Support front and rear side of rear axle housing.

Be sure jack is secure to lower mount so it will not slide off as jack is extended. 5. Block final drive securely in this position. 6. Remove pin retaining capscrew and remove pin (4, Figure 4-1). 7. Remove spacers (3, Figure 4-2) and O-Rings (5).

Remove only one link at a time. If more than one link is to be removed at the same time, extra supports must be in place to prevent the frame and axle from moving out of position.

8. Remove snap ring (4) and bearing (6).

FIGURE 4-2. LOWER LINK PIN

FIGURE 4-1. REAR AXLE 1. Pin 2. Diagonal Link

G04008

3. Link 4. Pin

1. Bushing 2. Frame 3. Spacer 4. Snap Ring\ Seal

Final Drive Attachments

5. O-Ring 6. Bearing 7. Pin

G4-1

DIAGONAL PANHARD ROD Inspection

Removal

1. Clean all parts.

1. Park truck on level surface and securely block wheels.

2. Inspect pin for wear, galling and cracks. 3. Inspect bearing for wear and freedom of movement.

2. Securely support frame on each side under lower hoist cylinder mounts. Support frame so there is not any weight being applied to the rear axle.

4. Inspect dirt seal for cracks or damage that could allow dirt to enter.

3. Support panhard rod (1, Figure 4-4).

5. Replace any damaged or worn components found during inspection.

4. Remove retainer capscrews from panhard rod pins (7). 5. Remove panhard rod pins and panhard rod from frame and final drive case.

Installation 1. Install one snap ring (4) and press bearing (6) in link until it contacts snap ring. Install second snap ring.

6. Remove spacers (6, Figure 4-4) and O-Rings (2). 7. Remove snap rings (7) and bearing (1).

NOTE: Install snap rings as shown in Figure 4-3. 2. Install new O-Rings (5) in bearings (6). 3. Install spacers (3, Figure 4-2). 4. Install pin (7) and retaining capscrew. Tighten to standard torque. 5. Raise rear of frame and remove support from under lower hoist cylinder mounts.

FIGURE 4-4. DIAGONAL PANHARD ROD FIGURE 4-3. SNAP RING ORIENTATION 1. Link

G4-2

2. Snap Ring

1. Bearing 2. O-Ring 3. Panhard Rod 4. Bushing

Final Drive Attachments

5. Pin 6. Spacer 7. Snap Ring

G04008

2. Install new O-Rings (2, Figure 4-4) in bearings (1).

Inspection 1. Clean all parts.

3. Install spacers (6).

2. Inspect pin for wear, galling and cracks. 3. Inspect bearing for wear and freedom of movement. 4. Inspect dirt seal for cracks or damage that could allow dirt to enter. 5. Replace any damaged or worn components found during inspection. Installation 1. Install one snap ring (7) and press bearing (1) in link until it contacts snap ring. Install second snap ring.

NOTE: Install snap rings as shown in Figure 4-3.

When installing panhard rod, misalignment of second pin and bearing will probably occur. Raise or lower frame with jacks or adequate lifting device ON EACH SIDE OF FRAME. DO NOT use rear suspensions, because there is no restraint to keep frame from shifting to one side or the other.

4. Place panhard in position and install pin (5) and retaining capscrew. Tighten to standard torque. 5. Install grease lines.

G04008

Final Drive Attachments

G4-3

NOTES

G4-4

Final Drive Attachments

G04008

FINAL DRIVE CENTER CASE ASSEMBLY The differential unit is designed to transmit the rotary power from the propeller 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 negotiating curves.

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: Because of its structure, the differential bearing is subject to force in the thrust direction and radial direction. For this reason, a taper roller bearing is used.

Splash-Type Lubrication Ratio: 3.467 Oil: EO30-CD, 130l (34 gal)

FIGURE 5-1. DIFFERENTIAL 1. Coupling 2. Park Brake Support 3. Bearing Carrier 4. Case

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5. Nut 6. Cap 7. Differential Gear Case 8. Cross Shaft 9. Bevel Gear (52 Teeth)

Final Drive Center Case Assembly

10. Differential Case 11. Side Gear (24 Teeth) 12. Pinion Gear (20 Teeth) 13. Bevel Pinion (15 Teeth) 14. Shims

G5-1

OPERATION Straight-away-travelPower from the pinion passes through the bevel gears to turn the differential case. The differential pinion transfers this rotation to the differential side gears where it turns the drive shafts splined to the gears. During straight-away 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.

FIGURE 5-2. FINAL DRIVE HOUSING 1. Parking Brake 2. Differential

G5-2

3. Axle Housing 4. Brakes

Final Drive Center Case Assembly

5. Final Drive 6. Fill Plug

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Turning

REAR AXLE

In 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.

Removal

Make sure 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 of rear end of truck (without body liners) is approximately 32 914 kgs. (72,563 lbs). Weight of final drive assembly with tires is approximately 15 875 kgs (35,000 lbs.).

To Check Oil Level Remove plug (6, Figure 5-2) and check the oil level. If the oil level is not at or near the lower end of the plug hole, refill through the plug hole.

1. Park truck on level surface. 2. Securely block front wheels. 3. With engine running, release parking brake and disconnect linkage. Refer to Section "J", Parking Brake Removal for instructions for disconnecting parking brake linkage. Shut down engine.

Specifications:

4. Raise rear of frame high enough to clear final drive case as it is rolled from under truck.

Reduction Ratio: Differential: 3.467 Final Drive: 6.500 Total: 22.54 Oil Differential: EO30-CD, 130l (34.4 gal) Final Drive: EO30-CD, 64 l (17 gal) each side Tire size: 24.00-49 or 27.00-49

Rim size: 17.00-49 or 19.50-49

FIGURE 5-3. REAR AXLE MOUNTING 3. Link 1. Pin 4. Pin 2. Diagonal Link

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Final Drive Center Case Assembly

G5-3

5. Securely block under lower hoist cylinder mount structure of frame.

Installation

6. Block rear wheels to prevent final drive assembly from moving. 7. Remove drive line between final drive and transmission. Slide drive line out of protector and set aside. 8. Disconnect all hydraulic lines to wet disc brake assemblies. Cap/plug all ports and hoses to prevent dirt entry. 9. Remove rock ejectors from both sides of body.

Make sure 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 of rear end of truck (without body liners) is approximately 32 914 kg (72,563 lbs.). Weight of final drive assembly with tires is approximately 15,890 kg (35,000 lbs.).

10. Completely vent nitrogen from both rear suspensions. Refer to Section "H", Oiling and Charging Procedures.

1. Align final drive assembly to frame.

11. Attach lifting device to a rear suspension. Refer to Section "H", Rear Suspension Removal. Remove both suspensions.

3. Refer to Final Drive Attachment, this Section, for Lower Link Installation. Install Lower Link.

12. Refer to Final Drive Attachment, this Section, for Lower Link and Panhard Rod Removal. Remove these components. 13. Remove any electrical wiring, air lines or lube lines that may interfere with removal of the final drive assembly. 14. Remove blocks from behind rear wheels. 15. While supporting anchor structure, roll final drive out from under frame.

2. Roll final drive under frame and block wheels.

4. Raise panhard rod to connect to frame. Refer to Final Drive Attachment, this Section, for Panhard Rod Installation. Install Panhard Rod. 5. Attach lifting device to a rear suspension. Refer to Section "H", Rear Suspension Installation. Install both suspensions. 6. Install drive line with slip joint end toward transmission. Tighten companion flange capscrews to 18 ± 2 kg.m(130 ± 15 ft.lbs.) torque. 7. Install all hydraulic lines to rear brake assemblies and connect electrical ground strap at anchor pin.

Before placing truck in production, brakes must be bled. Refer to Section "J" for Brake Bleeding procedure. 8. Install rock ejectors on both sides of body. 9. Raise rear of frame and remove blocks or support stands from under lower hoist cylinder mount structure. 10. Start engine, release parking brake, install linkage from park brake actuator to park brake lever. Refer to Section "J", Parking Brake Installation for instructions for connecting parking brake linkage. Apply park brake, shut down engine. 11. Charge all suspensions. Refer to Section "H", Suspension Oiling and Charging Procedure.

G5-4

Final Drive Center Case Assembly

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DIFFERENTIAL ASSEMBLY Removal 1. Drain 132 l (35 gal) of oil from the differential gear case and 64 l (17 gal) of oil from each final drive gear case. 2. Refer to "Parking Brake Spring Cylinder Removal", Section "J", and remove parking brake spring cylinder. 3. Refer to "Slack Adjuster Removal", Section "J", and remove slack adjuster assembly. FIGURE 5-6. DRIVE SHAFT 1. Guard 2. Cover

3. Drive Shaft

8. Remove guard (1, Figure 5-6) and cover (2). 9. Remove drive shaft assembly (3).

Make sure lifting equipment is of adequate capacity to handle 1500 kg (3307 lbs). FIGURE 5-4. BRAKE LINES AND BRACKET 1. Brake Lines 2. Brake Lines

3. Bracket

4. Remove hoses (1 & 2, Figure 5-4). 5. Remove bracket (3). Loosen the U-capscrews, turn over the valve assembly bracket and set it on top of the cross-member.

10. Install a shackle to the differential mounting surface, then fit a lever block to the pinion end, and adjust the height when removing.

NOTE: Be careful not to damage the seal surface of the housing. 11. Remove differential assembly (2, Figure 5-7).

6. Remove cover (1, Figure 5-5). 7. Install an eyebolt and remove shaft (2) with a bar.

FIGURE 5-7. DIFFERENTIAL ASSEMBLY FIGURE 5-5. COVER AND SHAFT 1. Cover

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1. Lift Chain

2. Shaft

Final Drive Center Case Assembly

2. Differential Assembly

G5-5

Installation

DIFFERENTIAL ASSEMBLY Disassembly

Make sure lifting equipment is of adequate capacity to handle 1500 kg (3307 lbs).

1. Set differential assembly in tool (2, Figure 5-8). Tool (2) consists of repair stand 790-501-2000 and bracket 790-901-5110.

NOTE: Be careful not to damage the seal surface of the housing.

2. Pump air into park brake spring cylinder to retract rod, then pull out connecting pin (3) of slack adjuster lever (4), and remove spring cylinder (1).

1. Install a shackle to the differential mounting surface, then fit a lever block to the pinion end, and adjust the height when installing differential assembly (2, Figure 5-7). Apply Three Bond # 1374 thread tightener to mounting capscrews and tighten to 94.5 ± 10 kg.m (684 ± 72 ft.lbs.) torque.

If the air in the spring cylinder is released, the rod will suddenly extend, so be careful not to get caught.

2. Apply Three Bond # 1374 thread tightener to capscrews and install drive shaft assembly (3, Figure 5-6). Tighten capscrews to 18 ± 2 kg.m (130 ± 14 ft.lbs.) torque. 3. Install guard (1) and cover (2). 4. Install shaft (2, Figure 5-5) with a bar and remove eyebolt. 5. Install cover (1). 6. Install bracket (3, Figure 5-4). 7. Install hoses (1 & 2). 8. Refer to "Slack Adjuster Installation", Section "J", and install slack adjuster assembly. 9. Refer to "Parking Brake Spring Cylinder Installation", Section "J", and install parking brake spring cylinder. 10. Add 132 l (35 gal) of oil to the differential gear case and 64 l (17 gal) of oil to each the final drive gear case. Refer to "Lubrication and Service", Section "P", for oil specifications. Check differential and each final drive for proper oil level.

G5-6

FIGURE 5-8. PARK BRAKE SPRING CYLINDER 1. Spring Cylinder 2. Tool

3. Connecting Pin 4. Lever

3. Caliper assembly a. Remove plate (1, Figure 5-9) on one side, then remove caliper (3) together with pad (2). b. Remove plate on other side. c. Remove brake disc (1, Figure 5-10).

Final Drive Center Case Assembly

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FIGURE 5-9. CALIPER 1. Plate 2. Pad

3. Caliper FIGURE 5-11. PINION AND CARRIER 1. Lifting Device

2. Carrier Assembly

4. Remove retaining capscrew (3, Figure 5-10), and mounting capscrews (6), then remove coupling (2) together with holder (4) and O-ring. Disassembly of Pinion Carrier Assembly

5. Remove support (5). 6. Install coupling and lifting device (1, Figure 5-11) and screw in pusher bolts, then lift off pinion and carrier assembly (2).

1. Remove carrier (2, Figure 5-12) together with inner bearing (3) from pinion gear (1). 2. Remove spacer (5), then remove inner bearing (4).

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.

FIGURE 5-10. BRAKE COUPLING 1. Brake Disc 2. Coupling 3. Capscrew

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4. Holder 5. Support 6. Capscrews

FIGURE 5-12. PINION BEARING 1. Pinion Gear 2. Carrier

Final Drive Center Case Assembly

3. Inner Bearing 4. Inner Bearing 5. Spacer

G5-7

FIGURE 5-13. PINION GEAR AND RACES 1. Outer Race 2. Outer Race 3. Carrier

4. Holder 5. Inner Race 6. Pinion Gear

FIGURE 5-15. DIFFERENTIAL MOUNTING 1. Cap 2. Capscrews

3. Adjustment Nuts 4. Gear Assembly

3. Remove holder (4, Figure 5-13), then remove center bearing inner race (5) from pinion gear (6).

3. Loosen mounting capscrews (2, Figure 5-15), and remove cap (1).

4. Remove bearing outer races (2) and (1) from carrier (3).

4. Lift off differential gear assembly (4).

NOTE: The bearing is an adjustment-free bearing assembly (2 tapered roller bearings and spacer), so check the matching numbers, and keep as a set in a safe place.

5. Remove left and right side bearing adjustment nuts (3).

Disassembly Of Differential Gear Unit Differential Gear Unit 1. Remove lock (1, Figure 5-14).

1. Using puller (1, Figure 5-16) remove bearing (2).

2. Using wrench 790-425-1660 (2), loosen left and right side bearing adjustment nuts (3) until they can be turned by hand.

FIGURE 5-16. BEARING PULLER FIGURE 5-14. DIFFERENTIAL 2. Wrench 1. Locks 3. Nuts

G5-8

1. Puller

Final Drive Center Case Assembly

2. Bearing

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FIGURE 5-17. DIFFERENTIAL CASE 2. Capscrews

1. Case

FIGURE 5-20. PINION GEAR ASSEMBLY 1. Gear Assembly

2. Cross Shaft

2. Remove mounting capscrews (2, Figure 5-17), then remove case (1). 3. Remove thrust washer (1, Figure 5-18) from case (2). 4. Remove side gear (1, Figure 5-19). 5. Remove pinion gear assembly (1, Figure 5-20) together with cross shaft (2). FIGURE 5-18. THRUST WASHER 1. Thrust Washer

2. Case

FIGURE 5-19. SIDE GEAR 1. Side Gear

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2. Gear

6. Hold pinion gear assembly (3, Figure 5-21) with press, and using wrench 09003-07280 (1), remove ring nut (2).

FIGURE 5-21. RING NUT AND GEAR 1. Wrench 2. Ring Nut

Final Drive Center Case Assembly

3. Pinion Gear

G5-9

7. Pull out shaft (4, Figure 5-22) with press, then remove pinion gear, bearing (1), and collar (3). 8. Remove bearing (2) from shaft (4). 9. Remove bearing outer races (1, Figure 5-23) and (2) from pinion gear.

NOTE: The bearing is an adjustment-free bearing, so check the matching numbers of the bearing, collar, and outer race, an keep together as a set in a safe place. 10. Remove side gear (1, Figure 5-24). 11. Remove thrust washer (1, Figure 5-25). 12. Remove bevel gear (3, Figure 5-26) from case (2). FIGURE 5-22. GEAR AND SHAFT 1. Bearing 2. Bearing

13. Remove bearing (1) from case (2) 14. Remove snap ring (2, Figure 5-27), then remove bearing (1) from differential case (3).

3. Collar 4. Shaft

FIGURE 5-23. GEAR BEARINGS 1. Outer Races

FIGURE 5-25. BEVEL GEAR

2. Outer Races

1. Thrust Washer

FIGURE 5-24. 1. Side Gear

G5-10

2. Bevel Gear

FIGURE 5-26. DIFFERENTIAL BEARING

2. Bevel Gear

1. Bearing 2. Case

Final Drive Center Case Assembly

3. Bevel Gear

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FIGURE 5-28. BEARING INSTALLATION FIGURE 5-27. DIFFERENTIAL BEARING 1. Bearing 2. Snap Ring

1. Bearing

2. Shaft

3. Differential Case

5. Differential Pinion Side Gear.

ASSEMBLY of DIFFERENTIAL

NOTE: The bearing is an adjustment-free bearing assembly, so check the numbers on the bearings, collar, and outer races, and use only as a matching set.

Differential Bearing 1. Set differential case in tool (2, Figure 5-8). Tool (2) consists of repair stand 790-501-2000 and bracket 790-901-5110. 2. Using a push tool, press fit bearing (1, Figure 5-27) in differential case (3), then install snap ring (2). Assembly Of Differential Gear Assembly 1. Install bevel gear (3, Figure 5-26) in differential gear case (2). Apply Three Bond # 1374 thread tightener to mounting capscrew and tighten to 94.5 kg.m (684 ft.lbs.) torque. 2. Install side bearing (1). Shrink fit bearing by heating to 100° C (212° F).

a. Using push tool, press fit outer races (1 & 2, Figure 5-23) in pinion gear. b. Using push tool, press fit bearing (1, Figure 5-28) to shaft (2). c. Set pinion gear to shaft, then assemble collar (3, Figure 5-22), and using push tool, install bearing (1). d. Apply Three Bond thread tightener # 1374 to ring nut (2, Figure 5-21). Hold pinion gear assembly (3) with press, and using wrench 0900307280 (1), tighten ring nut (2). 6. Assemble pinion gear assembly (1, Figure 5-20) to cross shaft (2), then raise and install to case.

NOTE: Bearings should be heated by heat lamps, oil bath, or induction heaters. Do not use a torch or heat greater than 176° C (350° F).

NOTE: Align the notched portion of the pinion gear shaft with the dowel pin of the case, and install.

NOTE: After bearing cools, check that there is no clearance between the end face of the case and the bearing.

NOTE: Move the pinion gear, and check that the gear assembly rotates easily.

3. Turn case over, then align with dowel pin, and install thrust washer (1, Figure 5-25).

NOTE: Check that the head of the dowel pin is 0.5 + 0.2 -0.0 mm (0.02 + 0.0078 - 0.0 in) lower than the surface of the washer. 4. Install side gear (1, Figure 5-24).

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7. Install side gear (1, Figure 5-19). 8. Align with dowel pin, and install thrust washer (1, Figure 5-18).

NOTE: Check that the head of the dowel pin is 0.5 + 0.2 -0.0 mm (0.02 + 0.0078 - 0.0 in) lower than the surface of the washer.

Final Drive Center Case Assembly

G5-11

Installation Of Differential Assembly 1. Tighten side bearing adjustment nuts (3, Figure 5-15) temporarily, and place differential gear case assembly (4) temporarily. 2. Align match marks and fit cap (1) to assembly. Rotate the bevel gear 20 - 30 turns to settle the bearings, then tighten. Apply Three Bond thread tightener # 1374 to mounting capscrews (2) and tighten to 175 kg.m (1266 ft.lbs.) torque.

FIGURE 5-29. BEARING INSTALLATION 1. Side Bearing

3. Adjusting preload of bearing a. Install measurement adapters 790-425-1670 (2, Figure 5-31) to both ends of cap. b. Measure dimension between adapters with depth micrometer 792-525-3000 (1).

2. Case

9. Heat side bearing (1, Figure 5-29) to 100° C (212° F) and install to case (2).

NOTE: Bearings should be heated by heat lamps, oil bath, or induction heaters. Do not use a torch or heat greater than 176° C (350° F). NOTE: Check that there is no clearance between the end face of the case and the bearing. 10. Fit case (1, Figure 5-30) to housing. Apply Three Bond thread tightener # 1374 to mounting capscrews (2) and tighten to 94.5 kg.m (684 ft.lbs.) torque.

FIGURE 5-31. BEARING PRELOAD 1. Micrometer 792-525-3000

2. Adapter 790-425-1670

NOTE: When measuring, hold the micrometer securely with one hand, and put the probe in contact parallel to the measurement adapter. c. Add 0.4 ± 0.15 mm (0.016 ± 0.006 in) to the measured dimension, and set scale of micrometer.

NOTE: The added dimension becomes the amount of deflection of the case before applying preload and after applying preload. d. Tighten adjustment nuts (3, Figure 5-14) from both ends, and continue to tighten with wrench 790-425-1660 (2), paying careful attention to the groove that the lock enters. FIGURE 5-30. CASE INSTALLATION 1. Case

G5-12

2. Capscrews

NOTE: To settle the bearing properly when doing this, rotate the bevel gear and tap the bearing cap and bevel gear with a soft-faced hammer,

Final Drive Center Case Assembly

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NOTE: Precautions when adjusting preload.

Input Pinion and Carrier Assembly

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 portion (A), and adjust again.

When assembling the differential pinion carrier assembly (Figure 5-33), if coupling bolts are not tightened while the pinion bearing is turning, the bearing will be damaged in a short period of operation.

Use a light with a feeler gauge to check that there is no gap.

To prevent such trouble, this assembly procedure must be followed. 1. Using push tool, press fit outer races (1, Figure 5-34) and (2) in cage (3). Check that there is no clearance between the outer races and the carrier.

No Gap

FIGURE 5-32. BEARING ADJUSTMENT FIGURE 5-34. 1. Outer Race 2. Outer Race

3. Carrier

2. Heat bearing inner race (2, Figure 5-35) to 100°C (212°F), then press center bearing inner race onto pinion gear (3), then install holder (1). Apply Three Bond thread tightener # 1374 to mounting bolts and tighten to 11.5 ± 1 kgm (83 ± 8 ft.lbs.) torque.

NOTE: Bearings should be heated by heat lamps, oil bath, or induction heaters. Do not use a torch or heat greater than 176° C (350° F).

FIGURE 5-33. INPUT PINION ASSEMBLY 10. O-Ring 1. Capscrew & Washer 11. Capscrew & Washer 2. Park Brake Disc 12. Holder 3. Coupling 13. Bearing Race 4. Capscrew & Washer 14. Pinion Gear (15 T) 5. Holder 15. Bearing Carrier 6. O-Ring 16. Shim Assembly 7. Park Brake Support 17. Capscrew & Washer 8. Oil Seal 18. Bearing Assembly 9. O-Ring

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FIGURE 5-35. 1. Holder 2. Bearing Inner Race

Final Drive Center Case Assembly

3. Pinion Gear

G5-13

3. Heat bearing inner race* (1, Figure 5-36) to 100°C (212°F), then press onto pinion gear shaft and install spacer (2). * The bearing is an adjustment-free bearing, so check the matching numbers, and keep them together as a set. * Check that there is no clearance between the end face of the pinion gear and the inner race.

6. Fit O-ring (10, Figure 5-33) onto bearing carrier (15), and assemble shims* (16, Figure 5-33), then install pinion and cage assembly (1, Figure 5-38) to differential case. * NOTE: Use the same amount of shims that were removed at time of pinion disassembly. If any parts, such as bearings, bearing carrier, pinion gear, or housing have been replaced, be certain to refer to "Adjusting Tooth Contact, Backlash" later in this procedure to determine the correct shim thickness.

FIGURE 5-36. 1. Bearing Inner Race

2. Spacer FIGURE 5-38. 1. Cage Assembly

4. Set carrier (2, Figure 5-37) to pinion gear (3), and install bearing (1).

7. Install oil seal (3, Figure 5-39) and O-ring (2) to park brake support (1). Install support (1) to differential case. Apply Three Bond thread tightener # 1374 to mounting bolts and tighten to 56 ± 6 kgm (405 ± 45 ft.lbs) torque.

FIGURE 5-37.

FIGURE 5-39.

1. Bearing 2. Carrier

3. Pinion Gear

1. Park Brake Support 2. O-ring

3. Oil Seal

5. Coat the bearing rollers as well as the running surfaces of the inner and outer races thoroughly with E030-CD.

G5-14

Final Drive Center Case Assembly

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8. Fit coupling (4, Figure 5-40), O-ring and holder (2), and apply Three Bond thread tightener # 1374 to mounting bolt (3). Tighten bolt* (3) gradually to 225 ± 25 kgm (1627 ± 180 ft.lbs) torque while the bearing is turning (20 to 30 rotations). * If the bolt (3) is tightened without keeping the bearing turning, there will be a possibility of damaging the bearing .

* 2) Measure the axial bearing end play for: 0.01 - 0.17 mm (0.0004 - 0.0067 in.) Measuring method: i) After the bearing has been run 20 to 30 rotations, set a dial gauge as shown in Figure 5-42 to align with Point Zero.

FIGURE 5-42. FIGURE 5-40. 1. Park Brake Support 2. O-ring and Holder

ii) Oscillate the coupling 20 to 30 rotations in its lifted condition (approximately 300 kg) and make sure that the dial gauge reading has been stabilized. (See Figure 5-43)

3. Bolt 4. Coupling

9. After tightening bolt (3), turn the bearing 20 to 30 rotations again, and make sure that the bearing is running smoothly and that bolt (3) has been tightened to the specified torque. 10. Using either of the following methods* , confirm that the bearing has been set normally. * 1) Measure the starting torque in the tangential direction with a spring scale (1, Figure 5-41) 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 lbs.) maximum. Perform this measurement on the bevel gear side.

FIGURE 5-43.

iii) The dial gauge reading obtained in ii) above will be equal to the end play in the axial direction.

FIGURE 5-41. 1. Spring Scale

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Final Drive Center Case Assembly

G5-15

Adjusting Tooth Contact, Backlash Adjust backlash and tooth contact at the same time. 1. Adjust backlash as follows. a. Move bevel gear with adjustment nuts (1 & 2, Figure 5-44).

NOTE: 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.

2. Adjust tooth contact as follows. 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 Step 3.

b. Put a dial Indicator (2, Figure 5-45) 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 0.410.56 mm (0.016 - 0.022 in) backlash.

FIGURE 5-45. TOOTH CONTACT ADJUSTMENT FIGURE 5-44. BACKLASH ADJUSTMENT 1. Bevel Gear

G5-16

1. Adjustment Nut

2. Adjustment Nut

2. Dial Indicator

Final Drive Center Case Assembly

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3. Adjusting tooth contact Mix red lead (minium) in spindle oil, 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. Tooth contact

Adjust the tooth contact as shown in the following illustrations and procedure.

Cause

Procedure for adjustment

The tooth contact pattern Adjust the drive pinion by adjusting the shims at the should start from about 5 mm drive pinion cage. Adjust the driven gear in the same from the toe of the bevel gear way as when adjusting backlash. and cover about 50% of the length of the tooth. It should be in the center of the tooth height.

Drive pinion is too far from driven gear.

1. Reduce shims at drive pinion to bring closer to driven gear. 2. Move driven gear further away from drive pinion and adjust backlash correctly.

Drive pinion is too close to driven gear.

Driven gear is too close to drive pinion.

Driven gear is too far from drive pinion.

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1. Increase shims at drive pinion t o move away from driven gear. 2. Move driven gear closer to drive pinion and adjust backlash correctly.

1. Reduce shims at drive pinion to bring closer to driven gear. 2. Move driven gear further away from drive pinion and adjust backlash correctly.

1. Increase shims at drive pinion t o move away from driven gear. 2. Move driven gear closer to drive pinion and adjust backlash correctly.

Final Drive Center Case Assembly

G5-17

4. Caliper assembly a. Install brake disc (1, Figure 5-46). Apply Three Bond thread tightener # 1374 to disc plate capscrews and tighten to 56 ± 6 kg.m (405 ± 43 ft.lbs.) torque.

FIGURE 5-46. BRAKE COUPLING 4. Holder 1. Brake Disc 5. Support 2. Coupling 6. Capscrews 3. Capscrew

b. Install plate (1, Figure 5-47) on one side temporarily. c. Fit pad (2) and install caliper (3). d. Install plate on other side and tighten fully. Apply Three Bond thread tightener # 1374 to plate mounting capscrews and tighten to 94.5 kg.m (684 ft.lbs.) torque.

9. Install spring cylinder assembly (1, Figure 5-48), and connect rod clevis with connecting pin (3) to lever of slack adjuster (4).

NOTE: To retract the rod, connect air pressure to the spring cylinder.

FIGURE 5-48. PARK BRAKE SPRING CYLINDER 1. Spring Cylinder 2. Tool

3. Connecting Pin & Clevis 4. Lever

Refer to "Parking Brake Adjustment", Section "J", Brake System, to adjust park brake assembly.

NOTE: Make a clearance of 0.1 mm (0.004 in) between the plate and the caliper.

1. Plate 2. Pad

G5-18

FIGURE 5-47. CALIPER 3. Caliper

Final Drive Center Case Assembly

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FINAL DRIVE PLANETARIES AND WHEEL HUBS

FINAL DRIVE

To Check Oil Level

The final drive uses a planetary gear mechanism to reduce the rotation speed and produce a greater driving torque. Of all the components in the drive train, the final drive has to bear the greatest stresses. The lubrication system should be maintained properly to insure long life of the gears and bearings.

Stop the machine so that the casting line is horizontal and the drain plug is at the bottom. Remove the fill plug 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.

FIGURE 6-1. FINAL DRIVE PLANETARY 1. Carrier 2. Planet Gear Shaft 3. Planet Gear (39 Teeth) 4. sun gear (18 teeth)

G06005

5. Button 6. Cover 7. Ring Gear (99 Teeth) 8. Spacer

9. Retainer 10. Inner Hub 11. Drive Shaft 12. Wheel Hub 13. Seal Drain

Final Drive Planetaries and Wheel Hubs

SPECIFICATION: Splash-type Lubrication Ratio: 6.50 Oil: EO30-CD, 64 l (17 gal) Each Side

G6-1

CARRIER ASSEMBLY Removal 1. Drain 64 l (17 gal) of oil from the final drive case.

NOTE: If the drain plug is not at the bottom, use a hydraulic jack (50t) to jack up the machine, then turn the hub.

2. Remove cover (1, Figure 6-2). 3. Remove button (2). 4. Install an eye-capscrew at the end of drive shaft (3, Figure 6-3), then use a bar to pull out drive shaft. FIGURE 6-3. DRIVE SHAFT

5. Remove snap ring (4). 6. Remove sun gear (5).

1. Carrier Assembly 2. Spacer 3. Drive Shaft

7. Remove spacer (2).

4. Snap Ring 5. Sun Gear

Be sure lifting device is of adequate capacity to handle 390 kg (860 lbs.) safely. 8. Remove carrier assembly (1).

FIGURE 6-2. COVER AND BUTTON 1. Cover

2. Button

FIGURE 6-4. CARRIER ASSEMBLY 1. Carrier Assembly

G6-2

Final Drive Planetaries and Wheel Hubs

2. Rim

G06005

Installation

Be sure lifting device is of adequate capacity to handle 390 kg (860 lbs.) safely. 1. Install carrier assembly (1, Figure 6-4). 2. Install spacer (2 Figure 6-3). 3. Install sun gear (5). 4. Install snap ring (4). 5. Install an eye-capscrew at the end of drive shaft (3), then use a bar to Install drive shaft. 6. Install button (2, Figure 6-2). 7. Install cover (1). 8. Add oil to the final drive case. Refill to the specified level and check the oil level again. Refer to "Lubrication and Service", Section "P", for the proper oil.

FIGURE 6-6. BEARINGS 1. Bearings

2. Spacer

3. Pull out pinion gear assembly (5), and remove two bearings (1) and spacer (2). (See Figures 6-5 and 6-6)

FINAL DRIVE CARRIER

4. Remove outer race (1, Figure 6-7) and spacer (2).

Disassembly 1. Remove four capscrews (6, Figure 6-5) and six capscrews (7), then remove plate (3).

NOTE: The bearing is an adjustment-free bearing, so keep together as a set in a safe place. 5. Remove snap ring (3).

2. Using a press, remove shaft (4).

6. Remove spacer (8, Figure 6-5) from carrier.

FIGURE 6-5. CARRIER 1. Bearings 2. Spacer 3. Plate 4. Shaft

G06005

5. Pinion Gear Assembly 6. Capscrews 7. Capscrews 8. Spacer

FIGURE 6-7. OUTER BEARING RACES 1. Outer Race 2. Spacer

Final Drive Planetaries and Wheel Hubs

3. Snap Ring

G6-3

FINAL DRIVE ASSEMBLY Assembly

Disassembly

1. Install spacer (8, Figure 6-5) to carrier. 2. Install snap ring (3, Figure 6-7). 3. Fit spacer (2), and press fit outer race (1). 4. Set spacer (2, Figure 6-5) and bearing (1) in position, then raise pinion gear and assemble, and install bearing (1) from top. 5. Push pinion gear assembly (5) into carrier.

1. Remove rear wheel assembly. Refer to "Rear Wheel Removal", this section. 2. Remove carrier assembly as previously described. 3. Shim retainer removal; a. Using three evenly spaced tools 790-438-1150 (3, Figure 6-8), secure inner gear (1) to outer gear (2).

6. Fit plate (3) with capscrew (1) temporarily, then install 2 guide capscrews to shaft (4), and press fit.

NOTE: To install the tool, remove capscrew (4) from the outer gear, and use the three tool mounting tap holes in the inner gear.

NOTE: Expand fit the shaft, of press fit with a press.

NOTE: To prevent damage to the floating seal, always remove before removing retainer (1, Figure 6-9).

7. Apply Three Bond (TB1374) thread tightener to capscrews (7) and tighten to 28.5 kg.m (206 ft.lbs.) torque. After rotating pinion gear 5 - 6 turns, tighten six capscrews (2) and four capscrews (6) to specified torque again.

b. Remove mounting capscrews (2, Figure 6-9), then remove retainer (1) and shims.

NOTE: Check the number and thickness of the shims, and keep together in a safe place.

FIGURE 6-8. GEARS AND RETAINER

G6-4

1. Inner Gear 2. Outer Gear

3. T oo l (79 0-438 1150) 4. Capscrew

Final Drive Planetaries and Wheel Hubs

G06005

FIGURE 6-9. RETAINER 1. Retainer

2. Capscrews

4. Lift off ring gear assembly (1, Figure 6-10). Disassemble ring gear assembly as follows. a. Remove mounting capscrews (1, Figure 6-11), then remove holder (2). b. Remove inner hub (3) from ring gear (4).

FIGURE 6-10. RING GEAR 1. Ring Gear Assembly

G06005

2. Hub

FIGURE 6-11. INNER GEAR AND RING GEAR 1. Capscrews 2. Holder

3. Inner Hub 4. Ring Gear

5. Rear wheel hub assembly. a. Sling rear wheel hub assembly (1, Figure 6-12) or support with forklift, then remove nuts (2, Figure 6-13).

FIGURE 6-12. REAR WHEEL HUB 1. Hub Assembly

Final Drive Planetaries and Wheel Hubs

2. Housing

G6-5

FIGURE 6-13. REAR WHEEL HUB 1. T oo l (79 0-438 1150)

2. Nut

FIGURE 6-15. HUB AND BEARING 1. Hub Assembly 2. Outer Race

3. Outer Race

b. Pull out wheel hub assembly (2, Figure 6-14) partly, remove bearing (1), then remove wheel assembly.

NOTE: The bearing comes out easily, so be extremely careful not to let it drop.

6. Remove bearing (1, Figure 6-16).

c. Remove outer races (2 & 3, Figure 6-15) from wheel hub assembly (1).

FIGURE 6-16. BEARING FIGURE 6-14. HUB AND BEARING 1. Bearing

G6-6

1. Bearing

2. Axle

2. Hub Assembly

Final Drive Planetaries and Wheel Hubs

G06005

Assembly 1. Install bearing (1, Figure 6-16). 2. Wheel hub assembly a. Using push tool 792-104-4501, press fit outer races (2 & 3, Figure 6-15) in wheel hub (1). b. Install O-ring, then raise rear wheel hub assembly (1, Figure 6-12), and set to inner gear. c. Install bearing (1, Figure 6-14). Apply Three Bond (TB1374) thread tightener to nuts (2, Figure 6-13) and tighten nuts to 56 kg.m (405 ft.lbs.) torque.

NOTE: Do not remove tools (1, Figure 6-13) until the retainer has been completely secured.

3. Ring gear assembly a. Assemble ring gear assembly as follows. b. Set inner hub (3, Figure 6-11) to ring gear (4). c. Install holder (2), and apply Three Bond (TB1374) thread tightener to mounting capscrews (6) and tighten. d. Raise ring gear assembly (1, Figure 6-10) and install.

4. Shim, retainer a. Adjust preload of bearing as follows. 1) With no shims assembled, install retainer (1, Figure 6-9) temporarily with capscrews (2). 2) Remove tool (1, Figure 6-13) from 3 places, and tighten nuts. 3) Rotate wheel hub 5 - 6 times and tighten capscrews uniformly to 15 ±0.5 kg.m (108 ± 3.6 ft.lbs.) torque.

NOTE: If the capscrews are tightened without rotating the wheel hub, the bearing will not settle, and the correct preload cannot be obtained. 4) Using depth micrometer (1, Figure 6-17) measure dimension "c" between end of shaft and outer edge of retainer (2). 5) Remove retainer, and measure the thickness "a" of retainer. Select a shim thickness which is dimension "b", by using the formula below. (b=c-a) and add 0.3 mm (0.012 in). b. Insert shim pack as determined above, then install retainer (1, Figure 6-9). Apply Three Bond (TB1374) thread tightener to capscrews (2) and tighten to 94.5 kg.m. (684 ft.lbs.).

NOTE: Rotate the wheel hub 5 - 6 times and tighten the capscrews uniformly until the tightening torque in constant. NOTE: After tightening the capscrews, rotate the wheel hub, and check that there is no abnormality in rotation.

5. Refer to "Carrier Assembly Installation", this section, and install carrier assembly. 6. Refer to "Rear Wheel Assembly Installation", this section, and install rear wheel assembly.

FIGURE 6-17. SHIM ADJUSTMENT 1. Micrometer

G06005

2. Retainer

Final Drive Planetaries and Wheel Hubs

G6-7

NOTES

G6-8

Final Drive Planetaries and Wheel Hubs

G06005

SECTION H SUSPENSIONS INDEX

H01012

FRONT SUSPENSION Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attenuation Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

H2-1 H2-3 H2-5 H2-6 H2-7 H2-7 H2-8

REAR SUSPENSION Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Spherical Bearing Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

H3-1 H3-2 H3-3 H3-3 H3-4 H3-5

OILING AND CHARGING PROCEDURES GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . .

H4-1 H4-1 H4-1 H4-2 H4-3 H4-5 H4-5 H4-6

Index

H1-1

H1-2

Index

H01012

SUSPENSION SYSTEM

FIGURE 2-1. SUSPENSION SYSTEM 1. Front Suspension Cylinder 2. Rear Axle Support

3. Rear Suspension Cylinder 4. Radius Rod

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. In this way, it allows the machine to demonstrate its full performance in items such as acceleration, braking, and turning, even when traveling at high speed. 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 wheels, spindles and final drive assembly.

H02009 12/91

5. A-arm

The front suspension consists of two basic components; a suspension cylinder and an A-arm. In addition to these functions, the front suspension employs an optional variable rate suspension system. In this system, the force of the suspension is automatically changed by selecting the damping force to match the travel conditions and load conditions. This further increases the stability and riding comfort of the machine. If a variable rate suspension system or the payload meter is installed on the vehicle, both front suspension cylinders will have a pressure sensor in place of the discharge plug.

Front Suspensions

H2-1

Front suspension The front suspension cylinder 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 machine.

The damping force is produced inside valve assembly (11, Figure 2-3) with orifice plate (3, Figure 2-4) and leaf springs (1) and (2). They restrict the flow of oil between oil chamber (B) and oil chamber (C), and create a damping force.

The inside of the cylinder contains oil (B, Figure 2-3), and charged with nitrogen gas (A). Oil (B) and oil chamber (C) are connected by tube (10) and valve assembly (11). When the machine is traveling, the wheels follow the unevenness of the road surface, and an external force in the up-down direction is applied to the suspension cylinder. When this happens, the volume of the nitrogen in the gas chamber changes elastically under the input force, and absorbs the external force. The nitrogen gas is sealed by a rod and oil, so it is always subjected to a pressure corresponding to the external force, and acts as a spring.

FIGURE 2-3. FRONT SUSPENSION

FIGURE 2-2. FRONT SUSPENSION

H2-2

1. Feed Valve 2. Retainer 3. Flange 4. Stopper 5. Cylinder (with axle) 6. Rod 7. Wear ring 8. Air Bleed Valve

Front Suspensions

9. Air Bleed Valve 10. Tube 11. Valve Assembly A. Gas Chamber B. Oil Chamber C. Oil Chamber

H02009 12/91

1. When retracting, the nitrogen gas is compressed by the external force from the road surface. The oil in oil chamber (B) flows from oil chamber (B) through valve assembly (11, Figure 2-3) and tube (10) to oil chamber (C). The oil flowing through the valve from direction Y to orifice plate (3, Figure 2-4) is throttled by orifices in four places to generate a damping force. 2. 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, Figure 2-3) passes through tube (10) and valve assembly (11) to oil chamber (B). The oil flowing through the valve flows from direction Z and passes through two orifices from the orifice plate to generate a damping force. The variable rate suspension also controls the damping force by a variable orifice located in valve assembly (11, Figure 2-3). Refer to "Options and Special Tools", Section "M" for information concerning the variable rate suspension.

Removal 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. 1. Park unloaded truck on hard level surface. Block wheels and apply parking brake. Refer to Section “G”, "Front Tire and Rim", and to "Front Wheel Hub", to remove front wheel, tire and front wheel hub. 2. Remove cover from top of suspension. If equipped with payload meter or variable rate suspension, disconnect wire lead from sensor.

Turning the complete valve assembly more than three turns may result in the valve assembly being forced out of the suspension by the gas pressure inside. NOTE: If oil is discharged with the gas, tighten the valve slightly so only the gas will be discharged. 3. Wearing face mask or goggles, discharge nitrogen pressure from suspension by loosening discharge plug (2, Figure 2-5) no more than one turn. After all nitrogen pressure has been relieved, tighten the valve to 4.5 ± 0.5 kg.m (33 ± 4 ft.lbs.) torque.

NOTE: If equipped with a pressure sensor, refer to "Oiling and Charging Procedures", this section, for discharging nitrogen gas.

FIGURE 2-4. 1. Leaf Springs 2. Leaf Springs

3. Orifice Plate

FIGURE 2-5. VALVE AND PLUG LOCATION 1. Air Bleed Valve 3. Charging Valve 2. Discharge Plug

H02009 12/91

Front Suspensions

H2-3

FIGURE 2-6. FRONT SUSPENSION 1. Elbow Fitting

2. Brake Hoses

FIGURE 2-8. STEERING KNUCKLE 1. Capscrew

2. Capscrew

4. Remove the brake hoses (2, Figure 2-6). 5. Remove grease tubes (4, Figure 2-7) and elbows (3). 6. Remove pins (2) and (5) and tie rod (1). 7. Remove steering cylinder rod (6).

8. If equipped with variable rate dampening, disconnect the air lines from the air cylinder on the suspension. 9. Remove capscrew (2, Figure 2-8) by rotating the knuckle arm approximately 40° towards the chassis. 10. Steer the knuckle arm to straight ahead position. Place a jack under the king pin and raise up. Remove capscrews (1).

FIGURE 2-7. STEERING LINKAGE REMOVAL 1. Tie Rod 2. Pin 3. Elbow

H2-4

4. Grease Tubes 5. Pin 6. Steering Cylinder

Front Suspensions

H02009 12/91

Installation

Suspension weighs approximately 681 kg (1,500 lbs.). Be certain that lifting device is of adequate capacity.

1. Clean all paint or protective coating from mounting surface of suspension. Assure that mount surfaces of suspension and A-frame are smooth and free of any oil.

10. Sling suspension to a suitable lifting device that can safely carry 681 kg (1,500 lbs.). See Figure 2-9. 11. Remove pin (2) and two spacers and move suspension away from frame.

Suspension weighs approximately 681 kg. (1,500 lbs.). Be certain that lifting device is of adequate capacity.

2. Attach lifting device to suspension housing and raise into position on A-arm. Install top cylinder pin (2, Figure 2-9.) with a spacer on each side of the suspension. 3. Install capscrews (1, Figure 2-8). 4. Rotate the knuckle arm approximately 40° towards the chassis and install capscrew (2). 5. Connect steering cylinder rod (6, Figure 2-7) to knuckle with pin (5). 6. Connect tie rod (1) to knuckle with pin (2). 7. Install elbows (3) and grease tubes (4). 8. Connect brake hose (2, Figure 2-6). 9. Install front hub, wheel and tire. Refer to Section "G" for installation procedures. 10. Install brake hoses 11. After installation of suspension, it will be necessary to check oil level and charge with nitrogen gas. Refer to "Suspension Oiling and Charging" procedure, this section. FIGURE 2-9. FRONT SUSPENSION 1. Suspension Cylinder

H02009 12/91

2. Cylinder Pin

Front Suspensions

H2-5

Disassembly 1. Remove top suspension cover. 2. Remove charging valve (8, Figure 2-10) and discharge plug (9).

3. Remove flange mounting bolts (7) and air bleed plug (15). 4. Raise to position where cylinder rod assembly contacts stopper (3) and moves stopper to step in cylinder.

FIGURE 2-10. FRONT SUSPENSION REPAIR 1. Wear Ring 2. Rod Assembly 3. Stopper 4. Suspension Housing

H2-6

5. Flange 6. Retainer 7. Capscrew 8. Charging Valve

9. Discharge Plug 10. Bushing 11. Seal 12. Bushing

Front Suspensions

13. Dust Seal 14. Plate 15. Air Bleed Valve

H02009 12/91

Assembly Clean all components thoroughly. Lightly coat all Orings, backup rings, seals and wiper with petroleum jelly or suspension oil.

1. Install wear ring (1, Figure 2-10) to cylinder rod (2). 2. Press fit bushing (10) in flange (5), and install seal (11). 3. Press fit bushing (12) to retainer (6), and install dust seal (13). FIGURE 2-11. 1. Rod Assembly 2. Capscrew

3. Tool (790-450-1120 ) 4. Cylinder Housing

NOTE: Be careful not to deform the bushings during installation.

4. Install stopper (3) to cylinder rod (2). 5. Install tool 790-450-1120 (3, Figure 2-11) to cylinder.

5. Install flange (5), retainer (6), and plate (14) to cylinder rod.

6. Raise cylinder assembly until it rises approx. 50 mm (2 in) from floor, then hit from top of tool (3) with a plastic hammer so that stopper passes from step in cylinder.

6. Using blocks, stand suspension housing upright. Add 20 l (5.3 gal) of engine oil to inside of cylinder housing. Refer to Section "L", Lubrication and Service for oil specifications.

7. Remove tool (3), then remove cylinder rod assembly.

7. Lift cylinder rod assembly (2), and install into cylinder housing.

8. Remove plate (14, Figure 2-10), retainer (6), flange (5), and stopper (3) from rod assembly (2). 9. Remove dust seal (13) and bushing (12) from retainer (6). 10. Remove seal (11) and bushing (10) from flange (5). 11. Remove wear ring (1) from cylinder rod (2).

Inspection 1. If scratches or scores are found in housing or on suspension tube, contact your HAULPAK® Distributor.

NOTE: When assembling the rod assembly in the cylinder, if the rod assembly is inserted too far, the oil will spurt out, so stop at a position where the oil does not spurt out. After installing the suspension completely to the frame, adjust the oil and gas levels.

8. Secure flange (5), retainer (6), and plate (14) to cylinder with capscrews (7) and tighten to standard torque. 9. Install air bleed valve (15), discharge plug (9) and charging valve (8). Tighten each item to 4.5 ± 0.5 kg.m (33 ± 4 ft. lbs.) torque. 10. Install cover on top of suspension.

H02009 12/91

Front Suspensions

H2-7

ATTENUATION VALVE (FIXED RATE) Disassembly

Assembly

1. Remove four capscrews (1, Figure 2-12) and remove orifice plate assembly (2) from valve body (3). 2. Sub-disassembly of orifice plate assembly a. After removing capscrew (3, Figure 2-13), remove stopper plate (5), plate (6, Figure 2-12), oblong leaf spring (1, Figure 2-13), circular leaf spring (4) from orifice plate (2). b. Remove pin (10, Figure 2-12) from orifice plate (9).

1. Assembly of orifice plate assembly a. Install two pins (10, Figure 2-12) in orifice plate (9). b. After setting three kinds of oblong leaf springs (1, Figure 2-13) on orifice plate, install plate (6, Figure 2-12) while adjusting pin. c. After setting three kinds of circular leaf springs (4, Figure 2-13) install and tighten capscrew (3).

NOTE: Oblong leaf spring and circular leaf spring are installed to face chamfering side to orifice plate side.

2. Install orifice plate assembly (2, Figure 2-12) with together O-ring on valve body (3), then install and tighten four capscrews (1).

FIGURE 2-13. ORIFICE PLATE 1. Oblong Leaf Spring 2. Orifice Plate 3. Capscrew

4. Circular Leaf Spring 5. Stopper Plate

FIGURE 2-12. ATTENUATION VALVE 1. Capscrew 2. Orifice Plate Assembly 3. Valve Body 4. Capscrew 5. Stopper Plate

H2-8

6. Plate 7. Oblong Leaf Spring 8. Circular Leaf Spring 9. Orifice Plate 10. Pin

Front Suspensions

H02009 12/91

REAR SUSPENSIONS The suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil and gas in the four suspensions carry the gross truck weight less wheels, spindles and final drive assembly. The rear suspension cylinders consist of two basic components: a suspension housing attached to the truck frame and a suspension rod attached to the final drive center case.

Each rear suspension cylinder contains a charging valve (2, Figure 3-1) and a discharge/air bleed valve (1). The charging valve is used for nitrogen charging and the discharge valve for relieving nitrogen pressure. See “Oiling and Charging Procedures” this section, for proper charging and discharging instructions.

The suspension cylinder requires only normal care when handling as a unit. However, after being disassembled, these parts must be handled carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly. If the vehicle is equipped with the payload meter system, both rear suspension cylinders will have a pressure sensor in place of the discharge/air bleed valve.

FIGURE 3-1. REAR SUSPENSION 1. Discharge/Air Bleed Valve 2. Charging Valve 3. Wear Ring 4. Rod 5. Ball 6. Bushing 7. Flange 8. O-ring 9. Ring

H03012

10. Packing 11. Bushing 12. Retainer 13. Seal 14. Bolt 15. Spring Washer 16. Oil Area 17. Cavity 18. Nitrogen Gas Area

Rear Suspensions

H3-1

Removal

The suspension cylinder has the function of both a shock absorber and a spring.

1. Park unloaded truck on hard level surface. Block wheels and apply parking brake.

1. When a fixed amount of oil is sent from oil area (16, Figure 3-1) through orifices (5) and (A) to cavity (17), the oil is throttled by the orifices and a shock-absorbing effect is obtained.

2. Raise and support the rear of the frame of the truck for rear suspension removal and installation.

2. Retracting action a. When the machine is traveling and it hits a bump or object on the road, the wheels are pushed up, and the cylinder rod is pushed inside the cylinder. b. When this happens, the nitrogen gas inside area (18) is compressed, the oil in area (16) is sent through both orifices (5) and (A) to cavity (17), and cavity (17) is filled quickly. 3. Extending action a. After the machine has passed over any bump or object on the road surface, the cylinder is pulled down by the weight of the wheels and axle and pushed down by the pressure of the nitrogen inside area (18). b. As a result, the amount of oil in cavity (17) is reduced, and pressure is applied to the oil remaining in cavity (17). c. This pressurized oil closes orifice (5) with check ball (5), and is sent to area (16) through only orifice (A), so the flow of oil passing through the orifice is controlled so that it is slower than during retraction. In this way, the amount of oil returning to area (16) is restricted, providing a shock absorbing effect.

3. Wearing face mask or goggles, crack open discharge valve and discharge nitrogen pressure from suspension. If oil escapes with the nitrogen, tighten valve slightly. Tighten discharge valve after all nitrogen is released from suspension. 4. Remove suspension lower mount pin (2, Figure 3-2) retainer bolt.

Suspension weighs approximately 240 kg. (530 lbs). Be certain that lifting device is of adequate capacity. 5. Attach lifting device to suspension. Suspension weighs approximately 240 kg.(530 lbs.) 6. Remove retaining capscrew and top mount pin (1, Figure 3-2) and spacers and remove suspension from truck. 7. Retract rod and move suspension to work area.

FIGURE 3-2. REAR SUSPENSION 1. Top Pin 3. Suspension 2. Lower Pin Cylinder

H3-2

Rear Suspensions

H03012

Installation

Disassembly

1. Attach lifting device to suspension. Suspension weighs approximately 240 kg.(530 lbs.)

1. Using blocks, stand the cylinder assembly upright with housing end down. 2. Remove protective skirt attached to housing and cover over charging and air bleed valves. 3. Remove discharge/air bleed valve (1, Figure 3-1) and charging valve (2). 4. Remove flange mounting capscrews (14).

Suspension weighs approximately 240 kg. (530 lbs). Be certain that lifting device is of adequate capacity.

5. Use a hoist to raise cylinder rod assembly (1, Figure 3-3) slowly with plate (2) and flange (3) still installed, and remove from cylinder housing (4). Drain oil from cylinder. 6. Remove O-ring (5) and backup ring (6).

2. Position suspension on truck and install upper mount pin (1, Figure 3-2) and spacers and pin retaining capscrew. 3. Install lower mount pin (2, Figure 3-2) and spacers and pin retaining capscrew. 4. After installation of suspension, it is necessary to check oil level and charge with nitrogen gas. Refer to “Suspension Oiling and Charging Procedure”, this section.

7. Remove plate (2, Figure 3-4) and flange (3) from rod assembly (1). 8. Remove bushing (2, Figure 3-5) and U-packing (3) from flange (1). 9. Remove seal (2, Figure 3-6) and bushing (3) from plate (1). 10. Remove wear ring (2, Figure 3-7) from rod (1).

FIGURE 3-3. SUSPENSION ROD 1. Cylinder Rod 2. Plate 3. Flange

H03012

Rear Suspensions

4. Housing 5. O-Ring 6. Backup Ring

H3-3

Assembly

NOTE: Clean all parts thoroughly. Lightly coat all O-rings, backup rings, seals and wipers with petroleum jelly or suspension oil.

1. Install wear ring (2, Figure 3-4) to rod (1).

FIGURE 3-6. SUSPENSION PLATE AND FLANGE 1. Cylinder Rod 2. Plate

3. Flange

3. Install flange (3, Figure 3-6) over rod (1). 4. Install seal (2, Figure 3-7) and bushing (3) to plate (1).

FIGURE 3-4. ROD AND WEAR RING 1. Cylinder Rod

2. Wear Ring

2. Install bushing (2, Figure 3-5) and U-packing (3) to flange (1).

FIGURE 3-7. PLATE AND SEALS 1. Plate 2. Seal

FIGURE 3-5. CYLINDER PACKINGS 1. Flange 2. Bushing

H3-4

3. U-Packing

3. Bushing

5. Install plate (2, Figure 3-6) to rod (1). 6. Install backup ring (6, Figure 3-3) and O-ring (5) to flange. 7. Install temporary plugs in charging and air bleed valve ports.

Rear Suspensions

H03012

8. Using blocks, stand cylinder upright. Fill inside of cylinder housing with 17 l (4.5 gal) of engine oil. Refer to “Section L”, “Lubrication and Service”, for oil specifications. 9. Raise cylinder rod assembly (1, Figure 3-3), and install into cylinder housing (4).

NOTE: When installing the rod assembly into the cylinder, if the rod assembly is inserted too far, the oil will spurt out. If this occurs, do not attempt to insert rod further into housing. 10. Refer to Figure 3-8. Coat the entire mating face “A” of flange (2) and retainer plate (1) with a thin layer of Liquid Gasket LG-5. Do not allow sealant to contact bore area “B”.

REAR SUSPENSION SPHERICAL BEARING REPAIR NOTE: If either top or bottom spherical bearings are to be replaced with the suspension mounted on truck, be sure truck frame is securely supported. Refer to Suspension Removal and Installation for procedure. Securely support suspension as bearing is being removed and installed.

Disassembly 1. Remove retaining ring from mounting eye of housing or tube. 2. Remove bearing.

Inspection 1. Inspect spacers and mounting eye bearing bores for damage. Inspect retainer ring grooves. Repair or replace as necessary. 2. Inspect mount pin. Replace pin if worn or damaged.

Assembly 1. Install retainer ring in groove. 2. Press spherical bearing in mount eye bore. FIGURE 3-8. LIQUID GASKET SEAL AREA 1. Retainer 2. Flange

A-Sealant Area B-No sealer this area

11. Install plate (2, Figure 3-6) together with flange (3) with 16 mounting bolts. Tighten to 157 - 196 Nm (116 - 145 ft. lbs.) torque.

3. Install remaining retaining ring. 4. Refer to Suspension Installation. 5. Be sure grease is applied to bearing before operating truck. 6. After suspension is installed on truck, it may be necessary to charge suspension with nitrogen. Refer to Suspension Oiling and Charging procedure, this section.

12. Fit packing to air bleed valve (1, Figure 3-1) and install. Tighten to 4.5 ±0.5 kg.m (33 ±4 ft.lbs.) torque. 13. Install charging valve (2, Figure 3-1). Tighten to 4.5 ±0.5 kg.m (33 ±4 ft.lbs.) torque.

NOTE: The charging valve and air bleed valve can be installed in either place. 14. Install protective skirt to housing. Install cover over charging and air bleed valves.

H03012

Rear Suspensions

H3-5

NOTES

H3-6

Rear Suspensions

H03012

OILING AND CHARGING PROCEDURES GENERAL Suspensions which have been properly charged will provide improved handling and a better ride while improving the service life of the truck main frame and suspensions.

NITROGEN GAS SPECIFICATIONS Nitrogen gas used in suspension cylinders must meet or exceed CGA Specification G-10.1 for Type 1, Grade F Nitrogen Gas.

Property

Value

Nitrogen Water Dew Point Oxygen

99.9% Min. 32 PPM Max. -55°C(-68°F) Max. 0.1% Max.

NOTE: Inflation pressures and exposed piston lengths are calculated for a normal truck gross vehicle weight (GVW). Any accumulation of dirt/mud/debris on the truck or in the body should be removed before starting these procedures. Additions to truck weight (tailgates, body liners, water tanks, etc.) should 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.

Proper charging of suspensions requires that three (3) basic conditions be established in the following order: 1. Oil level must be correct. 2. Suspension piston rod extension for nitrogen charging must be correct and this dimension be maintained during nitrogen charging. 3. Nitrogen charge pressure must be correct.

For best results, suspensions should be charged in pairs (fronts together and rears together). If rears are to be charged, the fronts should be charged first.

NOTE: Set up dimensions specified in the charts must be maintained during oiling and charging procedures. However, after truck has been operated, these dimensions may vary.

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.

FRONT SUSPENSION 1. Park unloaded truck on a hard level surface. Block wheels, apply parking brake. 2. Check that the bottom of the cylinder cover is within the range marked by arrows (Figure 4-1) for correct nitrogen charge. 3. If the suspension is within the area indicated by arrows, no service is necessary for the front suspensions. See "NOTE" below. If suspension is not within the area indicated by the arrows, the front suspensions will have to be serviced.

NOTE: The oil level should be checked: • Before charging or adding nitrogen. • When there are signs of oil leakage. • After rebuild/repair and the suspension is installed on the truck .

EQUIPMENT LIST 1. Service Kits: a. EC6027 Oil Charging Kit (Figure 4-5) b. EC3331 Nitrogen Charging Kit (Figure 4-6) 2. Jacks and/or Overhead Crane 3. Oil (MIL-L-2104C, SAE 10W) 4. Dry Nitrogen (See Nitrogen Specifications Chart) FIGURE 4-1. FRONT SUSPENSION HEIGHT

H04012 11/98

Oiling and Charging Procedures

H4-1

Front Suspension Oiling

Lifting equipment (crane or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Be certain that all personnel are clear of lift area before lift is started. Each suspension is equipped with a charging valve (3, Figure 4-2), air bleed valve (1) and a discharge plug (2) or a pressure sensor assembly. The pressure sensor assembly is used if the truck is equipped with an on-board load weighing system or variable rate suspension and takes the place of the discharge plug.

FIGURE 4-2. VALVE AND SENSOR LOCATION 1. Air Bleed Valve 2. Discharge Plug

3. Charging Valve

1. Park unloaded truck on a hard level surface. Block wheels, apply parking brake. 2. Remove outside covers and thoroughly clean area around charging valves (3, Figure 4-2) on the suspensions. 3. If equipped with a pressure sensor, disconnect the pressure sensor wire lead. 4. Set hydraulic jack (1, Figure 4-3) under the main frame and raise jack to contact the frame.

NOTE: When releasing the nitrogen gas, there is danger that releasing the gas from the valve core of charging valve (3, Figure 4-2) will damage the valve core, so remove the gas by loosening the discharge plug (2) or sensor valve assembly (2, Figure 4-4).

Turning the discharge plug more than three turns may result in the discharge plug being forced out of the suspension by the gas pressure inside.

FIGURE 4-3. OIL HEIGHT 1. Jack (50 ton) A: 97 ±3 mm 2. Frame (3.8± 0.12 in)

When loosening the pressure sensor valve assembly, loosen only valve assembly (2, Figure 4-4). Do not loosen the pressure sensor (4) or adapter (3). Wear a face mask or goggles while relieving nitrogen pressure.

NOTE: If oil is discharged with the gas, tighten the discharge plug (or pressure sensor) slightly so only the gas will be discharged.

FIGURE 4-4. PRESSURE SENSOR 1. Schrader Valve 2. Valve Assembly

H4-2

Oiling and Charging Procedures

3. Adapter 4. Sensor

H04012 11/98

5. Wearing face mask or goggles, discharge nitrogen pressure from suspension by loosening the discharge plug (2, Figure 4-2) one turn. If equipped with a pressure sensor, loosen valve assembly (2, Figure 4-4) one turn. (DO NOT loosen more than one turn). 6. Operate the hydraulic jack (1, Figure 4-3) so that dimension "A" of the cylinder is 97 ±3 mm (3.8 ± 0.12 in.) 7. After all nitrogen pressure has been relieved, close the discharge plug (4, Figure 4-5) (or sensor valve assembly if equipped). 8. Remove charging valve (3), and install adapter (2).

12. Remove discharge plug (4) (or sensor valve assembly if equipped), then operate oil pump until no bubbles come out with the oil from the discharge plug hole. 13. When no more bubbles come out with the oil, install and tighten the discharge plug to 4.5 ±0.5 k.gm (33 ±3 ft.lbs.) torque. 14. After filling with oil, remove the oil pump and fittings, then install charging valve (3) and tighten valve to 4.5 ±0.5 k.gm (33 ±3 ft.lbs.) torque.

Front Suspension Nitrogen Charging

9. Connect hose (1) and oil pump (8).

NOTE: The discharge plug (4) must be installed and the air bleed valve (5) loose to insure there are no air pockets inside the suspension. 10. Loosen air bleed valve (5), then pump oil into cylinder until no bubbles come out with the oil from air bleed valve hole (6). 11. When no bubbles come out with the oil, tighten air bleed valve (5) to 4.5 ±0.5 k.gm (33 ±3 ft.lbs.) torque.

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 fatalities, serious injuries and/or major property damage. Use only nitrogen gas meeting the specifications shown on page H4-1. 1. Remove caps from charging valves (3, Figure 4-2).

NOTE: Before installing regulator (11, Figure 4-6, blow out the cylinder connector with nitrogen gas at 10 kg/cm2 (140 psi) or more, to clean out all dirt or dust. (Dirt or dust in the system can cause suspension failures.) 2. Open valve on gas cylinder, and check the pressure reading of regulator gauge (1).

NOTE: Internal pressure of gas cylinder should be somewhat higher than Suspension Charging Pressure (see chart below Figure 4-7). 3. Turn "T" handles (6, Figure 4-6) of adapters (5) completely counterclockwise 4. Be certain outlet valves (3) and inlet valve (4) are closed (turned completely clockwise). FIGURE 4-5. OIL CHARGING KIT (EC6027) 1. Hose 2. Adapter 3. Charging Valve 4. Discharge Plug

H04012 11/98

5. Air Bleed Valve 6. Air Bleed Hole 7. Oil Pump Lever 8. Oil Pump

5. Attach charging valve adapters (5) to each suspension charging valve stem. 6. Turn "T" handles (6) clockwise (this will depress core of charging valve and open gas chamber of suspension).

Oiling and Charging Procedures

H4-3

7. Turn handle of regulator (11) slowly clockwise, set the pressure reading of gauge (2) to the required pressure (see chart below Figure 4-7), then operate valves (3 & 4) to fill the suspension cylinders with nitrogen gas.

NOTE: Do not lose the charging valve O-rings.

8. Fill the left and right cylinders at the same time. Verify required charging pressure on gauge (10) by closing valve (4).

11. Install caps with O-rings on charging valves (3, Figure 4-2).

10. Turn handle (6) of valve adapter (5) fully counterclockwise to close charging valve. Then remove charging equipment, remove jack, and install covers removed in step 2 of oiling procedure.

9. 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 handle of regulator (11) counterclockwise to close.

FIGURE 4-7. FRONT SUSPENSION

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. Discharge Plug 8. Air Bleed Valve 9. Manifold 10. Charging Pressure Gauge (Suspensions) 11. Regulator Valve (Nitrogen Pressure) 12. Dry Nitrogen Gas (see Specifications, Page H4-1)

DIMENSION

OILING HEIGHT mm (in.)

CHARGING HEIGHT mm (in.)

FRONT "A"

97±3 (3.8±0.12)

262±10 (10.3±0.4)

FRONT "B"

319±3 (12.6±0.12)

484 ±10 (19.1±0.4)

CHARGING PRESSURE kg/cm2 (psi) 39.5 ±5 (561 ±70)

Dimension "A" is measured from the top of the cover to the top of the suspension cylinder plate. Do not include capscrews in measurement. Removal of an access panel on the top cover is required. Dimension "B" may be used without removal of the covers, if "ARROW" marks are missing or obscured.

NOTE: Set-up dimensions specified in the charts must be maintained during oiling and charging procedures. However, after truck has been operated, these dimensions may vary. After charging suspension, operate empty truck over a short course and then park truck on a level surface. Record dimensions again and save for periodic reference.

NOTE: Arrangement of parts may vary from illustration above, depending on Charging Kit P/N.

H4-4

Oiling and Charging Procedures

H04012 11/98

REAR SUSPENSION 1. Park unloaded truck on a hard, level surface. Block wheels, apply parking brake. 2. Thoroughly clean around charging valves on suspensions. Remove protective covers from charging valves. 3. If equipped with pressure sensor, disconnect the pressure sensor wire lead.

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.

Rear Suspension Oiling

Lifting equipment (crane or hydraulic jacks) must be of sufficient capacity to lift truck weight. Be certain that all personnel are clear of lift area before lift is started.

NOTE: Oiling and nitrogen charging dimensions for these suspensions must be measured from the bottom of rod diameter to the bottom of suspension cylinder plate (dimension "A" in Figure 4-11). 1. Use lifting equipment (crane or hydraulic jacks) to raise truck to establish the dimension for oiling shown in the chart below Figure 4-11. 2. Remove outside covers and thoroughly clean area around charging valves on the suspensions.

Make certain all personnel are clear and support blocks are secure before relieving nitrogen pressure from the suspension. Use a face mask or goggles when venting nitrogen. NOTE: When releasing the nitrogen gas, there is danger that releasing the gas from the valve core of charging valve (3, Figure 4-8) will damage the valve core, so remove the gas by loosening discharge plug (4) or pressure sensor valve assembly (if equipped).

Turning the discharge plug more than three turns may result in the discharge plug being forced out of the suspension by the gas pressure inside. When loosening the valve assembly (2, Figure 4-9), loosen only the valve assembly (2). Do not loosen the pressure sensor (4) or adapter (3). Wear a face mask or goggles while relieving nitrogen pressure. NOTE: If oil is discharged with the gas, tighten the valve slightly so only the gas will be discharged.

FIGURE 4-8. OIL CHARGING KIT 1. Hose 4. Discharge/Air Bleed Valve 2. Adapter 5. Oil Pump Lever 3. Charging Valve 6. Oil Pump

H04012 11/98

FIGURE 4-9. PRESSURE SENSOR 1. Schrader Valve 2. Valve Assembly

Oiling and Charging Procedures

3. Adapter 4. Sensor

H4-5

3. Wearing face mask or goggles, discharge nitrogen pressure from suspension by loosening discharge plug (4, Figure 4-8) one turn. If equipped with a pressure sensor, loosen valve assembly (2, Figure 4-9) one turn. (DO NOT loosen more than one turn). 4. After all nitrogen pressure has been relieved, close the discharge plug (4, Figure 4-8) (or sensor valve assembly if equipped). The suspension should have collapsed slowly as gas pressure was released. Truck weight should now be supported by the crane or jacks. 5. Remove charging valve (3), and install adapter (2). 6. Connect hose (1) and oil pump (6). 7. Loosen discharge valve (4) one turn, then fill with oil until no air bubbles are present in expelled oil from the discharge valve. 8. When no more bubbles come out with the oil, tighten the discharge valve to 4.5 ±0.5 k.gm (33 ±3 ft.lbs.) torque. 9. After completion of supplying the oil, remove the oil pump, then install and tighten charging valve (3) to 4.5 ±0.5 k.gm (33 ±3 ft.lbs.) torque.

Rear Suspension Nitrogen Charging

Lifting equipment (crane or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Be certain that all personnel are clear of lift area before lift is started. 1. Raise rear of truck with crane or jacks to provide dimensions shown in chart below figure 4-11

H4-6

FIGURE 4-10. 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. Discharge/Air Bleed Valve 8. Dry Nitrogen Gas (see Specifications, Page H41) 9. Manifold 10. Charging Pressure Gauge (Suspensions) 11. Regulator Valve (Nitrogen Pressure)

NOTE: Arrangement of parts may vary from illustration above, depending on Charging Kit P/N. 2. Remove caps from charging valves (3, Figure 4-8).

NOTE: Before installing regulator (11, Figure 4-10), blow out the connector with nitrogen gas at 10 kg/cm2 (140 psi) or more, to clean out all dirt or dust. (Dirt or dust in the system causes failures.) 3. Open valve on gas cylinder, and check the pressure reading of regulator gauge (1).

NOTE: Internal pressure of gas cylinder should be somewhat higher than Suspension Charging Pressure (see chart below Figure 4-11). 4. Turn "T" handles (6, Figure 4-10) of adapters (5) completely counterclockwise.

Oiling and Charging Procedures

H04012 11/98

5. Be certain outlet valves (3) and inlet valve (4) are closed (turned completely clockwise). 6. Attach charging valve adapters (5) to each suspension charging valve stem. 7. Turn "T" handles (6) clockwise (this will depress core of charging valve and open gas chamber of suspension). 8. Turn handle of regulator (11) slowly clockwise, set the pressure reading of gauge (2) to the required pressure (see chart below Figure 4-11), then operate valves (3 & 4) to fill the suspension cylinders with nitrogen gas. 9. Fill the left and right cylinders at the same time. Verify required charging pressure on gauge (10). 10. When the left and right cylinders reach the specified length as shown in the chart below Figure 4-11, close valve (4) to stop the flow of nitrogen gas. Turn handle of regulator (11) counterclockwise to close off nitrogen flow. 11. Turn handle (6) of valve adapter (5) fully counterclockwise to close charging valve. Then remove charging equipment. Remove the lifting equipment (crane or hydraulic jacks) and install covers removed in step 2 of oiling procedure.

NOTE: Be careful not to lose the O-rings off the charging valves. 12. Install caps with O-rings on charging valves (3, Figure 4-8).

FIGURE 4-11. REAR SUSPENSION

DIMENSION

OILING HEIGHT mm (in.)

CHARGING HEIGHT mm (in.)

CHARGING PRESSURE kg/cm2 (psi)

REAR "A"

175 ± 3 (6.9 ± 0.12)

242 ± 10 (10.3 ± 0.8)

26.0 ± 5 (370 ± 70)

Dimension "A" is measured from the bottom of rod diameter to the bottom of the suspension cylinder plate. Do not include capscrews in measurement.

NOTE: Check for changes in length caused by variation in ambient temperature. Depending on the ambient temperature, the gas in the suspension may expand or contract, so the length will also change. In territories where there are big differences in temperature throughout the year, inspect periodically and adjust to keep the length within the specified range shown in Figures 4-7 and 4-11.

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.

H04012 11/98

Oiling and Charging Procedures

H4-7

NOTES

H4-8

Oiling and Charging Procedures

H04012 11/98

SECTION J BRAKE SYSTEM INDEX BRAKE CIRCUIT Brake Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1 Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1 Emergency Relay Valve (RE-6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-2 Hand Brake (Retarder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5 Parking Brake Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-7 Parking Brake Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-8 Brake Chamber (Front) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-9 Brake Chamber (Rear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-9 Slack Adjuster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-10 Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-12 Stop Lamp Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-12 Parking Brake Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-13 Automatic Retarder Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-13 Front Brake Cut-Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-14 Brake Cooling Valve (BCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-15 Parking and Emergency Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-16 Brake Valve (Treadle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-18

BRAKE CIRCUIT COMPONENT SERVICE Service Brake Treadle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1 Pressure Converters Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8 Slack Adjuster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12

BRAKE CIRCUIT CHECKOUT AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . Checking Front Pad Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking Brake Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking Rear Disc Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

J01009 11/98

Index

J4-1 J4-1 J4-1 J4-2 J4-3

J1-1

FRONT BRAKES Brake Pads Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1 Brake Caliper Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2 Inspection Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3 REAR BRAKES Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3 Inspection Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4 PARKING BRAKE Brake Pad Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1 Parking Brake Caliper Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Parking Brake Spring Cylinder Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4 Parking Brake Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5 Parking Brake Disc Driveshaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 Parking Brake Disc Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 Inspection Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7 Parking Brake Disc Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7 Driveshaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7 PARKING BRAKE RELEASE AFTER EMERGENCY APPLY Release of Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7 Release of Emergency Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8

J1-2

Index

J01009 11/98

BRAKE CIRCUIT OPERATION The operator of the truck applies the service brakes by use of a foot operated treadle valve in the cab. The brake circuit is an air controlled, hydraulically applied dry and wet disc system. During normal operation of the brake system Relay Valve (RE-6), when the service brake pedal is depressed, air is supplied from the air tank (dry) to the pressure converters. The air pressure from the air tank through the RE-6 valve should be equal to the air pressure from the service brake pedal. If a failure of the air supply circuit or excessive air leakage from the (wet) air tank allows pressure to drop below 3.2 kg/cm2 (45 psi), it will cause the RE-6 valve to go into an “emergency mode”. This will apply the air pressure stored in the (dry) air tanks (front and rear) to the pressure converters. To control truck speed without use of the service brakes, the operator may use the hand operated control valve lever to apply the rear wheel wet disc brakes. This valve provides pressure to rear brakes only to reduce truck speed. Use of only the rear brakes decreases the possibility of the truck skidding on slippery roads. For full braking power in an EMERGENCY situation, the operator can manually apply the emergency brake. Located on the console next to the operator, the emergency brake toggle lever is to be used for emergency application of the wheel brakes in an EMERGENCY ONLY. DO NOT use the emergency brake valve to stop the truck during normal operation! The parking brake toggle lever, mounted on the console next to the operator, enables the operator to apply and release the parking brake. The parking brake is spring applied and air released. It should be used when parking the truck in a designated parking area. The Front Brake “OFF” switch changes the braking action of the system for operation under various road surface conditions. The switch is located on the instrument panel to the left of the steering wheel. When the switch is in the “OFF” position (dry road conditions), brake pressure is applied to both front and rear wheels. If the switch is depressed to the “ON” position (slippery road conditions), brake pressure is applied only to the rear wheels. The pilot light inside the switch is illuminated in this position.

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If air system pressure decreases below 3.2 kg/cm2 (45 psi), the emergency brakes apply automatically. If air pressure continues to decrease, the parking brake will also apply.

COMPONENT DESCRIPTION The main air system supplies air for actuation or release of all brake circuits. After the truck engine has been started, pressurized air flows through the wet air tank to the dry air tanks to the emergency relay valves mounted near the tanks. As circuit pressure increases, the RE-6 valve directs air to the pressure converters which apply the brakes while air system pressure is building. The service brakes will remain applied until the pressure reaches approximately 7.0 kg/cm2 (100 psi), at which point the exhaust valve of the RE-6 valve will open and release the brakes.

AIR TREADLE VALVE The brake circuit is controlled by a dual section treadle valve located on the floor of the cab. When the brake pedal is depressed, air pressure within the two sections of the brake valve is directed to two separate brake circuits. One air circuit controls operation of a brake circuit for actuation of the two brake actuators, both front and one rear brake assemblies. The other circuit actuates the other two brake actuators. If one brake circuit should malfunction, the other circuit is still available to apply the brakes. The flow of air from each section of the dual brake valve passes through a valve located in each circuit and then to the emergency relay valves (RE-6) mounted on the front and rear dry tanks. The emergency relay valves regulate pressure from the dry air tanks to be applied to the pressure converters.

Brake Circuit Operation

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EMERGENCY RELAY (RE-6) VALVE The emergency relay (RE-6) valves are piston type, air operated valves. The truck has four RE-6 valves located on the dry air tank. The following illustrations describe the operation of the RE-6 valve.

FIGURE 2-1. CHARGING-BRAKE APPLYING Below 6.3 kg/cm2 (90 psi)

As system pressure builds, air enters the emergency and air tank port. The air flow within the valve is directed to the pressure converters which apply the brakes while the air system is building pressure.

FIGURE 2-2. SYSTEM CHARGING 6.3 - 7.0 kg/cm2 (90 - 100 psi)

As air system pressure continues to build, the inlet and exhaust valve is seated by the downward movement of the emergency piston caused by system pressure being applied to the top of the emergency piston. The air pressure is trapped in the RE-6 valve and the pressure converters.

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Brake Circuit Operation

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FIGURE 2-3. BRAKE RELEASING 7.0 kg/cm2 (100 psi)

When air pressure reaches approximately 7.0 kg/cm2 (100 psi), the exhaust area of the inlet and exhaust valve will open, releasing all air pressure in the pressure converters which in turn releases the brakes.

FIGURE 2-4. SYSTEM CHARGED-VALVE STATIC 7.0 kg/cm2 (100 psi)

The emergency relay (RE-6) valves are in a static condition when the air tank is fully charged, the check valve is closed and the inlet area of the inlet and exhaust valve is seated against the emergency piston.

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Brake Circuit Operation

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FIGURE 2-5. BRAKE PEDAL APPLICATION During normal brake application, regulated system air pressure is metered from the service brake treadle valve to the “Service” port of the RE-6 valve. As air pressure enters the “Service” port, the relay piston is forced downward closing the exhaust area of the inlet and exhaust valve. Further downward movement of the relay piston opens the inlet portion of the inlet and exhaust valve. This allows graduated air pressure to flow from the “Emergency” port line, through the check valve, through the inlet area, and out the delivery ports to the pressure converters. The pressure converters then apply hydraulic pressure to the brake actuators. The air flow is assisted by the volume of air stored in the dry air tank which aids in a more rapid application of the brakes. FIGURE 2-6. BRAKES APPLIED - VALVE BALANCED When air pressure below the relay piston is equal to the air pressure above it, the relay piston and emergency piston will lift slightly and the inlet area of the inlet and exhaust valve will close. The valve is then in a balanced condition

NOTE: The brakes are not necessarily fully applied when the valve is in a balanced position, but are applied only to the extent of pressure applied by the operator at the brake treadle valve. Should the operator continue to depress the brake pedal, additional air pressure will open the inlet passage in the RE-6 valve. Again the balanced condition will occur if the operator stops and retains the brake pedal in one position. Releasing When the operator releases the brake pedal, air in the service port line is exhausted through the exhaust port of the service brake valve. Upward movement of the relay piston unseats the exhaust portion of the inlet and exhaust valve and air in the pressure converter is exhausted through the RE-6 valves releasing the brakes. FIGURE 2-7 FULL EMERGENCY Whenever air pressure at the “Emergency” port drops to 3.2 kg/cm2 (45 psi), the check valve in the RE-6 valve closes and spring pressure lifts the emergency piston. The inlet portion of the inlet and exhaust valve opens and the exhaust portion closes, applying air tank pressure out of the delivery ports to the pressure converters. When air tank pressure equalizes the pressure at the pressure converters, the RE-6 valve is in the full emergency position. FIGURE 2-7.

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Brake Circuit Operation

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HAND BRAKE VALVE (Retarder control valve) The hand brake valve is an air valve for the retarder control, and is attached to the steering column.

The air discharge pressure varies according to the angle of the valve handle as it is rotated, providing modulated retarder application.

FIGURE 2-8. HAND BRAKE VALVE

FIGURE 2-10. HAND BRAKE VALVE COMPONENTS

FIGURE 2-9. HAND BRAKE VALVE 1. Clamp 3. Handle 5. Spring 2. Pin 4. Plunger

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1. Lock washer 2. Cam follower 3. Cam 4. Cover 5. Valve guide 6. Body 7. Stem 8. Spring

Brake Circuit Operation

9. Head 10. Ring 11. Spring 12. Piston 13. Spring 14. Valve 15. Valve seat

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FUNCTION Refer to Figure 2-11. When the handle is placed in the “BRAKE” position, then piston (5) will be pushed down by cam (1) through spring (2). The exhaust valve seat provided at piston (5) will be pushed against exhaust valve (4) to close the valve. The inlet valve (6) and exhaust valve (4) form one body After the exhaust valve (4) is closed, inlet valve (6) is opened. Compressed air is fed to the relay valve through the inlet valve, actuating the rear brake chamber cylinder and applying the retarder brake.

FIGURE 2-11. Air balancing position with the spring force (Figure 2-12):

When the air pressure imposed on the underside of piston (5) balances with the force of spring (2), piston (5) will be raised slightly, closing the inlet valve (6). In this condition, the valve seat (3) remains closed, keeping the air pressure at the relay valve constant. In this manner, the brake valve is kept in a balanced condition, holding the air pressure constant depending on the position of the handle.

FIGURE 2-12.

Brake releasing position (Figure 2-13): When the handle (7) is moved to the brake “RELEASE” position, the force of spring (2) will be reduced. Then, piston (5) will be raised by the air pressure on the underside of the piston, causing the exhaust valve to open, which will, in turn, cause the pressurized air at the relay valve to flow out into the atmosphere through the exhaust valve. If the air pressure on the piston underside balances with the force of spring (2), the exhaust valve will be closed again to hold the balanced condition, and the air pressure at the relay valve will be kept constant. When the handle (7) is moved to the “COMPLETE RELEASE” position, the force on spring (2) will be removed causing piston (5) to be pushed up, which, in turn, will cause all of the pressurized air to flow out into the atmosphere. Thus, the brake will be completely released.

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Brake Circuit Operation

FIGURE 2-13.

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FIGURE 2-16. PARKING BRAKE PILOT VALVE 1. Piston 2. Valve Body

3. Seat 4. Seat

A. To Atmosphere B. From Emergency Brake Circuit

C. To Parking Brake Relay Valve D. From Rear Air Tank

PARKING BRAKE PILOT VALVE FUNCTION If the air for the emergency brake circuit is cut, the circuit between the parking brake valve and parking relay valve is shut off and the parking brake is applied.

When no air is being sent to the emergency brake circuit ( Figure 2-16):

OPERATION When air is being sent to the emergency brake circuit (Figure 2-15): Piston (1) is moving down in the direction of the arrow, so the air from the rear air tank is sent to the relay valve.

FIGURE 2-14. PARK BRAKE RELEASED

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As a result, the parking brake is set to the “TRAVEL” position.

Piston (1) is moved up by the spring, the air from rear air tank is shut off, and the air from the relay valve is released to the atmosphere, so the parking brake is applied.

FIGURE 2-15. PARK BRAKE APPLIED

Brake Circuit Operation

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1. Cover 2. Relay Piston

FIGURE 2-17. PARKING BRAKE RELAY VALVE 3. Body A. From Parking Brake Pilot Valve C. Exhaust Port 4. Exhaust Cover B. From Air Tank D. To Parking Brake Chamber

PARKING BRAKE RELAY VALVE FUNCTION Parking brake valve in “TRAVELING” (Figure 2-18): Pressurized air will enter (A), the upper section of the relay piston, causing the piston to lower. Then, the exhaust valve seat (1) will close the exhaust port (C) and open the valve (2).

Parking brake valve in “PARKING” (Figure 2-19): The pressurized air in the piston upper section (A) will be exhausted through the parking brake valve, reducing the pressure in (A).

If the valve is opened, the pressurized air will be fed to the parking brake chamber through the valve.

Consequently, the relay piston will be pushed up by the pressurized air in the section (B), causing the exhaust port to open. Thus, the air in the section (B) will be exhausted.

FIGURE 2-18. PARK BRAKE RELEASE

FIGURE 2-19. PARK BRAKE APPLIED

1. Exhaust Valve Seat 2. Valve

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A. From Parking Brake Pilot Valve B. Chamber C. Exhaust Port

Brake Circuit Operation

D. To Parking Brake Chamber E. From Air Tank

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BRAKE CHAMBER

1. Piston

FIGURE 2-20. FRONT BRAKE CHAMBER 2. Push Rod 3. Air Cylinder 4. Breather 5. Master Cylinder

6. Piston

FRONT

REAR

1. Air cylinder Ratio: 23.7:1 Fluid used: Air Effective area: 314 cm2 (48.7 in.2) Stroke: 100 mm (3.94 in.) Max. operating pressure: 9 kg/cm2 (128 PSI) Normal operating pressure: 8.3 kg/cm2 (118 PSI)

1. Air cylinder Ratio: 7.0:1 Fluid used: Air Effective area: 314 cm2 (48.7 in.2) Stroke: 133.5 mm (5.26 in.) Max. operating pressure: 9.5 kg/cm2 (135 PSI) Normal operating pressure: 8.3 kg/cm2 (118 PSI)

2. Master cylinder Fluid used: Engine oil (SAE10W) Effective area: 12.6 cm2 (1.95 in.2) Delivery oil quantity: 120 cc @ 97 mm (3.88 in.) stroke Max. operating pressure: 207 kg/cm2 (2944 PSI) Normal operating pressure: 200 kg/cm2 (2845 PSI)

2. Master cylinder Fluid used: Engine oil (SAE10W) Effective area: 50.2 cm2 (7.78 in.2) Delivery oil quantity: 480 cc @ 97 mm (3.88 in.) stroke Max. operating pressure: 51 kg/cm2 (725 PSI) Normal operating pressure: 47 kg/cm2 (668 PSI)

1. Air cylinder 2. Air Piston 3. Spring J02023 11/98

FIGURE 2-21. REAR BRAKE CHAMBER 4. Rod 7. Master Cylinder 5. Breather 8. Bleeder Valve 6. Piston 9. Piston Valve Brake Circuit Operation

10. Body 11. Sensor (Brake Line Failure) J2-9

1. Body 2. Cylinder 3. Piston 4. Spring 5. Cover

FIGURE 2-22. SLACK ADJUSTER 6. Spring 7. Cap 8. Valve 9. Seat 10. Bleeder

SLACK ADJUSTER The slack adjuster is installed in the circuit between the brake chamber and brake piston. The slack adjuster controls the return stroke of the brake piston (by controlling the amount of return oil), and provides a movement with a constant time lag for the brakes, regardless of whether the disc brakes are new or worn.

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A: To Brake Piston B: To Brake Piston C: From Brake Chamber

Specifications Replacement oil volume: 231.2 cc (14 in.3) each side Effective area: 50.3 cm2 (7.80 in2) Stroke: 46 mm (1.81 in.) Normal pressure: 53 kg/cm2 (754 PSI) Max. available pressure: 65 kg/cm2 (925 PSI)

Brake Circuit Operation

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FUNCTION When brake pedal is depressed (Figure 2-23): The oil discharged from the brake converter flows into each cylinder (Port B), causing piston (2) to move by stroke d1. Thereby, the oil equivalent to stroke d1 flows out Port A to the brake piston. At this time, no clearance exists between the brake piston and discs, and the braking force does not occur.

FIGURE 2-23. BRAKE PEDAL DEPRESSED A. To Brake Piston B. From Converter

Adjuster function (Figure 2-24): Brake apply When the brake pedal is depressed, oil in a volume equal to stroke d2 will be discharged out Port A by piston (2). When the oil pressure in the slack adjuster exceeds the pressure limit of poppet valve (1), it opens allowing the pressure oil to flow out Port A. Thereby, the oil pressure is imposed on the brake piston, creating the braking force.

When the brake piston volume is larger than the slack adjuster piston volume. The oil equal to the shortage in the brake piston volume will be supplied through poppet valve (1) and out Port A, creating pressure in the brake piston chamber. Consequently, the braking effect will be the same as when the brake piston volume and the adjuster volume are equal.

FIGURE 2-24. ADJUSTER FUNCTION

When brake pedal is released (Figure 2-25): When the brake is released, the back pressure is imposed on the brake piston by the brake cooling oil pressure, causing a returning pressure to occur between the adjuster and the brake chamber. Thereby, the piston (1) is moved back by stroke d3 and the clearance between the disc and the brake piston is kept at a dimension equivalent to the adjuster volume.

FIGURE 2-25. BRAKE PEDAL RELEASED

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Brake Circuit Operation

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PRESSURE SWITCH FUNCTION Indicates low air pressure below 75psi. Turns on dash light and warning buzzer. If compressed air at a pressure higher than the specified pressure is applied to piston cup (7), the piston cup is pushed up, and at the same time, contact disc (4) is also pushed up. When this happens, contact plate (8) and contact disc (4) are separated, so the circuit is opened.

Specifications: • Normally closed switch, opens at 75psi. • Measuring between pins 1 and 2 at: 8.3 kg/cm2 (120 psi) - 160 ohms or less 5.2 kg/cm2 (75 psi) - 640 - 800 ohms FIGURE 2-26. PRESSURE SWITCH 1. Cover 2. Contact Plate 3. Spring 4. Contact Disc

5. Gasket 6. Body 7. Piston Cup 8. Contact Plate

STOP LIGHT SWITCH FUNCTION When the brake pedal is depressed, air pressure acts on the switch to light up the stop lights.

Specifications: Service brake switch • Measuring between pins 1 and 2 above 0.6 kg/cm2 (8 psi) continuity below 0.2 kg/cm2 (3 psi) no continuity

Emergency Brake Switch • Measuring between pins 1 and 2 above 4.9 kg/cm2 (70 psi) no continuity below 3.7 kg/cm2 (53 psi) continuity FIGURE 2-27. STOP LIGHT SWITCH 1. Terminal 2. Terminal 3. Spring 4. Plate

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Brake Circuit Operation

5. Block 6. Diaphragm 7. Body

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PARKING BRAKE SWITCH

FUNCTION If the parking brake is released, the compressed air from the air tank acts on the diaphragm, and closes the contacts of the switch.

Specifications: Normally open switch: closes at 5.2 kg/cm2 (75 psi), opens at 4.2 kg/cm2 (60 psi).

FIGURE 2-28. PARKING BRAKE SWITCH 3. Cover 1. Port 4. Connector 2. Diaphragm

• Measuring between pins 1 and 2 above 5.7 kg/cm2 (80 psi) continuity below 3.7 kg/cm2 (53 psi) no continuity

AUTOMATIC RETARDER VALVE

FUNCTION The input port and output port are connected by passing electricity through the coil of the solenoid valve. When this happens, the auto retarder is applied.

Specifications: Normally closed switch, actuates at 2500 ±10 RPM. Opens and releases retarder at 2350 ±10 RPM. • Measuring between pins 1 and 2, 20-60 ohms.

FIGURE 2-29. AUTOMATIC RETARDER VALVE 1. Core 2. Coil Assembly 3. Spring 4. Plunger 5. Valve Seat 6. Rod 7. Valve

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Brake Circuit Operation

8. Spring 9. Body 10. Connector A: Input Port B: Output C: Exhaust Port

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FRONT BRAKE CUT-OFF VALVE

Function This valve is installed in the pilot circuit between the brake valve and RE-6 valve. It is used to cancel the actuation of the front brake according to the haul road conditions . When the Front Brake Off switch in the operator’s compartment is pressed, current flows in the coil of the solenoid valve, and the solenoid valve is actuated. When this happens, the circuit from the brake valve to the front brake RE-6 valves is shut off, and the front brakes are released, if applied.

Specifications: • Measuring between pins 1 and 2, 20-60 ohms.

FIGURE 2-30. FRONT BRAKE CUT-OFF VALVE 1. Coil Cover 2. Plunger 3. Coil Assembly 4. Core 5. Rod 6. Body 7. Connector 8. Valve Body

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Brake Circuit Operation

9. Valve 10. Spring

A: Inlet Port B: Outlet Port C: Exhaust Port

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BRAKE COOLING VALVE (BCV) When the retarder is not being used, this valve bypasses part of the brake cooling oil to reduce the power loss when traveling. The main valve spool is actuated by switching the solenoid valve ON or OFF. If any abnormal pressure is generated in the hydraulic circuit, the pilot relief valve is actuated, and this actuates the main relief valve, so the brake cooling valve also acts as an unloader valve.

FIGURE 2-32. SCHEMATIC 1. Main Valve Spool 2. Pilot Relief Valve 9.0 kg.cm2 (128 psi) 3. Solenoid Valve

A: Pilot Port B: Pilot Port C: Main Return To Tank D: Pilot Port E: From Pump F: To Tank

FIGURE 2-31. BRAKE COOLING VALVE 1. Pilot Relief Valve 9.0 kg.cm2 (128 psi) 2. Valve Body 3. Solenoid Valve 4. Main Valve Spool 5. Restrictor Plate

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Brake Circuit Operation

A: Pilot Port B: Pilot Port C: Main Return To Tank D: Pilot Port E: From Pump F: To Tank

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2-WAY AIR CONTROL VALVE

Function

(parking Brake Valve, Emergency Brake Valve)

Pressurize Work Port (Brake Release)

A 2-way control valve is used as the parking brake valve or emergency brake valve. When the valve is used as a parking brake valve, the parking brake can be applied or released by turning the lever to PARKING or TRAVELING position. When the valve is used as an emergency brake valve, the emergency brake can be applied or released by turning the switch to BRAKING or TRAVELING position.

Turning the lever (5) to the “TRAVELING” position will cause the valve (4) to be pushed down by the plunger (2), which will in turn, furnish pressurized air to the parking brake cylinder. In the emergency brake, the pressurized air is supplied to an emergency port of the RE-6 valves (front and rear).

FIGURE 2-34. AIR VALVE 1. Body 2. Plunger 3. Spring 4. Valve 5. Lever 6. Pin 7. Valve Spring 8. O-Ring

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A: Exhaust Port B: Outlet Port C: Inlet Port

FIGURE 2-33. BRAKE RELEASE 1. Body 2. Plunger 3. Spring 4. Valve 5. Lever 6. Pin 7. Valve Spring

Brake Circuit Operation

A: Exhaust Port B: Outlet Port C: Inlet Port

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Discharge Work Port (Brake Apply) Turning the lever (5) to the “PARKING” or “BRAKING” position will cause the plunger (2) to be returned upward by the spring (3). Then, the valve (4) will be in the seat in body (1), letting the plunger (2) come off the valve (4). Thereby, the pressurized air in the parking brake control line is exhausted through a small center orifice in the plunger (2). After exhausting air from the spring cylinder, parking brake is actuated by spring force. In the emergency brake, the pressurized air in the emergency port line of the RE-6 valves is purged out through a central orifice in plunger (2). If the air pressure at an emergency port in the RE-6 valves drops, the RE-6 will actuate, causing the brakes to apply.

FIGURE 2-35. BRAKE APPLY 1. Body 2. Plunger 3. Spring 4. Valve 5. Lever 6. Pin 7. Valve Spring

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Brake Circuit Operation

A: Exhaust Port B: Outlet Port C: Inlet Port

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BRAKE VALVE

FIGURE 2-36. BRAKE VALVE 1. Plunger 2. Seat 3. Pedal 4. Piston 5. Stop bolt 6. Piston return spring

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7. Upper valve (upper inlet valve) 8. Outer relay piston 9. Lower valve (lower inlet valve) 10. Cover 11. Lower valve guide 12. Check valve

Brake Circuit Operation

13. Lower valve return spring 14. Relay piston return spring 15. Upper ring retainer 16. Upper valve return spring 17. Valve body 18. Rubber Spring

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FUNCTION A. When brake pedal is being depressed. When the brake pedal (3) is depressed, the pedal movement will be transmitted to the piston (4) through the rubber spring (18), causing the piston (4) to move downward. Then, the exhaust port (E) will be closed and the upper inlet valve (7) will be opened. Thus, the pressurized air from the air reservoir (tank) will flow to the rear brake chamber, causing the application of the rear brake to start.

If the upper inlet valve (7) is opened, the pressurized air will flow to the relay piston (8) through passage (F), pushing inner relay piston (8) downward, which, in turn, will open the lower inlet valve (9). Then, pressurized air from the air tank will flow to the front brake relay valve to start applying the front brake. Actually, the force required to move the relay piston (8) is very small and, therefore, there is little difference in timing for the upper and lower inlet valves to begin opening.

FIGURE 2-37. BRAKE APPLY A: From Air Tank B: From Air Tank C: To Relay Valve D: To Relay Valve E: Exhaust Port F: Passage G: Exhaust Port 3. Brake Pedal 4. Piston 7. Upper Inlet Valve 8. Relay Piston 9. Lower Inlet Valve 17. Inner Relay Piston 18. Rubber Spring

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Brake Circuit Operation

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B. When air pressure and spring force are balanced (When the brake pedal (3) is depressed to and held at a certain point on its stroke.) If the air pressure in the brake chamber acting on the lower part of piston (4) is equal to the force of the rubber spring (18) pushing piston (4) downward, the upper inlet valve (7) will close, stopping the flow of pressurized air from the reservoir to the brake chamber. The exhaust port (E) remains closed. Then, the air pressure in the brake chamber will be kept constant and consequently, the braking force will be maintained at the same value.

If the upper and lower air pressure values on the relay piston (8) are equal to each other, the piston return spring (14) will move the relay piston (8) slightly upward, and the lower inlet valve (9) will be closed by the action of spring (13). However, the exhaust port (G) remains closed and the air acting on the front relay valve cannot escape, thus the front braking force is kept constant. If pedal (3) is depressed to the end of its stroke, the upper and lower inlet valves (7) and (9) will remain opened, equalizing the air pressure in the brake chamber with that in the air tank.

FIGURE 2-38. BRAKE BALANCE A: From Air Tank B: From Air Tank C: To/From Relay Valve D: To/From Relay Valve E: Exhaust Port F: Passage G: Exhaust Port 3. Brake Pedal 4. Piston 7. Upper Inlet Valve 8. Relay Piston 9. Lower Inlet Valve 13. Spring 14. Spring 18. Rubber Spring

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Brake Circuit Operation

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C. When the brake is released When the effort depressing pedal (3) is reduced, the force on the upper part of piston (4) will eliminated, and piston (4) will be pushed up by the air pressure and spring force acting on its lower part. Exhaust port (E) will be opened, to allow escape of the pressurized air in the brake chamber into the atmosphere. As a result, the force actuating the rear brake will be reduced. Consequently, the air pressure acting on the upper part of relay piston (8) will also be reduced. Since relay piston (8) is also pushed up by the air pressure and spring force acting on its lower part, the exhaust port (G) will be opened. Then, the pressure at the relay valve actuating the front brake will be reduced, causing release of the front brakes.

FIGURE 2-39. BRAKE RELEASE A: From Tank B: From Tank C: From Relay Valve D: From Relay Valve E: Exhaust Port F: Package G: Exhaust Port 3. Brake Pedal 4. Piston 8. Relay Piston

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Brake Circuit Operation

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NOTES

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Brake Circuit Operation

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BRAKE CIRCUIT COMPONENT SERVICE

BRAKE TREADLE ASSEMBLY Removal 1. Depress brake pedal several times to bleed air from air tank. 2. Remove cover from below pedal assemblies. 3. Disconnect lines (1, Figure 3-1) between air tank and brake valve at valve end. 4. Disconnect lines (2) between relay valve and brake valve at valve end. 5. Remove cover (1, Figure 3-2). 6. Remove pin (2), then remove brake pedal (3). 7. Remove 3 mounting capscrews (2, Figure 3-3), then leave mounting plate (1), and remove brake valve assembly (3, Figure 3-1) from below.

Installation 1. Install brake valve assembly (3, Figure 3-1) to plate (1, Figure 3-3). 2. Install brake pedal (3, Figure 3-2).

4. Connect lines (1, Figure 3-1) between air tank and brake valve.

FIGURE 3-1. BRAKE TREADLE LINES

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1. Cover 2. Pin

3. Brake Pedal

5. Connect air system lines (2, Figure 3-1) between relay valve and brake valve. Tighten sleeve nuts to 1.1 ±0.1 kg.m (8 ± 1 ft.lb.) torque.

NOTE: Operate air system and check that there is no air leakage.

3. Install cover (1).

1. Air Inlet Lines 2. Air System Lines

FIGURE 3-2. BRAKE TREADLE

3. Brake Valve Assembly

6. Install cover below pedal assemblies.

FIGURE 3-3. BRAKE TREADLE 1. Mounting Plate

Brake Circuit Component Service

2. Mounting Capscrews

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Disassembly 1. Push piston assembly (1, Figure 3-4) and remove retainer (2). 2. Remove piston assembly (1, Figure 3-5) and remove spring (2).

FIGURE 3-6. LOWER COVER ASSEMBLY 1. Lower Cover

2. Spring

3. Remove mounting bolts, then remove lower cover assembly (1, Figure 3-6). 4. Remove spring (2). 5. Pull out inner relay piston (1, Figure 3-7) from body.

NOTE: Be careful not to damage the sliding surface of the piston. FIGURE 3-4. RETAINER 1. Piston Assembly

6. Pull out outer relay piston (2) from body.

2. Retainer

FIGURE 3-5. PISTON ASSEMBLY 1. Piston Assembly

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2. Spring

NOTE: Be careful not to damage the sliding surface of the piston.

FIGURE 3-7. INNER RELAY PISTON 1. Inner Relay Piston

Brake Circuit Component Service

2. Outer Relay Piston

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FIGURE 3-10. LOWER VALVE AND CHECK VALVE

FIGURE 3-8. SNAP RING 1. Snap Ring

2. Housing

1. Snap Ring 2. Check Valve Assembly 3. Snap Ring 4. Guide

5. Spring 6. Lower Valve 7. Cover

7. Remove snap ring (1, Figure 3-8). 8. Pull out upper valve assembly from body (1, Figure 3-9), and remove snap ring (2), then remove washer (3), retainer (4), spring (5), and upper valve (6).

Assembly 1. Assemble spring (5, Figure 3-10) and guide (4) in lower valve (6), assemble snap ring (3), then assemble in cover (7).

9. Remove snap ring (1, Figure 3-10), then remove check valve assembly (2) from cover (7).

2. Assemble check valve assembly (2) in cover, then assemble snap ring (1).

10. Remove snap ring (3), and disassemble into guide (4), spring (5), and lower valve (6).

NOTE: Assemble the O-ring (2 types) to the retainer. 3. Assemble spring (5, Figure 3-9), retainer (4), and washer (3) in upper valve (6), then assemble snap ring (2) and assemble in body (1). 4. Assemble snap ring (1, Figure 3-8). 5. Fit O-ring to sliding portion, and assemble outer relay piston (2, Figure 3-7) in body. 6. Fit O-ring- to sliding portion, and assemble inner relay piston (1) in body. 7. Assemble spring (2, Figure 3-6) in inner relay piston. Fit O-ring to mount and install lower cover assembly (1) to body. 8. Assemble spring (2, Figure 3-5) in body.

FIGURE 3-9. UPPER VALVE 1. Body 2. Snap Ring 3. Washer

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4. Retainer 5. Spring 6. Upper Valve

9. Assemble piston assembly (1). 10. Push piston assembly (1, Figure 3-4) and compress spring, then install retainer (2).

Brake Circuit Component Service

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FRONT BRAKE CHAMBER ASSEMBLY Disassembly

Removal

NOTE: Before disassembling, make match marks at all joints to act as a guide when reassembling. Open the drain valve to release the air inside the tank. 1. Disconnect air lines (1, Figure 3-11). 2. Remove brake oil lines (2). 3. Remove front brake chamber assembly (3).

NOTE: When brake oil tubes (2) are removed, the oil in the brake oil tank will flow out, so fit plugs.

1. Remove 4 capscrews (1, Figure 3-13), then remove oil cylinder (2). 2. Supply compressed air at 1-2 kg/cm2 (14-28 psi) to air cylinder, and push out rod (4) of piston and rod assembly (3) fully. a. Remove ring (2, Figure 3-14) from ring groove, then move towards push rod, and pull out pin (1). b. When pin (1) is pulled out, it is possible to remove oil piston (5, Figure 3-15), bushing guide (4), and ring (2). c. After removing oil piston, exhaust compressed air from air cylinder (1). 3. Remove seal (10, Figure 3-13) and backup ring (11) from oil piston assembly.

FIGURE 3-11. FRONT BRAKE CHAMBERS 1. Air Lines 2. Oil Lines

3. Front Brake Chambers

Installation

NOTE: When installing the brake chamber assembly, be certain that the spacers support the chamber away from the mounting plate. If the chamber is installed touching the mounting plate, the chamber may crack when the mounting capscrews are tightened.

FIGURE 3-12. OIL CYLINDER 1. Capscrews

2. Oil Cylinder

1. Install front brake chamber assembly (3). 2. Connect brake oil lines (2). 3. Connect air lines (1).

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Brake Circuit Component Service

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FIGURE 3-13. FRONT BRAKE CHAMBER 1. Capscrews 2. Oil Cylinder 3. Rod (complete) 4. Rod 5. Ring 6. Pin

7. Oil Piston 8. Bushing Guide 9. Air Cylinder 10. Seal 11. Backup Ring 12. Capscrews

13. Spring 14. Cover Assembly 15. Packing 16. Stop Ring 17. Cup Support 18. Secondary Cup

FIGURE 3-15. OIL PISTON

FIGURE 3-14. BRAKE CHAMBER 1. Pin

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2. Ring

3. Rod

19. Spacer 20. Bushing 21. Filter 22. Ring 23. Plug 24. Mounting Spacer

1. Air Cylinder 2. Ring

Brake Circuit Component Service

3. Pin 4. Bushing Guide

5. Oil Piston

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The spring has a reaction force of 65 kg (143 lbs.) when compressed approximately 100 mm (3.9 in), so be extremely careful when loosening the capscrews. NOTE: Check that there is no compressed air inside the air cylinder.

When removing capscrews (12, Figure 3-13), it is safer if 2 or 3 fully threaded capscrews (1, Figure 3-16) with a length of approximately 150 mm (5.9 in) long are used as a loosening tool. 4. Replace two or three capscrews (12, Figure 3-13) with two or three fully threaded capscrews (1, Figure 3-16) of approximately 150 mm (5.9 in) long to use as a tool. Loosen and then remove remaining capscrews (12, Figure 3-13), then remove air cylinder (5, Figure 3-16), piston and rod assembly (3), and spring (4) from cover assembly (2). 5. Remove packing (15, Figure 3-13) from piston and rod assembly (3).

FIGURE 3-17. AIR CYLINDER COVER 1. Cup Support 2. Secondary Cup 3. Cover Assembly

4. Spacer 5. Stop Ring

6. Remove stop ring (5, Figure 3-17 or 3-18) with flat-headed screwdriver, then remove cup support (1), secondary cup (2), spacer (4), secondary cup (2), and cup support (1) in order. 7. Carefully push bushing (7, Figure 3-18) in, then pull out and remove. 8. Remove snap ring (8), then remove filter (9). 9. Remove plug (6).

FIGURE 3-18. AIR CYLINDER COVER

FIGURE 3-16. AIR CYLINDER 1. Capscrews 2. Cover Assembly 3. Rod (Complete)

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4. Spring 5. Air Cylinder

1. Cup Support 2. Secondary Cup 3. Cover Assembly 4. Spacer 5. Stop Ring

Brake Circuit Component Service

6. Plug 7. Bushing 8. Snap Ring 9. Filter

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ASSEMBLY

Oil piston assembly

NOTE: Assemble all components with line up marks made during disassembly. Coat the outside diameter of air piston rod (4, Figure 3-13), the cup groove, cup (14) and air cylinder (9), and the inside diameter (sliding part) with a suitable amount of lithium grease. Coat the outside diameter of oil piston (7), the cup groove, cup (10), the inside diameter of oil cylinder (2), and the inside diameter (cup groove) of cover (14), and 2 cups (18) with a suitable amount of brake system oil.

Cover assembly

1. Supply compressed air at 1-2 kg/cm2 (14-18 psi) to air cylinder (9, Figure 3-13), and extend piston and rod assembly (3) fully. 2. Install backup ring (11) and seal (10) to oil piston (7). 3. After moving ring (2, Figure 3-14) towards air chamber end, secure bushing guide (4, Figure 3-15) and oil piston (5) to oil piston with mounting pin (3), then install ring (2) to ring groove. 4. Exhaust compressed air from air cylinder.

Oil cylinder

1. Install plug (6, Figure 3-18) with Three Bond (TB2411) adhesive and tighten to 2.0 kg.m (14 ft.lbs.) torque.

1. Install oil cylinder (2, Figure 3-12) to air cylinder assembly.

2. Install filter (9) and snap ring (8).

2. Tighten capscrews (1) to 3.85 kg.m (28 ft. lbs.) torque.

3. Assemble bushing (7), secondary cup (2, Figure 3-17 or 3-18), spacer (4), secondary cup (2), cup support (1) and stop ring (5) in order.

Checking 1. Bleed air from oil cylinder.

Air cylinder assembly 1. Install packing (15, Figure 3-13) to piston and rod assembly (3).

2. Check that at least 180 kg/cm2 (1680 psi) of oil pressure is generated in the oil cylinder when 8 kg/cm2 (114 psi) of air pressure is applied to air cylinder. 3. Check that there is no leakage of air or oil.

Use 2 or 3 fully threaded capscrews (1, Figure 3-16) with a length below the head of approximately 150 mm (5.9 in.), compress spring (4) uniformly and tighten to install the original capscrews (12, Figure 3-13).

2. Use 2 or 3 fully threaded capscrews (1, Figure 3-16) with a length of approximately 150 mm (5.9 in.) to assemble the air cylinder. 3. Assemble spring (4, Figure 3-16), piston and rod assembly (3), O-ring, and air cylinder (5) to cover assembly (2). 4. Apply Three Bond (TB1374) thread tightener to the six capscrews (12, Figure 3-13) and tighten capscrews to 6.7 kg.m (48 ft.lbs.) torque.

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Brake Circuit Component Service

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REAR BRAKE CHAMBER ASSEMBLY REMOVAL 1. Open the drain valve to release the air inside the tank. 2. Disconnect air lines (1, Figure 3-19). 3. Remove brake oil hoses (2 & 3, Figure 3-20). 4. Remove the four capscrews from the chamber moutning plate and remove rear brake chamber assembly (1) from the truck.

FIGURE 3-20. REAR BRAKE CHAMBERS 1. Brake Chamber 2. Oil Hoses

3. Oil Hoses

INSTALLATION Carry out installation in the reverse order to removal.

FIGURE 3-19. REAR BRAKE CHAMBERS 1. Air Lines

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2. Oil Hoses

Brake Circuit Component Service

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DISASSEMBLY Oil cylinder and piston 1. Loosen large nut (14, Figure 3-21) and unscrew oil cylinder (18) from air cylinder cover (9). 2. Remove o-ring (25), cap (19), and bleeder (20) from oil cylinder (18). 3. Supply compressed air at 1-2 kg/cm2 (14-28 psi) to air cylinder (1) and extend rod (34) of piston and complete rod assembly (2) fully.

4. Remove snap ring (26) from ring groove, and move towards rod end, then pull out pin (24) and remove oil piston (15) and ring (29). 5. After removing oil piston (18), exhaust compressed air from air cylinder (1). 6. Remove spring (21), ring (22), seat (23), valve (16), ring (27), packing (28), and ring (29) from oil piston.

FIGURE 3-21. REAR BRAKE CHAMBER 1. Air Cylinder 2. Piston 3. Packing 4. Ring 5. Spring 6. Caution Plate 7. Ring 8. Ring

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9. Cover 10. O-Ring 11. Mounting Plate 12. Breather 13. Packing 14. Nut 15. Piston 16. Valve

17. Packing 18. Oil Cylinder 19. Cap 20. Bleeder 21. Spring 22. Ring 23. Seat 24. Pin

Brake Circuit Component Service

25. O-Ring 26. Snap Ring 27. Ring 28. Packing 29. Ring 30. Ring 31. O-ring 32. Bolt

33. Rod 34. Rod 35. Washer 36. Ring 37. Washer 38. Nut 39. Sensor

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Air cylinder

The spring has a reaction force of 65 kg (143 lbs.) when compressed approximately 100 mm (3.9 in), so be extremely careful when loosening the capscrews. Check that there is no compressed air inside air cylinder.

When loosening capscrews (32, Figure 3-21), use 2 or 3 fully threaded bolts (1, Figure 3-22) with a length below the head of approximately 150 mm (5.9 in) long as a loosening tool.

1. Loosen six capscrews (32, Figure 3-21), then replace two or three capscrews with capscrews that are 150 mm (5.9 in) long as shown in Figure 3-22. Remove air cylinder (1, Figure 3-21), piston and rod assembly (2), and spring (5) from cover assembly (9). 2. Remove packing (1, Figure 3-23) and ring (2) from piston and rod assembly.

FIGURE 3-23. PISTON AND ROD 1. Packing 2. Ring

3. Nut 4. Washer

3. Remove nut (3) and washer (4) and separate rod from piston. 4. Remove ring (36, Figure 3-21) from rod.

Cover assembly 1. Remove o-ring (10, Figure 3-21) from cover (9). 2. Remove ring (30), o-ring (31), and rod (33) from cover. 3. Remove breather (12) from cover.

FIGURE 3-22. AIR CYLINDER 1. Capscrews 150 mm (5.9 in)

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2. Cover

Brake Circuit Component Service

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ASSEMBLY

NOTE: Coat the inside diameter (sliding part) of the air cylinder, the outside diameter of the air piston and the groove, the packing, and the inner face of the bushing built into the end cover with a suitable amount of lithium grease. NOTE: Coat the inside diameter of the oil cylinder, the outside diameter of the oil piston and the seal groove, the outside diameter of the valve, and the seal parts with a suitable amount of engine oil (SAE10W). Cover assembly 1. Assemble packing (13, Figure 3-21), o-ring (10), ring (8), and ring (7) into cover (9). 2. Assemble o-ring (31) to rod (33) and insert into cover (9). Install ring (30).

Oil piston and cylinder assembly 1. Assemble ring (29, Figure 3-21), packing (28), ring (27), valve (16), seat (23), ring (22), and spring (21) to oil piston (15). 2. Supply compressed air at 1-2 kg/cm2 (14-28 psi) to air cylinder assembly (1), and extend rod (34) fully. 3. Assemble oil piston assembly (15) to rod (34) and insert pin (24). 4. Exhaust compressed air from air cylinder. 5. Install bleeder (20) and cap (19) into oil cylinder (18). Tighten bleeder to 6.86 - 11.80 Nm (5 - 9 ft. lbs.) torque. 6. Assemble oil cylinder (18) and nut (14) to air cylinder (1). Align bleeder (20) with breather (12) so that the offset angle of the centerlines is no more than 10o maximum offset. Tighten nut (14) to 108 - 167 Nm (80 - 123 ft. lbs.).

3. Install breather (12) into cover (9).

Air cylinder 1. Assemble ring (36, Figure 3-21) over rod (34). 2. Seat rod (34) into piston (2). Assemble washer (37) and nut (38) to rod end. Tighten nut to 118 157 Nm (87- 116 ft. lbs.) torque. 3. Assemble packing (3) and ring (4) to piston (2). 4. Assemble spring (5) and piston rod assembly (3) into housing (1). 5. Using capscrews (1, Figure 3-22), install cover assembly (9, Figure 3-21) to air cylinder assembly (1). Apply Three Bond TB1374 thread tightener to capscrews (32) and tighten to 37.3 - 49.0 Nm (28 - 36 ft. lbs.) torque.

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Checking 1. Bleed air from oil cylinder. 2. Pistons must move full stroke at air pressure of 1 kg/cm2 (14 psi). 3. There must be no air leakage from any part at air pressure of 8 kg/cm2 (114 psi).

Brake Circuit Component Service

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SLACK ADJUSTER Removal 1. Disconnect all hydraulic lines (1, Figure 3-24).

Cap all open lines to prevent contamination of components. 2. Remove capscrews (2) and then remove slack adjuster assembly. 3. Cap all open lines to prevent contamination of components.

FIGURE 3-24. SLACK ADJUSTER 1. Hydraulic Lines 2. Capscrew

Installation 1. Install slack adjuster assembly with capscrews (2, Figure 3-24). Tighten capscrews to 18.0 ±1.5 kg.m (130 ±10 ft. lbs.) torque.

Slack Adjuster Assembly

2. Connect all hydraulic lines (1).

When assembling, check carefully that there is no dirt, dust or chips on the inside surface of the adjuster.

3. Bleed the air from the brake circuit. Refer to Section "J", "Brake Bleeding".

Slack Adjuster Disassembly 1. Remove capscrews (15, Figure 3-25/26), then remove cylinder housings (2). Remove springs (13) and pistons (11). 2. Remove and discard O-rings (14). 3. Remove seal assemblies (12) from pistons (11). Discard seal assemblies (12). 4. Remove spring retainer ring (10) and cover (9). 5. Remove complete valve assembly (5 thru 8). Remove valve seat (3). Wash all parts thoroughly in clean solvent and inspect for nicks, scratches, and excessive wear (especially at valve seats).

NOTE: If damage in found in this valve or in the housing (2), it must be replaced as an assembly.

1. Coat the inside surface of the cylinder housing (2, Figure 3-25/26) and all other sliding parts with clean brake system oil. 2. If removed, install valve seat (3, Figure 3-25/26). Install complete valve assembly (5 thru 8). Coat spring (8) with a lithium grease. 3. Tighten valve body (6B) to 6.0 ±0.5 kgm (45 ±4 ft. lbs.) torque. Install cover (9) and secure with spring retainer ring (10). 4. Install seal assemblies (12) on pistons (11). 5. Install piston/seal assembly into housing (2). 6. Install new O-rings (14) to body (1) and assemble springs (13) into cylinder housing (2). 7. Install cylinder housing/spring to body (1). Secure cylinder assemblies with capscrews (15) and Washers (16). 8. Tighten capscrews (15) to 17.5 ±1.5 kgm (127 ±10 ft. lbs.) torque.

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Brake Circuit Component Service

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FIGURE 3-25. SLACK ADJUSTER - CROSS-SECTION VIEW 1. Body 2. Cylinder Housing 3. Valve Seat 4. Plug 5. O-Ring

6A. Valve 6B. Valve Body 7. O-Ring 8. Spring 9. Cover

10. Ring, Spring Retainer 15. Capscrew 11. Piston 16. Washer 12. Seal Assembly 13. Spring 14. O-Ring

DIMENSION "C" Standard Size Clearance between Cylionder Housing and Piston

80 mm (3.15 in.)

Tolerance Piston

Housing

-0.030 to -0.076 mm (-0.001 to -0.003 in.

+0.074 mm (+0.003 in.)

Standard Clearance

Clearance Limit

0.03 - 0.15 mm (0.001 - 0.006 in.)

0.25 mm (0.098 in.)

TORQUE VALUES 6B. Tighten to 6.0 ±0.5 kgm (45 ±4 ft. lbs.) torque. 15. Tighten to 17.5 ±1.5 kgm (127 ±10 ft. lbs.) torque.

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Brake Circuit Component Service

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FIGURE 3-26. SLACK ADJUSTER - EXPLODED VIEW 1. Body 2. Cylinder Housing 3. Valve Seat 4. Plug 5. O-Ring

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6A. Valve 6B. Valve Body 7. O-Ring 8. Spring 9. Cover

10. Ring, Spring Retainer 15. Capscrew 11. Piston 16. Washer 12. Seal Assembly 17. Bleeder Valve 13. Spring 18. Cap 14. O-Ring

Brake Circuit Component Service

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BRAKE CIRCUIT CHECKOUT AND ADJUSTMENT CHECKINGFRONT BRAKE PAD WEAR NOTE: This check is nominally specified for every 500 hours of truck operation. If truck is operated in a ver abrasive environment (i.e. sandy conditions), perform this check every 250 hours of truck operation, or more frequently, if conditions require it. 1. Stop the machine on level ground, apply th parking brake, and put blocks under the tires. 2. Remove any dirt/mud accumulation from all pads, calipers, and discs. 3. Check disc pad (1, Figure 4-6) visually, and if the pad has reached the wear limit line (2) or if disc material thickness is less than 3 mm (0.12 in.), replace the pad. The pad wear may not be the same for both left and right wheels, so check the wear of all pads. If any pad is worn beyond the limits stated above, replace all pads (both left and right sides). Refer to "Front Brakes" Section for specific repair, disassembly, or replacement procedures for th front brake assembly.

FIGURE 4-1. FRONT PAD WEAR 1. Brake Pad

2. Wear Limit Line

Do not continue to use pads worn beyond limits. Worn pads may result in inadequate braking power.

TESTING BRAKE PRESSURE 2

1. Raise the air pressure to 8.3 kg/cm (118 psi) pressure. 2. Remove the top air bleed plug (1, Figure 4-2) and 2 install a 400 kg/cm (5690 psi) pressure gauge. 3. Measure the hydraulic pressure when the brak pedal is depressed. Minimum pressure should b 2 187 kg/cm (2660 psi). 4. Remove gauge and install plug. Refer to “Brak Bleeding”, this section and bleed air from th calipers.

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FIGURE 4-2. FRONT BRAKE PRESSURE 1. Air Bleed Plugs

Brake Circuit Checkout and Adjustment

2. Brake Lin

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CHECKING WEAR OF REAR BRAKE DISCS Operational complaints can be expected when wea increases abruptly or the wear on one side is extremely large.

5. After measuring the disc wear, remove wear gauge and install the air bleed plug, and bleed the air. 6. Refer to “Brake Bleeding”, this section and bleed air from the system.

Carry out inspection ONLY when the brake oil temperature is below 60°C (140 °F). 1. Stop truck on level ground, apply parking brak lever to the PARKING position, check that th other brakes are not applied, then stop engine. Put wheel chocks in front and behind tires to prevent truck movement. 2. Remove air bleed plug (1, Figure 4-3) of the rear brake, and install disc wear measurement gauge as shown in Figure 4-4.

NOTE: Part number of wear gauge: 561-98-61120. 3. Turn keyswitch to “ON”, and check that air pressure gauge indicates in “green” range. If air pressure is low, run the engine at 2000 RPM until th air pressure gauge indicates in the “green” rang 2 [8.3 kg/cm (118 psi)]. Turn keyswitch to “OFF to stop engine.

FIGURE 4-3. REAR BRAKE WEAR 1. Air Bleed Plug

2. Brake Housing

4. At this time, pull retarder control lever to full stroke. Push the wear gauge in until it contacts the piston, then check the position of the stamped mark on the rod. (See illustration.)

NOTE: When the retarder control lever is pulled, the wear rod will push out under hydraulic pres sure; be sure to support it when carrying out this operation. • If the stamped mark on the rod goes in beyond the end face of the case, the discs have reache their service wear limit. Refer to "Rear Brakes" Section for specific repair, disassembly, or replacement proce dures for the rear brake assembly • If the stamped mark on the rod does NOT go in beyond the end face of the case, but IS NEAR the service limit, carry out inspection more frequently. Check the retarder capacity carefully also.

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FIGURE 4-4. REAR BRAKE WEAR TOO 1. Handle 2. Rod

Brake Circuit Checkout and Adjustment

3. Stamped Line 4. Face Of The Cas

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BRAKE BLEEDING Start the engine and wait for the air gauge to enter th green range, then bleed the air from the circuit a follows.

Rear brake

1. Bleed the air at the slack adjuster end first. Depress the brake pedal, then loosen air bleed plugs (1 or 2, Figure 4-5) 3/4 turns. Tighten the plug again, then release the pedal.

FIGURE 4-5. SLACK ADJUSTER 1. Air Bleed Plug

2. Air Bleed Plug

2. Continue this procedure until no more bubbles come out from the air bleed plug hole, then bleed the air from the wheel plug (1, Figure 4-6). 3. Continue this procedure until no more bubbles come out from the air bleed plug. 4. After bleeding the air, close the plug and fit the cap.

Front brake

FIGURE 4-6. BRAKE HOUSING BLEED PLUG

1. The oil tank is separately installed, so always check the oil level while bleeding the air to avoid running out of oil.

1. Air Bleed Plug

2. Brake Housing

2. Depress the brake pedal, then loosen air bleed plug (1, Figure 4-7) 3/4 turn. Tighten the plug again, then release the pedal. 3. Continue this procedure until no more bubbles come out from the air bleed plug.

FIGURE 4-7. FRONT BRAKE BLEED PLUGS 1. Air Bleed Plugs

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Brake Circuit Checkout and Adjustment

2. Brake Lin

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FRONT BRAKE IS INEFFECTIVE OR ONLY EFFECTIVE ON ONE SIDE.

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Brake Circuit Checkout and Adjustment

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REAR BRAKE IS INEFFECTIVE ORONLY EFFECTIVE ON ONE SIDE.

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Brake Circuit Checkout and Adjustment

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NOTES:

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Brake Circuit Checkout and Adjustment

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FRONT BRAKES FRONT BRAKE CALIPER PAD Removal 1. Refer to "Tire Removal ", Section "G" and remove front wheel assembly. 2. Loosen Capscrew (2, Figure 5-1), and pull pin (1) until the pads can be removed. 3. Remove pads (3, Figure 5-2).

NOTE: The brake pads have one end open and the other end closed where the retaining pins hold the pads in place. This allows the removal of the pads without pulling all the pins. 4. Install a vinyl hose to bleeder screw (2) so that the brake oil can be drained out. 5. Loosen the bleeder screw, and return piston (1) to the bottom of the cylinder with a bar. Tighten bleeder screw after oil is bled out and remove vinyl hose.

FIGURE 5-1. BRAKE PAD REPLACEMENT 1. Pin 2. Capscrew

Installation 1. Install brake pads. 2. Install pin (1, Figure 5-1) and tighten capscrew (2) to 5.25 ± 0.25 kg.m (38 ± 2 ft. lbs.) torque. 3. Bleed the air from the brake circuit. Refer to "Brake Bleeding" this Section. FIGURE 5-2. BRAKE PAD REPLACEMENT 1. Piston 2. Bleeder Screw

Brake Caliper Assembly

3. Brake Pads

Removal 1. Refer to "Tire Removal ", Section "G" and remove front wheel assembly. 2. Disconnect the two brake lines (1, Figure 5-3). 3. Remove 13 mounting capscrews (3, Figure 5-4). Use a suitable lifting device as support, remove the remaining mounting capscrews, and remove caliper assembly.

FIGURE 5-3. BRAKE CALIPER 1. Brake Lines

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Front Brakes

2. Caliper Assembly

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Installation 1. Using a suitable lifting device, install brake caliper assembly. Using thread tightener Threebond (TB1374), install and tighten mounting capscrews (3, Figure 5-4) to 94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque. 2. Connect the two brake lines (1, Figure 5-3). 3. Bleed the air from the brake circuit. Refer to "Brake Bleeding" this Section.

Disassembly 1. Loosen capscrews (1, Figure 5-5) and (2), remove pins (3), (4), and (5), the remove pads (6). 2. Remove plate (7), then remove plug (8), backup ring (9), and seal (10). 3. Remove dust seal (11), then remove piston (12). 4. Disassemble the other pistons in the same way.

FRONT BRAKE INSPECTION ITEM

NEW

LIMIT

REMEDY

"A" - Disc

25 mm (0.99 in)

22 mm (0.87 in)

Replace

Disc Runout

0.15 mm (0.006 in)

0.5 mm (0.02 in)

Repair or Replace

"B" - Pad

19.5 mm (0.77 in)

3.0 mm (0.12 in)

Replace

NOTE: The brake disc can be machined as long as the minimum thickness is not less than 22 mm (0.87 in) after machining. 1. Brake Disc 2. Capscrew 3. Capscrew

4. Capscrew 5. Bleeder Valve 6. Brake Caliper TIGHTENING TORQUES

FIGURE 5-4. BRAKE CALIPER REMOVAL 1. Mounting Plate 2. Brake Caliper 3. Capscrew

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4. Brake Disc 5. Capscrew 6. Bleeder Valve 7. Capscrew

2. 94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque. 3. 94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque. 4. 21.0 ± 1 kg.m (150 ± 7 ft. lbs.) torque. 5. 2.6 ± 0.3 kg.m (20 ± 2 ft. lbs.) torque.

Front Brakes

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Assembly 1. Install backup ring (1, Figure 5-6), ring (2), and dust seal (3) in groove of housing (4) securely. 2. Fit the lip of the dust seal in the groove of the piston (5) and install piston. 3. Fit seal (10, Figure 5-5), backup ring (9), and plug (8), and install plate (7).

NOTE: 1 Move the pin in the axial direction while tightening the bolts, and check that the bolt fits securely in the groove of the pin.

NOTE: 2 Of thin pins (4) and (5), always install the short pin (5) at the plate end.

4. Grease pins (3, 4, 5). Fit pads (6), and install pins (3), (4), and (5), and tighten capscrews (2) and (1) to 5.25 ± 0.25 kg.m (38 ± 2 ft. lbs.) torque.

5. Assemble the other pistons in the same way.

FIGURE 5-5. BRAKE CALIPER REPAIR 1. Capscrews 9. Backup Ring 2. Capscrews 10. Seal 3. Pins 11. Dust Seal 4. Pins 12. Piston 5. Pins 13. Ring 6. Pads 14. Backup Ring 7. Plate 15. Housing

6. Install caliper assembly.

FIGURE 5-6. PISTON SEAL 1. Backup Ring 4. Housing 2. Ring 5. Piston 3. Dust Seal

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Front Brakes

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NOTES

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Front Brakes

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REAR WET DISC BRAKE ASSEMBLY A Wet Disc Brake Assembly is mounted on both sides of the differential on the final drive housing and inboard from the wheel hub and planetary drive. This assembly contains a splined housing, two damper discs, fourteen separator plates, fifteen friction discs, a spacer, and a piston assembly. The housing is internally splined to retain the steel damper and separator discs. The separator discs are alternately placed between the friction faced discs which are splined to the rotating hub. The inboard side of the assembly contains the piston assembly which is activated by hydraulic pressure from either the service brake treadle valve or the retarder valve. As hydraulic pressure is applied, the piston moves and compresses the rotating friction faced discs against the stationary steel discs. The friction forces 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 separate from the high-pressure piston apply circuit. The cooling oil flows from the tank to the pump, to the brake assembly housing (from the outside of the housing inward to the rotating hub for maximum cooling), through a heat exchanger, through two 30 micron (absolute) filters, and then to the hydraulic tank. Dynamic retarding is also provided by the wet disc brakes. When the operator’s retarder lever is actuated, the front wheel brakes are not used; only the rear wet disc brakes are applied. The dynamic retarding is used to slow the truck during normal truck operation or to control speed coming down a grade.

WET DISC BRAKE ASSEMBLY Removal 1. Remove rear wheels and tires, planetary drive, and wheel hubs. Refer to Section "G", Drive Axle, Spindles and Wheels. 2. Drain brake cooling oil tank. Be prepared to catch 268 l (71 gal.) of oil. 3. Remove retainer (1, Figure 6-2) and floating seal (2, figure 6-3).

FIGURE 6-1. WET DISC BRAKE ASSEMBLY 1. Plate 2. Damper

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3. Brake Disc

FIGURE 6-2. RETAINER 1. Retainer

Rear Brakes

2. Housing

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FIGURE 6-3. RETAINER 1. Retainer

2. Floating Seal FIGURE 6-5. BRAKE ASSEMBLY

4. Remove hoses (1, Figure 6-4) and lines (2).

1. Brake Assembly

2. Lifting Device

6. Loosen the air bleed plug and remove piston (1, Figure 6-6). Then remove Brake Disc Assembly (2).

J060009

FIGURE 6-6.

FIGURE 6-4. BRAKE LINES 1. Hydraulic Hoses

1. Piston

2. Hydraulic Lines

2. Brake Disc Assembly

Installation

Brake assembly weighs approximately 610 kg (1344 lbs.) Use adequate lifting devices.

5. Remove brake assembly (1, Figure 6-5).

1. Install the brake disc assembly seal with the side with the groove facing the side taking the pressure. Coat the capscrew threads with a thread tightener Three Bond TB1374), then install the Brake Disc Assembly (2). Tighten capscrews to 94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque. 2. Install the piston seal with the grooved side facing the side taking the pressure and install piston (1, Figure 6-6). Tighten the air bleed plug.

J6-2

Rear Brakes

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3. Coat the capscrew threads with thread tightener Three Bond (TB1374), then install the brake assembly (1, Figure 6-5). Tighten capscrews to 94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque. 4. Install hoses (1, Figure 6-4) and lines (2).

3. Remove damper (2, Figure 6-8), disc (3), and plate (4) from outer gear (1). 4. Remove mounting bolts, then remove hub (5) from outer gear (1). 5. Remove floating seal (6) from hub (5).

5. Install retainer (1, Figure 6-2) and floating seal (2, figure 6-3). 6. Install rear wheels and tires, planetary drive, and wheel hubs. Refer to Section "G", Drive Axle, Spindles and Wheels. 7. Fill brake cooling oil tank.

WET DISC BRAKE FIGURE 6-8. BRAKE DISCS AND HOUSING Disassembly 1. Outer Gear 2. Damper 3. Disc

1. Remove tool (2, Figure 6-7)

4. Plate 5. Hub 6. Floating Seal

NOTE: Be careful not to damage the floating seal when removing outer gear.

2. Using eyebolts, lift off outer gear (1) together with disc and plate.

FIGURE 6-9. FLOATING SEALS

FIGURE 6-7. OUTER GEAR ASSEMBLY 1. Outer Gear

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6. Remove floating seals (3, Figure 6-9) and (1) from inner gear (2).

1. Floating Seals 2. Inner Gear

2. Tool (790-4381150)

Rear Brakes

3. Floating Seals

J6-3

Inspection

Assembly

Replace any worn or damaged parts.

Clean all parts, and check for dirt or damage. Coat the sliding surfaces of all parts with clean brake system oil before installing. When assembling the floating seals, use alcohol to remove all the white powder from the O-ring surface before assembling. Tools for installation of rear wheel brake floating seal • 791-585-1510 installer-large diameter • 792-530-1700 push tool-large diameter • 792-520-2110 installer-small diameter • 792-530-1600 push tool-small diameter 1. Using tools (1, Figure 6-10) install floating seals (3, Figure 6-9) and (1) to inner gear (2).

1. Plate 2. Damper 3. Disc

BRAKE DISC INSPECTION Dimension "A" = 123.9 mm(4.88 in.) Standard Height 115.0 mm(4.50 in.) Minimum Height [Maximum Wear] REAR BRAKE INSPECTION

ITEM

STANDARD

LIMIT

REMEDY

Plate

2.4 mm (0.095 in)

2.15 mm (0.085 in)

Replace

Disc

5.1 mm (0.2 in)

4.6 mm (0.18 in)

Replace Replace

Max. Disc Warping

5.1 mm (0.20 in) 0.45 mm (0.018 0.7 mm in) (0.028 in)

Max. Plate Warping

0.50 mm (0.020 0.7 mm in) (0.028 in)

Assembled Thickness of Discs and Plates

Dimension "A"

Damper

6.9 mm (0.27 in)

Replace 2. Using tools (1), install floating seal (2) to hub (3). Replace

115.0 mm (4.5 in.)

Replace

Backlash between outer gear and plate

0.21 - 0.64 mm 2.2 mm (0.008"- 0.025") (0.087 in.)

Replace

Backlash between inner gear and plate

0.21 - 0.64 mm 2.2 mm (0.008"- 0.025") (0.087 in.)

Replace

J6-4

123.9 mm (4.88 in.)

FIGURE 6-10. FLOATING SEAL INSTALLATION 1. Tool 3. Hub 2. Floating Seal

FIGURE 6-11. SEAL INSTALLATION

NOTE: After installing the floating seals, measure dimension "a" (Figure 6-11) between the inner gear and floating seal at four places around the circumference and check that the measurement is within 1 mm (0.039 in).

Rear Brakes

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3. Align match marks, and install hub (2, Figure 6-12) to outer gear (1). Coat the capscrew threads with thread tightener Three Bond (TB1374). Tighten capscrews to 56 ± 6 kg.m (406 ± 43 ft. lbs.) torque.

NOTE: Coat the sliding surfaces of the floating seals thinly with engine oil. Assemble slowly and be careful not to damage the floating seals. 4. Using eyebolts, assemble outer gear assembly (1, Figure 6-13) to inner gear. 5. Align center of inner gear and outer gear (1, Figure 6-7), then using tool (2), secure inner gear and outer gear.

FIGURE 6-12. HUB INSTALLATION 1. Outer Hub 2. Hub

6. Between inner gear and outer gear assembly, assemble one external splined damper (2, Figure 6-14) with cork face toward hub (away from disc). Then install one internal splined disc (3), and one external splined plate (1) alternately, until fifteen discs and fourteen plates are used. Install second damper with cork face away from disc. 7. Install brake assembly.

FIGURE 6-13. OUTER AND INNER GEARS 1. Outer Gear 2. Inner Gear

FIGURE 6-14. BRAKE DISC INSTALLATION 1. Plate 3. Brake Disc 2. Damper

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Rear Brakes

J6-5

NOTES

J6-6

Rear Brakes

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PARKING BRAKE 3. Loosen mounting capscrews (2), and sling so that the caliper does not fall.

For servicing any part of the parking brake, stop the machine on level ground, and put blocks in front of, and behind, the wheels. Raise the dump body and lock with the safety pin. The parking brake is a dry disc brake mounted on the rear drive shaft at the differential input with two (2) spring-applied, air-released calipers. Each caliper is individually applied/released through separate air chamber actuators (spring cylinder assemblies). Inspection PARKING BRAKE INSPECTION

4. Move plate (4) when removing pads (3) so that the pads do not fall. 5. After removing the rear pad, move the caliper to the front, and remove the front pad. Pad Installation 1. Install and align the grooves of the pad and the caliper with the plates on both sides. 2. Coat the threads of the plate mounting capscrews (2, Figure 7-1) with thread tightener Three Bond (TB 1374). Tighten capscrews to 94.5 ± 10 kg.m (685 ± 72 ft.lbs.) torque.

ITEM

NEW

LIMIT

REMEDY

Disc Face Runout

0.4 mm (0.016 in)

0.8 mm (0.032 in)

Replace

Disc Thickness

25 mm (0.99 in)

20 mm (0.79 in)

Replace

PARKING BRAKE CALIPER

Pad (Includes Plate Thickness)

21.5 mm (0.847 in)

11.5 mm (0.45 in)

Replace

Caliper Removal

NOTE: The brake disc can be machined and reused as long as it is not less than 20 mm (0.79 in) thick after machining. Pad Removal 1. Turn the keyswitch ON, and release the parking brake lever. 2. Turn capscrew (1, Figure 7-1) counterclockwise to make clearance between the pad and disc larger.

3. Refer to "Park Brake Adjustment", this section and adjust the parking brake.

Stop the machine on level ground, and put blocks under wheels. 1. Refer to "Parking Brake Spring Cylinder Assembly", this section and remove parking brake spring cylinder assembly. 2. Remove plate (1, Figure 7-2). 3. Remove pads (2). 4. Remove caliper (3).

FIGURE 7-1. BRAKE PAD REPLACEMENT 1. Adjusting Capscrew 3. Pad 2. Mounting Capscrew 4. Plate

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FIGURE 7-2. BRAKE CALIPER ASSEMBLY 1. Plate 2. Brake Pads Parking Brake

3. Caliper

J7-1

Caliper Installation

Caliper Disassembly

1. Install caliper (3, Figure 7-2).

1. Remove snap ring (1, Figure 7-3), and pull out adjuster (2).

2. Install pads (2). 3. Coat the threads of the mounting capscrews with thread tightener Three Bond (TB 1374). Tighten capscrews to 94.5 ± 10 kg.m (685 ± 72 ft.lbs.) torque. Install plate (1). 4. Refer to "Parking Brake Spring Cylinder Assembly", this section and remove parking brake spring cylinder assembly.

2. Remove washers (3) and (4), and seal (5). 3. Remove bolts, then remove cap (6) and gasket (7). 4. Remove piston shaft (8) and thrust bearing (9) from piston. 5. Remove piston (11) and piston seal (12) from caliper (10).

FIGURE 7-3. PARKING BRAKE PISTON ASSEMBLY 1. Snap Ring 2. Adjuster 3. Washers

J7-2

4. Washers 5. Seal 6. Cap

7. Gasket 8. Shaft 9. Bearing

Parking Brake

10. Caliper 11. Piston 12. Piston Seal

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Caliper Assembly 1. Apply grease (Mobilux EP 2 or equivalent) to piston seal (12). Assemble piston seal (12) to caliper (10), and insert piston (11). 2. Apply grease (Mobilux EP 2 or equivalent) to thrust bearing (9). Screw piston shaft (8) into piston, and install thrust bearing (9). 3. Fit gasket (7) and install cap (6). 4. Apply grease (Mobilux EP 2 or equivalent) to seal (5). Fit the seal (5) securely in the groove and install seal (5), and washers (3) and (4). 5. Assemble adjuster (2), and secure with snap ring (1).

3. With the parking brake applied, disconnect the air hose (4) from the spring cylinder. Check that the air pressure of the spring cylinder is released. 4. Remove spring cylinder assembly (5). Installation 1. Install spring cylinder assembly (5, Figure 7-4). Tighten mounting nuts to 20 ± 2 kg.m (145 ± 15 ft. lbs.) torque. 2. Connect the air hose (4) and install pin (1). 3. Refer to "Parking Brake Adjustment", this section and adjust parking brake. Disassembly

PARKING BRAKE SPRING CYLINDER

1. Remove screw, then remove holder (1, Figure 7-5) and filter (2).

Removal

2. Remove retainer (3) and nut, then remove boot (4). 3. Remove nuts (5) and (6), then remove shaft (7).

Stop the machine on level ground, and put blocks under wheels. Raise the dump body and lock with the safety pin. 1. Remove pin (1, Figure 7-4). 2. With the parking brake released, turn adjustment capscrew (2) counterclockwise and check that there is play in linkage (3).

FIGURE 7-4. SPRING CYLINDER ASSEMBLY 1. Pin 2. Adjusting Capscrew 3. Linkage

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4. Air Hose 5. Cylinder Assembly

FIGURE 7-5. PARKING BRAKE CYLINDER ASSY. 11. Support 6. Nut 1. Holder 12. Capscrew 7. Shaft 2. Filter 13. Spring 8. Nut 3. Retainer 14. Ring 9. Nut 4. Boot 15. Ring 10. Piston 5. Nut 16. Case Parking Brake

J7-3

Assembly

4. Remove nut (8) from shaft (7).

Clean all parts, and check the inside of the cylinder for dirt or damage.

The piston and support are under high pressure, so be careful when operating the press. 5. Using press, support piston (10) and support (11), and remove bolts (12). Then loosen press slowly, and remove support (11) and spring (13). Also see Figure 7-6.

Coat the sliding surfaces of all parts with grease and be careful not to damage the rings when installing. 1. Coat ring (17, Figure 7-5) with engine oil. Install rings (18) and (17) to case (16). 2. Coat ring (15) with engine oil. Install rings (15) and (14) to piston (10), and set in case (16).

The piston and support are under high pressure, so be careful when operating the press. 3. Apply adhesive to outer circumference of support (11). Set spring (13) and support (11) in position, and using press, slowly compress spring so that support bolt hole matches cylinder bolt hole. 4. Align bolt hole, and install bolts (12). Tighten capscrews to 1.4 ± 0.4 kg.m (10 ± 3 ft. lbs.) torque. 5. Install nuts (9) and (8) to shaft (7). 6. Install shaft (7) to cylinder, then install nuts (5) and (6), and adjust dimension "a" (Figure 7-7) to 128 mm (5.04 in.). Tighten nuts (1) to 7.25 ± 1.75 kg.m (53 ± 13 ft. lbs.) torque.

FIGURE 7-6. SPRING ASSEMBLY 1. Piston 2. Support 6. Remove piston (10, Figure 7-5), then remove rings (14) and (15) from piston. 7. Remove rings (17) and (18) from case (16).

Dimension "a" Rod Adjusted Length

7. Set boot (4, Figure 7-5) in position, and install nut and retainer (3). 8. Set filter (2) in position, and install holder (1).

128.0 mm (5.04 in.)

Dimension "b" Axial Rod Play

Adjust as Required

2.1 mm (0.08 in.) Standard Size

Standard Clearance

Dimension "c" Clearance between piston and insert center boss

Shaft

Hole

38.04 mm (1.50 in.)

38.8 mm (1.53 in.)

0.76 mm (0.03 in.)

Dimension "d" Clearance between cylinder and piston

158.65 mm (6.25 in.)

159 mm (6.26 in.)

0.35 mm (0.014 in.)

Free Length

Installed Load

260 mm (10.24 in.)

750 ± 50 kg 1650 ± 110 lbs.

Item 2. Piston Spring

Replace Parts as Required.

FIGURE 7-7. ROD ADJUSTMENT

J7-4

Parking Brake

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PARKING BRAKE ADJUSTMENT Testing

1. Stop the machine on level ground and apply the parking brake. 2

2. Raise the air pressure to 8.3 kg/cm (118 psi). 3. Place the transmission shift lever in the D (F2) position. 4. Raise the engine speed gradually and measure the engine speed when the machine starts to move. The minimum engine speed is 1,720 RPM.

NOTE: When the machine starts to move, release the accelerator pedal, and depress the brake pedal and return transmission shift lever to N at the same time. FIGURE 7-9. PARKING BRAKE ADJUSTMENT 1. Pads

2. Brake Disc

Adjusting 1. Turn capscrew (1, Figure 7-8) clockwise and bring both pads (1, Figure 7-9) into contact with disc (2). 2. Push in capscrew retainer (2, Figure 7-10) of slack adjuster (1) until the capscrew can turn, then turn capscrew (3) clockwise. 3. Turn capscrew (1, Figure 7-8) back from this position counterclockwise 360° ± 15° and measure clearance of caliper pad with feeler gauge (1, Figure 7-11).

Standard clearance: Total for both clearances = 1.88 ± 0.08 mm. (0.074 ± 0.003 in.) when pushed to one side; or 0.8 mm each for both sides. 4. After adjusting the pad clearance, actuating stroke "a" (Figure 7-10) of the rod should be measured and adjusted to approximately 50 mm (1.97 in). (Figure 7-12) 5. After adjusting, return capscrew (2) to a position where capscrew retainer (3) stops it from turning.

FIGURE 7-10. ARM ADJUSTMENT

FIGURE 7-8. PARKING BRAKE ADJUSTMENT 1. Capscrew 2. Spring Housing

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1. Slack Adjuster 2. Capscrew

3. Caliper

Parking Brake

3. Capscrew Retainer a. 50 mm (1.97 in)

J7-5

PARKING BRAKE DISC The parking brake disc is mounted to the input flange of the final drive differential assembly. If the parking brake disc must be removed, the driveshaft between the transmission output flange and the input flange of the final drive differential must first be removed. Driveshaft Removal 1. Remove guard (1, Figure 7-13) and cover (2).

Make sure lifting equipment is of adequate capacity to handle 1500 kg (3307 lbs).

FIGURE 7-11. ADJUSTMENT CLEARANCE 1. Feeler Gauge 2. Adjustment Plug

2. Install lifting sling securely around driveshaft and remove capscrews (4) retaining driveshaft at both ends. 3. Remove driveshaft assembly (3). Parking Brake Disc Removal 1. Install lifting sling securely around parking brake disc (4, Figure 7-14). 2. Remove capscrews (1) holding park brake disc. 3. Remove brake disc and refer to "PARKING BRAKE INSPECTION" chart to determine serviceability of parking brake disc. FIGURE 7-12. ADJUSTING CLEARANCE 1. Adjustment Plug 2. Measuring Rod

FIGURE 7-13. DRIVESHAFT ATTACHMENT 1. Guard 3. Driveshaft Assembly 2. Cover 4. Driveshaft Capscrew s

J7-6

FIGURE 7-14. PARKING BRAKE INSTALLATION 1. Capscrew 3. Capscrew (Spring (Disc Mounting) Cylinder Mounting) 2. Capscrew 4. Brake Disc

Parking Brake

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BRAKE RELEASE Releasing Parking Brake And Emergency Brake After Being Actuated In An Emergency If the pressure inside the air tank drops abnormally due to some problem, such as leakage of air from the air circuit, the parking brake and emergency brake are automatically actuated. RELEASE OF PARKING BRAKE Each parking brake caliper is individually applied and released through separate air chamber actuators (spring cylinder assemblies). If the parking brake can not be released after its emergency application – even if the parking brake valve lever is put in RELEASE position – take the following actions to release the parking brake:

FIGURE 7-15. PARK BRAKE INSPECTION 1. Brake Pads 3. Capscrew 2. Brake Caliper 4. Brake Disc

1. Block disabled truck to prevent movement and confirm safety in the surrounding area.

PARKING BRAKE INSPECTION ITEM

NEW

LIMIT

REMEDY

"a" - Pad (Includes Plate Thickness)

21.5 mm (0.847 in)

11.5 mm (0.45 in)

Replace

"b" - Disc Thickness

25 mm (0.99 in)

20 mm (0.79 in)

Replace

Disc Face Runout

0.4 mm (0.016 in)

0.8 mm (0.032 in)

Replace

NOTE: The brake disc can be machined and reused as long as it is not less than 20 mm (0.79 in) thick after machining. Parking Brake Disc Installation

2. At parking brake relay valve, remove both air hoses (4, Figure 7-16) connected to the air chambers of the parking brake spring cylinder assemblies (5). 3. Connect these hoses together using a “tee” fitting with compatible thread ends. 4. Connect third connector of “tee” to a hose from an air supply of sufficient capacity to release calipers. Apply air and release brake. 5. With parking brake released, turn adjustment bolt (2) counterclockwise, and check for “play” in linkage (3). Remove pin (1). Repeat for other caliper. Disconnect air supply.

1. Install lifting sling securely around parking brake disc (4, Figure 7-14) and move disc into position. 2. Install capscrews (1) holding park brake disc. Tighten capscrews to 56 ± 6 kg.m (400 ± 40 ft.lbs.) torque. Driveshaft Installation

Make sure lifting equipment is of adequate capacity to handle 1500 kg (3307 lbs). 1. Install lifting sling securely around driveshaft and install cover (2, Figure 7-13) and driveshaft assembly (3). Install capscrews (4) and tighten to 18 ± 2 kg.m (130 ± 13 ft.lbs.) torque. 2. Install guard (1).

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FIGURE 7-16. SPRING CYLINDER ASSEMBLY 1. Pin 4. Air Hose 2. Adjusting Capscrew 5. Cylinder Assembly 3. Linkage

Parking Brake

J7-7

6. With parking brake disconnected, remove blocking and immediately move the truck to a safe place. Refer to INSTRUCTIONS FOR TOWING THE MACHINE.

RELEASE OF EMERGENCY BRAKE

If the air system is not operating, the service brakes will not apply; this is very dangerous. Be sure to tow the truck at low speed, keeping the engine running (if possible) and always be ready to steer. Refer to Parking Brake Inspection and Adjustment, for instructions for reconnecting and adjusting park brake.

FIGURE 7-17. RELEASING EMERGENCY BRAKE 1. Air Quick Disconnect

2. Drain Valve Pull Rings

When the emergency brake has been applied, do not continue to drive the machine. This will cause seizure of the brake discs and linings. If the emergency brake can not be released after its emergency application – even if the emergency brake valve lever is put in RELEASE position – release the emergency brake in the following manner: Before releasing the air pressure from the emergency brake reservoir, confirm safety in the surrounding area and put chocks against the tires. 1. After making preparations to tow the machine, pull rings (2, Figure 7-17) on the 4 drain valves on the front air tanks to release the air pressure. 2. After exhausting all air pressure, release rings (2). 3. Drain the rear air tank by pulling and holding the ring on the air drain valve mounted on the frame in front of the right rear suspension. Keep drain valve open until all air is exhausted from tank. This will allow the emergency brake to release.

J7-8

Parking Brake

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SECTION K AIR SYSTEM INDEX

AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Air Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Dryer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

K2-1 K2-1 K2-1 K2-1 K2-1 K2-1 K2-2 K2-4

AIR SYSTEM COMPONENT REPAIR Air Compressor Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-1 Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-1

RETARDER VALVE Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

K01014

Index

K5-1 K5-1 K5-3 K5-3

K1-1

NOTES

K1-2

Index

K01014

AIR SYSTEM AIR SYSTEM OPERATION The engine driven air compressor pulls filtered inlet air from the air cleaners. The compressed air is ported through an air filter, air dryer, a one way check valve, then into the main air tank. From the tank, air is passed to an air governor. The air governor controls the pressure in the system and opens the purge valve at the air dryer. A safety valve on the air tank prevents excessive pressurization. The air is then delivered to the various circuits of the air system. Refer to Section “R” for Air Schematic.

COMPONENT DESCRIPTION Main Air Tank The main air tank stores 15 cu. ft. of compressed air and supplies air pressure to the various air circuits as required. The pressure in the air tank is controlled by the air governor (Figure 2-2) which maintains air pressure of 7.0-8.3 kg/cm2 (100-120 psi). The air tank is equipped with a safety valve which prevents the maximum air pressure in the tank from exceeding 9.5 ±0.4 kg/cm2 ( 135 ±6 psi). The tank is also equipped with a moisture ejection valve (4) to eject excess moisture that condenses inside the air tank. Safety Valve The safety valve (Figure 2-1) protects the air system against excessive air pressure above 9.5 ±0.4 kg/cm2 ( 135 ±6 psi). It is installed on the main air tank. If main pressure below the ball valve rises to a point above the setting of the safety valve, the pressure developed will overcome spring force holding the ball on its seat and the ball will lift. This action permits air to pass up into the spring cage and exhaust to atmosphere through the exhaust port. As soon as excess pressure in the air tank has been reduced to safety valve setting, the regulating spring forces the ball back on its seat, stopping the exhaust of air. Normally the safety valve remains closed. It functions only when air pressure rises above 9.5 ±0.4 kg/cm2 ( 135 ±6 psi).

FIGURE 2-1. SAFETY VALVE

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FIGURE 2-2. AIR GOVERNOR

Air Governor Air pressure from the air tank enters the inlet port of the governor (Figure 2-2), passes through a filter and acts on the bottom of the piston and valve. When air pressure reaches 8.3 ±0.3 kg/cm2 (120 ±4 psi ), the piston moves upward unseating the valve. Air pressure flows through the drilled passage in the piston and out the unloader port to the compressor intake valve. As the pressure drops to 7.0 ±0.3 kg/cm2 (100 ±4 psi), force exerted by air pressure on the bottom of the piston will be reduced so that the spring force will move the piston down. The inlet valve closes and the exhaust valve opens allowing pressure in the unloader line to vent through the exhaust ports. With pressure released in the unloader line, the compressor will pressurize the air tank.

Air System

K2-1

FIGURE 2-3. AIR DRYER OPERATION 1. Governor 2. Check Valve 3. Hose

4. To Air System 5. Dry Reservoir 6. Safety Valve

7. Wet Reservoir 8. Exhaust 9. Hose

10. Hose 11. Connector 12. Compressor 13. Expansion Tank

AIR DRYER

Function

The Air Dryer removes moisture, oil, carbon and dirt from the compressed air sent from the air compressor and sends the clean, dry air back to the air reservoir. The moisture removed from the air is automatically discharged into the atmosphere when the unloader valve in the air compressor moves.

The compressed and heated air from the compressor enters the bottom of the after-cooler and undergoes adiabatic expansion. It is cooled and the moisture in the air forms drops of water and collects at the end cap (27, Figure 2-4). The body (26) of the Air Dryer is made of aluminum. There are numerous fins fitted on the outer cylinder and these are cooled when the machine is moving. This prevents overheating by the air sent from the compressor.

1. Mounting Angle 2. Mounting Angle 3. Nut 4. Bolt 5. Mounting Strap 6. Heater/Thermo 7. Heater Cover 8. Set Screw 9. Bolt 10. Spring 11. O-Ring 12. Safety Valve 13. Top Cap 14. Gasket 15. Nut Adapter 16. Ball

K2-2

FIGURE 2-4 AIR DRYER 33. Piston 17. Spindle 34. Cup 18. Spring 35. Washer, leveling 19. Bolt 36. Spindle 20. Filter Cup 37. Spring 21. Filter 38. Washer, Anti Extr 22. Strainer 39. Ball 23. "V" Spring 40. Washer, Compression 24. Packing Ring 41. Retaining Screw 25. Deflector 42. Nut 26. Body 43. Bullet Receptacle 27. Bottom Cap 44. Label, I.D./Serial Number 28. Bolt 45. Label, Pressure Warning 29. Seal Retainer 46. O-Ring 30. O-Ring 47. Comp Unloader Valve 31. Sleeve 32. O-Ring

Air System

48. O-Ring 49. Unloader Valve Seat 50. O-Ring 51. Seal Ring, Rectangular 52. Unloader Valve Stop 53. Check Valve Seat 54. Check Valve 55. Washer 56. Turbo Tube Assembly 57. Turbo Check Valve 58. Turbo Tube Fitting 59. Washer 60. Deflector Plate 61. Deflector Extent 62. Deflector Rod

K02014 11/98

FIGURE 2-4. AIR DRYER

K02014 11/98

Air System

K2-3

Cleaning the exhaust port

HORN SOLENOID

Whenever the exhaust port is clogged with dust, remove bolt (9, Figure 2-4) and take out the inner parts. Also remove unloader valve parts 47, 48, 49, 50, 51, 52, 53, and 54. Clean the removed parts thoroughly. After moisture has been removed from the air, the air passes through filter (21) and strainer (22), where oil, carbon and dirt are removed. This clean, dry air passes through the check valve at the top of the dryer and is sent to the air reservoir. If the pressure in the air reservoir goes above the specified pressure, the governor works to unload the air compressor. This unloader piping is connected to the unload port of the after-cooler.

FUNCTION When the horn button on the steering wheel is pressed, the electric circuit is closed and electricity flows to the coil to form an electromagnet that raises the piston. Compressed air then flows to sound the horn.

Every time the air compressor is unloaded, the air in the air dryer is released into the atmosphere, so the water and oil collected at the end cap (27) is discharged at the same time.

Maintenance Disassemble and wash the Deflector (25) and the filter (21) every six months or every 3,000 hours. To disassemble the Air Dryer, loosen the bolts (19) first, take off the top cap (13), and take out the filter cup (20). Then, loosen the nuts (42) and disassemble the deflector parts (25, 60, 61 and 62).

FIGURE 2-5. HORN SOLENOID 1. Coil Assembly 2. Core 3. Plunger

4. Filter 5. Terminal

Three service kits are available: Filter Service Kit RK1486 includes items 14, 21, and 24. Filter Replacement Kit RK0108 includes items 1, 2, 5, 6, 14, 20, 21, 22, 23, and 24. Check valve kit RK1869 includes items 10, 16, and 17.

K2-4

Air System

K02014 11/98

AIR SYSTEM COMPONENT REPAIR AIR COMPRESSOR SERVICE The air compressor is a component of the engine assembly. Refer to the engine manufacture’s service manual for removal and repair instructions.

AIR GOVERN0R Removal 1. Open the drain valve of the air tank and release the air pressure. 2. Remove lines (1, Figure 3-1). 3. Remove mounting capscrews and air governor assembly (2). Installation Carry out installation the reverse order to removal.

Disassembly 1. Remove cover (12, Figure 3-2). 2. Remove snap ring (11), then remove adjustment screw and spring assembly (10). 3. Pull out piston assembly (3), and remove stem (9) and spring (8).

FIGURE 3-2. AIR GOVERNOR PARTS

FIGURE 3-1. AIR GOVERNOR 1. Air Lines

K03007

2. Air Governor

1. Body 2. Filter 3. Piston 4. Grommet 5. Pressure Valve 6. Spring 7. O-Ring

Air System Component Repair

8. Exhaust Spring 9. Exhaust Stem 10. Adjuster Assembly 11. Snap Ring 12. Cover 13. Washer

K3-1

Assembly Clean all parts, and check for dirt or damage, then coat all parts with grease before installing. 1. Fit O-ring and install spring (8) and stem (9) to piston (3). 2. Fit O-ring and install piston assembly (3) to body (1). 3. Fit adjustment screw and spring assembly (10) to body (1), then install snap ring (11). 4. Install cover (12).

NOTE: After installing to the machine, check the air pressure.

FIGURE 3-3. AIR GOVERNOR CROSS SECTION

K3-2

Air System Component Repair

K03007

RETARDER VALVE RETARDER FUNCTION The rear oil-cooled, multiple-disc retarder brakes are automatically activated when the engine speed exceeds the rated revolutions of the shift position. However, these brakes can be applied manually by moving the retarder control lever which is mounted on the steering column.

Removal

Be certain that the air hoses are connected securely before proceeding. Failure to do so could result in bodily harm and/or damage to the interior of the cab.

4. Start the truck and allow the air pressure to rise to full pressure.

NOTE: Relieve air pressure from the system before working with or on the retarder valve/lever assembly. Failure to do so could result in bodily harm and/or damage to the interior of the cab. 1. Shut the engine down and turn off the key switch. 2. After air pressure has been relieved from the system, disconnect the three air hoses from the ports in the bottom of the retarder valve body (Figure 5-1). Mark the hoses to indicate their appropriate ports for future reference at installation. 3. Remove the two bolts (3, Figure 5-2) and lockwashers (4) from the clamp (5). Separate the clamp from the body and remove the spacer (2). Remove the retarder valve/lever assembly from the steering column.

5. Attach a hanging scale to the handle assembly lever (21). 5. With supply air pressure at 740 kPa (107.32 psi), to maintain minimum lever force of 2.9~4.9 N (0.3~0.5 kgf) to move lever to 190 mm (0.75 in.) from center when releasing air pressure, turn case (17, Figure 5-1) to tighten or loosen tension on spring (18) and secure with nut (16). Tighten nut to 9.8~14.7 N.m (7.23~10.85 ft. lbs.) torque.

NOTE: DO NOT turn the case inward more than four turns after initial contact between case (17), spring (18), and plunger (19) is made.

Installation 1. Hold the clamping area of the retarder valve body (1, Figure 5-2) against the steering column so that the lever extends to the right of the column. 2. Install clamp (5) opposite the valve body around the steering column and install bolts (3) and lockwashers (4). 3. Connect the three air hoses to the appropriate ports in the bottom of the retarder valve body (Figure 5-1).

NOTE: If the lever replacement kit has been installed, it may be necessary to adjust the lever friction after installation. If adjustment is required, proceed with the following steps.

K05005

FIGURE 5-1. PORTS 1. Supply 2. Exhaust

Retarder Valve

3. Delivery

K5-1

FIGURE 5-2. RETARDER VALVE AND LEVER ASSEMBLY 1. Valve Body 2. Spacer 3. Bolt 4. Lockwasher 5. Clamp 6. Valve Stem 7. Spring 8. Guide

K5-2

9. Valve 10. Bolt 11. Lockwasher 12. Gasket 13. Spring 14. O-Ring 15. Piston 16. Nut

17. Case 18. Spring 19. Plunger 20. Screw 21. Handle Assembly 22. Plate 23. Bolt 24. Washer

Retarder Valve

25. Nut 26. O-Ring 27. Lockwasher 28. Ring 29. Cover 30. Cam Follower 31. Cam 32. Spring

K05005

Disassembly 1. Remove bolts (10, Figure 5-2) and lockwashers (11) from valve body (1). 2. Remove bolt (23), nut (25), and washer (24) from plate (22). 3. Separate handle assembly (21) from cover (29). Remove lockwasher (27) and unscrew ring (28) from cover (29). Lift cover (29) from valve body (1). Separate internal parts. 4. Remove setscrew (20) from handle assembly (21). Loosen nut (16) and remove case (17), spring (18), and plunger (19) from handle assembly (21).

Assembly 1. Install o-ring (14) onto piston (15). Seat spring (13) and piston into valve body (1), 2. Install spring (32), cam (31) and cam follower (30) into valve body (1) with spring seated on piston (15). 3. Place ring (28) over cam follower (30) and install lockwasher (27) in top of ring.

K05005

4. Apply gasket (12) to valve body (1) and seat cover (29) on gasket. 5. Install cover (29) over internal parts onto valve body (1). Install bolts (10) and lockwashers (11). Tighten bolts to standard torque. 6. Install o-ring (26) over cover (29). 7. Install exhaust valve (9), guide(8), spring (7) and valve stem (6) into exhaust port (2, Figure 5-1). 8. Apply Locktite to set screw (20) and install in handle assembly. Tighten to 0.98~1.5 N.m (0.72~1.09 ft. lbs.) torque. 9. Install plunger (19, Figure 5-2), spring (18), case (17) and nut (16) into handle assembly (21).

NOTE: Spring (18) tension should be adjusted as outlined in installation steps 4, 5, and 6 on page K5-1 after retarder valve/lever assembly is installed in truck.

10. Install handle assembly (21) onto cover (29). 11. Install plate (22) over cover (29) and secure with bolt (23), washer (24) and nut (25). Tighten nut (25) to 0.98~1.5 N.m (0.72~1.09 ft. lbs.).

Retarder Valve

K5-3

NOTES

K5-4

Retarder Valve

K05005

SECTION L HYDRAULIC SYSTEM INDEX HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

L2-1 L2-1 L2-1

HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filling Instructions (Hoist Oil Supply) . . . . . . . . . . . . . . . . . . . . . . . . . . Filling Instructions (Rear Brake Cooling Oil Supply) . . . . . . . . . . . . . . . . . . HYDRAULIC FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH PRESSURE HYDRAULIC FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

L3-1 L3-1 L3-1 L3-1 L3-2 L3-2 L3-2 L3-3 L3-3 L3-3 L3-3 L3-4 L3-4 L3-4 L3-5

STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1 STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1 DEMAND VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-2 STEERING CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-2 CROSSOVER RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-3 Operation Of Demand And Steering Control Valve . . . . . . . . . . . . . . . . . . . L4-4 EMERGENCY STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-12 FLOW SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-13 RELAY TIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-13 Emergency Steering System Electrical Schematic . . . . . . . . . . . . . . . . . . . L4-14

STEERING VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

L01028

Index

L5-1 L5-1 L5-1 L5-2 L5-7

L1-1

STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . L6-1 EMERGENCY STEERING MOTOR PUMP ASSEMBLY . . . . . . . . . . . . . . . . . . . . L6-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-1 STEERING CYLINDER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-5 DEMAND VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-7 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8 RELIEF VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9 HOIST CIRCUI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1 CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1

HOIST CIRCUIT COMPONENT REPAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1 HOIST VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-2 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-2 HOIST CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6 HYDRAULIC SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-1 Dump Body Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-1 Adjusting Hoist Lever Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-2 Adjusting Hoist Limiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3 Testing and Adjusting Hydraulic Pressure in Steering and Hoist Circuit . . . . . . . . . L10-4 Diagnostic Chart: Hoist System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7 Diagnostic Chart: Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-10

L1-2

Index

L01028

HYDRAULIC SYSTEM HYDRAULIC SYSTEM OPERATION NOTE: Refer to hydraulic system schematic in Section “R”. The steering and hoist circuits use a common hydraulic tank located on the left side of the truck. The tank is divided into two sections; one for the steering and hoist and another for the wet disc brake cooling oil. The front section is for the steering and hoist and the rear section is for the wet disc brake cooling. Oil used for steering and hoist flows from the bottom of the tank to the inlet housing of the pump mounted on the left upper PTO of the transmission. Some pressurization occurs during truck operation as the hoist cylinders are retracted and oil returns to the tank. This pressure is relieved by a breather valve mounted on top of the tank. In the rear section of the tank, oil flows from the bottom of the tank to the inlet housing of the pump mounted on the right top PTO of the transmission. The demand valve is mounted on the front side of the hydraulic tank mounting bracket. This valve directs the oil flow from the steering and hoist pump. The oil flow is first directed to the steering circuit and after the demand is met, the spool shifts directing oil flow to the hoist circuit. Anytime steering is being used, the spool is shifted to meet the steering demand by load sense pressure from the steering control valve. The demand valve has a 210 kg/cm2 (2986psi) relief valve mounted in it to regulate the steering pressure. Return oil from the steering cylinder flows to the top of the tank and through a filter before returning to the tank. In the hoist valve return line is an orifice plate which causes some of the oil to flow through a steering oil cooler mounted in front of the radiator. After going through the cooler, oil returns to the front section of the hydraulic tank. The hoist valve is located on the rear hydraulic tank mounting bracket, between the tank and the left frame rail. Oil from the demand valve flows to the hoist valve inlet and back to the tank through the oil filter mounted on top of the tank if the operator is not using the hoist circuit. The hoist valve is controlled by the operator through cables and linkages. The operator can direct the flow of oil in the hoist valve to raise or lower the dump body. An adjustable internal relief valve protects the hoist circuit from pressures in excess of 210 kg/cm2 (2986 psi).

L02023 11/98

Oil being returned to the tank from the steering and hoist circuits flows through a filter element mounted on top of the tank. Should the filter become restricted, a bypass valve will open allowing the oil to bypass the filter element. The differential pressure at which the bypass will open is 1.27 kg/cm2 (18 psi). Oil for the wet disc brake cooling circuit flows from the pump through tubing and hoses to the wet disc brake housings. Return oil flows from the brake housings to the brake oil cooler and then back to the rear section of the hydraulic tank and passes through two filters mounted on top of the hydraulic tank before returning to the tank. The three return filters (one hydraulic, two brake cooling) on the tank have bypass valves that will allow oil to bypass the filters if one becomes restricted. The differential pressure which causes the bypass valve to open is 1.27 kg/cm2 (18 psi). A brake control valve (BCV) is mounted in the circuit from the pump to the wet disc brake housing. When the disc brakes are not being used, the Brake Control Valve bypasses some of the cooling oil back to the tank. This reduces power loss caused by excessive oil flowing through the brake housing. Also built into this valve is a pilot relief valve which will actuate at 9 kg/cm2 (128 psi). When actuated, the pilot relief valve will cause the main relief valves to open allowing the excess oil to return to the tank.

COMPONENT DESCRIPTION PUMP The truck is equipped with two double gear type pumps. The steering and hoist circuit pump has two inlets and two outlets. The total output from the pump at 2000 RPM is 668 l/min. (177 GPM) at a pressure of 210 kg/cm2 (2986 psi). The wet disc brake cooling pump is also a double gear type pump that has two inlets and two outlets. The total output from the pump at 2000 RPM is 1051 l/min. (278 GPM) at 30 kg/cm2 (426 psi).

Hydraulic System

L2-1

TANK The hydraulic tank is mounted to the left frame rail. It is separated into two sections. One for steering and hoist the other for the wet disc brake cooling oil. The service capacity for the steering and hoist section is 162 liters (42.8 gal.). and for the rear brake cooling section is 268 liters (70.8 gal.).

NOTE: The oil recommended for use in both sections of the hydraulic tank (steering/hoist and brake cooling) is A.P.I. classification CD SAE-10W engine oil.

Oil returning to the hydraulic tank from the steering and hoist circuit passes through a 30 micron filter assembly. The oil from the brake cooling circuit passes through two 30 micron filter assemblies. These filters are accessible by removal of a cover plate for each filter. The oil level should be checked periodically with the body down, engine stopped and parked on level ground.

Refer to “Lubrication and Service” Section “P” for additional information regarding hydraulic system service intervals, capacities and oil specifications.

FIGURE 2-2. HOIST VALVE LINKAGE 1. Shaft

2. Lever

FIGURE 2-1. HOIST RELIEF VALVE 1. Relief Valve

L2-2

2. Housing

Hydraulic System

L02023 11/98

FIGURE 2-3. HOIST VALVE 1. Drain to Tank 2. Return to Tank 3. From Demand Valve

L02023 11/98

4. To Hoist Cylinder 5. To Hoist Cylinder 6. Lead Off Line

Hydraulic System

L2-3

FIGURE 2-4. HYDRAULIC COMPONENT LOCATION 1. Power Down Line 2. Power Up Line 3. Suction Line 4. Brake Cooling Pump 5. Steering and Hoist Pump 6. Flow Switch 7. Oil Cooler Return Hose

L2-4

8. Oil Cooler Inlet Hose 9. LS Steering Line 10. Steering Return Line 11. Steering Pressure Line 12. Demand Valve Inlet Lines 13. Demand Valve 14. Return Line To Tank

Hydraulic System

15. Steering and Hoist Filter 16. Brake Cooling Filters 17. Oil Tank 18. Hoist Valve Inlet Line 19. Orifice Plate 20. Hoist Valve Bleed Line 21. Hoist Valve 22. High Pressure Filters

L02023 11/98

HYDRAULIC SYSTEM COMPONENT REPAIR HYDRAULIC PUMP

Raise the dump body and lock with the safety pin prior to working on components. Removal 1. Remove tubes (1 & 2, Figure 3-2). Cap tubes and pump ports. 2. Remove hoses (1 & 2, Figure 3-3). Cap hoses and pump ports. 3. Remove hydraulic pump assembly (3, Figure 3-2).

1. Drive Gear 2. Front Cover

L03025

FIGURE 3-2. HYDRAULIC PUMP PIPING 1. Pump Inlet Tube 2. Pump Inlet Tube

FIGURE 3-1. HYDRAULIC PUMP ASSEMBLY 3. Gear Case 5. Front Cover 7. Gear Case 4. Rear Cover 6. Drive Gear 8. Rear Cover

Hydraulic System Component Repair

3. Hydraulic Pump

9. Driven Gear 10. Driven Gear

L3-1

Installation 1. Install hydraulic pump assembly. Tighten capscrews to standard torque. 2. Remove caps and install hoses (1 & 2, Figure 3-3). 3. Remove caps and install tubes (1 & 2, Figure 3-2). 4. Refill hydraulic system as required. Refer to “Filling Instructions”. 5. Bleed all air from inlet and outlet lines before starting engine.

HYDRAULIC TANK Filling instructions (hoist oil supply) 1. Lower the dump body and shut down the engine.

FIGURE 3-3. HYDRAULIC PUMP 1. Outlet Hose 3. Hydraulic Pump 2. Outlet Hose

Release hydraulic tank filler caps slowly to remove any internal pressure. 2. Turn the oil filler cap (3, Figure 3-4) slowly counterclockwise to release internal tank pressure. 3. Fill tank with recommended oil (refer to Section P, “Lubrication and Service”) until oil is visible in the sight glass (4). • Hydraulic tank refill capacity: 162 Liters (42.8 gal.) 4. Replace fill cap. 5. If hydraulic components have been removed and lines drained, start the engine and raise the dump body 2-3 times to circulate oil. 6. Shut down the engine and repeat steps 2. through 4. if necessary. Filling instructions (rear brake cooling oil supply) 1. Lower the dump body and shut down the engine. 2. Turn the oil filler cap (8, Figure 3-4) slowly counterclockwise to release internal tank pressure. 3. Fill tank with recommended oil (refer to Section P, “Lubrication and Service”) until oil is visible in the sight glass (7). • Rear Brake Oil tank refill capacity: 268 Liters (70.8 gal.) 4. Replace fill cap.

L3-2

FIGURE 3-4. HYDRAULIC TANK 1. Filter Covers 6. Brake Oil Drain 2. Bolts 7. Brake Cooling Oil 3. Hydraulic Oil Filler Sight Glass Cap 8. Brake Cooling Oil 4. Hydraulic Oil Level Filler Cap. Sight Glass 9. Breather

Hydraulic System Component Repair

L03025

HYDRAULIC TANK FILTERS Filter Replacement 1. Lower the dump body and shut down the engine.

Release hydraulic tank filler cap slowly to remove any internal pressure.

2. Turn the oil filler caps (3 & 8, Figure 3-4) slowly counterclockwise to release internal tank pressure. 3. Remove bolts (2) on filter covers (1). 4. Remove the elements (2, Figure 3-5) from housing. 5. Thoroughly clean filter housings, covers (4) and bypass valve (3) components. 6. Install new elements. Install bypass valves and covers. Tighten bolts (2, Figure 3-4) to standard torque.

FIGURE 3-5. HYDRAULIC TANK FILTERS 1. Hydraulic Tank 3. Bypass Valve 2. Filter Element 4. Cover

7. Check oil level; oil must be visible in sight glass.

NOTE: If breather is equipped with a nut, remove nut instead of snap ring to remove element. 5. Clean breather element in solvent and blow dry. Clean remaining parts in solvent and dry thoroughly. 6. Install element, cover and snap ring.

FIGURE 3-6. HYDRAULIC TANK BREATHER 1. Snap Ring 3. Element 2. Cover

NOTE: If equipped with a nut instead of a snap ring, tighten nut, but do not overtighten as the stud will twist off easily. 7. Install breather element on hydraulic tank.

L03025

Hydraulic System Component Repair

L3-3

HIGH PRESSURE HYDRAULIC FILTERS Filter Assembly Removal 1. Lower the dump body and shut down the engine. Clean dirt accumulation from the high pressure hydraulic filters and tube connections in front of the hydraulic tank.

Release hydraulic tank filler cap slowly to remove any internal 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. 2. Turn the oil filler caps (3 & 8, Figure 3-4) slowly counterclockwise to release internal tank pressure. 3. Place a receptacle under the filters to receive hydraulic oil which will drain from filters when disconnected. 4. Remove capscrews (1, 4, & 8, Figure 3-7), washers (2, 5, & 9), and split flages (10) securing filters (7). Move hydraulic tubes away from filter housings.

FIGURE 3-7. HIGH PRESSURE FILTERS & PIPING 1. Capscrew 8. Capscrew 2. Washer 9. Washer 3. O-Ring 10. Split Flange 4. Capscrew 11. Bracket (on Hyd. Tank) 5. Washer 12. Washer 6. U-Bolt 13. Nut 7. Filter Assembly

5. Remove nuts (13) and washers (12) holding Ubolts (6) to bracket (11). Remove filter assemblies (7). Discard O-rings (3). Plug or cover all open hydraulic connections to prevent entry of contaminants and move filter assemblies to a clean service area. Filter Assembly Installation 1. Remove plugs and/or covers from connections. Install new O-rings (3, Figure 3-7) in all locations. Install filter assemblies (7) to outlets and install capscrews (1 & 4), washers (2 & 5). Do not tighten capscrews to final torque at this time.

4. Carefully align all components and connections to prevent any binding or kinking and then begin tightening all capscrews and nuts sequencially to final standard torque.

2. Move hydraulic tubes to filter housings inlets and reconnect with capscrews (8), washers (9), and split flages (10). Do not tighten capscrews to final torque at this time.

Tighten all connections before starting engine and applying hydraulic pressure.

3. Install U-bolts (6) holding filter assemblies (7) to bracket (11). Install washers (12) and nuts (13). Do not tighten nuts to final torque at this time.

5. Start engine and check for leaks before releasing truck for service. Check hydraulic tank oil level; oil must be visible in sight glass (4, Figure 3-4).

L3-4

Hydraulic System Component Repair

L03025

Filter Element Replacement 1. Place filter assembly (Figure 3-8) on work bench. Using a spanner tool at both ends, hold housing (1) and loosen (counter-clockwise) inlet housing (5).

3. Install new element (2) into filter housing (1) using new O-Ring (3) and Backup Ring (4). 4. Install inlet housing (5) to filter housing (1) and tighten to 10 - 12 kg.m (73 - 87 ft. lbs.) torque.

Remove inlet and then remove filter element (2) from housing. Discard O-Ring (3) and Backup Ring (4).

5. Refer to "Filter Assembly Installation" and install on truck.

2. Thoroughly clean filter housing and inlet housing. Using clean hydraulic oil, lightly lubricate sealing surfaces.

NOTE: Filter Elements should be replaced every 2000 hours* , and after any debris-producing component failure within the hydraulic system. * More frequent replacement may be required in very dusty/dirty environments.

FIGURE 3-8. FILTER ASSEMBLY 1. Filter Housing 2. Filter Element

L03025

3. O-Ring 4. Backup Ring

5. Filter Housing Inlet 6. Spanner Hole

Hydraulic System Component Repair

7. Spanner Hole

L3-5

NOTES

L3-6

Hydraulic System Component Repair

L03025

STEERING CIRCUIT

1. Tire 2. Steering Cylinder 3. Tie Rod

FIGURE 4-1. STEERING SYSTEM COMPONENTS 4. Crossover Relief Valve 7. Knuckle P: . . . From Demand Valve 5. Steering Wheel 8. Arm (A-Frame) T: . . . To Hydraulic Tank 6. Steering Control Valve LS: . . To Demand Valve

STEERING CIRCUIT OPERATION The steering system is a self-metering, power steering type. When the steering wheel (5, Figure 4-1) is rotated, the steering control valve (6) is actuated causing the oil to flow into the steering cylinder (2). Extending one steering cylinder while retracting the opposite steering cylinder will change the angle of the front wheels, allowing the operator to steer the truck as desired. The tie rod (3), attached to the knuckle (7) maintains a constant angular relationship between the left and right wheels.

L04017 12/98

The truck is also equipped with an automatic emergency steering system to provide oil pressure to the steering circuit in the event of a loss of oil supply from the engine driven steering pump. Refer to page L4-12 for a description of the emergency steering system components. Additional information describing steering circuit operation can be found in the description of the following system components.

Steering Circuit

L4-1

DEMAND VALVE

STEERING CONTROL VALVE

The demand valve (Figure 4-2) divides the oil sent from the steering pump and the hoist pump sending it to the proper circuit according to a pressure signal received from the steering control valve. If the operator is raising the dump body and no steering is required, all oil is directed to the hoist circuit. When steering is required, the amount of oil needed to steer the truck is directed to the steering valve.

The steering control valve (Figure 4-3) is mounted under the cab floor and is connected to the steering column by a short drive shaft.

FIGURE 4-2. DEMAND VALVE ASSEMBLY

FIGURE 4-3. STEERING CONTROL VALVE ASSEMBLY

When the operator rotates the steering wheel, steering circuit oil is directed through the crossover relief valve manifold to the steering cylinders. Pages L4-4 through L4-11 describe the various operating conditions of both the steering control valve and the demand valve.

A: . . . . To Steering Valve B: . . . To Hydraulic Tank C: . . . Emergency Steering Pump Port D: . . . . To Hoist Valve E: . . . . From Steering Valve (LS Port) F: . . . . From Steering Pump G: . . . From Hoist Pump

L4-2

P: . . . . From Demand Valve T: . . . . To Hydraulic Tank LT: . . . To Steering Cylinder R: . . . . To Steering Cylinder LS: . . . To Demand Valve

Steering Circuit

L04017 12/98

HYDRAULIC SCHEMATIC

FIGURE 4-4. CROSSOVER RELIEF VALVE ASSEMBLY 1. Releif Valve Assembly Tightening Torque 11 ± 1.5 kg.m (80 ± 10 ft. lbs.) 2. Valve Body

A: . . . To Steering Cylinder B: . . . . To Steering Cylinder C: . . . . From Steering Valve D: . . . . From Steering Valve

CROSSOVER RELIEF VALVE The steering system crossover relief valve (Figure 4-4) provides protection against excessive pressure in the steering circuit if an external force is applied to the front wheels and the steering cylinders.

L04017 12/98

The relief valves allow oil to escape from the steering cylinders if pressure exceeds 240 kg/cm2 (3400 psi).

Steering Circuit

L4-3

OPERATION OF DEMAND AND STEERING CONTROL VALVE STEERING CONTROL VALVE: When steering valve is at neutral

DEMAND VALVE: When steering valve is at neutral

The oil from the pump passes through the demand valve and enters port P of the steering valve.

The oil from the steering pump enters port (A, Figure 4-5). At the same time, the oil from the hoist pump enters port B. When the steering valve is at neutral, port P of the steering valve is closed, so the pressure at port P rises. The pressure from port P passes through orifice “F” enters the chamber C, and moves spool (7) to the right.

Valve spool is at the neutral position, so port P and ports (RT and LT) to the cylinder are closed. No oil flows to the cylinder, so the cylinder does not move. At the same time, port LS is connected through port R to the tank. As a result, there is no oil pressure at port LS, so all the oil from the pump at the demand valve flows to the hoist valve.

Port LS and chamber D are connected to the tank, and the force moving spool (7) to the left is the force of spool return spring (6). The pressure in chamber C rises until it overcomes the set pressure of spool return spring (6). As a result, spool (7) stops in the position shown in the diagram, and all the oil from the steering pump and hoist pump flows to the hoist valve. When the steering valve is operated: When the steering is operated, port P and port LS are connected, and the circuit between the tank and port LS is shut off. The hydraulic pressure before entering the orifice of the steering valve acts on chamber C of spool (7), and the hydraulic pressure coming out from the orifice acts on chamber D. There is a difference in the area of the opening of the steering valve orifice when the steering is turned quickly and when it is turned slowly. Therefore, the hydraulic pressure on both sides of the orifice also changes and a pressure difference is created. In this way, spool (7) is actuated by the balance of the force of return spring (6) and the differential pressure between both sides of the steering valve orifice. In other words, it moves according to the balance of the oil pressure in chamber C pushing to the right, and the pressure of the oil in chamber D and return spring (6) pushing to the left. The larger the difference in oil pressure at the steering valve orifice, the less distance the spool will travel to the left.

L4-4

Steering Circuit

L04017 12/98

FIGURE 4-5. DEMAND AND STEERING VALVE NEUTRAL 1. Demand Valve 6. Spring 10. Steering Cylinders A: From Steering Pump 2. Check Valve 7. Spool 11. Crossover Relief Valve B: From Hoist Pump 3. Emergency Steering Pump 8. Relief Valve 12. Steering Control Valve C: Chamber 4. Hoist/Steering Pump 9. Relief Valve 13. Spool D: Chamber 5. To Hoist Valve E: Orifice F: Orifice

L04017 12/98

Steering Circuit

L4-5

STEERING CONTROL VALVE: When steering wheel is operated slowly to the right.

DEMAND VALVE: When steering wheel is operated slowly to the right.

When the steering wheel is turned slowly to the right (Figure 4-6), input shaft rotates. When this happens, valve spool moves down. So when input shaft rotates, the oil from the demand valve flows into port P

The area of the opening of the steering valve orifice is small, so the difference in pressure between the two sides of the orifice is large. As a result, the movement when the steering wheel is operated slowly to the right, the spool moves a short distance to the left, and some of the oil from the steering pump flows to the steering valve. The remaining oil from the steering pump and all the oil from the hoist pump flows to the hoist valve.

The oil inside the valve spool then passes between the stator and rotor in the metering portion of spool valve. After the amount of oil flowing to the steering cylinder is measured here, it enters the inside of the valve spool, passes through a hole in the valve spool through port RT and flows to the steering cylinders. In this way, the two cylinders are actuated and the wheels turn to the right. The oil returning from the steering cylinder flows from port LT and goes back to the tank. The demand spool is actuated by the difference in pressure between the oil pressure at port P end and the oil pressure at the port LS end. As a result, only the necessary amount of oil flows to the steering circuit, and remaining oil flows from the demand valve to the hoist valve.

L4-6

Steering Circuit

L04017 12/98

1. Demand Valve 2. Check Valve 3. Emergency Steering Pump 4. Hoist/Steering Pump 5. To Hoist Valve

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FIGURE 4-6. STEERING SLOWLY RIGHT 6. Spring 10. Steering Cylinders 7. Spool 11. Crossover Relief Valve 8. Relief Valve 12. Steering Control Valve 9. Relief Valve 13. Spool

Steering Circuit

A: From Steering Pump B: From Hoist Pump C: Chamber D: Chamber

L4-7

STEERING CONTROL VALVE: When steering valve is operated quickly to the left.

DEMAND VALVE: When steering wheel is operated quickly to the left.

When the steering wheel is turned quickly to the left (Figure 4-7), input shaft rotates. When this happens, valve spool moves up. The oil from the demand valve flows into port P, through a hole in the valve spool, and enters the inside of the valve spool.

The area of the opening of the steering valve orifice is large, so the difference in pressure between the two sides of the orifice is small, therefor the difference at chamber C and D is also small. As a result, spring (6) moves spool (7) a long distance to the left, and all the oil from the steering pump together with some of the oil from the hoist pump passes through check valve (2) and flows to the steering valve to provide a large amount of oil to the steering valve.

The oil inside the valve spool then passes between the stator and rotor in the metering portion of the valve. After the amount of oil flowing to the steering cylinder is measured here, it flows through port LT and flows to the steering cylinders. In this way, two cylinders are actuated and the wheels turn to the left. The oil returning from the steering cylinder flows from port RT and goes back to the tank. The demand spool is actuated by the difference in pressure between the oil pressure at port P end and the oil pressure at the port LS end. As a result, only the necessary amount of oil flows to the steering circuit, and remaining oil flows from the demand valve to the hoist circuit.

L4-8

Steering Circuit

L04017 12/98

1. Demand Valve 2. Check Valve 3. Emergency Steering Pump 4. Hoist/Steering Pump 5. To Hoist Valve

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FIGURE 4-7. STEERING QUICKLY TO LEFT 6. Spring 10. Steering Cylinders 7. Spool 11. Crossover Relief Valve 8. Relief Valve 12. Steering Control Valve 9. Relief Valve 13. Spool

Steering Circuit

A: From Steering Pump B: From Hoist Pump C: Chamber D: Chamber

L4-9

DEMAND VALVE: When in emergency steering mode.

L4-10

STEERING CONTROL VALVE: When in emergency steering mode.

Steering Circuit

L04017 12/98

FIGURE 4-8. EMERGENCY STEERING MODE 1. Demand Valve 2. Check Valve 3. Emergency Steering Pump 4. Hoist/Steering Pump 5. To Hoist Valve

L04017 12/98

6. Spring 7. Spool 8. Relief Valve 9. Relief Valve

10. Steering Cylinders 11. Crossover Relief Valve 12. Steering Control Valve 13. Spool

Steering Circuit

A: From Steering Pump B: From Hoist Pump C: Chamber D: Chamber E: Orifice F: Port

L4-11

FIGURE 4-9. EMERGENCY STEERING SYSTEM COMPONENTS 1. Batteries 6. Steering Pump 2. Emergency Relay Switch 7. Check Valve 3. Delay Timer 8. Demand Valve 4. Emergency Steering Switch 9. Emergency Steering Pump 5. Flow Switch 10. Hydraulic Oil Tank

EMERGENCY STEERING SYSTEM If a loss of oil from the steering system occurs, either due to loss of engine power or a pump (6, Figure 4-9) malfunction, a flow switch (5) senses loss of oil flow and sends an electrical signal to the delay timer (3). If oil flow is insufficient for more than 3 seconds, the emergency steering motor relay switch (2) is energized. When the relay is energized, the emergency steering system pump motor turns on and drives the emergency steering pump (9). The operator can then safely steer the truck out of traffic and shut down the truck for system repairs.

L4-12

A switch mounted on the console next to the operator can be used to activate the emergency steering system if necessary to steer the truck when the engine is not operable. Use of the emergency steering system should be limited to a maximum of 90 seconds. If necessary, the dump body may be raised using the emergency steering system.

Steering Circuit

L04017 12/98

FIGURE 4-10. EMERGENCY STEERING SYSTEM FLOW SWITCH 1. Reed Switch 3. Spring 5. Magnet 2. Pivot Pin 4. Plate

FLOW SWITCH The flow switch (Figure 4-10) is installed in the steering circuit piping to monitor steering circuit oil flow. Operation

Refer to “A”, Figure 4-10: When oil is flowing in the pipe, plate (4) is pushed to the left, overcoming spring (3) force and the lever pivots on pin (2). The magnet (5) mounted on the lever moves away from the reed switch and opens the contact.

Refer to “B”, Figure 4-10: When oil flow is interrupted, the lever pivots in the opposite direction due to spring (3). Magnet (5) moves close to the reed switch contacts closing the electrical circuit. This electrical signal is routed to the relay timer below.

Relay Timer The relay timer provides an electrical delay in the circuit between the flow switch and the emergency steering pump motor relay. The timer is adjusted to provide a 3 second delay to prevent accidental actuation of the emergency steering system due to slight interruptions in oil flow. Refer to Figure 4-12 for electrical schematic.

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FIGURE 4-11. RELAY TIMER 1. Timer Assembly 2. Delay Adjustment Knob

Steering Circuit

L4-13

FIGURE 4-12. EMERGENCY STEERING SYSTEM ELECTRICAL SCHEMATIC

L4-14

Steering Circuit

L04017 12/98

STEERING VALVE ASSEMBLY Removal 1. Loosen the oil filler cap slowly to release the pressure inside the hydraulic tank. 2. Pass a rope through the yoke and secure the yoke to the top to prevent the yoke from falling out from the column shaft spline. 3. Make match marks to show the position of insertion for the spline at the steering wheel and yoke as shown in Figure 5-2. (This will allow proper reassembly in case splines must be separated.) 4. Remove yoke lock bolt (1, Figure 5-1) The lock bolt has a fine thread; be careful not to lose it or damage the thread. a. Check that the yoke moves up and down easily on the spline of the steering valve input shaft, and that it comes off easily. NOTE: If yoke cannot be easily removed from the input shaft, it may be necessary to remove the steering valve assembly and lower shaft as a unit by disengaging the splines. b. Do not use excessive force removing the yoke as the input shaft can be damaged.

5. Mark location of each hose attached to steering valve assembly ports. (Note: each port is marked with a letter.) Disconnect 5 hoses (2). Cap all openings to prevent contamination and excessive leakage. 6. Remove capscrews (3, Figure 5-2) retaining steering valve assembly to mounting bracket (4). 7. Lower the assembly from the bracket. Installation 1. Raise the steering control valve into position, aligning spline match marks made prior to removal if the lower shaft was not removed. 2. Attach steering control valve to mounting bracket using capscrews (3, Figure 5-2). Tighten capscrews to standard torque. If the shaft (4, Figure 5-1) has not been disassembled, attach the yoke to the input shaft splines. Insert the lock bolt (1) and tighten to standard torque. 3. Remove caps and plugs and attach hoses (2, Figure 5-1) to the correct ports. 4. Verify all hydraulic and mechanical connections are secure. 5. Verify proper operation of steering system components.

1. Lock Bolt 2. Hoses

L05011

FIGURE 5-1. 3. Steering Valve Assy. 4. Column Shaft

FIGURE 5-2. 1. Yoke 3. Capscrews 2. Steering Valve Assy. 4. Mounting Bracket

Steering Valve Assembly

L5-1

Disassembly • When carrying out maintenance of the power steering system, cleanliness is absolutely essential. The hydraulic circuit must be completely isolated from any dirt or dust. • If it is necessary to disassemble any part of the unit, always use a clean work stand. • Before disconnecting any piping, always wipe off all the dirt on the outside. • Before setting the unit on the work stand, always wipe off any dirt on the outside. • After disassembly, clean with a petroleum base solvent that is free from any impurity, then blow with dry air that is free from any impurity.

If any other solvent is used, it may cause deterioration of the rubber seal. Do not wipe any part with a cloth or apply hot air to the unit. The solvent is a flammable substance, so be careful to handle it correctly and do not bring any flame close to it.

FIGURE 5-4. COMMUTATOR REMOVAL 1. Commutator 2. Valve Assembly

1. Remove 7 mounting bolts (5, Figure 5-3), then insert screwdriver between end cover assembly (4) and sleeve (3), and remove end cover assembly. After removing, check for any breakage around the edge of the end cover hole. 2. Remove commutator (1, Figure 5-4) and washer (2, Figure 5-5). Do not remove pin (1).

Preparation • Fit blind plugs to 5 ports of the valve body, clean the outer parts, then remove the blind plugs. • Install tube nut (2, Figure 5-3) to one of the ports. • Install in vice (1) with the end cover facing up. • Do not hold the valve body directly in the vice. This may cause damage to the unit.

FIGURE 5-5. 1. Pin

2. Washer

FIGURE 5-3. END COVER REMOVAL 1. Vise 3. Sleeve 2. Tube Nut 4. End Cover 5. Bolts

L5-2

Steering Valve Assembly

L05011

FIGURE 5-6. COMMUTATING RING REMOVAL 1. Mounting Bolts 3. Manifold 2. Commutator Ring 4. Rotor Set

FIGURE 5-8. SLEEVE REMOVAL 1. Sleeve 2. Valve Body

3. Using 2 mounting bolts (1, Figure 5-6), remove commutator ring (2) and manifold (3).

5. Insert screwdriver between sleeve (1, Figure 5-8) and valve body (2), and remove sleeve .

4. Using 2 mounting bolts, remove rotor set (4, Figure 5-7) and wear plate (1) in the same way as commutator ring and manifold.

6. Remove drive link (1, Figure 5-9).

FIGURE 5-7. ROTOR SET REMOVAL 1. Wear Plate 3. Manifold 2. Commutator Ring 4. Rotor Set

L05011

FIGURE 5-9. DRIVE LINK REMOVAL 1. Drive Link 2. Valve Body

Steering Valve Assembly

L5-3

FIGURE 5-10. BALL REMOVAL 1. Ball 2. Valve Body

FIGURE 5-12. 1. Input Shaft 3. Valve Body 2. Upper Cover 4. Mounting Bolt 9. Install in vice so that input shaft (1, Figure 5-12) faces up, then make match marks with a punch in upper cover (2) and valve body (3). 10. Remove 4 mounting bolts (4), hold input shaft (1) and move it up, then remove input shaft, upper cover, and valve spool assembly (1, Figure 5-13).

7. Remove ball (1, Figure 5-10). 8. Remove rod (1, Figure 5-11), roller (2), rod (3), and spring (4).

The valve spool is fitted into the body with an extreme small clearance, so be careful not to apply any sideways force as it will become impossible to remove it. When removing the valve spool from the housing, never use any excessive force.

FIGURE 5-11. 1. Rod 2. Roller

3. Rod 4. Spring FIGURE 5-13. 1. Spool Assembly 2. Upper Cover

L5-4

Steering Valve Assembly

L05011

FIGURE 5-14. 1. Shims

2. Spacer

FIGURE 5-16. 1. Snap Ring 4. Thrust Washer 2. Thrust Washer 5. Wave Washer 3. Thrust Bearing 6. Input Shaft

11. Remove upper cover assembly from input shaft and valve spool assembly, then remove shim (1, Figure 5-14) and spacer (2). NOTE: Check the number and thickness of the shims, and keep in a safe place.

FIGURE 5-17. PIN REMOVAL 1. Punch 2. Input Shaft

1. Snap Ring 2. Spacer 3. Seal

FIGURE 5-15. 4. Seal Ring 5. Upper Cover

12. Remove seal (6, Figure 5-15) and snap ring (1), then remove spacer (2), seal (3), and seal ring (4) from upper cover (5). NOTE: Seal (3) and seal ring (4) may be combined into one piece. 13. Remove snap ring (1, Figure 5-16), thrust washer (2), thrust bearing (3), thrust washer (4), and wave washer (5) from input shaft (6). 14. Using a punch (1, Figure 5-17) 3.0 mm dia., x 16 mm long (.12 in. dia. x .62 in. long), remove pin (2, Figure 5-18) from input shaft. NOTE: To prevent damaging the input shaft, carry out the operation on a wooden block.

L05011

FIGURE 5-18. PIN DETAIL 1. Shaft 2. Pin

Steering Valve Assembly

L5-5

FIGURE 5-21. BALL REMOVAL 1. Valve Spool 3. Drive Link 2. Input Shaft 4. Ball

FIGURE 5-19. 1. Spool 3. Spacer 2. Torsion Bar 4. Pin

15. Set valve spool (1, Figure 5-19) facing down, then remove torsion bar (2) and spacer (3) from input shaft and valve spool assembly. 16. Set valve spool (1, Figure 5-20) facing down, then rotate input shaft (2) until drive link (3) comes out.

17. Set valve spool (1, Figure 5-21) facing down, then rotate input shaft (2) clockwise until ball (4) comes out. NOTE: Do not remove ball retaining spring (1, Figure 5-22) unless replacing it. When removing it, make the end horizontal, grip it with pliers, then pull it up until it comes completely away from valve spool (2). Be careful not to damage the control edge or outside circumference of the valve spool.

FIGURE 5-22. 1. Ball Retaining Spring 2. Valve Spool FIGURE 5-20. DRIVE LINK REMOVAL 1.Valve Spool 3. Drive Link 2. Input Shaft

L5-6

Steering Valve Assembly

L05011

Assembly • Before assembling, wash all parts in clean petroleum base solvent, then dry with air. Never wipe with a cloth. • Check that there are no pieces of paint remaining on the edge of the lapped surface. • Unless there are special instructions, do not coat any part with oil when assembling. 1. Set thrust washer (1, Figure 5-23), thrust bearing (2), and thrust washer (1, Figure 5-24) on input shaft, and install snap ring (2).

FIGURE 5-23. 1. Thrust Washer 2. Thrust Bearing

3. Input Shaft

2. Install wave washer (1, Figure 5-25) to thrust bearing (3) and thrust washer (2). 3. Install ball (1, Figure 5-26) on inside of valve spool (2).

FIGURE 5-25. 1. Wave Washer 3. Thrust Bearing 2. Thrust Washer

FIGURE 5-26. BALL INSTALLATION 1. Ball 2. Valve Spool

4. Rotate counterclockwise so that ball and groove are meshed, and insert input shaft (1, Figure 5-27) in valve spool (2).

NOTE: Keep the spool horizontal when carrying out the operation.

FIGURE 5-24. 1. Thrust Washer

2. Snap Ring FIGURE 5-27. INPUT SHAFT INSTALLATION 1. Input Shaft 2. Valve Spool

L05011

Steering Valve Assembly

L5-7

FIGURE 5-30.

FIGURE 5-28. 1. Valve Spool 3. Thrust Washer 2. Torsion Bar 5. Fit middle of torsion bar (2, Figure 5-28) between thrust washer (3) and valve spool (1). NOTE: The positioning of the valve spool and input shaft is carried out by fitting the torsion bar. 6. Check spline of drive link (1, Figure 5-29) and input shaft (2), then align spline of valve spool (3), and install drive link.

1. Spool 2. Input Shaft

3. Drive Link

If the spool, drive link, and input shaft are not correctly installed in relation to each other, the steering unit will not work properly. 7. Measure diameter “A” of pin (1, Figure 5-31) of torsion bar (2) at several places, and check that the difference is less than 0.025 mm (.001 in.).

NOTE: If the drive link and input shaft spline do not mesh, rotate the input shaft slightly to mesh them. When inserting the drive link, fit the torsion bar securely. If the drive link is assembled correctly, a clearance of 8.89 mm (.350 in.) will be obtained between the thrust washer and valve spool.

FIGURE 5-31. PIN MEASUREMENMT 1. Pin 2. Torsion Bar FIGURE 5-29. 1. Drive Link 2. Input Shaft

L5-8

3. Spool

Steering Valve Assembly

L05011

FIGURE 5-32. 1. Pin 3. Spacer 2. Torsion Bar 4. Spool & Input Shaft

8. Set spacer (3, Figure 5-32) to torsion bar (2), and insert valve spool and input shaft assembly (4). 9. Using punch (1, Figure 5-33) (outside diameter: 3 mm (.12 in.)), align pin holes of torsion bar and input shaft (2). 10 Using above punch, drive pin (2, Figure 5-34) in 0.8 mm (.031 in.) from end face of input shaft.

FIGURE 5-34. 1. Torsion Bar

2. Pin

11. Install spacer (1, Figure 5-35) on input shaft and valve spool.

NOTE: If there is a lip at one end on the inside of the spacer, install with the lip surface facing the wave washer.

FIGURE 5-35. 1. Spacer 2. Spool Assembly FIGURE 5-33. PIN INSTALLATION 1. Punch 2. Input Shaft

L05011

Steering Valve Assembly

L5-9

FIGURE 5-36. 1. Valve Spool Assembly 2. Valve Body

3. Shim

12. Install input shaft and valve spool assembly (1, Figure 5-36) to valve body (2). 13. Set shim (3) on thrust washer, then fit seal, align match mark of upper cover (2, Figure 5-37) and install the mounting bolts (4) temporarily. 14. Set tool (1, Figure 5-38) in position, and install so that valve body and upper cover are centered.

FIGURE 5-38. 1. Tool (790-452-1200) 2. Upper Cover

16. Measure width of groove of drive link (1, Figure 5-39) at several places, and check that the difference is less than 0.025 mm (.001 in.). 17. Pull input shaft down, align drive link (1) with valve spool spline, and install. Rotate spool so that valve body is level with end face of spool.

15. Tighten mounting bolts (4, Figure 5-37), and remove special tool.

FIGURE 5-37. UPPER COVER INSTALLATION 1. Valve Spool 3. Valve Body 2. Upper Cover 4. Bolt

L5-10

FIGURE 5-39. DRIVE LINK INSTALLATION 1. Drive Link 2. Valve Body

Steering Valve Assembly

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FIGURE 5-40. DRIVE LINK INSTALLATION 1. Drive Link 2. Pin 18. Align drive link (1, Figure 5-40) and pin (2), then install. 19. Using depth micrometer (1, Figure 5-42), measure mounting height “h” ( See Figure 5-41) of end face of valve spool and valve body.

FIGURE 5-42. MEASURING MOUNTING HEIGTH 1. Micrometer 2. Drive Link 20. Install ball (1, Figure 5-43). 21. Set rod (2) to spring (3), and fit to valve body (6), then install roller (4) and rod (5). 22. Fit seal to valve body.

• Mounting height “h” = Within 0.063 mm (.002 in.)

NOTE: If mounting height “h” = 0.064 mm (.003 in.) or more, repeat steps 12 - 19 and adjust the shims to make “h” = within 0.063 mm (.002 in.).

FIGURE 5-41. 1. Drive Link

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2. Valve Body

1. Ball 2. Rod 3. Spring

Steering Valve Assembly

FIGURE 5-43. 4. Roller 5. Rod 6. Valve Body

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FIGURE 5-44. ROTOR INSPECTION 1. Rotor Assembly 2. Stator 23. Before installing rotor, inspect rotor as follows. a. Set pin side of end cover assembly facing up, and spline side of rotor assembly (1, Figure 5-44) facing down, and check that the rotor rotates freely inside the stator (2). b. Measure thickness of rotor and stator, and check that difference is within 0.18 mm (.007 in.). c. Using feeler gauge (1, Figure 5-45) check that clearance of rotor from stator is within 0.18 mm (.007 in.).

FIGURE 5-46. 1. Guide Pin

2. Wear Plate

24. Using guide pin (1, Figure 5-46), install wear plate (2), rotor assembly (5, Figure 5-47), and manifold (4). 25. Fit seal to end cover assembly (1). 26. Set sleeve (2) and end cover assembly (1) in position, then tighten mounting bolts (3) uniformly and install sleeve, then remove end cover assembly.

FIGURE 5-45. ROTOR CLEARANCE 1. Feeler Gauge 3. Stator 2. Rotor FIGURE 5-47. SLEEVE INSTALLATION 1. Cover Assembly 5. Rotor Assembly 2. Sleeve 6. Wear Plate 3. Bolt 7. Wear Plate 4. Manifold

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Steering Valve Assembly

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FIGURE 5-48. 1. Cover Assembly

2. Washer

27. Fit washer (2, Figure 5-48) to end cover assembly (1), and install commutator (1, Figure 5-49). NOTE: Install the commutator with the concave part facing the end cover assembly side. Position so that the hole in the oval commutator is in a straight line with one of the bolt holes in the end cover assembly.

FIGURE 5-50. 1. Commutator 3. Drive Link 2. Manifold 4. Sleeve

28. Install commutator ring (1, Figure 5-49). 29. Rotate input shaft so that tip of drive shaft is aligned with oval hole in commutator. (See Figure 5-50) 30. Set end cover assembly (2, Figure 5-51) on sleeve (3), then tighten 5 mounting bolts (1) uniformly. Tighten to standard torque.

FIGURE 5-49. 1. Commutator 2. Valve Assembly

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FIGURE 5-51. END COVER INSTALLATION 1. Bolt 3. Sleeve 2. End Cover 4. Valve Body

Steering Valve Assembly

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FIGURE 5-52. SEAL ASSEMBLY INSTALLATION 1. Seal Ring 4. Seal 2. Seal 5. Spacer 3. Snap Ring

FIGURE 5-53. SPACER INSTALLATION 1. Spacer Installation Tool. 2. Spacer (790-452-1100)

31. Set input shaft end facing up, then install seal ring (1, Figure 5-52) and seal (2).

32. Using tool (1, Figure 5-53), install spacer (2) from small diameter end.

NOTE: Install the seal from the small diameter end. Seal ring (1) and seal (2) are supplied stuck together as one unit. Coat the new seal with oil, and install it from the lip end; - When doing this, coat thinly with grease.

33. Install snap ring (3, Figure 5-52).

L5-14

34. Fit seal (4) to input shaft, and install to upper cover.

Steering Valve Assembly

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STEERING CIRCUIT COMPONENT REPAIR EMERGENCY STEERING MOTOR PUMP ASSEMBLY Removal

Raise the dump body and lock with the safety pin. Disconnect the cable from the negative (-) terminal of the battery.

1. Drain hydraulic oil. 2. Disconnect motor wiring (1, Figure 6-1).

FIGURE 6-1. EMERGENCY STEERING PUMP MOTOR 1. Motor Wiring

3. Remove tube (2, Figure 6-2).

2. Steering Motor Pump Assembly

4. Remove hose (3). 5. Remove emergency steering motor pump assembly. Note: Remove the emergency steering motor pump assembly together with bracket.

Installation 1. Lift emergency steering motor pump assembly and bracket into position. 2. Install hose (3, Figure 6-2). 3. Install tube (2). 4. Connect motor wiring (1, Figure 6-1). 5. Refill oil to the specified level and run the engine to circulate the oil through the system. Then check the oil level again.

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FIGURE 6-2. PUMP PIPING 1. Steering Motor Pump 2. Tube Assembly 3. Hose

Steering Circuit Component Repair

L6-1

STEERING CYLINDER ASSEMBLY Removal 1. Disconnect grease tube (1, Figure 6-3). 2. Remove head pin (2).

NOTE: Support with a transmission jack. Start the engine and operate the steering to retract the piston rod, then disconnect the cylinder bottom from the frame. FIGURE 6-3. STEERING CYLINDER PIPING 1. Grease Tube 3. Head Hose 2. Head Pin 4. Rod Hose

3. Remove head hose (3, Figure 6-3). 4. Remove rod hose (4). 5. Disconnect grease tube (2, Figure 6-4). 6. Remove rod pin (3). 7. Remove steering cylinder assembly (1).

Installation 1. Lift steering cylinder (1, Figure 6-4) into position. Position rubber boot (1, Figure 6-5) and install head pin (2, Figure 6-3). Install pin retaining capscrew with washer and tighten to standard torque. 2. Position piston rod eye in bracket bore. Install rubber boot (1, Figure 6-5) and pin. Install pin retaining capscrew with washer and tighten to standard torque. 3. Connect grease tubes (2, Figure 6-4 & 1, Figure 6-3).

FIGURE 6-4. STEERING CYLINDER INSTALLATION 1. Steering Cylinder 3. Rod Pin 2. Grease Tube

4. Install rod hose (4, Figure 6-3). 5. Install head hose (3).

FIGURE 6-5. TYPICAL MOUNTING PIN 1. Rubber Boot 2. Pin

L6-2

Steering Circuit Component Repair

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Disassembly Tools needed for rebuilding steering cylinder: a. 790-502-1003 cylinder repair stand 790-502-2000 cylinder repair stand b. 790-102-3802 wrench assembly 790-102-3791 wrench assembly c. 790-302-1340 40 mm six point socket d. 790-720-1000 ring expander e. 790-720-1660 ring compressor 1. Set cylinder assembly (1, Figure 6-6) in rebuild stand (3). NOTE: If a rebuild stand is not available, place cylinder on a suitable work bench. Be careful not to nick the cylinder rod.

2. Raise lock of cylinder head nut, and using wrench assembly (4), remove cylinder head assembly (2).

FIGURE 6-7. ROD DISASSEMBLY 1. Rod Assembly 3. 40 mm socket 2. Rebuild Stand 4. Nut

3. Pull out cylinder head (7, Figure 6-8) and piston rod assembly (4) from cylinder (12) and remove.

NOTE: When the piston rod assembly is pulled out from the cylinder, oil will come out, so catch it in a container.

4. Remove cylinder from rebuild stand.

FIGURE 6-6. CYLINDER DISASSEMBLY 1. Cylinder Assembly 3. Rebuild Stand 2. Cylinder Head 4. Wrench Assembly

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5. Disassembly of piston rod assembly a. Set piston rod assembly (1, Figure 6-7) in rebuild stand. b. Using a 40 mm socket (3), remove nut (4). c. Remove piston assembly (1, Figure 6-8) and cylinder head assembly (2) from rod (3).

FIGURE 6-8. ROD DISASSEMBLY 1. Piston Assembly. 3. Rod 2. Cylinder Head Assembly.

Steering Circuit Component Repair

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1. Snap Ring 2. Bushing 3. O-Ring 4. Piston Rod

FIGURE 6-9. STEERING CYLINDER ASSEMBLY 5. Snap Ring 9. Rod Packing 6. Dust Seal 10. Backup Ring 7. Cylinder Head 11. O-Ring 8. Bushing 12. Cylinder

6. Disassembly of piston. a. Remove wear ring (1, Figure 6-10) from piston (2). b. Remove piston ring (3) from piston (2). 7. Disassembly of cylinder head assembly

FIGURE 6-10. PISTON DISASSEMBLY 1. Wear Ring 3. Piston Ring 2. Piston

L6-4

13. Piston 14. Piston Ring 15. Wear Ring 16. Nut

a. Remove snap ring (7, Figure 6-11), then remove dust seal (6). b. Remove rod packing (4). c. Remove bushing (5) from cylinder head (1). d. Remove O-ring (3) and backup ring (2).

FIGURE 6-11. CYLINDER HEAD DISASSEMBLY 1. Cylinder Head 5. Bushing 2. Backup Ring 6. Dust Seal 3. O-Ring 7. Snap Ring 4. Rod Packing

Steering Circuit Component Repair

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FIGURE 6-13. ROD PACKING INSTALLATION 1. Rod Packing 2. Cylinder Head

FIGURE 6-12. CYLINDER HEAD ASSEMBLY 1. Cylinder Head 5. Bushing 2. Backup Ring 6. Dust Seal 3. O-Ring 7. Snap Ring 4. Rod Packing

d. Using push tool, install dust seal (6) to cylinder head (1), then install snap ring (7). 2. Piston assembly a. Using ring expander (1, Figure 6-14), expand piston ring (2).

Assembly NOTE: Clean all parts, and check for dirt or damage. Coat the sliding surfaces of all parts with engine oil before installing.

NOTE: Set the piston ring on the expander and turn the handle 8 - 10 times to expand the ring.

1. Cylinder head assembly. a. Using push tool, press fit bushing (5, Figure 6-12) in cylinder head (1).

Be careful not to deform the bushing when press fitting. b. Install rod packing (4). NOTE: Be careful to install the rod packing facing in the correct direction as shown in Figure 6-13. c. Assemble backup ring (2) and O-ring (3) in order. NOTE: Do not try to force the backup ring into position. Warm it in warm water 50° - 60° C (122° - 140° F) before installation.

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FIGURE 6-14. PISTON RING EXPANDER 1. Ring Expander 2. Piston Ring 790-720-1000

Steering Circuit Component Repair

L6-5

FIGURE 6-17. ROD ASSEMBLY 1. Piston Assy. 3. Rod 2. Cylinder Head Assy. FIGURE 6-15. PISTON ASSEMBLY 1 Wear Ring 3. Piston Ring 2. Piston

b. Remove piston ring from tool, and assemble to piston (2, Figure 6-15). c. Set ring compressor (2, Figure 6-16) in position, and using a hose clamp (1), compress piston ring. d. Assemble wear ring (3, Figure 6-15).

FIGURE 6-16. COMPRESSING PISTON RING 1. Clamp 2. Ring Compressor 790-720-1660

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3. Piston rod assembly a. Assemble cylinder head assembly (2, Figure 6-17) and piston assembly (1) to piston rod (3). b. Coat threads with Loctite and using 40 mm socket (3, Figure 6-18) tighten nut (4) to 405 ± 40.5 kg.m (2929 ± 29.2 ft. lbs.) torque. c. Remove piston rod assembly (3) from tool.

FIGURE 6-18. ROD ASSEMBLY 1. Rod Assembly 3. 40 mm Socket 2. Rebuild Stand 4. Nut

Steering Circuit Component Repair

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DEMAND VALVE ASSEMBLY Removal

Raise the dump body and lock with the safety pin. Loosen the oil filter cap slowly to release the pressure inside the hydraulic tank. NOTE: After disconnecting the piping, plug all openings to prevent oil from leaking. 1. Remove tubes (1, Figure 6-20) 2. Remove hoses (2). FIGURE 6-19. CYLINDER ASSEMBLY 1. Cylinder Assembly 3. Rebuild Stand 2. Cylinder Head 4. Wrench Assembly

3. Remove demand valve assembly (3). Installation 1. Install demand valve (3, Figure 6-20).

4. Set cylinder in rebuild stand (3, Figure 6-19). 5. Assemble cylinder head (2) and piston rod assembly in cylinder (1). 6. Using wrench assembly (4), tighten cylinder head assembly (2). to 95 ± 9.5 kg.m (687 ± 68.7 ft. lbs.) torque.

2. Remove plugs and install hoses (2). 3. Remove plugs and install tubes (1). 4. Refill oil to the specified level and run the engine to circulate the oil through the system. Then check the oil level again. 5. Bleed air from system.

FIGURE 6-20. DEMAND VALVE INSTALLATION 1. Tubes 3. Demand Valve 2. Hose

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Steering Circuit Component Repair

L6-7

1. Valve Body 2. Cover 3. Spring

FIGURE 6-21. DEMAND VALVE ASSEMBLY 4. Plate 7. Poppet 5. Plug 8. Plug 6. Spring 9. Spool

10. Plate 11. Orifice 12. Relief Valve Assy.

Assembly

Disassembly 1. Remove cover (2, Figure 6-21) from valve body (1), then remove spring (3).

1. Fit backup ring and O-ring and install relief valve assembly (12). 2. Fit backup ring and O-ring and assemble orifice (11), then secure with plate (10).

The spring (3) is under an installed load of 35 kg. (77 lbs.). Remove slowly using several long bolts. 2. Remove plate (4), screw bolts into threaded end of plug (5), and pull out plug, then remove spring (6) and poppet (7). 3. Remove plug (8), and pull demand spool (9) out.

3. Assemble demand spool (9), then fit O-ring and tighten plug (8). 4. Assemble poppet (7) and spring (6), then fit backup ring and O-ring and install plug (5), then secure with plate (4). 5. Assemble spring (3), then fit O-ring and install cover (2).

4. Remove plate (10), screw bolts into threaded end of orifice (11), and remove orifice. 5. Remove relief valve assembly (12).

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Steering Circuit Component Repair

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1. Screw 2. Nut 3. Retainer 4. Spring

FIGURE 6-22. RELIEF VALVE ASSEMBLY 5. Poppet 9. Spring 6. Nut 10. Valve 7. Holder 11. Snap Ring 8. Seat

RELIEF VALVE ASSEMBLY Assembly

Disassembly 1. Loosen nut (2, Figure 6-22), and remove screw (1), then remove retainer (3), spring (4), and poppet (5). 2. Loosen nut (6), and remove holder (7), then pull out seat (8). 3. Remove snap ring (11), then remove valve (10) and spring (9).

1. Assemble spring (9) and valve (10). 2. Install snap ring (11). 3. Install backup ring and O-ring to seat (8). 4. Install O-ring to holder (7). 5. Assemble seat (8), then screw in holder (7), and secure with nut (6). 6. Install poppet (5), spring (4), and retainer (3). 7. Fit O-ring to screw (1), then screw in and secure with nut (2).

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Steering Circuit Component Repair

L6-9

NOTES

L6-10

Steering Circuit Component Repair

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HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION HOIST CIRCUIT OPERATION The hydraulic pump supplies oil to the demand valve. After the steering circuit demand has been fulfilled, the demand valve shifts the flow of hydraulic oil from the steering circuit to the hoist valve.

HOIST CIRCUIT COMPONENT DESCRIPTION Hoist Cylinders The hoist cylinders are located on the outside of the frame just forward of the rear wheels. The hoist cylinders accomplish the dumping action of the body and are three stage units. Hydraulic oil from the hoist pump is routed to the demand valve and on to the hoist valve. The hoist valve controls the four positions of the hoist cylinders; “DOWN”, “FLOAT”, “HOLD”, and “RAISE”.

The filter elements should be replaced every 1000 hours or when the filter warning light on the instrument panel turns on. It is possible for the indicator light to turn on when oil in the system is cold. If this occurs, the light should turn off when the hydraulic oil temperature reaches normal operating temperature. Hoist Valve The hoist valve spool has four positions; “RAISE”, “HOLD”, “FLOAT”, and “POWER DOWN”. The positions are obtained by a combination of the detents, centering spring and lever position. It should be noted that, at all times, oil from the hoist pump has access to the relief valve. The valve is set to relieve pressure in excess of 210 kg.cm2 (3000 psi) to port “B” returning it to the tank.

Hydraulic Filter Oil is filtered through a 30 micron filter to reduce the possibilities of contamination to the hydraulic system.

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Hoist Circuit Operation and Component Description

L7-1

FIGURE 7-1. HOIST VALVE (RAISE POSITION) 1. Load Check Poppet 2. Spool 3. Detent Spring and Ball 4. Centering Spring

A. Inlet B. Return C. Power Down Port D. Raise Port

RAISE Movement of the hoist lever to the “RAISE” position moves the spool valve to the end of the hoist valve. Refer to Figure 7-1. Oil from the hydraulic pump enters port “A”. Because the spool has blocked any further flow, the oil pressure builds up until it opens the spring-loaded load check valve to port “D”. The spool in the “RAISE” position opens port “D” so oil is directed to the hoist cylinders, through the “RAISE” line to extend the cylinders. The return oil from the hoist cylinders goes into port “C” past the spool to port “B” and to the hydraulic tank.

L7-2

The load check valve prevents oil from flowing out of the raise side of the cylinders when the spool is moved into and out of the “RAISE” position, thus preventing the body from dropping.

Hoist Circuit Operation and Component Description

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FIGURE 7-2. HOIST VALVE (HOLD POSITION) 1. Load Check Poppet 2. Spool 3. Detent Spring and Ball 4. Centering Spring

A. Inlet B. Return C. Power Down Port D. Raise Port

HOLD Located just below the raise position is the hold position. Moving the hoist lever down from the raise position, along with the centering spring, returns the spool to the “HOLD” position. Refer to Figure 7-2.

The oil in the hoist cylinders is blocked at port “C” and port “D” by the spool which prevents cylinder movement.

Oil from the hoist pump enters port “A” and goes around the spool to port “B” and returns to the tank.

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Hoist Circuit Operation and Component Description

L7-3

FIGURE 7-3. HOIST VALVE (POWER DOWN POSITION) 1. Load Check Poppet 2. Spool 3. Detent Spring and Ball 4. Centering Spring

A. Inlet B. Return C. Power Down Port D. Raise Port

POWER DOWN Movement of the hoist lever to the “DOWN” position moves the spool to the non-detent end of the hoist valve. This moves the spool to the “POWER DOWN” position. Refer to Figure 7-3.

Oil at port “D” returns from the hoist cylinders and is open to port “B” back to the tank.

Oil from the hoist pump enters PORT “A” and is directed to port “C” by the spool. The oil going out port “C” goes to the hoist cylinders to retract them.

L7-4

Hoist Circuit Operation and Component Description

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FIGURE 7-4. HOIST VALVE (FLOAT POSITION) 1. Load Check Poppet 2. Spool 3. Detent Spring and Ball 4. Centering Spring

A. Inlet B. Return C. Power Down Port D. Raise Port

FLOAT Moving the hoist lever to the “FLOAT” position, the centering spring returns the spool to the “FLOAT” position where the detent stops it. Refer to Figure 7-4. Oil from the hoist pump enters port “A” and is directed to port “B” by the spool and returns to the tank. The oil in the hoist cylinders is also returned back to the tank from port “D” to port “B”, due to the spool location.

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Hoist cylinder port “C” is open to port “A” to allow oil to flow to the lower areas between the cylinder stages. The truck should always be operated on the haul road with hoist control valve in the “FLOAT” position.

Hoist Circuit Operation and Component Description

L7-5

NOTES

L7-6

Hoist Circuit Operation and Component Description

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HOIST CIRCUIT COMPONENT REPAIR HOIST VALVE ASSEMBLY

Raise the dump body and lock with the safety pin. Loosen the oil filler cap slowly to release the pressure inside the hydraulic tank. Removal 1. Drain hydraulic oil. 2. Disconnect control cable (1, Figure 8-1)). 3. Remove bracket (2). 4. Disconnect positioner cable (3). 5. Remove spring (4). 6. Remove bracket (5). 7. Remove hose (6). 8. Remove tubes (7) and (8). 9. Remove hose (1, Figure 8-2). 10. Remove hoist valve assembly (9, Figure 8-1).

FIGURE 8-1. HOIST VALVE INSTALLATION 1. Control Cable 6. Hose 2. Bracket 7. Tube 3. Positioner Cable 8. Tube 4. Spring 9. Hoist Valve 5. Bracket

Installation 1. Install hoist valve assembly. 2. Remove caps and plugs from hoses. Install hose (1, Figure 8-2). 3. Install tubes (7 & 8, Figure 8-1). 4. Install hose (6). 5. Install bracket (5). 6. Install spring (4). 7. Install positioner cable (3). 8. Install bracket (2). 9. Install control cable (1). 10. Refill hydraulic tank oil to the specified level and run the engine to circulate the oil through the system. Then check the oil level again.

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FIGURE 8-2. HOSE REMOVAL & INSTALLATION 1. Hose 2. Bracket

Hoist Circuit Component Repair

L8-1

Disassembly

FIGURE 8-3. HOIST VALVE ASSEMBLY 1. Main Relief Valve Assembly 2. Nut 3. Screw 4. Retainer 5. Spring 6. Poppet 7. Nut 8. Holder 9. Seat 10. Snap Ring 11. Retainer 12. Valve 13. Spring 14. Sleeve 15. Tube 16. Case 17. Bolt 18. Detent 19. Collar 20. Retainer 21. Spring 22. Retainer 23. Valve Control Case Assembly 24. Cover 25. Bolt 26. Lever 27. Key 28. Plate 29. Dust Seal 30. Oil Seal 31. Shaft 32. Bearing 33. Case 34. Spool 35. Plate 36. Seat 37. Spring 38. Valve 39. Valve Body

1. Remove main relief valve assembly (1, Figure 8-3). 2. Loosen nut (2), and remove screw (3), then r move retainer (4), spring (5), and poppet (6).

3. Loosen nut (7), and remove holder (8) and seat (9). 4. Remove snap ring (10), then remove retainer (11), valve (12), and spring (13) from sleeve (14). 5. Remove tube (15). 6. Remove case (16), and bolts (17), then remov detent (18), collar (19), retainer (20), spring (21), and retainer (22). 7. Remove valve control case assembly (23). 8. Remove cover (24), then loosen bolt (25), mov lever (26), and remove key (27). 9. Remove plate (28), then remove dust seal (29), oil seal (30), shaft (31), and bearing (32) from cas (33), and pull out spool (34). 10. Remove plate (35), and seat (36), then remove spring (37) and valve (38) from valve body (39).

Assembly 1. Insert valve (38) and spring (37) in valve body (39), then fit O-ring and assembly seat (36). Coat sur face of plate (35) with Loctite and install.

NOTE: Coat the parts in step 2. with Mobil Grease or equivalent lubricant prior to assembly: 2. Press fit bearing (32), oil seal (30), and dust seal (29) in case (33). 3. Insert shaft (31), assemble key (27) and lever (26), then align position of notch in spool (34) with lever (26), and secure with bolt (25). 4. Coat surface of plate (28) and cover (24) with Loctite and install. 5. Insert spool (34). Coat surface of valve control case assembly (23) with Loctite and install. 6. Assemble retainer (22), spring (21), retainer (20), collar (19), and detent (18), then tighten bolt (17) to standard torque.

9. Assemble spring (13), valve (12), and retainer (11) in sleeve (14), then fit snap ring (10) and install seal (9), holder (8), and nut (7). Tighten nut (7) to standard torque.

7. Coat mating surface of case (16) with Loctite. Fit O-ring and install case (16).

10. Install poppet (6), spring (5), retainer (4), screw (3), and nut (2).

8. Install tube (15). Tighten tube bolts to 3.75 Kg.m (27 ft. lbs. torque.

11. Install main relief valve assembly (1).

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Hoist Circuit Component Repair

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FIGURE 8-3. HOIST VALVE ASSEMBLY (Continued)

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Hoist Circuit Component Repair

L8-3

HOIST CYLINDER

Removal

The hoist cylinder weighs approximately 330 Kg. (728 lbs.). Be certain lifting equipment is adequate for handling the load.

1. Install two spacers (one on each side), approx. mm (3.9 inches) thick, between the contact surface of the frame and body (Figure 8-6). This will allow enough clearance to retract and remove th hoist cylinder.

FIGURE 8-4. LOWER MOUNTING 1. Cable & Bracket 3. Hose 2. Retainer 4. Hose

2. Disconnect positioner cable and bracket (1, Figur 8-4).

NOTE: The positioner is on the left side only. 3. Remove mounting pin (2, Figure 8-5). 4. Fit a nylon rope around the hoist cylinder assembly, then sling using a forklift truck as shown in Figure 8-6. 5. Relieve hydraulic pressure by moving the hoist control lever through all positions. 6. Disconnect hoses (3 & 4, Figure 8-4). Cap all hoses and cylinder ports. 7. Remove retainer (2).

FIGURE 8-5. UPPER MOUNTING 1. Hoist Cylinder 2. Mounting Pin

8. Remove hoist cylinder assembly (1, Figure 8-5).

L8-4

Hoist Circuit Component Repair

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Installation 1. Position hoist cylinder on frame and body using a forklift as shown in Figure 8-6. 2. Install mounting pin (2, Figure 8-5). 3. Install retainer (2, Figure 8-4) and tighten capscrews to standard torque. 4. Remove caps from hoses and cylinder ports. Install hoses (3 & 4). 5. Connect positioner cable and bracket (1). 6. Refill hydraulic tank with engine oil (EO10-CD) to the specified level, start the engine, and raise and lower the body 2 - 3 times to circulate the oil through the system. Then check the oil level again. (Refer to hydraulic tank filling instructions, this Section.)

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FIGURE 8-6. HOIST CYLINDER REMOVAL/INSTALLATION

Hoist Circuit Component Repair

L8-5

Disassembly

Assembly

Tools needed for rebuilding hoist cylinders: a. 790-502-1003 cylinder repair stand 790-502-2000 cylinder repair stand b. 790-720-1000 ring expander

NOTE: If a rebuild stand is not available, place cylinder on a suitable work bench. Be careful not to nick the cylinder rod.

1. Using a push tool, press fit bushing (3, Figure 8-8). 2. Fit rod packing (2) and dust seal (4), and install snap ring (5). 3. Using ring expander, fit piston ring (6, Figure 8-9) to piston, and install wear ring (7). 4. Assemble piston assembly (11), and install snap ring (10). 5. Install wear ring (8).

1. Remove mounting bolts (1, Figure 8-9) of cylinder head assembly (2).

6. Using push tool, press fit bushing (6, Figure 8-7) to cylinder head.

2. Remove cylinder and rod assembly (3) from cylinder (5).

7. Install rod packing (4), dust seal (5) and backup ring (3), and O-ring (2) to cylinder head (1).

3. Remove piston mounting nut (9), then lift off rod (3) from cylinder (5).

8. Assemble cylinder head assembly (11, Figure 8-9) to cylinder (5).

4. Remove cylinder head assembly (2).

9. Raise rod (3), align the stud bolt hole, and assemble in cylinder (5).

5. Remove dust seal (5, Figure 8-7), rod packing (4) and bushing (6), O-ring (2), and backup ring (3) from cylinder head assembly. 6. Remove wear ring (8, Figure 8-9). 7. Remove snap ring (10), and pull out piston assembly (11). 8. Remove piston ring (6) and wear ring (7) from piston assembly.

10. Tighten piston mounting nut (9) to 33 ± 3.3 Kg.m (239 ± 24 ft. lbs. torque. 11. Assemble cylinder and rod assembly (4) to cylinder (5). 12. Install cylinder head assembly (2) with mounting bolts (1). Tighten bolts to 54 ± 8.0 Kg.m (391 ± 58 ft. lbs. torque.

9. Remove snap ring (5, Figure 8-8) from cylinder (1), then remove dust seal (4), rod packing (2) and bushing (3).

FIGURE 8-7. CYLINDER HEAD ASSEMBLY 1. Cylinder Head 4. Rod Packing 2. O-Ring 5. Dust Seal 3. Backup Ring 6. Bushing

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FIGURE 8-8. CYLINDER ASSEMBLY 1. Cylinder 4. Dust Seal 2. Rod Packing 5. Snap Ring 3. Bushing

Hoist Circuit Component Repair

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FIGURE 8-9. HOIST CYLINDER ASSEMBLY 1. Bolt 2. Cylinder Head Assembly 3. Cylinder 4. Cylinder 5. Cylinder 6. Piston Ring 7. Wear Ring 8. Wear Ring 9. Piston Mounting Nut 10. Snap Ring 11. Piston Assembly 12. O-Ring 13. Backup Ring 14. Bushing 15. Rod Packing 16. Dust Seal 17. Snap Ring 18. Dust Seal 19. Rod Packing

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Hoist Circuit Component Repair

L8-7

NOTES

L8-8

Hoist Circuit Component Repair

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HYDRAULIC CHECKOUT DUMP BODY CONTROL The hoist control lever and hoist control valve ar connected by a mechanical control system consisting of a push-pull cable.

This control system is equipped with a hoist limit sys tem, so when the body is rising, the hoist limit is actuated when the body reaches the position set for the limiter.

FIGURE 10-1. DUMP BODY COMPONENT LOCATION 1. Rod 2. Cable (from Hoist Control) 3. Hoist Control Lever 4. Hoist Valve

L10002 12/

5. Body Positioner 6. Hoist Limit Plate 7. Cable (for Body Positioner) 8. Hoist Cylinder

HYDRAULIC CHECKOUT

9. Intermediate Rod 10. Intermediate Lever 11. Linkage Adjustment

L10-1

ADJUSTING HOIST LEVER LINKAGE 1. Lock the control levers inside the cab in the HOLD position with the lock plate on the console box.

7. After adjusting, release the lock plate on the con sole box, and check that the travel from HOLD to RAISE is the specified value (D, Figure 10-2) when the control lever is operated to RAISE. Specified value D: 15 mm (0.59 in)

2. Install and connect the push-pull cable so that there is no twisting or slack. 3. Set hoist valve lever (1, Figure 10-2) in the HOLD position. 4. Connect push-pull cable (2) and hoist valve lever (1), adjust standard dimension A, then tighten the locknut. Standard dimension A: 198.5 mm (7.8 in)

5. Adjust intermediate rod (1, Figure 10-3) to standard dimension B. Standard dimension B: 509 mm (20.04 in)

6. Connect push-pull cable (2, Figure 10-4) to intermediate lever (1), adjust to standard dimension C, then tighten the locknut. Standard dimension C: 203.5 mm (8.01 in) FIGURE 10-3. INTERMEDIATE ROD ADJUSTMEN 1. Intermediate Rod 2. Bellcrank

B. 509 mm (20.04 in)

Hydrauli Tank

FIGURE 10-2. HOIST VALVE ADJUSTMEN A. 198.5 mm (7.8 in) 1. Hoist Valve Lever D. 15 mm (0.59 in) 2. Cable

L10-2

FIGURE 10-4. INTERMEDIATE LEVER ADJUSTMEN 1. Intermediate Lever 2. Cable

HYDRAULIC CHECKOUT

C. 203.5 (8.01 in)

L10002 12/

ADJUSTING HOIST LIMITER 1. Adjust push cable (1, Figure 10-5) to the standard length A. Standard length A: 180.25 mm (7.09 in)

2. With the dump body raised to a point 50 mm (1. in) before the end of the hoist cylinder stroke, adjust plate (2, Figure 10-6) so that the hoist valv lever is released from the detent. Reference dimension B: 147 mm (5.79 in)

FIGURE 10-5. LINKAGE ADJUSTMENT 1. Cable 2. Linkage

A: 180.25 mm (7.09 in)

FIGURE 10-6. HOIST LIMIT PLATE 1. Adjusting Nuts 2. Plate 3. Attaching Nut 4. Capscre

L10002 12/

HYDRAULIC CHECKOUT

B: 147 mm (5.79 in)

L10-3

TESTING AND ADJUSTING HYDRAULIC PRESSURE IN STEERING, HOIST CIRCUIT STEERING CIRCUIT

Stop the machine on level ground, apply the parking brake, and put blocks under the tires. Lower the body to the frame, stop the engine, then remove the cap from the hydraulic tank and release th pressure inside the cylinder circuit. FIGURE 10-7. HYDRAULIC COMPONENT LOCATION Measuring hydraulic pressure in steering circuit

1. Raise the hydraulic oil temperature to 45(113-131° F)

°C

1. Hoist Pressure Port 4. Check Valve Assembly 5. To Hoist Valve 2. From Hoist Pump 3. Inlet From Steering Pump 6. Steering Pressure Port

2. Remove plug (6, Figure 10-7) and install 2 kg.cm (or a 5000 psi) pressure gauge. 3. Operate the steering wheel fully to the left or right, and measure the hydraulic pressure when th circuit is relieved with engine at high idle. 4. Relief pressure should + 210 psi)

be 210 +15 kg.cm (2986

Adjusting hydraulic pressure in steering circuit If the steering pressure is not within the standard value, adjust as follows with demand valve. 1. Loosen locknut (1, Figure 10-8) and turn adjust ment screw (2) to adjust.

FIGURE 10-8. PRESSURE ADJUSTMENT 1. Locknut

2. Adjusting Scre

NOTE: To increase pressure, turn clockwise.To decrease pressure, turn counterclockwise.One turn of the adjustment screw adjusts by 28 kg.cm2 (398 psi). 2. After adjusting, hold the adjustment screw with a screwdriver to prevent it from turning, then tighten the locknut and install the cap. 3. Check again so that the hydraulic pressure is within the specified value.

NOTE: The pressure of crossover relief valve (4, Figure 10-9) cannot be adjusted when it is installed on the machine, so do not attempt to adjust the pressure.

FIGURE 10-9. CROSSOVER RELIEF VALVE 1. Crossover Relief 2. To Cylinder

L10-4

HYDRAULIC CHECKOUT

3. From Steering Valve 4. To Cylinder

L10002 12/

Measuring Steering Valve Discharge Pressure 1. Remove plug (2, Figure 10-10) and install 2 kg.cm (or a 5000 psi) pressure gauge. 2. Measure in the same way as when measuring the hydraulic pressure in the steering circuit.

Measuring Hydraulic Pressure In Steering Cylinde 1. Remove pressure measurement plug (3) (when turning the steering to the left) or pressure measurement plug (4) (when turning the steering to th 2 right), and install a 400 kg.cm (or a 5000 psi) pressure gauge. 2. Measure in the same way as when measuring the hydraulic pressure in the steering circuit.

FIGURE 10-10. STEERING PRESSURES 3. Left Steer Pressur 1. Inline Filter (LS Line) 2. Steering Valve Discharge 4. Right Steer Pressur

HOIST CIRCUIT Measuring Hydraulic Pressure In Hoist Circuit 1. Raise the hydraulic oil temperature to 45(113-131° F)

°C

2. Remove pressure measurement plug (1, Figur 2 10-7) and install a 400 kg.cm (or a 5000 psi) pressure gauge. 3. Disconnect the body positioner cable. 4. Operate the hoist control lever, and move th dump body to the maximum dump position to relieve the circuit, then measure the hydraulic pressure with the engine at full throttle. 5. The pressure should be200+15 kg.cm 213 psi).

(2885 +

FIGURE 10-11. HOIST RELIEF VALVE 1. Adjustment Screw

L10002 12/

HYDRAULIC CHECKOUT

2. Locknut

L10-5

Adjusting Hydraulic Pressure In Hoist Circuit If the hydraulic pressure is not within the standard value, adjust as follows. Hoist cylinder pressure (adjust at hoist valve) 1. Loosen locknut (2, Figure 10-11) and turn adjust ment screw (1) to adjust.

NOTE: To increase pressure, turn clockwise. To decrease pressure, turn counterclockwise. One turn of the adjustment screw adjusts by 52.9 kg.cm2 (752 psi). 2. After adjusting, hold the adjustment screw with a screwdriver to prevent it from turning, then tighten the locknut and install the cap. 3. Check again so that the hydraulic pressure is within the specified value. FIGURE 10-12. HOIST CYLINDER PRESSURE Measuring Hoist Cylinder Pressure

1. Power Up Port

2. Return Line

1. Remove plug (1, Figure 10-12) and install 2 kg.cm (or a 5000 psi) pressure gauge. 2. Measure in the same way as when measuring the hydraulic pressure in the hoist circuit.

L10-6

HYDRAULIC CHECKOUT

L10002 12/

HOIST CYLINDER LACKS LIFTING FORCE (LIFTING SPEED

L10002 12/

HYDRAULIC CHECKOUT

L10-7

HOIST CYLINDER DOES NOT MOVE

L10-8

HYDRAULIC CHECKOUT

L10002 12/

EXCESSIVE HYDRAULIC DRIFT OF DUMP BODY

L10002 12/

HYDRAULIC CHECKOUT

L10-9

STEERING FEEL IS HEAV

L10-10

HYDRAULIC CHECKOUT

L10002 12/

STEERING DOES NOT FUNCTIO

L10002 12/

HYDRAULIC CHECKOUT

L10-11

STEERING WHEEL VIBRATES Cause

Remedy

Air in hydraulic oil

Oil leakage in steering cylinder

L10-12

HYDRAULIC CHECKOUT

L10002 12/

SECTION M OPTIONS AND SPECIAL TOOLS INDEX

QUICK FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-1

SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1

AIR CONDITIONING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-1

PAYLOAD METER II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1

M01036

Index

M1-1

NOTES

M1-2

Index

M01036

WIGGINS QUICK FILL FUEL SYSTEM FUEL TANK BREATHER VALVE Removal Unscrew breather valve (2, Figure 5-2) from tank (1). Installation Screw breather valve (2, Figure 5-2) into tank (1). Disassembly 1. Remove spring clamp (4, Figure 5-1) from outlet. 2. Pull off rubber cover and screen (3). 3. Unscrew nut (5) from top of breather valve. Remove cover (6), spring (7), and steel ball (8). 4. Slide valve assembly (9) from housing. 5. Disengage tapered spring (1) containing three balls (2) from valve stem. Assembly 1. Clean and inspect all parts. If valve, body, or springs are damaged, replace complete breather valve. 2. Install in order; tapered spring, one steel ball, one cork ball and one hollow aluminum ball. 3. Engage three coils of spring on small end of valve stem with hollow aluminum ball. 4. Install valve into housing. 5. Place steel ball (8) on top of valve. Install spring (7). 6. Place cover (6) over spring. Screw on large nut (5). 7. Install screen and rubber cover (3) over outlet. 8. Install spring clamp (4). FUEL RECEIVER The fuel receiver (3, Figure 5-2) is normally mounted on the fuel tank (1). Optional locations are the left hand frame rail or at the Service Center. Keep the cap on the receiver to prevent dirt build up in valve area and nozzle grooves. If fuel spills from tank breather valve or tank does not completely fill, check breather valve to see that float balls are in place and outlet screen is clean. If valve is operating properly, the problem will be with the fuel supply system.

M05004 4/90

FIGURE 5-1. BREATHER VALVE 1. Tapered Spring 2. Float Balls 3. Cover and Screen 4. Spring Clamp 5. Nut

Wiggins Quick Fill Fuel System

6. Cover 7. Spring 8. Steel Ball 9. Valve Assembly

M5-1

FIGURE 5-2. TYPICAL FUEL TANK BREATHER & RECEIVER INST. 1. Fuel Tank 2. Breather Valve

3. Fuel Level Gauge 4. Fuel Receiver

NOTE: This Illustration Represents a Typical Installation. Fuel tank may vary in size, shape and location depending on truck model

M5-2

Wiggins Quick Fill Fuel System

M05004 4/90

SPECIAL TOOLS

SECTION

PART NUMBER

DESCRIPTION

USE

790-501-2000

Repair Stand

Transmission and Engine

SECTION

PART NUMBER

DESCRIPTION

USE

799-203-8000

Tachometer

Engine Speed

6215-81-3500

Adapter

Engine Speed

SECTION

PART NUMBER

DESCRIPTION

USE

799-601-7400

T-Adapter Kit

Electrical Troubleshooting

799-601-7200

Harness

Electrical Troubleshooting

799-601-7300

Harness

Electrical Troubleshooting

M08009 11/

Special Tools

M8-1

SECTION

PART NUMBER

DESCRIPTION

USE

790-901-5110

Plate (Repair Stand)

Torque Converter

SECTION

PART NUMBER

DESCRIPTION

USE

799-605-1001

Shift Checker

Transmission

799-607-1101

Modulation Checker

Transmission

799-607-2000

Shift Checker

Transmission

799-607-2120

Harness Connector

use with 799-607-2000 only

799-607-3000

Shift Checker

Transmission

M8-2

SERIAL RANGE RANGE

BFP41-A & UP, BFP42-A & UP BFP42-A & UP BFP42-A & UP, (Unit A10190 & UP

NOTE: The Shift Checker and the Modulation Checker can only be used together as a unit.

Special Tools

M08009 11/

SECTION

PART NUMBER

DESCRIPTION

USE

792-104-4501

Push Tool

Drive Shaft Installation

SECTION

PART NUMBER

DESCRIPTION

USE

792-520-2110 791-585-1510

Small Installer Large Installer

Floating Seals in Final Drive

792-520-2110 791-585-1510

Small Push Tool Use With Large Push Tool Installers Abov

SECTION

PART NUMBER

DESCRIPTION

USE

792-525-3000

Micrometer

Differential Preload

SECTION

PART NUMBER

DESCRIPTION

USE

790-425-1660

Wrench

Differential Preload

M08009 11/

Special Tools

M8-3

SECTION

PART NUMBER

DESCRIPTION

USE

790-425-1670

Adapters

Differential Preload

SECTION

PART NUMBER

DESCRIPTION

USE

792-530-1600 792-530-1700

Push Tools

Large Seals Small Seals

1. Plate 2. Arm 3. Stud 4. Plate

SECTION

PART NUMBER

DESCRIPTION

USE

09003-07280

Spanner Wrench

Ring Nut On Pinion Bearing

M8-4

5. Plate 6. Capscre 7. Wing Nut 8. Washer

Special Tools

M08009 11/

SECTION

PART NUMBER

DESCRIPTION

USE

790-450-1120

Plates

Removal of Rod Assembly

SECTION PART NUMBER 792-610-1000

DESCRIPTION

USE

Contains 2 Kits below

792-610-1100

Nitrogen Kit

Adding Nitrogen

792-610-1200

Oil Charging kit

Adding Oil

SECTION

PART NUMBER

DESCRIPTION

USE

790-438-1150

Fixture (3 Required)

Final Drive & Brake Assembly

SECTION PART NUMBER 790-452-1100 790-452-1110 790-452-1120 790-452-1130

M08009 11/

DESCRIPTION

L USE

Seal Installer Set Steering Valve Seal Protector Oil Seal Seal Installer Installation Compression Ring

Special Tools

1. Seal Protector 2. Seal Installer

3. Seal Compression Ring

M8-5

SECTION

REPAIR HYDRAULIC CYLINDERS ITEM

PART NUMBER

DESCRIPTION

790-102-3791

Wrench Assembly

790-102-3811

Wrench

790-102-3840

Tooth

790-102-3850

Tooth

790-102-3830

Tooth

01010-31260

Capscrew

01580-01210

Nut

01643-31232

Washer

790-102-3980

Bar

790-102-3151

Frame

790-102-33140

Frame

01010-31650

Capscrew

01580-01613

Nut

01643-31645

Washer

01010-31245

Capscrew

01580-01245

Nut

M8-6

Special Tools

M08009 11/

SECTION

PART NUMBER

DESCRIPTION

USE

790-452-1200

Pilot Ring Tool

Steering Valve Installation

1. Ring 2. Shaft 3. Collar

SECTION

PART NUMBER

DESCRIPTION

USE

790-502-1003 or 790-502-2000

Rebuild Stand

Hydrauli Cylinder

790-102-3802 or 790-102-3791

Wrench Assembly

Gland Nut 1. Hydraulic Cylinder 2. Cylinder Head

SECTION

3. Rebuild Stand 4. Wrench Assembly

PART NUMBER

DESCRIPTION

USE

790-302-1340

40 mm Socket

Rod Nut

1. Cylinder Rod 2. Rebuild Stand M08009 11/

4. Knob 5. Spring Pin 6. Spring Pin

Special Tools

3. 40 mm Socket 4. Nut M8-7

SECTION

PART NUMBER

DESCRIPTION

USE

790-720-1000

Piston Ring Expander

Hyd. Cylinders (Hoist & Steering)

1. Expander 2. Ring (rubber band)

SECTION PART NUMBER

DESCRIPTION

L USE

799-101-5001

Hydraulic Tester Check Pressures

790-261-1102

Digita Check Pressures Hydraulic Tester

M8-8

3. Clamp

Special Tools

M08009 11/

AIR CONDITIONING SYSTEM Environmental Impact 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 mobil equipment air conditioning systems, has been identified as a possible contributing fact or to the Ozone depletion. Consequently, legislative bodies in more than 130 countries have mandated that the product ion and distribution of R-12 refrigerant be discontinued after 1995. Therefore, a more “environmentally-friendly ” hydro-flouro-carbon

1. Blower Switch 2. Thermostatic Switch 3. Battery Supply 4. Circuit breake 5. Blower

M09010 6/

FIGURE 9-1. BASIC AIR CONDITIONING SYSTEM (TYPICAL) 6. Temperature Sensor 10. Test gauges & Manifold 14. Compressor Drive Pulley 7. Evaporator 11. Compressor 15. Receiver/Dryer 8. Expansion Valve 12. Refrigerant Container 16. Discharge Line 9. Suction Line 13. Magnetic Clutch 17. Condenser

Air Conditioning Syste for HFC 134a Refrigerant

M9-1

(HFC) refrigerant, commonly identified as HFC-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 now prohibited. These new restrictions require the use of new equipment and new procedures which are signific antly different from those traditionally used in air conditioning service techniques. The use of new equipment a nd techniques allows for complete recovery of refrigerants, which will not only help to protect the environment, but through the “re-cycling of the refrigerant will preserve the physical supply, and help to reduce the cost of the refrigerant.

OPERATOR CAB AIR CONDITIONING

PRINCIPLES OF REFRIGERATION

Mining and construction vehicles have unique characteristics of vibration, shock-loading, operator changes, and climate conditions that present different design and installation problems 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 th various work cycles encountered.

A brief review of the principles of air conditioning is necessary to relate the function of the components, th technique of trouble shooting and the corrective action necessary to put the A/C unit into top operating efficiency.

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 or dirt collected in the condenser, evaporator, or 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 preventative maintenanc at regular intervals on vehicle air-conditioning systems. (Cleaning, checking belt tightness, and operation of electrical components).

M9-2

Too frequently, the operator and the serviceman overlook the primary fact that no A/C system will function properly unless it is operated within a completely controlled cab environment. The circulation of air must b a directed flow. The cab must be sealed against seepage of ambient air. The cab interior must be maintained for cleanliness, dust, and dirt which, if picked up in th air system, will clog the intake side of the evaporator coil. AIR CONDITIONING Air conditioning is a form of environmental control. As applied to the cab, it refers to the control of temper ture, humidity, cleanliness, and circulation of air. In th broad sense, a heating unit is as much an air condi tioner as is a cooling unit. The term “Air Conditioner is commonly used to identify an air cooling unit. To b 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.

Air Conditioning Syste for HFC 134a Refrigerant

M09010 6/

THE REFRIGERATION CYCLE

REFRIGERATION THE ACT OF COOLING • There is no process for producing cold; there is only heat removal. • Heat is always drawn toward cold objects. This principle is the basis for the operation of a cooling unit. As long as one object has a temperatur 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 objects 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 rapid form of evaporation. Steam is a great deal hotter than boiling water. The water will not in crease in temperature once brought to a boil. Th 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 vapor will condense. When a liquid is heated and vaporizes, the gas will absorb heat withou changing pressure. This gas is in a superheated condition. • Reversing the process, when heat is removed from water vapor, it will return to the liquid state. Heat from air is attracted 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 th new mobile systems which are designed for this refrigerant.

In an air conditioning system, the refrigerant is circu lated under pressure through the five major components in a closed circuit. At these points in the system, the refrigerant undergoes predetermined pressure and temperature changes. The compressor (refrigerant pump) takes in low pressure heat laden refrigerant gas through the suction valve (low side), and as its name indicates, pressurizes the heat laden refrigerant and forces it through the discharge valve (high side) on to the condenser. Ambient air, passing through the condenser removes the heat from the circulating refrigerant resulting in the conversion of the refrigerant from gas to liquid. The liquid refrigerant moves on to the filter-receiver drier where impurities are filtered out, and moisture removed. This component also serves as the tempo rary storage unit for the liquid refrigerant. The liquid refrigerant, still under high pressure, then flows to the expansion valve. This valve meters th amount of refrigerant entering the evaporator. As th refrigerant passes through the valve, it becomes a low temperature, low pressure liquid and saturated vapor. The remaining low pressure liquid immediately starts to boil and vaporize as it approaches the evaporator. This causes the refrigerant to become cold. 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. The cycle is completed when the heated low pressur gas is again drawn into the compressor through th suction side This simplified explanation of the principles of refriger tion does not call attention to the fine points of refrig eration 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.

M09010 6/

Air Conditioning Syste for HFC 134a Refrigerant

M9-3

AIR CONDITIONER SYSTEM COMPONENTS COMPRESSOR (Refrigerant Pump) The compressor separates the low pressure and th high pressure sides of the system. It concentrates th refrigerant returning from the evaporator (low side) creating a temperature much higher than the outside air temperature. The high temperature differential be tween 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 con denser. The pressure from the compressor action moves the refrigerant through the condenser, receiverdrier and connecting hoses to the expansion valve. The compressor is driven by the engine through v-belt driving an electrically operated clutch mounted on the compressor drive shaft.

SERVICE VALVES Quick-connect hose end fittings with integral service valves attach to system service ports for servicing th unit. A manifold gauge set is connected into the system at the service valve ports and all procedures, such as discharging, evacuating and charging the system, are performed through the service valves.

CONDENSER The condenser receives the high pressure, high-temperature refrigerant vapor from the compressor and condenses it to high pressure, hot liquid. It is designed to allow heat movement from the hot refrigerant vapor to the cooler outside air. The cooling of the refrigerant changes the vapor to liquid. Heat exchange is accomplished using cooler air flowing through the condenser. Condenser cooling can be with ram air provided by vehicle movement and sometimes aided by electric or hydraulic fans or by using the air movement provided by the radiator fan. Ram air condensers depend upon the vehicle mov ment to force a large volume of air past the fins and tubes of the condenser. The condenser is usually lo cated in front of the radiator or on the roof of the truck.

M9-4

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 A/C system is the controlled pressure of th 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 th 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 th system. The receiver section of the tank is designed to store extra refrigerant until it is needed by the evapo rator. The storage of this refrigerant is temporary and is dependent on the demand of the expansion valve. A desiccant is a solid substance capable of removing moisture from gas, liquid or solid. It is held in plac within the receiver between two screens, which also act as strainers. Sometimes it is simply placed in a metal mesh or wool felt bag. Filtering is accomplished by a separate strainer screen on the pickup tube Some sytems may utilize an accumulator instead of receiver-drier. If an accumulator is used, an expansion (fixed-orifice) tube is used instead of the thermostatic expansion valve described below. When used, th expansion tube is located inside the inlet tube of th evaporator and is used to restrict, but still allow continuous flow of refrigerant to the evaporator coil.

THERMOSTATIC EXPANSION VALVE The thermostatic expansion 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 th 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

Air Conditioning Syste for HFC 134a Refrigerant

M09010 6/

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. The amount of refrigerant metered into the evaporator varies with different heat loads. The valve modulates from wide open to the nearly closed position, seeking a point between for proper metering of the refrigerant. As the load increases, the valve responds by opening wider to allow more refrigerant to pass into the evaporator. As the load decreases, the valve reacts and allows less refrigerant into the evaporator. It is this controlling action that provides the proper pressur and temperature control in the evaporator. The externally equalized expansion valve is controlled by both the temperature of the power element bulb and the pressure of the liquid in the evaporator.

All or most of the liquid that did not change to vapor in the expansion valve or connecting tubes boils (ex pands) 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 th evaporator, and temperature and pressure at the outlet of the evaporator.

Some systems may use an internally equalized, block type expansion valve. With this type valve, the refriger ant 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.

NOTE: It is important that the sensing bulb, if present, is tight against the output line and protected from ambient temperatures with insulation tape.

EVAPORATOR The evaporator cools and dehumidifies the air befor 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 th cooled air out of the evaporator into the cab. Heat exchange, as explained under condenser oper tion, 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.

M09010 6/

Air Conditioning Syste for HFC 134a Refrigerant

M9-5

ELECTRICAL CIRCUIT

COMPRESSOR CLUTCH

The air conditioner’s electrical circuit is fed from an accessory circuit and is fused with a 30-ampere fus or circuit breaker.

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 is turned off.

The blower control is a switch which provides a rang of blower speeds from fast to slow. When the blower switch is turned on, current is fed to the thermostat. Once the blower is turned on, fan speeds may b changed without affecting the thermostat sensin level. The thermostat reacts to changing temperatures which cause electrical contacts to open and close. Th thermostat has a capillary tube extended into th evaporator coil to sense temperature. When the contacts are closed, current flows to th clutch field and energizes the clutch, causing the crankshaft to turn which starts the refrigeration cycle. When the temperature of the evaporator coil drops to a predetermined point, the contacts open and th 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 con tacts 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 th evaporator which is set initially by the driver to a pr determined point. Coil temperature is then maintained by the cycling action of the clutch. The thermostat is simply a thermal device which con trols an electrical switch. When warm, the switch is closed; when cold, it is open. Most thermostats hav 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.

The stationary field clutch is the most desirable type since it has fewer parts to wear out. 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 arm ture is mounted on the compressor crankshaft. When no current is fed to the field, there is no magnetic force applied to the clutch and the rotor is free to rotat on the armature, which remains stationary on th 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 th armature becomes engaged with the rotor, the com plete unit rotates while the field remains stationary.This causes the compressor crankshaft to turn, starting th refrigeration cycle When the switch or thermostat is opened, current is cut off. The armature snaps back out and stops while th rotor continues to turn. Pumping action of the com pressor is stopped until current is again applied to th field. In addition, safety switches in the compressor clutch electrical circuit control clutch operation, dise gaging the clutch if system pressures are abnormal. SAFETY SWITCHES Trinary Switch The Trinary switch performs three distinct functions to monitor and control refrigerant pressure in the sys tem. This switch is installed between the condenser and expansion valve, usually on the receiver-drier. Th switch functions are: The low-pressure switch prevents compressor operation if the refrigerant has been lost or the ambient temperature is too low. Low ambient temperature results in very low system pressure. The mid-range function actuates the engine fan clutch if installed. The high-range pressure function disengages the compressor clutch if system pressure is too high. The switch functions will automatically reset when system pressure returns to normal.

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Air Conditioning Syste for HFC 134a Refrigerant

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SYSTEM SERVICING Servicing an air conditioning system really means closely monitoring refrigerant flow. For this reason, the following procedures deal extensively with th proper use, handling, care and safety factors involved in the R-134a refrigerant quality and quantity in an air conditioning system. Because the refrigerant in an air conditioning syste 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 refrigerant only, to prevent cross contamination.

Ensure sufficient ventilation whenever refrigerant is being discharged from a system, keeping in mind refrigerant is heavier than air and will see low areas of shop. When exposed to flames or sparks, the components of refrigerant change and become deadl phosgene gas. This poison gas will damage the respiratory system if inhaled. NEVER smoke in area where refrigerant is used or stored. Never direct 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 120° F (49° C). Do not flush or pressure test the system using shop air or another compressed air source. Certain mix tures 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.

R-134a Refrigerant Containers

Federal regulations prohibit venting R-12 and R134a refrigerant into the atmosphere. An SAE and UL approved recovery/recycle station must be used to remove refrigerant from the AC system. Refrigerant is stored in a container on the unit fo recycling, reclaiming, or transporting. In addition, technicians servicing AC sytems must be certified they have been properly trained to service the system.

Two basic, readily available containers are used to store R-134a: the 30 or 60 pound bulk canisters (Figur 9-2). Always read the container label to verify the contents are correct for the system being serviced. Note th containers for R-134a are painted light blue.

Although accidental release of refrigerant is a re mote possibility when proper procedures are followed, the following warnings must be observed when servicing AC systems: Provide appropriate protection for your eyes (goggles or face shield) when working around refrige ant. A drop of the liquid refrigerant on your skin will produce frostbite. Wear gloves and exercise e treme care when handling refrigerant. If even the slightest trace of refrigerant enters in your eye, flood the eye immediately with cool wate and seek medical attention as soon as possible.

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FIGURE 9-2. R-134a CONTAINERS 1. 30 Pound Cylinder

Air Conditioning Syste for HFC 134a Refrigerant

2. 60 Pound Cylinder

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SERVICE TOOLS AND EQUIPMENT RECOVERY/RECYCLE STATION Whenever refrigerant must be removed from the system, a dual purpose station as shown in Figure 9-7, performs both recovery and recycle procedures which follows the new guidelines for handling used refriger ant. The recovered refrigerant can then be recycled to reduce contaminants, and reused in the same machine or fleet.

NOTE: To be re-sold, the gas must be “re-claimed” which leaves it as pure as new, but requires equipment normally too expensive for all but the largest refriger tion 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 AC system prior to servicing. To accomplish this, the recovery/recycle station sep rates the oil from the refrigerant and filters the refriger ant multiple times to reduce moisture, acidity, and particulate matter found in a used refrigerant.

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 the refrigerant in the system is actually the type intended for th system and has not been contaminated by a mixtur of refrigerant types. Recycle equipment must meet certain standards as published by the Society of Automotive Engineers and carry a UL approved label. The basic principals of operation remain the same for all machines, even if th details of operation differ somewhat. LEAK DETECTOR The electronic detector (Figure 9-4) is very accurat and safe. It is a small hand-held device with a flexibl probe used to seek refrigerant leaks. A buzzer, alarm or light will announce the presence of even the smallest leak.

Note that electronic leak detectors are available for use only with R-12 or only with R-134a, while other models are suitable for use with either.

FIGURE 9-3. RECOVERY/RECYCLE STATION FIGURE 9-4. TYPICAL ELECTRONIC LEAK DETECTOR

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FIGURE 9-5. R-134a SERVICE VALVE 1. System Service Port 3. Service Hose Fitting Connection 2. Quick Connect

FIGURE 9-6. VACUUM PUMP

SERVICE VALVES

VACUUM PUMP

Because an air conditioning system is a sealed system, two service valves are provided on the compressor to enable diagnostic tests, system charging or evacu ation. Connecting the applicable hoses from the manifold gauge set to the compressor service valves enables each of these to be readily performed.

The vacuum pump (Figure 9-6) 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 with drawn (pumped) from the system. Normally the vacuum pump is only used when a system has completely lost its refrigerant charge

New and unique service hose fittings (Figure 9-5) 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. Th 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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Air Conditioning Syste for HFC 134a Refrigerant

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MANIFOLD GAUGE SET A typical manifold gauge set (Figure 9-7) has two scre 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 12 inches of the hose end(s) to minimize refrig erant loss. A gauge set for R-134a will have a blue hose with 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/ in. ACME female nut on the gauge end. Special quick disconnect couplings are normally combined with shutoff valve on the high and low side hoses. The fr end of the center hose contains a 1/2 in. ACME femal nut and a shutoff device within 12 inches of the hos end. These special hoses and fittings are designed to minimize refrigerant loss and to preclude putting th wrong refrigerant in a system.

NOTE: When hose replacement becomes necessary, the new hoses must be marked “SAE J2916 R-134a”.

Functions of the manifold gauge set are included in many of the commercially available recovery or recovery/recycle stations.

FIGURE 9-7. MANIFOLD GAUGE SET

Low Side Gauge The Low Side Gauge, registers both vacuum and pres sure. The vacuum side of the scale is calibrated from to 30 inches of mercury (in. Hg). The pressure side of the scale is calibrated to 150 psi.

Never open the hand valve to the high side at anytime when the air conditioning system is ope ating. High side pressure, if allowed, may rupture charging containers and potentially cause pe sonal injury.

High Side Gauge The High Side Gauge is used to measure pressure only on the discharge side of the compressor. The scale is calibrated from 0 to 500 psi.

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INSTALLING MANIFOLD GAUGE SET Before attempting to service the air conditioning system, a visual inspection of both the engine and system components is recommended. Particular attention should be paid to the belts, hoses, tubing and all attaching hardware plus the radiator cap, fan clutch, and thermostat. Inspect both the condenser and th radiator for any obstructions or potential contamination. Minimize all the possibilities for error or malfunction of components in the air conditioning system.

Shut off engine. DO NOT attempt to connect servicing equipment when the engine is running.

1. Be sure all valves on the manifold are closed all the way (turn them clockwise). 2. Check the hose connections on the manifold for tightness. 3. Locate the low and high side system service fittings and remove their protective caps.

FIGURE 9-8. SERVICE HOSE HOOK-UP

4. Connect the two service hoses from the manifold to the correct service valves on the compressor as shown in Figure 9-8. (High side to compressor discharge valve and low side to compressor suction side.) Do not open service valves at this time.

This gauge hook-up process will be the same, regard less of the gauge set being installed. Whether it is 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 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.

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Air Conditioning Syste for HFC 134a Refrigerant

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Purging Air From Service Hose 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 th service end. These valves are required to ensure only a minimal amount of refrigerant is lost to the atmosphere. R-134a gauge sets have a combination quick disconnect and shutoff valve on the high and low sides. The center hose also requires a valve. The initial purging is best accomplished when con nected to recovery or recycle equipment. With the center hose connected to the recovery station, service hoses connected to the high and low sides of th 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.

Adding Refrigerant to the System (without a charging station After determining that the system is low and requires additional refrigerant perform the following proc dures. 1. Connect the center hose from the manifold gaug set to the refrigerant dispensing valve on the container. 2. Start the engine and set the idle at 1200 to RPM and then turn on the air conditioning. 3. Open the refrigerant dispensing valve on the container and then the low pressure hand valve on th manifold. This will allow the refrigerant to enter th system as a gas on the low pressure or suction side of the compressor. The compressor will pull refrigerant into the system. 4. Continue adding refrigerant until the gauge reads in the normal range. Gauge readings will fluctuat as the compressor cycles on and off.

Pressures within the air conditioning system vary with ambient temperature. A normal pressure range is defined as follows: Low side 15 - 30 PSI High side 170 - 300 PSI

FIGURE 9-9. PURGING SYSTEM

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5. When the gauges show a normal reading, clos the hand valve on the refrigerant container.

Stabilizing the AC System

During this stabilization period, do not open hand valves on manifold for any reason. Equipment damage and personal injury may result. 1. Start the engine and return to an idle speed of to 1500 RPM. Turn on the air conditioner. 2. After a performance check of the control functions, blower speeds and air flow, set the AC system controls to maximum cooling and blower speed on high. All windows must be closed. If the cab temperature is hot, open the windows long enough to allow the hot air to move out of the cab. 3. Run the engine and air conditioner about 5 minutes for the system to stabilize. 4. If the humidity is high it will be necessary to plac a fan in front of the AC condenser to help the air flow across the condenser. This helps to stabiliz the system by simulating normal operating conditions 5. It is then possible to observe the gauge readings and the temperature coming out of the air ducts with a thermometer.

NOTE: If low refrigerant is indicated by lower than normal pressure readings, add refrigerant to enable adequate system testing. Adding Refrigerant and Stabilizing the System (with a recovery/recycling station When using a recovery/recycling station the procedur is the same as previously described. The difference is that instead of just opening the refrigerant container the refrigerant should be added 0.5 to 1 pound at time. After each instance of adding the refrigerant, pause long enough to observe the gauge reading to determine if the system is full. Again using the pressures that were mentioned above.

Do not open high side hand valve. High side tem pressure is greater than refrigerant container. Serious personal injury may result if the containe explodes. Use hand valve to regulate low side reading during charging. DO NOT EXCEED 40 psi maximum. Exceeding this pressure may cause compresso failure.

RECOVERING AND RECYCLING THE REFRIGERANT Draining the Oil from the Previous Recovery Cycl 1. Place the power switch and the controller on th 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. Th low pressure gauge will show a rise. 5. Immediately switch to the OFF position and allow the pressure to stabilize. If the pressure does not rise to between 5 psi and 10 psi, switch the controller ON and OFF again. 6. When the pressure reaches 5 to 10 psi, open th OIL DRAIN valve, collect oil in an appropriat container, and dispose of container as indicated by local, state or Federal Regulation. THE OIL IS NOT REUSABLE, DUE TO CONTAMINANTS ABSORBED DURING ITS PREVIOUS USE. Performing the Recovery Cycle 1. Be sure the equipment being used is designed for the refrigerant you intend to recover. 2. Observe the sight glass oil level. Having drained it, it should be zero. 3. Check the cylinder refrigerant level before begin ning recovery to make sure you have enough capacity. 4. Confirm that all shut-off valves are closed befor connecting to the AC system. 5. Attach the appropriate hoses to the system being recovered.

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Air Conditioning Syste for HFC 134a Refrigerant

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6. Start the recovery process by operating the equipment as per the manufacturer’s instructions. 7. Continue extraction until a vacuum exists in the AC system. 8. If an abnormal amount of time elapses after th 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 pres sure 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 th amount of oil that needs to be replaced. (Th 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.

Evacuating the System 1. Attach the high and low side hoses to the appropriate connections. 2. Start the vacuum pump and run it for five minutes. 3. Check the gauge readings for five minutes. If th gauge needle moves up, the system is not sealed. The vacuum that was just created did not hold, air and moisture are being sucked into the system by that same vacuum. 4. Tighten any loose connections.Re-start the pump, and open the hand valves on the gauges again. Repeat the vacuum test. 5. If the leak has been repaired, run the vacuum pump for at least an hour to remove any moistur from the system. The moisture must turn to gas before the pump can pull it out. The moisture takes time to boil away, so that it can be drawn out of the system. The vacuum pump can draw most of the air out quickly, but a deep vacuum requires more time; the deeper the vacuum the mor time required.

Charging the AC System Performing the Recycling Procedure The recovered refrigerant contained in the cylinder must undergo the recycle procedure before it can b reused. The recycle or clean mode is a continuous loop design and cleans the refrigerant rapidly. Follow equipment manufacturer’s instructions for this procedure.

When adding a full charge of refrigerant, it is possibl to put it in as a gas or as a liquid. Adding refrigerant as a liquid is faster but can damage the compressor if not done correctly. The procedure used, and where the refrigerant is added in the AC system makes a difference. When using refrigerant as a liquid, never add more than two thirds of system requirements as a liquid. Finish charging the system using gas.

Evacuating and Charging the AC System Evacuate the system once the air conditioner components are repaired or replacement parts are secured, and the AC system is reassembled. Evacuation removes air and moisture from the system. Then, the AC system is ready for the charging process, which adds new refrigerant to the system.

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Air Conditioning Syste for HFC 134a Refrigerant

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SYSTEM PERFORMANCE TEST

SYSTEM LEAK TESTING

This test is performed to establish the condition of all components in the system. Observe these conditions during 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 r frigerant oil. If a system is not operated for a whil (winter months), the shaft seal may dry out and leak slightly. The centrifugal force of the clutch pulley spin ning 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. (Th R-134a itself is invisible, odorless, and leaves no trac when it leaks, but has a great affinity for refrigerant oil.)

1. Start engine and operate at 1200 to 1500 RPM. 2. Place fan in front of condenser to simulate normal ram air flow and allow system to stablize. 3. Place a thermometer in air conditioning vent closest to evaporator. 4. Evaluate the readings obtained from the gauges to see if they match the readings for the ambient temperature. As preliminary steps to begin checkout of the system, perform the following: 1. Close all windows and doors to the cab. 2. Set air conditioning system at maximum cooling and blower speed operation. 3. Readings on the two manifold gauges should b within normal range, adjust for ambient temper ture. 4. Compare evaporator discharge air temperature reading to see if it matches the recommended temperature for the ambient temperature and gauge readings obtained. 5. Carefully feel the hoses and components on th high side. All should be warm-hot to the touch. Check the inlet and outlet of receiver-drier for even temperatures, if outlet is cooler than inlet, a re striction is indicated.

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 fin gers along the bottom of the condenser and evapor tor, particularly near the drain hole for the condensate will quickly indicate the condition of the evaporator. Any trace of fresh oil here is a clear indication of a leak. Usually, a 50% charged system is enough to find most leaks. If the system is empty, connect the manifold gauge set to the system and charge at least one (1) lb. of refrigerant into the system.

Use extreme caution leak testing a system while the engine is running.

Use extreme caution when placing hands on high side components and hoses. Under certain condi tions these items can be extremely hot. 6. Feel the hoses and components on the low side. They should be cool to the touch. Check connections near the expansion valve, inlet side should be warm and cold-cool on the outlet side. 7. If these conditions are met, the system is considered normal. Shut down engine. Remove gauges and install the caps on the service valves.

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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 down when it leaks. Apply pickup hose or test probe on the undersurface of all components to locate leak. Electronic leak detecto (Refer to Figure 9-4). As the test probe is moved into an area where traces of refrigerant are present, a visual or audible announcement indicates a leak. Audibl units usually change tone or speed as intensity changes.

Air Conditioning Syste for HFC 134a Refrigerant

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Tracer dye

SYSTEM REPAIR

Tracer dyes are available that can be added to th 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.

The following service and repair procedures are not any different than typical vehicle service work. However, AC 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.

Soap and wate 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.

All of the service procedures described are onl performed after the system has been discharged. Never use any lubricant or joint compound to lubricate or seal any AC connections. NOTE: To help prevent air, moisture or debris from entering an open system, cap or plug open lines, fittings or components and lubricant containers until connected and as soon as they are disconnected. Keep all connections clean (also caps and plugs used) so debris can’t enter accidentally.

Before system assembly, check the compressor oil level and fill to manufacturer specifications. Hoses and Fitting 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, b sure these are in position or secured. Lines Always use two wrenches when disconnecting or connecting AC fittings attached to metal lines. You ar working with copper and aluminum tubing which can kink or break easily. Tube O-ring type fittings require only 18 ft. lbs. (24.4 N.m of torque for correct sealing. When grommets or clamps are used to prevent lin vibration, be certain these are in place and secured. Expansion Valve When removing the expansion valve from the system, remove the insulation, clean the area and disconnect the line from the receiver-drier. Detach the capillary (bulb) and external equalizer tube (if present) from their mounting locations. Remove the expansion valve from the evaporator inlet. Expansion valve service is limited to cleaning or replacing the filter screen. If this is not the problem, replace the valve. Secure the capillary and equalizer, if used, to clean surfaces and replace or attach any insulating material.

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Receiver-Drie The receiver-drier can not be serviced or repaired. It should be replaced whenever the system is opened for any service. If the receiver-drier has a pressure switch to control the clutch, it should be removed and installed on the new unit. Thermostat A thermostat can be stuck open or closed due to contact point wear or fusion. The thermostat temper ture sensing element (capillary tube) may be broken or kinked closed and therefore unable to sense evapor tor temperature. When thermostat contact points are stuck open or th sensing element can not sense temperature in th evaporator, the clutch will not engage (no AC 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 th clutch engages, replace the thermostat. Thermostat contact points may be fused (burned) closed and the clutch will not disengage. Causes ar faulty switch that could be due to fatigue. The thermo stat 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 th system. Side effects can be compressor damage caused by oil accumulation (refrigeration oil tends to accumulate at the coolest spot inside the system) and lower than normal suction pressure that can starve th compressor of oil. 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 th whole assembly. The fast way to check electrical failure in the lead wir or clutch coil is to hot wire the coil with a fused lead. This procedure enables you to bypass clutch circuit control devices.

Sometimes it may be necessary to use shims or e large the slots in the compressor mounting bracket to achieve proper alignment. Excessive clutch plate wear is caused by the plat 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 larg 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 0.022 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. Compressor The compressor can fail due to shaft seal leaks (no refrigerant in the system), defective valve plates, bearings, 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. CHECKING COMPRESSOR OIL LEVEL Every air conditioning system and compressor depends on refrigeration oil for lubrication and safe op eration. Refrigerant oil is a synthetic oil very susceptible to high levels of water absorbtion. Always be sure the oil is an approved type for use in the air conditioner compressor. Refrigerant oil, under normal circumstances inside th sealed system, cannot go anywhere, and there is no need to check the oil at such times. Always keep a cap on an oil container except when in use. Moisture is quickly absorbed by the oil. Whenever a system is opened for service, the compressor oil level should be checked and clean refrigeration oil added as required by the manufacturer’s specifications (usually located on compressor).

Clutch pulley bearing failure is indicated by bearing noise when the AC 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.

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Air Conditioning Syste for HFC 134a Refrigerant

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EVACUATING THE SYSTEM Evacuating the complete air conditioning system is required in all new system installations, and when repairs are made on systems requiring a component replacement (system opened), or 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. Onc 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 (212°F at sea level with 14.7 psi). In 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 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 29.5 inches of vacuum is needed), the boiling point of water will be lowered to 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 pro cedure for evacuating all moisture from the heavy duty air conditioning systems.

FIGURE 9-10. VACUUM PUMP HOOKUP 1. Low Pressure Hand Valv 2. High Pressure Hand Valv

Do not use the air conditioning compressor as vacuum pump or the compressor will be damaged. NOTE: Lower the vacuum requirement one inch for every 1000 feet above sea level at your location. 1. With the manifold gauge set still connected (after discharging the system), connect the center hos to the inlet fitting of the vacuum pump as shown in Figure 9-10. Then open the low side hand valves to maximum. 2. Open the discharge valve on the vacuum pump or remove the dust cap from the discharge outlet. Turn the pump on and watch the low side gauge. The pump should pull the system into a vacuum (if not, the system has a leak). 3. Run the pump for five minutes and close the hand valves and shut off the pump.

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3. Vacuum Pump

4. Observe gauge reading and wait 10 minutes. Reading should not vary more than 1-2 in. hg. After waiting, if more vacuum is lost than this, serious leak is indicated and the system must b recharged, leak tested, repaired and evacuated. 5. Turn on pump, open hand valves and continu evacuation for at least one hour.

NOTE: If system has excessive amounts of moisture, 60 minutes evacuation may not be sufficient since the water must turn to a vapor to be drawn out of the system. If it has been verified that no system leaks exist and gauge readings increase after 1 hour, extend the evacuation time to ensure total moisture remova 6. Close the manifold hand valves and turn off vacuum pump, watching the low side gauge reading. If vacuum remains for a few minutes, the system is ready for charging.

NOTE: If using a recycling and charging machine, the vacuum pump is built into the unit. Separate hook-up is not required.

Air Conditioning Syste for HFC 134a Refrigerant

M09010 6/

TROUBLESHOOTING PRE-DIAGNOSIS CHECK If the system indicates Insufficient cooling, or no cooling, the following points should be checked befor proceeding with the system diagnosis procedures.

NOTE: If the truck being serviced is a Model 930E, be certain the Rest Switch in the cab is ON. Place the GF Cutout Switch in the CUTOUT position. (Refer to Fig. 3-1, Page E3-2, Propulsion System, for switch loc tion.) PREPARING FOR DIAGNOSIS Successfully servicing an air conditioning system, b yond the basic procedures outlined in the previous section, requires additional knowledge of system test ing 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 accurat procedure rather than guesswork. 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 ar of the compressor shaft). A leak indicates refrigerant leak. Electrical Check - Check all wires and connec tions for possible open circuits or shorts. Check all system fuses. Note: Some systems use different safety devices in the compressor circuit to protect the compressor. Check the thermal fuse, the low pressure cutout switch, high pressure cutout switch or trinary pressure switch if equipped. 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.

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. PRELIMINARY STEPS The following steps outline the correct procedures necessary to prepare the truck and the system for testing and diagnosis: 1. Correctly connect the manifold gauge set to th system. Refer to the connection and purging procedures outlined in this section. 2. Run the engine with the air conditioning system on for five to ten minutes to stabilize the system. 3. With the engine and the system at normal operat ing temperature, conduct a Performance Test as outlined in this section. SYSTEM PERFORMANCE TEST This test is performed to establish the condition of all components in the system. Observe these conditions during testing: 1. Start engine and operate at 1200 to 1500 RPM. 2. Place fan in front of condenser to simulate normal ram air flow and allow system to stablize. 3. Place a thermometer in air conditioning vent closest to evaporator. 4. Evaluate the readings obtained from the gauges to see if they match the readings for the ambient temperature. As preliminary steps to begin checkout of the system, perform the following: 1. Close all windows and doors to the cab. 2. Set air conditioning system at maximum cooling and blower speed operation. 3. Readings on the two manifold gauges should b within normal range, adjust for ambient temper ture. 4. Compare evaporator discharge air temperature reading to see if it matches the recommended temperature for the ambient temperature and gauge readings obtained.

Heater/Water Valve - Check for malfunction or leaking.

M09010 6/

Air Conditioning Syste for HFC 134a Refrigerant

M9-19

5. Carefully feel the hoses and components on th high side. All should be warm-hot to the touch. Check the inlet and outlet of receiver-drier for even temperatures, if outlet is cooler than inlet, a re striction is indicated.

Use extreme caution when placing hands on high side components and hoses. Under certain condi tions these items can be extremely hot.

DIAGNOSIS OF GAUGE READINGS & SYSTEM PERFORMANCE 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.

6. Feel the hoses and components on the low side. They should be cool to the touch. Check connections near the expansion valve, inlet side should be warm and cold-cool on the outlet side. 7. If these conditions are met, the system is considered normal. Shut down engine. Remove gauges and install the caps on the service valves.

M9-20

Air Conditioning Syste for HFC 134a Refrigerant

M09010 6/

– – – TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS – – – Possible Causes

Suggested Corrective Action

TROUBLE: Insufficient Cooling

Indications: Low side pressure LOW. High Side Pressure LOW. Discharge air is only slightly cool. Low refrigerant charge, causing pressures to b slightly lower than normal.

No Leaks Found:

Check for leaks by performing leak test.

1. Charge System 2. Performance Test System

Leaks Found: 1. If a leak is present at a connection, tighten th connection, then add refrigerant as required. 2. If a system component needs to be replaced, r cover all refrigerant from the system. Replac the defective part, then check the compressor oil level; refill compressor oil as necessary. 3. Evacuate system. 4. Charge system with new / recycled refrigerant. 5. Check A/C operation and do system performance test. TROUBLE: Little or No Cooling

Indications: Low side pressure VERY LO High side pressure VERY LO Discharge Air Warm No bubbles observed in sight glass, may show oil streaks.

Pressure sensing switch may have compressor clutch disengaged. Refrigerant excessively low; leak in system.

1. Add Refrigerant (make sure system has at least 50% of its normal amount) and leak test system. 2. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressur sensing switch. 3. If a leak is present at a connection, tighten th connection, then add refrigerant as required. 4. If a system component needs to be replaced, r cover all refrigerant from the system. Replac the defective part, then check the compressor oil level; refill compressor oil as necessary. 5. Evacuate system. 6. Charge system with new / recycled refrigerant. 7. Check A/C operation and do system performance test.

M09010 6/

Air Conditioning Syste for HFC 134a Refrigerant

M9-21

Extremely Low Refrigerant Charge in the System

Indications: Low side pressure LOW. High Side Pressure LOW. Air from vents in the cab seems warm. If there is a low pressure switch in th system, it may have shut off the compressor clutch. Extremely low or no refrigerant in the system. There may be a leak in the system.

No Leaks Found:

Check for leaks by performing leak test.

1. Add refrigerant to the system (at least half of th normal full charge amount). 2. Performance test system.

Leaks Found:

1. If a leak is present at a connection, tighten th connection, then add refrigerant as required. 2. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressur sensing switch. 3. If a system component needs to be replaced, r cover all refrigerant from the system. Replac the defective part, then check the compressor oil level; refill compressor oil as necessary. 4. Evacuate system. 5. Charge system with new / recycled refrigerant. 6. Check A/C operation and do system performance test.

Air and/or Moisture in the System

Indications: Gauge Reading- Low Side Normal High Side Normal Air and/or Moisture in the System Gauge Reading- Low Side Normal High Side Normal Cause- Air and/or moisture in the system. The air from the vents in the cab 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 gaug will not fluctuate.

M9-22

Repair Procedure: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 accumul tor because the desiccant may be saturated with moisture. Check the compressor and r place any refrigerant oil lost due to leakage. Evacuate and recharge the system with refrigerant, then check AC operation and performance.

Air Conditioning Syste for HFC 134a Refrigerant

M09010 6/

Excessive Air and/or Moisture in the System

Indications: Gauge Reading- Low Side High High Side High Air from the vents in the cab is only slightly cool. Cause- System contains excessive air and/or moisture.

Repair Procedure: Test for leaks, recover refrigerant from the system and repair the leak. Depending on the type of system, replace th receiver-drier or accumulator. Check and r place any compressor oil lost due to leakage. Evacuate and recharge the system, then check AC operation and performance.

Expansion Valve Stuck or Plugged

Indications: Gauge Reading- Low Side Low or Vacuum High Side High Air from vents in the cab is only slightly cool. The expansion valve body is frosted or sweating. Cause- 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 fro zen at the expansion valve orifice, or the sensing bulb is not operating. If the sensing bulb is accessi ble, perform the following test. If not then proceed to the Repair Procedure.

M09010 6/

Test: Warm diaphragm and valve body with your hand, or very carefully with a heat gun. Activat system and watch to see if the low pressur gauge rises. Next, carefully spray a little nitrogen, or any sub stance 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 part way open and that your action closed it. Repeat the test, but first warm the valve di phragm or capillary with your hand. If the low side gauge drops again, the valve is not stuck. Repair Procedure: Inspect the expansion valv screen (except block type valves). To do this, r move all refrigerant from the system. Disconnect the inlet hose fitting from the expansion valve. Remove, clean and replace the screen, then reconnect the hose. Replace the receiverdrier. Then evacuate and recharge the system with refrigerant, and check AC operation and performance. If the expansion valve tests did not cause the low pressure gauge needle to ris and drop, and if the other procedure described did not correct the problem, the expansion valve is defective. Follow the procedure for com ponent replacement.

Air Conditioning Syste for HFC 134a Refrigerant

M9-23

Expansion Valve Stuck Open

Indications: Gauge Reading- Low Side High High Side Normal Air from vents in cab is warm or only slightly cool. Cause- The expansion valve is stuck open and/or th capillary tube (bulb) is not making proper contact with the evaporator outlet tube. Liquid refrigerant may be flooding the evaporator making it impossibl 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 th valve is accessible. If it is not, proceed to the Repair Procedure.

Test: Operate the AC system on it’s coldest setting for a few minutes. Carefully spray a little nitrogen or other 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. Re peat the test, but first warm the valve di phragm by warming with hands. If the low side gauge shows a drop again, th 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 insul tion material. Operate the system and check performance. Repair Procedure: If the test did not result in proper operation of the expansion valve, th valve is defective and must be replaced. Recover all refrigerant from the system and r place the expansion valve and th receiver-drier. Evacuate and recharge the system with refrigerant, then check AC operation and performance.

System High Pressure Side Restriction

Indications: Gauge Reading- Low Side Low High Side Normal to High Air from vents in the cab is only slightly cool. Look for sweat or frost on high sid hoses and tubing, and frost appearing right after the point of restriction. The hose may be cool to the touch near the restriction.

Repair Procedure: After you locate the defective component containing the restriction, recover all of the refrigerant. Replace the defective com ponent and the receiver-drier. Evacuate and r charge the system with refrigerant, then check AC operation and performance.

Cause- There could be a kink in a line, or other r striction in the high side of the system.

M9-24

Air Conditioning Syste for HFC 134a Refrigerant

M09010 6/

Compressor Malfunction

Indications: Gauge Reading- Low Side High High Side Low The compressor may be noisy when it operates. Cause- Defective reed valves or other compressor components. If the compressor is not noisy, ther may be a worn or loose compressor clutch drive belt.

Repair Procedure: If the belt is worn or loose, r place or tighten it and recheck system performance and gauge readings. If inspection of th 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 desic cant 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 b added for all truck installations. Tighten all connections and evacuate the system. Recharge the air conditioner with refrigerant and check the system operation and performance.

Condenser Malfunction or System Overcharge

Indications: Gauge Reading- Low Side High High Side High The air from the vents in the cab may b warm. The high pressure hoses and lines will be very hot. Check the engine cooling system components, fan and drive belt, fan clutch operation, and the radiator shutter. Cause- The condenser is not functioning correctly or there may be an overcharge of refrigerant inside th system. Another possibility is lack of air flow through the condenser fins during testing. Engine cooling system component malfunction can cause high pressure by blocking air flow (radiator shutter) or not providing air flow (fan clutch) in sufficient quantity.

Repair Procedure: Inspect the condenser for dirt, bugs or other debris and clean if necessary. Be sure the condenser is securely mounted and there is adequate clearance (about 1-1/ inches) 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 defectiv parts and then recheck the AC system oper tion, gauge readings and performance. If the problem continues, the system may b overcharged. Recover the system refrigerant slowly until low and high pressure gauges read below normal. Then add refrigerant until pres sures are normal. Add another quarter to half pound of refrigerant and recheck AC system operation, gauge readings and performance. If the gauge readings do not change, all of th refrigerant should be recovered and the system flushed. The condenser may be partially blocked - replace condenser. Also replace the receiver-drier or accumulator. Evacuate the system and check operation and performance.

M09010 6/

Air Conditioning Syste for HFC 134a Refrigerant

M9-25

Thermostatic Switch Malfunction

Indications: Gauge Reading- Low Side Normal High Side Normal The low side gauge needle may fluctuate in a very narrow range compared to a normal range. The compressor clutch may be cycling on and off more frequently than it should. The low side gauge needle may fluctuate in an above normal range as th clutch cycles. This may be an indication that the thermostat is set too high. A new thermostat may have been installed incorrectly.

Repair Procedure: Replace the thermostatic switch. When removing the old thermostat, r place it with one of the same type. Take care in removing and handling the thermostat and thin capillary tube attached to it. Do not 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.

Cause- The thermostat switch is not functioning properly or at all.

M9-26

Air Conditioning Syste for HFC 134a Refrigerant

M09010 6/

Preventive Maintenance Schedule for A/C System Last Maintenance Check:________________________

Truck Serial Number: Site Unit Number: ______________________________ Date:______________Hour Meter:_________________

COMPONENT

Name of Service per-

NOTE: Compressor should be run at least 5 minutes (40°F minimum ambient temperature) every month, in order to circulate oil and lubricate components.

Maintenance Interval (months) 3

Done

COMPONENT

1. COMPRESSOR

Maintenance Interval (months) 3

Check noise level

•

Check clutch pulley

•

Check oil level

•

Run system 5 min.

•

Check belt tension (80 - 100 lbs; V-belt)

•

Inspect capillary tub (if used) (leakage/damage/ looseness) 5. EVAPORATOR •

Check mounting bracket (tighten bolts)

•

Check alignment of clutch w/crankshaft pulley (within 0.06 in.)

•

Clean dirt, bugs, leaves, etc. from fins (w/compressed air)

•

Check solder joints on inlet/outlet tubes (leakage)

•

Inspect condensate drain

•

Perform manifold gauge check

•

6. OTHER Components

•

Check discharge lines (hot to touch)

•

Verify clutch is engaging

Check suction lines (cold to touch)

•

2. CONDENSER

•

Clean dirt, bugs, leaves, etc. from coils (w/compressed air)

•

Inspect fittings/clamps & hoses

Verify engine fan clutch is engaging (if installed)

•

Check thermostatic switch for proper operation

•

Outlets in cab: 40°F to 50°F temperature (HMS trucks: 25°F to 35°F below ambient)

•

Check inlet/outlet for obstructions/damage

•

Inspect all wiring connections

•

3. RECEIVER - DRIER

Replace if system is opened

M09010 6/

Done

4. EXPANSION VALVE

Inspect shaft seal (leakage)

Check inlet line from condenser (should b hot to touch)

•

Operate all manual controls through full functions

Air Conditioning Syste for HFC 134a Refrigerant

•

M9-27

NOTES

M9-28

Air Conditioning Syste for HFC 134a Refrigerant

M09010 6/

PAYLOAD METER II ON BOARD WEIGHING SYSTEM (OBWS) INDEX GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3 LIGHTS, SWITCHES, and COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-4 TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-7 Example Calculation of Payload. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-8 Calculation of the Calibration Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-8 TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 Cycle data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-10 Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-11 Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12 Using the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12 Viewing the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12 Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12 Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12 INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13 Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Checking the Service Check Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Setting "UP:00". . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14 Setting "PL:00" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14 Checking the Gt Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14 Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-15 Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-15 DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-16 SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17 Setting the Speed Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17 Setting the Option Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17 Setting The Machine I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17 Setting The Operator I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18 Setting The Time and Date. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18

M20007 02/99

Payload Meter II

M20-1

DOWNLOAD OF PAYLOAD AND FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18 DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19 CHARTS OF ERROR CODES AND OTHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20 & 21 SERVICE CHECK MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22 Monitoring Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22 UP Factor - Payload Calculation Gain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23 PL Mode - Load Calculation Timing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23 FINAL GEAR RATIO SELECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24 BATTERY REPLACEMENT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Replacing the Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 SUSPENSION PRESSURE SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 SCOREBOARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 Making Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 Normal Operation of the Scoreboard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30 PAYLOAD METER BACK PANEL CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30 AMP Pin Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31 PAYLOAD CIRCUIT NUMBER

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32

PAYLOAD METER II RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33

M20-2

Payload Meter II

M20007 02/99

PAYLOAD METER II ON BOARD WEIGHING SYSTEM (OBWS) GENERAL INFORMATION The Payload Meter II On Board Weighing System displays and records the payload weight along with other operating information. The system consists of a payload meter, pressure sensors, deck mounted lights and an inclinometer. The payload meter (Figure 20-1) uses the four suspension pressures and an inclinometer to determine the load in the truck. The payload weight can be displayed in short tons or metric tons. There are three external deck-mounted lights on each side of the truck. The lights indicate payload weight divided into three separate stages. A forecast feature will flash a deck mounted light predicting the payload weight if the next bucket of material is dropped into the body.

The payload meter stores in memory various operating data. This data includes: 1) The payload, time, distance, and travel speed for each cycle. 2) The date and time that the engine was started and stopped. 3) The date and time of each fault that occurred or was canceled. 4) The total payload and the overall number of cycles for a specific time period. This data is retained even when the power is switched off. The stored data is backed up by an internal battery. The data can be down loaded from the payload meter to a personal computer when a communication cable is connected to the port inside the cab.

FIGURE 20-1. PAYLOAD METER II 1. Display panel 7. Total/shift switch [TOTAL] [SFT] 2. Reception pilot lamp (Rx busy) 8. Light/increment switch [LIGHT] [INC] 3. Transmission pilot lamp (Tx busy) 9. Memory card 4. Memory card access lamp (CARD busy) 10. Cover 5. Mode switch [MODE] 11. Diagnostic/Download Port 6. Calibration/clear switch [CAL] [CLR] WARNING - When not inserting or removing memory card (9), always keep the cover (10) closed)

M20007 02/99

Payload Meter II

M20-3

LIGHTS, SWITCHES, and COMPONENTS On The Face Of The Payload Meter (Refer to Figure 20-1) 1. Display Panel

7. Total/Shift Switch

Digital display area for the data being recorded in memory. This will include items such as:

Used to display payload and overall number of cycles each time the load is dumped. Will display the error codes. This switch is also used with the CALIBRATION/CLEAR switch to clear total payload and overall number of cycles.

Payload Date & Time Cycles

8. Light/Increment Switch

Travel Distance

Used to change the digital increments or units for the various displays. Also used to adjust the brightness of the lights on the monitor display.

Fault Codes and Warnings 2. Reception Pilot Lamp (Rx Busy) This light will illuminate for 3 seconds when the system is powered up. It will then be lit whenever the computer is communicating.

9. Memory Card Used to receive data from the payload meter memory to this card which can then be used to transfer the data into a personal computer. This enables the memory to be downloaded and saved when a personal computer is not available.

3. Transmission Pilot Lamp (Tx Busy) This light will illuminate for 3 seconds when the system is powered up. It will then be lit whenever the memory is being downloaded to a personal computer.

10. Cover Protective cover for the Memory Card. Do not open or place foreign objects in slot.

4. Memory Card Access Lamp (CARD Busy) This light will illuminate for 3 seconds when the system is powered up. It will also be lit whenever the memory data is being downloaded to the memory card.

11. Diagnostic/Download Port Connector port that is used for downloading the memory data to a personal computer.

5. Mode Switch This switch is used to select the mode or system that will allow a function to be performed. This may include: Various settings or corrections to the display Memory card downloading Clearing data Display of Abnormalities or Warnings Setting the speed limit Setting the date and time 6. Calibration/Clear Switch Used to calibrate the machine when the condi tions regulate this action. Also used with the TOTAL/SFT switch to clear total payload and overall number of cycles.

M20-4

Payload Meter II

M20007 02/99

TIPS FOR OPERATION

EXTERNAL DISPLAY LIGHTS

To assure that the On Board Weighing System records the most accurate and consistent data, these impor tant steps should be followed:

The Payload Meter II controls three light relays. The relays operate three deck mounted lights on each side of the truck. There is one green light, one amber light, and one red light. (Figure 20-3)

* For most Haulpak Trucks: Use only the Brake Lock switch to hold the truck stationary at the loading and dumping area. For 330M Haulpak Trucks ONLY: Use the Park Brake switch to hold the truck stationary at the loading and dumping area.

While the truck is stopped being loaded and the hoist lever is in the float position, the appropriate lights will remain on according to the following schedule:

Any other method will not allow the payload system to register properly. * Do not activate the “Lamp Test” switch during loading. Inaccurate and inconsistent data may be stored. * At the loading area do not release the Brake Lock (or Park Brake switch) until the loading is complete and the load shock from the last load dumped has settled. * The loading area surface must be maintained as flat and level as possible. The On Board Weighing System can compensate for slight variations in grade and unevenness, but ruts, berms, rocks, etc. will cause the system to record inaccurate and inconsistent data. * Regularly remove “carryback” from the dump body. * Calibrate periodically.

FIGURE 20-2. LOAD INDICATOR LIGHTS INDICATOR LIGHT

PAYLOAD WEIGHT

Off Off Green Off Amber Green RED Amber Green

50% and Greater 90% and Greater 105% and Greater

The shovel or loader operator can predict the payload weight by observing these lights. During the loading operation, a forecast feature flashes a deck mounted light predicting the payload weight after the next bucket of material is loaded into the body. The logic is as follows: 1. If the measured payload is varying 3% or less of the rated load for more than 3 seconds, the current load is deemed a steady value. 2. If the difference between the previous steady value and the current steady value is greater than 15% of the rated load, the difference is taken to be the size of the current bucket. 3. The average size of previous buckets is added to the current load. One of the deck mounted lights will turn on, if another “average” size load is put in the body, and will blink at one second intervals.

M20007 02/99

Payload Meter II

M20-5

Linkage Factor

THEORY OF OPERATION Basic Description The payload meter uses the four suspension pres sures and the inclinometer to determine the load in the truck. These inputs are critical to the calculation of the load. The other inputs to the payload meter (Body Up, Speed, Brake Lock, Alternator R Terminal, and Engine Oil Pressure) are used to indicate where the truck is in the haul cycle. These inputs enable the payload meter to make time and distance measurements for the haul cycle. The suspension pressures are the key ingredients in determining the sprung weight of the truck. These pressures are converted into forces using the formulas shown below. These forces are combined with the geometry of the truck to produce the load calculation. It is critical that the suspension pressure sensors are functioning properly.

Sprung Weight =

2 π Suspension Diameter (Psi Left + Psi Right) 4

Sprung Weight = Axle Weight(lbs)/2000

The linkage factor is part of the complex calculations performed by the payload meter to determine the load in the truck. The linkage factor is dependent on the load on the rear suspensions. Figure 20-3 shows the side view of a truck. The nose pin is marked with a star and there are three arrows pointing to different spots of the rear tire. This figure shows how the support under the rear tire can affect the calculation of the load. The payload meter does not directly measure the load transferred to the frame through the nose pin. To account for portion of the load carried by the nose pin, the linkage factor is multiplied by the rear suspension force. It is assumed that the truck is supported under the center of the tire. In this case the payload meter uses L2 to help compute the linkage factor. If, however, the truck is backed into a berm and the rear tire is supported towards the back of the tire, the actual linkage factor calculation should use L3. Since the payload meter assumes L2 it will overestimate the load in the truck. The opposite is true in the case where the rear tires are supported toward the front of the tire. The linkage factor should use L1 but the payload meter assumes L2. This change in leverage will cause the payload meter to underesti mate the load.

The inclinometer gives the payload meter information regarding the pitch angle of the truck. The front and rear incline factors are determined by the pitch angle. These two factors account for the load transfer that occurs when the truck is inclined nose up or nose down.

Figure 20-3.

M20-6

Payload Meter II

M20007 02/99

Brake Lock

Typical Data From Service Check Mode

The Brake Lock only applies the rear brakes. This allows the front wheels to rotate slightly as the truck is being loaded. This is important because the payload meter assumes that the front wheels can rotate freely. As the truck is being loaded, it will begin to squat down on the suspensions. This will change the wheel base dimension of the truck. This freedom of movement prevents additional binding and friction in the front suspensions. The incline of the grade on which the truck is loading is measured by the inclinometer. This helps determine the incline factors that are applied to the front and rear sprung weights. The tire forces on the road surface that hold the truck on grade affect the suspension pressures. If the front and rear brakes are locked, the effect on the suspension pressures cannot be determined. If only the rear brakes are applied the effect is predictable and the incline factors accurately account for the forces on the tires. If the service brake or park brake is used and depending on the incline and other factors, the payload meter can overestimate or underestimate the load. It is important that only the Brake Lock be used while loading the truck. Sources of Error Suspensions Poorly charged suspensions can lead to systematic error in the calculation of payload. The error is most obvious when the oil level is low. When there is too little oil in the suspensions, the cylinder may compress completely under load. The weight of the truck will be carried by the metal to metal contact within the sus pension. Not only will the ride of the truck and the life of the tires be affected, but the pressure in the cylinder will not truly represent the load on the truck. In the under-charged condition the payload meter will typi cally weigh light and under report the load.

Number Data

Description

1 2 3 4 5 6 7 8 9 10

13:09 Current Time 749.4 Front Left Pressure (Psi) 848.9 Front Right Pressure (Psi) 863.2 Rear Left Pressure (Psi) 1049.0 Rear Right Pressure (Psi) 106.0 Front Weight (Tons) 75.1 Rear Weight (Tons) -1.85 Inclinometer (Degrees) 0.95 Incline Factor - Front Wheels 0.984 Incline Factor - Rear Wheels

11 12

1 Link Factor - Front Wheels 1.539 Link Factor - Rear Wheels

13 14 15 16

70.6 Calibration Sprung Weight (Tons) 1.000 Gain Adjustment 143.8 Current Load (Tons) 3.9 Battery Backup Voltage (Volts) Figure 20-4.

A sample data set is shown in Figure 20-4. This data was taken in the laboratory and is used in Figure 20-5 to calculate the final load. Note that the front suspen sion pressures were converted into the front sprung weight using the formulas above Figure 20-5. The front sprung weight is then multiplied by the front incline factor and the front linkage factor. The same is done with the rear sprung weight. The front and rear sprung weights are then summed. This number is multiplied by the Gt gain potentiometer value. This value should be 1.000. The calibration load is subtracted from the total to produce the final load. The load displayed on the meter is this final load (item #15) multiplied by the UP gain factor. Note - This screen is the only place that the value of the Gt gain potentiometer can be checked. THIS GAIN SHOULD BE SET TO 1.000. ANY OTHER SETTING CAN PRODUCE SYSTEMATIC ERRORS IN THE PAYLOAD MEASUREMENT. Note - There are two gain factors that can be applied to the payload measurement. The first is the Gt gain factor and the other is the UP gain factor. They are not applied uniformly to all payload calculations. Both gain factors should be set to 1.000. See the warning on page 16 for more information. If the G t gain factor displayed in the Service Check Mode is not 1.000, adjust the gain to exactly 1.000.

M20007 02/99

Payload Meter II

M20-7

In order to adjust this gain:

Calculation of the Calibration Load

1. Start with the payload meter in normal operation mode. 2. Adjust the gain pot, left to reduce the value and right to increase the value. 3. Press and hold the LIGHT/INC and MODE switches until "CHEC" is flashing on the meter.

This procedure is similar to the manual calculation of load. This calibration load is used as item #13 from the manual calculation procedure. 1. Press and hold the LIGHT/INC and MODE switches until "CHEC" is flashing on the display. 2. Press and hold the CAL/CLR switch until "CALL0" is flashing on the display.

4. Press and hold the LIGHT/INC switch until "ALL0" is flashing on the display. "A.FUL" may also be displayed.

3. Press the CAL/CLR switch to cycle through the following data. The sequence repeats.

5. Press the LIGHT/INC switch14 times. The number displayed will be the current Gt gain. This is not a "live" reading. Any time the potentiometer is changed, this cycle must be repeated to view the change. 6. Press MODE once and "CHEC" will flash on the display. 7. Press MODE once and the meter will return to normal operation. These calculations used a 13" front suspension diameter and 10" rear suspension diameter. Sprung Weight =

Sprung Weight = Axle Weight(lbs)/2000

X Incline Factor (9)

0.95 X Incline Factor (10) 0.98 100.70 73.90

X Link Factor (11) Front Weight

1.00 X Link Factor (12) 100.70 Rear Weight

Front Weight Rear Weight Total Weight

100.70 113.70 214.40

XGain Factor (14)

1. Year of Calibration 2. Month:Day of Calibration 3. Hour:Minute of Calibration 4. Truck Model Setting 5. Pressure Front Left 6. Pressure Front Right 7. Pressure Rear Left

Last 2 digits of year XX:XX XX:XX Psi Psi Psi

9. Front Sprung Weight 10. Rear Sprung Weight

Psi Tons Tons

11. Degree of Incline

±° Nose Up Positive

12. Incline Factor - Front Axle 13. Incline Factor - Rear Axle 14. Link Factor Front Axle 15.Link Factor Rear Axle

Example Calculation of Payload 106.00 Rear Weight(7)

Units

8. Pressure Rear Right

2 π Suspension Diameter (Psi Left + Psi Right) 4

Front Weight (6)

Item and Description

75.10

16. Calibration Weight

Tons

1.53 113.70 4. Press MODE once and "CHEC" will flash on the display. 5. Press MODE once and the meter will return to normal operation.

1.00 214.40 - Calibration (13) -70.60 Current Load(15) 143.80 Figure 20-5.

M20-8

Payload Meter II

M20007 02/99

TYPES OF DATA STORED Cycle Data One cycle is considered to be from the point where a load is dumped to the point where the next o l ad is dumped. Data between these two points is recorded in memory. Examples of the data are shown below. The maximum number of cycles that can be stored in memory is 2900 cycles.

ITEM

UNIT

RANGE

REMARK Advances by one each time the engine is started.

Engine Operation Number

Number

1 - 65535

Month Day

1 - 12 1 - 31

Time Hour

Hour

24 Hour Clock

Time Minute

Travel Time When Empty Travel Distance When Empty Maximum Travel Speed When Empty Average Travel Speed When Empty Time Stopped When Empty Time Stopped During Loading Travel Time When Loaded Travel Distance When Loaded Maximum Travel Speed When Loaded Average Travel Speed When Loaded Time Stopped When Loaded Dumping Time

Minute Metric tons Short tons Minute Miles/Km Mph/Kmh Mph/Kmh Minute Minute Minute Miles/Km Mph/Kmh Mph/Kmh Minute Minute

Speed Limit Warnings For Each Cycle

Mph/Kmh 0 - 99 The fault codes that occur during each cycle

Payload

M20007 02/99

Payload Meter II

These values are stored when the load is dumped.

1 - 59 0 - 6553.5 0 - 6553.5 0 - 25.5 0 - 99 0 - 99 0 - 6553.5 0 - 6553.5 0 - 6553.5 0 - 25.5 0 - 99 0 - 99 0 - 6553.5 0 - 6553.5

M20-9

Engine ON/OFF Data When the engine is started or stopped, the following data is recorded. ITEM

UNIT

RANGE

REMARK Advances by one each time the engine is started.

Engine Operation Number

Number

1 - 65535

Last Two Digits Of The Year Month Day Time Hour Time Minute Last Two Digits Of The Year Month Day Time Hour Time Minute

Year Month Day Hour Minute Year Month Day Hour Minute

0 - 99 1 - 12 1 - 31 24 Hour Clock 0 - 59 0 - 99 1 - 12 1 - 31 24 Hour Clock 0 - 59

Total Payload

Metric tons Short tons

0 - 999900.0

Total Number Of Cycles

Number

0 - 9999

Indicates when the engine was started.

Indicates when the engine was shut off.

Total payload from the time when the engine was started until the time the engine was shut off. Totals for the time that the engine was running.

The engine operation numbers are included in the fault and warning data.

Fault Codes and Warning Data

ITEM Error Code Engine Operation Number At Time Of Occurrence Number Of Times Of Occurrence Since The Engine Was Switched ON Last Two Digits Of Year Month Day Time Hour Time Minute

M20-10

UNIT

RANGE

REMARK

Displayed by a combination of letters and numbers representing a specific error code. Number

1 - 65535

Number

1 - 255

Year Month Day Hour Minute

0 - 99 1 - 12 1 -31 24 Hour Clock 0 - 59

Payload Meter II

Every time the engine is started the number advances by one.

M20007 02/99

Engine Operation ITEM

UNIT

RANGE

REMARKS

Number when Canceled

Number

1 - 65535

Every time the engine is started the number advances by one.

Last Two Digits Of Year Year 0 - 99 Month Month 1 - 12 Day Day 1 - 31 Time Hour Hour 24 Hour Clock Time Minute Minute 0 - 59 NOTE: If the engine operation number is a 0, this indicates that the problem occurred or was canceled (depends on the operation that was performed) when the key switch was in the ON position and the engine was not running.

Total Payload and Total Number of Cycles The total payload and overall number of cycles can be displayed using the forced display operation. Both values start from a zero point whenever the memory has been cleared. The payload total is automatically displayed when the load is dumped. ITEM

UNIT

Total Payload

Metric Tons Short Tons

Total Number Of Cycles

Digital Number

Last Two Digits Of Year Month Day Time Hour Time Minute

Year Month Day Hour Minute

RANGE 0 - 999900.0 0 - 9999

REMARK The total payload since the unit was cleared. The number of cycles since the unit was cleared.

0 - 99 1 - 12 1 - 31 24 Hour Clock 0 - 59

Date and time the unit was cleared.

RANGE

REMARKS