Shop Manual 830e - 1 Ac

CEBM024800
Shop
Manual
830E-1AC
DUMP TRUCK
SERIAL NUMBERS
A30589 & UP
U.S.A. EPA TIER 4 COMPLIANT

CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California
to cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead com-
pounds, chemicals known to the State of California to cause cancer and
birth defects or other reproductive harm. Wash hands after handling.
Unsafe use of this machine may cause serious injury or death. Operators and maintenance per-
sonnel must read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by all
personnel who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or dis-
closed except in accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The
Company reserves the right to make changes or add improvements at any time without incurring any obli-
gation to install such changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication.
Customers should contact their local Komatsu distributor for information on the latest revision.
NON-OEM PARTS IN CRITICAL SYSTEMS
For safety reasons, Komatsu America Corp. strongly recommends against the use
of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical
systems include but are not limited to steering, braking and operator safety sys-
tems.
Replacement parts manufactured and supplied by unauthorized sources may not be
designed, manufactured or assembled to Komatsu's design specifications; accord-
ingly, use of such parts may compromise the safe operation of Komatsu products
and place the operator and others in danger should the part fail.
Komatsu is also aware of repair companies that will rework or modify an OEM part
for reuse in critical systems. Komatsu does not generally authorize such repairs or
modifications for the same reasons as noted above.
Use of non-OEM parts places full responsibility for the safe performance of the Kom-
atsu product on the supplier and user. Komatsu will not in any case accept responsi-
bility for the failure or performance of non-OEM parts in its products, including any
damages or personal injury resulting from such use.
A00046 Introduction A-1
FOREWORD
This Shop 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 per-
sonnel 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 accom-
plishing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other gen-
eral information. The major portion of the manual pertains to disassembly, service and reassembly. Each major ser-
viceable 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 metric (SI) and U.S. standard 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 135 Nm (100 ft lbs) torque. All torque specifications have 10%
tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame in front of the right side front wheel and desig-
nates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W.
(Gross Vehicle Weight) rating.
The KOMATSU Truck Model designation consists of three numbers and one letter (i.e. 830E). The three numbers
represent the basic truck model. The letter E designates an Electrical propulsion system.
The Product Identification Number (vehicle serial number) contains information which will identify the original man-
ufacturing 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 compo-
nents. 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.
A-2 Introduction A00046
This ALERT symbol is used with the signal words,
DANGER, WARNING, and CAUTION in this man-
ual to alert the reader to hazards arising from improper
operating and maintenance practices.
DANGER identifies a specific potential hazard WHICH WILL
RESULT IN EITHER INJ URY OR DEATH if proper precautions
are not taken.
WARNING identifies a specific potential hazard WHICH
MAY RESULT IN EITHER INJ URY OR DEATH if proper precau-
tions are not taken.
CAUTION is used for general reminders of proper safety
practices OR to direct the readers attention to avoid unsafe
or improper practices which may result in damage to the
equipment.
A00046 Introduction A-3
TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D
ELECTRIC PROPULSION AND CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E
DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
HYDRAIR
II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A-4 Introduction A00046
KOMATSU MODEL 830E-AC TRUCK
A01001 8/10 Index A1-1
SECTION A
GENERAL INFORMATION
INDEX
MAJOR COMPONENTS & SPECIFICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2
SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4
TORQUE TABLES AND CONVERSION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7
A1-2 Index 8/10 A01001
NOTES
A02085 Major Component Description A2-1
MAJOR COMPONENT DESCRIPTION
Truck And Engine
The 830E-AC Dump Truck is an off-highway, rear
dump truck with AC Electric Drive. The gross vehicle
weight is 385 852 kg (850,650 lbs.). The engine is a
Komatsu SSDA16V160 rated @ 1 865 kW (2,500
HP).
Alternator (G.E. GTA-41)
The diesel engine drives an in-line alternator at
engine speed. The alternator produces AC current
which is rectified to DC within the main control cabi-
net. The rectified DC power is converted back to AC
by groups of devices called "inverters", also within
the main control cabinet. Each inverter consists of six
"phase modules" under the control of a "gate drive
unit" (GDU). The GDU controls the operation of each
phase module.
Cooling air for the control / power group and wheel
motors, as well as the alternator itself, is provided by
dual fans mounted on the alternator shaft.
AC Induction Traction Motorized Wheels
The alternator output supplies electrical energy to the
two wheel motors attached to the rear axle housing.
The motorized wheels use three-phase AC induction
motors with full-wave AC power.
The two wheel motors convert electrical energy back
to mechanical energy through built-in gear trains
within the wheel motor assembly. The direction of the
wheel motors is controlled by the directional control
lever located on the center console.
Suspension
HYDRAIRII suspension cylinders located at each
wheel provide a smooth and comfortable ride for the
operator and dampens shock loads to the chassis
during loading and operation.
Operator's Cab
The operator cab has been engineered for operator
comfort and to allow for efficient and safe operation
of the truck. The cab provides wide visibility, with an
integral 4-post ROPS/FOPS structure, and an
advanced analog operator environment. It includes a
tinted safety-glass windshield and power-operated
side windows, a deluxe interior with a fully adjustable
seat with lumbar support, a fully adjustable tilt/tele-
scope steering wheel, controls mounted within easy
reach of the operator, and an analog instrument
panel which provides the operator with all instru-
ments and gauges which are necessary to control
and/or monitor the truck's operating systems.
Power Steering
The truck is equipped with a full time power steering
system which provides positive steering control with
minimum operator effort. The system includes nitro-
gen-charged accumulators which automatically pro-
vide emergency power if the steering hydraulic
pressure is reduced below an established minimum.
Dynamic Retarding
The dynamic retarding is used to slow the truck dur-
ing normal operation or control speed coming down a
grade. The dynamic retarding ability of the electric
system is controlled by the operator through the acti-
vation of the retarder pedal in the operators cab and
by setting the RSC (Retarder Speed Control).
Dynamic Retarding is automatically activated, if the
truck speed goes to a preset overspeed setting.
Brake System
The braking system consists of an all hydraulic actu-
ation system. Depressing the brake pedal actuates
wheel-speed single disc front brakes and armature-
speed dual disc rear brakes. The brakes can also be
activated by operating a switch on the instrument
panel. The brakes will be applied automatically if sys-
tem pressure decreases below a preset minimum.
The parking brake is integral with the service brake
caliper, and is spring-applied and hydraulically-
released. The park brake is applied by moving the
directional control lever to the PARK position.
A2-2 Major Component Description A02085
FIGURE 16-1. TRUCK COMPONENTS
1. Operator Cab
2. Reserve Oil System
3. Steps and Ladder
4. Radiator
5. Auto Lubrication
6. Engine
7. Suspension
8. Wheel Hub
9. Disc Brake
10. Steering Linkage
11. Alternator
12. Hoist Filters
13. Steering Filter
14. Fuel Tank
15. Hoist Cylinder
16. Rear Axle Housing
17. Disc Brake
18. Rear Tires
19. Rear Suspension
20. Rear Axle Hatch
21. Hydraulic Tank
22. Hoist and Steering
Pump
23. Steering
Accumulators
A02085 Major Component Description A2-3
SPECIFICATIONS
These specifications are for the standard Komatsu
830E-AC Truck. Customer Options may change this
listing.
ENGINE
Komatsu SSDA16V160 *
No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Operating Cycle. . . . . . . . . . . . . . . . . . . . . . 4-Stroke
Rated Brake HP. . . . 1865 kW (2500 hp)@ 1900 rpm
Flywheel HP . . . . . 1761 kW (2360 hp) @ 1900 rpm
Weight ** (Wet) 9 608 kg (21,182 lbs)
* Tier 2 certified, Tier 4 compliant
** Weight does not include Radiator, Sub-frame, or
Alternator
AC ELECTRIC DRIVE SYSTEM
(AC/DC Current)
Alternator . . . . . . . . . . . . .General Electric GTA - 41
Dual Impeller, In-Line Blower 255 m
3
/min (9000 cfm)
Motorized Wheels . . . .GEB25 AC Induction Traction
Motors
Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.875:1
Maximum Speed* . . . . . . . . . 64.5 km/h (40 mph)
(*w/40.00-57 Tires and 31.875:1 gear train)
*NOTE: Wheel motor application depends upon GVW, haul road
grade and length, rolling resistance, and other parameters. Kom-
atsu & G.E. must analyze each job condition to assure proper
application.
DYNAMIC RETARDING
Electric Dynamic Retarding . . . . . . . . . . . . . Standard
Maximum Rating . . . . . . . . . . . . 3 207 kW (4,300 hp)
24 VDC ELECTRIC SYSTEM
Batteries . . . . 4 x 8D 1450 CCA, 12 volt batteries in
Series/Parallel w/Disconnect Switch
Alternator . . . . . . . . . . . 24 Volt, 140 Ampere Output
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Volt
Cranking Motors (2). . . . . . . . . . . . . . . . . . . . .24 Volt
SERVICE CAPACITIES
. . . . . . . . . . . . . . . . . . . . . . . . . . . Liters. (U.S. Gal.)
Crankcase * . . . . . . . . . . . . . . . . . 280.0. . . . . (74.0)
* Includes Lube Oil Filters
Cooling System . . . . . . . . . . . . . . . . 522. . . . . (138)
Fuel . . . . . . . . . . . . . . . . . . . . . . . 4 542. . . . (1,200)
Hydraulic System . . . . . . . . . . . . . . . 946. . . . . (250)
Hydraulic Tank . . . . . . . . . . . . . . . . . 901. . . . . (238)
Wheel Motor Gear Box (each) . . . . . . 38. . . . . . (10)
HYDRAULIC SYSTEMS*
Pumps
Hoist . . . . . . . . . . . . . . . . . . . . . Tandem Gear Pump
Rated @. . . . . 851 lpm (225 gpm) @ 1900 rpm and
. . . . . . . . . . . . . . . . . . . . . . . .17 240 kPa (2,500 psi)
Steering/Brake . . . . . Pressure Compensating Piston
Rated @. . . . . . .246 lpm (65 gpm) @ 1900 rpm and
. . . . . . . . . . . . . . . . . . . . . . . .18 961 kPa (2,750 psi)
System Relief Pressures
Hoist . . . . . . . . . . . . . . . . . . . .17 240 kPa (2,500 psi)
Steering/Brakes . . . . . . . . . . .27 580 kPa (4,000 psi)
Hoist Cylinders (2) . . . . . . . . . . . . . . . . . . . . 3-Stage
Tank (Vertical/Cylindrical) . . . . . . . . Non-Pressurized
Filtration . . . . . . . . . . . . In-line replaceable elements
Suction . . . . . . . . . . . . Single, Full Flow, 100 Mesh
Hoist & Steering . . . . . . . . Full Flow, Dual In-Line,
. . . . . . . . . . . High Pressure Beta 12 Rating =200
*With Quick Disconnects for powering disabled truck
and system diagnostics.
SERVICE BRAKES
Actuation . . . . . . . . . . . . . . . . . . . . . . . . All Hydraulic
Front . . . . . . . . . . . . . . . . Wheel Speed, Single Disc
Inboard Mounted . . . . . . . . . . . . . . . . . 3 Calipers
Disc Diameter, O.D. . . . . . . . 1213 mm (47.75 in.)
Rear . . . . . . . . . . . . . . . Armature Speed, Dual Disc
Disc Diameter, O.D. . . . . . . . . 635 mm (25.00 in.)
Emergency Brake- Automatically Applied (Standard)
Wheel Brake Lock . . . . . . Manual Switch on Panel
. . . . . . . . . . . . . . . . . . . . . . . (Loading and Dumping)
DISC PARKING BRAKE
Each Rear Wheel . . . . . Integral with Service Caliper
. . . . . . . . . . . Spring Applied, Hydraulically Released
STEERING
Turning Circle - Front Wheel Track. . . 28.4 m (93 ft.)
Twin hydraulic cylinders with accumulator assist to
provide constant rate steering. Emergency power
steering automatically provided by accumulators.
A2-4 Major Component Description A02085
DUMP BODY CAPACITIES AND DIMENSIONS
Standard, Heaped @ 2:1 (SAE) . . 147 m
3
(193 yd
3
)
Struck . . . . . . . . . . . . . . . . . . . . . 117 m
3
(153 yd
3
)
Loading Height Empty . . . . . . . . 6.61 m (21 ft. 8 in.)
Dumping Angle. . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Non-heated body w/exhaust mufflers . . . . . Standard
TIRES
Radial Tires (standard) . . . . . . . . . . . . . . . 40.00 R57
Optional Tires . . . . . . . . . . . . . . . . . . . . . . 46/90 R57
Rock Service, Deep Tread . . . . . . . . . . . . . Tubeless
Rims, standard 5 piece. . Rated to 827 kPa (120 psi)
WEIGHT DISTRIBUTION
Empty Vehicle . . . . Kilograms. . . . . . . . (Pounds)
Front Axle . . . . . . . . . . . 82 747. . . . . . . . (182,426)
Rear Axle. . . . . . . . . . . . 82 902. . . . . . . . (182,768)
Total (100% fuel) . . . . . 165 649. . . . . . . . (365,194)
Standard Komatsu body 27 669. . . . . . . . . (61,000)
Standard tire weight. . . . 21 081. . . . . . . . . (46,476)
Loaded Vehicle . . . Kilograms. . . . . . . . (Pounds)
Front Axle . . . . . . . . . . 127 330. . . . . . . . (280,715)
Rear Axle. . . . . . . . . . . 258 522. . . . . . . . (569,935)
Total * . . . . . . . . . . . . . 385 852. . . . . . . . (850,650)
Nominal Payload *. . . . 220 199. . . . . . . . (485,456)
. . . . . . . . . . . . . (242 U.S. Ton)
*Nominal payload is defined by Komatsu America
Corporations payload policy documentation. In gen-
eral, the nominal payload must be adjusted for the
specific vehicle configuration and site application.
The figures above are provided for basic product
description purposes. Please contact your Komatsu
distributor for specific application requirements.
OVERALL TRUCK DIMENSIONS
(Empty with Standard Body)
Length . . . . . . . . . . . . . . . . . . . . . . . . . . 14.4 m (47 ft. 3 in.)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.32 m (24 ft. 0 in.)
Height with Canopy . . . . . . . . . . . . . . . . 6.96 m (22 ft. 10 in.)
Height with Dump Body Up . . . . . . . . . . 13.52 m (44 ft. 4 in.)
Turning Circle (on front track) . . . . . . . . 28.4 m (93 ft. 0 in.)
A03047 2/11 General Safety and Operating Instructions A3-1
SECTION A3
GENERAL SAFETY AND
INDEX
GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Truck Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Clothing And Personal Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Leaving The Operators Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
Fire Extinguishers And First Aid Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
Precautions For High Temperature Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
ROPS Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Preventing Injury From Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Precautions For Optional Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Precautions When Starting The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
PRECAUTIONS FOR TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Safety At The Worksite. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Preparing For Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Ventilation For Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Mirrors, Windows, And Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
In The Operators Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
OPERATING THE MACHINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Traveling In The Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
A3-2 General Safety and Operating Instructions 2/11 A03047
Precautions When Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Ensuring Good Visibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
Operating On Snow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
Avoid Damage To The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
Driving Near High Voltage Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
When Loading The Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
When Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
Working On Loose Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
Parking The Machine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
Jump Starting With Booster Cables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Jump Starting With Receptacles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
BEFORE PERFORMING MAINTENANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Stopping The Engine Before Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Electrical Systems Isolation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Warning Tag. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
Proper Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
Securing The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Attachments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Working Under The Machine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Keeping The Machine Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Rules To Follow When Adding Fuel Or Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Radiator Coolant Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Use Of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Precautions With The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Handling High Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Precautions With High Pressure Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Maintenance Near High Temperatures And High Pressures . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Rotating Fan And Belts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Waste Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
TIRES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20
Handling Tires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20
Tire Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21
Storing Tires After Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21
ADDITIONAL JOB SITE RULES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-22
WHEN REPAIRS ARE NECESSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-23
SPECIAL PRECAUTIONS FOR WORKING ON AN 830E-1AC TRUCK . . . . . . . . . . . . . . . . . . . . . . A3-24
Preliminary Procedures before Welding or Performing Maintenance. . . . . . . . . . . . . . . . . . . A3-24
Engine Shutdown Procedure before Welding or Performing Maintenance . . . . . . . . . . . . . . A3-24
CAPACITOR DISCHARGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26
Necessary Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26
MANUAL DC LINK CAPACITOR DISCHARGE PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
CAPACITOR CHARGE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
FAILURE OF DISCHARGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31
MANUAL DISCHARGE OF CAPACITORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
SHORT ISOLATED CAPACITOR TERMINALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-34
TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36
PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36
WALK AROUND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36
RETRACTABLE LADDER SYSTEM (If equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-40
LADDER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-40
LADDER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-41
GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-41
IN-CAB CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-41
IN-CAB CONTROL PANEL FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-42
USING THE IN-CAB CONTROL PANEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-43
USING THE GROUND LEVEL CONTROL BOX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-45
ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-47
AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-48
PRE-SHIFT BRAKE CHECK (if equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-49
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-49
PERFORMING THE BRAKE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-50
EMERGENCY STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-53
MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-54
MACHINE OPERATION ON THE HAUL ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-55
STARTING ON A GRADE WITH A LOADED TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56
PASSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56
LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56
DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56
Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56
Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-57
SUDDEN LOSS OF ENGINE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-58
FUEL DEPLETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-59
SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-59
NORMAL ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-60
DISABLED TRUCK CONNECTORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-61
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-61
STEERING AND BRAKE SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-61
HOIST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-62
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-64
RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-67
GENERAL SAFETY
Safety records of most organizations will show that
the greatest percentage of accidents are caused by
unsafe acts of persons. The remainder are caused
by unsafe mechanical or physical conditions. Report
all unsafe conditions to the proper authority.
The following safety rules are provided as a guide for
the operator. However, local conditions and regula-
tions may add many more to this list.
Read and follow all safety precautions. Failure to
do so may result in serious injury or death.
Safety Rules
Only trained and authorized personnel can
operate and maintain the machine.
Follow all safety rules, precautions and
instructions when operating or performing
maintenance on the machine.
When working with another operator or a person
on work site traffic duty, ensure all personnel
understand all hand signals that are to be used.
Truck Safety Features
Ensure all guards and covers are in their proper
position. Repair any damaged guards and
covers. (Refer to Walk-Around Inspection, later in
this section.)
Learn the proper use of safety features such as
safety locks, safety pins, and seat belts. Always
use these safety features, properly.
Never remove any safety features. Always keep
safety features in good operating condition.
Improper use of safety features may result in
serious bodily injury or death.
Clothing And Personal Items
Avoid wearing loose
clothing, jewelry, and
loose long hair. They
can catch on controls
or in moving parts and
cause serious injury
or death. Additionally,
never wear oily
clothes as they are
flammable.
Wear a hard hat, safety glasses, safety shoes, a
mask and gloves when operating or maintaining
a machine. Always wear safety goggles, a hard
hat and heavy gloves if your job involves
scattering metal chips or minute materials. This is
particularly important when driving pins with a
hammer or when cleaning air cleaner elements
with compressed air. Also, ensure that the work
area is free of other personnel during such tasks.
Unauthorized Modification
Any modification made to this vehicle without
authorization from Komatsu America Corp. can
possibly create hazards.
Before making any modification, consult your
authorized regional Komatsu America Corp.
distributor. Komatsu will not be responsible for
any injury or damage caused by any
unauthorized modification.
Leaving The Operators Seat
While leaving the operator's seat, DO NOT touch any
controls. To prevent accidental operations from
occurring, always perform the following:
Move the directional control lever to the PARK
position (this will apply the parking brake). DO
NOT apply the wheel brake lock.
Lower the dump body, and move the hoist control
lever to the FLOAT position.
Turn the key switch to the OFF position and wait
for the engine to stop.
After the engine has stopped, wait two minutes
before exiting the cab. If any warning lights are
illuminated or warning horns are sounding, DO
NOT leave the cab and notify maintenance
personnel immediately. When exiting the
machine, always lock compartments, and take
the keys with you to prevent entry from
unauthorized persons.
Mounting And Dismounting
Never jump on or off the machine. Never climb on
or off a machine while it is moving.
When climbing on or off a machine, face the
machine and use the hand-hold and steps.
Never hold any control levers when getting on or
off a machine.
Always maintain three-point contact with the
hand-holds and steps to ensure that you support
yourself.
When bringing tools up to the operating deck,
always pass them by hand or pull them up by
rope.
If there is any oil, grease, or mud on the hand-
holds or steps, wipe them clean immediately.
Always keep these components clean. Repair
any damage and tighten any loose bolts.
Use the handrails and steps marked by arrows in
the diagram below when getting on or off the
machine.
NOTE: Some trucks may be equipped with different
boarding equipment than shown in the figure below.
Refer to Options Section for additional information.
Fire Extinguishers And First Aid Kits
Ensure fire extinguishers
are accessible and
proper usage techniques
are known.
Provide a first aid kit at
the storage point.
Know what to do in the event of a fire.
Keep the phone numbers of persons you must
contact in case of an emergency on hand.
Precautions For High Temperature Fluids
Immediately after machine
operation, engine coolant,
engine oil, and hydraulic oil are
at high temperatures and are
pressurized. If the cap is
removed, the fluids drained, the
filters are replaced, etc., there is
danger of serious burns. Allow heat and pressure
to dissipate before performing such tasks and
follow proper procedures as outlined in the
service manual.
To prevent hot coolant from spraying:
1. Stop the engine and wait for the coolant temper-
ature to decrease.
2. Depress the pressure relief button on the radia-
tor cap.
3. Turn the radiator cap slowly to allow pressure to
dissipate.
To prevent hot engine oil spray:
1. Stop the engine.
2. Wait for the oil temperature to cool down.
3. Turn the cap slowly to allow pressure to dissi-
pate.
Asbestos Dust Hazard Prevention
Asbestos dust is hazardous to
your health when inhaled. If you
handle materials containing
asbestos fibers, follow the
guidelines below:
Never use compressed air
for cleaning.
Use water for cleaning and to control dust.
Operate the machine or perform tasks with the
wind to your back, whenever possible.
Use an approved respirator, when necessary.
Fire Prevention For Fuel And Oil
Fuel, oil, and antifreeze can be ignited by a
flame. These fluids are extremely flammable and
hazardous.
Keep flames away from flammable fluids.
Stop the engine while refueling.
Never smoke while refueling
Tighten all fuel and oil tank caps securely.
Refuel and maintain oil in well ventilated areas.
Keep oil and fuel in a designated location. DO
NOT allow unauthorized persons to enter.
ROPS Precautions
The Rollover Protection Structure (ROPS) must
be properly installed for machine operation.
The ROPS is intended to protect the operator if
the machine rolls over. It is designed not only to
support the load of the machine, but also to
absorb the energy of the impact.
ROPS structures installed on equipment
manufactured and designed by Komatsu fulfills
all of the regulations and standards for all
countries. If it is modified or repaired without
authorization from Komatsu, or is damaged when
the machine rolls over, the strength of the
structure will be compromised and will not be
able to fulfill its intended purpose. Optimum
strength of the structure can only be achieved if it
is repaired or modified as specified by Komatsu.
When modifying or repairing the ROPS, always
consult your nearest Komatsu distributor.
Even with the ROPS installed, the operator must
always use the seat belt when operating the
machine.
Preventing Injury From Work Equipment
Never position any part of your body between
movable parts such as the dump body, chassis or
cylinders. If the work equipment is operated,
clearances will change and may cause serious
bodily injury or death.
Precautions For Optional Attachments
When installing and using optional equipment,
read the instruction manual for the attachment
and the information related to attachments in this
manual.
DO NOT use attachments that are not authorized
by Komatsu, or the authorized regional Komatsu
distributor. Use of unauthorized attachments
could create a safety problem and adversely
affect the proper operation and useful life of the
machine.
Any injuries, accidents, and product failures
resulting from the use of unauthorized
attachments will not be the responsibility of
Komatsu America Corp., or the authorized
regional Komatsu distributor.
Precautions When Starting The Machine
Start the engine from the
operators seat, only.
Never attempt to start the
engine by shorting across the
starter terminals. This may
cause fire, or serious injury or
death to anyone in the
machines path.
PRECAUTIONS FOR TRUCK OPERATION
Safety Is Thinking Ahead
Prevention is the best safety program. Prevent a
potential accident by knowing the employer's safety
requirements and all necessary job site regulations.
In addition, know the proper use and care of all the
safety equipment on the truck. Only qualified opera-
tors or technicians may attempt to operate or main-
tain a Komatsu machine.
Safe practices start before the operator gets to the
equipment!
Safety At The Worksite
When walking to and from a truck, maintain a
safe distance from all machines even when the
operator is visible.
Before starting the engine, thoroughly check the
area for any unusual conditions that could be
dangerous.
Examine the road surface at the job site and
determine the best and safest method of
operation.
Choose an area where the ground is as
horizontal and firm as possible before performing
the operation.
If you need to operate on or near a public road,
protect pedestrians and cars by designating a
person for work site traffic duty or by installing
fences around the work site.
The operator must personally check the work
position, the roads to be used, and existence of
obstacles before starting operations.
Always determine the travel roads to be used at
the work site. Travel roads must be maintained in
order to ensure safe machine travel.
If travel through wet areas is necessary, check
the depth and flow of water before crossing the
shallow parts. Never drive through water which
exceeds the permissible water depth.
Fire Prevention
Remove all wood chips,
leaves, paper and other
flammable items
accumulated in the engine
compartment, as they could
cause a fire.
Check fuel, lubrication, and hydraulic systems for
leaks. Repair any leaks. Clean any excess oil,
fuel or other flammable fluids, and dispose of
properly.
Ensure a fire extinguisher is present and in
proper working condition.
DO NOT operate the machine near open flames.
Preparing For Operation
Always mount and dismount while facing the
truck. Never attempt to mount or dismount the
truck while it is in motion. Always use handrails
and ladders when mounting or dismounting the
truck.
Check the deck areas for debris, loose hardware,
and tools. Check for people and objects that
remain on or around the truck.
Become familiar with and use all protective
equipment devices on the truck and ensure that
these items (anti-skid material, grab bars, seat
belts, etc.) are securely in place.
Ventilation For Enclosed Areas
If it is necessary to start the
engine in an enclosed area,
provide adequate ventilation.
Exhaust fumes from the
engine can kill.
Mirrors, Windows, And Lights
Remove any dirt from the surface of the
windshield, cab windows, mirrors and lights.
Good visibility may prevent an accident.
Adjust the mirrors to a position where the
operator can see best from the operator's seat.
Ensure headlights, work lights and taillights are in
proper working order. Ensure that the machine is
equipped with the proper work lamps needed for
the operating conditions.
Replace any broken mirrors, windows or lights.
In The Operators Cab - Before Starting The
Engine
DO NOT leave tools or spare parts lying around
or allow trash to accumulate in the cab of the
truck. Keep all unauthorized reading material out
of the truck cab.
Keep the cab floor, controls, steps, and handrails
free of oil, grease, snow, and excess dirt.
Read and understand the contents of the
Operation & Maintenance manual. Read safety
and operating instructions with special attention.
Become thoroughly acquainted with all gauges,
instruments and controls before attempting
operation of the truck.
Read and understand the WARNING and
CAUTION decals in the operator's cab.
Ensure the steering wheel, horn, controls and
pedals are free of any oil, grease or mud.
Check operation of the windshield wiper,
condition of wiper blades, and check the washer
fluid reservoir level.
Be familiar with all steering and brake system
controls, warning devices, road speeds and
loading capabilities, before operating the truck.
If equipped, ensure the Retractable Ladder
System (RLS) is raised.
Seat Belts
On both driver and passenger seats, check the
seat belt fabric, buckle, all belt retractors and
hardware for damage or wear. Replace any worn
or damaged parts immediately.
Even if there are no signs of damage, replace
both driver and passenger seat belts 5 years after
seat belt manufacture, or every 3 years after start
of use, whichever comes first. The passenger
seat belt date of manufacture label is sewn into
the seat belt near the buckle. The driver seat belt
date of manufacture label is sewn into the
shoulder harness belt, near the retractor end.
OPERATING THE MACHINE
Starting The Engine
NEVER ATTEMPT TO START THE MACHINE
BY SHORTING ACROSS THE STARTER
TERMINALS. This may cause fire, or serious
injury or death to anyone in machines path.
NEVER start the engine if a warning tag has
been attached to the controls.
When starting the engine, sound the horn as an
alert.
Start and operate the machine only while seated
in the operators seat.
DO NOT allow any unauthorized persons in the
operator's compartment or any other place on the
machine.
Truck Operation - General
WEAR SEAT BELTS AT ALL TIMES.
Only authorized persons are allowed to ride in
the truck. Passengers must be in the cab and
belted in the passenger seat.
DO NOT allow anyone to ride on the decks or on
the steps of the truck.
DO NOT allow anyone to get on or off the truck
while it is in motion.
DO NOT move the truck in or out of a building
without a signal person present.
Know and obey hand signal communications
between the operator and spotter. When other
machines and personnel are present, the
operator must move in and out of buildings,
loading areas and through traffic, under the
direction of a signal person. Courtesy at all
times is a safety precaution!
Immediately report any adverse conditions on
haul road, pit or dump area that may cause an
operating hazard.
Check for flat tires periodically during a shift. If
the truck has been operating on a flat, the truck
must not be parked indoors until the tire cools. If
the tire must be changed, DO NOT stand in front
of the rim and locking ring when inflating a tire
mounted on the machine. Observers must not be
permitted in the area and must be kept away
from the side of such tires.
A tire and rim assembly may explode if subjected
to excessive heat. Personnel must move to a
remote or protected location if there is a fire near
the tire and wheel area or if the smell of burning
rubber or excessively hot brakes is evident.
If the truck must be approached, such as to fight
a fire, those personnel must do so only while fac-
ing the tread area of the tire (front or back),
unless protected by use of large heavy equip-
ment as a shield. Stay at least 15 m (50 ft) from
the tread of the tire.
In the event of fire in the tire and wheel area
(including brake fires), stay away from the truck
for at least eight hours or until the tire and wheel
are cool.
Keep serviceable fire fighting equipment on
hand. Report used extinguishers for replacement
or refilling.
Always move the directional control lever to
PARK (this will apply the parking brake) when the
truck is parked and unattended. DO NOT leave
the truck unattended while the engine is running.
NOTE: DO NOT use wheel brake lock when parking
the truck.
Park the truck a safe distance away from other
vehicles as determined by the supervisor.
Stay alert at all times! In the event of an
emergency, be prepared to react quickly and
avoid accidents. If an emergency arises, know
where to get prompt assistance.
Traveling In The Truck
When traveling on rough ground, travel at low
speeds. When changing direction, avoid turning
suddenly.
Lower the dump body and move the dump lever
to the FLOAT position before traveling.
If the engine stops when the machine is in
motion, the emergency steering system will be
activated. Apply the brakes immediately and stop
the machine as quickly and safely as possible (off
of the haul road, if possible). Apply the parking
brake.
Precautions When Traveling In Reverse
Before operating the
machine or work
equipment, do as fol-
lows:
Ensure the backup alarm works properly.
Sound the horn to warn people in the area.
Check for personnel near the machine. Do a
thorough check behind the machine.
When necessary, designate a person to watch
the area for the truck operator. This is particularly
necessary when traveling in reverse.
When operating in hazardous areas and areas
with poor visibility, designate a person to direct
work site traffic.
DO NOT allow any one to enter the line of travel
of the machine. This rule must be strictly obeyed
even with machines equipped with a back-up
alarm or rear view mirror.
Traveling On Slopes
Traveling on slopes could result in the machine
tipping over or slipping.
DO NOT change direction on slopes. To ensure
safety, drive to level ground before turning.
DO NOT travel up and down on grass, fallen
leaves, or wet steel plates. These materials may
make the machine slip on even the slightest
slope. Avoid traveling sideways, and always keep
travel speed low.
When traveling downhill, use the retarder to
reduce speed. DO NOT turn the steering wheel
suddenly. DO NOT use the foot brake except in
an emergency.
If the engine stops on a slope, apply the service
brakes to fully stop the machine. Move the
directional control lever to the PARK position (this
will apply the parking brake).
Ensuring Good Visibility
When working in dark places, install work lamps
and head lamps.
Discontinue operations if visibility is poor, such as
in mist, snow, or rain. Wait for the weather to
improve to allow the operation to be performed
safely.
Operating On Snow
When working on snowy or icy roads, there is
danger that the machine may slip to the side on
even the slightest slope. Always travel slowly and
avoid sudden starting, turning, or stopping in
these conditions.
Be extremely careful when clearing snow. The
road shoulder and other objects are buried in the
snow and cannot be seen.
Avoid Damage To The Dump Body
When working in tunnels, on bridges, under
electric cables, or when entering an enclosed
area where there are height limits, always use
extreme caution. The dump body must be
completely lowered before driving.
Driving with a raised dump body or raising the
dump body in an enclosed area, may result in
serious damage and bodily injury or death.
Always drive with the dump body resting on the
frame.
Driving Near High Voltage Cables
Driving near high-voltage cables can cause
electric shock. Always maintain the safe
distances between the machine and the electric
cable as listed below.
The following actions are effective in preventing acci-
dents while working near high voltages:
Wear shoes with rubber or leather soles.
Use a signalman to give warning if the machine
approaches an electric cable.
If the work equipment touches an electric cable,
the operator must not leave the cab.
When performing operations near high voltage
cables, DO NOT allow anyone to approach the
machine.
Check with the electrical maintenance
department about the voltage of the cables
before starting operations.
When Loading The Truck
Ensure the surrounding area is safe. If so, stop
the machine in the correct loading position and
evenly load the body.
DO NOT leave the operator's seat during the
loading operation.
When Dumping
Before dumping, check that there is no person or
objects behind the machine.
Stop the machine in the desired location. Check
again for persons or objects behind the machine.
Give the determined signal, then slowly operate
the dump body. If necessary, use blocks for the
wheels or position a flagman.
When dumping on slopes, machine stability is
poor and there is danger of tip over. Always
perform such operations using extreme care.
Never travel with the dump body raised.
Voltage Minimum Safe Distance
6.6 kV 3 m 10 ft.
33.0 kV 4 m 14 ft.
66.0 kV 5 m 17 ft.
154.0 kV 8 m 27 ft.
275.0 kV 10 m 33 ft.
Working On Loose Ground
Avoid operating the machine near cliffs,
overhangs, and deep ditches. If these areas
collapse, the machine could fall or tip over and
result in serious injury or death. Remember that
ground surfaces in these areas may be
weakened after heavy rain or blasting.
Freshly laid soil and the soil near ditches is loose.
It can collapse under the weight or vibration of
the machine. Avoid these areas whenever
possible.
Parking The Machine
Ensure the truck body is empty. Completely lower
the dump body by placing the hoist control lever
in the FLOAT position.
Choose a horizontal road surface to park the
machine. If the machine must be parked on a
slope, follow local regulations to secure the truck
to prevent the machine from moving.
Move the directional control lever to PARK (this
will apply the parking brake).
NOTE: DO NOT apply the wheel brake lock.
Turn the key switch to the OFF position and wait
for the engine to stop. This could take up to three
minutes for a hot engine to cool down. After the
engine has stopped, wait two minutes before
exiting the cab. If any warning lights are
illuminated or warning horns are sounding, DO
NOT leave the cab and notify maintenance
personnel immediately.
When exiting the machine, always lock
compartments, and take the keys with you to
prevent entry from unauthorized persons.
Place wheel chocks around the wheels to
prevent the truck from rolling.
TOWING
Improper towing methods may lead to serious per-
sonal injury and/or damage.
Tow with a solid tow bar. DO NOT tow with a
cable.
Use a towing device with ample strength for the
weight of this machine.
Never tow a machine on a slope.
When connecting a machine to be towed, DO
NOT allow anyone to go between the tow
machine and the disabled machine.
Set the coupling of the disabled machine in a
straight line with the towing portion of the tow
machine, and secure it in position.
DO NOT stand next to the towing device while
the truck is moving.
(For towing method, refer to Operating Instructions -
Towing later in this section.)
WORKING NEAR BATTERIES
Battery Hazard Prevention
Battery electrolyte contains sulfuric acid and can
quickly burn the skin and eat holes in clothing. If elec-
trolyte comes in contact with skin, immediately flush
the area with water.
Battery acid can cause blindness if splashed into the
eyes. If acid gets into the eyes, flush them immedi-
ately with large quantities of water and see a doctor
immediately.
If acid is accidentally ingested, drink a large
quantity of water, milk, beaten eggs or vegetable
oil. Call a doctor or poison prevention center
immediately.
Always wear safety glasses or goggles when
working with batteries.
Batteries generate hydrogen gas. Hydrogen gas
is very EXPLOSIVE, and is easily ignited with a
small spark or flame.
Before working with batteries, stop the engine
and turn the key switch to the OFF position. Wait
two minutes after the engine has stopped, and if
no warning lights illuminate, then turn the battery
disconnect switches 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 a battery, positively
identify the positive (+) terminal and negative (-)
terminal and use precautions not to short circuit
between the terminals.
This truck is equipped with a master disconnect
switch (3, Figure 3-2) on the battery ground
circuit. When disconnecting battery cables,
always move the master disconnect switch to the
OFF position (1, Figure 3-1). First, disconnect the
positive (+) battery cables, then the negative (-)
battery cables last.
NOTE: If the master disconnect switch is OFF, and a
wrench on the negative (-) terminal touches the
battery box frame, a spark will occur if any electrical
component on the truck was left in the ON position.
When connecting battery cables, always move
the master disconnect switch (3, Figure 3-2) to
the OFF position. Then connect the negative (-)
cables first, then the positive cables (+) last.
Tighten battery terminals securely. Loose
terminals can generate sparks and could lead to
an explosion.
Tighten battery caps securely.
FIGURE 3-1. MASTER DISCONNECT SWITCH
1. Off 2. On
Jump Starting With Booster Cables
starting the machine with booster cables.
While jump starting with another machine, DO
NOT allow the two machines to touch.
Ensure the parking brake is applied on both
machines. The engine on the good machine is to
be operating.
Ensure the size of the booster cables and clips
are suitable for the battery size. Inspect the
cables and clips for any damage or corrosion.
Ensure the key switch and master battery
disconnect switch (3, Figure 3-2) on the disabled
machine is in the OFF position.
Connect the batteries in parallel: positive to
positive and negative to negative.
Connect the positive (24VDC +) cable from the
good machine to the (24VDC +) on the disabled
machine first.
Then connect the ground cable from the negative
(-) battery terminal on the good machine to the
frame of the disabled machine, as far away as
possible from the batteries. This will prevent a
spark from possibly starting a battery fire.
Move the master battery disconnect switch (3,
Figure 3-2) to the ON position. Allow time for the
batteries to charge.
If starting with a booster cable, perform the
operation with two people. One person in the cab
of the disabled machine, the other person
working with the jumper cables.
If the batteries are low, DO NOT attempt starting
the machine with only one set of jumper cables
installed. Install the second set of jumper cables
in the same way as already described.
Attempt starting the disabled machine.
For booster cable
removal,
disconnect the
ground or negative
(-) cable first, then
the (24VDC +)
cable last.
If any tool touches between the positive (+)
terminal and the chassis, it will cause sparks.
Always use caution when using tools near the
batteries.
Jump Starting With Receptacles
starting the machine with booster cables.
While jump starting with another machine, DO
NOT allow the two machines to touch.
Ensure the parking brake is applied on both
machines. The engine on the good machine is to
be operating.
Inspect the cables and connectors for any
damage or corrosion.
Ensure the key switch and master battery
disconnect switch (3, Figure 3-2) on the disabled
machine is in the OFF position.
Connect the jumper cable to the receptacle on
the good machine to the receptacle on the
disabled machine.
Allow time for the batteries to charge.
NOTE: The batteries will charge even with the
master battery disconnect switch is in the OFF
position.
If starting with a booster cable, perform the
operation with two people. One person in the cab
of the disabled machine, the other person
working with the jumper cables.
If the batteries are low, DO NOT attempt starting
the machine with only one set of jumper cables
installed. Install the second set of jumper cables
in the same way as already described.
Turn the master battery disconnect switch (3,
Figure 3-2) to the ON position and attempt
starting.
For booster cable removal, disconnect the cables
from each machine.
If any tool touches between the positive (+)
terminal and the chassis, it will cause sparks.
Always use caution when using tools near the
batteries.
PRECAUTIONS FOR MAINTENANCE
BEFORE PERFORMING MAINTENANCE
Stopping The Engine Before Service
Before performing inspections or maintenance,
stop the machine on firm, flat ground. Lower the
dump body, place the directional control lever to
the PARK position (this will apply the parking
brake), and turn the key switch to the OFF
position and wait for the engine to stop.
Wait two minutes after the engine has stopped,
and if no warning lights illuminate, then turn the
battery disconnect switches to the OFF position.
Verify that the disconnects are functioning.
Place wheel chocks around the wheels to
prevent the truck from rolling.
If the engine must be operated during
maintenance, always move the directional control
lever to the PARK position (this will apply the
parking brake). Always perform this work with two
people. One person must be in the operator's
seat to stop the engine if necessary. Never move
any controls not related to the task at hand during
these situations. Apply the propel lockout lever
(5, Figure 3-2) to prevent the truck from moving if
the engine must operate during maintenance.
When the propel lockout lever is in the OFF
position and LED light (8) is illuminated, the drive
system is locked out and the truck will not propel.
When the propel lockout lever is in the ON
position and LED light (7) is illuminated, the drive
system is active and the truck can be driven.
When servicing the machine, use care not to
touch any moving parts. Never wear loose
clothing.
When performing service with the dump body
raised, always place the dump lever in the HOLD
position, and apply the lock (if equipped). Install
the body-up safety cable securely.
Electrical Systems Isolation
Isolation box (6, Figure 3-2) contains master
disconnect switch (3), starter disconnect switch
(4) and propel lockout lever (5). The isolation box
is located on top of the front bumper, on the left
hand side. Move both disconnect switches and
the propel lockout lever to the OFF position to
disable the 24VDC electrical system, starters and
the AC electric drive system. When the switches
and propel lockout lever are in the OFF position,
LED lights (8) will be illuminated. The battery
disconnect switches and propel lockout lever can
be padlocked in the OFF position to prevent
unauthorized truck operation. When the switches
and the propel lockout lever are in the ON
position, LED lights (7) will be illuminated. Refer
to the following table to ensure the correct
disconnect is used to isolate a desired circuit or
system.
NOTE: This is the recommended usage of the
battery disconnect and propel lockout switches.
Local regulations may be different.
Action Recommended
Isolation
24V Electrical
Troubleshooting
Starter Lockout
24V Electrical
Maintenance/Repair
Master Lockout
High Voltage/Propulsion
Troubleshooting
None
High Voltage
Maintenance/Repair
Master Lockout
Hydraulic Troubleshooting Propel Lockout
Hydraulic
Maintenance/Repair
Starter Lockout
Engine Troubleshooting Propel Lockout
Engine Repair Master Lockout
Mechanical Repair Starter Lockout
Weld Repair Master Lockout &
Alternator Isolation
Fueling Starter Lockout
Lube/General Maintenance Starter Lockout
Shift Change Walk Around Starter Lockout
Oil Sample Collection Propel Lockout
FIGURE 3-2. ISOLATION BOX ASSEMBLY (COVERS REMOVED)
1. Engine Shutdown Switch
2. Access Ladder Light
Switch
3. Master Disconnect Switch
4. Starter Disconnect Switch
5. Propel Lockout Lever
6. Isolation Box
7. LED Lights (on)
8. LED Lights (off)
Warning Tag
Never start the
engine or operate
the controls while
a person is
performing
maintenance.
Serious injury or
death may result.
Always attach a 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. 09963-03001
Proper Tools
Use only tools suited to
the task. Using
damaged, low quality,
faulty, or makeshift tools
can cause personal
injury.
Extra precaution must be used when grinding,
welding, and using a sledge-hammer.
Securing The Dump Body
To avoid serious personal injury or death, the
body retention sling must be installed whenever
personnel are required to perform maintenance
on the truck while the dump body in the raised
position.
The Komatsu body-up safety sling can only be
used with a Komatsu body. Non-OEM body may
not accommodate the Komatsu body-up safety
sling. The end user must ensure that a proper
cable/sling is used.
1. To hold the dump body in the up position, raise
the body to it's maximum height.
2. Install two shackles (2, Figure 3-3) and body
retention sling (3) between rear body ear (1)
and the axle housing.
3. Secure the shackle pins with cotter pins.
4. Move the hoist lever to the FLOAT position to
slowly lower the body until the cable is support-
ing the full weight of the body. Then move the
hoist lever to the HOLD position.
5. After maintenance work is completed, return the
sling to stored position.
1. Rear Body Ear
2. Shackle And Pin
3. Body Retention
Sling
FIGURE 3-3. SAFETY CABLE
DURING MAINTENANCE
Personnel
Only authorized personnel can service and repair
the machine.
Attachments
Place attachments that have
been removed from the machine
in a safe place and manner to
prevent them from falling.
Working Under The Machine
Always lower all movable work
equipment to the ground or to
their lowest position before
performing service or repairs
under the machine.
Always block the tires of the machine securely.
Never work under the machine if the machine is
poorly supported.
Keeping The Machine Clean
If equipped, DO NOT aim high pressure spray
equipment at or near the Retractable Ladder Sys-
tem (RLS) power pack, actuator box, bearings or
electrical harnesses. Moisture introduced in the
electrical harnesses may result in uncontrolled
ladder movement.
Spilled oil, grease,
scattered tools, etc. can
cause you to slip or trip.
Always keep your
machine clean and tidy.
If water gets into the
electrical system, there is
danger that the machine may move unexpectedly
and/or damage to components may occur. DO
NOT use water or steam to clean any sensors,
connectors, or the inside of the operator's
compartment.
Use extreme care when washing the electrical
control cabinet. DO NOT allow water to enter the
control cabinet around the doors or vents. DO
NOT allow any water to enter the cooling air inlet
duct above the electrical control cabinet. If water
enters the control cabinet (through any opening
or crevice) major damage to the electrical
components may occur.
Never spray water into the rear wheel electric
motor covers. Damage to the wheel motor
armatures may occur.
DO NOT spray water into the retarding grids.
Excess water in the retarding grids can cause a
ground fault, which will prevent propulsion.
Rules To Follow When Adding Fuel Or Oil
Spilled fuel and oil may cause slipping. Always
clean up spills, immediately.
Always tighten the cap of the fuel and oil fillers
securely.
Never use fuel for washing any parts.
Always stop the engine before adding fuel or oil.
Always add fuel and oil in a well-ventilated area.
Radiator Coolant Level
If it is necessary to add
coolant to the radiator, stop
the engine. Allow the
engine and radiator to cool
down before adding the
coolant.
Depress the pressure relief button on the radiator
cap to relieve any pressure.
Slowly loosen the cap to relieve pressure during
removal.
Use Of Lighting
When checking fuel, oil, coolant, or battery
electrolyte, always use lighting with anti-
explosion specifications. If lighting without this
protection is used, there is a danger of explosion.
Precautions With The Battery
Before repairing the
electrical system or
when performing
welding, turn the key
switch to the OFF
position. Wait two
minutes after the engine
has stopped, and if no
warning lights illuminate, then turn the master
disconnect switch (3, Figure 3-2) and starter
disconnect switch (4) located in the isolation box
(6) to the OFF position. When the switches are in
the OFF position, LED lights (8) will be
illuminated.
Handling High Pressure Hoses
DO NOT bend high-pressure hoses or hit them
with hard objects. DO NOT use any bent or
cracked piping, tubes or hoses. They may burst
during use.
Always repair any loose or broken hoses. Fuel
and/or oil leaks may result in a fire.
Precautions With High Pressure Oil
Always remember that work equipment circuits
are always under pressure.
DO NOT add oil, drain oil, or perform
maintenance or inspections before completely
releasing the internal pressure.
Small, high pressure pin-hole leaks are extremely
dangerous. The jet stream of high-pressure oil
can pierce the skin and eyes. Always wear safety
glasses and thick gloves. Use a piece of
cardboard or a sheet of wood to check for oil
leakage.
If you are hit by a jet of high-pressure oil, consult
a doctor immediately for medical attention.
Maintenance Near High Temperatures And High
Pressures
Immediately after stopping the
truck, the engine coolant and
operating oils are at high
temperature and under high
pressure. In these conditions,
opening the system or
replacing filters may result in
burns or other injury. Wait for the temperature to
cool and pressure to subside before performing
the inspection and/or maintenance as outlined in
the service manual.
Rotating Fan And Belts
Keep a safe distance from
rotating parts such as the
radiator fan and fan belts.
Serious bodily injury may
result from direct or indirect
contact with rotating parts and flying objects.
Waste Materials
Never dump oil or other
harmful fluids into a sewer
system, rivers, etc.
Obey appropriate laws and
regulations when disposing of
harmful objects such as oil,
fuel, coolant, solvent, filters,
batteries, and others.
Always put fluids drained from your machine in
appropriate containers. Never drain fluids directly
onto the ground.
TIRES
Handling Tires
Rim and tire maintenance can be hazardous unless the
correct procedures are followed by trained personnel.
Improperly maintained or inflated tires can overheat
and burst due to excessive pressure. Improper infla-
tion can also result in cuts in the tire caused by sharp
stones. Both of these conditions can lead to tire dam-
age, serious personal injury, or even death.
To safely maintain a tire, adhere to the following con-
ditions:
Before a tire is removed from a vehicle for tire
repair, the valve core must be partially removed
to allow deflation, and then the tire/rim assembly
can be removed. During deflation, persons must
stand outside of the potential trajectory of the
locking ring of a multi-piece wheel rim.
After the tire/rim assembly is installed on the
vehicle, inflate the tires to their specified
pressure. Abnormal heat is generated,
particularly when the inflation pressure is too low.
NOTE: To prevent injury from the wheel rims during
tire inflation, use one of the following:
1. A wheel cage or other restraining device that
will constrain all wheel rim components during
an explosive separation of a multi-piece wheel
rim, or during the sudden release of air.
2. A stand-off inflation device which permits a per-
son to stand outside of the potential trajectory of
the wheel components.
Use the specified tires.
The tire inflation pressure and permissible speeds,
given in this manual, are general values. The actual
values may differ, depending on the type of tire and
the specific operating conditions. For details, please
consult the tire manufacturer.
When the tires become overheated, a flammable gas
is produced inside the tire which can ignite. It is par-
ticularly dangerous if the tires become overheated
while the tires are pressurized. If the gas generated
inside the tire ignites, the internal pressure will sud-
denly rise, and the tire will explode, resulting in dan-
ger and/or death to personnel in the area. Explosions
differ from punctures or tire bursts because the
destructive force of the explosion is extremely large.
Therefore, the following operations are strictly pro-
hibited when the tire is pressurized:
Welding the rim
Welding near the wheel or tire.
Smoking or creating open
flames
Tire Maintenance
If the proper procedure for performing maintenance
or replacement of the wheel or tire is not used, the
wheel or tire may burst, causing damage, serious
injury, or even death. When performing such mainte-
nance, consult your authorized regional Komatsu dis-
tributor, or the tire manufacturer.
Refer to the Society of Automotive Engineers (SAE),
SAE J1337, Off-Road Rim Maintenance Procedures
and Service Precautions, Section 4.2 for additional
information on demounting the tires and rim assem-
blies. Also, refer to Section 4.4 of SAE J1337 for
assembly and inflation recommendations.
The U.S. Department of Labor Mine Safety and Health
Administration (MSHA) addresses tire repairs in its Title
30 Code of Federal Regulations, 30 CFR 57.14104.
DO NOT stand in front of a rim and locking ring
when inflating a tire mounted on the machine.
Observers must not be permitted in the area.
DO NOT weld or heat the rim assembly with the tire
mounted on the rim. Resulting gases inside the tire
may ignite, causing explosion of the tire and rim.
Storing Tires After Removal
As a basic rule, store the tires in a warehouse in
which unauthorized persons cannot enter. If the
tires are stored outside, erect a fence around the
tires with No Entry and other warning signs.
Stand the tire on level ground, and block it
securely so that it cannot roll or fall over.
If the tire falls, flee the area as quickly as
possible. The tires for mining equipment are
extremely heavy. DO NOT attempt to hold a tire
upright when the tire is falling. The weight of
these tires may lead to serious injury or death.
Mounted tires stored as spares must be inflated to
the minimum inflation pressure necessary to keep
the tire beads properly seated. Maximum inflation
pressure of the stored tire must, in no instance,
exceed 15% of the tires cold inflation pressure.
ADDITIONAL JOB SITE RULES
Use this space to add any additional job site rules not covered in any of the previous discussions.
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WHEN REPAIRS ARE NECESSARY
1. Only qualified maintenance personnel who
understand the systems being repaired must
attempt repairs.
2. Many components on the Komatsu truck are
large and heavy. Ensure that lifting equipment -
hoists, slings, chains, lifting eyes - are of ade-
quate capacity to handle the lift.
3. DO NOT stand under a suspended load. DO
NOT work under raised body unless body
safety cables, props, or pins are in place to hold
the body in up position.
4. DO NOT repair or service the truck while the
engine is running, except when adjustments
can only be made under such conditions. Keep
a safe distance from moving parts.
5. When servicing any air conditioning system with
refrigerant, wear a face shield and cold resistant
gloves for protection against freezing. Ensure
all current regulations for handling and recycling
refrigerants are followed.
6. Follow package directions carefully when using
cleaning solvents.
7. If an auxiliary battery assist is needed, refer to
Jump Starting With Booster Cables or Jump
Starting With Receptacles earlier in this section.
8. Before performing any welding on the truck,
always turn the battery disconnect switches to
the OFF position and disconnect the alternator
positive cable. Failure to do so may seriously
damage the battery and electrical equipment. It
is not necessary to disconnect or remove any
control circuit cards on electric drive dump
trucks or any of the Alarm Indicating Device
(AID) circuit control cards.
Always fasten the welding machine ground (-)
lead to the piece being welded; the grounding
clamp must be attached as near as possible to
the weld area. Never allow welding current to
pass through ball bearings, roller bearings, sus-
pensions, or hydraulic cylinders. Always avoid
laying welding cables over or near the vehicle
electrical harnesses. Welding voltage could be
induced into the electrical harness and cause
damage to components.
9. If a truck is to be towed for any reason, use a
rigid tow bar. Check the truck cab for decals for
special towing precautions. (Also refer to the
Operation and Maintenance Manual, Operating
Instructions - Towing.)
10. Drain, clean and ventilate fuel tanks and/or
hydraulic tanks before making any welding
repairs.
Any operating fluid, such as hydraulic oil or
brake fluid escaping under pressure, can have
sufficient force to enter a person's body by pene-
trating the skin. Serious injury and possibly
death may result if proper medical treatment by a
physician familiar with this injury is not received
immediately.
11. Relieve pressure in lines or hoses before mak-
ing any disconnects.
12. After adjustments or repairs, replace all shields,
screens and clamps.
13. Working near tires can be dangerous. Use
extreme caution when working around tires.
DO NOT stand in front of a rim and locking ring
when inflating a tire mounted on the machine.
Observers must not be permitted in the area.
DO NOT weld or apply heat to the rim assembly
with the tire mounted on the rim. Resulting gases
inside the tire may ignite, causing explosion of
the tire and rim.
14. Only a qualified operator or experienced main-
tenance personnel who are also qualified in
operation can move the truck under its own
power in the repair facility or during road testing
after repairs are complete.
SPECIAL PRECAUTIONS FOR WORKING ON AN 830E-1AC TRUCK
Preliminary Procedures before Welding or Per-
forming Maintenance
Prior to welding and/or repairing an 830E-1AC dump
truck, maintenance personnel must attempt to notify
a Komatsu service representative. Only qualified per-
sonnel, specifically trained for servicing the AC drive
system, must perform this service.
If it is necessary to perform welding or repair to the
truck without the field engineer present, the following
procedures must be followed to ensure that the truck
is safe for maintenance personnel to work on and to
reduce the chance for damage to equipment.
Anytime the engine is operating:
DO NOT open any of the cabinet doors or
remove any covers.
DO NOT use any of the power cables for hand
holds or foot steps.
DO NOT touch the retarding grid elements.
Before opening any cabinets or touching a grid
element or a power cable, the engine must be
shutdown and the red drive system warning
lights must not be illuminated.
Engine Shutdown Procedure before Welding or
Performing Maintenance
Normal operation of the drive system at shutdown
leaves the system safe to maintain. However, in the
event of a system failure, performing the following
procedure prior to any maintenance activities will
ensure that no hazardous voltages are present in the
AC drive system.
1. Before shutting down the engine, verify the sta-
tus of all the drive system warning lights on the
overhead display panel. Use the lamp test
switch to verify that all lamps are functioning
properly.
If any of the red drive system warning lights
remain on, DO NOT attempt to open any cabi-
nets, disconnect any cables, or reach inside the
retarder grid cabinet without a trained drive sys-
tem technician present - even if engine is off.
Only qualified personnel, specifically trained for
servicing the AC drive system, must perform
this service.
2. If all red drive system warning lights are off, fol-
low all of the instructions for Parking The
Machine.
3. After the engine has been off for at least five
minutes, inspect the link voltage lights on the
exterior of the main control cabinet and rear of
the center console. If all lights are off, the retard
grids, wheel motors, alternator, and related
power cables are safe to work on.
4. Locate the GF cut-out switch in the front access
panel on the left side of the main control cabi-
net. Place the switch in the CUTOUT position.
This will prevent the alternator from re-energiz-
ing and creating system voltage until the switch
is returned to the previous position.
5. Ensure both battery disconnect switches are in
the OFF position. Verify that the battery discon-
nects are functioning.
6. Before doing any welding on the truck, always
disconnect the battery charging alternator lead
wire.
7. DO NOT weld on the rear of the control cabinet!
The metal panels on the back of the cabinet are
part of capacitors and cannot be heated.
8. DO NOT weld on the retard grid exhaust lou-
vers - they are made of stainless steel. Some
power cable panels throughout the truck are
also made of aluminum or stainless steel. They
must be repaired with the same material or the
power cables may be damaged.
9. Power cables must be cleated in wood or other
non-ferrous materials. DO NOT repair cable
cleats by encircling the power cables with metal
clamps or hardware. Always inspect power
cable insulation prior to servicing the cables and
prior to returning the truck to service. Discard
cables with broken insulation.
10. Power cables and wiring harnesses must be
protected from weld spatter and heat.
the weld area.
Always avoid laying welding cables over or
near the vehicle electrical harnesses. Welding
voltage could be induced into the electrical har-
ness and cause damage to components.
Never allow welding current to pass through
ball bearings, roller bearings, suspensions, or
hydraulic cylinders.
11. If the red lights on the exterior of the control cab-
inet and/or the back wall of the center console
continue to be illuminated after following the
above procedure, a fault has occurred.
Leave all cabinet doors in place; DO NOT touch
the retard grid elements; DO NOT disconnect
any power cables, or use them as hand or foot
holds.
Notify your Komatsu service representative,
immediately. Only qualified personnel, specifi-
cally trained for servicing the AC drive system,
must perform this service.
12. Replace all covers and doors and place the GF
cutout switch and battery disconnect switches
in their original positions. Reconnect all har-
nesses prior to starting the truck.
Leave the drive system in the rest mode until
the truck is to be moved.
CAPACITOR DISCHARGE SYSTEM
The control cabinets are equipped with two capacitor
charge lights, one on the exterior of the cabinet and
one in the interior. The capacitor charge lights, when
off, indicate to service personnel that the drive sys-
tem is safe to work on. Certain drive system failures,
however, can result in a condition where one or more
capacitors can remain in a charged state even
though the capacitor charge lights are off.
Because a danger can still exist with the capacitor
charge lights off, it is necessary to adhere to the fol-
lowing instructions before touching or servicing drive
system components. Only authorized service person-
nel are allowed to service the drive system.
Refer in this section for rules when servicing the
drive system. Adhere to the proper procedures for
disabling the drive system.
Necessary Tools
2000 VDC meter (Figure 3-4)
(Komatsu p/n PC3186)

Personal Protective Equipment (PPE) for working
with 2000 VDC meter
(safety shoes, high voltage gloves, and safety
glasses)
Multimeter for ground resistance measurement
Grounding stick pair (Figure 3-5)
(Komatsu p/n PC3299)

FIGURE 3-4. VOLT METER (PC3186)
FIGURE 3-5. GROUNDING
STICKS (PC3299)
Warnings And Cautions
All applicable local mine, government, and industry
rules for working with high voltage must be followed.
Required personal protective equipment, including
but not limited to safety shoes, high voltage gloves,
and safety glasses must be worn.
Safety cautions and warnings appear throughout the
instructions. WARNING indicates the potential for
personal injury and CAUTION indicates the potential
for equipment damage. Read the following warnings
prior to working on this drive system.
Hazardous voltages are present in this equip-
ment. Ensure that the Control Power Switch
(CPS) is in the OFF position and that the Genera-
tor Field Contactor (GFCO) switch is in the CUT-
OUT position before attempting any work on the
drive system components. Check that Capacitor
Charge Lights (CCLs) are not illuminated.
Use measurement and protective equipment
rated for 2000 VDC minimum to verify that no
voltage is present before touching any terminal.
Verify functionality of the measurement equip-
ment using site-approved procedures both
before and after performing control group mea-
surements.
Failure to observe these precautions may result
in death or serious personal injury.
Verify that the Capacitor Charge Light (CCL)
above the high voltage contactor area is not illu-
minated before opening the doors to the high
voltage area or the high voltage contactor area.
surements.
ment. Avoid touching any energized equipment
when the door to the low voltage area is open.
Failure to do so may result in personal injury and
equipment damage.
Hazardous voltages may be present in this equip-
ment even if the engine and capacitor charge
lights are off.
surements.
Voltages in excess of 1500 VDC may be present.
Any measurement and/or protective equipment
used must be rated at 2000 VDC minimum.
surements.
MANUAL DC LINK CAPACITOR
DISCHARGE PROCEDURE
Preparation
Follow any and all local and site specific procedures
and requirements for working on off-highway mining
equipment.
Verify that:
The engine is off and the parking brake is on.
The generator field is cut out via GF cutout switch
(2, Figure 3-6) in the low voltage area of the
control cabinet.
1. Apply control power for a minimum of 30 sec-
onds. Then, turn off control power using control
power switch (1) on the switch panel.
With control power on, an RP contactor closes
and discharges the DC link through the retard-
ing grids in less than 10 seconds.
FIGURE 3-6. INFORMATION DISPLAY PANEL
1. Control Power Switch
2. GF Cutout Switch
3. Capacitor Charge Light
In most control cabinets, RP2 is the normal dis-
charge path. In groups containing an RP3 contactor,
RP2 and RP3 are alternated as the normal discharge
path. Refer to Figure 3-7.
FIGURE 3-7. DISCHARGE PATHS
CAPACITOR CHARGE LIGHTS
Observe both capacitor charge lights (CCL1, CCL2).
CCL1 is on the outside of the contactor box. CCL2 is
on the switch panel inside the low voltage area. The
lights will stay illuminated as long as the voltage on
the DC link is greater than 50 VDC. Refer to Figure
3-8.
ment even if the engine and capacitor charge
lights are off.
surements.
FIGURE 3-8. CAPACITOR CHARGE LIGHTS
1. Exterior Capacitor Charge Light (CCL2)
2. Interior Capacitor Charge Light (CCL1)
3. Information Display Panel
4. DC Link Capacitors
FAILURE OF DISCHARGE SYSTEM
If the capacitor charge lights remain illuminated, a
failure of the normal (fast) capacitor discharge sys-
tem (RP discharge path) has likely occurred. The
slow discharge resistors that are hard wired across
the DC link should then discharge the capacitors.
The slow discharge resistors will discharge the DC
link to less than 1 VDC in under 7.5 minutes. If after
7.5 minutes, the capacitor charge lights are still illu-
minated, it must be assumed that the automatic dis-
charge system is not working and that high voltage is
present in the high voltage area.
Measuring Dc Voltage On Capacitors
1. Open the high voltage area doors.
2. With a suitable high voltage meter rated for at
least 2000 VDC, such as PC3186 or equivalent,
plus suitable protective equipment, measure the
voltage across each of the DC link capacitors.
Place one meter lead on the positive (+) capaci-
tor terminal, and the other meter lead on the
negative (-) capacitor terminal, and observe the
voltage. See Figure 3-9 and Figure 3-10. If the
voltage is less than 1.0 V the capacitor is suffi-
ciently discharged. Repeat on all DC Link
capacitors. If the voltage of any capacitor is
above 1.0 V, manually discharge the capacitor
as described in MANUAL DISCHARGE OF
CAPICTORS.
FIGURE 3-9. DC METER ON CAPACITOR
FIGURE 3-10. CAPACITOR TERMINAL POLARITY
MANUAL DISCHARGE OF CAPACITORS
If the voltage is greater than 1V on any of the capaci-
tors, the capacitor must be manually discharged.
With a suitable capacitor discharge device, such as
ground stick pair (PC3299), discharge the capacitors
where needed per the following instructions:
1. With the control cabinet high voltage compart-
ment doors closed, connect the ground stick
pair ground lead to ground. The most conve-
nient location is the middle top bolt that
attaches the door center post to the control cab-
inet frame.
2. Verify the ground connection and ground stick
resistance levels. Measure the resistance
between each individual ground stick tip to
either the GND1 or GND2 ground block in the
low voltage compartment of the control cabinet
using a multimeter (Figure 3-11). Ensure that
the resistance is within the manufacturers
specifications for the ground sticks.
For PC3299 grounding sticks, the valid range is
80 to 125 ohms per stick.
ment. Avoid touching any energized equipment
when the door to the low voltage area is open.
Failure to do so may result in personal injury and
equipment damage.
3. Discharge the relevant capacitors. Open the
door(s) and place one grounding stick on one of
the positive (+) capacitor terminals and the
other on the diagonally located negative (-) ter-
minal. Refer to Figure 3-10 and Figure 3-12.
Attempt to minimize the time between applica-
tion of the positive stick and the negative stick
so that the current flow will be positive to nega-
tive rather than either to ground. Leave sticks in
place until capacitors are discharged. Refer to
Figure 3-12.
NOTE: On the capacitors located behind the door
post, it is difficult to access diagonal terminals on the
same capacitor. If using adjacent terminals, use care
to keep the tips separated while discharging or else
use a positive terminal on one capacitor and negative
terminal of the adjacent capacitor on the same bus
bar.
For PC3299 grounding sticks, the discharge times
from 2000 volts are:
15 seconds (maximum) for 2 capacitors
75 seconds (maximum) for 10 capacitors
FIGURE 3-11. GROUNDING STICK LEAD CONNECTION AND CHECK
Voltages in excess of 1500 VDC may be present.
Any measurement and/or protective equipment
used must be rated at 2000 VDC minimum.
surements.
4. Measure voltage on all capacitors as described
in Measuring Dc Voltage On CapacitorsA3-31.
Discharge any capacitors that show voltage.
5. If all capacitors read discharged, verify that the
meter is functioning correctly using site-
approved procedures. If so, proceed to the next
section.
FIGURE 3-12. APPLICATION OF GROUNDING STICKS TO
CAPACITOR TERMINALS
SHORT ISOLATED CAPACITOR
TERMINALS
ment even if the engine and Capacitor Charge
lights are off.
surements.
Any capacitor that is isolated from the DC link and
confirmed discharged must have its terminals electri-
cally shorted together to prevent static charge build
up. Use bare wire to jumper all four terminals on the
capacitor. See Figure 3-13. Proceed to troubleshoot
and repair the control group to restore it to original
functionality.
FIGURE 3-13. JUMPER ALL TERMINALS ON
ISOLATED CAPACITOR
TRUCK OPERATION
PREPARING FOR OPERATION
The safest trucks are those which have been prop-
erly prepared for operation. At the beginning of each
shift, a careful check of the truck must be made by
the operator before starting the engine.
Safety Is Thinking Ahead
Prevention is the best safety program. Prevent a
potential accident by knowing the employer's safety
requirements, all necessary job site regulations, as
well as use and care of the safety equipment on the
truck. Only qualified operators or technicians can
operate or maintain a Komatsu truck.
Safe practices start before the operator gets to the
equipment!
Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc.,
can catch on a protrusion and cause a potential
hazard.
Always use the personal safety equipment
provided for the operator such as hard hats,
safety shoes, safety glasses or goggles. There
are some conditions when protective hearing
devices must also be worn for operator safety.
When walking to and from the truck, maintain a
safe distance from all machines, even if the
operator is visible.
WALK AROUND INSPECTION
At the beginning of each shift, a careful walk around
inspection of the truck must be performed before the
operator attempts engine start-up. A walk around
inspection is a systematic ground level inspection of
the truck and its components to ensure that the truck
is safe to operate before entering the operator's cab.
Start at the left front corner of the truck (see illustra-
tion, next page), and move in a counter-clockwise
direction. Move 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 performed in sequence, and are
repeated from the same point and in the same direc-
tion before every shift, many potential problems may
be avoided, or scheduled for maintenance. Unsched-
uled downtime and loss of production can be
reduced as a result.
Local work practices may prevent an operator from
performing all tasks suggested here. To the extent
permitted, the operator must follow this or a similar
routine.
High voltage may be present on this truck! DO
NOT open any electrical cabinet doors on the
truck while the engine is operating! Never climb
on any power cables or use power cables for
hand holds or footholds, unless the engine has
been shut off and the system has been verified as
at rest!
1. Start at left front of the truck. While performing
the walk around inspection, visually inspect all
lights and safety equipment for external dam-
age from rocks or misuse. Ensure lenses are
clean and unbroken.
Empty the dust pans on the air cleaners located
on the left side of the truck.
Ensure the ground level engine shutdown but-
ton is pulled up. If equipped, inspect the fire
control actuator to ensure the safety pin is in
place and the plastic tie that prevents acciden-
tal actuation is in place and in good condition.
Ensure the battery disconnect switches and
propel lockout lever are ON.
2. Move behind the front of the left front tire.
Inspect the hub and brake assemblies for leaks
and any abnormal conditions.
3. Check that all suspension attaching hardware is
secure and inspect the mounting key area for
evidence of wear. Check that the suspension
rod extension is correct, and that there are no
leaks. Ensure the suspension protective boot is
in good condition.
4. Inspect the anchor end of the steering cylinder
for proper greasing and all parts are secure.
5. With the engine stopped, check the engine oil
level. To obtain an accurate measurement,
remove the dipstick and wipe it off. Then rein-
sert the dipstick and remove it again to check
the oil level. Use the service light if necessary.
FIGURE 3-14. WALK AROUND INSPECTION
24. Inspect air conditioner belts for correct ten-
sion, obvious wear, and tracking. Inspect fan
guard security and condition. When leaving this
point, ensure the service light is off, if used.
25. Move outboard of the front wheel. Inspect
attaching lugs/wedges to ensure all are tight
and complete. Inspect the tires for cuts, dam-
age or bubbles. Check tire inflation pressure.
Check sight glass for front wheel oil level.
26. Move behind the front wheel and inspect the
steering cylinder. Check for proper greasing
and inspect the mounting hardware to ensure it
is all in place. Inspect all steering linkage joints
(10) for proper greasing. Inspect the suspen-
sion mounting hardware to ensure it is all in
place. Ensure the suspension protective boot is
in good condition. Inspect the hub and brakes
for any unusual conditions. Check the entire
area for leaks.
27. Inspect the sight glass on hydraulic tank (21).
With the engine stopped and body down,
hydraulic fluid must be visible in the upper sight
glass.
10. Verify all hydraulic tank shut off valves are
locked in their fully open positions.
11. Move around the hydraulic tank and in front of
the rear dual tires. Inspect hoist cylinder (15) for
any damage and leaks. Inspect both upper and
lower hoist cylinder pins for integrity and for
proper greasing.
12. Before leaving this position, look under the
lower edge of the chassis to ensure the flexible
duct that carries the air from the blower to the
final drive housing is in good condition with no
holes or breakage. Also, look up at the main
hydraulic pumps (22) to see that there is no
leakage or any other unusual condition with the
pumps or the pump drive shafts.
13. Move around the dual tires, and check to see
that all lugs/wedges are in place and tight.
Inspect latches on the wheel cover to be sure
they are properly latched. Inspect the wheel for
any oil that would indicate brake leakage or
wheel motor leakage.
Check the dual tires (18) for cuts, damage or
bubbles. Verify that inflation appears to be cor-
rect. If the truck has been operating on a flat
tire, the tire must be cool before moving the
truck inside a building. Check for any rocks that
might be lodged between the dual tires. Inspect
the rock ejector condition and straightness so
that it can not damage a tire.
14. Inspect the left rear suspension (19) for damage
and for correct rod extension. Check for leaks.
Ensure that the covers over the chrome piston
rod are in good condition. Inspect for proper
greasing.
15. Open the rear hatch cover (20), turn on the work
light if necessary. Inspect for leaks around
wheel motor mounting to rear housing, and also
brake hoses and fittings. Ensure that covers on
wheel motor sump are in place, and that there
are no rags or tools left behind. Inspect condi-
tion of hatch cover gasket, report any bad gas-
ket to maintenance. Turn off work light if used,
close and latch hatch.
16. While standing in front of the rear hatch, look up
to see that rear lights are in good condition,
along with the back-up horns. Look up at the
panhard rod to see that it is getting proper
greasing. Also look at both body hinge pins for
greasing and any abnormal condition. Check
hoist limit switch and clear any mud/debris from
contacts.
17. Perform the same inspection on the right rear
suspension (19) as done on the left.
FIGURE 3-1. WALK AROUND INSPECTION
1. Operator Cab
2. Reserve Oil System
3. Steps and Ladder
4. Radiator
5. Auto Lubrication
6. Engine
7. Suspension
8. Wheel Hub
9. Disc Brake
10. Steering Linkage
11. Alternator
12. Hoist Filters
13. Steering Filter
14. Fuel Tank
15. Hoist Cylinder
17. Disc Brake
18. Rear Tires
19. Rear Suspension
20. Rear Axle Hatch
21. Hydraulic Tank
22. Hoist and Steering
Pump
23. Steering
Accumulators
18. Move around the right dual tires. Inspect
between the tires for rocks, and check the con-
dition of the rock ejector. Inspect the tires for
cuts or damage, and for correct inflation.
19. Perform the same inspection for wheel lugs/
wedges, wheel cover latches, and wheel leaks
that was done on the left hand dual wheels.
20. Move in front of the right dual tires and inspect
hoist cylinder (15) in the same manner as the
left side. Check integrity and condition of the
body-up limit switch. Remove any mud/dirt
accumulation from the switch.
21. Move around fuel tank (14). Inspect the fuel
sight gauge, (this must agree with the gauge in
the cab). 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 con-
dition of the mounts. Check the hoist filters for
leaks.
22. Move behind the right front wheel, and inspect
the steering cylinder and linkage (10). Check for
proper greasing and inspect the mounting hard-
ware. Check the suspension mounting hard-
ware and suspension extension. Ensure the
suspension protective boot is in good condition.
Inspect the hub and brakes for any unusual
conditions. Check the entire area for leaks.
23. Move around the right front wheel; check that all
lugs/wedges are in place and tight.
24. Move in behind the front of the right front wheel,
check the hub and brakes for leaks and any
unusual condition. Inspect the steering cylinder
for secureness and for proper greasing. Inspect
the engine compartment for any leaks and
unusual conditions. Inspect the fan guard and
belts. Check for any rags or debris behind the
radiator.
25. Inspect the auto lube system and reservoir (5).
Refer to Automatic Lubrication System in Sec-
tion P, for specific details concerning the auto
lube system.
26. Move around to the right front of the truck, drop
the air cleaner pans and empty. Ensure the bat-
tery box covers are in place and secure.
27. While in front of radiator (4), inspect for any
debris in the radiator and remove. Check for
any coolant leaks. Inspect headlights and fog
lights. Inspect the battery box cover for damage
and ensure it is in place and secure.
28. Always use grab rails and the ladder when
mounting or dismounting the truck. Clean lad-
der and steps (3) and hand rails of any foreign
material, such as ice, snow, oil or mud. If the
truck is equipped with a reserve engine oil tank,
check the oil level with the reserve tank dipstick.
29. If equipped with the retractable ladder system:
a. Visually inspect the ladder for mechanical
damage. If movement is impaired in any way,
the ladder must be repaired.
b. Visually inspect for cleanliness. Ensure the
ladder is dry and free from grease and oil.
c. Ensure correct oil level is maintained in the
reservoir.
d. Raise and lower the ladder system. Check
for loose parts or any adverse noise condi-
tions.
e. Ensure the movement alarm and both UP
and DOWN LEDs operate correctly.
f. Check for any change in equipment appear-
ance, especially that which will effect ladder
system stability.
30. Use the stairs and handrails while climbing from
the first level to the cab deck.

Always mount and dismount ladders facing the
truck. Never attempt to mount or dismount while
the truck is in motion.
31. When checking the coolant level in the radiator,
use the coolant level sight gauge. If it is neces-
sary to remove the radiator cap, relieve coolant
pressure by depressing the pressure relief but-
ton, and then slowly removing the radiator cap.
If the engine has been running, allow the coolant
to cool before removing the fill cap or draining
the radiator. Serious burns may result if skin
comes in contact with hot coolant.
32. Inspect the covers over the retarding grids and
ensure they are secure. Inspect the main air
inlet to ensure it is clear. Ensure all cabinet door
latches are secure.
33. Move to the back of the cab. Open the doors to
the brake cabinet and inspect for leaks.
34. Clean the cab windows and mirrors. Clean out
the cab floor as necessary. Ensure steering
wheel, controls and pedals are free of any oil,
grease or mud.
35. Stow personal gear in the cab in a manner that
does not interfere with truck operation. Dirt or
trash buildup, specifically in the operator's cab,
must be cleaned. DO NOT carry tools or sup-
plies in the cab of the truck or on the decks.
36. Adjust the seat and the steering wheel for use.
37. Read and understand the description of all
operator controls. Become familiar with all con-
trol locations and functions before operating the
truck.
38. If equipped, raise the retractable ladder using
the in cab control panel.
RETRACTABLE LADDER SYSTEM
(If equipped)
LADDER SYSTEM DESCRIPTION
The RLS is an electro-hydraulic ladder powered by
the trucks 24VDC electrical system. The RLS pro-
vides a safe means to mount and dismount the truck
under normal and emergency conditions. The RLS
consists of two main control components, the in-cab
control panel and the power pack that operates the
ladder.
1. The in-cab control panel is a microprocessor
that controls, monitors, stores and reports lad-
der system operational data.
2. The electro-hydraulic power pack is in a ground
level stainless steel cabinet. It houses the main
control hydraulics and electrical components
that lower and raise the ladder.
3. The RLS also contains wiring harnesses,
hydraulic hoses and an emergency down valve.
FIGURE 3-15. RETRACTABLE LADDER SYSTEM
LADDER SYSTEM OPERATION
Normal Operation
During normal operation, a person can lower or raise
the RLS by using the:
In-cab control panel
Ground level control box located next to the
battery isolation box
Control switches in the power pack.
NOTE: The master disconnect switch located in the
isolation box and the isolation switch in the power
pack must both be in the ON position for the RLS to
operate.
As an added safety measure, the RLS uses a park-
ing brake interlock that requires the parking brake to
be set before the ladder can be operated under nor-
mal conditions. The RLS will automatically raise the
ladder if the operator releases the parking brake and
fails to press the [UP] button on the in-cab control
panel before attempting to drive the truck.
GENERAL SAFETY
The following safety procedures, at a minimum, must
be followed to ensure safe operation and use of the
Retractable Ladder System (RLS).
1. DO NOT run or jump on the ladder.
2. DO NOT overload the ladder. Use the ladder
one person at a time.
3. Hold onto the handrail when using the ladder.
4. Always face the ladder when ascending or
descending.
5. DO NOT attempt to ride on the ladder while it is
being raised or lowered or while the truck is in
motion.
6. Always visually check the ladder before use to
ensure the unit has not been damaged.
7. Ensure the ladder is in the fully down position
before boarding.
8. Keep hands and fingers away from pinch points
while the ladder is in motion.
9. Always check to ensure no personnel are on or
in the immediate vicinity of the ladder while it is
in motion.
10. The ladder must be kept clean and free of mois-
ture, grease and oil
11. When in the trucks cab, always use the in-cab
control panel to raise the ladder.
12. Report defects to maintenance personnel
immediately.
IN-CAB CONTROL PANEL
In-cab control panel (1, Figure 3-16) is located on the
left side of the dash and contains a microprocessor
that controls, displays, monitors, stores and reports
ladder system operational data. The in-cab control
panel provides real time position of the ladder to the
operator.
FIGURE 3-16. CAB CONTROLS
(OPERATOR VIEW)
1. In-cab Control Panel
IN-CAB CONTROL PANEL FEATURES
The in-cab control panel features a digital display
screen, command buttons ([UP], [DOWN], [ENTER],
[EXIT], [LEFT], [RIGHT]) for operating the ladder and
navigating through the various menu display
screens, a USB key port and RS 232 port for down-
loading ladder system operational data to a laptop
computer for troubleshooting. Refer to Figure 3-17.
Digital Display Screen
In-cab control panel display screen (1, Figure 3-17)
provides the user with system status, error/fault mes-
sages and a visual indicator of the ladders position
(lowered, raised, in motion).
Command Buttons
[UP] button (2, Figure 3-17) is a dual function control
that is used to raise the ladder during normal opera-
tion and scroll through the menu displays. Pressing
this button and holding it briefly will cause the ladder
to raise. Pressing and releasing this button one time
will scroll up one line of menu display, and holding it
will result in continuous menu scrolling.
[DOWN] button (3, Figure 3-17) is a dual function
control that is used to lower the ladder during normal
operation and scroll through the menu displays.
Pressing this button and holding it briefly will cause
the ladder to lower. Pressing and releasing this but-
ton one time will scroll down one line of menu dis-
play, and holding it will result in continuous menu
scrolling.
scrolling.
[ENTER] button (6, Figure 3-17) is a multi-function
button used for ladder system alarm acknowledge-
ment and menu access when in Display Mode. This
button is also used to confirm or accept changes
shown on the display screen. Press this button to
confirm or accept changes listed on the display
screen.
[EXIT] button (7, Figure 3-17) is a multi-function but-
ton used for ladder system alarm acknowledgement
and menu access when in Display Mode. This button
is also used to exit from the menu screens. Press this
button to exit from menu screens.
[LEFT] button (4, Figure 3-17) is for scrolling left
when entering a password.
[RIGHT] button (5, Figure 3-17) is for scrolling right
FIGURE 3-17. IN-CAB CONTROL PANEL (FRONT VIEW)
1. Display Screen
2. [UP] Button
3. [DOWN] Button
4. [LEFT] Button
5. [RIGHT] Button
6. [ENTER] Button
7. [EXIT] Button
8. USB Port
9. 15-Pin Harness Plug
USING THE IN-CAB CONTROL PANEL
While the ladder is in motion, the direction (up or
down) can be changed by pressing the opposite
direction ([UP] or [DOWN]) button on the control
panel.
If the IN CAB LOCKOUT message is displayed on
the control panel screen, then the RLS can only be
operated from the ground level control box mounted
next to the battery isolation box. All other control
panel functionality is still available including fault
indication and audible alarms.
When in the operators cab, always use the [UP]
button on the control panel to raise the ladder
instead of releasing the parking brake. The auto-
matic operation of the ladder when the parking
brake is released is an emergency feature only.
DO NOT release the parking brake to raise the
ladder as part of normal operation.
Raising the Ladder
The ladder will typically be in the lowered position on
a stationary truck. The in-cab control panel will indi-
cate that the access is DOWN, as shown here:
To raise the ladder, press and hold (temporarily) the
[UP] button located on the in-cab control panel. The
illustrated ladder on the screen will animate and
begin to rise to the UP position and the UP arrow (on
the control panel button) will flash. When the ladder
is completely raised, the [UP] button will remain illu-
minated continuously.
When the ladder has reached its raised travel posi-
tion and strikes the limit switch, the control panel will
indicate that the access is UP, as shown here:
The RLS power pack will continue to operate for
three more seconds to charge hydraulic accumulator.
During this time, the UP arrow will continue to flash
until the cycle is complete.
The RLS uses a limit switch to monitor ladder travel
to the UP position. If the ladder fails to strike the limit
switch or the limit switch fails to close, a fault alarm
will activate after a short delay and the in-cab control
panel will display this message, as shown here:
NOTE: The fault alarm must be acknowledged by
pressing the [EXIT] or [ENTER] buttons on the
control panel. Once the alarm has been
acknowledged, the fault message will be replaced by
a FAULT IN SYSTEM message. A defective limit
switch will prevent normal RLS operation and must
be corrected immediately.
Lowering the Ladder
NOTE: The parking brake must be applied before the
ladder can be lowered.
To lower the ladder, press and hold (temporarily) the
[DOWN] button located on the in-cab control panel.
The illustrated ladder on the screen will animate and
begin to lower to the DOWN position and the
[DOWN] button will flash.
When the ladder has reached its lowered travel posi-
tion, the control panel will indicate that the access is
DOWN, as shown here:
When the ladder is completely lowered, the [DOWN]
button will remain illuminated continuously.
USING THE GROUND LEVEL CONTROL
BOX
Ground level control box (1, Figure 3-18) is located
next to the battery isolation box and contains toggle
switch (2) that lowers and raises the ladder.
ladder can be lowered. If toggle switch (2) is held in
either position for more than ten seconds, a fault will
be activated and will need to be acknowledged by
pressing either the [EXIT] or [ENTER] buttons
located on the in-cab control panel.
Raising the Ladder
To raise the ladder, push toggle switch (2, Figure 3-
18) to the LADDER UP position and release. Ladder
operation via this switch is the same as using the in-
cab control panel. Any ladder movement will be
shown on the in-cab control panel.
Lowering the Ladder
To lower the ladder, push toggle switch (2, Figure 3-
18) to the LADDER DOWN position and release.
Ladder operation via this switch is the same as using
the in-cab control panel. Any ladder movement will
be shown on the in-cab control panel.
FIGURE 3-18. GROUND LEVEL CONTROL BOX
1. Ground Level Control Box 2. Toggle Switch
Emergency Operation
In an emergency, the RLS ladder can be lowered by
using the emergency down valve (1, Figure 3-19)
mounted on the frame above the left hand side head-
light assembly. The emergency down valve relieves
ladder system hydraulic pressure and allows the lad-
der to smoothly lower to the ground.
To lower the ladder, rotate the handle on the emer-
gency down valve clockwise. The ladder will lower
smoothly until it reaches the ground.
To reset the ladder, rotate the handle counterclock-
wise to its original position and, with power restored
to the power pack, press the [UP] button to raise the
ladder.
NOTE: The handle on the emergency down valve
must be in the original position before re-activating
the ladder.
FIGURE 3-19. EMERGENCY DOWN VALVE
1. Emergency Down Valve 2. Grille
ENGINE START-UP SAFETY PRACTICES
Never attempt to start the engine by shorting
across the cranking motor terminals. This may
cause a fire, or serious injury or death to anyone
in the machines path.
Start the engine from the operators seat only.
1. Ensure all personnel are clear of the truck
before starting the engine. Always sound the
horn as a warning before actuating any opera-
tional controls. If the truck is in an enclosure,
ensure there is adequate ventilation before
start-up. Exhaust fumes are dangerous!
2. The directional control lever must be in the
PARK position before starting.
NOTE: The park brake will always be applied
whenever the directional control lever is in the park
position and the truck is moving slower than 0.5 mph.
Move the rest switch to the ON position to put
the drive system in rest mode of operation.
Refer to discussion of the rest switch in Section
N, Operator Cab Controls.
3. If the truck is equipped with auxiliary cold
weather heater system(s), DO NOT attempt to
start the engine while the heaters are in opera-
tion. Damage to coolant heaters will result!
4. The key switch is a three position (OFF, RUN,
START) switch. When the switch is rotated one
position clockwise, it is in the RUN position and
all electrical circuits (except START) are acti-
vated.
a. Turn key switch to the RUN (not START)
position.
b. With the directional control lever in PARK,
rotate the key switch fully clockwise to the
START position, and hold this position until
the engine starts (see NOTE below). The
START position is spring-loaded and will
return to RUN when the key is released.
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.
c. After the engine has started, place the rest
switch in the OFF position to enable the drive
system. Refer to the discussion on the rest
switch in Section N, Operator Cab Controls.
NOTE: In cold ambient conditions and when the
engine is cold, the engine rpm will not increase
above low idle speed until the engine controller
determines it is safe to do so. This time delay will
vary from 30 seconds to 11 minutes which allows the
coolant and engine oil to warm up. A warning light
will also be illuminated indicating that the engine is
too cold for truck operation.
Starting fluid is extremely volatile and flammable!
Use with extreme care.
If truck is equipped with optional engine starting aid
and ambient temperature is below 10C (50F), turn
the key switch to the START position, and while
cranking the engine, move the engine starting aid
switch to the ON position for three seconds MAXI-
MUM, then release engine starting aid. If the engine
does not start, wait 15 seconds before repeating the
procedure.
NOTE: The electric cranking motors have a 30
second time limit. If the 30 second limit is reached,
cranking will be prohibited for two minutes. After two
minutes, cranking will be allowed. If the 30 second
limit is reached seven consecutive times, the key
switch must be turned to the OFF position. This will
allow the interface module to power down and reset,
which requires seven minutes to complete. The
cranking motor warning light in the overhead panel
will also illuminate if the 30 second time limit or seven
attempts is reached.
AFTER ENGINE HAS STARTED
1. Become thoroughly familiar with steering and
emergency controls. After the engine has been
started, DO NOT accelerate engine speed or
drive truck until low pressure and warning sys-
tems are normal, and the coolant temperature
is at least 71C (160F).
2. Test the truck steering in extreme right and left
directions. If the steering system is not operat-
ing properly, shut the engine off immediately.
Determine the steering system problem and
have it repaired before resuming operation.
3. Operate each of the truck's brake circuits at
least twice prior to operating and moving the
truck. These circuits include individual activa-
tion from the operator's cab of the service
brake, parking brake, and wheel brake lock.
With the engine running and with the hydraulic
circuit fully charged, activate each circuit indi-
vidually.
a. Park the truck on level ground.
b. To operate the park brake, place the direc-
tional control lever in the PARK position.
c. To operate the wheel brake lock, apply the
service brake and move directional control
lever to neutral. Release service brakes, and
apply wheel brake lock. Turn the wheel
brake lock OFF, then back ON again.
d. Release wheel brake lock and apply service
brakes several times.
e. With service brakes applied, move direc-
tional control lever to PARK.
4. If any application or release of any brake circuit
appears sluggish or improper, or if warning
alarms are activated on application or release,
shut the engine off and notify maintenance per-
sonnel. DO NOT operate the truck until the
brake circuit in question is fully operational.
5. Check the gauges, warning lights and instru-
ments before moving the truck to ensure proper
system operation and proper instrument func-
tioning. Pay special attention to braking and
steering circuit hydraulic warning lights. If warn-
ing lights come on, shut off the engine immedi-
ately and determine the cause.
6. Ensure the headlights, work lights and taillights
are in proper working order. Good visibility may
prevent an accident. Check operation of the
windshield wipers.
PRE-SHIFT BRAKE CHECK
(if equipped)
NOTE: Komatsu recommends that operators perform
static brake tests to verify that the braking systems
are adequate at the beginning of each shift before
operating the truck.
The static brake test allows the operator to check the
service brake, parking brake and the dynamic
retarder. The purpose of these tests is to verify the
functionality of the service brake, parking brake and
retarder systems at the time they are tested.
After performing each test, it is the operators respon-
sibility to determine if the truck passed each test and
if the truck is safe for operation.
The order of performing the brake tests, (service
brake, parking brake or retard system) does not mat-
ter. Each brake test is a separate test, where one
brake system or all three can be tested at any time.
If an operator has questions during brake testing,
refer to the drive system Diagnostic Information Dis-
play (DID) panel, located on the back wall of the cab
for guidance.
If the truck fails any brake test, notify mainte-
nance personnel immediately. Do not resume
operation unless the truck passes all brake tests.
Events
The following events have been added to the drive
system software to support the brake test feature.
645-1 Service Brake test Performed
645-2 Parking Brake Test Performed
645-3 Retard Test Performed
645-4 Brake Test Switch stuck closed
The Events Log will record when and which brake
tests have been performed.
OPERATION
The static brake test utilizes a momentary switch and
a check light located in the overhead display panel.
Brake Test Switch
The brake test switch is used to
initiate a brake test. Press on the
momentary switch to enter the
brake test mode. If certain condi-
tions are met, the operator can
enter a brake test sequence.
Brake Check Light
The amber light is used to indi-
cate when the truck is in the
brake test mode. When illumi-
nated, a brake test is ready.
When flashing, the brake test is
at the validation point, or the
retard system test is finished.
Description
The operator can choose which brake test to per-
form, and will set the truck controls based on the set-
tings in Table 1. The drive system will detect the
position of the directional control lever, and will pre-
pare for the appropriate test. The operator will then
press the brake test switch.
If the brake check light is illuminated solid after
pressing the brake test switch, the system is in brake
test mode and is ready for the chosen test to be initi-
ated by the operator. After testing, the operator will
then determine if the truck passed the brake tests,
and if it is safe for operation.
If the brake check light does not illuminate immedi-
ately after pressing the brake test switch, there is
most likely a problem with the setup. Refer to the
setup conditions and take action to prepare the truck
for a brake test.
If there is a problem with the truck setup, the DID
panel will display the problem.
For example if the engine is off:
ERROR Entering Brake Test
Engine not running
If the Truck is loaded:
Truck is NOT Empty
If all of the conditions are correct, except the brakes
are not set correctly, an error message will be dis-
played. For example, if the service brake and parking
brake are both applied together:
Set Brakes for Test
Brake Test Exit Criteria
Numerous conditions can occur which may interrupt
a brake test, including the following:
Any of the setup conditions becoming false
Drive system fault which restricts the LINK or
Propel mode
Truck Speed greater than 3.2 kph (2.0 mph)
Drive system at torque level for more than 30
seconds
Brake test requested, but not initiated by the
operator within 60 seconds after pressing the
brake test switch
PERFORMING THE BRAKE TESTS
Setup
Before performing any brake test, the following con-
ditions must be met:
Dump body empty
NOTE: The drive system will not enter any brake test
if the truck is loaded.
Truck located outside on a flat area, where truck
movement is allowed.

Ensure the area around the truck is free of per-
sonnel and objects. Some truck movement could
occur during brake testing.
The drive system is unable to determine if the
truck is on a hill or in a parking ditch. Testing
during these conditions will affect test results.
Before performing any brake test, the truck must be
in the following state:
Engine on (low idle)
Drive system ready (Ready Mode)
Dump body down
No drive system warning lights ON
(Can not be in LIMP mode.)
Zero ground speed
TABLE 1: BRAKE TEST SETTINGS
Test Type
Wheel Brake
Lock
Service Brake
Pedal
Directional
Control Lever
Service Brake OFF FULLY APPLIED NEUTRAL
Parking Brake OFF RELEASED PARK
Retard Test OFF RELEASED PARK
Service Brake Test
1. Firmly depress the service brake pedal.
2. Place the directional control lever in the NEU-
TRAL position. Ensure the wheel brake lock
switch is OFF.
3. Press the brake test switch and wait for the
brake check light to be on solid.
4. Fully depress the service brake pedal. Ensure
full brake application is reached. Failure to
reach full brake application will affect the ser-
vice brake test results.
5. The DID panel will display:
Service Brake Test READY
Press Accel Pedal to Start
6. With the service brake pedal still fully applied,
fully depress the accelerator pedal. The drive
system controller will enter propel mode and
generate torque up to the service brake limit.
Maintain full service brake pressure during the
test.
NOTE: The drive system can only detect if the
service brakes are applied. It can not detect the
percentage of application. It is up to the operator to
press hard enough on the service brake pedal to
achieve a full brake application.
Service Brake Test ACTIVE
Check Truck Movement when Light Flashes
8. Once torque has reached the limit for the ser-
vice brake test, the brake check light will begin
to flash. This is the indication for the operator to
make a determination as to the status of the
service brake system.
If the truck did not move:
The service brake system passed the test.
If the truck moved during the test:
The service brake system failed the test.
9. Release the accelerator pedal and the torque
will be reduced, the test will stop and the brake
check light will turn off.
10. Place the directional control lever in the PARK
position. Release the service brake pedal.
11. If the truck failed the service brake test, notify
maintenance personnel immediately.
If the truck fails the service brake test, notify
maintenance personnel immediately. Do not
resume operation unless the truck passes all
brake tests.
NOTE: If the operator partially or fully releases the
accelerator pedal during the test, torque will be
reduced and the brake check light will go back on
solid when torque falls below the test set point. The
operator can re-apply the accelerator pedal to
increase torque and the brake check light will again
flash when the torque is at the test limit.
If the test exits abnormally, or if the operator simply
does not press the accelerator pedal far enough to
achieve the torque level for the service brake test,
the DID panel will display:
Brake Test ERROR
Test did NOT complete
Parking Brake Test
position.
Parking Brake or Retard Test READY
Press Accel or Retard Pedal to Start
4. Fully depress the accelerator pedal. The drive
system controller will enter propel mode and
generate torque up to the park brake limit.
Park Brake Test ACTIVE
Check Truck Movement when Light Flashes
6. Once the torque has reached the limit for the
parking brake test, the brake check light will
begin to flash. This is the indication for the oper-
ator to make a determination as to the status of
the parking brake system.
If the truck did not move:
The park brake system passed the test.
If the truck moved during the test:
The park brake test has failed. Release the
accelerator pedal. If the truck starts to roll, apply
the service brakes to hold the truck stationary.
Notify maintenance personnel immediately.
If the truck fails the parking brake test, notify
brake tests.
7. When the operator releases the accelerator
pedal, torque will be reduced, the test will stop
and the brake check light will turn off.
Retard System Test:
position.
Parking Brake or Retard Test READY
Press Accel or Retard Pedal to Start
4. Fully depress the retard pedal. The drive sys-
tem controller will ramp up the engine speed,
close RP1, close RP2, close RP3 (if present),
turn on the choppers, and test the retarding sys-
tem. The system will verify current flow through
each grid leg and the grid blower motor.
5. The DID panel will display the current status of
the test.
Retard System Test ACTIVE
RP1 RP2 RP3 CHOP
(Elements are added as the test progresses.)
6. Upon successful completion of the test, the light
will flash for 10 seconds indicating a successful
test. The DID panel will display:
Retard System Test PASSED
or
Retard System Test FAILED or Incomplete
NOTE: If the brake check light never flashes, but
turns off, the test has failed.
If the truck fails the retard system test, notify
brake tests.
7. When the operator releases the retard pedal,
the test will stop and the brake check light will
turn off.
8. If the retard system failed the test, notify main-
tenance personnel immediately. Do not resume
operation unless the truck passes all brake
tests.
EMERGENCY STEERING SYSTEM
Operation
This truck is equipped with an emergency steering
system. This system is a backup in the event of loss
of oil supply to the main steering system. The
emergency steering system was designed to meet or
exceed SAE J1511 and ISO 5010 standards.
If the low steering system pressure indicator light and
alarm are activated, a failure in the hydraulic oil
supply to the steering and brake system exists. When
the alarm is activated, typically there is enough
hydraulic pressure stored in the brake and steering
accumulators to allow brief operation of the steering
and brake functions. However, this oil supply is
limited. Therefore, it is important to stop the truck as
quickly and safely as possible after the alarm is first
activated.
If the oil supply pressure drops to a predetermined
level, the low brake pressure warning light will also
illuminate. If the oil pressure continues to decrease,
the brake auto-apply feature will activate the service
brakes to stop the truck.
Pre-Operation Testing
NOTE: Komatsu recommends that operators perform
this test to verify that the steering accumulator
precharge pressure is adequate at the beginning of
each shift before operating the truck.
Ensure no one is near the front tires during this
test. All personnel are warned that the clearances
change when the truck is steered and this could
cause serious injury.
This test can only be performed with an empty truck.
1. Park the empty truck on flat, level ground.
Lower the dump body onto the frame and stop
the engine. Ensure that the key switch is in the
OFF position.
2. Wait at least 90 seconds to verify that all
hydraulic pressure has been relieved from the
steering accumulators. Turn the steering wheel
from stop to stop. If the front wheels do not
move, there is no hydraulic pressure.
3. Check the hydraulic tank oil level. The oil level
must be visible in the center of the upper sight
glass and must not cover the entire upper sight
glass. Add oil if necessary. DO NOT overfill.
4. Turn the key switch to the ON position, but DO
NOT start the engine.
a. Steering system pressure: Verify that the low
steering pressure warning light is
illuminated. If it is not illuminated,
immediately notify maintenance personnel.
DO NOT operate the truck until the problem
is corrected.
b. Steering accumulator precharge: Verify that
the low accumulator precharge warning light
is not illuminated and the warning buzzer is
not sounding. If the warning light is
illuminated and the buzzer is sounding,
immediately notify maintenance personnel.
is corrected.
5. Start the engine and allow the steering
accumulators to fully charge. Turn the steering
wheel so that the front wheels are straight.
6. Check the hydraulic tank oil level while the
engine is on.
a. If the oil level is visible in center of the lower
sight glass and does not cover the entire
lower sight glass, the steering accumulators
are adequately charged. Proceed to Step 7.
b. If the oil level is below the lower sight glass,
the steering accumulators are not
adequately charged. Turn the key switch to
the OFF position and stop the engine.
Immediately notify maintenance personnel.
is corrected.
7. Shut the engine off by using the engine stop
button located on the center console. Leave the
key switch in the ON position. This allows the
steering accumulators to retain their hydraulic
charge.
a. If the warning light and buzzer do activate,
turn the key switch OFF and notify mainte-
nance personnel. DO NOT operate the truck
until the problem is corrected.
b. If the steering accumulators are adequately
charged, the low steering pressure warning
light and the low accumulator precharge
warning light will not illuminate. Continue to
the next step.
8. Turn the steering wheel from stop to stop. The
front wheels must turn fully to the left and to the
right. Eventually, the low steering pressure
warning light will illuminate and the warning
buzzer will sound. This is normal.
If the front wheels cannot be turned fully to the
left and right, or if the warning light and buzzer
do not activate, immediately notify maintenance
personnel. DO NOT operate the truck until the
problem is corrected.
If the truck passes this test, the emergency steering
system is functioning properly.
Additional Guidelines
1. When the truck body is raised, DO NOT allow
anyone below it unless the body-up retaining
cable is in place.
2. DO NOT use the fire extinguisher for any pur-
pose other than putting out a fire! If an extin-
guisher is discharged, report the occurrence so
the used unit can be refilled or replaced.
3. DO NOT allow unauthorized personnel to ride
in the truck. DO NOT allow anyone to ride on
the ladder or outside of the truck cab. Passen-
gers must be belted into the passenger seat
during travel.
4. DO NOT leave the truck unattended while the
engine is running. Move the directional control
lever to PARK, then shut the engine off before
getting out of the 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 ensure safe machine operation.
If any of the red warning lights illuminate or if any
gauge reads in the red area during truck opera-
tion, a malfunction is indicated. Stop the truck as
soon as safety permits, and stop the engine.
Have the problem corrected before resuming
truck operation.
The truck is equipped with "slip/slide" control. If
this function becomes inoperative, operating the
truck with stalled or free spinning wheel motors
may cause serious damage to wheel motors! If
the truck does not begin to move within ten sec-
onds after depressing the throttle pedal (direc-
tional control lever in a drive position), release
the throttle pedal and allow wheels to regain trac-
tion before accelerating again.
1. Always look to the rear before reversing the
truck. Watch for and obey the ground spotter's
hand signals before traveling in reverse. Sound
the horn (three blasts). The spotter will 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 the truck is in
operation.
3. Check gauges and instruments frequently dur-
ing operation for proper readings.
4. Observe all regulations pertaining to the job
site's traffic patterns. Be alert to any unusual
traffic patterns. Obey the spotter's signals.
5. Match the truck speed to haul road conditions
and slow the truck in congested areas. Keep a
firm grip on the steering wheel at all times.
6. DO NOT allow the engine to run at idle for
extended periods of time.
7. Check the brake lock performance periodically
to ensure safe loading and dumping.
DO NOT use the brake lock for parking. When the
engine is turned off, hydraulic pressure will bleed
down, allowing the brakes to release!
8. Proceed slowly on rough terrain to avoid deep
ruts or large obstacles. Avoid traveling close to
soft edges and near the edges of a fill area.
9. Truck operation requires a concentrated effort
by the driver. Avoid distractions of any kind
while operating the truck.
MACHINE OPERATION ON THE HAUL
ROAD
1. Always stay alert! If unfamiliar with the haul
road, drive with extreme caution. Cab doors
must remain closed at all times if the truck is in
motion or unattended.
2. Obey all road signs. Keep the truck under con-
trol at all times. Govern truck speed by the road
conditions, weather and visibility. Report poor
haul road conditions immediately. Muddy or icy
roads, pot holes or other obstructions can pres-
ent hazards.
3. Initial propulsion with a loaded truck must begin
from a level surface whenever possible. At
times, starting on a hill or grade cannot be
avoided. Refer to Starting On A Grade With A
Loaded Truck later in this section.
4. Before traveling in reverse, give a back-up sig-
nal of three blasts on the horn. Before starting
forward, signal with two blasts on the horn.
These signals must be given each time the
truck is moved forward or backward.
5. Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
6. Maintain a safe distance when following
another vehicle. Never approach another vehi-
cle from the rear, in the same lane, closer than
15 m (50 ft). When driving on a down grade, this
distance must not be less than 30 m (100 ft).
7. DO NOT stop or park on a haul road unless
unavoidable. If the truck must be stopped on a
haul road, park in a safe place, move the direc-
tional control lever to PARK, and shut the
engine off before leaving the cab. Block the
wheels securely and notify maintenance per-
sonnel for assistance.
8. While driving on a slope, maintain a speed that
will ensure safe driving and provide effective
retarding under all conditions (Refer to Dynamic
Retarding, in Section 32 Operator Cab Con-
trols.) Refer to the grade/speed retard chart in
the operator's cab to determine maximum safe
truck speeds for descending various grades
with a loaded truck.
9. When operating the truck in darkness, or when
visibility is poor, DO NOT move the truck unless
all headlights, clearance lights, and tail lights
are on. DO NOT back the truck if the back-up
horn or lights are inoperative. Always dim the
headlights when approaching oncoming vehi-
cles.
10. If the emergency steering light and/or low brake
pressure warning light illuminate during opera-
tion, immediately steer the truck to a safe stop-
ping area, away from other traffic if possible.
Refer to item 7 above.
11. Check the tires for proper inflation during each
shift. If the truck has been operating on a flat or
under-inflated tire, the truck must remain out-
side of any buildings until the tire cools.
STARTING ON A GRADE WITH A LOADED
TRUCK
Initial propulsion with a loaded truck must begin from
a level surface whenever possible. There are circum-
stances when starting on a hill or grade cannot be
avoided. In these instances use the following proce-
dure:
1. Fully depress the service brake pedal (DO NOT
use retarder lever) to hold the truck on the
grade. With the service brakes fully applied,
move the directional control lever to a drive
position (FORWARD/REVERSE) and increase
engine rpm with the throttle pedal.
2. As engine rpm approaches maximum, and
when propulsion effort is felt working against
the brakes, release the brakes and allow truck
movement. Ensure the service brake pedal is
completely released. As truck speed increases
above 5-8 kph (3-5 mph) the PSC will drop pro-
pulsion if the retarder is still applied.
NOTE: Releasing and reapplying dynamic retarding
during a hill start will result in loss of propulsion.
PASSING
1. DO NOT pass another truck on a hill or on a
blind curve!
2. Before passing, ensure the road ahead is clear.
If a disabled truck is blocking your lane, slow
down and pass with extreme caution.
3. Use only the areas designated for passing.
LOADING
1. Approach the loading area with caution.
Remain at a safe distance while the truck
ahead is being loaded.
2. DO NOT drive over unprotected power cables.
3. When approaching or leaving a loading area,
watch for other vehicles and for personnel work-
ing in the area.
4. When pulling in under a loader or shovel, follow
the spotters or the shovel operators signals.
The truck operator may speed up loading by
observing the location and loading cycle of the
truck being loaded ahead, and then following a
similar pattern.
5. During loading, the operator must stay in the
truck cab with the engine running. Place the
directional control lever in NEUTRAL and apply
the brake lock.
6. When loaded, pull away from the shovel as
quickly as possible with extreme caution.
DUMPING
Raising The Dump Body
1. Approach the dump area with extreme caution.
Ensure the area is clear of persons and
obstructions, including overhead utility lines.
Obey signals as directed by the spotter, if pres-
ent.
2. Avoid unstable areas. Keep a safe distance
from the edge of the dump area. Position the
truck on a solid, level surface before dumping.
As the body raises, the truck center of gravity will
move. The truck must be on level surface to pre-
vent tipping/rolling!
3. Carefully maneuver the truck into the dump
position. When backing the truck into the dump
position, use only the brake pedal to stop and
hold the truck; DO NOT rely on the brake lock to
stop the truck; this control is not modulated and
applies the rear service brakes only.
4. When the truck is stopped and in dump posi-
tion, apply the brake lock and move the direc-
tional control lever to the NEUTRAL position.
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 move-
ment may jolt the truck violently and cause pos-
sible 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,
slowly accelerate engine rpm while raising the
body. When the material starts to move, release
the hoist lever to the HOLD position. If the mate-
rial does not continue moving and clear the body,
repeat this procedure until the material has been
dumped.
5. Pull the lever to the rear (to HOIST position) to
actuate the hoist circuit. (Releasing the lever
anywhere during the raise cycle will hold the
body at that position.)
6. Raise engine rpm to accelerate hoist speed.
7. Reduce the engine rpm as the last stage of the
hoist cylinder begins to extend. Keep engine
speed at low idle as the last stage reaches half-
extension.
8. Release the hoist lever as the last stage of the
hoist cylinder reaches full extension.
NOTE: If the directional control lever is in REVERSE
when the dump body is raised, reverse propel is
inhibited. To deactivate, lower the dump body and
move the directional control lever out of REVERSE.
Lowering The Dump Body
(When dumping on flat ground):
It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to
clear the material) before the body can be lowered.
1. Shift the directional control lever to FORWARD,
release the brake lock, depress the override
button and drive just far enough forward for the
body to clear the material. Stop, shift the direc-
tional control lever to NEUTRAL, and apply the
brake lock.
2. Move the hoist lever forward to the DOWN posi-
tion and release. Releasing the lever places the
hoist control valve in the FLOAT position allow-
ing the body to return to the frame.
NOTE: If dumped material builds
up at the rear of the body and the
body cannot be lowered, perform
Steps a & b below:
a. Move the hoist lever back to the RAISE posi-
tion to fully raise the dump body. Then,
release the hoist lever so it returns to the
HOLD position.
b. Move the directional control lever to FOR-
WARD, release the brake lock, depress the
override button and drive forward to clear the
material. Stop, move the directional control
lever to NEUTRAL, apply the brake lock and
lower the body, again.
NOTE: When an attempt to lower the body is
unsuccessful because of material obstruction, raise
the body back up. This will help to prevent the body
from suddenly dropping when pulling away from the
obstruction.
The truck is not to be moved with the dump body
raised except for emergency purposes only. Fail-
ure to lower the body before moving the truck
may cause damage to the hoist cylinders, frame
and/or body hinge pins.
3. With the body returned to the frame, move the
directional control lever to FORWARD, release
the brake lock, and carefully leave the dump
area.
(When dumping over a berm or into a crusher):
1. Move the hoist lever to the DOWN position and
release. Releasing the lever places the hoist
control valve in the FLOAT position allowing the
body to return to the frame.
NOTE: If dumped material builds
up at the rear of the body and the
body cannot be lowered, perform
Steps a & b below:
a. Move the hoist lever back
to the HOIST position to
fully raise the dump body. Release the hoist
lever to return it to the HOLD position.
NOTE: DO NOT drive forward if the tail of the body
will not clear the crusher wall in the fully raised
position.
b. Move the directional control lever to FOR-
WARD, release the brake lock. Depress the
override button and drive forward to clear the
material. Stop, shift the directional control
lever to NEUTRAL, apply the brake lock and
lower the body again.
NOTE: When an attempt to lower the body is
unsuccessful because of material obstruction, raise
the body back up. This will help to prevent the body
from suddenly dropping when pulling away from the
obstruction.
CAUTION! DO NOT move the truck with the dump
body raised except for emergency purposes
only. Failure to lower the body before moving the
truck may cause damage to the hoist cylinders,
frame and/or body hinge pins.
2. With the body returned to the frame, move the
directional control lever to FORWARD, release
the brake lock, and carefully leave the dump
area.
SUDDEN LOSS OF ENGINE POWER
If the engine suddenly stops, there is enough hydrau-
lic pressure stored in the brake and steering accumu-
lators to allow the operation of the steering and brake
functions. However, this oil supply is limited so it is
important to stop the truck as quickly and safely as
possible after the loss of engine power.
If the brake supply pressure drops to a pre-deter-
mined level, the low brake pressure warning light will
illuminate and a buzzer will sound. If the brake pres-
sure continues to decrease, the auto-apply feature
will activate and the service brakes will apply auto-
matically to stop the truck.
1. Bring the truck to a safe stop as quickly as pos-
sible by using the foot pedal to apply the ser-
vice brakes. If possible, safely steer the truck to
the side of the road while braking.
Dynamic retarding will not be available! DO NOT
use the service brakes for continuous retarding
purposes.
2. As soon as the truck has stopped moving, shift
the directional control lever to PARK. This will
apply the parking brake.
3. Slowly release the service brakes to check the
capacity of the parking brake. If the parking
brake can not hold the truck stationary, apply
the service brakes and hold them ON. DO NOT
turn the key switch OFF, and DO NOT release
the service brakes.
4. Notify maintenance personnel immediately.
5. If the truck is on level ground, or if the parking
brake can hold the truck stationary and the truck
is in a stable condition, it is then OK to turn the
key switch OFF.
6. If safe to do so, have maintenance personnel
place wheel chocks or other mechanisms in
front or behind the wheels to reduce the risk of
the truck rolling.
7. If traffic is heavy near the disabled machine,
mark the truck with warning flags during day-
light hours or use flares at night. Adhere to local
regulations.
FUEL DEPLETION
The high pressure injection (HPI) fuel system uses
fuel to adjust fuel delivery timing by creating a
hydraulic link between the upper plunger and the
timing plunger. Metered fuel is also used for
lubricating the injector plunger and barrel. The
maximum demand for metered fuel is required during
high speed / low load conditions.
Operating the truck to fuel depletion forces the
injector train into a no-follow* condition. No fuel
flow between the plungers may cause damage to
the injectors and the overhead due to adhesive
wear, resulting in costly repairs and unnecessary
downtime.
Allowing the Komatsu truck to operate until fuel
depletion can lead to unsafe operating condi-
tions possibly resulting in an uncontrollable
vehicle and/or personal injury.
SAFE PARKING PROCEDURES
The operator must continue to use safety precau-
tions when preparing for parking and stopping the
engine.
In the event that the equipment is being used in con-
secutive shifts, any questionable truck performance
the operator may have noticed must be checked by
maintenance personnel before the truck is released
to another operator.
1. Park the truck on level ground, if possible. If it is
necessary to park on a grade, the truck must be
positioned at right angles to the grade.
2. Stop the truck using the service brakes. Place
the directional control lever in the PARK posi-
tion. This will apply the parking brake. Slowly
release the service brakes. If the truck starts to
roll, apply the service brakes and notify mainte-
nance personnel immediately.
NOTE: If the engine is running, and the truck is
stationary and no brakes are applied, the red
indicator light (D5) will illuminate and the warning
buzzer will sound. Also, parking brake light (A3) and
service brake light (B3) will start flashing. The
operator must apply one of the following braking
systems: the service brakes, the wheel brake lock or
the parking brake to prevent truck roll away and to
silence the alarms.
3. If the truck is stationary with only the parking
brake applied, place chocks fore/aft of the
wheels to reduce the risk of the truck rolling.
Each truck must be parked at a reasonable dis-
tance from other trucks/equipment.
4. 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 flares
at night.
5. Proceed to Normal Engine Shutdown proce-
dure.
NORMAL ENGINE SHUTDOWN
PROCEDURE
The following procedure must be followed to shut the
engine off.
1. Stop the truck out of the way of other traffic.
Park on a level surface, free of overhead power
lines or other objects that could prevent raising
the dump body.
a. Reduce engine speed to idle.
b. Place the directional control lever in PARK.
This will apply the parking brake. DO NOT
apply the wheel brake lock.
NOTE: If the truck starts to roll, apply the service
brakes and notify maintenance personnel
immediately.
c. Ensure the parking brake applied indicator
light in the overhead display panel is illumi-
nated.
2. Place the rest switch in the ON position to put
the AC drive system in rest mode. Ensure the
rest indicator light in the overhead panel is illu-
minated.
3. Turn the key switch counterclockwise to the
OFF position to stop the engine.
The engine may continue to run for up to three
minutes after the key switch is turned OFF, if the
parking brake has been set. The engine may
stop before three minutes has elapsed if the
engine coolant is not too hot, and the engine
rpms and fuel delivery has been low for a
period of time before the key switch was placed
in the OFF position. The engine shutdown light
in the overhead panel will be illuminated during
the shutdown sequence.
NOTE: If the engine must be shut down immediately,
stop the truck, shift the directional control lever to
PARK, turn the key switch OFF, then pull up on the
engine stop switch located in the operator cab center
console. Push the switch back down to enable
engine operation.
NOTE: There is also an engine stop switch
located at ground level at the left front corner of
the truck. When this switch is activated, the
engine will stop immediately, with no cooling off
time.
4. With the key switch OFF and engine stopped,
wait at least two minutes. If any warning lights
are illuminated, notify maintenance personnel
immediately.
NOTE: When the key switch is turned OFF, the
parking brake will automatically be set, even if it was
not set already by the operator. The wheel brake lock
will be disabled, even if it was set by the operator.
5. Ensure the steering circuit is completely bled
down by turning the steering wheel back and
forth several times. No front wheel movement
will occur when hydraulic pressure is relieved. If
the front tires continue to steer after the engine
is stopped, notify maintenance personnel.
6. Verify all link voltage lights are off (one on the
back side of the center console inside the oper-
ator cab, two on the electrical cabinet), and
notify maintenance personnel if the lights
remain illuminated longer than five minutes after
the engine has been stopped.
7. If equipped, lower the retractable ladder with
the in cab control panel.
8. Close and lock all windows. Remove the key
from the key switch and lock the cab to prevent
possible unauthorized truck operation. Properly
dismount the truck. Put wheel chocks in place.
DISABLED TRUCK CONNECTORS
GENERAL
Refer to Section L for repair and troubleshooting pro-
cedures for the hoist system components and steer-
ing system components. Refer to Section J for repair
and troubleshooting procedures for the hydraulic
brake system components.
STEERING AND BRAKE SYSTEM
Ports are provided on the bleeddown manifold to
allow operation of the steering and brake circuits for
temporary truck operation if the steering/brake pump
is not operational. To use this feature, two hoses
(supply and return) from the disabled truck must be
connected to a hydraulic source (such as an opera-
tional truck or an auxiliary power unit).
Hookup
1. When the good truck is in position, stop the
engine and wait two minutes to allow the
hydraulic system to bleed down. Ensure
hydraulic pressure has bled off before connect-
ing any hoses.
NOTE: Maximum hydraulic pressure is not to exceed
24 304 kPa (3,525 psi).
2. Connect the hydraulic supply hose from the
good truck to the supply port (4, Figure 3-10).
NOTE: Failure to attach the return hose from the
disabled truck to the hydraulic pressure source could
cause the disabled truck hydraulic tank to overflow,
or potentially damage the hydraulic power source
due to lack of oil.
3. Connect the return hose from the good truck to
the return port (3).
NOTE: Because there are check valves incorporated
into the bleed down manifold, the pressurized fluid
supplied by the hydraulic source using supply port (4)
will not supply oil to the brake system. To enable
brake system operation, a jumper hose must be
installed between the brake ports (1 & 2). Once the
jumper hose is installed, pressurized oil from the
hydraulic pressure source will be supplied to both the
steering and the brake circuits.
4. If operable brakes are needed on the disabled
truck, connect a jumper hose from brake port
(1) to brake port (2).
5. Start the engine on the good truck and check
the operation of the steering and brake system
before moving the disabled truck.
6. To disconnect the hoses, stop the engine(s).
Wait two minutes for the hydraulic system to
bleed down. Ensure all hydraulic pressure has
been relieved before disconnecting the hoses.
7. Ensure the brake system jumper hose is
removed when the supply and return hoses are
disconnected from the truck.
FIGURE 3-20. BLEEDDOWN MANIFOLD
2. Brake Port( # 1)
3. Brake Port (# 2)
4. Return Port
5. Supply/Inlet Port
HOIST SYSTEM
Sometimes it is necessary to dump a load from the
body of a truck when the hoist system is inoperable.
To use this feature, two hoses (supply and return)
must be connected to a hydraulic source (such as an
operational truck or an auxiliary power unit).
Quick disconnect fittings (1 & 2, Figure 3-21) are pro-
vided on the overcenter valve to allow operation of
the hoist circuit for temporary truck operation if the
hoist pump, hoist valve or other hoist system compo-
nent is not operational. This will allow maintenance
personnel to raise the truck body to dump the load
In the example, Figure 3-21 illustrates a typical
hookup from the good truck. The disabled truck may
be another Model 830E, or a different Komatsu elec-
tric drive truck model.
The hoist circuit relief valves are adjusted to 17 240
kPa (2,500 psi).
NOTE: The matching quick disconnect couplings for
items (1 & 2) is PB4684.
Hookup
Ensure there is an adequate, clear area to dump the
loaded box. When the good truck is in position, stop
the engine and wait two minutes to allow the hydrau-
lic system to bleed down. Ensure hydraulic pressure
has bled off before connecting hoses.
1. With the good truck parked as close as possible
to the disabled truck, attach a hose from the
power up quick disconnect (1, Figure 3-21) to
the power down circuit of the disabled truck.
(Hose must be rated to withstand 17 237 kPa
(2,500 psi) or greater pressure.
NOTE: The power down circuit will use a smaller
diameter hose (tube) than the power up circuit.
2. Connect another hose from the power down
quick disconnect (2) to the power up circuit of
the disabled truck.
NOTE: If both trucks are a Model 830E, the hoses
will be installed at the quick disconnects but will be
crossed when connected.
Dumping Procedure
Raising the Body:
3. On the disabled truck, move the hoist control
lever to power up and then release it to place
the hoist pilot valve in the HOLD position (leave
in this position during entire procedure).
4. Start the engine on the good truck, place the
hoist control in the power down position and
increase engine RPM to high idle to dump the
disabled truck. If the body of the disabled truck
fails to raise, increase the good truck power
down relief pressure as follows:
a. Stop the engine and wait two minutes to
allow the hydraulic system pressure to bleed
down.
b. Remove the cap from the hoist pilot valve
relief valve located in the hydraulics compo-
nents cabinet behind the cab. While counting
the number of turns, slowly screw the relief
valve adjustment screw clockwise until it bot-
toms.
5. Repeat Step 4 to dump the disabled truck.
FIGURE 3-21. HOIST CONNECTIONS
1. Power Up Quick Disconnect
2. Power Down Quick Disconnect
3. Over Center Valve
Lowering the Body:
6. Place the hoist lever of the good truck in FLOAT
to lower the body. If necessary, momentarily
place the hoist control in POWER UP until the
body is able to descend in FLOAT. Do not accel-
erate the engine.
7. After body is lowered, stop the engine and wait
two minutes to allow the hydraulic system to
bleeddown. Then disconnect the hoses.
8. Reduce power down relief valve pressure to
normal on good truck by turning the adjustment
counterclockwise the same number of turns as
required in step 4 b.
9. Check power down relief pressure using
instructions in Section L10.
10. Check hydraulic tank oil level.
TOWING
Before towing a truck, many factors must be
carefully considered. Serious personal injury
and/or significant property damage may result if
important safety practices, procedures and
preparation for moving heavy equipment are not
observed.
A disabled machine may be towed after the following
precautions have been taken.
Do not tow the truck any faster than 8 kph (5
mph).
Tow with a solid tow bar. DO NOT tow with a
cable. Use a towing device with ample strength
for the weight of this truck.
Never tow a truck on a slope.
Inspect towing components, such as tow bars
and couplings, for any signs of damage. Never
use damaged or worn components to tow a
disabled vehicle.
Keep a safe distance from the trucks and towing
apparatus while towing a vehicle.
After connecting a truck that is to be towed, do
not allow anyone to go between the tow vehicle
and the disabled vehicle.
Set the coupling of the truck being towed in a
straight line with the towing portion of the tow
truck, and secure it in position.
An operator is to remain in the cab of the towed
vehicle at all times during the towing procedure.
Special Wiring Harness
Before towing, a special wiring harness must be
made in order to release the parking brake. The
harness will require approximately 9 meters (30 ft) of
#14 wire, and one ON/OFF switch (capable of
carrying 2 amps of current) and two ring terminals.
Refer to Figure 3-22. Using a ring terminal, one end
of the wire must connect to a 24VDC bus bar (1) in
the auxiliary control cabinet to supply 24V to the
solenoid. Switch (2) must be positioned in the
harness so the operator can operate the switch while
seated in the operators seat. The harness must be
fitted with a connector (4) to allow it to be plugged
into parking brake solenoid (3) inside the brake
cabinet. Wire (5) leading from this connector is to be
connected to the ground block using a ring terminal.
Refer to Figure 3-11 for an overview of the special
wiring harness when installed on the truck.
The parts required to connect to the solenoid are: 1
housing (PB8538), 2 sockets (0819105430) and 1
wedge (PB8540).
Towing Procedure
1. Shut the engine off.
2. Block the wheels on the disabled truck to
prevent movement while preparing the truck for
towing and while attaching the tow bar.
3. Ensure the towing vehicle has adequate
capacity to both move and stop the towed truck
under all conditions.
4. Ensure that the tow bar has adequate strength
(approximately 1.5 times the empty vehicle
weight of truck being towed). Install tow bar
between the two vehicles.
5. Block the wheels on the tow vehicle to prevent
movement while preparing the disabled truck for
towing.
6. If necessary, install quick disconnect fittings to
the bleeddown manifold to allow the hydraulic
system to be operational. Install hydraulic
connections for steering/braking between the
tow vehicle the and disabled vehicle. An
auxiliary power unit can also be used.
7. After the hydraulic connections are made,
check the disabled vehicle braking and steering
systems for normal operation. Install 24 100
kPa (3,500 psi) pressure gauges on both the BF
test port and the BR test port on the brake
manifold in the brake cabinet. Ensure proper
pressure is displayed on the gauge when
depressing the brake pedal.
FIGURE 3-22. PARKING BRAKE HARNESS
1. 24VDC Connection
2. Switch (ON/OFF)
3. Park Brake Solenoid
4. Connector
5. Ground Wire
8. If the truck is loaded, dump the entire load.
Never pull or tow a loaded truck. Refer to
Disabled Truck Dumping Procedure.
9. The parking brakes must be released before
towing. To release the parking brake, follow the
steps below to install a special wiring harness to
release the parking brakes.
a. Ensure switch (1, Figure 3-23) is in the OFF
position.
b. Connect one lead of the special wiring
harness to the 24VDC bus bar terminal on
the side wall in the auxiliary control cabinet
for the 24V supply.
c. Disconnect the truck wiring harness from
parking brake solenoid (2, Figure 3-24).
Connect special wiring harness (3, Figure
Figure 3-23) to the parking brake solenoid.
Attach the short lead (2) to ground.
d. WIth the window lowered, place the end of
the special wiring harness inside the cab so
the operator can control the parking brake
with switch (1).
FIGURE 3-23. PARKING BRAKE WIRING FOR TOWING
1. Switch
2. Ground Wire
3. Harness
FIGURE 3-24. BRAKE CABINET
1. Brake Manifold 2. Park Brake Solenoid
10. Ensure the operator in the towing vehicle has 2-
way radio communications with the driver in the
disabled truck.
11. When ready to tow the disabled truck, remove
blocking from the wheels.
12. The operator in the disabled truck should now
move switch (1, Figure 3-23) to the ON position.
This will release the parking brakes.
13. Tow the disabled truck. Sudden movement may
cause tow bar failure. Smooth, gradual truck
movement is preferred. Do not tow the truck
any faster than 8 kph (5 mph).
14. Minimize the tow angle at all times. Never
exceed 30 degrees. The towed truck must be
steered in the direction of the tow bar.
15. When the desired location has been reached,
the operator in the towed vehicle is to apply the
service brakes, then turn switch (1) to the OFF
position. This will apply the parking brakes.
16. Block the wheels on the towing vehicle and the
disabled truck to prevent roll-away.
17. Shut down the engine in the towing vehicle.
Disconnect the hydraulic hoses.
18. Disconnect special wiring harness (3) from the
truck. Connect the truck wiring harness back to
the parking brake solenoid.
19. Disconnect the tow bar.
RESERVE ENGINE OIL SYSTEM (Optional)
The reserve oil tank for the engine is designed to add
more oil capacity to the engine and to make less fre-
quent servicing of the engine oil. The circulation of oil
between the engine sump and reserve tank
increases the total volume of working oil. This dilutes
the effects of contamination and loss of additives and
maintains the oil quality over longer periods.
Operation
Engine oil is circulated between the engine sump and
the reserve tank by two electrically driven pumps
within a single pumping unit (11, Figure 3-25). The
pump unit is mounted on the side of the reserve tank,
and is equipped with an LED monitor light on one
side.
Pump 1 (in the pump unit) draws oil from the engine
sump at a preset control point determined by the
height of the suction tube. Oil above this point is with-
drawn and transferred to reserve tank (9). This low-
ers the level in the engine sump until air is drawn.
Air reaching the pumping unit activates pump 2 (in
the pump unit) which returns oil from the reserve tank
and raises the engine sump level until air is no longer
drawn by pump 1. Pump 2 then turns off. The running
level is continuously adjusted at the control point by
alternation between withdrawal and return of oil at
the sump.
LED Monitor Light
Steady - Pump 1 is withdrawing oil from the
engine sump and bringing down the oil level.
Regular Pulsing - Pump 2 is returning oil to the
engine sump and raising the oil level.
Irregular Pulsing - Oil is on the correct operat-
ing level.
Changing Oil
1. Drain both the engine sump and the reserve
tank. Refill both the engine and reserve tank
with new oil to proper levels.
2. Change engine filters as required.
3. Start the engine and check for proper operation.
NOTE: DO NOT use the oil in the reserve tank to fill
the engine sump. Both must be at proper level before
starting the engine.
4. The engine oil level must be checked with the
engine dipstick at every shift change. If the oil
level in the engine is incorrect, check for proper
operation of the reserve engine oil system.
5. The oil level in the reserve tank must also be
checked at every shift change. Use dipstick on
fill cap (8) to check oil level. If necessary, add oil
to the reserve tank by using the quick fill system
utilizing tank fill valve (3). For filling instructions,
refer to Section 40, Lubrication and Service in
the Operation and Maintenance Manual.
NOTE: Oil must always be visible in lower sight
gauge (12). If the tank is equipped with three sight
gauges, the oil must always be visible in the middle
sight gauge.
FIGURE 3-25. RESERVE ENGINE OIL SYSTEM
1. Oil Suction
2. Oil Tank Fill
3. Fill Valve
4. Engine Fill Line
5. Oil Level Sensor
6. Air Valve
7. Tank Fill Line
8. Fill Cap
9. Reserve Oil Tank
10. Engine Fill Line
11. Pump Unit
12. Sight Gauge
13. Tank Return Line
NOTES:
A04066 3/11 Warnings and Cautions A4-1
WARNINGS AND CAUTIONS
The following pages give an explanation of the warn-
ing, caution, and service instruction plates and
decals attached to the truck. The plates and decals
listed here are typical of this Komatsu 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 legi-
ble. If any decal or plate becomes illegible or dam-
aged, it must be replaced with a new one.
A warning decal is located below the key switch on
the instrument panel. The warning stresses the
importance of reading the operator's manual before
operation.
A grade/speed retard chart is located on the left front
post of the operator's cab and provides the recom-
mended MAXIMUM speeds to be used when
descending various grades with a loaded truck.
Always refer to the decal in operator's cab. This
decal may change with optional truck equipment
such as: wheel motor drive train ratios, retarder grids,
tire sizes, etc.
A plate attached to the right rear corner of the cab
states the Rollover Protective Structure (ROPS)
and Falling Object Protective Structure (FOPS)
meets various SAE performance requirements.
! WARNING! Do not make modifications to this
structure, or attempt to repair damage without
written approval from Komatsu. Unauthorized
repairs will void certification.
A4-2 Warnings and Cautions 3/11 A04066
Attached to the exterior of both battery compartments
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 (+) posts together and then con-
nect the negative (-) lead of the auxiliary power cable
to a good frame ground. Do not connect to the neg-
ative posts of the truck battery or a ground 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. Get proper medical
help immediately, if required.
This plate is placed on both battery boxes and near
the battery disconnect switches to indicate that the
battery system (24VDC) is a negative (-) ground sys-
tem.
This decal is located on the battery box cover. It
details the correct procedure for disconnecting the
battery cables from the batteries. Before disconnect-
ing the battery cables, turn the key switch to the OFF
position and wait for the engine to stop. After the
engine has stopped, wait two minutes, and if no
warning lights illuminate, then turn the battery discon-
nect switches to the OFF position.
Wireless signals from the trucks KOMTRAX Plus
system can interfere with other wireless signals in the
area. This interference can cause a malfunction in a
blast zone resulting in an unintended detonation.
Know the locations of blast zones in the area and
keep a safe distance to avoid unintentional blasts.
Operating frequency of KOMTRAX Plus is 148 MHz
to 150 MHz.
This decal is placed on the cover for the ground level
engine shutdown switch to indicate where the emer-
gency shutdown control is located. The shutdown
switch is mounted above the isolation box.
This decal is located below the engine shutdown
switch. It is used for emergency shutdown only. Push
the button in to stop the engine.
This decal is located on the isolation box. The isola-
tion box contains the disconnect switches that can be
used to isolate the starter, battery and propulsion
system circuits.
These plates are located above the battery discon-
nect switches on the isolation box to indicate the
OFF and ON positions of the switches.
The master switch will disconnect the batteries from
the entire electrical system.
The starter switch will disconnect the power supply to
the two starters. This will prevent the truck from start-
ing, but will allow for diagnostic testing of the electri-
cal system if the master switch is still ON.
Stop the engine and turn the key switch to the OFF
position. After the engine has stopped, wait two min-
utes, and if no warning lights illuminate, then turn the
battery disconnect switches to the OFF position.
After the key switch is turned OFF, the interface mod-
ule remains on, monitoring the park brake function
and the accumulator bleeddown function. If a failure
in either system is detected, an alarm will sound to
notify the operator of a failure in that system. If the
battery disconnect switches are turned OFF without
waiting two minutes, a potential failure could be
masked. Always use the battery disconnect switches
before:
Storing the machine for more than one month
Replacing electrical system components
Performing welding maintenance
Handling batteries, or starting with booster cables
Replacing fuses or fusible links
This plate is located above the propel lockout lever
on the isolation box to indicate the OFF and ON posi-
tions of the lever. When this lever is placed in the
OFF position, the trucks AC electric drive system is
locked out and the truck will not propel. When the
lever is placed in the ON position, the trucks AC
electric drive system will function and the truck can
be driven.
A warning plate is mounted on top of the radiator
surge tank cover near the radiator cap. The engine
cooling system is pressurized. Always turn the key
switch OFF and allow the engine to cool before
removing the radiator cap. Unless the pressure is
first released, removing the radiator cap after the
engine has been operating for a time will result in the
hot coolant being expelled from the radiator. Serious
scalding and burning may result.
Warning plates are mounted on the frame in front of,
and to the rear, of both front tires. All personnel are
warned that the clearances change when the truck is
steered and could cause serious injury.
Warning plates are attached to both the hydraulic
tank and fuel tank to alert technicians not to work on
the truck with the body in the raised position unless
the body-up retention device (cable/sling) is in posi-
tion.
This decal is located by the emergency ladder on
both sides of the truck.
These danger plates are mounted on the outside of
each frame rail to alert technicians to read the warn-
ing labels attached to the side of each of the accumu-
lators (see below) prior to releasing internal nitrogen
pressure or disconnecting any hydraulic lines or
hardware. There are similar decals mounted on top
of each of the accumulators (both steering and
brake) with the same danger message.
This danger plate is attached to all four suspensions.
The plate contains instructions for releasing internal
pressure before disconnecting any hardware.
Serious injury can occur if these directions are not
followed.
A plate on the side of the hydraulic tank furnishes
instructions for filling the hydraulic tank.
Keep the system open to the atmosphere only as
long as absolutely necessary to lessen the chances
of system contamination. Service the tank with clean
Type C-4 hydraulic oil. All oil being put into the
hydraulic tank must be filtered using filters rated at
three microns.
A caution decal is attached below the hydraulic tank
oil level sight gauge. Check level with body down,
engine stopped, and key switch OFF. Add oil per fill-
ing instructions, if oil level is below top of sight glass.
A warning plate is attached to the hydraulic tank to
inform technicians that high pressure hydraulic oil is
present during operation. When it is necessary to
open the hydraulic system, Ensure the engine is
stopped and key switch is OFF to bleed down
hydraulic pressure. There is always a chance of
residual pressure being present. Open fittings slowly
to allow all pressure to bleed off before removing any
connections.
Any operating fluid, such as hydraulic oil, escap-
ing under pressure can have sufficient force to
enter a person's body by penetrating the skin.
Serious injury and possibly death may result if
proper medical treatment by a physician familiar
with this injury is not received immediately.
A wheel motor oil level decal is attached to the gear
cover on both electric wheel motors. This decal
stresses the fact that the truck must be on a level
surface and parked for 20 minutes prior to checking
the oil level. This is necessary in order to get an
accurate reading.
A decal plate located on the frame near the left hoist
cylinder provides the operator or technician with the
hook-up procedure for dumping a loaded, disabled
truck. The use of a functional truck for hydraulic
power is required.
Refer to the Section L for additional instructions for
using this procedure.
Warning decals are applied to both brake accumula-
tors located inside the brake system cabinet behind
the operator cab. These decals remind servicing
technicians to close the accumulator drain valves
after they have been opened to bleed brake pres-
sure. It further warns not to over-tighten the drain
valves to prevent damage to the valve seat(s).
A warning plate alerts the technician to stop the
engine, turn the key switch OFF, and open the drain
valves on all three accumulators to bleed the hydrau-
lic system pressure before disconnecting a brake
line.
A decal plate is located on the frame near the left
hoist cylinder. It provides the operator or technician
with the hydraulic hook-up procedure before towing a
disabled truck, by using a functional truck for hydrau-
lic power.
This decal is located on the automatic lubrication res-
ervoir informing the technician that the cover must
never be removed for filling purposes as there is
potential for dirt or debris entering the system.
Always fill the grease reservoir through the coupling
provided where the grease passes through a filter
before entering the reservoir.
This STORED ENERGY HAZARD warning decal is
located below the battery disconnect switches to
warn personnel not to disconnect the batteries during
the first 90 seconds after turning the key switch off.
Turn the key switch to the OFF position and wait for
the engine to stop. After the engine has stopped, wait
two minutes, and if no warning lights illuminate, then
turn the battery disconnect switches to the OFF posi-
tion.
The first 90 seconds after the key switch is turned off
is the bleeddown process. Turning the battery dis-
connect switches off within 90 seconds could inter-
rupt the bleeddown process and leave stored energy
in the accumulator. Wait two minutes after the engine
has stopped, then observe for bleeddown malfunc-
tion warning light in overhead panel. If warning is
being displayed, notify maintenance immediately.
Turning the battery disconnect switches to the OFF
position sooner than two minutes could mask a prob-
lem that was detected during the bleeddown pro-
cess.
This caution decal is placed near the battery discon-
nect switches on the right side of the front bumper to
alert servicing technicians that before doing any
welding on the truck, always disconnect the battery
charging alternator lead wire and isolate electronic
control components before making welding repairs.
In addition, always disconnect the positive and nega-
tive battery cables of the vehicle. Failure to do so
may seriously damage the battery and electrical
equipment.
Always fasten the welding machine ground (-) lead to
the piece being welded; grounding clamp must be
attached as near as possible to the weld area.
Never allow welding current to pass through ball
bearings, roller bearings, suspensions, or hydraulic
cylinders. Always avoid laying welding cables over or
near the vehicle electrical harnesses. Welding volt-
age could be induced into the electrical harness and
possibly cause damage to components.
A high voltage danger plate is attached to the door of
the rear hatch cover. High voltage may be present!
Only authorized personnel can access this rear
housing.
These warning plates are mounted on all of the AC
drive control housings and cabinets.
High voltage may be present, with or without, the
engine running!
Only authorized personnel can access these cabi-
nets.
This caution decal is placed on the back of the con-
trol cabinet to alert service technicians that this area
contains capacitors and must not be disturbed in any
manner.
This information decal is placed on the outside of the
door panel on the control cabinet wall that faces the
right side of the operator cab.
This decal is placed near three different indicator
lights:
In the operator cab, on the rear of the center
console.
On the front of the control box which is mounted
on the right side of the main control cabinet.
On the outside of the left control cabinet wall that
faces the right side of the operator cab. (See also
Information decal above.)
When any of these indicator lights are on, high
voltage is present throughout the propulsion and
retarding system. Extreme care should be exer-
cised!
This page illustrates a variety of decals which are
mounted on deck mounted cabinets, housings, and
structures which must be lifted in a specific manner,
and from specific points, in order to safely move or lift
any of these structures.
If any of these decals are damaged or defaced, so
that it is no longer legible, it must be replaced imme-
diately.
Maintenance personnel must follow these lifting
instructions.
A product identification plate is located on the frame
in front of the right side front wheel and shows the
truck model number, maximum GVW and Product
Identification Number (PIN).
NOTE: This product identification plate may vary
depending on engine options.
The PIN consists of 19 total characters. The first and
last characters are tamper preventative symbols (*).
The remaining 17 alpha/numeric characters are used
to identify 5 characteristics of the machine. The 5
characteristics are detailed below.
WMC - Character positions 1, 2 and 3 identify the
Worldwide Manufacturer Code (WMC). The WMC
designates the manufacturer of the product. Komatsu
brand products are identified with the letters KMT.
MDS - Character positions 4, 5, 6, 7 and 8 identify
the Machine Descriptor Section (MDS). The MDS
code identifies general information regarding
machine specifications. The MDS is a code for the
machine type and model.
CL - Character position 9 identify the Check Letter
(CL). The CL is used to verify the accuracy of the
individual PIN.
FC - Character positions 10 and 11 identify the Fac-
tory Code (FC). The FC identifies the Komatsu fac-
tory in charge of claims for the product. The FC for
electric drive trucks is 61.
SN - Character positions 12, 13, 14, 15, 16, and 17
identify the Serial Number (SN). The SN is a unique
sequential number.
A caution decal is also attached to the door of the
rear hatch cover to alert personnel that hot exhaust
air is present and may cause injury.
This caution decal is also placed around the retard-
ing grid cabinet.
This decal is placed on both front wheel hubs to warn
about hot oil inside the wheel hubs. Remove the oil
level plug carefully to avoid injury.
The lubrication chart is mounted on the right hand
side of the radiator grille structure. Refer to Section P,
Lubrication and Service, in this manual for more
complete lubrication instructions.
NOTES:
A05001 2/11 Torque Tables and Conversion Charts A5-1
TORQUE TABLES AND CONVERSION CHARTS
This manual provides dual dimensioning for many
specifications. Metric units are specified first, with
U.S. standard units in parentheses. When torque val-
ues are not specified in the assembly instructions
contained in this manual, use the standard torque
value for the hardware being used. Standard value
torque tables are contained in this chapter for metric
and SAE hardware.
NOTE: This truck is assembled with both metric and
SAE (U.S.) hardware. Reference the correct table
when determining the proper torque value.
References throughout the manual to standard
torques or other standard values will be to one of
the following tables. Do not use standard values
to replace specific torque values in assembly
instructions.
For values not shown in any of the charts or tables,
standard conversion factors for most commonly used
measurements are provided in the following tables.
INDEX OF TABLES
TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page
TABLE 1 Standard Tightening Torque For Metric Cap screws and Nuts . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
TABLE 2 Standard Tightening Torque For SAE Grade 5 & 8 Cap Screws and Nuts . . . . . . . . . . . . . . . . 12-3
TABLE 3 Standard Tightening Torque 12-Pt, Grade 9, Cap Screws (SAE) . . . . . . . . . . . . . . . . . . . . . . . 12-4
TABLE 4 Tightening Torque for T-Bolt Type Hose Clamps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 5 Standard Tightening Torque For Split Flange Clamp Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 6 Tightening Torque For Flared Tube And Hose Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 7 JIC 37 Swivel Nuts Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
TABLE 8 Pipe Thread Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
TABLE 9 O-Ring Boss Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
TABLE 10 O-Ring Face Seal Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
TABLE 11 Common Conversions Multipliers - Metric -to- English . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
TABLE 12 Common Conversions Multipliers - English -to- Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
TABLE 13 Temperature Conversions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
A5-2 Torque Tables and Conversion Charts 2/11 A05001
EFFECT OF SPECIAL LUBRICANTS
On Fasteners and Standard Torque Values
The Komatsu engineering department does not
recommend the use of special friction-reducing
lubricants, such as Copper Coat, Never-Seez, and
other similar products, on the threads of standard
fasteners where standard torque values are applied.
The use of special friction-reducing lubricants will
significantly alter the clamping force being applied to
fasteners during the tightening process.
If special friction-reducing lubricants are used with
the standard torque values listed in this chapter,
excessive stress and possible breakage of the
fasteners may result.
Where the torque tables specify Lubricated
Threads for the standard torque values listed, these
standard torque values are to be used with simple
lithium base chassis grease (multi-purpose EP NLGI)
or a rust-preventive grease (see below) on the
threads and seats unless specified otherwise.
NOTE: Ensure the threads of fasteners and tapped
holes are free of burrs and other imperfections before
assembling.
Suggested* Sources for Rust Preventive Grease:
American Anti-Rust Grease #3-X from Standard
Oil Company (also American Oil Co.)
Gulf NoRust #3 from Gulf Oil Company.
Mobilarma 355, Product No. 66705 from Mobil
Oil Corporation.
Rust Ban 326 from Humble Oil Company.
Rustolene B Grease from Sinclair Oil Co.
Rust Preventive Grease - Code 312 from the
Southwest Grease and Oil Company.
NOTE: This list represents the current engineering
approved sources for use in Komatsu manufacture. It
is not exclusive. Other products may meet the same
specifications of this list.
STANDARD TIGHTENING TORQUES
For Class 10.9 Cap screws & Class 10 Nuts
The following specifications apply to required
assembly torques for all metric class 10.9 finished
hexagon head cap screws and class 10 nuts.
Cap screw threads and seats shall not be
lubricated when assembled. These specifications
are based on all cap screws, nuts, and hardened
washers being phosphate and oil coated.
If zinc-plated hardware is used, each piece must
be lubricated with simple lithium base chassis
grease (multi-purpose EP NLGI) or a rust
preventive grease (see list, this page) to achieve
the same clamping forces provided below.
Torques are calculated to give a clamping force
of approximately 75% of proof load.
The maximum torque tolerance shall be within
10% of the torque value shown.
In the following table under Cap Screw Size, the
first number represents the shank diameter
(mm). The second number represents threads
per millimeter.
Example: M20 x 2.25
M20 = shank diameter (20 mm)
2.25 = thread pitch in millimeter
TABLE 1.
Standard Tightening Torque
for Metric Class 10.9 Cap screws & Class 10 Nuts
Cap Screw
Size
Torque
Nm
Torque
ft lb
Torque
kgm
M6 x1 12 9 1.22
M8 x 1.25 30 22 3.06
M10 x 1.5 55 40 5.61
M12 x 1.75 95 70 9.69
M14 x 2 155 114 15.81
M16 x 2 240 177 24.48
M20 x 2.25 465 343 47.43
M24 x 3 800 590 81.6
M30 x 3.5 1600 1180 163.2
M36 x 4 2750 2028 280.5
For SAE Grade 5 and Grade 8 Cap screws
The following specifications apply to required assem-
bly torques for all grade 5 and grade 8 cap screws.
Cap screw threads and seats shall be lubri-
cated when assembled.
Unless instructions specifically recommend
otherwise, these standard torque values are to be
used with simple lithium base chassis grease
(multi-purpose EP NLGI) or a rust- preventive
grease (see list, previous page) on the threads.
The maximum torque tolerance shall be 10% of
the torque value shown.
In the following table under Cap Screw Size, the
first number represents the shank diameter (in.).
The second number represents threads per inch.
Example: 7/16 - 20
7/16 = shank diameter (7/16 inch (0.438 inch))
20 = threads per inch
TABLE 2.
for SAE Hex Head Cap Screw And Nut Assembly
Cap
Screw
Size
Torque -
Grade 5
Torque -
Grade 8
Cap
Screw
Size
Torque -
Grade 5
Torque -
Grade 8
N m ft lb kgm N m ft lb kgm N m ft lb kgm Nm ft lb kgm
1/4-20 9.5 7 0.97 13.6 10 1.38 3/4-16 319 235 32.5 454 335 46.3
1/4-28 10.8 8 1.11 14.9 11 1.52 7/8-9 475 350 48.4 678 500 69.2
5/16-18 20.3 15 2.07 28 21 2.90 7/8-14 508 375 51.9 719 530 73.3
5/16-24 22 16 2.21 30 22 3.04 1.0-8 712 525 72.6 1017 750 103.7
3/8-16 34 25 3.46 47 35 4.84 1.0-12 759 560 77.4 1071 790 109.3
3/8-24 41 30 4.15 54 40 5.5 1.0-14 773 570 78.8 1085 800 110.6
7/16-14 54 40 5.5 79 58 8.0 1 1/8-7 881 650 89.9 1424 1050 145
7/16-20 61 45 6.2 84 62 8.57 1 1/8-12 949 700 96.8 1546 1140 158
1/2-13 88 65 9 122 90 12.4 1 1/4-7 1234 910 125.9 2007 1480 205
1/2-20 95 70 9.7 129 95 13.1 1 1/4-12 1322 975 134.8 2142 1580 219
9/16-12 122 90 12.4 169 125 17.3 1 3/8-6 1627 1200 166 2630 1940 268
9/16-18 129 95 13.1 183 135 18.7 1 3/8-12 1776 1310 181 2874 2120 293
5/8-11 169 125 17.3 237 175 24.2 1 1/2-6 2142 1580 219 3471 2560 354
5/8-18 183 135 18.7 258 190 26.2 1 1/2-12 2305 1700 235 3756 2770 383
3/4-10 298 220 30.4 420 310 42.8
1 ft. lb. = 0.138 kgm = 1.356 N.m
For SAE Grade 9 Cap screws
The following specifications apply to required assem-
bly torques for all 12-point, grade 9 (170,000 psi min-
imum tensile), cap screws.
Cap screw threads and seats shall be lubri-
cated when assembled.
Unless instructions specifically recommend
otherwise, these standard torque values are to be
used with simple lithium base chassis grease (multi-
purpose EP NLGI) or a rust- preventive grease (see
list, this page) on the threads.
The maximum torque tolerance shall be 10%
of the torque value shown.
TABLE 3.
for 12-Point, Grade 9 Cap Screws
Cap Screw Size*
Torque
Nm
Torque
ft lb
Torque
kgm
0.250 - 20 16 12 1.7
0.312 - 18 33 24 3.3
0.375 - 16 57 42 5.8
0.438 -14 95 70 9.7
0.500 -13 142 105 14.5
0.562 - 12 203 150 20.7
0.625 - 11 278 205 28.3
0.750 - 10 488 360 49.7
0.875 - 9 780 575 79.4
1.000 - 8 1166 860 119
1.000 - 12 1240 915 126
1.125 - 7 1670 1230 170
1.125 - 12 1800 1330 184
1.250 - 7 2325 1715 237
1.250 - 12 2495 1840 254
1.375 - 6 3080 2270 313
1.375 - 12 3355 2475 342
1.500 - 6 4040 2980 411
1.500 - 12 4375 3225 445
* Shank Diameter (in.) - Threads per inch
TABLE 4.
Tightening Torque For
T-Bolt Type Hose Clamp (SAE J1508 Type TB)
Thread Size Band Width
Newton meters
(Nm)
Inch Pounds
(in. lb)
0.25-28 UNF 19.05 mm (0.75 in.) 8.5 0.6 Nm 75 5 in lb
TABLE 5.
Split Flange Clamp Bolts
Cap Screw Thread
Diameter
(mm)
Width
Across Flat
(mm)
Newton meters
(Nm)
Tolerances 10%
Foot Pounds
(ft lb)
Tolerances 10%
Kilogram meters
(kg m)
Tolerances 10%
10 14 66 48 6.7
12 17 112 83 11.5
16 22 279 206 28.5
TABLE 6.
Flared Tube And Hose Fittings
Thread
Diameter of Nut
(mm)
Width
Across Flat
(mm)
Newton meters
(Nm)
Tolerances 10%
Foot Pounds
(ft lb)
Tolerances 10%
Kilogram meters
(kg m)
Tolerances 10%
14 19 25 18 2.5
18 24 50 36 5
22 27 80 58 8
24 32 140 101 14
30 36 175 130 18
33 41 195 145 20
36 46 245 180 25
42 55 295 215 30
TABLE 7.
Torque Chart For JIC 37 Swivel NutS
With Or Without O-ring Seals
Size
Code
Tube Size
(OD)
Threads UNF-2B Newton meters
(Nm)
Foot Pounds
(ft lb)
2 0.125 0.312 24 5 1 4 1
3 0.188 0.375 24 11 4 8 3
4 0.250 0.438 20 16 4 12 3
5 0.312 0.500 20 20 4 15 3
6 0.375 0.562 18 24 7 18 5
8 0.500 0.750 16 40 7 30 5
10 0.625 0.875 14 54 7 40 5
12 0.750 1.062 12 75 7 55 5
14 0.875 1.188 12 88 7 65 5
16 1.000 1.312 12 108 7 80 5
20 1.250 1.625 12 136 14 100 10
24 1.500 1.875 12 163 14 120 10
32 2.000 2.500 12 312 27 230 20
TABLE 8.
Torque Chart For
Pipe Thread Fittings
Size
Code
Pipe Thread
Size
With Sealant
Nm
With Sealant
ft lb
Without Sealant
Nm
Without Sealant
ft lb
2 0.125 27 20 4 15 3 27 7 20 5
4 0.250 18 27 7 20 5 34 7 25 5
6 0.375 18 34 7 25 5 48 7 35 5
8 0.500 14 48 7 35 5 61 7 45 5
12 0.750 14 61 7 45 5 75 7 55 5
16 1.000 11.50 75 7 55 5 88 7 65 5
20 1.250 11.50 95 7 70 5 108 7 80 5
24 1.500 11.50 108 7 80 5 129 14 95 10
32 2.000 11.50 129 14 95 10 163 14 120 10
TABLE 9.
Torque Chart For
O-ring Boss Fittings
Size
Code
Tube Size (OD) Threads UNF-2B
Newton meters
(Nm)
Foot Pounds
(ft lb)
2 0.125 0.312 24 4 3 4 2
3 0.188 0.375 24 7 3 5 2
4 0.250 0.438 20 11 4 8 3
5 0.312 0.500 20 14 4 10 3
6 0.375 0.562 18 18 4 13 3
8 0.500 0.750 16 33 7 24 5
10 0.625 0.875 14 43 7 32 5
12 0.750 1.062 12 65 7 48 5
14 0.875 1.188 12 73 7 54 5
16 1.000 1.312 12 98 7 72 5
20 1.250 1.625 12 109 7 80 5
24 1.500 1.875 12 109 7 80 5
32 2.000 2.500 12 130 14 96 10
TABLE 10.
Torque Chart For
O-ring Face Seal Fittings
Size
CodeE
Tube Size
(O.D.)
Threads UNF-2B
Newton meters
(Nm)
Foot Pounds
(ft lb)
4 0.250 0.438 20 15 1 11 1
6 0.375 0.562 18 24 3 18 2
8 0.500 0.750 16 48 5 35 4
10 0.625 0.875 14 69 7 51 5
12 0.750 1.062 12 96 10 71 7
16 1.000 1.312 12 133 8 98 6
20 1.250 1.625 12 179 10 132 7
24 1.500 1.875 12 224 20 165 15
TABLE11.
Common Conversion Multipliers
Metric To English
To Convert From To
Multiply
By
millimeter (mm) inch (in.) 0.0394
centimeter (cm) inch (in.) 0.3937
meter (m) foot (ft) 3.2808
meter (m) yard (yd) 1.0936
kilometer (km) mile (mi) 0.6210
square centimeters (cm
2
) square inch (in.
2
)
0.1550
2
) square feet (ft
2
)
0.001
cubic centimeters (cm
3
) cubic inch (in.
3
)
0.061
liters (l)
cubic inch (in.
3
)
61.02
cubic meters (m
3
) cubic feet (ft
3
)
35.314
liters (l)
cubic feet (ft
3
)
0.0353
grams (g) ounce (oz) 0.0353
milliliter (ml) fluid ounce (fl oz) 0.0338
kilogram (kg) pound (mass) 2.2046
Newton (N) pounds (lb) 0.2248
Newton meters (Nm) kilogram meters (kgm) 0.102
Newton meters (Nm) foot pounds (ft lb) 0.7376
kilogram meters (kgm) foot pounds (ft lb) 7.2329
kilogram meters (kgm) Newton meters (N m) 9.807
kilopascals (kPa) pounds/square inch (psi) 0.1450
megapascals (MPa) pounds/square inch (psi) 145.038
kilograms/cm
2
(kg/cm
2
)
pounds/square inch (psi) 14.2231
kilograms/cm
2
(kg/cm
2
)
kilopascals (kPa) 98.068
kilogram (kg) short ton (tn) 0.0011
metric ton short ton (tn) 1.1023
liters (l) quart (qt) 1.0567
liters (l) gallon (gal) 0.2642
Watts (W) horsepower (hp) 0.00134
kilowatts (kW) horsepower (hp) 1.3410
TABLE 12.
Common Conversion Multipliers
English to Metric
To Convert
From
To
Multiply
By
inch (in.) millimeter (mm) 25.40
inch (in.) centimeter (cm) 2.54
foot (ft) meter (m) 0.3048
yard (yd) meter (m) 0.914
mile (mi) kilometer (km) 1.61
square inch (in.
2
) square centimeters (cm
2
)
6.45
square feet (ft
2)
2
)
929
cubic inches (in.
3
) cubic centimeters (cm
3
)
16.39
cubic inches (in.
3
)
liters (l) 0.016
cubic feet (ft
3
) cubic meters (m
3
)
0.028
cubic feet (ft.
3
)
liters (l) 28.3
ounce (oz) kilogram (kg) 0.028
fluid ounce (fl oz) milliliter (ml) 29.573
pound (lb) kilogram (kg) 0.454
pound (lb) Newton (N) 4.448
inch pounds (in. lb) Newton meters (Nm) 0.113
foot pounds (ft lb) Newton meters (Nm) 1.356
foot pounds (ft lb) kilogram meters (kgm) 0.138
kilogram meters (kgm) Newton meters (Nm) 9.807
pounds/square inch (psi) kilopascals (kPa) 6.895
pounds/square inch (psi) megapascals (MPa) 0.007
pounds/square inch (psi) kilograms/square centimeter
(kg/cm
2
)
0.0704
short ton (tn) kilogram (kg) 907.2
short ton (tn) metric ton (t) 0.0907
quart (qt) liters (l) 0.946
gallon (gal) liters (l) 3.785
horsepower (hp) Watts (w) 745.7
horsepower (hp) kilowatts (kw) 0.745
TABLE 13.
Temperature Conversions
Formula: F - 32 1.8 = C or C x 1.8 + 32 = F
Celsius
C
Fahrenheit
F
Celsius
C
Fahrenheit
F
Celsius
C
Fahrenheit
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.
A07006 Storage Procedures A7-1
SECTION A7
STORAGE PROCEDURES
INDEX
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3
SHORT TERM IDLE PERIODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3
PREPARATION FOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-4
REMOVAL FROM STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-5
RECONDITIONING AN IDLE VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-7
ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-9
AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-10
ENGINE STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11
Engine Storage-(Short Term) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11
Engine Storage- (Long Term) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
ELECTRIC DRIVE TRUCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-13
TRANSMISSION PRESERVATION AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
Restoring Transmission to Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
A7-2 Storage Procedures A07006
NOTES
STORAGE AND IDLE MACHINE PREPARATION
There may be periods when it is necessary for a
machine to be idle for an extended period of time.
Properly prepared, a stored machine may promptly
and safely be put back into operational service.
Improper preparation, or complete lack of prepara-
tion, can make the job of getting the vehicle back to
operating status difficult.
The following information outlines the essential
proper steps for preparing a unit for extended stor-
age, and the necessary steps to bring it back to oper-
ational status. Additional information is given to help
restore those machines which were not put into stor-
age, merely shut down and left idle for a long period
of time.
Much of this material is of a general nature since the
environment, where the machine has been standing
idle, will play a big part in its overall condition. Hot,
humid climate will affect vehicle components much
differently than the dry desert atmosphere or a cold
arctic environment. These climatic aspects must be
considered, and appropriate actions taken when
restoring a long term idle vehicle.
These instructions are not intended to be all inclu-
sive, but are furnished to provide the minimum guide
lines. The final aim should always be to provide the
operator with a safe, fully productive vehicle, that he
can rely on.
SHORT TERM IDLE PERIODS
There will be periods when a vehicle may be idle
from 30-60 days, but must be ready for use at all
times.
The most effective handling of this type situation is to
follow the procedure given below to prevent any
deterioration from beginning.
1. Keep the vehicle fully serviced.
2. On a weekly schedule, perform a visual check
of the vehicle, start and run the engine until both
the engine and transmission are up to operating
temperature. Move the vehicle around the yard
for a few minutes to insure that all internal gears
and bearings are freshly lubricated.
3. Operate all hydraulic functions through com-
plete range to insure that cylinder rams and all
seals are fully lubricated.
4. Check and operate all systems.
5. Once a month, perform the 10 hour service
items shown in the Operation and Maintenance
Manuals. Keep batteries properly serviced.
PREPARATION FOR STORAGE
For long term idle periods, proper preparation will
pay large dividends in time and money when future
operation of the vehicle is scheduled.
1. Engine should be prepared for storage accord-
ing to instructions found in the engine manufac-
turers manual.
2. The transmission should be prepared for stor-
age. Refer to the instructions in this chapter.
3. The vehicle should be in top operating condition
with all discrepancies corrected. Paint should
be in good condition with no rust or corrosion.
All exposed, machined or unpainted surfaces
should be coated with a good rust preventative
grease.
4. After the vehicle has been parked in its storage
location, all hydraulic cylinders, including Hyd-
rair suspensions, should be retracted as much
as possible (steering cylinders centered). Wipe
the exposed portion of all cylinder rams clean
and, coat (including seals on ends of barrel)
with good preservative grease.
5. If long term storage is anticipated, the vehicle
should be blocked up with the tires clear of the
ground or floor to remove vehicle weight from
the tires. Lower air pressure in the tires to 15-25
psi (103-172 kPa). Completely cover the tires
with tarpolins to minimize rubber oxidation and
deterioration.
6. Clean the radiator. Refer to Section C, Cooling
System, for proper cleaning instructions.
7. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated.
Refer to Section P, Lubrication and Service, for the
proper anti-freeze and conditioner concentrations.
After refilling the system, always operate the engine
until the thermostats open to circulate the solution
through the cooling system.
Never store a vehicle with a dry cooling system.
8. New hydraulic filters should be installed and the
hydraulic tank fully serviced with type C-4 oil as
specified in Section P, Lubrication and Service.
Any operating fluid, such as hydraulic oil, escap-
ing under pressure can have sufficient force to
enter a person's body by pentrating the skin.
Serious injury and possible death may result if
proper medical treatment by a physician familiar
with this injury is not received, immediately.
9. Disconnect batteries, If possible, batteries
should be removed and stored in a battery shop
or a cool dry location on wooden blocks. Do not
store batteries on a concrete floor. Clean bat-
tery compartment, remove all corrosion and
paint compartment with acid proof paint.
10. Wheel axle housings and final drives should be
fully serviced with prescribed lubricants. Seal all
vents.
11. Exhaust openings and air cleaners should be
covered tightly with moisture barrier paper and
sealing tape.
12. All lubrication points (grease fittings) should be
serviced with the prescribed lubricants.
13. Relieve tension from all drive belts. The engine
manufacturer recommends insertion of heavy
kraft paper between belts and pulleys to prevent
sticking.
14. All vandalism covers and locks should be in
place and secured.
15. Cab windows should be closed, locked and
sealed and the cab door locked to prevent van-
dalism and weather effects.
16. The vehicle fuel tanks should be completely
drained of fuel, fogged with preservative lubri-
cant, ("NOX-RUST" MOTOR STOR., SAE10)
and closed tightly. All fuel filters should be
replaced.
17. If at all possible, to aid those who will eventually
place the unit back in operation, all available
service publications (vehicle, engine and trans-
mission) and a current parts catalog should be
packaged in a moisture proof package and
placed in the vehicle cab.
18. Be certain water drain holes in the body are
open.
REMOVAL FROM STORAGE
If the foregoing preparations were conscientiously
followed in placing the vehicle into storage, getting it
back to operational status is a simple matter of
reversing these steps.
NOTE: Before starting the job or restoring a vehicle
to operation, obtain copies of the Operation and
Maintenance Manual, Engine and Transmission
Manuals and/or the Parts Book and follow all special
instructions regarding servicing the vehicle and its
components.
In addition to removing the storage materials, the fol-
lowing actions should be performed.
1. Inspect the entire vehicle carefully for rust and
corrosion, correct as necessary.
2. Service the engine according to the Engine
Manufacturer's Operation and Maintenance
Manual.
3. Clean the radiator. Refer to Section C, Cooling
System.
4. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated. Refer to
Fluid Specifications in Section P, Lubrication
and Service, for the proper anti-freeze and con-
ditioner concentrations. After refilling the sys-
tem, always operate the engine until the
thermostats open to circulate the solution
through the cooling system.
5. Refer to instructions for returning the transmis-
sion to operation at the end of this chapter.
6. Thoroughly inspect all drive belts, hydraulic, air
and oil lines for evidence of damage, wear or
deterioration. Replace any suspected lines.
Don't take chances on ruptures or blow-outs.
7. New hydraulic filters should be installed and the
hydraulic tank (reservoir) checked and serviced
with type C-4 oil as specified in Section P,
Lubrication and Service.
8. Drain on fuel tank should be opened to remove
any build up of moisture or sediment that may
have accumulated while in storage. Close the
drain then fill the fuel tank with approved diesel
fuel.
Never blend gasoline, gasohol and/or alcohol
with diesel fuel. This practice creates an extreme
fire hazard and under certain conditions may
cause an explosion.
9. Make certain that all hydraulic controls, steering
linkage, and throttle linkage points are lubri-
cated and operate freely before engine start-up.
10. All electrical connections must be clean and
tight. Check secureness of all ground straps
and cables.
11. Install fully charged batteries in unit. Clean con-
nectors and connect battery cables. Compart-
ment must be free of corrosion. Secure
batteries with hold downs.
12. Check all electrical cables for weathering,
cracks and/or damage. Replace any defective
cables.
Air pressure must be released from any tires with
bad cuts or wear that extends into the plies,
before removing from the vehicle. Also, do not
allow personnel to stand in removal path of tires.
13. Check all tires, carefully for serviceability and
inflate to proper pressure.
14. If disconnected, reconnect the parking brake
linkage.
15. Completely service the vehicle as recom-
mended in Section P, Lubrication and Service,
for both 10 and 100 hour inspections.
16. Adjust all drive belts to the specified tension.
17. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are free and
properly lubricated before engine start up.
18. Use the Operation and Maintenance Manual for
guidance on engine start and vehicle checkout.
Make a thorough check of all hose and line con-
nections for leakage when the engine is run-
ning.
19. Before moving the vehicle, cycle all hydraulic
controls and steering to verify proper operation.
Verify proper operation of service brakes, emer-
gency braking system and parking brake.
Check all system instruments to insure that all
systems are operational.
20. When all systems are operational and all dis-
crepancies are corrected, road test the vehicle
in a smooth, level, unobstructed area (with qual-
ified, experienced operator only) to check steer-
ing response, transmission shifting, service
brake efficiency, and hydraulic functions. Only
when it is assured that the vehicle is in safe
operational condition should it be turned over to
an operator.
21. Fire protection equipment on a machine which
has been in storage should be recharged before
the machine is returned to service.
RECONDITIONING AN IDLE VEHICLE
Never attempt operation of a vehicle which has
been standing idle for a long period until all sys-
tems which affect steering, brakes, engine, trans-
mission and running gear have been completely
reconditioned. An unsafe vehicle can cause seri-
ous injuries and/or major property damage -
DON'T TAKE CHANCES!
At times a vehicle is subjected to long idle periods
without being properly serviced for storage - merely
shut down and left to the elements for an extended
period. Reconditioning of this vehicle can and does
present a major expenditure of time and money when
it is to be put into operating condition.
1. Remove all trash and thoroughly clean the vehi-
cle before starting any inspection or mainte-
nance.
2. Remove vehicle batteries and move to battery
shop for service and charging or replacement
as necessary.
Do not disassemble an inflated tire. Remove
valve core slowly, and allow pressure to bleed off
before attempting to remove the lockring. Also,
eye protection should be worn during tire defla-
tion to protect against any foreign object being
projected into the eyes.
3. Inspect tires thoroughly for tread and side wall
condition, weathering, cuts and cracks.
a. Any tire suspected of being unserviceable
should be dismounted and thoroughly
inspected inside and out before being
inflated.
Do not mix rim parts of different rim manufactur-
ers. Rim parts may resemble those of a different
manufacturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazard-
ous.
b. If tires are dismounted, all wheel compo-
nents must be cleaned, inspected, all rust
and corrosion removed and parts repainted
as applicable before remounting the tires.
Follow the safety rules when mounting and
inflating tires.
c. Mount and inflate tires as shown in the ser-
vice manual.
4. Inspect vehicle service brakes, carefully.
Before disabling the brake circuit, block all
wheels to prevent possible movement of the
vehicle.
The use of vapor degreasing or steam cleaning is
not recommended, either for brake assemblies or
the component parts. Corrosion and rusting may
occur.
a. All brake lines and connections must be
clean, serviced and free of rust and corro-
sion.
b. Treadle valves must operate smoothly and
show no internal or external damage or con-
tamination. Leakage limitations are shown in
Section J, Brake System.
c. The parking brake actuator must cycle
smoothly when actuated by the parking
brake valve.
5. The vehicle engine should be inspected and
serviced according to the Engine Manufac-
turer's Operation And Maintenance Manuals.
a. Insure that exhaust is clear and clean with no
foreign materials. If water entry is suspected,
disconnect air tubes at the turbochargers to
check for water damage before attempting
startup.
b. Replace fuel filters. Fill filter cans with fresh
fuel for engine priming.
Have a new safety filter (secondary) filter element
on hand before removing old one. Do not keep
intake system open to atmosphere any longer
than absolutely necessary.
c. Remove and replace both the primary and
safety filter (secondary) elements in the air
cleaners. Check all intake lines between air
cleaners and engine. All clamps must be
tight.
d. The tubes in the precleaner section of the air
cleaner assembly should be inspected; all
tubes should be clear and clean. Use a light
to inspect the tubes. The light should be visi-
ble. If clogging is evident, the precleaner
must be cleaned. Clean the precleaner
according to instructions in Section C.
e. Drain and flush the engine cooling system.
Fill with coolant and inhibitors after checking
all lines, hoses and connections. Refer to
Section P, Lubrication and Service, for anti-
freeze recommendations. Radiator cores
must be clear of dirt and trash.
To prevent injuries, always release spring ten-
sion before replacing the fan belt.
f. Check and tighten engine fan drive belts,
and install a new belt set if necessary.
g. Check and tighten the engine mounts.
6. Inspect and service the transmission according
to the Transmission service manual.
NOTE: If a hydraulic pump or the engine is
inoperative, the dump body should be raised with a
crane so body holding devices can be installed.
a. Check all transmission electrical connections
for corrosion, cleanliness and tightness.
Check electrical cables for weathering, dam-
age and proper clamping.
b. Check drive lines for worn U-joints and
proper hardware torque.
c. Check the condition of the transmission
mounts.
7. If fuel was left in the tank, it must be removed.
Do not attempt to use old diesel fuel.
a. With the tank empty, remove inspection
plates and thoroughly check the interior of
the tank; clean if necessary to remove sedi-
ment and contamination. If the fuel was con-
taminated, the lines should be disconnected
and blown clear.
b. Check all fuel lines for deterioration or dam-
age. Replace lines as necessary.
c. Replace inspection covers, and install new
gaskets.
d. Fill the tank with specified diesel fuel.
e. Replace fuel filters.
Any operating fluid, such as hydraulic oil or
brake fluid escaping under pressure, can have
trating the skin. Serious injury and possible
death may result if proper medical treatment by a
physician familiar with this injury is not received,
immediately.
8. The hydraulic tank should be drained. If oil is
not contaminated and is stored in clean contain-
ers, it may be reused if filtered through 3-micron
filter elements when being pumped back into
the tank. Do not attempt to use contaminated
hydraulic oil, especially if water entry into the
system is suspected.
NOTE: If filling is required, use clean hydraulic oil
only. Refer to the Lubrication chart in Section P,
Lubrication and Service, for proper oil specifications.
a. Replace hydraulic filter elements and clean
suction strainer elements. While suction
strainers are removed, inspect and clean the
interior of the tank thoroughly to remove all
sediment and foreign material.
b. Inspect all hydraulic lines for deterioration or
damage. Replace suspect lines - don't risk
hose ruptures or blow outs.
c. Check all hydraulic components - pumps,
valves and cylinders for damage and corro-
sion. Secure all mountings and connections.
Control valves in the cab must be free mov-
ing with no binding.
d. Check exposed portions of all hydraulic cyl-
inder rams for rust, pitting and corrosion. If
plating is deteriorated, the cylinder should be
removed and overhauled or replaced; pitted
or scored plating will cause leakage at the
cylinder seals.
9. Check the front wheel hub, final drive and wheel
axle lubricant. If contamination is suspected, oil
should be drained completely and the compo-
nent serviced with clean prescribed lubricant. If
major contamination is present, disassembly
and overhaul will be in order.
10. Check the parking brake. Since it is spring-
applied, the brake pads may be stuck tightly to
the disc, it may be necessary to remove and
overhaul the parking brake assembly.
11. Lubricate all grease fittings with prescribed
lubricants which are not part of the automatic
lubrication system. All pivot points must be free
of any binding.
12. Check the alternator for corrosion or deteriora-
tion. The alternator rotor must be free, with no
binding or roughness. Inspect, install and prop-
erly tension the alternator drive belts.
13. Check secureness of steering cylinder ball
joints, link, and hydraulic connections.
14. Examine Hydrair suspensions for signs of dam-
age.
a. Discharge nitrogen from suspensions as out-
lined in Section H. Check the condition of the
suspension oil and cylinder wipers. If wipers
are cracked or hardened, the suspension
must be rebuilt. Recharge the suspension
with new oil if old oil is deteriorated.
b. Check exposed chrome portions of the cylin-
der for rust, pitting and corrosion. If plating is
deteriorated the suspension should be
removed and overhauled or replaced; pitted
or scored plating will rapidly cause leakage
at the seals.
c. Recharge suspensions as outlined in the
service manual.
15. If not previously done, install fully charged bat-
teries and completely charge air tank (if
equipped) with shop air.
ENGINE OPERATION
Insure that all tools and loose equipment have
been removed prior to engine start-up. Sound
horn prior to engine start. Make sure emergency
shut down is reset. Cables must be free moving
in their housings.
When all reconditioning operations have been com-
pleted, a static check of engine operation along with
operation of systems as well as verification of braking
and steering must be done before the vehicle is
moved.
1. Insure all personnel are clear of equipment
before starting engine. Always sound the horn
as a warning before actuating any operational
controls.
Before starting engine, clear the immediate area
of personnel and obstructions.
Never start the engine in a building unless the
doors and windows are open and ventilation is
adequate.
2. Turn key switch ON. Warning lights for low
brake, and steering pressure should illuminate
and the horn should sound. If the horn does not
sound, check all components in the circuit and
correct the discrepancy before continuing.
3. Start the engine, and watch the engine oil pres-
sure gauge; if pressure does not show on the
gauge within 10 - 15 seconds, shut down the
engine and locate the problem.
4. While the engine is warming up, check the
engine and related components for any leaks.
Check the hydraulic pump for leakage as well
as all hydraulic lines.
5. Listen for any abnormal engine noises.
6. Check the transmission and piping for leakage.
If leakage is evident, shut down the engine and
correct before continuing the checkout. Listen
for unusual sounds, which may indicate prob-
lems in components.
7. When the engine is up to operating tempera-
ture, check operation of the throttle circuit -
acceleration should be smooth. Watch the
gauges closely for any abnormal activity.
Proper temperatures and pressures are shown
in the Engine Operation and Maintenance Man-
ual.
AFTER ENGINE HAS STARTED
Any machine which is unsafe and/or not in top oper-
ating condition should not be assigned to an operator
for production use.
1. Become thoroughly familiar with steering and
emergency controls. Test the steering in
extreme right and left directions. If the steering
system is not operating properly, shut the
engine down, immediately. Determine the steer-
ing system problem and have repairs made
before resuming operation.
2. Operate each of the brake circuits at least twice
prior to operating and moving the machine.
These circuits include individual activation of
the service brake and parking brake from the
operator's cab.
a. Activate each circuit individually with the
engine running and with the hydraulic circuit
fully charged.
b. If any application or release of any brake cir-
cuit does not appear proper or if sluggish-
ness is apparent on application or release,
shut the engine down and notify mainte-
nance personnel. Do not operate the
machine until the brake circuit in question is
fully operational.
3. Check gauges, warning lights and instruments
before moving the machine to insure proper
system operation and proper gauge functioning.
Give special attention to braking and steering
circuit warning lights. If warning lights come on,
shut down the engine immediately and deter-
mine the cause.
4. Cycle hoist controls and steering several times
to remove trapped air. Complete steering cycles
in both directions to verify steering response,
smoothness and reliability. Check seals and
lines for leaks.
5. When satisfied that all discrepancies have been
corrected, the vehicle is ready for a road test.
This test should be done only by a capable and
experienced operator and should be accom-
plished in a large open area where plenty of
maneuvering room is available. Some of the
road test items which should be covered will
include:
a. Repeated test of braking efficiency at pro-
gressively higher speeds. Start at slow
speeds. Don't take chances with higher
speeds until the machine has been deter-
mined to be completely safe.
b. Progressive upshifting and downshifting
through all speed ranges to insure proper
transmission shifting and synchronization.
6. When all tests and checks have been made and
the vehicle is ready for work, it should be visu-
ally rechecked and fully serviced according to
Section P, Lubrication and Service.
Some of the conditions (others may be found) which
might be encountered after a machine has been
exposed to the elements for a long period would
include:
Increased corrosion and fungus growth on
electrical components in humid/tropical areas.
Accelerated rust formation in humid climates.
Increased sand and dust infiltration in windy, dry
dusty areas. (These conditions can approach
sand blasting effects.)
Deterioration of rubber products in extreme cold
areas. Cables, hoses, O- rings, seals and tires
may become weather checked and brittle.
Animal or bird's nests in unsealed openings.
ENGINE STORAGE
Engine Storage-(Short Term)
1 Month to 6 Months
This procedure describes the proper method for the
short term storage of an engine.
Prepare the Engine for Short Term Storage
1. Operate the engine at high idle until the coolant
temperature is 160 F (70 C).
2. Turn the engine off.
3. Disconnect the fuel lines to the engine fuel filter
and the injector return line.
4. Use a preservative oil. Use Dauber T Chemical
NoxRust No. 518, or equivalent. The oil must
meet Military Specification MIL-L-644, Type P-
9.
5. Fill two containers, one with diesel fuel, and the
second with preservative oil. Put both fuel lines
in the container of diesel fuel.
6. Start the engine.
7. After the engine is operating smoothly, transfer
the fuel supply line to the container of preserva-
tive oil. Operate the engine until the preserva-
tive oil flows out of the injector return line.
8. Turn the engine off. Connect the fuel lines to
the fuel filter and the injector return line.
9. Drain the oil pan sump, oil filters, and fuel filters.
10. Install the drain plugs in the oil sump. The sump
can remain empty until the engine is ready to be
returned to service.
Put a warning tag on the engine. The tag must
indicate:
The engine does not contain oil.
Do not operate the engine.
11. Disconnect the electrical wiring from the fuel
pump solenoid.
12. Turn the fuel pump manual shutoff valve coun-
terclockwise until it stops.
13. Crank the engine slowly. Spray lubricating oil
into the intake manifold and the inlet of the air
compressor.
14. Cover all of the openings with tape to prevent
dirt and moisture from entering the engine.
15. Drain the coolant.
NOTE: It is not necessary to drain the coolant if it is a
permanent type antifreeze with a rust inhibitor.
16. Store the engine in an area that is dry and has a
uniform temperature.
17. Bar turn the Crankshaft two or three revolutions
every 3 to 4 weeks.
Remove the Engine from Short Term Storage
1. Prime the lubricating system. Refer to Cummins
Engine Shop Manual, (Section 14-01, Engine
Run-in-Period).
2. Fill the coolant system if necessary.
3. Adjust the injector and the valve clearance.
Refer to Cummins Engine Shop Manual, (Sec-
tion 00-02, Engine Assembly).
4. Tighten the intake manifold mounting cap
screws to specified torques, refer to the Cum-
mins Service Manual for specifications.
5. Fill the oil pan sump, oil filters, and fuel filters
with recommended lubricants and fuels.
Engine Storage- (Long Term)
6 Months to 24 Months
This procedure describes the proper method for the
long term storage of an engine.
Prepare the Engine for Long Term Storage
1. Operate the engine at high idle until the coolant
temperature is 160 F (70 C).
2. Turn engine off.
3. 3. Drain the oil. Install the drain plugs. Use Shell
66202 or equivalent, preservative oil. The oil
must meet Military Specification MIL-L-21260,
Type P-10, Grade 2, SAE 30. Fill the engine to
the "HIGH" mark.
4. Disconnect the fuel lines to the engine fuel filter
and the injector return line.
5. Use Daubert Chemical NoxRust No. 518, or an
equivalent preservative oil. The oil must meet
Military Specification MIL- L- 644 Type P9.
6. Fill two (2) containers: one with diesel fuel, the
second with preservative oil. Put both fuel lines
in the container of diesel fuel.
8. After the engine is operating smoothly, transfer
the fuel supply line to the container of preserva-
tive oil. Operate the engine until the preserva-
tive oil flows out of the injector return line.
9. Turn the engine off. Connect the fuel lines to
the fuel filter and the injector return.
10. Drain the preservative oil from the engine oil
pan sump, the air compressor and the oil filters.
11. Remove the intake and exhaust manifolds.
Spray preservative oil into the intake and
exhaust ports in the cylinder heads and in the
manifolds.
12. Spray preservative oil in the intake port on the
air compressor.
13. Use a rust preventative compound that meets
Military Specification MIL-C-16173C, Type P-2,
Grade 1 or 2. Brush or spray the compound on
all of the exposed surfaces that are not painted.
14. Remove the rocker lever covers. Spray the
rocker levers, the valve stems, the springs, the
valve guides, the crossheads, and the push
rods with preservative oil. Install the covers.
15. Cover all the openings with heavy paper and
tape to prevent dirt and moisture from entering
the engine.
Put a WARNING tag on the engine. The tag must
indicate:
The engine has been treated with
preservatives.
Do not bar turn the crankshaft.
The coolant has been removed.
The date of treatment.
Do not operate the engine.
16. Store the engine in an area that is dry and has a
uniform temperature.
Remove the Engine from Long Term Storage
1. Use clean diesel fuel. Flush the fuel system
until all of the preservative oil is removed.
2. Remove the plug from the main oil rifle pas-
sage. Use a hot, lightweight mineral oil. To flush
all of the preservative oil from the engine: Bar
the engine crankshaft three to four revolutions
during the flushing procedure.
3. Fill the oil pan sump, oil filters, and fuel filters.
4. Drain the rust preventative compound from the
cooling system. Fill the cooling system with
coolant.
5. Prime the lubricating system. Refer to Cummins
Engine Shop Manual, (Section 14-01, Engine
Run-in-Period).
6. Adjust the injector and the valve clearance.
Refer to Cummins Engine Shop Manual, (Sec-
tion 00-02, Engine Assembly).
7. Tighten the intake manifold mounting cap
screws.
ELECTRIC DRIVE TRUCKS
Storage Instructions and Procedures
This instruction provides the recommended proce-
dures for protecting equipment from damage during
both short-term and long-term storage periods and
for maintaining adequate protection while in storage.
Also included are instructions for placing this equip-
ment into service after having been stored.
For the purposes of this instruction, a short-term stor-
age period is considered to be less than three
months; a long-term storage period is considered to
be three months or longer.
General Electric recommends a maximum storage
period of three years, with these storage procedures
being repeated after each year. After a storage
period of three years or more, the Motorized Wheels
should be removed and sent to an overhaul facility
for teardown and inspection of seals and bearings.
These should be replaced if necessary.
Periodic (every three months) inspections should be
made to determine the lasting qualities of long-term
storage protection measures. Such inspections will
indicate the need for renewing protective measures
when necessary to prevent equipment deterioration.
Proper storage of this equipment is vital to equipment
life. Bearings, gears, and insulation may deteriorate
unless adequate protective measures are taken to
protect against the elements. For example, bearings
and gears in the Motorized Wheel gear case are sus-
ceptible to the formation of rust; insulation in rotating
electrical equipment can accumulate moisture; and
bearings may become pitted.
NEVER APPLY ANY SPRAY, COATING OR
OTHER PROTECTIVE MATERIALS TO AREAS
NOT SPECIFICALLY RECOMMENDED.
It is also important to note that these instructions
cannot possibly anticipate every type of storage con-
dition and, therefore, cannot prevent all equipment
deterioration problems caused by inadequate stor-
age. However, these instructions should be consid-
ered as a minimum procedure to achieve the best
possible equipment life and the lowest operating cost
when the equipment is returned to service.
NOTE: Local conditions and/or experience may
require ADDITIONAL procedures and/or additional
storage precautions.
Placing Equipment Into Storage
Perform the following instructions when preparing
General Electric equipment for storage. There are
three main equipment categories to consider:
1. When storing a truck that is operational.
2. When storing a truck that is not operational.
3. When storing major components (Motorized
Wheel, alternator, etc.).
These three major categories are the basis for deter-
mining required protective measures.
NOTE: In addition to these instructions, refer to truck
storage instructions.
When Storing A Truck That Is Operational
When a fully operational truck is being placed into
storage for less than three months, the best protec-
tive measure which can be taken is to drive the truck
once a week for at least 30 minutes. Prior to driving
the truck, the rotating equipment should be Meg-
gered and:
1. If greater than 2 megohms, run normally.
2. If less than 2 megohms, isolate condition and
correct before running.
Driving the truck circulates oil in the gear case to
keep gears and bearings lubricated and free from
rust. It also prevents deterioration of the brushes,
commutators and slip rings.
When a fully operational truck is being placed into
storage for three months or longer, and the truck
cannot be operated weekly throughout the storage
period as indicated above, perform the following
instructions:
1. Drain oil from the gear case and install rust pre-
ventive 4161 (product of Van Straaten Chemi-
cal Co.)or equivalent. Fill per General Electric
Motorized Wheel Service Manual.
2. Megger the wheels as indicated in the instruc-
tions above. Operate the truck for at least 30
minutes to insure that the rust preventive com-
pound has been thoroughly circulated through-
out the gear case. Stop the truck and drain the
rust preventive compound.
NOTE: Do not run a LOADED truck with rust
preventive compound in Motorized Wheel gear
cases.
Do not operate trucks without oil in the Motorized
Wheel gear cases.
3. Perform a megohmmeter test. Refer to the
truck's Vehicle Test instructions for the correct
procedure. Record the Megger readings for
future reference. They will be helpful in deter-
mining if deterioration is being experienced
when additional Megger tests are made as part
of the periodic inspection.
4. Lift all brushes in the Motorized Wheels, blow-
ers and the alternator. They must be removed
from the brush holder. Disconnecting brush pig-
tails is not required.
5. Cover any open ductwork with screening mate-
rial to prevent rodents from entering. Then tape
over the screen to prevent the entry of water
and dirt (allow breathing).
6. Examine all exposed machined surfaces for
rust or other dirt accumulation. Remove all dirt
as necessary. Remove rust by using a fine
abrasive paper. Old flushing compound can be
removed with mineral spirits (GE-D5B8). Meth-
anol should be used to remove all residue.
When clean, coat with Tarp B rust preventive.
Refer to General Electric Motorized Wheel Ser-
vice Manual for specifications.
7. Loosen exciter drive belts (where applicable).
8. Open all switches in the control compartment.
9. Install a 500 watt heat source inside all control
groups which house electronic control equip-
ment. These heat sources are to be energized
below 32 F (0 C) and de-energized above 41
F (5 C).
10. Install a 500 watt heat source inside the com-
mutator chamber of both Motorized Wheels and
inside the alternator slip ring chamber. This will
minimize the accumulation of moisture. A hole
in the bottom of the hubcap will accommodate
the electrical cord for the heat source in the
Motorized Wheels. These heat sources are to
be energized continuously.
11. Seal compartment doors with a weatherproof
tape to prevent entry of rain, snow and dirt
(allow breathing).
When Storing A Truck That Is Not Operational
When a truck which is not fully operational is being
stored for a period of any length, perform the follow-
ing:
1. Drain the oil from the gear case and install rust
preventive compound 4161 (or equivalent). Fill
per General Electric Motorized Wheel Service
Manual.
2. Jack each side of the truck (one side at a time)
enough to rotate the tires.
3. Connect a D-C welder as described in the Vehi-
cle Test Instructions (Wheel Motor inst. 400A,
arm & field in stress 900- 1000 rpm arm).
4. Rotate each Motorized Wheel (one at a time)
for at least 30 minutes to insure that the rust
preventive compound has been thoroughly cir-
culated throughout the gear case. Disconnect
the welder. Remove the jacks. Drain the gear
case.
5. If the truck is partially dismantled, pay careful
attention to ductwork, blower shrouds, etc.,
which may be exposed to weather conditions as
a consequence. These areas will require the
same sealing measures as in Step 5 above
which deals with protecting ductwork. Cover
exposed blower housings to prevent entry of
water and dirt.
6. Perform Steps 3 through 11 under When Stor-
ing a Truck that is Operational.
When Storing A Major Component
When storing a Motorized Wheel, alternator, blower
or control group for a period of any length, always
store it inside a warm, climate-controlled environ-
ment. Do not attempt to store individual components
where they would be exposed to inclement weather,
climatic changes, high humidity and/or temperature
extremes.
Periodic Inspections
It is important that periodic inspections (every three
months) of stored equipment be performed to insure
the continued serviceability of all protective mea-
sures initially taken when the storage period began.
Items which should be checked at each inspection
interval are listed as follows:
1. Remove the weatherproof tape from the com-
partment doors and preform a Megger test as
described in the Vehicle Test Instructions.
Record the test results and compare them with
the recorded Megger readings taken when stor-
age first began, and those taken throughout the
storage period. Remove all test equipment and
close up the compartment. Reseal the compart-
ment doors with new weatherproof tape. If
Megger readings indicate a deterioration of
insulation quality, to below 2.0 megohms then
consideration should be given to providing
more protection.
2. Check all other weatherproofing tape. Replace
any that has become loose or is missing com-
pletely.
3. Check all heat sources. Replace or repair any
units which have become inoperative.
4. Check all machine surfaces which were coated
with flushing compound when storage began. If
compound appears to be deteriorating, it must
be cleaned off and renewed.
Placing Equipment Into Service After Storage
When taking equipment out of storage, perform the
following procedures:
When A Truck Is Operational
If a truck has been operated weekly throughout the
storage period, perform a complete visual inspection
of the Motorized Wheels, blowers, alternator and
control compartments. Repair any defects found,
then place the truck directly into service.
When A Truck Is Not Operational
If the truck was not operated weekly throughout the
storage period, perform the following procedures:
1. Remove all weatherproofing tape from control
compartment doors and ductworks.
2. Remove all screening material from ductwork.
3. Remove all heat sources from Motorized
Wheels, control compartments and the alterna-
tor.
4. Fill with recommended oil. Refer to the Motor-
ized Wheel Service Manual for the type and
amount oil to be used. This oil should be
drained and new oil should be added after 500
hours of operation.
5. Clean all Motorized Wheel grease fittings in the
axle box. Insure that all grease lines are com-
pletely full of grease. Then add the recom-
mended amount of grease to all fittings.
6. Install brushes in the Motorized Wheels, blow-
ers and the alternator. Make sure that brushes
move freely in their carbonways and that they
have enough length to serve until the truck's
next inspection period. Install new brushes if
necessary. Insure that all brush pigtail screws
are tight.
7. Perform a megohmmeter test. Refer to the
truck's Vehicle Test Instructions for the correct
procedure. If Megger readings are less than 2.0
megohms, the problem could be an accumula-
tion of moisture in motor or alternator. If this is
the case, the faulty component will have to be
isolated and dried out using procedures recom-
mended in the G.E.Service Manual.
8. Perform a thorough inspection of the Motorized
Wheels, alternator, blowers and control com-
partments. Look for:
a. Rust or dirt accumulation on machine sur-
faces
b. Damaged insulation
c. An accumulation of moisture or debris
d. Loose wiring and cables
e. Any rust on electrical connectors in the con-
trol compartment
f. Any loose cards in the card panels
g. Any accumulation of moisture or debris in
ductwork.
Clean and make repairs as necessary.
9. Check retarding grids and insulators for loose
connections and dirt accumulation. Clean and
make corrections as necessary.
10. Where applicable, check exciter drive belts for
cracks, and deterioration. If acceptable, set belt
tension to specification.
11. Before starting engine, turn on control power.
Check that contactors and relays pick up and
drop out normally.
12. Perform a start-up procedure on the complete
system to insure maximum performance during
service. Refer to the truck's Vehicle Test
Instructions for the complete test procedure.
For The First Hour
After all storage protection has been removed, the
truck has been cleaned and inspected and repairs
made as necessary, the Motorized Wheel gear case
has been filled with new oil, the dirt seals have been
completely purged with new grease and the system
completely checked, the truck can be placed into ser-
vice. It is recommended, however, that the truck be
driven unloaded at a low speed (10 mph) for the first
hour of operation.
TRANSMISSION PRESERVATION AND
STORAGE
Storage, New Transmission
(Prior to installation). New transmissions are tested
with preservative oil and drained prior to shipment.
The residual oil remaining in the transmission pro-
vides adequate protection to safely store the trans-
mission for up to one year (stored inside the
conditions of normal climate and with all shipping
plugs installed) without further treatment.
Preservation Methods. When the transmission is to
be stored or remain inactive for an extended period
(one or more years), specific preservation methods
are recommended to prevent damage due to rust,
corrosion, and organic growth in the oil. Preservation
methods are presented for storage with and without
transmission fluid.
Storage, One Year -- Without Oil
1. Drain the oil.
2. Spray two ounces (60 milliliters) of VCI #10
through the fill tube.
3. Seal all openings and the breather with mois-
ture-proof tape.
4. Coat all exposed, unpainted surfaces with pre-
servative grease such as petroleum (MIL-C-
11796, Class 2).
5. If additional storage time is required, repeat
steps (2), (3) and (4) at yearly intervals.
Storage, One Year With Oil (normally in a vehicle
chassis)
1. Drain the oil and replace the oil filter element(s).
2. Fill the transmission to operating level with a
mixture of one part VCI #10 (or equivalent) to
30 parts C-3 transmission fluid. Add 1/4 tea-
spoon of Biobor JF (or equivalent) for each 3
gallons (11 liters) of fluid in the system.
NOTE: When calculating the amount of Biobor JF
required, use the total volume of the system, not just
the quantity required to fill the transmission. Include
external lines, filters, and the cooler.
3. Run the engine for approximately five minutes
at 1500 rpm with the transmission in neutral.
4. Drive the vehicle. Make sure the transmission
shifts through all ranges. Make sure the lockup
clutch is working.
5. Continue running the engine at 1500 rpm with
the transmission in neutral until normal operat-
ing temperature is reached.
If the unit does not have a converter-out tempera-
ture gage, do not stall the converter.
6. If normal operating temperature is less than
225 F (107 C), shift the transmission to the
highest forward range and stall the con-
verter.When the converter-out temperature
reaches 225 F (107 C), stop the engine. Do
not exceed 225 F (107 C).
7. As soon as the transmission is cool enough to
touch, seal all openings and the breather with
moisture-proof tape.
8. Coat all exposed, unpainted surfaces with pre-
servative grease such as petrolatum (MIL-C-
11796, Class 2).
9. If additional storage time is required, repeat
steps (2) through (8) at yearly intervals; except,
it is not necessary to drain the transmission
each year. Just add Motorstor and Biobor Jf (or
equivalents).
Restoring Transmission to Service
1. Remove all tape from openings and the
breather.
2. Wash off all external grease with mineral spirits.
3. If the transmission is new, drain the residual
preservative oil. Refill the transmission to the
proper level with C-4 transmission fluid.
4. If the transmission was prepared for storage
without oil, drain the residual oil and replace the
oil filter elements. Refill the transmission to the
proper level with C-4 transmission fluid.
5. If the transmission was prepared for storage
with oil, it is not necessary to drain and refill the
transmission with new transmission fluid. Check
for proper fluid level. Add or drain transmission
fluid as required to obtain to proper level.
NOTES
B01022 Index B1-1
SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B1-2 Index B01022
NOTES:
B02031 8/08 Structural Components B2-1
SECTION B2
STRUCTURAL COMPONENTS
INDEX 1
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
LADDERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
RIGHT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
LEFT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7
CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7
B2-2 Structural Components 8/08 B02031
NOTES:
STRUCTURAL COMPONENTS
The 830E deck components are removable in sec-
tions as shown in Figure 2-1. The following removal
and installation instructions detail the steps to be
taken before the decks and hood can be removed.
Additional steps may be required before the deck or
another major structure is removed, depending on
optional equipment installed on the truck at the fac-
tory or after delivery.
Prior to removal or repair procedures, it may be nec-
essary to remove the body to provide clearance for
lifting equipment to be used. If body removal is not
required, the body must be raised and the safety
cables installed at the rear of the truck.
Read and observe the following instructions
before attempting any repairs!
DO NOT attempt to work in deck area until
body safety cables have been installed.
DO NOT step on or use any power cable as a
handhold when the engine is running.
DO NOT open any electrical cabinet covers or
touch the retarding grid elements until all
shutdown procedures have been followed.
All removal, repairs and installation of
propulsion system electrical components,
cables etc. must be performed by an
electrical maintenance technician properly
trained to service the system.
In the event of a propulsion system
malfunction, a qualified technician must
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
After the truck is parked in position for the repairs,
the truck must be shut down properly to ensure the
safety of those working in the areas of the deck, elec-
trical cabinet and retarding grids. The following pro-
cedures will ensure the electrical system is properly
discharged before repairs are started.
The anti-slip material on the decks must be
inspected and maintained for the safety of all per-
sonnel.
Before performing any welding on the truck,
always turn the battery disconnect switches to
the OFF position and disconnect the alternator
positive cable. Failure to do so may seriously
damage the battery and electrical equipment. It is
not necessary to disconnect or remove any
control circuit cards on electric drive dump trucks
or any of the Alarm Indicating Device (AID) circuit
control cards.
the weld area. Never allow welding current to
pass through ball bearings, roller bearings,
suspensions, or hydraulic cylinders. Always
avoid laying welding cables over or near the
vehicle electrical harnesses. Welding voltage
could be induced into the electrical harness and
cause damage to components.
All hoses and mating fittings must be capped as
they are removed to prevent possible system
contamination.
It is important to tag and visually verify all cables,
harnesses, hoses etc. have been removed
before the structure is lifted off the truck.
For cab removal instructions, refer to Section N,
Truck Cab, in this manual.
Preparation
1. Reduce the engine speed to idle. Place the
selector switch in PARK. Ensure the parking
brake applied indicator lamp in the overhead
panel is illuminated.
2. Place the drive system in the rest mode by turn-
ing the rest switch on the instrument panel ON.
Ensure the rest warning lamp is illuminated.
3. Shut down the engine using the key switch. If,
for some reason the engine does not shut
down, use the shutdown switch on the center
console.
4. Verify the link voltage lights are off. If they
remain on longer than 5 minutes after shut-
down, notify the electrical department.
5. Verify the steering accumulators have bled
down by attempting to steer.
6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
7. Open the battery disconnect switches.
LADDERS
A diagonally mounted ladder (7, Figure 2-1) provides
an easy and safe path for the operator to mount and
dismount the truck. In addition, vertical ladders (6)
are available as additional exits from the cab if nec-
essary. Anti-skid material is placed at various places
on the decks and ladder platform area. Ensure this
material is in good condition and replace when worn.
The diagonal ladder must be removed from the truck
if it becomes necessary to remove the radiator or the
complete power module for major repairs.
When removing the ladder(s), check to ensure all
wiring and hoses which may be attached to the struc-
ture have been removed.
NOTE: Some trucks may be equipped with different
boarding equipment than shown in Figure 2-1. Refer
to Options Section for additional information.
Before performing deck removal or repairs,
ensure the battery disconnect switch is open and
all hydraulic pressure has been released prior to
removing any hoses, electrical harness connec-
tors, etc.
Removal
1. Remove handrails (8, Figure 2-1) attached to
diagonal ladder handrail and the platform.
2. Attach a lifting device to ladder structure (7).
3. Remove all attaching hardware and lift diagonal
ladder from mounts.
4. If vertical ladder removal is necessary, attach a
lifting device to ladder structure (6).
5. Disconnect ladder light wiring and any other
wiring harnesses, hoses, etc. that may be
attached.
6. Remove mounting hardware and lift ladder off
truck.
Installation
Perform the removal proceduress in reverse order for
installation of components. Tighten all attaching
hardware to standard torque values listed in Section
A.
Reinstall all wiring and hoses removed and be cer-
tain all clamps are installed and secure.
RIGHT DECK
The procedure below describes the sequence to fol-
low for complete removal of all the right hand deck
components. If complete disassembly is not required,
select the appropriate steps for removal of the
desired component. Additional removal of equip-
ment, wiring, hoses etc. may be required depending
on optional factory installed and field installed equip-
ment.
Refer to Figure 2-1 for location and nomenclature of
parts described.
Removal
1. Shut down engine following all the procedures
listed on page B2-3 in this section of the man-
ual.
2. Open battery disconnect switch located in the
isolation at the battery box on the front bumper.
3. Remove clamps and electrical cables.
a. Remove power cables routed to retarding
grids (3, Figure 2-2).
b. Remove all 24 volt wiring (clearance lights,
ground straps, etc.) that will interfere with
deck and ladder removal.
c. Remove hoses or wiring routed to optional
equipment; fire suppression system etc.
FIGURE 2-1. ACCESS LADDERS AND DECKS
1. Right Deck
2. Center Deck
3. Left Deck Components
4. Deck Handrail
5. Platform
6. Vertical Ladder
7. Diagonal Ladder
8. Ladder Handrail
9. Grille Structure
4. Attach overhead hoist to lifting eyes on grid
package (3).
5. Remove hardware attaching grid package to
the deck, lift assembly off deck and move to
storage or work area.
NOTE: If grid assembly or cooling blower repairs are
required refer to applicable G.E. publication for
service and maintenance procedures.
6. Install lifting device at eyes at each corner of the
deck and take up slack. DO NOT attach lifting
device to the hand rail structure.
7. Remove plugs covering deck mounting hard-
ware (see Figure 2-2).
8. Verify all wiring harnesses, cables or hoses
have been removed. Carefully raise deck and
remove from deck supports.
Installation
Perform the removal procedures in reverse order for
installation of the deck and components. Tighten all
attaching hardware to standard torque specifications
as listed in Section A, Standard Torque Chart and
Tables.
Clean all mount mating surfaces before
installation.
Clean mounting area before installing ground
cables.
Ensure all electrical connections and harness
clamps are reinstalled and secure.
Replace plugs covering deck mounting hardware
to prevent dirt accumulation.

All propulsion system power cables must be
properly secured in their wood or other non-fer-
rous cable cleats. If clamps are cracked and bro-
ken, oil soaked or otherwise damaged, replace
them with new parts. Inspect cable insulation and
replace cable if insulation is damaged.
LEFT DECK
Removal
NOTE: The left deck mounting arrangement is nearly
identical to the right deck. Refer to Section N, Truck
Cab, for cab removal and installation instructions.
Refer to Figure 2-1 for the location of individual
sections.
1. Shut down engine following all the procedures
listed on page B2-3 of this Section of the man-
ual.
2. Ensure the brake system accumulators have
been bled down to release pressure.
3. Tag and disconnect all hydraulic lines and elec-
trical cables which will interfere with deck
removal. Cap all lines to prevent entrance of
foreign material.
If equipped with air conditioning and air condi-
tioning system components are to be removed,
refer to Section N, Operator Comfort, for special
instructions on discharging the air conditioning
system prior to disconnecting any air condition-
ing lines.
4. Install lifting device to lift eyes at each corner of
the deck and take up slack. DO NOT attach lift-
ing device to the hand rail structure.
5. Remove deck mounting hardware at frame sup-
port and front upright.
FIGURE 2-2. RH DECK MOUNTING
1. Right Deck Structure
2. Mounting Hardware
3. Retard Grid Package
4. Diagonal Ladder
Structure
6. Verify all wiring harnesses, cables or hoses
have been removed. Carefully raise deck and
remove from deck supports.
Installation
Perform the removal procedures in reverse order for
installation of the deck and components. Tighten all
attaching hardware to standard torque specifications
as listed in Section A, Standard Torque Chart and
Tables.
Clean all mount mating surfaces before
installation.
Clean mounting area before installing ground
cables.
Ensure all electrical connections and harness
clamps are reinstalled and secure.
If the air conditioning system has been
discharged, refer to Section N, Operator Comfort,
for the correct procedure for system service.
1. Start engine and allow systems to charge.
Observe for any air or oil leaks. Ensure all
shields, covers and clamps are in place.
2. Service the hydraulic reservoir if required.
Check for proper operation of the steering and
brake systems, including dynamic retarding.
CENTER DECK
Center deck removal only requires removal of any
attached hoses cables etc. before removing the
mounting hardware and lifting the deck structure off.
Follow proper shutdown procedures as
described on page B2-3.
NOTES:
B03027 Dump Body B3-1
SECTION B3
DUMP BODY
INDEX
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
BODY POSITION INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-9
BODY UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-9
B3-2 Dump Body B03027
NOTE:
DUMP BODY
Removal
Inspect all lifting devices. Slings, chains, and/or
cables used for lifting components must be
inspected daily for serviceable condition. Refer
to the manufacturer's manual for correct capaci-
ties and safety procedures when lifting compo-
nents. Replace any questionable items.
Slings, chains, and/or cables used for lifting
components must be rated to supply a safety fac-
tor of approximately 2X the weight being lifted.
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and over-
head structures or electric power lines.
Be sure that the lifting device is rated for at least
a 45 ton capacity.
1. Park truck on a hard, level surface and block all
the wheels. Connect cables and lifting device to
the dump body and take up the slack as shown
in Figure 3-1.
2. Remove mud flaps and rock ejectors from both
sides of the body. Remove electrical cables,
lubrication hoses, etc, attached to the body.
3. Attach chains around upper end of hoist cylin-
ders to support them after the mounting pins are
removed.
4. At each of the upper hoist cylinder mounting
eyes, remove pin retainer shoulder bolt (4, Fig-
ure 3-2), flat washer (5) and nut (6). With ade-
quate means of supporting the hoist cylinders in
place, remove both pins (2).
FIGURE 3-1. DUMP BODY REMOVAL
1. Lifting Cables 2. Guide Rope
FIGURE 3-2. HOIST CYLINDER MOUNTING
(UPPER)
1. Dump Body
2. Hoist Cylinder Pin
3. Hoist Cylinder
4. Shoulder Bolt
5. Flat Washer
6. Nut
5. Remove shoulder bolts (1, Figure 3-3), flat
washer (10) and nuts (2) from each body pivot
pin.
6. Remove body pivot pins (3) far enough to allow
shims (6) to drop out. Complete removal is not
necessary unless a new pin is to be installed.
7. Lift dump body clear of the chassis and move to
storage or work area. Block the body to prevent
damage to the body guide etc.
8. Inspect bushings (5, 8, and 9) for excessive
wear or damage. Replace as required.
Installation
Inspect all lifting devices. Slings, chains, and/or
cables used for lifting components must be
inspected daily for serviceable condition. Refer
to the manufacturer's manual for correct capaci-
ties and safety procedures when lifting compo-
nents. Replace any questionable items.
Slings, chains, and/or cables used for lifting
components must be rated to supply a safety fac-
tor of approximately 2X the weight being lifted.
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and over-
head structures or electric power lines.
Be sure that the lifting device is rated for at least
a 45 ton capacity.
1. Park truck on a hard, level surface and block all
the wheels.
2. Attach cables and a lifting device to the dump
body and take up the slack as shown in Figure
3-1. Lower the body over the truck frame and
align the body pivots with the frame pivot holes.
3. Install shims (6, Figure 3-3) in both body pivots,
as required, to fill the outside gaps and center
the body on the frame pivot. Do not install
shims at the inside.
NOTE: A minimum of 1 shim is required at the
outside end of both frame pivots.
FIGURE 3-3. DUMP BODY PIVOT PIN
1. Shoulder Bolt
2. Nut
3. Body Pivot Pin
4. Body Ear
5. Body Pivot Bushing
6. Shim
7. Frame Pivot
8. Pivot Bushing
9. Body Pivot Bushing
10. Flat Washer
4. Align the hole in pivot pin (3) with bolt hole in
pin retainer (part of body pivot ear, 7). Push the
pivot pin through the shims (6), frame pivot (7),
and into the pivot bushing (9).
5. Install shoulder bolt (1) through each pin.
Ensure nuts (5) are in good condition. Install flat
washers (10) and nuts (5). Tighten the nuts to
340 Nm (250 ft lb).
6. Align hoist cylinder upper bushings with the
hole through the body. With pin retaining bolt
hole and the retaining hole in dump body
aligned, install pin (2, Figure 3-2).
7. Install shoulder bolt (4) through each pin.
Ensure the nuts are in good condition. Install
the flat washers (5) and nuts (6). Tighten the
nuts to 340 Nm (250 ft lb).
8. Install mud flaps, rock ejectors, electrical cables
and lubrication hoses.
BODY PADS
It is not necessary to remove the dump body to
replace body pads. Pads should be inspected during
scheduled maintenance inspections and replaced if
worn excessively.
1. Raise the body to a height sufficient to allow
access to all pads.
Place blocks between the body and frame.
Secure blocks in place. Never work under a
raised body unless safety device(s) are in posi-
tion to prevent dump body from lowering.
2. Remove hardware attaching pads to the dump
body. (Refer to Figure 3-4)
3. Remove body pad and shims. Note number of
shims installed at each pad location. (The rear
pad on each side should have one less shim
than the other pads)
4. Install new pads with the same number of shims
as removed in step 3.
5. Install the mounting hardware and tighten to 88
Nm (65 ft lbs) torque.
6. Remove blocks from frame and lower body onto
the frame.
Adjustment
1. Truck must be parked on a flat, level surface for
inspection.
2. All pads, except the rear pad on each side,
should contact the frame with approximately
equal compression of the rubber.
3. A gap of approximately 1.5 mm (0.06 in.) is
required at each rear pad. This can be accom-
plished by using one less shim at each rear
pad.
4. If pad contact appears to be unequal, repeat the
above procedure.
Proper body pad to frame contact is required to
assure maximum pad life.
FIGURE 3-4. BODY PAD INSTALLATION
1. Dump Body
2. Pad Mounting Hardware
3. Frame
4. Body Pad
5. Shim
6. Mounting Pad
BODY GUIDE
1. Body guide wear points should be inspected
each time a body pad inspection is performed.
(Refer to Figure 3-5.) The body guide should be
centered between the wear plates (3), with a
maximum gap of 4.8 mm (0.19 in.) at each side
when new.
2. If gap becomes excessive, install new parts.
BODY-UP RETENTION CABLE
To avoid serious personal injury or death, the
body up retention cable must be installed any-
time personnel are required to perform mainte-
nance on the vehicle with the dump body in the
raised position.
The Komatsu body-up safety sling can only be
used with a Komatsu body. Non-OEM body may
not accommodate the Komatsu body-up safety
sling. The end user must ensure that a proper
cable/sling is used.
1. To hold the dump body in the up position, raise
the body to it's maximum height.
2. Install two shackles (2, Figure 20-3) and body
retention sling (3) between rear body ear (1)
and the axle housing.
3. Secure the shackle pins with cotter pins.
4. Move the hoist lever to the FLOAT position to
slowly lower the body until the cable is support-
ing the full weight of the body. Then move the
hoist lever to the HOLD position.
5. After maintenance work is completed, return the
sling to stored position.
FIGURE 3-5. BODY GUIDE
1. Dump Body
2. Body Guide
3. Body Guide Wear
Plates
FIGURE 3-6. BODY-UP CABLE INSTALLATION
1. Rear Body Ear
2. Shackle And Pin
3. Body Retention
Sling
BODY POSITION INDICATOR
The Body Position Indicator is a device mounted on
the canopy of the dump body. When the body is low-
ered, the indicator is visible to the operator. This
device should be inspected daily and repairs made if
required.
ROCK EJECTORS
Rock ejectors are placed between the rear dual
wheels to keep rocks or other material from lodging
between the tires. Failure to maintain the rock ejec-
tors could allow debris to build up between the dual
wheels and cause damage to the tires.
Inspection
1. The ejectors must be positioned on the center
line between the rear tires within 6.35 mm (0.25
in.).
2. With the truck parked on a level surface, the
arm structure (Refer to Figure 3-7) should be
approximately 88 mm (3.50 in.) from the wheel
spacer ring (3) when hanging vertical.
NOTE: With rock ejector arm (1, Figure 3-8) hanging
vertical as shown, there must be NO GAP at stop
block (3). Adjust stop block as necessary to obtain
NO GAP.
3. If the arm (1) becomes bent, it must be
removed and straightened.
4. The wear plates (2) must be replaced if
severely worn.
5. Inspect the mounting brackets (4, Figure 3-8),
pins (2) and stops (3) for wear and/or damage
and repair as necessary.
FIGURE 3-7. ROCK EJECTOR
1. Rock Ejector Arm
2. Wear Plate
3. Rear Wheel Spacer
Ring
FIGURE 3-8. ROCK EJECTOR MOUNTING
BRACKET (Detail View)
1. Rock Ejector Arm
2. Pin
3. Stop Block
4. Mounting Bracket
HOIST LIMIT SWITCH
Refer to Section D, Electrical System (24VDC) for
adjustment procedure of the hoist limit switch.
BODY UP SWITCH
Refer to Section D, Electrical System (24VDC) for
adjustment procedure of the body up switch.
NOTES:
B04031 Fuel Tank B4-1
SECTION B4
FUEL TANK
INDEX
FUEL TANK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
FUEL TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
FUEL RECEIVERS (WIGGINS QUICK FILL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
B4-2 Fuel Tank B04031
FUEL TANK
Removal
1. Raise truck body and install body safety cables.
2. Drain sediment from tank and dispose of prop-
erly. Drain remainder of fuel into clean contain-
ers.
3. Disconnect fuel tank wire harness (13, Figure 4-
1) and remove harness clamps.
4. Remove ground wire (17).
5. Remove fuel supply hose (8) and return hose
(6) and plug to prevent contamination.
6. Remove hydraulic filter assembly (11) from fuel
tank. Support filters by placing a chain over the
frame rail. (It is not necessary to disconnect
hydraulic hoses.)
The weight of the empty fuel tank is approxi-
mately 1711 kg (3,772 lbs). Be certain to use lift-
ing devices with adequate capacity.
7. Attach lifting device to tank lift eyes.
8. Remove cap screws (14), lock washers, flat
washers and special flat washers (15).
9. Remove cap screws (4), flat washers, and
mounting caps (3) from upper mounting trun-
ions.
10. Lift tank from brackets and move to work area.
11. Inspect rubber dampeners (16) and replace if
necessary.
Installation
The weight of the empty fuel tank is approxi-
mately 1711 kg (3,772 lbs). Be certain to use lift-
ing devices with adequate capacity.
1. Thoroughly clean the frame mounting brackets
and the mounting hardware holes. Re-tap the
threads if damaged.
2. Lower tank into position over upper mounting
trunions.
3. Install mounting caps (3, Figure 4-1) and cap
screws (4) with flat washers at upper mounting
trunnions. Do not tighten the hardware at this
time.
4. Install large flat washers (15) and cap screws
(14) with flat washer and lockwasher, and
tighten to 420 Nm (310 ft lbs).
5. Tighten mounting cap screws (4) to 711 Nm
(525 ft lbs).
6. Attach ground wire (17), and connect wire har-
ness (13). Install wire harness clamps.
7. Attach fuel supply hose (8) and return hose (6).
8. Attach hydraulic filter assemblies (11) to fuel
tank.
9. Refill tank with clean fuel.
FIGURE 4-1. FUEL TANK
1. Fuel Tank
2. Fuel Receiver Assembly
3. Mounting Cap
4. Cap Screw
5. Filler Cap
6. Fuel Return Hose
7. Breather Valve
8. Fuel Supply Hose
9. Fuel Gauge Sender
10. Drain Cock
11. Hoist Circuit Filter Assemblies
12. Steering Circuit Filter Assembly
13. Wire Harness
14. Cap Screw
15. Flat Washer (large)
16. Rubber Dampener
17. Ground Wire
18. Terminals
19. Sender Mounting Hardware
20. Overflow Tube
21. Sight Glass
Repair
If a tank has been damaged and requires structural
repair, perform such repairs before final cleaning.
If a tank is to be weld repaired, special precau-
tions are necessary to prevent fire or explosion.
Consult local authorities for 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 uti-
lized 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 con-
tact with all interior surfaces by rotating the tank in
various positions, etc.
Prior to a cleaning procedure of this type, all vents,
fuel gauge, and hose connections should be
removed and temporarily sealed. After all scale, rust,
and foreign material has been removed, the tempo-
rary plugs can be removed.
A small amount of light oil must be sprayed into the
tank to prevent rust if the tank is to remain out of ser-
vice. All openings should be sealed for rust preven-
tion.
FUEL GAUGE SENDER
Fuel gauge sender (9, Figure 4-1) is mounted on the
side of the tank provides an electrical signal to oper-
ate the fuel gauge on the instrument panel.
Removal
1. Drain the fuel below the level of the fuel gauge
sender.
2. Disconnect the wires from terminals (18).
3. Remove sender mounting hardware (19). Care-
fully remove the sender and gasket.
Installation
1. Clean the mating surfaces. Install a new gasket.
2. Install the fuel gauge sender in the tank. Ensure
the float is oriented properly and moves freely.
3. Install sender mounting hardware (19) and
tighten the cap screws to the standard torque.
4. Connect the wires to terminals (18).
5. Fill the fuel tank and check for leaks.
FUEL TANK BREATHER VALVE
NOTE: The relief pressure of the fuel tank breather
valve is 70 - 89 kPa (10 - 13 psi).
Disassembly
1. Remove fitting (1, Figure 4-2).
2. Remove ball cage (8), solid ball (9) and float
balls (10).
3. Unscrew end fitting (5) from body (2).
4. Remove stem (6) and valve spring (3).
Assembly
1. Clean and inspect all parts. If any parts are
damaged, replace the entire assembly.
2. Place valve spring (3) into position in body (2).
3. Insert stem (6) into end fitting (5).
4. Screw end fitting (5) into body (2). Ensure the
components are properly aligned and seated.
5. Install fitting (1).
6. Insert the balls into ball cage (8) with solid ball
(9) on top.
7. Insert the ball cage onto the stem. A minimum
of two cage coils must be seated in the groove
on the stem. Ensure the solid ball is able to seat
properly on the stem. If not, adjust the cage
accordingly. FIGURE 4-2. BREATHER VALVE
1. Fitting
2. Body
3. Valve Spring
4. O-Ring
5. End Fitting
6. Stem
7. O-Ring
8. Ball Cage
9. Solid Ball
10. Float Ball
FUEL RECEIVERS (WIGGINS QUICK FILL)
Fuel receiver assembly (2, Figure 4-1) is mounted on
the front of the fuel tank. Fuel receiver assembly (1,
Figure 4-3) is mounted on the left hand frame rail. It
is connected to the rear of the fuel tank by hose (2).
The quick fill fuel system is a pressurized system that
is rated at a maximum of 568 l/m (150 gpm). When
filling the tank, vent assembly (7, Figure 4-1) on top
of the tank allows air to escape to prevent the tank
from over-pressurizing. When the fuel level reaches
the float balls in the vent, the balls rise with the fuel.
When the fuel level reaches its maximum level, the
float balls block air flow out of the vent, causing
pressure to rise in the fuel tank. When pressure
reaches 55 - 70 kPa (8 - 10 psi), the fuel nozzle
should turn off.
If the nozzle fails to turn off and fuel continues to fill
the tank, a relief valve in the vent will open at 79 kPa
(11.5 psi) to prevent over-pressurization of the tank. If
filling persists and the fuel reaches the top of the
tank, fuel will flow out of the vent until the nozzle is
turned off.
If fuel spills from the vent, or if the tank does not
completely fill, check the vent to see whether the
float balls are in place and overflow tube (20, Figure
4-1) is clean. If the vent is operating properly, the
problem will most likely be in the fuel supply system.
Keep the cap on each fuel receiver to prevent dirt
buildup in valve area and nozzle grooves.
FIGURE 4-3. QUICK FILL FUEL RECEIVER - LEFT SIDE
1. Fuel Receiver Assembly 2. Hose to Tank
C01029 Index C1-1
SECTION C
ENGINE
INDEX
POWER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
POWER TRAIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
C1-2 Index C01029
NOTES
C02027 2/11 Power Module C2-1
SECTION C2
POWER MODULE
INDEX
POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-8
C2-2 Power Module 2/11 C02027
NOTES:
POWER MODULE
The radiator, engine and alternator/blower assem-
blies are mounted on a roller equipped subframe
which is contained within the truck's main frame and
is referred to as a Power Module. This arrangement
permits removal and installation of these components
with a minimum amount of disconnect being made
and by utilizing the unique Roll In/Roll Out feature.
Although the instructions in this section are primarily
based upon the Rollout method for major compo-
nent removal, the radiator and fan may be removed
as separate items. Instructions for radiator and fan
removal are contained later in this section.
PREPARATION
The complete power module weighs approxi-
mately 16 760 kg (36,950 lbs.). Make sure lifting
device to be used is of an adequate capacity.
1. Position the truck in a work area with a flat, level
surface and adequate overhead clearance to
permit raising the dump body.
2. Apply parking brake and block wheels to pre-
vent truck movement. Raise body and install
safety lock pin and body cable.
Do not work under raised body without first mak-
ing sure the body lock pin and body cable is
installed.
3. Tag or mark all oil lines, fuel lines and electrical
connections to ensure correct hookup at time of
power module installation. Plug all ports and
cover all hose fittings or connections when dis-
connected to prevent dirt or foreign material
from entering.
4. It is not necessary to remove the grille or radia-
tor prior to the removal of the power module. If
radiator removal is desired or if only radiator
repair is necessary, refer to Cooling System in
this section.
Removal
1. Disconnect batteries using the following proce-
dure in this order:
a. Open battery disconnect switch located on
battery switch box on top of front bumper.
b. Inside the battery box, identify the battery
ground cables that connect the negative ter-
minals of two batteries to the ground bus bar
in the bottom of the battery box. Disconnect
these ground cables from the negative termi-
nal of each battery.
c. Disconnect the ground cables from below
the battery box.
d. Disconnect the three positive battery cables
from the bus bar outside the battery box.
Also disconnect three wiring harness from
the battery box.
e. Remove mounting cap screws and remove
battery box from front bumper.
2. Follow the steps below to remove main alterna-
tor inlet duct (2, Figure 2-1):
a. Remove cover and disconnect cables
(routed to main alternator) from front side of
transition structure (4). Disconnect air sensor
from left side of inlet duct.
b. Remove clamps and disconnect air hose (6)
at electrical cabinet and transition structure
(3).
c. Remove mounting hardware and remove
transition structure (3).
d. Attach hoist to lifting eyes on blower inlet
duct assembly. Remove hardware attaching
duct to main alternator inlet. Remove hard-
ware attaching upper duct mounts to electri-
cal cabinet. Remove hardware attaching
duct to deck at right and left sides.
e. Recheck for any other cables or hoses and
lift duct assembly from the truck. Cover all
openings to prevent entrance of foreign
material.
f. Remove mounting hardware and remove
transition structure (4) from alternator.
3. Remove clamp and remove the outlet hose to
rear axle on the blower assembly.
4. Disconnect all (already marked) electric, oil and
fuel lines that would interfere with power mod-
ule removal. Cover or plug all lines and their
connections to prevent entrance of dirt or for-
eign material. To simplify this procedure, most
connections utilize quick disconnects.
5. Disconnect the air cleaner restriction gauge
hoses. Disconnect electrical wiring and hoses
etc. that would interfere with front center deck
removal.
6. Remove air inlet duct support rods on under-
side of center deck.
7. Attach hoist to the front center deck. Remove all
cap screws, flat washers, lockwashers and nuts
securing the deck. Check for any remaining wir-
ing, hoses or other items on underside of deck.
Lift deck and remove from truck.
8. Close both cab heater shutoff water valves dis-
connect water lines and drain water from the
heater core. Secure water lines away from
engine compartment so as not to interfere with
power module removal.
10. Remove cap screws (2, Figure 2-2) and nuts
securing left (1) and right (3) exhaust ducts to
turbocharger outlets. Remove V band clamps
(5) and support clamps (4). Remove exhaust
ducts and move clear of engine. Cover turbo-
charger exhaust openings to prevent entrance
of foreign material.
FIGURE 2-1. MAIN ALTERNATOR BLOWER DUCT
1. Electrical Cabinet
2. Inlet Duct
3. Transition Structure
4. Transition Structure
5. Air Hose
11. Remove clamps (6, Figure 2-3) securing the air
intake ducts (3) to turbochargers (4). Remove
clamps at hump hoses (1). and remove air
intake ducts. Cover inlets on turbochargers and
ducts to air cleaners to prevent contamination.
12. Remove upper radiator support struts (12, Fig-
ure 2-4).
13. Disconnect grounding strap located near the
front subframe mount.
14. Remove cap screws and washers securing
cover (10, Figure 2-4) to grille at center of front
bumper and remove. Remove cap screws and
lockwashers (9) securing front subframe sup-
port to main frame.
Install safety chain around the front engine sub-
frame cross member and main frame to prevent
the power module from rolling forward when the
subframe rollers are installed.
15. Remove cap screws (4, Figure 2-4) and caps
(3) securing subframe mounting bushings to the
subframe support bracket (6) at rear of sub-
frame.
16. Check engine and alternator to make sure all
cables, wires, hoses, tubing and linkages have
been disconnected.
17. Remove the mounting hardware at the diagonal
ladder mounting pads. Lift the diagonal ladder
from the truck and move it to a storage area.
Federal regulations prohibit venting air
conditioning system refrigerants into the
atmosphere. An approved recovery/recycle
station must be used to remove the refrigerant
from the air conditioning system.
18. Refer to Section N, Operator Comfort, for the
procedures required to properly remove the
refrigerant from the air conditioning system.
After the system has been discharged,
disconnect the refrigerant hoses to the cab at
the compressor and receiver/drier.
NOTE: System contains HFC-134A refrigerant.
FIGURE 2-2. EXHAUST DUCTS
(Heated Body Exhaust Shown)
1. LH Exhaust Duct
2. Cap Screws
3. RH Exhaust Duct
4. Support Clamp
5. V Band Clamp
6. Frame Rails
19. Disconnect hydraulic pump drive shaft (1, Fig-
ure 2-4) at the drive shaft U-joint companion
flange.
Only lift power module at the lifting points on
subframe and engine/alternator cradle structure.
(Refer to Figure 2-6.)
20. Attach hoist to lift points (2, Figure 2-4) at
engine/alternator cradle structure. Raise the
rear portion of engine subframe and install sub-
frame rollers (Refer to Figure 2-5). Lower the
rear portion of the subframe carefully until the
rollers rest on the main frame guide rail.
NOTE: Subframe rollers are supplied in the truck tool
group and can be installed in the storage position
after use, as shown in Figure 2-5.
FIGURE 2-3. AIR INTAKE DUCTS
1. Hump Hose
2. Support Rods
3. Air Intake Ducts
4. Turbocharger
5. Center Deck Structure
6. Clamp
7. T-Bolt Clamp
8. Air Cleaner Assembly
Note: Illustration shows engine
equipped with two-stage turbo-
chargers. Single stage turbo-
charger equipped engine ducts
and supports are similar.
21. Reposition hoist to front subframe lifting points
(8, Figure 2-4). Raise the engine subframe until
the engine is on a level plane. Remove the
safety chain.
The engine, alternator, radiator and subframe
weigh approximately 16 760 kg (36,950 lbs.).
Make sure the lifting device used is of an ade-
quate capacity.
22. Roll the power module forward sufficiently so
that adequate clearance is provided for the lift-
ing device to be attached to the engine/alterna-
tor cradle structure and front subframe lifting
points. Place stands or block under front of sub-
frame and lower hoist until front of subframe is
supported. Install safety chain to prevent sub-
frame from rolling.
FIGURE 2-4. ENGINE MODULE INSTALLATION
1. Pump Driveshaft
2. Rear Module Lift Eye
3. Cap
4. cap screws
5. Bushing
6. Rear Subframe Mount Bracket
7. Module Subframe
8. Front Module Lift Eye
9. Front Mount cap screws
10. Cover
11. Grille Structure
12. Upper Radiator Support Rod
13. Engine
23. Attach lifting device to hoist and attach to
engine/alternator cradle structure and front sub-
frame lifting points as shown in Figure 2-6.
Remove safety chain.
24. Raise the power module slightly to determine if
module is on an even plane. Move the power
module straight out of truck to a clean work area
for disassembly.
For further disassembly of the engine, alternator, and
radiator, refer to the appropriate section of this man-
ual.
Installation
1. Inspect the main frame guide rails. Remove any
debris which would interfere with power module
installation.
2. Clean the main frame rear support brackets.
Apply a light film of soap solution to each rubber
bushing (5, Figure 2-4) located at the rear of the
subframe.
3. Check the subframe rollers making sure they
roll freely and are in the roll-out position. (Fig-
ure 2-5).
4. Attach a lifting device to engine/alternator cra-
dle structure and front subframe lifting points.
(Figure 2-6)
The complete power module weighs approxi-
mately 16 760 kg (36,950 lbs.). Make sure lifting
device to be used is of an adequate capacity.
5. Raise the power module and align the subframe
rollers within the main frame guide rails.
6. Lower the power module to the subframe guide
rails, relax the hoist slightly and roll the power
module into truck frame until lifting chains con-
tact frame cross member.
FIGURE 2-5. SUBFRAME ROLLERS
1. Roller Assembly
2. Subframe
3. cap screws
FIGURE 2-6. POWER MODULE LIFT POINTS
1. Module Lifting Tool
2. Main Alternator
3. Module Lift Points
4. Engine
5. Power Module Sub-
frame
7. Place stands or blocking under front of sub-
frame to support assembly while repositioning
hoist.
8. Install a safety chain around the truck frame
and the front subframe cross member. The
safety chain will prevent the power unit from
rolling forward.
9. Place a small block behind each rear subframe
roller to prevent rolling.
10. Lower hoist to allow subframe to rest on stands
and rollers. Remove lifting device.
11. Attach hoist to front lifting eyes on subframe.
12. Remove the small blocks behind the subframe
rollers, remove safety chain, and slowly roll the
power module into position over the main frame
mounts. Lower hoist until front subframe mount
is aligned and seated on the front, main frame
mount. Reinstall safety chain.
13. Relocate hoist to the rear portion of the engine/
alternator cradle structure and raise just enough
to permit removing the subframe rollers.
14. Lower the rear portion of the subframe until the
subframe rubber bushings are seated in the
rear mounting brackets located on the main
frame of the truck.
15. After subframe is seated in frame mounts, the
safety chain may be removed from the front
subframe member.
16. Install cap screws (9, Figure 2-4) and lockwash-
ers in the front mount and tighten cap screws to
298 30 Nm (220 22 ft lbs) torque. Install
ground strap between frame and subframe.
Reinstall air dam. Install cover (10) if grille is
installed.
17. Install the rear subframe mounting caps (3) and
secure caps in place with lubricated cap screws
(4). Tighten cap screws to 551 21 Nm (407
15 ft lbs) torque.
18. Install radiator support struts (12).
19. Install exhaust ducts (1 & 3, Figure 2-2) Install
cap screws (2) washers and nuts to secure
ducts to turbochargers. Install V band clamps
(5) and support clamps (4).
20. Connect the cab heater inlet and outlet hoses
and open both valves.
21. Connect the hydraulic pump drive shaft (1, Fig-
ure 2-4) to the companion flange on the alterna-
tor. Tighten cap screws to standard torque.
22. Connect wheel motor cooling blower air outlet
hose. Tighten all clamps securely to insure a
positive air seal.
23. Install diagonal ladder on front of truck.
24. Install transition structure (4, Figure 2-1) to
alternator.
25. Install transition structure (3) to alternator.
26. Lift main alternator blower intake duct (2) into
position and install all mounting hardware at
mounts.
27. Install control cabinet air hose (5), electrical
cables and any other hoses and wiring removed
during power module removal.
28. Connect all remaining electric, oil, and fuel
lines.
29. Attach hoist to the front center deck and lift into
position. Align the rear center deck mounting
holes with the support structure in front of the
electrical cabinet. Install cap screws and flat
washers. Do not tighten at this time.
30. Align the front center deck, front mounting holes
with both left and right fender supports. Install
cap screws and flat washers. Tighten all deck
mounting cap screws to standard torque values.
31. Install battery box on front bumper with mount-
ing hardware. Connect the batteries as follows:
a. Connect the three positive battery cables to
the bus bar outside the battery box. Also
connect the three wiring harness to the bat-
tery box.
b. Connect the ground cables below the battery
box.
c. Ensure the battery disconnect switches are
in the OFF position. Inside the battery box,
connect both battery negative ground cables
to the battery posts.
d. Close battery disconnect switch.
32. Install air intake duct supports (2, Figure 2-3).
Install engine air intake ducts (3). Position
adjusters of adjacent T-bolt clamps 180 apart.
Clamp the ducts securely to ensure a positive
seal is made. Refer to Figure 2-7 for an exam-
ple of correct installation and alignment.
33. Connect the air filter restriction gauge hoses.
34. Install the exhaust system piping and hangers.
Tighten all hardware to standard torque.
35. Install exhaust blankets (6, 7, 8, 9 & 11, Figure
2-8). Then install blankets (5) and (10). Blankets
should have 50 mm (2 in.) overlap on the ends.
36. Install the remaining exhaust blankets.
37. Refill the radiator with coolant and service the
engine with the appropriate fluids. Refer to Sec-
tion P, Lubrication and Service, for capacity and
fluid specifications.
procedures to properly recharge the air
conditioning system.
39. NOTE: System contains HFC-134A refrigerant.
FIGURE 2-7. AIR INLET PIPING CONNECTIONS
FIGURE 2-8. EXHAUST BLANKETS
1. Exhaust Blanket
2. Exhaust Blanket
3. Exhaust Blanket
4. Exhaust Blanket
5. Exhaust Blanket
6. Exhaust Blanket
7. Exhaust Blanket
8. Exhaust Blanket
9. Exhaust Blanket
10. Exhaust Blanket
11. Exhaust Blanket
12. Exhaust Blanket
13. Exhaust Blanket
14. Exhaust Blanket
15. Exhaust Blanket
16. Exhaust Blanket
NOTES:
C03035 Cooling System C3-1
SECTION C3
COOLING SYSTEM
INDEX
COOLING SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Radiator Filling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
REPAIRING THE RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-12
COOLANT SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-12
C3-2 Cooling System C03035
NOTES:
COOLING SYSTEM DESCRIPTION
The standard 830E engine is a Komatsu model
SDA16V160 single stage turbocharged engine
equipped with aftercoolers.
The engine cooling radiator assembly contains two
cores; A low temperature core (2, Figure 3-1) is
connected to the four aftercoolers (7). There are two
aftercoolers located on each cylinder bank. This cool-
ant is circulated by the engines LTA (Low Tempera-
ture Aftercooler) water pump (6). The LTA
thermostats (4) begin to open at 46 C (115 F) and
are fully open at 57 C (135 F).
A second, high temperature core (3), located at the
rear of the radiator assembly is used for the engine
coolant circuit. In this circuit, the engine water pump
(10) circulates coolant through the engine block (9)
(heads, liners, internal oil coolers etc.). The engine
coolant thermostats (5) begin to open at 82 C (180
F) and are fully open at 94 C (202 F).
In addition, a fuel cooler, located on the lower right
corner of the radiator assembly reduces fuel temper-
ature after fuel leaves the engine, before it is
returned to the tank. The air conditioning system
refrigerant condenser is mounted on the lower left
corner of the radiator assembly.

FIGURE 3-1. COOLING SYSTEM DIAGRAM
1. Surge/Fill Tank
2. Low Temperature Core (LTA)
3. High Temperature Core
4. Low Temperature Thermostats
5. Engine (Hi Temp) Thermostats
6. LTA Circuit Water Pump
7. Aftercooler
8. Engine Oil Coolers
9. Engine Block (Heads, Liners)
10. Engine Circuit Water Pump
RADIATOR
Removal
1. Place battery disconnect switch in the OFF
position.
2. Release pressure from cooling system. Drain
the coolant into clean containers for possible
reuse after engine installation. Refer to Section
P, Lubrication and Service, for the cooling sys-
tem capacity.
3. Remove cover (7, Figure 3-2) protecting surge
tank (1).
4. Disconnect surge tank vent hoses and electrical
cable attached to coolant level probe (6).
Remove clamps (5) securing hoses and electri-
cal cables to fan shroud, tubes and support
rods.
5. Loosen clamps and remove coolant piping at
upper and lower radiator tanks. Refer to Figure
3-2 and 3-4).
6. Grille structure (2, Figure 3-2) removal:
a. Remove lower left grille section for access to
air conditioning condenser hoses.
FIGURE 3-2. GRILLE INSTALLATION
1. Surge Tank
2. Grille Structure
3. Coolant Drain Cock
4. Water Pump Inlet
5. Clamp
6. Coolant Level Probe
7. Surge Tank Cover
FIGURE 3-3. RADIATOR PIPING AND MOUNTS
(Viewed from Below)
1. Radiator Assembly
2. Mount Hardware
3. Low Temp Core Tubes
4. High Temp Core T
Federal regulations prohibit venting air condi-
tioning system refrigerants into the atmosphere.
An approved recovery/recycle station must be
used to remove the refrigerant from the air condi-
tioning system.
procedures required to properly remove the
refrigerant from the air conditioning system.
NOTE: The system is charged with HFC-134A
refrigerant.
8. After system is evacuated, remove hoses from
condenser and cap all openings to prevent con-
tamination. Unclamp hoses and remove from
radiator area to prevent interference when radi-
ator is removed.
FIGURE 3-4. RADIATOR AND SHROUD (Rear View)
1. Shroud
2. Fan Guard Str.
3. Support Rod
4. Clamp
5. Hose
6. Lift Points
7. Upper Tubes
8. Vent Hoses
9. Level Sensor
10. Receiver/Drier
11. Pressure Switch
9. Remove fan guard (2, Figure 3-4) from shroud:
a. Guard can be completely removed from the
truck by separating the halves and removing.
b. If complete removal is not necessary,
remove hardware attaching guard to shroud
and slide assembly toward the engine and
allow it to hang on the fan clutch.
10. Disconnect batteries using the following proce-
dure in this order:
a. Open battery disconnect switch located on
battery switch box on top of front bumper.
b. Inside the battery box, identify the battery
ground cables that connect the negative ter-
minals of two batteries to the ground bus bar
in the bottom of the battery box. Disconnect
these ground cables from the negative termi-
nal of each battery.
c. Disconnect the ground cables from below
the battery box.
d. Disconnect the three positive battery cables
from the bus bar outside the battery box.
Also disconnect three wiring harness from
the battery box.
e. Remove mounting cap screws and remove
battery box from front bumper.
11. Disconnect hoses and pressure switch at
receiver/drier located on fan shroud.
12. Remove lower right grille section and discon-
nect hoses from fuel cooler. Cap openings to
prevent contamination.
13. Disconnect headlight wire harness at each light.
Remove cable clamps and remove harness to
allow radiator removal.
14. Remove hardware attaching grille structure to
radiator assembly, attach overhead crane, and
lift slightly. Move grille structure forward to clear
radiator assembly. Lift grille structure off truck
and set aside.
15. Install lift eyes (included in truck tool group) in
tapped blocks (6, Figure 3-4) at upper corners
of radiator assembly and attach overhead
crane.
The radiator assembly weighs approximately
1907 kg (4,200 lbs) Ensure lifting device is capa-
ble of lifting the load.
16. Remove radiator support struts (3), upper sup-
port rods, and hardware (2, Figure 3-3) attach-
ing radiator assembly to power module
subframe.
17. Lift radiator enough to separate from mounts on
subframe and move forward until shroud clears
the engine fan.
Do not allow shroud to contact fan blades.
18. Move assembly to a work area. Remove air
conditioner condenser and fuel cooler.
Installation
1. Reinstall shroud (1, Figure 3-4), air conditioner
condenser, and fuel cooler. Install air condi-
tioner receiver/drier (10) if removed.
The radiator assembly weighs approximately
1907 kg (4,200 lbs) Ensure lifting device is capa-
ble of lifting the load.
2. Attach lifting eyes in tapped blocks at upper cor-
ners of radiator assembly (6, Figure 3-4). Attach
hoist and lift into place on power module sub-
frame.
3. Position radiator assembly to equalize gap
between tip of fan blades and shroud at right
and left sides. Install mounting hardware (2,
Figure 3-3) through lower mounts and tighten to
298 Nm (220 ft lbs) torque.
4. Install radiator support rods (3, Figure 3-4). If
necessary, adjust to position radiator perpendic-
ular to the subframe. Tighten the support strut
locknuts. Install upper support rods to brackets
on front upright supports.
5. Adjust fan shroud ring vertically to equalize gap
between tip of fan blades and ring.
6. Lift grille structure (2, Figure 3-2) into position
and install mounting hardware.
7. Route headlight wire harness to lights. Attach
connectors to lights and clamp harness at weld
studs.
8. Install upper and lower radiator piping. Seat
hoses and clamps securely.
9. Position fan guard against shroud and tighten
mounting hardware to 55 Nm (40 ft lbs) torque.
(If halves of guard were disassembled, tighten
cap screws clamping halves together to 34 Nm
(25 ft lbs) torque.
10. Attach hoses to fuel cooler.
11. Route A/C condenser hoses to condenser and
attach. Install lower grille sections. Install
receiver/drier (10) hoses. Connect pressure
switch (11).
12. Install surge tank hoses and electrical wiring to
the coolant level probe (9, Figure 3-4). Clamp
hoses and electrical cables to the shroud. Install
surge tank cover.
13. Make sure all coolant drains are closed, hoses
are installed, and all wiring reconnected. Close
drain valve on main air tank.
14. If the truck is equipped with air conditioning, the
system must be evacuated and recharged.
Refer to Heater/Air Conditioning System in
Section M for detailed instructions for recharg-
ing with refrigerant.
15. Service the cooling system per the instructions
below.
16. Check for static leakage and correct any leaks.
After servicing is complete, start the engine and
run until normal operating temperature is
reached. Repeat check for leaks and correct as
required.
Radiator Filling Procedure
Cooling System is pressurized due to thermal
expansion of coolant. DO NOT remove radiator
cap while engine and coolant are hot. Severe
burns may result.
1. With engine and coolant at ambient tempera-
ture, remove radiator cap.
Note: If coolant is added using the Wiggins quick fill
system, the radiator cap MUST be removed prior to
adding coolant.
2. Fill radiator with proper coolant mixture (as
specified by the engine manufacturer) until
coolant is visible in the sight gauge.
3. Install radiator cap.
4. Run engine for 5 minutes, check coolant level.
5. If coolant is not visible in the sight gauge,
repeat steps 1 through 4. Any excess coolant
will be discharged through the vent hose after
the engine reaches normal operating tempera-
ture.
Engine coolant must always be visible in the
sight gauge before truck operation.
REPAIRING THE RADIATOR
Radiator service is a specialized function usually not
accomplished by most maintenance shops. The
large size and weight of the off-road truck radiators
requires that a radiator repair shop equipped with
special tools and handling equipment be used for
service and repair.
Internal Inspection
If desired, an internal inspection can be performed on
the radiator before complete disassembly. The
inspection involves removing tubes from the radiator
core and cutting them open. This type of inspection
can indicate overall radiator condition, as well as
coolant and additive breakdown.
To perform this inspection, remove four random
tubes from the air inlet side of the radiator. Remove
tubes from both the top and bottom cores, and near
each end of the radiator. Refer to Disassembly and
Assembly in this section for the proper instructions
for removing and installing tubes. Analyze any
contaminant residue inside the tube to determine the
cause of contamination. Flush the system before
returning the truck to service. Contact your nearest
L&M Radiator facility for further instructions or visit
the L&M website at www.mesabi.com.
External Cleaning
Many radiator shops use a hot alkaline soap, caustic
soda or chemical additives in their boil-out tanks,
which can attack solders. These tanks are generally
not recommended. Before such tanks are used for
cleaning, ensure that the cleaning solutions are
not harmful to solder. Otherwise, damage to the
radiator will result. Completely rinse the cleaned
tube or core in clean water after removing it from the
boil-out tank.
As an alternative to boil-out tanks, radiators can be
cleaned externally with a high pressure washer and
soap. In most cases, it may be best to blow out any
dry dirt with a high pressure air gun prior to washing
the core with the high pressure washer.
Pressure washers should not exceed 8275 kPa
(1200 psi). Unlike conventional cores, the spray
nozzle can be used right up next to the core. Starting
from the air exit side, place the high pressure washer
nozzle next to the fins. Concentrate on a small area,
slowly working from the top down. Spray straight into
the core, not at an angle. Continue washing until the
exit water is free of dirt. Repeat from the opposite
side.
Disassembly
To aid in removal of the tubes, clean the radiator
prior to disassembly. Heating the seals with hot
water helps to loosen the grip on the tubes.
Cleaning the radiator prior to disassembly also
reduces the risk of internal contamination. After
cleaning, spray lubricating oil at the top end of
the tubes.
1. Start at the top row of tubes. Use the breaker
tool (XA2307) to loosen the tube to be removed.
When using the breaker tool, position it at the
top or bottom of the tube. Never position it in the
middle of the tube or damage may result. Use
the breaker tool to lightly twist the tube back
and forth within the seals to loosen the grip.
Refer to Figure 3-5.
FIGURE 3-5. BREAKER TOOL (XA2307)
2. After the tube is loose, position the installation
tool (VJ6567) at the bottom of the tube to be
removed. Refer to Figure 3-6. The upper jaw of
the installation tool should be positioned just
below the rectangular section of the tube. The
bottom jaw should rest on the seal. Squeeze
the installation tool just enough to allow the
bottom of the tube to be removed from the
bottom seal.
NOTE: To ease in the removal of tubes, use the
breaker tool and installation tool simultaneously.
3. Pull the tube from the top seal while
simultaneously twisting the tube. Angle the tube
only far enough to clear the radiator. Refer to
Figure 3-7. Removing the tube at an excessive
angle may cause damage to the tube.
4. Remove all the top tubes before removing the
bottom tubes. After all of the tubes are
removed, use pliers to remove the seals from
the tanks. Discard all seals. New seals must be
used for assembly.
Cleaning and Inspection
1. Use a drill with a 19 mm (3/4 in.) wire brush to
remove any foreign material from the tube
holes, then wipe the holes clean.
2. Clean the inside of the tanks and tubes. In most
cases, just flushing the inside with soap and a
high pressure hot water washer will be
sufficient. If not, contact an L&M manufacturing
facility for further instructions or visit the L&M
website at www.mesabi.com.
3. Check for signs of internal blockage in the tubes
and tanks. If desired, you may cut open tubes
for inspection. If contamination is present, the
tube should be analyzed. The radiator must be
properly flushed of all contaminants and
corrective action must be taken to prevent such
contamination from occurring in the future.
Refer to Internal Inspection in this section.
4. Buff the tube ends with a polishing wheel and a
copper polishing compound. If any debris can
not be removed by buffing, using an emery
cloth, steel wool or a wire wheel with a wire size
of 0.15 - 0.20 mm (0.006 - 0.008 in.) is
acceptable. Be careful not to mar the tube ends.
Assembly
NOTE: For easier installation, soak the seals in hot
water before installing.
1. Install new tube seals onto the bottom tank and
the bottom side of the center tank. Do not install
seals in the top core at this time. Seals for the
top of the tubes do not have locking grooves;
bottom tube seals do. Ensure the correct seals
are installed in the proper position.
The seal holes must be dry during installation.
Use a rubber mallet and a flat metal plate to
lightly tap the seals into place. Using excessive
force will drive the seals in too far. When
installed properly, the seals should be slightly
convex. Improperly installed seals are concave
with a smaller diameter hole. Refer to Figure 3-
8.
FIGURE 3-6. INSTALLATION TOOL (VJ6567)
FIGURE 3-7. ANGLING TUBE DURING REMOVAL
2. Use a 13 mm (1/2 in.) diameter brush to
lubricate the seals with lube/release agent
(XA2308).
3. Use a spray bottle to lubricate the tube ends
with the lube/release agent.
4. When installing tubes, start at one end and
work toward the center. After you reach the
center, move to the opposite end, and again
work toward the center. If any of the tubes are
difficult to install, do not force the tube. Remove
the tube and determine the problem. Possible
causes may be:
adequate seal/tube lubrication
improperly installed seal
damaged seal or tube end
tube angle excessive during installation and/or
tube not centered in seal.
Inspect the seals and tube ends for damage
before trying to reinstall a tube. Replace as
necessary.
5. Working from the front of the radiator (opposite
of fan side), install the bottom row of tubes
starting with the fan side row.
When installing the tubes, center the top of the
tube in the top seal while angling the tube only
as much as necessary. Twist the tube while
applying upward force. Push the tube into the
seal until enough clearance is available to
install the bottom end of the tube into the
bottom seal.
6. Center the bottom end of the tube in the bottom
seal. Push the tube downward until the formed
bead on the tube is seated inside the lock ring
groove in the seal. If necessary, use the
installation tool (VJ6567) to pull the tube
downward into the seal. The tool has a hooking
device on the end of one of the handles for
aiding in installation. Refer to Figure 3-9.
7. Ensure that all tube beads are seated in their
respective bottom seals. Align and straighten all
tubes during the installation of each row to allow
maximum air flow through the radiator.
8. Install tube stay ends. Install the felt air baffles
behind the front and back rows while
completing tube installation.
FIGURE 3-8. PROPER SEAL INSTALLATION
FIGURE 3-9. USING INSTALLATION TOOL TO
INSTALL TUBE
Pressure Testing
The radiator should be pressure tested at 103 kPa
(15 psi) for 30 minutes. Various methods of pressure
testing include the following:
Pressurize the radiator and submerge into a test
tank. Watch for leaks.
Lay the front side of the radiator on the floor. Cap
off ports, and fill the radiator with hot water.
Pressurize the radiator and check for leaks.
Cap off radiator ports. Install an air pressure
gauge and pressurize to 103 kPa (15 psi).
Remove the air source and monitor the pressure
gauge.
Pressurize the radiator with air, and spray sealed
joints with soapy water.
Additional service information can be found on
the L&M Radiator website at www.mesabi.com.
COOLANT SYSTEM
TROUBLESHOOTING
If abnormal coolant temperatures are experienced,
perform the following visual inspections and tests:
1. Check the coolant level and thoroughly inspect
the system for leaks.
a. Check for proper coolant/antifreeze mixture.
b. Follow the recommendations of the engine
manufacturer regarding use of cooling
system additives.
2. Inspect the radiator fins for restrictions. Ensure
the air flow through the radiator is not restricted
by debris or bent radiator fins.
3. Inspect the fan blades for damage.
4. Check the radiator cap sealing surfaces.
5. If equipped with a fan clutch, refer to Section N,
Operator Comfort, for complete instructions for
testing and repairs, if required.
6. Refer to the engine manufacturer's Service
Manual for information about testing and
replacing the cooling system thermostats.
C04034 9/10 Power Train C4-1
SECTION C4
POWER TRAIN
INDEX
ALTERNATOR REMOVAL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Removal (Komatsu SSDA16V160 or SDA16V160 Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
ENGINE/ALTERNATOR MATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Measuring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Joining Alternator and Komatsu SSDA16V160 or SDA16V160 Engine . . . . . . . . . . . . . . . . . C4-7
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9
C4-2 Power Train 9/10 C04034
NOTES:
ALTERNATOR REMOVAL PROCEDURE
Removal (Komatsu SSDA16V160 or SDA16V160
Engine)
The following instructions cover the removal of the
main alternator from the engine after the power mod-
ule has been removed from the truck. (Refer to Fig-
ure 4-2.)
When lifting alternator, attach hoist to lift eyes
only. The alternator weighs approximately 4037
kg (8,900 lbs). Use a lifting device that can handle
the load safely.
1. Attach hoist with two lifting chains to the alter-
nator lifting eyes (7, Figure 4-2).
2. Block under rear of engine
a. Loosen cradle adjustments setscrews (3,
Figure 4-1).
b. Loosen engine/cradle cap screws (3, Figure
4-2).
FIGURE 4-1. CRADLE STRUCTURE
1. Cradle Structure
2. Jam Nut
3. Adjustment Setscrew
4. Subframe
5. Gap
FIGURE 4-2. ENGINE AND ALTERNATOR
1. Cap Screws and Lockwashers
2. Cradle Structure
3. Cap Screws
4. Flywheel Housing
5. Subframe
6. Engine
7. Alternator Lift Eyes
8. Alternator/Blower
3. Remove access covers at front, right side of the
engine flywheel housing. Install engine barring
tool as shown in Figure 4-3.
4. Reach through the access opening and remove
12 cap screws (6, Figure 4-4) joining the engine
drive ring (7) to the alternator rotor (8). (Rotate
crankshaft with barring tool to align each cap
screw with access hole.)
Ensure all cap screws have been removed!
5. Remove 16 cap screws (3) securing flywheel
housing adapter (2) to the alternator housing
(1).
NOTE: The clearance between the head of the cap
screw (3) and the flywheel housing (4) will not permit
complete removal of the cap screws at all locations.
Be sure all the cap screw threads are completely
disengaged from the alternator housing (1).
6. Take up slack in hoist and remove cap screws
and lockwashers (1, Figure 4-2) securing the
alternator to the cradle structures.
7. Keep alternator as level as possible and move
away from engine.
8. Note shim location and quantity. Retain shims
for possible use during reinstallation.
9. For further disassembly instructions for the
alternator refer to the General Electric Service
Manual.
FIGURE 4-3. ACCESS TO ALTERNATOR/
ENGINE DRIVE RING CAP SCREWS
1. Engine Barring Tool
2. Access Hole
3. Flywheel Housing
FIGURE 4-4. ALTERNATOR TO ENGINE
MOUNTING
1. Alternator
2. Flywheel Housing
Adapter
3. Cap Screw (16 each)
4. Flywheel Housing
5. Cap Screw
6. Cap Screw (12 each)
7. Engine Drive Ring
8. Alternator Rotor
ENGINE/ALTERNATOR MATING
Komatsu SSDA16V160 or SDA16V160 Engine
The following instructions must be followed to
ensure proper alignment and engine crankshaft
endplay. Failure to follow these instructions can
result in serious damage to the engine and/or
alternator.
General Instructions
Never pry on the engine crankshaft damper!
Loosen or remove fan belt prior to measuring
crankshaft end-play to insure that the crank-
shaft moves easily and completely.
When taking measurements, always take four
equally spaced readings and average them.
Always measure from mating surface to mating
surface.
References to crankshaft rotation; clockwise
(CW), or counterclockwise (CCW), is the direc-
tion of rotation when looking at the front
(damper end) of engine.
Crankshaft end-play for Komatsu SSDA16V160
or SDA16V160
Engine: 0.13 - 0.38 mm (0.005 - 0.015 in.).
Measuring Procedure
1. Thoroughly clean the alternator housing mount-
ing surface, rotor drive adapter mounting sur-
face and flywheel housing adapter mounting
surfaces.
2. With magnetic base mounted on the front of the
engine and the dial indicator on the front of the
crankshaft, measure total crankshaft end-play:
Verify end play is within 0.13 - 0.38 mm (0.005 -
0.015 in.).
Record Total Crankshaft End-play: ____________
3. Refer to Figure 4-5. Move the engine crank-
shaft to the rear of its end travel.
a. Carefully measure Dimension C at four
locations, 90 apart:
1st measurement:_________________________
2nd measurement: ________________________
3rd measurement: ________________________
4th measurement:_________________________
Dimension Cavg: _________________ Average
b. Add 1/2 (one-half) of Total Crankshaft End-
play from Step 2 to Dimension Cavg.
c. Record (Step 3a + Step 3b) as
Measurement C:___________________
SERVICE DATA - Eccentricity & Runout Limits
Description T.I.R.
Max. Flywheel Housing Bore
Eccentricity
0.66 mm
(0.026 in.)
Max. Face Runout, Flywheel
Housing
0.25 mm
(0.010 in.)
Max. Eccentricity of Flywheel
(Coupling Assembly)
0.18 mm
(0.007 in.)
Max. Axial Runout of Flywheel
Face (Coupling Assembly)
0.25 mm
(0.010 in.)
FIGURE 4-5. SHIM LOCATION
1. Alternator Housing
2. Alternator Rotor
3. Flywheel Housing
Adapter
4. Flywheel Housing
A: Dimension A
B: Dimension B
C: Dimension C
D: Dimension D
4. Refer to Figure 4-6. Alternator End-play:
a. Using flat steel bar (3, Figure 4-6) bolted rig-
idly to the alternator rotor (2), install a 5/8" -
11 cap screw (4) at each end into the alterna-
tor housing (1). Leave cap screws finger-
tight.
b. Move alternator rotor (2) axially towards the
rear (slip-ring end) by alternately tightening
the cap screws (4) one-half-turn-at-a-time.
Do NOT exceed 16.3 Nm (12 ft lbs) torque
on each cap screw. This establishes the
maximum permissible rear travel for the
alternator rotor.
c. Alternately loosen cap screws (4) one-turn-
at-a-time, until all torque is released. Care-
fully remove steel bar (3).
Note: The object is to leave the rotor in its
most rearward position.
d. Carefully measure Dimension A (Do not
move alternator rotor) at four locations, 90
apart, and average the measurements.
1st measurement: _________________________
2nd measurement: ________________________
3rd measurement: ________________________
4th measurement:_________________________
Dimension Aavg: _________________ Average
e. Add 0.25 mm (0.010 in.) to Dimension
Aavg.
f. Record (Step 4d + 4e) as
Measurement A
5. To determine the correct shims to use, com-
pare Measurement C (Step 3c) with Measure-
ment A (Step 4f).
a. If C is greater than A, subtract: (C - A) = B
B = _____________ Shim pack thickness to
be installed at location B, Figure 4-5.
b. If A is greater than C, subtract: (A - C) = D
D = ___________ Shim pack thickness to
be installed at location D, Figure 4-5.
Rotor-to-Drive Ring, Location B
Shim Part Number Shim Thickness
TM3467 0.10 mm (0.004 in.)
TM3469 0.18 mm (0.007 in.)
Alternator-to-Flywheel Housing Adapter,
Location D
Shim Part Number Shim Thickness
TM3466 0.10 mm (0.004 in.)
TM3468 0.78 mm (0.007 in.)
FIGURE 4-6. ALTERNATOR END-PLAY
2. Alternator Rotor
3. Steel Bar
4. Cap Screw
Joining Alternator and Komatsu SSDA16V160 or
SDA16V160 Engine
When lifting alternator, attach hoist to lift eyes
only. The alternator weighs approximately 4037
kg (8,900 lbs). Use a lifting device that can handle
the load safely.
1. Use the two top lift brackets provided on the
alternator for lifting. The top front lifting bracket
should be equipped with some method of
adjusting the alternator to keep it horizontal.
2. Carefully move alternator into place and
engage the engine drive ring (6, Figure 4-7) into
the alternator rotor drive (7) using shims B, if
required (refer to step 5.a. Determining
Shims).
3. Install flywheel housing adapter cap screws (2)
into alternator housing (1). Tighten to 237 Nm
(175 ft lbs) torque.
4. Install cap screws (5) through engine drive ring
(6) into the alternator rotor adapter (7). Rotate
crankshaft to access and align holes. Tighten
cap screws (5) to 237 Nm (175 ft lbs) torque.
5. Install alternator-to-cradle structure mounting
cap screws and washers (1, Figure 4-2) and
tighten to 1017 Nm (750 ft lbs) torque.
6. Tighten engine-to-cradle structure mounting
cap screws (3, Figure 4-2) to 465 Nm (345 ft
lbs) torque.
Never pry on the engine crankshaft damper!
7. With magnetic base mounted on the front of the
engine and the dial indicator on the front of the
crankshaft, measure total crankshaft end-play:
Record Total Crankshaft End-play: ____________
8. Compare the step 7 value to the measurement
taken before alternator was installed on engine.
The total Engine Crankshaft End-play (step 7)
must equal the original measurement or 0.51 mm
(0.020 in.) (alternator end-play), whichever is
smaller. If the end-play after the alternator and
engine are assembled is less than 0.51 mm (0.020
in.), and less than the starting engine crankshaft
end-play, RESHIMMING IS REQUIRED.
FIGURE 4-7. ALTERNATOR TO ENGINE
MOUNTING
2. Cap Screw
3. Flywheel Housing
Adapter
4. Engine Flywheel
Housing
5. Cap Screw
7. Alternator Rotor
B Drive Shims
D Housing Shims
9. Rotate the crankshaft one full revolution and lis-
ten for any unusual noise caused by moving
components contacting stationary parts.
10. Install engine sidecover, if removed. Install lock-
wire on all alternator mounting cap screws.
11. Remove barring tool and install access covers
on flywheel housing.
12. Reinstall fan belt. Refer to engine manufac-
turers Operation and maintenance Manual.
ENGINE
Removal
Refer to instructions in previous sections for removal
instructions for the Power Module, alternator, and
radiator assembly.
The engine weighs approximately 9616 kg
(21,200 lbs) wet. Ensure lifting devices are capa-
ble of handling the load safely.
1. Disconnect any remaining wiring or hoses
between the engine and subframe.
2. Remove cap screws and lockwashers (5, Fig-
ure 4-7) securing front engine mount to sub-
frame.
3. Attach spreader bar with lifting straps at front lift
hooks and rear lift hooks (6) on engine.
Remove cap screws and lockwashers (2) at
rear engine mount securing engine to cradle
structure (1).
Always use a spreader bar to ensure lift straps
are vertical at each lift hook.
4. Lift engine from subframe and move to clean
work area for further disassembly.
Service
Complete instructions covering the disassembly,
assembly and maintenance of the engine and its
components can be found in the engine manufac-
turer's service manual.
Installation
1. Align engine to subframe and install front
mounting cap screws and lockwashers (5, Fig-
ure 4-7). Align and install rear engine mounting
cap screws and lockwashers (2) through cradle
structure, but do not tighten at this time. Tighten
front mount cap screws to 465 Nm (345 ft lbs)
torque.
2. Install alternator on engine following instruc-
tions for Engine/Alternator Mating.
3. Tighten rear engine mounting cap screws (2) to
465 Nm (345 ft lbs) torque after alternator is
installed.
4. Adjust setscrew (3, Figure 4-1) to equalize gap
(5) between cradle structure (1) and subframe
(4) at left and right side. Lock setscrew with jam
nut (2).
FIGURE 4-8. ENGINE MOUNTING
1. Cradle Structure
3. Engine Module Subframe
4. Engine
6. Engine Lift Points
NOTES:
C05020 9/10 Air Filtration System C5-1
SECTION C5
AIR CLEANERS
INDEX
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
SERVICING THE AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Replacing The Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
AIR CLEANER ASSEMBLY CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Primary Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Precleaner Section Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-8
C5-2 Air Filtration System 9/10 C05020
NOTES
AIR CLEANERS
OPERATION
Air required by the diesel engine passes through the
air cleaner assemblies mounted on each side of the
radiator. These air cleaners discharge heavy
particles of dust and dirt by centrifugal action and
then remove finer particles by passing air through
filter cartridges.
The engine demand for air creates a vacuum in the
air cleaners and causes outside air to be drawn in
through air inlets on the air cleaners. Dirty air enter-
ing here is drawn through a series of tubes that are
designed to produce a cyclonic action. As the air
passes through the outer portion of the tubes, a cir-
cular motion is set up causing dust and dirt particles
to be thrown from the air stream into dust collectors
(1, Figure 5-1). At the same time, the air stream turns
and is directed up through the center of the tubes into
the filter chamber. Here the air passes through the
main filter element and safety filter element and out
the clean air outlet to the engine's air intake system.
The function of the safety filter is to increase overall
reliability and engine protection.
SERVICING THE AIR CLEANERS
The engine must be turned off before servicing
the air cleaner assemblies or opening the engine
air intake system. Never start the engine with the
filter elements removed. Serious engine damage
can result.
Inspect and empty the dust cups at regular
intervals. Daily inspection is recommended.
Never allow the dust level to build up to the tube
(precleaner) chamber.
During operation or after the engine has been
turned off, observe the air filter restriction gauges
mounted on the overhead panel in the cab. When
a gauge shows maximum restriction, filter service
is required.
Check all engine air inlet tubes, hoses and
clamps. All connections must be air tight to
prevent dirt from entering.
Air cleaner housing fasteners and mountings
must be tight.
After the filters have been serviced, reset the air
filter restriction gauges by pressing the reset
button on the face of the gauge.
FIGURE 5-1. AIR CLEANERS
1. Dust Collectors
2. Precleaner Section
3. Air Intake Cover
4. Element Covers
Replacing The Elements
NOTE: The function of the safety element is to
increase overall reliability and engine protection. If
the safety element indicator shows red, the element
has become clogged and should be replaced with a
new one.
1. Turn off the engine. Clean any dirt and dust
from the area around the element cover.
2. Loosen the clips on element cover (1, Figure 5-
2) and remove the element cover. Pull primary
element (2) from air cleaner assembly (4).
3. Inspect the primary element carefully for
damage, holes or breaks which might affect
reuse of the element. If the element appears
serviceable, proceed with the cleaning
procedure. If defects are found in the element,
replace the element.
1. Element Cover
2. Primary Element
3. Safety Element
4. Air Cleaner Assembly
5. Gasket (long strips)
6. Gasket (short strips)
7. Precleaner Section
8. Clamp
9. O-Ring
10. Dust Cup
11. Dust Cup Valve
12. Air Intake Cover
FIGURE 5-2. AIR CLEANER ASSEMBLY
Have a new safety (secondary) filter element on
hand before removing the used filter element. Do
not keep the intake system open to the
atmosphere any longer than necessary.
4. If the safety element must be replaced, remove
and discard the safety element. Do not clean
the damaged or dirty safety element.
5. Install the new safety element.
6. Install primary element (2) into the air cleaner. If
the original element is being reused, ensure the
sealing gasket is not damaged. The gasket
must seal completely.
7. If open, close and latch dust cup valves (11) on
the bottom of dust cups (10).
AIR CLEANER ASSEMBLY CLEANING
Primary Element Cleaning
Only the primary elements may be cleaned, and
then only if they are structurally intact. Do not
reuse an element that is damaged. Do not clean
and reuse the safety elements. Replace them
with new parts if necessary.
After inspection, determine the condition of the
primary element. Choose either the washing method
or compressed air method for cleaning the element.
If the element is clogged with carbon, soot, oil and/or
dust, the complete washing procedure will produce
the best results.
Wash elements with water and detergent as follows:
1. Soak the element in a solution of detergent and
water for at least 15 minutes. Rotate the
element back and forth in the solution to loosen
dirt deposits. Do not soak elements for more
than 24 hours.
2. Rinse the 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 276 kPa (40 psi). A complete
and thorough rinse is essential.
3. Dry the element thoroughly. If drying is done
with heated air, the maximum temperature must
not exceed 60C (140F) and must be
circulated continually. Do not use a light bulb to
dry elements.
4. After cleaning, inspect the element thoroughly
for the slightest ruptures and damaged gaskets.
A good method for detecting paper ruptures is
to place a light inside the filter element, as
shown in Figure 5-3, and inspect the outer
surface of the filter element. If holes or ruptures
are found, do not reuse the element. Discard
and replace with a new element.
.
Clean dust loaded elements with dry filtered
compressed air as follows:
1. Maximum nozzle pressure must not exceed
207 kPa (30 psi). The distance from the nozzle
to the surface of the filter element must be at
least 25 mm (1 in.) to prevent damage to the
filter material.
2. As shown in Figure 5-4, direct the stream of air
from the nozzle against the inside of the filter
element. This is the clean air side of the
element and air flow should be opposite of
normal air flow.
3. Move the air flow up and down vertically with
the pleats in the filter material while slowly
rotating the filter element.
4. When cleaning is complete, inspect the filter
element as shown in Figure 5-3. If holes or rup-
tures are noted, discard the element and
replace with a new element.
FIGURE 5-3. INSPECTING THE FILTER ELEMENT
FIGURE 5-4. CLEANING THE FILTER ELEMENT
WITH COMPRESSED AIR
Precleaner Section Cleaning
The tubes in precleaner section (7, Figure 5-2)
should be cleaned at least once per year and at each
engine overhaul. More frequent cleaning may be
necessary depending upon operating conditions and
and the local environment.
To inspect the tubes in the precleaner section,
remove the primary element. Do not remove the
safety element. Loosen clamps (8) and remove dust
cups (10) and O-rings (9). Use a light to inspect the
tubes. All tubes should be clear and the light should
be visible.
NOTE: Both the primary and safety elements must
be installed in the air cleaner while Steps 1 and 2 are
being accomplished to prevent any possibility of dirt
being forced into the engine intake area.
Dust can be removed with a stiff fiber brush (see
Figure 5-5). Do not use a wire brush. Dust may also
be removed effectively using compressed air.
Heavy plugging of the tubes may require soaking and
washing the entire precleaner section. Refer to the
following procedure.
NOTE: The precleaner section may be separated
from the air cleaner assembly without removing the
entire air cleaner from the truck.
1. Remove air intake cover (12, Figure 5-2).
Remove the mounting hardware that secures
precleaner section (7) to air cleaner assembly
(4). Remove the precleaner section. The safety
element must remain in place to protect the
engine intake.
2. Loosen clamps (8) and remove dust cups (10)
and O-rings (9) from the precleaner section.
Wash the dust cups with a water and liquid soap
solution.
3. Submerge the precleaner section in a solution
of Donaldson D-1400 and warm water (see
Figure 5-6). Mix the solution according to the
directions on the package. The tube section
must be down. Soak for 30 minutes, then
remove the precleaner section from the
solution. Rinse thoroughly with fresh water and
blow dry.
Severe plugging may require the use of an
Oakite 202 and water solution instead. The
solution should be 50% Oakite 202 and 50%
fresh water.
4. Check precleaner gaskets carefully for any
evidence of air leaks. Replace if necessary.
5. Install precleaner section (7) and gaskets (5)
and (6) on air cleaner assembly (4). Install all
mounting hardware that was removed.
6. Install dust cups (10) and O-rings (9) on the
precleaner section. Secure the dust cups with
clamps (8).
FIGURE 5-5. REMOVING DUST FROM THE
TUBES
FIGURE 5-6. WASHING AND SOAKING THE
PRECLEANER SECTION
AIR INTAKE TROUBLESHOOTING
To insure maximum engine protection, ensure that all
connections between the air cleaners 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 seal-
ing.
3. Check the primary and safety elements for rup-
tures, holes or cracks.
4. Check air cleaner assembly for structural dam-
age, cracks, breaks or other defects which
could allow air leakage. Check all mounting
hardware for tightness.
C07001 Fan Clutch C7-1
SECTION C7
FAN CLUTCH
INDEX
REMOVAL & INSTALLATION TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3
DISASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-6
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-16
ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-20
TEST PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-34
C7-2 Fan Clutch C07001
NOTES
FAN CLUTCH
REMOVAL & INSTALLATION TOOLING
TOOL A - FRONT SLEEVE BEARING
TOOL B - REAR SLEEVE BEARING
TOOL C - FRONT AND REAR SLEEVE BEARING REMOVER
TOOL D - WEAR SLEEVE AND RETAINER/SEAL ASSEMBLY INSTALLER;
BEARING REMOVER; ASSEMBLY PUSHER TOOL
TOOL E - BEARING INSTALLER
TOOL F - BEARING INSTALLER
DISASSEMBLY
1. Orifice Fitting
2. Dowel Pin (Rear)
3. Pitot Tube
4. Wear Sleeve
5. Retainer/Seal Assembly
6. Shaft Assembly
7. Name Plate Kit
8. Washer
9. Bolt
10. Oil Seal
11. Bearing Retainer (Rear)
12. Bearing Spacer
(External Snap Ring)
13. O-Ring Seal
14. Main Bearing (Rear)
15. Internal Snap Ring
16. External Snap Ring (Spacer)
17. Seal Ring (Hook-Type)
18. Bolt
19. Washer
20. Pulley
21. Pulley Adapter
22. Seal Ring (Large)
23. Piston
24. Seal Ring (Small)
25. Spring Washer
26. Shim
27. External Snap Ring
29. Clutch Hub
30. Facing Plate
31. Steel Clutch Plate
33. Main Bearing (Front)
34. O-Ring Seal
35. Bearing Retainer (Front)
36. Oil Seal
37. Washer
38. Bolt
39. Wear Sleeve
41. Sleeve Bearing (Rear, Short)
42. Fan Mounting Hub
43. Dowel Pin (Front)
44. Sleeve Bearing (Front, Long)
45. End Cap
FIGURE 7-1. FAN CLUTCH EXPLODED VIEW
3. Pitot Tube
4. Wear Sleeve
5. Retainer/Seal
Assembly
6. Shaft Assembly
8. Washer
9. Bolt
10. Oil Seal
11. Bearing Retainer
13. O-Ring Seal
14. Main Bearing
17. Seal Ring (Hook-Type)
20. Pulley
22. Seal Ring (Large)
23. Piston
24. Seal Ring (Small)
25. Spring Washer
26. Shim
29. Clutch Hub
30. Facing Plate
31. Steel Clutch Plate
33. Main Bearing
34. O-Ring Seal
35. Bearing Retainer
36. Oil Seal
37. Washer
38. Bolt
39. Wear Sleeve
41. Sleeve Bearing
(Rear, Short)
42. Fan Mounting Hub
44. Sleeve Bearing
(Front, Long)
45. End Cap
FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical)
1. Support the fan clutch on a bench with fan
mounting hub (42) facing upward. Support the
assembly beneath the pulley. Remove bolts
(38) and washers (37).
2. Install lifting eyes, and attach a hoist and chains
to front bearing retainer (35). Use a small
screwdriver to separate the front bearing
retainer from pulley adapter (21), and set it
aside on a bench.
3. Remove O-ring seal (34).
4. Position the bearing retainer and hub assembly
on the bench with clutch hub (29) up. Remove
external snap ring (28).
FIGURE 7-2.
FIGURE 7-3.
FIGURE 7-4.
FIGURE 7-5.
5. Remove clutch hub (29).
6. Position the sub-assembly beneath the ram of a
press. Support the assembly beneath the
bearing retainer as close as possible to fan
mounting hub (42). Press the fan mounting hub
out of the front bearing using tooling (B).
7. Remove front oil seal (36).
8. Remove internal snap ring (32).
FIGURE 7-6.
FIGURE 7-7.
FIGURE 7-8.
FIGURE 7-9.
9. Turn bearing retainer (35) over on the press
bed. Press front bearing (33) out of the bearing
retainer using tooling (D).
10. Support beneath the fan mounting hub with end
cap (45) down, but approximately 50 mm (2 in.)
above the press bed. Using a solid steel bar or
equivalent, press the end cap from the fan
mounting hub.
11. Remove front retainer/seal assembly (40).
Wedge a large chisel or other appropriate tool
behind the retainer to force it off fan mounting
hub (42).
Use a chisel to make three indentations in wear
sleeve (39) in order to loosen the sleeve. The
indentations should be approximately 120
degrees apart from one another. Remove the
wear sleeve.
NOTE: Use caution when using the chisel. Do not cut
through the sleeve. Damage to the shaft can cause
future leaks.
FIGURE 7-10.
FIGURE 7-11.
FIGURE 7-12.
FIGURE 7-13.
12. Inspect sleeve bearing (44) and sleeve bearing
(41). Compare the color of each bearing to the
chart above. The lighter the appearance of the
bearing, the more worn it is. If either bearing
needs replacing, proceed to the next step. If the
bearings are in good condition, skip the next
step.
13. Position tooling (C) against sleeve bearing (41).
Press the front sleeve bearing downward to
press it out of the fan mounting hub. Rear
sleeve bearing (44) will be pressed out
simultaneously.
14. Remove the stack of facing plates (30) and
steel clutch plates (31) from inside the pulley.
15. Remove external snap ring (27), shim (26), and
spring washer (25).
FIGURE 7-14.
FIGURE 7-15.
FIGURE 7-16.
FIGURE 7-17.
16. Attach wire lifting hooks to piston (23). Use the
lifting hooks to pull the piston from pulley
adapter (21).
17. Remove seal rings (22) and (24) from the
piston.
18. Support beneath the pulley to prevent it from
dropping to the bench. Remove bolts (9) and
lockwashers (8).
19. Install lifting eyebolts to the shaft and bearing
retainer assembly. Use a suitable lifting device
to lift the assembly from the pulley. Remove O-
ring seal (13).
NOTE: It may be necessary to use a soft rubber
mallet to separate the shaft and bearing retainer from
the pulley.
FIGURE 7-18.
FIGURE 7-19.
FIGURE 7-20.
FIGURE 7-21.
20. Position the shaft as shown. Insert a phillips-
head screwdriver into pitot tubes (3) to loosen
and remove them from the shaft. Rotate the
pitot tube until the sealant holding it tight is
broken loose. Then grip the pitot tube with a
pair of pliers and gently tap on the pliers to
remove the pitot tubes from the hole in the
shaft.
21. Remove both seal rings (17).
22. Remove external snap ring (16).
23. Remove internal snap ring (15).
FIGURE 7-22.
FIGURE 7-23.
FIGURE 7-24.
FIGURE 7-25.
24. Support the bearing retainer as close as
possible to the bearing bore. Be careful not to
damage the retainer/seal assembly. Press the
shaft out of bearing (14) using tooling (E).
25. Remove oil seal (10) from bearing retainer (11).
26. Use tooling (E) to press rear bearing (14) out of
rear bearing retainer (11).
27. Use a chisel to make three indentations in wear
sleeve (4). The indentations should be
approximately 120 degrees apart from one
another. Remove the wear sleeve.
NOTE: Use caution when using the chisel. Do not cut
through the sleeve. Damage to the shaft can cause
future leaks.
FIGURE 7-26.
FIGURE 7-27.
FIGURE 7-28.
FIGURE 7-29.
28. Remove rear retainer/seal assembly (5). Drive
the assembly off the shaft or wedge a large
chisel or other appropriate tool behind the
retainer to force it off.
FIGURE 7-30.
CLEANING AND INSPECTION
Thoroughly clean all components before inspection.
Check each of the following components, and follow the guidelines for reuse:
Ball bearings - Replace at time of rebuild.
Internal snap rings - Must not be damaged or worn. Must be flat and have square edges at outer diameter.
External snap rings - Must not be damaged or worn. Must be flat and have square edges at inner diameter.
Seal rings - Replace during rebuild.
Oil seals - Replace during rebuild.
Bolts and washers - Reuse unless damaged or worn.
Retainer/Seal assemblies - Replace if damaged or worn.
Wear sleeves - Replace during rebuild.
Sleeve bearings - Inspect color of surface. Refer to Figure 7-14.
1. Check the shaft assembly for wear or damage. Refer to Figure 7-31 for dimensions.
NOTE: Some shafts were manufactured as two-piece assemblies. Do not attempt to separate the shaft assembly.
2. Inspect and clean the pitot tube holes in the shaft. Use a standard reamer (straight flute, 0.3770 in. diameter).
Remove pipe plugs in the shaft for cleaning and reinstall using Loctite Primer N and #242.
FIGURE 7-31. SHAFT ASSEMBLY WEAR DIMENSIONS

3. Check pulley and adapter dimensions.
4. Check rear bearing retainer (11) dimensions.
5. Check piston (23) dimensions.
FIGURE 7-32.
FIGURE 7-33.
FIGURE 7-34.
6. Check the piston for a drilled orifice at the inside
face. If the piston contains the orifice, modify
the piston as shown in Figure 7-35.
7. Inspect clutch hub (29) for wear. Wear marks
that may be present on the teeth must not
restrict plate movement. If they have smooth
entry and exit ramps, the notches will not
restrict plate movement and the clutch hub may
be reused.
8. Check steel plates (31) for wear. The plates
must be smooth and free of grooves or heat
related damage. The plates are 3.07 mm (0.121
in.) minimum thickness when new and must be
flat within 0.13 mm (0.005 in.).
9. Inspect facing plates (30). Minimum thickness
for new facing plates is 2.77 mm (0.109 in.).
Grooves are 0.15 mm (0.006 in.) deep. The
plates must be flat within 0.13 mm (0.005 in.).
Check the teeth for excessive wear. When new,
the space between the teeth is approximately
7.11 mm (0.280 in.).
10. Inspect fan mounting hub (42).
FIGURE 7-35. PISTON REWORK
(For earlier pistons with the drilled orifice.)
FIGURE 7-36.
11. Inspect front bearing retainer (35).
12. Inspect end cap (45) for any wear or raised
nicks.
FIGURE 7-37.
ASSEMBLY
NOTE: The fan clutch is reassembled using Loctite
(or equivalent) sealants. Follow manufacturer's
recommendations regarding minimum cure time to
prevent oil from washing the sealant from the sealing
surfaces.
1. Place end cap (45) in a freezer or on dry ice to
prepare for installation in the following steps.
2. If removed, install dowel pin (43) into fan
mounting hub assembly (42). Refer to Figure 7-
38. Press the pin into the hub, leaving 2.3 mm
(0.090 in.) exposed.
If the shaft did not originally come with
pinned bearings, install the dowel per
instructions in Figures 7-38 and 7-39.
FIGURE 7-38.
FIGURE 7-39.
3. Using tooling (A), press front (long) sleeve
bearing (44) into the fan mounting hub until the
tool contacts the shoulder of the hub. Ensure
the correct bearing is installed. There are two
sleeve bearings, and each one must be
installed in the proper area of the hub to ensure
the lube passage is not restricted. Refer to
Figure 7-40.
4. Turn the hub over on the bed of the press.
Using tooling (B), press rear sleeve bearing (41)
into the fan mounting hub until the tool contacts
the shoulder of the hub.
FIGURE 7-40.
FIGURE 7-41.
FIGURE 7-42.
5. Press front retainer/seal assembly (40) onto the
fan mounting hub (42) using tooling (D). The
inner race of the retainer should be recessed
1.0 mm (0.040 in.) below the shoulder.
Check carefully to ensure that the retainer/seal
assembly is installed straight and is not bent or
damaged in any way which will cause
interference between it and the bearing retainer
after assembly.
Front wear sleeve (39) is NOT
interchangeable with rear (notched) wear
sleeve (4). The inside diameter of the front
wear sleeve is color coded red.
Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from
occurring.
Use extreme care when handling the wear
sleeve. The slightest nicks or scratches may
cause leakage.
NOTE: Some fan hubs may have a small hole on the
wear sleeve mounting journal. This hole is not used
and will be covered by the wear sleeve.
6. Coat the inside diameter of front wear sleeve
(39) and the wear sleeve diameter of the shaft
with Loctite Primer N and #242 (or equivalent).
Using tooling (D), press the wear sleeve onto
the shaft until it is flush with the shoulder.
FIGURE 7-43.
FIGURE 7-44.
FIGURE 7-45.
7. Coat the bore of the fan mounting hub (42) with
a thin coating of Loctite Primer N and #242.
Remove frozen end cap (45) from the freezer.
Do not apply Loctite to the end cap. Press the
end cap into the hub until the cap bottoms out.
8. Apply Loctite Primer N and #609 to the mating
surfaces of front bearing (33) and front bearing
retainer (35). Place the bearing into position on
the retainer with the notch for the bearing pin
facing downward.
Press the front bearing into the bearing retainer
using tooling (E) or equivalent. Press ONLY on
the outer race of the bearing until it seats at the
bottom of the bore.
9. Install internal snap ring (32).
10. Turn the retainer over on the press bed. Coat
the outside diameter of front oil seal (36) and
the mating surface on the bearing retainer with
Loctite Primer N and #242 (or equivalent).
Use tooling (E) to press the oil seal into the front
bearing retainer until it is flush with the front
face. Ensure that the lip of the seal is dry.
Wipe any excess Loctite from the seal area and
remove any rubber strings from the seal.
FIGURE 7-46.
FIGURE 7-47.
FIGURE 7-48.
FIGURE 7-49.
11. Coat the inside diameter of the bearing and the
fan mounting hub bearing journal with Loctite
Primer N and #609 (or equivalent). Place the
front bearing retainer sub-assembly into
position on the fan mounting hub. Ensure the
notch in the bearing is aligned with the bearing
dowel pin. Do not allow the seal lip to come in
contact with the Loctite. Press the bearing onto
the hub using tooling (D) until it contacts the
wear sleeve.
Wipe any lubricant or sealer from the seal
lip. The seal lip is teflon and must remain
dry for proper sealing to occur.
Spin the bearing retainer at least 25 revolutions
to ensure proper rotation of the bearing and to
burnish the seal.
12. Install clutch hub (29) on the fan mounting hub
assembly (42) with the open end down. (No
special timing is necessary.)
13. Install external snap ring (28) to hold the clutch
hub in place.
FIGURE 7-50.
FIGURE 7-51.
FIGURE 7-52.
14. If removed, install rear dowel pin (2) in shaft
assembly (6). Press the pin until 2.0 mm (0.080
in.) is left exposed above the surface.
If the shaft did not originally come with
pinned bearings, install the dowel per
instructions in Figures 7-53 &7-54.
15. Use tooling (D) to press rear retainer/seal
assembly (5) onto shaft (6). The inner race of
the retainer should be recessed 1.0 mm (0.040
in.) below the shoulder.
Check carefully to ensure that the retainer/seal
assembly is installed straight and not bent or
damaged in any way which will cause
interference between it and the bearing retainer
after assembly.
FIGURE 7-53.
FIGURE 7-54.
FIGURE 7-55.
Rear (notched) wear sleeve (4) is NOT
interchangeable with front wear sleeve (39).
The inside diameter of the rear wear sleeve is
color coded blue.
Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from
occurring.
Use extreme care when handling the wear
sleeve. The slightest nicks or scratches may
cause leakage.
16. Coat the inside diameter of rear (notched) wear
sleeve (4) and the wear sleeve diameter of the
fan mounting hub with Loctite Primer N and
#242 (or equivalent). Locate the sleeve so the
notch in the sleeve will be aligned with the small
lube hole in the shoulder. Using tooling (D),
press the wear sleeve onto the fan mounting
hub until it is flush with the shoulder.
17. Coat the outside diameter of rear bearing (14)
and the mating surface of bearing retainer (11)
with Loctite Primer N and #609 or equivalent.
The end of the bearing with the notch is
installed first. Using tooling (F) or equivalent,
press the bearing into the bearing retainer.
Press ONLY on the outer race of the bearing
until the bearing bottoms out in the bore.
18. Install internal snap ring (15).
FIGURE 7-56.
FIGURE 7-57.
FIGURE 7-58.
19. Some fan clutches were assembled with an external snap ring that is used as a spacer between the bearing
and the oil seal. Newer models were assembled using a notched spacer. If an external snap ring was used,
place snap ring (12) on top of the bearing (oil seal side). If a notched spacer was used, the spacer will be
installed in a later step. Proceed to the next step.
20. Coat the outside diameter of rear oil seal (10)
with Loctite Primer N and #242 (or equivalent).
Use tooling (E) or an equivalent to install the oil
seal in the rear bearing retainer until it is flush
with the rear face.
Do not lubricate the seal. The seal is made of
teflon and must be installed dry.
21. If a bearing spacer is used instead of a snap
ring (as explained in Step 19), place the spacer
into position in the groove on shaft assembly
(6). Note the location of the spacer in Figure 7-
61.
FIGURE 7-59.
FIGURE 7-60.
FIGURE 7-61.
22. Place the shaft sub-assembly on the press bed.
Coat the inside diameter of the bearing and the
bearing journal on the shaft with Loctite Primer
N and #609 (or equivalent).
Carefully, lower the rear bearing retainer sub-
assembly in place on the shaft. Do not allow the
seal lip to come in contact with the Loctite.
Ensure the notch in the bearing and the dowel
pin are aligned. If external snap ring (16) was
installed in the bearing retainer, ensure the
opening is aligned with the dowel pin.
Press the bearing onto the shaft until it reaches
the shoulder of the wear sleeve. Wipe any
excess Loctite from the assembly.
Ensure the seal lip is dry. The seal must
remain dry for proper sealing.
Spin the bearing retainer approximately 25
times to burnish the teflon seal on the wear
sleeve. Check for abnormal sounds or other
indications of contact between the retainer/seal
assembly and the bearing retainer. If
interference is found, remove the bearing
retainer and eliminate the point of interference.
23. Install external snap ring (16). Ensure that the
snap ring is fully seated in the groove. It may be
necessary to tap on the snap ring with a
screwdriver to fully seat it.
24. Ensure that the pitot tube holes in the shaft are
clean and free of burrs and staking material to
allow the pitot tubes to fit into the holes and seat
completely to the bottom. Apply a thin coating of
Loctite Primer N and #609 (or equivalent) on
the straight end of one pitot tube (3). Coat the
tube to approximately 20 mm (0.75 in.) from the
end.
FIGURE 7-62.
FIGURE 7-63.
FIGURE 7-64.
Push the pitot tubes to the bottom of the hole.
The outer end of the tube should be located well
within the pulley-locating shoulder of the
bearing retainer. Rotate the tube so the open,
bent end faces in a counterclockwise direction
and is exactly parallel to the surface of the
bearing retainer. (A large phillips-head
screwdriver inserted in the end of the tube can
be used as an alignment gage).
Install the second pitot tube in the same manner
as the first. Stake each pitot tube in three places
(at the 9, 12, and 3 o'clock positions) to prevent
the tubes from rotating in operation.
25. Install both hook-type seal rings (17) in the
grooves in the shaft. Rotate the rings so the slits
in the rings are 180 degrees apart from one
another.
26. Lubricate the seal ring grooves of piston (23)
with an oil-soluble lubricant such as engine
assembly grease. Install small seal ring (24) in
the inside groove and large seal ring (22) in the
outside groove. Refer to Figure 7-66 for proper
orientation.
27. Lubricate the external surfaces of seal rings
(22) and (24) with an oil-soluble lubricant such
as engine assembly grease. Also lubricate the
seal mating surfaces in the pulley adapter.
FIGURE 7-65.
FIGURE 7-66.
FIGURE 7-67.
Do not push the piston in place. Forcing the
piston will usually cause the seal rings to be cut.
28. Carefully place the piston in the pulley. Without
pressing down on the piston, rotate it slowly
back and forth until it falls into place.

29. Align the tangs of the piston for final assembly
of the fan clutch. Lift the front bearing retainer
sub-assembly in place on the pulley. While
doing so, the slots of the front bearing retainer
will engage the tangs of the piston, and the
retainer will rest against the pulley.
Then, rotate the bearing retainer (and piston)
until the bolt holes align in the bearing retainer
and pulley. Carefully remove the bearing
retainer sub-assembly.
30. Install spring washer (25), shim (26), and
spirolock ring (27). It will be necessary to press
downward to compress the spring washer while
forcing the spirolock to properly seat in the
groove. The shim must then be centered on the
spring washer to prevent it from interfering with
the movement of the piston.
31. Place the front bearing retainer sub-assembly
on the bench with the clutch hub up. Install one
steel clutch plate (31) in place in the bearing
retainer. Dip one facing plate (30) in new engine
oil. Allow the excess oil to drain off, then place
the facing plate on top of the steel plate.
Repeat this step until all 16 plates have been
installed.
FIGURE 7-68.
FIGURE 7-69.
FIGURE 7-70.
32. Turn the pulley adapter assembly over and
install two lifting eyes 180 degrees apart. Install
a guide bolt in one bolt hole of the pulley. Refer
to Figure 7-71.
Coat front O-ring seal (34) with petroleum jelly
or an oil-soluble grease. Place the seal in the
groove in the pulley. The grease should secure
the seal in the groove during installation.
Carefully lower the pulley. Ensure that the guide
bolt is aligned with a bolt hole in the bearing
retainer assembly and the O-ring seal is still
securely in place. Lower the pulley until it rests
on the front bearing retainer.
33. Install at least four bolts (38) with lockwashers
(37) 90 degrees apart. Snug them down.
FIGURE 7-71.
FIGURE 7-72.
FIGURE 7-73.
34. Lubricate O-ring seal (13) with petroleum jelly or
an oil-soluble grease and install it in the pulley
groove.
35. Lubricate hook-type seal rings (17) on the shaft
assembly. Carefully lower the shaft sub-
assembly into the pulley bore and onto the
pulley until the retainer rests on the pulley.
Use caution when lowering. Damage to the
sleeve bearings may result if the shaft is cocked
during installation.
36. Install bolts (9) with lockwashers (8). Tighten
each bolt to 49 - 58 Nm (36 - 43 ft lbs).
37. If removed, install orifice fitting (1) in the oil in
port of the bracket.
FIGURE 7-74.
FIGURE 7-75.
FIGURE 7-76.
FIGURE 7-77.
38. Turn the assembly over on the bench. Install remaining bolts (38) and lockwashers (37). Tighten each bolt to
49 - 58 Nm (36 - 43 ft lbs).
FIGURE 7-78.
TEST PROCEDURE
1. The fan clutch should be fully locked up with 275 kPa (40 psi) oil pressure supplied at the control pressure
port.
2. Operate the fan clutch with 82 C (180 F) oil supplied to the oil in port for 2 hours. Manually engage and
disengage the clutch during the test to operate seals in both modes. Restrict the fan mounting hub rotation
while the clutch is disengaged, but ensure that the fan mounting hub is allowed to rotate freely while the clutch
is engaged.
The fan clutch rotation causes the pitot tubes to pump lubricating oil from inside the fan clutch,
maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is rotating in
the proper direction, internal pressures will become excessive, causing the oil seals to leak.
D01047 Index D1-1
SECTION D
ELECTRICAL SYSTEM (24VDC NON-PROPULSION)
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
KOMTRAX Plus SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-1
INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-1
KOMTRAX Plus AND INTERFACE MODULE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . D13-1
KOMTRAX Plus FORMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1
NOTE: Electrical system wiring hookup and electrical schematics are located in Section R of this manual.
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOL-
LOWED. Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
DO NOT step on or use any power cable as a handhold.
Never open any electrical cabinet covers or touch the retarding grid elements. Additional pro-
cedures are required before it is safe to do so. Refer to Section E for additional propulsion
system safety checks to be performed by a technician trained to service the system.
ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
In the event of a propulsion system malfunction, a qualified technician should inspect the
truck and verify the propulsion system does not have dangerous voltage levels present
before repairs are started.
Prior to welding on the truck, maintenance personnel should attempt to notify the Komatsu
Factory Representative. The welding ground electrode should be attached as close as possi-
ble to the area to be welded. Never weld on the rear of the electrical control cabinet or the
retard grid exhaust air louvers.
After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the
safety of anyone working in the areas of the deck, electrical cabinet, traction motors, and retarding grids.
The following procedure will ensure that the electrical system is properly discharged before repairs are
begun.
D1-2 Index D01047
TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Place the directional control lever in PARK. Ensure that the parking
brake applied indicator light in the overhead panel is illuminated.
2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON.
Ensure that the rest mode indicator light is illuminated.
3. Shut down the engine using the key switch. If the engine does not shut down, use the emergency
shutdown switch on the center console.
4. After approximately 90 seconds, verify that the steering accumulators have bled down by attempting
to turn the steering wheel.
5. Verify that the link voltage lights on the electrical cabinet and the DID panel in the cab are OFF. If
they remain on longer than five minutes after shutdown, the propulsion system must be inspected by
a technician who is trained to investigate the cause.
6. Place the GF cutout switch, located in the information display panel at the left side of the electrical
control cabinet, in the CUTOUT position.
D02039 2/11 24VDC Electric Supply System D2-1
SECTION D2
24VDC ELECTRIC SUPPLY SYSTEM
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERY SUPPLY SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
24VDC Battery Charging Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
24VDC Auxiliary Battery Receptacles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Isolator Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Engine Start Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Isolation Box Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Engine Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Access Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Propel Lockout Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
LED Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
24VDC to 12VDC Converter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
24VDC ELECTRIC CRANKING MOTOR SYSTEM (WITH PRELUBE). . . . . . . . . . . . . . . . . . . . D2-9
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
Prelube System Operation Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
D2-2 24VDC Electric Supply System 2/11 D02039
Check Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
Timer Solenoid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
TROUBLESHOOTING PRELUBE CRANKING MOTOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
24VDC ELECTRIC START SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
CRANKING MOTORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
CRANKING MOTOR TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
Preliminary Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
Interpreting Results of Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-16
Armature Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Field Coil Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
SOLENOID CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Bearing Replacement: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Motor Assembly: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Pinion Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
MAGNETIC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
Coil Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-22
24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The truck uses a 24VDC electrical system which sup-
plies power for engine starting circuits and most non-
propulsion electrical components. The 24VDC
engine starting circuit is supplied by four heavy duty,
Type 8D, 12-volt storage batteries. Several compo-
nents require 12VDC and are supplied by circuits
tapped off the starting batteries.
The batteries are of the lead-acid type, each contain-
ing six 2-volt cells. With the engine off, power is sup-
plied by the batteries. During engine cranking, power
is supplied by the four engine cranking batteries only.
When the engine is running, power is supplied by a
high capacity alternator that is driven by the engine.
Lead-acid storage batteries contain sulfuric acid
which, if handled improperly, may cause serious
burns on skin or other serious injuries to person-
nel. Wear protective gloves, aprons and eye pro-
tection when handling and servicing lead-acid
storage batteries. See the precautions in Section
A of this manual to ensure proper handling of
batteries and accidents involving sulfuric acid.
During operation, the storage batteries function as an
electrochemical device that converts chemical
energy into the electrical energy that is required for
operating the accessories when the engine is off.
BATTERIES
Maintenance and Service
The electrolyte level of each cell must be checked at
the interval specified in Section P, Lubrication and
Service. Add water if necessary. The proper level to
maintain is 10 to 13 mm (3/8 to 1/2 in.) above the
plates. To ensure maximum battery life, use only dis-
tilled water or other types of water recommended by
the battery manufacturer. After adding water in freez-
ing weather, operate the engine for at least 30 min-
utes to thoroughly mix the electrolyte.
DO NOT SMOKE or allow flame around a dead
battery or during the recharging process. The
expelled gas from a dead cell is extremely explo-
sive.
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operat-
ing eight hours per day is about 30 to 60 cm
3
(1 to 2
oz.) per cell per month. For heavy duty operation (24
hours per day), normal consumption will be approxi-
mately 30 to 60 cm
3
(1 to 2 oz.) per cell per week.
Any appreciable increase over these figures are con-
sidered a danger signal.
Troubleshooting
Two most common problems that occur in the charg-
ing system are undercharging and overcharging of
the truck's batteries.
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Loose or corroded battery connections
Defective wire in electrical system
Loose alternator drive belt
Defective alternator
Overcharging, which causes overheating, is first indi-
cated by excessive use of water. If allowed to con-
tinue, the cell covers will push up at the positive ends
and, in extreme cases, the battery container will
become distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, bat-
tery carrier and surrounding area. (A slight amount of
corrosion is normal in lead-acid batteries). Inspect
the case, covers and sealing compound for holes,
cracks and other signs of leakage. Check the battery
hold down connections to ensure that the tension is
not great enough to crack the battery or loose
enough to allow vibration to open the seams. A leak-
ing battery must be replaced.
To remove corrosion, clean the battery with a solution
of ordinary baking soda and a stiff, non-wire brush
and flush with clean water. Ensure that none of the
soda solution is allowed to enter the battery cells.
Ensure that the terminals are clean and tight. Clean
terminals are very important in a voltage regulated
system. Corrosion creates resistance in the charging
circuit, which causes undercharging and gradual
starvation of the battery.
NOTE: When washing batteries, ensure that the cell
caps are tight to prevent cleaning solution from
entering the cells.
Addition of acid will be necessary if considerable
electrolyte has been lost through spillage. Before
adding acid, ensure that the battery is fully charged
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
check specific gravity again. Repeat the above pro-
cedure until all cells indicate a specific gravity of
1.260 - 1.265 corrected to 27C (80F).
Use 1.400 strength sulfuric acid when making
specific gravity adjustments. Acid of higher strength
will attack the plates and separators before it has a
chance to diffuse into the solution.
If the temperature of the electrolyte is not reasonably
close to 27C (80F) when the specific gravity is
taken, temperature must be corrected to 27C (80F)
as follows:
For every 5C (10F) below 27C (80F), 0.004
must be SUBTRACTED from the specific gravity
reading.
For every 5C (10F) above 27C (80F), 0.004
must be ADDED to the reading.
Idle batteries must not be allowed to stand
unattended. If equipment is to stand unused for more
than two weeks, the batteries must be removed and
placed in a cool, dry place where they may be
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self-discharge takes place
even though the battery is not connected in a circuit,
and it is more pronounced in warm weather than in
cold weather.
The rate of self-discharge of a battery kept at 38C
(100F) is about six times that of a battery kept at
10C (50F), and self-discharge of a battery kept at
27C (80F) is about four times that one at 10C
(50F). Over a 30 day period, the average self-dis-
charge runs about 0.002 specific gravity per day at
27C (80F).
To offset the results of self-discharge, idle batteries
must receive a booster charge (not a quick charge)
at least once every 30 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 table below.
The temperatures in the table below 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 charged battery is in no danger of freezing.
Therefore, a battery must be kept charged, espe-
cially during winter weather.
SPECIFIC GRAVITY
Corrected to 27C (80F)
FREEZING
TEMPERATURE
1.280 -70C (-94F)
1.250 -54C (-65F)
1.200 -27C (-16F)
1.150 -15C (+5F)
1.100 -7C (+19F)
BATTERY SUPPLY SYSTEM
24VDC Battery Charging Alternator
The battery charging alternator is a 26-Volt (140
Amp) alternator.
Battery Box
Four type 8D batteries (3, Figure 2-1) for the 24VDC
engine cranking circuit are located in the battery box
(1) in the center of the front platform. For access to
the batteries, open the hinged cover by turning the
cover latch counterclockwise until released.
A 24VDC to 12VDC converter, located toward the
bottom of the inside left wall of the auxiliary control
cabinet, is used to convert the 24 volt battery system
voltage to 12 volts for various truck components.
When maintenance or repairs are performed, the bat-
teries can be quickly disconnected from the cranking
motor or control circuits by using the disconnect
switches located on the isolation station.
An external battery charger may also be connected
to auxiliary battery receptacles (2) located on battery
control box (4).
1. Battery Box
2. Auxiliary Battery Receptacles
3. Batteries
4. Battery Control Box
5. Battery Isolator Diode
6. Engine Start Relay
FIGURE 2-1. BATTERY BOX & BATTERY CONTROL BOX
Removal
When removing or installing a battery, positively iden-
tify the positive (+) terminal and negative (-) terminal
and use precautions not to short circuit between the
terminals.
This truck is equipped with a master disconnect
switch (3, Figure 2-3) on the battery ground circuit.
1. When disconnecting battery cables, always
move the battery master disconnect switch to
the OFF position.
2. Disconnect the two positive (+) battery cables
that connect the batteries to the bus bar inside
the battery control box.
3. Disconnect the two negative (-) battery cables
that connect the batteries to the bus bar inside
the battery control box.
NOTE: If the master disconnect switch is OFF, and a
wrench on the negative (-) terminal touches the
battery box frame, a spark will occur if any electrical
component on the truck was left in the ON position.
4. Remove hardware (2, Figure 2-2).
5. To remove all four batteries by using a forklift
and picking up the battery pallet (3).
Installation
1. When connecting battery cables, always move
the battery master disconnect switch to the OFF
position.
2. Using a forklift, install the battery pallet into
position on the truck.
3. Connect the two negative (-) cables to the bat-
teries. Then connect the two positive cables (+)
last. Tighten battery terminals securely. Loose
terminals can generate sparks and could lead to
an explosion.
4. Tighten all battery caps securely.
1. Battery Box
2. Cap Screw, Flat Washer, Lock Washer
3. Battery Pallet
FIGURE 2-2. BATTERY BOX
Battery Control Box
Battery control box (4, Figure 2-1) is located to the
left of the battery box. This box contains the compo-
nents listed below.
24VDC Auxiliary Battery Receptacles
Two pairs of receptacles (2), located on the battery
control box, are provided to attach battery charger
leads for charging the batteries.
These receptacles can also be used for connecting
external batteries to aid engine starting during cold
weather. When external batteries are used, they
must be of the same type (8D) as the batteries
installed on the truck. Two pairs of batteries must be
used. Each pair must be connected in series to pro-
vide 24VDC, with one pair connected to the front
receptacle and the other pair connected to the rear
receptacle on the truck.
Isolator Diode
A Schottky type isolation diode (5) is used to provide
isolation between the electrical system battery cir-
cuits and the dual cranking motor start command cir-
cuits. This device controls the direction of current
flow in high current applications.
Engine Start Relay
Engine start relay (6) receives the signal to begin
cranking from the start relay located on relay board
RB6. When the engine start relay is activated, it pro-
vides current to the cranking motor motors to engage
the drives and begin cranking the engine, eliminating
the need for magnetic switches.
Isolation Box Assembly
Isolation box (6, Figure 2-3) is located on top of the
front bumper, on the left hand side. This box contains
battery disconnect switches (3 & 4) and other compo-
nents listed below. Access ladder light switch (2) is
mounted on the isolation box. Propel lockout lever (5)
is located on the front panel.
FIGURE 2-3. ISOLATION BOX ASSEMBLY (COVERS REMOVED)
1. Engine Shutdown Switch
2. Access Ladder Light Switch
3. Master Disconnect Switch
4. Starter Disconnect Switch
5. Propel Lockout Lever
6. Isolation Box
7. LED Lights (on)
8. LED Lights (off)
Engine Shutdown Switch
Engine shutdown switch (1, Figure 2-3) is a push-pull
type switch and is located on top of isolation box (6).
This switch provides a ground level means to shut
the engine off in an emergency. Push the button in to
stop the engine.
Access Ladder Light Switch
Access ladder light switch (2, Figure 2-3) provides a
ground level means to operate the light for the
access ladder.
Battery Disconnect Switches
Battery disconnect switches (3 & 4, Figure 2-3) pro-
vide a convenient method of disconnecting the truck
batteries from the truck electrical circuits without hav-
ing to remove any battery cables. Starter disconnect
switch (4) opens the cranking motor battery circuit
only, preventing engine startup while still allowing
battery power to the 24VDC control system circuits, if
desired. Master disconnect switch (3) disconnects
the 24VDC system circuit. When the battery discon-
nect switches are in the OFF positions, the 24VDC
electrical system and start system are disabled.
When the battery disconnect switches are ON, the
24VDC electrical system is active and the engine can
be operated.
Propel Lockout Lever
Propel lockout lever (5, Figure 2-3) provides a conve-
nient method of disconnecting the AC electric drive
system while the engine is in operation. This ensures
the truck will remain stationary without the need to
check the GF cutout switch. When the propel lockout
lever is in the OFF position, the drive system is
locked out and the truck will not propel. When the
propel lockout lever is in the ON position, the drive
system is active and the truck can be driven.
LED Lights
LED lights (7, Figure 2-3) provide a positive, visual
indicator when a selected switch is in the ON positon.
LED lights (8) provide a positive, visual indicator
when a selected switch is in the OFF position.
24VDC to 12VDC Converter
24VDC to 12VDC converter (1, Figure 2-4) is used to
convert the 24 volt battery system voltage to 12 volts
for various truck components such as the AM/FM
Radio / CD Player, cab power windows, and the aux-
iliary power receptacles in the cab.
The converter is powered by the cranking motor cir-
cuit batteries. Converter output circuits are protected
by CB60, a 50 amp circuit breaker (2).

Observe and verify polarity, connection points,
and correct circuit numbers if relay replacement
is necessary. Incorrect hookup will damage the
solid state relay.
FIGURE 2-4. AUXILIARY CONTROL CABINET
(LEFT WALL)
1. 24VDC to 12VDC Converter
2. 50 Amp Circuit Breaker
24VDC ELECTRIC CRANKING MOTOR
SYSTEM (WITH PRELUBE)
The Komatsu SDA16V160 engine includes an
engine pre-lubrication system designed to reduce
wear due to dry starts.
The prelube system automatically, safely and quickly
fills filters and all oil passages prior to cranking at
each engine startup. In addition, the system prevents
startup if no oil is present in the engine.
The prelube system includes:
Remote mounted 24VDC powered pump
Timer solenoid
Oil pressure switch
Oil suction line
Oil outlet line
Check valve
Electrical harness.
Operation
The prelube system is activated when the operator
turns the key switch and holds it in the start posi-
tion. This allows the current to flow to the prelube
cranking motor timer solenoid (3, Figure 2-5). When
this timer solenoid is activated, current flows through
fusible link (9) to the prelube motor (10), driving the
prelube pump, but does not allow the cranking motor
motors to engage the cranking motor pinion gears at
this time. The prelube pump supplies oil from the
engine oil pan to fill the engine oil filters and oil pas-
sages prior to cranking.
When the pressure in the engine cam oil rifle reaches
17.2 kPa (2.5 psi), the circuit to the timer solenoid is
opened. After a 3 second delay, the current is sup-
plied to the cranking motor solenoids (8); the crank-
ing motor motors will then be activated and the pinion
gears will be engaged into the flywheel ring gear.
Normal cranking will now occur with sufficient lubrica-
tion to protect the engine bearings and other compo-
nents.
FIGURE 2-5. PRELUBE MOTOR AND CRANKING MOTOR ELECTRICAL DIAGRAM
1. Battery Charging Alternator
2. Oil Pressure Switch (N.C.)
17.2 kPa (2.5 psi)
3. Prelube Timer Solenoid
4. Cranking Motor No. 2
5. Cranking Motor No. 1
6. Magnetic Switch
7. Diode (Coil Suppression)
8. Cranking Motor Solenoid
9. Fusible Link (400 AMP)
10. Prelube Pump & Motor
11. Isolation Diode
Pressure Switch
The pressure switch (2, Figure 2-5) is a 17.2 kPa (2.5
psi), normally closed (N.C.) switch, 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.)
Check Valve
The oil pressure supply hose will have a check valve
installed between the prelube pump and the engine.
The check valve prevents the passage of oil from the
engine back through the prelube pump to the pan
after the engine is started. Check valve leakage back
to the prelube pump will cause extensive damage to
the pump.
Timer Solenoid
The timer solenoid (3, Figure 2-5) controls the prelu-
brication cycle. Current is supplied to the timer
through the key switch. The ground path is com-
pleted by the normally closed pressure switch (2).
When the switch opens, current is redirected to the
engine cranking motor solenoids (8) for engine
cranking.
DO NOT Attempt to jump start the truck using the
terminals on the timer solenoid. INTERNAL DAM-
AGE TO TIMER WILL RESULT.
MAINTENANCE
Prelube system maintenance must be performed
annually or at 5000 hour intervals as described
below.
Prelube System Operation Checks
Verify system operates according to the two phases
of operation as listed in Troubleshooting Prelube
Cranking Motor Circuit on the following page. If a
problem exists, refer to the list of problems and pos-
sible causes for troubleshooting system components.
If system is operating properly, continue with the
inspection of component parts below:
Check Valve
Verify no internal leakage exists in the check valve
when the engine is running. Check valve leakage
back to the prelube pump will cause extensive dam-
age to the pump.
If check valve replacement is required, ensure the
valve is installed with the arrow pointed toward the
engine, and NOT toward the pump.
Timer Solenoid
Inspect timer solenoid for physical damage and to
verify wiring is in good condition.
TROUBLESHOOTING PRELUBE CRANKING MOTOR 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 prelube pressure reaches 17.2 kPa (2.5 psi).
2. Delay and Crank Phase- Begins when the pressure switch opens. A three second delay precedes the crank
mode.
Cranking motor prelubricates only. Does not delay
or crank.
Indicates oil pressure is not sufficient to open the pres-
sure switch.
a. No oil or low oil in engine. The pump can not
build sufficient pressure to open switch.
b. Pump failure.
c. Pressure switch has failed (closed) and is
grounding circuit.
d. Oil pressure switch wire chafed and shorting to
block.
Cranking motor prelubricates continuously
regardless of key switch position.
Indicates Prelube Timer Solenoid contacts have
welded.
a. Low voltage can cause relay failure.
b. Jump starting of the vehicle with a voltage that
is higher than was designed for the system,
can cause solenoid contacts to weld.
Cranking motor delays and cranks. No
prelubrication mode.
If an operator indicates the ignition is totally dead,
ensure 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 cir-
cuit between the switch terminal and the
switch base. If open, replace pressure switch.
Problem Probable Cause
Starting circuit is irregular when in crank mode. a. Check for low or dead batteries.
b. Check alternator output.
c. Check ground connection at G terminal of
cranking motor bendix solenoid.
d. Check for defective cranking motor safety
relays.
e. If everything checks OK, replace batteries.
NOTE: Maximum allowable voltage drop is - 2
volts for cranking motor control circuit.
Cranking motor has very long prelubrication cycle. Except for severe cold weather starts, the prelube
cycle must not exceed 45 seconds.
a. Low oil pressure.
b. Ensure 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 con-
nections, cracked fittings, pump casting, or
hose kinks and blockage.
d. 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.
Cranking motor has no prelubrication, no delay
and no crank.
If the cranking motor is totally inoperative and no pre-
lubrication, no delay and crank, this indicates a possi-
ble failure of the prelubrication timer solenoid.
Remove the wire from the pressure switch (ground
wire) and activate the key switch for several seconds.
a. If the cranking motor delays - then cranks, the
Prelube Timer Solenoid is bad. Replace the
timer solenoid assembly.
b. If the cranking motor is still inoperative, check
the truck cranking motor switch circuit. Ensure
proper voltage is available to the Prelube
Timer Solenoid when the key is activated.
Cranking motor prelubricates, delays, then does
not crank.
Indication is either a timer failure, or a cranking motor
problem.
a. Place a jumper wire to the cranking motor
solenoid S post. If the engine starts to crank,
replace the Prelube Timer Solenoid.
b. If the engine fails to crank when the "S" post
is energized with voltage, check out cranking
motor bendix solenoid and cranking motor
pinion drive.
Problem Probable Cause
24VDC ELECTRIC START SYSTEM
CRANKING MOTORS
Operation
Heavy duty batteries supply 24VDC to each of the
two cranking motors through magnetic switches acti-
vated by the key switch on the instrument panel.
Note: When a Komatsu SDA16V160 engine with a
prelube system is installed, there is a delay between
the time the key switch is moved to the START
position, and the cranking motors actuate.
When the key switch is placed in the Start position,
the magnetic switches close, connecting the motor
solenoid S terminals to the batteries. When the
solenoid windings are energized, the plunger (56,
Figure 2-8) is pulled in, moving the cranking motor
drive (71) assembly forward in the nose housing to
engage the engine flywheel ring gear. Also, when the
solenoid plunger is pulled in, the main solenoid con-
tacts close to provide current to the motor armature
and cranking takes place. When the engine starts, an
overrunning clutch in the drive assembly protects the
armature from excessive speed until the key switch is
released. When the key switch is released, a return
spring causes the drive pinion to disengage.
After the engine is running, a normally closed pres-
sure switch senses engine oil pressure and opens
the electrical circuit to prevent actuation of the
motor(s) after the engine has started.
Removal
1. Disconnect battery power:
a. Open the battery disconnect switch to
remove power from the system.
b. Disconnect the negative (-) battery cables
first.
c. Disconnect the battery positive (+) battery
cables last.
2. Mark wires and cables and remove from crank-
ing motor (2, Figure 2-6) and solenoid (3) termi-
nals.
3. Remove cranking motor mounting cap screws
(1).
4. Remove cranking motor assembly from fly-
wheel housing.
Installation
1. Align cranking motor (2, Figure 2-8) housing
with the flywheel housing adaptor mounting
holes and slide into position.
2. Insert cranking motor cap screws (1).
3. Connect marked wires and cables to cranking
motor and solenoid terminals.
4. Install in the following sequence:
a. Connect the battery positive (+) cables first.
b. Connect the battery negative (-) cables.
5. Close the battery disconnect switch.
FIGURE 2-6. CRANKING MOTORS
1. Cap Screws
2. Cranking Motor
3. Solenoid
CRANKING MOTOR TROUBLESHOOTING
If the cranking system is not functioning properly,
check the following to determine which part of the
system is at fault:
Batteries -- Verify the condition of the
batteries, cables, connections and charging
circuit.
Wiring -- Inspect all wiring for damage or
loose connections at the key switch,
magnetic switches, solenoids and cranking
motor(s). Clean, repair or tighten as
required.
If the above inspection indicates the cranking motor
motor to be the cause of the problem, remove the
motor and perform the following tests prior to disas-
sembly to determine the condition of the motor and
solenoid and repairs required.
Preliminary Inspection
1. Check the cranking motor to be certain the
armature turns freely.
a. Insert a flat blade screwdriver through the
opening in the nose housing.
b. Pry the pinion gear to be certain the arma-
ture can be rotated.
2. If the armature does not turn freely, the cranking
motor must be disassembled immediately.
3. If the armature can be rotated, perform the No-
Load Test before disassembly.
No-Load Test
Refer to Figure 2-7 for the following test setup.
Be certain switch is open before connections or
disconnections are made during the following
procedures.
1. Setup the motor for test as follows:
a. Connect a voltmeter from the motor terminal
to the motor frame.
b. Use an RPM indicator to measure armature
speed.
c. Connect a carbon pile across one battery to
limit battery voltage to 20VDC.
DO NOT apply voltages in excess of 20 volts.
Excessive voltage may cause the armature to
throw windings.
d. Connect the motor and an ammeter in series
with two fully charged 12 volt batteries.
e. Connect a switch in the open position from
the solenoid battery terminal to the solenoid
switch terminal.
2. Close the switch and compare the RPM, cur-
rent, and voltage reading to the following speci-
fications:
RPM: 5500 Minimum to 7500 Maximum
AMPS: 95 Minimum to 120 Maximum
VOLTS: 20VDC
FIGURE 2-7. NO-LOAD TEST CIRCUIT
Interpreting Results of Tests
1. Rated current draw and no-load speed indi-
cates normal condition of the cranking motor.
2. Low free speed and high current draw indi-
cates:
a. Too much friction; tight, dirty, or worn bear-
ings, bent armature shaft or loose pole shoes
allowing armature to drag.
b. Shorted armature. This can be further
checked on a growler after disassembly.
c. Grounded armature or fields. Check Further
after disassembly.
3. Failure to operate with high current draw indi-
cates:
a. A direct ground in the terminal or fields.
b. Frozen bearings (are determined by turning
the armature by hand).
4. Failure to operate with no current draw indi-
cates:
a. Open field circuit. This can be checked after
disassembly by inspecting internal connec-
tions and tracing circuit with a test lamp.
b. Open armature coils. Inspect the commuta-
tor for badly burned bars after disassembly.
c. Broken brush springs, worn brushes, high
insulation between the commutator bars or
other causes which would prevent good con-
tact between the brushes and commutator.
5. Low no-load speed and low current draw indi-
cates:
a. High internal resistance due to poor connec-
tions, defective leads, dirty commutator and
causes listed under Number 4.
6. High free speed and high current draw indicates
shorted fields. If shorted fields are suspected,
replace the field coil assembly and check for
improved performance.
Disassembly
The cranking motor must be disassembled only as
far as necessary to repair or replace defective parts.
1. Note the relative position of the solenoid (53,
Figure 2-8), lever housing (78), nose housing
(69), and C.E. frame (1) so the motor can be
reassembled in the same manner.
2. Disconnect field coil connector (42) from sole-
noid motor terminal, and lead from solenoid
ground terminal.
3. Remove the brush inspection plug (52), and
brush lead screws (15).
4. Remove the attaching bolts (34) and separate
the commutator end frame (1) from the field
frame (35).
5. Separate the nose housing (69) and field frame
(35) from lever housing (78) by removing
attaching bolts (70).
6. Remove armature (45) and drive assembly (71)
from lever housing (78).
7. Separate solenoid (53) from lever housing by
pulling apart.
1. Drive (71), armature (45) and fields (46) must
not be cleaned in any degreasing tank, or with
grease dissolving solvents, since these will dis-
solve the lubricant in the drive and damage the
insulation in the armature and field coils.
2. All parts except the drive must be cleaned with
mineral spirits and a clean cloth.
3. If the commutator is dirty, it may be cleaned with
No. 00 sandpaper.
NOTE: DO NOT use emery cloth to clean the
commutator.
4. Inspect brushes (13, Figure 2-8) for wear.
a. If worn excessively when compared with a
new brush, they must be replaced.
b. Ensure the brush holders (10) are clean and
the brushes are not binding in the holders.
c. The full brush surface must ride on the com-
mutator. Check by hand to insure that brush
springs (16) are giving firm contact between
brushes (13) and commutator.
d. If springs (16) are distorted or discolored,
they must be replaced.
1. C.E. Frame
2. Washers
3. O-Rings
4. Insulator
5. Support Plate
6. Brush Plate Insulator
7. Washers
8. Plate & Stud
9. Plate
10. Brush Holder
11. Lockwasher
12. Screw
13. Brush (12 required)
14. Lockwasher
15. Screw
16. Brush Spring
17. Screw
18. Screw
19. Screw
20. Lockwashers
21. Plate
22. Brush Holder Insulator
23. Screw
24. Lockwasher
25. Washer
26. O-Ring
27. Bushing
28. Insulator
29. Washer
30. Lockwasher
31. Nut
32. Nut
33. Lockwasher
34. Screw
35. Field Frame
36. Stud Terminal
37. Bushing
38. Gasket
39. Washers
40. Washers
41. Nut
42. Connector
43. Lockwasher
44. Nut
45. Armature
46. Field Coil
47. Shoe
48. Insulator
49. Screw
50. Washer
51. O-ring
52. Inspection Plug
53. Solenoid Housing
54. Lockwasher
55. Screw
56. Plunger
57. Washer
58. Boot
59. Washer
60. Spring
61. Retainer
62. Snap Ring
63. Shift Lever
64. Nut
65. O-Ring
66. O-Ring
67. Snap Ring
68. Lever Shaft
69. Drive Housing
70. Screw
71. Drive Assembly
72. Gasket
73. Plug
74. Gasket
75. Brake Washer
76. Screw
77. Lockwasher
78. Lever Housing
79. Washer
80. O-Ring
FIGURE 2-8 CRANKING MOTOR ASSEMBLY
FIGURE 2-8. CRANKING MOTOR ASSEMBLY
Armature Servicing
If the armature commutator is worn, dirty, out of
round, or has high insulation, the armature (45,
Figure 2-8) must be put on a lathe and the commuta-
tor turned down. The insulation must then be under-
cut 0.79 mm (0.031 in.) wide and 0.79 mm (0.031 in.)
deep, and the slots cleaned out to remove any trace
of dirt or copper dust. As a final step in this proce-
dure, the commutator must be sanded lightly with No.
00 sandpaper to remove any burrs left as a result of
the undercutting procedure.
Check the armature for opens, short circuits and
grounds as follows:
1. Opens are usually caused by excessively long
cranking periods. The most likely place for an
open to occur is at the commutator riser bars.
Inspect the points where the conductors are
joined to the commutator bars for loose connec-
tions. Poor connections cause arcing and burn-
ing of the commutator as the cranking motor is
used. If the bars are not too badly burned,
repair can often be effected by resoldering or
welding the leads in the riser bars (using rosin
flux), and turning down the commutator in a
lathe to remove the burned material. The insula-
tion must then be undercut.
2. Short circuits in the armature are located by use
of a growler. When the armature is revolved in
the growler with a steel strip such as a hacksaw
blade held above it, the blade will vibrate above
the area of the armature core in which the short
circuit is located. Shorts between bars are
sometimes produced by brush dust or copper
between the bars. These shorts can be elimi-
nated by cleaning out the slots.
3. Grounds in the armature can be detected by the
use of a 110-volt test lamp and test points. If the
lamp lights when one test point is placed on the
commutator with the other point on the core or
shaft, the armature is grounded. Grounds occur
as a result of insulation failure which is often
brought about by overheating of the cranking
motor produced by excessively long cranking
periods or by accumulation of brush dust
between the commutator bars and the steel
commutator ring.
Field Coil Checks
Field coils (46, Figure 2-8) can be checked for
grounds and opens by using a test lamp.
1. Grounds - The ground connections must be
disconnected during this check. Connect one
lead of the 110 volt test lamp to field frame (35)
and the other lead to field connector (42). If the
lamp lights, at least one field coil is grounded
and must be repaired or replaced.
2. Opens - Connect test lamp leads to ends of
field coils (46). If lamp does not light, the field
coils are open.
Field Coil Removal
Field coils can be removed from the field frame
assembly by using a pole shoe screwdriver. A pole
shoe spreader must also be used to prevent distor-
tion of the field frame. Careful installation of the field
coils is necessary to prevent shorting or grounding of
the field coils as the pole shoes are tightened into
place. Where the pole shoe has a long lip on one
side and a short lip on the other, the long lip must be
assembled in the direction of armature rotation so it
becomes the trailing (not leading) edge of the pole
shoe.
SOLENOID CHECKS
A basic solenoid circuit is shown in Figure 2-9. Sole-
noids can be checked electrically using the following
procedure.
Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the sole-
noid, switch terminal and to the second switch
terminal G, to check the hold-in winding
(Figure 2-10).
2. Use the carbon pile to decrease the battery volt-
age to 20 volts. Close the switch and read cur-
rent.
The ammeter must read 6.8 amps
maximum.
3. To check the pull-in winding, connect from the
solenoid switch terminal S to the solenoid
motor M or MTR terminal (Figure 2-11).
To prevent overheating, DO NOT leave the pull-in
winding energized more than 15 seconds. The
current draw will decrease as the winding tem-
perature increases.
4. Use the carbon pile to decrease the battery volt-
age to 5 volts. Close the switch and read cur-
rent.
The ammeter must read 9.0 to 11.5 amps.
NOTE: High readings indicate a shorted winding.
Low readings indicate excessive resistance.
5. To check for grounds, move battery lead from
G (Figure 2-10) and from MTR (Figure 2-11)
to the solenoid case. Ammeter must read zero.
If not, the winding is grounded.
FIGURE 2-9. SIMPLIFIED SOLENOID CIRCUIT
FIGURE 2-10. SOLENOID HOLD-IN WINDING
TEST
FIGURE 2-11. SOLENOID PULL-IN WINDING
TEST
Assembly
Lubricate all bearings, wicks and oil reservoirs with
SAE No. 20 oil during assembly.
Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before
pressing into place.
2. Install wick, soaked in oil, prior to installing
bearings.
3. DO NOT attempt to drill or ream sintered bear-
ings. These bearings are supplied to size. If
drilled or reamed, the I.D. will be too large and
the bearing pores will seal over.
4. DO NOT cross-drill bearings. Because the
bearing is so highly porous, oil from the wick
touching the outside bearing surface will bleed
through and provide adequate lubrication.
5. The middle bearing is a support bearing used to
prevent armature deflection during cranking.
The clearance between this bearing and the
armature shaft is large compared to the end
frame bearings.
Motor Assembly:
1. Install the end frame (with brushes) onto the
field frame as follows:
a. Insert armature (45, Figure 2-8) into field
frame (35). Pull the armature out of the field
frame just far enough to permit the brushes
to be placed over the commutator.
b. Place end frame (1) on the armature shaft.
Slide end frame and armature into place
against the field frame.
c. Insert screws (34) and washers (33) and
tighten securely.
2. Assemble lever (63) into lever housing (78) If
removed.
3. Place washer (79) on armature shaft and install
new O-Ring (80). Position drive assembly (71)
in lever (63) in lever housing. Apply a light coat
of lubricant (Delco Remy Part No. 1960954) on
washer (75) and install over armature shaft.
Align lever housing with field frame and slide
assembly over armature shaft. Secure with
screws (76) and washers (77).
4. Assemble and install solenoid assembly
through lever housing and attach to field frame.
Install nut (64) but do not tighten at this time.
Install brush inspection plugs (52).
5. Using a new gasket (72), install drive housing
(69) and secure with screws (70).
6. Assemble field coil connector (42) to solenoid.
7. Adjust pinion clearance per instructions on the
following page.
8. After pinion clearance has been adjusted, install
gasket (74) and plug (73).
FIGURE 2-12. PINION CLEARANCE CHECK
CIRCUIT
Pinion Clearance
To adjust pinion clearance, follow the steps listed
below.
1. Make connections as shown in Figure 2-12.
2. Momentarily flash a jumper lead from terminal
G to terminal MTR. The drive will now shift
into cranking position and remain so until the
batteries are disconnected.
3. Push the pinion or drive back towards the com-
mutator end to eliminate slack movement.
4. The distance between the drive pinion and
housing must be between 8.3 mm to 9.9 mm
(0.330 to 0.390 in.) as shown in Figure 2-13.
5. Adjust clearance by turning shaft nut (64,
Figure 2-8).
MAGNETIC SWITCH
The magnetic switch is a sealed unit and not repair-
able.
Removal
1. Remove battery power as described in Crank-
ing Motor Removal.
2. Disconnect cables from the switch terminals
and wires from coil terminals (Figure 2-14).
NOTE: If the magnetic switch being removed has a
diode across the coil terminals, mark the leads prior
to removal to ensure correct polarity during
installation.
3. Remove mounting cap screws and washers.
Remove switch from mounting bracket.
4. The switch coil circuit can be tested as
described below.
Installation
1. Attach magnetic switch to the mounting bracket
using the cap screws and lockwashers removed
previously.
2. Inspect cables and switch terminals. Clean as
required and install cables.
3. Install the diode across the coil terminals.
Ensure diode polarity is correct. Attach wires
from the truck harness to coil terminals (See
Figure 2-7).
4. Connect battery power as described in Crank-
ing Motor Installation.
FIGURE 2-13. CHECKING PINION CLEARANCE
FIGURE 2-14. MAGNETIC SWITCH ASSEMBLY
Coil Test
1. Using an ohmmeter, measure the coil resis-
tance across the coil terminals.
a. The coil must read approximately 28 at
22.2C (72F).
b. If the ohmmeter reads , the coil is open
and the switch must be replaced.
c. If the ohmmeter reads 0 , the coil is shorted
and the switch must be replaced.
2. Place one of the ohmmeter probes on a coil ter-
minal and another on the switch mounting
bracket. If the meter displays any resistance
reading, the coil is grounded and the switch
must be replaced.
3. The ohmmeter must display when the probes
are placed across the switch terminals.
NOTE: The switch terminals will show continuity
when 24VDC is applied to the coil terminals, however
high resistance across the internal switch contacts
due to arcing etc. could prevent the switch from
delivering adequate current to the cranking motor. If
the coil tests are satisfactory but the switch is still
suspect, it must be replaced with a new part.
D03047 24VDC Electrical System Components D3-1
SECTION D3
24VDC ELECTRICAL SYSTEM COMPONENTS
INDEX
24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
BRAKE WARNING BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
AUXILIARY CONTROL CABINET COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Power Distribution Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Pulse Voltage Modulator (PMV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Control Power Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Auto Lube Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Ground Level Power Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Diode Board - DB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Fuse Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Alarm Indicating Device (AID) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Diode Matrix (With Sound) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Diode Matrix (Without Sound) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Hot Switch Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Hot Switch Inverter (Not Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
Temperature and Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
RELAY BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Boards RB1, RB3, RB4, RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Boards RB6, RB7, RB8, RB9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Board Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
D3-2 24VDC Electrical System Components D03047
BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
FUSE BLOCK CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
CIRCUIT BREAKER CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-19
24 VDC ELECTRICAL SYSTEM COMPONENTS
Do not attempt repairs until the truck is properly
shut down. Dangerous voltage levels are present
in the propulsion system while the engine is run-
ning and for a period of time after shutdown.
Refer to the Index in Section D for additional
warnings.
TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Move the
directional control lever in PARK. Make sure
that the parking brake applied indicator light in
the overhead panel is illuminated.
2. Place the drive system in the rest mode by turn-
ing the rest switch on the instrument panel ON.
Ensure that the rest mode indicator light is illu-
minated.
3. Stop the engine using the key switch. If, for
some reason the engine does not stop, use the
stop switch on the center console.
4. Verify the link voltage lights on the electrical
cabinet and next to the DID panel in the cab are
OFF. If they remain on longer than 5 minutes
after shutdown, the propulsion system must be
inspected by a technician trained to investigate
the cause.
5. Place the GF cutout switch in the CUTOUT
position throughout test and troubleshooting
procedures.
6. Verify that the steering accumulators have bled
down by attempting to turn the steering wheel.
BRAKE WARNING BUZZER
The brake warning buzzer provides an audible alarm
for the operator if a malfunction occurs in the hydrau-
lic service brake system. This buzzer is located
inside the radio module in the overhead panel. Refer
to Section J for additional details.
AUXILIARY CONTROL CABINET
COMPONENTS
The following 24VDC electrical system components
are located in the auxiliary control cabinet, which is
mounted on the left side of the main control cabinet
behind the cab. The auxiliary control cabinet houses
various components for the 24VDC circuits, engine
related devices, and terminal strips that connect
truck wiring harnesses with the main control cabinet
and cab.
The following information describes the components
in the auxiliary control cabinet and their operation.
Additional detailed information for operation and trou-
bleshooting procedures not included below can be
found in Section E, Electrical Propulsion System, the
engine manufacturer's service publications, and the
appropriate GE publications. The electrical schemat-
ics in Section R should be used when troubleshoot-
ing problems with the following 24VDC electrical
system components.
Power Distribution Terminals
24VDC terminal (1, Figure 3-1) and 12VDC terminal
(2) are mounted on the left wall of the cabinet. These
terminals distribute battery voltage and 12VDC for
devices requiring reduced voltage. The 24VDC termi-
nal is a convenient test point for measuring battery
voltage during troubleshooting procedures.

Pulse Voltage Modulator (PMV)
The Pulse Voltage Modulator (6, Figure 3-1) receives
a load curve signal from the engine controls and con-
verts it to a 0 to 10 volt signal for use by a PSC card
in the Integrated Control Panel (ICP).
Control Power Relay
Control power relay (8) is energized when the control
power switch, located in the main control cabinet, is
turned ON. This relay isolates the GE control power
from the truck circuits and provides power to non-
propulsion system 24VDC components.
Auto Lube Timer
The automatic lubrication system lubrication interval
is controlled by auto lube timer (9). Lubrication cycle
frequency can be adjusted by removing the timer
cover and selecting one of five different timing inter-
vals available. System on time is automatically
determined by the timer and is not adjustable. Refer
to Section P for additional automatic lubrication sys-
tem details.
Ground Level Power Relay
When the ground level shutdown switch is OFF, the
ground level power relay (4) is energized and the
truck can operate. When the switch is ON (activated),
the engine will stop, and the ground level power relay
is de-energized, interrupting power to the payload
meter system and the timed engine shutdown
sequence.
NOTE: For more information about relay boards RB1 through RB9, refer to Relay Boards later in this section.
1. 24VDC Terminal
2. 12VDC Terminal
3. Diode Board - DB1
4. Ground Level Power Relay
5. Key Switch Power Relay
6. Pulse Voltage Modulator (PVM)
7. 12V Power Relay
8. Control Power Relay
9. Auto Lube Timer
10. Relay Board - RB1
FIGURE 3-1. AUXILIARY CONTROL CABINET - LEFT WALL
Diode Board - DB1
Diode board (18, Figure 3-1) contains 24 replaceable
diodes that are mounted on a plug-in connector for
easy replacement. Some of the diodes are used in
the coil circuit of various relays to suppress the resul-
tant coil voltage spike when power is removed from
the circuit, preventing damage to other circuit compo-
nents (lamp filaments, etc.). Other diodes are used to
control the flow of current in a circuit as required.
Resistors or diodes may also be installed in sockets
P7 through P12.
Refer to the electrical schematic in Section R of this
manual for specific circuits.
If a diode failure is suspected, remove and check the
diode as follows:
1. Grasp the diode connector, compressing the
locking ears while pulling the connector off the
board. Note the connector key used to ensure
correct polarity.
NOTE: Some digital multimeters are designed to test
diodes. If this type is used, follow the manufacturer's
instructions for proper test.
2. An analog ohmmeter can be used to test the
diode as follows:
a. Place the meter on the X100 scale.
b. With the red meter lead (+) on the banded
end of the diode and the black lead (-) on the
other diode lead, the meter should read
between 1000 and 2000 ohms.
c. Reverse the meter leads and read infinite
resistance.
3. If no resistance is read on the meter, the diode
is open and must be replaced.
4. If the meter reads zero ohms, the diode is
shorted and must be replaced.
5. Orient the diode assembly for proper polarity
(key noted in step 1.) and insert connector
until locked in position on mating receptacle.
FIGURE 3-2. DIODE BOARD
1. Mounting Rail
2. Screw
3. Nut
4. Mounting Plate
5. Foam Block
6. Board
7. Diode
Fuse Blocks
Four fuse blocks (1, Figure 3-3) contain fuses that
protect various circuits on the truck. Always replace a
blown fuse with a new one of the same rating. For a
listing of fuse sizes and circuits, refer to the Fuse
Blocks charts at the end of this section.
Alarm Indicating Device (AID) System
Alarm indicating device (AID) module (1, Figure 3-4
is connected to the electrical accessories circuits to
provide the operator with a warning indication of a
malfunction. This system consists of up to eight
printed circuit cards located in the auxiliary control
cabinet. The actual quantity of cards will depend on
the that are options installed on the truck.
1. Fuse Blocks
FIGURE 3-3. AUXILIARY CONTROL CABINET -
FRONT VIEW
1. AID Module
FIGURE 3-4. AUXILIARY CONTROL CABINET -
RIGHT WALL
The AID system enables the indicating lights to be
flashing or constant. The AID also has the capability
of operating an audible alarm along with the light.
The eight printed circuit cards are:
Diode Matrix (With Sound) Card (Slot 1)
Diode Matrix (Without Sound) Card (Slot 2)
Hot Switch Inverter Card (Slot 3)
Hot Switch Inverter Card (Slot 4) (Not Used)
Temperature Card (Slot 5) (Optional)
Oil Level Card (Slot 6) (Optional)
Temperature and Latch Card (Slot 7)
Coolant Level and Flasher Card (Slot 8)
NOTE: Each card is identified with a number which
corresponds to a mating number on the housing. If
any cards are removed, make sure that the card
numbers correspond with the housing numbers
during installation See Figure 3-5.
The following briefly describe each card and its func-
tion. Refer to Section R, Schematics, for the circuit
components described below.
Diode Matrix (With Sound)
The diode matrix with sound card works very much
like the other diode matrix card, except that it con-
tains extra diodes to activate the alarm horn in addi-
tion to the flasher. The circuits connected to terminals
A1 through A8 operate in the same manner.
All of the card circuits are connected to the lamp test
switch on the overhead display area. In normal oper-
ation, these circuits are open and not functional.
When the operator pushes the lamp test switch, it
activates all the indicator circuits by grounding them.
This is used to verify that all lamps are functional.
Diode Matrix (Without Sound)
The diode matrix without sound card consists of a
series of diodes capable of working with eight differ-
ent indicator circuits. The indicator light can be a
flashing light by connecting it to the 12F circuit or a
steady light by connecting it to the 12M circuit. In
addition, some of the indicator light circuits are
routed through a dimmer module to allow the opera-
tor to vary the intensity of the lamps. These lamps
are fed by circuits 12FD (flashing) and 12MD
(steady).
When an indicator circuit is not activated, there is no
ground circuit for the bulb. When the indicator detect-
ing switch activates the circuit, it grounds the lamp
and the flasher circuit through the diodes. Any cir-
cuits connected to terminals C1 through C8 will oper-
ate in the same manner. The alarm horn is not
activated by this card.
Hot Switch Inverter
The hot switch inverter card is used to operate and
test the service brake indicator light. In normal condi-
tions Q4 transistor is off and the Indicator Light is off.
When the stoplight switch is activated, 24 volts is
sent to pin E of the hot switch inverter card. Tran-
sistor Q4 is turned on by this voltage and, in turn,
grounds the service brake indicator light. There is no
alarm horn operation with this card.
A second circuit on this card is used to operate and
test the retard speed control indicator light. When
RSC is turned OFF, transistor Q7 is off and the indi-
cator light is off. When RSC is turned on, 24 volts is
sent to pin J of the card. This voltage turns on Q7,
grounding the indicator light circuit.
1. Diode Matrix With Sound
2. Diode Matrix Without Sound
3. Hot Switch Inverter
4. Hot Switch Inverter (Not Used)
5. Temperature & Latch
6. Coolant Level & Flasher
FIGURE 3-5. AID SYSTEM CARD ENCLOSURE
Hot Switch Inverter (Not Used)
The optional oil level card is used to turn on the low
oil level indicator light to warn the operator that the
engine oil/hydraulic tank oil level is below acceptable
levels. The oil float is connected to a variable resis-
tor. As the oil level decreases, the resistance goes
down, causing Q3 to turn on and grounding the indi-
cator light and alarm horn.
The optional temperature card is used to turn on the
high oil temperature indicator light. The indicator light
tells the operator hydraulic tank oil temperature has
exceeded acceptable levels. Normal temperature
setting is 121C (250F). As the temperature goes
up, the resistance in the probe decreases providing a
ground path for the indicator light and alarm horn.
Temperature and Latch
The temperature and latch card has two circuits to
operate two different indicator lights. The tempera-
ture circuit is controlled by a coolant temperature
sensor which decreases electrical resistance as its
temperature increases. It will have a resistance of
approximately 1000 ohms at 85C (185F) and 500
ohms at 121C (250F). The normal setting is 96C
(204F).
When the temperature is low and the resistance is
high, Q1 is off and no high temperature indication
occurs. When the coolant temperature is excessive,
resistance decreases to a point where Q1 will turn on
and ground the flasher through D8, the alarm horn
through D12, and the high temperature light through
terminal D8. R14 can adjust the temperature (resis-
tance) at which the circuit is activated.
NOTE: Some electronic engine controls monitor
coolant temperature. If the engine controls monitor
the circuit, a 2K ohm resistor is installed to replace
the temperature sensor and disable the AID system
circuit.
The latch circuit monitors the accumulator precharge
pressure switches. When one of the pressure
switches closes, Q5, which supplies power to the
gate of SCR Q7, will be turned off. With Q7 turned
on, Q9 will supply the ground path to turn on the low
accumulator precharge indicator light and sound the
alarm horn. The indicator light is connected to 12F
and will flash off and on. The SCR will remain on until
power is removed from the card by turning the key
switch OFF.
Coolant Level & Flasher
The coolant level and flasher card contains two sepa-
rate circuits. The flasher circuit at the top of the card
has Q12 transistor biased to be saturated when no
malfunction is present, resulting in 24 volt positive
output on pin H of the card and on wire 12F. When
an indicating circuit is activated, the ground side of
the circuit connected to card pin K is grounded.
Q12 will turn off initially and then after a delay,
adjusted by R20, will turn on and off to give the inter-
mittent 24 volt output.
The other half of the circuitry on the coolant level and
flasher card operates the coolant level light. The
water level probe connected to terminal B11 grounds
the 31L circuit when the coolant in the radiator is
above the probe position. The coolant saturates the
probe and electrically grounds the circuit. When the
circuit is grounded, Q6 transistor is off, resulting in no
indication. When the coolant level drops below the
probe, 31L is no longer grounded and Q6 turns on to
ground the flasher through D5, the coolant level light
through terminal D11, and the alarm horn through
D6. The light and alarm horn will operate intermit-
tently as their 24 volt supply is from circuit 12F, the
flasher output.
NOTE: Some electronic engine controls monitor
coolant level. If the engine controls monitor the
circuit, a 2K resistor is installed to replace the
probe and disable the AID system circuit.
RELAY BOARDS
The auxiliary control cabinet contains eight relay
boards to provide control for many of the 24VDC cir-
cuits. Two types of boards are used. One type of
board contains circuit breakers in addition to 24VDC
relays and a PC board for special functions. The sec-
ond type of board contains relays only.
All relays are interchangeable. The circuit breakers
are interchangeable, providing that the circuit
breaker capacity is the same.
Do not interchange or replace any circuit breaker
with one of a different capacity than specified for
the circuit. Serious damage or a fire may result if
the wrong capacity breaker is used.
The relay boards are identified as follows:
Relay Board 1 . . . . . . .Clearance/Turn Signal
Relay Board 3 . . . . . . .Stop, Retard, Backup
. . . . . . . . . . . . . . .Lights
Relay Board 4 . . . . . . .Parking Brake, Horn,
. . . . . . . . . . . . . . .Body-up, Engine Cranking
Relay Board 5 . . . . . . .Head Lights
Relay Board 6 . . . . . . .Backup Lights & Horn
. . . . . . . . . . . . . . .Engine Functions,
. . . . . . . . . . . . . . .Ether Start,
. . . . . . . . . . . . . . .Auto Lube System
. . . . . . . . . . . . . . .Accumulator Bleeddown
Relay Board 7 . . . . . . .Brake Lock Limitation
. . . . . . . . . . . . . . .I.M. Warning Light
. . . . . . . . . . . . . . .Timed Engine Shutdown
Relay Board 8 . . . . . . .Mid/Full Load Signals
. . . . . . . . . . . . . . .Shutters,
. . . . . . . . . . . . . . .Load Light Power
. . . . . . . . . . . . . . .Red, Yellow & Green PLM
. . . . . . . . . . . . . . .Lights
Relay Board 9 . . . . . . .Park Brake Off Signal,
. . . . . . . . . . . . . . .Engine Start
. . . . . . . . . . . . . . .Start Lockout
. . . . . . . . . . . . . . .Low Steering Pressure
Refer to Figure 3-1 for the location of each relay
board. Refer to the Circuit Breakers chart at the end
of this section for electrical circuit identification num-
bers.
Relay Boards RB1, RB3, RB4, RB5
Each relay board of this type is equipped with four
green lights (9, Figure 3-6) and one red breaker
open light (7). Each relay board has a fifth green (8)
light that has a different function on each board.
Four green lights (9) are labeled K1, K2, K3, or K4.
These lights will be on only when that particular con-
trol circuit has been switched ON and the relay coil is
being energized. The light will not turn on if the relay
board does not receive the 24 volt signal to turn on a
component.
If illuminated, red breaker open light (7) indicates
that a circuit breaker on that relay board is in the OFF
position. A light on the overhead display panel will
also illuminate, informing the operator that a circuit
breaker is in the OFF position. The red breaker
open light will turn ON whenever there is a voltage
difference across the two terminals of a circuit
breaker.
If a control switch has been turned ON and a green
(K) light is on, but that component is not operating,
check the following on the relay board for that circuit:
If a circuit breaker light is on, press all the
circuit breakers to make sure that they are
all on. There is no visual indication as to
which circuit breaker has been tripped.
Check the operation of the component. If it
trips again, check the wiring or component
for the cause of the overload.
The contacts inside the relay may not be
closing, or the contacts may be open,
preventing an electrical connection. Swap
relays and check again. Replace defective
relays. Relays may take one minute to trip
and 30 seconds before they can be reset.
Check the wiring and all of the connections
between the relay board and the
component for an open circuit.
The component may be defective. Replace
the component.
There is a poor ground at the component.
Repair the ground connection.
Relay Boards RB6, RB7, RB8, RB9
Relay boards 6, 7,8 and 9 (Figure 3-7) do not contain
circuit breakers or modular cards. Additional circuits
may be added by utilizing a spare relay socket as
described below:
The control circuit for the relays are the + and -
terminals:
+ terminal is for positive voltage.
- terminal is for grounding of the control circuit.
Either circuit can be switched open or closed to
control the position of the relay.
The terminals of the switched circuit from the relay
contacts are labeled as follows:
NC - Normally Closed
COM - Common
NO - Normally Open
COM terminal is for the voltage source
(protected by a circuit breaker) coming into
the relay which will supply the electrical
power for the component being controlled.
NC terminal is connected (through the
relay) to the COM terminal when the relay
is not energized (when the control circuit
terminals + & -) are not activated).
NO terminal is connected (through the
relay) to the COM terminal when the relay
is energized (by the control circuits + & -
being energized).
Service
To replace a relay:
NOTE: The relays are labelled to identify the
applicable circuits and components Also, refer to the
Fuse Blocks charts at the end of this section.
1. Remove one screw (10, Figure 3-6) holding the
crossbar in place and loosen the other screw.
2. Swing the crossbar away.
3. Gently wiggle and pull outward to remove relay
(11).
4. Line up the tabs and install a new relay.
5. Place the crossbar in its original position and
install screw (10). Tighten both screws.
To replace a circuit breaker:
NOTE: Always replace a circuit breaker with one of
the same amperage capacity as the one being
removed.
1. Activate the battery disconnect switches.
2. Unplug all wiring harnesses from the relay
board. Remove the four relay board mounting
screws. Remove the relay board from the truck.
3. Remove four hold down screws (2, Figure 3-6)
(one in each corner) in the circuit breaker cover
plate. Remove two screws (6) and card (5).
4. Remove the nuts on the wire terminal leads on
the circuit breaker to be replaced. Remove
mounting screws on circuit breaker to be
replaced.
5. Lift out circuit breaker. Retain flat washers from
wire terminals.
6. Install new circuit breaker of the same capacity
rating as the one removed. Install one nut and
two flat washers for each wire connection to the
new circuit breaker.
7. Install cover plate and all screws removed dur-
ing disassembly.
8. Carefully install card (5) with screws (6).
9. Install relay board in truck and connect all wiring
harnesses.
To replace a circuit panel card:
NOTE: DO NOT remove the small screws that hold
the cover plate to the circuit panel. Replace circuit
panel as a complete assembly.
1. Place battery disconnect switches in the OFF
position.
2. Remove the two mounting screws (6, Figure 3-
6) and carefully remove the circuit panel card
from the relay board.
3. Line up the new circuit panel in slots and with
the socket on the relay board and install care-
fully.
4. Install two mounting screws (6).
FIGURE 3-6. TYPICAL RELAY BOARDS - RB1, RB3, RB4, RB5
1. Relay Board
2. Screw
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (RED)
8. Bleed Down Light (GREEN)
(Relay Board 4 Only)
9. K1, K2, K3, K4 Lights
(GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
Relay Board Functions
The following describes the components and func-
tions of each relay board.
Relay Board 1 (RB1)
1 - Flasher Power Light (Green): This light will be
illuminated when the turn signals or hazard
lights are activated.
1 light will be illuminated during right turn
signal operation
2 light will be illuminated during left turn
signal operation
3 light will be illuminated when clearance
lights are activated.
4 light will be flashing when the turn signals
or hazard lights are in operation.
NOTE: If circuit breakers (CB13 & CB15) are in the
off position, no warning will be noticed until the
clearance light switch is turned ON.
1 - Flasher Module card
2 - 12.5 amp circuit breakers (CB13, CB14, CB15)
4 - Relays
Right Turn Light Relay (K1)
Left Turn Light Relay (K2)
Clearance Lights Relay (K3)
Flasher Relay (K4)
Relay Board 3 (RB3)
1 - Light Module Display card
1 - Rev Light (Green): This light is illuminated
whenever the directional control lever is in the
REVERSE position and the key switch is in the
ON position.
4 - 12.5 amp circuit breakers
(CB16, CB17, CB18, CB19)
4 - Relays
Manual Backup Lights Relay (K1)
Stop Lights Relay (K2)
Retard Lights Relay (K3)
Relay Board 4 (RB4)
1 - Steering Pressure Bleed Down Timer Module
card
2 - 12.5 amp circuit breakers (CB20, CB21, CB22)
3 - Relays
Parking Brake Status (K1)
Engine Cranking Oil Pressure Interlock
Relay (K2)
Horn Relay (K3)
Body Up Relay (K4)
Relay Board 5 (RB5)
1 - Light Display Module card
1 - Lights Control Light (Green): This light is
illuminated when 24 volts is being supplied to
the battery terminal of the light switch.
5 - 12.5 amp circuit breakers
(CB23, CB24, CB25, CB26, CB27)
4 - Relays
Left Low Beam Relay (K1)
Right Low Beam Relay (K2)
Left High Beam Relay (K3)
Right High Beam Relay (K4)
Relay Board 6 (RB6)
The following relays are installed on RB6:
Backup Horn Relay (K1)
Engine Interlock Relay (K2)
Auto Lube Solenoid (K3)
Bleeddown Power Supply (K4)
Ether Start Relay (K5)
Spare (K6)
HID Headlight (K7)
Auto Lube Timer (K8)
Relay Board 7 (RB7)
Brake Lock Limitation (K1)
I.M. Warning (K5)
Timed Engine Shutdown Light (K6)
Timed Engine Shutdown (K8)
Relay Board 8 (RB8)
70% Load Signal to PSC Relay (K1)
Full Load Signal to PSC Relay (K2)
Shutter Relay (K3)
PLM III Lights (K4)
Shutter Relay (K5)
Full Load RED PLM Light (K6)
Partial Load YELLOW PLM Light (K7)
Empty GREEN PLM Light (K8)
Relay Board 9 (RB9)
Start Circuit (K1)
Auto Brake Apply Power (K2)
Low Steering Pressure Power (K3)
Park Brake Off Relay (K4)
Key Switch Start Activation (K5)
Low Steering Pressure Ground (K6)
Spare (K7)
Spare (K8)
1. Circuit Board
2. Mounting Rail
3. Screw
4. Nut
5. Mounting Plate
6. Foam Block
7. Relay
FIGURE 3-7. AUXILIARY RELAY BOARD -
RB6, RB7, RB8
MAGNETIC SWITCHES
Body position switches
(With proximity switch and magnet)
Proximity switch operation
The body position switches on these trucks are mag-
netic field change switches. The switches sense a
ferrous material target, as well as a specific pole
(south pole) magnet field. When a switch is activated
by ferrous material, the maximum sensing distance is
approximately 13 mm (0.5 in.). When a magnet is
used instead of ferrous material, maximum sensing
distance is approximately 95 mm (3.75 in.). There-
fore, use of a magnet target allows the switch to acti-
vate at greater sensing distances.
Inside the body limit switch, there are two magnets of
slightly varying strengths in line with one another.
The magnets are located on separate ends of a
rocker lever assembly which contains the functional
switch contacts. In the non-actuated or rest state, in
which there is no disturbance in the internal switch
natural magnetic fields, the stronger magnet domi-
nates the rocker into the normal position. Refer to
Figure 3-8.
When the field of the dominate magnet becomes
distracted by a target, (a ferrous plate, or an opposite
polarity magnet field (south pole)), the weaker
magnet in the switch will then become more
dominate and move the rocker lever. The switch is
then considered to be actuated or in the sensed
position.
Service
Keep the sensing area clean and free of metallic dust
and other debris that may damage or inhibit
operation of the switches. If a switch is damaged or
not functioning, the switch must be replaced.
FIGURE 3-8. SWITCH CONTACTS - NORMAL
AND SENSED POSITIONS
BODY-UP SWITCH
Operation
A magnetically activated proximity switche senses
the position of the truck dump body. Body-up switch
(2, Figure 3-9) is located inside the right frame rail,
forward of the body pivot. This switch provides a
"body seated" signal when the body is resting on the
frame. When the body is raised above the frame rail,
the magnetic field is removed from the switch sens-
ing area. The switch sends a "body float" signal and
a warning lamp in the dash illuminates to inform the
operator.
NOTE: The body float lamp will also illuminate if the
hoist control is not in the FLOAT position or if there is
an open circuit between the switch controller.
The body-up switch is designed to prevent propul-
sion in REVERSE when the dump body is not resting
on the frame rails. The switch also prevents forward
propulsion with the body up unless the override but-
ton is depressed and held.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assem-
bly.
Adjust the body up switch.
Figure 3-9 shows the body-up switch (2) and the
magnet (1) used to activate the switch. If switch
adjustment is necessary, follow the procedure below:
1. With the body resting completely on the frame,
loosen switch mounting bracket cap screws and
the magnet adjustment cap screws.
2. Position the upper edge of the magnet (1) 131.5
mm (5.18 in.) (Dimension A) from the bottom of
mounting bracket. Tighten cap screws.
3. Adjust the proximity switch (2) so the passing
distance between the two targets is 45 mm
(1.77 in) (Dimension B). Tighten the cap
screws.
FIGURE 3-9. BODY-UP SWITCH ADJU
1. Magnet 2. Body-Up Switch
HOIST LIMIT SWITCH
Operation
Hoist limit proximity switch (1, Figure 3-11) is located
on the right frame rail just behind the pivot. When the
hoist cylinders approach maximum stroke and the
body pivots on the pins, magnet (2) moves close
enough to the proximity switch to close the electrical
contacts. The proximity switch sends a signal to the
hoist limit solenoid in the hydraulic cabinet. The sole-
noid activates and blocks oil flow from the hoist pilot
valve to the hoist valve. The power up oil supply is
blocked to prevent full hoist cylinder extension, and
possible damage to the hoist cylinders. Proper switch
adjustment ensures the hoist cylinder travel stops
approximately 152 mm (6 in.) before full extension.
The switch must be properly adjusted at all times. If
the hoist limit switch does not function as described
above, adjust the switche according to the procedure
below. Improper adjustment or loose mounting bolts
may cause false signals or damage to the switch
assembly.
NOTE: Since a magnetic target is used to activate
the switch, a larger initial distance in setting the
switch is required. This is due to the fact that
magnetic fields are not crisp 90 degree boxed fields
but are instead curved about the shape of the
magnet. Refer to Figure 3-10. The sensing field
boundary limit takes on the same curved sensing
area shape of the magnet field. The curved sensing
area results in the actuation of the switch
approximately 30 mm (1.18 in.) prior to reaching the
edge of the magnet. Therefore, it is crucial that the
30 mm (1.18 in.) is observed when setting the hoist
limit switch.
FIGURE 3-10. HOIST LIMIT SWITCH OPTIMUM
SETTING ADJUSTMENT
Adjust the hoist limit switch
1. Prior to adjustment, the dump body must be
raised to 152 mm (6 in.) of the maximum hoist
cylinder extension and supported in that loca-
tion. Ensure there is adequit overhead clear-
ance to fully raise the dump body.
2. Loosen proximity switch adjustment cap screws
(4, Figure 3-11). Slide switch (1) up or down to
position the top of the switch 30 mm (1.18 in.)
(Dimension B) away from the lower edge of
magnet (2). Tighten cap screws when in posi-
tion.
3. Loosen cap screws (2, Figure 3-12). Slide the
switch to the left or right until the passing dis-
tance between the two targets is 45 mm (1.77
in.) (Dimension A).
4. Tighten the cap screws when adjusted properly.
If necessary, additional cap screws could also
be loosened to move the magnet to obtain the
correct gap.
5. Lower the body onto the frame.
6. Check the operation of the proximity switch to
verify that the hoist cylinders stop before reach-
ing maximum cylinder stroke. If the cylinders
extend to full stroke, adjust the proximity switch
as necessary to prevent full cylinder extension.
FIGURE 3-11. HOIST LIMIT SWITCH (SIDE VIEW)
1. Proximity Switch
2. Magnet
3. Cap Screws
4. Cap Screws
5. Dump Body

FIGURE 3-12. HOIST LIMIT SWITCH (REAR VIEW)
1. Magnet
2. Cap Screws
3. Proximity Switch

FUSE BLOCK CHARTS
FUSE BLOCK #1
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 15 A/C, Heater Blower Motor 12H
2 15 Windshield Washer / Wiper 63
3 5 Instrument Panel Gauges 712G
4 10 Key Switch Power 712P
5 10 Hoist Limit Solenoid 712H
6 15 Turn Signal / Clearance Lights 712T
7 10 Engine Options 712E
8 10 AID and Indicator Lights 12M
9 5 Engine Start Failure 712SF
10 10 Engine Shutters 712R
11 10 Dome Light Switch 712A
13 20 Comm. Radio 12VREG
14 10 Radio Memory 65
17 15 Key Switch Supplemental Power 11SP
18 15 Payload Meter Lights 39J
19 5 Payload Meter System 39G
FUSE BLOCK #2
1 15 Service Lights 11SL
2 15 Cab Dome, Fog, Ladder Lights 11L
3 15 Hazard Lights 46
4 10 Interface Module 11INT
5 10 VHMS & Orbcomm Controllers 85
6 20 Modular Mining System 11M
7 15 VHMS & Orbcomm Battery 11DISP
8 10 Interface Module Power 11IM2
9 15 Oil Reserve System Pump 11ORS
10 15 Oil Reserve System Control 11RCNT
11 20 Hydraulic Bleed Down 11BD
13 10 Key Switch Power 11KS
17 20 Engine Battery Power 11E1
FUSE HOLDERS
FUSE BLOCK #3
1 15 Cab Drive Components 71P
2 10 Automatic Lube Pump 68ES
3 15 Interface Module 71IM
4 20 Cab Drive Components 710S
17 10 Cigarette Lighter 67C
18 20 R.H. Cab Window 67R
19 20 L.H. Cab Window 67P
FUSE BLOCK #4
1 10 Brake Circuits 71BC
2 5 PLMIII 712K, 712PL
3 5 Interface Module 87
4 10 VHMS Power 71VHM
5 5 Modular Mining System 712MM
6 5 Display Module 86
7 10 Hydraulic Bleeddown Signal 71BD
8 10 OP Switch LED Power 71LS
9 1 Selector Switch Power 71SS
17 5 Temperature Gauge 15V
18 15 Pedal Voltage 15PV
19 5 Engine Interface 15VL
1 1 Left Rear Wheel Speed Sensor (15LRW) 77P
2 1 Right Rear Wheel Speed Sensor (15RRW) 714P
3 1 Left Front Wheel Speed Sensor (15LWS) 15SLW
4 1 Right Front Wheel Speed Sensor (15RWS) 15SRW
CIRCUIT BREAKER CHART
CIRCUIT BREAKERS
AMPS DEVICES(S) PROTECTED CIRCUIT LOCATION
CBA 5 Pay Load Meter III 396 Auxiliary Control Cabinet
CBB 15 Pay Load Meter III 11S Auxiliary Control Cabinet
CB13 12.5 Clearance Lights 46 RB1, Auxiliary Control Cabinet
CB14 12.5 Turn Signal Flasher 11Z RB1, Auxiliary Control Cabinet
CB15 12.5 Tail Lights 41T RB1, Auxiliary Control Cabinet
CB16 12.5 Retard Lights 44D RB3, Auxiliary Control Cabinet
CB17 12.5 Manual Back-Up Lights 47B RB3, Auxiliary Control Cabinet
CB18 12.5 Stop Lights 44A RB3, Auxiliary Control Cabinet
CB19 12.5 Backup Lights and Horn 79A RB3, Auxiliary Control Cabinet
CB11 12.5 Backup Horn and Lights 79A RB3, Auxiliary Control Cabinet
CB20 12.5 Engine Control Power 23D RB4, Auxiliary Control Cabinet
CB21 12.5 Service Lights, Horn, Solenoid 11A RB4, Auxiliary Control Cabinet
CB22 12.5 Engine Run Relay 439E RB4, Auxiliary Control Cabinet
CB23 12.5 Headlights, Left Low Beam 11DL RB5, Auxiliary Control Cabinet
CB24 12.5 Headlights, Right Low Beam 11DR RB5, Auxiliary Control Cabinet
CB25 12.5 Headlights, Left High Beam 11HL RB5, Auxiliary Control Cabinet
CB26 12.5 Headlights Right High Beam 11HR RB5, Auxiliary Control Cabinet
CB27 12.5 Headlights and Dash Lights 11D RB5, Auxiliary Control Cabinet
CB60 50 12VDC Power Supply 11CB2 Battery Control Box
CB61 15 Battery Monitor Relay 11C1 Battery Control Box
D11009 9/10 KOMTRAX Plus COMPONENTS D11-1
SECTION D11
KOMTRAX Plus SYSTEM
INDEX
KOMTRAX Plus COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
KOMTRAX Plus BASIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
KOMTRAX Plus BASIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Gather Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Convert and Record Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Communicate Data to Off-Board Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-4
USING THE KOMTRAX Plus SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Turning the KOMTRAX Plus System ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Normal KOMTRAX Plus Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Turning the KOMTRAX Plus System OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6
Downloading from the KOMTRAX Plus Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6
KOMTRAX Plus DATA ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Machine History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
KOMTRAX Plus History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8
Manual Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8
Trends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10
Histogram (Load Map) Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10
Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D11-11
Alarm and Snapshot Triggers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12
Satellite Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12
KOMTRAX Plus DIAGNOSTIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
KOMTRAX Plus LED Digits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
KOMTRAX Plus CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15
KOMTRAX Plus SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17
NECESSARY SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17
NECESSARY TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17
KOMTRAX Plus SYSTEM SET UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
KOMTRAX Plus Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
KOMTRAX Plus CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
D11-2 KOMTRAX Plus COMPONENTS 9/10 D11009
KOMTRAX Plus TOOL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
KOMTRAX Plus SETTING TOOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
KOMTRAX Plus INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-19
1. KOMTRAX Plus CONTROLLER SETUP PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-19
KOMTRAX Plus Setting Tool software program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-19
Select Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-19
KOMTRAX Plus Setting Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20
Machine Information Setting(1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20
Machine Information Setting(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20
Date & Time Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20
GCC Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-21
Setting Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-21
2. KOMTRAX Plus SNAPSHOT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-22
3. KOMTRAX Plus DOWNLOAD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-23
4. LOCATION OF DOWNLOAD FILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-23
5. KOMTRAX Plus FTP UPLOAD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-24
6. KOMTRAX Plus INITIALIZATION FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-25
WHEN REPLACING A KOMTRAX Plus CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-26
To Set: Date & Time; Satellite; Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-28
Review Setting Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-30
KOMTRAX Plus CONTROLLER CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-31
KOMTRAX Plus Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-31
Necessary Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-31
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32
KOMTRAX Plus Controller Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-33
ORBCOMM CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-35
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-35
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-35
KOMTRAX Plus COMPONENTS
KOMTRAX Plus BASIC FEATURES
The center of the KOMTRAX Plus (previously called
VHMS) system is the controller which gathers data
about the operation of the truck from sensors and
other controllers installed on the truck. Refer to
Figure 11-1 for an overview of the KOMTRAX Plus
system components.
For instructions on how to use KOMTRAX Plus soft-
ware programs, refer to KOMTRAX Plus Software
elsewhere in this section. For error codes and trou-
bleshooting procedures, refer to KOMTRAX Plus &
Interface Module Error Codes and Troubleshooting
elsewhere in this section.
Gather Data
The KOMTRAX Plus controller gathers data from
four sources. Real-time and alarm data from each
controller is gathered continually. In addition, haul
cycle summary data from the PLM III is requested by
the KOMTRAX Plus controller one time per day.
The KOMTRAX Plus system performs three primary
functions:
1. Gathers data from on-board sources:
a. PLM III Controller
b. Interface Module (IM)
c. Engine Controllers
d. Drive System Controller
2. Converts data into usable formats and record
into permanent memory.
3. Communicates data to off-board systems:
a. Satellite (ORBCOMM)
b. Laptop Personal Computer (PC) Download
NOTE: The ORBCOMM controller may not be
approved for use in certain countries of the world.
Local regulation may prohibit the use of the
ORBCOMM controller/satellite communicator. If
equipped, the controller and antenna may be
disconnected and/or removed from the truck..
Convert and Record Data
KOMTRAX Plus controller (2, Figure 11-1) processes
data received from external controllers and stores the
following data in internal memory:
Fault codes from the engine, Interface Module,
and PLM III
Snapshots of data when specific fault codes
occur
Trends of specific engine and chassis
parameters
Load map and other measures of engine and
chassis usage
Haul cycle summary information, including
payload, distance traveled, and travel times
In addition to data gathered from external controllers,
KOMTRAX Plus records information about the vehi-
cle and KOMTRAX usage, including:
Key ON and engine ON record
KOMTRAX Plus configuration changes.
1. ORBCOMM Controller
2. KOMTRAX Plus
Controller
3. Interface Module
4. Red LED Digits
5. Green LED Light
FIGURE 11-1. KOMTRAX Plus SYSTEM
COMPONENTS
Communicate Data to Off-Board Systems
The KOMTRAX Plus has two methods to communi-
cate data to off-board systems:
Via satellite to the WebCARE database
Download to a laptop PC running the VHMS
Technical Analysis Toolbox software
Communication to the satellite (using ORBCOMM)
occurs automatically, but only sends critical data
items. ORBCOMM controller (1, Figure 11-1) is
located inside the auxiliary cabinet. ORBCOMM
antenna (1, Figure 11-3) is mounted on the front left
corner of the cab by magnetic mount (2).
NOTE: The ORBCOMM controller installed at the
factory on all new trucks may not be approved for
use in certain countries of the world. Local regulation
may prohibit the use of the ORBCOMM controller/
satellite communicator. The controller and antenna
may be disconnected and/or removed.
Communication to a laptop PC occurs whenever a
user connects a laptop PC to the KOMTRAX Plus
controller and requests a data download. All KOM-
TRAX Plus data is available for download to a laptop
PC. Once downloaded to a laptop PC, the informa-
tion is then sent to Komatsu via FTP. This data is
then compiled at the Komatsu computer server.
Based on this information, the local Komatsu distribu-
tor will suggest improvements and provide informa-
tion aimed at reducing machine repair costs and
downtime.
In order to collect all the necessary machine data, a
preventative maintenance (P.M.) snapshot needs to
be recorded every 500 hours of operation. The snap-
shot and other data is then downloaded into a laptop
PC. This data is to be sent to Komatsu via the FTP
program which is a part of the VHMS Technical Anal-
ysis Tool Box program. Refer to the check-out proce-
dure for more detailed information regarding a P.M.
snapshot.
USING THE KOMTRAX Plus SYSTEM
The primary tool for configuring, downloading, and
viewing KOMTRAX Plus data is the VHMS Technical
Analysis Toolbox software. Use of this software
requires:
A laptop PC running Windows 95/98/2000/ME/
XP operating system
A serial cable to connect the laptop PC to the
KOMTRAX Plus controller
Refer to the VHMS Technical Analysis Tool Box
instruction manual for additional information about
using this software.
NOTE: It is recommended that the engine be OFF
when downloading or configuring the KOMTRAX
Plus controller.
Turning the KOMTRAX Plus System ON
The KOMTRAX Plus controller is turned on by the
truck key switch (circuit 712). Immediately after
receiving input from the key switch signal, the KOM-
TRAX Plus controller begins its power-up initializa-
tion sequence. This sequence takes about three
seconds, during which time red LED digits (4,
Figure 11-1) on the top of the KOMTRAX Plus con-
troller unit will display a circular sequence of flashing
LED segments. The controller will not support a con-
nection from a laptop PC or a manual snapshot dur-
ing this initialization time.
The KOMTRAX Plus controller is connected directly
to the battery circuit which provides a constant 24
volt signal from the truck batteries. However, the con-
troller has the ability to turn itself off, and will do so
automatically within three minutes after the key
switch is turned off.
The battery disconnect switch, located at the
truck battery box, will remove 24 volt power from
the KOMTRAX Plus controller and cause the con-
troller to LOSE ALL DATA gathered since the key
switch was last turned ON. DO NOT disconnect
the batteries until the controller has completed
its shutdown operations and has turned off its
LED digits.
Normal KOMTRAX Plus Operation
The red LED digits on the top of the controller indi-
cate the current condition of the KOMTRAX Plus sys-
tem. The possible conditions are shown in Table 1.
NOTE: Only a limited number of fault codes are
displayed on the LED display. Most fault conditions
are recorded internally in the KOMTRAX Plus
controller, but are NOT indicated on the LED digits.
1. Orbcomm Antenna 2. Magnetic Mount
FIGURE 11-3. ORBCOMM ANTENNA
Table 1: KOMTRAX Plus STATUS
LED DISPLAY DESCRIPTION
Flashing LED seg-
ments in circular
sequence
Power-on initialization
Numeric display,
counting 00 - 99 at
rate of 10 numbers
per second
Normal Operation
Flashing Fault Codes Normal operation, but a
fault code is active
Turning the KOMTRAX Plus System OFF
The KOMTRAX Plus controller is connected directly
to the truck batteries, but will remain in normal opera-
tion only if the truck key switch input (circuit 712) is
on. When the controller senses that the truck key
switch has been turned off, it finishes its internal pro-
cessing and then saves recent data into permanent
memory. This process can take up to three minutes.
If 24 volt power is removed from the KOMTRAX Plus
controller before it has time to save data to perma-
nent memory, data loss or corruption may occur.
The controller will turn off the red LED digits when it
is off.
Do not remove 24 volt power from the KOMTRAX
Plus controller unless the red LED digits on the
controller are off!
Downloading from the KOMTRAX Plus Controller
Downloading data requires a laptop PC running Win-
dows 95/98/2000/ME/XP operating system, the
VHMS Technical Analysis Toolbox software, and a
serial cable to connect the laptop PC to the
KOMTRAX Plus controller. Refer to the VHMS Tech-
nical Analysis Tool Box instruction manual for addi-
tional information about using this software.
When a download to a laptop PC is performed, cer-
tain files are generated to store data. A listing of the
file types and data is shown in Table 2.
KOMTRAX Plus diagnostic port (2, Figure 11-4),
located on the D.I.D. panel at the rear of the operator
cab, is used to download data from the controller.
FIGURE 11-4. DIAGNOSTIC PORTS
1. IM Diagnostic Port
2. KOMTRAX Plus Diagnostic Port
Table 2: File Types of Download Data
File Name Data Type Description
cyc_int0 Cycle Interval Changes in engine speed
csvdata_3f.csv Temporary Brake Load Map
Fault0.csv Fault History Records all faults
index00.csv Index Lists all common data files
loadm1.csv Temporary Load Map
mcn_his0.csv Machine History Key On, Key Off
m_area0.csv Running Area Map Records engine operation distribution
m_drct0.csv Running Direction Map Records engine performance movement
snap00.csv Snapshot Records snapshot data over time period
vhmshis0.csv KOMTRAX Plus History Records changes to KOMTRAX Plus
*.k Zipped File Contains all data files
KOMTRAX Plus DATA ITEMS
Fault Codes
The KOMTRAX Plus controller maintains a history of
the most recent 600 fault codes. For each fault code,
the controller records the following information:
Fault Code Number
SMR (service meter reading) when the fault
occurred
Time/Date when the fault occurred
SMR (service meter reading) when the fault
cleared
Time/Date when the fault cleared
If a fault occurs more than once within 30 minutes,
the KOMTRAX Plus controller will only maintain a
single fault entry, but will count the number of times
the fault occurred and cleared. This feature prevents
an intermittent fault that occurs repeatedly from filling
up the fault memory.
Serious fault conditions will be sent to WebCARE via
the ORBCOMM satellite network, as well as being
recorded in permanent memory. Some fault codes
are configured to generate a snapshot when they
occur. Refer to Table 6 for detailed information show-
ing which fault codes will send data to WebCARE
and which ones trigger a snapshot.
Machine History
the most recent 400 Key ON and Engine ON condi-
tions.
KOMTRAX Plus History
the most recent 400 KOMTRAX Plus configuration
changes. The controller will record a history entry
each time one of the following configuration changes
occurs:
Changing the date or time of the KOMTRAX Plus
controller
Changing the ORBCOMM satellite settings
Performing a KOMTRAX Plus memory clear
operation
Snapshots
A snapshot is a time history of real-time data that is
recorded before and after the instant that a fault code
occurs. The KOMTRAX Plus controller is continually
recording real-time data for various engine data
items. This allows the KOMTRAX Plus controller to
record data for the time period before and after a
fault code occurred.
Only certain fault codes generate snapshots. When a
snapshot enabled fault code occurs, the KOMTRAX
Plus controller will record data for 330 seconds (5.5
minutes) before the fault to 120 seconds (2 minutes)
after the fault.
In order to conserve storage memory, the KOMTRAX
Plus controller records snapshot data at two different
sample rates. Each data item is recorded at a rate of
one sample every 10 seconds up until 30 seconds
prior to the fault occurrence. Each data item is then
recorded at a rate of one sample per second from 30
seconds prior to 120 seconds after the fault occur-
rence.
If a snapshot enabled fault condition occurs more
than one time, the KOMTRAX Plus controller will
record the snapshot for the first (earliest) fault occur-
rence. The only exception is the manual snapshot
button, in which case the controller will record the lat-
est (most recent) snapshot.
Refer to Table 3 for all the items that are recorded in
each snapshot.

Manual Snapshots
A manual snapshot is taken by pressing the data
store button (1, Figure 11-5), located at the rear of
the center console. When the 7.5 minute snapshot is
being recorded by the KOMTRAX Plus controller,
KOMTRAX Plus snapshot in progress light (2) will be
illuminated. During the first five minutes, the LED will
be on continuously. During the next two minutes, the
LED will flash slowly. During the last 30 seconds, the
LED will flash rapidly.
Manual snapshots are used to record current
machine data, and can then be downloaded and
stored in a laptop PC. These snapshots can be used
to observe current conditions on a machine. Over
time, these snapshots can be compared and trends
can be monitored. During the snapshot recording
period, the machine must be driven over a variety of
conditions so useful data can be collected.
FIGURE 11-5. REAR OF CENTER CONSOLE
1. Data Store Button
2. KOMTRAX Plus Snapshot In Progress
Table 3: Snapshot Data
Data Item Data Source Model Note
Engine Coolant Temperature Engine QUANTUM Controller
Engine Oil Pressure Engine QUANTUM Controller
Accelerator Position% Engine QUANTUM Controller
Engine Speed Engine QUANTUM Controller
Exhaust Gas Temperature (Left Front) Engine CENSE Controller
Exhaust Gas Temperature (Left Rear) Engine CENSE Controller
Exhaust Gas Temperature (Right Front) Engine CENSE Controller
Exhaust Gas Temperature (Right Rear) Engine CENSE Controller
Engine Oil Temperature Engine CENSE Controller
Fuel Rate Engine QUANTUM Controller
Boost Pressure Engine QUANTUM Controller
Blow-by Pressure Engine QUANTUM Controller
Vehicle Speed PLM III
Sprung Weight PLM III
haul cycle State PLM III
Brake Pressure Interface Module
Hoist Pressure 1 Interface Module
Hoist Pressure 2 Interface Module
Steering Pressure Interface Module
Front Left Brake Oil Temperature Interface Module 930E Only
Front Right Brake Oil Temperature Interface Module 930E Only
Rear Left Brake Oil Temperature Interface Module 930E Only
Rear Right Brake Oil Temperature Interface Module 930E Only
Ambient Temperature Interface Module
Hydraulic Oil (Tank) Temperature Interface Module 830E Only
Trends
The KOMTRAX Plus controller develops trends by
monitoring real-time data, and reducing the data into
20 hour statistical values. For each trended data
item, the controller can determine the maximum
value, minimum value, and average value during the
preceding 20 hour period. Table 4 shows the type of
statistical data recorded for each item.
NOTE: Trend data is only collected when the engine
is running.
Histogram (Load Map) Data
The KOMTRAX Plus controller develops histograms
by sampling data every 100ms while the engine is
running. The data is presented as a two dimensional
histogram showing time-at-level for various combina-
tions of the two input data items.
The KOMTRAX Plus controller maintains an engine
speed vs. fuel rate histogram called the Engine Load
Map, and a brake pressure vs. speed histogram.
The Engine Load Map histogram shows time-at-level
for specific engine speed and fuel rate combinations.
The Brake Pressure vs. Speed histogram shows
time-at-level for specific brake pressure and vehicle
speed combinations.
Two engine load maps are maintained in the KOM-
TRAX Plus controller. The Permanent Load Map
contains load map data for the life of the engine. The
Temporary Load Map contains load map data since
the most recent memory clear action.
Although the engine data is sampled every 100ms
internally, the histograms are only updated every two
hours.
Table 4: Trend Data
Data Item Data Source MAX AVG MIN Model
Notes
Engine Coolant Temperature QUANTUM Controller X X
Engine Oil Pressure QUANTUM Controller X X
Engine Speed QUANTUM Controller X
Atmospheric Pressure QUANTUM Controller X
Exhaust Gas Temperature CENSE Controller X
Engine Oil Temperature CENSE Controller X
Fuel Rate QUANTUM Controller X
Boost Pressure QUANTUM Controller X
Blow-by Pressure QUANTUM Controller X
Brake Pressure Interface Module X X
Hoist Pressure 1 Interface Module X
Hoist Pressure 2 Interface Module X
Steering Pressure Interface Module X
Front Left Brake Oil Temperature Interface Module X X 930E Only
Front Right Brake Oil Temperature Interface Module X X 930E Only
Rear Left Brake Oil Temperature Interface Module X X 930E Only
Rear Right Brake Oil Temperature Interface Module X X 930E Only
Ambient Temperature Interface Module X X X
Hydraulic Oil (Tank) Temperature Interface Module X X 830E Only
Haul Cycle Data
The KOMTRAX Plus controller downloads haul cycle
data from Payload Meter III one time every 24 hours,
at a time specified by the VHMS Setting Tool soft-
ware. The data consists of a summary report of all
haul cycles completed in the past 24 hours. The sum-
mary data items are listed in Table 5.
After receiving the haul cycle summary data from
Payload Meter III, the KOMTRAX Plus controller
immediately attempts to send the data to WebCARE
via the ORBCOMM satellite. The haul cycle sum-
mary data is also stored in controller internal mem-
ory.
The KOMTRAX Plus controller maintains a record of
the payload summary data from the past 100 daily
transmissions to ORBCOMM.
NOTE: The haul cycle summary statistics exclude
haul cycles that the Payload Meter III controller has
marked as 'not trusted'. The total number of haul
cycles that occurred during the summary period, but
were excluded from the summary, are indicated in
the 'Total Excluded Cycles' field. See the Payload
Meter III coverage in Section M, Options, for more
information on excluded cycles.
Table 5: Haul Cycle Data
Summary Data Item Description
Summary Start Time Start time of first haul cycle in summary
Summary End Time Start time of last haul cycle in summary
Total Cycles Total haul cycles included in this summary
Total Excluded Cycles Total haul cycles occurring during summary period, but excluded from the statistics
Average Carried Load Average Gross Payload
Standard Deviation of Carried Load Standard Deviation of Gross Payload
Number of Loads Over Rated Number of haul cycles with carried load > rated payload for this truck.
Number of Loads Over 110% Number of haul cycles with carried load > 110% of rated payload for this truck.
Number of Loads over 120% Number of haul cycles with carried load > 120% of rated payload for this truck.
Maximum Carried Load Maximum carried load during this summary
Maximum Speed EMPTY Maximum truck speed while truck was empty
Average Speed EMPTY Average truck speed while truck was empty
Maximum Speed LOADED Maximum truck speed while truck was loaded
Average Speed LOADED Average truck speed while truck was loaded
Maximum Sprung Load Maximum instantaneous sprung weight recorded during this summary
Average Maximum Sprung Load Average of all 'Maximum Sprung Load' values recorded in each haul cycle
Maximum Frame Torque Maximum instantaneous frame torque recorded during this summary
Average Maximum Frame Torque Average of all 'Maximum Frame Torque' values recorded in each haul cycle.
Right Front Tire TKPH Total tire ton kilometer per hour recorded for the right front tire.
Left Front Tire TKPH Total tire ton kilometer per hour recorded for the left front tire
Rear Tires TKPH Total tire ton kilometer per hour recorded for the rear tires
Relative Application Severity Total frame damage recorded during this summary
Reserved_1 Future Use
Alarm and Snapshot Triggers
Serious fault conditions will be sent to WebCARE via
the ORBCOMM satellite network, as well as being
recorded in permanent memory. Some fault codes
are configured to generate a snapshot when they
occur.
Table 6 shows which fault codes trigger a snapshot
and which fault codes will be sent to WebCARE via
satellite.
Satellite Features
The KOMTRAX Plus controller sends data to Web-
CARE via the ORBCOMM satellite network in the fol-
lowing conditions:
A fault code occurs that has been configured for
transmission via ORBCOMM.
A periodic event occurs, such as reception of
daily PLM III summary data or a 20 hour trend.
A remote request for data is received via the
satellite network.
Continued
Table 6: Alarm and Snapshot Triggers
VHMS
Fault Code
KOMTRAX Fault Description Source Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
#A018 RR Flat Cylinder Warning PLM III X 830E-AC
#A019 LR Flat Cylinder Warning PLM III X 830E-AC
#A101 Pump Filter Switches IM X 830E-AC
#A107 Propel System Caution IM X 830E-AC
#A108 Propel System Temp Caution IM X 830E-AC
#A109 Propel System Reduced Level IM X 830E-AC
#A115 Low Steering Precharge IM X 830E-AC
#A124 No Propel / Retard IM X 830E-AC
#A125 No Propel IM X 830E-AC
#A126 Hydraulic Tank Level IM X 830E-AC
#A127 IM Sensor +5V Low IM X 830E-AC
#A128 IM Sensor +5V High IM X 830E-AC
#A190 Auto Lube Switch IM X 830E-AC
#A193 High Hydraulic Tank Oil Temp IM X X 830E-AC
MFA0 Manual Trigger Manual X X All
C00115 Speed Signal Lost Engine X X All
C00135 Oil Pressure Circuit Failed High Engine X X All
Table 6: Alarm and Snapshot Triggers (Continued)
KOMTRAX
Fault Code
KOMTRAX Plus Fault Description Source Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
C00143 Low Oil Pressure Engine X X All
C00151 High Coolant Temperature Engine X X All
C00155 High IMT LBF Engine X X All
C00158 High IMT LBR Engine X X All
C00162 High IMT RBF Engine X X All
C00165 High IMT RBR Engine X X All
C00214 High Oil Temperature Engine X X All
C00219 Remote Oil Level Low Engine X X All
C00233 Low Coolant Pressure Engine X X All
C00234 Engine Overspeed Engine X X All
C00235 Low Coolant Level Engine X X All
C00261 High Fuel Temperature Engine X X All
C00292 OEM Temp out of Range Engine X X All
C00293 OEM Temp Failed High Engine X All
C00294 OEM Temp Failed Low Engine X All
C00296 OEM Pressure Out of Range Engine X X All
C00297 OEM Pressure Failed High Engine X All
C00298 OEM Pressure Failed Low Engine X All
C00473 Remote Oil Level Signal Invalid Engine X X All
C00555 High Blow-by Pressure Engine X X All
C00639 Intake Air Leak LBR Engine X X All
C00641 High Exh Temp #1 LB Engine X All
C00651 High Exh Temp #1 RB Engine X All
KOMTRAX Plus DIAGNOSTIC FEATURES
The KOMTRAX Plus system provides several basic
data items that are useful for troubleshooting failures
in the KOMTRAX Plus system itself.
Fault History
The Fault History recorded in the KOMTRAX Plus
controller can help identify failures within the system
and in the communications network to the engine
controllers, interface module, or PLM III. For a com-
plete listing of all the error codes, refer to the KOM-
TRAX Plus Troubleshooting and Checkout
Procedures in this section.
KOMTRAX Plus LED Digits
The KOMTRAX Plus controller indicates some sys-
tem errors or communication errors on two red LED
digits (2, Figure 11-6) on the controller. Error codes
are flashed as a two-part sequence. If no errors are
occurring, the controller LED's count from 00 - 99
continuously at a rate of 10 numbers per second. For
a complete listing of all the error codes, refer to the
KOMTRAX Plus Troubleshooting and Checkout Pro-
cedures in this section.
The KOMTRAX Plus controller also has two red LED
lights (10 and 11, Figure 11-6).
Light (10) PLM III communication
OFF - no communication with the PLM III
controller
ON - is communication with the PLM III controller
Light (11) ORBCOMM
OFF - no communication with ORBCOMM
controller
ON - communication with ORBCOMM controller
FLASHING - satellite in view
KOMTRAX Plus CONTROLLER
The KOMTRAX Plus controller collects and stores
signals from sensors and data from other controllers.
It also gives commands for transmitting the accumu-
lated data through the communications system. The
controller operates on 20VDC - 30VDC.
FIGURE 11-6. KOMTRAX Plus CONTROLLER
1. KOMTRAX Plus
Controller
2. LED Digit Display
3. Connector CN3B
4. Connector CN3A
5. Connector CN4B
6. Connector CN4A
7. Connector CN1
8. Connector CN2A
9. Connector CN2B
10. PLM III Light
11. ORBCOMM Light
Removal
If the KOMTRAX Plus controller has to be replaced,
the following steps must be performed in order to
maintain accurate information after the controller has
been replaced. If the new KOMTRAX Plus controller
is not set up correctly (like the one being removed),
the data in the controller and at WebCARE may not
be usable.
Some steps will require using a laptop PC and the
VHMS Setting Tool software or the VHMS Technical
Analysis Tool Box software. For more detailed
instructions on performing these steps with a laptop
PC and software, refer to KOMTRAX Plus Software
During the controller replacement process, two data
downloads will have to be taken (one before, one
after) and sent to WebCARE. Also, a KOMTRAX
Plus Initialization form will have to be filled out and
sent to Komatsu North America as shown on the
form.
1. With the key switch OFF, connect a laptop PC
to the KOMTRAX Plus controller using the
serial cable.
2. Using a laptop PC and the VHMS Technical
Analysis Tool Box software, perform a complete
data download from the KOMTRAX Plus con-
troller.
3. Save this data so it can be sent to WebCARE at
a later time when a connection to the internet is
available.
4. Using the VHMS Setting Tool software, enter
the Service ID and choose the Save/Load
function.
5. From the File menu, select Save.
6. Capture a screen shot (Alt and Print Screen
keys at the same time) of the Save Confirma-
tion window, paste it into a Microsoft Word doc-
ument and save it.
7. Click the OK button to save the settings.
8. Exit the VHMS Setting Tool program.
9. Turn the key switch OFF.
10. Wait three minutes, then disconnect battery
power.
11. After the two LED lights are off, disconnect the
wiring harnesses and remove the KOMTRAX
Plus controller.
Installation
1. Install the new KOMTRAX Plus controller and
connect the wiring harnesses to it. Connect the
laptop PC to the KOMTRAX Plus controller with
the serial cable.
2. Connect battery power. Turn the key switch ON,
but do not start the engine.
3. With the VHMS Setting Tool software, enter the
Service ID and choose the Save/Load func-
tion.
4. From the file menu, select Load.
5. Capture a screen shot (Alt and Print Screen
keys at the same time) of the Save Confirma-
tion window, paste it into a Microsoft Word doc-
ument and save it.
6. Click the [OK] button to load the settings.
7. Click the [Apply] button to reset the controller,
then click the [OK] and [Yes] buttons to confirm.
Then select the [Close] button.
8. Fill out a KOMTRAX Plus Initialization form
and send it to Komatsu as instructed on the
form.
9. Exit the VHMS Setting Tool program.
10. Turn the key switch OFF and wait three min-
utes.
11. Turn the key switch ON. Wait three minutes and
watch for any error messages on the KOM-
TRAX Plus controller LED lights that might indi-
cate a problem in the system.
12. If there are no error messages, continue to Step
13. If there are error messages, refer to the
KOMTRAX Plus Checkout procedures or KOM-
TRAX Plus Error Codes elsewhere in this sec-
tion.
13. Using a laptop PC and the VHMS Technical
Analysis Tool Box software, perform a complete
data download from the KOMTRAX Plus con-
troller.
14. Confirm the download data is good by using the
VHMS Technical Analysis Tool Box software.
Ensure the settings are correctly applied by
looking at the date, time, SMR, etc.
15. Turn the key switch OFF. Disconnect the laptop
PC from the KOMTRAX Plus controller.
16. Use internet access available to the laptop PC
to send the download data set that was taken
before the KOMTRAX Plus controller was
removed from the truck to WebCARE. Use the
FTP feature built into the VHMS Technical Anal-
ysis Tool Box program to send the files.
17. Use the FTP program to send the download
data set that was taken after the new
KOMTRAX Plus controller was installed to
WebCARE.
KOMTRAX Plus SOFTWARE
To work with the KOMTRAX Plus system, several
special tools and software programs are required.
Refer to Table 7 and Table 8 for detailed information
on KOMTRAX Plus software and tools.
Refer to the following pages for detailed information
on how to perform certain procedures using KOM-
TRAX Plus specific software.
The data files, application code and flashburn soft-
ware are only required if the interface module is
being replaced. Replacement interface modules from
Komatsu do not have any software installed in them.
NOTE: Be aware that the software and data files are
updated periodically. Check with the local Komatsu
distributor for the latest software versions.
NECESSARY SOFTWARE
NECESSARY TOOLS
Table 7: KOMTRAX Plus Software
Part Number Name Description Source
Version 3.04.03.01 VHMS Technical
Analysis Tool Box
To maintain KOMTRAX Plus system Komatsu Distributor
Version 3.06.00.00 VHMS Setting Tool To initialize KOMTRAX Plus system Komatsu Distributor
1.4.7.39 PDM Payload Meter III Data Manager Komatsu Distributor
EJ0575-5 PLM III PLM III Controller Software to work with
KOMTRAX Plus
Komatsu Distributor
Table 8: KOMTRAX Plus Tools
Laptop PC 200 MHz or higher
64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy Drive
Windows 95/98/2000/ME/XP
Purchased Locally
Serial cable (RS232) Purchase locally
Male DB9 connector at one end
Female DB9 connector at other end
Purchased Locally
Adaptor USB port to RS232 (serial) port adapter
(If laptop PC does not have an RS232 port,
this adaptor is required)
Purchased Locally
KOMTRAX Plus SYSTEM SET UP
The following topics are covered in detail.
KOMTRAX Plus Controller
KOMTRAX Plus Tool Box
KOMTRAX Plus Setting Tool
KOMTRAX Plus Initialization Procedure
KOMTRAX Plus Snapshot Procedure
KOMTRAX Plus Download Procedure
Location of Download Files
KOMTRAX Plus FTP Upload Procedure
KOMTRAX Plus Initialization Forms
When Replacing a KOMTRAX Plus Controller
KOMTRAX Plus CONTROLLER
KOMTRAX Plus TOOL BOX
Installation
1. Insert the CD. The VHMS Technical Analysis
Tool Box software will begin installing automati-
cally.
2. Accept the recommended defaults and finish
installing VHMS Technical Analysis Tool Box.
3. Double-click on the new icon on the desktop,
VHMS Technical Analysis Tool Box.
4. Initialize the software by inserting the Set Up
Disk.
5. Enter the User Name. The User Name is user.
6. Enter the Password. The Password you entered
the first time will be your Password from then
forward, unless you change it.
7. VHMS Technical Analysis Tool Box is installed.
KOMTRAX Plus SETTING TOOL
Installation
1. Insert the CD. If the VHMS Technical Analysis
Tool Box software begins installing automati-
cally, select the [Cancel] button to stop the
installation process.
2. Open My Computer.
3. Right-click on the CD drive and select Open.
4. Open the Setting Tool folder.
5. Double-click on the Setup.exe file.
6. Accept the recommended defaults and finish
installing VHMS Setting Tool.
KOMTRAX Plus INITIALIZATION
PROCEDURE
When a new KOMTRAX Plus equipped machine is
being assembled, there are several procedures to
perform in order to initialize the KOMTRAX Plus sys-
tem. Following the procedures will ensure a smooth
initialization process which will not take longer than
an hour to complete. To ensure the initialization pro-
cess has been completed properly, check off each
item on the list below as it is done. It is important to
complete the entire procedure at one time. Submit-
ting a data download with a date and SMR that does
not match the KOMTRAX Plus Initialization form will
not allow the system to be initialized.
NOTE: The interface module must be fully
operational before initializing the KOMTRAX Plus
controller.
The initialization procedure consists of the following:
1. KOMTRAX Plus Controller Setup
Procedure
2. KOMTRAX Plus Snapshot Procedure
3. KOMTRAX Plus Download
Procedure
4. Location Of Download Files
5. KOMTRAX Plus FTP Upload
Procedure
6. KOMTRAX Plus Initialization Forms
1. KOMTRAX Plus CONTROLLER SETUP
PROCEDURE
KOMTRAX Plus Setting Tool software program
1. Start the VHMS Setting Tool software program.
There will be three choices to choose from.
Use the [VHMS Setting] function to initialize a
machine or change a machine's settings.
Use the [When KOMTRAX Plus needs to be
replaced] function when replacing a machine's
KOMTRAX Plus controller.
Use the [Review setting information] function
when only needing to view a machine's settings.
Select Operation
2. Select VHMS Setting, then click [Next].
KOMTRAX Plus Setting Function
3. Select Set up & All clear if initializing a machine,
then click [Next].

Machine Information Setting(1)
4. Verify that the Machine Information Settings are
correct. If not, enter the correct settings. Then
click [Next].
NOTE: Serial number must be included, and is case
sensitive. Use all upper case letters.
5. Verify that the Machine Information Settings are
correct. If not, enter the correct settings. Then
click [Next].
Date & Time Setting
6. Enter the correct Time Zone, Date and Time.
Check [DST (Summer Time)] if the machine's
location uses Daylight Savings Time. Then click
[Next].
NOTE: The KOMTRAX Plus time clock is the master
time keeper. The PLM III time clock is synchronized
with the KOMTRAX Plus time clock. Do not set the
time in the PLM III controller if the KOMTRAX Plus
controller is operational.
GCC Setting
7. Choose the correct GCC code. The GCC code
tells machines equipped with ORBCOMM which
satellite ground station to use. Then click [Next].
Setting Summary
8. Verify that all the setting information is correct
and click [Apply].
9. Click [YES].
10. Click [OK].
11. Click [OK]. The VHMS Setting Tool program will
close.
2. KOMTRAX Plus SNAPSHOT PROCE-
DURE
A snapshot through the KOMTRAX Plus system
records important data about different systems on
the machine. Take snapshots on a periodic schedule
and store them as part of the machine history. These
snapshots can then be compared and trends can be
analyzed to predict future repairs.
A single snapshot records machine data for 7.5 min-
utes.
NOTE: On a 830E-AC drive truck, a laptop PC must
also be connected to the GE drive system to allow for
maximum horsepower check of the engine during the
snapshot recording process.
1. Allow the machine to run until it is at normal
operating temperatures.
2. Press and hold the GE data store switch for
three seconds, then release. The white data
store in progress LED will illuminate.
3. While the manual snapshot is being taken,
operate the machine.
a. Operate the engine at high and low idle.
b. Raise the dump body to the full dump posi-
tion.
c. Lower the dump body to the frame, then hold
it in the power down position momentarily.
d. Turn the steering wheel to full left, then full
right against the stops momentarily.
e. Travel forward to maximum speed and apply
the brakes hard.
f. Travel in reverse.
g. On an 830E-AC truck, perform a horsepower
check using a laptop PC connected to the
GE drive system.
4. The white LED will begin flashing slowly after
five minutes has elapsed, then flash rapidly dur-
ing the last 30 seconds.
5. Wait until the LED has finished flashing. After
one more minute, turn the key switch OFF to
stop the engine. Verify the KOMTRAX Plus con-
troller red LED display is off.
6. Use VHMS Technical Analysis Tool Box pro-
gram to download the snapshot data into a lap-
top PC. Use the FTP feature to send the
download data to WebCARE.
3. KOMTRAX Plus DOWNLOAD PROCE-
DURE
NOTE: Always verify a full download has been taken
before disconnecting the laptop PC from the
machine.
1. Turn the key switch to the OFF position to stop
the engine.
3. Allow the KOMTRAX Plus controller to start up.
This will take about one minute. Verify the red
LED display starts counting up.
4. Attach the KOMTRAX Plus serial cable to the
machine's KOMTRAX Plus port, and the other
end to the laptop PCs serial port.
5. Double-click on the VHMS Technical Analysis
Tool Box icon on the laptop PC's desktop.
6. Enter the appropriate User Name and Pass-
word and click the [OK] button.
7. Double-click on the [Download] icon.
8. Select the COM port in the Port No. drop-down
box and click the [Connection] button.
9. Verify that the date and time is correct for cur-
rent local date and time. Also verify that the dis-
played service meter hours are equal to the
value entered previously.
10. If this is the first time this laptop PC has con-
nected to the machine, you will need to down-
load its definition file by clicking the [OK] button.
11. Verify that a manual snapshot (MFAO) has been
recorded. The display will show an item named
Snapshot with the code MFAO and text Man-
ual Trigger.
12. On the Download screen, click the [Select All]
button. All items will become checked.
13. Click the [Download] button. The download may
take one to ten minutes. Generally, if there are
several snapshots in the download items, the
download will take longer.
14. Click the [OK] button to complete the download.
15. Verify that the Download Completed message
is displayed. Click on [Exit].
16. Select the [Machine History] option from the list
on the left side of the screen.
17. Verify that the key ON/OFF and engine ON/OFF
records are recorded correctly.
18. Exit any open windows on the laptop PC.
19. Verify a full download has been taken. Refer to
Location of Downloaded Files on Computer for
more detailed instructions.
20. Disconnect the KOMTRAX Plus cable from the
laptop PC and from the machine.
21. Turn the key switch to OFF.
4. LOCATION OF DOWNLOAD FILES
When a download using VHMS Technical Analysis
Tool Box is performed, several files are downloaded
onto the computer. They are organized in a specific
way so that they can be used by VHMS Technical
Analysis Tool Box at a later time. This structure is
created automatically when the computer is used to
perform the download from the KOMTRAX Plus con-
troller. The situation may arise where the files need
to be sent to someone, or someone gives these files
to you.
1. Open Windows Explorer by right-clicking on the
Start button and choosing Explore.
2. In the left frame, the computer's file structure
will be displayed. The right frame will show the
details for the folder that is highlighted in the left
frame.
3. In the left frame, navigate to the download files.
The basic path is as follows:
- Desktop
- My Computer
- Local Disk (C:)
- VHMS_Data
- Model
- Serial Number
- Date
- Check Number
NOTE: The Date folder is named in the format
YYYYMMDD.
The screenshot shows the location of where the
KOMTRAX Plus download files reside on a com-
puter. The Check Number folder is named in the for-
mat CHK000#. Each time a download is taken, it is
placed in one of these folders. The first download will
be in the CHK0001 folder. If a second download is
taken on the same day, will be in the CHK0002
folder, etc.
Once the appropriate folder is selected, the contents
will be shown in the right frame. These files can then
be e-mailed or copied to a disk.
If someone provides KOMTRAX Plus download files
through e-mail or on a disk, the same folder organi-
zation must be created in order to view them in
VHMS Technical Analysis Tool Box.
5. KOMTRAX Plus FTP UPLOAD PROCE-
DURE
After downloading, the KOMTRAX Plus data resides
on the laptop PC that performed the download. At
this point, it can be reviewed and analyzed using
VHMS Technical Analysis Tool Box on this laptop PC
only. In order to make this data available to others, it
must be sent to an online database named Web-
CARE. Once the data has been uploaded (ftp'd) to
WebCARE, it is accessible to anyone with an internet
connection and an ID and password.
VHMS Technical Analysis Tool Box is used to per-
form the ftp upload. Perform an ftp upload as soon as
the person who performed the download can obtain
an internet connection. All downloads must be
uploaded to WebCARE.
Tool Box icon on the laptop PC's desktop.
2. Enter the appropriate user name and password
and click the [OK] button.
3. Double click the [FTP] icon.
4. At the ftp Client Login window, enter the ftp
User ID and Password.
User ID = komatsu
Password = vhms
5. The target directory must be set to the laptop
PC's hard drive (usually drive C:\).
a. Double-click the VHMS_Data folder to drop
down the model folders.
b. Double-click the appropriate model folder to
drop down the serial number folders.
c. Double-click the appropriate serial number
folder to drop down the date folders.
d. Double-click the appropriate date folder to
drop down the check number folders.
e. Double-click the appropriate check number
folder to display its contents in the files win-
dow.
6. Some models will automatically create a send-
ing file during the download process. Others
need to have the sending file created at this
time. A sending file is just a compressed ver-
sion of all the other downloaded files. If there is
already a sending file in the Send File window,
you do not need to perform this step. If there is
not a sending file in the Send File window, click
the [Make Sending File] button.
NOTE: The compressed sending file will look similar
to this file name, and will always end with a .K.
P_830E_-_A30761_1105208857.K
7. After selecting the correct file to send, click the
[Send (FTP)] button.
8. Click the [Yes] button to verify that you want to
upload the data to WebCARE.
9. If the sending file was uploaded successfully,
the file will appear in the OK window. If the
sending file was not uploaded successfully, the
file will appear in the NG (No Good) window.
Ensure the laptop PC has an internet connec-
tion.
10. Click the [OK] button, then the [Exit] button.
Close all other open windows.
6. KOMTRAX Plus INITIALIZATION FORMS
Complete the initialization check list and initialization
forms found in this section. Send the initialization
form to Komatsu.
Initialization is now complete.
WHEN REPLACING A KOMTRAX Plus
CONTROLLER
Refer to KOMTRAX Plus Components, KOMTRAX
Plus controller removal and installation instructions
(elsewhere in this section) for replacing a KOMTRAX
Plus controller. Follow the steps below when using
the VHMS Setting Tool software to save the data and
settings so they can be transferred from the old con-
troller to the new controller.
1. Select the [When VHMS Needs To Be
Replaced] function.
2. Select the [Save current setting before replace-
ment of VHMS controller] function.
3. Click the [Save] button.
4. Click the [OK] button.
5. Replace the KOMTRAX Plus controller as
described elsewhere in this section. After the
new KOMTRAX Plus controller is installed, pro-
ceed to Step 6.
6. Select the [Use previous setting after replace-
ment of VHMS controller] function.
7. Verify that the data showing is the data to be
loaded and then click the [Next] button.
8. If the correct data is not showing, click the
[Select File] button and choose the correct data.
Then click the [Next] button.
9. Enter the correct Time Zone, Date and Time
information. Check [DST (Summer Time)] if the
machine's location uses Daylight Savings Time.
Click the [Apply] button.
10. Click the [OK] button.
11. Click the [OK] button. The Setting Tool Program
will close.
To Set: Date & Time; Satellite; Payload Meter
Date & Time
Satellite
Payload Meter
1. Select the [VHMS Setting] function, then click
the [Next] button.
2. Select the [Set up only] function, then click the
[Next] button.
3. After selecting one of the following choices,
click the [Next] button.
[Date & Time]
[Satellite]
Payload Meter
4. Date & Time: May be set to current date and
time. If not correct, set the correct Time Zone,
Date and Time to current time zone, date and
time. Be sure to select [DST Summer Time)] if it
applies. Click the [Apply] button.
5. Satellite: Select the correct country location
from the drop-down menu, then click the [Apply]
button to change the setting.
6. Payload Meter: Set Start Time to 0, and Inter-
val to 1. Then click the [Apply] button to save
the setting.
Review Setting Information
1. Select the [Review setting information] function
and then click the [Next] button.
2. Review the settings for accuracy. If something
is not correct, click the [Back] button, select the
appropriate category and reset the information
to the correct settings. If everything is correct,
click the [Exit] button.
3. Click the [Yes] button to close the Setting Tool
Program.
KOMTRAX Plus CONTROLLER CHECK-
OUT
KOMTRAX Plus Controller
The KOMTRAX Plus controller (1, Figure 11-7) col-
lects and stores signals from sensors and data from
other controllers. It also gives commands for trans-
mitting the accumulated data through the communi-
cations system. The controller operates on 20VDC -
30VDC.
Necessary Equipment:
Checkout procedure
System schematic
Laptop personal computer (PC)
VHMS Technical Analysis Toolbox software
VHMS Setting Tool software
Tera Term Pro software
Serial cable (RS232)
(male DB9 connector on one end, female
connector on the other end)
FIGURE 11-7. KOMTRAX Plus CONTROLLER
1. KOMTRAX Plus
Controller
2. LED Display
3. Connector CN3B
4. Connector CN3A
5. Connector CN4B
6. Connector CN4A
7. Connector CN1
8. Connector CN2A
9. Connector CN2B
10. PLM III Light
11. OrbComm Light
The interface module must be fully functional before
performing the this checkout procedure. The
KOMTRAX Plus controller must be initialized and
fully functional before performing this checkout pro-
cedure.
Preliminary
the engine. With the key switch OFF, verify the
seven segment LED display on the KOMTRAX
Plus controller is off.
3. Allow the KOMTRAX Plus controller to boot up.
Watch the red, two digit LED display on the
KOMTRAX Plus controller to show a circular
sequence of seven flashing segments on each
digit. After a short time the two digit display will
start counting up from 00 - 99 at a rate of ten
numbers per second.
machine's KOMTRAX Plus diagnostic port (2,
Figure 11-4), and the other end to the laptop
PCs serial port.
Tool Box icon on the computer's desktop.
7. Check for any active fault codes. If any are
found, these circuits must be analyzed to deter-
mine the cause of the fault and they must be
repaired before continuing.
8. Start the VHMS Setting Tool program by click-
ing on the icon on the laptop PC screen.
9. Select the [Review setting information] function
and then click the [Next] button.
10. Review the settings for accuracy.
If everything is correct, click the [Exit] button.
The checkout procedure is complete.
If a setting is not correct, click the [Back] button,
select the appropriate category and reset the
information to the correct settings. Then
proceed to the next step.
11. If any one of the following settings were
changed, a new KOMTRAX Plus Initialization
Form must be filled out and submitted to
Komatsu America Service Systems Support
Team.
KOMTRAX Plus controller replaced
Engine or alternator replaced
Adjusted time or time zone
12. Select [Apply] and exit the VHMS Setting Tool
program. Click [YES] when prompted to reset
the controller.
13. E-mail or fax the completed KOMTRAX Plus Ini-
tialization form to Komatsu America Service
Systems Support Team.
KOMTRAX Plus Controller Checkout Procedure
1. Connect the serial cable from the PC to the
serial port of the VHMS controller.
2. Start the serial communications software (Tera
Term).
3. Setup the serial communications software by
selecting the appropriate serial COM port, and
baud rate equal to 19200.
4. After completing the setup, wait for five seconds
then while holding the CTRL key, type VHMS
(Notice that nothing will display on the screen
while typing).
5. After VHMS has been typed, some text followed
by a prompt, >, will be displayed. This confirms
that proper communication between the pc and
controller has been established.
6. At the prompt, >, type "ver". Something similar
to the following will be displayed:
>ver
VHMS OS Ver 1.6.5.1 Mar 01 2004 16:37:25
>
NOTE: Newer versions may be available than what is
shown above.
7. At the prompt type "dispvhmsinf". Information
similar to the following will be displayed:
>dispvhmsinf
---- MACHINE INFORMATION --------
PRODUCT GROUP: Dumptruck
MACHINE_MODEL: 830AC-
MACHINE_SERIAL:
ENG_MODEL: QSK60
ENG_SERIAL_NO1:
ENG_SERIAL_NO2:
PRG_NO1: 12000100100
PRG_NO2: 782613R290
---- DEVICES ------------------------
PLC NO CONNECTION
PLM23 Disabled
PLM3 CONNECTED
---- Condition --------------------
SMR: 90.0 H
DATE 04-10-25 TIME14:44:24
TIMEZONE: 0.0 H SUMMERTIME 0
----Controller Info -------------------
PartNumber: 0000000000
Serial No.: 000000
Compo Name: KDE1010
SilkyID: VA011740744
>
NOTE: Use the results of step 6 and 7 to confirm that
the correct software is installed in the KOMTRAX
Plus controller.
8. The KOMTRAX Plus controller also has two red
LED lights (10 and 11, Figure 11-7). Verify the
connection status and repair any problems.
Light (10) PLM III communication
OFF - no communication with the PLM III
controller. Troubleshoot and repair the
connection.
ON - communication with the PLM III controller is
good.
Light (11) ORBCOMM
OFF - no communication with ORBCOMM
controller. Troubleshoot and repair the
connection.
ON - communication with ORBCOMM controller
is good.
FLASHING - satellite in view and signal
established, which is good.
ORBCOMM CONTROLLER
The ORBCOMM controller (1, Figure 11-8) receives
data from the KOMTRAX Plus controller and sends
this data through the antenna to the Komatsu com-
puter center.
NOTE: The ORBCOMM controller may not be
approved for use in certain countries of the world.
Local regulation may prohibit the use of the
ORBCOMM controller/satellite communicator. If
equipped, the controller and antenna may be
disconnected and/or removed from the truck..
Removal
1. Turn the key switch OFF. Disconnect battery
power by using the battery disconnect switches.
2. Disconnect the wire harnesses from the ORB-
COMM controller.
3. Remove the ORBCOMM controller.
Installation
1. Install the ORBCOMM controller. Connect the
wire harnesses to the controller.
2. Turn the key switch ON, but do not start engine.
Wait three minutes and watch for any error
messages on the KOMTRAX Plus controller
LED lights that might indicate a problem with
the ORBCOMM controller or communications to
the controller.
3. If there are no error messages, turn the key
switch OFF. If there are error messages, refer to
the KOMTRAX Plus Troubleshooting and
Checkout Procedures elsewhere in this section.
4. Fill out the KOMTRAX Plus Initialization form
and send it to Komatsu as instructed on the
form. Failure to submit the form to Komatsu will
prevent machine data from being sent to the
Komatsu computer center.
NOTE: The new controller comes with a special
ORBCOMM Terminal Activation form that includes
space to list the failed controller serial number and
new controller serial number. Komatsu must have
this information to maintain accurate data.
5. It may take up to two weeks for Komatsu to acti-
vate the new ORBCOMM controller. During this
time, a manual download of data must be taken
one time each week using a laptop PC. This
data must then be sent to WebCARE using the
FTP feature in VHMS Technical Analysis Tool
Box program. Keep downloading data and
sending it to WebCARE one time each week
until the new ORBCOMM controller has been
activated.
Komatsu will notify the person who performed
the controller replacement by e-mail when the
new controller has been activated and no more
manual downloads will have to be performed.
FIGURE 11-8. ORBCOMM CONTROLLER
1. ORBCOMM
Controller
2. Connector CN1A
3. Connector CN1B
4. Antenna Connector
NOTES:
D12006 10/10 INTERFACE MODULE D12-1
SECTION D12
INTERFACE MODULE
INDEX
INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
INTERFACE MODULE SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
NECESSARY SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
NECESSARY TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
FLASHBURN PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
INTERFACE MODULE APPLICATION CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
INTERFACE MODULE REALTIME DATA MONITOR SOFTWARE PROGRAM . . . . . . . . . . . D12-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
Using The Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
INTERFACE MODULE CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Necessary Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8
Checking Inputs And Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8
Check Analog Inputs To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12
Check CAN RPC & J1939 Interfaces To The IM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12
Check Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12
D12-2 INTERFACE MODULE 10/10 D12006
NOTES:
INTERFACE MODULE
The interface module (IM) (1, Figure 12-1) collects
data from various sensors and sends this information
to the KOMTRAX Plus controller through the main
wiring harness.
If a new interface module is purchased, the operating
system (software) has to be installed into the new
interface module. To install the operating system, a
laptop PC must be connected to the IM diagnostic
port (1, Figure 12-5). Two software programs are
required to install the software: the operating system
and the program to perform the installation of the
software (flashburn).
Removal
1. Turn the key switch OFF. Wait three minutes to
allow the KOMTRAX Plus controller to process
and store data.
2. Disconnect the battery using the battery discon-
nect switch.
3. Disconnect the wiring harnesses from the inter-
face module.
4. Remove the mounting hardware and remove
the interface module.
Installation
1. Install the interface module. Attach all wire har-
nesses to the interface module.
2. Refer to the KOMTRAX Plus Software instruc-
tions to install the flashburn program on a laptop
PC.
3. Connect the laptop PC to IM diagnostic port (1,
Figure 12-5).
4. Turn the key switch ON, but do not start the
engine.
5. Run the flashburn program to install the appli-
cation code into the interface module. Make
sure the correct application code is installed for
the model and serial number range (if any) of
truck that is being serviced. After the application
code has been installed, proceed with to Step 6.
6. Turn the key switch OFF and wait one minute.
7. Turn the key switch ON, but do not start the
engine. Wait three minutes and watch for any
error messages on the KOMTRAX Plus control-
ler LED lights that might indicate a problem in
the system.
8. If there are no error messages, turn the key
switch OFF. If there are error messages, refer to
the KOMTRAX Plus & Interface Module Trou-
bleshooting and Error Codes elsewhere in this
section.
FIGURE 12-1. INTERFACE MODULE
1. Interface Module
2. Connector IM1
3. Connector IM2
4. Connector IM3
SENSORS
Temperature Sensors
Temperature sensors (Figure 12-2) monitor the
ambient air temperature and the hydraulic oil temper-
ature. An ambient air temperature sensor is located
on the left side of the air blower inlet duct for the trac-
tion alternator. The hydraulic oil temperature sensors
are located at each wheel to measure the oil temper-
ature as it leaves each brake assembly.
Pressure Sensors
Four pressure sensors (Figure 12-3) have been
added to the truck to monitor various hydraulic cir-
cuits. The four circuits are:
both inlets to the hoist valve
steering supply circuit
front brake apply circuit
The hoist pressure sensors are both located right at
the inlet of the hoist valve. The front brake apply
pressure sensor is located in the brake circuit junc-
tion block in the hydraulic cabinet behind the cab.
The steering pressure sensor is located on the bleed-
down manifold in the port labeled TP2.
FIGURE 12-2. TEMPERATURE SENSOR
FIGURE 12-3. PRESSURE SENSOR
1. Pin 1, Input (Brown)
2. Pin 2, Signal (Red)
3. Sensor
INTERFACE MODULE SOFTWARE
To work with the interface module system, several
special tools and software programs are required.
Refer to Tables 1 and 2 for detailed information on
software and tools.
Refer to the following pages for detailed information
on how to perform certain procedures using specific
software.
The data files, application code and flashburn soft-
ware are only required if the interface module is
being replaced. Replacement interface modules from
Komatsu do not have any software installed in them.
NOTE: Be aware that the software and data files are
updated periodically. Check with the local Komatsu
distributor for the latest software versions.
NECESSARY SOFTWARE
NECESSARY TOOLS
NOTE: There are two different versions of interface module software for the 830E-AC trucks. This software is
specific for each serial number range of trucks, and they are not interchangeable. Ensure the correct interface
module software is installed on each truck.
Table 1: Interface Module Software
1.1.0.0 Install.exe
(or higher)
Interface Module
Realtime Data Moni-
tor Software Version
1.1.0.0 Install.exe
Use to watch inputs and outputs in the inter-
face module
Komatsu Distributor
EJ3055-2.exe Flashburn Software To install application code in interface module Komatsu Distributor
A30001 - A30108
A30109 - UP
830E-AC
Application Code
Application code for interface module Komatsu Distributor
Table 2: Interface Module Tools
Laptop PC 200 MHz or higher
64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy Drive
Windows 95/98/2000/ME/XP
Purchased Locally
Serial cable (RS232) Purchase locally
Male DB9 connector at one end
Female DB9 connector at other end
Purchased Locally
Adaptor USB port to RS232 (serial) port adapter
(If laptop PC does not have an RS232 port,
this adaptor is required)
Purchased Locally
FLASHBURN PROGRAM
Installation
The Flashburn program is used to install the applica-
tion code into the interface module controller.
1. Save the file EJ3055-2.exe to local drive on a
laptop PC.
2. Double click on the EJ3055-2.exe file to
extract the files to a directory (such as C:\temp).
3. Inside that directory, double click on
Setup.exe to install the Flashburn program.
4. Follow the on screen prompts to install the pro-
gram.
INTERFACE MODULE APPLICATION CODE
Installation
The application code is truck specific software that is
installed into the interface module. Application code
is installed using the Flashburn program.
1. Using a laptop PC, save the application code
files to a folder on a local hard drive (such as
C:\temp).
NOTE: There are two different versions of interface
module software for the 830E-AC trucks. This soft-
ware is specific for each serial number range of
trucks, and they are not interchangeable. Ensure the
correct interface module software is installed on each
truck.
2. Double click on the correct application code file
so it will extract the file. Chose a folder on a
local hard drive to save the file into (such as
C:\temp).
3. Using a serial cable, connect the laptop PC to
the IM-Diag connector located near the inter-
face module.
4. Start the Flashburn program.
5. Select [Download Application to Product].
6. Be sure the power is off to the interface module.
Then click [Next].
7. Select the correct COM port. Then click [Next].
8. Select the correct .KMS file. Then click [Next].
Flashburn will now install the application code into
the interface module.
INTERFACE MODULE REALTIME DATA
MONITOR SOFTWARE PROGRAM
The Interface Module Realtime Data Monitor Soft-
ware is used to display the data going into and out of
the interface module. The program is installed onto a
laptop PC.
Installation
1. Copy the file onto the laptop PC hard drive.
2. Double click on the file and follow the screen
prompts to install the software.
Using The Program
1. Start the Interface Module Realtime Monitor
program.
2. Click on the [Select Serial Port] menu item.
Select the correct communication port. It will
usually be Com1.
3. Click on the [Start/Stop] menu item and choose
[Start].
4. Click on the [Units] menu to select the desired
units to display the information.
INTERFACE MODULE CHECKOUT
Interface Module
The interface module (1, Figure 12-4) collects data
from various sensors and sends this information to
the KOMTRAX Plus controller through the main wir-
ing harness. It also controls some truck functions.
If a new truck with KOMTRAX Plus is being
assembled, or a new KOMTRAX Plus system has
just been installed, refer to the KOMTRAX Plus
System for instructions regarding the KOMTRAX
Plus Initialization Procedure. The initialization
procedure and form must be completed before
the truck can be put into service.
Necessary Equipment:
System schematic
Laptop personal computer (PC)
Interface Module Real Time Data Monitor
software
Serial cable (RS232)
(male DB9 connector on one end, female
connector on the other end)
Jumper wire 77 mm (3 in.) or longer
Volt Meter
300 to 332 ohm resistor
3/8 in. nut driver
The interface module should already have the appli-
cation code installed. If not, refer to the Interface
Module Application Code for installation instructions.
FIGURE 12-4. INTERFACE MODULE
1. Interface Module
2. Connector IM1
3. Connector IM2
4. Connector IM3
Preliminary
the engine.
3. Allow the KOMTRAX Plus controller to start up.
This should take about one minute. Verify the
red LED display starts counting up.
machine's KOMTRAX Plus diagnostic port (2,
Figure 12-5), and the other end to the laptop
PCs serial port.
Tool Box icon on the computer's desktop.
7. Check for fault codes associated with the inter-
face module.
a. Perform a KOMTRAX Plus download with
the VHMS Technical Analysis Toolbox pro-
gram. Refer to KOMTRAX Plus Download
for detailed instructions on performing a
download.
b. In the download data, view the fault history
and confirm that there are no fault codes
associated with the interface module. If any
are found, these circuits should be analyzed
to determine the cause of the fault and
repaired.
c. Confirm that there are no fault codes associ-
ated with the communications between PLM
III, engine controller, interface module, drive
system controller or the Orbcomm controller.
If any are found, these circuits should be
analyzed to determine the cause of the fault
and repaired.
Checking Inputs And Outputs From The Interface
Module
machine's IM diagnostic port (1, Figure 12-5),
and the other end to the laptop PCs serial port.
2. Start the Interface Module Real Time Data
Monitor program by double-clicking on the
shortcut. The program begins with a blank win-
dow. On the menu bar, there are five items:
Select Serial Port, Start/Stop, Logging, Screen-
shot, and Units.
3. Click on [Select Serial Port] in the menu bar.
Select the correct communication port. It will
usually be Com1.
4. Click on [Start/Stop] in the menu bar and select
Start.
5. The program should display data as shown in
Figures 12-6 and 12-7.
NOTE: If any fault codes associated with the
interface module are found, these circuits should be
analyzed to determine the cause of the fault, and
they should be repaired.
1. IM Diagnostic Port 2. KOMTRAX Plus
Diagnostic Port
Check Digital Inputs To The Interface Module
1. Hydraulic Tank Level (IM2-K) - short wire 34LL
to ground at TB35-N momentarily and confirm
state change (one to zero).
2. No Propel / Retard - (IM2-N) short wire 75-6P to
ground at TB26-C momentarily and confirm
3. Reduced Retard - (IM2-R) short wire 76LR to
ground at TB28-D momentarily and confirm
4. Propel System Temp Caution - (IM3-A) short
wire 34TW to ground at TB26-B momentarily
and confirm state change (one to zero).
5. Lamp Test (IM2-R) - actuate lamp test switch
and confirm state change (zero to one).
6. Low Steering Precharge (IM2-W) - short wire
33KL to ground at TB44-P momentarily and
confirm state change (one to zero).
FIGURE 12-6. INTERFACE MODULE REAL TIME DATA MONITOR
7. Pump Filter Switches (IM2-Y) - short wire 39L to
ground at TB44-N momentarily and confirm
8. No Propel (IM2-p) - short wire 75NP to ground
at TB25-P momentarily and confirm state
change (one to zero).
9. Propel System Caution (IM2-t) - short wire 79W
to ground at TB26-D momentarily and confirm
10. Reduced Propel System (IM3-B) - short wire
72LP to ground at TB25-W momentarily and
confirm state change (one to zero).
11. Park Brake Set (IM2-M) - disconnect park brake
pressure switch in brake cabinet at CN240
momentarily and confirm state change toggles
continually (zero to one).
FIGURE 12-7. INTERFACE MODULE REAL TIME DATA MONITOR
12. Park Brake Request (IM3-V) - Short the engine
oil pressure switch wire circuit 36 on TB26-L to
ground. Move shift lever from neutral to park
position and confirm state change (one to zero).
Remove the ground from TB26-L.
13. Auto Lube Switch (IM3-Y) - short wire 68LLP1
to ground at TB24-T momentarily and confirm
14. GE Batt + (IM3-M) -- confirm this is a one.
15. Starter Motor 1 Energized (IM3-R) - Disconnect
wire 11SM1 from cranking motor to TB29-K at
TB29-K. Momentarily short TB29-K to 24V and
confirm state change (zero to one). Reconnect
disconnected wire.
16. Starter Motor 2 Energized (IM3-S) - Disconnect
wire 11SM2 from cranking motor to TB29-G at
TB29-G. Momentarily short TB29-G to 24V and
confirm state change (zero to one). Reconnect
disconnected wire.
17. Crank Sense (IM3-U) -Open the start battery
disconnect switch so that there is no battery
voltage to the starters. Momentarily short TB32-
M to 24V and confirm state change (zero to
one). After removing 24V short from TB32-M,
close the start battery disconnect switch.
18. Selector Switch (Park) (IM3-T) - Place shifter
into park position and confirm 1 state then
shift into neutral and confirm 0 state. Return
shifter to park position.
19. Selector Switch (FNR) (IM2-N) - Place shifter
into park position and confirm 0 state then
shift into neutral and confirm 1 state. Return
shifter to park position.
20. Steering Bleed Pressure Sw (IM2-Z) - Discon-
nect the steering bleed down pressure switch
and confirm
state change (zero to one). Reconnect the
switch.
21. Brake Lock Switch Power Supply (IM3-L) - Use
GE DID to simulate a vehicle speed of 2 kph.
Confirm state change (zero to one). Leave vehi-
cle speed at 2 kph until completion of step 24.
22. Brake Lock (IM2-i) -Actuate brake lock switch
and confirm state change (zero to one). Turn
off brake lock switch. (The Brake Lock Switch
Power Supply test, item 23, must be completed
before this test can be successfully completed.)
Reset vehicle speed to zero.
23. Service Brake Set sw (IM3-C) - Short wire 44R
at TB26-X to 24 volts momentarily and confirm
state change (zero to one).
24. Engine Shutdown (IM3-F) - Disconnect wire
21ISL from the Cummins ECM at TB36-W leav-
ing wire 21ISL to IM connected at TB36-W.
Momentarily short TB36-W to 24V and confirm
state change (zero to one). Reconnect discon-
nected wire.
25. Secondary Engine Shutdown Switch (IM3-E) -
Actuate the Secondary Engine Shutdown
switch and confirm state change (zero to one).
Check Analog Inputs To The Interface Module
NOTE: Instead of using a resister in place of a
sensor for verifying pressure readings, a calibrated
pressure gauge can be installed in the hydraulic
circuit to compare system pressures with the
pressures displayed in the Interface Module Real
Time Data Monitor program.
Verify that the used analog inputs are in the range of
the values listed below.
1. Truck Speed [kph] (IM1-gh): Use GE DID to
simulate vehicle speed and confirm reported
speed matches vehicle speed set using GE DID
+/- 2 kph.
2. Steering Pressure [kPa] (IM3-d): Disconnect
steering pressure sensor and confirm fault
A204, Steering Pressure Sensor Low, is active.
Reconnect sensor.
3. Ambient Air Temp [C] (IM3-e): confirm reported
temperature matches ambient temperature
within 3 C.
4. Fuel Level [%] (IM3-g): confirm reported % level
matches actual fuel level in tank +/- 5%.
5. Battery Voltage A [V] (IM3-h): confirm reported
voltage is +/- 1 volt of actual measured 12 volt
battery voltage.
6. Brake Pressure [kPa] (IM3-p): Disconnect ser-
vice brake pressure sensor located in brake
cabinet (reference circuit 33SP) and confirm
fault A205, Brake Pressure Sensor Low, is
active. Reconnect sensor.
7. Hydraulic Tank Temp [C] (IM3-m): Disconnect
tank temp sensor and confirm fault A103,
Hydraulic Oil Temp - Tank Sensor Low, is
active. Reconnect sensor.
8. Hoist Pressure 2 [kPa] (IM3-q): Short wire
33HP2 to ground at TB41-J momentarily and
confirm fault A203, Hoist Pressure 2 Sensor
Low, is active.
9. Hoist Pressure 1 [kPa] (IM3-s): Short wire
33HP1 to ground at TB41-A momentarily and
confirm fault A202, Hoist Pressure 1 Sensor
Low, is active.
10. Battery Voltage 24V [V] (IMint): confirm
reported voltage is +/- 1 volt of actual measured
battery voltage.
Check CAN RPC & J1939 Interfaces To The IM
1. CAN/J1939 - (IM1-q,r,s): confirm fault A184,
J1939 Not Connected, is not active.
2. CAN/RPC (IM1-I,j,k) - confirm fault A257, Pay-
load CAN/RPC Not Connected, is not active.
Check Outputs From The Interface Module
Note: Before performing these next steps, the key
switch must be turned off for at least 7 minutes to
allow the IM to completely shutdown. Confirm that
the IM has shutdown by verifying that the green LED
on the IM controller has stopped flashing. While
performing the following IM output checks, ensure
that no output short circuit fault codes are reported
by the IM Realtime Data Monitor software.
1. Short the engine oil pressure switch wire circuit
36 to ground on TB26-L. Key on and shift into
neutral. Confirm that park brake solenoid is
energized by verifying that coil is magnetized.
Use the GE DID panel to set the truck speed to
a speed above 1 kph. Shift into park. Confirm
that the park brake solenoid remains energized.
Reduce the truck speed to 0 kph. Confirm that
the park brake solenoid de-energizes. Remove
the ground from TB26-L.
2. Connect circuit 528 at TB35-L to 24 volts and
confirm that the Battery Charger Failure lamp
energizes.
3. With circuit 528 at TB35-L still shorted to 24
volts, confirm that the IM Warning lamp ener-
gizes.
volts, confirm that the Engine Start Fail lamp
energizes.
volts, confirm that the Low Fuel lamp energizes.
6. Disconnect park brake pressure switch. With
circuit 528 at TB35-L still shorted to 24 volts,
confirm that the Park Brake lamp energizes.
Reconnect pressure switch.
7. With circuit 52B at TB35-L still shorted to 24
volts, confirm that the Hydraulic Filter lamp
energizes.
volts, confirm that the Brake Oil Temp lamp
energizes. Remove 24 volts from TB35-L.
9. Check the Brake Oil Temperature gauge by
placing a 316 ohm resistor (a range of 300 to
332 ohms should work) between circuit 5VIM on
TB42-L and 34BT3 on TB24-G. Verify that the
gauge needle pointer moves clockwise.
Remove the resistor between circuits 5VIM and
34BT3.
10. Smart Timer Latch (IM1-H). Ensure that the
park brake is applied. Disconnect wire 21ISL
from the Cummins ECM at TB36-W leaving wire
21ISL at TB36-W connected to the IM. Momen-
tarily short TB36-W to 24V. Momentarily short
the engine oil pressure switch wire circuit 36 to
ground on TB26-L. Turn the key switch OFF.
Verify that the Engine Shutdown indicator illumi-
nates. Remove 24V short and reconnect dis-
connected wire 21ISL to TB36-W. Remove
short to ground from engine oil pressure switch
circuit 36 at TB26-L. Turn the key switch ON.
11. Crank Enable Output. Disconnect circuit 21A
from pre-lube timer prior to performing this step.
Place shifter in park and confirm that circuit 21A
on TB25-D is 24 volts while cranking. Place
shifter in neutral and confirm that circuit 21A on
TB25-D is 0 volts while cranking. Reconnect cir-
cuit 21A to pre-lube timer.
12. Steering Bleeddown Solenoid. Confirm steering
bleeddown solenoid is de-energized. Turn key
switch off and confirm that steering bleeddown
solenoid is energized by verifying that coil is
magnetized.
NOTES:
D13007 9/10 KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING D13-1
SECTION D13
KOMTRAX Plus & INTERFACE MODULE TROUBLESHOOTING
AND ERROR CODES
INDEX
KOMTRAX Plus AND INTERFACE MODULE ERROR CODES AND TROUBLESHOOTING . . . . . D13-3
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
Structure and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Communications Networks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Coaxial Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-5
Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-5
KOMTRAX Plus LED Display Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-6
Chassis Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-7
Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-11
FAULT TREE ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-17
Unable to connect to KOMTRAX Plus from laptop PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-17
Flashing Error Code N4-23 (PLM III Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . D13-18
Flashing Error Code N4-22 (Engine Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . D13-19
No Data Received By WebCARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-20
Coaxial Cable Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-21
D13-2 KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING 9/10 D13007
NOTES
KOMTRAX Plus AND INTERFACE MODULE ERROR CODES
AND TROUBLESHOOTING
TROUBLESHOOTING
GENERAL
The center of the KOMTRAX Plus system is the con-
troller which gathers data about the operation of the
truck from sensors and other controllers installed on
the truck. Refer to Figure 13-1 for an overview of the
KOMTRAX Plus system components.
For instructions on how to use KOMTRAX Plus soft-
ware programs, refer to KOMTRAX PLUS System
Structure and Purpose
The checkout procedure is in two parts. The first part
verifies that the interface module is in good working
condition. Refer to the Interface Module Section for
specific checkout instructions. The second part veri-
fies the KOMTRAX Plus controller operation and also
reviews the settings for accuracy. Refer to the
KOMTRAX Plus System Section for specific check
out instructions.
The following areas are covered in this section.
Troubleshooting
Fault Code Tables
Fault Tree Analysis
TROUBLESHOOTING
The KOMTRAX Plus system basically consists of five
communications networks connected to the
KOMTRAX Plus and ORBCOMM modem controllers.
Figure 13-1 shows the KOMTRAX Plus system block
diagram.
Communications Networks
Each RS232 network uses three wires: transmit,
receive, and ground. Both transmit and receive are
voltage signals, referenced individually to the ground
wire. The shield for the cable is grounded at one end
only.
Each CAN network uses two wires: CAN_High &
CAN_Low. The communications signal is a voltage
differential measured between CAN_High and
CAN_Low. The cable shields are connected at each
module through a high pass filter and grounded at
one point only on the truck. Both ends of each net-
work have termination resistors.
Coaxial Cable
The coaxial cable carries the Radio Frequency (RF)
communications signal between the ORBCOMM
modem and the antenna. The coaxial cable consists
of an inner conductor and an outer shield (connected
to the connector shell) that are separated by a non-
conductive dielectric material.
In an RF application such as KOMTRAX Plus, the
communications signal sent over coaxial cable is
very susceptible to changes in the cable. Physical
damage, as well as contaminants such as water, may
affect the ability of the cable to properly transmit the
RF signal. Bending the coaxial cable into a small
loop may also damage the inner conductor.
Effective troubleshooting of RF communications sys-
tems can be complex and cannot always be reduced
to a simple check of electrical resistance. However, a
few basic troubleshooting procedures may be helpful
in identifying common problems. The following steps
can help identify a failed coaxial cable. Repair or
replace the cable if any of the following is true:
1. The center conductor is broken. There are more
than two ohms of resistance when measuring
from one end of the coaxial cable to the other.
2. The outer shield is broken.
3. There is an electrical connection between the
center conductor and the outer shield. There
are less than two megohms of resistance when
measuring from the center conductor to the
outer shield.
FAULT CODES
Fault History
The fault history recorded in the KOMTRAX Plus
controller can help identify a failure within KOMTRAX
and in the communications network to the engine,
interface module and PLMIII. The KOMTRAX Plus
system provides the following fault codes.

Table 1: Fault History
Fault Code Description
DBB0KK Source Voltage Error
DBB3KK Abnormality in VBAT Voltage (VHMS VBAT <10V)
DBBRKR Can-net System (J1939)
DBB0KQ KOMTRAX PLUS Connector Mismatch
DAW0KR IM Stopped Real Time Data
7P70Kr Too Much Payload Data For Requested Period
7P70KR PLMIII Stopped Real Time Data
9843KM Truck Frame Number Changed
MFA0 Manual Trigger
KOMTRAX Plus LED Display Fault Codes
The KOMTRAX Plus controller also indicates some
faults on the two red LED digits on the top of the con-
troller. Fault codes are flashed as a two part
sequence, as shown in the table below.
When no communication errors are occurring, the
KOMTRAX Plus LED digits count from 00 - 99 contin-
uously at a rate of ten numbers per second.
Table 2: KOMTRAX Plus LED Display Error Codes
Fault Code Fault Condition KOMTRAX Plus LED Display
M101 Truck Frame Number Changed Alternates n1 and 01
M801 Can-net System (J1939) Alternates n8 and 01
M804 Can-net System (RPC) Alternates n8 and 04
M806 IM Stopped Real Time Data Alternates n8 and 06
M807 Too Much Payload Data For Requested
Period
Alternates n8 and 07
M808 PLMIII Stopped Real Time Data Alternates n8 and 08
M809 Can-net System (QUANTUM) Alternates n8 and 09
M80A Can-net System (CENSE) Alternates n8 and 0A
M901 Source Voltage Error Alternates n9 and 01
M902 VHMS 24V Source System Error Alternates n9 and 02
M905 Abnormality in VBAT Voltage (VHMS
VBAT <10V)
Alternates n9 and 05
M990 Ethernet Power Short Alternates n9 and 90
MC10 MEMORY CLEAR: Failure History Alternates nc and 10
MC31 MEMORY CLEAR: (Load Map) Alternates nc and 31
MC40 MEMORY CLEAR: (Trend Analysis) Alternates nc and 40
MC60 MEMORY CLEAR: (Snap Shot) Alternates nc and 60
MC91 MEMORY CLEAR: (Maintenance History) Alternates nc and 90
ME01 Change Service Meter Alternates ne and 01
ME02 Change Calendar Alternates ne and 02
ME03 ORBCOMM Settings Alternates ne and 03
ME04 Other Settings Alternates ne and 04
ME05 MEMORY CLEAR: All Alternates ne and 05
ME06 Initialized Alternates ne and 06
MF11 KOMTRAX PLUS Connector Mismatch Alternates nf and 11
MFA0 Manual Trigger Alternates nf and A0
Chassis Fault Codes
Fault codes generated from the truck chassis,
PLM III or GE are shown in Table 3.
Table 3: Chassis Fault Codes
KOMTRAX
Plus
Fault Code
ORBCOMM
Snapshot
Trigger
#A1 LF Pressure Sensor Signal High PLMIII
#A2 LF Pressure Sensor Signal Low PLMIII
#A3 RF Pressure Sensor Signal High PLMIII
#A4 RF Pressure Sensor Signal Low PLMIII
#A5 LR Pressure Sensor Signal High PLMIII
#A6 LR Pressure Sensor Signal Low PLMIII
#A7 RR Pressure Sensor Signal High PLMIII
#A8 RR Pressure Sensor Signal Low PLMIII
#A9 Inclinometer Sensor Signal High PLMIII
#A10 Inclinometer Sensor Signal Low PLMIII
#A13 Body Up Switch Failure PLMIII
#A14 Internal Checksum Failure PLMIII
#A16 Internal Memory Write Failure PLMIII
#A17 Internal Memory Read Failure PLMIII
#A18 RR Flat Cylinder Warning PLMIII
#A19 LR Flat Cylinder Warning PLMIII
#A20 Date/Time Change PLMIII
#A21 Manual Tare Reset PLMIII
#A22 Alarm Carry Back PLMIII
#A26 User Switch Select Failure PLMIII
#A27 User Switch Clear Failure PLMIII
Table 3: Chassis Fault Codes (continued)
KOMTRAX Plus
Fault Code
ORBCOMM
Snapshot
Trigger
#A101 Hydraulic Oil Filter Differential
Pressure High
IM
#A103 Hydraulic Tank Temp - Sensor Low IM
#A104 Hydraulic Tank Temp - Sensor High IM
#A105 Fuel Level Sensor Low IM
#A107 Propel System Caution IM/GE X
#A108 Propel System Temp Caution IM/GE X
#A109 Propel System Reduced Level IM/GE X
#A115 Low Steering Precharge IM X
#A123 Reduced Retard Level IM/GE
#A124 No Propel / Retard IM/GE X
#A125 No Propel IM/GE X
#A126 Hydraulic Tank Level Low IM X
#A127 IM Sensor +5V Low IM X
#A128 IM Sensor +5V High IM X
#A139 Low Fuel IM
#A152 Starter Failure IM
#A153 Low Battery Voltage - Engine Running IM
#A154 High Battery Charge Voltage IM
#A155 Low Battery Charge Voltage IM
#A158 Fuel Level Sensor High IM
#A159 Battery Voltage, 12V System Low IM
#A164 Battery Voltage, 12V System High IM
#A182 System Battery, 12V High IM
#A183 System Battery, 12V Low IM
#A184 J1939 Not Connected IM
#A190 Auto Lube Pressure Warning IM X
#A193 High Hydraulic Tank Oil Temp IM X X
#A198 Hoist Pressure 1 Sensor High IM
#A199 Hoist Pressure 2 Sensor High IM
#A200 Steering Pressure Sensor High IM
#A201 Brake Pressure Sensor High IM
#A202 Hoist Pressure 1 Sensor Low IM
#A203 Hoist Pressure 2 Sensor Low IM
KOMTRA
X Plus
Fault
Code
KOMTRAX PLUS Fault Description Source Sent via
ORBCOMM
Snapshot
Trigger
#A204 Steering Pressure Sensor Low IM
#A205 Steering Pressure Sensor Low IM
#A206 Ambient Temperature Sensor High IM
#A207 Ambient Temperature Sensor Low IM
#A212 Bad Truck Speed Signal IM/GE X
#A213 Park Brake Not Set When Expected IM/GE X
#A214 Park Brake Not Released When Expected IM/GE X
#A216 Brake Auto Apply Circuit Fail IM/GE X
#A223 Excessive Cranking IM
#A230 Park Brake Request While Moving IM
#A236 Steering Bleed Fault IM
#A240 IM Key Switch Power Lost IM
#A249 Red Warning Lamp Short IM
#A250 Low Battery Voltage - Engine Off IM
#A252 Start Enable Circuit Fault IM
#A253 Steering Bleed Circuit Not Open While Running IM
#A256 Red Warning Lamp Open IM
#A257 Payload CAN/RPC Not Connected IM
#A258 Steering Accumulator Bleed Pressure Switch Fault IM
#A260 Park Brake Failure - On While Moving IM
#A262 Steering Bleed Circuit Open During Shutdown IM
#A264 Park Brake Relay Circuit Defective IM
#A265 Service Brake Failure IM
#A270 Brake Lock Switch Power Supply Not On When Required IM
#A272 Brake Lock Switch Power Supply Not Off When Required IM
#A273 Pump Filter Circuit Fault IM
#A274 Brake Malfunction IM
#A275 Starter Stuck ON IM
#A276 Drive System Data Link Not Connected IM
#A282 Excessive Cranking Count Limit IM
#A283 Engine Shutdown Delay Aborted by Lack of Park Brake IM
#A284 Engine Shutdown Delay Aborted by Secondary Shut-
down Switch
IM
#A285 Park Brake Not Set When Keyswitch Turned Off IM
KOMTRAX
Plus
Fault Code
ORBCOMM
Snapshot
Trigger
#A286 Shutdown Delay Relay Circuit Fault IM
#A292 Shutdown Delay Relay Fault IM
#A303 Shifter Defective IM
#A306 Red Lamp Circuit Fault IM
#A309 No Brakes Applied When Expected IM
#A310 Low Fuel Warning Driver IM
#A311 Brake Lock Switch On When It Should Not Be IM
#A312 DCDC Converter Voltage, 12V Sensing Low IM
#A313 DCDC Converter Voltage, 12V Sensing High IM
#A315 DCDC Converter 12V Low IM
#A316 Starter Engagement Fault IM
#A318 Unexpected Power Loss IM
#A328 Drive System Not Powered Up IM
#A350 Output Overload 1B IM
#A351 Output Overload 1E IM
#A352 Output Overload 1H
#A353 Output Overload 1J IM
#A354 Output Overload 1K IM
#A356 Output Overload 1M IM
#A357 Output Overload 1N
#A358 Output Overload 1P
#A360 Output Overload 1S IM
#A361 Output Overload 1T
#A362 Output Overload 1U IM
#A363 Output Overload 1X IM
#A364 Output Overload 1Y IM
#A365 Output Overload 1Z IM
Engine Fault Codes
Table 4: Engine Fault Codes
KOMTRAX
Plus
Fault
Code
ORBCOMM
Snapshot
Trigger
Model Notes
C112 Timing Fueling Flow Mismatch Engine All
C113 Timing Actuator Circuit Shorted Engine All
C115 Speed Signal Lost Engine X X All
C116 Timing Rail Pressure Ckt Failed High Engine All
C117 Timing Rail Pressure Ckt Failed Low Engine All
C118 Fuel Pump Pressure Ckt Failed High Engine All
C119 Fuel Pump Pressure Ckt Failed Low Engine All
C121 One Engine Speed Signal Lost Engine All
C122 LB Boost Ckt Failed High Engine All
C123 LB Boost Ckt Failed Low Engine All
C124 High Boost LB Engine All
C125 Low Boost LB Engine All
C126 High Boost RB Engine All
C127 Low Boost RB Engine All
C128 RB Boost Ckt Failed High Engine All
C129 RB Boost Ckt Failed Low Engine All
C131 Throttle Ckt Failed High Engine All
C132 Throttle Ckt Failed Low Engine All
C133 PTO Circuit Shorted High Engine All
C134 PTO Circuit Shorted Low Engine All
C135 Oil Pressure Circuit Failed High Engine X X All
C136 Pre Filter Oil Press Ckt Failed High Engine All
C137 Pre Filter Oil Press Ckt Failed Low Engine All
C141 Oil Press Ckt Failed Low Engine All
C143 Low Oil Pressure Engine X X All
C144 Coolant Temp Ckt Failed High Engine All
C145 Coolant Temp Ckt Failed Low Engine All
C147 Freq Throttle OOR High Engine All
C151 High Coolant Temperature Engine X X All
C153 LBF IMT Ckt Failed High Engine All
C154 LBF IMT Ckt Failed Low Engine All
C155 High IMT LBF Engine X X All
C156 LBR IMT Ckt Failed High Engine All
C157 LBR IMT Ckt Failed Low Engine All
C158 High IMT LBR Engine X X All
C159 RBF IMT Ckt Failed High Engine All
C161 RBF IMT Ckt Failed Low Engine All
Table 4: Engine Fault Codes (continued)
KOMTRAX
Plus
Fault Code
ORBCOMM
Snapshot
Trigger
Model Notes
C162 High IMT RBF Engine X X All
C163 RBR IMT Ckt Failed High Engine All
C164 RBR IMT Ckt Failed Low Engine All
C165 High IMT RBR Engine X X All
C212 Oil Temp Ckt Failed High Engine All
C213 Oil Temp Ckt Failed Low Engine All
C214 High Oil Temperature Engine X X All
C219 Remote Oil Level Low Engine X X All
C221 Ambient Air Press Failed High Engine All
C222 Ambient Air Press Failed Low Engine All
C223 CORS Burn Valve Open Circuit Engine All
C225 CORS Makeup Valve Open Circuit Engine All
C231 Coolant Press Ckt Failed High Engine All
C232 Coolant Press Ckt Failed Low Engine All
C233 Low Coolant Pressure Engine X X All
C234 Engine Overspeed Engine X X All
C235 Low Coolant Level Engine X X All
C237 Multi Unit Sync Error Engine All
C252 Oil Level Signal Invalid Engine All
C253 Oil Level Low Engine All
C254 FSOV Open Circuit Engine All
C259 FSOV Mech Stuck Open Engine All
C261 High Fuel Temperature Engine X X All
C263 Fuel Temp Ckt Failed High Engine All
C265 Fuel Temp Ckt Failed Low Engine All
C292 OEM Temp out of Range Engine X X All
C293 OEM Temp Failed High Engine X All
C294 OEM Temp Failed Low Engine X All
C296 OEM Pressure Out of Range Engine X X All
C297 OEM Pressure Failed High Engine X All
C298 OEM Pressure Failed Low Engine X All
C299 Hot Shutdown Engine All
C316 Fuel Pump Open Circuit Engine All
C318 Fuel Pump Mech Stuck Engine All
C343 ECM Hardware Issue Engine All
C346 ECM Software / Hardware Failure Engine All
C349 Output Shaft Speed Above Normal Engine All
KOMTRAX
Plus
Fault Code
ORBCOMM
Snapshot
Trigger
Model Notes
C384 Ether Solenoid Ckt Failed Engine All
C422 Coolant Level Signal Invalid Engine All
C423 Timing Press Incorrect Engine All
C426 J1939 Broadcast Data Missing Engine All
C427 J1939 Datalink Can Not Transmit Engine All
C431 Idle Validation Invalid Engine All
C432 Idle Validation Invalid Engine All
C441 Low Battery Voltage Engine All
C442 High Battery Voltage Engine All
C451 Rail Press Ckt Failed High Engine All
C452 Rail Press Ckt Failed Low Engine All
C455 Rail Actuator Open Ckt Engine All
C467 Desired Timing Not Achieved Engine All
C468 Desired Rail Press Not Achieved Engine All
C473 Remote Oil Level Signal Invalid Engine X X All
C487 Ether Bottle Empty Engine All
C489 AXG Speed Low Error Engine All
C514 Rail Actuator Mech Stuck Engine All
C524 Alt Droop SW Val Fault Engine All
C527 Dual Output A Shorted High or Open Engine All
C528 Alt Torque SW Val Fault Engine All
C529 Dual Output B Shorted High or Open Engine All
C553 Rail Press OOR High Engine All
C554 Rail Press Incorrect Engine All
C555 High Blow-by Pressure Engine X X All
C611 Engine Hot Shutdown Engine All
C612 High Oil Filter Rest Engine All
C616 High Turbo Comp Inlet Temp LBR Engine All
C621 Low Power #1 LB Engine All
C631 Low Power #1 RB Engine All
KOMTRAX
Plus
Fault Code
KOMTRAX PLUS Fault Descrip-
tion
Source Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
C639 Intake Air Leak LBR Engine X X All
C649 Change Lubricating Oil and Filter Engine All
C661 High Power #1 LB Engine All
C671 Exh Temp Ckt Failed Low #1 LB Engine All
KOMTRAX
PLUS
Fault Code
KOMTRAX PLUS Fault Description Source Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
C694 LBR Turbo Comp Inlet Temp Sensor
Ckt Failed High
Engine All
C695 LBR Turbo Comp Inlet Temp Sensor
Ckt Failed Low
Engine All
C711 High Power #1 RB Engine All
C719 Blowby Press Ckt Failed High Engine All
C721 Exh Temp Ckt Failed Low #1 RB Engine All
C729 Blowby Press Ckt Failed Low Engine All
C753 Cam Sync Error Engine All
C777 Ambient Derate Error Engine All
C2144 High Exh Temp #9 LB Engine All
C2145 High Exh Temp #9 RB Engine All
KOMTRAX
PLUS
Fault Code
KOMTRAX PLUS Fault
Description
Source Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
C2154 Post Oil Filter Press Ckt Failed High Engine All
C2155 Post Oil Filter Press Ckt Failed Low Engine All
C2157 Rapid Rise in LBR IMT Engine All
C2158 Rapid Rise in RBF IMT Engine All
C2159 Rapid Rise in RBR IMT Engine All
C2241 High IMT LBM Engine All
C2242 LBM IMT Ckt Failed High Engine All
C2243 LBM IMT Ckt Failed Low Engine All
C2244 Rapid Rise in LBM IMT Engine All
C2245 High IMT RBM Engine All
C2246 RBM IMT Ckt Failed High Engine All
C2247 RBM IMT Ckt Failed Low Engine All
C2248 Rapid Rise in RBM IMT Engine All
FAULT TREE ANALYSIS
Unable to connect to KOMTRAX Plus from laptop
PC
Flashing Error Code N4-23 (PLM III Communications Fault)
Flashing Error Code N4-22 (Engine Communications Fault)
No Data Received By WebCARE
Coaxial Cable Troubleshooting
NOTES:
D14003 8/10 KOMTRAX Plus - Forms D14-1
SECTION D14
KOMTRAX PLUS FORMS
INDEX
KOMTRAX PLUS FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3
KOMTRAX PLUS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3
KOMTRAX PLUS DATA DOWNLOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-4
KOMTRAX PLUS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-5
KOMTRAX PLUS INITIALIZATION FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-7
D14-2 KOMTRAX Plus - Forms 8/10 D14003
NOTES
KOMTRAX PLUS FORMS
The preferred method to submit this form is in
electronic format. This check list and initialization
form are available in PDF format, where the
information can be typed into the form. The form
should then be saved using the model, serial number
and KOMTRAX Plus Initilization to create the file
name.
Example: 930E-3SE-A30300-KOMTRAX_Plus
Initilization.pdf.
The following instructions will help ensure an
accurate and complete form.
When a new machine equipped with KOMTRAX Plus
has been assembled, there are several procedures
to perform in order to initialize the KOMTRAX Plus
system. Following the procedures in the order listed
will ensure a smooth initialization process which
should not take longer than one hour to complete.
Check off each item on the list below as it is done. It
is important to complete the entire procedure at one
time. Submitting the download data with a date and
service meter reading (SMR) that do not match the
rest of the forms will not allow the system to be
initialized.
1. __ KOMTRAX Plus Initialization Check List
2. __ KOMTRAX Plus Data Download
3. __ KOMTRAX Plus Initialization Form
ORBCOMM terminal activation can take up to two
weeks. For this reason, it is important to complete
these forms and submit them as early as possible
after new machine assembly.
KOMTRAX PLUS INITIALIZATION
CHECK LIST
This form is used as a check list during the
initialization process. Fill in all information. All
questions should be answered with a YES. If not,
determine the cause and repair as required.
Each machine model will have a different KOMTRAX
Plus Initialization Check List. Use the correct form for
the model of machine being setup.
1. With the key switch OFF, record all of the data
for item 1.
2. Using a serial cable, connect a laptop PC to the
KOMTRAX Plus controller.
3. Turn the key switch ON, check operation of the
LED lights.
4. Start the VHMS Setting Tool program.
a. At the Select Operation screen, select the
VHMS Setting option, then click [Next].
b. Select the Set up & All clear option, then
click [Next].
5. At the Machine Information Setting (1) screen:
a. Is Product Group correct?
b. Select the correct Machine Model.
c. Select the correct Machine Type.
d. Select the correct Machine Variation Code.
e. Enter the machine serial number.
f. Click [Next].
6. At the Machine Information Setting(2) screen:
a. Verify information is correct.
b. Enter engine serial number.
c. Then click [Next].
7. At the Date & Time Setting screen:
a. Select the correct time zone.
b. Enter the correct date.
c. Enter the correct time.
d. Select Daylight Savings Time (DST) if
necessary.
e. Click [Next].
8. At the GCC Setting screen:
a. Select the correct country setting.
b. Click [Next].
9. At the Verification screen:
a. Ensure that all information is correct.
b. Click on [Apply].
c. At the confirmation screen, select [Yes].
d. Select [OK].
e. Select [OK] to close the program.
10. Start the VHMS Setting Tool program.
a. Select VHMS Setting, then click [Next].
b. Select Setup only, then click [Next].
c. Select Payload Meter, then click [Next].
d. Set Start Time to 0.
e. Set Interval to 1.
f. Click [Apply].
g. Click [Exit].
11. Perform a manual snapshot.
a. With the engine running, press the GE data
store switch and hold it for three seconds.
The white data store in progress LED should
illuminate.
b. While the manual snapshot is in process,
operate the machine if possible. The
snapshot lasts for 7 1/2 minutes.
12. After the data store in progress LED has been
off for one minute, turn the key switch OFF. Wait
three minutes before turning the key switch ON.
KOMTRAX PLUS DATA DOWNLOAD
A manual snapshot must be performed before
downloading any data. For new machines, this
should have been performed during the KOMTRAX
Plus Initialization Check List procedure.
1. Perform a KOMTRAX Plus download. For more
detailed information on how to perform a
download, refer Section D11 in this shop
manual.
2. Start the VHMS Technical Analysis Tool Box
program. Use the view feature to look at the
data and verify the settings are correct, the
SMR is correct, the manual snapshot is
recorded in fault history, and the engine ON/
OFF is stored in machine history file.
3. E-mail the downloaded data files to Komatsu
America Service Systems Support Team at
ServicePrograms@KomatsuNA.com. Refer to
Location of Download Files for more detailed
instructions on locating the files.
KOMTRAX PLUS INITIALIZATION CHECK LIST
(Page 1 of 2)
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
Date of set-up (MM/DD/YY) / /
Distributor and
Branch
Person performing
initialization
Item
No.
To be checked when Check Item Results
Yes No
1. Key switch OFF Machine Model Number
Machine Serial Number
Service Meter Reading
Engine Serial Number
Alternator Serial Number
KOMTRAX Plus Serial Number
ORBCOMM Serial Number
2. Connect PC to KOMTRAX Plus
controller
Are they properly connected?
3. Key switch ON Check operation of controller LED
(after segment rotation, display to count-up).
4. Start VHMS Setting Tool program Select VHMS Setting, then Set up & All clear.
5. Initial setup of KOMTRAX Plus
controller
Is Product Group correct? (Dump truck)
Is Machine Model correct? (ex. 930E)
Is Type correct? (ex. -2)
Is Variation Code correct? (ex. SE)
Is Serial Number correct?
6. Machine Information Setting (2) Is Engine Model - Type correct?
Is Engine Serial Number correct?
7. Date & Time Setting Is Time Zone correct?
Is Date correct?
Is Time correct?
Is DST (daylight saving time) correct?
8. GCC Setting Is correct GCC code selected for location?
9. Setting Data Verify Setting Data is Correct.
10. Setting of Payload Meter Set PLM time 2 minutes of KOMTRAX Plus time.
Start Time (set to 0)
Interval (set to 1)
KOMTRAX PLUS INITIALIZATION CHECK LIST (Continued)
(Page 2 of 2)
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
Item
No. To be checked when Check Item
Result
Yes No
11. With engine running, perform quick
PM with manual snapshot switch.
While recording data, the white LED should be
illuminated, indicating snapshot is in recording
stage.
12. Key switch OFF Red LED turns off?
KOMTRAX PLUS DATA DOWNLOAD
1. Download data to laptop PC What time did download start (use wrist watch)?
Select all files, and is download complete?
Is download start time correct?
2. Download Data Check Settings correct?
SMR correct?
Manual snapshot recorded and no data missing?
Manual snapshot data recorded in fault history,
key switch ON/OFF and engine on/off records are
saved in machine history file?
3. Send download data to Komatsu Send download data to KAC Service Systems
Support at
ServicePrograms@komatsuNA.com
KOMTRAX PLUS INITIALIZATION FORM
This form must be completed and submitted at:
New machine delivery
KOMTRAX Plus controller replacement
ORBCOMM controller replacement
Engine or alternator replacement
Customer Information
Enter the customer information. All fields are
required.
Distributor Information
Enter the distributor information. All fields are
required.
All distributors are required to have one contact
person who is responsible for coordinating
KOMTRAX Plus, Payload Meter and Fleet
Manager activities for all branches.
Machine Information
Enter machine information. All fields are required.
KOMTRAX Plus controller and ORBCOMM
controller part numbers and serial numbers can
be found on a sticker on each controller. Verify
that this matches the information displayed in the
VHMS Setting Tool and download.
KOMTRAX Plus Setting Tool Information
Enter the setting date. This should be the date
when the first data download was taken and the
VHMS Setting Tool program was first used.
Enter the setting time. This should be the time
shown in the first data download. Verify that it is
the correct time.
Enter the Greenwich Mean Time (GMT) for the
location the machine will be working.
Check whether the location where the machine
will be working uses Daylight Savings Time
(DST).
Enter the service meter reading (SMR) at time of
the first download.
Enter the GCC Code. This setting tells the
ORBCOMM unit which satellite network to
communicate with. Select the correct location
from the drop down menu list.
Enter the ORBCOMM activation date. In the
ORBCOMM Activation Date field, enter a date at
least two weeks ahead of today's date
Reason for Form Submittal
Check the reason for submitting the KOMTRAX Plus
initialization form.
KOMTRAX PLUS INITIALIZATION FORM
NOTE: This form is available in electronic fill-in format, which is preferred. If an electronic form is needed, send
request to ServicePrograms@KomatsuNA.com. After filling out the form, save the file using the Model Type,
Serial Number and KOMTRAX Plus Initialization in the file name. (Example: 930E-3SE-A30300-
KOMTRAX_Plus Initialization.pdf),
1. E-mail the completed form to the Service Systems Support Team at ServicePrograms@KomatsuNA.com.
2. Attach the KOMTRAX Plus download files and a copy of the completed machine-specific KOMTRAX Plus
Initilization Check List. The E-mail subject line should include the Model-Type, Serial Number, and
KOMTRAX_Plus Initialization.
(Example: Subject: 930E-3SE-A30300-KOMTRAX_Plus Initialization)
Customer Information
Company Name
Site Name
Customer Employee Contact
Mailing Address
Phone Number
Fax Number
E-mail
Distributor Information
Distributor Name
Distributor Service System Support Administrator Name and E-mail
Distributor Branch
Distributor Branch Employee Contact and E-mail
Distributor 4 + 2 Code
Machine Information
Machine Model - Type
Machine Serial Number
Customer Unit Number
Engine Serial Number
Transmission / Alternator Serial Number
KOMTRAX Plus Controller Part Number
KOMTRAX Plus Controller Serial Number
ORBCOMM Controller Part Number
ORBCOMM Controller Serial Number
Setting Tool Information
Setting Date (MM:DD:YYYY)
Setting Time (HH:MM:SS)
GMT (Time Zone)
Daylight Savings Time (DST) (Yes/No)
Service Meter Reading (SMR)
GCC code (ORBCOMM satellite)
ORBCOMM Activation Date
Reason for Form Submittal (Check One)
Factory Installed KOMTRAX Plus Initialization
Retrofitted KOMTRAX Plus Initialization
KOMTRAX Plus Controller Replacement
Major Component (Engine/Transmission Replacement)
Customer or Distributor Change
Setting Tool Information Change
E01012 1/11 Index E1-1
SECTION E
ELECTRIC PROPULSION SYSTEM
INDEX
ELECTRIC PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1
NOTE: Propulsion system electrical schematics are located in Section R of this manual.
E1-2 Index 1/11 E01012
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT
FOLLOWED.
Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
DO NOT step on or use any power cable as a handhold when the engine is running.
NEVER open any electrical control cabinet covers or touch the retarding grid elements.
Additional procedures are required before it is safe to do so. Refer to SAFETY, Section A3,
for additional propulsion system safety checks to be performed by a technician trained to
service the system.
ALL removal, repairs and installation of propulsion system electrical components, cables,
etc, must be performed by an electrical maintenance technician properly trained to service
the system.
IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should
inspect the truck and verify the propulsion system does not have dangerous voltage levels
present before repairs are started.
THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE
INITIATED. It requires approximately 5 minutes after the truck is shut down before the link
voltage has dissipated.
BEFORE WELDING ON THE TRUCK, disconnect the ECM harnesses. In the PSC and TCI
enclosures, pull cards forward far enough to disconnect the card connector from the
backplane connector. Disconnect the battery charging alternator lead wire and open the
battery disconnect switches. The welding ground electrode should be attached as close as
possible to the area to be welded. NEVER weld on the rear of the electrical control cabinet or
the retard grid exhaust air louvers. Avoid laying welding cables across or near truck wiring
harnesses or power cables. Voltages can be induced in adjacent cables, damaging electrical
components.
E02020 3/11 Electric Propulsion System Components E2-1
SECTION E2
ELECTRIC PROPULSION SYSTEM COMPONENTS
INDEX
ELECTRICAL PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Propulsion System Controller (PSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Truck Control Interface (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6
Diagnostic Information Display (DID) Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
DID Panel Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
PSC SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
Input Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
State Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
DC Link State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-29
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
ALTERNATOR FIELD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Desired Three-Phase Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Desired DC Link Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Self-Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Propel Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Retard Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Wheel Slide Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Resistor Grid Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Chopper Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
E2-2 Electric Propulsion System Components 3/11 E02020
EVENT DETECTION AND PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Power-On Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Initiated Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
Periodic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
EVENT LOGGING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
Event History Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
Data Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
To Record and Save a Data Pack to a Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
Event Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
SERIAL DATA COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
PSC - TCI Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
PSC - PTU Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
Inverter Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
OUTPUT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Fast Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Engine Shutdown/Engine Not Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37
PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS . . . . . . . . . . . . . . . . E2-38
ELECTRONIC ACCELERATOR AND RETARD PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
ELECTRICAL PROPULSION SYSTEM COMPONENTS
The following information provides a brief description
of system operation and major components of the AC
propulsion system. Refer to the appropriate GE
publication for detailed information and theory of
operation.
A list of commonly used propulsion system
component abbreviations is listed in Table V at the
end of this Section. Figures 2-3 through 2-11
illustrate the physical location of these components
where applicable.
GENERAL SYSTEM DESCRIPTION
The AC drive system consists of the following major
components:
Alternator (coupled to a diesel engine)
In-line Cooling Blower
Gate Drive Power Converters
Rectifier Diode Modules
AC Power Inverters
AC Induction Traction Motors
The alternator supplies three phase AC power for the
gate driver power converters and rectifier diode
modules. The rectifier diode modules convert the AC
power to DC power, then supply that DC power to
two AC power inverters via the DC link. Each AC
power inverter inverts the rectified DC voltage,
delivering variable voltage, variable frequency power
to each of the AC induction traction motors.
NOTE: Refer to Figure 2-1 for the following
description.
The two AC induction traction motors, each with its
own inverter, are connected in parallel across the
rectified output of the alternator. The inverters
change the rectified voltage back to AC by turning on
and off (chopping) the applied DC voltage.
The output AC voltage and frequency are controlled
to produce optimum slip and efficiency in the traction
motors. At low speeds, the rectified alternator output
(DC link or DC bus) voltage is chopped with patterns
called pulse width modulation (PWM) inverter
operation. At higher speeds, the DC link voltage is
applied to the traction motors using square wave
inverter operation. The voltage of the DC link is
dependent upon the Propulsion System Controller
(PSC) and engine RPM during propulsion. The DC
link voltage will vary between 600 and 1600 volts.
The alternator field is supplied from a tertiary winding
on the alternator and is controlled by a silicon
controlled rectifier (SCR) bridge. A starting boost
circuit initially energizes the alternator from the truck
batteries until the flux builds up enough to sustain
excitation.
Cooling air for the alternator, control cabinet and
traction motors is supplied by a dual in-line fan
assembly mounted on the rear of the alternator. This
blower provides cooling air to the traction motors,
propulsion inverters, dynamic retarding choppers,
and control system.
A resistor grid package is used to dissipate power
from the traction motors (operating as generators)
when in dynamic retarding mode. The total retard
power produced by the traction motors is controlled
by the two motor inverters. The amount of retard
power dissipated by the grid package is controlled by
an IGBT chopper circuit and stage-controlled
contactors.
The PSC, which is mounted in the main control
cabinet, determines the optimum engine operating
speeds based on what the operator requests,
propulsion system requirements, and efficient fuel
usage. Interfaces between the PSC and the truck
brake system allow the PSC to provide proper
retarding, braking and wheel slide control.
The PSC interfaces with the Truck Control Interface
(TCI), which is mounted in the same card rack as the
PSC. System status and control signals are
transmitted and received between these two
components to access real time data and event
information that is stored in the PSC. This data is
displayed on the Diagnostic Information Display
(DID) panel located in the cab behind the operator's
seat.
FIGURE 2-1. PROPULSION SYSTEM DIAGRAM
SYSTEM COMPONENTS
The ICP (Integrated Control Panel) consists of three
major components: the PSC (Propulsion System
Controller), the TCI (Truck Control Interface) and the
TMC (Traction Motor Controller).
Propulsion System Controller (PSC)
The PSC is the main controller for the AC drive
system. The ICP panel receives input signals from
speed sensors mounted on the alternator and
traction motors, voltage and current feedback signals
from various control devices, and status/command
inputs from the TCI. Using these inputs, the PSC
controls the two inverters, retarding circuits, relays,
contactors, and other external devices to provide the
following functions:
Propulsion and wheel slip control
Retarding and wheel slide control
Engine speed control
Event detection
Initialization of the necessary operating
restrictions, including the shut down of the truck if
a serious system fault (event) is detected. If the
fault is not serious, an indicator lamp alerting the
operator to the problem will illuminate. All event
data is recorded for future review by maintenance
personnel.
Log event data
Store statistical data of the history of various
component and system function operations.
Communicate with the TCI to exchange
propulsion system status and control data (event
data, statistical data, etc.) and to receive required
truck systems status data.
Communicate with the TCI to exchange
propulsion Portable Test Unit (PTU) data
(propulsion real time, history, diagnostic, and
parameter data such as software code, etc.)
Drive the operator cab status and warning lamps.
The PSC contains the following internal, removable
printed circuit boards and two fiber optic boards:
System CPU Card: Provides serial
communications and control functions, RS232
communications to PTU, and microprocessor
controls for internal panel circuits.
Digital I/O Card: Receives digital inputs and
feedback information from various propulsion
and control system components. Digital outputs
drive propulsion system contactors, relays and
provide equipment enable commands.
System Analog I/O Card: Receives engine,
voltage and current signals for the main
alternator, link voltage and current, retard pedal
input, and retard lever input. Controls retard
effort, engine speed request, and AFSE firing
pulses.
Inverter 1 & 2 CPU and I/O Cards (2 ea.):
Receives motor speed signals, link voltage,
phase voltages, and phase currents for
microprocessor control for inverters 1 and 2.
Controls IGBT phase modules through the fiber
optic assembly. Phase module status is returned
via a separate fiber optic assembly.
Fiber Optic Assembly: Provides electrical
isolation for control and feedback signals for
phase modules and chopper modules.
Truck Control Interface (TCI)
The TCI is the main interface between the truck
systems/devices and service personnel. This panel is
used in conjunction with the DID panel.
The TCI panel provides the following functions:
Communicates with the PSC to exchange
propulsion control system status and control data
and to provide the PSC with truck systems status
data.
Communicates with the DID panel to exchange
PSC and/or TCI diagnostic and parameter data.
Communicates with a PTU to exchange TCI data.
Communicates with a Modular Mining Dispatch
System to exchange truck status data.
Monitors engine control system, payload
information, ambient and propulsion system
temperature, operator control inputs, etc.
Controls the engine start sequence.
Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls
the parking brake solenoid.
Processes the front wheel speed signals for the
PSC and speedometer.
The TCI contains the following internal, removable
printed circuit boards:
CPU Card: Provides high speed communications
to PSC and RS232 serial communication with the
PTU.
Analog I/O Card: Provides RS232 serial
communications with the DID and an optional
Modular Mining Dispatch System. Receives
signals for front wheel speed, motor cooling and
barometric air pressures, accelerator, retard
speed setting, payload, ambient and hydraulic oil
temperature, and engine cranking voltage.
Outputs drive the cab mounted temperature
gauges.
Digital I/O Card: Receives operator control,
engine and body-up signals. Provides engine
start controls and drives the cab mounted
indicator/warning lamps.
Diagnostic Information Display (DID) Panel
The DID panel (Figure 2-2) is located in the cab
behind the operators seat. The display provides
service personnel with a means of communicating
with the TCI.
The panel has two display lines. Each line is 40
characters long. The top line is the message line
and is used by the TCI to inform service personnel of
the truck systems and components status.
The bottom display line provides information in
addition to the top line or relates to the keypad,
displaying possible selection options and display
functions. The keypad, located below the display
lines, is used by service personnel to direct the
activity of the TCI.
The display provides service and status information
on the various truck systems and the propulsion
system by displaying system status information or
fault codes, as well as a description of the system
status or a problem on the top display line.
Information on the second display line may change to
indicate which functions are available by pressing
keys [F1] through [F5].
The DID panel can also be used to perform the self-
load test.
NOTE: In addition to displaying English text, the DID
panel can also display Russion or Spanish
messages.
DID Panel Event Codes
The tables on the following pages list the possible
event codes which may be displayed on the DID
panel when accessed. Table 1 describes restrictions
to operation of the propulsion and retarding systems
when a fault occurs for a particular code listed in
Tables 2, 3 and 4.
Event codes numbered 000 through 099 are
applicable to the PSC and are listed in Table 2.
Codes numbered 100 through 199 are applicable to
Inverter 1, and codes numbered 200 through 299 are
applicable to Inverter 2. These are listed in Table 3.
Codes numbered 600 through 699 are applicable to
the TCI and are listed in Table 4. The codes listed in
the Tables are applicable to Release 21 software.
FIGURE 2-2. DIAGNOSTIC INFORMATION
DISPLAY
Table 1: Event Restrictions
RESTRICTION DEFINITION
No Power NO RETARD (red) light illuminates.
No retarding allowed.
No propulsion allowed.
No power on the link.
No Propel NO PROPEL (red) light illuminates.
No propulsion allowed.
Retarding allowed.
Link power allowed.
Speed Limit PROPEL SYSTEM
CAUTION<170> (amber) light
illuminates.
Propel, retard and DC link power
still allowed.
Speed limited to 10 MPH (16 KPH).
INV1 Disable Prohibits system from enabling
inverter #1 drive signal.
INV2 Disable Prohibits system from enabling
inverter #2 drive signal.
Engine Speed/
RP1
Raises engine speed to account for
a possible stuck RP contactor.
Closes RP1.
SYS Event No restrictions. Event is for
information purposes only.
Table 2: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
000 NO FAULT None Displayed when all faults have been reset
002 GROUND FAULT No power A ground fault has been detected:
For voltage < 1000 V, detection threshold is 166 mA
For voltage >= 1000 V, detection threshold ramps from
166 mA at 1000 V down to approximately 70 mA at
approximately 1500 V.
003 FAILED DIODE No power Failed diode(s) in main rectifier
004 GFCO OPEN and not in REST None GF Cutout Switch is open with the system not in REST.
005 DRIVE SYSTEM OVERTEMP
No Propel Temperature exceeds a limit for a sufficient time.
:01 auxiliary phase control
:02 auxiliary inverter
:03 afse
:04 alternator
:05 left stator
:06 left rotor
:07 right stator
:08 right rotor
:09 chopper IGBT
:10 chopper diode
:11 left IGBT module
:12 left diode
:13 right IGBT module
:14 right diode
:15 rectifier diode
006 BOTH INVERTERS COMMUNICATION FAILED No power Lost communication with both inverters
008 DC LINK OVERVOLTAGE No power DC link voltage exceeds limit for a sufficient time.
:01 not in retard Occurs while not in retard, exceeds propel voltage limit
:02 in retard Occurs while in retard, exceeds retard voltage limit
:03 instantaneous Occurs instantaneously in propel or retard, exceeds link
voltage limit
009 ALT FIELD OVERCURRENT
No power
Alternator field current exceeds limit.
:01 normal Exceeds current limit over time
:02 instantaneous Exceeds current limit with no persistence
:03 persistent With persistence due to low engine speed
011 RETARD LEVER BAD
None Incorrect input from retard lever :01 voltage too high
:02 voltage too low
012 RETARD PEDAL BAD
None Incorrect input from retard pedal :01 voltage too high
:02 voltage too low
013 LINKV TEST FAILED No power Incorrect link volts
014 ANALOG SENSOR FAULT
Speed limit Incorrect input from a sensor
:01 alt field amps
:02 link amps
:03 load box amps
:04 3 phase alt volts
:05 alt field volts
:10 PSC link volts
:11 inv1 link volts
:12 inv2 link volts
:13 A2D ground
:14 A2D gain
:15 fault current
:16 ATOC
:21 grid blower 1 amps
:22 grid blower 2 amps
015 ANALOG SENSOR FAULT (restrictive) Speed limit
Incorrect input from a sensor
:02 link amps
016 PSC CPU CARD (FB147)
No power
Problem has occurred in the system CPU card.
:01 task_1
Failed to initialize
:02 task_2
:03 task_3
:04 task_4
:05 task_5
:06 task_6
:07 maintenance task
:09 flash CRC Flash CRC computation did not match expected value.
:10 BRAM CRC CRC on BRAM does not match expected value.
:11 excess timeouts On power up, excessive timeouts occurred.
:12 invalid pointers (data pack corrupted) On power up, the status of data in BBRAM is invalid.
017 DIGITAL I/O CARD FAULT (FB104) No power System CPU cannot communicate with digital I/O card.
018 ANALOG I/O CARD FAULT (FB173)
No power
System CPU cannot communicate with analog I/O card.
:01 analog card no response Card missing
:02 analog card timeout Read timeout
019 RIDING RETARD PEDAL SYS Event Brake pedal applied while truck speed is >5 mph
020 LO SPEED HI TORQUE TIMEOUT No propel Torque limit exceeded
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
021 TCI COMM. FAULT
No propel
PSC received no serial data from TCI over period of time.
:01 Message missing
:02 Bad tick
:03 Bad CRC
:04 Overflow
:05 Bad start
:06 Bad stop
022 PERSISTENT TCI COMM FAULT
No power
No serial data received from TCI and truck is stopped for
10 seconds.
023 TERTIARY OVERCURRENT
No propel
Current in alternator field tertiary winding exceeds limit
over time.
024 PSC CONFIG FILE INCORRECT
No power
Incorrect or missing PSC configuration file
:01 no file No configuration file selected
:02 bad CRC
:03 wrong version Wrong configuration file version
:04 overspeeds incorrect Incorrect overspeed values
025 AUX INVERTER FAULT
No power
Auxiliary blower system fault
:01 not ok or no speed feedback Auxiliary speed feedback indicates no or incorrect blower
speed.
:02 numerous shutdowns Auxiliary OK goes low twice when speed command is
greater than running speed.
026 CAPACITOR OVERPRESSURE No power Excessive filter cap pressure
:01 INV1 No power INV1 capacitor
:02 INV2 No power INV2 capacitor
027 PSC PANEL CONNECTOR
No power
A panel connector B, C, or D is not properly connected.
:01 CNFB
:02 CNI/CNX (3500 HP, 150 TON)
:03 Aux blower connector
030 GF CONTACTOR Speed limit GF command/feedback don't agree.
031 BATTERY BOOST CIRCUIT
Speed limit
:01 GFR failed to open GFR command/ feedback don't agree.
:02 GFR failed to close
:03 SCR3 failed
032 RP CONTACTOR
Speed limit & engine
speed/RP
RP command/ feedback don't agree.
:01 RP1
:02 RP2
:03 RP3
033 RETARD CIRCUIT Speed limit & engine
speed/RP
035 ESS INPUT Speed limit Engine speed sensor is out of range.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
036 GY19 GRID BLOWER FAILURE
No power A grid blower has failed.
:01 blower 1 stall
:02 blower 2 stall
:03 blower 1 open
:04 blower 2 open
:05 blower 1 & 2 delta too large
037 COMPUTER POWER SUPPLY
Speed limit
:01 VOLTS 5 POS +5V power supply is out of limits.
:02 VOLTS 15 POS +15V power supply is out of limits.
:03 VOLTS 15 NEG -15V power supply is out of limits.
040 VOLTS 24 POS +24V power supply is out of limits.
041 VOLTS 24 NEG -24V power supply is out of limits.
042 DIRECTION SELECTED IN LOAD BOX MODE
No propel
Selector switch moved to FORWARD or REVERSE
during self load.
043 DRIVE SYSTEM BATTERY LOW Speed limit Battery volts are below limit.
044 DRIVE SYSTEM BATTERY HIGH None Battery volts are above limit.
045 CHOPPER OPEN CIRCUIT
Speed limit
Open circuit in a chopper
:01 chopper 1 Open circuit in chopper 1
:02 chopper 2 Open circuit in chopper 2
046 RETARD SHORT CIRCUIT
Speed limit & engine
speed
Failure during chopper self test. Link voltage decayed too
quickly when AFSE command set low, prior to starting
test.
047 ENGINE STALL No power An engine stall condition has occurred.
048 SHORTED DC LINK No power DC link short detected at startup.
051 TACH LEFT REAR
INV1 disable
Input from M1 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
052 TACH RIGHT REAR
INV2 disable
Input from M2 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
released.
zero.
053 TACH LEFT FRONT
SYS Event
Input from left front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
released.
zero.
054 TACH RIGHT FRONT
SYS Event
Input from right front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
released.
zero.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
055 FRONT WHEEL TACHS SYS Event
056 INVERTER SW VERSION
SYS Event
Incorrect version of Inverter Software is installed.
:01 Inverter # 1
:02 Inverter # 2
061 MOTOR OVERSPEED SYS Event Truck is over the motor overspeed limit.
063 ENGINE LOAD SIGNAL
SYS Event
Engine load out of range. :01 below minimum
:02 above maximum
:03 PWM signal failed low.
:04 PWM signal failed high.
:05 PWM signal failed incorrect period.
065 TEMP INPUT RANGE CHECK
Speed limit
An analog input is outside the design range of valid
values.
:01 aux pc temp sensor Auxiliary phase controller temperature sensor
:02 aux inv temp sensor Auxiliary inverter temperature sensor
:03 afse temp sensor AFSE temperature sensor
:04 alternator temp
Temperature is out of range.
:05 left stator temp
:06 left rotor temp
:07 right stator temp
:08 right rotor temp
:09 chopper IGBT temp
:10 chopper diode temp
:11 left IGBT module temp
:12 left diode temp
:13 right IGBT module temp
:14 right diode temp
:15 rectifier diode temp
070 LINK CAPACITANCE LEVEL LOW SYS Event Link capacitance level is low, but OK.
071 LINK CAPACITANCE LEVEL TOO LOW Speed Limit Link capacitance level is too low.
072 GROUND FAULT CIRCUIT Speed Limit Ground fault detection circuit
074 INV1 COMM FAILED
INV1 Disable :01 No communication Inverter #1
:02 Inverter #1 customer option bit
075 INV2 COMM FAILED
INV2 Disable :01 No communication Inverter #2
:02 Inverter #2 customer option bit
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
076 FB173 CARD
No power
FB173 card failure
:01 speed FPGA DL
:02 speed FPGA run
:03 ALT FPGA DL
:04 Microcontroller
:05 slow task
:06 med task
:07 fast task
:08 FD task
:09 Alternator 3 phase volts bad
:10 alt FPGA timeout
077 INVERTER FAILED VI TEST No power Inverter failed during test.
078 Inverter Background Communication Failure
Sys Event
A failure in the inverter background communication was
detected.
084 CONTROL POWER SWITCH OFF SYS Event Control power switch is turned off while truck is moving.
085 AUX COOLING
SYS Event
A fault has occurred in the auxiliary blower operation.
:02 aux rpmfb input Rpm of Aux Blower out of range.
:03 aux rpm feedback Rpm feedback does not match rpm command.
:04 abnormal shutdown A fault occurred during shutdown
087 HP LOW SYS Event Horsepower adjust is at negative limit for 30 seconds.
088 HP LIMIT SYS Event Horsepower limit exceeded while in propulsion.
089 ENGINE SPEED DOES NOT MATCH
COMMAND
SYS Event
Engine speed feedback does not match commanded
speed.
:02 RPM does not match command
091 INVERTER 1 CUTOUT SYS Event
092 INVERTER 2 CUTOUT SYS Event
094 ILLEGAL LIMP REQUEST SYS Event A limp mode request is received while truck is moving.
095 BAD BRAM BATTERY SYS Event BRAM battery voltage is low.
096 UNEXPECTED PSC CPU RESET SYS Event PSC CPU reset without request.
098 DATA STORE SYS Event PTU data store command
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
(Codes Received from Inverter 1 & 2)
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
100/200 INVERTER CPU CARD (FB172)
INV1 (INV2) off
:23 pat fail out 100 Pattern had bad A, B, C output 100%.
:29 no extvi TIC Extrapolation interrupt not running
:30 no vector TIC Vector interrupt not running
:31 no I TIC TIC I TIC interrupt not running
:32 NMI occurred Non-maskable interrupt occurred.
:34 no background TIC Background not running
:35 PGA not programmed PGA could not be programmed.
:38 PGA init failed PGA initialization failed.
:39 PGA DP failed PGA D/P did not initialize.
:40 par not found Parameter not found
:41 multiple par Parameter multiply defined
:48 no cam TIC Cam ISR not running
:49 no peak samp TIC Peak sample ISR not running
101/201 INVERTER CPU CARD (NR)
INV1 (INV2) off
:01 Aup cmd not off Phase A up command not off
:02 Adn cmd not off Phase A down command not off
:03 Bup cmd not off Phase B up command not off
:04 Bdn cmd not off Phase B down command not off
:05 Cup cmd not off Phase C up command not off
:06 Cdn cmd not off Phase C down command not off
:07 Aup cmd not on Phase A up command not on
:08 Adn cmd not on Phase A down command not on
:09 Bup cmd not on Phase B up command not on
:10 Bdn cmd not on Phase B down command not on
:11 Cup cmd not on Phase C up command not on
:12 Cdn cmd not on Phase C down command not on
:13
no chopper TIC1
Chopper 1 interrupt not running
:14
no chopper TIC2
Chopper 2 interrupt not running
:16 inv CPU reset Inverter CPU was reset.
102/202 INV I/O CARD (FB172)
INV1 (INV2) off
:05 gnd not ok Logic ground not OK
:08 no IO card Could not access I/O card
:09 eoc not working A/D conversion did not work.
:10 DB no brake DB on too long while not braking
:11 ptf A signal Phase A overcurrent signal too long
:12 ptf B signal Phase B overcurrent signal too long
:13 ptf C signal Phase C overcurrent signal too long
:14 IC zero not ok Current IC not zero at start up
:15 IC not ok C phase current too high
:16 ptl not ok Protective turn off circuit not OK
:17 cur measure not ok Phase A and B currents do not match.
103/203 INV I/O CARD (NR)
None
:01 chop 1 cmd not off Chopper 1 command not off
:02 chop 2 cmd not off Chopper 2 command not off
:03 chop 1 cmd not on Chopper 1 command not on
:04 chop 2 cmd not on Chopper 2 command not on
:05 volt scale A flt Scale A volts out of range 70%, 100%
:06 volt scale B flt Scale B volts out of range 70%, 100%
:07 link V scale flt Link V scale out of range 70%, 100%
:08 current scale A flt Scale A current out of range 70%, 100%
:09 current scale B flt Scale B current out of range 70%, 100%
:10 input V scale fit Input V scale out of range 70%, 100%
:11 V test VCO high High frequency on VCO Vtest channel
:12 V test VCO low Low frequency on VCO Vtest channel
:13 IA VCO hi High frequency on IA channel
:14 IB VCO hi High frequency on IB channel
:15
link V VCO hi
High frequency on VCO link filter V channel
:16
infilV VCO hi
High frequency on VCO in filter V channel
:17 IA too high IA current too positive
:18 IA too low IA current too negative
:19 IB too high IB current too positive
:20 IB too low IB current too negative
:21 link V too hi Link voltage too positive
:22 infilV too hi Input filter voltage too positive
:23 DB chop VCO hi High frequency on VCO DB chopper channel
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
103/203 INV I/O CARD (NR)
None
:24 DB chopV too hi DB chopper voltage too positive
:25 VA VCO hi High frequency on VCO VA channel
:26 VB VCO hi High frequency on VCO VB channel
:27 VC VCO hi High frequency on VCO VC channel
:28 VA volts too hi VA voltage too positive
:29 VB volts too hi VB voltage too positive
:30 volt scale C flt Scale C volts out of range 70%, 120%
:31 VC volts too hi VC voltage too positive
104/204 FIBER OPTIC CARD
INV1 (INV2) off
:01 fo ps low Fiber optic power supply monitor
:02 fo card disable Fiber optic card disabled
:03 fo card enable Fiber optic card enabled and no dir
105/205 POWER SUPPLY CARD
INV1 (INV2) off
:01 P5V not ok +5 volt not in tolerance
:03 N15V not ok -15 volt not in tolerance
:07 N24V not ok -24 volt not in tolerance
106/206 DC WIRING
INV1 (INV2) off :01 DC pwr conn open DC power connection is open.
:02 link V phase V mismatch Link and phase voltage are mismatched.
107/207 GDPS FAILURE
SYS Event
INV1 (INV2) off
:01 gate dr ps off No power to gate drive power supply or it failed
:02
gate dr ps off S
No power to gate drive power supply or it failed with
enable/DC volts
:03
multiple IGBT not off S
Multiple IGBTs not off with enable/DC volts
109/209 LINK VOLTS SENSOR
INV1 (INV2) off
:01 linkV sensor flt Link voltage sensor failed
111/211 INPUT VOLTS SENSOR
INV1 (INV2) off
:01 Vfil not ok Filter voltage outside limits
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
113/213 INVERTER, GENERAL
INV1 (INV2) off
:01 Aup cur hi Phase A current out too high
:02 Adn cur hi Phase A current in too high
:03 Bup cur hi Phase B current out too high
:04 Bdn cur hi Phase B current in too high
:05 Cup cur hi Phase C current out too high
:06 Cdn cur hi Phase B current in too high
:07 Aup cur lo Phase A current out too low
:08 Adn cur lo Phase A current in too low
:09 Bup cur lo Phase B current out too low
:10 Bdn cur lo Phase B current in too low
:11 Cup cur lo Phase C current out too low
:12 Cdn cur lo Phase C current in too low
:13 A zero cur hi Phase A current out not zero
:15 B zero cur hi Phase B current out not zero
:17 A volt hi Adn Phase A volt too high while phase A down on
:18 A volt lo Aup Phase A volt too low while phase A up on
:19 A volt hi Bdn Phase A volt too high while phase B down on
:20 A volt lo Bup Phase A volt too low while phase B up on
:21 A volt hi Cdn Phase A volt too high while phase C down on
:22 A volt lo Cup Phase A volt too low while phase C up on
:23 B volt hi Adn Phase B volt too high while phase A down on
:24 B volt lo Aup Phase B volt too low while phase A up on
:25 B volt hi Bdn Phase B volt too high while phase B down on
:26 B volt lo Bup Phase B volt too low while phase B up on
:27 B volt hi Cdn Phase B volt too high while phase C down on
:28 B volt lo Cup Phase B volt too low while phase C up on
:29 C volt hi Adn Phase C volt too high while phase A down on
:30 C volt lo Aup Phase C volt too low while phase A up on
:31 C volt hi Bdn Phase C volt too high while phase B down on
:32 C volt lo Bup Phase C volt too low while phase B up on
:33 C volt hi Cdn Phase C volt too high while phase C down on
:34 C volt lo Cup Phase C volt too low while phase C up on
:35 Aup fault cur Phase A fault current when phase A up on
:36 Adn fault cur Phase A fault current when phase A down on
:37 Bup fault cur Phase B fault current when phase B up on
:38 Bdn fault cur Phase B fault current when phase B down on
:39 Cup fault cur Phase C fault current when phase C up on
:40 Cdn fault cur Phase C fault current when phase C down on
:48 A volt hi off Phase A voltage high with all IGBTs off
:49 A volt lo off Phase A voltage low with all IGBTs off
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
113/213 INVERTER, GENERAL
INV1 (INV2) off
:50 B volt hi off Phase B voltage high with all IGBTs off
:51 B volt lo off Phase B voltage high with all IGBTs off
:52 C volt hi off Phase C voltage high with all IGBTs off
:53 C volt lo off Phase C voltage high with all IGBTs off
:54 phase short pos Possible phase to DC+ short
:55 phase short neg Possible phase to DC- short
:60 linkV too hi PTL Link volts above PTL
:70 Aph neg I low Phase A negative current low (unbalance)
:71 Bph neg I low Phase B negative current low (unbalance)
:72 Cph neg I low Phase C negative current low (unbalance)
:73 Aph neg I hi Phase A negative current high (unbalance)
:74 Bph neg I hi Phase B negative current high (unbalance)
:75 Cph neg I hi Phase C negative current high (unbalance)
:76 Aph pos I low Phase A positive current low (unbalance)
:77 Bph pos I low Phase B positive current low (unbalance)
:78 Cph pos I low Phase C positive current low (unbalance)
:79 Aph pos I hi Phase A positive current high (unbalance)
:80 Bph pos I hi Phase B positive current high (unbalance)
:81 Cph pos I hi Phase C positive current high (unbalance)
:82 no current w run No current while running
114/214 INVERTER, GENERAL (NR)
None
:22 IA VCO lo Low frequency on IA channel
:24 IB VCO lo Low frequency on IB channel
:26 linkV VCO lo Low frequency on VCO link filter V channel
:28 infilV VCO lo Low frequency on VCO in filter V channel
:38 LinkV too lo Link voltage too negative
:40 infilV too lo Input filter voltage too positive
:46 DB chop VCO lo Low frequency on VCO DB chopper channel
:48 DB chopV too lo DB chopper voltage too negative
:50 VA VCO lo Low frequency on VCO VA channel
:52 VB VCO lo Low frequency on VCO VB channel
:54 VC VCO lo Low frequency on VCO VC channel
:56 VA volts too lo VA voltage too negative
:58 VB volts too lo VB voltage too negative
:61 VC volts too lo VC voltage too negative
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
119/219 INVERTER, PHASE A-
INV1 (INV2) off
:01 alarm AN Phase A negative IGBT did not turn off.
:02 Adn fb not off Phase A down feedback is not off.
:03 phase A modl neg Phase A negative module failed.
:04 hold AN Phase A positive and negative IGBTs are on (negative
turn on).
:05 Adn fb not on Phase A down feedback is not on.
:06 Adn IGBT not on Phase A negative IGBT did not turn on.
:07 IGBT_PS_AN IGBT protective shutoff
120/220 INVERTER, PHASE A- (NR)
None
:02 Adn temp short Phase A down thermistor short
:03 Adn temp open Phase A down thermistor open
:04 Adn temp warm Phase A down thermistor warm
:05 Adn temp hot Phase A down thermistor hot
:06 Adn fb not off S Phase A down not off with enable/DC volts
121/221 INVERTER, PHASE A CURR
INV1 (INV2) off
:01 I sensor ph A Phase A current sensor failed.
:02 IA zero not ok Current IA not zero at startup
:03 IA not ok Phase A current too high
:04 I snsr ph A open Phase A current sensor open
:05 I snsr ph A short Phase A current sensor short
123/223 INVERTER, PHASE A VOLTS
INV1 (INV2) off :01 V sensor phase A Phase A voltage sensor failed.
:02 VA not ok Phase A voltage too high
125/225 INVERTER, PHASE B+/B-
INV1 (INV2) off
:01 alarm B Phase B IGBT did not turn off
:02 PTF B Overcurrent on phase B
:03 IGBT_SAT_BP IGBT saturated
:04 IGBT_SAT_BP IGBT saturated
126/226 INVERTER, PHASE B+
INV1 (INV2) off
:01 alarm BP Phase B IGBT did not turn off.
:02 Bup fb not off Phase B up feedback is not off.
:03 phase B modl pos Phase B positive module failed.
:04 hold BP Phase B positive and negative IGBTs are on (positive
turn on).
:05 Bup fb not on Phase B feedback is not on.
:06 Bup IGBT not on Phase B positive IGBT did not turn on.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
127/227 INVERTER, PHASE B+
None
:02 Bup temp short Phase B up thermistor short
:03 Bup temp open Phase B up thermistor open
:04 Bup temp warm Phase B up thermistor warm
:05 Bup temp hot Phase B up thermistor hot
:06 Bup fb not off S Phase B up not off with enable/DC volts
128/228 INVERTER, PHASE B-
INV1 (INV2) off
:01 alarm BN Phase B negative IGBT did not turn off.
:02 Bdn fb not off Phase B down feedback is not off.
:03 phase B modl neg Phase B negative module failed.
:04 hold BN Phase B positive and negative IGBTs are on (negative
turn on).
:05 Bdn fb not on Phase B down feedback is not on.
:06 Bdn IGBT not on Phase B negative IGBT did not turn on.
:07 IGBT_PS_BN IGBT protective shutoff
129/229 INVERTER, PHASE B- (NR)
None
:02 Bdn temp short Phase B down thermistor short
:03 Bdn temp open Phase B down thermistor open
:04 Bdn temp warm Phase B down thermistor warm
:05 Bdn temp hot Phase B down thermistor hot
:06 Bdn fb not off S Phase B down not off with enable/DC volts
130/230 INVERTER, PHASE B CURR
INV1 (INV2) off
:01 I sensor ph B Phase B current sensor failed.
:02 IB zero not ok Current IB not zero at startup
:03 IB not ok Phase B current too high
:04 I snsr ph B open Phase B current sensor open
:05 I sensr ph B short Phase B current sensor short
132/232 INVERTER, PHASE B VOLTS
INV1 (INV2) off :01 V sensor phase B Phase B voltage sensor failed.
:02 VB not ok Phase B voltage too high
134/234 INVERTER, PHASE C+/C-
INV1 (INV2) off
:01 alarm C Phase C IGBT did not turn off.
:02 PTF C Overcurrent on phase C
:04 IGBT_SAT_CP IGBT saturated
:05 IGBT_SAT_CN IGBT saturated
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
135/235 INVERTER, PHASE C+/C-
INV1 (INV2) off
:01 alarm CP Phase C positive IGBT did not turn off.
:02 Cup fb not off Phase C up feedback is not off.
:03 phase C modl pos Phase C positive module failed.
:04 hold CP Phase C positive and negative IGBTs are on (positive
turn on).
:05 Cup fb not on Phase C up feedback is not on.
:06 Cup IGBT not on Phase C positive IGBT did not turn on.
:07 IGBT_PS_CP IGBT protective shutoff
136/236 INVERTER, PHASE C+
None
:02 Cup temp short Phase C up thermistor short
:03 Cup temp open Phase C up thermistor open
:04 Cup temp warm Phase C up thermistor warm
:05 Cup temp hot Phase C up thermistor hot
:06 Cup fb not off S Phase C up not off with enable/DC volts
137/237 INVERTER, PHASE C-
INV1 (INV2) off
:01 alarm CN Phase C negative IGBT did not turn off.
:02 Cdn fb not off Phase C down feedback is not off.
:03 phase C modl neg Phase C negative module failed.
:04 hold CN Phase C positive and negative IGBTs are on (negative
turn on).
:05 Cdn fb not on Phase C down feedback is not on.
:06 Cdn IGBT not on Phase C negative IGBT did not turn on.
:07 IGBT_PS_CN IGBT protective shutoff
138/238 INVERTER, PHASE C- (NR)
None
:02 Cdn temp short Phase C down thermistor short
:03 Cdn temp open Phase C down thermistor open
:04 Cdn temp warm Phase C down thermistor warm
:05 Cdn temp hot Phase C down thermistor hot
:06 Cdn fb not off S Phase C down not off with enable/DC volts
141/241 INVERTER, PHASE C VOLTS
INV1 (INV2) off :01 V sensor phase C Phase C voltage sensor failed.
:02 VC not ok Phase C voltage too high
143/243 INVERTER, TACH 1 (NR)
INV1 (INV2) off
:01 tach1 rate hi Tach 1 high rate of change
:02 tach1 no input Tach 1 no frequency input
:03 TACH_INTERMIT
None
:01 tach1 one channel Tach 1 single channel operation
145/245 INVERTER, TACH 2
None :01 tach2 high rate Tach 2 high rate of change
:02 tach2 no input Tach 2 no frequency input
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
None
:01 tach2 one channel Tach 2 single channel operation
148/248 INVERTER, CHOPPER 1 (NR)
None
:01 chop1 fb not off Chopper 1 feedback is not off.
:02 chop1 fb not on Chopper 1 feedback is not on.
:03 chopA temp short ChopA thermistor short
:04 chopA temp open ChopA thermistor open
:05 chopA temp warm ChopA thermistor warm
:06 chopA temp hot ChopA thermistor hot
:07 DB1 fb not off S Chopper 1 not off with DC volts
150/250 INVERTER, CHOPPER 2 (NR)
None
:01 chop2 fb not off Chopper 2 feedback is not off.
:02 chop2 fb not on Chopper 2 feedback is not on.
:03 chop B temp short Chop B thermistor short
:04 chop B temp open Chop B thermistor open
:05 chop B temp warm Chop B thermistor warm
:06 chop B temp hot Chop B thermistor hot
:07 DB2 fb not off S Chopper 2 not off with DC volts
151/251 MISCELLANEOUS
INV1 (INV2) off
:01 tach differential Too much speed difference
153/253 INVERTER, MOTOR
INV1 (INV2) off
:01 motor open Motor connection open
:02 motor short Motor connection short
154/254 INVERTER MOTOR FAULTS (NR)
None :01 rotor temp hi Motor rotor temperature is high.
:02 stator temp hi Motor stator temperature is high.
155/255 INVERTER, SECOND LOAD
None
:01 second load open Second load connection open
175/275 INV 1 GENERIC EVENT None Inverter shutdown with no event code
176/276 INV 1 GENERIC EVENT INV1 (INV2) off
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
(Codes Received from TCI)
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
601 TCI FB144 CPU CARD
No propel
TCI CPU card problem
:01 10ms task failed to init
:06 flt manager task
:07 flash CRC
Flash CRC computation did not match expected value.
:09 main task failed to init
:10 excess timeouts Upon power-up, excessive bus timeouts occurred.
:11 BBRAM bad
:12 BBRAM CRC CRC on BBRAM did not match expected value.
602 FB104 DIGITAL I/O CARD FAULT No propel Internal TCI self-test detected a digital I/O card problem.
603 FB160 ANALOG I/O CARD FAULT
No propel
Internal TCI self-test detected an analog I/O card
problem.
604 PSC FAULT
Speed limit Lost RS422 communication with PSC.
:01 missing message
:02 bad tick
:03 bad CRC
:04 FIFO overflow
:05 bad start bit
:06 bad stop bit
605 AUX BLOWER COMM. FAULT None
Lost RS422 communication with auxiliary blower
controller while auxiliary blower is in failure mode and
DC link is not energized.
607 POSITIVE 5 VOLTS Speed limit +5V power supply out of limits
608 POSITIVE 15 VOLTS Speed limit +15V power supply out of limits
609 NEGATIVE 15 VOLTS Speed limit -15V power supply out of limits
610 POT REFERENCE Speed limit Pot reference (10.8V) out of limits
611 FREQUENCY INPUT
None
Front wheel speed input out of range
:01 left front wheel speed Left front wheel sensor out of range
:02 right front wheel speed Right front wheel sensor out of range
613 ANALOG INPUT
Speed limit Signal is outside the design range of valid values. :01 A2D gnd
:02 A2D gainchk
614 BATTERY SEPARATE CONTACTOR
FAILURE
SYS Event
Signal is outside the design range of valid values.
:01 Battery Separate Failure
:02 crank batt > cntrl batt
Voltage difference greater than 3V
:03 cntrl batt > crank batt
616 DIRECTION MISMATCH
No propel
Simultaneous FORWARD and REVERSE commands
were received.
617 ENGINE START REQUEST DENIED
SYS Event
:01 engine warn while cranking Engine warning occurs after engine crank command is
given.
:02 engine kill while cranking Engine kill input occurs while engine crank command is
active.
619 ENGINE WARNING RECEIVED
No propel
Engine controller sends caution signal, rpm above low
idle.
620 ENGINE KILL WHILE VEHICLE MOVING
No propel
Engine shutdown switch is activated while truck is
moving.
622 PARK BRAKE FAULT
No propel
Error in parking brake operation has occurred.
:01 command/response failure Park brake command and feedback don't agree.
:02 set above maximum speed Parking brake set feedback is received while truck is
moving.
623 HYDRAULIC BRAKE FLUID
SYS Event
Hydraulic brake oil temperature has exceeded the limit.
:01 tank
:02 left front outlet
:03 right front outlet
:04 left rear outlet
:05 right rear outlet
624 BODY UP AND PAYLOAD INDICATION
Speed Limit
Full payload and body up signal are received at the
same time.
625 Extended Battery Reconnect Time
None
Excessive time since battery separate and battery
reconnection
628 CONNECTED BATTERY VOLTS
SYS Event
One of the connected batteries' volts are incorrect with
engine speed above low idle.
:01 control battery low Control battery voltage below minimum limit (20)
:02 control battery high Control battery voltage above maximum limit (32)
:03 crank battery low Cranking battery voltage below minimum limit (20)
:04 crank battery high Cranking battery voltage above maximum limit (32)
629 BAROMETRIC PRESSURE SIGNAL
SYS Event
Barometric pressure signal is outside operational limits.
:01 low Voltage is below minimum operational limit.
:02 high Voltage is above maximum operational limit.
630 MOTOR BLOWER PRESSURE
Speed Limit
Motor inlet and outlet pressure signal is outside
operational limits.
:01 no cooling air No voltage signal feedback
:02 low voltage Voltage feedback is below minimum operational limit.
:03 high voltage Voltage is above maximum operational limit.
:04 sensor reversed
631 AMBIENT TEMPERATURE
SYS Event
Ambient temperature signal is outside operational limits.
:02 high Voltage is above maximum operational limit.
632 TCI CONFIGURATION DATA No propel Problem with TCI configuration file
:01 no file loaded No propel No configuration file is loaded.
:02 bad CRC No propel
:03 version incorrect No propel Wrong version of file is loaded.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
633 BBRAM CORRUPTED SYS Event Battery backed RAM has failed.
634 TRUCK OVERLOADED - RESTRICTIVE NO PROPEL The over-payload signal is on, operation restricted.
635 TRUCK OVERLOADED - NON-RESTRICTIVE SYS Event The over-payload signal is on, propulsion allowed.
636 AUX INVERTER
SYS Event
An auxiliary blower control failure has occurred.
:01 buss volts low Low DC bus was detected during powerup.
:02 buss volts high High DC bus was detected during powerup.
:03 overcurrent Overcurrent condition was detected during operation.
:04 battery loss Loss of blower control battery voltage has occurred.
:05 high dc buss when running High DC bus voltage was detected during operation.
:06 high dc buss after pc powerup High DC bus voltage was detected after phase controller
powerup.
:07 Low dc buss after pc powerup Low DC bus voltage was detected after phase controller
powerup.
:08 high dc buss when running High DC bus voltage was detected during operation.
:09 overcurrent after pc powerup, current overload Overcurrent condition was detected after phase
controller power up.
:10 current overload Sustained current overload exists.
:11 low dc buss overcurrent Overcurrent due to low DC bus voltage
:12 low dc buss current overload Sustained current overload due to low DC bus voltage
:13 gate drive trip IGBT protection circuit detected an overload.
:14 no input voltage Zero input voltage was detected.
638 ENGINE CRANKING TIMEOUT SYS Event Engine is cranking longer than allowed.
639 ENGINE START REQUEST WHILE RUNNING
SYS Event
Engine start request signal occured while engine RPM
greater than 600 RPM, and longer than 3 seconds.
640 ACCEL PEDAL TOO HIGH No Propel Accelerator pedal voltage is high.
641 ACCEL PEDAL TOO LOW SYS Event Accelerator pedal voltage is low.
696 UNEXPECTED TCI CPU RESET SYS Event TCI CPU reset without request.
698 DATA STORE SYS Event A data snapshot has been manually initiated.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
PSC SOFTWARE FUNCTIONS
The operation of the AC drive system is regulated by
a software program which resides in the propulsion
system control panel's memory. The software
program also contains instructions to test and fault
isolate the system.
This section describes the PSC software program
and its functions without regard to hardware.
Input Processing
This function reads in all external inputs for use by
the PSC. The input processing function performs any
signal conditioning that is required and computes the
required derived inputs.
State Machine
As part of the total software package, a particular
group of regulatory software commands is included
called a state machine. The state machine controls
the various functions of truck operation.
The software implements the state machine by
keeping track of which state the truck is in and which
state the truck is allowed to move into if the operator
requests a different mode of operation. Each
software state is defined as follows:
Startup/Shutdown State: The purpose of this state
is to ensure the system is in a desired known state
upon startup or shutdown. This is an unpowered
state.
NOTE: Powered and unpowered refer to the state
of the DC link. 600 volts or more equals powered,
50 volts or less equals unpowered.
Test State: The purpose of this state is to provide an
environment for the verification of system
functionality. The test state will support a variety of
activities, including:
Waiting for the engine to start (if needed).
Automatic testing on initial system startup or
following rest state.
Application of power to the DC link.
Externally initiated testing to clear a fault, set
temporary variables, or for maintenance
purposes.
NOTE: The test state may be either powered or
unpowered at a given point in time, depending on
which activities are being performed.
Ready State: This is the default powered state. The
system will be in this state whenever the engine and
control system are ready to provide power, but none
is requested.
Ready state is also the state where the DC link is
discharged in preparation for shutdown, rest, or in
reaction to certain event conditions. Therefore, the
ready state should not be considered strictly a
powered state (as are propel and retard).
Rest State: The purpose of this state is to conserve
fuel while the truck idles for an extended period of
time. The rest state also provides an environment
where maintenance personnel can control the engine
without causing power to be applied to the DC link.
The rest state is an unpowered state.
Propel State: The purpose of this state is to provide
the power system configuration and overall
environment for engine-powered propulsion. This is a
powered state. The system will not be allowed to
maintain the propel state without sufficient power on
the DC link.
Retard State: This state provides the power system
configuration and overall environment for retard
functions, where energy from vehicle movement is
dissipated in the retarding grid resistors in an effort to
slow the truck. The retard state is a powered state.
Transitions between states under normal operational
conditions (no failures, etc.) are described as follows:
Transition to Startup/Shutdown State
(for Startup): The system will transition to the
Startup/Shutdown state for the purpose of startup
whenever execution control is initially transferred to
the application program (after application of power,
system reset, etc).
Transition to Startup/Shutdown State
(for Shutdown): The system will transition to the
Startup/Shutdown state for the purpose of
shutdown from the Test, Rest, Ready, or Startup/
Shutdown (if previously entered for the purpose of
startup) state if all of the following conditions are true:
System power is removed, or the control power
switch or key switch is turned off.
The truck is not moving.
There is essentially no voltage on the DC link.
Any testing in progress is complete.
NOTE: Testing in progress does not have to be
successful, but for the purpose of ensuring an orderly
shutdown it must be complete before the current
state is exited.
Transition from Startup/Shutdown State to Test
State: This transition will occur automatically once
initialization is complete (functions performed while in
Startup/Shutdown state for the purpose of startup
have been completed).
Transition from Test State to Ready State: This
transition will occur upon completion of any required
testing if the TCI Rest state request is not active and
there is sufficient voltage on the DC link.
Transition to Rest State: This transition will occur
automatically from the Test or Ready state if a
request for Rest state is received from the TCI and all
of the following conditions are true:
Any testing in progress is complete.
The system temperatures are cool enough to
allow the Rest state (function of IGBT phase
module, chopper module, and motor
temperatures).
The AFSE panel is disconnected and there is
essentially no voltage on the DC link.
Transition from Ready State to Test State: This
transition will occur if the truck is not moving and a
request for testing is received.
Transition from Ready State to Propel State: This
transition will occur if all of the following conditions
are true:
The accel pedal is pressed.
A direction has been chosen (the truck is either in
FORWARD or REVERSE).
There is sufficient voltage on the DC link.
At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retard is not
allowed.
c. Truck speed is less than the motor
overspeed limit.
d. The TCI accel inhibit is not active.
Transition from Ready State to Retard State: This
transition will occur if truck speed is such that retard
is allowed and at least one of the following conditions
exists:
Truck speed is greater than or equal to motor
overspeed limit. Overspeed will not be engaged
such that it prevents the truck from propelling at
40 mph (64 kph).
The retard pedal or lever is pressed such that a
significant amount of retarding effort is
requested.
All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed,
or the truck is accelerating such that the
truck speed will soon exceed the set retard
speed if no action is taken.
c. The accel pedal is not pressed and/or the
truck is configured such that accelerator
pedal signal does not override retard speed
control.
Transition from Rest State to Test State: This
transition will occur upon release of the TCI rest
request.
NOTE: A transition directly from Rest state to Ready
state is not allowed because the system is essentially
off and should be brought back on-line and checked
out before Ready state is entered.
Transition from Propel State to Ready State: This
exist:
The accelerator pedal is not pressed.
The retard pedal or lever is not pressed or is
Truck speed is less than the motor overspeed
limit.
a. Retard speed control is not selected.
b. Truck speed is below the set retard speed,
and acceleration is such that no retard effort
is (currently) required to maintain this
condition.
Transition from Propel State to Retard State: This
transition will occur if at least one of the following
conditions exists:
Truck speed is such that retard is allowed, and
the retard pedal or lever is pressed such that a
significant amount of retarding effort is
requested.
Truck speed exceeds the motor speed limit.
Overspeed will not be engaged such that it
prevents the truck from propelling at 40 mph (64
kph).
All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed,
or the truck is accelerating such that the
truck speed will soon exceed the set retard
speed if no action is taken.
c. The truck is configured such that accelerator
pedal signal does not override the retard
speed control.
Transition from Retard State to Ready State: This
exist:
Overspeed is not active.
a. The retard pedal or lever is not pressed or is
b. Truck speed is such that retarding is not
allowed.
a. Retard speed control is not selected.
b. Truck speed is low enough such that retard
speed control is not active.
c. The accelerator pedal is pressed, and the
truck is configured such that the accelerator
pedal overrides the retard speed control.
This allows the configuration constant to
determine if pressing on the accelerator
pedal kicks the truck out of retard, even if the
retard speed control is still active.
The retard torque control logic exit sequence is
complete.
DC Link State
Power is provided to the inverters and motors via the
DC link. The DC link has two associated states:
powered and unpowered. The following defines the
conditions necessary to establish each state, as well
as the transitional conditions between the two states:
Powering the DC Link: The PSC software will
attempt to power the DC link (command the system
configuration defined below) if all of the following
conditions are true:
Event restrictions do not prohibit power on the
DC link.
The system is in Test state and any initiated
testing is complete.
The engine is running.
The gate drive power converters have been
enabled.
Neither inverter is requesting that a low voltage
test be run.
In attempting to power the DC link, the PSC software
will establish the necessary system configuration as
follows:
1. GF is closed and GFR is picked up.
2. AFSE is enabled.
3. Alternator field reference is commanded so that
the desired DC link voltage or three-phase
voltage is maintained.
4. RP contactors open.
5. Chopper turn-on voltage is set above 600 volts.
NOTE: Before the AFSE is allowed to output firing
pulses, the RP contactors will be commanded to
open and the GF contactor will be verified to be
closed. The AFSE will not output firing pulses if it is
disabled, if GFR is dropped out, or if the alternator
reference signal is 0.
De-Powering the DC Link: The PSC software will
attempt to de-power the DC link (command the
system configuration defined below) if the system is
in Test or Ready state and any of the following
conditions are true:
Event restrictions prohibit power on the DC link.
The system is preparing to transition to Startup/
Shutdown state for the purpose of shutdown (all
the non-link-related conditions for Startup/
Shutdown state have been satisfied).
The system is preparing to transition to Rest
state (all the non-link-related conditions for Rest
state have been satisfied).
The engine is being shut down.
To accomplish this, the PSC software will establish
the necessary system configuration as follows:
1. Alternator field reference isset to zero.
2. AFSE is disabled.
3. GF is open and GFR is dropped out.
4. Chopper turn-on voltage is set below 600 volts.
5. RP2 is closed.
Engine Control
This software function generates the engine speed
command. The engine electronic fuel control is
responsible for maintaining that speed.
The desired engine speed is determined according to
the system state:
Propel State: The engine speed is commanded such
that the engine supplies only as much horsepower as
is required to achieve the desired torque.
All Other States: The engine speed is a direct
function of the accelerator pedal. Additional
constraints on the engine speed command are as
follows:
If the truck is in NEUTRAL, the commanded
engine speed at full scale accelerator pedal will
be the engine's high idle. If the truck is not in
NEUTRAL, the maximum commanded engine
speed will be the engine's rated horsepower rpm.
This allows faster hoisting of the truck bed, if
desired.
During retard state the engine speed command
will not be increased to support the DC link when
retard is being ramped out at low truck speeds.
However, engine speed may be increased if
needed to support the DC link during normal
retard when wheel slides are occurring.
The following constraints are applied to generating
the engine speed command during all operating
states:
The engine speed command will always be
greater or equal to the minimum idle signal. The
TCI can request that the engine speed command
be increased by setting minimum idle.
The engine speed command will be increased if
more alternator cooling is needed.
ALTERNATOR FIELD CONTROL
The alternator is controlled by controlling the
alternator field reference sent to the AFSE panel.
The desired alternator output voltage is dependent
on the system state. The PSC will command an
alternator field reference such that the desired DC
link voltage or three-phase voltage is maintained.
Desired Three-Phase Voltage
During all powered states, the three-phase line-to-
line voltage will not be allowed to drop below 444
volts. This is the minimum voltage needed to supply
the gate drive power converters.
During all powered states except retard, the DC link
voltage will represent the rectified three-phase
voltage. In this case, as long as the DC link voltage is
above 600 volts, the three-phase voltage will be
adequate.
During retard, the DC link voltage is not necessarily
related to the three-phase voltage since the motors
will be powering the DC link and reverse biasing the
rectification diodes. In this case, the control ensures
that the minimum three-phase voltage is maintained.
Desired DC Link Voltage
The desired link voltage is controlled by the
alternator during all powered states except retard.
The desired voltage is based on:
1. During propel, the desired DC link voltage will
be adjusted based on motor speed and
horsepower commanded to the inverters.
2. During retard, the DC link voltage may rise
above the rectified three-phase voltage. When
this occurs, the DC link voltage is controlled by
the retard torque command, grid resistor
command and chopper start. If conditions occur
which prevent the motors from producing power
to support the resistor grids, the alternator may
be required to supply some power. In this case,
the alternator field control will maintain at least
600 volts on the DC link.
3. During all powered states, the DC link voltage
will not be allowed to drop below 600 volts.
4. While the DC link is being powered up, the
voltage will be controlled to the levels
necessary to support the inverter self-tests.
Self-Load
During self-load, the alternator provides power to the
resistor grids. The rectifying diodes will be forward
biased, and DC link voltage will be controlled by the
alternator. The alternator field control will be based
on the following:
The DC link voltage will not be allowed to drop
below 600 volts.
One mode of self-load will require the alternator
output to be controlled to maintain a set desired
horsepower dissipation in the resistor grids.
Another mode of self-load will require the
alternator output to be controlled to maintain a
set desired link voltage between 600 and 1500
volts.
Propel Torque Control
This software function commands the appropriate
motor torque to the inverters during propel. The
torque command is primarily a function of the accel
pedal position and is limited by the physical
constraints of the system.
Each wheel torque is computed independently
because the wheels may be operating at different
speeds. Each torque command is adjusted to
account for the following constraints:
Speed Override
The propulsion system will attempt to limit truck
speed to the design envelope of the wheel
motors. The torque command will be modulated
as the truck speed approaches the motor
overspeed limit so that this limit is not exceeded
if possible. Note, however, that steady state
operation is kept as close to the overspeed limit
as possible without exceeding it.
Motor Torque Limits
The torque command will be constrained to the
operating envelope of the inverters and the
traction motors. The maximum torque that can
be commanded is dependent on motor speed
and DC link voltage.
Gear Stress
The torque commanded will not exceed that
which will produce excess gear stress.
Horsepower Available
The horsepower available will be estimated
from the engine speed. Parasitic loads are
taken into account. The torque will be limited so
that the engine does not overload.
Jerk Limit
The torque command will be slew-rate limited to
prevent jerking motion.
Wheel Spin
In the event that the inverters detect a wheel
spin condition and reduce torque in the slipping
wheel, the motor torque in the other wheel may
be increased within the above constraints such
that as much of the total desired torque as
possible is maintained.
Retard Torque Control
The retard system converts braking torque from the
wheel motors to energy dissipated in the resistor
grid. The requested retard torque is based on the
following three sources:
Retard Foot Pedal or Lever
The maximum short time retard torque (at any
speed, hence the constant torque level) will be
scaled (linearly) by the retard foot pedal input
(RPINHI) to produce the foot pedal retard
torque call.
Overspeed
While overspeed is active, the full available
retard torque will be requested.
Retard Speed Control
While RSC is active, the RSC retard torque call
will be adjusted to control truck speed to the
RSC set point. Retard speed control will not
request any retard torque if RSC is not active.
The maximum torque call from the above three
sources will be selected as the retard torque call.
Retard torque limits are as follows:
The retard torque call will be limited to the
maximum torque level based on speed.
The retard torque call will be limited to the
maximum torque level available within the
thermal constraints of the motors.
The retard torque call will be limited as needed to
prevent overvoltage on the DC link.
While in retard, the minimum retard torque call
will provide enough power to support at least one
grid with 600 volts on the DC link. Retard will be
dropped if the torque call falls below this value.
At low speed, the available retard torque will be
ramped to zero.
Wheel Slide Control
The inverters prevent wheel slide by limiting torque to
maintain wheel speeds above preset limits. These
preset limits are a function of truck speed and the
allowable creep; additional compensation will be
applied to provide for differences between wheel
speeds during turns.
Resistor Grid Control
The first resistor grid (RG1) will always be engaged
when retard is active since the grid blower motors are
wired across it.
The second fixed resistor grids (controlled by RP2)
will be engaged as needed to dissipate the energy
produced in retard state.
Chopper Voltage Control
Chopper turn-on voltage will be set to give the motors
as much of the retard envelope as possible (i.e.,
keep the voltage as close to the maximum value as
possible) and to keep the DC link voltage at or below
the maximum link voltage value.
EVENT DETECTION AND PROCESSING
The PSC contains very powerful troubleshooting
software. The PSC software constantly monitors the
AC drive system for any abnormalities (events).
Automatic self-tests are performed periodically on
various parts of the system to ensure its integrity.
Additionally, there are some elaborate tests which
may be run by an electrician with the use of DID
screens. Predictive analysis is used in some areas to
report potential problems before they occur.
The troubleshooting system is composed of two
parts:
The PSC for detection, event logging, data
storage and fault light indications.
The TCI (or a PTU) for retrieval of stored event
information, real time vehicle status,
troubleshooting, etc.
The event detection function of the software is
responsible for verifying the integrity of the PSC
hardware and the systems to which the PSC
interfaces by detecting an event (abnormal
condition). The events fall into three detection
categories:
Power-On Tests
Three power-on tests are executed once every time
power is applied to the PSC. They are as follows:
CPU Card Checks - Upon power-up, the PSC will
confirm the integrity of its CPU card hardware
before transferring execution control to the
application program residing in its FLASH
memory.
Battery-Backed RAM (BBRAM) Test/Adjustable
Parameter Initialization - A battery-backed RAM
(BBRAM) check will be performed to check for
BBRAM data integrity. If the check fails, all TCI/
PTU-adjustable parameters will be initialized to
their default values.
Inverter Powerup Tests - The purpose of these
tests is to verify that each inverter sub-system is
functional:
1. Enabling Inverter Powerup Tests - The power-
up tests for a given inverter will be enabled if all
of the following conditions are true:
a. The system is in Test state for the purpose of
power-up.
b. The associated gate drive power converter
has been enabled.
c. The engine is running.
d. Battery voltage is at least 25 VDC.
e. The inverter is requesting that the low
voltage and/or high voltage powerup tests be
performed.
f. The inverter has not been physically cut out
of the system.
g. Active event restrictions do not preclude
powering the DC link or running the inverter.
2. Low Voltage Test - A given inverter will
automatically perform its low voltage test if
needed once inverter powerup testing is
enabled per the above requirements. The PSC
will declare the test failed and log an event if the
test does not successfully complete within an
expected time period.
3. High Voltage Test - If the low voltage testing
defined above is successful for a given inverter,
the inverter will automatically perform its high
voltage test if needed once there is sufficient
power on the DC link. The PSC will declare the
test failed and log an event if the test does not
successfully complete within an expected time
after the DC link is sufficiently powered.
DC Link Capacitance Test - This test will run once
every 24 hours when conditions allow, normally
after a VI-test during the normal power-up
sequence. This test can also be run from the DID
panel to aid in troubleshooting. During test
execution, engine speed is set to 1500 rpm and
the DC link is charged to 120 VDC. The engine is
then returned to idle while the DC link is allowed
to discharge to 100 VDC. Total link capacitance is
then calculated using the time it took to
discharge.
If capacitance is getting low, but is still OK, event
70 is logged. If capacitance is below the
minimum allowable level, event 71 is logged and
the truck is restricted to 10 MPH. If the test is not
able to be completed after numerous attempts,
event 72 is logged, indicating a problem in the
truck's ground detection circuit, and truck speed
is limited to 10 mph.
Initiated Tests
These tests are performed when requested by
maintenance personnel. The truck must be in the
Test state for these tests to run.
Maintenance Tests - The purpose of these tests
is to facilitate verification of system installation
and wiring, particularly the digital interfaces
(relays, contactors, etc).
Self-Load Test - Self-load testing is a means by
which the trucks diesel engine can be checked
for rated horsepower output.
Periodic Tests
These automatic tests are run continuously during
the operation of the truck to verify certain equipment.
EVENT RESTRICTIONS
The PSC software will not override an event
restriction as long as the limp home mode is not
active. Transitions to restricted states will not be
allowed. If the system is in a state which becomes
restricted, it will transition down to the highest
unrestricted state. The order of the states, from
lowest to highest, is Startup/Shutdown, Rest, Test,
Ready, Retard, Propel.
Transitions to the Test state or lower states in
reaction to event restrictions will not be allowed until
the truck is not moving. The limp home mode is a
state which is entered when the truck has suffered a
failure and is not able to continue normal operation,
but is still capable of getting back to the maintenance
area, or at least out of the way of other trucks.
Event Restrictions associated with a given event are
listed in Table 1 earlier in this section.
EVENT LOGGING AND STORAGE
This software function is responsible for the
recording of event information. There are two basic
levels of event storage: event history buffer and data
packs. The event history buffer provides a minimum
set of information for a large number of events, while
data packs provide extensive information for a limited
number of events.
The following requirements apply to both data packs
and the event history buffer:
Fault information is maintained until overwritten;
it is not cleared out following a reset. This allows
the user to examine data associated with events
that have been reset, as long as there have not
been so many new events as to necessitate
reuse of the storage space.
If a given event is active (logged and not reset),
logging of duplicate events (same event and sub-
ID numbers) will not be allowed. If the event is
reset and subsequently reoccurs, it may be
logged again. Likewise, if an event reoccurs with
a different sub-ID from the original occurrence,
the event may be logged again.
Event History Buffer
Event history buffer is defined as a collection of event
history records. A buffer contains 300 entries filled
with event numbers occurring in chronological order.
Also included in this buffer will be all the input and
output values, time the event occurred, reset time,
state information, etc, for each event. This buffer is
filled continuously and overwritten (if necessary).
Limits (accept-limit) are placed on the amount of
space which a given event code may consume. This
prevents a frequently occurring event from using the
memory space at the expense of a less frequent
event. This data may be cleared (after downloading
for troubleshooting) at each maintenance interval.
Data Packs
A data pack is defined as an extended collection of
information relevant to a given event.
NOTE: The concepts of lockout, soft reset, and
accept limit do not apply to data packs.
Thirty (30) data packs are stored with each
containing 100 frames of real time snapshot data.
Snapshot data is defined as a collection of key data
parameter values for a single point in time). The
purpose of each data pack is to show a little movie
of what happened before and after a fault.
The time interval between snapshots is default to 50
ms, but each data pack may be programmed via the
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10
ms). The TIME 0:00 frame # at which the fault is
logged is default to frame #60, but each data pack is
programmable from 1 to 100.
In the above default cases, data is stored for 3
seconds (2.95 second actual) before the fault and 2
seconds after the fault.
A data pack status structure is assigned to each data
pack plus any programmable settings. This status
structure is used by the TCI (or PTU) to check for
available data (event number, id, and status, should
be set to zero if data pack is not frozen), as well as
for control of the data packs.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames,
organized in a circular queue, with new real time
snapshot data. When a fault occurs, the frame
number at which the event occurred is used as a
reference to mark the end of the data pack, and data
is collected until the data pack is full. Only when the
data pack is full will the event number, id and status
be updated in the status structure.
All logic control variables are saved in battery backed
RAM, in case a fault occurs and battery power is
cycled before the data pack is filled with data (the
software allows for proper recovery and then
continues to fill the data pack). Maintenance
personnel, by way of the DID (or PTU), can assign
the data pack to hold only certain event numbers (for
the case where it is desired to collect data on a
particular fault).
However, in the default case, faults will be stored as
they come until all data packs are frozen (holding
fault data). When all data packs are frozen, the data
pack with the fault that was RESET first (either
automatically or by the DID/PTU), if any, will be
unfrozen and will start storing new data in case a
new fault occurs.
To Record and Save a Data Pack to a Disk
PSC:
1. With the PTU serial cable attached to the PSC
port, type c:\ACNMENU and press {enter}.
2. Select PTU TCI and PSC and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to Special Operation and press {enter}.
6. Cursor to Event Data Menu and press {enter}.
7. Cursor to View Data Packs and press {enter}.
8. Type FLTR number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to Record Screen and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS C:>
prompt.
13. Insert a blank disk in the appropriate drive.
14. Type the following command: copy c:\geoh-
vac\ptuaccur\f2data\filename
NOTE: Insert the name assigned to the file in Step 11
in place of filename" in the command in Step 14.
15. Press {enter} to copy the file to the disk.
TCI:
1. With the PTU serial cable attached to the TCI
port, type c:\ACNMENU and press {enter}.
2. Select PTU TCI and PSC and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to Special Operation and press {enter}.
6. Cursor to Event Data Menu and press {enter}.
7. Cursor to View Data Packs and press {enter}.
8. Type PK number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to Record Screen and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS C:>
prompt.
13. Insert a blank disk in the appropriate drive.
14. Type the following command: copy c:\geoh-
vac\ptuaccur\f2data\filename
NOTE: Insert the name assigned to the file in Step 11
in place of filename" in the command in Step 14.
15. Press {enter} to copy the file to the disk.
Event Reset
There are two basic types of event resets: soft and
hard. The difference between the soft and hard reset
is that a soft reset only affects events that have not
been locked out and a hard reset affects events
regardless of lockout status.
Events will be reset:
On power-up - A soft reset will be issued against
all events at power-up.
By DID commands - The TCI can issue both hard
and soft resets.
By PTU commands - The PTU can issue both
hard and soft resets.
SERIAL DATA COMMUNICATIONS
The PSC system CPU card uses serial data busses
to communicate with the TCI, the PTU, and the two
inverter CPU cards.
PSC - TCI Communications Processing
This software function performs the processing
necessary for the PSC to communicate with the TCI.
The communication is comprised of periodic data
and non-periodic data.
Periodic data is a predefined set of data which is
used for transferring real time control information
from the PSC to the TCI and from the TCI to the PSC
at a fixed rate.
The non-periodic messages are used to transfer all
background data. Background data consists of DID
commands, remote monitor data, and download
code.
Packets containing periodic data will be
asynchronously (not initiated) transmitted from the
PSC to the TCI and from the TCI to the PSC every
200 ms. The TCI initiates the transfer of non-periodic
data.
The TCI and the PSC are interfaced using the
General Electric Asynchronous Communications
Protocol (ACP). ACP provides two general types of
messages: acknowledged and unacknowledged. The
acknowledged messages are used to transmit the
background data. The unacknowledged messages
are used to transmit the periodic data.
PSC - PTU Communications Processing
necessary for the PSC to communicate through an
RS-232 serial link to the Portable Test Unit (PTU).
Inverter Communications Processing
necessary for the PSC system CPU card to
communicate with both inverter CPU cards. The
communication is through a high-speed serial link
that is operated in a polled fashion with the system
CPU card initiating communications to an inverter
CPU card.
Every message transmitted across the serial link
may contain two separate sections of information:
periodic data and acknowledged data. The periodic
data format is fixed and is used for transferring
control information from the system CPU card to the
inverter CPU card and vise versa. The
acknowledged data format is used to transfer all
background data. When large amounts of
background data are to be transferred via the
acknowledged data format, the originating CPU card
will break the data down into smaller pieces and
transmit each piece individually. All acknowledged
data flows are initiated from the system CPU card
with the inverter CPU card providing a response.
The system CPU card has one high-speed channel
available for communications to the inverter CPU
cards. This channel transfers periodic data across
the serial link every 5 ms. This means that the
periodic data to each inverter CPU card is updated
every 10 ms. Each inverter responds to the data
when the ID code in the periodic data matches the ID
code of the specific inverter CPU card. The ID code
is hard-wired in the card's backplane wiring.
OUTPUT PROCESSING
This software function processes all external outputs
from the PSC. Refer to the G.E. publication System
Description for a listing of the PSC outputs.
ABNORMAL CONDITIONS/OVERRIDING
FUNCTIONS
Software functions given up to this point have
assumed that the truck is operating under typical
circumstances. The following information defines
system operation under abnormal or exceptional
circumstances. In the event of conflict between these
functions and those given for normal operation, the
following functions will take precedence.
Fast Start
A fast start software function is provided to address
the case where the PSC is reset unexpectedly
(power supply glitch, for example) while the system is
running. Its purpose will be to regain control of the
truck as quickly as possible.
Engine Shutdown/Engine Not Running
The engine must be running to enable the gate
drives and to maintain power on the DC link.
Typically, the PSC will be given advanced warning
that the engine is about to be shut off. However, if the
engine stalls or stops because of a mechanical
malfunction, the system will most likely have no
advance warning.
The system reaction to an engine not running
condition will be the same as an event carrying a no
power restriction except that no event will be
recorded and no external reset to clear the condition
will be required. The no power restriction will be
automatically lifted as soon as the engine starts
running.
If the system is given warning of an impending
engine shutdown, the existing torque commands will
be command to zero over a long ramp time (2 to 10
seconds). If no warning is given and the engine stops
running, the existing torque commands will be
command to zero over a short ramp time (0.1 to 0.5
second).
Limp Home Mode
The purpose of limp home mode is to address the
situation where the truck has suffered a failure and is
not able to continue normal operation but is still
capable of limping (getting back to the maintenance
area or at least out of the way of other trucks). The
intent is that the limp home mode will be used by
maintenance personnel operating the truck at low
speeds with the truck unloaded. Maximum truck
speed will be limited to a reduced value while in limp
home mode.
If the TCI requests limp home mode, the state
machine will ignore the restrictions associated with
any fault for which limp home mode is possible.
The PSC will enter limp home mode if all of the
following conditions are true:
The TCI is requesting limp home mode.
The PSC is in Ready or Test state and there is no
initiated testing in progress.
At least one inverter is functional.
There are no events active for which limp home
mode is not possible.
If there are any events active for which an
inverter must be turned off or cut out before limp
home mode is allowed, those actions have been
taken (inverter is turned off or cut out as
required).
NOTE: The DID panel can be used to cut out an
inverter. In some cases, certain DC link bus bars/
cables within the inverter also may need to be
removed. The DID will prompt maintenance
personnel if any of the above actions need to be
accomplished.
The PSC will exit limp home mode if either of the
following conditions occur:
The TCI stops requesting limp home mode.
An event occurs for which limp home mode is not
possible.
PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS
The Table 5 lists component abbreviations that are used in schematics and system description information. Refer
to Figures 2-3 through 2-6 for the location of the components. A short description of the component's primary
function is also listed.
Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION
FIG.
NO. COMPONENT FUNCTION
AFSE 2-4 Alternator Field Static Exciter
Panel
Regulates current in the alternator field based on firing
pulses from the PSC.
AFSER 2-4 Resistor
AFSE Battery boost command pull up resistor.
ALT Alternator
Main alternator, propulsion and control system.
AMBTS 2-6 Ambient Temperature Sensor
Provides ambient air temperature input to the control
group.
ANALOG I/O CARD System analog input/output card
Provides signal conditioning for analog signals to and
from the TCI and PSC.
BAROP 2-4 Barometric Pressure Sensor
Provides altitude input for control electronics.
BATFU1, 2 2-4 System Fuse
Provides overload protection for control equipment.
BATTSW Battery Disconnect Switch
Connects and disconnects the 24 VDC truck batteries.
BDI 2-4 Battery Blocking Diode
Works in conjunction with BFC and BLFP to maintain
battery voltage to CPU.
BFC 2-4 Battery Line Filter Capacitor
Additional capacitance for BLFP to prevent nuisance CPU
resets.
BFCR 2-4 Battery Filter Resistor
Added to replace Battery line filter that was removed.
BM1, 2 Grid Blower Motors 1 and 2
DC motors driving blowers to provide cooling air for the
retarding grids.
BM1I / BM2I 2-3 Current Sensing Modules
Monitors current flowing through grid blower motors #1
and #2.
CCF1, 2 2-3 DC Link Filter Capacitors
Absorbs and releases current to the DC link for the grid
resistors when a current spike occurs.
CCLR1, 2 2-3 Capacitor Charge Resistor
Panels 1 and 2
Connected across the DC link to provide a voltage
attenuated sample of the DC link voltage to the Capacitor
Charge Indicating lights.
CCL1, 2 2-4 Capacitor Charge Indicating
Lights 1 and 2
Illuminated when 50 volts or more is present on the DC
link (the DC bus connecting the Alternator output,
Chopper Module/Resistor Grid circuits and traction
Inverters).
CD1, 2 2-3 Chopper Diodes 1 and 2
Controls the DC voltage applied to the grids during
retarding.
CF11, 22, 21, 22 2-3 DC Link Filter Capacitors
Absorbs and releases current to the DC link for the
Traction Motors when a current spike occurs.
CGBM1, 2 2-3 Blower Motor Capacitors
Limit the rate of current increase when starting to optimize
motor commutation.
CMAF 2-4 Alternator Field Current Sensing
Module
Detects amount of current flowing through the Alternator
field winding.
CMT 2-4 Alternator Tertiary Current
Sensing Module
Detects amount of current flowing through the Alternator
tertiary winding.
CM1, 2 2-3 Chopper IGBT Phase Module 1
and 2
Controls the DC voltage applied to the grids during
retarding.
CM11A - 12C Current Sensing Modules, Phase
1A, 1B and 1C
Detects amount of current flow through the A, B and C
phases of Traction Motor 1.
CM21A - 22C Current Sensing Modules, Phase
2A, 2B and 2C
Detects amount of current flow through the A, B and C
phases of Traction Motor 2.
CPR 2-4 Control Power Relay
Picks up when the Key Switch and Control Power Switch
are closed.
CPRD 2-4 Dual Diode Module
Allows two separate voltages to control the CPR coil.
CPRS 2-4 Control Power Relay
Suppression Module
Suppresses voltage spike when CPR coil is de-energized.
CPS 2-4 Control Power Switch
Energizes CPR coil.
DCN BUS/DCP BUS 2-6 DC Link (-) and (+) Bus
The DC bus connects the Alternator output, Chopper
Module/Resistor Grid circuits, and Traction inverters.
DID Diagnostic Information Display
Provides maintenance personnel with the ability to
monitor the operational status of certain truck systems
and perform system diagnostic test.
DIGITAL I/O CARD Digital Input/Output Card
Receives contactor, relay and switch feedback signals
and provides drive signals to relays, contactors, indicator
lamps, etc. Located in PSC and TCI.
FDR 2-6 Filter Discharge Resistor
Resistor divider network connected across the DC link,
provides secondary discharge link for the DC link. Normal
discharge is through RP1.
FIBER OPTIC
ASSEMBLY
Fiber Optic Assembly
Provides voltage and electrical noise isolation for control
and feedback signals between the PSC and Phase/
Chopper Modules.
FP 2-6 Filter Panel
Filters electrical noise on 3 phases of Alternator output.
GDPC1 2-4 Gate Driver Power Converter 1
Converts 19 to 95 VDC from the Gate Drive Power Supply
to 25 kHz, 100 VRMS, square wave power to drive
Inverter 1 IGBT Phase and Chopper Modules.
GDPC2 2-4 Gate Driver Power Converter 2
Converts 19 to 95 VDC from the Gate Drive Power Supply
to 25 kHz, 100 VRMS, square wave power to drive
Inverter 2 IGBT Phase and Chopper Modules.
GF 2-5 Alternator Field Contactor
Connects the AFSE to the Alternator field.
GFBR 2-4 Resistor
Provides a small load across the contactor feedbacks to
help keep the contactors clean.
GFCO 2-4 Generator Field Contactor Cutout
Switch
Disables Alternator output.
GFM1, 2 Gate Firing Module
Receives pulses from the Analog I/O card in the PSC,
amplifies the pulses, and then splits the pulses to drive
two SCR circuits in the AFSE. Located on AFSE panel.
GFR 2-5 Alternator Field Relay
Picks up with GF contactor and applies B+ to the AFSE
(battery boost) during initial acceleration phase.
GFRS 2-5 Alternator Field Relay Coil
Suppression Module
Suppresses voltage spikes when GF coil is de-energized.
GFS 2-5 Suppression Module
Suppresses voltage spikes in coil circuit when GF
contactor is de-energized.
GRR 2-6 Ground Resistor Panel
Detects power circuit grounds.
GRR9, 10 2-4 Resistors
Used with GRR to detect power circuit grounds.
FIG.
ICP 2-4 Integrated Control Panel
The ICP is the main controller for the AC drive system.
The ICP is composed of the PSC, TCI and inverter cards.
INV1 TMC CARD
Inverter 1 Central Processing
Unit Card and Input/Output Card
Generates Phase Module turn-on/turn-off commands for
the Inverter 1.
Monitors voltages and currents from various areas for
Inverter 1. Monitors Traction Motor 1 speed.
INV2 TMC CARD
Inverter 2 Central Processing
Unit Card and Input/Output Card
Generates Phase Module turn-on/turn-off commands for
the Inverter 2.
Monitors voltages and currents from various areas for
Inverter 2. Monitors Traction Motor 2 speed.
KEYSW Key Switch
Connects battery voltage to CPR and control circuits
when closed. (Located on instrument panel.)
LINK1 2-6 Link Current Sensing Module
Detects amount of current flow through the DC link.
L1, 2 Cabinet Lights
Provide interior cabinet illumination.
M1, 2 Motorized Wheels
Each Motorized Wheel consists of a Traction Motor and a
Transmission Assembly. The 3-phase asynchronous
Traction Motors convert electrical energy into mechanical
energy. This mechanical energy is transmitted to the
wheel hub through a double reduction gear train
(Transmission).
P11A+, 11B+, 11C+
P12A+, 12B+, 12C+
2-3 IGBT Phase Modules
Provide positive driving voltages (PWM or square wave,
depending on truck speed) for each of the three windings
of Traction Motor 1.
P11A-, 11B-, 11C-
P12A-, 12B-, 12C-
Provide negative driving voltages (PWM or square wave,
P21A+, 21B+, 21C+
P22A+, 22B+, 22C+
Provide positive driving voltages (PWM or square wave,
P21A-, 21B-, 21C-
P22A-, 22B-, 22C-
Provide negative driving voltages (PWM or square wave,
PS 2-4 Power Supply
A DC to DC converter which provides regulated 24 VDC
outputs from the unfiltered battery supply.
Supplies power to PSC, TCI & LEMS.
PSC Propulsion System Controller
The PSC is a part of the ICP, and is the main controller for
the AC drive system. All propulsion and retarding
functions are controlled by the PSC based on internally
stored software instructions.
RDA, B, C 2-5 Rectifier Diode Panel
Converts Alternator 3-phase, AC voltage to DC voltage to
power the two Inverters.
RG1A - 5C Retard Grid Resistors
Dissipate power from the DC link during retarding, load
box testing, and Inverter Filter Capacitor discharge
operations.
RP1, 2 2-5 Retard Contactors 1and 2
When closed, connects Grid Resistors to the DC link
during retarding, load box testing, and Inverter Filter
discharge operations.
Note: Some trucks do not have RP3 installed.
RP1S, RP2S 2-5 Suppression Modules
Suppresses voltage spikes in coil circuit when RP
contactors are de-energized.
RP1BR \ RP2BR 2-4 Resistor
Provides a small load across the contactor feedbacks to
help keep the contactors clean.
FIG.
R1 2-5 Battery Boost Resistor
Limits surge current in the Alternator field circuit when
GFR contacts first close.
SS1, 2 Traction Motor Speed Sensors
Each speed sensor provides two output speed signals,
proportional to the Traction Motor's rotor shaft speed.
SYS CPU Card System Central Processing Unit
Card
Provides control of propulsion and dynamic retarding
functions, battery backed RAM, real-time clock,
downloadable code storage, and an RS422 serial link.
TCI Truck Control Interface
Is a part of the ICP Panel. Provides the main interface
between the various truck systems, controls, and
equipment and is used in conjunction with the DID by
maintenance personnel.
TH1 2-5 Alternator Field Thyrite (Varistor)
Discharges the Alternator field when the AFSE is first
turned off.
VAM1 2-3 Voltage Attenuation Module
Attenuates the three high voltage outputs applied to each
phase winding of Traction Motor 1 to a level acceptable
for use by the Analog I/O card in the ICP.
Attenuates the three high voltage outputs applied to each
phase winding of Traction Motor 2 to a level acceptable
for use by the Analog I/O card in the ICP.
Attenuates the high voltage outputs between the main
alternator and the rectifier panel, and between the rectifier
panel and the inverters to a level acceptable for use by
the Analog I/O card in the ICP.
Attenuates the high voltage outputs between the AFSE
and the main alternator to a level acceptable for use by
the Analog I/O card in the ICP.
FIG.
FIGURE 2-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA
FIGURE 2-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA
FIGURE 2-5. CONTROL CABINET COMPONENTS - CONTACTOR COMPARTMENT
FIGURE 2-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW
ELECTRONIC ACCELERATOR AND
RETARD PEDALS
The accelerator pedal provides a signal to the Truck
Control Interface (TCI) when the operator requests
power. The retard pedal provides a signal to the
Propulsion System Controller (PSC) when the
operator requests retarding. The pedal signals are
processed by the analog card in the respective panel
for use by the system controllers to provide the
desired mode of operation.
As the operator depresses the pedal, the internal
potentiometer's wiper is rotated by a lever. The
output voltage signal increases in proportion to the
angle of depression of the pedal.
Repair and initial adjustment procedures are
discussed in the following. Refer to AC Drive System
Electrical Checkout Procedure for final calibration of
the pedal potentiometer after installation in the truck.
Removal
NOTE: Repair procedures for the retard and
accelerator pedal are identical. The retard pedal is
mounted on the brake pedal. Refer to Section J for
instructions for removing and installing the electronic
pedal on the brake actuator.
NOTE: Note the routing and clamp location of the
wiring harness. Proper wire routing is critical to
prevent damage during operation after reinstallation.
1. Disconnect the pedal wiring harness from the
truck harness connector.
2. Remove mounting cap screws, lockwashers
and nuts, and remove the pedal assembly.
Installation
1. Install the pedal assembly using the mounting
cap screws, lockwashers and nuts.
2. Connect the pedal wiring harness to the truck
wiring harness.
3. Use the DID panel to calibrate the pedal
potentiometer according to the instructions in
the AC Drive System Electrical Checkout
Procedure.
Disassembly
1. Remove the screws for cable clamps (1, Figure
2-11). The clamps can remain attached to wiring
harness (2).
2. Remove the mounting screws and
potentiometer (3).
Assembly
1. Position the potentiometer with the flat side
toward the potentiometer cover and install it on
the pedal shaft as follows:
a. Align the cutouts in the shaft with the
potentiometer drive tangs.
b. Press the potentiometer onto the shaft until it
bottoms against the housing.
2. Install the mounting screws.
3. Attach cable clamps (1) and tighten the screws
securely.
4. Inspect the assembly and verify proper wiring
clearance during operation of the pedal through
the full range of travel.
FIGURE 2-7. TYPICAL ELECTRONIC PEDAL
1. Cable Clamp
2. Wiring Harness
3. Potentiometer
E03021 AC Drive System Electrical Checkout Procedure E3-1
(Version 21 Software)
SECTION E3
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
INDEX
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
NORMAL TRUCK SHUTDOWN PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
SHUTDOWN AFTER SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
Battery and Control Circuit Checks - Battery Power OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
Battery and Control Circuit Checks - Battery Power ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-8
Checks with Key Switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
Checks with Key Switch ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
CPU Battery Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
MEMORY BACKUP BATTERY REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
TCI PROGRAMMING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
PSC PROGRAMMING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
INVERTER PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
CPU RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
PSC CHECKOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
PSC Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
PSC Digital Output Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16
TCI CHECKOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
Modular Mining Communication Port Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
TCI Digital Input Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
TCI Digital Output Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-23
CALIBRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
Accelerator Pedal, Retarder Pedal/Lever and RSC Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
E3-2 AC Drive System Electrical Checkout Procedure E03021
ERASING EVENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
PSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
TCI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
GATE DRIVER POWER CONVERTER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
LOAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Alternator Speed Sensor Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Battery Boost Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Brake Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-29
Hoist & Steering Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-29
Link Energized Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-29
Loadbox Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-31
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
PVM Optimum Load Curve Handshaking Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
Phase Module and Chopper Module Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
PHASE MODULE REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36
Phase Module Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36
Phase Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
AC DRIVE SYSTEM MAINTENANCE
DANGEROUS VOLTAGE LEVELS ARE PRESENT
WHEN THE ENGINE IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED
SHUTDOWN PROCEDURES ARE NOT FOLLOWED.
Before attempting repairs or working near
propulsion system components, the following
precautions and truck shutdown procedure must
be followed:
DO NOT step on or use any power cable as a
handhold when the engine is running.
NEVER open any electrical cabinet covers or
touch the Retarding Grid elements until all
shutdown procedures have been completed.
ALL removal, repairs and installation of
propulsion system electrical components,
cables etc. must be performed by an electrical
maintenance technician properly trained to
service the system.
Power cables must be cleated in wood or
other non-ferrous materials. Do not repair
cable cleats by encircling the power cables
with metal clamps or hardware. Always
inspect power cable insulation prior to
servicing the cables and prior to returning the
truck to service. Discard cables with broken
insulation.
IN THE EVENT OF A PROPULSION SYSTEM
MALFUNCTION, a qualified technician must
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
If weld repairs are required, the welding
ground electrode must be attached as close
as possible to the area to be welded. NEVER
weld on the rear of the Electrical Control
Cabinet or the retard grid exhaust air louvers.
Power cables and wiring harnesses must be
protected from weld spatter and heat.
Prior to welding, disconnect Engine Control
System (ECS) harnesses and ground wire
(MTU engine). If equipped with DDEC or
Komatsu engine, disconnect ECM harnesses.
GE cards must be pulled forward far enough
to disconnect card from backplane connector.
Some power cable panels throughout the
truck are made of aluminum or stainless steel.
They must be repaired with the same material
or the power cables may be damaged.
After the truck is parked in position for the repairs, the
truck must be shut down properly to ensure the safety
of those working in the areas of the deck, electrical
cabinet, traction motors, and retarding grids. The
following procedures will ensure the electrical system is
properly discharged before repairs are started.
If a problem occurs in the AC drive system that
prevents use of normal shutdown procedures,
ADDITIONAL PRECAUTIONS ARE NECESSARY to
ensure that dangerous drive system voltages are
not present when tests or repairs are performed.
NORMAL TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Move the
directional selector lever to PARK. Ensure that the
parking brake applied indicator light in the
overhead display panel is illuminated.
2. Place the drive system in the rest mode by
turning on the rest switch on the instrument panel.
Ensure that the rest mode indicator light in the
overhead display panel is illuminated.
3. Shut the engine off by turning the key switch to
OFF. If the engine does not stop, use the
emergency engine stop switch on the center
console.
4. Wait 90 seconds for the steering accumulators to
bleed down. Ensure that the steering
accumulators have bled down completely by
trying to turn the steering wheel.
5. Verify that the link voltage lights on the DID panel
in the cab are off. If they remain on for longer
than five minutes after engine shutdown, the
propulsion system must be inspected to find
the cause.
6. To ensure that the link will not be energized
during test and repair procedures, turn GF Cutout
Switch (2, Figure 3-1) in the control cabinet to the
CUTOUT position by pulling the switch out and
moving the switch downward as shown.
If there is any question whether the system has
potential hazardous voltage present, return to the
operator cab and perform the normal shutdown
procedure. Normal operation of the drive system at
shutdown allows high voltages to be dissipated.
NOTE: In the event of a system failure, performing the
following procedure will ensure that no hazardous
voltages are present in the drive system.
SHUTDOWN AFTER SYSTEM FAILURE
1. Before shutting off the engine, verify the status of
the drive system warning lights on the overhead
display. Use the lamp check feature to verify
proper lamp function.
NOTE: The link voltage lights on the DID panel are not
lamp checked.
If any of the red drive system warning lights are on,
DO NOT attempt to open any cabinets, disconnect
any cables, or reach inside the retarding grid
cabinet even after shutting off the engine.
2. If all red drive system warning lights are off, move
the directional selector lever to PARK, shut the
engine off and chock the wheels.
3. After the engine has been off for at least five
minutes, inspect the link voltage lights on the DID
panel in cab. If all lights are off, the retarding
grids, wheel motors, alternator, and power cables
connecting these devices are safe to work on.
IF THE LINK VOLTAGE LIGHTS CONTINUE TO BE
ILLUMINATED AFTER FOLLOWING THE ABOVE
PROCEDURE, A FAULT HAS OCCURRED.
Leave all cabinet doors in place, DO NOT
touch the retard grid elements,
DO NOT disconnect any power cables or use
them as hand or footholds.
Notify the Komatsu factory representative or
Distributor immediately.
FIGURE 3-1. INFORMATION DISPLAY PANEL
1. Control Power Switch
2. GF Cutout Switch
3. Capacitor Charge Light
SYSTEM CHECKOUT
Test equipment that is required to fully test the AC drive
system:
One or two Portable Test Units (PTU) or laptop
computers
One digital multimeter
Several jumper wires
One analog VOM
One 500 volt megger
The Portable Test Unit (PTU) is used to test, download
and record system parameters on the TCI and PSC
modules.
The PTU is plugged into the DIAG1 port on the
DID panel at the rear of the operator cab for
monitoring the PSC module.
The PTU is plugged into the DIAG3 port on the
DID panel at the rear of the operator cab for
monitoring the TCI module.
The TCI and PSC are programmed through the DB9
ports on the DID panel. The inverter cards are
programmed through the DB9 ports on the ICP panel.
NOTE: If only one PTU is available, in some cases it
will be necessary to switch between the PSC port and
the TCI port to complete the test if it is necessary to
monitor both during a test procedure. After the serial
cable has been switched, exit to the Main Menu and
the software will automatically switch to the menu for
the connected panel.
Several different numbering methods or symbols are
used in the following procedures to denote the
operation to be performed:
1., 2., a., b., etc: Test preparation and instruction steps
are preceded by a number or a letter.
Procedures requiring visual checks, voltage
measurements, etc, are preceded by this
symbol.
PTU keyboard entry steps are preceded by this
symbol.
{escape}: When a keyboard key must be pressed, the
key label is enclosed in braces.
PTU screen display information is
shown in this type font and
preceded by this symbol.
NOTE: The following test procedures are applicable to
Release 20 software. Procedures required for later
software versions may vary. Contact the Komatsu
distributor or factory representative for the current
software version available.
Battery and Control Circuit Checks -
Battery Power OFF
Ensure that the link voltage is drained down before
servicing the propulsion system or performing
tests.
1. Prepare for the following checks by performing
the following procedure:
a. Turn both battery disconnect switches to the
OFF position.
b. Disconnect circuit wire 21B from the starter
solenoid.
c. Remove the 50 amp fuse (BATFU) from the left
wall of the right side compartment of the
control cabinet.
d. Disconnect the CN1 connector from the power
supply on the right wall of the right side
compartment of the control cabinet.
e. Open the ICP panel and slide the cards out far
enough to disconnect them from the
backplane.
f. Turn off all circuit breakers in the auxiliary
control cabinet.
g. Ensure that the key switch is OFF, the five
minute delay timer is OFF, and the rest switch
is ON.
h. Turn off all lights and switches.
Battery Circuit Voltage Check:
2. In the auxiliary control cabinet, measure voltage
to ground at each of the following circuits; 11,
11B1, 712 @ TB32, and 11ST @TB28.
All voltages must be zero.
Resistance Checks, Low Voltage Circuits:
3. Measure the resistance from ground to the
circuits listed in Table I. Stop and troubleshoot any
direct short (0 ohms) to ground.
All circuits must show some resistance as shown
in Table I.
TABLE I. CIRCUIT RESISTANCE CHECKS
(All readings from circuit to ground)
CIRCUIT LOCATION
APPROX.
VALUE
NOTES
11B1 * Measure at the 12VDC insulator in the auxiliary control cabinet.
11 *
Measure at the 24VDC insulator in the auxiliary control cabinet.
All devices listed for the 11A circuit reading must be off.
15V TB21
71GE TB22 120
439 TB25
10V TB28
11SL TB28 Engine service lights must be turned off.
11ST TB28
15PV TB29
11S TB30 Ground level engine shutdown switch must be deactivated.
11A TB30
The following devices must be turned off:
Brake cabinet service light
Operator cab dome light
Hazard lights
Headlights
Ground level engine shutdown switch
Left and right side engine service lights
712 TB32 Auxiliary control cabinet service lights must be turned off.
71 TB32
11KS * Measure at the key switch.
12M >10 Measure at AID Module terminal B-13.
12F >200 Measure at AID Module terminal B-12.
Resistance Checks, Propulsion System Circuits:
the following additional procedure:
a. Ensure that all circuits are restored and the key
switch is OFF.
b. Place the GF cutout switch, located on the
right side of the control cabinet, in the
CUTOUT position (down).
c. Disconnect the CCLR1 connector and the
CCLR2 connector located in the center
compartment of the control cabinet near the
top of each vertical bus bar.
d. Disconnect the output plugs on the four VAM
panels.
e. Remove the wires on the GNDB ground blocks
located on the left wall of the right side
compartment of the control cabinet. Ensure
that the lugs on these wires are not touching
one another after the wires are removed.
f. Remove the output plugs on both gate driver
power converters (GDPC1 and GDPC2).
g. Remove the FAULTP02 wire on the GRR9
resistor.
DC Link Checks:
NOTE: Use an analog meter (VOM) to measure
resistance in the following steps. The VOM must be on
the Rx1 scale. Otherwise, the link capacitors will start
charging and an accurate reading will not be possible.
5. Place the VOM positive lead on the DC(+) link
bus and the VOM negative lead on a cabinet
ground.
Resistance must be two megohms or greater.
6. Place the VOM positive lead on the DC(-) link bus
and the VOM negative lead on a cabinet ground.
Resistance must be two megohms or greater.
7. Place the VOM positive lead on the DC(+) link
bus and the VOM negative lead on the DC(-) link
bus.
Resistance must be approximately 1500 ohms.
8. Place the VOM positive lead on the DC(-) link bus
and the VOM negative lead on the DC(+) link bus.
Resistance must be approximately six ohms.
Chopper Modules (CM1, CM2):
9. With the VOM set on the Rx10,000 scale,
measure the following at each chopper module in
the control cabinet:
GR(-) wire to ground resistance must be
approximately two megohms or greater.
GR(+) wire to ground resistance must be
approximately two megohms or greater.
AFSE P1 Adjustment:
10. Connect an ohmmeter from the wiper of Pot P1
(cathode of ZD1) to Terminal E (GND) on the
battery boost module.
If necessary, adjust P1 to obtain an ohmmeter
reading of 6000 ohms.
11. Restore the following circuits:
a. Reinsert all ICP panel cards.
b. Reconnect the ground wires at the GNDB
ground blocks.
c. Reconnect the output plugs on the four VAM
panels.
d. Reconnect the output plugs to both gate driver
power converters (GDPC1 and GDPC2).
e. Reconnect the CCLR1 and CCLR2
connectors.
f. Reconnect the FAULTP02 wire to the GRR9
resistor.
GRR Wiring:
12. Measure the resistance between the FAULTP02
wire of the GRR9 resistor and ground.
Resistance must be 60 ohms.
wire of the GRR9 resistor and the DC(-) link bus.
wire of the GRR9 resistor and the DC(+) link bus.
15. Reconnect the CN1 connector to the power
supply. Remove any test equipment.
16. Activate the battery disconnect switches. Close all
open circuit breakers.
Battery and Control Circuit Checks -
Battery Power ON
tests.
a. Remove the 50 amp fuse (BATFU) from the left
wall of the right side compartment of the
control cabinet.
b. Disconnect circuit wire 21B from the starter
solenoid.
c. Plug in all the cards in the ICP panel. Verify
that all the CN connectors are connected and
control power switch (1, Figure 3-1) is OFF.
d. Verify that all circuit breakers are closed and
the battery disconnect switches are
deactivated.
e. Ensure that the key switch and the five minute
delay timer are OFF.
Power Supply Check (PS):
2. Remove the CN1 connector on the power supply.
Use an ohmmeter to check the harness side
connector pins to ground. Refer to Table II for the
resistance value at each pin.
3. Check for 1.4K ohms between TB3-K and TB3-L
(LEM +24V to -24V power supply busses).
4. After resistance checks are complete, reconnect
CN1 connector.
TABLE II. POWER SUPPLY HARNESS
RESISTANCE CHECKS
Pin Ohms Circuit Pin Ohms Circuit
1 27 +5 32 0 return
2 27 +5 33 0 return
3 27 +5 34 0 return
4 27 +5 35 0 return
5 27 +5 36 0 return
6 27 +5 37 0 return
7 38 1K -15
8 12K +5 39 1K -15
9 12K +5 40 1K -15
10 12K +5 41 1K -15
11 27 +5 42 0 return
12 0 return 43
13 0 return 44 0 return
14 0 return 45 0 return
15 0 return 46 860 +24
16 0 return 47 50 BP24
17 0 return 48 860 +24
18 49
19 0 return 50
20 0 return 51
21 0 return 52
22 53
23 770 +15 54 0 return
24 770 +15 55 0 return
25 770 +15 56 1.4K -24
26 770 +15 57 8K psstat
27 58 1.4K -24
28 210 +15 59
29 210 +15 60
30 0 return 61
31 0 return 62
Checks with Key Switch OFF
5. With key switch OFF, verify 25VDC to ground
minimum for the following circuits:
11
11s onTB30
11L on CB30
11A on TB30
11SL on TB28
NOTE: The voltage must be at least 25VDC. If the
voltage is significantly low, check the battery circuits. If
the voltage is slightly low, install a battery charger.
6. Check circuit 11B1 voltage to ground.
The voltage must be approximately 12VDC.
7. Ensure that the CN1 connector on the power
supply is connected. Install the BATFU fuse.
8. Activate the battery disconnect switches and turn
on the ground level engine shutdown switch.
Ensure all circuit breakers are closed.
10. Use a digital multimeter to check the polarity of
the battery voltage at the BATFU fuse holder.
Connect the positive lead to BATP and the
negative lead to RTN.
The voltage at BATP must be +24V.
Checks with Key Switch ON
1. Deactivate the battery disconnect switches. Turn
the key switch ON.
2. Check the voltage of circuit 712 to ground.
The voltage must be 25VDC.
3. Check the voltage of circuit 71CK to ground.
4. Turn control power switch (1, Figure 3-1) to ON.
Verify that all five green lights in the power supply
are lit.
5. Verify that the display on the DID panel is lit.
6. Check the voltage on the following circuits in the
auxiliary control cabinet. Voltage at each must be
at least 25VDC:
71 on TB32
71GE on TB22
7. Verify the specified voltage to ground at the
following locations in the auxiliary control cabinet:
+15VDC at the 15PV wire on TB29 (from TCI,
supply to operator control pedals)
+15VDC at the 15V wire on TB21 (from TCI,
power to cab gauges)
+15VDC at the 15SPD, 15RWS and 15LWS
wires on TB21 (from TCI, power to front wheel
speed sensors)
Approximately 11VDC at the 10V wire on TB28
+15VDC at the 15VL wire on TB32
Approximately 14.8VDC at the 15SIM wire on
TB32.
8. Measure voltage between circuit 72E (+) (TB24)
and circuit 0 (-) (TB24-H) in the auxiliary control
cabinet.
9. Install a jumper from 22F0 @ TB32 to ground.
The voltage must change to 7VDC.
10. Remove the jumper to 22F0.
11. Verify 12VDC to ground for the following circuits:
65
67C
67R
67P
CPU Battery Checks
12. Turn the control power switch to OFF.
13. Connect a VOM across the screws securing the
green plate on the edge of the PSC CPU card in
the ICP panel. Connect the positive lead to top
screw (2, Figure 3-2) and the negative lead to
bottom screw (4).
The value must be approximately 3.5 volts.
14. Connect a VOM across the screws securing the
green plate on the edge of the TCI CPU card in
the TCI panel. Connect the positive lead to top
screw (2) and the negative lead to bottom screw
(4).
The value must be approximately 3.5 volts.
NOTE: If battery voltage is low in either battery check,
refer to Memory Backup Battery Replacement
instructions on the following page.
MEMORY BACKUP BATTERY
REPLACEMENT
The replaceable memory backup battery on the CPU
cards will require replacement if voltage is low when
performing the CPU Battery Checks or if, during truck
operation, an event code appears on the DID panel
display as follows:
Event Number 095 (BBRAM Battery Low)
Event Number 633 (BBRAM Battery Failure)
To replace the battery on either card:
1. With control power OFF, remove the appropriate
card and locate the green plate with the battery
near the card edge. (See Figure 3-3.)
2. Have a replacement battery available for
immediate installation. See your trucks Parts
Book for the correct battery part number.
NOTE: To prevent data loss, the new battery must be
installed within five minutes of removal of the old
battery.
3. Remove both screws (2) and (4) that retain
battery assembly (3) to the mounting bocks. Note
the arrow direction (polarity) on the green plate
before removal.
4. Remove the old battery and install the new
battery. Ensure that it is positioned for proper
polarity. Reinstall the screws.
5. Install the card in the appropriate panel slot.
TCI PROGRAMMING
tests.
1. Connect the serial communication cable from the
PTU to the TCI port (DIAG3) on the DID panel
located on the back wall of the operator cab.
2. Ensure that the directional control lever is in
PARK and the rest switch is in the REST position.
3. Turn control power switch (1, Figure 3-1) and the
key switch ON.
To program the TCI CPU card:
Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
Select Normal mode {enter}
Type password ok75e {enter}
Click Program Panel.
Select the GE Panel to download.
To select the Configuration File, click Browse,
then Up One Level, then select the file that
matches your trucks wheels.
Click Open.
Click Begin Download.
After the download is complete, click Exit when
you see Press exit to continue.
FIGURE 3-2. BATTERY LOCATION
(PSC Panel Shown
1. PSC CPU Card
2. Positive (+) Screw
3. Battery Assembly
4. Negative (-) Screw
5. Panel Enclosure
PSC PROGRAMMING
tests.
PTU to the PSC port (DIAG1) on the DID panel
key switch ON.
To program the PSC CPU card:
To select the Configuration File, click Browse,
then Up One Level, then select the file that
matches your trucks wheels.
Click Open.
INVERTER PROGRAMMING
Ensure that the link voltage is drained down and
the engine is not running before performing the
following procedures.
PTU to the top ports on the ICP panel (CNG for
inverters 11 and 12, CNH for inverters 21 and 22).
2. Turn GF cutout switch (2, Figure 3-1) to the
CUTOUT position.
To program the inverters:
CPU RESET
After any programming is done, turn the control power
switch to OFF. Wait for the green LEDs on the power
supply turn off, then turn the control power switch to
ON. This allows for synchronization of all CPU
communication links.
PSC CHECKOUT
PSC Digital Input Checks
1. Open circuit breakers 1 and 2 for gate driver
power converters 1 and 2.
key switch ON.
To check the PSC digital inputs:
Under Real Time, double-click PSC Real Time
Data.
Verify that the analog values are similar to the
example in Figure 3-3. Also, ensure that the
correct truck ID is at the top of the screen and
COMMLINK signal under Modes reads OK.
The following normal power-on digital inputs
must be highlited: KEYSW, PSOK, CNX,
CPSFB and CNFB.
BRAKEON will be highlited with wire 44R (TB26)
jumpered to 712 (TB22). The wires do not have
to be removed.
GFNCO must be highlited with the GF cutout
switch in the NORMAL position.
FIGURE 3-3. PSC REAL TIME DATA SCREEN
Close the PSC Real Time Data screen, then
double-click PSC Serial Data.
Verify that the analog and digital values are
similar to the example in Figure 3-4.
FIGURE 3-4. PSC SERIAL DATA SCREEN
Close the PSC Serial Data screen, then
double-click PSC Analog Inputs.
With the retarder pedal not depressed, verify
that the RETARD PEDAL signal is
approximately 1.5 volts.
With the retarder pedal fully depressed, verify
that the RETARD PEDAL signal is
With the retarder lever fully up (OFF position),
verify that the RETARD LEVER signal is
approximately 0 volts.
With the retarder lever fully down, verify that the
RETARD LEVER signal is approximately 8.75
volts.
The ENGINE LOAD signal must be either 50%
if the PWM load signal is being used or 5.0 volts
if the analog load signal is being used. This
indicates a 0 HP adjust level with the engine off.
FIGURE 3-5. PSC ANALOG INPUTS SCREEN
Close the PSC Analog Inputs screen, then
double-click PSC Temperatures.
Verify that the temperature values are similar to
the example in Figure 3-6.
NOTE: All temperatures are calculated except for the
AFSE and AMBIENT TEMPERATURE values.
Close the PSC Temperatures screen.
FIGURE 3-6. PSC TEMPERATURES SCREEN
PSC Digital Output Checks
1. Open circuit breakers 1 and 2 for gate driver
power converters 1 and 2.
key switch ON.
To check the PSC digital outputs:
Click LOGIN to wPTU Toolbox.
Under Engine Stopped Task, double-click
PSC Manual Test.
The PSC Manual Test screen looks similar to
the PSC Real Time Data screen in Figure 3-3.
Clicking the buttons in the Digital Outputs field
will toggle the output on and off. See Table III.
NOTE: For Steps 1 through 5, remove the contactor arc
chutes and observe the contacts while they are closed
to ensure that the tips are mating properly. These
contactors are interlocked so they will not close with
the arc chutes removed. For testing, the interlock can
be pushed inward to allow contact closure with the arc
chute removed.
NOTE: Do not check CMCTL at this time.
TABLE III. PSC DIGITAL OUTPUT CHECKS
STEP OUTPUT DESCRIPTION DEVICE CHECKOUT
1 RP1 RP1 Contactor Verify that RP1 picks up and RP1FB is highlighted.
2 RP2 RP2 Contactor Verify that RP2 picks up and RP2FB is highlighted.
3 RP3 RP3 Contactor (If installed) If installed, verify that RP3 picks up and RP3FB is highlighted.
4 GFR GFR Contactor Verify that the GFR relay picks up.
5 GF GF Contactor
Verify that the GF contactor picks up and GFFB is highlighted on the PTU. The
GF Cutout Switch must be in the NORMAL (up) position to check.
6 GF GF Cutout Switch Safety Check
Move the GF Cutout Switch to the CUTOUT (down) position. Verify that the GF
contactor does not pick up and GFFB is not highlighted on the PTU. Return the
GF Cutout Switch to the NORMAL (up) position.
7 CPRL Control Power Relay
With CPRL highlighted, turn off the Control Power Switch and verify that control
power is not lost. Turn the switch back on.
8 AFSE Alternator Field Static Exciter
With AFSE highlighted, verify 24 volts to ground on the +25 terminal on the
AFSE terminal board.
9 FORT Forward Travel Direction Verify that circuit 72FD changes from 24VDC to 0VDC when FORT is activated.
10 REVT Reverse Travel Direction Verify that circuit 79RD changes from 24VDC to 0VDC when REVT is activated.
TCI CHECKOUT
tests.
Modular Mining Communication Port Check
PTU to the Modular Mining port on the DID panel
key switch ON.
The PTU baud rate defaults to 38400. However, the
Modular Mining port is at 9600 baud. Therefore, before
testing the Modular Mining port, the PTU baud rate
must be changed to 9600.
Click Options.
Remove 38400 and add 9600 to the column
Selected Baud Sequence. Click OK.
The GE wPTU Toolbox Login Screen
Connection Status window now shows
Connected to AC TCI 360T-DIGBT at 9600
Baud on COM1. This verifies the port
communication.
If the Connection Status window shows
Connection to target failed, exit the program
and restart the PTU.
TCI Digital Input Checks
key switch ON.
To check the TCI digital inputs:
Double-click TCI Real Time Data.
example in Figure 3-7. Also, make sure that the
COMMLINK signal under Modes reads OK.
Test the inputs in the Digital Inputs field as
described in Table IV.
FIGURE 3-7. TCI REAL TIME DATA SCREEN
TABLE IV. TCI DIGITAL INPUT CHECKS
STEP INPUT DESCRIPTION
1 ENGSTRTREQ Engine Start Request - DO NOT CHECK AT THIS TIME.
2 ENGCAUTION
Check Engine Caution Lamp - Jumper circuit 419M @ TB30 to ground to illuminate the lamp in the overhead
panel. ENGCAUTION on the PTU will be highlighted.
3
CONTROLON
WARM-UP
Control Power ON & Engine Warm-Up - DO NOT CHECK AT THIS TIME.
4 ENGWARN
Engine Service Light - Jumper 528A @ TB32 to ground to illuminate the blue indicator lamp on the back of the
center console.
5 ENGKILL
Engine Shutdown Switch - Pull up on switch on center console. Verify that circuit 439 @ TB25 changes from
24VDC to 0VDC. Push down the switch to reset the system.
6 BODYDWN
Body Up Switch (activated when body is down) - Place a washer on body-up switch. Verify that circuits 63L &
71F change from 0VDC to 24VDC and the lamp in the overhead panel is OFF.
7 RESTSW
Rest Switch - Move the Rest Switch to the REST position. Verify that the internal lamp on the Rest Switch
illuminates when in the REST position.
8 REVREQ
Reverse Request - Move the selector lever to the REVERSE position. The parking brake will release, circuit
52PBO will be 24VDC, and circuit 52CS will be 0VDC.
9 FORREQ
Forward Request - Move the selector lever to the FORWARD position. The parking brake will release, circuit
10 NEUREQ
Neutral Request - Move the selector lever to the NEUTRAL position. The parking brake will release, circuit
11 PRKBRKSW
Parking Brake Switch - Move the selector lever to the PARK position. PRKBRKSW on the PTU will be
highlighted. (NOTE: The parking brake solenoid is controlled by the VHMS Interface Module. See VHMS/
Interface Module Checkout Procedure to fully test this function.)
12 RSC Retard Speed Control Switch - Pull up the switch on the center console.
13 MIDPAYLD Truck at 70% Payload - Jumper 73MS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
14 FULLPAYLD Truck Fully Loaded - Jumper 73LS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
15 OVERPAYLD Truck Overloaded - Jumper circuit 72IP@TB29 to circuit 712 @ TB32.
16 RESET Override/Fault Reset Switch - Push the switch on the center console.
17 LAMPTEST
Lamp Test Switch - Push the switch on the dash panel. All warning/status lights in the overhead panel will
illuminate except for the bottom two rows, the backup horn sounds, and the retard lights at the rear of the truck
and on top of the cab turn on.
18 DATASTORE Data Store Switch - Push the switch on the back of the center console.
19 AXLEP Axle Pressure Switch - Jumper across the air pressure switch in the rear axle housing.
Close the TCI Real Time Data screen, then
double-click TCI Serial Data.
FIGURE 3-8. TCI SERIAL DATA SCREEN
Close the TCI Serial Data screen, then double-
click TCI Analog Inputs.
example in Figure 3-9.
With the accelerator pedal not depressed, verify
that the ACCEL PEDAL signal is
With the accelerator pedal fully depressed, verify
that the ACCEL PEDAL signal is
With the RSC switch up (OFF position) and the
RSC dial fully counterclockwise, verify that the
RSC POT signal is approximately 10.7 volts.
With the RSC switch up (OFF position) and the
RSC dial fully clockwise, verify that the RSC
POT signal is approximately 0 volts.
FIGURE 3-9. TCI ANALOG INPUTS SCREEN
Close the TCI Analog Inputs screen, then
double-click TCI Temperatures.
Verify that the temperature values are similar to
the example in Figure 3-10.
NOTE: All temperatures are calculated except for the
AFSE and AMBIENT TEMPERATURE values.
Close the TCI Temperatures screen.
FIGURE 3-10. TCI TEMPERATURES SCREEN
TCI Digital Output Tests
key switch ON.
NOTE: The lamp test switch for the overhead panel will
not activate the GE propulsion system lamps when the
PTU is in the Manual Test mode.
To check the PSC digital outputs:
Under Engine Stopped Task, double-click TCI
Manual Test.
The TCI Manual Test screen looks similar to
the TCI Real Time Data screen in Figure 3-7.
Clicking the buttons in the Digital Outputs field
will toggle the output on and off. See Table V.
TABLE V. TCI DIGITAL OUTPUT CHECKS
STEP INPUT DESCRIPTION
LOCATION
(Fig. 3-11)
1 BATSEPC
Battery Separate Relay - Measure 24 VDC from circuit 21BSR @ TB28 to
ground. With BATSEPC highlighted on the PTU, press {enter}. Verify 0 VDC.
2 LINKONLT Link Energized Light on the back of the center console will illuminate.
3
SPD1
SPD2
not used
not used
4 NORETARD No Retard/Propel Light will illuminate. A5
5 NOPROPEL No Propel Light will illuminate. A6
6 PSCNOTRDY Propulsion System Not Ready Light will illuminate. C6
7 RESTLT Propulsion System at Rest Light will illuminate. B6
8 REDUCELT Propulsion System at Reduced Level Light will illuminate. D6
9 RTRDCON Retard System at Continuous Level Light will illuminate. E6
10 BATTCHRGR
Battery Charger System Failure Light will illuminate. (NOTE: This function is
controlled by the VHMS Interface Module. See VHMS/ Interface Module
Checkout Procedure to fully test this function.)
E5
11 ENGSPDSET not used
12 REVERSELT Backup horn and backup lights will activate. B4
13 RETARDXLT Retard light on top of the cab and at rear of truck will turn on.
14 RETARDLT Dynamic Retarding Applied Light will illuminate. D3
15 TEMPWARN Propulsion System Temperature Light will illuminate. C5
16 PSCWARNLT Propulsion System Light will illuminate. B5
17 HYDBHOTLT
Hydraulic Brake Oil Hot Light - cannot be checked (NOTE: This function is
controlled by the VHMS Interface Module. See VHMS/ Interface Module
Checkout Procedure to test this function.)
D5
18 ENGCRANK Engine Crank Signal - See the following procedure to test this function.
To check the Engine Crank Signal:
NOTE: Before checking ENGCRANK, verify that the
21B wires are removed from the starter solenoid relay
in the battery control box. Also, ensure that the engine
oil is at the proper level.
1. Change the PTU from the Engine Stopped
Tasks screen to the TCI Real Time Data
screen.
2. Turn the key switch to START.
Trucks without prelube system:
Measure 24VDC to ground on circuit 21A @
TB25 and circuit 21B @ TB31.
Trucks with prelube system:
Measure 24VDC to ground on circuit 21A @
TB25.
After the prelube system has reached the proper
oil pressure, measure 24VDC to ground on
circuit 21PT @ TB28 to ground.
After circuit 21PT is 24VDC, circuits 21ST and
21B will measure 24VDC to the starter solenoid.
Verify that ENGSTRTREQ, ENGCRANK,
ENGCRNK2, and BATSEPC are highlighted on
the PTU when circuits 21A, 21PT and 21B are
24VDC.
3. Turn the key switch to ON.
4. Move the directional control lever to FORWARD.
5. Turn the key switch to START.
Circuit 21A must remain 0VDC.
6. Release the key switch.
7. Move the directional control lever to NEUTRAL.
8. Turn key switch to START position.
Circuit 21A must remain 0VDC.
10. Release the key switch.
11. Move the directional control lever to PARK.

FIGURE 3-11. STATUS/WARNING LIGHTS
Row/
Column
Indicator Description Color
A1*
High Hydraulic Oil
Temperature
Red
B1* Low Steering Pressure Red
C1 Low Accumulator Precharge Red
D1 Not Used
E1 Low Brake Pressure Red
A2* Low Hydraulic Tank Oil Level Red
B2* Low Auto Lube Pressure Amber
C2* Circuit Breaker Tripped Amber
D2* Hydraulic Oil Filter Restricted Amber
E2* Low Fuel Amber
A3* Parking Brake Applied Amber
B3* Service Brake Applied Amber
C3* Body Up Amber
D3* Dynamic Retarding Applied Amber
E3 Stop Engine Red
A4* Starter Failure Amber
B4* Manual Backup Lights Amber
Row/
Column
Indicator Description Color
C4* 5 Minute Shutdown Timer Amber
D4* Retard Speed Control Amber
E4* Check Engine Amber
A5 No Propel/Retard Red
B5 Propulsion System Warning Amber
C5
Propulsion System
Temperature
Amber
D5 System/Component Failure Red
E5
Battery Charger System
Failure
Red
A6 No Propel Red
B6 Propulsion System at Rest Amber
C6*
Propulsion System Not
Ready
Amber
D6*
Propulsion System at Reduced
Level
Amber
E6*
Retard System at Continuous
Level
Amber
E7 Maintenance Monitor Amber
CALIBRATIONS
The following procedures are used to calibrate the
retarder and accelerator pedals, retarder lever, and the
hydraulic brake temperature and propel system
temperature gauges and the speedometer for the
software. If any of the above components require
replacement during truck servicing or troubleshooting
procedures, the new or rebuilt component must be
recalibrated using the applicable procedure before the
truck is returned to service.
Speedometer
The speedometer can be calibrated by using the DID
panel at the back of the operator cab.
1. On the DID panel, press the function keys
F4 - Menu > F1 - Test Menu > F4 - Speedometer.
2. Adjust the speedometer to read 32 kph (20 mph).
3. Enter 40 on the DID panel keypad.
Verify that the speedometer reads 64 kph (40
mph).
Accelerator Pedal, Retarder Pedal/Lever and
RSC Dial
The pedals and retarder lever can be calibrated by
using the DID panel at the back of the operator cab.
Press the function keys F4 - Menu > F4 - Truck Cfg >
F2 - Begin, then follow the instructions on the screen.
The pedals, retarder lever and RSC dial can also be
calibrated by using the PTU as follows:
2. Make sure that the directional control lever is in
key switch ON.
Data.
Verify the values in Table VI.
ERASING EVENTS
PSC
key switch ON.
Under the Special Tasks heading, double-click
Erase PSC Events.
Click YES.
Double-click PSC Event Summary.
Only two events will be listed and active: Event
91 (Inverter 1 Cutout) and Event 92 (Inverter 2
Cutout). Investigate any other events that are
listed.
TABLE VI. CALIBRATION VALUES
INPUT DESCRIPTION
ACCEL-SEL
0.00 - accelerator pedal released
1.00 - accelerator pedal fully depressed
RETRD-SEL
0.00 - retarder pedal released and retarder lever
fully up
1.00 - retarder pedal fully depressed and
retarder lever fully up
1.00 - retarder pedal released and retarder lever
fully down
RETSPD
5 - RSC dial pulled up and turned fully
counterclockwise
34 - RSC dial pulled up and turned fully
clockwise
TCI
key switch ON.
Under the Special Tasks heading, double-click
Erase TCI Events.
Click YES.
Double-click TCI Event Summary.
No events will be listed. Investigate any events
that are listed.
GATE DRIVER POWER CONVERTER TEST
Never look directly into the fiber optic light. Eye
damage could result.
1. Disconnect the round connector on top of phase
modules P11A+, P12A+, P21A+ and P22A+.
2. Close circuit breaker CB1 on GDPC1 in the right
side compartment of the control cabinet.
3. Use an analog meter to check the voltage
between the pins on the P11A+ round connector.
There must be 90 - 100VDC.
4. Open circuit breaker CB1 on GDPC1. Reconnect
the round connector to P11A+ and close circuit
breaker CB1 again.
5. Carefully remove the gray plug on top of each P11
phase module. Without looking directly into the
plug hole in each phase module, verify that a red
light is present. Insert the gray plugs.
6. Carefully remove the gray plug on top of chopper
module CM1. Without looking directly into the
plug hole, verify that a red light is present. Insert
the gray plug.
breaker CB2 again.
11. Carefully remove the gray plug on top of chopper
module CM2. Without looking directly into the
plug hole, verify that a red light is present. Insert
the gray plug.
breaker CB1 again.
breaker CB2 again.
LOAD TESTING
Preparation
1. Ensure that the wheels are chocked and the
directional control lever is in PARK.
2. Ensure that all blower motor and alternator
brushes are installed correctly.
3. Install locks on the contactor box door and left
side compartment door of the control cabinet. The
right side compartment will be accessed.
4. Use the DID panel to cutout both inverters:
a. Press F4 - MENU > F3 - Inv Cutout >
F1 - Inv #1 > F4 - Toggle.
The display will show Inverter #1 = cut-out.
b. Press F5 - Return > F2 - Inv #2 > F4 - Toggle.
The display will show Inverter #2 = cut-out.
c. Press F5 - Return > F5 - Return to return to the
main DID panel display.
5. Turn the rest switch ON.
6. Move GF cutout switch (2, Figure 3-1) to the
CUTOUT (down) position.
7. Ensure that circuit breakers CB1 and CB2 on both
gate driver power converters are closed.
8. Reconnect the 21B wires to the starter solenoids.
Alternator Speed Sensor Checks
1. Connect an AC voltmeter to circuits 74X (TB22)
and 74Z (TB22).
2. Ensure that the GF cutout switch is in the
CUTOUT (down) position and the rest switch is
ON.
3. Start the engine and operate at low idle.
Verify approximately 4VAC on the meter.
Verify that the tachometer in the operator cab
reads approximately 700 RPM.
4. Remove the voltmeter.
5. Ensure engine speed control by varying the
position of the accelerator pedal.
6. To check the PSC alternator speed feedback,
connect the serial communication cable from the
key switch ON.
Data.
Verify that ENGSPD in the Analog field shows
the correct alternator speed value.
9. Leave the PTU connected to the PSC port for
further checks. Use the emergency stop switch on
the center console of the operator cab to stop the
engine.
Battery Boost Check
The battery boost check must be performed exactly
as described in the following procedure. Failure to
do so may result in serious injury.
The contactors in the control cabinet with the R1
resistor may be energized while the engine is
running. DANGEROUS VOLTAGES ARE PRESENT
INSIDE THE CONTROL CABINET.
NOTE: The engine must be OFF during initial setup.
2. Move GF cutout switch (2, Figure 3-1) to the
CUTOUT (down) position.
3. Verify that all link voltage lights are OFF.
4. Connect a voltmeter across resistor R1 located in
the right side compartment of the control cabinet.
a. Connect the positive lead to BAT
b. Connect the negative lead to F101.
6. Move the GF cutout switch to the NORMAL (up)
position.
7. Turn the rest switch OFF.
The voltmeter will momentarily show a reading
of approximately 18VAC, then drop to zero.
10. Move the GF cutout switch to the CUTOUT
(down) position.
11. Use the emergency stop switch on the center
console of the operator cab to stop the engine.
12. Verify that all link voltage lights are OFF. Remove
the voltmeter.
Brake Circuit Switch Checks
2. Start engine and allow engine to warm up for
approximately 10 minutes.
Verify that all status/warning lights in the
overhead panel are off except Parking Brake
Applied (A3, Figure 3-11), Propulsion System at
Rest (B6) and Propulsion System Not Ready
(C6).
3. Turn the wheel brake lock switch ON.
4. Short circuit 33T to ground. This is for the brake
lock degradation switch located in brake cabinet.
Note that when the wheel brake lock is applied,
the service brake lights on the truck are active
and the service brake light indicator on the
overhead panel is lit.
Data.
Verify that BRAKEON is highlighted when the
wheel brake lock is applied and the engine is
running.
6. Turn the wheel brake lock switch OFF.
7. In the brake cabinet, short circuit 33 on the brake
pressure switch to ground.
The low brake pressure light on the overhead
panel and the low brake pressure buzzer must
activate.
8. On the LH frame rail, short circuit 33F at the
steering pressure switch on the bleeddown
manifold to ground.
The low brake pressure light, low steering
pressure light and low brake pressure buzzer
must activate.
Hoist & Steering Circuit Switch Checks
9. On the inner side of the fuel tank, short circuit 39
on hoist circuit hydraulic filters bypass indicator
switch to ground.
The hydraulic oil filter light in the overhead panel
should illuminate.
10. At the steering circuit hydraulic filter, short circuit
39 on the filter bypass indicator switch to ground.
The hydraulic oil filter light in the overhead panel
must illuminate.
11. Short circuit 51A at the nitrogen precharge
pressure switches on the top of the steering
accumulators to ground.
The low accumulator precharge indicator light is
activated. This light stays on even when the
short is removed.
12. Use emergency shutdown switch on the center
console to shut off the engine. DO NOT turn the
key switch OFF.
The low accumulator precharge light must
remain on and the brakes and steering pressure
must remain charged.
13. Turn the key switch OFF.
Verify that the steering pressure bleeds down.
Link Energized Checks
2. Move the GF cutout switch to the NORMAL (up)
position.
Data.
Verify that capacitor charge light (3, Figure 3-1)
and the link energized indicator light on the rear
of the center console are lit.
Verify that LINKV and both inverter link voltages
(I1LV & I2LV) are approximately 700 volts.
Verify the other values and highlighted
functions are similar on the various PSC
screens in Figure 3-12, Figure 3-13 and
Figure 3-14.
FIGURE 3-12. PSC REAL TIME DATA SCREEN
FIGURE 3-13. PSC SERIAL DATA SCREEN
key switch ON.
Under Real Time, double-click TCI Real Time
Data.
Verify that the analog values and highlighted
functions are similar to the TCI Real Time Data
screen in Figure 3-15.
7. Exit the TCI Real Time Data screen. Leave the
engine running and the PTU connected to the TCI
port for the loadbox test.
Loadbox Test
Verify that the control cabinet doors are closed and
locked before performing the following tests.
DANGEROUS VOLTAGES ARE PRESENT INSIDE
THE CONTROL CABINET WHEN THE ENGINE IS
RUNNING.
1. Jumper fan clutch control circuit 22FO @ TB32 to
ground to lock the fan in full on condition.
2. With the engine running, move the GF cutout
switch to the NORMAL (up) position.
Under Test, double-click Self Load Engine
Test.
Click Enter LDBX.
Verify that the values are similar to the initial Self
Load Engine Test screen in Figure 3-16.
FIGURE 3-14. PSC ANALOG INPUTS SCREEN
FIGURE 3-15. TCI REAL TIME DATA SCREEN
FIGURE 3-16. INITIAL SELF LOAD ENGINE TEST SCREEN
In the following step, exhaust air from grid vents
may be very hot.
4. Put the directional control lever in NEUTRAL and
depress the accelerator pedal to just pick up
contactor RP1. This will occur at approximately
1150 rpm.
Check for hot air flow from both front sections of
the retarding grid.
Check for air flow from the rectifier air exhausts
on the back of the control cabinet.
On the PTU, verify that the values for BLWR1
and BLWR2 are balanced but opposite polarity.
NOTE: If the HPADJ value is fixed at zero and the
ENGLOAD% value is fixed at 50% (or 5.0V if using an
analog load signal), it is an indication that the PWM
engine load signal is not getting to the PSC. Check for
Event 63 (Engine Load Signal) on the DID panel. Refer
to Troubleshooting for more information.
5. Depress the accelerator pedal to pick up
contactors RP1 and RP2. This will occur at
approximately 1375 rpm.
6. Release the accelerator pedal just enough so that
contactor RP2 drops out but contactor RP1 is still
picked up. This will occur at approximately 1375
rpm.
NOTE: Some trucks are not equipped with contactor
RP3.
7. Depress the accelerator pedal to pick up
contactors RP1, RP2 and RP3. This will occur at
8. Warm up the engine until the engine coolant
temperature stabilizes. Then fully depress the
accelerator pedal to pickup all the RP contactors.
The CHOP value on the PTU must be 25% at
9. Record the PTU screen while viewing the screen
during full load.
Under the Save menu, select Single
Snapshot, then click Save.
To view the recorded screen, under the View
menu, select Screen Relay, the highlight the
file and click Open.
10. Note the ENGLOAD value on the screen.
If the value is five volts during load testing,
loading is satisfactory.
If the value is below five volts, the electrical
system needs to remove horsepower loading.
This is an indication of a weak engine.
If the value is above five volts, the electrical
system needs to load the engine more. This is
an indication of a strong engine.
11. The Self Load Engine Test screen must be
recorded and the values compared to values that
are calculated to account for parasitic losses at
the elevation of the test site and ambient
temperature during testing as follows:
a. Output horsepower must be 2700 HP 5% @
1900 +10/-15 rpm.
b. Requested rpm from GE must be 1900 rpm.
c. Refer to Figure 3-17 for parasitic losses curve.
Read the parasitic losses from the graph
based on ambient temperature and altitude.
Add the value on the graph to the delivered
HP to GE and compare that to the -5%
value at the rpm rated tolerance (i.e. 2612
HP + value from graph = corrected HP).
Manual Offset HP Output Adjustment:
12. If it is necessary to troubleshoot HP problems, use
With loadbox initiated, enter a + or - offset value
in the HP Offset field.
Click the HP Offset box.
13. Perform the load test again.
Return the offset to 0.0
Click the HP Offset box.
Click EXIT LDBX to exit the Self Load Engine
Test screen.
14. Allow the engine to cool down until the engine
temperature and pressure gauges show normal
operating values.
16. Turn the key switch OFF. Allow approximately 90
seconds for the steering accumulators to bleed
down.
17. Remove the jumper from the fan clutch control
circuit
18. Record all data to create a truck record for future
comparison.
FIGURE 3-17. TOTAL PARASITIC LOSS AT FULL POWER
Komatsu SSDA16V160, 2700 GHP, ECS 8 Blade, 78 dia. 5.3 PW @ 798 RPM
TROUBLESHOOTING
PVM Optimum Load Curve Handshaking
Troubleshooting
NOTE: A value of less than 0.5VDC or more than
9.5VDC on circuit 72E indicates a failure.
1. With the engine off, key switch ON and control
power switch ON, measure the voltage between
the 72E (+) lead and the 72R (-) lead.
The voltage must be 5.0VDC.
a. Jumper circuit 22FO to ground and verify
voltage on 72E to 72R changes to 7.0VDC.
b. If the voltage is 0VDC, verify that the
connections to the PVM are correct and that
circuits 439 and 11SL (connected to CN P382
positions 5 and 40) are 24VDC.
2. With the engine running and under load, and the
key switch and control power switch ON, check
the voltage at 72E (+) to 72R (-).
The voltage must be 5.0VDC.
a. Check the PVM diagnostic connector P381.
b. Verify that the voltage between position A to B
is 8 to 11VDC. A reading of 0VDC indicates
that the 1939 transmission line failed. Check
1939 wiring.
c. Verify the voltage between position C to B is 8
to 11VDC. A reading of 0VDC indicates that
the PVM has failed only if the voltage from
position A to B is correct and the filtering circuit
is correct. Check the filtering circuit resistors
and capacitors connected to P383 positions 12
and 20 and P382 position 33 mounted on
diode board DB1.
3. If both Step 1 and 2 are 0VDC, then circuit 439 or
11SL or both are incorrect.
Allow adequate time for link voltage to drain down
before opening the control cabinet to perform the
following checks or repairs.
Phase Module and Chopper Module
Troubleshooting
1. To troubleshoot a phase module or chopper
module, stop the engine and turn the rest switch
OFF. Connect the serial communication cable
from the PTU to the PSC panel and access the
PSC Manual Test screen.
2. Click the appropriate GD1E or GD2E signal in the
Digital Output field and turn it ON. (GD1E turns
on all Inverter 1 phase modules and chopper
module 1. GD2E turns on all Inverter 2 phase
modules and chopper module 2.)
3. Disconnect the gray fiber optic cable on the phase
module or chopper module that is being checked.
In the following step, DO NOT look directly at the
red light. Eye damage could result.
4. If a red light is visible out of the gray receptacle on
the gate driver module, the phase module or
chopper module is OK.
5. If a red light is not visible, disconnect the round
power supply harness from the gate driver
module.
6. Check the AC voltage in the two pins in the
harness. There will be 100 VAC square wave on
the harness. The actual reading on the VOM will
depend on the meter and how it is designed to
measure AC voltage. Most meters read less than
100 volts. Normally, there will either be proper
voltage on the harness or no voltage at all.
7. If there is no voltage, troubleshoot the appropriate
gate driver power converter or the harness. See
Gate Driver Power Converter Test earlier in this
section.
8. If there is voltage, reconnect the harness and
disconnect the gate lead on the G terminal.
10. If there is a red light visible with the gate lead
disconnected, there is a short and the phase
module or chopper module must be replaced.
11. If a red light is not visible with the gate lead
disconnected, the gate driver module is faulty and
must be replaced. All the gate driver sections for
phase modules and chopper modules are alike
and interchangeable. The red-covered and white-
covered gate driver modules are interchangeable
where mounted by the six cap screws to the
cooling tubes of the phase module or chopper
module.
PHASE MODULE REPLACEMENT
Phase Module Removal
1. Place the control power switch in the OFF
position and the GF cutout switch in the CUTOUT
position.
2. Use a VOM to ensure that there is no voltage
present between the (+) and (-) DC links and
ground.
3. Disconnect the fiber optic cables and the round
plug at the top of the phase module. Tuck the
removed cables under the loom to protect the
cables when the module is pulled out.
4. Remove the mounting hardware that secures the
phase module to the vertical bus bar. Note the
length of the bolts for proper reinstallation.
5. Remove the mounting hardware that secures the
two fuses.
6. Mark each phase module so that it will be
reinstalled in its original location.
NOTE: Each phase module weighs 29.5 kg (65 lbs).
7. Support the phase module and remove the two
nuts and washers that secure the phase module
to the control cabinet.
8. Slide the phase module forward by the extended
mounting arms and remove it from the control
cabinet. DO NOT pull on the gate card cover.
Phase Module Installation
1. Inspect the rear cooling air sealing gasket.
Replace it if damaged.
2. Return the phase module to its original location.
3. Install the two mounting bolts and washers that
secure the phase module to the control cabinet.
Tighten the bolts to 64 Nm (47 ft lbs).
4. Install the mounting hardware that secures the
two fuses. Tighten the bolts to 19 Nm (14 ft lbs).
5. Install the mounting hardware that secures the
phase module to the vertical bus bar. Tighten the
bolts to 26 Nm (19 ft lbs).
6. Reconnect the fiber optic cables and the round
plug at the top of the phase module.
7. Place the GF cutout switch in the NORMAL
position and the control power switch in the ON
position.
NOTE: For removal of other control cabinet
components, refer to the GE service manual.
G01020 Index G1-1
SECTION G
DRIVE AXLE, SPINDLE, AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2
FRONT WHEEL HUB AND SPINDLE ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3
REAR AXLE HOUSING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4
REAR AXLE HOUSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5
G1-2 Index G01020
NOTES
G02022 Tires and Rims G2-1
SECTION G2
TIRES AND RIMS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
RIM AND TIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Rim And Tire Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
G2-2 Tires and Rims G02022
NOTES:
TIRES AND RIMS
The truck tires should be inspected and tire pressure
checked with an accurate pressure gauge before
each working shift. Tire pressure will vary according
to manufacturer and local working conditions. Con-
sult tire manufacturer for recommended tire pres-
sure.
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 nor-
mal for pressure to increase in tire due to expansion.
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, dirt and other foreign materials work into a tire
through a cut eventually causing tread or ply separa-
tion.
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 or other petroleum products.
Before storing used tires, clean thoroughly and
inspect for damage. Repair as necessary. When a
truck is placed in storage, it should be blocked to
remove the weight from the deflated tires. If stored
truck cannot be blocked, check air pressure and
inspect tires twice a month for proper inflation pres-
sure.
FRONT TIRES AND RIMS
Removal
DO NOT weld or apply heat on the rim assembly
with the tire mounted on the rim. Remaining
gases inside the tire may ignite causing explo-
sion of tire and rim.
DO NOT go near a tire if a brake or wheel motor
has experienced a fire until the tire has cooled.
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. Never overin-
flate a tire. Refer to tire manufacturers
recommendations.
Always keep personnel away from a wheel and
tire assembly when it is being removed or
installed.
The tire and rim weigh approximately 4995 kg
(11,000 lbs). Be certain tire handling equipment is
capable of lifting and maneuvering the load.
Manual tire removal and installation is possible, but
due to the size and weight of the components, spe-
cial handling equipment is desirable. Consult local
tire vendors for sources of equipment designed
especially to remove, repair, and install large off-
highway truck tires.
If the studs in the front wheel hub require replace-
ment, use a special stud installer tool and tighten
studs to 732 Nm (540 ft lbs) torque.
1. Shift directional control lever to PARK, then
block rear wheels to prevent movement of truck.
2. Turn the key switch OFF to stop the engine,
and allow at least 90 seconds for the accumula-
tor to bleed down. Turn the steering wheel to be
sure no pressure remains. As a safety precau-
tion, bleed down brake accumulators.
3. Place jack under spindle or under frame at the
front cross tube.
4. Raise front end of truck until tires clear ground
and block up securely under frame.
5. Visually inspect all brake components for dam-
age or wear. Inspect hydraulic brake lines for
damage or leaking fittings.
6. Secure wheel assembly to hoist or fork lift and
take up slack. Remove wheel nuts (8, Figure 2-
1), and wheel retainer lugs (7) securing wheel
assembly to wheel hub. Remove the clamp that
secures the tire inflation valve to the wheel hub.
Care should be taken not to damage the inflation
stem during tire removal.
7. Move wheel assembly away from wheel hub
and into clean work area.
Do not attempt to disassemble wheel assembly
until all air pressure is bled off.
Due to its size and weight, always keep person-
nel away from a wheel assembly when it is being
removed or installed.
1. Valve Assembly
2. Bead Seat Band
3. Rim
4. O-Ring
5. Side Flange
6. Lock Ring
7. Wheel Retainer Lug
8. Nut
9. Cap Screw
10. Flat Washer
11. Lockwasher
12. Nut
13. Clamp
14. Cap Screw
15. Flatwasher
16. Lockwasher
17. Bent Plate
18. Hub
FIGURE 2-1. FRONT WHEEL ASSEMBLY
Installation
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Using a tire handler, lift wheel into position on
wheel hub. Install wheel retainer lugs (7, Figure
2-1) and lubricated nuts (8). Evenly tighten each
nut using the sequence shown in Figure 2-2 to
407 Nm (300 ft lbs) torque.
2. Spin the wheel and check rim run-out. Maxi-
mum run-out is 5mm (0.20 in.). If run-out
exceeds specifications, then loosen all nuts and
re-tighten them evenly as shown in Figure 2-2.
3. If run-out is OK, then tighten each nut using the
sequence in Figure 2-2 to 746 Nm (550 ft lbs)
torque.
4. Connect the valve stem to the wheel hub.
5. Operate truck for one load and retighten wheel
nuts as specified in Step 3. Recheck nut torque
daily (each 24 hours of operation) to insure
proper torque is maintained on each nut. Once
torque is maintained, daily checking is no longer
required. Check intermittently to insure torque is
maintained.
REAR TIRES AND RIMS
If the studs in the rear wheel motor require replace-
ment, use a special tool and tighten studs to 540 ft
lbs (732 Nm) torque.
Removal
1. Park truck on level ground and block front
wheels. Position a jack in recess of rear sus-
pension mount casting as shown in Figure 2-3.
2. Raise rear axle housing of truck until tires clear
ground. Securely block up rear axle housing
near the wheel motor mounting flange.
3. Disconnect inner wheel valve stem extension
from outer wheel valve stem vinyl clamp by
loosening cap screws. Lift valve extension out
of vinyl clamp.
4. Using a tire handler (or hoist and sling if body
has been removed as shown in Figure 2-4) to
grasp outer wheel assembly. Remove wheel
nuts (10, Figure 2-4) and wedges (11) securing
outer wheel to the wheel motor hub.
Use a strap or other means, to secure inner
wheel before removing outer wheel assembly.
This will prevent the accidental slipping of inner
wheel during this operation.
FIGURE 2-2. FRONT WHEEL TIGHTENING
SEQUENCE
5. Pull straight out on outer wheel assembly and
remove.
6. If inner wheel removal is necessary, remove
spacer (6, Figure 2-4) by pulling straight out and
removing from rear hub. (Refer to Figure 2-6.)
NOTE: Use care when removing spacer and inner
wheel so as not to damage tire inflation extension
tube.
7. Secure tire handler (or lifting device) to inner
wheel and pull straight out to remove from
wheel hub.
Installation
NOTE: Clean all mating surfaces before installing
wheel assembly.
1. Attach tire handler (or lifting device) to inner
dual and install inner dual onto wheel motor
hub. Use care not to damage tire inflation
extension line.
NOTE: During inner wheel installation be sure air
inflation line lays in channel on wheel hub assembly.
2. Using a lifting device, install spacer (6, Figure 2-
4) onto wheel motor hub. Tap spacer up against
inner dual. Attach tire handler to outer dual and
position onto wheel motor hub.
FIGURE 2-3. TIRE LIFTING SLING
(BODY REMOVED)
FIGURE 2-4. REAR WHEEL ASSEMBLY
1. Side Flange
2. Outer Wheel Rim
3. Bead Seat Band
4. O-Ring
5. Lock Ring
6. Spacer
7. Valve Cap
8. Core
9. Clamp
10. Nut
11. Wheel Retainer Wedge
12. Valve Extension Tube
13. Inner Wheel Rim
Due to its size and weight, always keep person-
nel away from a wheel assembly when it is being
removed and installed.
NOTE: Be sure to position outer dual wheel so that
tire valve bracket aligns with inner wheel inflation
line.
3. Install wedges onto studs and secure in place
with lubricated wheel nuts. Evenly tighten each
nut in an alternating (criss-cross) pattern as
shown in Figure 2-7) to 407 Nm (300 ft lbs)
torque.
4. Spin the wheel and check rim run-out. Maxi-
mum run-out is 5mm (0.20 in.). If run-out
exceeds specifications, then loosen all the nuts
and re-tighten them evenly as shown in Figure
2-7.
5. If run-out is OK, then tighten each nut as shown
in Figure 2-7 to 746 Nm (550 ft lbs) torque.
6. Secure inner and outer dual tire inflation lines to
bracket on outer rim. Tighten cap screws to
standard torque.
7. Install wheel cover. Remove blocks from under
truck and lower truck to the ground.
8. Operate truck for one load and retighten wheel
nuts as specified in Step 6. Recheck nut torque
daily (each 24 hours of operation) to insure
proper torque is maintained on each nut. Once
torque is maintained, daily checking is no longer
required. Check intermittently to insure torque is
maintained.
FIGURE 2-5. TIRE LIFTING SLING
(BODY REMOVED)
FIGURE 2-6. INNER TIRE REMOVAL AND
INSTALLATION
RIM AND TIRE
Tire Removal
DO NOT weld or apply heat on the rim assembly
with the tire mounted on the rim. Resulting gases
inside the tire may ignite causing explosion of
tire.
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. Never overin-
flate a tire. Refer to tire manufacturers
recommendations.
1. Place tire and wheel assembly in safety cage
and discharge all air pressure from tire.
2. Attach a hydraulic bead breaker to the rim by
slipping the jaws of frame assembly over the
outer edge of flange (5, Figure 2-8). Make sure
the jaws of the frame are as far in on the flange
as possible.
3. Following tool manufacturers instructions, move
tire bead in far enough to permit placing a
wedge between tire and flange at side of tool.
4. Repeat this procedure at locations approxi-
mately 90 from the first application. Continue
this procedure until tire bead is free from rim.
5. After bead is broken loose, insert flat of tire tool
in beading notch on lockring (6, Figure 2-8). Pry
lockring up and out of groove on rim.
6. Pry in on bead seat band (2) until O-ring (4) is
exposed. Remove O-ring.
7. Remove bead seat band (2) from rim (3) and
remove flange (5).
8. Reposition wheel assembly and repeat removal
procedure on opposite side of tire. Remove tire
from rim.
Rim And Tire Preparation
The first step in mounting radial off-road tires is to
properly prepare the tire and rim assembly.
1. Clean the rim base, bead seat band, and
flanges with a wire brush. Remove all paint from
knurling on bead seat band and back section.
Never weld or repair damaged rims.
2. Check rim assembly for damage or corrosion.
Replace any damaged or broken components.
Verify that the rim does not have any burrs.
3. Apply rust inhibitor to any corrosion.
4. Clean the tire and bead area.
5. Check for and remove any object(s) from the
interior of the tire that could cause damage to
the tire.
6. Check the tire bead area and inner liner for
damage that would allow air to leak from the
tire. Replace or repair any tire with bead dam-
age.
FIGURE 2-7. REAR WHEEL TIGHTENING
SEQUENCE
Lubricants
The proper amount and type of lubricant is key to
successful mounting of radial off-road tires.
For lubrication, use only water-based or vegeta-
ble-based lubricant. Lubricants should be of a
type that vaporize over time and not leave any
residue on the rim or tire surfaces.
1. Paste lubricants should be diluted with water as
per specific lubricant manufacturers recommen-
dations.
2. Only lubricate all parts on the rim that are in
contact with the bead sole area of the tire.
NOTE: Be careful not to apply lubricant in the O-ring
gutter.
3. When lubricating the tire bead, lubricant should
be sparingly applied to the tire bead surface
ONLY. The lubricant should be painted or
sprayed on uniformly without any lumps in the
paste or soap. The total amount of lubricant
applied per tire should not exceed 50 grams
(1.75 oz.).
Tire Installation
The preferred method for mounting tires is horizon-
tally and off of the truck, especially for initial tire
mounting on a new truck. For horizontal tire mount-
ing, a workmans stand is recommended for working
inside the tire. Similar methods and precautions
should be used when mounting tires vertically, on the
truck.
NOTE: With each tire mounting, it is required that a
new O-ring and a new air valve be installed.
1. Before mounting tire to rim, remove all dirt and
rust from rim parts, particularly the O-ring
groove and bead seats. It is advisable to touch
up all metal parts with a good anti-rust paint to
prevent bare metal from being exposed to the
weather.
FIGURE 2-8. FRONT WHEEL ASSEMBLY
1. Valve Assembly
2. Bead Seat Band
3. Rim
4. O-Ring
5. Side Flange
6. Lock Ring
7. Wheel Retainer Lug
8. Nut
9. Cap Screw
10. Flatwasher
11. Lockwasher
12. Nut
13. Clamp
14. Cap Screw
15. Flatwasher
16. Lockwasher
17. Bent Plate
18. Hub
NOTE: Do not allow paint, rust or other
contamination to cover mating faces of lockring (6)
and rim (3).
Check to be sure that proper rim parts are used
for reassembly. Use of incompatible parts may
not properly secure the assembly resulting in
violently flying parts upon inflation
2. If valve stem and spud assembly were
removed, reinstall in rim. Install valve stem
assembly onto rim and install spud assembly to
inside of rim. Tighten spud assembly to 4 Nm
(35 in. lbs) torque.
3. Adjust vinyl clamp and cap screw on valve stem
and rim assembly. Tighten cap screw to stan-
dard torque.
4. Install inner flange on rim. Coat beads of tire
with tire mounting soap solution.

Prying against tire bead may cause damage to
tire bead and will cause air leaks.
5. Position tire over rim and work tire on as far as
possible without prying against the beads. Any
damage to tire bead will destroy air seal and
cause air leaks at these points.
6. Install outer flange (5, Figure 2-8) in position
and replace bead seat band (2). Push in on
bead seat band to expose O-ring groove in rim.
7. Lubricate new O-ring (4) with soap solution and
install in groove of rim.
8. Install lockring (6) and tap into place with lead
hammer. Lockring lug must fit into slot of
rim.
9. Remove valve core from valve stem and inflate
tire to seat beads of tire and O-ring as specified
by tire manufacturer.

Use a safety cage whenever possible. Stand to
one side as tire is being inflated. Never start
inflating unless lockring is securely in place. DO
NOT stand in front of or over lockring when
inflating.
10. If beads of tire and O-ring do not seat within one
minute, raise tire slightly and tap bead seat
band. This will help the air pressure to push the
tire bead out into position.
11. As soon as seating has been accomplished,
install valve core and inflate tire to recom-
mended tire pressure.
12. Follow tire manufacturers recommendations
concerning tire bead seating procedures and
final tire pressure setting for each application.
G03030 3/11 Front Wheel Hub and Spindle G3-1
SECTION G3
FRONT WHEEL HUB AND SPINDLES
INDEX
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Spindle Removal Procedure (off of the truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Wheel Bearing Adjustment (Tire Removed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
Wheel Bearing Adjustment (Tire mounted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15
OIL SAMPLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-16
Oil Sampling Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-17
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-17
OIL DRAIN AND REFILL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-17
STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-18
Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-18
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-19
Bearing Replacement (Steering cylinder and tie rod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-19
TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-21
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-21
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-22
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-22
TOE-IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-23
G3-2 Front Wheel Hub and Spindle 3/11 G03030
NOTES:
FRONT WHEEL HUB AND SPINDLE
WHEEL HUB AND SPINDLE ASSEMBLY
Removal
The following instructions will cover the complete
removal, installation, disassembly, assembly and
bearing adjustment of front wheel hub and spindle. If
only brake service is to be performed, refer to Sec-
tion "J", "Brake Circuit".
Do not loosen or disconnect any hydraulic brake
line or component until engine is stopped, key
switch is turned OFF for 90 seconds and drain
valves on brake accumulators are opened.
For ease of handling, refer to the "Front Tire and Rim
Removal" instructions to remove front tire and rim
assembly.
1. Bleed down the steering accumulator by shut-
ting down the engine and turn the key switch
OFF and wait for at least 90 seconds. Open
drain valves at the bottom of each of the brake
system accumulators. Allow adequate time for
the accumulators to bleed down.
2. Disconnect the brake lines leading to each cali-
per and main brake supply line (1, Figure 3-1) at
the junction block. Plug or cap all lines to pre-
vent contamination of the hydraulic system.
3. Remove any grease lines being used for a
group lube or automatic lube system for the
steering cylinder and tie rod. Cap all lines.
4. Remove cap screws and washers securing
brake line junction block (2), and main brake
supply line (1) from spindle assembly. Plug or
cap all lines to prevent contamination of the
hydraulic system.
5. If internal work is to be performed, position
drain plug (24, Figure 3-10) at the lowest posi-
tion and remove plug. Allow all oil to drain out.
6. Remove lubrication lines from tie rod and steer-
ing cylinder. Disconnect tie rod and steering cyl-
inder rod from spindle being removed. Refer to
"Steering Cylinder and Tie Rod Removal" in this
section.
FIGURE 3-1. BRAKE SUPPLY LINES
1. Brake Supply Line
2. Junction Block
3. Caliper Supply Lines
4. Lubrication (Grease)
Supply Lines
7. Position a fork lift under the wheel hub and
spindle assembly as shown in Figure 3-2. The
weight of the spindle assembly is approximately
8,800 kg (19,400 lb). Ensure the lifting device
can handle the load safely. Ensure the spindle
and hub are securely fastened to the lifting
device to prevent tipping when it is free from the
suspension.
8. Remove cap screws (1, Figure 3-3) securing
retainer plate (2) to spindle structure and sus-
pension. Loosen cap screws in torque incre-
ments of 678 Nm (500 ft lbs). Remove retainer
plate.
9. Carefully remove 13 of the steering arm cap
screws (5) as follows:
a. Identify the cap screws designated with an
"X" in Figure 3-4.
b. Remove these capscrews using a circular
pattern in torque increments of 678 Nm (500
ft lb). DO NOT attempt to remove each cap
screw in one sequence.
DO NOT remove the cap screws in one step with
an air wrench. Revolve around the circular pat-
tern at least 3 times, gradually loosening the cap
screws during each revolution.
10. Run the proper size tap into the threaded holes
to ensure clean, good quality threads.
FIGURE 3-2. SPINDLE AND WHEEL HUB
REMOVAL
FIGURE 3-3. WHEEL HUB & SPINDLE REMOVAL
1. Cap Screws
2. Retainer Plate
3. Spindle
4. Spindle Steering Arm
5. Retaining Cap Screws
FIGURE 3-4. SPINDLE CAP SCREW SPACING
1. Cap Screw Insertion
Holes
2. Tool Structure
NOTE: Older pusher tools (5, Figure 3-5) may have
been made with a round tube (shown as a dotted
line) welded on one side. The tool can be installed
upside down and used with a hydraulic ram as
shown.
Refer to Section "M", Options & Special Tools for
dimensions for fabricating the spindle pusher tool
and spacers (6, Figure 3-5). Special cap screws and
washers are also required.
The hydraulic ram must be a low profile hydraulic
ram (pancake jack) to fit in this area. Most hydraulic
rams that will fit in this area are rated at 150 tons.
The maximum force that can be applied during
the spindle removal process is not to exceed
408 233 kgf (900,000 lb).
11. Locate 13 cap screws (1, Figure 3-5) and wash-
ers (2) as specified below:
Cap Screw P/N KC70951.25 x 8 in.
Washer P/N WA036641.1 mm (1.62 in.)
12. Lubricate the cap screw threads and flat wash-
ers with chassis grease.
13. Install pusher tool (5) as shown in Figure 3-5
using the only three cap screws (1), three wash-
ers (2) and three spacers (6). The three cap
screws must be evenly spaced. Tighten the
three cap screws to 68 Nm (50 ft lb).
NOTE: Verify minimum thread engagement is 41.1
mm (1.62 in.) on pusher cap screws when inserted.
14. Ensure hydraulic ram (4) is completely
retracted. Install hydraulic ram with reaction
plate (3) on top of the hydraulic ram.
NOTE: If there is a large gap between the reaction
plate and the suspension, it may be necessary to add
steel spacers below the hydraulic ram.
Do not apply pressure to the hydraulic ram until
all 13 cap screws are installed.
15. Install the remaining 10 cap screws and tighten
them to 68 Nm (50 ft lb). This is to ensure all
cap screws will pull evenly when pressure is
applied by the hydraulic ram.
The maximum force that can be applied during
the spindle removal process is not to exceed
408 233 kgf (900,000 lb).
FIGURE 3-5. PULLER TOOL WITH RAM
1. Cap Screw
(KC7095)
2. Hardened Washer
(WA0366)
3. Reaction Plate
4. Hydraulic Ram
5. Pusher Tool
6. Spacer
7. Steering Arm
8. Spindle
9. Suspension Piston
10. Area to heat
Heavy structures and high forces are involved in
this procedure. Use caution at all times when
applying force to these parts. Sudden release of
the spindle could cause components to move
forcefully and unexpectedly.
16. Start applying pressure to the hydraulic ram to
separate the parts. If the specified maximum
force of the hydraulic ram is reached and the
tapered parts have not separated, slowly and
uniformly apply heat to the spindle as shown
(10, Figure 3-5). Heat must be applied in two
locations 180 degrees apart. Allow heat to pen-
etrate into the spindle. Reapply heat as
required. Do not exceed 454 C (850 F) any-
where on the spindle.
Heating the spindle in excess of 454 C (850 F)
may cause serious damage to the spindle.
17. Use heat as specified in the previous step and a
large hammer to carefully tap the top surface of
the spindle until the spindle breaks free.
NOTE: If the spindle does not separate from the
suspension, the spindle and suspension must be
removed from the truck as an assembly. Then use
the Spindle Removal Procedure (off of the truck)
procedure to separate the spindle from the
suspension.
18. After separation, lower the wheel hub and spin-
dle assembly away from suspension piston rod.
Be careful during removal to prevent damage to
the suspension piston rod taper and the tapered
spindle bore.
19. Move the spindle and hub assembly to a clean
work area for repair.
Spindle Removal Procedure (Optional)
(off of the truck)
If the hydraulic ram method (with heat) did not sepa-
rate the spindle from the suspension, then the sus-
pension and spindle must be removed from the truck
as an assembly. With the suspension on the ground,
the pusher tool can be used to separate the spindle
from the suspension.
Heavy structures and high forces are involved in
this procedure. Use caution at all times when
applying force to these parts. Sudden release of
the spindle could cause components to move
forcefully and unexpectedly.
Refer to Section "M", Options & Special Tools for
dimensions for fabricating the spindle pusher tool
and the cap screws and washers required. Multiple
flatwashers may be required under the cap screws to
be effective.
Note: Hardened flat washers must be used under the
pusher cap screws to prevent galling. Lubricate cap
screw threads and washers with a lubricant such as
chassis lube.
1. Position the suspension and spindle assembly
on the work floor as shown in Figure 3-6. The
suspension and spindle assembly weighs
11 000 kg (24,250 lb). Ensure the lifting device
can handle the load safely.
2. The wheel hub must be supported with an over-
head hoist. The spindle assembly weighs
approximately 8,800 kg (19,400 lb). Ensure the
lifting device can handle the load safely.
NOTE: If the spindle is turned so the wheel hub is
resting on the ground, the spindle must still be
attached to an overhead hoist.
3. Install pusher tool (2, Figure 3-6) using cap
screws and washers (1) specified below:
Cap Screw P/N KC7095 . . . . . . . . . . . . . 1.25 x 8 in.
Min. thread engagement. . . . . 41.1 mm (1.62 in.)
Washer P/N WA0366 . . . . . . . . . . . . . . . . 1.25 in.
Note: Verify minimum thread engagement on pusher
cap screws when inserted.
4. After the tool has been installed, progressively
increase the torque on the cap screws in a cir-
cular pattern until the tapered piston breaks
loose, or until the maximum specified torque on
the cap screws of 2 142 Nm (1,580 ft lb) is
reached.
5. If the specified torque is reached and the parts
have not separated, slightly loosen the cap
screws and slowly and uniformly apply heat to
the spindle as shown (3, Figure 3-6). Heat must
be applied in two locations 180 degrees apart.
Allow heat to penetrate into the spindle. Reap-
ply heat as required. Do not exceed 454 C
(850 F) anywhere on the spindle.
Heating the spindle in excess of 454 C (850 F)
may cause serious damage to the spindle.
6. Tighten the cap screws again to the maximum
specified torque as described in Step 4.
7. Using a large hammer and heat at the specified
locations, carefully tap on the top surface of the
spindle until the piston breaks free.
Note: In extreme cases, it may be necessary to
remove additional steering arm retaining cap screws
and use additional pusher cap screws to apply more
force.
8. After separation, use the lifting device to move
the spindle assembly, to clean work area for
repair.
FIGURE 3-6. PUSHER TOOL INSTALLATION
1. Cap Screw & Washer
2. Pusher Tool
3. Area to heat
Installation
1. Clean spindle bore and suspension rod taper so
they are free of all rust, dirt, etc. Clean and
check the tapped holes in bottom of Hydrair
piston for damaged threads. Retap holes, if
necessary, with 1.250 in. - 12NF tap.
2. Lubricate spindle bore and suspension rod
taper with a lithium based chassis grease
(multi-purpose, EP, NLGI #2).
Use of anti-seize compounds that contain copper
are prohibited from use on spindle bores and rod
tapers. Products containing copper will contrib-
ute to corrosion in this area.
3. The weight of the spindle and wheel hub
assembly is approximately 8,800 kg (19,400
lb). Use a lifting device that can handle the load
safely. Position the spindle and wheel hub
assembly on fork lift or similar lifting device as
shown in Figure 3-7.
4. Raise the spindle and wheel hub assembly into
position.
5. Lubricate cap screws (1, Figure 3-8) on the
threads and seats with lithium based chassis
grease (multi-purpose, EP, NLGI #2, with a
maximum moly content of 5%).
6. Secure spindle to suspension using retainer
plate (2) and cap screws (1). Tighten cap
screws using the following procedure:
a. Tighten cap screws (1) uniformly to 678 Nm
(500 ft lb) torque.
b. Continue to tighten cap screws in increments
of 339 Nm (250 ft lbs) to obtain a final
torque of 2 142 Nm (1,580 ft lb).
FIGURE 3-7. SPINDLE AND WHEEL HUB
REMOVAL
FIGURE 3-8. WHEEL HUB & SPINDLE
INSTALLATION
1. Cap Screws
2. Retainer Plate
3. Spindle
4. Spindle Steering Arm
5. Retaining Cap Screws
7. If removed, install steering arm (4, Figure 3-8).
Before installing steering arm, clean and check
the tapped holes in bottom of spindle for dam-
aged threads. Retap holes, if necessary.
Steering arm threads. . . . . . 1.25 in. - 12NF tap
8. Lubricate cap screws (5, Figure 3-8) on the
threads and seats with lithium based chassis
grease (multi-purpose, EP, NLGI #2, with a
maximum moly content of 5%).
9. Install cap screws (5) and tighten to 2 705 135
Nm (1,995 200 ft lb).
10. Install steering cylinder and tie rod in their
respective mounting holes on the spindle.
Tighten retaining nuts to 712 71 Nm (525
52 ft lb) torque. Connect lubrication lines.
11. Tighten the tie rod clamp cap screws and lock-
nuts to 420 Nm (310 ft lb). Reapply torque to
each capscrew and locknut until the specified
torque is maintained.
12. Apply an upwards force to each end of the tie
rod assembly near the rod end threads. Look
for lateral movement between the tie rod ends
and tie rod structure.
If lateral movement is detected, visually inspect
the internal and external threads on both ends.
Replace parts that have damaged threads. Use
new capscrews and locknuts where thread
damage to the tie rod end and tie rod structure is
observed.
13. Apply an upwards force to each end of the tie
rod assembly near the rod end threads.
Look for lateral movement between the tie rod
ends and tie rod structure. Replace parts that
have damaged threads. Use new capscrews and
locknuts where thread damage to the tie rod end
and tie rod structure is observed.
14. Rotate the wheel hub to position the fill plug at
the 12 o'clock position. Remove the fill plug and
level plug. Fill wheel hub assembly at fill hole
with SAE 80W-90 oil. When properly filled, oil
should be present at the level (lower) hole. The
wheel hub holds approximately 21 liters (5.5
gal) of oil. Replace fill and level plugs.
15. Install wheel speed sensor (4, Figure 3-9).
Adjust sensor to obtain an air gap of 2.0 0.1
mm (0.079 0.004 in.) between tip of the sen-
sor and gear.
16. Install sensor harness (3) securely with mount-
ing clamps. Connect sensor harness to chassis
harness.
17. Install junction block (2) with the spacer, cap
screws, and flat washers.
18. Attach supply lines to brake calipers and con-
nect main supply lines to connection on frame.
19. Bleed brakes according to Bleeding Brakes,
Section "J".
20. Install wheel and tires as described in "Front
Wheel and Tire Installation".
FIGURE 3-9. SPEED SENSOR
1. Cover
2. Junction Block
3. Harness
4. Speed Sensor
5. Cap Screw
FIGURE 3-10. SPINDLE AND WHEEL HUB ASSEMBLY
1. Hub
2. Cap Screws & Lock Washers
3. Cover
4. Oil Fill Plug
5. Cap Screws & Flatwashers
6. Oil Level Sight Gauge
7. Shims
8. Retainer Plate
9. Cone
10. O-Ring
11. Cup
12. Disc Brake
13. Brake Support
14. Cap Screw, Flatwasher, & Nut
15. Cap Screw & Flatwasher
16. Seal Assembly
17. Spindle
18. Spacer
19. Cone
20. Cup
23. Brake Disc
24. Oil Drain Plug
25. Bearing Pin, Outboard
26. Bearing Pin, Inboard
27. Relief Valve
28. O-Ring
Disassembly
Note: The preferred method for rebuilding the front
wheel hub and spindle assembly is to remove these
components as a complete unit, then support the
assemblies in a fabricated rebuild fixture, allowing
disassembly and reassembly with the axis of the
spindle positioned vertically. If repairs are made with
spindle installed on truck, be certain to observe
CAUTION statement below.
1. Remove wheel hub and spindle as a complete
assembly as covered in "Removal".
2. To aid in complete disassembly of wheel hub
and spindle assembly, support assembly in a
vertical position using a fabricated spindle
stand.
3. Remove brake calipers from support as outlined
in Section "J", Brakes.
4. Remove cap screws & lockwashers (2, Figure
3-10) and cover (3).
5. Remove O-ring (10) from cover.
6. Remove cap screws & flat washers (5), bearing
retainer plate (8), and shims (7).
7. The weight of the wheel hub is approximately
1 347 kg (2,970 lb). Use a lifting device that can
handle the load safely. Attach a lifting device to
the wheel hub and carefully lift it straight up and
off the spindle. Remove outboard bearing cup
(11) and cone (9).
If disassembly of the wheel hub is accomplished
while on the truck, the outboard bearing cone
should be supported during wheel hub removal
to prevent cone from dropping and being dam-
aged.
NOTE: Half of the face seal (16) will remain in the
bore of the hub. Do not remove seal unless
replacement is required. Use extreme caution when
handling face seals. Seals must be replaced in a
matched set. If one seal is damaged, both seals
must be replaced.
8. Remove face seal, bearing cone (19), and
spacer (18) from spindle.
9. If brake disc replacement is required, attach a
lifting device to the brake disc (1, Figure 3-11),
remove cap screws (2), and lift and brake disc
from hub (3).
10. If brake support replacement is necessary,
remove cap screws and flatwashers (21, Figure
3-10) and remove support (13).
1. Clean all metal parts in fresh cleaning solvent.
2. Replace any worn or damaged parts.
3. Replace all O-rings and face seals.
4. Inspect wheel hub and spindle for wear or dam-
age.
5. Check all lips and cavities in spindle and wheel
hub for nicks or tool marks that may damage
the rubber seal ring on the face seals.
FIGURE 3-11. BRAKE DISC REMOVAL
1. Brake Disc
2. Cap Screws & Flat
Washers
3. Wheel Hub
Assembly
1. If removed, install brake support, (13, Figure 3-
10) to the spindle (17).
2. Align the brake support so the center line of one
of the brake head mounting surfaces is above
the horizontal center line, and in line with the
vertical center line of the tapered bore on the
inboard end of the spindle. The completely
machined side of brake support plate should
face the outboard end.
3. Lubricate underside of cap screw (21) heads
and threads with multi-purpose grease Number
2 with 5% Molybdenum Disulphide. Install cap
screws and flat washers and tighten to 2007
Nm (1,480 ft lbs) torque.
NOTE: The mating surfaces between the spindle and
the brake caliper support must be clean and dry, and
with no excess cap screw lubricant on these
surfaces.
4. Install spacer (18). If necessary, tap lightly to
seat spacer against spindle. Spacer must fit
tightly against spindle shoulder.
5. Check that inner bearing cone (19) is a slip fit
on spindle (17), then remove. Install pin (26)
into slot on spindle and install inner bearing
cone (19) on spindle (17) over pin (26) and tight
against spacer (18).
NOTE: Cone is a loose fit on the spindle.
6. Install one half of seal assembly (16) on spindle
(17) using seal installation tool, TY2150 (Figure
3-12) and soft tipped mallet. For proper installa-
tion, use the following instructions:
a. Handle all parts with care to avoid damaging
critical areas. The sealing face of seal must
not be nicked or scratched.
b. Remove all oil and protective coating from
seal and from the seal seat using nonflam-
mable cleaning solvent, make certain all sur-
faces are absolutely dry.
c. Check seal seat retaining lip for rough tool
marks or nicks. Smooth any nicks and re-
clean.
d. Install rubber sealing ring so it seats uni-
formly in the relief of seal. Be sure that it
rests uniformly against the retaining lip.
e. Using seal installation tool, install the floating
ring seal assembly in the seal seat. The
depth around the circumference of the seal
should be uniform.
f. Before assembling wheel hub and spindle,
wipe the seal faces with lint-free cloth to
remove any foreign material and fingerprints.
g. Place a few drops of light oil on a clean cloth
and completely coat the sealing faces of
seals.
Do not allow oil to contact the rubber sealing ring
or its seats.
NOTE: To assure bearing lubrication during initial
operation lightly lubricate the bearings with SAE
80W-90 oil.
FIGURE 3-12. INBOARD SEAL INSTALLATION
1. Seal Installation Tool
(TY2150)
2. Spindle
7. If removed, install disc (1, Figure 3-11) on the
wheel hub using cap screws and flat washers
(2). Lubricate the underside of cap screw (2)
heads and threads with multi-purpose grease
Number 2 with 5% Molybdenum Disulphide.
Tighten cap screws to 2007 Nm (1,480 ft lbs)
torque.
NOTE: The mating surfaces between the spindle and
the brake disc must be clean and dry, and with no
excess cap screw lubricant on these surfaces.
8. Using eight cap screws, washers and spacers,
install the wheel speed gear to the wheel hub.
Tighten cap screws same as in Step 7.
9. Install bearing cups (11 & 20 Figure 3-10) in the
wheel hub (1) as follows:
a. Preshrink cups by packing them in dry ice, or
by placing then in a deep-freeze unit.
NOTE: Do not cool below -54 C (-65 F).
b. Install cups in wheel hub bores.
c. After cups have warmed to ambient temper-
ature, press the cups tight against hub shoul-
der as follows:
1.) Inner Cup (20) - Apply 133,450 N
(30,000 lbs) force.
2.) Outer Cup (10) - Apply 102,300 N
(23,000 lbs) force.
10. Install the other half of the seal assembly (16) in
the hub using installation tool (TY2150) and soft
tipped mallet. Follow procedure outlined in Step
6.
11. Check bearing cone (9) for free fit on the spindle
(17), then remove.
12. The weight of the wheel hub is approximately
1 347 kg (2,970 lb). Use a lifting device that can
handle the load safely. Referring to Figure 3-13,
lift the hub and carefully lower it down over the
spindle. To aid installation and to prevent dam-
aging the seal, the spindle and hub should be
level.
NOTE: All parts must be in place before wheel hub
(1) is installed.
13. Install outboard pin (25, Figure 3-10) into slot on
spindle (17) and install inner bearing cone (9)
on spindle over pin (25).
14. Refer to Wheel Bearing Adjustment for final
assembly.
15. After the wheel bearings are adjusted, install
wheel speed sensor bracket. Install wheel
speed sensor in bracket.
16. Position wheel speed sensor to obtain 2.0 0.1
mm (0.079 0.004 in.) gap between sensor tip
and gear. Connect wire harness to sensor.
FIGURE 3-13. WHEEL HUB INSTALLATION
1. Support Chains
2. Wheel Hub
3. Fabricated Support
Stand
Wheel Bearing Adjustment (Tire Removed)
1. Install bearing retainer (1, Figure 3-14), without
shims, with the thickness dimension stamp fac-
ing toward the outside. Install all six cap screws
(2) with flat washers. Tighten cap screws alter-
nately using the following procedure:
a. Tighten all cap screws to 135 Nm (100 ft
lbs) torque, while rotating hub (3 revolutions
min).
b. Increase torque to 339 Nm (250 ft lbs)
torque, while rotating hub (3 revolutions
min).
c. Repeat step b. above until the torque on all
cap screws is maintained.
2. Loosen all six cap screws until the flat washers
are free. Rotate wheel hub (3 revolutions min).
3. Then select two cap screws 180 apart, and
adjacent to the 13 mm (0.50 in.) diameter depth
measurement holes (refer to Figure 3-14).
Tighten the two cap screws to 81 Nm (60 ft
lbs) torque, while rotating the wheel hub (3 rev-
olutions min). Tighten the two cap screws again
to 81 Nm (60 ft lbs) torque.
4. Tighten the same two cap screws to 149 Nm
(110 ft lbs) torque, while rotating the hub (3 rev-
olutions min).
5. Using a depth micrometer, measure and record
the depth to the end of the spindle from the face
of the retainer plate (1) through each of the two
holes (3) in the retainer plate (adjacent to the
cap screws tightened in step 2).
6. Add the two dimensions measured in step 4
and divide the total by 2 to obtain an averaged
depth dimension.
7. Subtract the dimension stamped on the face of
the retainer plate from the average depth estab-
lished in Step 5.
8. Assemble a shim pack to equal the dimension
in Step 6 within 0.025 mm (0.001 in.).
NOTE: The above procedure results in a shim pack
which will provide a 0.178 mm (0.007 in.) nominal
preload for the bearings.
Shim pack must be compressed when measuring
to obtain an accurate measurement.
9. Remove cap screws and retainer. Install new O-
ring (28, Figure 3-10) in retainer. Install shim
pack and then re-install retainer, all cap screws,
and hardened washers.
10. In successive increments of 339 Nm (250 ft
lbs) torque, while rotating the hub (3 revolutions
min), tighten cap screws (2, Figure 3-14) alter-
nately to 1017 102 Nm (750 75 ft lbs) final
torque.
11. Using a new O-ring (10, Figure 3-10), install
cover (3). Install cap screws and washers (2)
and tighten cap screws to standard torque.
12. Install hub and spindle assembly and add oil per
instructions in Front Wheel Hub Installation.
FIGURE 3-14. BEARING ADJUSTMENT
1. Retainer Plate
2. Cap Screws
3. Depth Measurement
Hole
Wheel Bearing Adjustment (Tire mounted)
The following procedure covers adjustment of front
wheel bearings while the tire and rim, hub, and spin-
dle are installed on the truck.
1. Park truck in a level area.
2. Apply the parking brake and block wheels to
prevent movement.
3. Lift the truck until the tire of the wheel being
adjusted is off the ground. Place blocking
securely under truck frame.
4. Rotate wheel to position drain plug (24, Figure
3-10) at the lowest position possible. Remove
the drain plug and drain the oil.
NOTE: The placement of binder chains (2 & 3,
Figure 3-15) is necessary anytime that the
bearing retainer (8, Figure 3-10) is removed in the
following procedure. These binders must be tight
enough to prevent the wheel hub from moving
out and dislocating the floating seal assembly
(16). An additional chain (1, Figure 3-15) may be
installed to prevent full extension of the
suspension cylinder when the truck is raised off
the ground.
5. Wrap a chain and chain binder (2, Figure 3-15)
around the top half of the tire. Secure chain
through the frame. Chain should be tightened
enough to prevent movement during bearing
adjustment procedure when the retainer plate is
removed.
6. Install another chain (3) around the bottom half
of the tire and tighten enough to prevent move-
ment during bearing adjustment procedure.
7. Remove cover (3, Figure 3-10).
8. Remove cap screws (5), retainer plate (8), and
shims (7).
9. Reinstall retainer plate (with the thickness
dimension stamp facing toward the outside),
cap screws, and hardened washers. Do not
install shims.
10. Remove tire retaining chains (2 & 3, Figure 3-
15).
11. Tighten retainer cap screws alternately using
a. Tighten all cap screws to 81 Nm (60 ft lbs)
torque while rotating the hub.
b. Increase torque on all cap screws to 163
Nm (120 ft lbs) while rotating hub.
c. Increase torque on all cap screwcap screws
to 244 Nm (180 ft lbs) while rotating hub.
d. Increase torque on all cap screws to 325
e. Increase torque on all cap screws to 339
12. Loosen all six cap screws just enough until the
flat washers are loose enough to turn (approxi-
mately 1/2 turn) to allow some movement of the
bearing race to release the preload. Rotate the
wheel hub a minimum of three revolutions.
FIGURE 3-15. WHEEL SUPPORT CHAIN
INSTALLATION
1. Suspension Support
Chain
2. Chain & Binder
3. Chain & Binder
13. Tighten two cap screws 180 apart and adjacent
to the 13 mm (0.50 in.) diameter depth mea-
surement holes (3) to 81 Nm (60 ft lbs). Some
movement of the retainer and bearing race
must be observed. If no movement is observed,
repeat Step 11. Then rotate the wheel hub a
minimum of three revolutions.
14. Tighten the same two cap screws to 149 Nm
(110 ft lbs) while rotating the hub.
15. Using a depth micrometer, measure and record
the depth to the end of the spindle from the face
of the retainer plate through each of the two
holes in the retainer plate adjacent to the cap
screws tightened in Step 12.
16. Add the two depth dimensions measured in step
13 and divide the total by 2, to obtain an aver-
aged depth dimension.
Record average Depth (d
a
):______________
17. Subtract the dimension stamped on the face of
the retainer plate from the averaged depth
above to determine the required shim pack.
ave. Depth(d
a
) - plate Thickness(t
p
)=Shim Pack
d
a
- t
p
= _______________ Shim Pack
NOTE: The above procedure results in a shim pack
which will provide a nominal 0.178 mm (0.007 in.)
preload for the bearings.
18. Assemble a shim pack equal to the dimension
established in step 16 within 0.03 mm (0.001
in.).
NOTE: Shim pack must be compressed when
measuring.
19. Reinstall tire support chains (2 & 3, Figure Fig-
ure 3-15).
20. Remove cap screws and retainer.
21. Install new O-ring on retainer. Install shim pack
and reinstall retainer, cap screws, and hardened
washers.
22. Remove tire support chains (2 & 3, Figure 3-
15).
23. Tighten all cap screws alternately to 1017 102
Nm (750 75 ft lbs) torque in several succes-
sive increments while rotating the hub.
24. Using a new O-ring (10, Figure 3-10), install
cover (3). Install cap screws and washers (2)
and tighten to standard torque.
25. Rotate the wheel hub to position the fill plug (4)
at the 12 o'clock position. Remove the fill plug.
Add SAE 80W-90 oil to the wheel hub assembly
using the fill hole. When properly filled, the float-
ing ball in the sight gauge will be at its highest
position. The wheel hub holds approximately 21
liters (5.5 gal) of oil. Replace fill plug.
26. Remove suspension support chain (1, Figure 3-
15) if installed, and all cribbing. Lower truck
chassis so tire is on the ground.
OIL SAMPLING PROCEDURE
The front wheel bearings must be removed and
inspected every 5,000 hours.
However, Komatsu will now allow the use of sched-
uled oil sampling as an alternate method of monitor-
ing the front wheel bearings. Customers using this
method must check the condition of the oil at regular
intervals. A history of these inspections must also be
maintained, and reviewed after each oil sample. This
review is an important part of the oil sampling pro-
cess, as it identifies trends and/or significant
changes in the condition of the oil, which are indica-
tive of a pending bearing problem.
Customers that use the oil sampling method of moni-
toring the wheel bearings will not be required to per-
form the 5,000 hour disassembly and inspection of
the front wheel bearings until a problem is identified
in the oil samples.
The oil sampling method requires a magnetic drain
plug in the wheel hub cover. If needed, order and
install magnetic drain plug (R2491) to replace the
standard drain plug (H6881) in the front wheel hubs.
Oil Sampling Guidelines
Inspect the magnetic drain plug for contamination
every 250 hours.
Sample the oil from each wheel hub every 500
hours. Record the oil sample results and
compare with previous results.
Change the oil in the front wheel hubs every
2500 hours.
Wait 50 hours after an oil change or any major
repair before taking the next oil sample.
Shorten the oil sampling interval when any of the
readings begin to show abnormal increases of
contamination.
If a definite trend of increased metal particles is
showing up in the oil samples, remove the front
wheels and inspect the bearings. Replace the bear-
ings if necessary.
Procedure
1. The truck must have been in operation for at
least one hour prior to taking an oil sample to
ensure that all contaminants are in suspension.
2. Take the oil sample within five minutes of stop-
ping the truck.
3. Position fill plug (4, Figure 3-10) at the 3 o'clock
position.
4. Clean the area around the fill plug before
removing the plug. Remove the fill plug.
5. Obtain the oil sample at the lowest point possi-
ble inside the wheel hub.
6. Complete the oil sample form immediately and
submit it with the oil sample for analysis.
7. Install the fill plug.
8. Rotate the wheel hub to position the fill plug at
the 12 o'clock position. Remove the fill plug.
Add SAE 80W-90 oil to the wheel hub assembly
position.
NOTE: For more information regarding oil sampling,
refer to the Komatsu Oil Wear Analysis (KOWA)
manual.
If any of the following conditions appear, an inspec-
tion or adjustment of the front wheel bearings is
required:
The amount of metal found on the magnetic plug
is high. (The magnetic plug will attract metal from
the oil. A failure is indicated by an increased
amount of metal on the magnetic plug).
External oil leaks around the front hub and
spindle area.
A sudden increase in the size of any particle
count in the oil sample, and/or if the nickel
concentration has increased in the oil sample. (A
sudden increase in the size of any particle count
in a oil sample can indicate a possible bearing
failure.)
If the front wheel bearings show obvious
symptoms of failure, disassembly and inspection
of the front wheel bearings is required.
OIL DRAIN AND REFILL PROCEDURE
1. Position the drain plug (24, Figure 3-10) at the
lowest position. Remove the drain plug and
drain all of the oil from the front wheel hub. Re-
install drain plug.
2. If necessary, rotate the wheel hub to position
the fill plug (4) at the 12 oclock position.
3. Add SAE 80W-90 oil to the wheel hub assembly
position. The wheel hub holds approximately 21
liters (5.5 gal) of oil.
4. When properly filled, the floating ball in the sight
gauge will be at its highest position.
5. Inspect and clean the fill plug. Reinstall the fill
plug.
NOTE: The oil may need to be changed more
frequently, depending on mine conditions and the
results of the oil sample tests.
STEERING CYLINDERS
The steering cylinders and tie rod are mounted in the
same manner. The removal and installation instruc-
tions are applicable to both.
Spherical Bearing Wear Limits
It is necessary to determine the condition of spherical
bearings on steering linkage components for opti-
mum steering performance. Ball diameter new
dimensions and maximum allowable wear specifica-
tions are listed in Table 1 (and reference Figure 3-
16). Bearings that exceed the maximum wear limits
must be replaced.
If premature wear of the bearings is evident, check
the automatic lubrication system to ensure the proper
amount of lubrication is being received at the joint(s)
in question. If lubrication is done manually, ensure
that a sufficient amount of grease is being applied on
a regular basis. Refer to Section P, Lubrication and
Service, for information on proper lubrication inter-
vals.
1. Outer Race
2. Ball
3. Pin
4. Housing
FIGURE 3-16. SPHERICAL BEARING WEAR LIMITS
It is also important to ensure that steering linkage
components are tightened to the proper torque. Use
the proper torque specifications listed in this section
for steering linkage components.
Use extreme caution when performing mainte-
nance on any vehicle with an active steering sys-
tem. Serious injury or death can result from
contact with moving parts. Always keep a safe
distance from crush points.
Removal
1. With engine shut down and key switch OFF,
allow at least 90 seconds for the accumulator to
bleed down. Turn the steering wheel to ensure
no hydraulic pressure is present.
2. Block front and back of rear wheels to prevent
truck movement.
3. Disconnect hydraulic lines at the steering cylin-
ders. Plug all line connections and cylinder
ports to prevent contamination of hydraulic sys-
tem.
4. Remove locknuts (12, Figure 3-17), retainers
(11), and cap screws (1) from both ends of
steering cylinder.
5. The steering cylinder weighs approximately 126
kg (278 lb). Attach a suitable lifting device that
can safely handle the load safely to the steering
cylinder and take up the slack.
6. Remove pins (2) from each end of cylinder and
move to clean work area. Bearing spacers (4)
will be free when pin is removed. Ensure bear-
ing spacers do not drop out and become
damaged when removing pin.
7. Use the lifting device to lift the cylinder from the
truck.
8. Remove seals (3), spacers (4) and washer (10).
Installation
1. The steering cylinder weighs approximately 126
kg (278 lb). Use a suitable lifting device to lift
the cylinder into position on the truck.
NOTE: Ensure bearing retainer (7, Figure 3-17) is
installed facing downwards.
2. Align bearing spacers (4), seals (3) and the bar-
rel end of the steering cylinder with pin bores on
truck frame.
3. Install pin (2), cap screw (1) and retainer (11)
and secure with locknut (12).
4. Align bearing spacers (4), seals (3), washer
(10) and rod end with pin bores on steering arm.
5. Install pin (2), cap screw (1) and retainer (11)
and secure with locknut (12).
6. Tighten both locknuts (12) to 712 Nm (525 ft
lb) torque.
7. Connect grease lines to their respective ports.
Operate steering and check for leaks and
proper operation.
Bearing Replacement (Steering cylinder and tie
rod)
1. Remove cap screws (8, Figure 3-17) and lock-
washers (9). Remove bearing retainer (7).
2. Press bearing (5) out of bore in steering cylin-
der or tie rod end.
3. Press new bearing into bore.
4. Install bearing retainers (7) with cap screws and
lockwashers. Tighten cap screws to standard
torque. Ensure the anti-rotation tabs on retainer
are perpendicular to the steering cylinder to pre-
vent rotation.
TABLE 1. STEERING SPHERICAL BEARING
WEAR SPECIFICATIONS
Spherical Bearing Ball
Diameter (New)
91.19 mm
(3.59 in.)
Maximum Allowable Wear
1.01 mm
(0.040 in.)
FIGURE 3-17.STEERING CYLINDER AND TIE ROD INSTALLATION
1. Cap Screw
2. Pin
3. Seal
4. Spacer
5. Bearing
6. Steering Cylinder
7. Retainer, Anti Rotation
8. Cap Screw
9. Lock Washer
10. Washer
11. Retainer
12. Locknut
TIE ROD
Removal
1. With engine shut down and key switch OFF,
allow at least 90 seconds for the accumulator to
bleed down. Turn the steering wheel to ensure
no hydraulic pressure is present.
2. Block front and back of rear wheels to prevent
truck movement.
3. The tie rod weighs approximately 165 kg (364
lb). Attach a suitable lifting device that can han-
dle the load safely to the tie rod and take up the
slack.
4. Remove locknuts (8, Figure 3-18), retainers (7),
and cap screws (1) from both ends of the tie
rod.
5. Remove pins (2) from each end of tie rod and
move to clean work area. Bearing spacers (4)
will be free when pin is removed. Ensure bear-
ing spacers do not drop out and become
damaged when removing pin.
6. Using a suitable lifting device, lift the tie rod
from the truck.
7. Remove seals (3), spacers (4) and washer (6).
Installation
1. The tie rod (5, Figure 3-18) weighs approxi-
mately 165 kg (364 lb). Use a suitable lifting
device to lift the tie into position on the truck.
NOTE: Ensure both bearing retainers are installed
facing downwards, and the anti-rotation pads are
perpendicular to the tie rod to prevent a twisting
motion. Ensure the tie rod clamping bolts are facing
to the rear of the truck.
2. Align bearing spacers (4), seals (3) and wash-
ers (6) with pin bores on both steering arms.
3. Install pins (2), cap screws (1) and retainers (7)
and secure with locknuts (8).
4. Tighten both locknuts (8) to 712 Nm (525 ft lb)
torque.
5. Connect grease lines to their respective ports.
Operate steering and check for proper opera-
tion.
6. Refer to the Toe-in Adjustment procedure in this
section to adjust the toe-in of the front wheels.
FIGURE 3-18.STEERING CYLINDER
1. Cap Screw
2. Pin
3. Seal
4. Spacer
5. Tie Rod Assembly
6. Washer
7. Retainer
8. Locknut
Disassembly
1. Remove cap screws (4, Figure 3-19) and
retainer (3).
2. Push or press out bearing (6) from rod end (7).
3. Remove lock nuts (1) and cap screws (2).
4. Rotate rod end to remove from tie rod (8).
Assembly
1. Install bearing (6, Figure 3-19) into rod end (7).
2. Install retainer (5) with cap screws (4) and
tighten to standard torque. Ensure anti-rotation
pads (5) on the retainer are perpendicular to the
shaft of the rod end. This will prevent the rod
end from twisting from side to side once it is
installed on the truck.
3. Coat the threads on rod end (7) with a lithium
based chassis grease (multi-purpose, EP, NLGI
#2).
4. Install the threaded rod ends into tie rod (8).
5. Lubricate cap screw threads and seats with a
lithium based chassis grease (multi-purpose,
EP, NLGI #2). Install cap screws (2) and lock
nuts (1).
6. Tighten lock nuts on tie rod to 420 Nm (310 ft
lb) torque. Reapply torque to each cap screw
and lock nut until the specified torque is main-
tained.
NOTE: Some slight movement of the cap screw
heads may be observed during the first couple of
checks due to torque tolerance.
FIGURE 3-19.TIE ROD ASSEMBLY
1. Lock Nut
2. Cap Screw
3. Anti-Rotation Pad
4. Cap Screw
5. Retainer
6. Bearing
7. Rod End (threaded)
8. Tie Rod
TOE-IN ADJUSTMENT
1. The steering system must first be centered in
the straight ahead position. Shut down engine
and turn key switch OFF, and allow at least 90
seconds for the accumulator to bleed down.
DO NOT turn steering wheel.
Block front and back of rear wheels.
2. Check toe-in by measuring the distance
between the centers of the front tires. These
measurements should be taken on a horizontal
center line at front and rear of tires. Refer to
Figure 3-20.
3. The front measurement should be 19 0.6 mm
(0.75 0.25 in.) less than rear measurement for
bias-ply tires. Radial tires and undesignated
tires should have equal measurements (zero
toe-in).
4. For trucks with an adjustable rod end at only
one end of the tie-rod, remove tie rod pin from
spindle at adjustable end according to the
instructions in "Steering Cylinders and Tie Rod,
Removal".
NOTE: For trucks with adjustable rod ends at both
ends of the tie-rod, pin removal is not necessary.
5. Loosen clamp nuts on tie-rod and adjust as
necessary.
a. For trucks with an adjustable rod end at only
one end of the tie-rod, adjust length by turn-
ing rod end "in" or "out". When dimension
required is attained, rotate the rod end to
align the bearing bore with the bearing bore
on the opposite end. Reinstall pin at spindle
according to the instructions in "Steering Cyl-
inders and Tie Rod, Installation".
b. For trucks with adjustable rod ends at both
ends of the tie-rod, rotate tie-rod to obtain
the required dimension.
See chart under Figure 3-20 for "Toe-in Data"
6. Tighten clamp nuts on tie rod to 420 Nm (310 ft
lb) torque. Reapply torque to each capscrew
and lock nut until the specified torque is main-
tained.
NOTE: Some slight movement of the capscrew
heads may be observed during the first couple of
checks due to torque tolerance.
7. Install lubrication line(s) to pin ends.
8. Remove blocks from rear wheels.
830E Toe-In Data cm (in.)
Nominal Tie-rod Length,
Radial Tires, 0 mm (0 in.) Toe-in
Loaded
365.76
(144.00)
Nominal Tie-rod Length,
Bias Ply Tires, 19 mm (0.75 in.) Toe-in
Loaded
366.50
(144.29)
Change In Toe-in
From Loaded to Empty 0
Change In Toe-in Length with:
One Full Turn Of One Rod-end
0.833
(0.328)
Change In Toe-in Length with:
One Full Turn Of Double End Tie Rod
1.666
(0.656)
FIGURE 3-20.MEASURING TOE-IN
NOTES:
G04023 4/09 Rear Axle Housing Attachment G4-1
SECTION G4
REAR AXLE HOUSING ATTACHMENT
INDEX
REAR AXLE HOUSING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
PIVOT PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
PIVOT EYE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
PIVOT EYE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
ANTI-SWAY BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
G4-2 Rear Axle Housing Attachment 4/09 G04023
NOTES:
REAR AXLE HOUSING ATTACHMENT
PIVOT PIN
Removal
1. Park truck on firm, level surface and block front
and rear side of all tires.
Truck body must be empty and down against
frame before attempting this procedure.
2. Release all brakes.
3. Charge rear suspensions with nitrogen until pis-
tons are fully extended.
4. Place blocks or stands under each frame mem-
ber beneath the hoist cylinders.
Blocks must be securely in place before lowering
the frame. Check blocks on wheels to make sure
they are in place.
5. Release nitrogen out of front suspensions.
6. Release nitrogen out of rear suspensions.
7. Place a jack below the pivot pin to control any
downward movement when the pin is removed.
8. Disconnect pin lube line. Remove ground wire
between pivot structure and frame.
9. Remove cap screw and lockwasher (3, Figure
4-1). Remove cap screws (4). Remove retainer
plate (2).
10. Install puller using tapped holes in head of pin.
Remove pin (6).
NOTE 1: Placement of a jack between mounting
structure and pivot eye may be necessary to push
the pivot eye down away from frame structure. Pivot
eye may also need to be moved to one side to clear
welded spacer.
NOTE 2: If the bore for pivot pin (6, Figure 4-1) in
mounting structure (1, retainer plate side) has been
damaged, a rework procedure to install a sleeve is
available. The rework drawing, EG4670, is available
in AK4952 Nose Cone Repair Kit.
Installation
1. Raise pivot eye into position.
2. Be certain spherical bearing inner race (7) is
aligned. Install spacers (5, Figure 4-1) and pin
(6).
3. Line up cap screw holes in pin with cap screw
holes in retainer plate (2). Install cap screws (4).
4. Rotate pin and retainer plate to align cap screw
holes in frame mounting structure.
a. Install cap screws and lockwashers (3).
b. Tighten cap screws (3) to 170 N-m (125 ft
lbs) torque.
c. Tighten cap screws (4) to 2325 N-m (1715 ft
lbs) torque.
FIGURE 4-1. PIVOT PIN INSTALLATION
1. Mounting Structure
2. Retainer Plate
3. Retainer Cap Screw &
Lockwasher
4. Cap Screw (12pt. - G9)
& Hardened Flat-
washer
5. Bearing Spacer
6. Pivot Pin
7. Bearing
8. Bearing Retainer
9. Pivot Eye Structure
10. Bearing Carrier
11. Cap Screw (12pt. - G9
12. Locknut
5. Install ground wire and lubrication line. Pressur-
ize lube line to assure bearing receives grease.
6. Charge front suspension as described in Oiling
and Charging Procedure, Section H.
7. Charge rear suspensions with nitrogen to fully
extend pistons.
8. Remove blocks or stands from beneath the
frame.
9. Release nitrogen from rear suspensions and
charge suspensions according to procedure in
Oiling and Charging Procedure, Section H.
Before removing blocks from the wheels, make
sure parking brake is applied.
10. Remove blocks from wheels.
PIVOT EYE BEARING
Disassembly
1. Remove locknuts (6, Figure 4-2) and cap
screws (5) and bearing retainers (2).
2. Remove spherical bearing (4) from bearing car-
rier (3).
3. Inspect all parts for wear or damage. Replace
parts showing excessive wear or damage.
Spherical Bearing Outer Race O.D.:
222.25 - 222.22 mm(8.75.00 - 8.7488 in.)
Bearing Bore I.D.:
152.37 - 152.40 mm (5.9990 - 6.0000 in.)
If bearing carrier (3) is damaged or worn, refer
to Pivot Eye Repair.
Assembly
1. Setup an appropriate tool to press spherical
bearing (4, Figure 4-2) into bearing carrier (13).
Be sure bearing outer race is flush with bearing
carrier sides.
2. Install bearing retainers (2) with cap screws (5)
and locknuts (6). Tighten cap screws to 488
N-m (360 ft lbs) torque.
FIGURE 4-2. PIVOT EYE BEARING INSTALLATION
1. Pivot Eye Structure
2. Bearing Retainer
3. Bearing Carrier
4. Bearing
5. Cap Screw (G9)
6. Locknut
PIVOT EYE REPAIR
If damage occurs to the pivot eye (4, Figure 4-3), it
may be necessary to remove it from the rear axle
structure (1) to facilitate repair and bearing replace-
ment.
Removal
To remove the axle housing pivot eye:
1. Follow all the preceeding instructions for Pivot
Pin Removal.
NOTE: Be certain axle housing (1) and wheels are
blocked securely!
2. Attach a lifting device to the pivot eye (4).
3. Remove cap screws (2) and flatwashers (3).
Remove pivot eye to work area.
Installation
1. Be certain mating surfaces of axle housing (1,
Figure 4-3), and pivot eye (4) are clean and not
damaged.
2. Lift pivot eye into position on front of axle hous-
ing. Insert several cap screws (2) and flatwash-
ers (3) to align the parts. Remove the lifting
device.
3. Install the remaining cap screws and flatwash-
ers. Tighten alternately until the pivot eye is
properly seated. Tighten cap screws to 2007
N-m (1480 ft lbs) final torque.
Disassembly
1. Remove spherical bearing (4, Figure 4-2) as
described in Pivot Eye Bearing, Disassembly.
2. If bearing carrier (3) is damaged or worn, setup
an appropriate tool to press bearing carrier out
of the pivot eye structure bore.
Bearing Carrier (new):
I.D. 222.209 0.013 mm (8.7484 0.0005 in.)
O.D. 247.701 0.013 mm (9.7520 0.0005 in.)
3. Inspect pivot eye structure bore for excessive
wear or damage.
Pivot Eye Bore (new):
247.650 0.013 mm (9.7500 0.0005 in.)
Assembly
1. Setup an appropriate tool to press bearing car-
rier (3, Figure 4-2) into the bore of the pivot eye
structure (1). Be certain the bearing carrier is
pressed fully into the pivot eye bore, flush with
sides. Lube groove in bearing carrier outer
diameter must align with lube fitting hole in pivot
eye structure.
NOTE: With parts to correct size, the fit of the
bearing carrier into the bore of the pivot eye structure
may be: 0.025 mm - 0.08 mm (0.0010 in. - 0.0030 in.)
interference fit.
Freezing the bearing carrier will ease installation.
2. Install spherical bearing (4) as described in
Pivot Eye Bearing, Assembly.
FIGURE 4-3. PIVOT EYE ATTACHMENT
1. Rear Axle Structure
2. Cap Screw
3. Flatwasher
4. Pivot Eye
ANTI-SWAY BAR
Removal
1. Position frame and final drive case to enable
use of a puller arrangement to remove anti-
sway bar pins (7, Figure 4-4) on the rear axle
housing and frame. Note that the parts on both
ends are identical.
2. Block securely or place stands under each side
of frame beneath hoist cylinder mounting area.
3. Remove lubrication lines and position a fork lift
to remove anti-sway bar.
4. Remove shoulder bolt (1), flat washer and lock-
nut (2) from both pins.
5. Attach puller and remove pin (3) at each end of
the anti-sway bar.
6. Remove anti-sway bar from mount (10).
7. Remove bearing spacers (3).

Installation
1. If removed, install cap screw (5, Figure 4-4) and
lockwasher (6). Tighten cap screw (5) to stan-
dard torque.
2. Start pin (7) in through the front of frame mount
(10) and one spacer (3). Rotate the pin to align
the bolt hole with the hole in the mounting
bracket.
3. Raise anti-sway bar (9) into position and finish
pushing pin (7) through to the far side of the
spherical bearing. Position other spacer (3) and
finish pushing the pin into the other mounting
ear. If necessary, realign the bolt hole in the pin
with the mounting bracket bolt hole.
4. Install shoulder bolt (1), flat washer and locknut
(2). Tighten locknut (2) to a maximum torque of
68 N-m (50 ft lbs).
5. Repeat above procedure to install remaining
pin, spacers, and retainer cap screw and lock-
nut. Start the pin into the bore of the rear axle
housing from the rear of the truck.
6. Attach lubrication lines.
7. Remove blocks or stands from under frame.
8. Charge suspensions if necessary. Refer to Sec-
tion H for suspension charging procedure.
Disassembly
1. Remove snap rings (4) from bores of both ends
of anti-sway bar.
2. Press out spherical bearing (8).
1. Inspect bearing bores of anti-sway bar. If bores
are damaged, repair or replace anti-sway bar.
2. Inspect bushings for wear, replace if necessary.
Remove cap screw (5) and lockwasher (6) if
bearing replacement is required.
3. Inspect bearing spacers (3) for damage or
wear.
Assembly
1. Press in new spherical bearings (8).
2. Install snap rings (4).
3. Press in new bushings. Install cap screw (5)
and lockwasher (6). Tighten cap screw (5) to
standard torque.
FIGURE 4-4. ANTI-SWAY BAR INSTALLATION
(Typical, Both Ends)
1. Shoulder Bolt
2. Flat Washer & Locknut
3. Bearing Spacer
4. Snap Ring
5. Cap Screw
6. Lockwasher
7. Pin
8. Spherical Bearing
9. Anti-Sway Bar
10. Mounting Structure
G05025 5/10 Rear Axle Housing G5-1
SECTION G5
REAR AXLE HOUSING
INDEX
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
G5-2 Rear Axle Housing 5/10 G05025
NOTES:
REAR AXLE HOUSING
REAR AXLE HOUSING
Removal
1. Remove the dump body as outlined in Section
B.
NOTE: It is not necessary to remove the rear axle
assembly to service the anti-sway bar or pivot pin.
2. Loosen hose clamps and disconnect wheel
motor cooling flexible air duct from connection
on front center of housing.
3. Mark and disconnect lube and brake lines from
center case.
4. Mark electrical cables for identification and dis-
connect at wheel motors. Loosen cable grips
and pull cables free.
5. Remove rear tires as covered in this section.
6. Remove wheel motors as covered in this sec-
tion.
7. Block up truck frame and remove rear HYD-
RAIR suspensions as outlined in Section H.
8. Remove pivot pin as outlined previously in this
Section.
9. Remove anti-sway bar as outlined earlier in this
Section.
10. Move housing from under truck for repair or
replacement.
Installation
1. Position axle housing under frame.
2. Align pivot pin bores and install pivot pin.
3. Install anti-sway bar.
4. Install rear suspensions, as covered in Section
H, Suspensions.
5. Install wheel motors.
6. Hook up lube lines on wheel motors.
7. Route electrical cables through cable grips on
right hand end of axle.
8. Connect electrical cables to motorized wheels
inside axle housing using identifications made
at removal.
9. Reconnect all brake lines and remaining lube
lines. Bleed brake and lube lines.
10. Reconnect wheel motor cooling air duct and
clamp securely.
11. Install wheels and tires.
FIGURE 5-1. WHEEL MOTOR REMOVAL AND
INSTALLATION
(Shown with the body removed.)
WHEEL MOTOR
Removal
1. Block front wheels to prevent movement. Turn
key switch OFF. Wait for 90 seconds to bleed
hydraulic pressure from the steering system.
Turn the steering wheel to ensure no hydraulic
pressure remains. Open the drain valves on the
brake accumulators and bleed off hydraulic
pressure.
2. Raise the rear of truck, using jack adapter as
described in Wheels and Tires, this Section,
until tires clear the ground. Use support stands
or cribbing to block under rear housing.
3. Remove the inner and outer wheels from wheel
motor. Refer to Wheels and Tires, this Section,
for wheel removal instructions.
4. Drain oil from wheel motor gear case.
NOTE: To aid in assembly tag all lines and electrical
connections prior to disassembly.
5. Disconnect brake, lubrication and electrical
connections from wheel motor.
The wheel motors weigh approximately 11,800 kg
(26,000 lbs). Make sure lifting device is capable of
handling the load safely.
6. Attach a lifting device to wheel motor and take
up slack. Figure 5-1 illustrates use of an over-
head crane if the body has been removed.
Remove cap screws securing wheel motor to
rear housing. Refer to appropriate General
Electric Service Manual for complete service
instructions on electric wheel motor.
1. Thoroughly clean the threaded holes and
mounting faces of the rear housing and the
wheel motor.
2. Inspect the threaded holes in the rear axle
housing for damage. Re-tap any holes that
have damaged threads. Thoroughly clean any
threaded holes that have been re-tapped.
3. Check the mounting faces of the rear axle
housing and the wheel motor for surface
defects (nicks, scratches, etc). Repair any
defects before installing the wheel motor.
4. Check the flatness of both mounting faces of
the rear axle housing. Check the flatness at four
equally spaced intervals (for example, 0, 45,
90 and 135).
5. The maximum allowable variation in flatness is
2.29 mm (0.09 in.). Do not use a rear axle hous-
ing that does not meet this specification.
Installation
Maximum Cap Screw Usage
High tightening force is required to install the cap
screws that secure the wheel motors to the rear
axle housing. Repeated tightening will result in
cap screw fatigue and damage.
Do not reuse any wheel motor mounting hard-
ware (cap screws and hardened washers).
Replace the hardware after one use.
Do not retighten any wheel motor mounting cap
screw that has loosened after the truck has been
placed into operation. If any wheel motor mount-
ing cap screw has loosened during truck opera-
tion, all of the cap screws and hardened washers
must be replaced with new hardware.
The cap screws that are used to secure the wheel
motors to the rear axle housing are specially
hardened to meet or exceed grade 8 specifica-
tions. Replace these cap screws with only new
cap screws of the correct hardness. Refer to the
appropriate parts book for the correct part num-
ber.
The use of dry threads in this application is not
recommended. Due to the high tightening force
that is required to install the wheel motor mount-
ing cap screws, dry threads may cause damage
to tools, cap screws or the rear axle housing.
Komatsu does not recommend the use of special
friction-reducing lubricants, such as Copper
Coat, Never-Seez
or other similar products, on

the threads of standard fasteners where standard
torque values are applied. The use of special fric-
tion-reducing lubricants will significantly alter
the clamping force during the tightening process.
If a special friction-reducing lubricant is used,
excessive stress and possible breakage of the
fasteners may result.
1. Apply a 5% molybdenum-disulphide grease to
the threaded cap screw holes in the rear axle
housing.
2. Install two guide pins 180 apart (3 oclock and
9 oclock positions) in the rear axle housing.
3. Select the hardware to be installed and inspect
each cap screw for rust, corrosion and surface
defects on any seat or thread. Do not use any
cap screw if a defect is suspected.
4. Lubricate the cap screw threads, cap screw
head seats and washer faces with 5% molybde-
num-disulphide grease.
NOTE: The special hardened washers that are used
in this application may have a punch lip on one side
due to the manufacturing process. When placing this
washer under the cap screw head, the washers must
be installed with the punch lip facing away from the
cap screw head to prevent damage to the fillet
between the cap screw head and the shank. Refer to
Figure 5-2.
1. Washer 2. Cap Screw
FIGURE 5-2. INSTALLATION OF HARDENED
WASHER
The wheel motors weigh approximately 11,800 kg
(26,000 lbs). Make sure lifting device is capable of
5. Lift wheel motor into position on the rear hous-
ing. Make sure all cables and lines are clear
before installation. (Figure 5-1).
6. Install the lubricated cap screws with flat wash-
ers for Group 1. Tighten each cap screw to 542
Nm (400 ft lb).
7. Repeat step 6 for each remaining group in the
tightening sequence. Refer to Figure 5-3.
8. After all of the cap screws in all of the groups
has been installed and tightened to 542 Nm
(400 ft lb), move back to Group 1. Increase the
torque on each cap screw in Group 1 to 2 006
Nm (1,480 ft lb). Repeat this step for each
remaining group in the tightening sequence.
All propulsion system power cables must be
properly secured in wood or other non-ferrous
cable clamps. If any clamps are cracked or
broken, replace them with new parts. Inspect
the cable insulation and replace an entire cable
if the insulation is damaged.
9. Open rear hatch (1, Figure 5-4) to access the
interior of the axle housing.
10. Connect power cables (3), wheel speed har-
ness (5) and rear frame harness (6) to their
appropriate locations on the wheel motor.
11. Connect brake supply hoses (4) to the fittings on
the axle housing and brake assemblies.
12. Connect both breathers (2) to the wheel motors.
Ensure that there are no sharp bends or kinks in
the breather hoses.
FIGURE 5-3. WHEEL MOTOR MOUNTING HARDWARE INSTALLATION SEQUENCE
13. Check the oil level in each wheel motor. Fill the
wheel motor with the recommended oil as nec-
essary.
14. Check the hydraulic tank oil level before and
after engine start-up. Service the hydraulic tank
oil as necessary.
15. Bleed the service brakes and parking brakes
according to the brake bleeding procedure in
Section J in the shop manual.
16. Check the hydraulic tank oil level after the brake
bleeding procedure. Service the hydraulic tank
oil as necessary.
17. Install the tires and rims according to the proce-
dure in this section.
18. Raise truck, remove support stands. Lower
truck and remove jack.
High tightening force is required to install the cap
screws that secure the wheel motors to the rear
axle housing. Repeated tightening will result in
cap screw fatigue and damage.
Do not retighten any wheel motor mounting cap
screw that has loosened after the truck has been
placed into operation. If any wheel motor mount-
ing cap screw has loosened during truck opera-
tion, all of the cap screws and hardened washers
must be replaced with new hardware.
FIGURE 5-4. WHEEL MOTOR INSTALLATION
1. Rear Hatch
2. Breathers
3. Power Cables
4. Brake Supply Hoses
5. Wheel Speed Harness
6. Rear Frame Harness
NOTES:
H01019 Index H1-1
SECTION H
SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3
OILING AND CHARGING PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4
H1-2 Index H01019
NOTES
H02026 9/08 Front Suspensions H2-1
SECTION H2
FRONT SUSPENSION
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
TURN-OF-THE-NUT Tightening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
Upper Mounting Joint - 60 Advance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
Lower Mounting Joint - 90 Advance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
MINOR REPAIR ONLY (Lower Bearing Structure & Seals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
Bearing Structure Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
Bearing Structure Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
MAJOR SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-11
PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12
H2-2 Front Suspensions 9/08 H02026
NOTES:
FRONT SUSPENSION
The HYDRAIR
II suspensions are hydro-pneumatic

components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assem-
bly.
The front suspension cylinders consist of two basic
components; a suspension housing attached to the
truck frame and a suspension rod attached to the
front spindle. Check valves and orifice dampening
holes control suspension travel to provide good ride
qualities on haul roads under loaded and empty con-
ditions. The front suspension rods also act as king-
pins for steering the truck.
The HYDRAIR
II suspension cylinder requires only

normal care when handling as a unit. However, after
being disassembled these parts must be handled
carefully to prevent damage to the machined sur-
faces. Surfaces are machined to extremely close tol-
erances and are precisely fitted. All parts must be
completely clean during assembly.
Removal
1. Park unloaded truck on hard level surface.
Block wheels and apply parking brake. Remove
front wheel and tire according to Removal
instructions in Section G, Front Tire and Rim.
Remove front wheel hub and spindle as cov-
ered in Section G.
2. Remove boot clamp and boot from around sus-
pension. Disconnect pressure sensor and
wheel speed sensor, if equipped.
3. Discharge nitrogen pressure from suspension
by removing cap from charging valve (5, Figure
2-1). Turn the charging valve swivel nut (small
hex) (3, Figure 2-2) counterclockwise 3 full
turns to unseat valve seal (DO NOT turn more
than three turns). DO NOT TURN LARGE HEX
(4) (see DANGER below). Wearing face mask
or goggles, depress valve stem until all nitrogen
pressure has been relieved.
Ensure only the swivel nut (3) turns. Turning the
complete charging valve assembly may result in
the valve assembly being forced out of the sus-
pension by the gas pressure inside.
1. Cap Structure
2. Sensor Port Plug
3. Charging Valve Guard
4. Vent Plug
5. Nitrogen Charging
Valve
FIGURE 2-1. SUSPENSION CAP
4. After all nitrogen pressure has been relieved,
loosen large hex (4) and remove charging valve
assembly. Discard flat gasket under large hex.
5. Place a suitable container under suspension
cylinder. Remove bottom drain plug and allow
cylinder to drain completely.
NOTE: Front HYDRAIR
II suspensions are equipped

with lower bearing retainer puller holes. If only rod
wiper, rod seals, bearing, O-ring and backup ring
replacement is required, it will not be necessary to
remove suspension from truck. Refer to Minor Repair
Only (Lower Bearing Structure & Seals) for bearing
structure removal and installation.
6. If major suspension rebuild is required, continue
removal procedure.
7. Attach fork truck or suitable lifting device to
suspension. Secure suspension to lifting
device.
The front HYDRAIR
II suspension weighs
approximately 2 225 kg (4,900 pounds). Be cer-
tain the lifting device to be used is of sufficient
capacity to handle load.
8. Remove nuts (3, Figure 2-3), washers (2) and
cap screws (1).
9. Remove nuts (3, Figure 2-3), washers (2) and
cap screws (4).
10. Remove cap screws (4), washers (2), and spac-
ers (5).
11. Move suspension to a clean work area for dis-
assembly.
Installation
Use the following procedure for preparing mounting
surfaces and mounting hardware.
1. The mounting surface of both the suspension
and the frame must be clean and dry. Use a
cleaning agent that does not leave a film after
evaporation, such as trichlorethylene, tetrachlo-
rethylene, acetone or lacquer thinner.
When using a cleaning agent, follow the manu-
facturer's instructions for use, proper ventilation
and/or use of breathing apparatus.
2. Inspect suspension and frame mounting sur-
faces and spotfaces for flatness. Surface finish
must not exceed 250 (RMS) (medium tool cut).
Surface flatness must be within 0.25 mm (0.010
in.).
1. Valve Guard
2. Valve Cap
3. Swivel Nut (Small Hex)
4. Valve Body (Large
Hex)
FIGURE 2-2. CHARGING VALVE INSTALLATION
High tightening torque is required to load the
front suspension mounting cap screws.
Repeated tightening will result in cap screw
fatigue and damage. DO NOT reuse mounting
cap screws, washers and nuts. Replace the hard-
ware after each use.
Suspension mounting cap screws are specially
hardened to meet or exceed grade 8 specifica-
tions. Replace only with cap screws of correct
hardness. Refer to the appropriate parts book for
the correct part numbers.
3. Use new cap screws, washers and nuts every-
time the suspension is mounted to the truck.
Identify and separate the hardware according to
location on the suspension. Refer to Figure 2-4.
4. Clean and dry all cap screws, nuts and washers
as stated in Step 1, above.
NOTE: The use of dry threads in this application is
not recommended. Due to the high tightening forces
required to load these cap screws, dry threads may
cause damage to tools.
5. Lubricate cap screw threads, cap screw head
seats, washer face, and nut seats with a rust
preventive compound. Approved sources are:
AMERICAN ANTI-RUST GREASE #3-X from
Standard Oil Division of American Oil Company.
RUSTOLENE D grease from Sinclair Oil
Company.
GULF NORUST #3 from Gulf Oil Company.
RUST BAN 326 from Humble Oil Company.
1973 RUSTPROOF from the Texas Company.
RUST PREVENTIVE GREASE-CODE 362 from
the Southwest Grease and Oil Company.
NOTE: If none of the rust preventive greases listed
above are available for field assembly, use one of the
following lubricants:
SAE 30 weight oil.
5% Molybdenum - Disulphide Grease
6. Attach fork truck or lifting device to suspension
and mount suspension to the truck frame. The
weight of each front suspension cylinder is
approximately 2 228 kg (4,912 lb). Ensure
shear bar (6, Figure 2-3) is flush with end of
suspension keyway.
7. Install fourteen cap screws (1, 4, Figure 2-3)
with hardened washers and nuts. (A flatwasher
is used under each cap screw head and each
nut. See Figure 2-4 for washer installation.) The
four bottom holes tapped into suspension hous-
ing require cap screws (4) with hardened wash-
ers (2), and spacers (5) only.
FIGURE 2-3. HARDWARE IDENTIFICATION
1. Cap Screw - 1 1/2" - 6NC x 6 1/2" (G8)
2. Flat Washer - 1 1/2" (G8)
3. Nut - 1 1/2" - 6NC (G8)
4. Cap Screw - 1 1/2" - 6NC x 13" (G8)
5. Spacer
6. Shear Key
7. Part Of Frame
8. The suspension mounting cap screws are now
ready for tightening using the Turn-of-the-Nut
Tightening Procedure. After completing the
tightening procedure, continue with Steps 9-12
below.
9. Charge suspension with dry nitrogen to fully
extend suspension piston before installing front
wheel hub and spindle.
10. Install wheel, spindle, and tire according to
instructions in Section G.
11. Service the suspension. For instructions refer to
HYDRAIR
II Oiling and Charging Procedure.

12. Install suspension boot and secure with clamp.
TURN-OF-THE-NUT Tightening Procedure
NOTE: The Turn-of-the-Nut tightening procedure
was developed for high strength 1 1/2" UNC cap
screws (grade 8 or better) in this joint application
only. Do not use this tightening method for other
joint types or cap screws of lesser grade/size.
1. Initially tighten the hardware to 1 356 136 Nm
(1,000 100 lb ft) in the sequence shown in
Figure 2-5. Use a properly calibrated torque
wrench to ensure accuracy.
NOTE: Do not exceed 4 rpm tightening speed. Do
not hammer or jerk the wrench while tightening.
The mounting cap screws will now need to be loos-
ened and then tightened using turn-of-the-nut
method. The first set of cap screws to be adjusted
will be at the upper mounting joint. The cap screws
must be loosened one at time and then tightened by
advancing a specified rotational degree. Use the
map shown in Figure 2-5 for proper tightening
sequence.
Upper Mounting Joint - 60 Advance
The proper sequence for the upper mounting joint is
1-2-3-4-9-10. Refer to Figure 2-5.
2. Loosen only the first cap screw. All other cap
screws must be maintained at 1 356 136 Nm
(1,000 100 lb ft).
3. Tighten the cap screw to 95 Nm (70 lb ft).
FIGURE 2-4. HARDENED WASHER
INSTALLATION
1. Hardened Washer 2. Grade 8 Cap Screw
NOTE: Special hardened flat washers are punched
during the manufacturing process, therefore when
used under the cap screw head they must be
assembled with the inside diameter radius of the
hole toward the head (punch lip away from head)
to prevent damage to the fillet between cap screw
head and shank. See illustration above.
4. Mark a corner of the cap screw head with a
paint marker as shown in Figure 2-6. Draw a
reference line on the suspension surface next to
the marked corner on the cap screw. Draw a
reference line on the suspension 60 degrees in
advance of the marked corner on the cap
screw.
5. Hold the nut at the rear of the joint stationary
while tightening. Advance the cap screw to the
60 advance mark.
6. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown
in Figure 2-7. These reference lines will be used
to verify the cap screws have maintained their
torque.
7. Repeat this process in sequence for the
remaining five cap screws in the upper mount-
ing joint.
NOTE: If for any reason these fasteners need to be
checked for tightness after completing this
procedure, loosen and inspect all 14 cap screws and
repeat the entire process. The hardware, again, must
be cleaned and lubricated before repeating.
FIGURE 2-5. TIGHTENING SEQUENCE MAP
FIGURE 2-6. 60 DEGREE ADVANCE
FIGURE 2-7. MAKING REFERENCE LINES
Lower Mounting Joint - 90 Advance
The proper sequence for the lower mounting joint is
5-6-7-8-11-12-13-14. Refer to Figure 2-5.
8. Loosen the first cap screw. All other cap screws
must remain tight.
9. Tighten the cap screw to 203 Nm (150 lb ft).
10. Mark a corner of the cap screw head with a
paint marker as shown in Figure 2-8. Draw a
reference line on the suspension surface (or
frame) next to the marked corner on the cap
screw. Draw a reference line on the suspension
surface (or frame) 90 degrees in advance of the
marked corner on the cap screw.
11. Hold the nut stationary at the rear of the joint
(where applicable) while tightening. Then
advance the cap screw to the 90 advance
mark.
12. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown
in Figure 2-7. For the four cap screws with
spacers, refer to Figure 2-9. These reference
lines will be used to verify the cap screws have
maintained their torque.
13. Repeat this process in sequence for the remain-
ing cap screws in the lower mounting joint.
NOTE: If for any reason these fasteners need to be
checked for tightness after completing this
procedure, loosen and inspect all 14 cap screws and
repeat the entire process. The hardware, again, must
be cleaned and lubricated before repeating.
Inspection
Visual inspections of the bolted joints are necessary
after the truck has been released for use. Inspect the
joints at each front suspension at the following inter-
vals: 8 hours, 50 hours, 250 hours, and 500 hours.
If the reference lines on the hardware (Figure 2-7
and Figure 2-9) have remained in alignment, the
truck may remain in use.
If at least one of the cap screws has shown signs of
movement, the truck must be taken out of service.
The suspension mounting cap screws must be
removed, cleaned, and inspected. If any cap screws
have any signs of damage, replace all cap screws.
Install the cap screws again, according to this instal-
lation procedure.
FIGURE 2-8. 90 DEGREE ADVANCE
FIGURE 2-9. MAKING REFERENCE
MINOR REPAIR ONLY
(Lower Bearing Structure & Seals)
Bearing Structure Removal
If only rod seals, O-rings, and backup rings (and if
necessary, bearing structure) are to be replaced,
refer to steps below for lower bearing structure
removal.
1. Remove lower bearing structure cap screws
and hardened washers (18 & 19, Figure 2-11).
Install pusher bolts into tapped holes in bearing
flange.
2. Tighten pusher bolts evenly and prepare to sup-
port bearing structure as it exits the suspension
housing. Remove bearing (16).
3. Remove wiper (26), rod lip seal (25), and buffer
seal (24). Remove O-ring (20) and backup ring
(21).
Bearing Structure Installation
1. Install new rod buffer seal (24, Figure 2-11), lip
seal (25) and rod wiper (26).

When installing backup rings with rod seal (25)
and buffer seal (24), be certain radius is posi-
tioned toward the seal as shown in Figure 2-8.
2. Install new O-rings (20) and backup rings (21)
in their appropriate grooves in the lower bearing
structure (16).
NOTE: Backup rings must be positioned toward the
flange of bearing structure as shown in Figure 2-12.
3. Install temporary, guide bolts to ensure bolt
hole alignment as bearing retainer is seated. Lift
lower bearing structure (16) assembly into
place and carefully start into suspension hous-
ing. Install cap screws and hardened washers
(18 & 19). Tighten cap screws to 420 Nm (310
ft lb) torque.
4. Install wheel, tire and spindle assembly. Refer
to steps in Section G, Wheel, Tire and Spindle
Installation for installation instructions.
1. Cap Screw
2. Hardened Flatwasher
3. Cap Screw
4. Hardened Flatwasher
5. Plate
6. Upper Bearing Structure
7. Housing
8. Piston
9. Steel Ball (2 ea.)
10. Roll Pin
11. Nut
12. Piston Stop
13. Key
14. O-Ring
15. Backup Ring
16. End Cap Structure
FIGURE 2-10. PISTON ROD REMOVAL
MAJOR SUSPENSION REBUILD
Disassembly
NOTE: Refer to your Komatsu Distributor for
HYDRAIR
II repair information and instructions not

covered in this manual.
1. With suspension held in a vertical position (end
cap up), remove cap screws (1, Figure 2-10)
and hardened washers (2). Attach hoist to end
cap structure (16) and lift end cap out of sus-
pension housing (7) until piston stop (12) con-
tacts upper bearing structure (6). Remove cap
screws (3) and hardened washers (4). Lift cap
structure and bearing from housing.
2. Remove roll pin (10), nut (11), piston stop (12)
and key (13). Separate cap and bearing.
Remove O-rings (14) and backup rings (15).
Remove bearing (6).
3. Rotate the suspension 180.
NOTE: Steel balls (9) will fall free when the housing
is rotated.
4. Attach lifting device to the piston (8) and care-
fully lift out of housing.
.
FIGURE 2-11. SUSPENSION ASSEMBLY
1. Housing
2. Plate
3. Cap Screw
4. Hardened Washer
5. Cap Screw
6. Washer
7. O-Ring
8. Backup Ring
9. Plug (Pressure
Sensor Port)
10. Upper Bearing
Retainer
11. Piston Stop
12. Nut
13. Roll Pin
14. Steel Check Ball
15. Piston
16. Lower Bearing
Structure
17. Plug
18. Cap Screw
19. Hardened Washer
20. O-Ring
21. Backup Ring
22. Key
23. Upper Bearing
Structure
24. Rod Buffer Seal
25. Rod Lip Seal
26. Rod Wiper Seal
FIGURE 2-11 SUSPENSION ASSEMBLY
5. Remove cap screws and washers (18 & 19, Fig-
ure 2-11). Install pusher bolts and remove lower
bearing structure (16).
6. Remove and discard rod wiper seal (26) lip seal
(25) and buffer seal (24). Remove and discard
O-rings (20) and backup rings (21).
Assembly
NOTE: All parts must be completely dry and free of
foreign material. Lubricate all interior parts with clean
HYDRAIR
suspension oil (see Oil Specification

under Oiling and Charging Procedure).
Take care not to damage the machined or plated
surfaces, O-rings or seals when installing piston
assembly.
When installing backup rings with rod lip seal
(25) and buffer seal (24), be certain radius is posi-
tioned toward the seal as shown in Figure 2-11.
1. Install new rod buffer seal (24, Figure 2-11), lip
seal (25), and rod wiper (26).
2. Install new O-rings (20) and backup rings (21)
in their appropriate grooves in the bearing struc-
ture (16).
NOTE: Backup rings (21) must be positioned toward
bearing retainer bolt flange as shown in Figure 2-12,
item (2).
3. Install lower bearing structure (16, Figure 2-11)
into lubricated suspension housing. Install cap
screws and hardened lockwashers (18 & 19)
through retainer flange and into tapped holes in
housing. Tighten to 420 Nm (310 ft lbs) torque.
4. Install new backup rings and O-rings (14 & 15,
Figure 2-10) in end cap grooves. Backup rings
must be positioned toward the flange on the
end cap.
5. Slide upper bearing structure (6) over end cap
structure rod.
6. Install key (13) and piston stop (12) on end cap
structure rod. Ensure piston stop is fully seated
against the rod shoulder. Install locknut (11)
against piston stop. Tighten locknut one half
turn further, until hole for the roll pin (10) is in
alignment. Install roll pin.
7. Attach a lifting device to top side of end cap
assembly. Lower assembly down on piston (8).
Insert steel balls (9) in holes in piston prior to
fully seating bearing on top of piston. A small
amount of petroleum jelly will prevent the balls
from dropping out during assembly.
1. O-Ring
2. Backup Ring
3. Bearing Structure
FIGURE 2-12. BACKUP RING PLACEMENT
8. Install upper bearing structure (6) onto piston
rod. Secure bearing in place with NEW cap
screws (3) and hardened washers (4). Tighten
cap screws to 678 Nm (500 ft lb) torque.
NOTE: ALWAYS use new cap screws (3, Figure 2-
10) during assembly. Used cap screws will be
stressed and fatigued because of loads imposed on
these cap screws during operation.
9. Apply a light coating of petroleum jelly to the
seals, wiper and bearings. With suspension
housing in a vertical position, carefully lower the
piston rod and end cap assembly into the bore
of the cylinder housing to its fully retracted posi-
tion
10. Install cap screws and hardened washers (1 &
2) and tighten to 420 Nm (310 ft lb) torque.
11. Install bottom plug (17, Figure 2-11) and tighten
to 17.5 Nm (13 ft lb) torque.
12. Install charging valve. Tighten valve body (large
hex) to 23 Nm (17 ft lbs) torque.
13. If charging valve is being reused, tighten swivel
nut (4, Figure 4-3) to 6 Nm (50 in. lbs) torque.
Install valve cap (1) and tighten finger tight.
If a new charging valve is being used, tighten
swivel nut to 15 Nm (11 ft lbs) torque, then
loosen and retighten swivel nut to 15 Nm (11 ft
lbs) torque. Again loosen swivel nut and
retighten to 6 Nm (50 in. lbs) final torque.
14. Install remaining plugs and/or pressure sensor.
15. Pressure test according to instructions on the
following page. If a leak is detected, the sus-
pension must be repaired. Do not pressure test
the suspension with oil inside.
16. After a successful pressure test, add approxi-
mately 89.7 l (23.7 gal) of suspension oil.
17. Apply rust preventative grease to any exposed
machined surfaces.
PRESSURE TEST
After rebuild is complete, suspension assembly
should be tested for leakage.
The entire suspension assembly must be placed
in a containment device that will keep the sus-
pension piston in the retracted position and pre-
vent it from extending during pressurization.
Make sure that the containment device is capable
of withstanding the applied force.
1. Collapse the suspension until the piston is fully
retracted in the housing.
2. Ensure that the charging valve and all plugs are
installed.
3. Place the suspension assembly in a
containment device that will prevent rod
extension during the pressure test. Attach the
pressurization line to the charging valve.
4. Submerge the entire assembly in the water
tank.
5. Using air or nitrogen, pressurize suspension to
7 585 1 380 kPa (1,100 200 psi) through the
charging valve and maintain pressure for twenty
(20) minutes minimum.
No leakage is permissible.
6. After the test is complete, remove the assembly
from the water tank.
7. Release the air or nitrogen pressure. Do not
remove the charging valve from the suspen-
sion.
8. Remove the suspension from the containment
device.
9. Install charging valve guard.
10. If suspension is to be stored, install suspension
oil prior to storage. (Refer to Front Suspension
Oiling this section.)
11. Protect exposed chrome surface to prevent
damage during storage and handling.
12. Protect remaining exposed, machined surfaces
with a rust preventive grease.
H03029 Rear Suspensions H3-1
SECTION H3
REAR SUSPENSIONS
INDEX
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5
ROD DOWN SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10
Suspension pressure test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10
H3-2 Rear Suspensions H03029
REAR SUSPENSIONS
The HYDRAIR
II suspensions are hydro-pneumatic

components containing oil and nitrogen gas. The oil
an gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assem-
bly. The rear suspension cylinders consist of two
basic components; a suspension housing attached to
the rear axle housing, and a suspension rod attached
to the frame.
The HYDRAIR
II suspension cylinder requires only

normal care when handling as a unit. However, after
being disassembled these parts must be handled
carefully to prevent damage to the machined sur-
faces. Surfaces are machined to extremely close tol-
erances and are precisely fitted. All parts must be
completely clean during assembly.
Removal
NOTE: Suspension mounting pins must contain
threaded holes at the inboard end of each pin in
order to use the removal tools listed above. If the
pins do not contain the necessary holes, new pins
may be purchased, or a rework of the pins is neces-
sary. Refer to Figure 3-5 for pin rework details.
1. Remove hose clamp (3, Figure 3-1,)and rubber
shield.
2. Remove charging valve cap (1, Figure 3-2,).
Loosen small hex (4) on charging valve and
turn counterclockwise three full turns to unseat
valve seal. Connect suspension charging kit.

Ensure that only the swivel nut turns. Turning the
complete charging valve assembly may result in
the valve assembly being forced out of the sus-
pension by the gas pressure inside.
3. If necessary, charge the suspension to be
removed with dry nitrogen until the rod is
exposed approximately 127 mm (5.0 in.).
FIGURE 3-1. REAR SUSPENSION INSTALLATION
1. Mounting Pins
2. Suspension Cylinder
3. Hose Clamp
4. Rubber Shield
TABLE 1. TOOL LIST FOR SUSPENSION PIN
REMOVAL
Part Number Description Quantity
EJ2847 Pin Removal Tool 2
EJ2848 Cylinder 1
EJ2849 Hand Pump 1
EJ2850 Shackle 2
VN2707
Cap Screw
(0.625-11UNC x 2.75 in.)
4
4. Place stands or cribbing under the truck frame
at each hoist cylinder mount
5. Open valve on suspension charging kit to
release nitrogen from the suspension. Discon-
nect charging kit.
6. Disconnect lubrication lines. Disconnect pres-
sure sensor cable.
7. Position a fork lift under the suspension hous-
ing, above the lower mounting pin. Secure sus-
pension to fork lift.
NOTE: The mounting arrangement for the top and
bottom pins are identical.
8. Remove locknuts (9, Figure 3-3,) and shoulder
bolts (6) at upper and lower pins (7) just on the
suspension cylinder to be removed.
.
9. Install pin removal tool (1, Figure 3-4,) to each
lower pin using the cap screws listed in Table 1.
Tighten the cap screws to 240 24 Nm (177
17 ft lbs).
The rear HYDRAIR
II suspension weighs approx-

imately 1 088 kg (2,400 lbs). Ensure that the
capacity of the lifting device used is sufficient for
lifting this load.
10. Position a fork lift (or other suitable lifting
device) under the suspension to be removed
and secure it to the lifting device.
11. Attach both shackles (2) to cylinder (3).
12. Attach each shackle to pin removal tools (1).
FIGURE 3-2. NITROGEN CHARGING VALVE
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
FIGURE 3-3. SUSPENSION MOUNTING PIN
(Typical, Top and Bottom)
1. Cap Screw
2. Washer
3. Bearing Spacer
4. Bearing
5. Sleeve
6. Shoulder Bolt
7. Pin
8. Retainer Ring
9. Locknut
10. Washer
Do not exceed 10 tons of force when applying
pressure to the cylinder. Damage to the tool or
suspension components, as well as personal
injury to maintenance personnel, may result.
13. Apply pressure to the cylinder using the hand
pump (not shown).
14. When the cylinder reaches the end of its stroke,
remove one of the shackles from the cylinder
and connect the cylinder shackle directly to the
pin removal tool. This is necessary to pull the
pin the remaining distance.
15. Remove the pin from the lower mounting.
16. Install the tool on the upper pins and repeat the
pin removal process. (If the pin does not contain
the necessary puller holes, an alternative
removal method is needed.)

17. Remove the cylinder from the truck. Clean the
exterior of the suspension thoroughly and move
to a clean work area for disassembly.
18. If it is necessary to remove the remaining rear
suspension cylinder, insert the pins back into
the upper and lower mountings.
19. Secure the pins using locking cap screws (4),
and repeat the removal process for the remain-
ing suspension cylinder.
FIGURE 3-4. REAR SUSPENSION
PIN REMOVAL TOOL
1. Pin Removal Tool
2. Shackle
3. Cylinder
4. Cap Screw
FIGURE 3-5. SUSPENSION PIN REWORK
Installation
NOTE: Do not mix rod up with rod down designed
suspensions on the same truck. Both rear
suspensions must be of the same type.
1. Inspect mounting bore sleeves (5, Figure 3-3)
and bearing spacers for damage or wear.
Check fit of pins in bores prior to installing sus-
pension. If necessary, replace sleeves (5).
Install cap screw (1) and washer (2). Tighten
cap screw (1) to standard torque.
2. Secure suspension to fork lift and raise into
position. (Suspension assembly should be
retracted as far as possible prior to installation.)
3. Position top suspension eye with its spherical
bearing, between the ears on the frame as
shown in Figure 3-3. Ensure that the upper and
lower mounting eyes are aligned and the vent
plugs are positioned to the rear.
4. Lubricate pin (7), and align the bolt hole in the
pin with the hole in the frame and drive the pin
in far enough to hold it in position.
5. Insert bearing spacer (3) and continue to drive
the pin in through the spherical bearing. Insert
remaining bearing spacer (3) and continue to
drive the pin in until the bolt hole in the pin is
aligned with the hole in the frame.
6. Install shoulder bolt (6), washer (10) and lock-
nut (9). Tighten the locknut to 68 Nm (50 ft lbs).
The shoulder bolt should be free to move, not
tight after the locknut is tightened.
7. Lower the suspension housing until the lower
mount bearing aligns with the bore in the rear
axle housing and repeat the above procedure to
install the bottom pin. The parts in the top and
bottom joint are identical.
8. Install the nitrogen charging kit and add nitro-
gen to raise frame off stands or cribbing, or use
a lifting device if available.
9. Connect lubrication lines. Connect pressure
sensor.
10. Service the suspension with oil and nitrogen.
For instructions, refer to HYDRAIR
II Oiling
and Charging Procedure, this section.
11. Install rubber sheild (4, Figure 3-1) with hose
clamp (3).
12. Re-calibrate the payload meter system. Anytime
a suspension is serviced, the pressures inside
the cylinder changes, which will affect the accu-
racy of the payload meter.
ROD DOWN SUSPENSION
Use the following procedure to service rod down sus-
pension assemblies.
Disassembly
NOTE: The suspension should be placed in a fixture
which will allow it to be rotated 180 vertically.
1. Place the suspension in a holding fixture with
piston rod (8, Figure 3-6) facing down.
2. If equipped, remove charging valve cover (19).
3. If equipped, remove hose clamp and rubber
protection shield.
4. Depress charging valve stem to insure all nitro-
gen gas pressure has been released prior to
removing charging valve. Wear face mask or
goggles while relieving nitrogen gas. Suspen-
sion parts may move down while the nitrogen is
being discharged. After all nitrogen gas has
been released, remove charging valve. Remove
and discard charging valve gasket (10).
5. Remove plugs (22) to drain the oil. Be prepared
to catch approximately 51.1 l (13.5 gal) of oil.
6. Rotate the suspension 180 so the piston rod
(8) is facing up.
7. Remove vent plug (2) and plug (20). Remove
pressure sensor or plug (21). Some additional
oil may leak out.
8. Remove cap screws (6) and flat washer (7).
9. Attach an overhead lifting device to piston (8).
Pull piston assembly from housing (1). Bearing
retainer (5) will come out with piston (8). Addi-
tional oil may drain out at this time.
NOTE: Bearing retainer (5) has two threaded holes
(3/4 - 10UNC) that can be used as pusher holes, or
to attach a lifting device.
10. Place piston assembly on a work bench. Slide
bearing retainer (5) off of piston (8).
11. Remove and discard wiper seal (15), rod lip seal
(14), buffer seal (13), O-ring (11), and backup
ring (12) from bearing retainer.
12. Remove and discard bearings (3) and (4).
13. If the spherical bearings (6, Figure 3-3) require
replacement, remove the retainer rings (5).
Press bearing out of bore.
1. Clean all parts thoroughly in fresh cleaning sol-
vent. Use a solvent that does not leave a film
after evaporation, such as Trichlorethylene,
Acetone or Lacquer Thinner.
When using cleaning agents follow the solvent
manufacturer's instructions.
2. Dry all parts completely using only dry, filtered
compressed air and lint free wiping materials.
3. Inspect all parts for evidence of wear or dam-
age. Inspect plated surfaces for scratches,
nicks or other defects. Replace or repair any
damaged parts.
4. Inspect check balls (16, Figure 3-7). If dam-
aged, piston (8) must be replaced.
NOTE: If other repairs are necessary, refer to your
local Komatsu distributor for repair information and
instructions not covered in this manual.
1. Housing
2. Vent Plug
3. Bearing
4. Bearing
5. Bearing Retainer
6. Cap Screw
7. Flat Washer
8. Piston
9. Charging Valve
10. Gasket
11. O-Ring
12. Back-Up Ring
13. Buffer Seal
14. Lip Seal
15. Wiper Seal
16. Cap Screw
17. Lock Washer
18. Flat Washer
19. Cover
20. Plug
21. Plug (Sensor Port)
22. Plug
FIGURE 3-6. REAR SUSPENSION ASSEMBLY
(ROD DOWN)
FIGURE 3-6. REAR SUSPENSION ASSEMBLY (ROD DOWN)
Assembly
Assembly must be accomplished in a clean, dust free
work area. All parts must be completely clean, dry
and free of rust or scale. Lubricate all interior parts
and bores with fresh suspension oil. (See Oil Specifi-
cations under Oiling and Charging Procedure in this
section). As an alternative, coat seals, wiper and
bearing with a light coat of petroleum jelly.
1. If removed, install the spherical bearing (6, Fig-
ure 3-3) in the eye of the piston rod and of the
cylinder housing.
2. Place the ring retainers (5) in position to secure
the bearings.
3. Install wiper seal (15, Figure 3-7). When install-
ing rod lip seal (14), ensure white marking (17)
is positioned as shown.
4. Install buffer seal (13). Ensure white marking
(17) is positioned as shown.
5. Install backup ring (12) and O-ring (11). Ensure
the O-ring is positioned as shown in Figure 3-7.
6. Install bearing (4) inside bearing retainer (5).
Thoroughly lubricate the bearing with suspen-
sion oil so it is entirely wet.
7. Install bearing (3) on piston (8). Thoroughly
lubricate the bearing with suspension oil so it is
entirely wet.
8. Position piston (8) standing upright with the eye
on top. Thoroughly lubricate the top portion of
the machined surface of the piston with suspen-
sion oil.
9. Lubricate seals (13), (14) and (15) inside the
bearing retainer with petroleum jelly.
10. Use a suitable lifting device, carefully install
bearing retainer (5) down over the piston. Use
care to not damage any seals. Slide bearing
retainer part way down on the piston.
NOTE: Bearing retainer (5) has two threaded holes
(3/4 - 10UNC) that can be used to attach a lifting
device.
11. Place suspension housing (1) in a fixture so the
open end is facing up. Thoroughly lubricate the
inside of the housing with suspension oil.
12. Thoroughly lubricate O-ring seal (11) with petro-
leum jelly. Use a suitable lifting device, lift up
the piston assembly and install inside of hous-
ing (1). Use care during piston installation to
prevent damage to machined and chrome sur-
faces.
13. Fully install bearing retainer down into housing.
After bearing retainer (5) is fully seated, install
cap screws (6) with flat washers (7). Tighten the
cap screws to 420 Nm (310 ft lbs).
NOTE: Cap Screws (6) are grade 8 specification.
14. Install plug (20, Figure 3-6) and vent plug (2).
Install pressure sensor or plug (21). Install pro-
tective cover (19).
15. Using new gasket, install charging valve.
Tighten large hex of charging valve to 23 Nm
(17 ft lbs).
the swivel nut to 15 Nm (11 ft lb), then loosen
and retighten the swivel nut to 15 Nm (11 ft lb).
Loosen the swivel nut again, then retighten it to
6 Nm (50 in. lb). Install the valve cap finger-
tight.
16. Do not add any oil to the suspension if it is to be
tested. Test the suspension cylinder for leaks.
Refer to the Pressure Test at the end of this
chapter for detailed information.
17. After a successful pressure test:
a. If the suspension is to be stored, add one
liter (two pints) of a rust preventive oil. This
oil must be drained when the suspension is
put back into service. Also apply rust preven-
tative grease to any exposed machined sur-
faces.
b. If suspension is to be placed back into ser-
vice right away, add suspension oil to the
suspension. Refer to the oiling procedure.
FIGURE 3-7. REAR SUSPENSION ASSEMBLY (ROD DOWN)
1. Housing
2. Vent Plug
3. Bearing
4. Bearing
5. Bearing Retainer
6. Cap Screw
7. Flat Washer
8. Piston
9. Charging Valve
10. Gasket
11. O-Ring
12. Back-Up Ring
13. Buffer Seal
14. Lip Seal
15. Wiper Seal
16. Ball Check
17. White Marking
PRESSURE TEST
Suspension pressure test
The suspension assembly should be tested for
leakage after rebuild procedures are completed. If
leakage occurs, the cause of the leakage must be
identified, and repaired before the suspension is
installed on the truck.
The entire suspension assembly must be placed
in a containment device that will keep the
suspension piston in the retracted position and
prevent it from extending during pressurization.
Make sure that the containment device is capable
of withstanding the applied force.
1. Collapse the suspension until the piston is fully
retracted in the housing.
2. Ensure that the charging valve and all plugs are
installed.
3. Place the suspension assembly in a
containment device that will prevent rod
extension during the pressure test. Attach the
pressurization line to the charging valve.
4. Submerge the entire assembly in the water
tank.
5. Pressurize the suspension with air or nitrogen
to 690 138 kPa (100 20 psi).
6. Maintain pressure for a minimum of 20 minutes
and check for bubbles at the following locations:
Housing bearing/housing joint
Piston/piston seal area
Charging valve and plugs
If any leakage is detected, the suspension must
be repaired.
7. After the test is complete, remove the assembly
from the water tank.
8. Release the air or nitrogen pressure. Do not
remove the charging valve from the suspen-
sion.
9. Remove the suspension from the containment
device.
10. If the suspension is to be stored, add one liter
(two pints) of a rust preventive oil inside the
suspension. This oil must be drained when the
suspension is put back into service. Also apply
rust preventative grease to any exposed
machined surfaces.
11. Store the suspension in a collapsed position to
protect the piston chrome surface until it is
installed on a truck.
H04028 Oiling and Charging Procedures H4-1
SECTION H4
OILING AND CHARGING PROCEDURE
OILING AND CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
OILING AND CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
HYDRAIR CHARGING KIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
SUPPORT BLOCKS FOR OILING AND CHARGING DIMENSIONS . . . . . . . . . . . . . . . . . . . . . H4-5
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7
REAR SUSPENSION - ROD DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9
Rear Suspension Oiling (Rod Down Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9
Rear Suspension Nitrogen Charging (Rod Down Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-11
OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-13
H4-2 Oiling and Charging Procedures H04028
NOTES:
OILING AND CHARGING PROCEDURE
GENERAL
These procedures cover the Oiling and Charging of
HYDRAIR
II suspensions on Komatsu Electric Drive

Dump Trucks.
Suspensions which have been properly charged will
provide improved handling and ride characteristics
while also extending the fatigue life of the truck frame
and improving tire wear.
Any time the suspensions are recharged, the calibra-
tion of the Payload Meter system is affected. Refer to
the Payload Meter III section and perform a
Clean Truck Tare. This will ensure accurate payload
records.
NOTE: Inflation pressures and exposed piston
lengths are calculated for a normal truck gross
vehicle weight (GVW). Additions to truck weight by
adding body liners, tailgates, water tanks, etc. should
be considered part of the payload. Keeping the truck
GVW within the specification shown on the Grade/
Speed Retard chart in the operator cab will extend
the service life of the truck main frame and allow the
HYDRAIR
II suspensions to produce a comfortable

ride.
All HYDRAIR
II suspensions are charged with

compressed nitrogen gas with sufficient pres-
sure to cause injury and/or damage if improperly
handled. Follow all safety instructions, cautions,
and warnings provided in the following proce-
dures to prevent any accidents during Oiling and
Charging.
Proper charging of HYDRAIR
II suspensions
requires that three basic conditions be established in
the following order:
1. Oil level must be correct.
2. Suspension piston rod extension for nitrogen
charging must be correct.
3. Nitrogen charge pressure must be correct.
For best results, HYDRAIR
II suspensions should
be charged in pairs (fronts together and rears
together). If rears are to be charged, the fronts
should be charged first.
NOTE: For longer life of suspension components, a
Friction Modifier should be added to the suspension
oil. See Specifications Chart, Figure 4-7 at the end of
this chapter.
NOTE: Set up dimensions specified in the charts
must be maintained during oiling and charging
procedures. However, after the truck has been
operated, these dimensions may vary.
EQUIPMENT LIST
HYDRAIR
Charging Kit
Jacks and/or Overhead Crane
Support Blocks (Front and Rear) for:
Oiling Height Dimensions
Nitrogen Charging Height Dimensions
HYDRAIR
Oil (See Specifications Chart)

Friction Modifier (See Specifications Chart)
Dry Nitrogen (See Specifications Chart)
If both front and rear suspension are to be serviced
at the same time, service the front suspensions first.
Do not remove the front suspension nitrogen charg-
ing blocks until after the rear suspensions have been
completely serviced.
HYDRAIR
CHARGING KIT
Assemble service kit as shown in Figure 4-1 and
attach to container of pure dry nitrogen (8).
Installation of Charging Kit
1. Remove protective covers and charging valve
caps from suspensions to be charged.
2. Turn "T" handles (1, Figure 4-1) of adapters (2)
completely counterclockwise.
3. Ensure outlet valves (3) and inlet valve (4) are
closed (turned completely clockwise).
4. Turn swivel nut (small hex) on charging valve
three full turns counterclockwise to unseat the
valve.
5. Attach charging valve adapters (2) to each sus-
pension charging valve stem.
6. Turn "T" handles (1) clockwise (this will depress
core of charging valve and open the gas cham-
ber of the suspension).
7. Open both outlet valves (3).
NOTE: By selective opening and closing of outlet
valves (3), and inlet valve (4), suspensions may be
charged separately or together.
Removal of Charging Kit
1. Close both outlet valves (3).
2. Turn "T" handles (1) counterclockwise to
release charging valve cores.
3. Remove charging valve adapters (2) from
charging valves.
5. Install charging valve caps and protective cov-
ers on both suspensions.
FIGURE 4-1. HYDRAIR

CHARGING KIT
NOTE: Arrangement of parts may vary from
illustration above, depending on Charging Kit P/N.
1. T Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas (Specifications Figure 4-7)
SUPPORT BLOCKS FOR OILING AND
CHARGING DIMENSIONS
Prior to starting oiling and charging procedures, sup-
ports should be fabricated which will maintain the
correct exposed piston rod extensions.
Rear support blocks for nitrogen charging are no
longer necessary. Rear suspensions still require
support blocks for oil charging.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for HYDRAIR
II sus-
pensions. These dimensions are listed in the Tables
below Figures 4-2 and 4-4. Measure dimensions
from the face of the cylinder gland to the machined
surface on the spindle at the front suspension. Mea-
sure from the face of the cylinder gland to the piston
flange at the rear suspension.
Support blocks may be made in various forms. Mild
steel materials are recommended for front suspen-
sions. Square stock or pipe segments [1 in. (25 mm)
minimum] may be used. Blocks must be capable of
supporting the weight of the truck during oiling and
charging procedures while avoiding contact with
plated surfaces and seals on the suspension. Refer
to Figure 4-2 for front suspension support block
placement and Figure 4-4 for rear support block
placement.
FRONT SUSPENSION
1. Park the unloaded truck on a hard, level sur-
face. Place the directional control lever in
PARK. Place wheel chocks in front and behind
two rear tires to prevent roll away.
NOTE: Do not place wheel chocks around front tires.
The front tires will roll forward and backward a small
amount as the suspension travels up and down
during the suspension charging process.
2. Thoroughly clean area around the charging
valve on the suspensions. Remove the protec-
tive covers from the charging valves.
All HYDRAIR
II suspensions are charged with

compressed nitrogen gas with sufficient pres-
sure to cause injury and/or damage if improperly
handled. Follow all the safety notes, cautions and
warnings in these procedures to prevent acci-
dents during servicing and charging.
Front Suspension Oiling
When blocks are in place on a suspension, they
must be secured with a strap or other means to
avoid accidental discharge. An unsecured block
could fly loose as weight is applied, presenting
the possibility of serious injury to nearby person-
nel and/or damage to the equipment. Overhead
clearance may be reduced rapidly and suddenly
when nitrogen pressure is released!
Friction Modifier should be added to the suspension
this chapter.
1. Position and secure oiling height dimension
blocks in place (Figure 4-2). When nitrogen
pressure is released, suspensions will lower to
rest on the blocks. Ensure the blocks do not
mar or scratch the plated surfaces of the pis-
tons or damage wiper seals in the lower bearing
retainer. Support blocks must seat on the spin-
dle and the cylinder housing. The blocks should
be positioned 180 apart to provide stability.
Wear a face mask or goggles while relieving
nitrogen pressure.
2. Remove charging valve cap. Turn the charging
valve swivel nut (small hex) counterclockwise
three full turns to unseat valve seal. DO NOT
TURN LARGE HEX. The charging valve body
has a bleeder groove in its mounting threads
but for safety of all personnel the valve body
MUST NOT be loosened until ALL nitrogen
pressure has been vented from the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen has been vented to the atmosphere,
the suspension should have collapsed slowly
and be seated solidly on the support blocks.
4. Remove top fill plug next to the charging valve
(Figure 4-2).
5. Fill the suspension with clean HYDRAIR
oil
(with 6% friction modifier) until the cylinder is full
to the top of the fill plug bore. Drip pans should
be used and all spillage cleaned from outside of
the suspension. Allow the suspension to stand
for at least 15 minutes to clear any trapped
nitrogen and/or bubbles from the oil. Add more
suspension oil if necessary. Install a new fill
plug O-ring, and install the plug.
NOTE: The front suspension holds approximately
89.7 l (23.7 gal) of oil.
TABLE 1: FRONT SUSPENSION DIMENSIONS
(EMPTY)
OILING HEIGHT CHARGING
HEIGHT
CHARGING PRESSURE
25.4 mm
(1.0 in.)
229 mm
(9.00 in.)
*2 696 kPa
(391psi)
* Charging pressures are for reference only and may vary depending
on body weights.
FIGURE 4-2. FRONT SUSPENSION
Front 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. Clearances under the truck
may be suddenly reduced.
1. If removed, install the charging valve with new
O-ring (9, Figure 4-3). Lubricate the O-ring with
clean HYDRAIR
oil.
2. Tighten valve body (large hex, 6) to 23 Nm (17
ft lbs) torque. The valve swivel nut (small hex,
4) must be unseated by turning counterclock-
wise three full turns.
Dry nitrogen is the only gas approved for use in
HYDRAIR
II suspensions.Charging of these
components with oxygen or other gases may
result in an explosion which could cause fatali-
ties, serious injuries and/or major property dam-
age. Use only nitrogen gas meeting the
specifications shown in chart (Figure 4-7).
3. Install HYDRAIR
Charging Kit and a bottle of

pure dry nitrogen. Refer to Installation of Charg-
ing Kit.
4. Charge the suspensions with nitrogen gas to a
height just high enough to install the nitrogen
charging blocks, but not to exceed 27.9 cm (11
in). Close inlet valve (4, Figure 4-1).
5. Remove the oiling blocks from the suspensions
and install the nitrogen charging blocks. Secure
the blocks to prevent accidental dislodging.
NOTE: Use caution to prevent damage to plated cyl-
inder surfaces and oil seals when installing the
blocks.
6. Remove the center hose from manifold (6).
Be aware when relieving nitrogen gas, the truck
may drop suddenly onto the charging blocks.
7. To lower the truck onto the charging blocks,
open inlet valve (4) until the pressure has
dropped below the pressure listed in Table 1,
and then close the valve.
8. Install the center hose to manifold (6).
FIGURE 4-3. CHARGING VALVE
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
9. Charge the suspensions to the pressure listed
in Table 1. DO NOT use an overcharge of nitro-
gen to lift the suspensions off of the charging
blocks.
10. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes in order to allow
the pressures in the suspensions to equalize.
11. Close outlet valves (3) and remove charging kit
components. Refer to Removal of Charging Kit.
13. Install protective guard over charging valve.
NOTE: If the rear suspension are to be serviced at
this time, leave the nitrogen charging blocks in place
on the front suspensions until after the rear
suspensions are completely serviced.
14. Raise the truck body in order to extend the front
suspensions and allow for removal of the nitro-
gen charging blocks. Ensure that sufficient
overhead clearance exists before raising the
body. If the suspensions do not extend after
raising the body, turn the steering wheel left and
right in very small movements several times. If
the suspensions still do not extend enough to
allow for removal of the blocks, use a crane or
floor jacks to raise the truck and remove the
blocks.
records.
The front HYDRAIR
suspensions are now ready for

operation. Visually check the extension with the truck
both empty and loaded. Record the extension dimen-
sions. Maximum downward travel is indicated by the
dirt ring at the base of the piston. Operator com-
ments on steering response and suspension rebound
should also be noted.
NOTE: The empty ride height may be less than the
charging ride height. Also, the suspension height
between the left and right suspensions may not
always be the same due to the fuel level in the fuel
tank.
REAR SUSPENSION - ROD DOWN
Follow the steps below for servicing suspensions
with the piston rod facing down. For trucks where the
piston rod is up, refer to REAR SUSPENSION -ROD
UP.
Do not mix rod up with rod down designed sus-
pensions on the same truck. Both rear suspen-
sions must be of the same type.
1. Park the unloaded truck on a hard, level sur-
face. Move the directional control lever to the
PARK position.
2. Place wheel chocks in front and behind two sets
of rear wheels to prevent roll away.
NOTE: Do not place wheel chocks around front tires.
The front tires will roll forward and backward a small
amount as the suspension travels up and down
during the suspension charging process.
3. Thoroughly clean the area around the charging
valve on the suspensions. Remove the protec-
tive covers from the charging valves. Remove
the hose clamp and the rubber cover from the
suspension housing.
Friction Modifier must be added to the suspension
this chapter.
Rear Suspension Oiling (Rod Down Only)
1. Position and secure oiling support blocks (2,
Figure 4-4) in place so the blocks are seated
between main frame (1) and rear axle housing
(3). A block should be used on both the left and
right sides of the truck.
TABLE 2: REAR SUSPENSION DIMENSIONS
(EMPTY)
OILING HEIGHT CHARGING
HEIGHT
CHARGING PRESSURE
54.2 mm
(2.13 in.)
270 mm
(10.63 in.)
*1 186 kPa
(172psi)
* Charging pressures are for reference only and may vary depending
on body weights.
1. Main Frame
2. Oiling Support Block

Ensure all personnel are clear and support
blocks are secure before relieving nitrogen pres-
sure from the suspension. Use a face mask or
goggles when venting nitrogen.
2. Remove charging valve cap. Turn the charging
valve swivel nut (small hex) counterclockwise
three full turns to unseat valve seal. DO NOT
TURN LARGE HEX. The charging valve body
has a bleeder groove in its mounting threads,
but for safety of all personnel, the valve body
MUST NOT be loosened until ALL nitrogen
pressure has been vented from the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
nitrogen pressure has been vented to atmo-
sphere, loosen and remove the fill plug. The
suspension should have collapsed slowly as
gas pressure was released. Truck weight is now
supported by the support blocks.
4. Adjust oiling support blocks (2, Figure 4-4) to
obtain the oiling height dimension shown in
Table 3.
NOTE: Use a plastic tube to help bleed off trapped
air inside the piston.
5. Remove vent plug (2, Figure 4-5), pressure
sensor (3), and charging valve (4). Use one of
the open ports to fill the suspension with clean
HYDRAIR
Oil (with 6% friction modifier). Fill

until clean oil seeps from the open ports. Use
drip pans should be used and all spillage
cleaned from the outside of the suspension.
Allow the suspension to settle for at least 15
minutes to clear any trapped nitrogen and bub-
bles from the oil. Add more suspension oil if
necessary.
NOTE: The rear suspension holds approximately
51.1 l (13.5 gal) of oil.
6. Install the vent plug and pressure sensor onto
the suspension.
7. Install a new O-ring onto the charging valve.
Lubricate the O-ring with clean Hydrair II oil.
8. Install the charging valve onto the suspension.
Tighten valve body (6, Figure 4-3) to 23 Nm (17
ft lb).
1. Main Frame
2. Vent Plug / Fill Port
3. Pressure Sensor /
Fill Port
4. Charging Valve /
Fill Port
Rear Suspension Nitrogen Charging
(Rod Down Only)
Lifting equipment (overhead or mobile cranes, 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. Clear-
ances under the truck may be suddenly reduced.
Ensure the automatic apply circuit has not
applied the service brakes during truck mainte-
nance. If the front brakes are applied during rear
suspension charging, the axle cannot pivot for
frame raising / lowering, and the rear suspension
may be unable to move up or down.
1. If removed, install charging valve with new O-
ring (9, Figure 4-3). Lubricate the O-ring with
clean HYDRAIR
oil.
2. Tighten valve body (large hex, 6) to 23 Nm (17
ft lb) torque. The valve swivel nut (small hex, 4)
must be unseated by turning counterclockwise
three full turns.
Dry nitrogen is the only gas approved for use in
HYDRAIR
II suspensions. Charging of these

components with oxygen or other gases may
result in an explosion which could cause fatali-
ties, serious injuries and/or major property dam-
age. Use only nitrogen gas meeting the
specifications shown in chart (Figure 4-6).
3. Install HYDRAIR
Charging Kit and a bottle of

pure dry nitrogen. Refer to Installation of Charg-
ing Kit.
4. Charge the suspensions with nitrogen gas to 38
mm (1.5 in.) greater than the charging height
listed in Table 3.
5. Remove the oiling charging blocks.

Be aware when relieving nitrogen gas, the truck
may lower suddenly.
6. Slowly release gas until the suspensions match
the charging height listed in Table 3.
7. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes in order to allow
the pressures in the suspensions to equalize.
8. Ensure both of the suspension cylinders are
extended the same distance 10 mm (0.39 in.).
If the difference in the extension from side to
side exceeds 10 mm (0.39 in.), check the front
suspensions for equal extension. Adjust the
front as necessary.
NOTE: A low left front suspension will cause the right
rear suspension to be high. A low right front
suspension will cause the left rear suspension to be
high.
9. Close outlet valves (3) and remove charging kit
components. Refer to Removal of Charging Kit.
10. If the charging valve is being reused, tighten
swivel nut (4, Figure 4-3) to 6 Nm (50 in. lbs)
torque. Install valve cap (1) and tighten finger
tight.
loosen and retighten the swivel nut to 15 Nm
(11 ft lbs) torque. Again, loosen the swivel nut
and retighten to 6 Nm (50 in. lbs) torque.
Replace valve cap (1) and tighten finger tight.
11. Install the protective guard over the charging
valves. Install the hose clamps with the rubber
covers over the suspension housings.
records.
The rear HYDRAIR
suspensions are now ready for

operation. Visually check piston extension both with
the truck loaded and empty. Record the extension
dimensions. Maximum downward travel is indicated
by the dirt ring at the base of the piston rod. Operator
comments on steering response and suspension
rebound should also be noted.
OIL AND NITROGEN SPECIFICATIONS CHART
HYDRAIR
II OIL SPECIFICATIONS
Ambient Temperature
Range
Part No. Approved Sources
-30F & above
(-34.5C & above)
VJ3911
(need to add
6% of
AK3761)
Mobilfluid 424
Mobil DTE 15M
Texaco TDH Oil
AMOCO ULTIMATE Motor Oil
5W-30
Sunfleet TH Universal Tractor Fluid
Chevron Tractor Hydraulic Fluid-
Conoco Power Tran III Fluid
Petro Canada Duratran Fluid
Shell Canada Donax TDL
AK4063 Suspension Oil (premixed with
6% Friction Modifier)
5 Gallon container
AK4064 55 Gallon container
-55F & above
(-48.5C & above)
VJ5925
(need to add
6% of
AK3761)
Emery 2811, SG-CD,
5W-30
Mobil Delvac I, 5W-40
Petro Canada Super Arctic Motor
Oil, 0W-30
Conoco High Performance
Synthetic Motor Oil, 5W-30
AK4065 Suspension Oil (premixed with
5 Gallon container
AK4066 55 Gallon container
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.VJ3911 and VJ5925
oils are supplied in 5 gallon (19 Liter) cans.
FRICTION MODIFIER FRICTION MODIFIER Mixing Instructions
(94% Suspension oil, 6% Friction Modifier)
Part Number Suspension Oil Amount of Friction Modifier to add
AK3761
(5 Gallon container of
1 gallon of suspension oil add 7.7 oz.
5 gallons of suspension oil add 38.4 oz.
55 gallons of suspension oil add 3.3 gal.
NITROGEN GAS (N
2
)SPECIFICATIONS
Nitrogen gas used in HYDRAIR
II
Suspension Cylinders must meet or
exceed CGA specification G-10.1 for
Type 1, Grade F Nitrogen Gas
Property Value
Nitrogen 99.9% Minimum
Water 32 PPM Maximum
Dew Point -68F (-55C) Maximum
Oxygen 0.1% Maximum
FIGURE 4-6. SPECIFICATIONS CHART
NOTES:
J01038 Index J1-1
SECTION J
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
WHEEL SPEED FRONT DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
ARMATURE SPEED REAR DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
J1-2 Index J01038
NOTES:
J02037 Brake Circuit J2-1
SECTION J2
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
SERVICE BRAKE CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
Normal Operation (key switch on, engine running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
J2-2 Brake Circuit J02037
NOTES:
BRAKE CIRCUIT
OPERATION
The 830E truck is equipped with hydraulic actuated
disc brakes. The front brakes have three calipers
applying braking effort to a single disc on each
wheel. The rear brakes have two (armature-speed)
discs with one caliper per disc. Each rear caliper also
contains an integrated parking brake piston.
The fundamental function of the brake system is to
provide an operator the control he needs to stop the
truck in either a slow modulating fashion or in as
short a distance as reasonably possible.
Outlined below are the functions that are necessary
for safe truck operation:
1. Warn the operator as soon as practical of a
serious or potentially serious loss of brake pres-
sure so proper action can be taken to stop the
truck before the secondary system is exhausted
of power.
2. Provide secondary brake circuits such that any
single failure leaves the truck with sufficient
stopping power.
3. Automatically apply service brakes if low pres-
sure warnings are ignored and pressures con-
tinue to decrease.
4. Wheel brake lock to relieve the operator from
holding the brake pedal while at the dump or
shovel.
5. Spring applied park brake for holding, not stop-
ping, the truck during periods other than loading
or dumping.
6. Brake system that is easy to diagnose and per-
form necessary service.
The following brake circuit description should be
used in conjunction with the hydraulic brake system
schematic, refer to Section "R".
The brake system consists of two major valve com-
ponents; the dual circuit treadle valve (heart of the
system) and brake manifold. The dual circuit treadle
valve is the only component located in the operator's
cab.
The remainder of the system, including the brake
manifold, circuit accumulators, and electrical compo-
nents, are located in a weatherproof cabinet behind
the cab. This cabinet is accessible for diagnostic and
service work.
The brake manifold contains dual circuit isolation
check valves, accumulator bleed down valves, and
valves for brake lock, park brake and automatic apply
functions. All of these components are screw-in car-
tridge type valves.
In the 830E truck, there are two independent means
of brake actuation, the service brake pedal and brake
lock switch.
SERVICE BRAKE CIRCUIT OPERATION
This portion of the system provides the operator the
precise control he needs to modulate (feather) brake
pressure to slowly stop the truck or develop full brake
effort to stop as quickly as possible. The heart of this
circuit is the treadle operated dual circuit brake valve.
This valve enables the operator to control the rela-
tively high pressure energy within the brake accumu-
lators directly to the brakes. The only element
between the operators foot and the actual brake fluid
is the dual circuit treadle valve.
As the pedal is depressed, each valve within the dual
circuit treadle valve simultaneously delivers fluid from
its respective accumulator to the wheel brakes at a
pressure proportional to both pedal position and
force. The further the pedal is depressed, the higher
the brake force, giving a very positive feel of control.
Brake accumulators have two functions; storing
energy for reserve braking in the event of a failure
and, provide rapid oil flow for good brake response.
Depression of the brake pedal actuates the stop light
pressure switch, which in turn actuates stop and ser-
vice brake indicator lights and propulsion interlock.
The stop light switch (12, Figure 2-1) is located on
the junction block (10) inside the brake cabinet.
FIGURE 3-1. HYDRAULIC BRAKE CABINET
1. Rear Brake Accumulator
2. Charging Valve
3. Front Brake Accumulator
4. Park Brake Pressure Reducer Valve
5. Hoist Pilot Valve
6. Hoist Pilot Manifold
7. Hoist-Up Limit Solenoid
8. Pilot Operated Check Valve
9. Brake Lock Degradation
Pressure Switch
10. Junction Block
11. BF & BR Test Port
(Front & Rear Brake)
12. Stop Light Switch
13. Brake Lock Shuttle Valve
14. Brake Lock Pressure
Reducing Valve
15. Brake Lock Solenoid
17. Bleed Down Valve
(Front Brake Accumulator)
18. Accumulator Test Port
19. Automatic Apply Valve
(Rear Brake Accumulator)
21. Brake Manifold
22. Low Brake Accumulator Pres-
sure Switch
23. Park Brake Pressure Switch
24. Brake Warning Delay Timer
25. Brake Warning Light Relay
26. Park Brake Test Port
27. Pressure Sensor (VHMS)
SECONDARY BRAKING AND
AUTOMATIC APPLY
A fundamental function of the brake system is to pro-
vide reserve braking in the event of any single failure.
For this reason, the system is divided into multiple
circuits, each with its own isolation check valve,
accumulator, and circuit regulator. The secondary
system becomes whatever circuit(s) is operable after
a failure. If the failure is a jammed treadle valve, then
the brake lock becomes the secondary system, oth-
erwise, either of the two brake circuits would be the
secondary system.
The brake accumulators (1 & 3, Figure 2-1), (as
described under service brake circuit) perform two
functions; rapid flow for good response and store
energy for secondary braking. The circuit check
valve assures this energy is retained should a failure
occur in brake system supply or an accumulator cir-
cuit.
If a failure occurs in the pump, steering or either
brake accumulator circuit, a low brake pressure
warning light (on the instrument panel) and an audi-
ble alarm (in the cab) will actuate and the vehicle
should be stopped as soon as practical. When the
pressure in one accumulator circuit is less than the
preset level, all the service brakes will be automati-
cally applied. Automatic brake application is accom-
plished by the "Automatic Apply Valve" (PS1, 19),
located in the brake manifold. This valve senses the
lower brake accumulator pressure, and when the
pressure is less than 14 479 520 kPa (2100 75
psi), the valve shifts, operating the brake treadle
valve and applying all the brakes full on.
Regardless of the nature of location of a failure,
sensing the lowest brake accumulator circuit pres-
sure assures two to four full brake applications after
the low brake warning light and buzzer, and before
automatic apply. This allows the operator the oppor-
tunity to safely stop the truck after the warning has
turned on.
PARKING BRAKE CIRCUIT
The parking brake is spring applied and hydraulically
released.
NOTE: Whenever the park brake solenoid is de-
energized, a spring in the solenoid valve will shift the
spool to the position to allow the park brake to be
applied.
Normal Operation (key switch on, engine run-
ning)
Directional Control Lever in Park Position
The parking brake solenoid (16) is de-energized.
The oil pressure in the parking brake lines return
to tank and the springs in the parking brake will
apply the brake. The parking brake pressure
switch (23) will close at 8618 Kpa (1250 psi),
completing a path to ground, and illuminating the
parking brake light on the instrument panel.
Directional Control Lever Not in Park Position
The parking brake solenoid is energized. The
pressure oil is routed from the park brake
solenoid, to the parking brake pressure regulator
(4) (reducer), then to the park brake pistons for
release. The parking brake circuit is protected
against accidental apply by monitoring a wheel
motor speed sensor. The park brake with not
apply until the truck is virtually stopped. This
eliminates brake pad damage.
If the key switch is turned OFF (directional
control lever in PARK), the park brake will not
apply until vehicle speed is less than 1/3 MPH,
due to the monitoring of the wheel motor speed.
If loss of hydraulic supply pressure occurs, with
the directional control lever not in PARK, the
parking brake solenoid will still be energized. The
hydraulic supply circuit is still open to the parking
brake pistons. A check valve in the park brake
hydraulic supply circuit traps the oil, holding the
parking brake in the release position.
NOTE: Normal internal leakage in the parking brake
solenoid and the pressure reducing valve may allow
leakage of the trapped oil to return back to tank, and
eventually allow park brake application.
If 24 volt power to the solenoid is interrupted, the
park brake will apply at any vehicle speed. The
spring in the solenoid will cause it to shift,
opening a path for the oil pressure in the park
brake line to return to tank and the springs in the
parking brake will apply the brake. The parking
brake pressure switch (23) will close, completing
a path to ground, and illuminating the parking
brake light on the instrument panel.
BRAKE LOCK CIRCUIT
The primary function of the brake lock is to provide a
means for the operator to hold the vehicle while at
the shovel or dump. The brake lock only applies the
rear service brakes. It may also provide a second
means to stop the truck in the event the primary
means (treadle valve) malfunctions.
By turning on the dash mounted toggle switch, a
solenoid valve (15, Figure 2-1) and pressure reduc-
ing valve (PR2, 14) will apply unmodulated pressure
oil at 10343 517 kPa (1500 75 psi) to fully actuate
the rear brakes. A shuttle valve (13) in the rear brake
line provides the independence from the brake trea-
dle valve for brake application.
WARNING CIRCUIT
The brake warning circuit is equipped with a low
brake pressure warning light (on the overhead panel)
and an audible alarm (in the cab) to alert the operator
of low brake pressures. Several electrical sensors, a
relay and delay timer are used to detect brake sys-
tem problems.
Pressure Sensor, system supply pressure
Located below the bleed down manifold on a tee
fitting is the low steering pressure switch. When
system supply pressure drops below 15860 kPa
(2300 psi), the low steering pressure light, low
brake pressure light and buzzer will turn on.
Pressure Sensor, low accumulator pressure
(22)
Located on the brake manifold. When the
accumulator with the lower hydraulic pressure
falls below 15860 kPa (2300 psi), the low brake
pressure light and buzzer will turn on.
Brake Lock Degradation Switch (9, Figure 2-1)
Located on the junction block (10) in the brake
cabinet. When the brake lock switch is turned
ON, the brake warning light relay is energized.
This switches the electrical connection to the low
brake lock pressure switch circuit. If the brake
lock apply pressure is less than 6900 kPa (1000
psi), a path to ground will be completed and the
low brake pressure light and buzzer will turn on.
NOTE: This switch (9) and pressure sensor (27) can
be located in either port, and the operation will be the
same. If pressure sensor (27) is in the location
shown in Figure 3-1, there may be more clearance
for the wires around other components.
Brake Warning Relay (25)
Located in the brake cabinet. When the brake
lock switch is turned ON, the brake warning light
relay is energized. This switches the electrical
connection to include the low brake lock pressure
switch. When the brake lock switch is turned
OFF, the relay is de-energized and switches the
connection away from the low brake lock apply
pressure switch.
FIGURE 3-2. BRAKE VALVE
(FULL CUT-AWAY)
1. Actuator Cap
2. Adjustment Collar
3. Actuator Base
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Valve Body
8. Glyde Ring Assembly
9. Plunger Return Spring
10. Regulator Springs (B1)
11. Regulator Springs (B2)
12. Spring Seat
(B2 Parts 13-16)
(Front Brake)
13. Spool Return Spring
14. Regulator Spool
15. Regulator Sleeve
16. Reaction Plunger
(B1 Parts 17-20)
(Rear Brake)
18. Regulator Spool
20. Reaction Plunger
21. Retainer Plug
22. Base Plate
1.
1.
A. Adjustment Collar
Contact Area
B. PX Port
C. Automatic Apply Piston Area
D. Tank Port
E. Orfice
F. Brake Apply Port
G. Reactionary Pressure Area
H. Supply Port
(PARTIAL CUT-AWAY)
1. Actuator Base
2. Brake Valve
3. Orfice Set-Screw
J03034 7/08 Brake Circuit Component Service J3-1
SECTION J3
BRAKE CIRCUIT COMPONENT SERVICE
INDEX
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Actuator Base Threaded Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Boot and Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Valve Body Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Regulator Sleeve O-Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Actuator Plunger O-ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Assembly of Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . J3-16
BRAKE ASSEMBLIES WITH INTEGRAL MOUNTED ELECTRONIC RETARD PEDAL (Dual Function
Pedal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
Installation of Retard Pedal To Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
J3-2 Brake Circuit Component Service 7/08 J03034
HYDRAULIC BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Brake Accumulator Bleed Down Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23
BRAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Cleaning and Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
BRAKE CIRCUIT COMPONENT SERVICE
BRAKE VALVE
The brake valve is a pressure modulating valve,
actuated mechanically (brake pedal) or hydraulically
through the automatic apply valve (12, Figure 3-1).
The Brake Valve independently controls the pressure
delivered to the front and rear service brake assem-
blies. Apply pressure can be modulated from zero to
maximum braking effort by use of the foot pedal.
Rebuild Criteria
If any one of the following conditions exist, the brake
valve should be removed and repaired:
Excessive cam rock in pedal actuator.
Any sign of external leakage.
Internal leakage at the tank port must be less
than 100 cc/minute with the valve in the released
position and system pressure supplied to the
"P1" and "P2" inlet ports.
Tank port leakage must be less than 250 cc/
minute with valve pilot or manual applied at 20
685 kPa (3,000 psi) system pressure.
Failure of the pedal to return to full release
position.
Valve holds pressure when in the neutral
position.
Varying output pressure with the pedal fully
depressed.
Removal
If the Brake Valve is to be removed from the vehicle
for repair or adjustment, additional equipment will be
required as outlined in disassembly, assembly.
NOTE: Minor repairs and service adjustment may not
require the removal of the brake valve.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or install-
ing test gauges, always bleed down hydraulic
steering and brake accumulators. The steering
accumulators can be bled down with engine shut
down, turning the key switch OFF and waiting 90
seconds. Confirm the steering pressure is
released by turning the steering wheel - No front
wheel movement should occur. Open bleed down
valves (10 & 12, Figure 3-1) located on the brake
manifold and allow both accumulators to bleed
down.
FIGURE 3-1. ACCUMULATORS AND BRAKE
MANIFOLD
2. Charging Valve
4. Charging Valve
6. Brake Lock Pressure Reducing Valve (PR1)
7. Park Brake Reducing Valve (PR2)
11. Bleed Down Valve (Front Brake Accumulator)
13. Bleed Down Valve (Rear Brake Accumulator)
14. Accumulator Test Port (LAP1)
15. Brake Manifold
16. Low Brake Accumulator Pressure Switch
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible roll-away.
1. Securely block the wheels to prevent possible
roll-away.
2. Turn key switch OFF and allow 90 seconds for
steering system accumulators to bleed down.
Open valves (11 & 13, Figure 3-1) to bleed
down both brake accumulators.
3. Remove access panel in front of operator's cab.
4. Tag and remove all hydraulic lines from brake
valve. Plug lines and ports to prevent possible
contamination. Remove all valve fittings.
5. If equipped, remove retard pedal that is located
on brake pedal.
FIGURE 3-2. SINGLE PEDAL BRAKE VALVE ASSEMBLY
1. Brake Valve
2. Retainer Clip
3. Pivot Shaft
4. Bushings
5. Shims
6. Foot Pad
7. Brake Pedal Actuator
8. Spring Assembly
9. Jam Nut
10. Set Screw
11. Pedal Return Stop
6. In the cab at the brake valve, remove cap
screws and lockwashers securing the brake
valve assembly to the mounting structure.
7. Slide brake valve downward and remove from
cab.
8. Move brake valve assembly to a clean work
area for disassembly.
Installation
1. Move the brake valve assembly into position
and secure in place with cap screws and lock-
washers. Tighten cap screws to standard
torque.
2. Remove plugs from brake valve assembly and
hydraulic lines. Install fittings and connect lines
to brake valve assembly and tighten.
NOTE: Prior to checking the brake valve operation,
the steering system must have the proper nitrogen
precharge in the steering accumulators (refer to
Section L, "Hydraulic System" for steering
accumulator precharge procedure). In addition, the
brake system lines must be bled of air and the brake
accumulators must also be precharged with nitrogen
(refer to brake accumulator precharge procedures,
this section).
3. If equipped, install electronic retard pedal to
brake pedal (Figure 3-3).
4. With the engine shut down and key switch OFF,
open both brake accumulator bleed down
valves. Precharge both accumulators.
NOTE: For best performance, charge the
accumulators in the temperature conditions the
vehicle is expected to operate in. During the
precharge, allow temperature of the nitrogen gas to
come into equilibrium with the ambient temperature.
5. Close both accumulator bleed down valves
after precharge is complete.
NOTE: To prevent excess oil from coming in contact
with the brake assemblies during the brake bleeding
procedure, attach a hose to the bleeder screw. Direct
the hose into a container.
6. Start the engine and bleed air from brake lines
and brakes. Actuate the brake lock switch and
open the uppermost bleeder screw on all rear
brake assemblies until a steady stream of oil
appears. Close bleeder screw.
7. Release the brake lock switch and bleed the
remaining front brakes in the same manner by
depressing the brake pedal. Check for fluid
leaks at the brake valve.
FIGURE 3-3. BRAKE VALVE WITH RETARD PEDAL
1. Brake Valve
2. Retainer Clip
3. Pivot Shaft
4. Bushings
5. Shims
6. Retainer Clip
7. Nylon Bearing
8. Pivot Shaft
9. Place 0.010 in. Shim
Here
10. Jam Nut
11. Cap Screw
12. Pedal Structure
13. Pad
14. Nut
15. Cap Screw
16. Electronic Retard Pedal
Assembly
18. Spring Pivot (Lower)
19. Spring
20. Spring Pivot (Top)
21. Set Screw
22. Jam Nut
DISASSEMBLY
NOTE: If equipped with, and not already removed,
remove electronic retard pedal (16, Figure 3-3) from
brake pedal by removing pivot shaft (8). The rebuild
and adjustment procedures for the brake valve (1)
are the same, whether or not the brake pedal has the
retard pedal assembly attached to it.
NOTE: During disassembly, precision machined
parts should be ink marked or tagged to ensure
proper reassembly and minimize adjustment time. All
items must be placed back into the bores from which
they were removed.
1. Match mark each section of the brake valve
prior to disassembly.
2. Drain all oil from all ports of the valve by rotating
the valve over a suitable container.
3. Secure brake valve in upright position in a vice.
4. Remove the brake pedal actuator (7, Figure 3-
2) by removing the retaining clips (2), then
remove the pivot shaft (3) with a punch and
hammer.
NOTE: During removal of pivot shaft (3), observe and
record location of shims (5) so they can be installed
in the same location during assembly.
5. Remove the four button head allen screws (3,
Figure 3-4) securing the boot retainer plate (4).
6. Remove the boot retainer plate (4), boot (2),
and actuator cap (1) as an assembly by grasp-
ing the boot and gently lifting from the valve
body.
7. Remove cap screws (31, Figure 3-5) and plate
(30).
8. Remove and discard the O-ring (22) and face
seal (23).
9. Loosen plunger locknuts (2). Loosen the socket
head cap screw from the adjustment collars (1).
10. Unscrew and remove the adjustment collars.
11. Remove the two socket head cap screws (5,
Figure 3-4) that retain the actuator base (6) to
the valve body.
12. Remove the actuator base from the valve body.
13. Remove controller from vice.
14. Remove the four cap screws (29, Figure 3-5)
and washers (28) from the base of the valve.
15. Remove base plate (27).
16. With the valve upright, retaining plug (26)
should fall out. If the plug does not fall out,
lightly tap to dislodge the plug.
NOTE: The spools (8), reaction plungers (16, 17) and
spool return springs (15) may fall out at this time.
Keep parts separate so they may be installed in the
same bores from which they were removed. The "B1"
reaction plunger (16) is larger than the "B2" reaction
plunger (17).
17. Remove and discard the O-ring (25) from the
counterbore in the base of the valve body.
18. With the controller upright on the work bench,
hold the valve with one hand and push the "B1"
actuator plunger (2) down with the other hand
until the regulator sleeve (14) becomes loose.
19. Repeat the above procedure to loosen the "B2"
regulator sleeve.
20. Turn the valve on its side on the work bench
and remove both regulator sleeves (14) from
the valve body.
FIGURE 3-4. ACTUATOR CAP & BOOT
1. Actuator Cap
2. Boot
3. Cap Screw
4. Retainer Plate
5. Cap Screw
6. Actuator Base
7. Threaded Insert
1. Adjustment Collar
2. Actuator Plunger
3. Glyde Ring Assembly
4. Plunger Return Spring
5. Regulator Springs
6. Regulator Springs
7. Spring Seats
8. Regulator Spool
9. Back-up Ring
10. O-Ring
11. Back-up Ring
12. O-Ring
13. O-Ring
16. Reaction Plunger (B1)
17. Reaction Plunger (B2)
18. Wiper Seal
19. Back-up Ring
20. Poly-Pak Seal
21. Valve Body
22. O-Ring
23. Face Seals
24. Set Screw Orifice Plug
25. O-Ring
26. Retaining Plug
27. Base Plate
28. Washer
29. Cap Screw
30. Plate
31. Cap Screw
NOTE: Throughout the following steps, it is important
to keep the circuits and circuit components identified
as to which side of the unit they came from. For a
given circuit, all the components have a tolerance
stack which could vary. Keep the "B1" and "B2" parts
separate. Springs (5 & 6) are also different in "B1"
and "B2" bores.
21. Remove the regulator spools (8), reaction
plungers (16, 17) and spool return springs (15)
from the regulator sleeves (14).
22. Remove the plunger return springs (4), regula-
tor springs (5 & 6), and spring seats (7) from the
valve body.
23. Remove the actuator plungers (2) by pushing
down (toward the bottom of the valve) on the
actuator plunger with your hand until the actua-
tor plunger slides out.
24. Remove the glyde ring assembly (3) from the
actuator plunger.
25. Remove the O-rings (10, 12 & 13) and teflon
back-up rings (9 & 11) from the regulator
sleeves and discard.
26. Remove the wiper seals (18), poly-pak seals
(20), and the orange back-up rings (19) from
the actuator section of the valve and discard.
1. Clean all metal parts with solvent and air dry.
2. Inspect the plunger (2, Figure 3-5) for wear on
the sides where it moves through the seals. If
axial grooves are seen or if any wear is appar-
ent, replace the plunger. Plungers with diameter
worn below 18.974 mm (0.747 in.) must be
replaced.
3. Place the regulating spool (8) into its sleeve
(14). Push the spool lightly through the sleeve.
The spool must be able to move freely and
smoothly the entire length of the sleeve. If it
cannot, it must be replaced. Never replace just
the spool or sleeve. They must be replaced as a
matched set.
4. Inspect each spring carefully for cracks or
breaks. Any spring with a crack or break must
be replaced. Also, if the valve was not reaching
proper regulated pressure, replace all regulator
springs.
5. Inspect the threaded inserts (7, Figure 3-4) in
the actuator base. If any of the threads are
damaged, the inserts must be replaced.
6. Lubricate all parts with a thin coat of clean type
C-4 hydraulic oil. Take care to keep compo-
nents protected from contamination.
ASSEMBLY
Actuator Base Threaded Inserts
1. If any inserts (7, Figure 3-4) were removed from
the actuator base (6), position the actuator base
upside down on the work bench and support
directly under each of the four floor mounting
holes.
2. Install the threaded inserts into the actuator
base by tapping lightly with a small hammer
until the insert flanges become flush with the
actuator base. Be sure the base is supported to
avoid breaking the base.
3. Thoroughly clean the actuator base and set
aside.
Boot and Cap
1. Examine the boot (2, Figure 3-4) for any cracks,
tears, or other damage. If damage is evident,
the boot must be replaced To replace the boot,
follow the procedure below.
2. Remove the boot from the actuator cap (1) and
discard the old boot. Thoroughly clean the sides
of the cap by scraping the lip where the cap
contacts the boot. Use a knife or suitable
scraper. Clean thoroughly to remove all residual
adhesive or particles of the old boot.
3. Apply a thin bead of Loctite Prism 410 onto the
upper sides of the cap. Apply the bead to the
two long sides only. Do not apply it to the
rounded ends, these must not be sealed to
allow the boot to breathe.
4. Carefully position the cap into the new boot
groove wiping off the excess glue.
5. Position the boot such that it conforms to the
contour of the cap, then set aside. Adhesive
requires about 30 minutes to cure.
Valve Body Seal Installation
1. Install the poly-pak seal (3, Figure 3-6) in the
seal groove first. Position the seal in the groove
so that the internal O-ring inside the poly-pak
seal is facing down toward the bottom of the
valve.
2. Make sure the internal O-ring is still seated
inside the poly-pak seal (3) and did not get dis-
lodged during installation. Position the poly-pak
seal to the bottom of the groove.
3. Install the orange back-up ring (4) on top of the
poly-pak seal. Start by hand and then continue
to work into the groove either by hand or by
using an O-ring installation tool.
4. Install the wiper seal (5) in the top counterbore.
Position the seal in the groove so that the regis-
ter lip is facing up toward the actuator.
5. Repeat Steps 1- 4 for the second bore.
Regulator Sleeve O-Ring Installation
1. Install O-ring (2, Figure 3-7) onto the smallest
groove (on the top) of the regulator sleeve (3).
Install O-ring (5) onto the middle groove on the
regulator sleeve. Install O-ring (6) onto the larg-
est groove (on the bottom) on the regulator
sleeve.
2. Install a split nylon back-up ring (4) onto each
side of O-ring (5) located in the middle of the
regulator sleeve.
3. Install one split nylon back-up ring behind the
O-ring (2) located at the top end of the sleeve.
This O-ring is the smallest of the three O-rings.
Position the back-up ring so that it is next to the
top of the regulator sleeve. The top of the
sleeve is the end with the smallest O.D.
4. Repeat Steps 1-3 for the second regulator
sleeve.
FIGURE 3-6. VALVE BODY SEAL INSTALLATION
1. Actuator Plunger
2. Valve Body
3. Poly-Pak Seal
4. Back-Up Ring
5. Wiper Seal
6. Actuator Base
FIGURE 3-7. SLEEVE SEAL PLACEMENT
1. Back-Up Ring
2. O-Ring
3. Regulator Sleeve
4. Back-Up Ring
5. O-Ring
6. O-Ring
Actuator Plunger O-ring Installation
1. Install an O-ring (3, Figure 3-5) into the O-ring
groove located at the large diameter end of the
actuation plunger (2).
2. Install a split Glyde ring over the O-ring. (Twist
and squeeze the split Glyde ring into a small cir-
cle before installing to insure a tight fit over the
O-ring).
Assembly of Valve
NOTE: Start with either side (circuit) of the valve and
build that side complete through Step 4 before
starting on the other side (circuit). Be careful to
assemble components into the circuit from which
they were removed.
1. Lightly lubricate the actuation plunger Glyde
ring (3, Figure 3-5).
2. Install the "B1" actuation plunger (2) into the
"B1" circuit. Be careful not to damage or cut the
Glyde ring during installation. Observe the
Glyde ring assembly through the tank port as
the plunger is being installed. (Refer to Figure
3-8) It may be necessary to work the Glyde
rings past the sharp edge in the body to prevent
damage to the seal. Make sure the actuation
plunger is completely seated and bottomed.
3. Repeat Steps 1 through 4 for the "B2" actuation
plunger.
4. Install the plunger return spring (4, Figure 3-5),
regulator springs (5 & 6) and spring seat (7) into
the appropriate circuit. If spring seat does not
seat correctly on top of the control spring, lightly
shake the valve to correctly position the spring
seat.
5. Lightly lubricate the regulator spool (8).
6. Install the regulator spool into the regulator
sleeve (14). The spherical end of the spool
should be at the top of the regulator sleeve. The
top of the sleeve is the end with the smallest
O.D.
NOTE: Check to insure that the spool will slide
smoothly and freely. Replace the entire sleeve
assembly and spool, if the spool does not slide
smoothly and freely.
7. Remove spool from sleeve before installing
sleeve into body.
8. Lightly lubricate the O-rings (10, 12, & 13) on
the regulator sleeve.
9. Install the regulator sleeve assembly into the
correct circuit in the valve. Make sure the spring
seat is correctly seated in the regulator spring
before installing the regulator sleeve assembly.
Push sleeve into bore until sleeve retaining
flange at the base of sleeve contacts the valve
body.
FIGURE 3-8. GLYDE RING INSTALLATION
1. Actuator Plunger
2. Valve Body
3. Glyde Ring
4. Sharp Edges
10. Install the spool return spring (15) into spool (8).
11. Insert reaction plunger (16 or 17) into regulator
spool.
12. Install regulator spool (8) into regulator sleeve
(14).
13. Repeat Steps 4 through 12 for the second cir-
cuit.
14. Lightly lubricate the large retainer plate O-ring
(25) and install into the counter bore in the bot-
tom end of the valve.
15. Install the retainer plug (26) into the counter
bore on the bottom of the valve. Make sure
steps on the retainer plug are facing the counter
bore or toward the top of the valve.
16. Install the base plate (27) on top of the retainer
plug. Tighten the four allen screws (29) evenly,
alternating diagonally, to evenly seat the regula-
tor sleeve assembly. Tighten to 15.8 - 16.9 Nm
(140 - 150 in. lbs) torque.
17. Using a new O-ring (22, Figure 3-5) and seal
(28), install plate (30) on valve body.
18. Install the actuator base (6, Figure 3-4) on top of
the valve. Make sure to position properly for
correct port direction. Tighten the two socket
head cap screws (5) and tighten to 20.3 - 21.5
Nm (180 - 190 in. lbs) torque.
19. Screw the adjustment collars (1, Figure 3-5)
onto the top of the actuation plungers. Screw all
the way down until they bottom on the threads.
VALVE BENCH TEST AND ADJUSTMENT
The following parts and test equipment will be
required to completely bench test and adjust the dual
control treadle valve. Differential pressure switch
operation can also be tested.
Pressure gauges (3), 0-to-24 132 kPa (3,500
psi).
Hydraulic pressure supply, regulated to 22 064
kPa (3,200 psi).
Hydraulic test stand, Refer to Figure 3-9.
Hose fittings for valve ports:
Port PX is 7/16 in. - 4 SAE.
Ports P1, P2, B1 and B2 are 3/4 in. - 8 SAE.
Port T is 1 1/16 in. - 12 SAE.
Ohmmeter
NOTE: It is possible to check the pressures with the
brake valve installed and connected to the vehicle.
Remove the brake pedal assembly and actuator cap
and boot assembly to adjust individual brake circuit
pressures.
FIGURE 3-9. TEST BENCH SET UP
1. Motor
2. Pump
3. System Pressure Gauge
4. Needle Valve
5. Needle Valve
6. Brake Valve
7. Front Brake Pressure Gauge
8. Shut Off Valves
9. Simulated Brake Volume
10. Rear Brake Pressure Gauge
11. Relief Valve
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking.
NOTE: B1 Cylinder must be capable of a 10 cubic inch maximum displacement.
NOTE: B2 Cylinder must be capable of a 20 cubic inch maximum displacement.
Test Set Up Procedure
1. Position the valve in the fixture to allow plung-
ers to be activated by hand using a lever (refer
to Figure 3-9).
2. Attach the pilot input supply pressure to the pilot
port labeled "PX" on the rear of the valve.
3. Attach the main supply input pressure to the O-
ring ports on the rear of the valve labeled "P1"
and "P2".
4. Attach the tank return line to the O-ring port
labeled "T" on the rear of the valve.
5. Attach the O-ring regulated output ports "B1"
and "B2" to the test lines. Pressure monitoring
devices in these two lines must be capable of
24 132 kPa (3,500 psi). Connect all ports. The
connections should be according to the diagram
shown in Figure 3-9. All ports must be used and
connected.
All ports must be used. Relieve pressure before
disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating.
The oil will be at very high pressure.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
immediately.
6. Start hydraulic pump and regulate output pres-
sure to 22 064 kPa (3,200 psi) at pressure
gauge (3). Pressure gauges (7 & 10) should
read zero.
7. Set pilot supply pressure on test stand to 22
064 kPa (3,200 psi)
8. Return line pressure during this test is not to
exceed 34 kPa (5 psi).
9. Test the valve with ISO grade hydraulic oil at
49 3 C (120 10 F).
Brake Valve Output Pressure Adjustment
1. Install the pedal pivot shaft pin in the actuator
base by itself without installing the pedal
assembly.
2. By taking a screw driver or pry bar and placing it
under the pivot pin and on top of the threaded
plunger assembly, each circuit can be actuated
individually. Refer to Figure 3-9.
3. Gradually apply pressure on each circuit (one at
a time) to check for leaks around the plunger.
Make sure the adjustment collar is screwed all
the way down on the threads.
4. "B1" Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn
increments until the output pressure at port "B1"
is 10 894 517 kPa (1,580 75 psi) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
5. "B2" Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn
increments until the output pressure at "B2" is
20 685 -0/+1 034 kPa (3,000 -0/+150 psi) with
the adjustment collar contacting the actuator
base (fully actuated). Fine adjustment will
require turning the collar in 1/8 turn increments.
6. Tighten the setscrews in the adjustment collars
to 2.8 - 3.4 Nm (25 - 30 in. lbs) torque. The
entire plunger may have to be rotated to get to
the cap screws.
7. Check pressures again after tightening the set
screws. If the pressures have moved out of
specified range, loosen the appropriate set
screw and re-adjust.
8. Cycle each circuit 50 times using pilot apply.
This is done by closing needle valve (5) and
opening needle valve (4). Read pressure on
gauges (7 & 10). Close valve (4) and open
valve (5). The pressure gauges (7 & 10) should
indicate 0 pressure.
9. Recheck pressures after cycling. If they have
changed, re-adjust pressures.
10. Shut down the test bench and relieve all
hydraulic pressure from the lines.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating.
The oil will be at very high pressure.
immediately.
11. Remove hoses from valve and remove valve
from test stand. Refer to instructions below for
pedal actuator installation prior to final test.
Final Test and Adjustment
The brake pedal actuator must be installed on the
brake valve body prior to final test and adjustment.
Refer to "Installation of Brake Pedal actuator to
Brake Valve"
NOTE: The "Final Test and Adjustment" procedure
can also be performed with the brake valve installed
in the truck. To perform final test with brake valve
mounted in the truck, install valve per instructions in
"Installation". Install 24 132 kPa (3,500 psi) gauges
at the BF and BR diagnostic test connectors in the
brake cabinet. Follow steps 18. - 29 below for final
test.
12. Reinstall brake valve (with actuator pedal
attached) on the test stand following steps 2
through 9 under "Test Setup Procedure".
13. Ensure test stand pump is adjusted for 22 064
kPa (3,200 psi) or with engine running and
brake system supply pressure at or above 20
685 kPa (3,000 psi).
14. VERY SLOWLY depress brake pedal to check
circuit tracking. Rear brake pressure must begin
to rise before front brake pressure. Rear brake
pressure should be between 310 - 1413 kPa
(45 - 205 psi) when front brake pressure begins
to rise. If pressure is not correct, see Installa-
tion of Brake Pedal Actuator Assembly to Brake
Valve for details on how to adjust the circuit
tracking.
15. Depress the brake pedal as quickly as possible.
Force feedback of pedal on foot should be
smooth with no abnormal noise or mechanical
roughness. The pressure on the output circuits
must reach the minimum pressure listed below
at port "B1" and port "B2" within 1.0 seconds.
Measurement of time begins the moment force
is applied to move the pedal.
Rear Brake - "B1" ("BR" on truck): 10 894
517 kPa (1,580 75 psi)
Front Brake - "B2" ("BF" on truck): 20 685
1034 kPa (3,000 150 psi)
16. With "B1" and "B2" plugged into a strip chart
recorder, (if available) check the modulation by
slowly applying pressure until the maximum
pressure is reached. Make sure the pressure
increase is smooth and no sticking of the spools
is observed. Fully depress the pedal. Pressures
must remain within specification at "B1" and
"B2" for 20 seconds.
17. Turn set screw (10, Figure 3-10) out (counter-
clockwise) so that set screw is not touching the
actuator cap. Apply Locktite 242 to the adjust-
ment screw prior to setting the deadband.
18. Set the deadband by placing a 0.25 mm (0.010
in.) thick shim at location (11) between the
pedal structure and return stop boss on pivot
structure.
19. Turn the set screw (10) in (clock-wise) just until
the set screw is touching the cap.
20. Continue turning the set screw clock-wise until
pressure begins to rise on one of the brake
apply pressure gauges.
21. Back-off the set screw 1/8 turn (counter-clock-
wise).
22. Tighten the jam nut (9) and remove the shim
stock inserted in step 21.
23. Fully stroke the brake pedal actuator to check
that output pressure at port "B1" and "B2" are
within specifications.
NOTE: If pedal is adjusted properly, the spring and
spring pivots will not interfere with pedal travel.
24. If pressure is not within specifications, re-adjust.
If pressure is within specifications, apply a few
drops of Locktite to the jam nut.
25. Check internal leakage at port "T". Leakage
must be less than 100 cc/minute with the valve
in the released position and system pressure
supplied to the "P1" and "P2" inlet ports.
26. "T" port leakage must be less than 250 cc/
minute with valve pilot pressure or manual
applied.
Installation Of Brake Pedal Actuator Assembly to
Brake Valve
1. Install jam nut (9, Figure 3-10) and set screw
(10) to brake pedal actuator (7).
2. Insert nylon bushings (4) into brake pedal actu-
ator.
3. Install one retaining clip (2) to one end of pivot
shaft.
4. Align pedal structure to brake valve (1) and par-
tially insert pivot pin. Install shims (5) as they
were removed during disassembly. If the shims
have been mixed up, follow these steps:
a. Slide the pedal structure over to the (B1)
side of the valve and insert shims (5) on the
(B2) side, between the pedal structure and
brake valve ear to fill the gap. This will make
the rear brake (B1) pressure rise before the
front brake (B2) pressure.
NOTE: Rear brake (B1) is the same as (BR). Front
brake (B2) is the same as (BF).
b. During pressure testing, if the (B1) pressure
is too high when the (B2) pressure starts to
rise, move some shims from the (B2) side of
the brake pedal actuator to the (B1) side.
c. If the (B1) pressure is too low when the (B2)
pressure starts to rise, move some shims
from the (B1) side of the brake pedal actua-
tor to the (B2) side.
NOTE: Install enough shims (5) so there is very little
clearance between the pedal structure and the
housing ears. Ensure that there is only enough
clearance to avoid binding.
5. Fully insert the pivot shaft (3). Install the
remaining retainer clip (2).
6. Assemble spring assembly (8) and install com-
plete assembly to brake pedal actuator as
shown.
Be sure to install spring assembly correctly, with
larger ball socket end pointing to the pedal struc-
ture and smaller end toward the valve assembly.
NOTE: If pedal is adjusted properly, the spring
assembly will not interfere with pedal travel.
The spring and spring pivots are different for
pedals equipped with and without the electric
retard pedal mounted to the brake pedal. DO NOT
interchange the springs or spring pivots.
FIGURE 3-10. SINGLE PEDAL BRAKE VALVE ASSEMBLY
1. Brake Valve
2. Retainer Clip
3. Pivot Shaft
4. Bushings
5. Shims
6. Foot Pad
8. Spring Assembly
9. Jam Nut
10. Setscrew
11. Pedal Return Stop
BRAKE ASSEMBLIES WITH INTEGRAL
MOUNTED ELECTRONIC RETARD PEDAL
(Dual Function Pedal)
Installation of Retard Pedal To Brake Pedal
Follow Installation Of Brake Pedal Actuator Assem-
bly to Brake Valve instructions on previous page.
Although the brake pedal actuator structure (7, Fig-
ure 3-10 & 17, Figure 3-11) is different on each valve,
the assembly procedure is identical.
1. Install nylon bearings (7, Figure 3-11) in retard
pedal.
2. Install retard pedal (16) to brake pedal actuator
(17) with pivot shaft (8). Install two retainer clips
(6).
3. With jam nut (10) loose, adjust cap screw (11)
until roller on retard pedal just contacts the
brake pedal actuator. Tighten jam nut (10).
4. Connect wiring harness to retard pedal.
FIGURE 3-11. BRAKE VALVE WITH RETARD PEDAL
1. Brake Valve
2. Retainer Clip
3. Pivot Shaft
4. Bushings
5. Shims
6. Retainer Clip
7. Nylon Bearing
8. Pivot Shaft
9. Insert 0.025 in. Shim
10. Jam Nut
11. Cap Screw
12. Pedal Structure
13. Pad
14. Nut
15. Cap Screw
16. Electronic Retard
Pedal Assembly
18. Spring Pivot (Lower)
19. Spring
20. Spring Pivot (Top)
21. Set Screw
22. Jam Nut
HYDRAULIC BRAKE ACCUMULATORS
There are two hydraulic brake accumulators located
on the brake manifold in the brake control cabinet
behind the operator's cab. Both accumulators are
9.51 l (2.5 gal) capacity. The right one supplies the
pressure necessary for actuation of the front service
brakes. The left accumulator supplies pressure to
activate the rear service brakes.
Accumulators maintain high pressure. DO NOT
disconnect any hydraulic line from the accumula-
tors or brake system until all hydraulic pressure
has been manually drained from accumulators.
Open manual drain valves located on the brake
manifold in the brake cabinet to drain pressur-
ized oil. The manual bleeddown valve for the rear
accumulator is identified as "NV1". The manual
bleeddown valve for the front accumulator is
identified as "NV2".
Brake Accumulator Bleed Down Procedure
The brake accumulators can be bled down by rotat-
ing the manual bleeddown valves (NV1 and NV2)
counterclockwise. The valves are located on the
brake manifold in the hydraulic brake cabinet.
1. Turn manual bleed down handles counterclock-
wise to open valves.
2. Confirm accumulators are bled down by apply-
ing the Brake Lock switch (key switch ON,
engine shut down) and applying service brake
pedal. The service brake light should not come
on.
3. Close bleeddown valves by rotating clockwise.
Removal
1. Shut down engine and exhaust all hydraulic
pressure from the system by opening accumu-
lator manual drain valves.
2. Remove the valve guard and Dyna-seal from
top of accumulators.
3. Depress valve core to release gas precharge
pressure from accumulator bladder. (Refer to
Figure 3-12).
4. Remove accumulator mounting bracket.
Loosen and remove accumulator from the
brake manifold. Plug opening on brake manifold
to prevent contamination.
5. Transfer accumulator to work area.
Installation
1. After service repairs or bench test has been
completed, move the accumulators to the brake
control cabinet. DO NOT precharge accumula-
tors on the bench test.
2. Position the accumulators on the brake mani-
fold. Tighten fittings securely. Install mounting
brackets. Secure mounting brackets in place
with cap screws and lockwashers. Tighten cap
screws to standard torque.
3. Refer to Charging Procedure in this section.
4. Replace Dyna-seal and valve guard on top of
accumulators.
Disassembly
1. Securely clamp accumulator (preferably in a
chain vise). Make sure accumulator shell is suit-
ably protected by strips of padding or soft metal
on vise base.
2. Remove core from gas valve using valve core
tool. (Refer to Figure 3-12).
3. Remove pipe plug from plug & poppet.
FIGURE 3-12. VALVE CORE REMOVAL
4. Remove locknut from plug and poppet assem-
bly using a spanner wrench and an adjustable
wrench. One for torque and one for counter-
torque to prevent the poppet assembly from
rotating. (Refer to Figure 3-13).
5. Remove spacer, Figure 3-14.
6. With palm of hand, push plug and poppet
assembly into the shell.
7. Insert hand into shell and remove O-ring,
washer and anti-extrusion ring from plug. Fold
anti-extrusion ring to enable removal. (Refer to
Figure 3-15).
8. Remove plug and poppet assembly from shell.
(Refer to Figure 3-16.)
9. With wrench on valve stem flats, remove the nut
from the valve stem.
10. Insert hand into shell fluid opening. Depress
bag and eliminate as much gas pressure as
possible.
11. Grasp heel of the bladder and withdraw from
shell. (Refer to Figure 3-17).
FIGURE 3-13. LOCKNUT REMOVAL
FIGURE 3-14. SPACER REMOVAL
FIGURE 3-15. ANTI-EXTRUSION RING
REMOVAL
FIGURE 3-16. PLUG AND POPPET REMOVAL
FIGURE 3-17. BLADDER REMOVAL
1. All metal parts should be cleaned with a clean-
ing agent.
2. Seals and soft parts should be wiped clean.
3. Inflate bladder to normal size. Wash bladder
with a soap solution. If soap solution bubbles,
discard bladder. After testing, deflate bladder
immediately.
4. Inspect assembly for damage; check the poppet
plunger to see that it spins freely and functions
properly.
5. Check anti-extrusion ring and soft seals for
damage and wear; replace all worn or damaged
seals with original equipment seals.
6. After shell has been cleaned with a cleansing
agent, check the inside and outside of shell.
Special attention should be given to the area
where the gas valve and hydraulic assembly
pass through the shell. Any nicks or damages in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted con-
sult your Komatsu Service Manager.
Assembly
Assemble the accumulator in a dust and lint free
area. Maintain complete cleanliness during
assembly to prevent possible contamination.
1. After shell has been cleaned and inspected,
place accumulator shell in vise or on table.
2. Thoroughly coat the inside of the accumulator
shell with a liberal amount of clean hydraulic oil
to lubricate and cushion the bladder. Make sure
the entire internal of the shell is lubricated.
3. With bladder assembly on bench, expel all air to
completely collapse bladder and fold bladder
longitudinally into a compact roll. To maintain
rolled condition of bladder, install gas valve core
into the valve stem, thereby preventing air from
entering the bladder.
4. Attach bladder pull rod to bladder valve stem.
5. Pass bladder pull rod through shell oil port and
out through valve stem opening. (Refer to Fig-
ure 3-18).
6. Pull bladder pull rod out of shell with one hand
while feeding bladder into shell with other hand.
7. Position name plate over valve stem and install
valve stem nut by hand (Figure 3-19). Remove
bladder pull rod.
8. Hold bladder valve stem on the flats with a
wrench and tighten nut (5) securely.
9. Grasp threaded section of plug and insert pop-
pet end into shell mouth
10. Install anti-extrusion ring inside shell. Fold anti-
extrusion ring to enable insertion into shell.
Place anti-extrusion ring on plug and poppet
assembly with its steel collar toward shell
mouth.
FIGURE 3-18. BLADDER INSTALLATION
FIGURE 3-19. VALVE STEM INSTALLATION
11. Withdraw threaded end of plug through shell
opening. (Refer to Figure 3-20).
12. Pull plug until seated solidly into position on
shell opening.
13. Install valve core. Using dry nitrogen, slowly
pressurize bladder with sufficient pressure
[approximately 34 kPa (5 psi)] to hold plug and
poppet assembly in place.
14. Install washer onto plug and poppet assembly
and slide washer until seated against anti-extru-
sion ring. (Refer to Figure 3-21).
15. Install O-ring over plug and poppet assembly
and push until seated.
DO NOT TWIST O-RING.
16. Install spacer with smaller diameter of the
shoulder toward shell.
17. Install locknut on plug and poppet assembly and
tighten securely. This will squeeze O-ring into
place. (Refer to Figure 3-22).
18. Install pipe plug into plug and poppet assembly.
19. Install accumulator on truck and charge accord-
ing to Charging Procedure.
FIGURE 3-20. PLUG ASSEMBLY
FIGURE 3-21. WASHER INSTALLATION
FIGURE 3-22. LOCKNUT INSTALLATION
FIGURE 3-23. INSTALLATION/REMOVAL OF
DYNA-SEAL
1. Dyna-Seal
2. Charging Valve
3. Accumulator
Charging Procedure
Temperature variation can affect the precharge pres-
sure of an accumulator. As the temperature
increases, the pre-charge pressure increases. Con-
versely, decreasing temperature will decrease the
precharge pressure. In order to insure the accuracy
of the accumulator precharge pressure, the tempera-
ture variation must be accounted for. A temperature
variation factor is determined by the ambient temper-
ature encountered at the time when charging the
accumulator on a truck that has been shut down for
one hour. Refer to Table 2 for charging pressures in
different ambient operating conditions that the truck
is currently exposed to DURING the charging proce-
dure.
Example: Assuming the ambient temperature is 10C
(50F) charge the accumulator to 9294 kPa (1348
psi).
NOTE: Pressures pressures below 8232 kPa (1194
psi) are not recommended. The low accumulator
pressure warning switch activates at 7584 310 kPa
(1100 45 psi).
1. Mount hose assembly gland nut on pressure
regulator.
Pure dry nitrogen is the only gas approved for
use in brake accumulators. Accidental charging
of oxygen or any other gas in this component
may cause an explosion. Be sure pure dry nitro-
gen gas is being used to charge accumulators.
NOTE: Remove Dyna-seal or O-ring (if equipped)
prior to attaching connector to accumulator gas
valve. Refer to Figure 3-23.
2. Attach swivel connector of hose assembly to
gas valve. Hand tighten sufficiently to compress
gasket swivel connector in order to prevent gas
leakage.
NOTE: If leakage is still present, replacement of the
small copper washer in the swivel connector may be
necessary.
3. Precharge bladder slowly to about 69 kPa (10
psi) before completely tightening the valve stem
nut. With wrench on valve stem flats, tighten
valve stem nut.
4. Proceed to charge accumulator to the pressure
listed in Table 1 by slowly opening the pressure
regulator valve on nitrogen cylinder, closing it
occasionally to allow needle on pressure gauge
to stabilize (thus giving accurate reading of pre-
charge pressure). When correct precharge has
been reached, close pressure regulator valve
on nitrogen cylinder securely.
TABLE 1. Relationship Between Charging
Pressure and Ambient Temperature
Ambient
Temperature
Charging Pressure
70 kPa (10 psi)
-23C (-10F) and below 8232 kPa (1194 psi)
-17C (0F) 8412 kPa (1220 psi)
-12C (10F) 8584 kPa (1245 psi)
-7C (20F) 8763 kPa (1271 psi)
-1C (30F) 8943 kPa (1297 psi)
4C (40F) 9122 kPa (1323 psi)
10C (50F) 9294 kPa (1348 psi)
16C (60F) 9473 kPa (1374 psi)
21C (70F) 9653 kPa (1400 psi)
27C (80F) 9832 kPa (1426 psi)
32C (90F) 10011 kPa (1452 psi)
38C (100F) 10184 kPa (1477 psi)
43C (110F) 10363 kPa (1503 psi)
49C (120F) 10542 kPa (1529 psi)
5. After charging to the correct pressure, let the
pre-charge set for 15 minutes. This will allow
the gas temperature and pressure to stabilize. If
the desired precharge is low, adjust regulator,
open valve and add more nitrogen to obtain cor-
rect pressure on the gauge. If precharge has
exceeded the recommended pressure, then
slowly bleed-off nitrogen pressure to obtain cor-
rect pressure. Nitrogen precharge is 9653 kPa
(1400 psi) at 21C (70F) for all accumulators.
6. Bleeder valve can be used to release any gas
pressure in excess of desired precharge.
7. Replace Dyna-seal and valve guard over valve
stem.
NOTE: For recharging only:
Exhaust all hydraulic pressure from the system.
Remove valve guard and Dyna-seal. Then, follow
Charging Procedure, Steps 1 thru 6.
BRAKE MANIFOLD
Removal
If the brake manifold is leaking oil, a single O-Ring or
cartridge can be replaced while the manifold is still
located on the truck. See the DANGER warning
below.
Accumulators maintain high pressure. DO NOT
disconnect any hydraulic line or perform any ser-
vicing on any brake system component(s) until
all hydraulic pressure has been manually drained
from accumulators. Open manual drain valves
located on the brake manifold in the brake cabi-
net to drain pressurized oil. The manual bleed-
down valve for the rear accumulator is identified
as "NV1". The manual bleeddown valve for the
front accumulator is identified as "NV2".
Removal
1. Securely block the wheels to prevent possible
roll-away.
2. Turn key switch OFF and allow 90 seconds for
steering system accumulators to bleed down.
3. Bleed down brake accumulators by rotating the
manual bleeddown valves NV1 (13, Figure 3-
24) and NV2 (11) counterclockwise.
4. Confirm brake accumulators are bled down by
applying the Brake Lock switch (key switch ON,
engine shut down) and applying service brake
pedal. The service brake light should not come
on.
5. Close the bleeddown valves by rotating clock-
wise.
6. Remove the valve guard and Dyna-seal from
top of accumulators.
7. Depress valve core to release gas precharge
pressure from accumulators.
8. If a brake manifold cartridge is faulty or leaking
oil externally, remove the cartridge. Inspect O-
ring and O-ring seat in the manifold. Replace O-
ring or defective part(s).
9. If the manifold has to be removed from the
truck, remove accumulators and disconnect
hydraulic lines and wires necessary to allow
removal of the manifold.
10. Plug lines and ports to prevent possible contam-
ination.
11. Remove mounting hardware and move brake
manifold to a clean work area for disassembly.
Installation
1. Install brake manifold in truck and tighten
mounting hardware to standard torque.
2. Connect all lines and electrical connections to
proper locations.
3. Install brake accumulators.
4. Charge brake accumulators with nitrogen.
Refer to Charging Procedure in the brake accu-
mulator service area for complete charging
instructions.
5. Start truck and check for leaks and proper oper-
ation.
6. Shut down engine and check for proper oil level
in hydraulic tank.
Disassembly
1. Mark all plugs, valves and cartridges before
removal to insure proper assembly.
2. Remove plugs, valves and cartridges.
NOTE: Check Valve (7, Figure 3-24) and Reducing
Valve (6) both have an orifice disc located below
them. Do not mix these up, as the orifices are
different sizes.
FIGURE 3-24. ACCUMULATORS AND BRAKE
MANIFOLD
2. Charging Valve
4. Charging Valve
6. Brake Lock Pressure Reducing Valve (PR1)
7. Check Valve (CV3)
11. Bleed Down Valve (Front Brake Accumulator)
13. Bleed Down Valve (Rear Brake Accumulator)
14. Accumulator Test Port (LAP1)
15. Brake Manifold
16. Low Brake Accumulator Pressure Switch
Cleaning and Inspection.
1. After disassembly, clean all parts with an
approved cleaning solution.
2. Blow all parts dry with air and keep free from
foreign matter.
3. Replace all O-rings and any other items
deemed unsuitable for further usage.
Assembly
1. Install new O-rings on all components that were
removed from the manifold.
2. Coat all bores, cartridges and O-rings with
clean C-4 hydraulic oil.
3. Before installing Check Valve (7) or Reducing
Valve (6), refer to Figure 3-25 for proper orifice
disc installation. The orifice discs must be
installed in the direction shown for proper oper-
ation.
a. Check Valve (7) orifice size - 1.58 mm (0.062
in.).
b. Reducing Valve (6) orifice size- 2.54 mm
(0.100 in.).
4. Install all cartridges in the bores from which
they were removed from and tighten securely.
FIGURE 3-25. ORIFICE INSTALLATION
1. Cartridge
2. Brake Manifold
3. Cavity
4. Orifice Disc
J04036 7/08 Brake Circuit Check-Out Procedure J4-1
SECTION J4
BRAKE CIRCUIT CHECK-OUT PROCEDURE
INDEX
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
EQUIPMENT REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
INITIAL SYSTEM SET-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
BRAKE SYSTEM CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
BRAKE LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
FAILURE MODES CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-8
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
KOMATSU CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . J4-12
J4-2 Brake Circuit Check-Out Procedure 7/08 J04036
NOTES:
BRAKE CIRCUIT CHECK-OUT PROCEDURE
The brake circuit hydraulic pressure is supplied from
the steering circuit at the bleed down manifold. Some
brake system problems, such as spongy brakes,
slow brake release, or abnormal operation of the
overhead panel mounted "Low Brake Pressure"
warning light can sometimes be traced to internal
leakage of brake components. If internal leakage is
suspected, refer to Brake Circuit Component Leak-
age Test.
NOTE: If internal leakage within the steering circuit is
excessive, this also may contribute to problems
within the brake circuit. Be certain that steering circuit
leakage is not excessive before troubleshooting
brake circuit. For Steering Circuit Test Procedure,
refer to Section "L", Hydraulic System.
FIGURE 3-1. HYDRAULIC BRAKE CABINET
2. Charging Valve
4. Park Brake Pressure Reducer
Valve
6. Hoist Pilot Manifold
7. Hoist-Up Limit Solenoid
9. Brake Lock Low Pressure Switch
10. Junction Block
11. BF & BR Test Port
(Front & Rear Brake)
12. Stop Light Switch
14. Brake Lock Pressure
Reducing Valve
(Front Brake Accumulator)
18. Accumulator Test Port
(Rear Brake Accumulator)
21. Brake Manifold
22. Low Brake Accumulator
Pressure Switch
24. Brake Warning Delay Timer
25. Brake Warning Light Relay
27. Pressure Sensor (VHMS)
The steering circuit can be isolated from the brake
circuit by removing the brake supply line from the
bottom side of the bleeddown manifold (refer to
WARNING below). Plug the brake supply line and
cap the port in the bleeddown manifold.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or install-
ing test gauges, ALWAYS bleed down hydraulic
steering and brake accumulators.
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
The steering accumulator can be bled down with
engine shut down, turning key switch OFF, and wait-
ing 90 seconds. Confirm the steering pressure is
released by turning the steering wheel - No front
wheel movement should occur. Fully open both
bleed down valves on brake manifold to bleed down
brake accumulators.
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible roll away.
FIGURE 3-2. BRAKE MANIFOLD
EQUIPMENT REQUIRED
Included on the last page of this module is a data
sheet to record the information observed during the
hydraulic brake system check-out procedure. The
data sheet can be removed, copied, and used during
the check-out procedure.
Steps indicated in this manner should be
recorded on the data sheet for reference.
The following equipment will be necessary to prop-
erly check-out the hydraulic brake circuit.
a. Hydraulic brake schematic, refer to Section
R this manual.
b. Calibrated pressure gauges:
-Three 0-34,475 kPa (0-5000 psi) range.
-Three 0-20,685 kPa (0-3000 psi) range.
c. One PB6039 female quick disconnect and
hose long enough to reach from brake cabi-
net to the inside of the operator's cab for
each gauge.
d. Accumulator charging kit (EB1759 or equiva-
lent) with gauges and dry nitrogen.
NOTE: A gas intensifier pump will be required, if
using "T type" nitrogen bottles.
e. Clear plastic hose and bucket for bleeding
brakes.
f. Volt/ohm meter with leads and two 61 mm
(24 inch) leads with alligator clips.
BRAKE CIRCUIT ABBREVIATIONS
AA Automatic Apply Pressure
AF2 Accumulator, Front Brake
AF1 Supply Pressure to Dual Controller for
Front Brakes
AR2 Accumulator, Rear Brake
AR1 Supply Pressure to Dual Controller for
Rear Brakes
BF Brake Pressure, Front (11, Figure 4-1)
BL Brake Lock Apply Pressure
BR Brake Pressure, Rear (11, Figure 4-1)
CV1 Check Valve, Rear
CV2 Check Valve, Front
CV3 Check Valve, Park Brake
LS1 Shuttle Valve
HS1 Low Pressure Emergency Apply Shut-
tle Apply Valve
LAP1 Pressure Tap Test Port
Low Accumulator Pressure
LAP2 Low Brake Pressure Switch
N.C., 15 858 517 kPa (2300 75 psi)
NV1 Rear Accumulator Manual Drain Valve
NV2 Front Accumulator Manual Drain Valve
ORF1 Orifice 1.57 mm (0.062 in.)
ORF2 Orifice 2.54 mm (0.100 in.)
PK1 & 2 Park Brake Release Pressure
PP3 Pressure Tap Test Port
Brake Lock Pressure
PR1 Pressure Reducing Valve
PR2 Park Brake Pressure Regulator (To
Release)
PS1 Automatic Apply Valve
SP1 Supply Oil Inlet
SP3 Pressure Tap Test Port
Brake Circuit Supply Oil Pressure
SV1 Brake Lock Solenoid
SV2 Park Brake Solenoid
T1 & T3 Return to Tank
INITIAL SYSTEM SET-UP
Prior to checking the brake system, the hydraulic
steering system must have proper accumulator pre-
charge and be up to normal operating temperatures.
Refer to Section "L" this manual for steering system
operation procedures and specifications. With the
steering system functioning properly, proceed as fol-
lows:
1. Park truck on a level surface, then turn engine
and key switch OFF. Place wheel chocks on
both sides of all wheels to prevent truck from
moving during this procedure.
2. Fully open each brake accumulator bleeddown
valve and precharge both accumulators to 9653
kPa (1400 psi). Allow gas temperature to
approach ambient temperature before complet-
ing precharge process.
Record on data sheet.
NOTE: For best performance, charge accumulators
in the ambient conditions in which the machine will
be operating.
3. Close both accumulator bleeddown valves.
4. Install pressure gauges at:
a. Front Brake Test Port "BF" (brake cabinet) -
34,475 kPa (5000 psi) gauge.
b. Rear Brake Test Port "BR" (brake cabinet) -
34,475 kPa (5000 psi) gauge.
c. Low Accumulator Pressure Test Port "LAP1"
(brake manifold) - 34,475 kPa (5000 psi)
gauge.
5. Move directional control lever to PARK position.
Release brake lock.
6. Start engine. Observe rising brake pressures as
system charges. Brake pressure should begin
to fall when Auto Apply Valve releases. Brakes
should release at approximately 14,479 690
kPa (2100 100 psi) front and 10,894 517
kPa (1580 75 psi) rear.
7. If a brake caliper or brake line was replaced, the
brakes need to bled before proceeding. Partially
depress brake pedal and bleed air from bleed-
ers located at each brake caliper.
PARKING BRAKE
NOTE: Move one of the pressure measuring
instruments from the BF or BR locations to the PK2
test port above the Park Brake Solenoid.
8. Actuate brake lock. Move directional control
lever to Neutral. Verify that Park Brake Status
Light indicates parking brake is released. Park
brake release pressure should be 17,238 690
kPa (2500 100 psi).
9. Turn brake lock switch OFF. Measure the lining
to disc clearance with feeler gauge and record
the clearances.
If there is no clearance between a brake lining
and the disc, the brake will drag and overheat the
brake components, which may result in reduced
braking capability. Refer to ARMATURE SPEED
REAR DISC BRAKE chapter to service the brake
caliper.
NOTE: If the rear brake calipers were just installed, a
parking brake adjuster may be out of adjustment
which can cause a brake lining to drag. Refer to
ARMATURE SPEED REAR DISC BRAKE chapter to
service the brake caliper.
10. Move directional control lever to PARK.
11. Return the pressure gauge to the BF or BR
location from which it was removed.
BRAKE SYSTEM CHECK-OUT
NOTE: Unless otherwise specified, perform the
following checks with engine running, the directional
control lever in PARK and brake lock released.
12. VERY SLOWLY depress brake pedal to check
circuit tracking. Rear brake pressure (B1) must
begin to rise before front brake (B2) pressure.
Rear brake pressure should be between 310 -
1413 kPa (45 - 205 psi) when front brake pres-
sure begins to rise. Force feedback of pedal on
foot should be smooth with no abnormal noise
or mechanical roughness.
NOTE: If the pressure is not within specifications,
refer to the Installation of Brake Pedal Actuator
Assembly to Brake Valve instrucions. Some shims
on the brake pedal pivot shaft may have to be moved
from one side to the other side to obtain the correct
pressures readings.
13. Slowly depress brake pedal and check to see
that brake indicator lamp and stop lights illumi-
nate at 517 34 kPa (75 5 psi) rear brake
pressure.
14. Quickly and completely depress brake pedal
and check to see that front brake pressure is
20685 1034 kPa (3000 150 psi) and that
rear brake pressure is 10894 517 kPa (1580
75 psi) within one second of brake application.
Both brake circuit pressures must remain above
their minimum values for a minimum of 20 sec-
onds.
15. Release pedal, and within two seconds, assure
that each circuit's pressure is zero.
16. To check pedal free play, refer to the procedure
"Additional Testing and Adjustment (With brake
pedal installed)" in this Section J of the service
manual.
NOTE: Free play is defined by the gap between the
setscrew (in the pedal structure) and the actuator
cap. There must be a gap to prevent brake drag.
BRAKE LOCK
17. Disconnect wire harness from brake lock sole-
noid, located on brake manifold in hydraulic
cabinet, and to the right of the PK2 port.
18. Apply brake lock. Brake degradation switch
should activate the warning buzzer and low
brake pressure warning light.
19. Depress brake pedal until warning stops, then
very slowly release the brake pedal until warn-
ing resumes. Brake lock degradation switch
should sound alarm when BR pressure drops to
6895 172 kPa (1000 25 psi).
20. Connect brake lock solenoid to wire harness.
21. Cycle brake lock several times to assure crisp
shift of solenoid valve and release of oil pres-
sure.
22. Apply brake lock and read brake pressures.
Front pressure should be zero and rear pres-
sure should be 10343 690 kPa (1500 100
psi).
FAILURE MODES CHECK-OUT
23. Allow engine to run until low brake accumulator
pressure stabilizes at or above 22,064 kPa
(3,200 psi).
24. Shut engine down. Allow 90 seconds for the
steering accumulator to bleed completely down.
Disable steering pressure switch from the brake
warning circuit by unplugging the diode
between circuits 33 and 33F. (This is diode 22
on diode board 1.) Turn key switch ON. After
two minutes, record the low accumulator pres-
sure (LAP1 port). If LAP1 pressure is below
17,927 kPa (2,600 psi), then leakage in the sys-
tem is excessive and the source of the leakage
needs to be identified and repaired.
25. Slowly open the front brake accumulator bleed
down valve and observe LAP1 pressure. The
Low Brake Pressure lamp and buzzer must
actuate at 15,859 517 kPa (2300 75 psi).
26. Brake pressures should begin to rise (Auto
Apply) when LAP1 reaches 14,479 kPa (2,100
100 psi). Close front brake accumulator bleed
down valve.
27. Start engine to recharge hydraulic system.
Allow engine to run until low brake accumulator
(3,200 psi).
28. Turn engine off. Allow the steering accumulator
to bleed completely down. Turn key switch ON.
Slowly open the rear brake accumulator bleed
down valve and observe LAP1 pressure.
Record LAP1 pressure at set points for low
brake warning lamp and auto apply brake pres-
sures. Also record front and rear brake pressure
after auto apply.
NOTE: Verify that the low brake pressure lamp and
buzzer, and auto apply set points are within a 690
kPa (100 psi) of those recorded in steps 25 and 26.
29. Close the rear brake accumulator bleed down
valve.
30. Enable the steering pressure switch by plugging
in the diode removed between circuits 33 and
33F.
31. Start the engine to recharge hydraulic system.
Allow engine to run until low brake accumulator
(3,200 psi).
32. Shut engine down. Do not allow steering accu-
mulator to bleed down. Make repeated slow,
complete brake applications with pedal until
auto apply comes on. Record the number of
brake applications prior to auto apply.
33. Remove all jumper wires, and gauges. This
concludes the brake check out procedure.
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING
TROUBLE: The Brakes are Locked, Service and/or Parking
Parking brake solenoid is de-energized.
Connections to tank and pressure ports reversed.
Parking brake solenoid coil defective.
Parking brake solenoid valve defective.
Tank line is plugged or restricted.
Check power to solenoid
Correct the plumbing.
Replace coil.
Replace solenoid valve.
Remove restriction.
TROUBLE: Both Brake Circuits are Dragging
Tank line has back pressure.
Pedal set screw out of adjustment; residual pres-
sure.
Ensure tank line has no back pressure.
Adjust pedal dead band with set screw.
TROUBLE: One Brake Circuit is Dragging
Obstruction in the brake valve subassembly.
Brake valve is out of balance.
Actuator piston defective.
Brake valve is defective.
Remove obstruction.
Adjust balance according to instructions.
Replace piston.
Rebuild or replace Brake Valve assembly.
TROUBLE: The Brakes are Not Going to Full Pressure
Internal malfunction of modulating section of Brake
Valve.
Supply pressure is low.
Improper collar adjustment inside brake valve.
Remove, disassemble, clean, and inspect brake
valve.
Check steering/brake pump system and accumula-
tors.
Adjust collars according to instructions.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off
Accumulator bleeddown valve is open.
Accumulator precharge is low.
Leak in one circuit.
Malfunction in brake valve.
Close valve, check precharge.
Recharge accumulator.
Check plumbing.
Remove, disassemble, clean, reassemble; or
replace.
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied
Leak or other malfunction in one brake circuit.
Brake valve balance is out of adjustment.
Inspect brake system and repair leaks.
Adjust collars according to instructions.
TROUBLE: The Low Pressure Warning Circuit Not Operating Properly
The Low Brake Pressure lamp is burned out.
The circuit is open.
Pressure switch defective.
Replace the bulb.
Check the wiring.
Replace the pressure switch.
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper
Short in electrical system.
Pressure switch is defective.
Check wiring.
Replace the switch.
TROUBLE: Low Pressure Warning Comes On and Pressure is Low
Steering circuit is malfunctioning.
The pump is worn.
Check steering circuit pressures.
Rebuild or replace pump.
TROUBLE: A "Squeal" is Heard When Controller is Operated
Rapid operation of controller.
Brake Valve assembly is damaged.
Hydraulic oil is too hot.
Normal.
Replace the brake valve assembly.
Check entire hydraulic system for restriction etc.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Brake lines are blocked or improperly connected. Check plumbing.
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady
Contamination in brake valve assembly.
Damage in brake valve assembly.
Remove, disassemble, clean, reassemble; or
replace.
Repair or replace brake valve assembly.
TROUBLE: Oil is Leaking Around the Pedal Base
Defective seal on top of brake valve. Replace the seal.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Excessive internal leakage in a component.
Accumulator precharge too high or too low.
Brake Valve plumbed incorrectly.
Internal leakage in brake valve assembly.
Pump is worn.
Check all steering and brake system components.
Check accumulator precharge.
Correct plumbing.
Replace brake valve assembly.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Leak in charge system.
Accumulators precharge too high or too low.
Brake Valve plumbed incorrectly.
Internal leakage in brake valve assembly.
Pump is worn.
Check charge system.
Check accumulator precharge.
Correct plumbing.
Replace brake valve assembly.
KOMATSU CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
MACHINE MODEL_______UNIT NUMBER_________SERIAL NUMBER________________
Initial System Set-up
Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out Procedures.
STEP 2 _______________ Front brake accumulator charged to 9653 kPa (1400 psi).
_______________ Rear brake accumulator charged to 9653 kPa (1400 psi).
STEP 6 _______________ Front brake pressure when auto apply releases - approx. 14,479 690 kPa
(2100 100 psi).
_______________ Rear brake pressure when auto apply releases - approx. 10,894 517 kPa
(1580 75 psi).
Parking Brake
STEP 8 _______________ Park brake release pressure - 17,238 690 kPa (2500 100 psi).
STEP 9 _______________ Left outboard lining/disc gap.
_______________ Left inboard lining/disc gap.
_______________ Right outboard lining/disc gap.
_______________ Right inboard lining/disc gap.
Brake System
STEP 12 _______________ Rear brake pressure when front brake pressure begins to rise - 310 - 1413 kPa
(45 - 205 psi).
STEP 13 _______________ Rear brake pressure when stop lights illuminate - 517 34 kPa (75 5 psi).
STEP 14 _______________ Front brake pressure, pedal applied - 20,685 1034 kPa (3000 150 psi).
_______________ Rear brake pressure, pedal applied - 10,894 517 kPa (1580 75 psi).
KOMATSU CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
STEP 15 _______________ Front brake circuit pressure, pedal completely released - 0.
_______________ Rear brake circuit pressure, pedal completely released - 0.
Brake Lock
STEP 19 _______________ Low brake lock pressure warning alarm actuation - 6895 172 kPa (1000 25 psi).
STEP 22 _______________ Rear brake pressure when brake lock is applied - 10,343 690 kPa
(1500 100 psi).
Failure Mode Check-out
STEP 24 _______________ LAP1 pressure after 2 minutes - above 17,927 kPa (2,600 psi) is OK.
STEP 25 _______________ LAP1 pressure when low brake pressure warning occurs - 15,859 517 kPa
(2300 75 psi).
STEP 26 _______________ LAP1 pressure when auto apply occurs - 14,479 kPa (2,100 100 psi).
STEP 28 _______________ LAP1 pressure when low brake pressure warning occurs - 15,859 517 kPa
(2300 75 psi). Should be within 690 kPa (100 psi) of Step 25.
_______________ LAP1 pressure when auto apply occurs - 14,479 kPa (2,100 100 psi).
Should be within 690 kPa (100 psi) of Step 26.
_______________ Front brake pressure after auto apply occurs.
_______________ Rear brake pressure after auto apply occurs.
STEP 32 _______________ Number of applications prior to auto apply - must be 6 or more.
Name of Service Technician or Inspector doing check-out ___________________________________
NOTES
J05024 12/09 Wheel Speed Front Disc Brakes J5-1
SECTION J5
FRONT BRAKES
INDEX
ROCKWELL WHEEL SPEED FRONT DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
BRAKE CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Caliper Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
BRAKE LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7
FRONT SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE . . . . . . . . . . . . . . . . . . . . J5-9
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
Front Brake Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
BRAKE BLEEDING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10
J5-2 Wheel Speed Front Disc Brakes 12/09 J05024
NOTES
WHEEL SPEED FRONT DISC BRAKES
BRAKE CALIPER
Each front wheel speed brake assembly has three*
calipers on one disc. Each caliper has six pistons
and two linings (three apply pistons and one lining for
each side of disc). Lining should be changed when
friction material is worn to 0.125 in. (3.22 mm) thick-
ness.
*NOTE: Some trucks may be equipped with FOUR
(4) Brake Calipers per wheel. Service and
adjustment for these calipers are the same as
presented here.
If inspection of front brake calipers and disc assem-
bly indicate repair beyond lining replacement, it is
necessary to remove calipers and disc from front
wheel hub and spindle. Refer to Figure 5-4 for maxi-
mum wear limits of front disc.
Clean brake assemblies before performing any ser-
vice. If brake has not accumulated excessive surface
dirt, preliminary cleaning can be done in the overhaul
area. However, preliminary cleaning should be done
before removal of pistons from housing.
Cleaning may be done by brush or spray, using a
petroleum base cleaning solvent.
Clean diesel fuel is acceptable for this operation.
Cleaning should be thorough enough for
preliminary inspection and disassembly.
Subassemblies should be blown dry with
compressed air after cleaning. Dust shields
should be wiped dry with a clean cloth.
The use of vapor degreasing or steam cleaning
is not recommended for the brake assemblies
or the component parts. Moisture will cause parts
to rust.
Be certain that all wheels are securely blocked to
prevent truck from moving.
switch is OFF and drain valves on brake accumu-
lators are opened and steering accumulators are
bled down. Turn steering wheel to be sure steer-
ing accumulators are completely bled down.
Caliper Removal
1. Remove front tires and rims according to proce-
dure in Section G.
2. If necessary, remove disc from front wheel hub.
Refer to Section G, Front Wheel Hub and Spin-
dle Removal.
NOTE: Mark or tag each brake caliper assembly for
reassembly at its correct location. Do not interchange
parts.
3. Open the brake bleed valves (2, Figure 5-3) at
each caliper and bleed down the caliper by dis-
connecting the two lower hoses at T connec-
tion (5 & 6, Figure 5-1). Drain the fluid into a
container. Do not reuse fluid.
4. Disconnect the top brake hose at T connec-
tion (3).
5. Disconnect and remove crossover tubes (2, 4,
& 7).
1. Brake Adapter
2. Crossover Tube
3. T Connection
4. Crossover Tube
5. T Connection
6. T Connection
7. Crossover Tube
8. Junction Block
FIGURE 5-1. FRONT BRAKE ASSEMBLY
6. Remove nuts and flatwashers (5, Figure 5-2)
and remove outboard half of brake caliper.
Remove cap screws and flatwashers (6) secur-
ing inboard half of caliper to the brake adapter
(4). Remove Inboard caliper.
NOTE: It may be necessary to pry between the brake
lining and disc in order to force the piston inward to
permit inboard caliper removal.
7. Move the brake caliper assemblies to a clean
work area for rebuild.
Installation
Prior to brake caliper installation, refer to Brake Lin-
ing for wear limits regarding brake linings and brake
discs. If linings and/or disc is worn beyond accept-
able limits, replace the parts at this time.
1. After repair, cleaning and inspection of the
brake caliper, install each brake component to
its original location.
2. Install the inboard half of caliper assembly (2,
Figure 5-2) to the top leg of the brake caliper
support and secure caliper assembly with four
cap screws (6). Tighten cap screws to standard
torque.
3. Repeat Step 2. at the other two brake caliper
support legs.
4. Install the upper outboard half of brake caliper
assembly (2) to the top leg of the brake caliper
adapter (4) and secure with six cap screws,
washers and nuts (1 & 5). The pistons in both
caliper assemblies will collapse against the
brake disc. Tighten cap screws to standard
torque.
5. Install crossover tubes (2, 4 & 7, Figure 5-1).
Tighten crossover tube connections securely.
6. Install the three brake line hoses at each T
connection (3, 5 & 6).
7. Refer to Brake Bleeding Procedures in this Sec-
tion and bleed air from all caliper assemblies.
1. Cap Screw &
Flatwasher
2. Brake Caliper
3. Lining
4. Brake Adapter
5. Nut & Flatwasher
6. Cap Screw &
Flatwasher
7. Spindle
8. Flat Washer
9. Cap Screw
10. Brake Disc
11. Cap Screw
12. Wheel Hub
FIGURE 5-2. DISC AND CALIPER ASSEMBLY
Disassembly
1. Remove bleeders (2, Figure 5-3) and end caps
(7 and 8) from each end of each brake caliper
housing (1).
2. Remove linings from the caliper assembly.
NOTE: A shallow container may be necessary to
receive any remaining fluid that will drain from
cavities. Do not reuse fluid.
3. Carefully remove the piston dust shields (10)
from behind the groove lip in the housing and
from the grooved lips on the piston.
4. Mark each piston and corresponding brake cali-
per housing position and pull piston out of the
housing. Do not interchange parts.
5. Remove O-ring seals (12) and backup ring (13)
from the piston cavity using small flat non-
metallic tool having smooth round edges.
6. Refer to Caliper Cleaning and Inspection on the
following page for detailed instructions regard-
ing condition and usability of parts.
Assembly
When assembling pistons (11, Figure 5-3) into the
housings (1), lubricate all cylinder walls, threads,
seals, piston seal surfaces, etc., with clean C-4
hydraulic oil.
1. Install new piston seals (12) and backup rings
(13) in housings.
2. With housing lying on mounting face, gently
push each piston past piston seal until seated in
bottom of cavities.
3. Install new or reusable dust shields (10).
NOTE: Do not allow lubricant to contact dust shields.
4. Install all fittings (4 & 5) and bleeder (2) in cor-
rect position in housings.
5. Apply Loctite
271 to threads of cap screw (6).

Install linings (9) and end caps (7 & 8) with bolts
(6) and tighten to 546 Nm (403 ft lbs) torque.
6. Refer to Rear Disc Brakes in this Section and
perform Bench Test before installing caliper.
7. After bench test is performed, refer to Installa-
tion for procedures for installing calipers on
brake adapter.
1. Housing
2. Bleeder
3. Crossover Tube
4. T-Fitting
5. Elbow Fitting
6. Retainer Bolt
7. End Cap
8. End Cap
9. Brake Lining
10. Piston Dust Shield
11. Piston
12. Piston O-Ring Seal
13. Backup Ring
14. Brake Mounting Bolt
15. Washer
FIGURE 5-3. BRAKE CALIPER (HALF)
1. Preliminary cleaning can be more effective if lin-
ings are first removed. However, retaining
plates should be temporarily reinstalled in order
to stay with brake assembly through overhaul
cycle.
Use care when wiping dust shields. Too much
pressure on shield over sharp tip of housing cav-
ity may cause dust shield to be cut.
2. Cleaning may be done by brush or spray, using
a petroleum base cleaning solvent. Clean diesel
fuel is acceptable for this operation. Cleaning
should be thorough enough for preliminary
inspection and disassembly. Subassemblies
should be blown dry with compressed air after
cleaning. Dust shields should be wiped dry with
a clean cloth.
NOTE: If brake has not accumulated excessive
surface dirt, preliminary cleaning can be done in the
overhaul area. However, it is recommended that
preliminary cleaning be done before removal of
pistons from housings.
3. Inspect dust shields (10, Figure 5-3) for any
physical damage or rupture, and any hardening,
cracking, or deterioration of material from
excessive heat. Failure of dust shield can admit
dirt to the piston cavity, causing damage to sur-
face finish of piston and cylinder wall, and dam-
age to seal. If dust shields are found to be soft
and pliable, with no sign of hardening or crack-
ing, they should be wiped clean and set aside
for reuse.
4. Inspect piston cavities and surfaces of piston
for evidence of dirty fluid, particularly if dust
shields were ruptured.
5. Inspect piston cavities for evidence of varnish
formation, caused by excessive and prolonged
heating of brake oil.
Piston should be handled with care. The usual
cause of nicked piston surfaces is mishandling
during the cleaning procedure.
Steel tools should never be used in piston cavi-
ties and seal grooves. Copper, brass, aluminum,
wood, etc. are acceptable materials for such pur-
poses.
NOTE: All seals (12, Figure 5-3) should be replaced
at assembly.
6. Inspect piston (11) surfaces for scratches,
excessive wear, nicks, and general surface fin-
ish deterioration that can contribute to seal
damage and fluid leakage.
NOTE: In normal operation, a very slow rate of wear
should be experienced, and will be noticeable by the
slow disappearance of the hard chrome finish. Minor
nicks and scratches may be blended out by hand
with 180 grit aluminum oxide or carborundum cloth,
then successively finer grades used until a surface
comparable to the original surface is obtained.
Extensive local polishing should be avoided, since
the minimum piston diameter is 91.923 mm (3.619
in.). The piston finish is important in providing a
proper seal surface and seal wear life. Where
surface finish has deteriorated beyond restoration by
moderate power buffing with a fine wire brush, piston
should be replaced. Determination of ideal surface
finish quality can be made by comparison with a new
piston. Surface roughness of piston face through
contact with lining back plate is not detrimental to its
operation, and is a normal condition.
7. Inspect piston cavities for damage similar to
Step 6 above, with particular attention to the
edge of the seal grooves. These must feel
smooth and sharp with no nicks or sharp projec-
tion that can damage seals or scratch pistons.
Seal groove surfaces must be smooth and free
of pits or scratches. Finish of cylinder wall is not
as critical as surface finish of piston. Surface
deterioration near entrance of cavity should be
hand polished very carefully to avoid enlarging
cavity beyond a maximum of 92.176 mm
(3.629 in.) inside diameter at the outer edge of
the seal groove. Power polishing or honing may
be used in cases of extreme surface finish dete-
rioration of cavity walls.
NOTE: Care must be taken that a minimum amount
of material is removed, within the previous maximum
diameter limitation of 92.176 mm (3.629 in.). Power
polishing will not normally be required, and should
not be used as a standard overhaul procedure.
8. Inspect inlet and bleeder ports in housings for
damage to threads or seal counter bores.
Thread damage that cannot be repaired by use
of a 0.475-20 UNF-2B tap will require housing
to be replaced.
9. Inspect retainer plates (7 & 8) for bent or
cracked condition, replace if such damage is
found. Inspect retainer plate bolts (6), and
tapped holes in housing.
NOTE: These bolts are highly stressed and should
be replaced whenever their condition appears
questionable. A 3/4-16 UNF-28 tap lubricated with a
light oil may be used to inspect tapped holes in
housings for thread damage and to clean up any
minor thread roughness.
10. Brake housings and pistons should be thor-
oughly cleaned. After cleaning, passages, cavi-
ties, and external surfaces should be blown dry
with clean, dry, compressed air. Piston should
also be cleaned and blown dry.
NOTE: Cleaned and dried parts should not be left
exposed for any appreciable time without a
protective coating of lubricant; for short term storage,
coating all internal cavities, passages, and bosses
with hydraulic fluid will be adequate protection; for
longer term storage wipe cavities, connector bosses,
and threads with a protective grease, such as
petroleum jelly.
BRAKE LINING
Replacement
Each front wheel speed disc assembly has three
(some trucks may have four) calipers on one disc.
Each caliper has six pistons and two linings, three
apply pistons and one lining for each side of disc.
Lining should be changed when friction material is
worn to 3.22 mm (0.125 in.) thickness.
Failure to replace lining when worn to limits will
result in loss of braking and possible cata-
strophic failure.
1. To replace front linings, remove front tire and
rims, refer to Wheel and Tire Installation, Sec-
tion G.
2. Remove end plates (7 or 8) Figure 5-3 from
either end of caliper.
3. Pry between lining and disc to force pistons to
bottom in caliper housing.
4. Remove lining from inboard and outboard sides
of disc.
5. Inspect dust seals. Seals should be soft, pli-
able, and show no evidence of hardening or
rupture. If damage is observed, the dust covers
must be replaced. This will require disassembly
of the caliper.
6. Inspect end plates for wear. Replace if grooves
will not allow lining back plate to slide freely.
7. IMeasure the thickness of the disc. If 20 to 25%
of the disc wear surface is worn below 28.7
(1.13 in.), the disc must be replaced. Refer to
Figure 5-4.
8. If original linings have sufficient lining material
for reuse, inspect lining back plate for cracks or
excessive yielding where plate fits into end
plates 7 or 8 (Figure 5-3).
When replacing linings, never mix new and used
linings in a brake assembly.
9. Slide linings (9) into caliper. It may be neces-
sary to again pry pistons into housing (1).
10. Install end plates (7 & 8), apply Loctite
271 to
threads of end plate cap screws (6). Install cap
screws and tighten to 54.6 Nm (403 ft lbs)
torque. Check that linings (9) slide freely
between end plates.
11. After completing lining replacement, reinstall
front wheels. Refer to Wheel and Tire Installa-
tion, Section G.
FIGURE 5-4. DISC WEAR LIMITS
FRONT SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE
GENERAL
After any brake lining replacement, or at new truck
start up, the brake linings and discs must be bur-
nished. A surface pyrometer will be necessary to
accurately record disc temperature during brake bur-
nishing procedure.
Safety Precautions
BEFORE DISCONNECTING PRESSURE
LINES, REPLACING COMPONENTS IN THE
HYDRAULIC CIRCUITS, OR INSTALLING
TEST GAUGES, ALWAYS BLEED DOWN
HYDRAULIC STEERING ACCUMULATORS
AND BRAKE SYSTEM ACCUMULATORS.
The steering accumulators can be bled down
with engine shut down, turning the key switch
OFF and waiting 90 seconds. Confirm the
steering pressure is released by turning the
steering wheel - No front wheel movement
should occur.
The brake accumulators are bled by opening
the two valves (7, Figure 5-5) on the brake
manifold (inside brake cabinet).
BEFORE DISABLING ANY BRAKE CIRCUIT,
insure truck wheels are blocked to prevent
possible roll away.
REAR BRAKES MUST BE DISCONNECTED
WHEN BURNISHING THE FRONT BRAKES.
Front brakes require burnishing
independently from rear brakes in order to
control disc temperatures
EXTREME SAFETY PRECAUTIONS SHOULD
BE USED WHEN MAKING HIGH-ENERGY/
HIGH-SPEED BRAKE STOPS ON ANY
DOWNGRADE.
Safety berms or adequate run off ramps are
necessary for any stopping performance
tests.
Heavy smoke and foul odor from brake
linings is normal during burnishing
procedures.
Front Brake Conditioning
1. To prevent overheating and possible destruc-
tion of rear brakes, temporarily disconnect the
REAR brakes while burnishing front wheel
brakes as follows:
a. Relieve stored pressure in hydraulic system
according to the previous WARNING
instructions.
b. Disconnect BR hydraulic tube (1, Figure 5-
5) at both ends inside brake control cabinet.
Install a #8, 0.75 x 16 UNF-2B, 37 flare Cap
Nut (WA2567, or equivalent) on each fitting
where tube was removed. Tighten caps to
standard torque to prevent leakage. Cap or
plug tube to prevent contamination.
NOTE: This will disconnect the hydraulic supply from
the operator's brake pedal to the rear brakes. There
will be a noticeable loss of braking action at the
pedal. However, this method of temporarily disabling
the brakes will still permit the application of Brake
Lock, in the event of an emergency.
c. Close brake accumulator bleed valves (7,
Figure 5-5).
1. BR Hydraulic Tube
2. Rear Brake Accum.
3. Brake Manifold
4. Front Brake Accum.
5. BF Hydraulic Tube
6. Brake Lock Shuttle
Valve
7. Brake Accumulator
Bleed Valves
FIGURE 5-5. BRAKE MANIFOLD AND
COMPONENTS
2. Disconnect pressure sensor (2, Figure 5-6) by
disconnecting connector (1) inside the brake
cabinet. By disconnecting circuit 44R, propul-
sion will be allowed with the service brakes
applied.
3. Drive truck at speeds of 8-16 kph (5-10 mph)
with brake alternately applied and released
using sufficient pressure to make engine work
to a noticeable extent during apply.
NOTE: The override switch on the instrument panel
must be depressed and held by the operator in order
to propel with the brakes applied.
4. Apply front brakes at full pressure until discs
reach or just exceed 316 C (600 F). Hold in
override switch to maintain propulsion to obtain
disc temperature. Check disc temperature after
182 meters (200 yards).
5. Let the discs cool to 121 C (250 F) and repeat
procedure two more cycles.
6. Allow front discs to cool to 121 C (250 F).
7. Reconnect rear brakes:
a. Relieve pressure in hydraulic system accord-
ing to previous WARNING instructions.
b. Remove cap nuts and reinstall tube (1, Fig-
ure 5-5). Tighten the tube nuts to standard
torque.
c. Close accumulator bleed valves (7).
d. Re-connect connector (1, Figure 5-6) to the
wiring harness.
8. Start the engine and check for leaks. Bleed the
brakes according to bleeding procedures.
9. Ensure all brakes are functioning properly.
10. Verify that pressure sensor and circuit 44R is
functioning correctly. With the truck empty and
on a level surface, accelerate up to 16 kph (10
mph). Apply the service brakes. The drive sys-
tem must drop out of propulsion at this time. If it
does not drop propulsion, troubleshoot the sys-
tem and repair the problem. Do not release the
truck to production unless propulsion is discon-
tinued when the service brakes are applied.
BRAKE BLEEDING PROCEDURES
Attach brake lines and bleed brake calipers accord-
ing to the following instructions.
1. Fill hydraulic tank following procedure in Sec-
tion P, Hydraulic Tank Service.
2. Close brake accumulator drain valves (7, Figure
5-5), if open.
3. Securely attach bleeder hose to highest bleeder
valve of each caliper, direct hose away from
brake assembly and into a container to catch
excess oil.
4. With engine at idle make partial brake applica-
tion of service brake pedal:
a. Maintaining partial application, open bleeder
valve until a clean stream of oil is discharged
from caliper.
b. Close bleeder valve.
5. Repeat above steps until all air is bled from all
calipers.
6. Check hydraulic tank oil level as bleeding takes
place. Maintain correct oil level as needed.
Before returning truck to production, all new
brake linings must be burnished. Refer to Ser-
vice Brake Conditioning.
1. Connector 2. Pressure Sensor
J06025 10/10 Armature Speed Rear Disc Brakes J6-1
SECTION J6
ARMATURE SPEED REAR DISC BRAKES
INDEX
ARMATURE SPEED REAR DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
REAR BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
CALIPER AND DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5
PARK BRAKE ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-7
BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-8
CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9
PISTON SUBASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-12
PREPARATION FOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13
Clean Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13
For Rough Metal Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
Dry and Inspect Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
Caliper Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
Shoes, Linings and End Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-15
Inspect linings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-15
PISTON ASSEMBLY RETURN SPRING FORCE AND BUILT-IN CLEARANCE (BIC) . . . . . . . J6-15
Piston Assembly Adjuster Grip Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-16
Adjuster Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-18
Piston Return Spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-20
J6-2 Armature Speed Rear Disc Brakes 10/10 J06025
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-21
Adjuster and Pin Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-21
Piston Subassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-22
Brake Caliper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-23
PERIODIC INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
Shoes, Linings and End Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
Inspect the following areas for fluid leaks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
Dust Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
Brake Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
BRAKE LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
BRAKE DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . J6-31
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-31
SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-31
Rear Brake Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-32
ARMATURE SPEED REAR DISC BRAKES
REAR BRAKES
Each rear wheel service brake assembly consists of
two discs, each with a four piston caliper and a lining
on each side of the disc. Both discs are attached by
adapters to the wheel motor armature.
A constant brake-release clearance between pistons
and linings, and lining and disc, is maintained by an
automatic adjustment feature of the piston subas-
sembly. As the lining wears, the position of grips on a
return pin advances to allow maximum piston force to
be applied to lining. Upon brake release, the piston is
retracted by a return spring for the amount of the pre-
determined clearance.
The parking brake is also incorporated into the brake
caliper. A separate piston applies the park brake,
which applies the service brake pads against the
brake rotor.
CALIPER AND DISC
Removal
switch is OFF and drain valves on brake accumu-
lators are opened and steering accumulators are
bled down. Turn steering wheel to be sure steer-
ing accumulator is completely bled down.
1. Park truck in level ground. Block all the wheels
on both sides to prevent the truck from moving.
2. With engine off, key switch OFF, wait 90 sec-
onds for steering accumulators to bleed down.
Open both brake accumulator drain valves.
3. Remove crossover tubes (4, Figure 6-1) from
upper service brake caliper. Remove crossover
tubes on lower brake assembly.
4. Remove two center caliper mount cap screws
(6, Figure 6-2) from outboard caliper and install
two 7/8-9 NC X 14 in. studs.
5. Slowly remove the four remaining caliper mount
cap screws. The brake lining is under spring
pressure, and it will extend out as the cap
screws are loosened. Do not let the brake lining
pull away from the caliper housing.
6. Use small diameter wire and wrap it around the
brake lining and caliper. This will keep the brake
lining from pulling away from the caliper and
over-extending the brake wear adjuster.
NOTE: If the caliper is being removed to be serviced,
it is not necessary to install the wire. If the caliper is
being removed to gain access to other parts, and the
caliper does not need service, the wire must be
installed. If the brake lining pulls away from the
caliper, the caliper must be disassembled to reset the
brake wear adjuster.
1. Cap Screws
2. End Plate
3. Caliper
4. Crossover Tubes
5. Bleed Plug
FIGURE 6-1. BRAKE CALIPER
7. Remove the caliper half. Each caliper half
weighs approximately 45 kg (100 lbs).
8. Support outer disc (12) and remove disc mount
cap screws (11) and washers. Slide disc from
outboard adapter (10). Shims (7) will be found
between disc and adapter. Remove bushing (8).
Mark all shims so they will be installed in the
same location during assembly.
brake lining and inner caliper half (5).
10. Remove cap screws and flat washers (9).
Remove adapter (10). Remove inner caliper
half from adapter (2).
11. Remove the two center caliper mount cap
screws (13) from inboard caliper (14) and install
two 7/8-9 NC X 14 in. studs.
12. Slowly remove the four remaining caliper mount
cap screws. The brake lining is under spring
pressure, and it will extend out as the cap
screws are loosened. Do not let the brake lining
pull away from the caliper housing (14, Figure
6-2).
brake lining and caliper. Slide caliper half off
studs and remove from wheel motor.
14. Support inner disc (12) and remove cap screws
and flat washers (11). Remove inboard disc
(12). Remove shims (7) and bushing (8)
between disc and adapter.
brake lining and inner caliper half (14).
16. Remove inner half of caliper (14). A brake
bleeder may have to be removed temporarily to
obtain clearance around adapter (15). Cover or
plug hole in caliper to prevent dirt contamination
inside caliper.
17. Remove cap screws and flat washers (3) and
remove adapter (2).
.
1. Wheel Motor
2. Adapter
3. Cap Screw/Flat-
washer
4. Shims
5. Caliper Assembly
6. Cap Screw/Flat-
washer
7. Shims
8. Bushing
9. Cap Screw
10. Adapter, Brake Disc
11. Cap Screw &
Flatwasher
12. Disc
13. Cap Screw &
Flatwasher
14. Caliper Assembly
15. Adapter/Armature
Shaft Drive
FIGURE 6-2. REAR DISC BRAKE
Installation
Secure the lining assembly to the caliper housing
using wire ties or safety wire so that it cannot
move away from the caliper housing. Movement
of the lining assembly during installation will
affect the parking piston adjustment which may
cause the brake to drag after installation. The lin-
ing must remain secure to the caliper housing
until the brake is installed on the vehicle. If the
lining does move away from the caliper, the cali-
per will have to be partially disassembled to reset
the adjuster.
NOTE: If installing new calipers, do not cut the band
off the caliper until retaining wire has been installed.
1. Inspect all brake discs (12, Figure 6-2) for wear.
Refer to Brake Disc Inspection, this chapter, for
wear limits. If any disc is worn beyond the wear
limit, replace the disc.
2. If removed, install adapter (2, Figure 6-2) and
secure in place with lubricated cap screws and
flat washers (3). Tighten cap screws to standard
torque.
3. Install two 7/8-9 NC X 14 in. studs in two center
caliper mounting cap screw holes (in place of
cap screws 13).
4. Install inboard disc (12) with four equally
spaced cap screws with flatwashers. Tighten
cap screws, but do not tighten to final torque at
this time.
a. Measure and record distance from caliper
mounting surface to inside face of brake disc
(12). This is Dimension A, Figure 6-2.
b. If dimension A is 126.21 mm (4.97 in.) or
greater, install one 1.016 mm (0.040 in.)
shim at brake mounting surface. Measure
dimension A again, measuring from outer
surface of shim to inside face of brake disc.
c. When dimension A is less than 126.21 mm
(4.97 in.), then, subtract dimension A from
126.49 mm (4.98 in.).
d. Make a measured shim pack equal to the
result obtained in Step 4c. If not equal, then
within 0.127 mm (0.005 in.) of the result. This
will be brake disc shim pack (7).
5. Remove disc mounting cap screws (11) and
inner disc (12).
NOTE: The inner and outer caliper halves are
different, and are not interchangeable. The outer half
has countersunk bores for the cap screw head and
flat washers, the inner half has a flat mounting
surface.
NOTE: Each caliper half weighs approximately 45 kg
(100 lbs).
6. With brake linings secured with wire, install
inner brake caliper half (14) over the two studs.
Ensure brake bleeder plugs (6 & 7, Figure 6-3)
are installed in the locations shown. Bleeder
plug (7) must be installed in the same location
as (4) when viewing from the end.
NOTE: Bleed plug (7) may have to be removed
temporarily to obtain clearance around adapter (15,
Figure 6-2) during caliper installation. Cover or plug
hole in caliper to prevent dirt contamination inside
caliper.
7. If brake disc shim pack (7) is required (Step 4d),
install shims on adapter (15).
Cap Screws (3, 6, 9, 11 & 13) must have the
threads and seats lubricated with simple lithium
base chassis grease (multi-purpose EP NLGI)
prior to installation.
8. Remove the brake lining retaining wire. Do not
let the lining pull away from the caliper. Install
inner brake disc (12) with bushing (8). Lubricate
then install all cap screws and flat washers (11)
to inner disc. Tighten cap screws (11) to stan-
dard torque.
NOTE: If the brake lining moves away from the cali-
per while handling during installation, the caliper
must be partially disassembled to re-adjust the park-
ing brake adjuster. The brake caliper must be
installed with the brake linings completely retracted.
9. Install outer brake caliper half (14) over the two
studs. Carefully remove the brake lining retain-
ing wire. Do not let the lining pull away from the
caliper. Lubricate then install four cap screws
and flat washers (13).
10. Remove the two studs in the center holes.
11. Lubricate then install two cap screws (13) and
hardened flat washers. Tighten all cap screws
(13) to standard torque. Ensure brake bleeder
plugs (4 & 5, Figure 6-3) are installed in the
locations shown.
12. Install two 7/8-9 NC X 14 in. studs in the two
center caliper mounting cap screw holes for the
outer brake caliper (5).
13. Install outer disc adapter (10, Figure 6-2) with
six cap screws (9) and tighten securely.
14. Install outboard disc (12) with four equally
spaced mounting cap screws (11). Tighten, but
do not tighten to final torque at this time.
a. Measure and record distance from caliper
mounting surface to inside face of brake disc
(12). This is Dimension B, Figure 6-2.
b. If dimension B is 126.21 mm (4.97 in.) or
greater, install one 1.016 mm (0.040 in.)
shim at brake mounting surface. Measure
dimension B again, measuring from outer
surface of shim to inside face of brake disc.
c. When dimension B is less than 126.21 mm
(4.97 in.), then, subtract dimension B from
126.49 mm (4.98 in.).
d. Make a measured shim pack equal to the
result obtained in Step 14c. If not equal, then
within 0.127 mm (0.005 in.) of the result. This
will be brake disc shim pack (7).
15. Remove cap screws (11) and outer disc (12).
Remove outer disc adapter (10).
16. With brake linings secured to caliper with wire,
install inner brake caliper half (5) over the two
studs. Ensure brake bleeder plug (3, Figure 6-3)
is installed in the location shown.
17. Install outer disc adapter (10, Figure 6-2). Lubri-
cate then install cap screws and flat washers
(9). Tighten 12 point head cap screws (9) to
standard torque.
18. If brake disc shim pack (7, Figure 6-2) is
required (Step 14d), install shims on adapter
(10).
19. Install outer brake disc (12) with bushing (8).
Lubricate then install all cap screws and flat
washers (11) to outer disc. With the brake disc
resting against the brake lining, remove the
wires retaining the brake linings. Tighten cap
screws (11) to standard torque.
20. With brake linings secured to caliper with wire,
install outside caliper half (5). Lubricate then
install the four outer cap screws and flat wash-
ers (6). Remove the wires retaining the brake
linings.
21. Remove the two studs in the center holes and
install the remaining two lubricated cap screws
(6) with washers. Tighten all cap screws (6) to
standard torque.
22. Ensure brake bleeder plugs (1 & 2, Figure 6-3)
are installed in the locations shown.
23. Ensure all brake bleeders in both calipers are in
the exact locations shown in Figure 6-3.
Remove all extra brake bleed plugs from brake
calipers so they will not be used during the
brake bleeding procedure.
24. Install crossover tubes and connect all brake
lines.
25. Refer to Park Brake Adjustment Procedure to
adjust the parking brake.
26. After the brakes are adjusted, refer to Brake
Bleeding procedure to bleed trapped air out of
the brake system.
27. Inspect the brake calipers, lines and fitting for
any leakage. Repair any leaks.
All brake linings must be burnished before truck
can return to operation. Brake performance is
reduced if new linings are not burnished.
28. Refer to Service Brake Conditioning Procedure
to burnish the brake linings.
PARK BRAKE ADJUSTMENT PROCEDURE

Do not apply the service brakes or bleed the ser-
vice brakes until after the adjustment procedure
is complete. It may result in reduced park brake
performance.
1. Block wheels to prevent truck movement.
NOTE: Step 1 is required because Step 4 will require
the engine to be running and to move the directional
control lever out of the PARK position without the
service brakes being applied.
2. Ensure the wheel brake lock switch is set to the
OFF position.
3. Start engine and operate at low idle speed. DO
NOT apply service brakes.
4. Without applying the service brakes, move the
directional control lever from the PARK position
to the NEUTRAL position. This will release the
parking brake.
5. Now, fully apply the service brakes. The park
brake piston adjusters will adjust automatically
when hydraulic pressure is applied to the ser-
vice brake pistons.
NOTE: Parking brake adjustment occurs
automatically whenever the service brakes are
applied while the parking brake is released.
6. Move directional control lever to the PARK posi-
tion.
7. Turn the key switch to the OFF position. Park
brake adjustment is now complete.
BRAKE BLEEDING PROCEDURE
The brake calipers must be adjusted before
bleeding the brakes. Refer to Park Brake Adjust-
ment procedure for more information.
NOTE: Bleeder valves must be installed in the
locations shown in Figure 6-3.
1. Chock the wheels to prevent the truck from
moving.
2. Fill hydraulic tank following procedure in Sec-
tion P, Hydraulic Tank Service.
3. Close brake accumulator drain valves (7, Figure
6-38).
Service Brake
4. Securely attach bleeder hose to highest service
brake bleeder valve of each caliper, direct hose
away from brake assembly and into a container
to catch excess oil.
5. With engine at idle speed, make partial brake
application of service brake pedal:
a. Maintaining partial application, open bleeder
valve until a clean stream of oil is discharged
from caliper. Use bleeder valves shown in
Figure 6-3.
b. Close bleeder valve.
calipers.
Park Brake
7. Check hydraulic reservoir level as bleeding
takes place, maintain correct oil level.
8. Securely attach bleeder hose to highest park
brake bleeder (2) valve of each caliper, direct
hose away from brake assembly and into a con-
tainer to catch excess oil.
9. Release park brake by moving the directional
control lever to the NETURAL position.
10. Slowly open each park brake bleeder valve until
a clean stream of oil is discharged from caliper.
Use bleeder valves shown in Figure 6-3.
calipers.
12. Place directional control lever back into the
PARK position and stop engine.
13. The brake linings (new or used) must be bur-
nished before returning the truck to production.
All brake linings must be burnished prior to
being put in service. Brake performance is
reduced if new linings are not burnished. Refer to
Service Brake Conditioning.
1. Bleeder Valve, Service Brake 2. Bleeder Valve, Park Brake
FIGURE 6-3. BLEEDER PLUG LOCATION
CALIPER
Disassembly
1. Open all bleeder screws and allow the fluid to
drain from the assembly into an approved con-
tainer.
2. Plug all openings to prevent contamination.
Thoroughly clean the exterior of the brake
assembly with an approved solvent.
3. Place the assembly, with the housing opening
down, onto a service bench that has sufficient
load bearing capacity.
4. Use a suitable hex wrench to remove plug (3,
Figure 6-4) from the center of the parking piston
cap (1).
5. Use a long 3/16-inch hex wrench (4, Figure 6-8)
through the hole in the center of the parking pis-
ton cap to loosen the shoulder bolt (1) that
attaches the parking piston adjusting bolt to the
lining assembly.
6. Separate the two lining end plates from the cali-
per housing half by removing the six cap screws
(1, Figure 6-5), three from each end plate.
7. Remove the brake lining.
8. Use special tool (Figure 6-6) to remove the
parking piston cap. Four holes in each cap are
provided for this purpose.
NOTE: See the special tool section for instructions to
fabricate tool (XB3579).
1. Parking Piston Cap
2. Special Tool Holes
3. Plug
FIGURE 6-4. CALIPER
1. Cap Screws 2. Wrench
FIGURE 6-5. END PLATE
FIGURE 6-6. SPECIAL TOOL (XB3579)
9. Remove the four spring washers (1, Figure 6-7)
from the parking piston cavity of the caliper
housing.
10. Use a 3/16 inch hex wrench, remove the shoul-
der bolt and spring (1, Figure 6-8), loosened in
Step 5, from the parking piston cavity. Inspect
the shoulder bolt and spring for damage. If
damaged, replace with new parts.
11. Use a pick or suitable tool to separate the park-
ing piston boots from the groove in the parking
piston adjusting bolts.
12. Pull the adjusting piston (1, Figure 6-9) from the
collar inside the parking pistons of each caliper
housing.
13. Use a pick or suitable tool to remove the parking
piston boots from each caliper housing.
14. Use suitable snap ring pliers to remove the
parking piston adjusting collar retaining snap
ring (1, Figure 6-10) from inside the groove of
the parking piston. Remove the adjusting collar.
1. Spring Washers 2. End Cap
FIGURE 6-7. PARK BRAKE
1. Shoulder Bolt & Spring
2. Parking Piston
3. Adjusting Bolt
4. Hex Wrench
5. Loctite 272
(assembly only)
FIGURE 6-8. PARK PISTON
1. Adjusting Piston 2. Caliper Housing
FIGURE 6-9. PISTON
1. Snap Ring 2. Adjusting Collar
FIGURE 6-10. ADJUSTING COLLAR
15. Use a suitable tool to push the parking piston
out of the caliper housing.
16. Remove the 127 mm (5 in.) diameter O-ring (1,
Figure 6-11) and backup ring (2) from the park-
ing piston. Discard the O-ring and backup ring.
17. Use a suitable tool to remove the 63.5 mm (2.5-
in.) diameter parking piston O-ring (1, Figure 6-
12) and backup ring (2) from the caliper hous-
ing. Discard the O-ring and backup ring.
.
18. Position the caliper housing so that the ends of
the adjuster pin and nut are up. Use a 5/32-inch
hex wrench to hold the pin and remove the nut
and washer from the caliper housing.
19. Use a suitable dowel or drift to push the pistons
(1, Figure 6-13) out of each caliper housing.
20. Use a suitable tool to remove the two service
piston dust seals (1, Figure 6-14) from the cali-
per housing. Discard the dust seals.
1. O-Ring
2. Backup Ring
3. Parking Piston
4. Caliper Housing
FIGURE 6-11. PISTON
1. O-Ring 2. Backup Ring
FIGURE 6-12. PARKING PISTON O-RING
1. Piston Assembly 2. Dust Seal
FIGURE 6-13. SERVICE PISTONS
1. Dust Seal 2. Groove
FIGURE 6-14. SERVICE PISTON DUST SEALS
21. Use a suitable tool to remove the 76.2 mm (3
in.) diameter service piston O-ring (1, Figure 6-
15) and backup ring (2) from each piston bore
groove of the caliper housing. Discard the O-
rings and backup rings.
22. Remove all fittings, plugs and bleeder screws
from each caliper housing. Mark the position
and location of the fittings for correct reinstalla-
tion. Note the location of the bleeder screws
and plugs for correct installation.
23. Thoroughly clean the exterior and interior of the
brake caliper housing with approved solvent.
NOTE: Verify that all O-ring grooves are clean and
free of foreign material. Use compressed air to blow
out the entire brake caliper housing. Be sure to blow
out internal passageways.
24. Repeat this procedure for each caliper half.
PISTON SUBASSEMBLY
Disassembly
NOTE: Disassembly of the piston subassembly
during brake overhaul is not mandatory. Clean the
piston subassembly thoroughly. If the piston surface
is acceptable for reuse and the piston subassembly
passes the functional tests for adjusting grip force,
spring force and built-in clearance (BIC), return the
piston subassembly to service.
1. Remove the O-ring and adjuster pin washer.
2. Remove the lock ring.
Observe all warnings and cautions provided by
the press manufacturer to avoid damage to com-
ponents and serious personal injury.
3. Place the piston subassembly on an arbor
press table (5, Figure 6-16). Use special sleeve
(2), over the adjuster pin. Lower the arbor and
compress the return spring to minimum height,
and hold.
FIGURE 6-15. SERVICE PISTON O-RINGS
1. Arbor
2. Special Sleeve A
3. Threaded Ring
4. Return Spring
5. Arbor Press Table
6. 1.40 - 1.65 mm (BIC)
(0.055-0.065 in.)
FIGURE 6-16. PISTON SUBASSEMBLY
4. Back out the threaded ring. Use a spanner
wrench if the threaded ring will not unscrew by
hand.
5. Slowly raise the arbor until all compression of
the piston return spring is relieved.
6. Remove the spring retainer, return spring, outer
spring guide, adjusting pin with adjuster assem-
blies, inner spring guide and piston.
7. Check the adjuster force of the adjuster assem-
bly
8. Inspect and test the piston return spring else-
where in this chapter.
PREPARATION FOR ASSEMBLY
Read and observe all Warning and Caution haz-
ard alert messages in this publication. They pro-
vide information that can help prevent serious
personal injury, damage to components, or both.
Solvent cleaners can be flammable, poisonous
and cause burns. Examples of solvent cleaners
are carbon tetrachloride, and emulsion-type and
petroleum-base cleaners. Read the manufac-
turer's instructions before using a solvent
cleaner, then carefully follow the instructions.
Also follow the procedures below.
Wear safe eye protection.
Wear clothing that protects your skin.
Work in a well-ventilated area.
Do not use gasoline, or solvents that contain
gasoline. Gasoline can explode.
You must use hot solution tanks or alkaline
solutions correctly. Read the manufacturer's
instructions before using hot solution tanks and
alkaline solutions. Then carefully follow the
instructions.
Clean Parts
For Ground or Polished Metal Parts:
Use a cleaning solvent or kerosene or diesel fuel to
clean ground or polished metal parts or surfaces.
Do not use hot solution tanks or water and alka-
line solutions to clean ground or polished parts.
Damage to parts can result.
For Rough Metal Parts
Use a cleaning solvent or a weak alkaline solution in
a hot solution tank to clean rough metal parts. If a hot
solution tank is used, follow the instructions below.
1. Leave the rough parts in the tank until they are
completely cleaned and heated.
2. Remove the rough parts from the tank.
3. Wash the parts with water until the alkaline
solution is removed.
Dry and Inspect Parts
1. Use soft, clean paper, cloth rags or compressed
air to completely dry parts immediately after
they are cleaned.
2. Carefully inspect all parts for wear or damage
before assembly.
3. Repair or replace worn or damaged parts.
Corrosion Protection
Apply clean hydraulic oil to the cleaned and dried
parts that are not damaged and are to be immedi-
ately assembled. Do NOT apply fluid to the brake lin-
ings or the disc.
If parts are to be stored, apply a special material that
prevents corrosion to all surfaces. Do NOT apply the
material to the brake linings or the disc. Store the
parts inside special paper or other material that pre-
vents corrosion.
INSPECTION
Caliper Parts
1. inspect the pistons, housing bores and O-ring
grooves for scratches or corrosion. Remove
small scratches or corrosion with a fine emery
cloth. Replace the components if they are worn
beyond wear limits or if there are large
scratches or large amounts of corrosion.
2. Measure the outer diameter of the service pis-
ton. Replace the piston if the outer diameter is
less than 76.07 mm (2.995 in.).
3. Measure the outer diameter of the parking pis-
ton. Replace the piston if the outer diameter
measures less than 63.37 mm (2.495 in.) and
126.90 mm (4.996 in.).
4. Measure the diameter of the housing service
piston bore. Replace the housing if the diameter
exceeds 76.30 mm (3.004 in.).
5. Measure the diameter of the housing parking
piston bore. Replace the housing if the diameter
exceeds 63.60 mm (2.504 in.) and 127.13 mm
(5.005 in.).
6. Inspect caliper ports and end plate bolt holes for
thread damage. Use the appropriate taps lubri-
cated with light oil to inspect tapped holes for
thread damage and to clean up minor thread
damage.
Fluid ports - Use 9/16-18 UNF-2B tap
Fluid ports - Use 7/16-20 UNF-2B tap
End plate bolt holes - Use 3/4-16 UNF-2B tap
NOTE: Replace any component that has thread
damage that cannot be repaired.
7. Discard all backup rings, O-rings and dust
boots and use new ones when servicing the cal-
iper.
Shoes, Linings and End Plates
To help prevent abnormal lining wear, replace worn,
bent or cracked end plates and distorted shoes.
Inspect the end plate cap screws for wear. Replace
the bolts if worn.
NOTE: End plate cap screws are highly stressed.
Inspect linings
1. Lining Wear. Replace the linings when the thick-
ness of the lining is less than 3.2 mm (0.125 in.)
from the back plate.
2. Lining Wear Not Even. Replace the linings if the
thickness of the two linings is significantly differ-
ent. Check the pistons for correct operation.
Replace the piston and/or housing if a piston is
cocked in the bore. Check that the disc surface
is flat and parallel to the linings.
3. Oil or Grease on the Linings. Replace the lin-
ings.
Always replace both linings. If only one lining is
replaced, possible disc damage can occur.
4. Cracks on the Linings. Replace linings that
have larger or deeper cracks than the small,
tight cracks on the surface of the lining which
are normal when the caliper is used under high
temperature conditions. These cracks are
referred to as heat check cracks.
PISTON ASSEMBLY RETURN SPRING
FORCE AND BUILT-IN CLEARANCE (BIC)
1. Place the piston subassembly onto a spring
tester table. Install a special sleeve (2, Figure 6-
17) over the exposed adjuster pin (6).
2. Set a dial indicator between the spring tester
arbor and table. Use a dial indicator with a total
range of 2.54-3.1 mm (0.100-0.125 in.) such as
Federal Mod C6K or C71, or equivalent, having
a 0.508 or 0.635 mm ( 0.020 or 0.025 in.)
scale with 0.0127 mm (0.0005 in.) increments.
3. Lower the spring tester arbor to compress the
spring to minimum height (7, Figure 6-17). The
indicator pointer will stop rotating.
1. Arbor Of Spring Tester
2. Special Sleeve A
3. Dial Indicator
4. Return Spring
5. Spring Tester Table
6. Adjuster Pin
7. 1.40-1.65 mm (BIC)
(0.055-0.65 in.
FIGURE 6-17. SPRING TESTER SETUP
4. Hold the spring compressed and rotate the indi-
cator dial to indicate ZERO.
5. Raise the arbor slowly until the spring tester
force scale reads ZERO; indicator dial reading
will be the BIC (Built-In Clearance).
6. Lower the arbor slowly until the indicator again
reads ZERO; the spring tester force scale will
now indicate the spring return force.
NOTE: The return spring force should be a minimum
of 113 kg (250 lbs) when the spring is compressed
the maximum amount in the piston subassembly.
Replace the spring if the reading is less than 113 kg
(250 lbs). Refer to piston disassembly elsewhere in
this chapter.
7. Slowly raise and lower the arbor several times
to verify both BIC and spring return force. The
BIC should be between 1.40-1.65 mm (0.055-
0.065 in.). If not in this range, readjust the BIC.
Recheck for the correct BIC, Step 3 through
Step 5 above.
Piston Assembly Adjuster Grip Force
1. Inspect the piston assembly adjuster grip force.
This is the force required to cause the adjuster
pin to slip in the pair of adjuster grip subassem-
blies.
2. Provide the special tools. Refer to Figures 6-18
and 6-19.
A. Scribe and Mark
1. 6.35 mm (0.25 in.)
2. 9.7 mm (0.38 in.)
3. 15.7 mm (0.62 in.)
4. 19.05 mm (0.75 in.)
5. 25.4 mm (1.00 in.)
6. 33.27 mm (1.31 in.)
7. 50.8 mm (2.00 in.)
8. 57.15 mm (2.25 in.)
9. 58.67 mm (2.31 in.)
10. 65.02 mm (2.56 in.)
11. 82.5 mm (3.25 in.)
12. 85.9 mm (3.38 in.)
13. 92.0 mm (3.62 in.)
14. 114.3 mm (4.5 in.)
Free Length
15. 139.7 mm (5.50 in.)
Free Length
16. 173 kg (380 lbs)
17. 362 kg (800 lbs)
FIGURE 6-18. CALIBRATED SPRING POD
Item 11. Drill and ream for slip fit with 0.375 in dowel,
three holes equal space on two inch diameter.
Do not use a commercially available spring tester
for making adjuster force measurements. Sud-
den adjuster force release can damage such a
tester, requiring repair and re calibration.
NOTE: If a suitable hydraulic shop press is available,
the calibrated spring pod (4, Figure 6-20) is
unnecessary. Such a press must have a pressure
gauge with a 3447 kPa (500 psi) range accurately
calibrated to read pounds of force exerted by the
ram.
3. At the arbor press, place the piston assembly
on top of the special calibrated spring pod.
Slowly lower the arbor to push in the extended
adjuster pin as shown in View A, Figure 6-20.
The adjuster pin should slip into the adjuster
and move downward at readings between 173-
362 kg (380-800 lbs).
1. 6.35 mm (in.)
2. 7.9 mm (0.31 in.)
3. 8.6 mm (0.34 in.)
4. Three dowels
0.375 in. dia.
x 1.5 in long
5. 9.7 mm (0.38 in.)
6. 12.7 mm (0.50 in.)
7. 15.7 mm (0.62 in.)
8. 25.4 mm (1.0 in.)
9. 31.8 mm (1.25 in.)
10. 38.1 mm (1.5 in.)
11. See 11 below
12. 76.2 mm (3.0 in.)
+ 0.127 mm (0.005 in.)
-0.00 mm (0.00 in.)
13. 71.4 mm (2.81 in.)
14. 85.9 mm (3.38 in.)
15. 84.1 mm (3.31 in.)
16. 109.5 mm (4.31 in.)
17. 5/16-24 UNF Thread
18. Diamond Knurl
FIGURE 6-19. ADJUSTER PIN EXTENDER TOOL
1. Arbor Press
2. Adjuster Pin
3. Piston Subassembly
4. Calibrated Spring Pod
5. Dowels
6. Adjuster Pin Extender
Tool
8. Piston Subassembly
FIGURE 6-20. CHECKING ADJUSTER GRIP SLIP
FORCE
4. Insert the piston assembly into the adjuster pin
extender tool and secure firmly using the
knurled nut on the threads of the adjuster pin.
Place the special tool and piston assembly
under the arbor and drop in three 9.5 mm
(0.375 in.) dowel pins as shown in View B, Fig-
ure 6-20 Place the calibrated spring pod on top
of the dowels.
5. Apply arbor force slowly to the top of the cali-
brated spring pod and observe that slippage
occurs between 173-362 kg (380-800 lbs).
6. If adjuster slippage occurs below 173 kg (380
lbs) minimum or above 362 kg (800 lbs) maxi-
mum force, replace the adjuster pin and
adjuster in the piston assembly. See instruc-
tions elsewhere in this chapter.
Adjuster Force
Observe all warnings and cautions provided by
the press manufacturer to avoid damage to com-
ponents and serious personal injury.
Do not use the spring tester for making adjuster
force measurements. Sudden adjuster force
release can destroy calibration and possibly
result in damage to the tester.
To obtain adjuster force measurements of the
adjuster subassemblies installed onto the adjuster
pin, it is necessary to have either a force-calibrated
hydraulic shop press, or a calibrated spring pod, Fig-
ure 6-18, available for use with a standard arbor
press. Obtain force measurements as illustrated in
Figure 6-21.
1. Place the spring pod on the arbor press table.
Use both special sleeves, Figures 6-26 as
shown in Views A and B of Figure 6-21 to slip
the adjuster back and forth several times on the
adjuster pin.
2. Use a calibrated spring pod, with an arbor press
to check for required adjuster force slippage.
Apply force from the arbor slowly to observe
that slippage occurs between the 173 and 362
kg (380 and 800 lbs) markings on the spring
pod.
3. If slippage occurs between the specified force
limits, slip the adjuster back and forth by alter-
nate use of special sleeves to position on the
pin as shown in Figure 6-21, View B, and rein-
stall it into the piston subassembly.
1. Arbor
2. Special Sleeve
3. Adjuster Pin
4. Adjuster Assemblies
5. Special Sleeve B
6. Special Sleeve A
7. Calibrated Spring Pod
FIGURE 6-21. CHECKING ADJUSTER FORCE
NOTE: Any rework of the adjuster pin must be
avoided unless absolutely necessary.
4. If slippage occurs below the 173 kg (380 lbs)
limit, either the adjuster or adjuster pin must be
replaced. Use special sleeve A and the arbor
press to slip both adjuster assemblies off the
adjuster pin. Inspect the adjuster pin for nicks
and wear. Adjuster pins with slight nicks that
can be polished out by hand can be reused if
subsequent slip inspection is acceptable.
Replace adjuster pins that are bent or worn to
less than 9.499 mm (0.374 in.) diameter. Burred
adjuster pin threads can be repaired with a 5/
16-24 UNF-3A thread die.
Adjusters and adjuster pins are critical items in
the operation of the piston return mechanism
and must not be mishandled. Under no circum-
stances should the pin diameter be clamped in a
vise or gripped with pliers. In normal use, the
surface of the pin will show only a very slow rate
of wear and both pins and adjusters will normally
outlast many brake lining changes and brake
overhauls.
5. If required, install the adjuster on the adjuster
pin as follows as shown in Figure 6-22.
a. Place the adjuster and pilot pin subassembly
onto the end of the adjuster pin.
b. Press the adjuster off the expendable pilot
pin, onto the adjuster pin. See Figure 6-22.
c. Press the second adjuster on to the adjuster
pin.
d. Continue to push the adjuster along the
adjuster pin until it contacts the previously
installed adjuster.
e. After assembly, check the adjuster force of
the adjuster assembly.
A. Discard pilot pin
1. Arbor
2. Special Sleeve B
3. Pilot Pin
4. Adjuster Assembly
5. Adjuster Pin
6. Special Sleeve A
FIGURE 6-22. INSTALLING ADJUSTER ON
ADJUSTER PIN
Use of special sleeves A and B to install adjuster
onto adjuster pin in correct position for assembly
in piston subassembly.
Piston Return Spring
1. Inspect the return spring for a free height
dimension of 22.15 mm (0.872 in.). A measured
height of less than 21.59 mm (0.850 in.) is an
indication that the brake assembly has been
subjected to high temperature operation, result-
ing in permanent set of the spring. This causes
loss of spring force at working height.
2. Measure the spring force at maximum service
deflection of a spring tester as shown in Figure
6-23. Use an outer spring guide for test setup
purposes.
3. Set up the dial indicator between the tester
arbor and the table. Place the outer spring
guide under the tester arbor. Lower the arbor
firmly onto the spring guide. Disregard any
tester reading. Hold the arbor in this position
and set the indicator dial to ZERO, as shown in
View A. Figure 6-23.
4. Raise the arbor. Place the return spring over the
spring guide and lower the arbor slowly until the
dial indicator again reads ZERO. Read the
spring force on the tester scale, as shown in
View B, Figure 6-23.
This value is the spring return force exerted under
maximum deflection installed in the piston subas-
sembly. Because of the manufacturing tolerances,
this can be as low as 113 kg (250 lbs), but will usually
measure greater than 136 kg (300 lbs). It is recom-
mended that springs measuring a lower force than
113 kg (250 lbs) under these test conditions be
replaced.
1. Tester Arbor
2. Outer Spring Guide
3. Tester Table
4. Return Spring
5. Tester Force Scale
FIGURE 6-23. INSPECTING PISTON RETURN
SPRINGS
Setup for inspecting piston return springs at
maximum operating deflection. Set up tester
as at (A), disregarding any force scale read-
ing; install return spring over outer spring
guide, compress slowly until dial indicator
again reads zero, read spring force on tester
force scale.
ASSEMBLY
Read and observe all Warning and Caution hazard
alert messages in this publication. They provide
information that can help prevent serious personal
injury, damage to components, or both.
Discard all backup rings, O-rings and dust boots and
use new ones when servicing the caliper.
Adjuster and Pin Assembly
Adjuster and adjuster pins are critical items in
the operation of the piston return mechanism
and must not be mishandled. Under no circum-
stances should the pin diameter be clamped in a
vise or gripped with pliers. In normal use, the
surface of the pin will show only a very slow rate
of wear and both pins and adjuster will normally
outlast many brake lining changes and brake
overhauls.
NOTE: Any rework of the adjuster pin must be
avoided unless absolutely necessary.
If required, install the adjuster onto the adjuster pin
using the following procedure.
1. Place the adjuster and pilot pin subassembly
onto the end of the adjuster pin.
2. Press the adjuster (4, Figure 6-24) off the
expendable pilot pin onto the adjuster pin.
3. Press the second adjuster onto the adjuster pin.
4. Continue to push the adjuster along the
adjuster pin until it contacts the previously
installed adjuster.
5. After assembly, check the adjuster force of the
adjuster assembly. See instructions elsewhere
in this chapter.

A. Discard pilot pin
1. Arbor
2. Special Sleeve B
3. Pilot Pin
4. Adjuster Assembly
5. Adjuster Pin
6. Special Sleeve A
FIGURE 6-24. INSTALLING ADJUSTER ON
ADJUSTER PIN
Use of special sleeves A and B to install adjuster
onto adjuster pin in correct position for assembly
in piston subassembly.
Piston Subassembly
1. Install inner spring guide (10, Figure 6-25) into
the piston cavity.
2. Install adjuster pin (8) with the adjuster assem-
blies installed onto the adjuster pin.
3. Install outer spring guide (7).
4. Install return spring (6).
5. Install spring retainer (5).
6. Position the piston assembly onto an arbor
press table as shown in Figure 6-16. Use spe-
cial sleeve A shown in Figure 6-26 over the
adjuster pin. Position the threaded ring over the
special sleeve.
7. Slowly lower the arbor and compress the return
spring to minimum height, and hold.
8. Screw the threaded ring against the spring
retainer, using a spanner wrench to ensure that
the threaded ring is bottomed. Holding the
spring compressed, back off the threaded ring
one full turn, plus the additional amount needed
to install the lock ring into the first available lock
ring position.
NOTE: This procedure provides the required built-in
clearance (BIC).
9. Raise the arbor, remove the piston assembly
from the arbor press, and install the lock ring.
1. Lock Ring
2. Threaded Ring
3. O-Ring
4. Adjuster Pin Washer
5. Spring Retainer
6. Return Spring
7. Outer Spring Guide
8. Adjuster Pin
9. Adjuster
10. Inner Spring Guide
11. Piston
FIGURE 6-25. PISTON SUBASSEMBLY
FIGURE 6-26. SPECIAL SLEEVES
Brake Caliper
Use only the specified components when servic-
ing the caliper. Do not mix components from
other calipers. If the wrong components are
installed, the caliper will not operate correctly
and can cause damage to the equipment. Use of
non Komatsu (OEM) parts can cause damage,
loss of braking and serious personal injury.
1. Position the housings onto a work surface so
that the cylinder bores are up.
2. Lubricate all cylinder bores, seals, backup
rings, piston seal surfaces and seal grooves
with silicone grease, such as Dow Corning
DC4. If this is not available, use the same
hydraulic fluid used in the brake system to lubri-
cate the parts.
3. Install a new piston O-ring into the groove of
each service piston bore. Push the O-rings to
the bottom of the grooves.
4. Install a new piston backup ring above each pis-
ton O-ring.
NOTE: Do not apply grease to the dust seals.
5. Install two new service piston dust seals into the
dust seal grooves of each caliper housing. Ver-
ify that the dust seals are fully seated.
6. Install a washer and new O-ring onto the
exposed part of each adjuster pin.
7. Lightly apply silicone grease to the four service
piston assemblies and adjuster pin O-rings.
Inspect the outside diameter of each service pis-
ton for nicks, scratches, surface roughness or
other defects. Replace service pistons having
any of these defects.
8. Install the four service pistons (1, Figure 6-27)
into the piston bores of each caliper housing.
Seat each piston evenly around each O-ring,
and with even pressure, push the piston
through the O-ring and backup ring. Prevent the
piston from cocking in the bore. Verify that the
piston pin is aligned with its hole in the housing.

9. Install a lock washer and locknut onto each pis-
ton pin.
When tightening the nuts, avoid turning the
adjuster pins. This can cause damage to the O-
ring and cause the seal to leak.
10. Hold the adjuster pin using a 5/32-inch hex
wrench and tighten the nuts to 13.6-17.00 Nm
(120-150 in. lb).
11. Place each housing subassembly onto the arbor
press, and press the piston subassemblies into
their cavities to the maximum retracted position.
Re-tighten adjuster pin nuts as described in
Step 10.
1. Piston Assembly 2. Dust Seal
FIGURE 6-27. SERVICE PISTONS
12. Install a new smaller diameter 63.5 mm (2.5 in.)
parking piston backup rings (2, Figure 6-28) into
the ring groove of each caliper housing.
NOTE: Position the O-rings into the grooves below
the backup rings so that the backup rings are closest
to the disc.
13. Lightly lubricate two new smaller diameter 63.5
mm (2.5 in.) parking piston O-rings (1) using sil-
icone grease. Install the O-rings into the O-ring
grooves of each caliper housing.
Inspect the outside surfaces and grooves of each
parking piston for nicks, scratches, surface
roughness or other defects. Replace parking pis-
tons having any of these defects.
14. Install a new larger diameter 127 mm (5 in.)
parking piston backup ring (2, Figure 6-29) into
the outer groove of each parking piston.
NOTE: Position the O-rings into the parking piston
grooves next to the backup rings so that the O-rings
are toward the smaller diameter of the parking piston
and the backup ring will be farthest from the disc.
15. Lightly lubricate two new larger diameter 127
mm (5 in.) parking piston O-rings (3) using sili-
cone grease. Install one O-ring into the O-ring
groove of each parking piston.
16. Lightly apply silicone grease to the outside sur-
faces of each parking piston.
NOTE: Seat the piston evenly around each O-ring
and with even pressure, push the piston through the
smaller diameter O-ring and backup ring into the
caliper housing bore. Prevent the piston from cocking
in the bore.

FIGURE 6-28. PARK PISTON SEALS
1. Parking Piston
2. Backup Ring
3. O-Ring
FIGURE 6-29. O-RING INSTALLATION
17. Install the parking piston (3, Figure 6-30) into
the parking piston bore of each caliper housing
until fully seated. The smaller diameter portion
of each parking piston is inserted into the cali-
per housing bore first, toward the inside of the
caliper housing.
NOTE: There is risk of cutting the back-up ring or O-
ring during piston installation. An incorrectly
assembled parking brake piston will have a portion of
the back-up ring exposed, and/or a sliver of the back-
up ring will be found on the work bench. If a
damaged back-up ring or O-ring is discovered,
replace the back-up ring and O-ring with new parts
before proceeding.
18. Apply graphite-based anti-seize compound to
the tapered surfaces of the adjusting collar.
19. Working from the inside of each caliper housing,
install the parking piston adjusting collar into the
inner bore of each piston. The collar should
conform to the shape of the inner bore of the
parking piston.
20. Install snap ring (2, Figure 6-31) into the snap
ring groove of each parking piston inner bore to
retain the adjusting collars.
21. Make a short bend in the end of a length of
safety wire. Hook the bent end of the wire into
one of the slots in the adjusting collar to keep it
from turning when the adjusting bolt is installed.
1. O-Ring
2. Backup Ring
3. Parking Piston
4. Housing
FIGURE 6-30. PARKING PISTON
1. Adjusting Collar
2. Snap Ring
3. Parking Piston
FIGURE 6-31. ADJUSTING COLLAR
22. Screw the adjusting piston (1, Figure 6-32) into
the adjusting collar finger tight, until fully seated
into the parking piston.
23. Remove the safety wire.
24. Press a new parking piston boot into each cali-
per housing until fully seated. Snap the inner lip
of the parking piston boot into the groove of the
parking piston adjusting bolt.
NOTE: The end plates have left and right orientation.
Verify that the end plates are correctly installed to
match the contour of each brake lining backing plate.
Verify that the lining assembly slides freely in the end
plates and is not binding.
25. Install end plates (2, Figure 6-33) and end plate
cap screws into each caliper half. Tighten the
cap screws to 515-624 Nm (380-460 ft lb).
26. Ensure thread engagement by inserting the
shoulder bolt into the lining pad threaded hole.
The shoulder bolt must be completely bottomed
against the back-face of the lining pad.
NOTE: If a shoulder bolt is not bottomed against the
lining pad, it is recommended to re-tap the lining pad
threaded hole and check thread engagement again.
Do not use a lining pad which will not provide enough
thread engagement.
27. Install a new lining assembly (1) into the caliper
half. Position the threaded hole into each lining
assembly backing plate, to align with the hole in
the parking piston adjusting bolt.
28. Secure the lining assembly to the caliper hous-
ing using safety wire so that it cannot move.
Secure the lining assembly to the caliper housing
using safety wire so that it cannot move. Move-
ment of the lining assembly after the next steps
will affect the parking piston adjustment which
may cause the brake to drag after installation.
The lining must remain tight against the caliper
housing until the brake is installed onto the
truck.
1. Adjusting Piston 2. Caliper
1. Brake Lining 2. End Plate
FIGURE 6-33. END PLATES
29. Ensure the threads on the shoulder bolt and
adjusting bolt are not damaged. Replace all
damaged parts with new parts. Before installing
the shoulder bolt, apply Loctite 272 (5, Figure
6-34) to the shoulder bolt threads in sufficient
quantity to fill all threads.
NOTE: For best performance, the threads and lining
surfaces should be clean and free of grease. Use of
Loctite Primer is recommended.
30. Install the spring onto the shoulder bolt. Insert
the shoulder bolt and spring (1) into the adjust-
ing bolt (3).
31. Using a long 3/16-inch hex wrench (4), align the
backing plate threaded hole with the shoulder
bolt and install the shoulder bolt and tighten to
13.6-17.0 Nm (120-150 in. lb).
32. Thoroughly apply a graphite-base anti-sieze
compound to all spring washer surfaces, outer
parking piston surfaces and to the threads of
the parking piston cap.
NOTE: The concave side of the first spring washer
must face the parking piston, cup down. Install the
second cup up, third cup down and fourth cup up.
NOTE: Center each of the spring washers in the
piston to make installation of the parking piston cap
easier.
33. Install four spring washers (1 & 2, Figure 6-35)
onto the surface of each parking piston.
1. Shoulder Bolt & Spring
2. Parking Piston
3. Adjusting Bolt
4. Hex Wrench
5. Loctite 272
FIGURE 6-35. PARK PISTON SPRING
WASHERS
1. Spring Washers (Concave side toward cap)
2. Spring Washers (Concave side toward piston)
3. Spring Piston Cap
34. Using special tool (Figure 6-6), install the park-
ing piston cap (1, Figure 6-36) into each caliper
housing. Then tighten to 678 Nm (500 ft lb).
35. Using a suitable hex wrench, install the pipe
plug into the center hole of each parking piston
cap. Tighten each pipe plug until it is flush with
the surface of the cap.
NOTE: Retain the crossover tubes for assembly after
the brake is installed onto the vehicle.
36. Install the fittings, bleeder screws and plugs into
the housing subassemblies according to 12
o'clock or six o'clock installation requirements.
37. Cover any open ports to prevent contamination.
1. Parking Piston Cap
2. Spanner Wrench
Holes
3. Plug
FIGURE 6-36. CALIPER
PERIODIC INSPECTIONS
Inspect the caliper, linings and disc on a periodic
schedule.
Shoes, Linings and End Plates
End Plates. To help prevent abnormal lining
wear, replace worn, bent or cracked end plates
and distorted shoes. Inspect the end plate cap
screws for wear. Replace the cap screws if worn.
NOTE: End plate cap screws are highly stressed.
Lining Wear. Replace the linings when the
thickness of the lining is less than 3.2 mm (0.125
in.) from the back plate.
Lining Wear Not Even. Replace the linings if the
thickness of the two linings is significantly
different. Check the pistons for correct operation.
Replace the piston or housing if a piston is
cocked in the bore. Check that the disc surface is
flat and parallel to the linings.
Oil or Grease on the Linings. Replace the linings.
Cracks on the Linings. Replace the linings that
have larger or deeper cracks than the small, tight
cracks on the surface of the lining which are
normal when the caliper is used under high
temperature conditions. These cracks are
referred to as heat check cracks.
Inspect the following areas for fluid leaks.
Pistons. If fluid leaks at a piston, disassemble the
caliper. Inspect the piston, bore, O-rings and
backup rings. Service as necessary.
Elbow Fitting. If fluid leaks at the elbow fitting,
tighten the fitting. If the leak continues, replace
the O-ring.
Tube Assembly. If fluid leaks from the tube
assembly, tighten or replace the tube or fitting.
Adjuster Pin. If fluid leaks at the adjuster pin, hold
the pin and tighten the nut to 120-150 lb-in (13.6-
17 N m). If the leak continues, replace the O-ring.
Bleeder Screw. If fluid leaks at the bleeder screw,
tighten the bleeder screw. If the leak continues,
replace the bleeder screw.
Inlet Fitting. If fluid leaks at the inlet fitting, tighten
the fitting. If the leak continues, replace the O-
ring.
Dust Boots
Verify that the dust boots are soft and flexible.
Disassemble the caliper and replace the dust
boots that are hard or damaged.
Brake Disc
Refer to Brake Disc Inspection in this chapter. If
the disc is worn beyond the wear limits, replace
the disc.
BRAKE LINING
Replacement
Inspect brakes periodically for wear. Linings must be
replaced when lining material has been worn to a
minimum of 3.2 mm (0.125 in.). Use of linings
beyond this wear limit will result in a decrease of
braking action, and possible damage to disc.
When replacing linings, never mix new and used
linings in an assembly.
1. To change linings, refer to Caliper Removal in
this chapter.
2. Place the caliper on a suitable work bench.
Refer to Caliper Disassembly, and follow Steps
1-14 to remove the brake linings.
3. Inspect condition of brake caliper thoroughly
before installing linings.
a. Inspect for evidence of fluid leakage. If
present, brake must be removed for disas-
sembly, inspection and repair.
b. Inspect condition of dust shields. These
should be soft and pliable, and show no evi-
dence of hardening of material, rupture, etc.
c. Inspect condition of tubing and fittings. If
leakage is evident, correct or replace fittings
as necessary.
Do not rub or press dust shield directly over
sharp edge around piston cavity. This may cause
dust shields to be cut.
d. Wipe brake housing and lining retaining
plates clean before installation of new lin-
ings. If a petroleum base cleaning fluid is
used, such as diesel fuel, use sparingly on
dust shields and wipe dry after cleaning.
4. Squeeze the service pistons back into the bores
by using a special tool or a large C-clamp over
the piston and the back side of the caliper. Use
caution not to damage dust shields.
5. Refer to Caliper Assembly, Steps 19-35 to
install new brake linings.
6. Refer to Caliper Installation to install caliper on
truck.
BRAKE DISC
Inspection
Inspect brake discs for wear.
1. Place a straight edge across face of disc and
measure from straight edge to worn face. The
disc must be replaced when this measurement
is 1.52 mm (0.06 in.) or more on either side of
the disc, or when the disc thickness is 22.3 mm
(0.88 in.) on the worn face (see NOTE). It may
be difficult to use a straight edge on the inner
surface of the disc, so a visual comparison may
be used with that of the outer surface. Normally,
wear will be the same on both sides. See Figure
6-37.
NOTE: The disc only needs to be replaced when 20
to 25% of the disc wear surface is worn below 22.3
mm (0.88 in.).
2. It may be difficult to use a straight edge on the
inner surface of the disc, so a visual comparison
may be used with that of the outer surface. Nor-
mally, wear will be the same on both sides.
NOTE: When installing new linings to be used
against a worn disc, useful lining life will be
shortened by the depth of the disc wear, since the
lining must advance this additional distance before
braking force is effective. In addition, the uneven
wear on the disc face will accelerate lining wear.
FIGURE 6-37. REAR BRAKE DISC WEAR LIMITS
SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE
GENERAL
These procedures apply ONLY to the brake lining
assemblies obtained from Komatsu Parts Dept. for
use on Komatsu Electric Drive Trucks equipped with
original equipment disc brakes.
Conditioning and burnishing of service brake linings
must be performed each time a new set of brake lin-
ings are installed, or before a new Komatsu Truck is
put into operational service. A surface pyrometer is
required to measure brake disc temperatures during
the conditioning procedures.
If Brake Certification type tests are to be run, all lin-
ings and discs should be new and the factory should
be notified. For in-service testing of service brakes,
new linings or discs are not necessary.
Front discs should be in serviceable condition with no
metal smearing or metal buildup from previous use
and not extensively rough or grooved. Inspect discs
for wear limits.
Rear discs will operate at higher temperatures and
can be dark blue in color and show periodic spots
[approximately 3.8 cm (1.5 in.) in size] and still be
serviceable. A disc that is extremely heat-checked
with radial cracks open to show a gap must not be
used.
To prevent lining damage during burnishing, as
well as for stop distance tests, release the brakes
as quickly as possible at the end of each cycle or
stop.
The burnish procedure consists of:
1. Alternately applying and releasing the service
brakes until the recommended brake disc sur-
face temperature is reached: then allow brakes
to cool. Cool brakes, if necessary, by driving
machine. (Rear brakes will normally cool faster
than fronts.) Repeat cycle 3 - 4 more times.
2. To expedite the burnishing cycles of heating
and cooling, operate the brakes on only one
axle at a time, so that the other system will be
cooling (operate front brakes with rear brakes
disconnected, or rear brakes with front brakes
disconnected).
3. The recommended order for burnishing is:
Front, Rear, Front, Rear, Front, Rear and Front.
SAFETY PRECAUTIONS
BEFORE DISCONNECTING PRESSURE
LINES, REPLACING COMPONENTS IN THE
HYDRAULIC CIRCUITS, OR INSTALLING
TEST GAUGES, ALWAYS BLEED DOWN
HYDRAULIC STEERING AND BRAKE
ACCUMULATORS.
The steering accumulators can be bled down
with engine shut down, turning the keyswitch
OFF and waiting 90 seconds. Confirm the
steering pressure is released by turning the
steering wheel - No front wheel movement
should occur. Open the two valves (7, Figure
6-19) at the bottom of the brake accumulators
(inside brake cabinet) to bleed down the two
brake accumulators.
BEFORE DISABLING ANY BRAKE CIRCUIT,
ensure truck wheels are blocked to prevent
possible rollaway.
FRONT BRAKES MUST BE DISCONNECTED
WHEN BURNISHING THE REAR BRAKES.
Front brakes require burnishing
independently from rear brakes in order to
control disc temperatures
EXTREME SAFETY PRECAUTIONS SHOULD
BE USED WHEN MAKING HIGH-ENERGY/
HIGH-SPEED BRAKE STOPS ON ANY
DOWNGRADE.
Safety berms or adequate run off ramps are
necessary for any stopping performance
tests.
Heavy smoke and foul odor from brake
linings is normal during burnishing
procedures.
Rear Brake Conditioning
Note: Front brakes will require burnishing
independently from rear brakes in order to control
disc temperatures.
Extreme safety precautions should be used when
making high-energy/high-speed brake stops on
any downgrade. Safety berms or adequate run off
ramps are necessary for any stopping perfor-
mance tests.
1. Temporarily disconnect the FRONT brakes
using the following procedure:
a. Observe safety precautions on the previous
page. Bleed down the steering accumulators
with engine off, and turn the key switch OFF
and wait 90 seconds. Confirm the steering
pressure is released by turning the steering
wheel - No front wheel movement should
occur.
b. Open the two valves (7, Figure 6-38) at the
bottom of the brake accumulators (inside
brake cabinet) to bleed down the two brake
accumulators.
c. Disconnect BF hydraulic tube (5, Figure 6-
38) at both ends inside brake control cabinet.
Install a #8, 0.75 x 16UNF-2B, 37 flare Cap
Nut (WA2567, or equivalent) on each fitting
where tube was removed. Tighten caps to
standard torque to prevent leakage. Cap or
plug tube to prevent contamination.
NOTE: This will disconnect the hydraulic supply from
the operator's brake pedal to the front brakes. There
will be a noticeable loss of braking action at the
pedal. However, this method of temporarily disabling
the brakes will still permit the application of Brake
Lock, in the event of an emergency.
d. Close accumulator bleed valves handles (7).
2. Disconnect pressure sensor (2, Figure 6-39) by
disconnecting connector (1) inside the brake
cabinet. By disconnecting circuit 44R, propul-
sion will be allowed with the service brakes
applied.
3. Drive empty truck on level terrain at speeds of
8-16 kph (5-10 mph) while applying (dragging)
the brakes using sufficient pressure to make
engine work until the disc temperatures reach
or just exceed 316C (600F).
NOTE: The override switch on the instrument panel
must be depressed and held by the operator in order
to propel the truck with the brakes applied.
FIGURE 6-38. BRAKE MANIFOLD AND
COMPONENTS
1. BR Hydraulic Tube
2. Rear Brake
Accumulator
3. Brake Manifold
4. Front Brake
Accumulator
5. BF Hydraulic Tube
6. Brake Lock Shuttle
Valve
7. Brake Accumulator
Bleed Valves
1. Connector 2. Pressure Sensor
Do not exceed 800F (427C) disc temperatures
during burnishing.
4. Allow the brake discs to cool to approximately
121C (250F) between cycles.
5. Repeat steps 3 and 4.
6. If the linings smoke or smell during the second
cycle, continue to repeat burnishing cycle until
smoke and smell are gone or are significantly
reduced.
7. Reconnect front brakes:
a. Relieve pressure in the hydraulic system
described in Steps 1a and 1b.
b. Remove the cap nuts and reinstall tube (5,
Figure 6-38). Tighten the tube nuts to stan-
dard torque.
c. Close accumulator bleed valves (7).
d. Re-connect connector (1, Figure 6-39) to the
wiring harness
8. Start the engine and check for leaks.
9. Ensure all brakes are functioning properly and
have cooled to approximately 121C (250F) or
less before releasing truck.
10. Verify that pressure sensor and circuit 44R is
functioning correctly. With the truck empty and
on a level surface, accelerate up to 16 kph (10
mph). Apply the service brakes. The drive sys-
tem must drop out of propulsion at this time. If it
does not drop propulsion, troubleshoot the sys-
tem and repair the problem. Do not release the
truck to production unless propulsion is discon-
tinued when the service brakes are applied.
NOTES:
L01041 Index L1-1
SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2
HYDRAULIC COMPONENT REPAIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7
HOIST CIRCUIT COMPONENT REPAIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8
HYDRAULIC CHECKOUT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10
L1-2 Index L01041
NOTES
L02047 Hydraulic System L2-1
SECTION L2
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
HYDRAULIC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
High Pressure Hydraulic Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
Steering System Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
DISABLED TRUCK CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
STEERING AND BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
HOIST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-7
Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-7
Dumping Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-7
L2-2 Hydraulic System L02047
NOTES:
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM OPERATION
The following describes the basic hydraulic system
operation. Further system description is outlined
under different system circuits such as the hoist cir-
cuit and steering circuit in this section of the manual.
Refer to Section J for details regarding the hydraulic
brake system.
The hoist, steering and brake circuits share a com-
mon hydraulic tank (1, Figure 2-1). The tank is
located on the left frame rail forward of the rear
wheels.
The service capacity of the tank is 901 l (238 gal).
Type C-4 hydraulic oil is recommended for use in the
hydraulic system.
NOTE: It is recommended that any hydraulic oil
to be used for filling or adding to the hydraulic
system is routed through a 3 micron filter device
prior to use.
FIGURE 2-1. HYDRAULIC PUMPS AND TANK (VIEWED FROM BELOW TRUCK)
1. Hydraulic Tank
2. Hoist Cylinder
3. Steering / Brake Pump
4. Hoist Circuit Filters
5. Hoist Circuit Hydraulic
Pump
When servicing the hydraulic system, relieve
pressure before disconnecting hydraulic and
other lines. Tighten all connections before apply-
ing pressure.
immediately.
COMPONENT DESCRIPTION
Hoist Pump
The hoist pump (5, Figure 2-1) is a tandem gear type
pump. The pump is mounted behind the main alter-
nator and driven by a drive shaft connection between
the pump and the accessory drive output of the alter-
nator. The pump has a total output of 851 l/min (225
GPM) at 1900 RPM.
Steering/Brake Pump
The Steering/Brake system pump (3, Figure 2-2) is
mounted on the rear of the hoist system pump and
coupled to the hoist pump driveshaft. This pump has
an output of 246 l/min (65 GPM) at 1900 RPM. Out-
put from this pump provides oil for the truck steering
system as well as the service brake system.
Tank
The hydraulic tank (1, Figure 2-2) provides a com-
mon supply of oil for the hoist, steering, and brake
systems. The hydraulic tank service capacity is 901 l
(238 gal).
Oil leaving the hydraulic tank passes through two
100 mesh wire strainers before entering the hydraulic
pumps. Oil level should be checked periodically and
be visible in the bottom sight glass when the body is
down and the engine is running. If filling is required,
use only clean, filtered type C-4 hydraulic oil.
High Pressure Hydraulic Filters
The truck is equipped with high pressure hydraulic oil
filters to filter the oil supply at the outlet of the pumps.
The steering/brake system filter (4, Figure 2-2) and
two hoist circuit filters (4, Figure 2-1) are located on
the right side, behind the fuel tank.
Flow restriction through the filter element is sensed
by a pressure differential switch. When restriction is
excessive, the switch will turn on an indicator lamp
inside the cab to notify the operator that filter service
is required.
Bleeddown Manifold
The bleeddown manifold (6, Figure 2-2) receives oil
from the steering/brake pump and directs it to the
steering accumulators (9), brake system, and to the
flow amplifier (7), for steering circuit components.
Steering System Accumulators
The steering accumulators (9, Figure 2-2) provide an
adequate volume of pressurized oil to allow the truck
to be steered to a safe area if a malfunction occurs in
the pump. (Brake system accumulators store a sup-
ply of oil to allow several brake applications if the
steering/brake pump malfunctions. Refer to Section J
for detailed information.)
FIGURE 2-2. STEERING CIRCUIT COMPONENTS (VIEWED FROM BELOW TRUCK)
1. Hydraulic Tank
2. Hoist Cylinders
4. Steering Circuit Filter
5. Hoist Circuit Pump
6. Bleeddown Manifold
7. Flow Amplifier
8. Steering Cylinders
9. Steering Accumulators
DISABLED TRUCK CONNECTORS
GENERAL
Refer to the appropriate information in this section of
the manual for repair and troubleshooting procedures
for the hoist system components and steering sys-
tem components. Refer to Section J for repair and
troubleshooting procedures for the hydraulic brake
system components.
STEERING AND BRAKE SYSTEM
Ports are provided on the bleeddown manifold to
allow operation of the steering and brake circuits for
temporary truck operation if the steering/brake pump
is not operational. To use this feature, two hoses
(supply and return) from the disabled truck must be
connected to a hydraulic source (such as an opera-
tional truck or an auxiliary power unit).
Hookup
1. When the good truck is in position, stop the
engine and wait two minutes to allow the
hydraulic system to bleed down. Ensure
hydraulic pressure has bled off before connect-
ing any hoses.
NOTE: Maximum hydraulic pressure is not to exceed
24 304 kPa (3,525 psi).
2. Connect the hydraulic supply hose from the
good truck to the supply port (4, Figure 2-3).
NOTE: Failure to attach the return hose from the
disabled truck to the hydraulic pressure source could
cause the disabled truck hydraulic tank to overflow,
or potentially damage the hydraulic power source
due to lack of oil.
3. Connect the return hose from the good truck to
the return port (3).
NOTE: Because there are check valves incorporated
into the bleed down manifold, the pressurized fluid
supplied by the hydraulic source using supply port (4)
will not supply oil to the brake system. To enable
brake system operation, a jumper hose must be
installed between the brake ports (1 & 2). Once the
jumper hose is installed, pressurized oil from the
hydraulic pressure source will be supplied to both the
steering and the brake circuits.
4. If operable brakes are needed on the disabled
truck, connect a jumper hose from brake port
(1) to brake port (2).
5. Start the engine on the good truck and check
the operation of the steering and brake system
6. To disconnect the hoses, stop the engine(s).
Wait two minutes for the hydraulic system to
bleed down. Ensure all hydraulic pressure has
been relieved before disconnecting the hoses.
7. Ensure the brake system jumper hose is
removed when the supply and return hoses are
disconnected from the truck.
FIGURE 2-3. BLEEDDOWN MANIFOLD
1. Brake Port( # 1)
2. Brake Port (# 2)
3. Return Port
4. Supply/Inlet Port
HOIST SYSTEM
Sometimes it is necessary to dump a load from the
body of a truck when the hoist system is inoperable.
To use this feature, two hoses (supply and return)
must be connected to a hydraulic source (such as an
operational truck or an auxiliary power unit).
Quick disconnect fittings (1 & 2, Figure 2-4) are pro-
vided on the overcenter valve to allow operation of
the hoist circuit for temporary truck operation if the
hoist pump, hoist valve or other hoist system compo-
nent is not operational. This will allow maintenance
personnel to raise the truck body to dump the load
In the example, Figure 2-4 illustrates a typical
hookup from the good truck. The disabled truck may
be another Model 830E, or a different Komatsu elec-
tric drive truck model.
NOTE: The hoist circuit relief valves are adjusted to
17 240 kPa (2,500 psi).
NOTE: The matching quick disconnect couplings for
items (1 & 2) is PB4684.
Hookup
Ensure there is an adequate, clear area to dump the
loaded box. When the good truck is in position, stop
the engine and wait two minutes to allow the hydrau-
lic system to bleed down. Ensure hydraulic pressure
has bled off before connecting hoses.
1. With the good truck parked as close as possible
to the disabled truck, attach a hose from the
power up quick disconnect (1, Figure 2-4) to
the power down circuit of the disabled truck.
(Hose must be rated to withstand 17 237 kPa
(2,500 psi) or greater pressure.
NOTE: The power down circuit will use a smaller
diameter hose (tube) than the power up circuit.
2. Connect another hose from the power down
quick disconnect (2) to the power up circuit of
the disabled truck.
NOTE: If both trucks are a Model 830E, the hoses
will be installed at the quick disconnects shown in
Figure 2-4 and will be crossed when connected.
Dumping Procedure
Raising the Body:
3. On the disabled truck, move the hoist control
lever to power up and then release it to place
the hoist pilot valve in the HOLD position (leave
in this position during entire procedure).
4. Start the engine on the good truck, place the
hoist control in the power down position and
increase engine RPM to high idle to dump the
disabled truck. If the body of the disabled truck
fails to raise, increase the good truck power
down relief pressure as follows:
a. Stop the engine and wait two minutes to
allow the hydraulic system pressure to bleed
down.
b. Remove the cap from the hoist pilot valve
relief valve (2, Figure 2-5) located in the
hydraulics components cabinet behind the
cab. While counting the number of turns,
slowly screw the relief valve adjustment
screw clockwise until it bottoms.
5. Repeat Step 4 to dump the disabled truck.
FIGURE 2-4. HOIST CONNECTIONS
1. Power Up Quick Disconnect
2. Power Down Quick Disconnect
3. Over Center Valve
Lowering the Body:
6. Place the hoist lever of the good truck in FLOAT
to lower the body. If necessary, momentarily
place the hoist control in POWER UP until the
body is able to descend in FLOAT. Do not accel-
erate the engine.
7. After body is lowered, stop the engine and wait
two minutes to allow the hydraulic system to
bleeddown. Then disconnect the hoses.
8. Reduce power down relief valve pressure to
normal on good truck by turning the adjustment
counterclockwise the same number of turns as
required in step 4 b.
9. Check power down relief pressure using
instructions in Section L10.
10. Check hydraulic tank oil level.
FIGURE 2-5. RELIEF VALVE
1. Hoist Pilot Valve 2. Relief Valve
L03039 05/10 Hydraulic Component Repair L3-1
SECTION L3
HYDRAULIC SYSTEM COMPONENT REPAIR
INDEX
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6
Inspection Of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
HYDRAULIC TANK STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
Inspect and Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19
HYDRAULIC TANK BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19
HOIST CIRCUIT FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-20
FILTER ELEMENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21
INDICATOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21
L3-2 Hydraulic Component Repair 05/10 L03039
NOTES:
HYDRAULIC SYSTEM COMPONENT REPAIR
HOIST PUMP
Removal
NOTE: It is not necessary to remove the steering
pump with the hoist pump. The steering pump may
be disengaged and supported as the hoist pump is
removed.
1. Turn the key switch OFF and allow ample time
(approximately 90 seconds) for the accumula-
tors to bleed down. Turn the steering wheel to
be sure no oil remains under pressure.
2. Drain the hydraulic tank by use of the drain
valve (12, Figure 3-1) located on the bottom of
the tank.
NOTE: If oil in the hydraulic tank has not been
contaminated, the shut-off valves can be closed and
both pump inlet lines can be drained, eliminating the
need to completely drain the tank. Refer to Figure 3-
1.
3. Remove the rear axle blower hose support
strap.
FIGURE 3-1. HOIST PUMP PIPING (BOTTOM VIEW)
1. Hydraulic Tank
2. Hoist Pump Shut-Off Valves
3. Hoist Pump Suction Hoses
4. Hoist Pump
5. Filter Outlet To Hoist Valve Hose
6. Hoist Pump Outlet To Filter Hose
7. Hoist Circuit Filters
8. Hoist Cylinders
10. Steering Pump Shutoff Valve
11. Hoist Valve Return To Tank Hose
12. Hydraulic Tank Drain
4. Disconnect and remove the hose at the alterna-
tor end and swing clear of work area.
5. Close the shut-off valves (2 & 10, Figure 3-1).
Always maintain complete cleanliness when
opening any hydraulic connection. Ensure that
all system lines and components are capped
while the component is removed from the truck.
6. Cap or cover all lines and pump inlets and out-
lets to prevent contamination.
7. Remove the cap screws securing the hoist
pump drive flange to the drive shaft.
8. Loosen the cap screws securing the inlet hoses
(3) and outlet hoses (6) on the hoist pump and
allow oil to drain. Remove inlet and outlet
hoses.
The hoist pump weighs approximately 128 kg
(282 lbs). The hoist and steering pump together
weigh approximately 227 kg (500 lbs). Use a suit-
able lifting or support device that can handle the
load safely.
9. Attach a suitable lifting or support device to the
hoist pump capable of handling approximately
113 kg (250 lbs). Attach a support to the front
end of the steering pump to hold it in place dur-
ing removal of the hoist pump.
10. Remove the four cap screws securing the hoist
pump to the front support bracket. Remove the
six cap screws holding the support bracket to
the T bracket and remove support bracket.
11. Make sure the lifting and support devices are in
place on both pumps. Loosen (but do not
remove) the rear support bracket cap screws
holding the steering pump. Lower the pumps
allowing hoist pump to come down further than
steering pump.
12. Remove the four cap screws (10, Figure 3-2).
Slide hoist pump forward to disengage the
splines of drive coupling (9) from the steering
pump.
13. Move pump to a clean work area for disassem-
bly.
Installation
NOTE: The following procedure assumes the
steering pump is already in position on the truck.
1. Install O-ring (16, Figure 3-2) to steering pump
(11). Install coupler (9) to hoist pump. If
removed coupler has a snap ring, remove the
snap ring and dispose.
The hoist pump weighs approximately 128 kg
(282 lbs). The hoist and steering pump together
weigh approximately 227 kg (500 lbs). Use a suit-
able lifting or support device that can handle the
load safely.
2. Attach a suitable lifting or support device to the
hoist pump capable of handling approximately
113 kg (250 lbs). Move pump into position in
truck.
3. Lubricate the steering pump spline shaft and
align with coupling (9). Install hoist pump to
steering pump and install cap screws (10) with
hardened washers and tighten to standard
torque. Raise pumps up into position.
4. Attach front support bracket to the T bracket
and to the pump with cap screws, lockwashers
and nuts. Tighten cap screws to standard
torque.
5. Connect hoist pump drive flange to drive shaft
with cap screws, lockwashers and nuts. Tighten
to standard torque.
6. Tighten support bracket cap screw (on rear of
steering pump) to standard torque.
7. Uncap inlet and outlet hoses and install to
pumps using new O-rings. Tighten cap screws
securely.
8. Service the hydraulic tank with C-4 type hydrau-
lic fluid. Refer to Hydraulic Tank, this section for
filling instructions.
9. Open the three suction line shut-off valves.
Loosen cap screws (at the pump) on suction
hoses (12 & 16) to bleed trapped air. Then
loosen cap screws (at the pump) on pressure
hoses to bleed any trapped air. Tighten all cap
screws securely.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
10. Remove fitting (12) and fill the steering pump
case with clean type C-4 hydraulic oil through
the case drain port. It may require 1.9 - 2.9 liters
(2-3 quarts) of oil. Reinstall fitting (12) and con-
nect the hose.
11. Reconnect blower tube and install blower tube
support strap.
FIGURE 3-2. STEERING PUMP REMOVAL
1. Hoist Pump
2. Nut & Washer
3. Dowel
4. O-Ring
5. Cap Screw
6. Bearing Plate
7. O-Ring
8. Transition Plate
9. Coupling
10. Cap Screw
11. Steering & Brake Pump
12. Pump Case Drain
13. Inlet Port
14. Compensator Adjuster
15. Plug
16. O-Ring
17. Nut
18. Unloader Adjuster
Disassembly
NOTE: As parts are removed they should be laid out
in a group in the same order in which they are
removed.
1. Clean the exterior of the pump assembly thor-
oughly. If the steering pump is attached, remove
cap screws (10, Figure 3-2) and pull the steer-
ing pump free of transition plate (8). Remove
O-ring (16).
2. Remove companion flange from driveshaft. If
necessary, heat to 204 to 260C (400 to
500F) to ease removal.
3. Remove coupling (9). Remove snap ring (18) if
damaged or replacement of the coupling is nec-
essary. Remove dowels (3) if damaged, or if
replacement of the bearing plate is necessary.
4. The pump may be supported by placing on
wood blocks with the input drive shaft pointing
down. Mark each section nearest the input drive
gear to facilitate reassembly.
5. Remove nuts (17, Figure 3-2) and remove bear-
ing plate (6) with transition plate (8) and O-ring
(4). Remove cap screws (5) securing the bear-
ing plate to the transition plate and remove
O-ring (7). Remove dowels if damaged, or if
replacement of the transition plate is necessary.
6. Remove connector plate (9, Figure 3-3).
Remove O-ring (8) and steel rings (10) and
(14). Remove dowels (6) if damaged, or if con-
nector plate replacement is necessary.
NOTE: If the connector plate is stuck, tap lightly with
a plastic hammer to loosen.
7. Remove backup ring (15), O-ring and retainer
(16) and isolation plate (17). Grasp the drive
gear (12) and idler gear (11) and pull straight up
and out of the gear plate (5) bore. Remove
pressure plate (18) from gears.
8. Remove gear plate (5) and pressure plate (19).
Remove steel rings, backup ring, O-ring and
retainer and isolation plate. Remove O-ring (3)
and stud O-ring (4).
FIGURE 3-3. HOIST PUMP DISASSEMBLY
1. O-Ring
2. Bearing Plate
3. O-Ring
4. O-Ring
5. Gear Plate
6. Dowel
7. Stud
8. O-Ring
9. Connector Plate
10. Steel Ring
11. Idler Gear
12. Drive Gear (Rear)
13. Bearings
14. Steel Ring
15. Backup Ring
16. O-Ring & Retainer
17. Isolation Plate
18. Pressure Plate
19. Pressure Plate
20. Dowels
21. Coupling
22. Snap Ring
23. O-Ring
9. Remove bearing plate (2). Remove O-ring (23)
and stud O-rings (1). Remove dowels (20) if
damaged or replacement of the bearing plate is
necessary.
10. Remove coupling (21). Remove snap ring (22) if
damaged or replacement is necessary.
NOTE: Disassembly of the rear pump section is now
complete. Do not remove thru studs at this time as
the studs serve as guides for disassembly.
11. Remove bearing plate (10, Figure 3-4). If the
bearing plate is stuck, tap lightly with a plastic
hammer to loosen it. Remove O-rings (9) and
(11).
12. Remove steel rings (13), backup ring (14),
O-ring, retainer (15) and isolation plate (17).
Remove dowels (16) if damaged or if replace-
ment of the bearing plate (10) is necessary.
13. Unthread the thru studs (12) and remove.
Remove flange (5), if stuck tap flange lightly
with a plastic hammer to loosen. Remove
O-ring (8). Remove dowels (6) if damaged or if
replacement of the flange (5) or gear plate (7) is
necessary.
14. Remove steel rings, backup ring, O-ring and
retainer. Remove drive gear (1) and idler (3)
from gear plate (7). Remove both pressure
plates (18).
15. Remove outboard shaft seal (2), snap ring (21)
and inboard shaft seal (20).
FIGURE 3-4. HOIST PUMP DISASSEMBLY (FRONT SECTION)
1. Drive Gear & Shaft
2. Seal
3. Idler Gear
4. Steel Ball
5. Flange
6. Dowel
7. Gear Plate
8. O-Ring
9. O-Ring
10. Bearing Plate
11. O-Ring
12. Thru Studs
13. Steel Rings
14. Backup Ring
16. Dowel
17. Isolation Plate
18. Pressure Plate
19. Plug
20. Seal
21. Snap Ring
NOTE: To aid in shaft seal removal place the flange
on two small wooden blocks, refer to Figure 3-5.
16. Use a punch and hammer and tap the outboard
shaft seal out of the flange bore. (Refer to Fig-
ure 3-6.) Use care not to mar, scratch or dam-
age the seal bore surface, or bearings.
17. After the seals and snap ring have been
removed, clean the bore thoroughly. If neces-
sary, the bore may be smoothed with number
400 emery paper (only).
FIGURE 3-5. SEAL REMOVAL PREPARATION
1. Flange
2. Bearings
3. Wooden Blocks
FIGURE 3-6. SHAFT SEAL REMOVAL
1. Flange
2. Punch
3. Bearings
Inspection Of Parts
1. Examine the gear bores in both gear plates, ref-
erence Figure 3-7. During the initial break-in,
the gears cut into the gear plates. The nominal
depth of this cut is 0.203 mm (0.008 in.) and
should not exceed 0.381 mm (0.015 in.). As the
gear teeth cut into the gear plates, metal is
rolled against the pressure plates. Using a knife
or sharp pointed scraper, remove the metal that
was rolled against the pressure plates. Remove
all metal chips that were broken loose.
When removing the rolled up metal, do not
attempt to remove the gear track-in grooves.
2. Examine the pressure plates. They should not
show excessive wear on the bronzed side. If
deep curved wear marks are visible, discard
and replace with new.
3. Examine the gears. If excessive wear is visible
on the journals, sides, or face of the gears, or at
the point where the drive gear rotates in the lip
seal, discard and replace with new.
4. If any of the internal parts show excessive wear,
replace with new. Replace all O-rings and seals
with new.
5. Inspect the bearings, if they are worn beyond
the gray teflon into the bronze material, the
complete flange connector plates or bearing
plate should be replaced.
NOTE: Replacing new bearing in the flange,
connector plates or bearing plate is not
recommended due to close tolerances and special
tooling required for crimping the bearing in place to
prevent bearing spin.
6. Inspect the flange seal bore for scratches or
gouges which may interfere with shaft seal
installation.
7. For additional pump and system inspection
refer to the Troubleshooting Guide.
FIGURE 3-7. GEAR BORE INSPECTION
1. Gear Track-In 2. Gear Plate
Assembly
1. A suitable seal press ring or plug and two small
wood blocks should be available.
2. The following seal installation procedures are
outlined for use with a vise, but they can be
adapted for use with a press if one is available.
3. Open the vise jaws wide enough to accept the
combined thickness of the flange, wood blocks
and press ring.
4. Place the wood blocks flat against the fixed jaw
of the vise. Place the flange plate against the
blocks in such a position that the bearing pro-
jections are between the blocks and clear of the
vise jaw, refer to Figure 3-8.
5. Lubricate the seals with hydraulic oil. Position
the inboard shaft seal (3, Figure 3-9) with the
metal face toward the outboard end of the
flange.
6. Position the press ring over the seal. Make sure
that the seal stays centered and true with the
bore, and start applying pressure with the vise.
Continue pressing the seal until it just clears the
snap ring groove in the bore.
7. Install snap ring (2, Figure 3-9). Make sure the
snap ring opening is over the weep hole (10).
8. Install the Outboard seal (metal face out), until it
just contacts the snap ring.
FIGURE 3-8. SHAFT SEAL INSTALLATION
1. Flange
2. Wood Blocks
3. Bearing Projection
FIGURE 3-9. SHAFT SEAL INSTALLATION
1. Outboard Shaft Seal
2. Snap Ring
3. Inboard Shaft Seal
4. Seal, Metal Face
5. Flange
6. Steel Ball
7. O-Ring
8. Bearing
9. Bearing
10. Weep Hole
11. Plug
12. Dowel
13. Gear Plate
14. Thru Studs
9. Lubricate the thru stud threads (14, Figure 3-9)
with hydraulic oil. Thread the studs into flange
until snug. There are 4 long studs and 4 short
studs. Reference Figure 3-10 for proper stud
location. Lubricate and install O-ring (7). Install
dowel pins (12), if removed. Install gear plate
(13). Make sure the recess in the gear plate will
be toward the connector plate, or facing up
when the gear plate is installed.
10. Install steel rings (5, Figure 3-10). Lubricate and
install backup ring (8), O-ring (7) and ring
retainer (6) as shown in Figure 3-10.
11. Install the isolation plate (9) on the suction side
of the gear plate. The isolation plate has a relief
area milled on one side, turn that side up or
toward the pressure plate.
12. With the bronze side up and the milled slot fac-
ing toward the discharge side, slide pressure
plate (2, Figure 3-11) down into the gear bores
until it rests on the backup ring and O-ring. Do
not force the plate down the gear bores. If it
hangs up on the way down, work it back and
forth until it slides freely into place.
13. Coat the inside of the gear plate and the gears
with clean hydraulic oil.
FIGURE 3-10. PUMP REASSEMBLY
1. Gear Plate
2. Drive Gear
3. Idler Gear
4. Bearing
5. Steel Ring
6. Retainer
7. O-Ring
8. Backup Ring
9. Isolation Plate
10. Relief Area
11. Thru Studs
FIGURE 3-11. PRESSURE PLATE INSTALLATION
1. Gear Plate
2. Pressure Plate
3. Slot
NOTE: To ensure the gear pump is correctly timed
during reassembly, place a mark on the end of the
input shaft to indicate the location of the valley
between any two gear teeth. Refer to Figure 3-12
which illustrates gear pump timing.
14. With the extension end of the drive gear facing
toward the shaft seals, install the drive gear. Do
not drop the gear in the bore as damage to the
bronze face of the pressure plate could result.
Use care when pushing the drive gear exten-
sion thru the shaft seals. Install the idler gear.
15. Install the opposite pressure plate with the
bronze side down and the milled slot facing
toward the discharge side.
FIGURE 3-12. PUMP GEAR TIMING
16. Install steel rings (11, Figure 3-13), backup ring
(12), O-ring and retainer (13). Install isolation
plate with its relief toward the pressure plate.
17. Lubricate and install thru stud O-rings (5) and
connector plate O-ring (7). Install dowel (14) if
removed. Lubricate the I.D. of the bearings (17)
and install connector plate (6). Install snap ring
(8) and coupling (9).
FIGURE 3-13. HOIST PUMP REASSEMBLY
1. Drive Gear and Shaft
2. Idler Gear
3. Gear Plate
4. Relief
5. O-Ring
6. Connector Plate
7. O-Ring
8. Snap Ring
9. Coupling
10. Thru Studs
11. Steel Ring
12. Backup Ring
14. Dowel
15. Isolation Plate
16. Pressure Plate
17. Bearing
18. Lubricate O-ring (3, Figure 3-14) and install in
bearing plate (7). Lubricate O-rings (4) and
install over studs (12). Replace dowel (2) if
removed. Install bearing plate (7).
19. Repeat steps 10, 11 and 12 for installation of the
steel rings, backup ring, O-ring, retainer, isola-
tion plate and pressure plate.
20. Lubricate I.D. of bearings (18, Figure 3-14).
Install O-rings (8 & 9) and dowel (25) if
removed. Install gear plate (10). Make sure
relief in gear plate is toward bearing plate (7).
21. Install rear drive gear (1) and idler gear (13).
The rear drive gear must be timed with the front
drive gear. This is accomplished by lining up a
tooth on the rear drive gear with the valley of
two teeth on the front drive gear, as shown in
Figure 3-12.
FIGURE 3-14. HOIST PUMP REASSEMBLY
1. Drive Gear (Rear)
2. Dowel
3. O-Ring
4. O-Ring
5. Coupling
6. Connector Plate
7. Bearing Plate
8. O-RIng
9. O-Ring
10. Gear Plate
11. Connector Plate
12. Stud
13. Idler Gear
14. Cap Screw
15. Bearing Plate
16. Transition Plate
17. O-Ring
18. Bearings
19. Coupling
20. Nut
21. O-Ring
22. Dowel
23. Dowel
24. O-Ring
25. Dowel
22. Repeat steps 15 and 16 for installation of the
remaining pressure plate, steel rings, backup
ring, O-ring, and retainer and isolation plate.
23. Lubricate and install O-ring (24, Figure 3-14) in
connector plate (11). Install dowel (23) if
removed. Lubricate I.D. of bearing in the con-
nector plate (11). Install connector plate (11)
with flat washers and nuts.
24. Install dowel (22) if removed. Lubricate and
position O-ring (17) in transition plate (16).
Assemble bearing plate (15) to transition plate
and install cap screws (14). Tighten cap screws
to standard torque.
25. Lubricate O-ring (21) and position on bearing
plate (15). Install the assembled bearing plate
and transition plate (15 & 16) to the connector
plate (11) and secure in place with nuts (20).
Tighten nuts to standard torque.
26. Install coupling (19).
27. Lubricate the thru stud threads and install two
opposite stud nuts and hardened washers.
Tighten nuts to 325 to 339 Nm (240 to 250 ft
lbs) torque.
28. Using an 18 inch (45 cm) adjustable wrench,
check pump drive shaft rotation. The drive shaft
will be tight but should turn freely with a maxi-
mum of 7 to 14 Nm (5 to 10 ft lbs) torque, after
the initial surge. (Refer to Figure 3-15.)
29. If the shaft will not turn properly, disassemble
the pump and examine the parts for burrs or for-
eign material causing buildup or interference
between parts.
30. When the input shaft turns properly install the
remaining hardened washers and nuts. Tighten
nuts to 325 to 339 Nm (240 to 250 ft lbs)
torque.
31. Install a new O-ring on steering pump flange
and install steering pump to the transition plate
(16, Figure 3-14). Install cap screws and tighten
to standard torque.
32. Install companion flange on pump driveshaft. If
necessary, heat to 204 to 260C (400 to
500F) to ease installation.
Do not force flange onto shaft. Be certain flange
is bottomed on shaft before it cools.
33. After flange has cooled, install nut and washer
on pump shaft. Tighten to 407 Nm (300 ft lbs)
torque.
FIGURE 3-15. PUMP ROTATION CHECK
1. Wrench
2. Input Shaft
3. Pump
HYDRAULIC TANK
Filling Instructions
NOTE: If filling is required, use only type C-4
hydraulic oil as specified on the truck Lubrication
Chart. Filtering of oil with a 3 micron filtering system
is recommended.
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulator to bleed down
after engine shutdown and key switch OFF.
1. With the engine stopped, body down, and the
key switch OFF, wait for at least 90 seconds.
2. Remove the fill cap (1, Figure 3-16) and add
clean type C-4 hydraulic oil until oil is at the top
sight gauge.
3. Replace fill cap.
4. Start engine, raise and lower the dump body
three times.
5. Continue to repeat steps 1 thru 4 until oil level is
maintained in the top sight gauge with the
engine stopped, key switch OFF, and body
down.
NOTE: With engine running and oil at operating
temperature, the oil should be visible in the lower
sight glass. If not, stop the engine and add oil per
Filling Instructions. Minor adjustments to oil level can
be made by using the drain valve (4).
If a hydraulic system component fails, an oil anal-
ysis should be made before replacing any com-
ponent. If foreign particles are evident, system
must be flushed. Refer to Hydraulic System
Flushing instructions.
Removal
1. Turn key switch OFF and allow at least 90 sec-
onds for the steering accumulator to bleed
down.
Be prepared to contain approximately 901 l (238 gal.)
of hydraulic oil. If the oil is to be reused, clean
containers must be used with a filtering (3 micron)
system available for refill.
2. Thoroughly clean the outside of the hydraulic
tank and attached equipment.
Take care to avoid contact with hot oil if truck
has been operating. Avoid spillage and contami-
nation.
3. Drain the hydraulic tank by opening the drain
valve (4, Figure 3-16) located on the side of the
tank.
4. The last little bit of oil can be drained by remov-
ing the magnetic drain plug located on the bot-
tom of the tank.
FIGURE 3-16. HYDRAULIC TANK
1. Fill Cap
2. Sight Gauges
3. Breather Filters (2)
4. Drain Valve
5. Disconnect all of the hydraulic lines connected
to the tank. Plug lines to prevent possible con-
tamination to the system. Tag each line at
removal for proper identification during installa-
tion.
6. Attach a lifting device to the hydraulic tank.
The hydraulic tank weighs approximately 544 kg
(1,200 lbs). Use a suitable lifting device that can
handle the load safely.
7. Disconnect the ground strap from the hydraulic
tank.
8. Disconnect the wiring harness from the hydrau-
lic tank.
9. Remove cap screws (4, Figure 3-17), lockwash-
ers (5) and flat washers (6) securing the
hydraulic tank to the frame.
10. Remove cap screws and flat washers (2), then
remove caps (3).
11. Lift the hydraulic tank from the frame. Move the
hydraulic tank to a clean work area for disas-
sembly or repair.
Installation
The hydraulic tank weighs approximately 544 kg
1. Install hydraulic tank into position on truck.
Install caps (3, Figure 3-17) with cap screws (2)
and flat washers. Tighten to 615 Nm (454 ft lb)
torque.
2. Install cap screws (4), lockwashers (5), flat
washers (6) through rubber mounts (7) to
secure the hydraulic tank. Tighten to 800 N.m
(590 ft lb).
FIGURE 3-17. HYDRAULIC TANK
1. Hydraulic Tank
2. Cap Screw & Washer
3. Cap
4. Cap Screw
5. Lock Washer
6. Flat Washer
7. Rubber Mount
3. Uncap hydraulic lines and attach to the proper
connections.
4. Replace breather filters if required.
5. Connect truck wiring harness to hydraulic tank.
Connect hydraulic tank ground strap.
6. Fill the hydraulic tank with clean, filtered C-4
hydraulic oil. Refer to Filling Instructions.
7. Bleed all air from hydraulic lines.
8. Bleed trapped air inside steering pump. Refer to
Pump Pressure Setting, Section L for air bleed-
ing procedure.
HYDRAULIC TANK STRAINERS
Removal
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulator to bleed down
after engine shutdown with the key switch OFF.
1. Stop the engine and turn the key switch OFF
and wait at least 90 seconds.
NOTE: If the oil is to be reused, clean containers
must be used with a filtering (3-micron) system
available for refill.
2. Drain the hydraulic tank by opening the drain
valve (4, Figure 3-16) located on the side of the
tank.
3. The last little bit of oil can be drained by remov-
ing the magnetic drain plug located on the bot-
tom of the tank.
4. Disconnect hoist pump supply hoses at the
tank.
5. Remove the 22 cap screws (8, Figure 3-18)
securing cover (7) to the hydraulic tank.
Remove and discard gasket (6).
6. Remove cap screws (5), flat washers and lock-
washers securing suction strainers (4) to the
hydraulic tank. Remove suction strainers.
Inspect and Clean
NOTE: Inspect the strainers thoroughly for metallic
particles and varnish build up (if oil has been
overheated). The quantity and size of any particles
may be an indication of excessive wear of
components in the hydraulic system.
1. Clean the strainers with fresh cleaning solvent
from the inside out.
2. Inspect the strainers for cracks or wear.
Replace, if necessary.
3. Clean any sediment from bottom of hydraulic
tank.
FIGURE 3-18. STRAINER REMOVAL
1. Hydraulic Tank
2. Temp Sensor
3. Oil Level Probe
4. Suction Strainer
5. Cap Screw
6. Gasket
7. Cover
8. Cap Screw
9. Cap Screw
10. Plate
11. Gasket
12. Cap Screw
13. Plate
14. Diffuser
Installation
1. Install suction strainers (4, Figure 3-18) into
hydraulic tank and secure in place with cap
screws (5), flat washers and lockwashers.
Tighten cap screws to standard torque.
2. Install cover (7) using new gasket (6). Secure in
place using cap screws (8), flat washers and
lockwashers. Tighten cap screws to standard
torque.
3. Attach all hydraulic hoses to the hydraulic tank.
4. Fill the hydraulic tank, refer to Hydraulic Tank
Filling Instructions. Open the three suction line
shut-off valves.
5. Loosen suction line connections at both pumps
to bleed any trapped air. Tighten hose connec-
tions.
6. Bleed trapped air inside steering pump. Refer to
Pump Pressure Setting, Section L for air bleed-
ing procedure
HYDRAULIC TANK BREATHERS
There are two breather filters (3, Figure 3-16) located
on top of the hydraulic tank to allow air in and out of
the tank. The filters should be replaced at the interval
specified on the lubrication chart.
Keep the area around the breather filters clean and
free of debris build up. If there is any sign that the
breather filters are oil soaked, replace the filters as
soon as possible and check for proper oil level. Once
the breather filters become oil soaked, they will plug
very quickly.
NOTE: Plugged breather filters can cause pressure
build up inside the hydraulic tank and can cause the
service brakes to drag.
HOIST CIRCUIT FILTERS
Two hoist circuit filters (Figure 3-19) are located on
the fuel tank below the right frame rail. The filters pro-
vide secondary filtering protection for hydraulic oil
flowing to the hoist valve and hoist circuit compo-
nents.
An indicator switch (5) is designed to alert the opera-
tor of filter restriction before actual bypass occurs.
The switch contacts close at 241 kPa (35 psi) to actu-
ate a warning lamp on the overhead display panel.
Actual filter bypass occurs at 345 kPa (50 psi).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service for rec-
ommended normal filter element replacement inter-
val. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.
FIGURE 3-19. HOIST CIRCUIT FILTER ASSEMBLY
1. O-Ring
2. Plug
3. Filter Head
4. O-Ring
5. Indicator Switch
6. O-Ring
7. Backup Ring
8. Setscrew
9. Filter Element
10. Bowl
11. Bleed Plug
12. O-Ring
13. Bottom Plug
FILTER ELEMENT REPLACEMENT
Relieve pressure before disconnecting hydraulic
and other lines. Tighten all connections before
applying pressure.
immediately.
Removal
1. With the key switch OFF, allow at least 90 sec-
onds for the accumulators to bleed down.
2. Remove bleed plug (11, Figure 3-19). Remove
bottom plug (13) and drain oil from the housing
into a suitable container.
nation!
3. Loosen setscrew (8). Remove bowl (10).
4. Remove filter element (9).
5. Remove and discard backup ring (7) and O-ring
(6).
6. Clean bowl in solvent and dry thoroughly.
Installation
1. Install new element (9). Install new O-ring (6)
and backup ring (7).
2. Install bowl on filter head and tighten. Lock in
place with setscrew (8).
3. Install bottom plug (13), and bleed plug (11).
INDICATOR SWITCH
The indicator switch (5, Figure 3-19) is factory preset
to actuate at 241 kPa (35 psi). When activated, the
switch will illuminate the amber Hydraulic Oil Filter
warning lamp located on the overhead display panel
in the operators cab.
Note: Excessive restriction in either the hoist circuit
filter, or the steering circuit filter element will cause
the Hydraulic Oil Filter warning lamp to illuminate.
NOTES:
L04053 Steering Circuit L4-1
SECTION L4
STEERING CIRCUIT
INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-6
Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-8
Steering Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
No Steer, External Shock Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-12
BLEED DOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14
ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17
Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17
HIGH PRESSURE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17
STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
PRINCIPLE OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Full Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Half Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Neutral Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-21
L4-2 Steering Circuit L04053
NOTES:
STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The steering/brake pump (2, Figure 4-1) delivers oil
to the high pressure steering filter (1), then to a bleed
down manifold valve (8) which is located on the out-
side left frame rail. The bleed down manifold diverts
oil between the steering circuit and brake circuit. The
bleed down manifold directs oil to the steering accu-
mulators (6), flow amplifier (7), brake circuit and
steering cylinders via the flow amplifier.
Oil entering the accumulator via the bleed down
manifold pushes against (compressing) the bladder
within the accumulator. The nitrogen pressure
increases directly with steering circuit pressure. The
bladder in the accumulator is pre-charged with
approximately 9 653 kPa (1,400 psi) pure dry nitro-
gen.
The accumulator oil is supplied constantly to the flow
amplifier, via the bleed down manifold. The accumu-
lators also act as a reservoir for pressurized hydrau-
lic oil to be used during an emergency situation
should the hydraulic steering oil supply malfunction
for any reason.
If a loss in steering pressure occurs, stop the
truck immediately. The pressure in the accumula-
tor allows the operator to steer the truck only for
a short period. Do not attempt further operation
until the problem is located and corrected.
FIGURE 4-1. STEERING CIRCUIT (BOTTOM VIEW)
1. Steering Circuit Filter
3. Shut-off Valve
4. Hydraulic Tank
5. Steering Quick Disconnects
6. Steering Accumulators
7. Flow Amplifier Valve
8. Bleeddown Manifold Valve
9. Hoist Circuit Pump
Hydraulic oil flows to the closed center steering valve
via the flow amplifier. The flow amplifier is pilot-con-
trolled by the steering valve. Due to large oil dis-
placement in the steering cylinders, the flow amplifier
is incorporated in the steering circuit. The steering
column is connected directly to the steering valve.
When the steering wheel is rotated, oil is directed to
the steering cylinders via the flow amplifier to the
appropriate side of the pistons in the steering cylin-
ders. When steering circuit pressure reaches 17 238
kPa (2,500 psi) at the flow amplifier, or during a no
steer situation, flow is blocked at the priority valve
within the flow amplifier.

STEERING CONTROL UNIT
The steering control unit is located behind an access
cover on the front of the operator's cab. The steering
control unit is connected directly to the steering col-
umn. The valve incorporates a rotary meter which
ensures the oil volume supplied to the steering cylin-
ders is proportional to the rotation of the steering
wheel.
Operation of the steering control unit is both manual
and hydraulic in effect, providing the operator with
power steering. The valve will be spring returned
automatically to its closed, neutral position when
turning is stopped.
FLOW AMPLIFIER
The flow amplifier (Figure 4-2) is located on the left
outside frame rail just forward of the bleed down
manifold. The flow amplifier is required in the steer-
ing circuit due to the large volume of oil displacement
required for steering. The flow amplifier uses the
amount of flow from the steering control valve to
determine the amount of amplified flow to send from
the bleed down manifold to the steering cylinders.
Reference Figures 4-3 through 4-6 for oil flow paths
during the neutral, steering and external shock load
conditions.
FIGURE 4-2. FLOW AMPLIFIER
No Steer
(Refer to Figure 4-3):
High pressure oil from the steering pump and steer-
ing accumulators is available through the steering
bleeddown manifold to the HP port on the flow ampli-
fier assembly.
Upon Entering the priority valve, it goes past the
spool to the closed amplifier valve and also out port P
through a hose to port P on the steering control unit.
In the control unit, it goes to a closed area in the con-
trol valve.
As pressure builds up in these two areas, oil passes
through orifices in the end of the priority valve and
builds pressure on the end of the valve and port PP.
When pressure reaches approximately 3 447 kPa
(500 psi), the spool moves compressing its spring
and closes off oil supply through area A resulting in
only 3 447 kPa (500 psi) at the amplifier spool, steer-
ing control unit, and PP port.
FIGURE 4-3. FLOW AMPLIFIER (No Steer)
Steering Left
When the operator turns the steering wheel left, the
steering control unit valve is opened to allow oil com-
ing in port P to pass to the gerotor section of the con-
trol unit to turn the rotor. Oil in the other side of the
gerotor flows through other passages in the control
unit valve and out steering control unit port L. This oil
enters port L of the flow amplifier assembly and goes
to a closed area B in the directional valve. As pres-
sure in this area builds, it also passes into the spool
through orifice C to the spring area on the end of the
directional valve. The pressure then moves the spool
compressing the springs on the opposite end. This
movement allows the oil entering area B to pass
through the directional valve to area D of the ampli-
fier valve through sleeve E holes to a passage
between sleeve E and valve F through hole G in
sleeve E where it initially is blocked by the valve
body. As pressure builds up in this area, oil also flows
from area D around the OD sleeve E around pin H
through orifice J to build pressure on the end of the
amplifier valve and opens hole G only enough to
allow the flow of oil coming from the steering control
unit to pass to the control area of the directional
valve. At the same time, the movement of sleeve E
opened the holes near the spring end to allow the oil
from the priority valve to flow into the center of sleeve
E. This oil now inside sleeve E pushes valve F
against its spring to give the oil access to a series of
holes K that are in the same plane as hole G. The
passage of oil through holes K past the valve body is
metered by holes K being opened the same propor-
tion as is hole G.
The number of holes K (9) in sleeve E determine the
amount of additional oil that is added to the steering
control unit oil passing through hole G. This com-
bined oil going to the center area Q of the directional
valve passes out port CL of the flow amplifier assem-
bly and travels to the steering cylinders to steer the
front wheels to the left. As the cylinders move, oil is
forced to return out the opposite ends, enter port CR
of the flow amplifier assembly, pass through the
directional valve to area M, passes through the return
check valve N, and exit port HT to the hydraulic res-
ervoir.
At the steering control unit, when the operator turned
the steering wheel, supply oil from port P was also
delivered through the control unit valve to port LS.
This oil enters the flow amplifier assembly through its
LS port and builds pressure in the spring area of the
priority valve. This additional force on the spring end
of the priority valve causes area A to open and allow
the necessary flow and pressure to pass through the
amplifier valve to operate the steering cylinders.
The flow amplifier assembly includes a relief valve in
the priority valve spring area that is used to control
maximum steering working pressure to 17 237 kPa
(2,500 psi) even though supply pressure coming into
port HP is higher. When 17 237 kPa (2,500 psi) is
obtained, the relief valve prevents the LS pressure
from going higher and thereby allows the priority
valve to compress the spring enough to close off
area A when 17 237 kPa (2,500 psi) is present.
FIGURE 4-4. FLOW AMPLIFIER (Steering Left)
Steering Right
Only a few differences occur between steer left and
steer right. When the operator turns the steering
wheel right, oil is supplied out ports R and LS of the
steering control unit. The oil enters the flow amplifier
assembly at port R and shifts the directional valve
the opposite direction. The oils flow through the
amplifier valve exactly the same.
The combined oil from the amplifier valve passes
through the center area Q of the directional valve to
port CR where it goes to the opposite ends of the
steering cylinders to turn the wheels right. The
returning oil comes back through port CL to go to the
tank. The LS oil operates exactly the same as steer
left.
FIGURE 4-5. FLOW AMPLIFIER (Steering Right)
No Steer, External Shock Load
When the operator is not turning the steering wheel,
the steering control unit valve supply is closed. The
directional valve remains centered by its springs thus
closing the passages to ports CL and CR. This cre-
ates a hydraulic lock on the steering cylinders to pre-
vent their movement. If the tires hit an obstruction to
cause a large shock load to force the wheels to the
left, increased pressure will occur in the ends of the
cylinders connected to port CR. The shock and suc-
tion relief valve inside the flow amplifier assembly at
port CR will open at its adjusted setting (19 995 kPa,
(2,900 psi)) and allow oil to escape from the pressur-
ized ends of the cylinders preventing a higher pres-
sure.
As the cylinders are allowed to move, the other ends
will have less than atmospheric pressure on port CL.
This low pressure permits oil that is escaping through
the CR port relief valve to flow through the check
valve portion of the shock and suction relief valve
connected to port CL. The oil then flows to the low
pressure ends of the cylinders to keep the cylinders
full of oil and prevent cavitation. A shock load in the
opposite direction merely reverses the above proce-
dure.
FIGURE 4-6. FLOW AMPLIFIER (No Steer, External Shock Load)
BLEED DOWN MANIFOLD
The bleed down manifold (10, Figure 4- 7) is located
on the outside of the left hand frame rail just behind
the flow amplifier.
NOTE: The item call outs in Figure 4- 7 and Figure 4-
8 are the same for easy reference.
The bleed down manifold is equipped with a bleed
down solenoid valve (17), two relief valves (28 & 34),
a low steering pressure switch (4), and pilot operated
check valves (31 & 32). The bleed down manifold
receives oil from a high pressure filter and enters at
port (1). Oil within the bleed down manifold is
directed to the accumulators, the brake circuit, and
the flow amplifier. Oil supply for the steering control
valve and steering cylinders is supplied from the flow
amplifier.
The relief valves, accumulator bleed down solenoid,
and steering pressure switch are not individually ser-
viced and are factory preset.
Each time the key switch is turned OFF, it energizes
the bleed down solenoid valve (17). When the bleed
down solenoid is energized, all hydraulic steering
pressure, including the accumulator, is bled back to
the hydraulic tank. Brake accumulator pressure how-
ever, will not bleed down due to internal check valves
in the brake manifold.
After approximately 90 seconds, the solenoid will
de-energize to close the return port to tank. By this
time all the oil in the accumulator should be returned
to tank. At start-up, the steering circuit will be
charged, including the brake circuit. The Low Steer-
ing Pressure light and buzzer will turn on until steer-
ing pressure reaches 15 858 kPa (2,300 psi). This is
controlled by the steering pressure switch (4) located
on the bleed down manifold. During operation, if
steering pressure falls below 15 858 kPa (2,300 psi),
the Low Steering Pressure warning light will illumi-
nate.
If for any reason the steering pump oil supply is lost,
the truck can be connected to another truck to tem-
porarily supply the steering and brake system by
using two ports (14 & 22). Connect hydraulic supply
hose from the good truck to port (14) located on the
bleeddown manifold. Connect a return hose from the
good truck to port (22). Also connect a jumper hose
between ports (10 & 13). This hose will supply
hydraulic oil to the brake system. This jumper hose
must capable of withstanding 24 131 kPa (3,500
psi) brake system pressure.
1. Inlet From Steering Filter
2. Pressure Sensor
3. Test Port (T1)
4. Low Steering Pressure
Switch 15 860 kPa
(2,300 psi)
5. Pump Pres. Feed Back
6. Accumulator 1 Supply
7. Test Port (T2)
8. Supply to Brakes
9. Test Port (T3)
10. Brake Pressure Inlet
11. Test Port (T4)
13. Brake Pressure Supply
14. Inlet Supply
15. Pressure Switch
517 kPa (75 psi)
16. Outlet to Flow Amplifier
17. Bleed Down Solenoid
18. Return Line To Tank
19. Test Port (T5)
20. Return from Flow
Amplifier
21. Test Port (T6)
22. Return Port
24. Test Port (T7)
26. Hoist Pilot Valve Return
Line
27. Check Valve
28. Main Relief Valve
27 580 kPa (4000 psi)
29. Check Valve
30. Check Valve
31. Check Valve (Piloted)
33. Logic Valve
34. Return Relief Valve
4 137 kPa (600 psi)
A. Spare 1
B. Pantograph
C. APU
D. Spare 2
E. Supply to Auto Lube
F. SP 3
G. QD 3
H. Q.D. 4
I. Spare 4
FIGURE 4-7. BLEEDDOWN MANIFOLD PIPING
2. Pressure Sensor
3. Test Port (T1)
4. Low Steering Pressure Switch
15 860 kPa (2,300 psi)
7. Test Port (T2)
8. Supply to Brakes
9. Test Port (T3)
11. Test Port (T4)
14. Inlet Supply
15. Pressure Switch
517 kPa (75 psi)
19. Test Port (T5)
20. Return from Flow Amplifier
21. Test Port (T6)
22. Return Port
24. Test Port (T7)
26. Hoist Pilot Valve Return Line
27. Check Valve
27 580 kPa (4000 psi)
29. Check Valve
30. Check Valve
33. Logic Valve
4 137 kPa (600 psi)
ACCUMULATORS
The accumulators (6, Figure 4- 1) are a bladder type.
The accumulators are charged to 9 653 kPa (1,400
psi) with pure dry nitrogen.
Oil entering the accumulator pushes the bladder
upward compressing the nitrogen. The nitrogen pres-
sure increases directly with steering circuit pressure.
When brake/steering circuit pressure reaches 24 132
to 24 476 kPa (3,500 to 3,550 psi), the unloader
valve will unload the pump output to approximately 2
758 kPa (400 psi). The accumulators will contain a
quantity of oil under pressure available for steering
the truck. When system pressure drops to 22 063
kPa (3,200 psi), the pump output will again increase
to refill the accumulators and increase steering sys-
tem pressure. The accumulators also provide oil, for
a limited amount of use, to be used in case of an
emergency situation should the pump become inop-
erative.
Low Precharge Warning Switch
Pressure switches located in the top of each accu-
mulator monitor nitrogen pressure and are used to
activate the accumulator pre-charge warning light if
the nitrogen pressure drops below 7584 kPa (1,100
psi).
The switches monitor nitrogen pressure when the
key switch is turned ON and before the engine is
started. If nitrogen pressure is too low, the warning
lamp turns ON - a latching circuit prevents the warn-
ing lamp from turning off when the engine is started
and steering system pressure compresses the nitro-
gen remaining in the accumulator.
Do not operate the truck with less than 7 584 kPa
(1,100 psi) nitrogen pre-charge in the accumula-
tors because there may be inadequate oil supply
in some emergency conditions. If low nitrogen
pre-charge pressure is determined, recharge the
accumulators to 9 653 kPa (1,400 psi).
HIGH PRESSURE FILTER
The high pressure filter (1, Figure 4- 1) filters oil for
the steering and brake circuits.
If the filter element becomes restricted, a warning
indicator located in the cab, on the overhead display
is activated at 241 kPa (35 psi) and oil will bypass the
element at 345 kPa (50 psi).
STEERING/BRAKE PUMP
The Steering/Brake pump (2, Figure 4- 1) is mounted
on the rear of the tandem hoist pump. This pump
supplies oil to both the brake system and steering
system. Figure 4- 9 shows the location of various
steering pump components. Refer to Figure 4- 14 for
a hydraulic circuit schematic of the pump with
unloader and compensator.
FIGURE 4-9. STEERING / BRAKE PUMP
1. Accumulator Connec-
tion
2. Pressure Compensator
Adjuster
4. Stroke Adjuster
5. Outlet Port
6. GP2 Port
7. GPA Port
Operation
Refer to the parts list at right and the pump illustra-
tion in Figure 4-9 for the following description of oper-
ation.
The drive shaft (38, Figure 4- 10) runs through
the centerline of pump housing (40) and valve
plate (51).
Cylinder barrel (48) is splined to the drive shaft.
A ball bearing (36) supports the outboard end of
the driveshaft and a (bushing type) bearing (50)
supports the inboard end.
The pump cylinder barrel is carried in a
polymerous (journal type) bearing (44).
The valve plate (51) has two crescent shaped
ports (inlet and outlet).
Pumping pistons (47) in the cylinder barrel are
held against a swashblock (31) by a shoe
retainer (17).
The shoe retainer is held in position by the
fulcrum ball (43) which is forced outward by
retainer springs (13). The springs act against the
pump cylinder barrel (48) forcing it against the
valve plate (51) while also forcing the piston
shoes against the swashblock.
The semi-cylindrical shaped swashblock limits
the piston stroke and can be swivelled in arc
shaped saddle bearings (21).
The cradle is swivelled by the control piston (14).
1. Plug
2. O-Ring
3. Spring
4. Seal
6. Back-Up Ring
7. O-Ring
8. Piston Ring
9. O-Ring
10. Back-Up Ring
11. Spring
12. Control Piston Stop
Pin
13. Spring
14. Piston
15. Pin
16. Control Piston Stop
Pin
17. Shoe Retainer
18. Pin
19. Retainer Ring
20. Washer
21. Saddle Bearing
22. Roll Pin
23. O-Ring
24. Link
25. O-Ring
26. Gland
27. Jam Nut
28. Maximum Flow Stop
Adjuster
29. Retaining Ring
30. Back-Up Ring
31. Swashblock
32. Dowel Pin
33. Saddle
34. Roll Pin
35. Retainer Ring
36. Bearing
37. Shaft Retainer Ring
38. Shaft
39. Seal Retainer
40. Pump Housing
41. Shaft Seal
42. O-Ring
43. Fulcrum Ball
44. Cylinder Bearing
45. Pressure Compensa-
tor
46. Compensator
Adjuster
47. Piston/Shoe Assem-
bly
48. Cylinder Barrel
49. Gasket
50. Bearing
51. Valve Plate
52. Cap Screw
53. O-Ring
54. Cover
55. Piston Ring
56. Cap
57. Unloader Block
FIGURE 4-10. CUT-AWAY VIEW OF
STEERING PUMP
FIGURE 4-10. CUT-AWAY VIEW OF STEERING PUMP
PRINCIPLE OF OPERATION
Full Pump Volume:
Control piston (1, Figure 4- 11) controls the angle of
the swashblock (4). When the control piston moves
to the full right position, the pump is at maximum
pumping capacity.
The drive shaft turns the splined housing (2) which
contains the pumping pistons (3). When the housing
is rotated, the pistons move in and out of their bores
and the piston shoes ride against the angled
swashblock (4).
As the cylinder rotates, the individual piston bores
are connected, alternately to the left (port A) and
right (port B) crescent shaped ports in the valve
plate. While connected to left side (suction) port A,
each piston moves outward, drawing fluid from port A
into the piston bore until its outermost stoke is
reached. At that point the piston bore passes from
the left crescent port to the right crescent port.
While rotating across the right side crescent, each
piston moves downward on the angled swashblock
face. Thus, each piston is forced inward. Each piston
displaces fluid through the right side crescent to port
B until it's innermost stroke is reached. At that point,
the piston bore again passes from the right to the left
side crescent and the operating cycle is repeated.
Half Pump Volume:
Figure 4- 12 shows that the position of the control
piston (1) is near the center of its travel. The swash-
block is not angled as steep as before, and therefore
the pistons have a shorter stroke. As the piston
stroke gets shorter, the pump output also decreases.
FIGURE 4-11. PUMP AT FULL VOLUME
1. Control Piston
2. Housing
3. Piston
4. Swashblock
FIGURE 4-12. PUMP AT HALF VOLUME
1. Control Piston
2. Housing
3. Piston
4. Swashblock
Neutral Position:
Neutral position (Figure 4- 13) results when the
control piston (1) centers the swashblock (4). The
swashblock angle is now zero and swashblock face
is now parallel to cylinder face. Therefore, no inward
or outward motion of the pump pistons exists as pis-
ton shoes rotate around the swashblock face. The
lack of inward and outward motion results in no fluid
being displaced from the piston bores to the cres-
cents in the valve plate and subsequently no deliv-
ery from pump ports.
1. Control Piston
2. Housing
3. Piston
4. Swashblock
FIGURE 4-13. PUMP IN NEUTRAL POSITION
GURE 4-14. STEERING PUMP HYDRAULIC SCHEM
oader Module
cumulator Connection
3. Pressure Compe
NOTES
L05038 2/11 Steering Component Repair L5-1
SECTION L5
STEERING CIRCUIT COMPONENT REPAIR
INDEX
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
BLEED DOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-6
LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-8
STEERING ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-9
Temperature During Precharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-12
ACCUMULATOR STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-12
Instructions For Storing Bladder Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-13
Bladder Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-13
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-16
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-17
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-18
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-18
Spline Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-19
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-20
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-21
L5-2 Steering Component Repair 2/11 L05038
STEERING CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Inspection and Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-26
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-26
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-27
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-27
Indicator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-27
STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-28
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-28
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-29
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-30
Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-30
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-31
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-31
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Compensator Block and Unloader Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Stroke Adjuster Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-38
STEERING CIRCUIT COMPONENT REPAIR
BLEED DOWN MANIFOLD
Removal
NOTE: The Bleed Down Manifold may not have to be
removed from the truck to replace components. If
problem area has been isolated, simply remove
defective components and replace with new.
applying pressure.
immediately.
1. Turn the key switch OFF and allow 90 seconds
for the accumulators to bleed down.
2. Disconnect wires at the bleed down solenoid
and all pressure switches.
3. Disconnect, label and plug each hydraulic line
to prevent contamination.
4. Remove mounting hardware (2, 3, 4, 5 & 6) and
remove bleeddown manifold (1). The bleed
down manifold weighs approximately 100 kg
(220 lb).
5. Clean exterior of manifold before removing any
components.
Installation
1. Install bleed down manifold. Secure in place
with cap screws, threaded rod, flat washers,
lock washers and nuts. Tighten cap screws to
standard torque.
2. Unplug lines and attach. Tighten connections
securely.
3. Attach electrical leads to the bleed down sole-
noid and all pressure switches. If check valves
or relief valves were removed, replace using
new O-ring seals.
4. Start the engine and check for proper operation
and leaks. Check steering and brake applica-
tion.
NOTE: Adjustment of the relief valves is not neces-
sary or recommended. Relief valves are factory pre-
set. Do not attempt to rebuild or repair if relief valves
are defective. Replace relief valves as a unit. The
steering pressure switch and check valves are also
replaced only as units.
FIGURE 5-1. BLEED DOWN MANIFOLD
1. Bleed Down Manifold
2. Threaded Rod
3. Flat Washer
4. Lock Washer
5. Nut
6. Cap Screw
ACCUMULATOR
Removal
applying pressure. Hydraulic fluid escaping
under pressure can have sufficient force to enter
a person's body by penetrating the skin and
cause serious injury and possibly death if proper
medical treatment by a physician familiar with
this injury is not received immediately.
for the accumulators to bleed down. Turn the
steering wheel to be certain no oil remains in
the accumulator.
2. Remove Guard (5, Figure 5-3).
Ensure only the small swivel hex nut (4, Figure 5-
2) turns. Turning the complete charging valve
assembly may result in the valve assembly being
forced out of the accumulator by the nitrogen
pressure inside. Wear protective face mask when
discharging nitrogen gas.
3. Loosen small hex nut (4, Figure 5-2) three com-
plete turns. Remove valve cap (1). Install charg-
ing manifold assembly and bleed off all nitrogen
pressure.
4. Disconnect electrical leads at the pressure
switch located on top of the accumulator.
5. Disconnect and plug the hydraulic line (4, Fig-
ure 5-4) at the bottom of the accumulator.
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
(Small Hex Nut)
5. Rubber Washer
6. Valve Body
(Large Hex Nut)
7. O-Ring
8. Valve Stem
9. O-Ring
1. Valve Manifold
2. O-Ring
3. Cap Screw
4. Lockwasher
5. Guard
6. Cap
7. Flat Gasket
8. Valve Assembly
9. Pressure Switch
FIGURE 5-3. ACCUMULATOR VALVES
6. Connect a lifting device to the top section of the
accumulator and take up slack.
The accumulator weighs approximately 140 Kg
(310 lbs). Use a suitable lifting device that can
7. Remove the cap screws, flatwashers and lock-
nuts on the clamps (2) securing the accumula-
tor to the mounting bracket.
8. Lift accumulator clear of the mounting bracket
and move to a clean work area for disassembly.
9. Clean exterior of accumulator before starting
disassembly.
Installation
The accumulator weighs approximately 140 Kg
1. Attach a lifting device to the top section of the
accumulator. Accumulator should be positioned
in the lower mounting bracket with the ring posi-
tioned below the accumulator.
2. Install mounting clamps (2, Figure 5-4) and
secure in place using cap screws, locknuts and
flatwashers. Tighten cap screws securely, but
do not overtighten as this may distort the accu-
mulator wall.
3. If the pressure switch (9, Figure 5-3) or valve
assembly (8) were removed, install at this time.
Connect electrical leads to the pressure switch.
Using a new O-ring, uncap and connect the
hydraulic line to the accumulator.
4. Precharge the accumulator with pure dry nitro-
gen as outlined in the Steering Accumulator
Charging Procedure.
NOTE: Permanent damage to accumulator bladder
will result if engine is started without accumulators
properly charged.
Disassembly
1. Once the accumulator has been removed from
the equipment, the accumulator body should be
secured in a vise, preferably a chain vise. If a
standard jaw vise is used, brass inserts should
be used to protect the hydraulic port assembly
from damage. Clamp on wrench flats only
when using a jaw vise to prevent accumulator
from turning.
2. Remove bleed plug (12, Figure 5-5) on hydrau-
lic port assembly. Using a spanner wrench,
remove lock ring (10) from the hydraulic port
assembly. Use an adjustable wrench on the
flats located on the port assembly to prevent
port assembly from rotating.
1. Accumulators
2. Clamps
3. Cap Screw
4. Ring
5. O-Ring
6. Reducer
7. Elbow (90)
8. Hoses
9. Flat Washer / Locknut
FIGURE 5-4. ACCUMULATOR MOUNTING
3. Remove spacer (9), then push the hydraulic
port assembly into the shell prior to Step 4.
4. Insert hand into the accumulator shell and
remove the O-Ring backup (8), O-Ring (7), and
metal backup washer (6). Separate the anti-
extrusion ring from the hydraulic port. Fold anti-
extrusion ring to enable removal of anti-extru-
sion ring from shell.
5. Remove hydraulic port from accumulator shell.
6. Secure bladder valve stem from twisting with an
appropriate wrench applied to the valve stem
flats and remove gas valve manifold (14). Then
remove nut (5) while still holding bladder valve
stem from turning.
7. Fold bladder and pull out of accumulator shell.
A slight twisting motion while pulling on the
bladder reduces effort required to remove blad-
der from shell. If bladder is slippery, hold with a
cloth.
1. All metal parts should be cleaned with a clean-
ing agent.
2. Seals and soft parts should be wiped clean.
3. Inflate bladder to normal size. Wash bladder
with a soap solution. If soap solution bubbles,
discard bladder. After testing, deflate bladder
immediately.
4. Inspect assembly for damage; check the poppet
plunger to see that it spins freely and functions
properly.
5. Check anti-extrusion ring and soft seals for
damage and wear; replace all worn or damaged
seals with original equipment seals.
6. After shell has been cleaned with a cleansing
agent, check the inside and outside of shell.
Special attention should be given to the area
where the gas valve and hydraulic assembly
pass through the shell. Any nicks or damages in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted con-
sult your Komatsu Service Manager.
Repair of the housing by welding, machining or
plating to salvage a worn area is NOT
APPROVED. These procedures may weaken the
housing and result in serious injury to personnel
when pressurized.
Assembly
Assemble the accumulator in a dust and lint free
area. Maintain complete cleanliness during
assembly to prevent possible contamination.
1. After shell (4, Figure 5-5) has been cleaned and
inspected, place accumulator shell in vise or on
table.
2. Thoroughly coat the inside of the accumulator
shell with a liberal amount of clean hydraulic oil
to lubricate and cushion the bladder. Make sure
the entire internal of the shell is lubricated.
3. With all gas completely exhausted from bladder,
collapse bladder and fold longitudinally in a
compact roll.
4. Insert the bladder pull rod into the valve stem
opening and out through the shell fluid port.
Attach the bladder pull rod to the bladder valve
stem.
5. With one hand, pull the bladder pull rod while
feeding the bladder into the shell with the other
hand. Slight twisting of bladder will assist in this
insertion.
6. Once the bladder valve stem has been pulled
through the valve stem opening in the shell,
install the valve stem nut (5) by hand. Once the
valve stem nut is in place, remove the bladder
pull rod.
7. Hold bladder valve stem on the flats with a
wrench and tighten nut (5) securely.
8. If removed, install pressure switch (15), valve
assembly (11) and charging valve onto gas
valve manifold (14). Install new O-Ring (16) on
gas valve manifold (14). Hold bladder valve
stem with wrench and install gas valve manifold
(14) and tighten securely.
9. Holding the hydraulic port assembly (2) by the
threaded end, insert the poppet end into the
shell fluid port. Lay complete assembly in side
shell.
10. Fold anti-extrusion ring (3) to enable insertion
into the shell. Once the anti-extrusion ring has
cleared the fluid port opening, place the anti-
extrusion ring on the hydraulic port assembly
with the steel collar facing toward the shell fluid
port.
11. Pull the threaded end of the port assembly
through the shell fluid port until it seats solidly
into position on the shell fluid port opening.
12. Connect nitrogen charging kit to charging valve.
Refer to Steering Accumulator Charging Proce-
dure to charge accumulator. With hydraulic
port assembly firmly in place, slowly pressurize
the bladder using dry nitrogen with sufficient
pressure, first 172 kPa (25 psi), then approxi-
mately 345 kPa (50 psi) to hold port assembly in
place so both hands are free to continue with
assembly.
13. Install the metal O-Ring backup washer (6) over
hydraulic port assembly and push into the shell
fluid port to bottom it out on anti-extrusion ring.
14. Install O-Ring (7) over hydraulic port assembly
and push it into the shell fluid port until it has
bottomed out against the metal O-Ring backup
washer (6).
1. Bladder Assembly
2. Hydraulic Port Assembly
3. Anti Extrusion Ring
4. Shell
5. Nut
6. O-Ring Back-Up (Metal)
7. O-Ring
8. O-Ring Back-Up
9. Spacer
10. Lock Ring
11. Valve Assembly
12. Bleed plug
13. Warning Plate
14. Gas Valve Manifold
15. Pressure Switch
16. O-Ring
FIGURE 5-5. ACCUMULATOR ASSEMBLY

Do not twist O-ring.
15. Install O-ring back-up (8) over hydraulic port
assembly and push until it bottoms against O-
ring
16. Insert spacer (9) with the smaller diameter of
the shoulder facing the accumulator shell.
17. Install the lock ring (10) on the hydraulic port
assembly and tighten securely. This will
squeeze the O-Ring into position. Use appropri-
ate wrench on flats on port assembly to insure
the unit does not turn.
18. Install bleed plug (12) into the hydraulic port
assembly.
19. Refer to Steering Accumulator Charging Pro-
cedure for details on how to charge accumula-
tor to 690 - 827 kPa (100 - 120 psi). After
precharging, install plastic cover over hydraulic
port to prevent contamination. Do not use a
screw-in type plug.

Always store bladder accumulators with 690 -
827 kPa (100 - 120 psi) nitrogen precharge pres-
sure. Do not exceed 827 kPa (120 psi). Storing
accumulators with more than 827 kPa (120 psi)
pressure is not safe in case of leaks.
NOTE: Bladder accumulators should be stored with
690 - 827 kPa (100 - 120 psi) precharge, which fully
expands the bladder, and holds oil against the inner
walls for lubrication and to prevent rust formation.
LEAK TESTING
To carry out the testing required, it will be necessary
to check for internal and external leaks at high pres-
sure. A source of 24 132 kPa (3500 psi) hydraulic
pressure and nitrogen pressure of 9653 kPa (1400
psi) will be required. A small water tank will be neces-
sary for a portion of the test.
1. Refer to Steering Accumulator Charging Proce-
dure to precharge accumulator first to 172 kPa
(25 psi), and then to 9653 kPa (1400 psi).
2. After accumulator is charged with nitrogen to
9653 kPa (1400 psi), tighten swivel nut (4, Fig-
ure 5-6) to close internal poppet at 11.5 -17 cm
kg (10-15 in. lbs) torque.
3. Submerge accumulator assembly under water
and observe for 20 minutes. No leakage (bub-
bles) is permitted. If leakage is present, go to
Step 10. If no leaks, go to Step 4.
4. Hold charging valve (6) with a wrench and
remove swivel connector and charging hose.
5. Replace cap on charging valve 11.5 -17 cm kg
(10-15 in. lbs) and install gas valve guard.
6. Connect a hydraulic power supply to the oil port
on the accumulator. Be sure bleed plug (12,
Figure 5-5) is installed.
7. Pressurize accumulator with oil to 24132 kPa
(3500 psi). This may take 6-8 gallons of oil.
8. No external oil leakage is permitted.
9. Slowly relieve oil pressure and remove hydrau-
lic power supply. Install plastic cover over
hydraulic port to prevent contamination.
10. If any gas or oil leakage was present, discharge
all nitrogen gas using the charging equipment
and repair as necessary. If there were no leaks
of any kind, then use the nitrogen charging
equipment and adjust nitrogen precharge pres-
sure to 690 - 827 kPa (100 - 120 psi).
Always store bladder accumulators with 690 -
827 kPa (100 - 120 psi) nitrogen precharge pres-
sure. Do not exceed 827 kPa (120 psi). Storing
accumulators with more than 827 kPa (120 psi)
pressure is not safe in case of leaks.
11. Verify all warning and caution labels are
attached and legible. Refer to parts book if
replacements are required.
STEERING ACCUMULATOR CHARGING
PROCEDURE
Do not loosen or disconnect any hydraulic line or
component until engine is stopped and key
switch has been OFF for at least 90 seconds.
Pure dry nitrogen is the only gas approved for
use in the steering accumulator. The accidental
charging of oxygen or any other gas in this com-
partment may cause an explosion. Be sure pure
dry nitrogen gas is being used to charge the
accumulator.
When charging or discharging nitrogen gas in
the accumulator, be sure the warning labels are
observed and the instructions regarding the
charging valve are carefully read and under-
stood.
Only precharge accumulators while installed on
the truck. Never handle accumulator with lifting
equipment with a nitrogen precharge more than
827 kPa (120 psi). Always set precharge to 690 -
827 kPa (100 - 120 psi) for storage or before
removing or installing accumulators.
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked
and or charged at the same time.
1. With engine shut down and key switch in the
OFF position, allow at least 90 seconds for the
accumulator to bleed down. Turn the steering
wheel to be certain no oil remains in accumula-
tor under pressure.
2. Be certain oil pressure has been relieved, then
remove bleed plug (12, Figure 5-5) from each
accumulator being charged.
NOTE: If a new or rebuilt accumulator (or any
bladder accumulator with all nitrogen discharged) is
being precharged while installed on the truck and
connected to the hydraulic system, the oil side of the
accumulator must be vented to allow proper bladder
expansion. This is done by removing the bleeder
plugs described above. Trapped air or oil on the
hydraulic side of the bladder will prevent the proper
precharge pressure from being obtained for safe
operation.
3. Remove charging valve cover (5, Figure 5-3).
4. Close all valves (1, 2 & 8, Figure 5-7).
5. Install charging manifold assembly to the nitro-
gen gas supply tank. Open valve on nitrogen
supply tank.
.
Nitrogen pressure may be present in the accumu-
lator. Make certain only the small swivel hex nut
is turned during the next step. Turning the com-
plete valve assembly may result in the valve
assembly being forced out of the accumulator by
the nitrogen pressure inside.
6. Hold gas valve stationary at valve body (6, Fig-
ure 5-6) with one wrench and loosen swivel nut
(4) at top with a second wrench. This will open
the poppet inside the gas valve.
NOTE: Three turns will fully open the valve.

1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
(Small Hex Nut)
5. Rubber Washer
6. Valve Body
(Large Hex Nut)
7. O-Ring
8. Valve Stem
9. O-Ring
7. . Turn both "T" handles (3) all the way out
(counterclockwise) before attaching charging
hose to accumulator gas valve.
8. Be sure not to loop or twist the hose. Attach
swivel connector (4) to gas valve and tighten to
(11.5-17 cm-kgs) (10-15 in. lbs) of torque.
9. Turn "T" handle (3) clockwise to open gas
valve.
10. Refer to Table 1 to obtain fill time rate based on
accumulator capacity.
If the pre-charge is not done slowly, the bladder
may suffer permanent damage. A "starburst" rup-
ture in the lower end of the bladder is a charac-
teristic failure caused by pre-charging too
rapidly.
11. If the precharge is greater than 172 kPa (25
psi), proceed to Step 13. If the precharge is less
than 172 kPa (25 psi), then set the regulator (6,
Figure 5-7) for 172 kPa (25 psi) at gauge (5).
Completely open valve (1 or 8, which ever one
is connected to the accumulator), then slightly
open valve (2) and slowly fill the accumulator
based on the fill time rate specified in Table 1.
12. After 172 kPa (25 psi) precharge pressure is
obtained in gauge (9), close valve (2).
13. If accumulator is not installed on the truck, set
pressure regulator to 690 kPa (100 psi). If the
accumulator is installed on the truck, set the
regulator (6) for the operating precharge pres-
sure listed in Table 2 based on the current ambi-
ent temperature the truck is in. Then open valve
(2) and fill the accumulator.
FIGURE 5-7. CHARGING MANIFOLD ASSEMBLY
1. Valve
2. Valve
3. "T" Handle
4. Swivel Connector
5. Pressure Gauge (Regulated)
6. Regulator
7. Adapter (HD785-5LC &
HD1500)
8. Valve
9. Pressure Gauge
14. After charging to the correct pressure, close
valve (2). Let the pre-charge set for 15 minutes.
This will allow the gas temperature and pres-
sure to stabilize. If the desired precharge is low,
adjust regulator, open valve (2) and add more
nitrogen to obtain correct pressure on gauge
(9). If precharge has exceeded the recom-
mended pressure, then slowly bleed-off nitro-
gen pressure to obtain correct pressure.
Nitrogen precharge is 9653 kPa (1400 psi) at
21C (70F) for all accumulators.
Do not reduce precharge by depressing valve
core with a foreign object. High pressure may
rupture rubber valve seat.
15. With a wrench, tighten swivel nut (4, Figure 5-6)
to 7-11 Nm (5-8 ft lbs) of torque to close inter-
nal poppet.
16. Turn "T" handle counterclockwise as far as it will
go. Hold gas valve body (6) with a wrench to
keep it from turning and loosen swivel connec-
tor to remove charging hose assembly. Check
for nitrogen leaks using a common leak reac-
tant.
NOTE: If a new charging valve was installed, the
valve stem must be seated as follows:
a. Tighten small hex swivel nut (4, Figure 5-6)
to 14.2 Nm (10.5 ft lbs) torque.
b. Loosen small hex swivel nut.
c. Retighten small hex swivel nut to 14.2 Nm
(10.5 ft lbs) torque.
d. Again, loosen small hex swivel nut.
e. Finally, tighten small hex swivel nut to 5.4
Nm (4 ft lbs) torque.
17. Install and tighten cap (6, Figure 5-3) to 11.5-17
cm-kg (10-15 in. lbs) of torque and install valve
guard (5). (Gas valve cap serves as a second-
ary seal.) Close valve on nitrogen supply tank.
18. Install bleed plug(s) (12, Figure 5-5). If opened,
close brake accumulator bleed down valves.
19. Operate truck and check steering for normal
operation.
20. Check hydraulic oil level.
TABLE 1. Fill Rates and Lubrication Quantities
Capacity
(Gallons)
Fill time (Minutes) to obtain
Low Pressure of 172 kPa (25 psi)
Oil Lubrication
Quantity (5%)
5 (and below) 2 0.94 l (32 oz)
7.5 3 1.4 l (48 oz)
10 3 1.9 l (64 oz)
12.5 4 2.3 l (80 oz)
16.5 4 3.1 l (106 oz)
Temperature During Precharge
Temperature variation can affect the precharge pres-
sure of an accumulator. As the temperature
increases, the pre-charge pressure increases. Con-
versely, decreasing temperature will decrease the
precharge pressure. In order to insure the accuracy
of the accumulator precharge pressure, the tempera-
ture variation must be accounted for. A temperature
variation factor is determined by the ambient temper-
ature encountered at the time when charging the
accumulator on a truck that has been shut down for
one hour. Refer to Table 2 for charging pressures in
different ambient operating conditions that the truck
is currently exposed to DURING the charging proce-
dure.
Example: Assuming the ambient temperature is 10C
(50F) charge the accumulator to 9294 kPa (1348
psi).
NOTE: Pressures pressures below 8232 kPa (1194
psi) are not recommended. The low accumulator
pressure warning switch activates at 7584 310 kPa
(1100 45 psi).
ACCUMULATOR STORAGE
PROCEDURES
When storing an accumulator, pressurize the
accumulator to 690-827 kPa (100-120 psi). DO
NOT exceed 827 kPa (120 psi). Sudden loss of the
accumulator pressure can result in a projectile
hazard that can cause serious injury or death.
Only precharge the accumulators to operating
pressure while installed on the truck. DO NOT
handle the accumulator with a nitrogen pre-
charge greater than 827 kPa (120 psi).
Instructions For Storing Bladder Accumulators
1. If accumulator was just rebuilt, make sure there
is approximately 5% (of accumulator capacity)
of oil inside the accumulator before adding
nitrogen precharge pressure. Refer to Table 1
for oil lubrication amounts.
2. Refer to Accumulator Charging Procedure
instructions to charge accumulator with nitrogen
first to 172 kPa (25 psi), then up to 690 - 827
kPa (100 - 120 psi).
NOTE: Pressurizing the accumulator fully expands
the bladder and holds a film of oil against the inner
walls for lubrication and rust prevention.
3. The hydraulic port should always be covered
with a plastic plug (without threads) to prevent
contamination. DO NOT install a threaded
plug in the hydraulic port.
4. Only store the accumulator in an upright posi-
tion.
TABLE 1. Relationship Between Charging
Pressure and Ambient Temperature
Ambient
Temperature
Charging Pressure
70 kPa (10 psi)
-23C (-10F) and below 8232 kPa (1194 psi)
-17C (0F) 8412 kPa (1220 psi)
-12C (10F) 8584 kPa (1245 psi)
-7C (20F) 8763 kPa (1271 psi)
-1C (30F) 8943 kPa (1297 psi)
4C (40F) 9122 kPa (1323 psi)
10C (50F) 9294 kPa (1348 psi)
16C (60F) 9473 kPa (1374 psi)
21C (70F) 9653 kPa (1400 psi)
27C (80F) 9832 kPa (1426 psi)
32C (90F) 10011 kPa (1452 psi)
38C (100F) 10184 kPa (1477 psi)
43C (110F) 10363 kPa (1503 psi)
49C (120F) 10542 kPa (1529 psi)
Installation
Follow this procedure when installing an accu-
mulator that was in storage. This procedure also
applies to newly purchased accumulators.
1. Install the pressure gauges on the accumulator
and check the pressure. Refer to Steering Accu-
mulator Charging in this chapter.
a. If the pressure is 165 kPa (24 psi) or less,
slowly drain off any nitrogen and proceed to
Step 2.
b. If the pressure is between 172 kPa (25 psi)
and 690 kPa (100 psi), set the regulator to
690 kPa (100 psi) and slowly charge the
accumulator to 690 kPa (100 psi). Discon-
nect the pressure gauges from the accumu-
lator. Proceed to Step 7.
2. Remove the gauges from the accumulator.
3. Lay accumulator on a suitable work bench so
that the hydraulic port is higher than the other
end of the accumulator. Remove plastic dust
cap from hydraulic port.
4. Pour clean C-4 hydraulic oil (approximately 5%
of the total accumulator volume, see Table 1)
into the accumulator through the hydraulic port.
Allow time for the oil to run down the inside of
the accumulator and reach the other end.
5. Lay the accumulator flat on the work bench (or
floor) and slowly rotate accumulator two com-
plete revolutions. This will thoroughly coat the
accumulator walls with a film of oil necessary
for bladder lubrication during precharging.
6. Stand the accumulator upright and secure.
Install the pressure gauges and charge the
accumulator first to 172 kPa (25 psi), then to
690 kPa (100 psi). Remove the gauges from the
accumulator and install a plastic dust cap over
the hydraulic port assembly. The fill time to
reach 172 kPa (25 psi) is approximately four
minutes.
7. Install the accumulator on the truck.
8. Charge the accumulator to operating pressure.
Refer to Steering Accumulator Charging in this
chapter to fully charge the accumulator to the
correct operating precharge pressure.
Bladder Storage Procedures
The shelf life of bladders under normal storage con-
ditions is one year. Normal storage condition consists
of the bladder being heat sealed in a black plastic
bag and placed in a cool dry place away from sun,
ultraviolet and fluorescent lights as well as electrical
equipment. Direct sunlight or fluorescent light can
cause the bladder to weather check and dry rot,
which appear on the bladder surface as cracks.
FLOW AMPLIFIER
Removal
applying pressure.
immediately.
for the accumulators to bleed down. Turn steer-
ing wheel to make sure no oil under pressure
remains. Disconnect, plug, and identify each
hydraulic line.
2. Support the flow amplifier valve and remove the
mounting cap screws. Remove valve.
3. Move valve to a clean work area for disassem-
bly.
Installation
1. Support the flow amplifier and move into posi-
tion.
2. Install mounting cap screws and tighten to stan-
dard torque.
3. Identify hydraulic line location, unplug lines and
connect at proper location, tighten fittings
securely. Use new O-rings on the flange fittings.
FIGURE 5-8. FLOW AMPLIFIER VALVE
1. Cap Screw
2. Lockwasher
3. Cap Screws
4. Lockwasher
5. Cover
6. O-Ring
7. O-Ring
8. O-Ring
9. Not Used
10. O-Ring
11. O-Ring
12. Shock/Suction Valve (Complete)
13. Orifice Screw
14. Valve Housing
15. Counterpressure Valve (Complete)
16. O-Ring
17. Plug
18. Plug
19. Seal
20. Relief Valve (Complete)
21. Steel Seal
22. Stop
23. Spring
24. Spring
25. Spring Control
26. Orifice Screw
27. O-Ring
28. Shock/Suction Valve (Complete)
29. Main Spool
30. O-Ring
31. Spring Control
32. Spring
33. Spring
34. Spring Stop
35. Orifice Screw
36. Cap Screws
37. Cap Screw
38. Lockwasher
39. Lockwasher
40. O-Rings
41. Stop
42. Spring
43. Spool
44. Name Plate
45. Orifice Screw
46. Spring
47. Cover
48. Pins
49. O-Rings
50. Not Used
51. Amplifier Spool Assembly (Complete)
52. O-Ring
53. Orifice Screw
54. Check Valve
55. Spring
FIGURE 5-8 FLOW AMPLIFIER VALVE
Disassembly
NOTE: The flow amplifier valve is a precision unit
manufactured to close tolerances, therefore
complete cleanliness is a must when handling the
flow amplifier valve. Work in a clean area and use lint
free wiping materials or dry compressed air. Use a
wire brush to remove foreign material and debris
from around the exterior of the valve before
disassembly. Clean solvent and type C-4 hydraulic oil
should be used to insure cleanliness and initial
lubrication.
1. Remove counter pressure valve plug (17, Fig-
ure 5-8), and O-ring (16). Remove counter pres-
sure valve assembly (15).
NOTE: As parts are removed, they should be laid out
in a group in the same order in which they are
removed.
2. Remove relief valve plug (18) and seal (19).
Using an 8 mm hex head allen wrench, remove
the relief valve assembly (20). Remove steel
seal (21).
3. Remove cap screw (37) and cap screws (36)
using a 10 mm and 13 mm hex head allen
wrench. Remove lockwashers (38 & 39).
Remove end cover (47).
4. remove spring stop (41) and spring (42).
Remove spring stop (34) and springs (32 & 33).
Remove O-rings (40 & 49).
5. Remove spring control (31) and main spool
(29). Remove priority valve spool (43). Remove
spring control (25), springs (23 & 24) and spring
stop (22).
6. Remove amplifier valve spool assembly (51).
Set amplifier valve spool assembly aside for fur-
ther disassembly, if required.
7. Remove shock and suction valve (28). Set
shock and suction valve aside for further disas-
sembly, if required.
8. Remove cap screws (1 & 3) using a 10 mm and
13 mm hex head allen wrench. Remove lock-
washers (2 & 4). Remove end cover (5).
9. Remove O-rings (6, 7 & 8) and spring (55).
10. Remove shock and suction valve assembly
(12). Set the shock and suction valve aside for
further disassembly, if required. Remove orifice
screw (13).
11. Remove orifice screw (53). Remove check
valve (54).
NOTE: If further disassembly is required for the
shock and suction valves refer to Figure 5-9.
NOTE: The flow amplifier valve is equipped with two
shock and suction valves and they are identical. The
shock and suction valves are only serviced as
complete valve assemblies. O-rings 1 & 3, Figure 5-9
are replaceable. Relief valve (20, Figure 5-8) check
valve (54) and counter pressure valve (15) are also
serviced only as assemblies.
FIGURE 5-9. SHOCK AND SUCTION VALVE
ASSEMBLY
1. O-Ring
2. Pilot Section
3. O-Ring
NOTE: Disassembly of the amplifier spool assembly
is only necessary should O-ring (2, Figure 5-10),
spring (9) or orifice screw (11) require replacement,
otherwise replace the amplifier spool assembly as a
complete unit. For complete disassembly refer to
steps 12 & 13.
12. Remove retainer ring (7, Figure 5-10), remove
pin (5). Remove plug (10) and spring (9).
Remove retaining ring (6) and pin (4) and
remove inner spool (8).
13. Unthread check valve (1) and remove. Remove
O-ring (2). Remove orifice screw (11) from plug
(10).
14. Clean and inspect all parts carefully. Make any
replacements as necessary.
Reassembly
1. Thoroughly lubricate each part prior to installa-
tion using clean, type C-4 hydraulic oil.
2. Reassemble the Amplifier spool assembly in
reverse order. Refer to steps 12 & 13, and Fig-
ure 5-10 under disassembly.
3. Install orifice screw (13, Figure 5-8). Tighten ori-
fice screw to 0.5 Nm (4 in. lbs). Install check
valve (54). Tighten check valve to 1 Nm (8 in.
lbs). Install orifice screw (53). Tighten orifice
screw to 1 Nm (8 in. lbs) torque.
4. Install seal (21). Install relief valve assembly
(20), seal (5), and plug (20). Tighten plug to 2.5
Nm (22 in. lbs) torque.
5. Install counterpressure valve assembly (15).
Install plug (17) using new O-ring (16).
6. Install both shock and suction valves (12 & 28)
as complete units. Install spring stop (22)
springs (23 & 24) and spring control (25). Install
orifice screws (26 & 35) if removed from main
spool (29). Install main spool (29).
7. Install amplifier spool assembly (51). Install pri-
ority valve spool (43) and spring (42). Install
spring (55).
8. Install spring control (31), springs (32 & 33) and
spring stop (34).
9. Lubricate O-rings (6, 7 & 8) with molycote
grease and position on cover (5). Install end
cover (5). Install cap screws (3) with lockwash-
ers (4). Tighten cap screws to 2.5 Nm (2 ft
lbs). Install cap screw (1) and lockwasher (2).
Tighten cap screw to 8 Nm (6 ft lbs) torque.
10. Lubricate O-rings (40 & 49) with molycote
grease and install on cover (47). Install end
cover (47). Install cap screws (36) with lock-
washers (39). Tighten cap screws to 2.5 Nm (2
ft lbs). Install cap screw (37) with lockwasher
(38). Tighten cap screw to 8 Nm (6 ft lbs)
torque.
11. To help prevent contamination during storage or
installation, install plastic plugs in each valve
port.
FIGURE 5-10. AMPLIFIER SPOOL ASSEMBLY
1. Check Valve
2. O-Ring
3. Spool
4. Pin
5. Pin
6. Retaining Ring
7. Retaining Ring
8. Inner Spool
9. Spring
10. Plug
11. Orifice Screw
STEERING CONTROL UNIT
Removal
this injury is not received immediately.
for the accumulators to bleed down. Turn steer-
ing wheel to ensure no oil remains under pres-
sure.
2. Remove cap screws and lockwashers securing
the steering control unit access cover in place
(Access cover is located on the front side of the
operator's cab.) Remove access cover.
NOTE: Clean the steering control unit and
surrounding area carefully to help avoid
contamination of hydraulic oil when lines are opened.
3. Tag all hydraulic lines for proper identification
during installation. Disconnect hydraulic lines
(3, 4, 5, 6, & 7, Figure 5-11) at steering control
unit (2) ports and plug. Move lines clear of
valve.
4. Remove the four mounting cap screws, flat-
washers and lockwashers securing the steering
control unit to the mounting bracket. Remove
the steering control unit.
5. Place the steering control unit in a clean work
area for disassembly.
Spline Inspection
Whenever the steering control unit is removed for
service, the steering column shaft should be
inspected for excessive wear.
1. Thoroughly clean splines on steering column
shaft and inspect for damage or excessive
wear.
2. Using an outside micrometer or dial caliper,
measure the outside diameter of the male
splines on the steering column shaft.
Minimum diameter: 24.13 mm (0.950 in.)
If splines are worn more than the minimum diameter
specification, replace steering column. (Refer to Sec-
tion N.)
FIGURE 5-11. STEERING CONTROL UNIT
1. Brake valve
2. Steering Control Unit
3. LS Port Hose
4. L Port Hose
5. T Port Hose
6. P Port Hose
7. R Port Hose
Installation
1. Lubricate splines of steering column shaft with
a molybdenum disulphide or multi-purpose
NLGI grease.
2. Move steering control unit into position and
align with steering column shaft splines. Secure
the steering control unit in place using four cap
screws, flatwashers and lockwashers.
3. Check for proper steering wheel rotation without
binding. Be certain wheel returns to neutral after
rotating 1/4 turn left and right. If necessary,
adjust steering unit and/or steering column to
realign column and control unit.
Serious personal injury to the operator or to any-
one positioned near the front wheels may occur if
a truck is operated with the hydraulic steering
lines improperly installed. Improperly installed
lines can result in uncontrolled steering and/or
SUDDEN AND RAPID rotation of the steering
wheel as soon as the steering wheel is moved. It
will turn rapidly and cannot be stopped manually.
After servicing the steering control unit, hydrau-
lic steering lines should be checked for correct
hook-up before starting the engine.
4. Tighten all cap screws to standard torque.
Unplug and attach hydraulic lines to their proper
ports. Refer to Figure 5-11 for port locations.
5. Start engine and check for proper steering func-
tion and any leaks.
6. Replace access cover and secure in place with
cap screws and lockwashers.
Disassembly
The steering control unit is a precision unit
manufactured to close tolerances, therefore
complete cleanliness is a must when handling the
valve assembly. Work in a clean area and use lint
free wiping materials or dry compressed air. Clean
type C-4 hydraulic oil should be used during
reassembly to insure initial lubrication.
1. Allow oil to drain from valve ports.
2. Match mark gear wheel set and end cover to
insure proper relocation during reassembly.
3. Remove end cover cap screws and washers.
Remove cap screw with rolled pin (3, Figure
5-12). Mark hole location of cap screw with
rolled pin on end cover to facilitate reassembly.
FIGURE 5-12. DISASSEMBLY PREPARATION
1. Valve Assembly
2. Match Marks
3. Cap Screw with Pin
4. End Cover
4. Remove end cover (4) and O-ring (2, Figure 5-
13).
5. Remove outer gear of gear wheel set (1) and
O-ring between gear set and distribution plate.
6. Lift inner gear off cardan shaft.
7. Remove cardan shaft (11, Figure 5-19), distri-
bution plate (15) and O-ring (14).
8. Remove threaded bushing (4) and ball (3).
9. With valve housing positioned with the spool
and sleeve vertical, carefully lift spool assembly
out of housing bore.
NOTE: If housing is not vertical when spool and
sleeve are removed, pin (9) may slip out of position
and trap spools inside housing bore.
10. Remove O-ring (5), kin ring (6) and bearing
assembly (7).
11. Remove ring (8) and pin (9) and carefully push
inner spool out of outer sleeve.
12. Press the neutral position springs (10) out of
their slot in the inner spool.
13. Remove the dust seal (2, Figure 5-14) using a
screwdriver. Take care not to scratch or damage
the dust seal bore.
1. Clean all parts carefully with fresh cleaning sol-
vent.
2. Inspect all parts carefully and make any
replacements necessary.
NOTE: All O-rings, seals and neutral position springs
should be replaced with new. Prior to reassembly
thoroughly lubricate all parts with clean type C-4
hydraulic oil.
FIGURE 5-13. COVER END O-RING
1. Gear Wheel Set 2. O-Ring
FIGURE 5-14. SEAL REMOVAL
1. Screwdriver
2. Dust Seal
3. Housing
Assembly
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used. The reason is that in the
other end of the sleeve and spool (opposite end of
the spring slots) there are three slots in the spool and
three holes in the sleeve. These must be opposite
each other on assembly so that the holes are partly
visible through the slots in the spool, refer to Figure
5-15.
1. To install the neutral position springs, place a
screwdriver in the spool slot as shown in Figure
5-16.
2. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
screwdriver.
3. Push two curved neutral position springs in
between one side of the screwdriver blade and
a flat spring. Repeat for the opposite side.
Remove the screwdriver.
4. Slide the inner spool in the sleeve. Compress
the ends of the neutral position springs and
push the neutral position springs in place in the
sleeve.
5. Install the cross pin (9, Figure 5-19).
FIGURE 5-15. SPOOL AND SLEEVE ASSEMBLY
1. Slots
2. Hole
3. Spool
4. Sleeve
FIGURE 5-16. NEUTRAL POSITION SPRING INSTALLATION
6. With neutral position springs (7, Figure 5-17)
centered in spool and sleeve, install ring (3),
rear bearing race (4), thrust bearing (5) and
front bearing race (6) in that order. The cham-
fer on the rear bearing race must be facing
away from the bearing.
7. Place the dust seal (1, Figure 5-19) in position.
Using a flat iron block over the seal, tap into
position.

8. Position the O-ring and kin ring on the spool.
9. Position the steering unit with the housing hori-
zontal. Slowly guide the (lubricated) spool and
sleeve with fitted parts, into the bore using light
turning movements. Refer to Figure 5-18.
NOTE: Cross pin must remain horizontal when spool
and sleeve are pushed into bore to prevent pin from
dropping out of spool.
FIGURE 5-17. BEARING INSTALLATION
1. Sleeve
2. Cross Pin
3. Ring
4. Bearing Race
(with chamfer)
5. Thrust Bearing
6. Bearing Race
7. Neutral Position
Springs
FIGURE 5-18. SPOOL INSTALLATION
1. Housing 2. Spool Assembly
FIGURE 5-19. STEERING CONTROL UNIT
1. Dust Seal
2. Housing & Spools
3. Ball
4. Threaded Bushing
5. O-Ring
6. Kin Ring
7. Bearing Assembly
8. Ring
9. Pin
10. Neutral Position
Springs
11. Cardan Shaft
12. Spacer
13. Tube
14. O-Ring
15. Distribution Plate
16. Gear Wheel Set
17. O-Ring
18. O-Ring
19. End Cover
20. Washers
21. Rolled Pin
22. Cap Screws with Pin
23. Cap Screws
10. Install the check ball in the hole shown in Figure
5-20. Install threaded bushing and lightly
tighten.
11. Grease the housing O-ring (3) with Vaseline and
install in the housing groove.
12. Install the distribution plate (15, Figure 5-19)
with plate holes matching the corresponding
holes in the housing.
13. Guide the cardan shaft (11) down into the bore
with the slot in the cardan shaft aligned with the
cross pin (9).
14. Position inner gear wheel onto cardan shaft. It
may be necessary to rotate the gear slightly to
find the matching splines on the cardan shaft.
(Splines are machined to insure proper align-
ment of cardan shaft and inner gear wheel.)
15. Grease the O-rings (17 & 18) on both sides of
the outer gear wheel with Vaseline and install.
16. Align outer gear wheel bolt holes with tapped
holes in housing and match marks.
17. Align cover (19) using match marks as a refer-
ence and install using cap screws (23) and
washers (20).
18. Install cap screw with pin (22) into proper hole.
19. Tighten cover cap screws in a criss-cross pat-
tern to 3 0.5 Nm (2 0.4 ft lbs) torque.
FIGURE 5-20. CHECK BALL INSTALLATION
1. Check Ball Hole
2. Check Ball
3. O-Ring
4. Housing
STEERING CYLINDER
For steering cylinder removal and installation proce-
dure, refer to Section G.
Disassembly
1. Remove cap screws (9, Figure 5-21) and pull
gland (8) rod (10) and piston (5) from housing
(6).
2. Remove O-ring & backup ring (7). Remove nut
(2) and remove piston (5). Remove bearing (3)
and piston seal (4).
3. Pull rod (10) from gland (8). Remove rod wiper
(11) and rod seal (12).
Inspection and Cleaning
1. Clean all parts using fresh cleaning solvent, lint
free wiping cloth and dry compressed air.
2. Inspect cylinder housing, gland, piston and rod
for signs of pitting, scoring or excessive wear.
3. Lubricate the cylinder housing, gland, piston
and rod with clean, type C-4 hydraulic oil. Lubri-
cate new seals, wiper and bearing using clean,
type C-4 hydraulic oil.
Assembly
1. Install new O-ring and backup ring (7, Figure
5-21). The backup ring must be positioned
toward the rod eye.
2. Install new rod seal (12) and rod wiper (11) in
gland (8).
3. Push rod (10) through top of gland, slowly
advancing rod over rod seal and rod wiper.
4. Install new piston seal (4) and bearing (3) on
piston (5). Make sure the piston seal is tight on
piston.
NOTE: Installation of the piston seal may require the
a. Heat the piston seal assembly in boiling
water for 3 to 4 minutes.
b. Remove piston seal assembly from the water
and assemble on the piston. Do not take lon-
ger than 5 seconds to complete assembly as
seal will take a permanent set.
c. Apply even pressure to avoid cocking the
seal.
d. If the seal assembly has taken a slightly
large set, the use of a belt type wrench or
similar tool can be used to compress the seal
to the desired diameter, (tight on piston).
5. Install piston on rod structure and secure in
place with locknut. Tighten locknut to 2712 Nm
(2000 ft lbs) torque.
6. Carefully install rod and gland assembly into
cylinder housing. Insure backup ring and O-ring
on gland are not damaged during installation.
7. Install cap screws (9) and tighten to 420 42
Nm (310 31 ft lbs) torque.
Testing
After the cylinder is assembled, perform the following
tests to verify that performance is within acceptable
limits.
1. Piston leakage must not exceed 16.4 cm
3
/min.
(1.0 in
3
/min.) at 17 250 kPa (2,500 psi), port to
port.
2. Rod seal leakage must not exceed one drop of
oil in eight cycles of operation.
3. Piston break-away force should not exceed 690
kPa (100 psi).
FIGURE 5-21. STEERING CYLINDER ASSEMBLY
1. Vent Plug
2. Locknut
3. Bearing
4. Piston Seal
5. Piston
6. Housing
7. O-Ring & Backup Ring
8. Gland
9. Cap Screws
10. Rod
11. Rod Wiper
12. Rod Seal
STEERING CIRCUIT FILTER
The brake and steering circuit filter (Figure 5-22) is
located on the right, inside frame rail, behind the fuel
tank. The filter provides secondary filtering protection
for hydraulic oil flowing to the bleeddown manifold
valve for the steering and brake systems.
An indicator switch (1) is designed to alert the opera-
tor of filter restriction before actual bypass occurs.
The switch contacts close at 241 kPad (35 psid) to
actuate a warning lamp on the overhead display
panel. Actual filter bypass occurs at 345 kPad (50
psid).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service for rec-
ommended normal filter element replacement inter-
val. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.
Filter Element Replacement
applying pressure.
immediately.
FIGURE 5-22. STEERING/BRAKE CIRCUIT
FILTER
1. Indicator Switch
2. Setscrew (Bleed Plug)
3. Head
4. Test Fitting
5. O-Ring
6. Filter Element
7. Bowl
8. O-Ring
9. Drain Plug
Removal
1. Turn the key switch OFF, allow at least 90 sec-
onds for the accumulators to bleed down.
2. Remove plug (9, Figure 5-22), loosen bleed
plug (2) and drain oil from the housing into a
suitable container.
nation!
3. Remove bowl (7) and element (6).
4. Remove and discard O-ring (5) on filter bowl.
5. Clean bowl in solvent and dry thoroughly.
Installation
1. Install new element (6). Install new O-ring (5) on
bowl.
2. Install bowl on filter head and tighten.
3. Install drain plug (9), and O-ring (8). Tighten
bleed plug (2).
Indicator Switch
The indicator switch (1, Figure 5-22) is factory preset
to actuate at 241 kPad (35 psid). When activated, the
switch will illuminate the amber Hydraulic Oil Filter
warning lamp located on the overhead display in the
operators cab.
NOTE: Excessive restriction in either the hoist circuit
filters, or the steering circuit filter will cause the
Hydraulic Oil Filter warning lamp to illuminate.
The indicator switch is not individually repairable. If
the switch is inoperative, replace with a new part.
STEERING AND BRAKE PUMP
Removal
NOTE: Clean the steering pump and surrounding
area carefully to help avoid contamination of
hydraulic oil when lines are opened.
applying pressure.
immediately.
for the accumulators to bleed down. Turn the
steering wheel to be sure no oil remains under
pressure.

NOTE: If oil in the hydraulic tank has not been
contaminated, the shut-off valve (6, Figure 5-23)
between the tank and steering pump can be closed,
eliminating the need to completely drain the tank.
2. Drain the hydraulic tank by use of the drain
located on the bottom side of the tank.
NOTE: Be prepared to contain approximately 901 l
(238 gal) of hydraulic oil. If the oil is to be reused,
clean containers must be used with a 3 micron
filtering system available for refill.
3. Disconnect the suction and discharge lines at
the steering pump (5, Figure 5-23). Disconnect
and cap pump case drain line from fitting at top
of pump housing. Plug all lines to prevent oil
contamination.
The steering pump weighs approximately 113 kgs
(250 lbs). Use a suitable lifting device capable of
4. Support the steering pump (5) and the rear sec-
tion of the hoist pump (3). Remove mounting
cap screws and rear support bracket (7).
Remove the four pump mounting cap screws
(4).
5. Move the steering pump rearward to disengage
the drive coupler splines from the hoist pump
and remove pump.
6. Clean exterior of steering pump.
7. Move the steering pump to a clean work area
for disassembly.
FIGURE 5-23. STEERING PUMP REMOVAL
1. Hoist Pump Outlet
Hoses
2. Mounting Cap Screws
3. Hoist Pump
4. Mounting Cap Screws
5. Steering/Brake Pump
6. Shut-off Valve
7. Pump Mount Bracket
8. Outlet Hose
Installation
1. Install a new O-ring on pump mounting flange.
2. Make sure the steering pump spline coupler is
in place (inside hoist pump) prior to steering
pump installation.
The steering pump weighs approximately 113 kgs
(250 lbs). Use a suitable lifting device capable of
3. Move the steering pump (5, Figure 5-23) into
position. Engage steering pump shaft with hoist
pump spline coupler.
4. Install rear support bracket (7) with cap screws.
Do not tighten cap screws at this time.
5. Align cap screw holes and install steering pump
mounting cap screws (4). Tighten mounting cap
screws to standard torque and tighten rear sup-
port cap screws to standard torque.
6. Remove plugs from pump inlet and outlet ports.
Remove caps from inlet and outlet lines and
install to steering pump using new O-rings.
Tighten cap screws securely. Do not connect
steering pump drain hose to the steering pump,
at this time (see Step 7). Cap the drain hose
securely.
7. Remove 90 case drain fitting from top of pump
housing and add clean C-4 oil to pump through
opening until steering pump housing is full. This
may require 2 - 3 l (2 - 3 qts) of oil.
8. Uncap the case drain line, connect to steering
pump fitting and tighten case drain line.
9. Replace hydraulic filter elements. Refer to
Hydraulic Filters earlier in this section.
NOTE: Use only Komatsu filter elements, or
elements that meet the Komatsu hydraulic filtration
specification of Beta 12 = 200.
10. Open shut-off valve in steering pump suction
line completely.
11. With the body down and the engine shut-off, fill
the hydraulic tank with clean C-4 hydraulic fluid
(as specified on the truck Lubrication Chart) to
the upper sight glass level.
12. With suction line shut-off valve open, loosen
suction (inlet) hose cap screws (at the pump) to
bleed any trapped air. Then loosen pressure
(outlet) hose cap screws (at the pump) to bleed
any trapped air. Tighten hose connection cap
13. If required, top-off the oil level in the hydraulic
tank, to the level of the upper sight glass.
14. In the hydraulic brake cabinet, open both brake
accumulator needle valves completely to allow
the steering pump to start under a reduced
load.
15. Move the hoist pilot control valve to the FLOAT
position.
16. Start the truck engine and operate at low idle for
one (1) to two (2) minutes.
Do not allow the engine to run with the needle
valves in the open position for longer than this
recommendation: excessive hydraulic system
heating will occur.
DO NOT start any hydraulic pump for the first
time after an oil change, or pump replacement,
with the truck dump body raised. Oil level in the
hydraulic tank may be below the level of the
pump(s) causing extreme pump wear during this
initial pump start-up.
17. Shut-off the engine and fully close both brake
accumulator needle valves in the brake cabinet.
18. Verify that the oil level in the hydraulic tank is at
the upper sight glass when the engine is off and
the body is resting on the frame. If the hydraulic
oil level is not at the upper sight glass, follow
service manual instructions for filling/adding oil.
19. Start engine and check for proper pump opera-
tion. If necessary, refer to Steering Circuit
Checkout Procedure later in this Section, or the
Trouble Shooting Chart or Pressure Check and
Adjustment Procedure.
Disassembly
When disassembling or assembling unit, choose
a work area where no traces of dust, sand or
other abrasive particles which could damage the
unit are in the air. Do not work near welding,
sand-blasting, grinding benches and the like.
Place all parts on a CLEAN surface. To clean
parts which have been disassembled, it is impor-
tant CLEAN solvents are used. All tools and
gauges should be clean prior to working with
these units and new, CLEAN and threadless rags
used to handle and dry parts.
1. Drain off excess hydraulic oil from pump inlet
and discharge ports. It may be necessary to
loosen the four valve plate cap screws (20, Fig-
ure 5-26) pull back on valve plate to allow fluid
to seep out of the case.
2. Thoroughly clean and dry the outside surface of
the pump housing.
NOTE: Depending upon what part or parts are to be
inspected, it may not be necessary to completely
take apart all assemblies.
Control Piston Group
3. Remove the two large plugs (23, Figure 5-24)
with O-rings (15) from both sides of pump.
4. Back out four cap screws (3, Figure 5-26), then
remove cap (24). Remove bias control spring
(1, Figure 5-25).
5. Control piston (11, Figure 5-25) must be in the
neutral position. Control link pin (16) should be
centered in the plug opening. If pin is not cen-
tered, pry control piston to position link pin for
access through hole.
6. Using appropriate snap ring pliers, remove
retaining rings (14, Figure 5-25) from both sides
of the pin and remove control link washers (15).
7. For handling purposes, insert a 1/4"-20UNC
cap screw into the threaded end of the control
link pin (16).
8. Using a brass rod and hammer, tap on end
opposite the cap screw to remove control link
pin (16).
Maximum volume stop gland (14, Figure 5-24)
MUST be removed BEFORE further disassembly
of control piston.
9. Without disturbing jam nut (16, Figure 5-24),
unscrew gland (14) and remove stroke adjuster
as a complete assembly.
Valve Plate Group
NOTE: Valve plate (17, Figure 5-26) is a slight press
fit in the pump housing (20, Figure 5-24).
10. Support valve plate (17, Figure 5-26) from an
overhead crane (lifting lug holes are provided)
and remove four cap screws (20) from valve
plate.
11. Remove valve plate (17) from pump housing
(20, Figure 5-24) by tapping away from the
housing with a mallet until valve plate pilot
diameter disengages from the case 6.35 mm
(0.25 in.).
12. With the weight of the valve plate still sus-
pended from the overhead crane, slide valve
plate back until it disengages from driveshaft
and set valve plate aside. Care must be taken
not to damage the wear face of valve plate (17).
13. To further disassemble control piston assembly,
move control piston (11, Figure 5-25) into
sleeve (4) until control piston maximum stop pin
(8) contacts the sleeve. Use a large mallet to
drive piston and sleeve assembly outward from
the valve plate.
14. When all sleeve seals (5, 6, & 7) are clear of the
valve plate, re-extend control piston (11). While
tipping the assembly enough to clear the hole,
pull the assembly from the valve plate.
15. Remove pin (18) from control piston by pressing
or tapping it out through the hole on opposite
side. Control stop pin (8) can be removed and
control piston (11) slipped out of sleeve (4).
16. Remove cap screws (9, Figure 5-26) and
remove compensator block (13).
17. Remove cap screws (21) and cover plate (19).
Rotating Group
Rotating group weighs approximately 30 lbs.
Extreme care must be taken not to damage cylin-
der wear face of cylinder wear plate face, bearing
diameters or piston shoes. Assistance from oth-
ers and use of proper lifting techniques is
strongly recommended to prevent personal
injury.
18. To remove rotating group, firmly grasp the cylin-
der barrel (10, Figure 5-25) and pull assembly
outward until cylinder spline disengages from
driveshaft spline about 63.5 mm (2.5 in.). Once
clear, rotate cylinder barrel a revolution or two to
break any contact between piston/shoe assem-
blies (13) and swashblock (25) wear face.
19. Slide rotating group off the driveshaft and out of
the pump housing and place it on a clean, pro-
tective surface with piston shoes facing upward.
20. Mark each piston, its cylinder bore and location
in shoe retainer for ease of inspection and
assembly.
21. Piston/shoe assemblies (13) can be removed
individually or as a group by pulling upward on
shoe retainer (27).
22. Remove fulcrum ball (12).
23. If shoe retainer springs (28) are removed, mark
which spring came from which bore as they
must be returned to that individual bore on
assembly.
24. Remove the two pins (17, Figure 5-24) and pull
the cylinder bearing (26, Figure 5-25) straight
out of the pump housing.
Swashblock Group
25. Remove the two swashblock retaining pins (19,
Figure 5-24), tilt the bottom of the swashblock
(25, Figure 5-25) outward and remove the
swashblock from the pump case.
26. Saddle bearings (24) can be removed by using
a very short screwdriver or back hammer to pry
them loose; or continue to the next step for fur-
ther disassembly which will make their removal
easier.
Driveshaft Group
27. Remove bearing retaining ring (3, Figure 5-24).
Use a mallet on the tail shaft and tap driveshaft
(1) out from the front of the pump housing.
28. Remove seal retainer (21) from pump housing.
Use a mallet and tap saddle (20) out from the
inside of the pump housing. Saddle bearings
(24) can then be easily removed and saddle O-
ring (21) may also be removed at this time.
INSPECTION
Always wear safety goggles when using solvents
or compressed air. Failure to wear safety goggles
could result in serious personal injury.
1. Clean all parts thoroughly.
2. Replace all seals and O-rings with new parts.
3. Check all locating pins for damage and all
springs for cracking or signs of fatigue.
4. Control piston (11, Figure 5-25) must slide
smoothly in sleeve (4).
5. Linkage to cradle should operate smoothly but
not loosely (with slop). Check piston and bore in
sleeve for signs of scratching or galling. Polish
with fine emery if needed.
Valve Plate Group
6. Closely examine mating faces of valve plate
(17, Figure 5-26) and cylinder barrel (10, Figure
5-25) for flatness, scratches or grooves. If faces
are not flat and smooth, the cylinder side will lift
off from the port plate (valve plate) resulting in
delivery loss and damage to the pump. Replace
if necessary.
Rotating Group
7. Check all pump piston assemblies (13, Figure
5-25) for smooth action in their bores.
8. Check piston walls and bores for scratches or
other signs of excessive wear (pistons should
not have more than a few thousandths clear-
ance). Replace if necessary.
FIGURE 5-24. PUMP, FRONT HOUSING
1. Shaft
2. Bearing
3. Snap Ring
4. Retainer Ring
5. Lifting Eyes
6. Name Plate
7. Screw, Drive
8. Name Plate
9. Plug
10. O-Ring
11. Plate
12. Adjusting Screw
13. O-Ring
14. Gland
15. O-Ring
16. Jam Nut
17. Pin
18. O-Ring
19. Pin
20. Housing
21. Seal Retainer
22. O-Ring
23. Plug
24. Seal
25. Plug
FIGURE 5-25. PUMP, ROTATING GROUP
1. Springs
2. Seal
3. Piston Ring
4. Sleeve
5. Back-up Ring
6. O-Ring
7. O-Ring
8. Pin
9. Back-up Ring
10. Cylinder Barrel
11. Control Piston
12. Ball
13. Piston Shoe Assembly
14. Retainer Ring
15. Washer
16. Pin
17. Link
18. Pin
19. Dowel Pin
20. Saddle
21. O-Ring
22. Roll Pin
23. Roll Pin
24. Saddle Bearing
25. Swash Block
26. Cylinder Bearing
27. Retainer
28. Spring
FIGURE 5-26. PUMP, REAR HOUSING
1. Plug
2. O-Ring
3. Cap Screw
4. O-Ring
5. Plug
6. O-Ring
7. Plug
8. Valve, 4-Way
9. Cap Screw
10. Orifice
11. O-Ring
12. Plug
13. Compensator
14. Valve, Relief
15. Bearing
16. Gasket
17. Valve Plate
18. O-Ring
19. Cover Plate
20. Cap Screw
21. Cap Screw
22. Seal (red)
23. Cap Screw
24. End Cap
25. O-Ring
26. O-Ring
27. O-Ring
28. O-Ring
29. Unloader Module
30. Orifice
9. Piston shoes must pivot smoothly, but end play
must not exceed 0.076 mm (0.003 in.).
10. Check end play as follows:
a. Place square end of piston on bench and
hold down firmly. Pull on end of shoe with
other hand and note end play. A good piston/
shoe fit will have no end play, but the shoe
may rotate and pivot on the piston ball.
Inspect each shoe face for nicks or
scratches.
b. Measure shoe thickness (the part held
between retainer (27, Figure 5-25) and cra-
dle. All shoes must be equal within 0.003
mm (0.0001in.). If one or more piston/shoe
assemblies (13) needs to be replaced, all
piston/shoes assemblies must be replaced.
c. Inspect cylinder bearing (26) and matching
cylinder barrel bearing mating surface for
galling, pitting or roughness. Replace if nec-
essary.
Swashblock Group
11. Inspect swashblock (25, Figure 5-25) for
scratches, grooves, cracks or uneven surface.
Replace if defective.
NOTE: Wear face is coated with a gray colored
epoxy based dry film lubricant for break-in purposes.
Scratching or wear of this coating is not detrimental
as long as the metal surface underneath the coating
is not scored or picked-up.
12. Compare saddle bearing (24) thickness in wear
area to thickness in a non-wear area. Replace
saddle bearings if difference is greater than
0.102 mm (0.004 in.).
13. Check mating surface of swashblock for cracks
or excessive wear. Replace if necessary.
14. Swashblock movement in saddle and saddle
bearing (24) must be smooth.
Driveshaft Group
15. Remove shaft seal (24, Figure 5-24).
16. Check shaft bearing (2) for galling, pitting, bind-
ing or roughness. Replace if necessary.
17. Check shaft and its splines for wear. Replace
any parts necessary.
Compensator Block and Unloader Module
18. Remove screws (23, Figure 5-26) and separate
unloader module (29) from compensator block
(13).
19. Remove 4-way valve (8) and relief valve (14)
from compensator block. Remove all plugs and
orifices (10 & 30). Clean block in solvent;
inspect all passages and orifices for obstruc-
tions.
20. Remove unloader valve from block (29).
Remove plugs and clean block passages. If
unloader is inoperative, replace entire module.
Stroke Adjuster Assembly
21. Measure and record dimension A on stroke
adjuster assembly as shown in Figure 5-27.
22. Loosen jam nut (4). Separate stem (1) from
gland (3). Remove and discard O-ring (2).
23. Inspect parts for damage or excessive wear.
24. Install new O-ring on stem and reassemble to
gland. Adjust stem to gland to dimension A
recorded in step 21. Tighten jam nut.
ASSEMBLY
The procedures for assembling the pump are basi-
cally the reverse order of disassembly procedures.
During assembly, install new gaskets, seals, and O-
rings.
Apply a thin film of CLEAN grease or hydraulic fluid
to sealing components to ease assembly. If a new
rotating group is used, lubricate thoroughly with
CLEAN hydraulic fluid. Apply fluid generously to all
wear surfaces.
Swashblock Group
1. Press or tap roll pin (22, Figure 5-25) into pump
housing (20, Figure 5-24).
2. Press new shaft seal (24) into saddle (20, Fig-
ure 5-25) using an arbor press. Install O-ring
(21) into the groove in the saddle.
3. Press four roll pins (23) into saddle (20) until
they bottom, then press saddle bearing (24)
onto the pins to locate the bearing in the saddle.
Extreme care should be used to prevent damage
to saddle bearing surfaces while installing the
saddle into the pump housing.

4. Use a long brass bar and a mallet (or an arbor
press), to install saddle and bearing assembly
into pump housing. Tap or press ONLY on the
area of the saddle that is exposed between the
saddle bearings (DO NOT tap on bearing sur-
faces). Saddle is fully seated when a distinct
metallic sound is heard when installing saddle
into pump housing.
5. Fasten control link (17, Figure 5-25) to swash-
block (25) using link pin (16) and two retaining
rings (14).
6. Be sure the two dowel pins (19), are pressed
into swashblock (25).
7. Insert swashblock (25) into pump housing (20,
Figure 5-24) until it engages in saddle bearing
and allow swashblock to settle to its lowest nat-
ural position.
8. Retain by installing two swashblock retaining
pins (19) and O-rings (18) in place. Once
pinned, make certain swashblock strokes
SMOOTHLY in the saddle by pulling firmly on
the free end of control link (17, Figure 5-25).
Driveshaft Group
NOTE: Be sure punch marks on cylinder bearing (26,
Figure 5-25) will face toward shaft end of pump.
9. Insert cylinder bearing (26) straight into pump
housing. Be sure bearing is positioned so bear-
ing retainer pins (17, Figure 5-24) can be
inserted in the case and into the bearing.
10. Install O-rings (18) on pins (17) and install pins.
11. An arbor press is required to install shaft bear-
ing (2) onto driveshaft (1). IMPORTANT - press
ONLY on the inner race of the bearing. Press
bearing until it contacts the shoulder on drive-
shaft.
12. Use a long 153 mm (6 in.) sleeve with an I.D.
slightly larger than the retaining ring I.D. and
press retaining ring (4) towards bearing until it
seats in the groove.
13. Place seal retainer (21) over seal (24) inside the
pump housing (20). Lubricate shaft seal with
clean hydraulic oil.
14. Install entire driveshaft assembly through the
front of the pump housing. A mallet will be
required to install the driveshaft through shaft
seal (2).
15. Once the driveshaft assembly is fully seated
within the pump housing, install snap ring (3).
FIGURE 5-27. STROKE ADJUSTER ASSEMBLY
1. Stem
2. O-Ring
3. Gland
4. Jam Nut
Rotating Group
16. Mating surfaces should be greased. Place cylin-
der assembly on clean table with the valve plate
side down.
17. During disassembly, shoe retainer springs were
referenced to individual bores. Assemble rotat-
ing group by inserting shoe retainer springs (28,
Figure 5-25) into the same spring bores located
in cylinder barrel (10) that they came from.
18. Slide fulcrum ball (12) over the nose of the cylin-
der barrel (10).
19. Place shoe retainer (27) over fulcrum ball and
align holes in retainer with corresponding holes
(marked during disassembly) in the cylinder
barrel. Once aligned, insert piston/shoe assem-
blies (13) into corresponding (marked during
disassembly) holes completing the rotating
group.
The assembled rotating group weighs approxi-
mately 14 kgs (30 lbs). Assistance from others
and proper use of proper lifting techniques is
strongly recommended to prevent personal
injury.
20. The rotating group can now be carefully
installed over the end of the driveshaft and into
the pump housing (20, Figure 5-24).
21. When installing the rotating group, support the
weight of the cylinder barrel (10, Figure 5-25) as
cylinder spline is passed over the end of drive-
shaft to avoid scratching or damage.
22. Push cylinder barrel forward until the cylinder
spline reaches the driveshaft spline. Rotate the
cylinder slightly to engage shaft splines.
23. Continue to slide cylinder barrel forward until it
encounters the cylinder bearing (26, Figure 5-
25). Lifting the driveshaft slightly helps cylinder
barrel (10) and cylinder bearing engagement.
Continue pushing cylinder forward until the pis-
ton shoes contact swashblock (25).
24. At this point, the back of the cylinder barrel
should be located approximately 6.3 mm (0.25
in.) inside the back of the pump housing.
25. Install piston rings (2 & 3, Figure 5-25) into their
respective grooves on control piston (11) using
care to assure they are in proper location.
26. Insert control piston assembly into sleeve (4).
27. While supporting the control piston, press or slip
in pin (8) and secure with cotter or roll pin (18).
28. Order of piston sleeve seal installation starts at
widest end of sleeve.
29. Install backup ring (1, Figure 5-28) and O-ring
(2) and backup ring (3) in rear most groove on
piston sleeve. Install O-ring (4) and backup ring
(5) in remaining groove.
30. Insert piston and sleeve assembly (4, Figure 5-
25) into valve plate (17, Figure 5-26).
31. Install O-ring (18) in rear of valve plate. Use four
cap screws (21) to fasten cover plate (19) over
opening in valve plate (17).
FIGURE 5-28. O-RING LOCATION ON PISTON
SLEEVE
1. Backup Ring
2. O-Ring
3. Backup Ring
4. O-Ring
5. Backup Ring
32. Pull free end of control link (17, Figure 5-25)
toward back of pump housing until the open
hole in the link lines up with open ports on sides
of pump case.
33. Install maximum volume stop gland (14, Figure
5-24) and adjusting screw (12) to hold swash-
block in place.
Valve Plate Group
34. Be sure driveshaft bearing (15, Figure 5-26) is
in place. Using assembly grease (to hold
desired position), place valve plate gasket (16)
in position on valve plate (17).
35. Support valve plate assembly from an overhead
crane (lifting lug holes are provided) in prepara-
tion for mating to the pump housing.
36. Assemble one control link retainer ring (14, Fig-
ure 5-25) and one control link washer (15) onto
the threaded hole side of the control link pin
(16). Then thread a 1/4 in - 20 UNC cap screw
into pin to ease holding.
37. Carefully maneuver valve plate assembly, sup-
ported by overhead crane, over driveshaft and
into pump housing so slot on control piston (11)
engages control link (17).
38. With hole in control piston lined up with hole in
the link, carefully insert control link pin (16).
Care should be taken during this next step to prevent
the washer and retaining ring from falling into pump
housing.
39. Install second control link washer (15) and con-
trol link retaining ring (14) onto pin.
40. Once assembled, remove cap screw from pin.
NOTE: Valve plate is a slight press fit into pump
housing. Make sure pilot diameter on valve plate (17,
Figure 5-26) is aligned with mating diameter on the
pump housing prior to assembly.
41. Insert four cap screws (20, Figure 5-26) and
alternately tighten until valve plate is drawn up
to the pump housing. Tighten cap screws
evenly to 330 Nm (244 ft lbs) torque.
42. Clean end cap (24) and ensure the seal groove
is clean and free of any flaws.
43. Lightly lubricate new seal (22) with clean
hydraulic oil and install the seal onto the end
cap. Refer to Figure 5-29 for the correct orienta-
tion of the seal. DO NOT use any tools to install
the seal. Damage to the seal may occur and oil
leakage may result.
NOTE: Previous seal was an O-ring with a back-up
ring. Current seal is a lip seal (red) with out a back-up
ring.
FIGURE 5-29. SEAL INSTALLATION
1. End Cap 2. Seal
44. Insert bias control piston springs (1, Figure 5-
25) into control piston (11).
45. Lightly lubricate the piston outer seal with clean
hydraulic oil. Position the seal ring (2, Figure 5-
30) gap on top so that it is visible.
46. Place end cap (1) over the end of control piston
(3). Beginning at the seal ring edge opposite the
gap, use end cap movement and your fingers to
compress and push seal ring (2) into the end
cap. Slip the end cap over the control piston
until spring pressure is felt. Do not use exces-
sive force. The piston seal ring is easily broken.
NOTE: A small amount of vaseline may be used to
hold the gap above its groove and aid this step.
Apply the vaseline 180 from the gap on the hidden
(far) side of the seal ring.
47. Install two cap screws (3, Figure 5-26) in diago-
nally opposite holes of the end cap. Progres-
sively tighten the cap screws until the end cap
flange is seated against the pump housing.
Spring pressure will increase as the cap screws
are tightened. Install the remaining cap screws.
Progressively tighten all cap screws to 187 Nm
(138 ft lb).
48. Install cover plate (19) with new O-ring (18) and
cap screws (21).
49. Install O-rings (26, 27 and 28) in proper location
on top of valve plate. Install compensator (13) to
valve plate with cap screws (9) and tighten
securely.
50. Install 4-way valve (8), and relief valve (14).
51. Install 1.575 mm (0.062 in.) diameter orifice (30)
and plug (7) with new O-ring (6) in side of com-
pensator block as shown in Figure 5-26. Install
0.813 mm (0.032 in.) diameter orifice (10), plug
(7) and O-ring (6) in top of block.
52. Install remaining plugs with new O-rings.
53. Install unloader module (29) on compensator
block with new O-rings (25) and socket head
cap screws (23). Tighten cap screws to 9.8 Nm
(87 in. lbs) torque.
54. Install plugs (9 & 23, Figure 5-24) and O-rings
(10 & 15) in pump housing.
55. Measure pump rotation torque. Rotation torque
should be approximately 20.4 Nm (15 ft lbs).
FIGURE 5-30. SEAL INSTALLATION
1. End Cap
2. Seal Ring
3. Control Piston
4. Spring
L07034 10/08 Hoist Circuit L7-1
SECTION L7
HOIST CIRCUIT
INDEX
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
High Pressure Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Hoist-up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Counterbalance Valve Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7
HOIST SYSTEM OPERATION MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-8
Float Position Of Pilot Valve And Body On Frame (Figure 7-6) . . . . . . . . . . . . . . . . . . . . . . . . .L7-8
Power Up Operation (Figure 7-7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-10
Hold Operation (Figure 7-8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-12
Power Down Operation (Figure 7-9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-14
Float Operation (Figure 7-10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-16
L7-2 Hoist Circuit 10/08 L07034
NOTES:
HOIST CIRCUIT
HOIST CIRCUIT OPERATION
The following hoist circuit operation description
describes the basic hoist circuit. Details of individual
component operation is outlined under the individual
component descriptions.
Hydraulic fluid is supplied by a tank (10, Figure 7-1)
located on the left frame rail. Hydraulic oil is routed to
a tandem gear type pump (9), driven by a driveshaft
on the traction alternator.
Pump output is directed to two, high pressure filters
(5 & 7) mounted on the side of the fuel tank. Hydrau-
lic oil from the filters is directed to the hoist valve (2),
mounted on a modular assembly containing the hoist
pump, steering/brake pump, hoist valve and counter-
balance valve manifold.
The hoist valve directs oil to the body hoist cylinders
(1) for raising and lowering the dump body. Hoist
valve functions are controlled by the operator
through a flexible cable to the hoist pilot valve (6) in
the hydraulic component cabinet located behind the
operator's cab. Also in the hydraulic cabinet is the
hoist-up limit solenoid (4). The hoist-up limit solenoid
prevents the hoist cylinders from extending to maxi-
mum physical limit. A counterbalance valve in the
overcenter manifold (12) prevents abrupt cylinder
extension due to material buildup on the tail of the
body.
Quick disconnect fittings (11) allow the use of
another trucks hydraulic system to dump a load in
the body if the hoist pump, hoist valve or related
components are inoperable.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC
1. Hoist Cylinders
2. Hoist valve
4. Hoist Up Limit Solenoid
5. Filter
6. Hoist pilot valve
7. Filter
8. Return from Flow Amplifier valve
9. Hoist Pump
10. Hydraulic Tank
11. Quick Disconnects
12. Counterbalance Valve Manifold
Hydraulic hoses deteriorate with age
and use. Prevent possible malfunc-
tions by inspecting all hoses periodi-
cally. Replace any hose showing
wear, damage, or deterioration.
Hydraulic Tank
The hydraulic tank supplies hydraulic oil for the hoist,
steering, and brake circuits. The tank is located on
the left hand frame rail forward of the rear wheels.
The service capacity is 901 l (238 gal). Refer to Sec-
tion P for the correct type hydraulic oil recommended
for use in the hydraulic system.
Oil used in the hoist circuit flows through two 100
mesh wire suction strainers to the inlet housing of the
hoist pump. Air drawn into the tank during operation
is filtered by dual air filters located on the top of the
tank. Oil level can be checked visually at sight
glasses located on the face of the tank. Oil level
should be checked periodically and be visible in the
bottom sight glass when the body is down and the
engine is running.
Hoist Pump
The hoist pump is a tandem gear type pump driven
by an accessory drive at the rear of the traction alter-
nator. The pump has a total output of 908 lpm (240
gpm) at 1900 RPM. The hoist pump also drives the
steering and brake supply pump located at the rear
of the hoist pump. Hoist pump output is directed to
two remote mounted high pressure filters. Maximum
hoist pump output pressure is 17237 kPa (2500 psi).
High Pressure Filters
Hoist pump output flows to two remote mounted high
pressure filters located on the lower inboard side of
the fuel tank. The filter elements are rated at 7
micron. The filter assembly is equipped with a
bypass valve which permits oil flow if the filter ele-
ment become plugged. Flow restriction through the
filter element is sensed by a pressure differential
switch.
This switch will turn on an over-
head panel mounted, yellow warn-
ing light to indicate filter service is
required. The light is labeled Filter
Monitor and will come on when
restriction reaches approximately
241 kPa (35 psi). Actual filter
bypass will result when the filter
element restriction reaches
approximately 345 kPa (50 psi).
FIGURE 7-2. HOIST PUMP/VALVE MODULE
1. POWER DOWN Line
2. Hoist Valve Assembly
3. DOWN Pilot port
4. Hoist Valve Return to Tank
5. Hoist Valve Inlet from Filter
6. Supply to Pilot Valve
7. RAISE Pilot Port
8. Pump/Valve Module Mount Str.
9. POWER UP Line
10. POWER DOWN to Hoist Cylinder
11. POWER UP to Hoist Cylinder
12. Counterbalance Valve Manifold
13. Counterbalance Valve
14. APU Quick Disconnect
Hoist Valve
The hoist valve (Figure 7-3) is mounted above the
hoist and steering pump. Hydraulic oil from the high
pressure filters is routed to the hoist valve. The hoist
valve is a split spool design. (The term split spool
describes the spool section of the valve.)
Separate spools control oil flow to each end of the
cylinders. The valve consists of two identical inlet
sections, a spool section, and a separator plate.
The hoist valve precisely follows differential pressure
input signals generated by the hoist pilot valve.
(Refer to Figures 7-6 through 7-10.)
The inlet sections of the hoist valve consist of the fol-
lowing components:
Flow control and main relief valve (system relief).
Low pressure relief valve.
Load check poppet.
Anti-void poppet.
The flow control portion of the flow control and main
relief valve allows pump flow to return directly to tank
through the inlet section with low pressure loss. The
relief portion of the valve is direct acting and has the
capacity to limit the working pressure at full pump
flow.
The low pressure relief is located between the low
pressure core and the outlet, and provides a con-
trolled back pressure in the low pressure core when
oil is returning to tank.
The load check allows free flow from the inlet to the
high pressure core and prevents flow from the high
pressure core to the inlet.
The anti-void check valve allows free flow from the
low pressure core to the high pressure core and pre-
vents flow from the high pressure core to the low
pressure core.
The spool section of the hoist valve consists of the
following components:
Two pilot ports
Two main spools
Two work ports
Check poppets
The pilot ports are located in the top spool section
cover. These ports provide connections for pilot lines
from the hoist pilot valve. Each pilot port has a corre-
sponding work port.
The work ports provide for line connections between
the spool section and the hoist cylinders. One main
spool for each work port is spring centered at both
ends to close the work port from the high and low
pressure cores when there is no flow to the pilot
ports.
FIGURE 7-3. HOIST VALVE
1. Inlet Section
2. Top Spool Section
Cover
3. Down Pilot Port
4. Spool Section
5. Separator Plate
6. Inlet Section
7. Return to Tank Port
8. Supply Inlet port
9. Tie Rod
10. Nut
11. Bottom Spool Cover
12. Head End Work Port
13. Raise Pilot Port
14. Inlet Section Cover
15. Pilot Valve Supply Port
When there is flow through a pilot port to a spool, a
positive differential pressure at the top of the spool
will overcome the bottom spring bias causing the
spool to shift to connect the high pressure core to the
work port. When there is flow from the main valve
work port to the pilot port through the cross-holes, a
positive differential pressure at the bottom of the
spool will overcome the top spring bias and the spool
will shift to connect the work port to the low pressure
core.
The check poppets located in the main spools permit
free flow from the work port to the pilot port and
restrict flow from the pilot port to the work port. These
check poppets control spool response and spool
movements.
Hoist Pilot Valve
The hoist pilot valve (1, Figure 7-4) is located in the
hydraulic component cabinet directly behind the
operators cab. The hoist pilot valve spool is spring
centered to the hold position. The valve is controlled
directly by the operator through a lever and cable
arrangement. The control lever is located between
the operator and center console. When the operator
moves the lever, the pilot valve spool moves and
directs pilot flow to the appropriate pilot port on the
hoist valve causing the main spools to direct working
pump flow to the hoist cylinders.
The hoist pilot valve is equipped with a one way load
check valve which allows free flow from the center
passage to bridge core and prevents reverse flow.
The hoist pilot valve is also equipped with a power
down relief valve (8). The power down relief valve is
located between the power down control port and
return galley. The power down relief valve limits
power down pressure at 10342 kPa (1500 psi).
Hoist-up Limit Solenoid
The Hoist-up Limit Solenoid (2, Figure 7-4) is used in
the hydraulic circuit to prevent maximum hoist cylin-
der extension.
This solenoid valve is normally open between the
hoist pilot valve raise port and the hoist valve raise
pilot port. The return-to-tank port is normally closed.
The solenoid is controlled by the proximity switch
(hoist limit switch) located inside the rear frame rail
near the body pivot and above the right rear suspen-
sion. When the solenoid is signaled by the proximity
switch, the raise pilot port on the hoist valve is
closed. The hoist pilot valve raise port is opened to
return to tank.
Refer to Section D for the adjustment procedure of
the hoist-up limit solenoid.
Pilot Operated Check Valve
The Pilot Operated Check Valve (7, Figure 7-4) is
opened by power down pilot pressure to allow oil in
the raise port to bypass the hoist up limit solenoid for
initial power down operation while the solenoid is
activated by the hoist limit switch.
FIGURE 7-4. HOIST PILOT VALVE
2. Hoist-Up Limit
Solenoid
3. Control Cable
4. Supply From Hoist
Valve
5. Pilot Pressure to Hoist
6. Return Line
7. Pilot Operated Check
Valve
8. Power Down Relief
Valve
Counterbalance Valve Manifold
The counterbalance valve manifold (12, Figure 7-2)
is mounted at the rear of the pump/hoist valve mod-
ule. The counterbalance valve (13) controls the pres-
sure (like a relief valve) of the oil in the annulus area
of the hoist cylinders when the body approaches the
maximum dump angle. The valve restricts the maxi-
mum pressure build-up by relieving pressure in
excess of 20684 kPa (3000 psi), preventing possible
seal damage. Also see Figure 7-5 for a schematic
view of the counterbalance valve.
There are 2 pilot pressures that can open it (cylinder
head raise pressure & rod return pressure. If there is
no raise pressure, it will take 20684 kPa (3000 psi) of
rod end return pressure to open it. If there is theoreti-
cally 4592 kPa (666 psi) or more of raise pressure, it
is wide open for the return oil. In between these 2
maximums the ratio of raise:return pressure is 1:4.5
to open the return flow
Quick disconnect fittings (14) installed on the mani-
fold allow service personnel to dump a load in the
truck body if the engine, hoist pump, or other hoist
circuit component is inoperable, by connecting hoses
to the quick disconnects of an operable truck.
FIGURE 7-5. COUNTERBALANCE VALVE SCHEMATIC
HOIST SYSTEM OPERATION MODES
The following pages describe hoist circuit operation
in the float, power up, hold, and power down posi-
tions. (Refer to Figures 7-6 through 7-10.)
Float Position Of Pilot Valve And Body On Frame
(Figure 7-6)
This is the condition while the truck is hauling. The
Pilot Valve spool position is as shown in Figure 7-6;
however all Hoist Valve components are in position
shown in Figure 7-10.
Oil from the hoist pumps enters each inlet section of
the Hoist Valve in Port 11, passes through check
valve 18, and stops at the closed High Pressure Pas-
sage 19 at the two main spools. Pressure builds to
approximately 414 kPa (60 psi) on the pilot of the
Flow Control Valve 2 causing the valve to compress
the spring and open, allowing the oil to return to the
tank through Hoist Valve Port 10. Oil also flows out
Hoist Valve Port 12 to Port 12 on the Pilot Valve,
through the Hoist Pilot Valve spool, and out Pilot
Valve Port 10 to the tank. This oil flow is limited by
orifices in the inlet sections of the Hoist Valve and
therefore has no pressure buildup.
FIGURE 7-6. HOIST CIRCUIT: FLOAT POSITION
1. Hoist Relief Valve 17237 kPa (2500 psi)
2. Flow Control Valve
3. Low Pressure Relief Valve 517 kPa (75 psi)
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
12. Pilot Supply Port
13. Power Up Pilot Line Solenoid Valve
15. Down Pilot Port
16. Power Down Relief Valve,
10342 kPa (1500 psi)
17. Anti-void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
22. Manifold Power Up Port
23. Manifold Power Down Port
24. Solenoid Valve Return Port
25. Overcenter Manifold Check Valve (CV)
FIGURE 7-6. FLOAT POSITION
Power Up Operation (Figure 7-7)
The Hoist Pilot Valve spool is moved to the Power Up
position when the operator moves the lever in the
cab. The pilot supply oil coming in Port 12 is pre-
vented from returning to the tank and, instead, is
directed out Port 14 through hoist limit solenoid 13
and into Port 14 of the Hoist Valve. There it goes to
the top of the Head End Spool 8, builds pressure on
the end of the spool, causes the spool to move down
compressing the bottom spring, and connects the
High Pressure Passage 19 to Head End Port 9.
Working oil flow in the High Pressure Passage is now
allowed to flow through the spool and out Port 9 to
extend the hoist cylinders. Even though a small
amount of oil flows through the check poppet in the
top of Spool 8, raise pilot pressure at Ports 14
increases to slightly higher pressure than the
required hoist cylinder pressure. As a result, the pilot
supply pressure in Ports 12 also increases causing
back pressure to occur in the spring area of Flow
Control Valve 2. This overcomes the pilot pressure
on the other end of the Flow Control Valve causing it
to close and direct the incoming pump oil through
Head End Spool 8 to the hoist cylinders to extend
them.
If at any time the resistance to the flow of the pump
oil coming into the inlet section causes the pressure
to increase to 17237 kPa (2500 psi), the pilot pres-
sure against Hoist Relief Valve 1 causes it to open
and allow flow to exit out Port 10 and return to the
tank.
As the hoist cylinders extend, oil in the annulus area
of the second and third stages must exit from the cyl-
inders. Initially, the Rod End Spool 7 ports are
closed. As the returning oil entering Port 5 builds low
pressure, it flows through the check-poppet in the top
of the spool, through Port 15, through the Pilot Valve
spool, and out Port 10 of the Pilot Valve to the tank.
No pressure is present on the top of Spool 7. Cylin-
der return pressure passes through the check-poppet
in the bottom of Spool 7 to build pressure under the
spool which moves the spool upward compressing
the top spring. This movement allows the returning
cylinder oil to flow into the Low Pressure Passage 20
to the Low Pressure Relief Valve 3. Approximately
517 kPa (75 psi) causes this valve to open, allowing
the oil to flow out Port 10 to the tank.
The counterbalance valve 4 will open as the body is
raised and close as the operator releases the hoist
lever and the raise pressure at port 22 decreases. If
the load were to stick near the tail of the body and the
body is overcenter, pressure in the annulus area of
the hoist cylinders will increase.
If the pressure exceeds 20684 kPa (3000 psi) at port
23, the counterbalance valve will open again to direct
oil back to the hoist valve, preventing damage to the
hoist cylinder seals from excessive pressure.
When the operator releases the lever, the valves
change to the HOLD position. If the body raises to
the position that activates the hoist limit switch
located above the right rear suspension before the
operator releases the lever, the Hoist Limit Solenoid
13 is energized. The solenoid valve closes the raise
pilot Port 14 on the hoist and releases the Hoist Pilot
Valve raise pilot pressure at Port 24 to tank, allowing
the Head End Spool 8 to center and shut off supply
of oil to the hoist cylinders. This prevents maximum
extension of the hoist cylinders.
FIGURE 7-7. HOIST CIRCUIT: POWER UP
POSITION
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
15. Down Pilot Port
16. Power Down Relief Valve, 10342 kPa (1500 psi)
FIGURE 7-7. POWER UP
Hold Operation (Figure 7-8)
The Pilot Valve spool is positioned to allow the pilot
supply oil entering Port 12 to return to the tank
through Port 10. Pilot supply pressure in Ports 12
then decreases to no pressure allowing Flow Control
Valve 2 to open and return the incoming pump oil to
the tank through Port 10. Both pilot Ports 14 & 15 in
the Pilot Valve are closed by the Pilot Valve spool. In
this condition pressure is equalized on each end of
each main spool allowing the springs to center the
spools and close all ports to trap the oil in the cylin-
ders and hold the body in its current position.
FIGURE 7-8. HOIST CIRCUIT: HOLD POSITION
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
15. Down Pilot Port
FIGURE 7-8. HOLD POSITION
Power Down Operation (Figure 7-9)
When the operator moves the lever to lower the
body, the Hoist Pilot Valve is positioned to direct the
pilot supply oil in Ports 12 to Port 15 on the Hoist
Valve to the top of the Rod End Spool 7. Pilot pres-
sure increases to move the spool down compressing
the bottom spring. Movement of the spool connects
the High Pressure Passage 19 to the rod end (annu-
lus area) of the hoist cylinders. At the same time, the
Flow Control Valve 2 is forced to close as pilot pres-
sure increases thus directing the incoming pump oil
to the hoist cylinders through Spool 7 and the over-
center manifold check valve 25 rather than back to
the tank.
If the body is at the maximum up position, the hoist
limit switch has the hoist limit solenoid activated,
closing the raise port 14 on the hoist valve. Power
down pilot pressure in Ports 15 pushes open the pilot
operated check valve 21 so the pilot pressure in
Ports 14 is open to tank through the Pilot Valve
spool. As oil attempts to return from the head end of
the hoist cylinders, it initially encounters the closed
Head End Spool 8. Pressure increases on the bottom
end of the spool causing it to move upward. This
allows the returning oil to go into the Low Pressure
Passage 20, build up 517 kPa (75 psi) to open the
Low Pressure Relief 3, and exit the Hoist Valve
through Port 10 to the tank. As the body descends
and the hoist limit solenoid is no longer activated, the
pilot operated check valve is no longer necessary.
FIGURE 7-9. HOIST CIRCUIT: POWER DOWN
POSITION
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
15. Down Pilot Port
FIGURE 7-9. POWER DOWN
Float Operation (Figure 7-10)
When the operator releases the lever as the body
travels down, The Hoist Pilot Valve spool returns to
the FLOAT position. In this position all ports (10, 12,
14, & 15) and the Power Down Pilot Line Solenoid
Valve are common with each other. Therefore; the
pilot supply oil is returning to tank with no pressure
buildup thus allowing the Flow Control Valve 2 to
remain open to allow the pump oil to return to the
tank through Hoist Valve Port 10. With no blockage
of either Raise or Down Pilot Ports 14 & 15 in the
Pilot Valve, there is no pressure on the top of either
main spool. The oil returning from the Head End of
the hoist cylinders builds pressure on the bottom of
the Head End Spool 8 exactly like in Power Down
allowing the returning oil to transfer to the Low Pres-
sure Passage 20. The back pressure in the Low
Pressure Passage created by the Low Pressure
Relief Valve 3 causes pressure under the Rod End
Spool 7 to move the spool upward. This connects the
Low Pressure Passage to the Rod End of the hoist
cylinders. The 517 kPa (75 psi) in the Low Pressure
Passage causes oil to flow to the rod end of the cylin-
ders to keep them full of oil as they retract. When the
body reaches the frame and there is no more oil flow
from the cylinders, the Main Spools center them-
selves and close the cylinder ports and the High and
Low Pressure Passages.
FIGURE 7-10. HOIST CIRCUIT: FLOAT
POSITION
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
15. Down Pilot Port
FIGURE 7-10. FLOAT POSITION
NOTES:
L08042 7/10 Hoist Circuit Component Repair L8-1
SECTION L8
HOIST CIRCUIT COMPONENT REPAIR
INDEX
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
SPOOL SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
BODY UP LIMIT SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
PILOT OPERATED CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-16
ASSEMBLY OF QUILL AND CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-19
Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-19
Installation of Check Balls and Plugs in Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-20
Assembly of Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-21
Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-22
OVERCENTER MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-23
L8-2 Hoist Circuit Component Repair 7/10 L08042
NOTES:
HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE
lines. Tighten all connections securely before
applying pressure.
physician familiar with this type of injury is not
received immediately.
Removal
1. Shift directional control lever to PARK. Turn key
switch OFF to stop engine.
2. Thoroughly clean the exterior of the hoist valve.
3. Disconnect and cap or plug all line connections
to help prevent hydraulic oil contamination, refer
to Figure 8-1.
4. Remove cap screws and lockwashers securing
the hoist valve to its mounting bracket.
The hoist valve weighs approximately 145 kg
5. Attach a suitable lifting device (that can handle
the load safely) to the hoist valve and remove
hoist valve from truck.
6. Move the hoist valve to a clean work area for
disassembly.
Installation
1. Attach a suitable lifting device to the hoist valve.
Move the hoist valve into position with the sepa-
rator plate (8, Figure 8-1) located to the rear.
Secure in place with cap screws, nuts and lock-
torque.
NOTE: Ensure that the hoist valve assembly is
positioned with separator plate (8, Figure 8-1) toward
the rear of truck when the valve is lowered onto the
mounting plate.
2. Using new O-rings at the flange fittings, connect
hydraulic lines. Tighten flange cap screws to
standard torque. Refer to Figure 8-1 for hydrau-
lic line location.
FIGURE 8-1. HOIST VALVE INSTALLATION
1. Hoist Pilot Valve Supply
2. Power Up Line
3. Inlet From Filters
4. Return To Tank
5. Power Down Line
6. To Hoist Pilot Valve
7. Return To Tank
8. Separator Plate
3. Connect pilot supply lines, tighten fittings
securely.
4. Start the engine. Raise and lower body to check
for proper operation. Observe for leaks.
5. Service hydraulic tank if necessary.
O-Ring Replacement
NOTE: It is not necessary to remove the individual
valve sections to accomplish repair, unless
emergency field repair is required to replace the O-
rings between sections to prevent leakage.
Loosening and retightening of the main valve tie rod
nut could cause distortion resulting in binding or
severely sticking plungers, poppet and spools.
To replace the O-rings between the valve sections:
1. Match mark each part on the hoist valve to aid
in reassembly. Remove the four tie rod nuts
from one end of the valve. Slide the tie rods
from the valve and separate the sections.
2. Inspect the machined sealing surfaces for
scratches or nicks. If scratches or nicks are
found, remove by lapping on a smooth flat steel
surface with fine lapping compound.
3. Lubricate the new O-rings lightly with multipur-
pose grease. Replace O-rings between sec-
tions. Stack the sections together making sure
O-rings between the sections are properly posi-
tioned.
4. Install the four tie rods with the dished washer
between the nut and housing (Figure 8-3).
5. A torque wrench should be used to tighten the
nuts in the pattern as shown in Figure 8-4. The
tie rods should be tightened evenly to 217 Nm
(160 ft lbs) torque in the following sequence.
a. Tighten nuts evenly to 27 Nm (20 ft lbs) in
order 1, 4, 2, 3.
b. Tighten nuts evenly to 68 Nm (50 ft lbs) in
order 1, 4, 2, 3.
c. Tighten nuts evenly to 217 Nm (160 ft lbs)
in order 1, 4, 2, 3.
1. Inlet Section
2. Spool Section Cover
3. Spool Section
4. Inlet Section
5. Tube
6. Tie Rods
7. Nuts and Washers
8. Inlet Section Cover
FIGURE 8-2. HOIST VALVE ASSEMBLY
FIGURE 8-3. TIE ROD INSTALLATION
FIGURE 8-4. TIGHTENING SEQUENCE
INLET SECTION
Disassembly
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Disconnect the external tube at the cover end
and remove. Remove cap screws (14, Figure 8-
5), remove cover (13). Remove springs (12),
poppets (11) and O-rings (10).
NOTE: Inlet section shown removed from main valve
body for clarity.
3. Remove cap screws (1) and cover (2). Remove
springs (3 & 5) and main relief valve (4).
Remove sleeve (6), low pressure relief (7) and
O-rings (8). The main relief valve (4) is factory
preset at 17237 kPa (2500 psi). Replace as a
complete assembly only. If adjustment is neces-
sary, refer to Checking Hoist System Pressure
Relief Valve later in this section.
NOTE: If restrictor poppet removal in cover (1) is
required, refer to step 4 and Figure 8-6.
4. Remove sleeve (9), backup ring (8), O-ring (7),
backup ring (6). Remove backup ring (5), O-ring
(4), backup ring (3) and restrictor poppet (2).
5. Repeat steps 1 through 4 for the opposite inlet
section if disassembly is required.
FIGURE 8-5. INLET SECTION DISASSEMBLY
1. Cap Screw
2. Inlet Cover
3. Spring (Orange)
5. Spring
6. Sleeve
7. Low Pressure Relief
8. O-Rings
9. Inlet Valve Body
10. O-Rings
11. Poppets
12. Springs
13. Cover
14. Cap Screws
1. Discard all O-rings and backup rings. Clean all
parts in solvent and dry with compressed air.
2. Inspect all springs for breaks or distortion.
Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores or excessive wear.
4. Inspect poppets in their respective bore for fit.
Poppets should move freely, without binding,
through a complete revolution.
5. Inspect fit and movement between sleeve and
low pressure relief valve.
Assembly
1. Coat all parts including housing bores with
clean type C-4 hydraulic oil. Lubricate O-rings
lightly with a multipurpose grease.
2. If restrictor poppet (2, Figure 8-6) was removed,
reassemble in the order shown.
3. Install poppets (11, Figure 8-5) in their respec-
tive bores. Install springs (12).
4. Install O-rings (10), and cover (13). Install cap
screws (14). Tighten cap screws to 81 Nm (60
ft lbs).
5. Install low pressure relief (7) in sleeve (6) and
install assembly in housing (9). Install main
relief valve (4). Install springs (3 & 5). Install
cover (2). Install cap screws (1). Tighten cap
screws to 81 Nm (60 ft lbs). Connect external
tube, tighten nuts to 34 Nm (25 ft lbs).
SPOOL SECTION
Disassembly
NOTE: It is not necessary to remove the inlet
sections (4, Figure 8-2) to accomplish spool section
(3) disassembly.
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Remove cap screws and remove spool section
cover (2, Figure 8-2). Remove and discard O-
rings (4 & 5, Figure 8-8).
3. Remove poppet (1, Figure 8-7), remove and
discard O-ring (3).
NOTE: The poppet (1) is equipped with a small steel
ball. Do not misplace.
FIGURE 8-6. RESTRICTOR POPPET REMOVAL
1. Inlet Cover
2. Restrictor Poppet
3. Backup Ring
4. O-Ring
5. Backup Ring
6. Backup Ring
7. O-ring
8. Backup Ring
9. Sleeve
4. Remove restrictor poppet (1, Figure 8-8).
Remove and discard O-ring (2) and backup ring
(3), if used. Note the position of the restrictor
when removed to insure correct reassembly.
5. Remove spool assembly (2, Figure 8-9). Note
the color of the lower spring (blue) to insure
proper location during reassembly. Also note
the V groove (1) on end of spool.
FIGURE 8-7. POPPET & BALL
1. Poppet
2. Steel Ball
3. O-Ring
1. Restrictor Poppet
2. O-ring *
3. Backup Ring *
4. Seal Ring
5. O-Ring
*Note: Items 2 & 3 not used on all valves.
FIGURE 8-8. RESTRICTOR POPPET REMOVAL
1. V Groove
2. Spool Assembly
3. Spool
FIGURE 8-9. SPOOL REMOVAL
FIGURE 8-10. SPOOL SECTION ASSEMBLY
1. Cover
2. Spring Seat
3. Spring
4. Plug
5. Poppet (Red)
6. Spool End
7. Spool
8. Spring (Blue)
9. Spool End
10. Poppet (White)
11. Spring Seat
12. O-Ring
13. O-Ring
14. Plug
15. Spool Housing
16. Cover
17. Plug
18. O-Ring
19. O-Ring
20. Spring Seat
21. Spring (Blue)
22. Spool End
23. Spool
24. Spool End
25. Poppet (Green)
26. Plug
27. Spring
28. Spring Seat
6. Remove plug (4, Figure 8-10) from end of spool
(7). Remove spring seat (2) and spring (3).
Remove poppet (5) and spool end (6).
NOTE: Pay special attention to poppets (5, 10 and
25, Figure 8-10) during removal to ensure proper
location during reassembly. Poppets may be
identified with a colored dot; red, white or green. If
poppets are not color coded, use the following chart
for identification:
7. Repeat step 6 for the opposite end of spool (7)
and the top end of spool (23).
8. Remove spool end (22), spring retainer (20)
and spring (21).
9. Remove cover (16), remove O-rings (18 & 19).
1. Discard all O-rings and backup rings. Clean all
parts in solvent and blow dry with compressed
air.
2. Inspect all springs for breaks or distortion.
Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores or excessive wear.
4. Inspect all poppets in their respective bore for
fit. Poppets should move freely without binding
through a complete revolution.
Assembly
1. Lubricate O-rings (18 & 19, Figure 8-10), with
clean hydraulic oil. Install O-rings in spool hous-
ing and install cover (16). Secure cover in place
with cap screws. Tighten cap screws to 81 Nm
(60 ft lbs).
2. Install spring (3, Figure 8-10) in spool (7). Install
spring seat (2). Apply Loctite
to the threads of
spool end (6). Install spool end (6) and tighten
to 34 Nm (25 ft lbs). Install poppet (5). Apply
Dri-loc #204 to the threads of plug (4). Install
plug (4) and tighten to 20 Nm (15 ft lbs).
NOTE: Poppets 5, 10 and 25 may be color coded
and must be installed in their original location.
3. Repeat step 2 for the opposite end of spool (7).
Make sure spring (8) is blue in color.
4. Lubricate spool assembly (7) and carefully
install in spool housing (15). Make sure the V
groove in spool (7) is in the up position, or
toward cover (1).
5. Repeat step 2 for the top end of spool (23). The
bottom end of spool (23) does not contain a
poppet or plug. Install spring (21) which is blue
in color, spring seat (20) and spool end (22).
Apply Loctite to spool end threads. Install spool
end (22) and tighten to 34 Nm (25 ft lbs).
6. Lubricate the assembled spool (23) and install
in spool housing (15). Make sure the V groove
is in the up position, or toward cover (1).
NOTE: Spools (7) and (23) are physically
interchangeable. Make sure spool (23) is installed
toward the base port of the spool housing.
7. Install new O-ring and backup ring on restrictor
poppet (1, Figure 8-8). Install restrictor poppet
in housing.
8. Install new O-rings (12 & 13, Figure 8-10).
9. Install new O-ring and backup ring on poppet
(1, Figure 8-7). Make sure the small steel ball is
installed in poppet (1). Install poppet (1) in cover
(3).
10. Install covers (1, Figure 8-10). Secure cover in
place with cap screws. Tighten cap screws to
81 Nm (60 ft lbs).
POPPET
COLOR
ORIFICE DIAMETER
DRILL
SIZE
White 1.6 mm (0.063 in.) #52
Green 2.4 mm (0.093 in.) #42
Red 2.8 mm (0.110 in.) #35
HOIST PILOT VALVE
Removal
1. Place the hoist control lever in the body down
position. Make sure the body is in the full down
position. Release the hoist control lever to
return the hoist valve spool to the FLOAT posi-
tion.
2. Disconnect hydraulic lines at the hoist pilot
valve (1, Figure 8-11). Remove cap screws (4).
3. Loosen and unthread jam nut (7). Unthread
sleeve (6) until cotter pin (5) and pin (9) are
exposed.
4. Remove cotter pin (5) and pin (9).
5. Remove the hoist pilot valve mounting hard-
ware (10). Remove hoist pilot valve. Refer to
hoist pilot valve disassembly for repair instruc-
tions.
Installation
1. Place the hoist pilot valve into position on the
mounting bracket. Secure valve in place with
cap screws (10, Figure 8-11).
2. Position hydraulic lines (2, 13, 14 and 15) over
valve ports and assemble fittings. Tighten
hydraulic line connections securely.
3. Place hoist control lever in spring-centered
position. Adjust pilot valve spool until centerline
of cable attachment hole extends 1.16 in. (29.5
mm) from the face of the valve body.
4. Align control cable eye with pilot valve spool
hole and insert pin (9). Secure pin in place with
cotter key (5).
5. Thread sleeve (6) upward until contact is made
with valve body. Move flange (3) into position
and secure in place with cap screws (4).
6. Thread jam nut (7) against sleeve (6). Tighten
jam nut securely.
7. Start the engine and check for proper hoist
operation. Observe for leaks.
2. Hydraulic Lines
3. Flange
4. Cap Screw
5. Cotter Pin
6. Sleeve
7. Jam Nut
8. Control Cable
9. Pin
10. Cap Screws
11. Solenoid Valve
(Body Up Limit)
12. Pilot Operated
Check Valve
13. Return Line
14. Pilot Pressure to
Hoist Valve
15. Supply Pressure
From Hoist Valve
FIGURE 8-11. HOIST PILOT VALVE REMOVAL
Disassembly
1. Thoroughly clean the exterior of the valve.
Place the valve in a clean work area for disas-
sembly.
2. Remove machine screw (15, Figure 8-12) seal
plate (16), wiper (13) and O-ring (12).
3. Remove snap ring (1, figure 8-12), cap screws
(6), cap (24), spacer (23), and detent sleeve
(22). Detent Balls (2) and (21) will fall free when
the cap and detent sleeve are removed. Sepa-
rate cap (24), spacer (23) and detent sleeve
(22), as this will be necessary for reassembly.
4. Carefully slide the spool (14) out of the spool
housing (17). Remove seal retainer (25), wiper
(26) and O-ring (27) from spool (14).
5. Insert a rod in the cross holes of the detent pin
(3) and unscrew from spool (14). Slight pres-
sure should be exerted against the detent pin
as it disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
1. Snap Ring
2. Ball (4)
3. Detent Pin
4. Spring
5. Spacer
6. Cap Screw
7. Outlet Housing
8. Nut
9. Tie Rod
10. Nut
11. O-Ring
12. O-Ring
13. Wiper
14. Spool
15. Machine Screw
16. Seal Plate
17. Spool Housing
18. Inlet Housing
19. Spring Seat
20. Spring
21. Ball (1)
22. Detent Sleeve
23. Spacer
24. Cap
25. Seal Retainer
26. Wiper
27. O-Ring
FIGURE 8-12. HOIST PILOT VALVE
7. Remove relief valve (2, Figure 8-13) from the
spool housing (1).
8. Match mark the inlet and outlet housings in rela-
tionship to the spool housing to insure correct
location during reassembly.
9. Remove nuts (8) and (10) and remove tie rods
(9). Separate the valve housings. Remove O-
ring (11). Remove the poppet check and spring
from the spool housing which are located on the
outlet housing side of the spool housing.
1. Clean all parts including housings in solvent
and blow dry with compressed air.
2. Inspect seal counter bores, they must be free of
nicks or grooves.
3. Examine springs for breaks or distortion.
4. Inspect spool (14, Figure 8-12). The spool must
be free of longitudinal score marks, nicks or
grooves.
5. Test spool (14) in spool housing for fit. Spool
must fit freely, without binding, through a com-
plete revolution.
NOTE: The spool housing (17), spool (14), inlet
housing (18) and outlet housing (7) are not serviced
separately. Should any of these parts require
replacement, the entire control valve must be
replaced.
FIGURE 8-13. RELIEF VALVE
1. Valve Housing 2. Relief Valve
Assembly
1. Thoroughly coat all parts including housing
bores with clean type C-4 hydraulic oil.
2. If the inlet and outlet housings were removed
follow steps 3 through 5 for reassembly.
3. Install check poppet (2, Figure 8-14) and spring
(3) in spool housing (1).
4. Install new O-ring (4) in spool housing. Move
the inlet and outlet housings into position.
5. Install tie rods. Install tie rod nuts. Tighten tie
rod nuts to the torques shown in Figure 8-15.
6. Install a new O-ring (27, Figure 8-12) and wiper
(26). Install seal retainer (25).
7. Install spacer (5), spring seats (19), and spring
(4). Thread detent pin (3) into spool (14). Slight
pressure will be required to compress the
detent spring. Tighten detent pin 9-11 Nm (84-
96 in. lbs). Install spring (20). Carefully install
spool into spool housing.
8. Apply grease to the cross holes of the detent
pin (3) to hold balls (21) and (2).
9. Slide detent sleeve (22) into cap (24) and place
over a punch. Using this punch, depress ball
(21) and insert balls (2) in detent pin cross
holes.
10. While holding down on ball (21), slide detent
sleeve (22) and cap (24) as an assembly over
the detent pin (3). Continue to insert detent
sleeve (22) until it contacts spring seat (19).
11. Secure cap (24) in place with cap screws (6).
Tighten cap screws (6) to 7 Nm (5 ft lbs).
Install spacer (23) and snap ring (1).
12. Install a new O-ring (12) and wiper (13). Install
seal plate (16). Install machine screws (15).
13. Using new O-rings, install relief valve (2, Figure
8-13) in spool housing.
1. Spool Housing
2. Check Poppet
3. Spring
4. O-ring
5. Outlet Housing
FIGURE 8-14. HOIST PILOT VALVE ASSEMBLY
1. Nut
2. Tie Rod
3. Nut
4. Tie Rod
5. Outlet Housing
FIGURE 8-15. TIE ROD NUT TORQUE
BODY UP LIMIT SOLENOID
Body up limit solenoid valve (11, Figure 8-11) is
located inside the hydraulic cabinet behind the oper-
ators cab. This valve has no serviceable parts except
for O-ring replacement. If the solenoid valve malfunc-
tions, replace it as a unit.
PILOT OPERATED CHECK VALVE
Pilot operated check valve (12, Figure 8-11) is
located inside the hydraulic cabinet behind the oper-
ators cab. This valve has no serviceable parts except
for O-ring replacement. If the pilot operated check
valve malfunctions, replace it as a unit.
HOIST CYLINDERS
Removal
applying pressure.
1. Ensure engine and key switch has been OFF
for at least 90 seconds to allow accumulator to
bleed down. Make sure the parking brake is
applied.
2. Disconnect the lubrication lines to the upper
and lower bearings of the hoist cylinder.
3. Remove cap screw and lockwashers from
clamps securing the hydraulic hoses to the hoist
cylinder. Cap and plug lines and ports to pre-
vent excessive spillage and contamination.
Secure cylinder to frame to prevent movement
during next step.
The hoist cylinder weighs approximately 1000
kgs (2,200 lbs). Some means of support is neces-
sary to prevent it from falling or causing injury
when removing it from the truck. Use a suitable
lifting device that can handle the load safely.
4. At the upper mount, remove nut (6, Figure 8-16)
flatwasher (5) and shoulder bolt (4). Use a
brass drift and hammer to drive pin (2) from
bore of mounting bracket.
5. Carefully lower cylinder until it rests against the
inside dual tire. Attach a suitable lifting device to
the upper cylinder mounting eye.
FIGURE 8-16. HOIST CYLINDER UPPER MOUNT
1. Dump Body
2. Hoist Cylinder Pin
3. Hoist Cylinder
4. Shoulder Bolt
5. Flat Washer
6. Nut
6. Install a retaining strap or chain to prevent the
cylinder from extending during handling.
7. At the lower mount, straighten drive lock plate
tabs to allow cap screw removal. Remove all
cap screws (1, Figure 8-17), locking plate (2)
and retainer plate (3).
8. Carefully remove cylinder from frame pivot by
pulling outward. Move cylinder to a clean area
for disassembly.
NOTE: Do not lose spacer (6, Figure 8-17) between
cylinder bearing and frame.
9. Clean exterior of the cylinder thoroughly.
Installation
Install a retaining strap or chain to prevent the
cylinder from extending during handling. The
hoist cylinder weighs approximately 1000 kgs
1. Raise the cylinder into position over the pivot
point on the frame. The cylinder should be posi-
tioned with the air bleed vent plug toward the
front of the truck. Install spacer (6, Figure 8-17).
Align bearing eye with pivot point and push cyl-
inder into place.
2. Install retaining plate (3), locking plate (2),and
cap screws. Tighten cap screws to 298 Nm
(220 ft lbs). Bend locking plate tabs over cap
screw flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket. Refer to
Figure 8-16.
4. Align bolt hole in pin with hole in mounting
bracket and install pin. Install shoulder bolt (4),
flatwasher (5) and nut (6). Tighten the nut to
340 Nm (250 ft lb). The bolt should still be
loose after the nut has been tightened.
5. Install new O-rings in grooves on hose flange
connections and lubricate with clean hydraulic
oil. Position flanges over hoist cylinder ports
and install flange clamps. Secure clamps with
cap screws and lockwashers. Tighten cap
6. Reconnect lubrication lines for the upper and
lower hoist cylinder bearings.
7. Raise and lower body several times to bleed air
from cylinder. Check for proper operation and
inspect for leaks.
8. Service hydraulic tank if necessary.
FIGURE 8-17. HOIST CYLINDER LOWER MOUNT
1. Cap Screw
2. Lock Plate
3. Retainer
4. Retainer Ring
5. Bearing
6. Spacer
Disassembly
1. If removal of the hoist cylinder eye bearings is
necessary, remove retainer ring (4, Figure 8-17)
and press out bearing (5).
2. Mount the hoist cylinder in a fixture which will
allow it to be rotated 180.
3. Position cylinder with the cover (10, Figure 8-
18) mounting eye at the top. Remove cap
screws (11) and lockwashers retaining the
cover to the housing (4).
4. Using two 0.88 in. dia. x 9 in. long, threaded cap
screws, thread them into the two threaded holes
in the cover (10). Screw the cap screws in
evenly until the cover can be removed. Lift
cover straight up until quill assembly (22) is
clear. Remove O-ring (12) and backup ring (23).
5. Remove cap screws (7) and flatwashers (5)
attaching the rod bearing retainer (6) to the rod
(1). Remove the seal (8).
6. Fabricate a retainer bar using a 6 x 25 x 460
mm (1/4" x 1" x 18") steel flat. Drill holes in the
bar to align with a pair of tapped holes spaced
180 apart in the housing. Attach bar to housing
using cap screws (11).
NOTE: A retainer bar is required to prevent the first
and second stage cylinders from dropping out when
the housing is inverted.
7. Rotate the cylinder assembly 180, until the
lower mounting eye is at the top. Hook a lifting
device to the eye on the rod (1) and lift the rod
and third stage cylinder assembly out of cylin-
der housing. If equipped, remove cushion ring
(24).
NOTE: As internal parts are exposed, protect
machined surfaces from scratches or nicks.
8. Rotate the cylinder housing 180. Remove the
retainer installed in step 5.
9. Fabricate a round disc 318 mm (12.5 in.) in
diameter 10 mm (0.38 in.) thick with a 14 mm
(0.56 in.) hole in the center. Align the disc over
the second (2) and first (3) stage cylinders at
the bottom of the cylinder housing.
10. Insert a 13 mm (0.50 in.) dia. x 1320 mm (52 in.)
threaded rod through the top and through the
hole in the disc. Thread a nut on the bottom end
of the threaded rod below the disc.
11. Screw a lifting eye on the top end of the rod.
Attach it to a lifting device and lift the second
and first stage cylinders out of the housing.
12. Remove lifting tools from the second and first
stage cylinder assembly.
13. Slide the second stage cylinder (2) down inside
the first stage cylinder (3). Remove snap ring
(9) from inside the first stage cylinder.
14. Remove second stage cylinder from first stage
cylinder by sliding it out the top.
15. Remove all old bearings, O-rings, and seals
from the hoist cylinder parts.
FIGURE 8-18 HOIST CYLINDER
1. Rod & Third Stage
2. Second Stage Cylinder
3. First Stage Cylinder
4. Housing
5. Plate
6. Rod Bearing Retainer
7. Cap Screw (12-point)
8. Seal
9. Snap Ring
10. Cover
11. Cap Screws
12. O-Ring
13. Bearing
14. Bearing
15. Seal
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
23. Backup Ring
24. Ring, Cushion
FIGURE 8-18. HOIST CYLINDER
NOTE: Use only fresh cleaning solvent, lint free
wiping cloth and dry filtered compressed air when
cleaning and handling hydraulic cylinder parts.
Immediately after cleaning and inspection, coat all
surfaces and parts with clean hydraulic oil (Type C-
4).
1. Thoroughly clean and dry all parts.
2. Visually inspect all parts for damage or exces-
sive wear.
3. If cylinder bores or plated surfaces are exces-
sively worn of grooved, the parts must be
replaced or, if possible, re-plated and machined
to original specifications.
4. The quill (2, Figure 8-19) should be checked for
tightness if it has not previously been tack
welded.
a. Check the quill for tightness by using special
tool SS1143 (Figure 8-19) and applying a
tightening torque of 1 356 Nm (1,000 ft lbs).
b. If the quill moves, remove quill, clean
threads in cover assembly and quill, and
reinstall using the procedure in Quill Installa-
tion.
5. When a cylinder assembly is dismantled, the
cap screws (7, Figure 8-18) should be checked
carefully for distress and, if in doubt, replace
them.
SS1143 Tightening Tool - Assembly Drawing
S1144 Square Tube
(3.50" x 3.50" x 0.19" wall x 2.0" long)
SS1145 Plate
(2.50" x 2.50" x 0.25" thick)
SS1146 Square Tube
(3.00" x 3.00" x 0.25" wall x 15.50" long)
SS1147 Tube, Brass
(1.75"O.D. x 1.50" I.D. x 13.50" long)
SS1148 Square Cut
(2.50" x 2.50" x 0.75" thick)
SS1149 Hex Drive
(1.75" Hex stock x 2.50" long)
All materials are 1020 Steel except SS1147.
1. Cap Assembly 2. Quill Assembly
FIGURE 8-19. QUILL INSTALLATION
ASSEMBLY OF QUILL AND CYLINDER
NOTE: Use only new seals, bearings and O-rings
during reassembly. Thoroughly lubricate all parts and
seals with hydraulic oil to aid in assembly and to
provide lubrication during initial operation.
Quill Installation
1. The plugs (3, Figure 8-20) and the check balls
(4) in the quill should be checked during any
cylinder repair to insure the plugs are tight and
ball seats are not damaged. Refer to Installation
of Check Balls and Plugs in Quill.
2. Secure cap assembly (1) in a sturdy fixture.
Make certain threads in cap and threads on quill
are clean and dry (free of oil and solvent).
3. Using Loctite LOCQUIC Primer T (TL8753,
or equivalent), spray mating threads of both cap
assembly (1) and quill assembly (2). Allow
primer to dry 3 to 5 minutes.
4. Apply Loctite Sealant #277 (VJ6863, or equiva-
lent) to mating threads of both cap assembly
and quill assembly.
5. Install quill and use SS1143 tool to tighten quill
to 1 356 Nm (1,000 ft lbs). Allow parts to cure
for 2* hours before exposing threaded areas to
oil.
* Note: If LOCQUIC primer T (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
6. Tack weld quill in 2 places as shown in Figure 8-
20.
7. Remove all slag and foreign material from tack
weld area before assembly of cylinder.
During future cylinder rebuilds, removal of the quill
will not be necessary, unless it has loosened or is
damaged. Removal, if necessary, will require a
break-loose force of at least 2 712 Nm (2,000 ft lbs)
after the tack welds are ground off.
1. Cap Assembly
2. Quill Assembly
3. Plug
4. Check Ball
FIGURE 8-20. PLUG & CHECK BALL
INSTALLATION
Installation of Check Balls and Plugs in Quill
The check balls (4, Figure 8-20) in the side of the
quill assembly (2) are held in place with threaded
plugs (3).
If a plug is missing and the check ball is not found in
the cylinder, the opposite side hoist cylinder and the
plumbing leading to the hoist valve should be exam-
ined for damage. The hoist valve itself should also be
checked to see if the ball or plug has caused internal
damage to the spool. Peening of the necked down
sections of the spool may result. Spool sticking may
also occur under these circumstances.
Refer to Figure 8-21 for SS1158 tool that can be
made for installing or removing the check ball plugs.
Plugs should be checked during any cylinder repair
to be sure they are tight. If found to have any move-
ment, they should be removed and the ball seat in
the quill checked to see if it is deformed.
If deformation of the ball seat has occurred, the
quill should be replaced.
If the ball seat area is not deformed, measure the
plug thickness as shown in Figure 8-20:
Older Plug is 0.25 0.02 in. thick.
Newer plug is 0.38 0.02 in. thick.
1. Use the newer plugs and make certain threads
in quill tube and on plugs are clean and dry
(free of oil and solvent).
2. Use Loctite LOCQUIC Primer T (TL8753, or
equivalent), and spray mating threads of both
plugs (3, Figure 8-20) and quill assembly (2).
Allow primer to dry 3 to 5 minutes.
lent) to mating threads of both plugs and quill
assembly.
4. Place check balls (4) in quill tube (2) and install
plugs (3) with concave side facing ball. Using
SS1158 tool, tighten plugs to 95 Nm (70 ft lbs).
Allow parts to cure for 2* hours before exposing
threaded areas to oil.
* Note: If LOCQUIC primer T (TL8753) was not
hours.
5. Stake plug threads in two places (between
holes) as shown in Figure 8-20 to prevent loos-
ening of plug.
If removal of the plug is necessary in a later rebuild, it
will be necessary to carefully drill out the stake marks
and destroy the plug. A new plug should be installed
and staked as previously detailed.
FIGURE 8-21. SS1158 PLUG INSTALLATION/REMOVAL TOOL
Assembly of Cylinder
1. Install seals (15, Figure 8-18) and bearing (14)
on second stage cylinder. Install bearings (19)
and buffer seal (18), rod seal (20) and rod wiper
(21) on first stage cylinder. Lubricate with clean
hydraulic oil (Type C-4).
NOTE: Seal installation ring (Figure 8-22) will ease
assembly of first and second stages, but it is not
required.
2. Install seal installation ring (PC2710) in the
snap ring groove inside first stage cylinder (3).
The seal installation ring fits inside the snap ring
groove so the seals on the second stage cylin-
der will glide over the snap ring groove without
damaging the seals. Lubricate the seal installa-
tion ring with clean oil or vaseline.
3. Align and slide the second stage cylinder (2)
inside the first stage cylinder (3). Allow the sec-
ond stage to protrude far enough to remove the
seal installation ring. Then install snap ring (9)
on the inside of the first stage cylinder.
4. Mount the housing (4) in the fixture with the
cover end positioned at the top. Install bearings
(19) and buffer seal (18), rod seal (20) and rod
wiper (21) in the housing.
5. Install lifting tool used during disassembly in the
second and first stage cylinder assembly.
6. Install bearings (13) on the first stage cylinder
(3). Lift and align this assembly over the hous-
ing (4). Lower the second and first stage cylin-
ders into the housing.
7. Install retainer used during disassembly to hold
the second and first stage cylinder in place
when the housing is rotated. Rotate housing
180 to position the lower mounting eye at the
top.
8. Install bearings (19) and buffer seal (18), rod
seal (20) and rod wiper (21) in the second stage
cylinder (2).
9. Attach a lifting device to the rod eye (1) and
align it over the housing (4). If equipped, install
cushion ring (24) on rod. Lubricate the rod with
hydraulic oil and lower the rod into the housing.
NOTE: A cushion ring (24) can be added to hoist
cylinders even if one was not removed during
disassembly.
10. Rotate housing 180 to position the cover end at
the top. Remove retainer installed in Step 6.
Install bearings (17) and seal (16) on the rod
bearing retainer (6).
11. Thread two guide bolts 100 mm (4 in.) long in
the end of the rod (1). Install seal (8) on the end
of the rod. FIGURE 8-22. SEAL INSTALLATION
RING (PC2710)
12. Align piston rod bearing retainer (6) over guide
bolts and lower it over the end of the rod (1).
Remove guide bolts.
NOTE: Check cap screws carefully for distress and, if
in doubt, replace them with new.
13. Make certain threads on cap screws (1, Figure
8-23) and threads in rod are clean and dry (free
of oil and solvent).
14. Use Loctite LOCQUIC Primer T (TL8753, or
equivalent), to spray mating threads on cap
screws and threads in rod. Allow primer to dry 3
to 5 minutes.
lent) to threads of cap screws and threads in
rod.
16. Install plate (2), and cap screws (1). Tighten cap
screws to 780 Nm (575 ft lbs).
NOTE: Allow parts to cure for 2 hours* before
exposing threaded areas to oil.
* NOTE: If LOCQUIC primer T (TL8753) was not
hours.
17. Install O-ring (12, Figure 8-18) and backup ring
(23) on cover (10). Align and lower cover onto
housing (4). Install cap screws (11) and lock-
torque.
18. Install hoist cylinder eye bearing (5, Figure 8-
17) and retainer rings (4) if removed.
Pressure Testing
After the cylinder is assembled, perform the following
tests to verify that performance is within acceptable
limits.
1. With the rod fully extended, piston leakage
must not exceed 164 cm
3
/min. (10.0 in
3
/min.) at
17 250 kPa (2,500 psi), port to port.
2. With the rod fully retracted, piston leakage must
not exceed 328 cm
3
/min. (20.0 in
3
/min.) at
17 250 kPa (2,500 psi), port to port.
3. External rod seal leakage must not exceed one
drop of oil in eight cycles of operation.
1. 12 Pt. Cap Screw
2. Plate
3. Piston
FIGURE 8-23. 3rd. Stage Piston
OVERCENTER MANIFOLD
The overcenter manifold (1, Figure 8-24) is located to
the rear of the hoist valve. The internal counterbal-
ance valve (4) relieves excessive pressure that can
develop in the annulus area of the hoist cylinders if
the load sticks to the tail of the body as the body
goes overcenter while dumping.
The only service that can be done to the overcenter
manifold is to clean the manifold, or replace the
valves or O-rings. The overcenter manifold weighs
approximately 114 kg (250 lb).
Torque Specs:
Cavity Plug (2) - 475-500 Nm (350-375 ft lb)
Check Valve (3) - 475-500 Nm (350-375 ft lb)
Counter Balance Valve (4) - 475-500 Nm
(350-375 ft lb)
Adjustment Nut (4) - 35-40 Nm (25-30 ft lb)
Needle Valve (5) - 60-70 Nm (45-50 ft lb)
Adjustment Nut (5) - 9-10 Nm (80-90 in. lb)
For information on how the counterbalance valve
functions, see Hoist Circuit Operation, this section.
For adjusting of the counterbalance valve, refer to
the Hydraulic Checkout Procedure in this Section.
Figures 8-25 through 8-28 show the proper place-
ment of the O-rings and backup-rings on the needle
valve, counterbalance valve and the check valve.
FIGURE 8-24. OVERCENTER VALVE
1. Overcenter Manifold
2. Cavity Plug
3. Check Valve
4. Counter Balance Valve
5. Needle Valve
FIGURE 8-25. CAVITY PLUG
1. Cavity Plug
2. O-Ring
3. Backup-Ring
FIGURE 8-26. CHECK VALVE
1. O-Rings 2. Backup-Rings
FIGURE 8-27. COUNTERBALANCE VALVE
1. O-Rings
2. Backup-Rings
3. Countervalance
Valve
FIGURE 8-28. NEEDLE VALVE
1. O-Rings 2. Backup-Rings
L10033 3/11 Hydraulic Check-out Procedure L10-1
SECTION L10
HYDRAULIC CHECKOUT PROCEDURE
INDEX
HYDRAULIC CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3
STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3
Pressure Check And Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3
BLEEDDOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5
SHOCK & SUCTION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5
Shock & Suction Valve Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5
LEAKAGE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7
Steering Control Unit & Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7
ACCUMULATOR BLEED DOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-8
LOW STEERING PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-10
CHECKING HOIST SYSTEM PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-17
Hoist System Relief Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-17
Power Down Relief Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-18
HOIST COUNTERBALANCE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-19
Preparation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-19
Counterbalance Valve Pressure Check Only: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-19
Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-20
OIL CLEANLINESS CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-23
L10-2 Hydraulic Check-out Procedure 3/11 L10033
NOTES:
HYDRAULIC CHECKOUT PROCEDURE
STEERING AND BRAKE PUMP
Pressure Check And Adjustment Procedure
NOTE: If steering and brake pump has just been
installed, make sure the steering pump crankcase is
full of oil prior to starting the engine (See Step 5).
applying pressure.
Blocking pressure line between pump and sys-
tem (or pump) high pressure relief valve will
result in damage and could result in serious per-
sonal injury.
1. Place the directional control lever in PARK.
Turn the key switch OFF to stop the engine and
allow accumulator to completely bleed down
before opening circuits to take measurements,
to make repairs, or to install or remove gauges.
NOTE: All accumulators must be fully precharged
with nitrogen before starting engine. Permanent
damage to bladder accumulators will result if engine
is started without proper precharge.
2. Check nitrogen precharge in all accumulators.
Refer to Steering Accumulator Charging Proce-
dure, this section, and Brake Accumulator
Charging Procedure, Section J, Brake Circuit
for detailed charging instructions.
3. Install a calibrated 35 000 kPa (5,000 psi)
gauge on the diagnostic coupling on the steer-
ing pump test port marked GPA (5, Figure 10-
1), located on the same side of the pump as the
suction port.
4. Make sure all pump suction line shut-off valves
are fully open. (The shut-off valves are open
when the handles are in line with the hose.)
NOTE: Serious pump damage will result if all shut-off
valves in the suction lines are not completely open
when the engine is started.
5. If the pump has just been installed on the
machine, and prior to starting the engine, bleed
air from inside pump to make sure the steering
pump crankcase is full of oil.
1. Steering Pump
2. Pump Crankcase Drain
Fitting
3. Inlet Port
4. Plug
5. Diagnostic Port (GPA)
6. Compensator Housing
7. Jam Nut
8. Compensator Adjus
9. Jam Nut
10. Maximum Stroke
Screw
FIGURE 10-1. STEERING PUMP
To Bleed Air From Pump:
a. With the engine OFF and the hydraulic oil
level in the tank is at the proper level, open
shut-off valve in steering pump suction line.
b. With suction line shut-off valve open, loosen
suction hose cap screws (at the pump) to
bleed any trapped air. Then loosen pressure
hose cap screws (at the pump) to bleed any
trapped air. Tighten hose connection cap
c. Disconnect pump case drain hose (from fit-
ting 2, Figure 10-1) and cap the hose.
d. Remove fitting (2) and add clean C-4 type oil
to pump through opening until pump housing
is completely full.
e. When pump housing is full of oil, install fitting
(2) and connect pump case return hose to fit-
ting.
6. Check hydraulic oil in tank is visible in upper
sight gauge. Add oil if necessary.
NOTE: Allow adequate time for the accumulator to
fully charge after start up.
7. Start engine and run at low idle. The steering
pump with unloader valve is preset to unload
the pump at 24 133 to 24 477 kPa (3,500 to
3,550 psi), and reload accumulators when their
pressure falls to 2 2064 345 kPa (3,200 50
psi). If necessary to adjust pump pressure:
a. Install calibrated pressure gage capable of
35 000 kPa (5,000 psi) at base of either
steering accumulator in the SAE #4 (or #6)
port or on a tee placed in the port marked
ACC on the unloader valve block on the
pump.
b. Bottom out the unloader valve adjustment
screw (11, Figure 10-1).
c. Back out the pressure compensator adjust-
ment screw (8).
d. Fully open all shut-off valves.
e. Start truck and adjust pressure compensator
(8) until 26 200 kPa (3,800 psi) is read and
maintained on gauge at steering pump
GPA test port (5). Tighten jam nut (7).
f. Shut down the engine and allow sufficient
time for the accumulators to bleed down
g. Back out unloader valve adjustment screw
(11) completely.
h. Start truck and allow pump to unload:
Pressure gauge at steering pump GPA
test port will read about 1 379 to 2 758 kPa
(200 to 400 psi) when the pump is
unloaded.
i. Adjust unloader valve:
Adjust to reload pump when pressure drops
to 2 2064 345 kPa (3,200 50 psi).
j. Steer to cause accumulator pressure to
decrease enough so accumulators are
reloaded to verify unloader valve setting:
The pressure gauge in the port marked
ACC should read 2 2064 345 kPa
(3,200 50 psi). Tighten jam nut.
Note: The critical pressure adjustment is the
unloader valve reload pressure. The pressure at
which it unloads is not adjustable separately but will
follow the reload pressure adjustment.
Steering Pump Leakage Check
To check for worn piston pump, measurement of the
leakage can be made from the case drain while the
pump is under pressure.
1. Disconnect steering pump drain line from the
hydraulic tank and securely plug port in hydrau-
lic tank with a steel cap.
2. Connect a flow meter to the pump drain line or
have the drain line directed into a large con-
tainer or reservoir. The pump case must remain
full of oil during this test.
3. Connect a calibrated 35 000 kPa (5,000 psi)
pressure gauge to diagnostic receptacle located
on the junction block from the pump outlet hose
from the steering pump.
4. Start engine and warm hydraulic oil to operating
temperature of 43C (110F).
5. With engine at 1800 rpm and accumulator com-
pletely full, verify steering pressure is 22 064
kPa (3,200 psi) on pressure gauge. Adjust
unloader valve pressure if necessary.
6. Read the flow meter or time the case drain flow
used to fill a known size container and calculate
the flow rate in terms of cubic inches per minute
(in.
3
/min.).
7. The leakage should not exceed 5.25 liters per
minute (177 oz. per min.) at 22 064 kPa (3,200
psi) system pressure. Additional leakage indi-
cates wear, but does not become critical until it
impairs performance.
BLEEDDOWN MANIFOLD
Adjustment of the relief valves is not necessary or
recommended. Relief valves are factory preset. Do
not attempt to rebuild or repair if relief valves are
defective. Replace as a unit. The steering pressure
switch and check valves are also replaced only as
units.
SHOCK & SUCTION VALVES
Shock & Suction Valve Settings
applying pressure.
Be sure accumulator oil pressure has been bled
down. Turn steering wheel; the wheels should
not move if oil pressure has been relieved.
1. Shut down engine, turn key switch OFF and
2. Install a calibrated 35 000 kPa (5,000 psi)
gauge on one of the two diagnostic ports
located on the steering cylinder manifold
located just below the engine.
3. Prior to checking the shock & suction valves in
the flow amplifier, raise the steering relief pres-
sure.
a. Remove steering relief valve external plug
using an 8 mm metric allen wrench. Refer to
Figure 10-3.
b. Gently bottom out the steering relief valve
using a 5 mm metric allen wrench. Refer to
Figure 10-3 for relief valve location.
4. Check flow amplifier shock & suction valve
pressure. Pressure check can be accomplished
by steering away from steering cylinder stops,
then steering into stop and continue to turn
steering wheel. Gauge should read 19 996 -0/
+2 068 kPa (2,900 -0/+ 300 psi). Move the
gauge connection to the other diagnostic port to
test the pressure of the other valve. If shock &
suction valve pressure is not correct, replace
valves.
NOTE: The shock & suction valves are only serviced
as complete units, and cannot be adjusted while
installed in the flow amplifier valve.
5. After checking shock & suction valves, lower
the steering relief pressure to 17 237 kPa
(2,500 psi). Steering relief pressure can be
adjusted by steering full left or right and adjust-
ing steering pressure at the flow amplifier while
holding slight pressure on the steering wheel.
Replace the external steering relief valve plug.
6. Remove test equipment and reconnect all lines
and hoses to the proper location.
LEAKAGE TESTS
this type of injury is not received immediately.
NOTE: The hydraulic system must be at normal
operating temperature 43C (110F) or higher before
performing leakage tests.
Steering Control Unit & Flow Amplifier
1. Shift the directional control lever to PARK. Turn
the key switch OFF to stop the engine. Wait 90
seconds for steering accumulator to bleed
down. Turn steering wheel to be sure no pres-
sure remains.
2. To check leakage from the steering control unit
and the flow amplifier:
a. Disconnect steering control unit tank (return)
line at the flow amplifier (T port, Figure 10-
2). Plug the T port opening on flow ampli-
fier.
b. Disconnect flow amplifier return hose (20,
Figure 10-4) at the bleed down manifold.
Cap fitting on bleed down manifold
c. Start engine and run at low idle. DO NOT
TURN STEERING WHEEL WHEN RETURN
HOSES ARE DISCONNECTED.
d. Measure leakage from steering control unit
tank line. Leakage not to exceed 164 ml (10
in.
3
) per minute. If leakage is excessive,
replace steering control unit.
e. Measure leakage from the flow amplifier
return hose (20, Figure 10-4). Maximum
allowable leakage is 820 m (l50 in.
3
) per min-
ute. If leakage is excessive, replace the flow
amplifier.
f. Turn key switch OFF to stop the enigne and
wait 90 seconds for the steering accumulator
to bleed down.
g. If further leak testing is required, continue to
Step 3. Or, remove test equipment and
reconnect all hoses to their proper location.
Bleeddown Manifold
3. With hoses still disconnected as in Step 2, dis-
connect hoist pilot valve return line (26) at the
bleed down manifold. Plug the fitting on bleed
down manifold.
Hydraulic tank oil level is above the level of this
return line. It is necessary to draw a vacuum on
the hydraulic tank to prevent a large amount of
oil from draining out of the tank with the return
line disconnected from the bleeddown manifold.
4. Draw a vacuum on the hydraulic tank to prevent
oil loss. Disconnect return hose to tank from
bleeddown manifold (25, Figure 10-4). Using
adapters, connect the hoist pilot valve return
hose (20) and the return line to tank hose (25)
together.
5. Remove vacuum on the hydraulic tank. Start
the engine. Allow the accumulator to fill up.
Measure leakage from the return hose fitting on
the bleeddown manifold. Maximum allowable
leakage from the bleeddown manifold is 541 ml
(33.0 in.
3
) per minute. If leakage is excessive,
the following components should be replaced
until the leakage is within the allowable limits:
Bleeddown Solenoid
System Relief Valve 27 579 kPa (4,000 psi)
Piloted Check Valve
6. After test is complete, stop the engine with the
shut down switch on the console next to the
seat. Do not use the key switch to stop the
engine.
If key switch is used, all the oil in the accumula-
tor will come out the return port that was used to
check manifold leakage.
7. Before removing plugs on bleeddown manifold
or connecting lines that have been discon-
nected, be sure to draw a vacuum on the
hydraulic tank to prevent spillage. Reconnect all
hoses to their proper location.
8. Turn the key switch to the OFF position to allow
steering accumulators to bleed down. Remove
test equipment.
ACCUMULATOR BLEED DOWN
PROCEDURE
To safely relieve hydraulic pressure in the accumula-
tors while performing leakage tests, follow these
steps.
Parts required:
a. Hose - 1/4 SAE 100R2 rated at 34 474 kPa
(5,000 psi)
or - 3/8 SAE100R2 rated at 27 579 kPa
(4,000 psi)
b. Two needle valves rated at 27 579 kPa
(4,000 psi)
c. One Tee connector
d. One fitting to connect hose to hydraulic tank
filler tube
1. Before performing any tests, with engine OFF
and accumulators bled down, attach a hose and
needle valve assembly to each accumulator
bleed port.
2. Connect the two hoses (one from each needle
valve) together using a tee connector, then con-
nect the remaining hose end to a fitting that
screws into the hydraulic tank filler tube (in
place of the filler cap).
3. By opening the needle valves, both accumula-
tors can be bled down and the oil discharged
back into the hydraulic tank.
2. Pressure Sensor
3. Test Port (T1)
4. Low Steering Pressure Switch
15 860 kPa (2,300 psi)
7. Test Port (T2)
8. Supply to Brakes
9. Test Port (T3)
11. Test Port (T4)
14. Inlet Supply
15. Pressure Switch
517 kPa (75 psi)
19. Test Port (T5)
20. Return from Flow Amplifier
21. Test Port (T6)
22. Return Port
24. Test Port (T7)
26. Hoist Pilot Valve Return Line
27. Check Valve
27 580 kPa (4000 psi)
29. Check Valve
30. Check Valve
33. Logic Valve
4 137 kPa (600 psi)
LOW STEERING PRESSURE SWITCH
1. Shut down engine and turn key switch OFF.
Wait 90 seconds for steering accumulator to
bleed down. Turn steering wheel to be sure no
pressure remains.
2. Connect a calibrated 35 000 kPa (5,000 psi)
pressure gauge to the rear accumulator.
3. Start truck and observe at least 21 718 kPa
(3,150 psi) on gauge. Shut engine down using
kill switch on center console (not key switch).
4. Slowly bleed off accumulator pressure by open-
ing needle valves in brake cabinet. Observe the
pressure value when the Low Steering Pres-
sure warning light and buzzer are activated.
Activation range must be within 15 858 317
kPa (2,300 46 psi) falling. If outside this
range, replace pressure switch.
TROUBLESHOOTING CHART
(Steering Circuit)
Trouble Possible Cause Suggested Corrective Action
Slow steering, hard
steering or loss of
power assist
Overloaded steering axle.
Malfunctioning relief valve. System
pressure lower than specified.
Worn or malfunctioning pump.
Reduce axle loading.
Replace relief valve.
Replace pump. See steering pump trouble-
shooting chart.
Drift - Truck veers
slowly in one direction
Rod end of cylinder slowly extends
without turning the steering wheel.
Worn or damaged steering linkage.
A small rate of extension may be normal on
a closed center system.
Replace linkage and check alignment or
toe-in of the front wheels.
Wander - Truck will not
stay in straight line
Air in system due to low oil level,
pump cavitation, leaking fittings,
pinched hoses, etc.
Loose cylinder piston.
Broken neutral position springs in
steering control unit.
Improper toe-in setting.
Bent linkage or cylinder rod.
Severe wear in steering control
valve.
Correct oil supply problem and/or oil leak-
age.
Repair or replace defective components.
Replace neutral position springs.
Adjust.
Repair or replace defective components.
Repair steering control valve.
Slip - A Slow move-
ment of steering wheel
fails to cause any
movement of the
steered wheels
Leakage of cylinder piston seals.
Worn steering control valve.
Replace seals.
Replace steering control valve.
Spongy or soft steering
Low oil level.
Air in hydraulic system. Most likely
air trapped in cylinders or lines.
Service hydraulic tank and check for leak-
age.
Bleed air from system. Positioning ports on
top of cylinder will help avoid trapping air.
Erratic steering
Air in system due to low oil level,
cavitating pump, leaky fittings,
pinched hose, etc.
Loose cylinder piston.
Correct condition and add oil as necessary.
Repair or replace cylinder.
Free Wheeling - Steer-
ing wheel turns freely
with no back pressure
or no action of the front
wheels
Lower splines of column may be
disengaged or damaged.
No flow to steering valve can be
caused by:
1. Low oil level
2. Ruptured hose
3. Broken cardan shaft pin (steering
unit)
Repair or replace steering column.
1. Add oil and check for leakage
2. Replace hose
3. Replace pin
Excessive free play at
steered wheels
Broken or worn linkage between
cylinder and steered wheels.
Leaky cylinder seals.
Check for loose fitting bearings at anchor
points in steering linkage between cylinder
and steered wheels.
Replace cylinder seals.
Binding or poor center-
ing of steered wheels
Binding or misalignment in steering
column or splined column or splined
input connection.
High back pressure in tank can
cause slow return to center. Should
not exceed 2 068 kPa (300 psi).
Large particles can cause binding
between the spool and sleeve.
Align column pilot and spline to steering
control valve.
Reduce restriction in the lines or circuit by
removing obstruction or pinched lines, etc.
Clean the steering control unit. If another
component has malfunctioned generating
contaminating materials, flush the entire
hydraulic system.
Steering control valve
locks up
Large particles in spool section.
Insufficient hydraulic power.
Severe wear and/or broken cardan
shaft pin.
Clean the steering control unit.
Check hydraulic oil supply.
Replace pin or the steering control unit.
Steering wheel oscil-
lates or turns by itself
Lines connected to wrong ports.
Parts assembled incorrectly.
Check line routing and connections.
Reassemble correctly.
Steering wheels turn in
opposite direction
when operator turns
steering wheel
Lines connected to wrong cylinder
ports.
Correct cylinder port line connections.
(Steering Circuit)
(Steering Pump)
No pump output
Trapped air inside steering pump.
Broken pump drive shaft.
Excessive circuit leakage.
No oil to pump inlet.
Bleed trapped air. Refer to Pressure Check
And Adjustment Procedure, this Section.
Replace pump drive shaft.
Check for loose fittings, broken or cracked
tubes.
Check hydraulic tank oil level. Make sure
shut-off valve is open.
Low pump output
Low pump pressure.
Compensator valve, seat, spring or
packing failure.
Worn or scored pistons and bores.
Maximum volume stop limiting
pump stroke.
Worn or damaged piston shoes,
swashblock or swashblock wear
plate.
Worn or grooved cylinder wear
plate and/or port plate.
Restricted inlet.
Insufficient inlet oil.
Check or adjust compensator pressure set-
ting.
Repair or replace compensator.
Repair or replace pistons or pump housings.
Turn volume stop screw counterclockwise.
Tighten jam nut.
Repair or replace defective parts.
Repair or replace defective parts.
Clear restriction. Make sure suction line
shut-off valve is open. Clean suction
strainer.
Check for proper hydraulic tank oil level and
make sure suction line shut-off valve is
open.
Unresponsive or slug-
gish control
Control piston seals broken or dam-
aged.
Swashblock saddle bearings worn
or damaged.
Repair or replace broken parts.
Repair or replace broken parts.
Loss of pressure
Faulty output circuit components.
Worn piston pump.
plate and/or port plate: wear plate
and/or port plate separation from
cylinder, each other or valve plate.
Worn pistons, shoes or piston
bores.
Repair or replace relief valve or pressure
compensator valve.
Repair or replace worn parts.
Excessive or high peak
pressure
Faulty output circuit components. Repair or replace relief valve or pressure
compensator valve.
Noise or squeal
Low compensator pressure setting.
Fluid too cold or viscosity too high.
Air leak at inlet connection.
Insufficient inlet oil.
Broken or worn piston/shoe assem-
bly.
Check compensator pressure setting.
Use proper viscosity oil or warm oil before
starting.
Inspect inlet hose and connections for
looseness.
Check for proper hydraulic tank oil level.
Check for clogged suction strainer. Make
sure suction line shut-off valve is open.
Repair or replace broken/worn parts.
Steering function slow
Low pressure compensator pres-
sure setting.
Plugged filter or suction strainer.
Check and adjust compensator pressure
setting.
Replace filter element or clean suction
strainer.
Irregular or unsteady
operation
Fluid level is reservoir is low or
supercharge is insufficient.
Air entering hydraulic system.
Worn piston pump.
Check for proper hydraulic tank oil level.
Inspect inlet hose and connections.
Repair or replace broken/worn parts.
compensator valve.
Excessive heating
Operating pump above rated pres-
sure.
Low fluid level in reservoir.
Air entering hydraulic system.
Worn piston pump.
plate and/or port plate.
Refer to Pressure Check and Adjustment
Procedure, this Section.
Check for proper oil level in hydraulic tank.
Inspect inlet hose and connections.
Repair or replace worn components.
Repair or replace worn components.
compensator valve.
(Steering Pump)
(Flow Amplifier - Refer to Figure 10-5)
Slow or hard steer
Stuck piston (position 2, Figure 10-
5).
Disassemble and check piston movement.
Heavy steering wheel
movement with a simul-
taneous opening of the
relief valve
Dirty throttle-check valve, (position
3) or dirty orifice screw (position 4).
Disassemble and clean the throttle check
valve and/or the orifice screw.
Free Wheeling (no end
stop)
Leaky shock valve or suction valve,
(position 6).
Setting pressure of shock valve too
low, (position 6).
Disassemble, clean and check shock and
suction valves.
Adjust the shock valve pressure setting.
Inability to Steer (No
Pressure Build-up)
Leaky relief valve in the priority
valve, (position 1).
Defective steering control unit.
Clean and perhaps replace the relief valve.
Replace the steering control unit.
Hard point when begin-
ning to turn the steering
wheel
Air in LS line.
Spring compression in the priority
valve too low.
Clogged orifice in the LS or PP
port (positions 7 & 8).
Bleed the LS line.
Replace priority valve spring.
Clean the orifice.
CHECKING HOIST SYSTEM PRESSURES
NOTE: If relief valve or hoist valve assembly has
been replaced or rebuilt, hoist relief valve pressure
should be checked.
applying pressure.
Hoist System Relief Pressure Adjustment
1. Install two 0-35 000 kPa (0-5,000 psi) pressure
gauges (one to each diagnostic coupler located
at each outlet port on the hoist pump).
2. Start engine and run at low idle.
Pressure at both hoist pumps should be
approximately 517 kPa (75 psi) or less with
oil temperature at 29C (70F).
3. To allow full extension of the hoist cylinders,
disconnect the hoist up limit solenoid from the
wiring harness located in the hydraulic cabinet
behind the operators cab.
Be sure there is adequate (safe) overhead clear-
ance before raising body to full up position.
4. With engine at low-idle, place hoist lever in
power up position and hold until body is in the
full raised position.
Pressure at both hoist pumps should be
17 237 690 kPa (2,500 100 psi).
NOTE: Each hoist pump section supplies oil to a
separate inlet section on the hoist valve. Each inlet
section on the hoist valve contains a power up relief
valve. If the either relief pressure is not within
specifications, adjust or replace the respective relief
valve.
5. If power up relief pressure is not correct, adjust
pressure as follows:
a. Move hoist control lever to the power down
position and allow body to completely rest on
frame rails. Shut down engine.
b. Relieve all hydraulic pressure from hoist sys-
tem.
NOTE: One relief valve is located under each inlet
valve cover.
c. Remove small external tube and cap screws
(1, Figure 10-6) from inlet section cover (2)
where the relief valve needs serviced.
Remove cover from hoist valve and spring
(3) from relief valve.
d. Loosen jam nut on relief valve (4) and turn
screw in (clockwise) to increase pressure or
out (counter-clockwise) to decrease pres-
sure.
NOTE: Each 1/4 turn of the adjustment screw will
cause approximately 1 034 kPa (150 psi) change in
pressure.
e. Install spring (3) and cover (2) with new O-
rings (8). Install and tighten cap screws (1).
f. Check pressure again (Steps 2 - 4).
Power Down Relief Pressure Adjustment
1. Install a 0-25 000 kPa (0-3,500 psi) pressure
gauge at the power down test port TPD (3,
Figure 10-9) on the counterbalance manifold
(2).
2. With engine at low idle, allow the steering accu-
mulator to fill and the pump to unload. With the
body resting on the frame, place the hoist lever
in the POWER DOWN position and then read
pressure at TPD test port gauge:
Pressure should be 10 342 517 kPa
(1,500 75 psi).
3. If power down relief pressure is not within spec-
ifications, remove cap and adjust relief valve (2,
Figure 10-7) on hoist pilot valve (1).
To increase power down relief pressure, turn
adjusting screw in (clockwise).
To decrease power down relief pressure, turn
adjusting screw out (counter-clockwise).
NOTE: The power down relief valve is located on the
pilot control valve in the hydraulic components
cabinet located behind the cab.
4. When pressure is within specifications, shut
down engine and move hoist control lever to the
float position to allow body to completely rest
on frame rails and allow accumulator to bleed
down completely.
5. Remove pressure gauge.
1. Cap Screw
2. Inlet Cover
3. Spring
5. Spring
6. Sleeve
7. Low Pressure Relief
8. O-Rings
9. Inlet Section
FIGURE 10-6. HOIST RELIEF VALVE
1. Hoist Pilot Valve 2. Relief Valve
FIGURE 10-7. POWER DOWN RELIEF VALVE
HOIST COUNTERBALANCE VALVE
Preparation:
Note: The ports and valves referred to in the
following procedures are labelled on the
counterbalance manifold valve body.
1. With the engine shut down, the body resting on
the frame, the hoist valve in the FLOAT position
and hydraulic system pressure bled down,
loosen locknut on adjustment stem of needle
valve (9, Figure 10-9) on counterbalance mani-
fold (2). Turn adjustment stem fully clockwise.
2. Remove fitting from PILOT VENT port (8) on
counterbalance manifold. This port will remain
open to atmosphere during adjustment; do not
allow dirt to enter open port.
Note: It is suggested a clean SAE #4 (1/4") hydraulic
hose is installed in the open port and the hose
pointed downward.
3. Install a 35 000 kPa (5,000 psi) gauge at test
port TR (7) on counterbalance manifold.
(Gauge will measure rod end pressure; the
pressure controlled by the counterbalance
valve.)
Counterbalance Valve Pressure Check Only:
1. Start the engine. At low idle, raise the body and
as it extends to the third stage, read the pres-
sure on the gauge connected to the TR port.
(All counterbalance valve pressures are read/
adjusted while hoist cylinders are in third stage.)
a. If pressure is 20 684 kPa (3,000 psi) or
above, stop hoisting immediately.
Pressure is adjusted too high and must be
lowered. Go to Counterbalance Valve
Adjustment and perform adjustment proce-
dure.
b. If pressure is below 20 684 kPa (3,000 psi),
increase engine speed by approximately 300
rpm and observe pressure on gauge.
FIGURE 10-8. COUNTER BALANCE VALVE
1. Hoist Valve
2. Counterbalance Manifold
3. Power Down Test Port (TPD)
4. Counterbalance Valve (CBV)
5. Counterbalance Valve Test Port (TCBVP)
6. Power Up Test Port (TPU)
7. Test Port (TR)
8. Pilot Vent Port
FIGURE 10-9. COUNTERBALANCE VALVE
1. Check Valves
2. Counterbalance Manifold
3. Power Down Test Port (TPD)
5. Counterbalance Valve Test Port (TCBVP)
6. Power Up Test Port (TPU)
7. Test Port (TR)
8. Pilot Vent Port
9. Needle Valve
10. Counterbalance Valve Port (TCBV)
1.) If pressure is still below 20 684 kPa (3,000
psi), continue increasing engine speed in
steps of 300 rpm, while in third stage and
observing pressure gauge.
2.) Continue monitoring pressure gauge until
engine high idle is attained.
c. If gauge indicates 20 684 kPa (3,000 psi)
while at high idle, in POWER UP and in third
stage, counterbalance valve adjustment is
correct.
d. If gauge does not indicate 20 684 kPa (3,000
psi) while in third stage and at high idle (or a
lesser rpm during step 1b, 1.) perform Coun-
terbalance Valve Adjustment procedure.
Counterbalance Valve Adjustment
1. Loosen locknut on adjustment stem of counter-
balance valve (4, Figure 10-9) on manifold.
Turn adjustment stem fully clockwise to start
adjustment procedure so counterbalance valve
pressure is as low as possible.
Note: Turning adjustment stem in (clockwise)
decreases the pressure. Turning the stem out
(counterclockwise) increases the pressure.
Complete valve adjustment range is 3 turns.
2. Start the engine and operate at high idle. Raise
the body while observing the pressure gauge.
3. Slowly adjust counterbalance valve to obtain 20
684 kPa (3,000 psi) as the hoist cylinder 3rd
stage extends while in POWER UP. When
adjustment is complete, secure locknut on
adjustment stem.
4. Repeat Counterbalance Valve Pressure Check,
Step 1 to verify proper adjustment.
5. Replace fitting in PILOT VENT port (8).
Remove pressure gauge.
6. Turn needle valve adjustment stem (9) out 3
turns and secure locknut.
(Hoist Pump)
Visible damage in the
following areas:
Sandblasted band
around pressure plate
bores
Angle groove on
face of pressure plate
Lube groove
enlarged and edges
rounded
Dull area on shaft at
root of tooth
Dull finish on shaft
in bearing area
Sandblasted gear
bore in housing
Abrasive wear caused by fine parti-
cles in oil supply Dirt (fine contami-
nants, not visible to the eye).
Change hydraulic oil.
Hydraulic filters may need changing.
Verify correct filter elements are being used.
Check hoist and steering cylinders for dents,
scoring, or seal damage.
Entire hydraulic system may require com-
plete cleaning (See Flushing Procedure in
the following pages).

Visible damage in the
following areas:
Scored pressure
plates
Scored shafts
Scored gear bore
Abrasive wear caused by metal parti-
cles Metal (coarse contaminants,
visible to the eye).
Entire hydraulic system may require com-
plete cleaning (See Flushing Procedure in
the following pages).
Check other hydraulic system components
for possible source of contaminants.
External damage to
pump
Incorrect installation. Remove and repair as required.
Damage on rear of
drive gear and rear
pressure plate only
Defective pump driveshaft.
Check pump driveshaft.
Check cross and bearings for smooth oper-
ation.
Check for adequate joint lubrication.
Eroded pump hous-
ing or pressure plate
Aeration - cavitation
Restricted oil flow to pump
Aerated oil
Check hydraulic tank oil level.
Verify correct oil viscosity.
Check for restriction or air leak at pump inlet
line.
Check for loose fittings, clamps etc.
Excessive wear on
pressure plate and/or
end of gear
Lack of oil.
Check hydraulic oil level.
Check pump inlet hoses for obstructions or
leaks.
Housing scored
heavily
Inlet peened and
battered
Foreign object
caught in gear teeth
Damage caused by metal object -
Object not removed during a previous
failure repair.
Thoroughly clean and flush hydraulic sys-
tem.
Check other system components for possi-
ble source of metallic object.
Pressure plate black
O-rings and seals
brittle
Gear and journals
black
Excessive heat.
Check hoist system relief valve settings.
Verify correct hydraulic oil level.
Verify correct oil viscosity.
Broken shaft
Broken housing or
flange
Excessive pressure.
Check relief valve pressure.
Verify relief valve is functioning properly.
(Hoist Pump)
OIL CLEANLINESS CHECK
To check the hydraulic system for contaminants or
debris, a high quality particle counter is required.

1. Shut down engine, turn key switch OFF and
2. If the hydraulic system had been contaminated,
clean the affected components and the hydrau-
lic tank.
3. Perform the hydraulic system flushing proce-
dure.
4. Perform the hydraulic system checkout proce-
dure to insure all components are operating cor-
rectly.
5. Connect the particle counter to the test fitting on
either hoist filter.
NOTE: Do not connect the device to the steering
filter test fitting. The oil does not circulate through the
steering system as quickly as the hoist system.
6. Operate the truck for at least 10 minutes at high
idle. Do not operate the steering, hoist, brakes
or any other hydraulic function during this entire
procedure.
7. Take particle count readings for at least 20 min-
utes without changing the engine speed.
8. When the particle count level is at or below ISO
18/15 and showing a trend of improving cleanli-
ness, or maintaining ISO 18/15 or better, then
the hydraulic system is clean and the truck can
return to service.
9. After hydraulic oil meets cleanliness level, shut
down engine, turn key switch OFF and allow
accumulator to completely bleed down.
10. Check hydraulic oil in tank is visible in upper
sight gauge. Add oil if necessary.
NOTES:
M01057 2/11 Index M1-1
SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
ENGINE COOLANT HEATER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
SPECIAL TOOL GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
RADIATOR SHUTTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-1
PAYLOAD METER III. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-1
RETRACTABLE LADDER SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-1
M1-2 Index 2/11 M01057
NOTES:
M07010 7/09 Heater Options M7-1
SECTION M7
HEATER OPTIONS
INDEX
ENGINE OIL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
HEATER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
ENGINE COOLANT HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
HEATING ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6
THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6
HYDRAULIC OIL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7
HEATER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-8
M7-2 Heater Options 7/09 M07010
NOTES
ENGINE OIL HEATERS
GENERAL INFORMATION
Operation of the optional oil heaters is controlled by
the coolant system heater thermostats. Cummins
engines utilize two 240 Volt, 500 watt heaters in the
oil pan. Not all trucks are equipped with this option.
TROUBLESHOOTING
Operation of an oil heater can be tested by touching
mounting boss (3, Figure 7-1) on the oil pan. After
allowing time for the heater to warm up, it will be
warm to the touch.
1. If the oil heater is not warm to the touch, check
for a voltage of 230 to 240 volts to the power
cord.
the thermostat circuit at the engine coolant
heaters. Also check the circuits between the
heater and the external power source.
3. If the oil heater is not warm to the touch and the
voltage is correct, the heater element must be
replaced.
HEATER ELEMENT
Removal
1. Disconnect the external power source.
NOTE: Replacing the heater element can be
accomplished without draining the crankcase oil.
Disassemble all the parts from the element cover.
Figures 7-2 and 7-3 show the complete oil heater
removed from the pan.
2. Remove housing cap (7, Figure 7-2).
3. Remove wire connectors (9), and disconnect
electrical leads (8).
4. If necessary, remove cover (2) and remove
power cord from housing (5).
5. Remove the housings from element cover (6).
FIGURE 7-1. ENGINE OIL HEATER
1. Oil Heater
2. Power Cord
3. Oil Pan Mounting
Boss
FIGURE 7-2. HEATER ASSEMBLY
1. Power Cord
2. Cover
3. Washer
4. Rubber Bushing
5. Housing
6. Element Cover
7. Housing Cap
8. Electrical Leads
9. Wire Connectors
6. Loosen setscrew (3, Figure 7-3) and remove
heater element (2) from element cover (1).
Installation
1. Install new heater element (2) and secure it in
place with setscrew (3, Figure 7-3).
2. Coat the threads of element cover (6, Figure 7-
2) with an anti-seize compound and install
3. If removed, insert power cord (1), rubber bush-
ing (4), washer (3), and cover (2) into the hous-
ing.
4. Twist the wires together and place screw-on
wire connector (9) on each pair of wires.
5. Adjust the power cord and tighten the cord grip
cover.
6. Replace housing (5).
7. If the engine oil was drained, refill the crank-
case with clean, filtered oil.
FIGURE 7-3. HEATER ELEMENT REMOVAL
1. Element Cover
2. Heater Element
3. Element Retaining
Setscrew
ENGINE COOLANT HEATER
GENERAL
To aid in cold weather starting, the truck can be
equipped with cooling system heaters. Two high
capacity coolant heating units are mounted under the
engine on the power module subframe. The system
includes:
Heaters
Thermostats
Coolant Shutoff Valves and Hoses
220 volt Receptacle
Power Cables, Thermostat Wiring, and Junction
Box
Heater operation is controlled by a thermostat
mounted on the intake end of the heating units. The
thermostat turns the heater ON at 48C (120F) and
OFF at 60C (140F). Shutoff valves allow heater
element or thermostat sensor replacement without
loss of engine coolant.
Do not operate engine while the cooling system
heater is plugged in. The flow check valve elimi-
nates coolant flow through the heater while the
engine is running. This will cause a lack of circu-
lation in the heater and burn out the heating ele-
ments.
Maintenance
To check for operation of the heating units, the outlet
water hoses should feel warm to the touch.
1. Check all electrical connections to insure proper
connections are made.
2. Check for a burned out heating element. (Do
not remove heating unit from the truck.)
a. Remove the two Phillips head screws and
slide end cover out of the way.
b. Connect a voltmeter at the two electrical ter-
minals and check for operating voltage (220
to 230 volts) while coolant temperature is
below 48C (120F). If correct voltage is
present, the heating element is defective and
should be replaced.
3. If correct voltage (measured above) is not read
at heating element terminals, the thermostat is
defective and should be replaced.
HEATING ELEMENT
Removal
1. Disconnect the external power source at the
plug-in receptacle.
2. Close the shut-off valves located at the inlet and
outlet ports.
3. Remove heating element.
a. Remove the two Phillips head screws from
cover at power cable entry. Slide cover out of
the way.
b. Disconnect the two electrical leads and
remove heating element from the cartridge.
FIGURE 7-4. COOLANT HEATER
1. Thermostat
2. Heater Assembly
3. Water Outlet Port
4. Heating Element
5. Cover
6. Terminals
Installation
1. Install new heating element.
a. Cover the new heating element threads with
an anti-seize thread compound.
b. Screw heating element into cartridge and
tighten securely to insure against leaks.
2. Connect the electrical leads.
3. Slide element cover into position and secure
with screws.
4. Open shut-off valves.
5. Plug in the external power source. After allow-
ing time for the element to warm up, outlet
hoses should feel warm to the touch.
6. Check for leaks and proper coolant level.
THERMOSTAT
Removal
1. Disconnect the external power source at the
plug in receptacle.
NOTE: It is not necessary to remove the thermostat
assembly from the heater.
2. Remove the two screws and slide cover out of
the way.
3. Disconnect the two electrical leads.
4. Loosen the two setscrews and remove the tem-
perature sensing unit.
Installation
1. Install a new temperature sensing unit and
secure in place with two setscrews.
2. Connect the electrical leads.
3. Move cover into position and secure in place
with screws.
4. Plug in the external power source.
After allowing time for the element to warm up, outlet
hoses should feel warm to the touch.
FIGURE 7-5. THERMOSTAT ASSEMBLY
1. Cover
2. Temperature
Sensing Unit
3. Housing
4. Setscrew
HYDRAULIC OIL HEATERS
GENERAL INFORMATION
Operation of the optional hydraulic oil heaters is con-
trolled by the coolant system heater thermostats.
This system utilizes two 240 Volt, 500 watt heaters in
the hydraulic oil tank. Not all trucks are equipped with
this option.
TROUBLESHOOTING
Operation of a hydraulic oil heater can be tested by
touching mounting boss (3, Figure 7-1) on the oil
tank. After allowing time for the heater to warm up, it
will be warm to the touch.
for a voltage of 230 to 240 volts to the power
cord.
the thermostat circuit at the engine coolant
heaters. Also check the circuits between the
heater and the external power source.
7. If the oil heater is not warm to the touch and the
voltage is correct, the heater element must be
replaced.
HEATER ELEMENT
Removal
1. Disconnect the external power source.
NOTE: Replacing the heater element can be
accomplished without draining the hydraulic tank.
Disassemble all the parts from the element cover.
Figures 7-2 and 7-3 show the complete oil heater
removed from the oil tank.
2. Remove housing cap (7, Figure 7-2).
3. Remove wire connectors (9), and disconnect
electrical leads (8).
4. If necessary, remove cover (2) and remove
power cord from housing (5).
5. Remove the housings from element cover (6).
FIGURE 7-6. ENGINE OIL HEATER
1. Oil Heater
2. Power Cord
3. Oil Pan Mounting
Boss
FIGURE 7-7. HEATER ASSEMBLY
1. Power Cord
2. Cover
3. Washer
4. Rubber Bushing
5. Housing
6. Element Cover
7. Housing Cap
8. Electrical Leads
9. Wire Connectors
6. Loosen setscrew (3, Figure 7-3) and remove
heater element (2) from element cover (1).
Installation
1. Install new heater element (2) and secure it in
place with setscrew (3, Figure 7-3).
2. Coat the threads of element cover (6, Figure 7-
2) with an anti-seize compound and install
3. If removed, insert power cord (1), rubber bush-
ing (4), washer (3), and cover (2) into the hous-
ing.
4. Twist the wires together and place screw-on
wire connector (9) on each pair of wires.
5. Adjust the power cord and tighten the cord grip
cover.
6. Replace housing (5).
If the hydraulic oil was drained, refill the tank with
clean, filtered oil.
FIGURE 7-8. HEATER ELEMENT REMOVAL
1. Element Cover
2. Heater Element
3. Element Retaining
Setscrew
M08021 2/11 Special Tools M8-1
SPECIAL TOOLS
NITROGEN CHARGING VALVE
1. T Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas
NOTE: Arrangement of parts may vary from illustration
shown, depending on Charging Kit P/N.
ROLL-OUT ASSEMBLY
EYE BOLT
Part Number Description Use
EB1759 Nitrogen
Charging Kit
Suspension &
Accumulator
Nitrogen Charg-
ing
EJ2627 Roller Assy. Power Module
Remove & Install
TG1106 Eye Bolt, 0.75-10
UNC Misc. lifting
requirements
WA4826 Eye Bolt, 1.25-7
UNC
M8-2 Special Tools 2/11 M08021
OFFSET WRENCH
TORQUE ADAPTER
HANDLE
SEAL INSTALLER
TZ3535 Offset Box End
Wrench,
1.5 in.
Miscellaneous &
Cab Mounting
TZ2734 3/4 in. Torque
Adapter
Miscellaneous
TZ2733 Tubular Handle Use with
PB8326 &
TZ2734
TY2150 Seal Installation
Tool
Installation of
Front Wheel
Bearing Face
Seals
SLEEVE ALIGNMENT TOOLS
QUICK DISCONNECT COUPLING
HARNESS
SEAL INSTALLATION RING
TZ0992 Sleeve
Alignment
Tool
Rear Suspension
and Anti-sway Bar
TY4576 Sleeve
Alignment
Tool
Steering Linkage
and Tie Rod
Assembly, Refer to
Section G
PB6039 Hydraulic
Coupling
Miscellaneous
PC2525 Harness Payload Meter
Download. Refer
to Section M.
PC2710 Tool To aid in assem-
bly of hoist cylin-
ders
BELT TENSION TESTER
NOTE: The belt tension tester and belt alignment tools
listed below are effective for truck serial numbers
A30001 - A30565 only.
BELT ALIGNMENT TOOL
SOCKETS AND ADAPTERS
DUST CAPS
PC2061 Belt Tension
Tester
A/C Belt
Tension Check
EL8868 V-Belt
Alignment Tool
A/C Belt
Alignment
Part
Number
Description Use
TZ2726 Socket 1-1/8 Miscellaneous
TV7567 Socket 1-5/16 Miscellaneous
PB6825 Impact Socket 1-5/8 Miscellaneous
TR0532 Square Drive
Extension 8
Miscellaneous
TR0533 Square Drive
Extension 17
Miscellaneous
TV1186 Extension 3-1/2 Miscellaneous
TR0546 Sliding T-Handle Miscellaneous
TZ2730 Adapter 1 x 1-1/2 Miscellaneous
TZ2731 Adapter 3/4 x 1 Miscellaneous
EF6721 Crowsfoot 7/8 Miscellaneous
SG5488 Capscrew
1 1/8 - 7NC X 5 1/2
Miscellaneous
VN9787 Flatwasher 1 1/8 Miscellaneous
Part
Number
Description Use
TA1981 Dust Plug
For Quick
Connector
TF6987 Socket
For Quick
Connector
HYDRAULIC SYSTEM FLUSHING TOOLS
PAYLOAD DATA MANAGER
HYDRAULIC SYSTEM VACUUM PUMP
XB5776 Hose Assembly Flush Steering
Circuit
PC3074 Flushing Block
(bypass hoist
cylinders)
Flush Hoist
Circuit
AK4720 Software Analyze Payload
Meter Data
XB0887 Vacuum Pump To hold oil back
while the system
is open.
MISCELLANEOUS SERVICE TOOLS
The following table lists more special tools that will be
necessary for various service procedures:
The A/C compressor tools in the following table can be
ordered from Kent-Moore:
NOTE: The tools listed below are effective for truck
serial numbers A30001 - A30565 only.
Part
Number
Description Use
EJ2847 Pin Removal Tool Rear Suspension
Pin Removal
EJ2848 Cylinder Rear Suspension
Pin Removal
EJ2849 Hand Pump Rear Suspension
Pin Removal
EJ2850 Shackle Rear Suspension
Pin Removal
VN2707 Capscrew -
0.625-11UNC x 2.75
Rear Suspension
Pin Removal
SS1143 Hoist Cylinder Quill
Installation Tool
Hoist Cylinder
Quill Installation
SS1158 Hoist Cylinder Quill
Plug Tool
Hoist Cylinder
Quill Plug
Removal and
Installation
VJ6567 Radiator Tube
Installation Tool
Radiator Tube
Installation
XA2307 Breaker Tool Radiator Tube
Removal
BF4810 Bearing Tool 24V Alternator
BF4818 Front Bearing
Removal Tool
24V Alternator
BF4820 Bobbin Removal
Tool
24V Alternator
BF4821 Bearing Insertion
Tool
24V Alternator
BF4822 Stator Service Tool 24V Alternator
J-24092 Puller Legs A/C Service
J-25030 Clutch Hub
Holding Tool
A/C Service
J-33884-4 Indicator Switch
Tester
A/C Service
J-8092 Universal
Handle
A/C Service
J-8433 Pulley Puller A/C Service
J-9395 Puller Pivot A/C Service
J-9399 Thin Wall Socket A/C Service
J-9401 Clutch Plate &
Hub Assembly
Removal Tool
A/C Service
J-9403 Spanner Wrench A/C Service
J-9480-01 Drive Plate
Installer
A/C Service
J-9480-02 Spacer A/C Service
J-9481 Puller and
Bearing Installer
A/C Service
BRAKE PISTON TOOL
XB3579 Special
Spanner
Wrench
Remove / install
rear park brake
piston cap
Refer to Section G, Drive Axle, Spindles, and Wheels, for information on using the spindle tool to properly
remove the spindles from the machine.
NOTE: If a hydraulic ram will be used to separate the spindle from the suspension pistion:
a. The round barrel is not needed, only a flat plate with the 19 holes drilled is required.
b. A reaction plate and spacers are only used if a hydraulic ram will be used to separate the spindle from the
suspension.
PART NUMBER DESCRIPTION USE
Make locally using
dimensions shown below Puller Tool
To separate front wheel spindle from
suspension piston
KC7095 Pusher Cap Screws, 1.25 x 8 in.
Use with puller tool.
WA0366 Hardened Flatwashers, 1.25 in.
If a hydraulic ram will be used to separate the spindle from the suspension piston, the reaction plate (1) and
spacers (2) shown below are required. These tools are to be made locally (steel) using the dimensions shown.
Refer to Section G, Drive Axle, Spindles, and Wheels, for information on using the spindle tool, reaction plate
and spacers to properly remove the spindles from the truck.
Material: T-1 Steel or equivalent.
ITEM NUMBER QUANTITY DESCRIPTION USE
1 1 Reaction Plate Use with puller tool and hydraulic ram
2 3 Spacer Use with puller tool and hydraulic ram
NOTES:
M19003 Radiator Shutters M19-1
SECTION M19
RADIATOR SHUTTERS
INDEX
RADIATOR SHUTTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
Hydraulic Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
Electrical Circuit: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-4
MAINTENANCE AND REPAIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-4
Hydraulic Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-8
Electrical Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-10
M19-2 Radiator Shutters M19003
NOTES:
RADIATOR SHUTTERS
The optional radiator shutters aid in maintaining proper
engine coolant temperature, primarily in cold climate
operations.
The shutter system contains the following components:
Shutter assembly with hydraulic control actuator
cylinder
Hydraulic oil supply pressure reducing valves and
cylinder control solenoid
Solenoid control relays
Shutter enable/disable switch
OPERATION
Hydraulic Circuit
Hydraulic oil pressure to operate the shutter assembly
actuator cylinder is supplied from the truck steering cir-
cuit. A hose (2, Figure 19-1) attached to a T fitting at
the automatic lubrication system pump supply port
routes oil to the pressure reducing valve (3). This valve
reduces the steering circuit pressure, 24 132 kPa
(3500 psi) to 10 342 kPa (1500 psi). The pressure is
further reduced to 517 kPa (75 psi) by the pressure
reducing valve (4) which supplies the shutter solenoid
valve (5) to pressurize the head end of the shutter actu-
ator cylinder (11), closing the shutters during engine
warm-up. When the shutters are signalled to open, the
solenoid valve will be de-energized and the spool will
shift to direct oil to the rod end of the actuator cylinder.
Oil returns to tank through the hose (10) routed to the
hydraulic tank.
FIGURE 19-1. SHUTTER ACTUATOR CYLINDER OIL SUPPLY VALVES
1. Radiator Shroud
2. Oil Supply
3. Pressure Reducing Valve
5. Shutter Solenoid Valve
6. To Cylinder Head End
7. To Cylinder Rod End
8. Electrical Harness (To RH
Frame Junction Box)
9. To Shutter Disable Switch
box
10. Oil Return to Tank Hose
11. Shutter Actuator
Cylinder
Electrical Circuit:
A switch is located in a box (2, Figure 19-2) attached to
the right upright structure beside the automatic lubrica-
tion system grease reservoir (4) that may be used to
disable the shutters during warm weather.
The shutters are normally activated by the engine
ECM. The engine controller monitors coolant tempera-
ture and provides a signal to close the shutters when
the temperature is too low.
The engine ECM will provide a +24VDC signal (circuit
65S) to energize relay K5 located on relay board #8.
See table 1 for specific temperatures where the ECM
will send a signal to close the shutters. This will close
the N.O. relay contacts fed by relay K3 which provides
+24VDC when the key switch is ON. Current through
K5 is fed through the shutter disable switch (closed for
shutter operation) and will energize the shutter sole-
noid valve to direct oil to the head end of the shutter
actuator cylinder to close the shutters.
If the cab air conditioner is switched on, relay K3 will
energize, opening the +24VDC circuit (712ST) supply-
ing the shutter control solenoid, preventing the shutters
from closing.
Refer to the electrical schematic at the back of the
shop manual for additional wiring information.
MAINTENANCE AND REPAIR
The solenoid valve (5, Figure 19-1) and pressure
reducing valves (3 & 4) in the hydraulic circuit are fac-
tory set and not adjustable. If a valve is inoperative,
remove and replace the complete valve and body
assembly.
Relays K3 and K5 are plug-in devices that may easily
be replaced if defective. The relays are located on
Relay board #8, located in the electrical cabinet. Its
location may vary due the date the truck was manufac-
tured.
The shutter assembly should be inspected for physical
damage and to be certain it opens and closes com-
pletely without binding. If necessary, adjust actuator
cylinder linkage to ensure proper operation.
FIGURE 19-2. SHUTTER ENABLE SWITCH BOX
1. Right Upright Structure
2. Switch Box
3. Harness Wire to Shut-
ter Solenoid Valve
4. Auto-Lube Grease
Reservoir
TROUBLESHOOTING
All hydraulic testing is to be performed with hydraulic
oil at normal operating temperature, and engine speed
at low idle.
Refer to Figure 19-3 for hydraulic troubleshooting test
points shown with arrows.
Refer to Table 1 for shutter open and close specifica-
tions for Komatsu Engines.
Ensure engine and key switch have been OFF for at
least 90 seconds to allow accumulator pressure to
bleed down.
applying pressure.
Hydraulic fluid escaping under pressure can have
trating the skin and cause serious injury and possi-
bly death if proper medical treatment by a
FIGURE 19-3. HYDRAULIC TROUBLESHOOTING
1. Oil Supply
4. Solenoid Valve
5. Wiring Harness
6. Tee Fitting
7. Pressure Gauge
8. To Cylinder Head End
9. To Cylinder Rod End
TABLE I. Komatsu SSDA16V160 Engines
Coolant Temperature Intake Manifold Temperature Fuel Temperature
Open 88 C (190 F)
Close 85 C (185 F)
Open 60 C (140 F)
Close 54 C (130 F)
Open 68 C (155 F)
Close 66 C (150 F)
TABLE II. Troubleshooting
1. Testing operation of shutters With engine at slow idle, connect a
24 VDC power source to solenoid
valve (5, Figure 19-1)
Shutters close - GO TO STEP 11
Shutters stay open - GO TO STEP
2
2. Check hydraulic pressure to
cylinder rod end
Install tee fittings (6, Figure 19-3) in
lines (8 & 9). Connect pressure
gauges with a 0-3500 kPa (0-500
psi) range to tee fittings. Discon-
nect wire harness (5) from solenoid
valve. There should be 517 kPa
(75 psi) pressure in hose (9), and
NO pressure in hose (8).
In Spec - GO TO STEP 3
Out of Spec - GO TO STEP 4
3. Check hydraulic pressure to
cylinder head end
Connect 24 VDC power source to
solenoid valve. There should be
517 kPa (75 psi) pressure in hose
(8), and NO pressure in hose (9).
If nothing changed as compared to
Step 2 - GO TO STEP 7
4. Check hydraulic pressure
between pressure reducing
valve (3) and solenoid valve
(4)
Install hose with tee fitting between
pressure reducing valve (3) and
valve (4). Connect pressure gauge
with a 0-3500 kPa (0-500 psi)
range to tee fitting. Pressure
should be 517 kPa (75 psi).
5. Check hydraulic pressure
between pressure reducing
valve (2) and pressure
reducing valve (3)
Install hose with tee fitting between
pressure reducing valve (2) and
pressure reducing valve (3). Con-
nect pressure gauge with a 0-
35000 kPa (0-5000 psi) range to
tee fitting. Pressure should be
10,342 kPa (1,500 psi).
6. Pressure reducing valve (3)
is defective
Replace pressure reducing valve
(3).
GO TO STEP 5
7. Solenoid Valve (4) is defec-
tive
Replace solenoid valve (4).
8. Check oil supply pressure to
pressure reducing valve (2)
Install tee fitting between oil supply
hose (1) and pressure reducing
valve (2). Connect pressure gauge
with a 0-35000 kPa (0-5000 psi)
range to tee fitting. Pressure
should be 20,684 - 24,131 kPa
(3000-3500 psi) the same as steer-
ing system standby pressure.
9. Pressure reducing valve (2)
is defective
Replace pressure reducing valve
(2).
GO TO STEP 8
10. Hydraulic supply to shutters
is incorrect
Perform troubleshooting proce-
dures in appropriate shop manual
to correct truck hydraulic system.
GO TO STEP 8
11. Check for proper voltage on
Relay Board 8
With the key switch ON, use a
V.O.M. to check for 24 VDC in cir-
cuit 712R at relay K3.
12. Improper voltage on relay
board 8
12. Perform troubleshooting proce-
dures in appropriate shop manual
to obtain proper voltage in circuit
712R with key switch ON.
After repair, GO TO STEP 11
13. Check relay K3 for proper
voltage
13. Be certain there is 0 voltage in
circuit 65T. If there is, turn off Air
Conditioner switch or disconnect
wire 65T. Then check for 24VDC in
circuit 712ST on relay board 8.
14. K3 Relay is defective 14. Replace K3 relay. After repair, GO TO STEP 13
15. Check relay K5 for proper
voltage
15. Jumper 24VDC power source
to circuit 65S. Then check for
24VDC in circuit 65T1 on relay
board 8.
16. K5 Relay is defective 16. Replace K5 relay. GO TO STEP 15
17. Check shutter disable switch 17. Check for 24VDC in circuit
65T1 inside shutter disable switch
box.
18. Check for open circuit in cir-
cuit 65T1
18. Locate and repair open con-
nection in circuit 65T1.
GO TO STEP 17
19. Check shutter disable switch 19. Check for 24VDC in circuit
65T2. If no voltage is detected,
switch shutter disable switch.
20. Defective shutter disable
switch
20. Replace shutter disable switch. GO TO STEP 19
21. Check for 24VDC at solenoid
valve (4, Figure 19-4)
21. Check for 24VDC at solenoid
valve in circuit 65T2.
22. Check for open circuit in cir-
cuit 65T2
22. Locate and repair open con-
nection in circuit 65T2.
GO TO STEP 21
23. Check for ground at solenoid
valve
23. Check for ground at solenoid
valve terminal. Repair as neces-
sary.
TABLE II. Troubleshooting
Hydraulic Troubleshooting
Cause Remedy
11 Electri-
cal prob-
lem
Go to
electrical
trouble-
shooting
11 Electri-
cal prob-
lem
Go to
electrical
trouble-
shooting
Solenoid
Valve (4)
is defec-
tive
Replace
solenoid
valve (4)
7 Solenoid
Valve (4)
is defec-
tive
Replace
solenoid
valve (4)
Pressure
reducing
valve (3)
is defec-
tive
Replace
pressure
reducing
valve (3)
Contin-
ued on
next page
NO 2. Install tee fit-
tings (6, Figure 19-
4) in lines (8 & 9).
Connect pressure
gauges with a 0-
3500 kPa (0-500
psi) range to tee fit-
tings. Disconnect
wire harness (5)
from solenoid
valve. There should
be 517 kPa (75 psi)
pressure in hose
(9), and NO pres-
sure in hose (8).
NO-4 Install hose
with tee fitting
between pressure
reducing valve (3)
and valve (4).
Connect pressure
gauge with a 0-
3500 kPa (0-500
psi) range to tee fit-
ting. Pressure
should be 517 kPa
(75 psi).
YES-3Connect 24
VDC power source
to solenoid valve.
There should be
517 kPa (75 psi)
pressure in hose
(8), and NO pres-
sure in hose (9).
NO-5 Install hose with
tee fitting between pres-
sure reducing valve (2)
and pressure reducing
valve (3). Connect pres-
sure gauge with a 0-
35,000 kPa (0-5000 psi)
range to tee fitting. Pres-
sure should be 10,342
kPa (1,500 psi).
With engine at
slow idle, con-
nect a 24 VDC
power source
to solenoid
valve (5,
Figure 19-1).
Shutters should
close.
NO CHANGES FROM
PREVIOUS STEP
YES
YES
NO
NO
YES
NO
NO
NO
YES
YES
Hydraulic Troubleshooting (Continued)
Install tee fitting between
oil supply hose (1) and
pressure reducing valve
(2). Connect pressure
gauge with a 0-35,000
kPa (0-5000 psi) range
to tee fitting. Pressure
should be 20,684 -
24,131 kPa (3000-3500
psi) the same as steering
system standby
pressure.
Cause Remedy
Pressure
reducing
valve (2)
is defec-
tive
Replace
pressure
reducing
valve (2)
Hydraulic
Supply to
shutters is
incorrect
Perform
trouble-
shooting
proce-
dures in
appropri-
ate shop
manual to
correct
truck
hydraulic
system
NO
YES
Electrical Troubleshooting
Connect a 24VDC supply to terminal 65S on Relay Board 8, relay 5.
(This signals the shutters to close by bypassing the engine ECM signal.)
Be certain the A/C system is turned OFF, or disconnect wire 65T at relay 3.
(If 24 VDC is present at terminal 65T, shutters will not close.)
Cause Remedy
Hydraulic
problem
Open cir-
cuit
between
65T1 &
65T2
Relay 5
defective
Relay 3
defective
Open cir-
cuit in
712R from
key switch
Repair
hydraulic
system
Repair
open cir-
cuit
Replace
relay 5
Replace
relay 3
Repair cir-
cuit 712R.
Use a V.O.M.
to check for 24
VDC in circuit
65T2 at shut-
ter solenoid
valve.
Check for 24
VDC in circuit
65T1 at relay
5.
Check for 24
VDC in circuit
712ST at relay
5.
Check for 24
VDC in circuit
712R at relay
3.
NO
NO
NO
NO
YES
YES
YES
YES
Turn keyswitch ON
Turn disable switch
ON
M20008 01/11 Payload Meter III M20-1
SECTION M20
PAYLOAD METER III
INDEX
OPERATION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Data Gathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Suspension Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Operator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Speed Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Communications Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Key Switch Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Payload Meter Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Load Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Wiring and Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
TCI Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
OPERATORS DISPLAY AND SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Reading the Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Reading the Load Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Using the Operator ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Using the Load and Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Total Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Total Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Clearing the Counters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Viewing Live Sensor Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Other Display Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
M20-2 Payload Meter III 01/11 M20008
PAYLOAD OPERATION & CALCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12
Description of Haul Cycle States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12
Haul Cycle Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12
Load Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Carry Back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Measurement Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
SOURCES FOR PAYLOAD ERROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Payload Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Loading Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Swingloads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Speed and Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
HAUL CYCLE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Haul Cycle Warning Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-16
Frame Torque Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Sprung Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Maximum Speed Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Fault Code Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
PC SOFTWARE OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
Installing the PLMIII Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
DOWNLOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
PLM III SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Starting Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Displayed Payload Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Time Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Connection Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Connecting to the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Configure the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Gauge Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Frame Serial Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Komatsu Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Komatsu Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Clean Truck Tare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
Inclinometer Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
DATA ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Creating a Query . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Truck Unit Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Date Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Sorting on Time Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Payload Detail Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Creating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Summary - one page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Detailed - multi-page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Creating Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Exporting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
CSV Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Compressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
Importing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Deleting Haul Cycle Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Viewing Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Deleting Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Viewing Active Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Real-Time Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Testing the Payload Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Creating Log Files of Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Daily Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Abnormal Displays at Power-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35
No Payload Display When Key Switch is Turned ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36
No Display on Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
No Display on Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
No Communications With PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38
Load Lights Dont Light During Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39
Load Lights Remain ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Load Lights Remain ON During Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Display Doesn't Clear When The Load Is Dumped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Calibration Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41
Alarm 1 - Left Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Alarm 2 - Left Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Troubleshoot Wiring to Left Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Alarm 3 - Right Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 4 - Right Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Troubleshoot Wiring to Right Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 5 -Left Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 6 - Left Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Troubleshoot Wiring to Left Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 7 - Right Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 8 - Right Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Troubleshoot Wiring to Right Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 9 - Inclinometer High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Alarm 10 - Inclinometer Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Troubleshoot Inclinometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Alarm 13 - Body Up Input Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47
Alarm 16 - Memory Write Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 17 - Memory Read Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Alarm 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Alarm 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Operator Switch Doesn't Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-50
Alarm 26 - User Switch Fault - SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
Alarm 27 - User Switch Fault - SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
Connector Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-52
PLMIII CHECK OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
PLMIII CHECKOUT PROCEDURE CONFIRMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57
Flashburn Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57
Confirmation Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-59
OPERATION SECTION
INTRODUCTION
Payload Meter III (PLMIII) measures, displays and
records the weight of material being carried by an off-
highway truck. The system generally consists of a
payload meter, a gauge display, deck-mounted lights,
and sensors. The primary sensors are four suspen-
sion pressures and an inclinometer. Other inputs
include a body up signal, brake lock signal, and
speed.
Data Summary
5208 haul cycles can be stored in memory. The fol-
lowing information is recorded for each haul cycle:
Payload
Operator ID number (0000-9999)
Distance traveled loaded and empty
The amount of time spent empty run/stop,
loading, loaded run/stop, and dumping
Maximum speed loaded and empty with time of
day
Average speed loaded and empty
Empty carry-back load
Haul-cycle, loading, dumping start time of day.
Peak positive and peak negative frame torque
with time of day
Peak sprung load with time of day
Tire ton-mph for each front and average per rear
tires
The payload meter stores lifetime data that cannot be
erased. This data includes:
Top 5 maximum payloads and time stamps.
Top 5 positive and negative frame torque and
time stamps
Top 5 maximum speeds and time stamps
Data Gathering
Windows 95/98/NT software is available to down-
load, store and view payload and fault information.
The PC software will download an entire truck fleet
into one Paradox database file. Users can query the
database by date, time, truck type and truck number
to produce reports, graphs and export the data. The
software can export the data in '.CSV' format that can
be easily imported into most spreadsheet applica-
tions. The Windows software is not compatible with
the Payload Meter II system.
It is important that each payload meter be configured
for each truck using the PC software. The information
for frame serial number and truck number is used by
the database program to organize the payload data.
In addition, the payload meter must be configured to
make calculations for the proper truck model.
Improper configuration can lead to data loss and
inaccurate payload calculations.
System Diagram
Suspension Pressure Sensors
PLMIII uses a two-wire pressure sensor. The range
for the pressure sensor is 281 kg/cm
2
(4000 psi) and
the overload limit is 700 kg/cm
2
(10,000 psi). One
wire to the sensor is the supply voltage and the other
is the signal. The 0-4000 psi range is converted into
an electrical current between 4-20 ma. The supply
voltage for the sensor is nominally +18VDC. Each
pressure sensor has an 3000 mm (118 in.) length of
cable. The cable is specially shielded and reinforced
to provide mechanical strength and electronic noise
immunity.
Inclinometer
The inclinometer is used to increase the accuracy of
load calculations on an incline. The inclinometer
uses three wires. For the sensor, red is the +18VDC
supply voltage, black is ground and the white is the
signal. The incline signal is a voltage between 1 and
4 volts. Zero degrees of incline is represented by
2.6VDC on the signal line. The voltage signal will be
decreased by 0.103VDC for every degree of nose up
incline.
Operator Display
The speedometer/display gauge is used as a speed-
ometer and payload display. The top display is used
for speed and can display metric (km/h) or English
(mph) units. Grounding terminal #4 on the back of
the speedometer will switch the meter to display met-
ric units. Leaving terminal #4 unconnected will cause
the gauge to display English units. The speedometer
can be adjusted using a calibration potentiometer in
the back just like existing speedometers.
The payload meter uses the lower display for pay-
load information. The normal display mode shows
the current payload. The display can be changed to
show the load and total tons counter or the Operator
ID. Using the operator switch on the dash panel, the
current suspension pressures and incline can be dis-
played. The units for display are set using the PC
software. Payloads can be displayed in short tons,
long tons or metric tons.
Operator Switch
The payload operator switch is used to set, view and
clear the total load counter and total ton counter. It is
also used to enter the operator ID number (0-9999).
This switch can also be used to view the suspension
pressures and inclinometer. The payload meter oper-
ator switch is located on the dashboard. It is a two-
way momentary switch. The top position is the
SELECT position. The SELECT position is used step
through the different displays. The lower position is
the SET position. The SET position is used to set the
operator ID or clear the load and total ton counters.
Normally the inputs from the switch to the payload
meter are open circuit. The switch momentarily con-
nects the circuit to ground.
Speed Input
PLMIII uses a speed signal to calculate speed, dis-
tance, and other performance data. This input is criti-
cal to the proper operation of the system. PLMIII
receives this signal from the speedometer/operator
display on the dashboard. The same signal displayed
to the operator is used by the system. Distance cal-
culations are made based on the rolling radius of the
tires for a particular truck.
Body-Up Switch
The body-up input signal is received from a magnetic
switch located on the inside of the truck frame, for-
ward the pivot pin of the truck body. This is the same
switch typically used for input to the drive system.
When the body is down, the switch closes and com-
pletes the circuit to 71-control power. 24VDC indi-
cates the body is down. Open circuit indicates that
the body is up.
Brake Lock Switch
The brake lock is used to lock the rear brakes on the
truck. It is necessary for the accurate calculation of
swingloads during the loading process. Without the
brake lock applied, the payload meter will not calcu-
late swingloads during the loading process. Without
the brake lock, the payload meter will assume that
the truck was loaded using a continuous loader and
flag the haul cycle record. All other functions will be
normal regardless of brake lock usage. The brake
lock input comes from the switch located on the dash
panel. The brake lock switch connects the circuit to
ground. Open circuit indicates brake lock off. Ground
indicates brake lock on.
Payload Meter
The payload meter is housed in a black aluminum
housing. There is a small window on the face of the
unit. Status and active alarm codes can be viewed
through the window. During normal operation, a two-
digit display flashes 0 back and forth. Active fault
codes will be displayed for two seconds. These
codes are typically viewed using the laptop computer
connected to the serial communications port.
There is one 40-pin connector on the payload meter.
A jack-screw is used to hold the payload meter and
wire harness connector housings together. This
screw requires a 4mm or 5/32 hex wrench. The cor-
rect tightening torque for this screw is 3 Nm (25 in.
lb). Four bolts hold the payload meter housing to its
mounting bracket in the cab.
The circuit board inside the payload meter housing is
made from multi-layer, dual-sided surface-mount
electronics. There are no field serviceable compo-
nents inside. The electronics are designed to with-
stand the harsh operating environment of the mining
industry. Opening the payload meter housing will
result in voiding the warranty.
Communications Ports
The payload meter has two RS232 serial communi-
cations ports and two CAN ports. Connections for the
two serial ports are available inside the payload
meter junction box. The two CAN ports are available
for future electronics systems.
Serial port #1 is used to communicate with the dash-
board display. It is also used to connect to the laptop
computer. The display gauge will remain blank when
the PC is using the serial port. This port initially oper-
ates with serial settings at 9600,8,N,1. These set-
tings change automatically to increase the
communications rate when the PC is using the port.
This serial port uses a 3-wire hardware connection.
Serial port #2 is used to communicate to other on-
board electronics like Modular Mining's Dispatch
system or the scoreboard from Komatsu. This port
uses a 3-wire hardware connection. Connections to
this serial port need to be approved by Komatsu.
Several protocol options are available and detailed
technical information is available depending on
licensing.
Key Switch Input
PLMIII monitors the status of the key switch. 24VDC
indicates that the key switch is on, open indicates the
key switch is off. The payload meter does not receive
its electrical power from the key switch circuit. The
payload meter will remain on for several seconds
after key switch is removed. When the key switch
power is removed, payload meter performs a series
of internal memory operations before turning itself
off. To allow for these operations, the key switch
should be turned off for at least 15 seconds before
turning the key switch back on. The payload meter
will automatically reset itself without error if not
enough time is given for these operations. The dis-
play may blink briefly.
Payload Meter Power
The payload meter receives its power from the bat-
tery circuit on the truck. Removing battery power
from the payload meter before removing key switch
and waiting 15 seconds may result in lost haul cycle
data. The payload meter turns itself off approximately
15 seconds after the key switch power is removed.
Some haul cycle data will be lost if battery power is
removed before waiting 15 seconds. The payload
meter system operates at a nominal voltage of
24VDC at 1 to 2 amps depending on options. The
payload meter is designed to turn itself off if the sup-
ply voltage rises above 36VDC. The payload meter is
also protected by a 5 amp circuit breaker located in
the junction box.
Power to the load lights comes from the same battery
circuit. The load lights are powered through a relay.
The key switch circuit controls the relay. The load
lights are also protected by a 15 amp circuit breaker
in the junction box.
Load Lights
PLMIII uses load lights to indicate to the shovel oper-
ator the approximate weight of the material in the
truck. The load lights are illuminated only when the
brake lock is applied. The lights are controlled by the
payload meter through a series of relays in the junc-
tion box. The payload meter controls the relays with
24VDC outputs. A 24VDC signal from the payload
meter powers the relay coil and connects battery
power to the load light. When the relay is not pow-
ered by the payload meter, a pre-warm resistor con-
nects the load light to a reduced voltage. This circuit
pre-warms the load light filaments and reduces the
inrush current when the light is fully illuminated. This
lengthens the operating life of the load lights.
The load lights progressively indicate to the shovel
operator the approximate weight of the material in
the truck.
A flashing green light indicates the next swingload
will make the measured load greater than 50% of
rated load. A solid green light indicates that the cur-
rent load is greater than 50% of rated capacity.
A flashing amber light indicates the next swingload
will make the measured load greater than 90% of
rated load. A solid amber light indicates that the cur-
rent load is greater than 90% of rated capacity.
A flashing red light indicates the next swingload will
make the measured load greater than 105% of rated
load. A solid red light indicates that the current load is
greater than 105% of rated capacity.
The optimal loading target is a solid green and amber
lights with a flashing red light. This indicates that the
load is between 90% and 105% of rated load for the
truck and the next swingload will load the truck over
105%.
Wiring and Termination
Most of the PLMIII truck connections use a heavy-
duty cable. This yellow multi-conductor cable uses a
16AWG, finely stranded wire designed for continuous
motion operations. The conductors are protected by
a foil and braided shield for electronic noise immunity
and physical strength. This wire is typically termi-
nated with a #10 ring terminal. Most connections for
the PLMIII system are made in the payload meter
junction box.
TCI Outputs
The GE drive system on the 930E/960E requires
information from the payload meter regarding the
loaded condition of the truck. There are three outputs
from the payload meter to GE to indicate the relative
load in the truck. 24VDC on the 73MSL circuit indi-
cates that the load is 70% of rated load. 24VDC on
the 73FSL circuit indicates the truck is 100% loaded.
The 73OSL circuit is not currently used.
OPERATORS DISPLAY AND SWITCH
Reading the Speedometer
The top window of the speedometer/display gauge is
the speedometer section. The display shows the
speed indicated by the frequency being received by
the gauge. This can be adjusted using the potentiom-
eter on the back of the gauge. In addition, the units
for the display can be changed. Terminal #4 controls
the displayed units. If #4 is grounded, the display will
be metric. If terminal #4 is left open, the display will
be in English units.
Reading the Load Display
The lower display on the speedometer/display gauge
is used for payload information. The SELECT posi-
tion on the operator switch allows the user to scroll
through a number of useful displays. The order for
the displays is as follows:
PL= Payload
Id= Operator ID
tL= Total Shift Tons
LC= Shift Load Counter
LF= Left Front Suspension Pressure
rF= Right Front Suspension Pressure
Lr= Left Rear Suspension Pressure
rr= Right Rear Suspension Pressure
In= Inclinometer
The display holds the displayed information until the
SELECT switch is pressed again. The suspension
pressures, inclinometer, and payload displays are
based on current sensor inputs.
Communications to the display use the same serial
link as the download connection. Whenever another
computer is connected to serial port #1 to download
or configure the system, the lower display will blank.
This is not the same connection used by mine dis-
patch systems.
Using the Operator ID
The current operator ID number is recorded with
each haul cycle. The number can be between 0 and
9999.
To set the Operator ID:
1. Press the SELECT switch until Id= is dis-
played.
2. Hold the SET button until 0000 is displayed.
The first digit should be flashing.
3. Press the SET button again to change the
digit.
4. Press the SELECT button once to adjust the
second digit.
5. Use the SET button again to change the digit.
third digit.
7. Use the SET button again to change the digit.
fourth digit.
9. Use the SET button again to change the digit
10. Press the SELECT button one more time to
enter the ID.
If no buttons are pressed for 30 seconds, the display
will return to normal operation. The number being
entered will be lost and the ID number returns to the
previous ID number.
Using the Load and Ton Counter
PLMIII allows the truck operator to monitor and track
the total tons hauled and the number of haul cycles
during the shift. This display can be cleared at the
beginning of each shift to allow the operator to record
how many loads and tons have been hauled during
the shift.
Total Ton Counter
The total ton counter records the number of tons
hauled since the last time it was cleared. This display
is in 100s of tons. For example, if the display shows
432 the total tons is 43,200. This display can be
cleared at the beginning of each shift to allow the
operator to record how many tons have been hauled
during the shift. The units are selected using the PC
software.
To view the total ton counter press and release
the SELECT switch until tL= is displayed on
the gauge.
Total Load Counter
The total load counter records the number of loads
hauled since the last time it was cleared. This display
can be cleared at the beginning of each shift to allow
the operator to record how many loads have been
hauled during the shift.
To view the total load counter press and release
the SELECT switch until LC= is displayed on
the gauge.
Clearing the Counters
Clearing the total ton counter or total load counter
clears both records.
To clear the total ton and total load counter:
1. Press the SELECT switch until tL= or LC=
is displayed.
2. Hold the SET button until the display clears.
Viewing Live Sensor Data
The display can also be used to quickly show the
current readings from the four suspension pressure
sensors and the inclinometer. This can be used
during regularly scheduled service periods to check
the state of the suspensions. These displays are live
and will update as the values change.
The live displays cannot be cleared and the SET
button will have no effect.
The units for the display are controlled by the
configuration of the payload meter. If the payload
meter is set to display metric units, the pressures will
be displayed in tenths of kg/cm
2
. For example, if the
display shows 202 the actual value is 20.2 kg/
cm
2
. If the payload meter is set to display short tons,
the pressures will be displayed in psi (lbs/in
2
).
Multiply by 14.2 to convert kg/cm
2
to psi. (example --
1kg/cm
2
x 14.2 = 14.2 psi). There is no way to detect
the units setting for the gauge without the PC
software.
The inclinometer displays whole degrees of incline.
Positive incline is truck nose up. The gauge will
quickly display the type of information shown every
10 seconds. For example, if the left-front pressure is
being displayed, Lf= will flash on the display every
minute. Only the payload display, PL= does not
display this information.
Left Front Pressure - To display the pressure in
the left-front suspension, press and release the
SELECT switch until Lf= is displayed.
Right Front Pressure - To display the pressure in
the right-front suspension, press and release the
SELECT switch until rf= is displayed.
Left Rear Pressure - To display the pressure in
the left-rear suspension, press and release the
SELECT switch until Lr= is displayed.
Right Rear Pressure - To display the pressure in
the right-rear suspension, press and release the
SELECT switch until rr= is displayed.
Inclinometer - To display the truck incline, press
and release the SELECT switch until In= is
displayed.
Other Display Messages
On startup of the payload meter system, the gauge
display will scroll the truck type that the PLMIII is
configured for. For example, on a 930E, the gauge
will scroll ---930E---.
If the PLMIII encounters memory problems, it will
display ER88 ,where 88 is the specific memory
error. In this very rare circumstance, the system
should be turned off for 30 seconds and restarted.
PAYLOAD OPERATION & CALCULATION
Description of Haul Cycle States
The typical haul cycle can be broken down into eight
distinct stages or states. Each state requires the pay-
load meter to make different calculations and store
different data.
States" or stages of a typical haul cycle
1. Tare Zone
2. Empty
3. Loading
4. Maneuvering
5. Final Zone
6. Hauling
7. Dumping
8. After Dump
Haul Cycle Description
A new haul cycle is started after the load has been
dumped from the previous cycle. The payload meter
will stay in the after_dump state for 10 seconds to
confirm that the load has actually been dumped. If
the current payload is less than 20% of rated load,
the payload meter will switch to the tare_zone and
begin calculating a new empty tare. If, after dumping,
the payload has not dropped below 20% of rated
load the meter will return to the maneuvering or haul-
ing states. In this case, the false_body_up flag will be
recorded in the haul cycle record.
While in the tare_zone state, and moving faster than
5 km/h (3 mph), the payload meter calculates the
empty sprung weight of the truck. This tare value will
be subtracted from the loaded sprung weight to cal-
culate the final payload. The payload meter will
switch from the tare_zone or empty to the loading
state if swingloads are detected. By raising the dump
body while in the empty state the payload meter can
be manually switched back to the tare_zone to calcu-
late a new tare.
From the empty state, the payload meter will switch
to the loading state through one of two means. If the
brake lock is applied, the payload meter will be ana-
lyzing the suspension pressures to detect a swing-
load. If a swingload is detected, the meter will switch
to the loading state. The minimum size for swingload
detection is 10% of rated load. Swingload detection
usually takes 4-6 seconds. The second method to
switch from empty to loading is through continuous
loading. This can happen if the brake lock is not used
during loading. If the load increases above 50% of
rated load for 10 seconds without the brake lock
applied, the meter will switch to loading and record
the continuous_loading flag in the haul cycle.
The payload meter switches from loading to maneu-
vering as soon as the truck begins moving. The
maneuvering zone is 160 m (0.1 miles) and is
designed to allow the operator to reposition the truck
under the shovel. More payload can be added any-
time within the maneuvering zone. Once the truck
travels 160 m (0.1 miles) the payload meter switches
to the final_zone and begins calculating payload. If
the body is raised while the payload meter is in the
maneuvering state, the no_final_load flag will be
recorded in the haul cycle record, no payload will be
calculated, and the meter will switch to the dumping
state.
While in the final_zone moving faster than 5 km/h (3
mph), the payload meter calculates the loaded
sprung weight of the truck. The same advanced algo-
rithm is used to calculate the empty and loaded
sprung weights. The payload meter will switch from
the final_zone to the dumping state if the Body-Up
signal is received. If the truck has moved for less
than 1 minute in the final_zone, the payload meter
will calculate the final payload using an averaging
technique which may be less accurate. If this hap-
pens, the average_load flag will be recorded in the
haul cycle.
The payload meter switches to the dumping state
when the dump body rises. The payload meter will
switch from dumping to after_dump when the dump
body comes back down.
From the after_dump, the payload meter will switch
to one of three states:
1. If the average payload is greater than 20% of
rated load and no final payload has been calcu-
lated, the payload meter will return to the
maneuvering state. After the truck travels 160m
(0.1 mile) the meter will switch to the final_zone
and attempt to calculate the payload again. The
false_body_up flag will be recorded in the haul
cycle record.
2. If the average payload is greater than 20% of
rated load and the final payload has been calcu-
lated, the payload meter will switch back to the
hauling state. The false_body_up flag will be
recorded in the haul cycle record.
3. If the average payload is less than 20% of rated
load, the payload meter will switch to the
tare_zone and begin to calculate a new empty
tare.
Load Calculation
The final load calculation is different from the last
swingload calculation. The accuracy of the swing
load calculation depends on loading conditions and
the position of the truck during loading. The last
swingload calculation is not the value recorded in
memory as the final load. The final load is deter-
mined by a series of calculations made while the
truck is traveling to the dump site.
Carry Back
Carry back is calculated as the difference between
the current truck tare and the clean truck tare. The
clean truck tare is calculated using the PC software.
When the suspensions are serviced or changes are
made that may affect the sprung weight of the truck,
a new clean truck tare should be calculated.
Measurement Accuracy
Payload measurements are typically repeatable
within 1%. Accuracy for a particular scale test
depends on specific combinations of pressure sen-
sors and payload meters as well as the specifics of
each scale test. Comparisons from different scale
tests are often made without considering the differ-
ences introduced by the specific installation and
operation of the scales for each test. In addition,
each pressure sensor and payload meter introduces
it's own non-linearity. Each truck becomes an individ-
ual combination of sensors and payload meter.
Errors from these sources can introduce up to a 7%
bias in the payload meter calculations for a specific
scale test, for an individual truck.
Because the PLMIII calculates a new empty tare for
each payload, a detailed scale test must weigh the
trucks empty and loaded for each haul cycle. Using a
simple average of 2 or 3 empty truck weights as an
empty tare for the entire scale test will introduce sig-
nificant error when comparing scale weights to
PLMIII weights.
SOURCES FOR PAYLOAD ERROR
Payload Error
The number one source of error in payload calcula-
tion is improperly serviced suspensions. The payload
meter calculates payload by measuring differences in
the sprung weight of the truck when it is empty and
when it is loaded. The sprung weight is the weight of
the truck supported by the suspensions. The only
method for determining sprung weight is by measur-
ing the pressure of the nitrogen gas in the suspen-
sions. If the suspensions are not properly
maintained, the payload meter cannot determine an
accurate value for payload. The two critical factors
are proper oil height and proper nitrogen charge.
If the suspensions are overcharged, the payload
meter will not be able to determine the empty sprung
weight of the truck. The suspension cylinder must be
able to travel up and down as the truck drives empty.
The pressure in an overcharged suspension can
push the suspension rod to full extension. In this
case, the pressure inside the cylinder does not accu-
rately represent the force necessary to support that
portion of the truck.
If the suspensions are undercharged, the payload
meter will not be able to determine the loaded sprung
weight of the truck. The suspension cylinder must be
able to travel up and down as the truck drives loaded.
If the pressure in an undercharged suspension can-
not support the load, the suspension will collapse
and make metal-to-metal contact. In this case, the
pressure inside the cylinder does not accurately rep-
resent the force necessary to support that portion of
the truck.
Low oil height can also introduce errors by not cor-
rectly supporting a loaded truck. This is why the cor-
rect oil height and nitrogen charge are the most
critical factors in the measurement of payload. If the
suspensions are not properly maintained, accurate
payload measurement is not possible. In addition,
suspension maintenance is very important to the life
of the truck.
Loading Conditions
The final load calculation of the PLMIII system is not
sensitive to loading conditions. The final load is cal-
culated as the truck travels away from the shovel.
Variations in road conditions and slope are compen-
sated for in the complex calculations performed by
the payload meter.
Pressure Sensors
Small variations in sensors can also contribute to
payload calculation error. Every pressure sensor is
slightly different. The accuracy differences of individ-
ual sensors along the range from 0 to 4000 psi can
add or subtract from payload measurements. This is
also true of the sensor input circuitry within individual
payload meters. These differences can stack up 7%
in extreme cases. These errors will be consistent and
repeatable for specific combinations of payload
meters and sensors on a particular truck.
Swingloads
Swingload calculations can be affected by conditions
at the loading site. Parking the truck against the berm
or large debris can cause the payload meter to inac-
curately calculate individual swingloads. While the
PLMIII system uses an advanced calculation algo-
rithms to determine swingloads, loading site condi-
tions can affect the accuracy.
Speed and Distance
The payload meter receives the same speed signal
as the speedometer. This signal is a frequency that
represents the speed of the truck. The payload meter
uses this frequency to calculate speeds and dis-
tances. The meter assumes a single value for the
rolling radius of the tire. The rolling radius may
change at difference speeds by growing larger at
higher speeds. The actual rolling radius of the tire will
also change between a loaded and empty truck. The
payload meter does not compensate for these
changes.
NOTE: Earlier 730E and 830E models are subject to
incorrect speed data due to electrical interference.
The incorrect speeds are generated while the truck is
stopped. An attenuator was added to newer
production models to prevent this error from
occurring. A kit was released to update older PLMIII
systems with the attenuator. Consult your area
service representative for details.
HAUL CYCLE DATA
PLMIII records and stores data in its on-board flash
memory. This memory does not require a separate
battery. The data is available through the download
software.
PLMIII can store 5208 payload records. When the
memory is full, the payload meter will erase the old-
est 745 payload records and continue recording.
PLMIII can store 512 alarm records in memory.
When the memory is full, the payload meter will
erase the oldest 312 alarm records and continue
recording.
All data is calculated and stored in metric units within
the payload meter. The data is downloaded and
stored in metric units within the Paradox database on
the PC. The analysis program converts units for dis-
plays, graphs and reports.
The units noted in the Table 1 are the actual units
stored in the data file. The value for the haul cycle
start time is the number of seconds since January 1,
1970 to the start of the haul cycle. All other event
times are referenced in seconds since the haul cycle
start time. The PC download and analysis program
converts these numbers into dates and times for
graphs and reports.
The following information is recorded for each haul cycle:
Table 1: HAUL CYCLE DATA
Data Unit Remark
Truck # alpha-
numeric
Up to 22 characters can be stored in this field to identify the truck. Typically this field will be just the
truck number.
Haul Cycle Start Date/Time seconds Number of seconds from 1/1/70 to the start of the haul cycle, haul cycle starts when the meter transi-
tions from dumping to empty state after the previous haul cycle, download program converts seconds
into date and time for display
Payload tons Stored as metric, download program allows for conversion to short or long tons.
Number of Swingloads number The number of swingloads detected by the payload meter
Operator ID number This is a 4 digit number that can be entered by the operator at the start of the shift.
Warning Flags alpha Each letter represents a particular warning message about the haul cycle, details are located on page
19.
Carry-back load tons The difference between the latest empty tare and the clean truck tare
Empty haul time seconds Number of seconds in the tare_zone and empty states with the truck moving
Empty stop time seconds Number of seconds in the tare_zone and empty states with the truck stopped
Loading time seconds Number of seconds in the loading state
Loaded haul time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck moving
Loaded stop time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck stopped
Dumping time seconds Number of seconds in the dumping state
Loading start time seconds Number of seconds from the start of the haul cycle to when the meter transitions from empty to loading
state
Dump start time seconds Number of seconds from the start of the haul cycle to the time when the meter switches from loaded to
dumping state
Loaded haul distance m Distance traveled while loaded
Empty haul distance m Distance traveled while empty
Loaded max speed km/h Maximum speed recorded while the truck is loaded
Loaded max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred
Empty max speed km/h Maximum speed recorded while the truck is empty
Empty max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred
Peak positive frame torque ton-meter Positive frame torque is measured as the frame twists in the clockwise direction as viewed from the
operators seat.
Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts to
time for display
Peak negative frame torque ton-meter Negative frame torque is measured as the frame twists in the counter-clockwise direction as viewed
from the operator's seat.
Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts to
time for display
Peak sprung load tons Peak dynamic load calculation
Peak sprung load time seconds Number of seconds from the start of the haul cycle to the peak instantaneous load calculation
Front-left tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Front-right tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Average rear tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Truck Frame Serial Number alpha The truck serial number from the nameplate on the truck frame
Reserved 1-10 number These values are internal calculations used in the continued development of the PLMIII system and
should be ignored
Haul Cycle Warning Flags
The payload meter expects haul cycles to progress in
a particular way. When something unexpected takes
place, the system records a warning flag. Several
events within the haul cycle can cause a warning flag
to be generated. Each one indicates an unusual
occurrence during the haul cycle. They do not neces-
sarily indicate a problem with the payload meter or
payload calculation.
A: Continuous Loading
This message is generated when the truck is loaded
over 50% full without the payload meter sensing
swingloads. This indicates that a continuous loading
operation was used to load the truck. It may also indi-
cate that the payload meter did not receive the brake
lock input while the truck was being loaded. There
may be a problem with the wiring or the brake lock
was not used. The payload meter will not measure
swingloads unless the brake lock is used during the
loading process.
B: Loading to Dumping Transition
This message is generated when the payload meter
senses a body up input during the loading process.
This message is usually accompanied by a
no_final_load flag.
C: No Final Load
is unable to determine the final payload in the truck.
Typically, this means that the payload meter switched
from a loaded state to the dumping state before the
load could be accurately measured.
D: Maneuvering to Dumping Transition
senses a body-up input during the maneuvering or
repositioning process indicating that the operator has
dumped the load. It may also be generated if the
body-up signal is not properly reaching the payload
meter and the weight in the truck falls dramatically
while the truck is maneuvering or repositioning.
E: Average Load or Tare Used
This message indicates that the recorded payload
may not be as accurate as a typical final load calcula-
tion. Typically, this is recorded when loading begins
before an accurate tare is calculated or the load is
dumped before the load can be accurately mea-
sured.
F: Final Zone to Dumping Transition
senses a body-up while it is calculating the final pay-
load indicating that the operator has dumped the
load. It may also be generated if the body-up signal is
not properly reaching the payload meter and the
weight in the truck falls dramatically while the truck is
calculating the final payload.
H: False Body Up
This message indicates that the body was raised dur-
ing the haul cycle without the load being dumped.
The body-up signal indicated that the truck was
dumping, but the weight of the truck did not fall below
20% of the rated load.
I: Body Up Signal Failed
This message indicates that the load was dumped
without a body-up signal being received by the pay-
load meter. The weight of the truck fell below 20%,
but the payload meter did not receive a body-up sig-
nal from the sensor.
J: Speed Sensor Failed
This message indicates that the payload meter
sensed the truck loading and dumping without
receiving a speed signal.
K: New Tare Not Calculated
The payload meter was not able to accurately calcu-
late a new empty sprung weight for the truck to use
as the tare value for the haul cycle. The tare value
from the last haul cycle was used to calculate pay-
load.
L: Incomplete Haul Cycle
The payload meter did not have proper data to start
the haul cycle with after powering up. When the
PLMIII powers off, it records the data from the haul
cycle in progress into memory. This flag indicates
that this data was not recorded the last time the pay-
load meter was shut down. This can happen when
the main battery disconnect is used to shut the truck
down instead of the key switch. A haul cycle with this
warning flag should not be considered accurate. Haul
cycles with this warning are displayed in red on the
Payload Summary window and are not included in
the summary statistics for reports or display.
M: Haul Cycle Too Long
The haul_cycle_too_long flag indicates that the haul
cycle took longer than 18.2 hours to complete. The
times stored for particular events may not be accu-
rate. This does not affect the payload calculation.
N: Sensor Input Error
An alarm was set for one of the 5 critical sensor
inputs during the haul cycle. The five critical sensors
are the four pressure sensors and the inclinometer.
Without these inputs, the payload meter cannot cal-
culate payload. A haul cycle with this warning flag
should not be considered accurate. Haul cycles with
this warning are displayed in red on the Payload
Summary window and are not included in the sum-
mary statistics for reports or display.
Frame Torque Data
Payload meter records the top 5 peak positive and
negative frame torque values and the time they
occurred. The frame torque is a measure of the twist-
ing action along the centerline of the truck. Positive
frame torque is measured when the suspension
forces on the front of the truck act to twist the frame
in the clockwise direction as viewed from the opera-
tor's seat. Negative frame torque is measured when
the forces from the suspensions act in the opposite
direction.
For example, if the left front and right rear pressure
rises as the right front and left rear pressure drops,
the truck frame experiences a twisting motion along
the longitudinal centerline. In this case, the payload
meter will record a positive frame torque.
The 5 highest values in the positive and negative
direction are stored in permanent memory within the
payload meter.
Sprung Weight Data
The payload meter is constantly monitoring the live
payload calculation. This value naturally rises and
falls for a loaded truck depending on road and driving
conditions. The payload meter records the top 5
highest payload calculations and the time they
occurred. This information is stored in permanent
memory inside the meter.
Maximum Speed Data
The payload meter records the top 5 highest speeds
and the time they occurred. This information is stored
in permanent memory inside the meter.
Alarm Records
The payload meter stores alarm records to give ser-
vice personnel a working history of the system. All
codes are viewed using the PC connected to the
payload meter. Active codes are also displayed on
the two-digit display on the meter itself. Each code
has a specific cause and should lead to an investiga-
tion for correction. Some failures can be overcome
by the payload meter. Haul cycle data will indicate if
an alarm condition was present during the cycle. Fail-
ures with the suspension or inclinometer sensors
cannot be overcome.
Fault Code Data
Table 2:
Fault Code Name Description
1 Left front pressure high Input current > 22 ma
2 Left front pressure low Input current < 2 ma
3 Right front pressure high Input current > 22 ma
4 Right front pressure low Input current < 2 ma
5 Left rear pressure high Input current > 22 ma
6 Left rear pressure low Input current < 2 ma
7 Right rear pressure high Input current > 22 ma
8 Right rear pressure low Input current < 2 ma
9 Inclinometer high Input voltage < 0.565 VDC
10 Inclinometer low Input voltage > 5.08 VDC
11 Speed input failure Not Used
12 Brake lock input failure Not Used
13 Body-up input failure Payload meter detected dumping activity without receiving a body up signal
16 Memory write failure Indicates possible memory problem at power start up. Cycle power and recheck.
17 Memory read failure Indicates possible memory problem at power start up. Cycle power and recheck.
18 Rear right suspension flat Payload meter detected an undercharged suspension condition on the rear right suspension.
19 Rear left suspension flat Payload meter detected an undercharged suspension condition on the rear left suspension.
20 Time change Payload meter time was changed by more than 10 minutes. The Alarm Set time indicates
original time. The Alarm Clear time indicates the new time.
21 Tare value reset The user manually forced the payload meter to reset the haul cycle empty (tare) sprung
weight. This forced the meter into the tare_zone state and lost all data for the previous haul
cycle.
22 Excessive carryback The payload meter detected an empty carryback load in excess of the user-defined carryback
threshold on two consecutive haul cycles.
26 User switch fault - SELECT Select switch on for more than 2 minutes, may indicate short to ground
27 User switch fault - SET Set switch on for more than 2 minutes, may indicate short to ground
PC SOFTWARE OVERVIEW
The PC software has several basic functions:
Configure the PLMIII system on the truck.
Troubleshoot and check the PLMIII system.
Download data from the PLMIII system.
Analyze data from the payload systems.
Configuration, troubleshooting and downloading
require a serial connection to the payload meter on
the truck. Analysis can be done at any time without a
connection to the payload meter.
Payload data is downloaded from several trucks into
one database on the PC. The database can be que-
ried to look at the entire fleet, one truck or truck
model. The data can be graphed, reported, imported
or exported. The export feature can take payload
data and save it in a format that spreadsheet pro-
grams like Excel or word processing programs can
easily import.
System Configuration
PLMIII needs to be configured for operation when it
is first installed on the truck. This process requires
several steps and uses the laptop computer to make
the necessary settings. The setup procedure can be
broken down into several steps:
Connecting the laptop to the PLMIII system.
Starting communications
Setting the time & date
Setting the truck type
Setting the truck ID
Setting the speedometer/display gauge units
Installing the PLMIII Software
The CD ROM containing the Payload Data Manage-
ment (PDM) Software will automatically begin instal-
lation when it is inserted into the drive on the PC. If
this does not happen, the software can be installed
by running the Setup.exe program on the CD ROM.
The minimum PC requirements for running the soft-
ware is a Pentium 133Mhz with 64 MB of ram and at
least 300 MB of free hard drive space available. For
improved performance, the recommended PC would
be a Celeron, AMD K6-2 or better processor with 128
MB of ram running at 400 Mhz. The PDM Software
uses a powerful database to manipulate the large
amounts of data gathered from the PLMIII system.
Using a more powerful computer and added memory
to run the software can result in a significant
improvement in performance. The software is written
to use a minimum 800 x 600 screen resolution.
DOWNLOADING DATA
PLMIII records many types of data. The PLMIII PC
software is designed to download the data from a
whole truck fleet. Instead of creating one data file for
each truck, the PC software combines all the data
from many trucks into one database on the hard
drive of the computer. The software then allows
users to query the database to create custom reports
and graphs. Data for individual trucks or groups of
trucks can be easily analyzed. This same data can
be exported for use in other software applications like
word processors and spreadsheet applications.
As the database grows, performance of the PC soft-
ware for analysis will slow down. It may be helpful to
periodically export data. For example, query the
database to show the oldest quarter, month, or half
year and print out a summary report. Then export the
data to a compressed format and save the file in a
secure location. Once the data is exported, delete
the entire query results from the database. If neces-
sary, the data can easily be imported back into the
main database for analysis at a future date. Remov-
ing this older data will improve performance.
The PC software downloads the data from the pay-
load meter into a single Paradox database. The data
from all the trucks is added to the same database.
Downloading the payload meter can take several
minutes. The data is added to the database on the
laptop used to download.
To move the data to another computer, a query must
be run to isolate the particular data for export. Do not
press the operator switch on the dashboard while
downloading
To download the payload meter:
1. Connect to the payload meter and start the PC
software.
2. From the main menu, select "Connect to Pay-
load Meter". The PC will request the latest sta-
tus information from the payload meter. The
number of haul cycles and alarms will be dis-
played.
3. Select the "Begin Download" button. The PC
will request the payload and alarm data from
the payload meter and save it into the data-
base. This may take several minutes. A prog-
ress bar at the bottom will show the
approximate time left.
PLM III SYSTEM CONFIGURATION
Starting Communications
The PDM software allows users to download and
configure the system.
Before connecting to the payload meter, select
"Change Program Options" and confirm that the pro-
gram has selected the correct laptop serial port. Most
laptop computers use Comm 1 for serial communica-
tions. The units displayed for reports and graphs by
the PC software can be set on this form. Click Done
to return to the main menu.
From the main menu, click the "Connect to Payload
Meter" button. The PC will try to connect to the pay-
load meter and request basic information from the
system. In the event of communications trouble, the
PC will try 3 times to connect before "timing-out".
This may take several seconds.
Displayed Payload Units
Three options are available for the display of units in
the PC software, reports, and graphs:
Short Tons: Payload is displayed in short tons, dis-
tances and speeds will be displayed in Miles
Metric Tons: Payload is displayed in metric tons, dis-
tances and speeds are displayed in Kilometers
Long Tons: Payload is displayed in long tons, dis-
tances and speeds are displayed in Miles
Time Units
Minutes and Seconds Example:
Five minutes and thirty-two seconds = 5:32
Decimal Minutes Example:
Five minutes and thirty-two seconds = 5.53
Connection Menu
The connection screen displays basic system infor-
mation to the user.
Frame S/N should agree with the truck serial
number from the serial plate located on the truck
frame.
Truck Number is an ID number assigned to the
truck by the mine.
The Payload Meter Date / Time values come
from the payload meter at the moment of
connection.
Number of Haul Cycle Records is the number of
haul cycles records stored in memory and
available for download.
Number of Active Alarms shows how many
alarms are currently active in the system at the
time of connection. If there are active alarms, the
"Display Active Alarms" button is available.
Number of Inactive Alarms shows how many
alarms have been recorded in memory and are
available for download.
PLM Software Version displays the current
version of software in the payload meter.
The information on the connection menu comes from
the configuration of the payload system on the truck.
There are also many configuration and download
options available from this screen. The Connection
Menu is updated only when the connection is first
made. It does not update automatically. To view
changes made while connected, the user must close
the window and reconnect to the payload meter.
The connection menu is displayed after a serial con-
nection has been established and the PC software
has connected to the payload meter.
Connecting to the Payload Meter
Communications to the PLMIII requires a laptop
computer running the PDM software. The software
connects to the payload meter through the meter's
serial port #1. This is the same port used by the
speedometer/display gauge. When the laptop is
using the serial port, the lower display on the opera-
tor gauge on the dashboard will be blank. This does
not affect the operation of the speedometer.
Connect the laptop to the system using the
EF9160 or PC2525 communications harness.
The download connector is typically located on
the housing mounted in the cab to the back wall.
The PLMIII system uses the same connection as
the Payload Meter II system.
Configure the Payload Meter
Configuration of the payload meter requires a serial
connection to the PLMIII system. Clicking the "Con-
figure Payload Meter" button will bring up the Truck
Configuration screen and menu. This screen displays
the latest configuration information stored on the
payload meter.
When changes are made to the configuration, the
"Save Changes" button must be pressed to save the
changes into the payload meter. To confirm the
changes, exit to the main menu and re-connect to the
payload meter.
Setting the Date and Time
The time shown on the form is the time transmitted
from the payload when the connection was first
established.
The date and time are maintained by a special chip
on the PLMIII circuit board. The memory for this chip
is maintained by a large capacitor when the power is
removed from the payload meter. This will maintain
the date and time settings for approximately 30 days.
After this time, it is possible for the payload meter to
lose the date and time setting. It is recommended
that the system be powered every 20 days to main-
tain the date and time. If the date and time is lost,
reset the information using this procedure. It takes
approximately 90 minutes to recharge the capacitor.
Changing the date and time will affect the haul cycle
in progress and may produce unexpected results in
the statistical information for that one haul cycle.
NOTE: If the truck is equipped with KOMTRAX Plus,
do not set the time or date in the PLM III controller.
The PLM III clock is synchronized by the KOMTRAX
Plus clock.
To change the time:
1. Click on the digit that needs to be changed.
2. Use the up/down arrows to change or type in
the correct value.
3. Press the "Save Changes" button to save the
new time in the payload meter.
To change the date:
1. Click on the digit that needs to be changed.
2. Type in the correct value or use the pull-down
calendar to select a date.
3. Press the "Save Changes" button to save the
new time in the payload meter.
Setting the Truck Type
1. From the Truck Configuration screen, use the
pull-down menu to select the truck type that the
payload meter is installed on.
2. Press the "Save Changes" button to program
the change into the meter.
Setting the Gauge Display Units
The payload meter speedometer / display gauge dis-
plays the speed on the upper display. The units for
the speed display are selected using a jumper on the
rear of the case.
The payload units on the lower display can be
changed from metric to short tons or long tons using
the Truck Configuration screen. This selection also
switches between metric (kg/cm
2
) and psi (lbs/in
2
)
for the live display of pressure on the gauge.
1. From the Truck Configuration screen, select the
payload units to be used on the lower display of
the speedometer/display gauge.
the change into the payload meter.
Setting the Frame Serial Number
The frame serial number is located on the plate
mounted to the truck frame. The plate is outboard on
the lower right rail facing the right front tire. It is very
important to enter the correct frame serial number.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters.
1. On the Truck Configuration screen, enter the
truck frame serial number in the appropriate
field.
Setting the Truck Number
Most mining operations assign a number to each
piece of equipment for quick identification. This num-
ber or name can be entered in the Truck Number
field. It is very important to enter a unique truck num-
ber for each truck using the PLMIII system. This
number is one of the key fields used within the haul
cycle database. The field will hold 20 alpha-numeric
characters.
truck number in the appropriate field.
Setting the Komatsu Distributor
This field in the haul cycle record can hold the name
of the Komatsu distributor that helped install the sys-
tem. Komatsu also assigns a distributor number to
each distributor. This number is used on all warranty
claims. This Komatsu distributor number can also be
put into this field. The field will hold 20 alpha-numeric
characters.
distributor name or number in the appropriate
field.
Setting the Komatsu Customer
This field in the haul cycle record can hold the name
of the mine or operation where the truck is in service.
Komatsu also assigns a customer number to each
customer. This number is used on all warranty
claims. This Komatsu customer number can also be
put into this field. The field will hold 20 alpha-numeric
characters.
customer name or number in the appropriate
field.
Clean Truck Tare
The payload meter uses the clean truck tare value to
calculate carry-back load for each haul cycle. The
carry-back stored in the haul cycle record is the new
empty tare minus the clean truck tare.
This procedure should be performed after service to
the suspensions or when significant changes are
made to the sprung weight of the truck. Before per-
forming this procedure, be sure the suspensions are
properly filled with oil and charged. It is critical to pay-
load measurement that the proper oil height and gas
pressure be used.
Once the clean tare process is started, the payload
meter will begin to calculate the clean empty sprung
weight of the truck. This calculation continues while
the truck drives to the next loading site. Once the
procedure is started, there is no reason to continue
to monitor the process with the PC. The truck does
not need to be moving to start this procedure.
1. After cleaning debris from the truck and check-
ing to see that the suspensions are properly
serviced, use the PLMIII software to connect to
the payload meter.
2. From the "Truck Configuration" screen, select
"Clean Truck Tare".
3. Be sure to follow the screen instructions.
Inclinometer Calibration
The inclinometer calibration procedure is designed to
compensate for variations in the mounting attitude of
the inclinometer. The inclinometer input is critical to
the payload calculation.
This procedure should be performed on relatively flat
ground. Often the maintenance area is an ideal loca-
tion for this procedure.
1. After cleaning debris from the truck and check-
ing to see that the suspensions are properly
serviced, use the PLMIII software to connect to
the payload meter.
2. From the "Truck Configuration" screen, select
"Inclinometer".
3. With the truck stopped and the parking brake
on, press the Start button. This instructs the
payload meter to sample the inclinometer once.
4. Turn the truck around. Drive the truck around
and park in the exact same spot as before, fac-
ing the other direction.
5. With the truck stopped and the parking brake
on, press the Start button. This instructs the
payload meter to sample the inclinometer
again. The payload meter will average the two
samples to determine the average offset.
6. Be sure to follow the screen instructions.
DATA ANALYSIS
The data analysis tools allow the user to monitor the
performance of the payload systems across the fleet.
Analysis begins when the "View Payload Data" but-
ton is pressed. This starts an "all trucks, all dates, all
times" query of the database and displays the results
in the Payload Summary Form.
The user can change the query by changing the
dates, times, or trucks to include in the query for dis-
play.
Haul cycles in the data grid box at the bottom can be
double-clicked to display the detailed results of that
haul.
Creating a Query
The program defaults to show all trucks, all types, all
dates and all times for the initial query. The display
can be narrowed by selecting which trucks or types
to view and for what dates and times.
The query items are added in the "AND" condition. If
the user selects a truck # and date range, the query
will sort the data for that truck number AND the date
range.
Sorting on Truck Unit Number
The truck unit number is the truck unit number
entered into the payload meter when it was config-
ured at installation. The query can be set to look for
all trucks or one particular truck number. When the
program begins, it searches through the database for
all the unique truck numbers and creates a list to
select from.
Choosing one particular truck number will limit the
data in the displays, summaries and reports to the
one selected truck. To create reports for truck num-
ber 374, select 374 from the pull-down menu and hit
the "Query Database and Display" button.
Sorting on Truck Type
The truck type is the size of the truck from the family
of Komatsu trucks. This allows the user to quickly
view results from different types of trucks on the
property. For example, a separate report can be gen-
erated for 830E and 930E trucks.
PAYLOAD SUMMARY FORM
Sorting on Date Range
The default query starts in 1995 and runs through the
current date on the PC. To narrow the range to a
specific date, change the From and To dates.
For example, to view the haul cycle reports from
truck 374 for the month of July, 2000:
1. Select truck 374 from the Truck Unit pull-down
menu.
2. Change the From date to July 1, 2000.
3. Change the To date to July 31, 2000.
4. Press the "Query Database and Display" to
view the results.
Sorting on Time Range
The time range sorts the times of the day for valid
dates. Changing the time range to 6:00AM to 6:00PM
will limit the payloads displayed to the loads that
occurred between those times for each day of the
date range. Times are entered in 24:00 format. To
view the haul cycle reports from the first shift for truck
374 from January 5, 2000 to January 8, 2000:
1. Select truck 374 from the Truck Unit pull-down
menu.
2. Change the From date to January 5, 2000.
3. Change the To date to January 8, 2000.
4. Change the From time to 06:00.
5. Change the To time to 18:00.
6. Press the "Query Database and Display" to
view the results.
This query will display haul cycles from January 5 to
January 8, from 6:00 AM to 6:00 PM.
The shift times selected can extend the query past
the original date. If the dates set for the query are
January 5 to January 8 and the times were changed
to query the 6:00 PM (18:00) to 6:00 AM (06:00) shift,
the results would extend into the morning of the 9th.
This can been seen in the following example:
Date: 1/5/00 to 1/8/00
Daily Shift Time: 6:00 to 18:00
0:00
6:00
18:00
24:00
12:00
Jan 5, 2000 Jan 9, 2000 Jan 8, 2000 Jan 7, 2000 Jan 6, 2000
Time
Date
Query :
Haul Cycles Included in the Query

Payload Detail Screen
The Payload Detail screen gives the details for any
individual haul cycle. From the Payload Summary
screen, double-click on any haul cycle to display the
detail.
Creating Reports
Reports can be generated and viewed on the screen
or printed. These reports are generated from the
query displayed on the Payload Summary Screen.
From the example in "Sorting on Time Range", the
report printed would only contain data from truck 374
during the month of July 2000, from 8:00 AM to 5:00
PM.
It is important to carefully select the query data and
press the "Query Database & Display" button before
printing a report.
0:00
6:00
18:00
24:00
12:00
Jan 5, 2000 Jan 9, 2000 Jan 8, 2000 Jan 7, 2000 Jan 6, 2000
Time
Date
Query : Date: 1/5/00 to 1/8/00
Daily Shift Time: 18:00 to 6:00
Haul Cycles Included in the Query
NOTE: Some haul cycles may contain the Sensor
Input warning flag. This indicates that one of the four
pressure sensors or inclinometer was not functioning
properly during the haul cycle. Haul cycles with this
warning are displayed in red on the Payload
Summary window and are not included in the
summary statistics for reports or display.
Summary - one page report
A summary of the queried data can be printed onto 1
page. The cycle data is summarized onto one sheet.
Displayed is the speeds, cycle times, load statistics,
frame and tire data.
Detailed - multi-page report
The detail report starts with the summary report and
follows with pages of data for each haul cycle. The
detailed report prints date, time, payload, cycle
times, and cycle distances, speeds and the number
of swing loads.
Creating Graphs
The PLMIII software can generate graphs that
quickly summarize payload data. These graphs can
be customized for printing. Just like the reports, the
graphs are generated from the query displayed on
the Payload Summary screen. From the "Sorting on
Time Range" example, the graph that is printed
would only contain data from truck 374 during the
month of July 2000, from 8:00 AM to 5:00 PM.
It is important to carefully select the query data and
press the "Query Database & Display" button before
creating a graph.
1. From the Payload Summary Screen select the
Graph button at the bottom. The Histogram
Setup screen will display
2. Enter the "Lowest Value". This will be the low-
est payload on the graph. Any payloads less
than this value will be summed in the first bar.
3. Enter the "Highest Value". This will be the high-
est value on the graph. Payloads over this value
will be summed in the last bar.
4. Enter the "Incremental Change". This will deter-
mine the number of bars and the distance
between them. The program limits the number
of bars to 20. This allows graphs to fit on the
screen and print onto 1 page.
5. Press the Create Graph button.
The graph will be displayed based on the query set-
tings from the Payload Summary screen. The graph
can be customized and printed.
Exporting Data
The data from the database can be exported for use
with other software applications. The data is selected
from the currently displayed query. The exported
data can be put into a ".cvs" file or a compressed
".zip" file.
The .cvs format allows data to be easily
imported into spreadsheet applications and word
processing applications.
The .zip format allows data to be transferred
from one computer to the PDM Software
database on another computer. This offers a
compact way to transfer data from one computer
to another.
CSV Export
CSV stands for Comma Separated Value. This is an
ASCII text file format that allows spreadsheet appli-
cations like Excel and Lotus 123 to import data eas-
ily. To export the data into a ".csv" file, press the
"Export" button at the bottom of the payload sum-
mary screen and select "To CSV". The program will
request a filename and location for the file.
Two sets of data are exported. At the top of the file
will be the haul cycle data. The columns, left to right
are:
Truck number
Haul cycle start date
Haul cycle start time
Payload
Swingloads
Operator ID
Warning Flags
Carry Back
Total Haul Cycle time
Empty Running Time
Empty stop time
Loading time
Loaded running time
Loaded stopped time
Dumping time
Loading start time
Dumping start time
Loaded haul distance
Empty haul distance
Loaded maximum speed
Time when loaded maximum speed occurred
Empty maximum speed
Time when loaded maximum speed occurred
Maximum + frame torque
Time when the maximum + frame torque
occurred
Maximum - frame torque
Time when the maximum - frame torque
occurred
Maximum sprung weight calculation
Time when the maximum sprung weight
calculation occurred
Left Front Tire-kilometer-hour
Right Front Tire-kilometer-hour
Average Rear Tire-kilometer-hour
Frame serial number
Reserved 1-5, 7-10: These values are internal
calculations used in the continued development
of PLMIII and should be ignored.
Reserved 6: This value is the payload estimate
at the shovel just before the truck begins to
move.
The second series of data below the haul cycle data
is the alarms. The alarm columns, left to right are:
The alarm type
The date the alarm was set
The time the alarm was set
Alarm description
The date the alarm was cleared
The time the alarm was cleared
Compressed
This export function allows the data from one laptop
to be transferred to another computer. This can be
useful when a service laptop is used to download
multiple machines and transfer the data to a central
computer for analysis. This can also be used to copy
haul data from a particular truck onto a diskette for
analysis.
The file format is a compressed binary form of the
displayed query. The file can only be imported by
another computer running the PDM Software.
To export data in ZIP format:
1. Confirm that the data displayed is the query
data that needs to be exported.
2. From the payload summary screen, press the
"EXPORT" button and select "To ZIP".
3. The program will ask for a filename and loca-
tion.
Importing Data
This import function allows the data from one laptop
to be transferred to another computer. This can be
useful when a service laptop is used to download
multiple machines and transfer the data to a central
computer for analysis. This can also be used to copy
haul data from a particular truck from a diskette into a
database for analysis.
To import data, press the "IMPORT" button at the
bottom of the Payload Summary screen. The pro-
gram will ask for a ".zip" file to import, locate the file
and press "Open". The program will only import ".zip"
files created by another computer running the PDM
Software.
Deleting Haul Cycle Records
To delete haul cycle records from the main database,
press the "Delete" button at the bottom of the Pay-
load Summary screen. The program will display a
summary of the records from the displayed query. To
delete a record, select one at a time and press the
"Delete" button. It is recommended that records be
exported to a .zip file for archival purposes before
deletion. Multiple records may be selected by holding
down the Shift key. Pressing the "Delete All" button
will select all the records from the current query and
delete them.
NOTE: There is no recovery for records that have
been deleted from the main database. It is highly
recommended that all records be exported and
archived in a compressed file format for future
reference before being deleted.
Viewing Alarms
From the Payload Summary screen, click the
Alarms button to display the alarm screen. The
alarms are sorted by the query settings from the Pay-
load Summary screen. Alarms can be displayed as
Active or Inactive.
Deleting Alarm Records
To delete alarm records from the main database,
press the "Delete" button at the bottom of the Alarm
Display screen. The program will display a summary
of the alarms from the query. To delete an alarm,
select one at a time and press the "Delete" button. It
is recommended that the query data be exported to a
.zip file for archival purposes before deletion. Multi-
ple records may be selected by holding down the
Shift key. Pressing the "Delete All" button will select
all the alarms from the current query and delete
them.
NOTE: There is no recovery for alarms that have
been deleted from the main database. It is highly
recommended that all records be exported and
archived in a compressed file format for future
reference before being deleted.
TROUBLESHOOTING SECTION
TROUBLESHOOTING
Troubleshooting the PLMIII system is done through
the PC software you can:
View active alarms.
View the sensor inputs using the Real-Time Data
Display.
Test the payload lights.
Create log files of sensor inputs for further analy-
sis.
These activities require a connection to the
PLMIII system.
Viewing Active Alarms
Active alarms are alarms that have been set, but not
yet cleared. Each alarm is set when the conditions
for activation are held for 5 seconds. Each alarm is
cleared when the condition has been returned to nor-
mal range for 5 seconds. For example, 5 seconds
after the left-rear pressure sensor is disconnected,
the LR-Pressure Lo alarm will be activated. This can
be viewed using to the "Connect to Payload Meter"
screen. 5 seconds after the pressure sensor is re-
connected, the alarm will clear and be recorded in
memory.
Active alarms are recorded in memory as "cleared"
when the key switch is turned off. When power is
restored to the payload meter, the alarms will be re-
activated if the conditions still exist for 5 seconds.
To view active alarms:
software.
tus information from the payload meter.
3. If there are active alarms, the "Display Active
Alarms" button in the lower left corner will be
available. If the button is not available, there are
no active alarms at the time of connection. The
screen does not automatically refresh. If a con-
dition changes to cause an alarm, the user must
exit and re-enter the "Connect to Payload
Meter" screen.
Real-Time Data Display
The PC software can be used to view the 'live' input
readings from the payload meter. The numbers dis-
played are 1-second averages.
software.
3. Select the "Real Time Data" button. The data
screen will pop up. The PC will request the pay-
load meter to begin transmitting data.
4. To exit, press the Close button.
The units for each measurement are determined by
the setting in the Program Options for the PC soft-
ware. The four suspension pressures and inclinome-
ter are shown. The status of the Body-Up and Brake-
Lock inputs is also shown. The haul cycle state and
speed is displayed. The current sprung weight is dis-
played. This differs from pure payload. The sprung
weight is a measurement of the weight of the truck
above the suspension. It does not include the tires,
spindles, wheel motors, drive case, or anything
below the suspensions.
Testing the Payload Lights
The real time data display also allows the user to
individually power the payload lights. This can be
useful for testing the lights. To turn on a particular
color payload light:
1. Click the check box beside the color light to
power.
2. Press the "Set Lights" button to turn on the light.
3. Uncheck the box and press "Set Lights" to turn
off the light.
The lights will return to their normal state when the
real time data display is closed.
Creating Log Files of Inputs
The PC software can create a text file of the live data
stream from the payload meter. This can be very
useful for diagnostic purposes. The data is written
into a text data file in comma separated value format.
The data is recorded in metric units at 50 samples
per second. The data file can grow large very quickly.
Each sample writes one line into the ASCII file in
comma separated format.
The order for each line of data in is:
Date
Time
Sprung Weight
LF Pressure
RF Pressure
LR Pressure
RR Pressure
Incline
Speed
Body Up State (1=up)
Brake Lock State (1=on)
Payload State
Status Flags
Spare
To create a log file:
software.
3. Select the "Real Time Data" button. The real
time data screen will pop up. The PC will
request the payload meter to begin transmitting
data.
4. Click the "Set File Name button and enter a
name and location for the text file. The default
extension is ".txt". This data can be easily
imported into spreadsheets as a comma sepa-
rated value (.csv) format.
5. Once the filename has been entered, the Start
Log and Stop Log buttons will be active.
6. Press the Start Log button to start taking data
and recording into the file. Once a file is started,
it cannot be stopped and started again.
7. Press the Stop Log button to stop recording
data. Attempting to start the log file again will
overwrite the previous file and erase the previ-
ous data. To gather more data, close the real
time data window, start it again and create a
new log file.
Daily Inspections
An important part of maintaining the Payload Meter
III (PLMIII) system is monitoring the basic inputs to
the system. It is recommended that the truck opera-
tor walk around the truck and visually inspect the fol-
lowing:
Charging condition of the suspensions - not flat,
not overcharged.
Pressures in the suspensions - check
suspensions by using the operator gauge and the
operator switch.
Periodic Maintenance
It is recommended that the following items be
checked every 500 hours:
Confirm the suspension pressures using external
gauges.
Confirm proper suspension height.
Confirm suspensions do not collapse and make
metal-to-metal contact when the truck is loaded.
Confirm that inclinometer indicates positive (+)
values for truck nose up, and negative (-) values
for truck nose down.
In addition, it may be useful to confirm proper opera-
tion of the suspensions by riding the truck during a
complete haul cycle. Record the suspension pres-
sures using the CSV log file tool in the Payload Data
Manager software for the PC. The suspension pres-
sures in this log file can be graphed to inspect for flat
or overcharged suspensions.
Abnormal Displays at Power-Up
The payload meter performs several internal memory system checks every time it powers-up. In case of error, the
operator gauge may display an error code when power is applied to the PLMIII system.
Er:01 - Bad Truck Configuration error indicates that the meter encountered an error while reading the current truck
configuration record from memory.
Er:02 - Bad Calibration Record error indicates that the meter encountered an error while passing messages
between the microprocessors on the circuit board.
Er:03 - Interprocessor Communications error indicates that the meter encountered an error while passing mes-
sages between the microprocessors on the circuit board.
To resolve these errors:
If these errors persist after reprogramming, the primary and secondary processors then the payload meter
must be replaced.
No Payload Display When Key Switch is Turned ON
Confirm battery voltage in PLMIII junction box between TB45-A (positive) and TB45-X (ground).
Check the 5A circuit breaker (CB A) in PLMIII junction box.
Check all connectors and terminal connectors in the power circuits to the payload meter.
If two digit display on payload meter displays 00 then 88 on power up, continue to No Display on Operator
Display. This two digit display normally alternates 0 on each display. In the case of active alarms, this display
will show the code for each active alarm. The alarm codes are in the operation section.
No Display on Speedometer
No Display on Operator Display
If the speedometer works but the operator displays remain blank, confirm payload connections at No Payload
Display When Key Switch is Turned ON.
No Communications With PC
In a case where the laptop PC will not properly connect to the PLMIII system:
Confirm power to the payload meter.
Confirm laptop serial port setting using the PC software. From the mail menu select "Change Program
Options". Confirm that the selected serial port is correct and that it is available.
Confirm that a Personal Digital Assistants (PDA) synchronization software is not using the serial port. Often,
PDA software like Palm Pilots HotSync software will take control of the serial port and not let other applications
use the serial connection. Close the synchronization software and retry the Payload Data Manager software.
Confirm Operator Switch use. If this switch works properly, it confirms that the communications wiring between
the payload meter and the junction box is functional.
Before the beginning of troubleshooting, turn key switch OFF. Wait 1 minute and turn key switch ON.
Load Lights Dont Light During Loading
Confirm that the truck operator uses the brake lock switch (NEUTRAL) during loading. Without this input, the
payload meter will not properly recognize swingloads.
Confirm bulbs in payload lights by using lamp check mode.
Confirm 15A breaker CB-B in payload junction box.
To continue troubleshooting, turn on all the payload lights using the lamp check mode of the Payload Data
Manager software.
Load Lights Remain ON
Load Lights Remain ON During Dumping
Display Doesn't Clear When The Load Is Dumped
Confirm the body up switch signal. When the body up signal is not properly received during dumping, the
payload meter may maintain the lights after the body is lowered.
Confirm the payload light wiring using the procedures in "Load Lights Don't Light During Loading".
Calibration Problems
Confirm that the truck is empty and clean.
Confirm that the payload meter is in the proper haul state. The payload meter must be in the empty, or tare
zone states to begin calibration. This can be checked by using the real-time monitor mode of the Payload Data
Manager software.
The payload meter can be reset to acknowledge the beginning of a new haul cycle by raising the body when
the truck is empty. This may be necessary after servicing the suspensions.
Alarm 1 - Left Front Pressure High
Alarm 2 - Left Front Pressure Low
Troubleshoot Wiring to Left Front Suspension
These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.
The pressure sensor is designed to output 4-20ma over a pressure range of 27 579 kPa (4000 psi).
Confirm 18V sensor supply at TB46-L in payload junction box.
Confirm proper connection of signal circuit 39FD from left suspension connection box, TB42-B to payload
junction box TB46-F to payload meter connector R264, pin 39.
Alarm 3 - Right Front Pressure High
Alarm 4 - Right Front Pressure Low
Troubleshoot Wiring to Right Front Suspension
Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload
junction box TB46-G to payload meter connector R264, pin 20.
Alarm 5 -Left Rear Pressure High
Alarm 6 - Left Rear Pressure Low
Troubleshoot Wiring to Left Rear Suspension
Alarm 7 - Right Rear Pressure High
Alarm 8 - Right Rear Pressure Low
Troubleshoot Wiring to Right Rear Suspension
Alarm 9 - Inclinometer High
Alarm 10 - Inclinometer Low
Troubleshoot Inclinometer Wiring
These alarms indicate that the voltage to the payload meter from the inclinometer is out of range. The voltage on
signal 39FE should be greater than 0.5V and less than 5.0V as measured in the junction box between TB46-.
Alarm 13 - Body Up Input Failure
The payload meter senses when the load is dumped without receiving a body-up signal. When the load quickly
drops below 50% without the body up signal, Alarm 13 is set. The alarm will be cleared when a normal dump cycle
is detected. A normal dump cycle will be detected when the body up signal is received, the load drops quickly and
the body down signal is received.
Alarm 16 - Memory Write Failure
Alarm 17 - Memory Read Failure
These alarms indicate that the payload meter has encountered a problem internally with its memory. It is recom-
mended that power to the payload meter be removed for 1 minute. First turn the key switch OFF. Wait 30 seconds,
then turn the battery disconnect OFF. Wait 1 minute before restoring power.
In cases where re-powering the payload meter does not restore normal operation, it may necessary to reprogram
the payload meter. All current data in memory will be lost. This will effectively restart the payload meter.
See Troubleshooting Abnormal Displays at Power-Up for more information.
Alarm 18
Payload meter detected an undercharged suspension condition on the rear right suspension.
The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the
suspensions.
Alarm 19
Payload meter detected an undercharged suspension condition on the rear left suspension.
The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the
suspensions.
Alarm 22
The payload meter detected an empty carryback load in excess of the user-defined carryback threshold on two
consecutive haul cycles.
Stop the truck and clean any stuck material from the truck body.
Operator Switch Doesn't Work
Alarm 26 - User Switch Fault - SELECT
Alarm 27 - User Switch Fault - SET
Confirm power to the payload meter speedometer and display gauge.
Confirm that a laptop is not connected to the PLMIII system.
Turn key switch OFF. Wait 1 minute and turn key switch ON. Confirm problem still exists.
Connector Map
This diagram shows the general location of connectors, terminal boards and miscellaneous connections.
Connectors
PLMIII CHECK OUT PROCEDURE
General Description
The process consists of attaching dummy loads in
place of the suspension pressure sensors and
checking the pressures indicated by the payload
meter. In addition, connecting to the payload meter
using a laptop PC in order to confirm the latest soft-
ware version and the rest of the inputs and outputs of
the system.
Tools Required
Payload Data Manager software
EF9160 or PC2525 - Download Harness
EJ3057 - Harness Str, PLMIII test (4 needed).
Checkout Procedure
1. Attach one EJ3057 harness to the left-front sus-
pension connection box. The red alligator clip
attaches to the 39F circuit at TB42-A. The white
alligator clip attaches to the 39FD circuit at
TB42-B. The EJ3057 acts as a dummy load to
simulate a suspension pressure sensor for the
payload system.
2. Attach one EJ3057 harness to the right-front
suspension connection box. The red alligator
clip attaches to the 39F circuit at TB41-A. The
white alligator clip attaches to the 39FC circuit
at TB41-B.
3. Attach one EJ3057 harness to the left-rear sus-
pension connection in the rear suspension con-
nection box. The red alligator clip attaches to
the 39F circuit at TB61-A. The white alligator
clip attaches to the 39FB circuit at TB61-C.
4. Attach one EJ3057 harness to the right-rear
suspension connection in the rear suspension
connection box. The red alligator clip attaches
to the 39F circuit at TB61-A. The white alligator
clip attaches to the 39FA circuit at TB61-B.
5. In the PLMIII junction box, check the input volt-
age on circuit 39G between TB45-B and TB45-
X. This voltage should be 24VDC from the bat-
teries.
6. Turn the key switch ON. The speedometer/dis-
play gauge on the dashboard will scroll the
truck type across the lower display. The payload
meter defaults to 930E.
7. In the PLMIII junction box, check the sensor
supply voltage on circuit 39F between TB46-L
and TB45-X. This voltage should be 18VDC
1VDC.
8. Return to the cab and check the speedometer/
display gauge. The gauge will display the cur-
rent payload. With the EJ3057 harnesses
attached at the sensor locations, the payload
should be 0.
NOTE: The display can be used to quickly show the
current readings from the four suspension pressure
sensors and the inclinometer. This can be used
during regularly scheduled service periods to check
the state of the suspensions. These displays are live
and will update as the values change. The display is
changed by pressing the SELECT button on the
dashboard. The sequence of displays is:
PL= Payload
Id= Operator ID
tL= Total Shift Tons
LC= Shift Load Counter
LF= Left Front Suspension Pressure
rF= Right Front Suspension Pressure
Lr= Left Rear Suspension Pressure
rr= Right Rear Suspension Pressure
In= Inclinometer
NOTE: The live displays cannot be cleared and the
SET button will have no effect.
NOTE: The units for the display are controlled by the
configuration of the payload meter. The payload
meter defaults to display metric units, the pressures
will be displayed in tenths of kg/cm
2
. For example, if
the display shows 202 the actual value is 20.2 kg/
cm
2
. If the payload meter is set to display short tons,
the pressures will be displayed in psi (lbs/in
2
). To
convert from kg/cm
2
to psi, multiply by 14.2233.
14.2233 psi (lbs/in
2
) = 1 kg/cm
2
.
NOTE: The inclinometer displays whole degrees of
incline. Positive incline is when front of truck is point-
ing up.
NOTE: The gauge will quickly display the type of
information being displayed every 1 minute. For
example, if the left-front pressure is being displayed,
LF= will quickly display every minute. Only the pay-
load display, PL= does not display this information.
9. Press and hold the SELECT button on the
dashboard. Id= will be displayed. Release
the button and the Operator ID will be dis-
played. This value should be 0.
dashboard. tL= will be displayed. Release
the button and the total tons will be displayed.
This value should be 0.
dashboard. Lc= will be displayed. Release the
button and the number of loads will be dis-
played. This value should be 0.
dashboard. Lf= will be displayed. Release the
button and the left-front pressure will be dis-
played. This value should be displayed in metric
units. Refer to Section H4, Suspension Oiling
and Charging Procedures, for the nominal
charging pressure. The acceptable pressure
range varies according to truck model.
dashboard. rf= will be displayed. Release the
button and the right-front pressure will be dis-
dashboard. Lr= will be displayed. Release the
button and the left-rear pressure will be dis-
dashboard. rr= will be displayed. Release the
button and the right-rear pressure will be dis-
dashboard. In= will be displayed. Release the
button and the inclinometer value will be dis-
played. This value is in degrees. The incline will
depend on how the truck is set during assembly.
Values between 3 are acceptable. It is not
necessary to zero this reading by adjusting the
attitude of the inclinometer in the buddy seat.
dashboard. PL= will be displayed. Release the
button and the current payload will be dis-
played.
18. Connect a laptop to the PLMIII system. Typi-
cally an EF9160 or PC2525 download cable is
used. Refer to Section D11 for the location of
the payload meter connector. The laptop must
have the Payload Data Manager software
installed.
19. Run the PC software.
load Meter".
21. The Connection Menu will be displayed. Select
"Configure Payload Meter".
22. Confirm that the PLMIII software version
matches the latest available version. As of 26-
June-06 the EJ0575-5 software version will dis-
play as "EJ0575-5". The latest version can be
found at the Komatsu Extranet web site. If the
version does not match the latest indicated on
the internet, download the latest and update the
PLMIII software using the Flashburn software.
See Checkout Procedure Confirmation for more
information.
23. Using the Truck Configuration menu, set the fol-
lowing:
Set the time.
Set the Date to todays date.
Set the Gauge display units to Metric, Short Tons
or Long Tons according to the final destination of
the vehicle. If nothing has been specified, set to
Metric Tons.
Set the truck type to the proper truck model.
Press the Save Changes button to program the
change into the payload meter.
24. Setting the Frame Serial Number.

NOTE: The frame serial number is located on a plate
mounted to the truck frame. The plate is outboard on
the lower right rail facing the right front tire. It is very
important to enter the correct frame serial number.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters.
On the Truck Configuration screen, enter the
frame serial number in the appropriate field.
Press the "Save Changes" button to program the

25. Setting the Customer Unit Number.
NOTE: Most mining operations assign a number to
each piece of equipment for quick identification. This
number or name can be entered in the Customer
Unit Number field. It is very important to enter
customer unit number. This number is one of the key
fields used within the haul cycle database. The field
will hold 20 alpha-numeric characters. If no truck
number has been specified, enter the frame serial
number.
truck number in the appropriate field.
26. Setting the Komatsu Distributor.
NOTE: This field in the haul cycle record can hold the
name of the Komatsu distributor that helped install
the system. Komatsu also assigns a distributor
number to each distributor. This number is used on
all warranty claims. This Komatsu distributor number
can also be put into this field. This number is one of
the key fields used within the haul cycle database.
The field will hold 20 alpha-numeric characters. If the
distributor is not known, enter "UNKNOWN".
On the Truck Configuration screen, enter the dis-
tributor name or number in the appropriate field.
27. Setting the Komatsu Customer.
NOTE: This field in the haul cycle record can hold the
name of the mine or operation where the truck is in
service. Komatsu also assigns a customer number to
each customer. This number is used on all warranty
claims. This Komatsu customer number can also be
put into this field. This number is one of the key fields
used within the haul cycle database. The field will
hold 20 alpha-numeric characters. If the customer is
not known, enter "UNKNOWN"
customer name or number in the appropriate
field.
28. Press "Save Changes" and close the Truck
Configuration screen and the Connection Menu.
29. From the main menu select "Connect to Pay-
load Meter".
30. From the Connection Menu select "Configure
Payload Meter". Confirm that all previous
changes have been saved and close the Truck
Configuration form.
31. From the Connection Menu select "Real Time
Data".
NOTE: The weight shown on the real time data
screen is the sprung weight and includes the weight
of the truck. Given the suspension pressure dummy
loads, the nominal value shown should be 101 metric
tons (112 short tons).
32. Confirm that the suspension pressures are
within range. The nominal value should be 23.4
kg/cm
2
(332 psi). Values between 17.6 and
29.2 kg/cm
2
(250 and 416 psi) are acceptable.
Record the values displayed.
33. Confirm that the inclinometer is within range
and record the value.
34. Confirm that the body up input is working cor-
rectly. Place a steel washer on the body up
switch. The real time data screen should indi-
cate "No". Remove the washer and the real time
data screen should indicate "Yes". The Haul
Cycle State should change to "Dumping".
35. Confirm that the brake lock input is working cor-
rectly. Turn the brake lock on using the switch
on the dashboard. The real time data screen
should indicate ON. Turn the brake lock off. The
real time data screen should indicate OFF.
36. Turn on the green payload lights by checking
"Green Light" and pressing the "Set Lights" but-
ton. Check to be sure that only the green pay-
load lights on the truck are illuminated.
37. Uncheck the green light and turn on the amber
payload lights by checking "Amber Light" and
pressing the "Set Lights" button. Check to be
sure that only the amber payload lights are illu-
minated.
38. Uncheck the amber light and turn on the red
payload lights by checking "Red Light" and
pressing the "Set Lights" button. Check to be
sure that only the red payload lights are illumi-
nated.
39. Uncheck all the payload lights and press the
"Set Lights" button. Confirm that all the lights
are off.
40. Use the procedure for speedometer calibration
for the particular truck type to simulate a 40.2
km/h (25 mph) speed signal. Confirm that this
value is displayed by the speedometer on the
dashboard and the real time data screen. The
value can be 2 km/h (1 mph). The brake lock
must be off for the PLMIII to recognize speed
input.
41. On the PC, close the Real Time Screen and the
Connection Menu and return to the Main Menu.
42. Remove the EJ3057 harness from the left front
suspension junction box, TB42-A and TB42-B.
43. Wait at least 1 minute, then remove the EJ3057
harness from the left rear connections in the
rear junction box, TB61-B and TB61-C.
harness from the right-rear connections in the
rear junction box, TB61-A and TB61-C.
harness from the right front connections in the
right-front junction box, TB61-B and TB61-C.
46. Wait at least 1 minute.
47. From the main menu of the PC software, press
the "Connect to Payload Meter" button.
48. From the Connection Menu select "Display
Active Alarms". Confirm that the four alarms
displayed occurred in the proper order:
Left-front suspension low
Left-rear suspension low
Right-rear suspension low
Right-front suspension low
49. Close all screens and disconnect the laptop
from the PLMIII system.
PLMIII CHECKOUT PROCEDURE
CONFIRMATION
Flashburn Programming
Before beginning, make sure that you have the .kms
file required to program the product and you know
where to find it on your computer.
Programming will reset all the truck configuration
information.
NOTE: Before starting this procedure, record the
Payload Meter configuration information.
This information can be found using the Payload
Data Manager software. After programming, it will be
necessary to restore this information in the payload
meter configuration.
1. Turn off power to the payload meter by turning
the key switch OFF.
2. Start the Flashburn software installed on the
laptop.

3. Confirm that the payload meter power is OFF
and press NEXT".
< Back
Flashburn
Next > Cancel
Before programming, power must be
turned off to the target device. Be sure
the power is turned off before continuing.
1. Power
OFF
2. Select
Port
3. Select
File
4. Power
ON
4. Confirm the proper communications port for the
programming laptop. This is usually COM 1.
Press NEXT.

5. Press BROWSE and select the ".kms" file to
program into the payload meter. Press NEXT.

6. When instructed, turn the key switch ON in
order to power-up the payload meter. The PC
will begin to reprogram the payload meter. This
process takes approximately 5 minutes.
7. After successful programming, turn the key
witch OFF.
8. Wait 20 seconds and turn the key switch ON.
9. The payload meter will need to be configured as
instructed in the manual using the Payload Data
Manager software on the laptop computer.
Flashburn
< Back Next > Cancel
Select the serial communications port to
use between the computer and the
target device. For most computers this
will be COM 1.
1. Power
OFF
2. Select
Port
3. Select
File
4. Power
ON
COM 1
Flashburn
< Back Next > Cancel
Select the file that will be used to
program the target device. This file will
end with the ".KMS" extension.
1. Power
OFF
2. Select
Port
3. Select
File
4. Power
ON
Browse
Comm Port: COM 1
Filename: *.KMS
Flashburn
< Back Cancel
Turn on power to the target device. This
will start the programming process.
1. Power
OFF
2. Select
Port
3. Select
File
4. Power
ON
Programming:
Preparation:
Connection:
Steps
Verification:
Complete
Complete
Complete
Status
Complete
61 %
Comm Port: COM 1
Filename:
071000A.KMS
Confirmation Checklist
Use the Real Time Data Screen in order to verify the
checklist items in the table below.
Checklist Item Value Initials
PLMIII Software Version
User switch and display works properly
Left - Front Pressure
Right - Front Pressure
Left - Rear Pressure
Right - Rear Pressure
Inclinometer
Green light works properly
Amber light works properly
Red light works properly
Brake Lock input works properly
Body Up input works properly
Speed input works properly
Date
Truck
Signature
NOTES
PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING
SYSTEMS ARE MANUFACTURED UNDER LICENSE FROM
L.G. HAGENBUCH, holder of U.S. Patent Numbers
5,416,706; 5,528,499; 5,631,832; 5,631,835; 5,644,489; 5,650,928; 5,650,930; 5,742,914
M31004 10/07 Reserve Engine Oil System M31-1
SECTION M31
RESERVE ENGINE OIL SYSTEM
INDEX
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
LED Monitor Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
Tank Fill Control (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
Filling Procedure (Remote fill feature) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Every 10 Hours, or once each shift: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Every 500 Hours: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Changing Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
Circuit Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
SYSTEM ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-8
M31-2 Reserve Engine Oil System 10/07 M31004
NOTES
RESERVE ENGINE OIL SYSTEM
The reserve engine oil system is designed to add
more oil capacity to the engine sump and to reduce
frequent servicing of the engine oil. The constant cir-
culation of oil between the engine sump and reserve
tank (9, Figure 31-1) increases the total volume of
working oil. This dilutes the effects of contamination
and loss of additives and maintains the oil quality
over longer periods. The system adds or removes oil
from the engine as required to maintain a constant
level which prevents over fills or under fills.
The normal reserve system capacity of oil carried in
the tank can be one half or nearly the same (depend-
ing on tank size) volume inside the engine. In the
process of continuous adjustment of the engine oil
level, there is a constant circulation of oil between
the engine and the reserve tank. The volume of oil in
the tank becomes part of the working oil for the
engine. Oil change intervals may usually be
extended in proportion to the increased working oil
volume. Extension beyond a proportional increase is
often possible, but should be undertaken only as
determined by oil sampling and analysis. Local con-
ditions such as engine application, climate, and fuel
quality should be taken into consideration before
determining permissible oil life. 1. Suction Line
2. Remote Fill Line
3. Fill Valve
4. Engine Add Line
5. Fill Switch
6. Air Relief Valve
7. Tank Fill Line
8. Tank Fill Cap
9. Reserve Tank
10. Engine Add Line
11. Pumping Unit
12. Sight Gauge
13. Tank Add Line
FIGURE 31-1. OIL RESERVE TANK
Operation
Engine oil is circulated between engine oil pan (1,
Figure 31-2) and reserve tank (2) by two electrically
driven pumps (pump 1 and pump 2) within a single
pumping unit (4). The pumping unit is mounted on
the side of the reserve tank. The pump unit is
equipped with an LED monitor light on one side.
Pump 1 draws oil from the engine oil pan (1) at a
preset control point determined by the height of the
suction tube (3). Oil above this point is withdrawn
and transferred to the reserve tank. This lowers the
level in the engine oil pan until air is drawn.
Air reaching the pumping unit activates pump 2,
which returns oil from reserve tank (2) and raises
the engine oil level until air is no longer drawn by
pump 1. Pump 2 then turns off. The running level is
continuously adjusted at the control point by alter-
nating between withdrawal and return of oil at the
engine oil pan. The oil returning to the engine oil
pan is below the normal operating level to prevent
aeration of the oil.
LED Monitor Light
Regular pulsing - Pump 2 is returning oil to the
Irregular pulsing - Oil is at the correct running
level.
1. Engine Oil Pan (Sump)
2. Oil Tank
3. Suction Tube
4. Pumping Unit (1 & 2)
5. Air Relief Valve
A. Oil Suction Line
B. Oil Return Line
C. Engine Oil Level
FIGURE 31-2. RESERVE SYSTEM SCHEMATIC
Tank Fill Control (Optional)
With the reserve oil system the engine oil level is
held constant, with only the reserve tank needing
routine filling. The fill system automatically controls
the filling of remote tank from a convenient ground
level position. Filling of the tank to the proper full
level is fast and accurate and accomplished in 2 to 3
minutes.
more oil capacity to the engine to reduce the frequent
servicing of the engine oil. The engine oil level must
still be checked every shift using the dipstick. The oil
level in the reserve tank should also be checked
using the filler cap dipstick.
If the engine oil has been drained from the engine oil
pan, the new oil must be added through the engine
fill tube. After an oil change, both engine and reserve
tank must be at the full level of oil before starting the
engine.
NOTE: DO NOT use the oil in the reserve tank to fill
the engine oil pan.
System switch (2, Figure 31-3) is an illuminated
push-pull POWER-ON switch that powers the fill sys-
tem. Start switch (3) is a momentary push button
switch that opens the fill valve mounted on the
reserve tank to begin the automatic filling of the
reserve tank. Supply oil under pressure flows
through the fill valve and into the tank.
Filling Procedure (Remote Fill Feature)
NOTE: This procedure adds oil to the reserve tank.
1. Connect the pressure supply hose from the new
oil supply to the quick coupler on the truck.
Open valve on supply hose to apply pressure.
2. Pull out on system switch (2, Figure 31-3) to
turn the fill system on.
3. Push start switch (3). VALVE OPEN light (5)
should illuminate and the filling process will
begin.
4. When the tank is full, the VALVE OPEN light
will turn off and FULL light (4) will illuminate.
5. Close the oil supply valve in the fill hose.
6. Press and hold start switch (3) for a couple of
seconds to relieve oil pressure in the line.
7. Disconnect the new oil supply hose.
8. Push switch (2) in to turn fill system power off.
1. Remote Control Box
2. System Switch
3. Start Switch
4. FULL Light
5. VALVE OPEN Light
FIGURE 31-3. RESERVE OIL TANK
REMOTE FILL
SERVICE
Between oil drains, the only normal servicing
required is routine replenishment of oil at the reserve
supply tank. Maintenance of running levels should be
checked routinely; manually before starting the
engine and with the LED system monitor on the
reserve tank pumping unit (11, Figure 31-1) when the
engine is running.
There is also an in-line filter (screen) installed at the
inlet of the fill valve (3, Figure 31-1). This filter
requires no periodic maintenance, but it can be
cleaned by removing it from the system and back
flushing through the filter.
Always check the engine oil level before starting
engine. Use the engine dipstick.
Every 10 Hours, or once each shift:
1. Before starting engine, check oil level using the
engine dipstick. Oil level should be in normal
operating range. If not, check the reserve sys-
tem for proper operation.
2. The engine oil quality will be best if the reserve
tank is kept reasonably full. Check the oil level
in the reserve tank. As a minimum guideline, if
the oil is below the half-full level, fill the tank
manually according to the filler cap dipstick or
by using the automatic fill control method.
3. After starting and warm-up, check engine oil
level signal (LED) to verify that the engine is
being maintained at the preset running oil level.
The signal should alternate between periods of
steady on and flashing.
NOTE: Oil should always be visible in the lower sight
gauge. If the tank is equipped with three sight
gauges, oil should always be visible in the middle
sight gauge.
Every 500 Hours
1. Change all engine filters, if applicable.
2. More system failures result from bad electrical
connections than all other causes combined.
Check electrical system connections for tight-
ness, corrosion and physical damage. Check
battery, alternator, oil pressure switch, junction
boxes, remote control fill box and circuit break-
ers.
3. Examine electrical cables over their length for
possible damage.
4. Small hose leaks can cause system malfunc-
tion. Examine all hoses, including those on the
reserve tank and the ones leading to and from
the engine for leaks, cracks or damage. Check
all fittings for tightness, leakage or damage.
Changing Oil
1. Drain both the engine sump and the reserve
tank. Refill both engine and reserve tank with
new oil to proper levels.
2. Change engine oil filters as required.
3. Start engine and check for proper operation.
NOTE: Do not use the oil in the reserve tank to fill the
engine sump. Both must be at proper level before
starting engine.
The engine oil level should be checked with the
engine dipstick at every shift change. The oil level in
the reserve tank must also be checked at every shift
change using the fill cap dipstick.
TROUBLESHOOTING
It is important to understand the LED signal for the
pumping unit. It is used primarily to verify that the
system is maintaining the oil level at the level of the
open end of the withdrawal tube in the engine oil pan.
The signal is also a valuable tool in troubleshooting
the system.
When the signal is STEADY (not flashing), pump 1 is
running and oil is being withdrawn from the engine
and being transferred to the reserve tank.
When the signal is FLASHING, pump 1 is drawing air
from the suction tube which triggers operation of the
pump 2 to operate and transfer oil back to the engine
from the tank (the flashing is actually the pulses of
pump 2). When the oil is at the correct level in the
engine, air and oil are alternatively entering the suc-
tion tube, with pump 1 commanding operation of
pump 2 with each portion of air that comes through
the line.
This is a complete test for proper operation of the
pumping unit. This operation can be accomplished
without running the engine by jumping the oil pres-
sure switch that activates the system.
1. If the signal light is STEADY, pump 1 should be
pumping oil. Verify by loosening the hose at
pump 1 outlet to verify that oil is coming through
(pump 1 is marked by a groove on its outlet).
2. Loosen the hose at the inlet of pump 1 to admit
air. Pump 2 should then run and the signal
should be flashing. Verify proper pumping of
pump 2 by loosening the hose at its outlet to
see that oil is coming through.
3. Re-tighten the inlet hose on pump 1. The pump
should again receive oil and the flashing should
stop.
NOTE: There is a condition that would show a level
higher than the controlled point. If both the engine
and reserve tank are overfilled, there is no room in
the tank to draw the oil level down in the engine. In
this case, the LED signal would never start
FLASHING because pump 1 is never receiving air. It
will continue to pump oil from the engine to the tank,
but because the tank is full, the oil will be routed back
to the engine via the air relief valve on top of the tank.
There are two explanations for an overfilled tank and
engine:
When the tank is filled to FULL and the engine
is overfilled.
When oil is added directly to the engine between
oil changes. The system transfers the oil to the
reserve tank until it can not receive any more and
the engine remains overfilled. It is, therefore,
important that oil should be added only to the
reserve tank between oil changes (except if the
engine oil level is extremely low).
Circuit Fuse
The reserve system fill control unit is protected by a
15 amp fuse (Fuse Block 2, position 10) located in
the auxiliary control cabinet.
The pump unit is protected by a 15 amp fuse (Fuse
Block 2, position 9) located in the auxiliary control
cabinet.
For circuit information, refer to the system schematic
in the back of the shop manual.
SYSTEM ELECTRICAL SCHEMATICS
FIGURE 31-4. FILL SYSTEM SCHEMATIC
1. Fill Valve
2. Oil Level Sensor (top of reserve oil tank)
3. 15 Amp Fuse
4. Auxiliary Control Box
5. Ground Wire
6. Remote Fill Control Box
M32002 Retractable Ladder System M32-1
SECTION M32
INDEX
RETRACTABLE LADDER SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6
GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6
LADDER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6
LADDER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6
Emergency Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-8
Limit Switch Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-8
IN-CAB CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-8
IN-CAB CONTROL PANEL FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-10
Digital Display Screen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-10
Command Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-10
IN-CAB CONTROL PANEL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-12
Timing Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-12
Ladder System Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-12
Fault Code Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-12
Ladder System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13
In-Cab Control Panel Lockout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13
Automatic Raising. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13
Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13
USING THE IN-CAB CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-14
Raising the Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-14
Lowering the Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-15
USING THE GROUND LEVEL CONTROL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-16
Raising the Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-16
Lowering the Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-16
M32-2 Retractable Ladder System M32002
POWER PACK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-17
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21
Safety During Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21
Unplanned Ladder Movements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21
Automatic Ladder Raising . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21
Automatic Accumulator Recharging (Ladder in UP position) . . . . . . . . . . . . . . . . . . . . . . . .M32-22
PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-23
Daily Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-23
250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-23
5000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-23
SERVICING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-24
Check Reservoir Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-24
Changing RLS Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-24
Cleaning the RLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-25
RLS DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-25
Description of Diagnostics Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-25
Continuous System Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-26
Historic System Data Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-27
Comms Integrity Monitoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-27
Log and Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-27
System Event Logs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-28
SECURITY ACCESS LEVELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-29
Access Level 1 NONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-29
Access Level 2 RESTRICTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-29
Access Level 3 COMPLETE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-29
User Access Privileges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-30
USER ID PASSWORD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-31
Sequential Field Value Selection Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-31
Password Character Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-31
USER ID NEW USER SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-32
SYSTEM FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-32
Fault Type 1: Communications error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-33
Fault Type 2: 10A/15A fuse blown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-33
Fault Types 3, 4, 5, 6, 7: Up/Down/In/Out pump coil short or disconnected . . . . . . . . . . . . .M32-34
Fault Type 8: Power pack recharge too long. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-34
Fault Type 9: Inhibit relay fail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-35
Fault Types 10, 11: Light/Siren relay failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-35
Fault Type 12: Ladder came off upper limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-36
Fault Type 13: Ladder did not reach limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-36
Fault Type 14: Ladder stayed on limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-37
Fault Type 15: Low oil level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-37
Fault Type 16: System voltage over 18V during movement . . . . . . . . . . . . . . . . . . . . . . . . .M32-38
Fault Type 17: System voltage under 18V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-38
Fault Type 18: System voltage over 31V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-39
Fault Types 19, 20: Remote UP and/or DOWN toggle held too long (when equipped). . . . .M32-39
Fault Type 21: Accumulator recharge > than once/hour . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-40
Fault Type 22: System raised by park brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-40
Fault Types 23, 24: Levels 1 and 2 service overdue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-41
Fault Type 25: Levels 1 and 2 service complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-41
DATA MANAGEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-42
Log Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-42
Generating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-43
MENU DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
Controller Config . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
Contact Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
Show Recent Logs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
System Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
Upload Logs to USB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
NOTES:
FIGURE 32-1. RETRACTABLE LADDER SYSTEM (LOWERED)
(830E-1AC INSTALLATION SHOWN)
GENERAL SAFETY
The following safety procedures, at a minimum, must
be followed to ensure safe operation and use of the
Retractable Ladder System (RLS).
1. DO NOT run or jump on the ladder.
2. DO NOT overload the ladder. Use the ladder
one person at a time.
3. Hold onto the handrail when using the ladder.
4. Always face the ladder when ascending or
descending.
5. DO NOT attempt to ride on the ladder while it is
being raised or lowered or while the truck is in
motion.
6. Always visually check the ladder before use to
ensure the unit has not been damaged.
7. Ensure the ladder is in the fully down position
before boarding.
8. Keep hands and fingers away from pinch points
while the ladder is in motion.
9. Always check to ensure no personnel are on or
in the immediate vicinity of the ladder while it is
in motion.
10. The ladder must be kept clean and free of mois-
ture, grease and oil
11. When in the trucks cab, always use the in-cab
control panel to raise the ladder.
12. Report defects to maintenance personnel
immediately.
LADDER SYSTEM DESCRIPTION
The RLS is an electro-hydraulic ladder powered by
the trucks 24VDC electrical system. The RLS pro-
vides a safe means to mount and dismount the truck
under normal and emergency conditions. The RLS
consists of two main control components (Refer to
Figure 32-2):
1. The in-cab control panel is a microprocessor
that controls, monitors, stores and reports lad-
der system operational data.
2. The electro-hydraulic power pack is in a ground
level stainless steel cabinet. It houses the main
control hydraulics and electrical components
that lower and raise the ladder.
The RLS also contains wiring harnesses and
Deutsch-style plug connectors, hydraulic hoses and
an emergency down valve.
LADDER SYSTEM OPERATION
Normal Operation
During normal operation, a person can lower or raise
the RLS by using the:
In-cab control panel
Ground level control box located next to the
battery isolation box
Control switches in the power pack.
NOTE: The master disconnect switch located in the
isolation box and the isolation switch in the power
pack must both be in the ON position for the RLS to
operate.
As an added safety measure, the RLS uses a park-
ing brake interlock that requires the parking brake to
be set before the ladder can be operated under nor-
mal conditions. The RLS will automatically raise the
ladder if the operator releases the parking brake and
fails to press the [UP] button on the in-cab control
panel before attempting to drive the truck.
FIGURE 32-2. POWER PACK AND IN-CAB CONTROL PANEL
Emergency Operation
In an emergency, the RLS ladder can be lowered by
using the emergency down valve (1, Figure 32-3)
mounted on the frame above the left hand side head-
light assembly. The emergency down valve relieves
ladder system hydraulic pressure and allows the lad-
der to smoothly lower to the ground.
To lower the ladder, rotate the handle on the emer-
gency down valve clockwise. The ladder will lower
smoothly until it reaches the ground.
To reset the ladder, rotate the handle counterclock-
wise to its original position and, with power restored
to the power pack, press the [UP] button to raise the
ladder.
NOTE: The handle on the emergency down valve
must be in the original position before re-activating
the ladder.
Limit Switch Operation
The RLS uses an upper limit switch to monitor ladder
position and to ensure the ladder stays in the UP
position while the truck is moving. When the truck is
in motion, the in-cab control panel display screen will
indicate ladder position with text and graphic to the
operator.
If the ladder breaks contact with the limit switch for
more than three seconds, the power pack will
attempt to reposition the ladder. This can occur a
maximum of three times per hour, but no less than
eight minutes apart. These limits protect the power
pack from unnecessary operation and inevitable
burnout of the 24VDC electric motor.
The fault alarm will be activated and the message
LADDER has come off limit switch will be displayed
on the in-cab control panel. The alarm must be
acknowledged by pressing the [EXIT] or [ENTER]
buttons on the in-cab control panel.
If the ladder does not contact the limit switch within a
preset time period of three seconds, the alarm will re-
activate.
NOTE: Depending on the reason for the ladder not
contacting the upper limit switch (defective limit
switch, physical damage to the ladder, etc.), even
with a fault alarm, the ladder can still be raised
enough for the vehicle to be driven without the risk of
damaging the RLS. This enables maintenance or
repairs to be done at a more convenient time.
However, it is the sole responsibility of the operator
to investigate the ladders condition before
continuing to operate the truck. The RLS fault alarm
is a reminder to the operator that a problem exists
and requires attention at the earliest convenience.
IN-CAB CONTROL PANEL
In-cab control panel (1, Figure 32-4) is located on the
left side of the dash and contains a microprocessor
that controls, displays, monitors, stores and reports
ladder system operational data. The in-cab control
panel provides real time position of the ladder to the
operator.
FIGURE 32-3. EMERGENCY DOWN VALVE
1. Emergency Down Valve 2. Grille
FIGURE 32-4. CAB CONTROLS (OPERATOR VIEW)
1. In-cab Control Panel
IN-CAB CONTROL PANEL FEATURES
The in-cab control panel features a digital display
screen, command buttons ([UP], [DOWN], [ENTER],
[EXIT], [LEFT], [RIGHT]) for operating the ladder and
navigating through the various menu display
screens, a USB key port and RS 232 port for down-
loading ladder system operational data to a laptop
computer for troubleshooting. The control panel is
connected to an electrical harness with a 15-pin har-
ness plug. Refer to Figure 32-5.
Digital Display Screen
In-cab control panel display screen (1, Figure 32-5)
provides the user with system status, error/fault mes-
sages and a visual indicator of the ladders position
(lowered, raised, in motion).
Command Buttons
[UP] button (2, Figure 32-5) is a dual function control
that is used to raise the ladder during normal opera-
tion and scroll through the menu displays. Pressing
this button and holding it briefly will cause the ladder
to raise. Pressing and releasing this button one time
will scroll up one line of menu display, and holding it
will result in continuous menu scrolling.
scrolling.
[ENTER] button (6, Figure 32-5) is a multi-function
button used for ladder system alarm acknowledge-
ment and menu access when in Display Mode. This
button is also used to confirm or accept changes
shown on the display screen. Press this button to
confirm or accept changes listed on the display
screen.
[EXIT] button (7, Figure 32-5) is a multi-function but-
ton used for ladder system alarm acknowledgement
and menu access when in Display Mode. This button
is also used to exit from the menu screens. Press this
button to exit from menu screens.
FIGURE 32-5. IN-CAB CONTROL PANEL (FRONT VIEW)
1. Display Screen
2. [UP] Button
3. [DOWN] Button
4. [LEFT] Button
5. [RIGHT] Button
6. [ENTER] Button
7. [EXIT] Button
8. USB Port
9. 15-Pin Harness Plug
[LEFT] button (4, Figure 32-5) is for scrolling left
[RIGHT] button (5, Figure 32-5) is for scrolling right
USB Port (8, Figure 32-5) is located on the side of
the control panel and allows the user to access and
download ladder operational data onto a USB key or
flash drive for analysis.
The control panel is connected to the electrical sys-
tem with 15-pin harness plug (9, Figure 32-5).
IN-CAB CONTROL PANEL FUNCTIONS
The normal functions of the in-cab control panel are
as follows:
Timing Control
The in-cab control panel automatically controls the
timing of the ladder raise and lower operations.
Ladder System Status
The in-cab control panel shows the ladder system
status/position on the display screen. While the lad-
der is in motion, an animated ladder image indicates
that the ladder is being lowered or raised.
Fault Code Identification
The in-cab control panel displays system fault codes
and messages and produces an audible alert signal
when an error or problem has occurred. The system
is programmed to diagnose 25 different types of fault
codes and messages. System faults must be cor-
rected to ensure uninterrupted ladder operation.
Refer to the Diagnostics section later in this chapter
for additional information.
Ladder System Configuration
The in-cab control panel allows only authorized
persons to alter electro-hydraulic timing, boarding
light time-out, screen display time-out, and date/time
settings. Access is password protected to prevent
unauthorized or accidental system changes.
In-Cab Control Panel Lockout
To control the ladder operation from the ground level
control only, the in-cab control panel can be locked
out. This action is password protected to prevent
unauthorized in-cab control panel lockout.
Automatic Raising
The in-cab control panel automatically raises the lad-
der if the operator releases the parking brake and
does not press the [UP] button on the control panel
before driving the truck. This is a safety feature to
avoid ladder system damage. Raising the ladder in
this manner will cause a fault to be stored in system
memory.
Diagnostics
The in-cab control panel allows the viewing of the last
50 events on the display screen. In addition, a 3,000-
point data log capacity is built into the panels non-
volatile memory. Full ladder system diagnostics can
be retrieved via data log download by using a USB
key for analysis in Microsoft Excel.
Maintenance
The in-cab control panel monitors the ladder system
oil level and counts the number of ladder system
operation cycles. When maintenance is required, an
audible warning will sound and an on-screen mes-
sage will automatically be displayed on the control
panel. Refer to the Servicing section later in this
chapter for additional information.
USING THE IN-CAB CONTROL PANEL
While the ladder is in motion, the direction (up or
down) can be changed by pressing the opposite
direction ([UP] or [DOWN]) button on the control
panel.
If the IN CAB LOCKOUT message is displayed on
the control panel screen, then the RLS can only be
operated from the ground level control box mounted
next to the battery isolation box. All other control
panel functionality is still available including fault
indication and audible alarms.
When in the operators cab, always use the [UP]
button on the control panel to raise the ladder
instead of releasing the parking brake. The auto-
matic operation of the ladder when the parking
brake is released is an emergency feature only.
DO NOT release the parking brake to raise the
ladder as part of normal operation.
Raising the Ladder
The ladder will typically be in the lowered position on
a stationary truck. The in-cab control panel will indi-
cate that the access is DOWN, as shown here:
To raise the ladder, press and hold (temporarily) the
[UP] button located on the in-cab control panel. The
illustrated ladder on the screen will animate and
begin to rise to the UP position and the UP arrow (on
the control panel button) will flash. When the ladder
is completely raised, the [UP] button will remain lit
continuously.
When the ladder has reached its raised travel posi-
tion and strikes the limit switch, the control panel will
indicate that the access is UP, as shown here:
The RLS power pack will continue to operate for
three more seconds to charge hydraulic accumulator
(15, Figure 32-9). During this time, the UP arrow will
continue to flash until the cycle is complete.
The RLS uses a limit switch to monitor ladder travel
to the UP position. If the ladder fails to strike the limit
switch or the limit switch fails to close, a fault alarm
will activate after a short delay and the in-cab control
panel will display this message, as shown here:
a FAULT IN SYSTEM message. A defective limit
switch will prevent normal RLS operation and must
be corrected immediately.
Lowering the Ladder
ladder can be lowered.
To lower the ladder, press and hold (temporarily) the
[DOWN] button located on the in-cab control panel.
The illustrated ladder on the screen will animate and
begin to lower to the DOWN position and the
[DOWN] button will flash.
When the ladder has reached its lowered travel posi-
tion, the control panel will indicate that the access is
DOWN, as shown here:
When the ladder is completely lowered, the [DOWN]
button will remain lit continuously.
USING THE GROUND LEVEL CONTROL
BOX
Ground level control box (1, Figure 32-6) is located
next to the battery isolation box and contains toggle
switch (2) that lowers and raises the ladder.
ladder can be lowered. If toggle switch (2) is held in
either position for more than ten seconds, a fault will
be activated and will need to be acknowledged by
pressing either the [EXIT] or [ENTER] buttons
located on the in-cab control panel.
Raising the Ladder
To raise the ladder, push toggle switch (2, Figure 32-
6) to the LADDER UP position and release. Ladder
operation via this switch is the same as using the in-
cab control panel. Any ladder movement will be
Lowering the Ladder
To lower the ladder, push toggle switch (2, Figure 32-
6) to the LADDER DOWN position and release. Lad-
der operation via this switch is the same as using the
in-cab control panel. Any ladder movement will be
FIGURE 32-6. GROUND LEVEL CONTROL BOX
1. Ground Level Control Box 2. Toggle Switch
POWER PACK OPERATION
The power pack is a ground level stainless steel cab-
inet that houses the main control hydraulics and elec-
trical components. It uses 24VDC from the trucks
electrical system to lower and raise the ladder. Refer
to Figure 32-8 and Figure 32-9.
When the ladder is raised, 24VDC motor (14,
Figure 32-9) operates and directional control valve
(5) moves to the UP position. RLS hydraulic pressure
is controlled by pressure relief valves (13). Maximum
system operating pressure is set at 17 000 kPa
(2,466 psi), but the systems actual working pressure
may be lower. RLS hydraulic fluid flows through
directional control valve (5) and flow control valve (6)
[metering out] to the UP side of the actuator and past
a cavity plug. During this time, hydraulic fluid will
charge accumulator (15) and a pressure switch as
the ladder moves to the UP position.
Hydraulic accumulator (15, Figure 32-9) keeps the
ladder in the raised position and is automatically
recharged if the accumulator pressure falls below
4 000 kPa (580 psi). If the hydraulic pressure in the
accumulator falls below 4 000 kPa (580 psi), a pres-
sure switch will start the hydraulic pump and
recharge the system. This should only occur three
times per hour and not more than once every eight
minutes. If the ladder breaks contact with the limit
switch, a fault alarm will activate and the in-cab con-
trol panel will display an error message that will have
to be acknowledged.
a FAULT IN SYSTEM message.
When the ladder is lowered, directional control valve
(5, Figure 32-9) will change to the DOWN position
and 24VDC motor (14) begins to lower the ladder.
The power pack will cut-off at a predetermined length
of time and the ladder will continue to lower under its
own mass controlled by flow control valve (6) [meter-
ing out].
An added feature of the power pack is a thermostati-
cally-controlled heater installed on fluid reservoir (11)
to heat RLS fluid in cold weather operation. Refer to
Figure 32-7.
FIGURE 32-7. OIL HEATER
FIGURE 32-8. POWER PACK (EXPLODED VIEW)
FIGURE 32-8. POWER PACK (EXPLODED VIEW)
1. Cover
2. Stauf
3. Electrical Cover Plate
4. Flat Washer
5. Nut
6. Mount Plate
7. Control Unit
8. Cap Screw
9. Rubber Mount
10. Solenoid
11. Washer
12. Screw
13. Bolt
14. Lifting Lug
15. Nut
16. Motor
17. Spline Coupling
18. Motor Mount
19. Bolt
20. Spring Washer
21. O-Ring
22. Shaft Seal
23. Pump Assembly
24. Suction Cover
25. Flat Washer
26. Spring Washer
27. Cap Screw
28. Cap Screw
29. Hose Clamp
30. Suction Filter
31. Suction Pipe
32. Breather
33. Swivel
34. Set Screw
35. Flat Washer
36. P-Clamp
37. Flat Washer
38. Nut
39. Breather Hose
40. Swivel
41. Breather Flow
42. Bolt
43. Spring Washer
44. Cap Screw
45. Cap Screw
46. Manifold Assembly
47. Pipe Kit
48. Return Pipe
49. O-Ring
50. Oil Heater
51. Sight Glass
52. Plug
53. Elbow
54. Hydraulic Tank
FIGURE 32-9. POWER PACK (ASSEMBLED VIEW)
1. Power Pack
2. 24VDC Motor Solenoid
3. Hydraulic Node w/ Isolation
Switch
4. Harness Cover Plate
5. Directional Control Valve
6. Pilot Stage Relief
7. Test Points
8. Sight Glass
9. Mount Plate
10. Oil Heater
11. OIl Reservoir
12. Hydraulic Manifold
13. Adjustable Flow Regulator
14. 24VDC Motor
15. Hydraulic Accumulator
16. Cabinet Door
17. Tank Breather
18. Accumulator Bleed Valve
MAINTENANCE
Safety During Maintenance
Before attempting to service or perform maintenance
on the ladder system, all personnel must be familiar
with the hazards and precautionary steps required.
Servicing or maintaining the ladder must only be per-
formed by qualified and authorized personnel.
Follow all applicable worksite isolation and tag-
out procedures before attempting to service or
perform maintenance on this equipment. Failure
to properly isolate the ladders energy sources,
electricity and hydraulics may lead to personal
injury or death.
At a minimum, the following steps are to be followed
while servicing or maintaining this equipment:
1. Always isolate the electrical power from the lad-
der system, unless it is required for testing or
adjusting purposes, before attempting any elec-
trical or mechanical work on the ladder. Failure
to properly isolate the ladders electrical power
can lead to serious injury.
2. DO NOT attempt to repair, loosen or open any
part of the hydraulic system unless both the
electrical power and hydraulic supply have
been isolated and the hydraulic lines have been
depressurized. Ensure the system is depressur-
ized by checking a gauge connected to the
immediate line or equipment by opening a test
valve, or by noting that a line is already discon-
nected. DO NOT bleed a pressurized line by
loosening a fitting.
3. Check the ladders electrical harness, wiring
and hydraulic lines for damage or wear on a
regular basis. Ensure replacement hydraulic
lines are the same quality and length as the
original.
4. Prevent dirt or debris from entering the system
by plugging or capping disconnected lines.
5. DO NOT use the electrical harness or hydraulic
lines as a step.
6. DO NOT activate the ladder system unless the
relief valve is in place.
7. DO NOT use your hand to check for hydraulic
leaks. Serious injury will result. If a high-pres-
sure injection injury is suspected, seek medical
treatment immediately.
8. Always wear proper eye protection while servic-
ing or performing maintenance on this equip-
ment.
Unplanned Ladder Movements
During maintenance, the RLS can automatically raise
the ladder if the trucks parking brake is released.
This is normal operation for the ladder system. How-
ever, unplanned ladder movements pose potential
risk of injury to maintenance personnel.
NOTE: These circumstances would not apply to an
RLS with its hydraulic system powered from the
trucks hydraulic system unless the trucks system is
pressurized.
Automatic Ladder Raising
Inadvertent raising of the ladder will occur if the park-
ing brake is released and:
Power has not been isolated from the RLS power
pack, or
Power is restored to the RLS power pack after
previously being isolated.
To prevent this unplanned ladder movement, do the
following:
Isolate electrical power from the RLS before
releasing the parking brake.
Reset the parking brake before restoring
electrical power to the RLS.
Automatic Accumulator Recharging (Ladder in
UP position)
Hydraulic accumulator (1, Figure 32-10) ensures the
ladder is held in the fully raised position. However,
pressure loss can occur mainly due to external leaks
in hydraulic lines and fittings. The RLS will automati-
cally activate the power pack and recharge the accu-
mulator. Refer to Figure 32-10.
While the RLS hydraulic pressure is low, the ladder
may move a short distance from its upper limit. The
RLS will sense this movement and reposition the lad-
der while the accumulator is being charged. Ladder
movement is sudden and forceful. Accumulator
recharging occurs normally when the truck is being
operated. When the truck is stopped and the parking
brake is applied, no recharging will occur.
During maintenance, if the ladder must be in the UP
position with power on and the ladder moves from its
upper limit, the RLS will sense this movement and
reposition the ladder if the parking brake is inadver-
tently released.
NOTE: This unplanned ladder movement can be
eliminated by ensuring that power has been isolated
from the RLS before attempting maintenance on
other parts of the truck.
FIGURE 32-10. HYDRAULIC ACCUMULATOR
1. Hydraulic Accumulator
PREVENTIVE MAINTENANCE PROCEDURES
Use the following maintenance procedures to ensure
proper retractable ladder system operation.
Daily Inspection
1. Visually inspect the ladder for mechanical
damage. If movement is impaired in any way,
the assembly must be removed for repair.
2. Visually inspect for cleanliness. Ensure the
ladder is dry and free of grease and oil.
3. Ensure the correct oil level is maintained in the
reservoir, approximately center of the sight
glass.
4. Raise and lower the ladder. Check for loose
parts or any adverse noise conditions.
5. Ensure the movement alarm and both up and
down LEDs operate properly.
6. Check for any change in equipment
appearance, especially that which will effect the
stability of the ladder system.
250 Hour Inspection
1. Check for loose or missing hardware, especially
those securing the ladder to the truck.
2. Operate the ladder through its complete cycle
two times and check for:
a. Adverse noise conditions.
b. Bent or misaligned structures, such as steps
and sides, that may restrict the movement of
the ladder. Inspect the operation of the
ladder in a vertical plane (viewed from the
front). The ladder must move up and down
relative to the actuator box.
3. Inspect the actuator box and the ladder for
deposits of foreign materials, such as dirt, mud,
or debris, that could effect the proper operation
of the ladder.
4. Check the range of functions of the ladder
system, including remote switches and parking
brake interlock. Ensure the LED on the remote
switch, as well as the audible alarm, indicate
correctly during each cycle.
5. Check the condition of all wiring and electrical
harnesses, inside and outside of the stainless
steel control box, for physical damage.
6. Ensure the control box is properly sealed and
free of moisture.
7. Check the truck electrical supply. With the
engine on, the alternator supply voltage to the
ladder system controls must not exceed
30VDC. With the engine off, the battery supply
voltage must not fall below 21VDC.
NOTE: If the battery voltage drops below 21VDC or
exceeds 30VDC, damage to the systems electronic
components may result. 24 to 28VDC is required for
proper ladder system operation.
8. Check all electrical connections in the RLS cir-
cuit for security.
Ensure the area is clear of equipment and per-
sonnel prior to this check.
9. Check the parking brake function by releasing
the parking brake with the ladder in the DOWN
position. The ladder must raise.
10. Visually inspect all hydraulic lines and fittings for
leaks. Repair any leaks.
Ensure covers are used when maintenance is
performed on the hydraulics system to prevent
dirt and debris from entering the system.
11. Ensure the correct oil level is maintained in the
reservoir. Refer to Check Reservoir Oil Level for
more information.
5000 Hour Inspection
1. Complete the 250 Hour Inspection.
2. Drain, flush and re-fill the hydraulic oil reservoir.
Refer to Changing RLS Fluid.
SERVICING
Check Reservoir Oil Level
Ensure that all necessary safety guidelines have
been observed before attempting to check the oil
level in oil reservoir (4, Figure 32-11). In addition,
ensure the ladder is in the fully lowered position.
Visually check all hydraulic oil lines and fittings for
leaks. DO NOT top-off the ladders oil reservoir if
leaks are found. Replace defective parts and repair
any leaks that are found. After all leaks have been
repaired, service the reservoirs oil level.
NOTE: It is recommended that any hydraulic oil to be
used for filling or adding to the hydraulic system
should be routed through a 3-micron filter device
prior to use.
To service the power pack reservoir:
1. Remove cap from fill port (2, Figure 32-11).
2. Use the MAX indicator mark on the sight glass
to determine the correct oil level approximately
center of the sight glass.
3. If necessary, add the correct quantity and type
of hydraulic oil. DO NOT overfill.
4. Re-install plug.
Changing RLS Fluid
Hydraulic oil becomes contaminated over time and
this may impact RLS operation. Therefore, it is rec-
ommended that the oil in the RLS be changed at
least once a year. During oil replacement, it is recom-
mended that the reservoir be flushed to remove any
debris that may have accumulated in order to avoid
contaminating the new oil.
To change the RLS hydraulic oil:
1. Remove the plug from fill port (2, Figure 32-11).
2. Remove oil heater (3) from reservoir (4) and
allow the oil to drain into an acceptable con-
tainer. DO NOT damage the heating end of the
oil heater.
3. Flush the interior of the reservoir with a cleaning
solvent and allow used solvent to drain into an
acceptable container.
4. Re-install oil heater (3). DO NOT overtighten.
5. Re-fill the reservoir through fill port (2) with the
correct quantity and type of clean, filtered
hydraulic oil.
6. Re-install plug in the fill port.
7. Operate the ladder through two complete up
and down cycles.
8. Re-check the oil level through sight glass (1).
Top-off as needed. DO NOT overfill.
NOTE: After changing the oil, the RLS should be
operated through its full range of motion at least two
times. This is to expel any air that may be present,
which would otherwise destroy the seals in the
hydraulic system.
FIGURE 32-11. POWER PACK RESERVOIR
1. Sight Glass
2. Fill Port
3. Oil Heater
4. Reservoir
Cleaning the RLS
Depending on the operating environment, the RLS
should be cleaned frequently to extend the life of the
equipment and to lessen the risk of personal injury
during use.
DO NOT aim high-pressure spray equipment at or
near the RLS power pack, actuator box, bearings
or electrical harnesses. Moisture introduced in
the electrical harnesses may result in uncon-
trolled ladder movement.
To clean the RLS:
1. Use an approved degreaser to remove or
loosen unwanted debris from the ladder step
surfaces. Use a nylon bristle brush to remove
debris from the ladder steps if necessary.
2. Use high-pressure spray equipment to remove
the degreaser and debris. DO NOT aim high-
pressure spray equipment at or near the RLS
power pack, actuator box, bearings or electrical
harnesses. Moisture introduced into the electri-
cal harnesses may result in uncontrolled ladder
movement.
RLS DIAGNOSTICS
Description of Diagnostics Features
As mentioned earlier in this chapter, the in-cab con-
trol panel monitors, stores and reports RLS opera-
tional data. The in-cab control panel is designed to
provide the user with RLS maintenance scheduling,
system fault identification and the development of an
information database for individual RLS reporting.
Diagnostic information is accessible to the user in
four ways:
1. Continuous System Monitoring
Real time RLS status is available via the in-cab
control panel display. Current ladder position
(UP, DOWN, GOING UP or GOING DOWN)
and system faults and/or errors are clearly dis-
played with visual and audible in-cab control
panel indications. No user ID password is
required for this function.
2. Historic System Data Review
The last 50 logged RLS events can be viewed
directly from the in-cab control panel display.
Each entry is time and date stamped for easy
identification. No user ID password is required
for this function.
3. Comms Integrity Monitoring
The Diagnostics menu option is accessed from
the Controller Menu area of the In-Cab Display.
A comprehensive list of system events can be
viewed directly on the display providing addi-
tional fault finding capabilities. All events are
listed as either active or inactive for ease of
identification. This function also monitors sys-
tem communications integrity between the In-
Cab Control Panel and the Main Control Board
in the Power Pack. The results are displayed as
a percent value for various time periods up to
24 hours. For a healthy system, the percent-
ages should be no lower than 80%. No User ID
password is required.
4. System Event Logs
A continuous data log of system events is
stored in non-volatile memory for download to a
USB key for transfer to a PC or laptop com-
puter. The file can then be translated into a
usable Microsoft Excel file using the Microsoft
Excel interface provided on the USB key sup-
plied with the RLS. The log is capable of storing
up to 3,000 time and date stamped events. Set
up in a rolling log format, the earliest data is
overwritten when the log is full, providing a con-
tinuous bank of data available for review at any
time. No User ID password is required for this
function.
Continuous System Monitoring
Real time identification of the current ladder position
is available via the animated ladder graphic and
accompanying text on the in-cab control panel dis-
play. The following illustrations indicate a ladder in
motion going up (raising) and going down (lowering).
While the ladder is in motion, the applicable [UP] or
[DOWN] button on the control panel will flash.
When the ladder has reached the raised or lowered
positions, the animated graphic will stop moving and
the text UP or DOWN will appear on the display
screen. Once the ladder has completed its motion
cycle and is either in the up or down position, the
applicable [UP] or [DOWN] button on the control
panel will remain lit continuously.
Historic System Data Review
To view up to 50 of the last logged events:
1. Press the [ENTER] or [EXIT] buttons on the in-
cab control panel.
2. From the CONTROLLER MENU screen, use
the [DOWN] button to scroll to Show Recent
Logs and press the [ENTER] button.
3. To view each entry, use the [DOWN] button to
scroll.
NOTE: The events are listed from the last time and
date stamped event (1/50) through to the first in the
series (50/50). Pressing and holding the DOWN or
UP button will continuously scroll through the list until
the button is released.
NOTE: The In-Cab Control Node contains a
rechargeable battery to maintain the clock. If the
Date and Time set screens appear on start up the
internal battery will require charging. Charge times
are as follows:
Standby Time (Fully Charged) 3 Weeks
Time to fully Charge 5 Hours
Minimum Charge Time 1.5 Hours
NOTE: This battery status only affects Time and
Date settings. IT DOES NOT AFFECT NORMAL
LADDER, STAIRWAY OR STEP OPERATION.
Comms Integrity Monitoring
The Comms Integrity interface provides a simple
health check for the communications between the in-
cab control panel and the main controller in the
power pack. To access this screen:
the [DOWN] button on the in-cab control panel
to scroll down to Diagnostics and press the
[ENTER] button.
2. Use the [DOWN] button to scroll to DIAGNOS-
TICS and press the [ENTER] button. A compre-
hensive list of system events are tagged as
either active or inactive for quick identification
of system faults that are currently active and
need immediate attention. Comms Integrity is
listed as a percent value. These percent values
indicate communications integrity for the last 30
seconds, 15 minutes, 4 hours and 24 hours.
If intermittent, unreliable operation of the ladder,
stairway or step access system is experienced, a
check of the Comms Integrity entries is recom-
mended. For a healthy system, the percentages
should be no lower than 80%.
If the percentages fall below this prescribed value,
the possible symptoms will be:
Intermittent communications errors shown on the
controller
Unreliable/unpredictable ladder operation
No ladder operation
The possible causes are:
Poor/degraded wiring
Substantial electrical interference
An internal fault with the controller hardware
Log and Service Information
The DIAGNOSTICS screen provides additional infor-
mation following the Comms Integrity displayed val-
ues.
These listings are:
When the logs were last cleared.
The percentage of the logging space currently
being used. A total of 3,000 logging entries are
available.
The system software code version.
The number of operations remaining until the
next level 1 or level 2 service is required.
System Event Logs
The data retrieval feature of the in-cab control panel
allows the simple download of RLS operational data
pertaining to the day-to-day operation of the RLS. All
events, including raising and lowering of the ladder
and fault indications, are time and date stamped to
provide a sequential record of all RLS operations.
To access the data log from the main display screen:
1. Press the [ENTER] or [EXIT] buttons on the in-
cab control panel.
the [DOWN] button to scroll to Upload Logs to
USB and press the [ENTER] button.
3. The message Please insert a USB key will
then be displayed.
4. Insert a USB key in the slot on the right hand
side of the in-cab control panel.
5. The logged data will begin to download auto-
matically once the USB key is inserted. Down-
load progress is displayed as an incremental
percentage value.
6. When the download is complete, press the
[ENTER] or [EXIT] buttons to confirm the data
transfer and remove the USB key. Data can
now be transferred to a PC or laptop computer
for review.
SECURITY ACCESS LEVELS
The software program driving the In-Cab and
Hydraulic Control Nodes is factory configured for
proper RLS operation. If it becomes necessary to
adjust any timing parameters through the In-Cab
Control Panel access will be required to the Control-
ler Config menu option.
To avoid the possibility of accidental or detrimental
changes to timing parameters, graded levels of secu-
rity access can be initiated by the user. There are
three levels of access available NONE,
RESTRICTED and COMPLETE. The three access
levels and their privileges are as follows:
Access Level 1 NONE
No User ID is required for this level. Privileges:
View ladder, stairway or step setup (System
Settings)
Upload logs to USB
View recent log entries
Read Diagnostics
Clear Level 1 service prompt
Access Level 2 RESTRICTED
A valid User ID is required for access. (012345
Default password) See User ID-Access Privileges
Table for access privileges.
Access Level 3 COMPLETE
A Master User ID is required for access. See User
ID-Access Privileges Table for access privileges.
User Access Privileges
PARAMETER DESCRIPTION ACCESS LEVEL
Vehicle ID 15 character vehicle identifier RESTRICTED
Ladder type SINGLE action or DOUBLE action ladder
(Double Swing Ladder only)
RESTRICTED
UP movement time for
Ladder UP
Maximum length of time for Ladder UP movement
(1-300 sec) Default 18 secs
RESTRICTED
IN movement time for
Ladder UP
(Swing Ladder only)
Length of time for Ladder IN movement (1-300 sec)
Default 6 secs
RESTRICTED
DOWN movement time for
Ladder UP
(Swing Ladder only)
Length of time for Ladder DOWN movement into cradle
RESTRICTED
UP movement time for
Ladder DOWN
(Swing Ladder only)
Length of time for Ladder UP movement out of cradle
RESTRICTED
OUT movement time for
Ladder DOWN
(Swing Ladder only)
Length of time for Ladder OUT movement (1-300 secs)
Default 6 secs
RESTRICTED
Ladder DOWN
(Swing Ladder only)
Length of time for Ladder DOWN movement driven by
power pack (1-300 sec) Default 10 secs
RESTRICTED
Ladder DOWN
Length of time for Ladder DOWN movement driven by
power pack (1-300 sec) Default 2.5 secs
RESTRICTED
DOWN run-on time for
Ladder DOWN
Length of time for Ladder DOWN movement without
power pack (1-300 sec) Default 4 secs
RESTRICTED
Wiring Set Up Configure the switching status for the
Park Brake NO/NC
E Stop NO/NC
Inhibit connected Yes/No
RESTRICTED
Boarding Light Length of time for boarding light to switch on after
ladder movement initiated. Default 30 secs
RESTRICTED
Menu timeout Period of time without human input after which the
display reverts to the main screen. Default 300 secs
RESTRICTED
Screen timeout Period of time without human input after which the
display switches off and user information is cleared.
Default 600 secs
RESTRICTED
Buzzer time Frequency of buzzer beeps for fault reminder.
Default 60 secs
RESTRICTED
Cabin Lockout If set to ON, user can only initiate a ladder movement
from a remote control switch panel. If OFF, user may
initiate a ladder movement from the cabin controller.
RESTRICTED
Date and Time Used for synchronizing data log RESTRICTED
Power Pack Timings Power Pack on-time for accumulator recharge
COMPLETE
Power Pack Timings Power Pack on-time for accumulator recharge after
ladder UP (1-300 sec) Default 3 secs
COMPLETE
USER ID PASSWORD
Allowance has been made for up to four, separate
User ID accounts to be configured and managed in
the RLS In-Cab Control Panel. A Master User ID is
pre-configured to allow one user Complete Level 3
Access and a second User (User 1) Restricted Level
2 Access. As with all User ID access a valid pass-
word must be input before access is granted. To
access this screen:
1. From the In-Cab Control Display Mode press
either the [ENTER] or [EXIT] buttons to move to
the CONTROLLER MENU as shown below.
2. Use the [DOWN] button to scroll to CONTROL-
LER CONFIG and press [ENTER].
A valid User ID can now be entered. A valid User ID
should consist of up to 6 letters, numbers and/or
characters from the options shown in the Password
Character table. Use the [UP] and [DOWN] buttons
to scroll through the list. After selecting the correct
value for a password field, use the [RIGHT] button to
scroll to the next field until complete. Use the [LEFT]
button to scroll back through the fields. When the
password fields are set, press [ENTER] to accept.
Sequential Field Value Selection Options
Password Character Table
User Setup In addition to the built-in Master User who has
COMPLETE access, three additional users may be
configured.
COMPLETE
Phone Number 15 character contact details COMPLETE
Clear Logs Clear the current log of system event data COMPLETE
Set Defaults Reset the current System configuration to default
settings
COMPLETE
Level 1 Service Interval Number of Access System operations before Level 1
service prompt is displayed on screen
COMPLETE
Level 2 Service Interval Number of Access System operations before Level 2
service prompt is displayed on screen
COMPLETE
Overdue Interval Number of operations after Level 1 and Level 2 service
prompts appear before a Service Overdue fault is
logged
COMPLETE
PARAMETER DESCRIPTION ACCESS LEVEL
Letters Alphabetical A to Z (Capitals)
Numbers Numerical 0 to 9
Characters : ; < = > ? @
From Initial Field Marker: >_ <
Pressing UP _0123456789 : ; < = > ? @ ABCDEFGHIJKLMNOPQRSTUVWXYZ
Pressing DOWN _ZYXWVUTSRQPONMLKJIHGFEDCBA @ ? > = < ; : 9876543210
USER ID NEW USER SETUP
Once access to the CONTROLLER CONFIG options
is complete a series of menu options will be avail-
able. To view currently set User IDs (including the
Master User) or add a new User ID:
1. Use [DOWN] button to scroll to USER SET UP
and press [ENTER]. To add a new User ID, use
[DOWN] button to scroll to the next unassigned
User ID (from new this will be User 2) and
assign the password using the same method as
that used to enter the password to access the
CONTROLLER CONFIG interface.
2. After entering the new User ID password press
[ENTER].
Another window will open with a prompt to either
[SAVE] the changes or [EXIT] without saving.
NOTE: The Master User password is fixed and cant
be changed. For added security the User 1 default
password should be changed as the default is listed
in this manual. Copies of any assigned passwords
should be stored in a secure place to avoid loss as
the result of personnel moving to new positions or
mine sites.
SYSTEM FAULTS
The in-cab control panel is programmed to display,
record, store and diagnose 25 different types of
faults. Faults must be acknowledged and corrected
to ensure uninterrupted ladder operation.
In addition, every normal ladder request is logged. A
maximum of 3,000 log entries may be stored before
data is overwritten. Every detectable fault type is
classified as either high or low priority.
A high priority fault will result in a continuous
alarm on the in-cab control panel.
A low priority fault will result in a buzzer sounding
at regular intervals.
All system faults (excluding high or low voltage
detected with the ladder at rest) require user
acknowledgement. A message will be displayed on
the control panel display screen listing all faults in
order of priority. All alarm conditions must be
acknowledged by pressing the [EXIT] or [ENTER]
buttons on the in-cab control panel.
If a fault condition exists after being acknowledged
(for example, the pump coil remains disconnected), a
FAULT IN SYSTEM message will be displayed on
the display screen and the buzzer will continue to
sound.
Refer to the next series of tables for the 25 faults that
must be acknowledged to ensure uninterrupted lad-
der operation.
NOTE: When an alarm indicates that a fault exists, it
is the sole responsibility of the operator to investigate
the condition of the ladder before placing the truck
into service.
Fault Type 1: Communications error
Fault Type 2: 10A/15A fuse blown
Fault Type 1
Priority High
Description A communications error occurs when the communications link between the in-cab
control panel and the power pack have had no positive transmissions for a period of
two seconds or more.
Possible Cause(s) May be caused by deteriorated or incorrect wiring, large amounts of electrical noise
interference, or an electrical failure in the control system.
Operator Alerting
System Response
The in-cab control panel will display a fault message and list all of the faults in order of
priority.
The in-cab control panel will sound a continuous alarm.
Resulting Problem(s) Any current ladder movement will be completed, new ladder movements cannot be ini-
tiated.
Operator
Acknowledgment
Required?
Yes.
Fault Type 2
Priority High
Description
Possible Cause(s) Faulty wiring or a damaged coil can cause this also.
Operator Alerting
System Response
priority.
Resulting Problem(s) If the 10A fuse is blown the ladder, stairway or step cannot operate. If the 15A fuse is
blown the light/siren will not operate.
Operator
Acknowledgment
Required?
Yes.
Fault Types 3, 4, 5, 6, 7: Up/Down/In/Out pump coil short or disconnected
(In/Out only relevant to Swing Ladder)
Fault Type 8: Power pack recharge too long
Fault Types 3, 4, 5, 6, 7
Priority High
Description This fault occurs when an open or shorted circuit is detected on the corresponding out-
put.
Possible Cause(s) May be caused by a failure of the dtente solenoid coil driver or pump solenoid, or
poor wiring.
Operator Alerting
System Response
priority.
Resulting Problem(s) Any current ladder movement will be stopped, new ladder movements cannot be initi-
ated. 10A fuse in power pack may blow.
Operator
Acknowledgment
Required?
Yes.
Fault Type 8
Priority High
Description This fault occurs when the pump continues to run three seconds after the pump driver
output has been deactivated.
Possible Cause(s) May be caused by frozen contacts in the pump driver coil, or poor wiring.
Operator Alerting
System Response
priority.
The in-cab control panel sound provide a continuous alarm.
Resulting Problem(s) None.
Operator
Acknowledgment
Required?
Yes.
Fault Type 9: Inhibit relay fail
Fault Types 10, 11: Light/Siren relay failure
Fault Type 9
Priority High
Description
Possible Cause(s) May be caused by defective relay coil connected to the inhibit output or internal dam-
age to the controller.
Operator Alerting
System Response
priority.
Operator
Acknowledgment
Required?
Yes.
Fault Types 10, 11
Priority High
Description This fault occurs when an open or shorted circuit is detected on the Light or Ladder
Moving (a.k.a. Siren) output.
Possible Cause(s) May be caused by a failure of the light/ladder moving apparatus, or poor wiring.
Operator Alerting
System Response
priority.
Resulting Problem(s) Boarding Light or Ladder Moving Contact will not be operated. 15A fuse may blow.
Operator
Acknowledgment
Required?
Yes.
Fault Type 12: Ladder came off upper limit
Fault Type 13: Ladder did not reach limit
Fault Type 12
Priority High
Description This fault occurs when the UP limit switch opens and the ladder is supposed to be in
the fully raised position.
Possible Cause(s) May be caused by a mechanical failure of the system, low pressure or a fault with the
limit switch or poor wiring.
Operator Alerting
System Response
priority.
The in-cab control panel sound provide a continuous alarm.
Resulting Problem(s) The power pack will attempt to re-position the ladder to the fully raised position for the
length of time defined by the Power Pack Recharge setting.
Operator
Acknowledgment
Required?
Yes.
Fault Type 13
Priority High
Description This fault occurs when the UP movement of the RLS is completed due to a time-out
rather than the system detecting a closure of the UP limit switch.
Possible Cause(s) May be caused by the ladder having a mechanical obstruction that prevents it from
closing within the allowed time, or a fault with the limit switch or poor wiring.
Operator Alerting
System Response
priority.
Operator
Acknowledgment
Required?
Yes.
Fault Type 14: Ladder stayed on limit
Fault Type 15: Low oil level
Fault Type 14
Priority High
Description If the UP limit switch is detected to have remained closed at the completion of a
DOWN ladder, stairway or step operation will continue and be controlled by preset tim-
ing parameters.
Possible Cause(s) A fault with the limit switch or wiring to the limit switch.
Operator Alerting
System Response
priority.
Resulting Problem(s) Ladder, stairway or step operation continues but the UP limit switch is disregarded; all
ladder movement is controlled with timers.
Operator
Acknowledgment
Required?
Yes.
Fault Type 15
Priority High
Description If the oil level input determines that the oil level is too low this error is flagged. The
Park Brake must be set to ensure an accurate reading. When the park brake is
released the system disregards the oil level input.
Possible Cause(s) Reservoir oil level not maintained or an oil leak in the hydraulic system.
Operator Alerting
System Response
priority.
Resulting Problem(s) None (until oil level is too low for operation).
Operator
Acknowledgment
Required?
Yes.
Fault Type 16: System voltage over 18V during movement
Fault Type 17: System voltage under 18V
Fault Type 16
Priority Low
Description This fault occurs when the RLS voltage is measured to be under 18VDC during a lad-
der movement.
Possible Cause(s) Often caused when the truck is under an electrical load (for example, cranking for igni-
tion) while the ladder is moving.
Operator Alerting
System Response
priority.
The in-cab control panel will sound a buzzer at regular intervals.
Resulting Problem(s) As a continued fault, this may shorten the operational life of the RLS hydraulic pump or
damage the RLS hydraulic pump.
Operator
Acknowledgment
Required?
Yes.
Fault Type 17
Priority Low
Description This fault occurs when the RLS voltage is measured to be under 18VDC. The RLS
should not be operated under these conditions, but the ladder is not locked-out to pre-
vent use.
Possible Cause(s) Often caused when the truck is under an electrical load (for example, cranking for igni-
tion).
Operator Alerting
System Response
priority.
Operator
Acknowledgment
Required?
No.
Fault Type 18: System voltage over 31V
Fault Types 19, 20: Remote UP and/or DOWN toggle held too long (when equipped)
Fault Type 18
Priority Low
Description This fault occurs when the RLS voltage is measured to be over 31VDC. The RLS
should not be operated under these conditions, but the ladder is not locked-out to pre-
vent use.
Possible Cause(s) May indicate the trucks alternator is not functioning correctly.
Operator Alerting
System Response
priority.
Operator
Acknowledgment
Required?
No.
Fault Types 19, 20
Priority Low
Description This fault occurs when the upper remote access terminals toggle switch is held in
either the UP or DOWN position for more than 10 seconds. The logged event and dis-
played error message will distinguish the actual location of the fault.
Possible Cause(s) May be caused by a user holding the toggle switch for too long, an accumulation of
dust/mud in the contact or mechanical damage to the unit.
Operator Alerting
System Response
priority.
Resulting Problem(s) Current ladder movement will be completed normally. The toggle switch may not be
used to initiate ladder movement until the fault has been cleared.
Operator
Acknowledgment
Required?
Yes.
Fault Type 21: Accumulator recharge > than once/hour
Fault Type 22: System raised by park brake
Fault Type 21
Priority Low
Description This fault occurs when the accumulator requires recharging due to low pressure more
than once per hour.
Possible Cause(s) Often caused by a fault with the RLS hydraulic components.
Operator Alerting
System Response
priority.
Operator
Acknowledgment
Required?
Yes.
Fault Type 22
Priority Low
Description When the system is in the DOWN position and the park brake is released the ladder,
stairway or step will automatically be raised. This is not the correct operation of the
system so it is logged as a fault.
Possible Cause(s) Use of the park brake instead of the in-cab Control Panel to raise the ladder, stairway
or step.
Operator Alerting
System Response
priority.
The in-cab control panel will sound a buzzer spaced at regular intervals.
Operator
Acknowledgment
Required?
Yes.
Fault Types 23, 24: Levels 1 and 2 service overdue
Fault Type 25: Levels 1 and 2 service complete
Fault Types 23, 24
Priority Low
Description When the first, second and overdue service intervals have been exceeded by the
operations count an error is logged and a user acknowledgement is requested.
Possible Cause(s) Ladder, stairway or step has not been serviced within the acceptable number of opera-
tions. If the service has been completed then the service request has not been cleared
from the system.
Operator Alerting
System Response
priority.
Operator
Acknowledgment
Required?
Yes.
Fault Type 25
Priority Low
Description Once the ladder, stairway or step has been serviced a user with the Master User ID
must clear the service request. When the service request is cleared a Level 1 and/or 2
Service Complete entry will be logged.
Possible Cause(s)
Operator Alerting
System Response
priority.
Operator
Acknowledgment
Required?
Yes.
DATA MANAGEMENT
To review the downloaded log data from the in-cab
control panel, there is a Microsoft Excel interface
loaded on the USB key supplied with the RLS unit.
The data is presented in summary view and as the
complete log. The interface allows additional sorting
of the complete log for custom report development.
Log Files
Even though the log files can be stored on the USB
key supplied with the RLS unit, it is recommended
that the log files be transferred to a laptop computer
or PC for long-term file management. The standard
file created on the USB key during data download
has the following filename and format:
YYMMDDIN.RLS, where
YY is the last two digits of the current year
MM is the current month
DD is the current day
IN is the file index. If multiple files are created on
the same USB key, each subsequent file will be
incrementally indexed. If the log is cleared via the
in-cab control panel, the file index will begin
again at 00 for the next download.
.RLS is the default RLS file format from the raw
hexidecimal-encoded data used in the RLS
operating system.
For example, a typical filename could be
08072302.RLS, which is the 2nd .RLS file created on
July 23, 2008.
It is important that the correct date and time are set
on the in-cab control panel for the following reasons:
The year, month and day information used in the
filename is taken from the on-board clock.
The logs are time and date stamped to provide
an accurate real time record of ladder system
events. To be of value in troubleshooting faults,
the logs must correlate with the actual events.
Generating Reports
Once the .RLS files have been retrieved, they need
to be translated into a usable format.
The Microsoft Excel file Komatsu_RLS_1V40.xls is
loaded on the USB key supplied with the RLS unit.
This interface will generate reports from the .RLS
files.
The following sequence describes the generation of
a report from a raw file to an Excel spreadsheet:
1. Open the Komatsu_RLS_1V40.xls file directly
from the USB key or from a stored location on a
laptop computer or PC.
NOTE: The file Komatsu_RLS_1V40.xls contains a
macro which will generate a Windows Security
Warning when opened. The Enable Macros option
(Office 2003) or Enable this content option (Office
2007) will have to be chosen in order to continue.
2. The Microsoft Excel Home Page interface (in
Office 2007) will then be displayed as shown
below.
3. To load a file to view the logged data, click the
[Load File] button in the Action box as shown
below.
4. After clicking the [Load File] button, the Clear
Data First? message will appear. Click [Yes] to
clear previously-loaded data from the spread-
sheet.
5. From the File Open window, browse to the .RLS
file location, choose the required file and dou-
ble-click or click the [Open] button to open the
file in the Komatsu_RLS_1V40.xls interface.
6. The file should open at the Summary Report
Page as shown in the figure below. This report
presents a summary of the current RLS timing
Settings, General system timings, RLS Error
Counters (all events as indicated at the in-cab
control panel) and time and date stamped Log
Information.
The tabs located at the bottom of the currently
opened worksheet provide access to the three avail-
able worksheet data selections in the
Komatsu_RLS_1V40.xls interface. These are the
Home page, Report page and Log Data page as
shown in the figure below.
7. To view the Log Data, click on the Log Data tab
at the bottom of the worksheet as shown in the
figure above. The page should appear as
shown in the figure below.
8. To preview specific events easily, use the High-
light Events drop-down list to choose an event
type. Then select a color highlight and the
[Highlight Events] button to highlight all the
same events throughout the log in the same
color. The [Clear Highlighting] button will
remove the colored highlighting from all the
entries and allow a further selection if required.
The [Remove Events] button will remove all
highlighted events from the log.
Use the [Remove Events] button with extreme
caution as it completely removes events from the
file. To retain the log file in its original state, use
the Save As option after removing the events
to ensure the original file remains intact.
9. Events can also be sorted by selecting one of
the four options in the Sort Log dialogue box.
The logged events will then be re-arranged
according the Sort Log selection chosen. By
default, it is set to Log Type.
MENU DIAGRAMS
The following pages contain diagrams to assist the
user in navigating through the various menus of the
in-cab control panel functions.
Controller Config
Figure 32-12 provides information for changing or
updating RLS parameters such as ladder and power
pack timing.
Contact Information
Figure 32-13 provides information for contacting
Komatsu with technical-related issues regarding the
RLS.
Show Recent Logs
Figure 32-14 provides information on viewing RLS
operational data on the in-cab control panel.
System Settings
Figure 32-15 provides information on viewing current
RLS system settings.
Upload Logs to USB
Figure 32-16 provides information on transferring
RLS operational data to a USB key. The data can
then be downloaded to a computer or database for
analysis.
Diagnostics
Figure 32-17 provides a comprehensive list of sys-
tem events and the Comms Integrity of the system
displayed as a percentage.
MAIN ACCESS DISPLAY
Displays current ladder status
To access the CONTROLLER MENU
press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU
Displays Main Root Menu
Options
System Settings
Displays Currently Programmed
System Settings
Use the [DOWN] button to scroll
to Controller Config
then press [ENTER]
Controller Config
Password access to change the
System Settings
To return to MAIN ACCESS DISPLAY
press the [EXIT] button.
Show Recent Logs
Displays the 50 latest events
time & date stamped
Upload Logs to USB
Allows the download of the data
log via USB Key
Ph: +555-555-1212
Displays Komatsu Contact
Details
ENTER USER ID
Enter password for access. Use
the arrow keys to select.
To change a Controller Configuration Option, use the [UP] and
[DOWN] buttons to set an alpha numeric code or make a selection (the
[LEFT] and [RIGHT] buttons will move the cursor across the fields).
When complete, press [ENTER] to accept.
CONTROLLER CONFIG OPTIONS
Vehicle ID (SET VEHICLE ID)
Ladder Type (SET LADDER TYPE - double action Swing Ladder only)
Ladder Timing (Adjust LADDER TIMING UP drive time in 0.1 sec increments)
Wiring Setup (Set INHIBIT, E STOP, PARK BRAKE Relays)
Inhibit (Yes/No), E Stop (NO/NC), Park Brake (NO/NC)
Power Pack Timing (Adjust POWER PACK TIMING for Accumulator Recharge
in 0.1 sec increments)
Boarding Light (Adjust BOARDING LIGHT ON TIMING in 1 sec increments)
Display Options
Set Menu Timeout (Adjust Menu Display Timeout in 10 sec increments)
Set Screen Timeout (Adjust Screen Display Timeout in 10 sec increments)
Set Beep Pause Time (Adjust Menu Display Timeout in 1 sec increments)
In Cab Lock (Set IN CAB Lockout to ON or OFF)
User Set Up (View Password Access for the Master User and Restricted User 1
plus set Password Access for additional Users 2 and 3)
Set Date/Time (Set Date and Time for Data Log Synchronization)
Set Phone Number (Change Phone Number for Komatsu Service)
Clear Logs (Clear current data log - Press [ENTER] to clear or [EXIT] to escape)
Set Defaults (Return all Settings to their Default Values)
Servicing Setup (Set Service Interval Indicators)
Set Level 1 Service Interval (0 to 30,000 operations)
Set Level 2 Service Interval (0 to 30,000 operations)
Set Service Overdue Interval (20 to 5,000 operations)
FIGURE 32-12. Control Panel Menu Structure - Controller Config
Diagnostics
Displays a summary of Events
and Comms Integrity
MAIN ACCESS DISPLAY
press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU
Options
System Settings
System Settings
Controller Config
System Settings
Show Recent Logs
time & date stamped
Upload Logs to USB
log via USB Key
Ph: +555-555-1212
Details
CONTACT DETAILS
For Technical assistance,
call:
+555-555-1212
Or visit
www.abc123.com
for contact details
To view the Recent Logs, use the [UP] and [DOWN] buttons to scroll through the
logged data for the last 50 entries.
SHOW RECENT LOGS OPTION
FIGURE 32-13. Control Panel Menu Structure - Contact Information
The Contact Detail information is displayed as
shown in the text box to the left. Should you
require technical assistance you can call
Komatsu using the displayed number.
NOTE: The Technical Assistance contact phone number can be changed
through Controller Config. Password access will be required to enter the
Controller Config sub menu options. If Komatsu approved Technical
Assistance is available locally, input that contact number.
Diagnostics
and Comms Integrity
Use the [DOWN] button to scroll to
Ph Number then press [ENTER]
Controller Config
System Settings
MAIN ACCESS DISPLAY
press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU
Options
System Settings
System Settings
Upload Logs then
press [ENTER]
Upload Logs to USB
log via USB Key
Ph: +555-555-1212
Details
SHOW RECENT LOGS OPTIONS
FIGURE 32-14. Control Panel Menu Structure - Show Recent Logs
To view the current Recent Logs press the [UP] or [DOWN] buttons to scroll through
the logged data for the last 50 entries
The Recent Log information is displayed as shown in
the text box to the left with two time and date stamped
vents being displayed simultaneously. Scrolling down
will drop the top event and display the next two events.
NOTE: The log is a rolling log. When full, it overwrites the earliest logged data.
The actual data log capacity is 3,000 data points and is stored in a non-volatile
memory providing a continuous bank of time and date stamped data available
for download to a USB Key.
Show Recent Logs
time & date stamped
50 LATEST EVENTS
1/50, 19/06/2008
14:31:34 Access Sys
Raised by Command
2/50, 19/06/2008
16:55:23 Access Sys
Lowered by Command
Diagnostics
and Comms Integrity
Controller Config
System Settings
MAIN ACCESS DISPLAY
press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU
Options
System Settings
System Settings
Upload Logs then press [ENTER]
Show Recent Logs
time & date stamped
Upload Logs to USB
log via USB Key
Ph: +555-555-1212
Details
SYSTEM SETTINGS OPTIONS
ID (displays vehicle number if set)
Single or Double Action System (double action Swing Ladder only)
System IS - (Displays current ladder position Up or Down)
In Cab Lock - On or Off (default set to OFF)
Solenoid ON Times
System UP
UP (default set at 18 seconds)
IN (default set at 3 seconds) (Swing Ladder Only)
DOWN (default set at 3 seconds) (Swing Ladder Only)
System DOWN
UP (default set at 3 seconds) (Swing Ladder Only)
OUT (default set at 3 seconds) (Swing Ladder Only)
DOWN (default set at 4 seconds)
RUN ON (default set at 10 seconds)
Power Pack ON Times
Acc Recharge (default set at 3 seconds)
System UP (default set at 3 seconds)
Boarding Light (default set at 30 seconds)
Menu Timeout (default set at 300 seconds)
Screen Timeout (default set at 600 seconds)
Buzzer Pause (default set at 60 seconds)
FIGURE 32-15. Control Panel Menu Structure - System Settings
To view the current System Settings press the [UP] or [DOWN] buttons
to scroll through the options
NOTE: All System Settings are User adjustable - see Controller Config
Diagnostics
and Comms Integrity
MAIN ACCESS DISPLAY
press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU
Options
System Settings
System Settings
Use the [DOWN] button to scroll
to Upload Logs
then press [ENTER]
Controller Config
System Settings
Show Recent Logs
time & date stamped
Upload Logs to USB
log via USB Key
Ph: +555-555-1212
Details
Transferring data to
USB key: X% complete
To Upload Logs to USB, a USB Key will be required and is placed in the
port on the lower right hand side of the In Cap Control Panel. Only insert
the USB Key once the on screen prompt indicates to do so.
UPLOAD LOGS TO USB OPTION
FIGURE 32-16. Control Panel Menu Structure - Upload Logs to USB
USB Processing
Complete
Enter/Exit to confirm
USB Device found,
Initializing transfer
After inserting the USB Key the data
transfer is automatic through the
following three screen displays. On
completion, press the [ENTER] or
[EXIT] buttons to confirm the download.
Please Insert a USB
Key
USB data transfer
Failed,
General Error
Error Code: 12
Enter/Exit to Confirm
If there is no response to this screen
prompt, the option will time out and
the error message above will appear.
NOTE: Once the above sequence is complete simply remove the USB Key from
the Port.
After pressing the [ENTER] button the
display above should appear. Insert the
USB Key into the USB port.
Diagnostics then press [ENTER].
Controller Config
System Settings
MAIN ACCESS DISPLAY
Displays current ladder/stairway status
press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU
Options
Show Recent Logs
time & date stamped
Upload Logs to USB
log via USB Key
Ph: +555-555-1212
Details
DIAGNOSTICS RECORDS OPTIONS
Active Events (A comprehensive list of system events indicated whether cur-
rently active or inactive). Comms Failed, 10A Fuse Blown, 15A Fuse Blown,
Up Coil Failed, Down Coil Failed, In Coil Failed [Swing Ladder only], Out Coil
Failed [Swing Ladder only], Pump Coil Failed, Power Pack Failed, Inhibit Re-
lay Failed, Ladder Off Limit, Did Not Reach Limit, Stay on Limit, Low Oil Level
[Future Inclusion], Under Voltage at Command, Under Volts, Over Volts, Top
Remote UP Held, Top Remote DOWN Held, Low Remote UP Held, Low Re-
mote DOWN Held, Pressure Recharge > 1 Hour, Raised by Park Brake, L1
Service Overdue, L2 Service Overdue.
Comms Integrity (Monitors system communications integrity between the In-
Cab Control Panel and the Main Control Board in the Power Pack. The results
are displayed as a percent value for various time periods up to 24 hours. For
a healthy system, the percentages should be no lower than 80%). Time inter-
vals displayed are 30 seconds, 15 minutes, 4 hours and 24 hours.
Log Last Cleared (Displays the date when the log was last cleared)
Total Log Space (Displays the log storage space remaining as a percent)
Code Versions (Displays the current software code versions for the In-Cab
and Hydraulic Control Nodes)
Operations Until L1 Service Due (Displays the remaining access system op-
erations before Service Level 1 Indicator is activated)
Operations Until L2 Service Due (Displays the remaining access system op-
erations before Service Level 2 Indicator is activated)
FIGURE 32-17. Control Panel Menu Structure - Diagnostics
To view the current System Settings press the [UP] or [DOWN] buttons
to scroll through the options
Diagnostics
and Comms Integrity
System Settings
System Settings
NOTES:
N01020 Index N1-1
SECTION N
OPERATOR CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N1-2 Index N01020
NOTES
N02019 4/10 Truck Cab N2-1
SECTION N2
TRUCK CAB AND COMPONENTS
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5
CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Jamb Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7
Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8
Replace Door Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Replace Door Window Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13
Replacing the Door Handle or Latch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Replacing the Door and Door Hinge Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Removing the Door Opening Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Adhesive-bonded Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
WINDSHIELD & REAR GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
N2-2 Truck Cab 4/10 N02019
NOTES:
N02019 4/10 Truck Cab N2-3
TRUCK CAB AND COMPONENTS
TRUCK CAB
Description
The truck cab is a fully insulated design incorporating
an integral ROPS structure for maximum operator
comfort and safety. All gauges, switches, and con-
trols have been designed to simplify operation and
are placed within easy reach of the operator. Servic-
ing of cab and associated electrical systems is sim-
plified by use of heavy-duty connectors on the
various wiring harnesses. Hydraulic components are
located outside of the interior and are accessed
through covers (2, Figure 2-1) on the front of the cab.
DO NOT attempt to modify or repair damage to
the ROPS structure without written approval from
the manufacturer. Unauthorized repairs to the
ROPS structure will void certification. If modifica-
tion or repairs are required, contact the servicing
Komatsu Distributor.
FIGURE 2-1. CAB ASSEMBLY
1. Mounting Pad
2. Access Covers
3. Filter Cover
4. Windshield Wiper Arms
5. Stop Light (Service Brakes Applied)
6. Retard Light (Retarder Applied)
7. Lifting Eye
8. Rear, Side Glass
9. Front, Side Glass
N2-4 Truck Cab 4/10 N02019
Prior to cab removal or repair procedures, it may be
necessary to remove the body to provide clearance
for lifting equipment to be used. If body removal is
not required, the body should be raised and the
safety cables installed at the rear of the truck.
Do not attempt to work in deck area until body
safety cables have been installed.
Removal
NOTE: The following procedure describes removal of
the cab as a complete module with the hydraulic
brake cabinet attached. All hoses and wire
harnesses should be marked prior to removal for
identification to ensure correct reinstallation:
1. Turn the key switch to the OFF position and
allow at least 90 seconds to bleed the steering
accumulator. Turn the steering wheel to be sure
no pressure remains.
2. Block truck securely, and open the brake accu-
mulator bleed down valves on the accumulators
located in the cabinet mounted on the rear of
the cab. Allow sufficient time for accumulators
to bleed down completely.
3. Disconnect the batteries by activating the bat-
tery disconnect switches located at one end on
the battery box.
4. Disconnect hydraulic hoses routed to frame
from fittings at rear of cab under brake cabinet
(3, Figure 2-2). (It is not necessary to discon-
nect hoses (4) attached to, and routed under
the cab.) Cap all fittings and plug hoses to pre-
vent contamination.
5. Disconnect the wire harnesses at connectors
(5) located under hydraulic cabinet.
6. Remove cable and hose clamps as needed for
cab removal
7. Close heater shutoff valves located at the water
pump inlet housing on the right side of the
engine and at the water manifold. Disconnect
heater hoses at each valve and drain coolant
into a container.
8. Remove clamps and heater hoses from fittings
underside of deck, below heater.
Federal regulations prohibit venting air condi-
tioning system refrigerants into the atmosphere.
An approved recovery/recycle station must be
used to remove the refrigerant from the air condi-
tioning system.
9. Evacuate the air conditioning system as follows:
a. Attach a recycle/recovery station at the air
conditioning compressor service valves.
(Refer to "Heater/Air Conditioning System" in
this section for detailed instructions.)
b. Evacuate air conditioning system refrigerant.
c. Remove the air conditioner system hoses
routed to the cab from the receiver/drier and
compressor. Cap all hoses and fittings to
prevent contamination.
10. Attach a lifting device to the lifting eyes provided
on top of the cab.
The cab assembly weighs approximately 2270 kg
(5000 lbs). Be sure lifting device is capable of lift-
ing the load.
11. Remove the cap screws and washers from each
mounting pad (1, Figure 2-1) at the corners of
the cab.
NOTE: The tool group shipped with the truck
contains the following tools which may be used to
remove the inner cap screws, as clearance is limited:
TZ3535 - 1-1/2" offset wrench
TZ2733 - Tubular Handle
TZ2734 - 3/4" torque wrench Adaptor
N02019 4/10 Truck Cab N2-5
12. Check for any other hoses or wiring which may
interfere with cab removal.
13. Lift the cab assembly off the truck and move to
an area for further service.
14. Place blocking under each corner of the cab to
prevent damage to floor pan and hoses before
cab is lowered to the floor.
Installation
1. Lift the cab assembly and align the mounting
pad holes with tapped pads. Insert at least one
cap screw and hardened washer at each of the
four pads prior to lowering cab onto the truck.
NOTE: The tool group shipped with the truck
contains the following tools which may be used to
install the inner cap screws, as clearance is limited:
PB8326 - 1-1/2" offset wrench
TZ2733 - Tubular Handle
TZ2734 - 3/4" torque wrench Adaptor
2. After cab is positioned, measure the gap
between each cab mounting pad and the frame.
Insert 1 mm (0.040 in.) shims as required so
gap at each pad is less than 1 mm (0.040 in.).
3. Insert the remaining cap screws and hardened
washers. (32 total). Tighten the cap screws to
1017 Nm (750 ft lb) torque.
4. Route the wire harnesses to the electrical con-
nectors on the rear corner of the cab (5, Figure
2-2). Align cable connector plug key with recep-
tacle key and push plug onto receptacle. Care-
fully thread retainer onto receptacle and tighten
securely. Install clamps if removed during cab
removal.
5. Remove the caps from the hydraulic hoses and
tubes and reinstall the hoses and tubes.
Reinstall any hose clamps as required.
FIGURE 2-2. CAB HYDRAULIC AND ELECTRICAL CONNECTIONS
1. Cab
2. Steering Control Valve
3. Hydraulic Components Cabinet
4. Hoist Valve Hoses
5. Electrical Harness Connectors
N2-6 Truck Cab 4/10 N02019
6. Install the heater hoses and clamps on the
fittings on the underside of the cab. Connect the
other end of each hose to the fittings at the
shutoff valves on the engine. Open the heater
shutoff valves. Connect the air cleaner
restriction indicator hoses.
7. Remove the caps and reinstall the air condition-
ing system hoses to the compressor and
receiver/drier. Refer to Heater/Air Conditioning
System for detailed instructions about evacua-
tion and recharging with refrigerant.
8. Close the brake accumulator bleed down
valves.
9. Deactivate the battery disconnect switches.
10. Service the hydraulic tank and engine coolant
as required.
11. Start the engine and verify proper operation of
all controls.
12. Ensure that the air conditioning system is prop-
erly recharged.
CAB DOOR
The cab door assemblies are similar except for the
hinge side. Each is hinged on the rear edge with a
heavy duty hinge. For repairs on the door latches or
window controls it is usually better, but not neces-
sary, to remove the door from the cab and lower it to
the floor for service.
Removal
1. If overhead space is available, raise the body to
allow access to the door with an overhead hoist.
Secure the body in the raised position with
safety cables.
2. Lower the door glass far enough to allow
insertion of a lifting sling when the door is
removed.
3. Remove the door panel for access to the power
window motor harness connector. Disconnect
the door harness from the floor.
4. Remove the retainer clip and bolt clip from the
travel limiting strap.
5. Insert a lifting sling through the door and attach
it to a hoist. Remove the capscrews (a swivel
socket works best) that secure the door hinge to
the cab. Lift the door from the cab.
6. Place the door on blocks or on a work bench to
protect the window glass and allow access to
internal components for repair.
Installation
1. Attach a lifting sling and hoist to the door
assembly. Lift the door up to the deck and posi-
tion the door hinges on the cab.
2. Align the door hinges with the cab and install
the capscrews that secure the door to the cab.
3. Attach the travel limiting strap with the bolt and
clip that were removed previously. Some straps
may have extra loops at the end to allow adjust-
ment of how wide the door swings open.
4. Connect the door harness to the receptacle
mounted in the cab floor. Ensure the harness is
routed through the bottom loop of the door
strap.
5. Verify proper operation of the power window
and door latch adjustment.
6. Install the door panel.
7. If an adjustment is necessary to ensure tight
closure of the door, refer to "Door Jamb Bolt
Adjustment".
8. A rubber sealer strip is mounted with adhesive
around the perimeter of the door assembly to
keep out dirt and drafts. This sealer strip should
be replaced if it becomes damaged.
Door Adjustment
If adjustment is necessary to insure tight closure of
door, loosen striker bolt in the door jamb, adjust, and
retighten.
A rubber sealer strip is mounted with adhesive
around the perimeter of the door assembly to
exclude dirt and drafts. This sealer strip should be
kept in good condition and replaced if it becomes
torn or otherwise damaged.
N02019 4/10 Truck Cab N2-7
Door Jamb Bolt Adjustment
Over a period of time, the door latch mechanism and
door seals may wear and allow dirt and moisture to
enter the cab. To insure proper sealing of the door
seals, the door jamb bolt may need to be adjusted
periodically.
Step A. If the door closes, but not tightly enough to
give a good seal between the seal on the door and
the cab skin:
1. Mark the washer location (1, Figure 2-3) portion
of the door jamb bolt with a marker, pen, or pen-
cil by circumscribing the outside edge of the
washer onto the jamb.
2. Loosen the door jamb bolt (2) and move straight
inwards 1/16" and retighten.
3. Hold a piece of paper such as a dollar bill
between where the door seal (4) will hit the skin
of the cab and firmly close the door ensuring
that it latches on the second catch. (The door
latch mechanism has a double catch mecha-
nism.)
4. The door seal should firmly grip the paper all
along the top, front, and bottom edge of the
door. If the paper is loose all around, REPEAT
STEP 2. If the paper is firmly gripped, but can
be removed without tearing it, open door and
tighten the jamb bolt completely without affect-
ing the adjustment.
5. If the paper slips out from the door seal easily
along the top and not at the bottom, the door
itself will have to be "adjusted". Or if the paper
slips out easier at the bottom than at the top,
the door will have to be "adjusted".
If seals are tight at bottom of door, but not at top,
place a 4 x 4 block of wood at the bottom edge of
the door, below the handle. Close the door on the
wood block and press firmly inward on the top
corner of the door. Press in one or two times,
then remove the wood block and check seal
tension again using the paper method. Seal
compression should be equal all the way around
the door. If seal is still loose at the top, repeat
procedure again until seal compression is the
same all the way around.
If seal compression is greater at the top than at
the bottom of the door, place a 4 x 4 block of
wood at the top corner of the cab door. Then
press firmly inward on the lower corner of the
door. Press in one or two times, then remove the
wood block and check seal compression again.
Seal compression should be equal all the way
around the door. If seal is still loose at the bottom,
repeat procedure again until seal compression is
uniform all the way around.
Step B. If the door springs back when trying to close
it, the striker bolt (2, Figure 2-4) has probably loos-
ened and slipped down from where the catch can
engage with the bolt.
1. Open the door and close both claws (3 & 5, Fig-
ure 2-4) on the catch until they are both fully
closed.
FIGURE 2-3. DOOR JAMB BOLT ADJUSTMENT
1. Washer
2. Striker Bolt
3. Frame
4. Seal
N2-8 Truck Cab 4/10 N02019
2. Transfer the center of this opening onto the skin
of the cab nearest where the door jamb bolt is
located. Use a T-square or other measuring
equipment and mark on the cab with a pencil.
NOTE: Release the door catch before trying to
close the door.
3. Loosen and vertically align (center) the door
jamb bolt with this mark and tighten it firmly
enough to hold it in place but still allow some
slippage.
4. Carefully try to close door (4) and determine
whether this adjustment has helped the
springing problem. If the door latches but not
firmly enough, follow the procedure in Step 1. If
the door latch does not catch, move the bolt
outward and try again. When corrected, follow
the adjustment procedures in Step 1 to ensure a
good seal.
By design, if both seals are in good condition,
proper adjustment of the outside seal will
ensure good contact on the inside seal to
prevent dust and moisture from entering the
cab.
Door Handle Plunger Adjustment
If the door handle becomes inoperative, it can either
be adjusted or replaced. The following is a procedure
for adjusting the exterior door handle plunger.
1. Determine the amount of free play in the door
release plunger by pushing in on the plunger
until it just contacts the door release mecha-
nism. Measure the distance that the plunger
travels (Figure 2-5) from this position to where
the plunger is fully released.
2. Remove the door panel as follows:
a. Remove hair pin clip (1, Figure 2-6) and bolt
(2) from the door check strap closest to the
door.
b. Remove two cap screws (3), which hold the
door strap bracket to the door.
c. Disconnect wiring harness (4) to the window
regulator.
d. Open the door as far as possible in and
remove the internal door panel.
e. Before removing all door panel mounting
screws, support the panel to prevent the
assembly from dropping. Remove 15 mount-
ing screws (5).
FIGURE 2-4. DOOR JAMB BOLT ADJUSTMENT
1. Washer
2. Striker Bolt
3. Frame
4. Seal
FIGURE 2-5. MEASURING TRAVEL DISTANCE OF
PLUNGER
N02019 4/10 Truck Cab N2-9
NOTE: Remove panel screws across the top last.
NOTE: Door glass and internal door panel will
drop when door panel screws are removed.
f. Carefully lower the door panel a few inches.
Hold glass at top to prevent it from dropping.
Slide the door panel toward the cab to disen-
gage the window regulator roller (Figure 2-7)
from the track on the bottom of the glass.
Slide the panel away from the cab to disen-
gage the other top roller and lower roller from
its tracks. Place the panel out of the way
after removal.
g. Lift door glass and support at the top of the
frame.
h. Remove 2 screws (Figure 2-8) holding the
roller track to the bottom of the door glass.
3. Remove the cap screw and nut from inside
release lever (1, Figure 2-14).
4. Remove the four mounting screws that holds
the latch mechanism in the door (2).
5. Remove door latch mechanism (4). Check to
see if door latch mechanism works properly by
performing the following test.
a. Close latch mechanism pawls
b. Operate inside door release lever to see if
pawls open. If pawls do not open, replace
assembly.
c. Close pawls again.
d. Press the outside door button to see if pawls
open.
e. If mechanism operates properly go on to
STEP 6. If mechanism does not work prop-
erly, replace with a new door latch assembly
then continue with STEP 6.
6. Remove mounting screws (3) from the outside
door handle. With the door handle removed,
adjust the plunger counter clock wise to
increase the height of the door handle release
button. Lock the plunger cap screw with locking
nut. Apply lock tight to prevent screw from work-
ing loose.
7. Reassemble the door assembly by reversing
the previous steps.
Replace Door Glass
1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
from the door check strap closes to the door.
2. Remove 2 M8X12 cap screws (3), which hold
the door strap bracket to the door.
3. Disconnect wiring harness (4) to the window
regulator.
4. Open the door as far as possible in order to
remove the internal door panel.
Door glass and internal door panel will drop
when door panel screws are removed.
FIGURE 2-6.
1. Hair Pin Clip
2. Door Strap Bolt
3. Strap Bracket
4. Wiring Harness
5. Panel Screws
6. Window Regulator
Mounting Screw
N2-10 Truck Cab 4/10 N02019
5. Before removing all door panel mounting
screws, support the panel to prevent the
assembly from dropping. Remove 15 mounting
screws (5).
NOTE: Remove panel screws across the top last.
6. Carefully lower the door panel a few inches.
Hold the glass at the top to prevent it from drop-
ping. Slide the door panel toward the cab to dis-
engage the window regulator roller (Figure 2-7)
from the track on the bottom of the glass. Slide
the panel away from the cab to disengage the
other top roller and lower roller from its tracks.
Place the panel out of the way after removal.
7. Remove two screws (Figure 2-8) holding the
roller track to the bottom of the door glass.
8. Support the glass in the door frame with support
block (1, Figure 2-9) as shown. Remove screws
(2) that hold the adapter for the window regula-
tor track.
FIGURE 2-7.
FIGURE 2-8.
FIGURE 2-9.
1. Support Block 2. Screws
N02019 4/10 Truck Cab N2-11
9. Remove the screw at the lower end of the win-
dow channels. It is necessary to pull the rubber
felt insert (2, Figure 2-10) out of the channel in
order to be able to remove the screws.
10. Remove the trim material covering the screws
holding the window frame to the door. Remove
screws (1, Figure 2-11) holding window frame to
the door.
NOTE: The screws along the bottom of the window
frame may be shorter than the screws along the top
and sides.
11. Lift door glass up in window frame (1, Figure 2-
12) so that it is near the top. While holding the
glass in place, tilt frame out at the top. Lift the
frame and glass straight up and out of door.
Bracket (2, Figure 2-12) at bottom of glass must
clear the door frame, if still on glass.
12. Move the window glass and frame to a work
area where the glass can be removed. Slide the
glass down and out of the window channels.
13. Before installing new window glass, inspect the
window frame. In each corner there is an L
shaped bracket (1, Figure 2-13) with two screws
in it to hold the corners of the frame together.
Check the screws to ensure that they are tight.
Also ensure that rubber felt insert (2, Figure 2-
10) in the window channels is in good condition.
Replace it if necessary.
FIGURE 2-10.
1. Screws 2. Rubber Felt Insert
FIGURE 2-11.
1. Screws
FIGURE 2-12.
1. Window Frame 2. Window Bracket
N2-12 Truck Cab 4/10 N02019
14. Slide the new window glass into the window
frame glass channels. Move the glass to the top
of the frame.
15. While holding the glass at the top of the frame,
lift the window frame and lower the assembly
into the door.
Ensure the one channel (5, Figure 2-14) which is
next to the door latch passes to the inside of the
latch assembly (4).
16. Lower the glass in the frame and support it with
a support block as shown in Figure 2-9.
17. Install screws (1, Figure 2-10) that secure the
window frame to the door frame.
The screws along the outer bottom of the window
frame may be shorter than the ones along the
sides and top. These screws must be used in this
area to prevent the window glass from being
scratched or cracked. See Figure 2-11.
18. Install the trim material over the top of screws
that hold the window frame to the door. Use a
flat blade screwdriver to assist with installing the
trim material. See Figure 2-15.
NOTE: Be careful not to cut the retainer lip on the
trim material.
FIGURE 2-13.
1. L Shaped Brackets
FIGURE 2-14.
1. Cap Screw & Nut
2. Mounting Screws -
Latch
3. Mounting Screw - Out-
side Door Handle
4. Latch Assembly
5. Window Frame
N02019 4/10 Truck Cab N2-13
19. Install the two screws that were removed in
Step 8. Ensure that the rubber felt insert is back
in place after the screws are installed.
20. Install the window regulator track bracket as
shown in Figure 2-7. Ensure that the nylon
bushings and gaskets are installed properly to
prevent damage to the glass.
21. Lift the window glass in the frame and install the
window regulator roller track onto the bracket
installed in Step 20. See Figure 2-8.
22. While holding the window glass as shown in
Figure 2-9 (a few inches from the top), install
the lower and upper regulator rollers in their
tracks. Start by moving the door panel (with the
window regulator) away from the cab just far
enough to allow the rollers to enter their tracks.
Then, with the rollers in the tracks, slide the
panel toward the cab. Move the panel just far
enough to allow the upper regulator roller to go
into the track on the bottom of the glass.
23. Lift up the door panel, regulator and glass to
align the screw holes in the panel with the holes
in the door frame. Install the screws that secure
the panel to the door frame.
24. Hook up the electrical connector for the window
regulator. Install the two capscrews that hold
the door strap bracket to the door frame.
25. Align the door check strap opening with the
holes in the bracket and install the bolt. Install
the hair pin clip. See Figure 2-6.
Replace Door Window Regulator
1. Perform Steps 1 through 6 in the procedure
Replacing the Door Glass.
2. Move the inner panel assembly to a work area.
3. Remove four mounting screws (6, Figure 2-6).
4. If replacing the motor assembly of the window
regulator, ensure that the worm gear on the
motor is engaged properly into the regulator
gear. Also, the regulator should be in the UP
position before replacing the motor assembly.
Ensure that the motor mounting screws are
tight.
5. If replacing the window regulator assembly, the
new regulator should be in the UP position
before being mounted.
6. Mount the window regulator to the inner panel
with the four mounting screws that were
removed in Step 3. Ensure that the screws are
tight.
FIGURE 2-15.
N2-14 Truck Cab 4/10 N02019
Replacing the Door Handle or Latch Assembly
The cab doors are equipped with serviceable latch
handle assemblies (inner and outer). If they become
inoperative, they should be replaced. The outer latch
handle assembly on each door has a key-operated
lock.
2. Remove cap screw and nut (1, Figure 2-14)
from the inside door handle.
3. Remove four mounting screws (2) for the latch.
Remove the latch assembly.
4. If replacing the latch assembly, proceed to Step
5.
If replacing the outside door handle, remove
three screws (3) that secure the handle to the
door panel.
Note: Only one screw is shown. The other two are
behind the latch assembly.
5. Install a new latch assembly and align the
mounting holes. Install four mounting screws (2,
Figure 2-14). Ensure that they are tight.
6. Align the inside door handle and install
capscrew and nut (3).
Replacing the Door and Door Hinge Seal
1. The door assembly seal has only three
members to it (sides and top) and is glued on
the door. This seal can be replaced by peeling
the seal away from the door frame. Then use a
suitable cleaner to remove the remaining seal
and glue material.
2. The area where the door seal mounts should be
free of dirt and oil. Spread or spray a glue which
is quick drying and waterproof onto the area
where the seal is to installed.
3. Install the seal so that the corners of the seal fit
up into the corners of door frame (3, Figure 2-
16).
4. Door hinge seal (2, Figure 2-17) is glued to the
hinge. Use the same procedure as above for
this seal.
N02019 4/10 Truck Cab N2-15
Removing the Door Opening Seal
1. Starting at the lower center of the door opening,
pull up on one end of the seal. The seal should
pull loose from the cab opening lip. Pull the seal
loose all the way around opening (1, Figures 2-
16 and 2-17).
2. Inspect the cab opening lip for damage, dirt,
and oil. Repair or clean the cab opening as nec-
essary. Remove all dirt and old sealant Ensure
that the perimeter of the opening is clean and
free of burrs.
Installation
1. Install the seal material around the door open-
ing in the cab. Start at the bottom center of the
cab opening and work the seal lip over the edge
of the opening. Go all the way around the open-
ing. Ensure that the seal fits tightly in the cor-
ners. A soft face tool may be used to work the
seal up into the corners.
2. Continue going all the way around the opening.
When the ends of the seal meet at the bottom
center of the cab opening, it may be necessary
to trim off some of the seal.
NOTE: The ends of the seal material need to be
square-cut to assure a proper fit.
3. Fit both ends so that they meet squarely. Then
while holding the ends together, push them
firmly into the center of the opening.
FIGURE 2-16.
1. Door Opening Seal 3. Door Assembly Seal
FIGURE 2-17.
1. Door Opening Seal 2. Door Hinge Seal
N2-16 Truck Cab 4/10 N02019
GLASS REPLACEMENT
Adhesive-bonded Windows

Recommended Tools/Supplies
Cold knife, pneumatic knife, or a piano wire
cutting device, long knife. Cutout tools are
available at an auto glass supply store.
Heavy protective gloves
Safety eyeglass goggles
Windshield adhesives, proper cleaners, primers
& application gun
SM2897 glass installation bumpers (6 - 7 per
window)
Window glass (Refer to Parts Catalog)
Recommended adhesives:
SikaTack Ultrafast or Ultrafast II (both heated).
Vehicle can be put into service in 4 hours under
optimum conditions. Heated adhesives require a
Sika approved oven to heat adhesive to 80 C
(176 F).
Sikaflex 255FC or Drive (unheated). Vehicle can
be put into service in 8 hours under optimum
conditions.
Sika Corporation
30800 Stephenson Hwy.
Madison Heights, MI 48071
Toll Free Number: 1-800-688-7452
Fax number: 248-616-7452
http://www.sika.com or
http://www.sikasolutions.com
Due to the severe duty application of off-highway
vehicles, the cure times listed by the adhesive
manufacturer should be doubled before a truck is
moved. If the cure time is not doubled, vibration
or movement from a moving truck will weaken
the adhesive bond before it cures, and the glass
may fall off the cab.
If another adhesive manufacturer is used, be cer-
tain to follow that manufacturer's instructions for
use, including the use of any primers, and double
the allowances for proper curing time.
Replacement Procedure
The first concern with all glass replacement is
SAFETY! Wear heavy protective gloves and
safety eyeglass goggles when working with
glass.
1. Use a cut-out tool to slice into the existing ure-
thane adhesive and remove the window.
2. Carefully clean and remove all broken glass
chips from any remaining window adhesive.
The surface should be smooth and even. Use
only clean water.
NOTE: Removal of all old adhesive is not required;
just enough to provide an even bedding base.
3. Use a long knife to cut the remaining urethane
from the opening, leaving a bed 2 - 4 mm (0.08 -
0.15 in.) thick. If the existing urethane is loose,
completely remove it. Leave the installation
bumpers in place, if possible.
4. Clean the metal with Sika Aktivator. Allow it to
dry for ten minutes. Then paint on a thin coat of
Sika Primer 206G+P and allow it to dry for ten
minutes.
5. Using only the new side window(s) which are to
be bonded in place, center the new glass over
the opening in the cab. Use a permanent
marker to mark on the cab skin along all the
edges of the new glass that is to be installed. All
edges must be marked on the cab in order to
apply the adhesive in the proper location.
6. Use Sika Primer 206G+P to touch up any bright
metal scratches on the metal frame of the truck.
Do not prime the existing urethane bed. Allow it
to dry for ten minutes.
7. Use a clean, lint free cloth to apply Sika
Aktivator to the black ceramic Frit surrounding
the new window. Use a clean, dry cloth and
wipe off the Sika Aktivator. Allow it to dry for ten
minutes.
N02019 4/10 Truck Cab N2-17
8. For the side windows, use six or seven glass
installation bumpers (SM2897). Space them
equally around the previously marked glass
perimeter, approximately 19 mm (0.75 in.)
inboard from where the edge of the glass will be
when it is installed.
NOTE: Be careful not to place the adhesive too far
inboard, as it will make any future glass replacement
more difficult.
9. Apply a continuous, even bead of adhesive
(approximately 10 mm (0.38 in.) in diameter) to
the cab skin at a distance of 13 - 16 mm (0.50 -
0.63 in.) inboard from the previously marked
final location of the glass edges from Step 4.
10. Immediately install the glass. Carefully locate
the glass in place with the black masking side
toward the adhesive. Press firmly, but not
abruptly, into place to ensure that the glass is
properly seated. Do not pound the glass into
place.
11. Use a wooden prop and duct tape to hold the
glass in place for at least two hours or double
the adhesive manufacturers curing time, which-
ever time is longer.
NOTE: Do not allow the truck to move until double
the cure time for the adhesive has passed.
Otherwise, vibration or movement from a moving
truck will weaken the adhesive bond and the glass
may fall off the cab.
Be certain to follow all the adhesive manufac-
turer's instructions for use, including full allow-
ances for proper curing time. The curing time
may be as long as 48 hours (24 hours for some
adhesives, then double it) before a truck can be
driven.
12. Remove tape or prop from glass after the cure
time has expired.
N2-18 Truck Cab 4/10 N02019
WINDSHIELD & REAR GLASS
NOTE: Two people are required to remove and install
the windshield or rear glass. One person inside the
cab, and the other person on the outside.
Special tools are available from local tool suppliers
that are helpful in removing and installing automotive
glass.
Removal
1. If the windshield is to be replaced, lift the wind-
shield wiper arms out of the way.
2. Starting at the lower center of the glass, pull out
weatherstrip locking lip (2, Figure 2-18 or 2-19).
Use a non-oily rubber lubricant and a screw-
driver to release the locking lip.
3. Remove glass (1) from weatherstrip (3) by
pushing it out from inside the cab.
4. Clean all dirt and old sealant from the weather-
strip grooves. Ensure that the perimeter of the
window opening is clean and free of burrs.
Installation
1. If the weatherstrip that was previously removed
is broken, weathered, or damaged in any way,
install a new rubber weatherstrip.
NOTE: Using a non-oily rubber lubricant on the
weatherstrip material and cab opening will make the
following installation easier:
a. Install weatherstrip (3, Figure 2-18 or 2-19)
around the window opening. Start with one
end of the weatherstrip at the center, lower
part of the window opening and press the
weatherstrip over the edge of the opening.
b. Continue installing the weatherstrip all
around the opening. When the ends of the
weatherstrip meet at the lower, center part of
the window opening, there must be 12.7 mm
(0.5 in.) of overlapping material.
NOTE: The ends of the weatherstrip material need to
be square-cut to assure a proper fit.
c. Lift both ends so that they meet squarely.
Then, while holding the ends together, force
them back over the lip of the opening.
2. Lubricate the groove of the weatherstrip where
the glass is to be seated.
3. Lower the glass into the groove along the bot-
tom of the window opening.
4. Two people should be used for glass installa-
tion. Have one person on the outside of the cab
pushing in on the glass against the opening,
while one person on the inside uses a soft flat
tool (such as a plastic knife) to work the weath-
erstrip over the edge of the glass all the way
around.
FIGURE 2-18. Front Windshield
1. Glass
2. Locking Lip
3. Weatherstrip Material
4. Sheet Metal
N02019 4/10 Truck Cab N2-19
5. After the glass is in place, go around the weath-
erstrip and push in on the locking lip (2, Figure
2-18 or 2-19) to secure the glass in the weather-
strip.
6. If windshield was being replaced, lower wind-
shield wiper arms/blades back to the glass.
FIGURE 2-19. Rear Window
1. Glass
2. Locking Lip
3. Weatherstrip Material
4. Sheet Metal
N2-20 Truck Cab 4/10 N02019
NOTES:
N03032 Heater/Air Conditioner N3-1
SECTION N3
CAB COMPONENTS
INDEX
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WIPER ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WIPER LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
PASSENGER SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
SEAT BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-9
N3-2 Heater/Air Conditioner N03032
NOTES
CAB COMPONENTS
WINDSHIELD WIPERS
The windshield wipers are operated by a 24 volt elec-
tric motor. The wipers can be adjusted for a variable
intermittent delay or a constant low or high speed by
the switch mounted on the turn signal lever.
WIPER MOTOR
Removal
1. Remove the large access panel from the front
of the cab.
2. Disconnect the wiper motor harness connector.
3. While holding the linkage stationary, remove nut
(10, Figure 4-1) and disconnect the linkage from
the motor.
4. Remove three cap screws (6) with washers
attaching the wiper motor to plate (5). Remove
the motor assembly.
Installation
1. Place wiper motor (1, Figure 4-1) into position
on plate (5).
2. Install three cap screws (6) with flat washers (7)
and lock washers (8). Tighten the cap screws to
8 - 9 Nm (71 - 79 in. lb).
3. Align the motor output shaft with the wiper link-
age. Install nut (10) and while holding the link-
age stationary, tighten the nut to 22 - 24 Nm
(16 - 18 ft lb).
4. Reconnect the wiper motor harness connector.
5. Verify the wipers operate properly and park in
the proper position. Refer to Figure 4-3.
WIPER ARM
Removal
1. Note the parked position of wiper arm (1, Figure
4-2).
2. Lift the wiper arm cover and remove nut (2) and
washer (3).
3. Disconnect the washer hose, and remove wiper
arm (1).
FIGURE 3-1. WINDSHIELD WIPER INSTALLATION
1. Wiper Motor
2. Cap Screw
3. Flat Washer
4. Lock Washer
5. Plate
6. Cap Screw
7. Flat Washer
8. Lock Washer
9. Linkage
10. Nut
FIGURE 3-2. WIPER ARM DETAIL
1. Wiper Arm
2. Nut
3. Spring Washer
4. Cap
5. Washer
6. Nut
Installation
1. Place wiper arm (1, Figure 4-2) into the position
noted during removal. Install washer (3) and nut
(2). Tighten the nut to 16 - 20 Nm (142 - 177 in.
lb). Close the cover.
2. Connect the washer hose to the wiper arm.
3. Ensure the wipers arms operate properly and
park in the proper position after installation is
complete. Refer to Figure 4-3.
WIPER LINKAGE
Removal
1. Remove the wiper arms. Refer to Wiper Arm
Removal in this section.
2. Remove wiper retainer (8, Figure 4-3) and dis-
connect the wiper linkage from the wiper motor
drive arm.
3. Remove nut (6, Figure 4-2) and washer (5) from
each wiper shaft.
4. Remove cap screws (3, Figure 4-3) with wash-
ers.
5. Remove wiper assembly from cab.
Installation
1. Place the wiper assembly into position in the
wiper compartment.
2. Install cap screws (3, Figure 4-3) with lock
washers (4) and flat washers (5) and tighten
cap screws.
3. Install washer (5, Figure 4-2) and nut (6) on
each wiper shaft and tighten finger-tight.
Tighten the nuts to 18 - 20 Nm (160 - 177 in.
lb). DO NOT overtighten. The threads on the
shafts are easily stripped when improperly tight-
ened. Install cap (4) over nut (6).
4. Align the linkage and attach to the wiper motor
drive arm using retainer (8, Figure 4-3).
NOTE: When the motor is parked, the drive arm will
be in the 3 oclock position as shown in Figure 4-3.
5. Install the wiper arms. Refer to Wiper Arm
Installation. Ensure the wipers arms operate
properly and park in the proper position after
installation is complete.
FIGURE 3-3. PARK POSITION
A. Park Position (7)
1. Wiper Motor
2. Wiper Blade
3. Cap Screw
4. Lock Washer
5. Flat Washer
6. Wiper Arm
7. Nozzle
8. Retainer
9. Hose
WINDSHIELD WASHER
Operation
The windshield washer, mounted on the right side of
the hydraulic components cabinet behind the cab,
has a 3.8 liter (1 gal) plastic reservoir (1, Figure 4-4)
with a 24 volt electric pump (2).
The washer is controlled by the windshield wiper
switch mounted on the turn signal lever. When the
switch is activated, washing solution is pumped
through outlet hose (3) and fed to a jet located in
each of the windshield wiper arms.
Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump
from the control switch. If the pump is inoperable,
replace it with a new pump assembly.
Note: The pump is only available as an assembly
and cannot be repaired.
FIGURE 3-4. WINDSHIELD WASHER FLUID
RESERVOIR AND PUMP
1. Reservoir
2. Pump
3. Outlet Hose
4. Filler Cap
OPERATOR SEAT (STANDARD SEAT)
The operator's seat provides a fully adjustable cush-
ioned ride for driver comfort and easy operation.
Adjustment
The following adjustments must be made while sitting
in the seat. Refer to Figure 3-5.
1. Headrest - Move headrest (1) up, down, fore,
or aft to the desired position.
2. Seat Height - Push and hold switch (2) to
adjust the height of the seat. Release the switch
when the desired height is reached.
Optimum ride height is obtained when the
suspension is at the middle of its stroke. To
properly adjust, raise the seat to its highest
level. Then, lower the seat approximately 51
mm (2 in.) to the middle of the suspension
stroke.
3. Lumbar Support - Move dial (3) to adjust the
lumbar support to the desired position.
4. Armrest Tilt - Rotate adjusting knob (4) until
the armrest is in desired position.
5. Seat Belt - The operator must always have seat
belt (5) buckled and properly adjusted when-
ever the truck is being operated.
6. Backrest Recline - Lift handle (6) to select the
desired backrest recline. Release the handle to
set the position.
7. Fore/Aft Location of Seat Cushion - Lift and
hold lever (7) and move the seat cushion to a
comfortable position. Release the lever to lock
the position adjustment.
8. Suspension Dampener - Adjust suspension
dampener (8) to obtain the desired stiffness of
the adjustable shock absorber. Move the lever
upward to stiffen the absorbency of the shock.
Move the lever downward to soften the ride.
Five detented settings are available.
NOTE: This seat contains a fixed rate shock
absorber in addition to the adjustable shock
absorber that is controlled by the suspension
dampener.
9. Seat Cushion Tilt - Lift and hold lever (9) and
tilt the seat cushion to a comfortable position.
Release the lever to lock the position adjust-
ment.
10. Fore/Aft Location of Seat - Lift and hold lever
(10) and move the seat to a comfortable height.
Release the lever to lock the height adjustment.
NOTE: The seat compressor must be allowed to cool
down for ten minutes for every one minute of
continuous operation. The compressor must not be
operated continuously for more than three minutes.
FIGURE 3-5. OPERATORS SEAT ADJUSTMENT
CONTROLS
1. Headrest
2. Seat Height
3. Lumbar Support
4. Armrest Tilt
5. Seat Belt
6. Backrest Recline
7. Seat Cushion Fore
and Aft
8. Suspension Dampener
9. Seat Tilt
10. Fore and Aft
Inspection
1. Inspect the seat for wear or damage. Replace
worn or damaged parts on the seat.
2. Inspect the seat belts and buckles for proper
operation. Also check for worn or frayed fabric.
Replace all worn or damaged parts.
3. Inspect the date of manufacture on the seat
belt. If the seat belt is over five years old,
replace the seat belt. Or, if the seat belt has
been in service for more than three years,
replace the seat belt.
4. Inspect the seat tethers. If worn or damaged,
replace the tethers.
Do not remove the handrail from the deck to
allow room to remove the operator seat from the
cab. Remove the cab door to gain clearance for
seat removal. There is a risk to personnel of fall-
ing if the handrail is removed.
Removal
1. Disconnect the door stop strap so the door can
swing open wider. If necessary, remove the
door from the cab to allow room to remove the
seat. Refer to the index in this chapter for door
removal instructions.
2. Remove cotter pins (5, Figure 3-6) so that seat
belt tethers (6) can be disconnected from the
eye bolts in the cab floor.
3. Disconnect seat harness (7) at the cab floor.
4. Remove cap screws (2), flat washers (3) and
lock washers (4) that secure the riser to the
floor.
5. The seat weighs approximately 58 kg (128 lb).
Remove the seat from the cab. Then use a suit-
able lifting device to lift the seat from the deck
down to the ground. Do not lift the seat by using
the arm rests, as they could be damaged.
Installation
Use a suitable lifting device to lift the seat from
the ground up to the deck. Place seat assembly
in position in the cab.
2. Install cap screws (2), flat washers (3) and lock
washers (4) that secure the riser to the floor.
Tighten the cap screws to the standard torque.
3. Connect seat harness (7).
4. Fasten seat belt tethers (6) to eye bolts in the
cab floor. Install cotter pins (5).
5. If the door was removed, install the door. Refer
to the index in this chapter for door installation
instructions.
FIGURE 3-6. SEAT INSTALLATION
1. Seat Assembly
2. Cap Screw
3. Flat Washer
4. Lock Washer
5. Cotter Pin
6. Seat Belt Tether
7. Seat Harness
PASSENGER SEAT (STANDARD SEAT)
Inspection
1. Inspect the seat for wear or damage. Replace
worn or damaged parts on the seat.
2. Inspect the seat belts and buckles for proper
operation. Also check for worn or frayed fabric.
Replace all worn or damaged parts.
3. Inspect the date of manufacture on the seat
belt. If the seat belt is over five years old,
replace the seat belt. Or, if the seat belt has
been in service for more than three years,
replace the seat belt.
4. Inspect the seat tethers. If worn or damaged,
replace the tethers.
Removal
1. Disconnect the door stop strap so the door can
swing open wider.
2. Remove cotter pins (3, Figure 3-7) so that seat
belt tethers (2) can be disconnected from the
eye bolts in the cab floor.
3. Remove cap screws (4), flat washers (6) and
lock washers (5) that secure the riser to the
floor.
Remove the seat from the cab. Then use a suit-
able lifting device to lift the seat from the deck
down to the ground.
Installation
Use a suitable lifting device to lift the seat from
the ground up to the deck. Place seat assembly
in position in the cab.
2. Install cap screws (4), flat washers (6) and lock
washers (5) that secure the riser to the floor.
Tighten the cap screws to the standard torque.
3. Fasten seat belt tethers (2) to eye bolts in the
cab floor. Install cotter pins (3).
4. Install the door stop strap. The strap has three
holes on each end for adjustment of how wide
the door can swing open. Install the pin in the
door stop strap where desired.
5. If disconnected, route power window wires
through the loop in the bottom of the door stop
strap.
FIGURE 3-7. PASSENGER SEAT INSTALLATION
1. Seat Assembly
2. Seat Belt Tether
3. Cotter Pin
4. Cap Screw
5. Lock Washer
6. Flat Washer
SEAT BELT
Inspect the date of manufacture on the seat belt. If
the seat belt is over five years old, replace the seat
belt. Or, if the seat belt has been in service for more
than three years, replace the seat belt.
Removal
1. Remove cap screw, flat washer and nut (4, Fig-
ure 3-8). Then remove shoulder belt retractor
(1).
2. Recline back of seat forward. Remove screws
(5, Figure 3-9). Then remove pad (4).
3. Remove nut (6), cap screw (2) and then spacer
(3). Place loose shoulder belt on seat cushion.
4. Remove cap screw (8), seat belt retractor (10),
flat washer (7) and tether (9) and from seat. It
may be necessary to also remove cap screws
(2, Figure 3-8) and nuts and bracket (3).
Remove seat belt and shoulder belt from seat.
5. Remove cap screw (12, Figure 3-9) and remove
seat belt buckle (11) and the other tether.
Installation
1. Install tether and seat belt buckle (11, Figure 3-
9) to seat with cap screw (12). Tether belt is to
be positioned at 45 degree angle. Tighten cap
screw (12) to 68 Nm (50 ft lb).
2. If required, install bracket (3, Figure 3-8) with
cap screws (2) and nuts. Tighten cap screws to
47 Nm (35 ft lb).
3. Install seat belt retractor (10, Figure 3-9) and
tether (9) using flat washer (7) and cap screw
(8). Tether belt is to be positioned at 45 degree
angle. Tighten cap screw (8) to 68 Nm (50 ft
lb).
FIGURE 3-8. SHOULDER BELT
1. Shoulder Belt
Retractor
2. Cap Screw
3. Bracket
4. Cap Screw, Nut,
Flat Washer
FIGURE 3-9. SEAT BELTS
1. Seat
2. Cap Screw
3. Spacer
4. Pad
5. Screws
6. Nut
7. Flat Washer
8. Cap Screw
9. Tether
10. Seat Belt Retractor
11. Seat Belt Buckle
12. Cap Screw
4. While installing the top shoulder belt bracket,
ensure that the seat belt is not twisted. Install
the top shoulder belt bracket to upright support
with cap screw (2) and nut (6), with spacer (3)
inside the support. Tighten nut to 68 Nm (50 ft
lb).
5. Install top pad (4) to support bar with screws
(5).
6. Ensure the shoulder belt is not twisted. Slowly
extend the shoulder belt and install shoulder
belt retractor (1, Figure 3-8) to bracket (3).
Install cap screw, nut and flat washer (4).
Tighten nut to 68 Nm (50 ft lb).
7. Test the seat belt function by buckling and
unbuckling the seat belt, and fully extending it.
Also, rapidly pull on the shoulder belt to check
the locking function. Remove the cardboard
warning tag from the belt.
N04040 Operator Comfort N4-1
SECTION N4
OPERATOR COMFORT
INDEX
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
HEATER / AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Fan Speed Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Air Flow Directional Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fuse and Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Relays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Cab Air Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
ENVIRONMENTAL IMPACT OF AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
AIR CONDITIONING FOR OFF-HIGHWAY VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
AIR CONDITIONER SYSTEM COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Compressor Clutch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Trinary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13
SYSTEM SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14
SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Recovery/Recycle Station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Installing Manifold Gauge Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
N4-2 Operator Comfort N04040
SYSTEM PERFORMANCE TEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19
SYSTEM OIL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Checking System Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
REFRIGERANT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM LEAK TESTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Soap and Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
RECOVERING AND RECYCLING THE REFRIGERANT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Draining Oil from the Previous Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Performing the Recovery Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Performing the Recycling Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Evacuating and Charging the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
A/C DRIVE BELT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Pulley Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Belt Tension Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
COMPONENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Hoses and Fittings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Accumulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
CHARGING THE A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34
PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-40
OPERATOR COMFORT
HEATER / AIR CONDITIONER
The heater/air conditioner compartment contains
heater/air conditioner controls and some of the
heater/air conditioner components, such as the
blower motor assembly and the heater coil. Optimum
cab air climate can be selected by using the following
controls in various combinations.
Fan Speed Control Knob
Fan speed control knob (1, Figure 4-1) is provided to
control the cab air fan motor. The fan motor is a 3-
speed motor (low, medium and high). Speeds are
selected by rotating the control knob clockwise to the
desired position. OFF is in the full counter-clockwise
position. The control knob must be switched ON for
the air conditioner to function.
Temperature Control Knob
Temperature control knob (2, Figure 4-1) allows the
operator to select a comfortable air temperature.
The control knob determines the operation of the air
conditioning and heater modes.
Rotating the control knob counter-clockwise (blue
zone (3)) will cause the A/C compressor to operate
and result in cooler air temperatures. Full counter-
clockwise position is the coldest air setting.
Rotating the control knob clockwise (red zone (4))
will affect coolant flow through the heater core and
result in warmer air temperatures. The full clockwise
position is the warmest heater setting.
Air Flow Directional Knob
Air flow directional knob (5, Figure 4-1) controls the
direction of airflow as follows:

Provides airflow to floor vents, only.
Provides airflow to upper vents and floor
vents.
Provides airflow to upper vents, only.
Defrost - Provides dehumidified air to the
windshield.
windshield as well as to floor vents.
FIGURE 4-1. A/C & HEATER CONTROLS
1. Fan Speed Control
Knob
2. Temperature Con-
trol Knob
3. Blue Zone
4. Red Zone
5. Air Flow Directional
Knob
6. Vents
Heater/Air Conditioner Vents
Heater/air conditioner vents (6, Figure 4-1) may be
rotated 360. There are three vents in the heater/air
conditioner compartment, four vents across the top of
the instrument panel, and one vent each in the RH
and LH instrument panels. There are also an addi-
tional four vents under the instrument panel. Air flow
through the vents is controlled by manually opening,
closing or turning the louvers.
COMPONENTS
Figure 4-2 and Figure 4-4 illustrate both the heater
system and air conditioning system parts contained
in the cab mounted enclosure. Refer to the air condi-
tioning system topics later in this section for addi-
tional information regarding air conditioning system
components, maintenance and repair.
Fuse and Circuit Breaker
Before attempting to troubleshoot the electrical circuit
in the heater enclosure, turn the key switch ON and
verify that the fuse is not burned out. Refer to the
electrical schematic for more detailed information.
Relays
Three relays (8, Figure 4-2) control the damper
doors, A/C compressor clutch, temperature control
switch, water (heater) valve and the actuator motors.
Heater Core
Heater core (2, Figure 4-4) receives engine coolant
through water valve (33) when heat is selected. If
temperature control knob (2, Figure 4-1) is placed in
between the red and blue area, or turned counter-
clockwise to the blue area, coolant flow should be
blocked.
If temperature control knob (2) and water valve (33,
Figure 4-4) appear to be working properly, yet no
heat is apparent in heater core (2), the core may be
restricted. Remove and clean or replace the core.

FIGURE 4-2. CAB HEATER/AIR
CONDITIONER COMPONENTS
1. Enclosure
2. Water (Heater) Valve
3. A/C Refrigerant Hoses
4. Water Outlet (To Engine)
5. Water Inlet (From Engine Water Pump
6. Evaporator Core
7. Heater Core
8. Relays
Fan Motor And Speed Control
Fan speed is controlled by the position of the fan
speed control knob (1, Figure 4-1).
If blower assembly (3, Figure 4-4) does not operate
at any of the speed selections, verify that battery
voltage is available at the switches and relay. Refer
to the electrical schematic in Section R. If voltage is
present, the blower assembly is probably defective
and should be removed and replaced.
Actuators
Two rotary actuator motors (9, Figure 4-4) are
installed inside the heater housing and are used to
actuate the damper doors for the following:
Defroster outlet
Bi-level or floor outlets
A failure to switch one of the above modes of
operation may be caused by a faulty actuator.
Visually inspect damper doors (35, 36) and the
linkage for the function being diagnosed. Ensure that
the damper door is not binding or obstructed,
preventing movement from one mode to the other.
Verify that 24 VDC is present at the actuator when air
flow directional knob (5, Figure 4-1) is moved
through its various positions of operation.
If the correct voltages are present during operation of
the switch, disconnect the actuator from the damper
door and verify that actuator force is comparable to a
known (new) actuator. If it is not, install a new
actuator.
Cab Air Filter
Recirculation air filter (5, Figure 4-4) and fresh air fil-
ter (2, Figure 4-3) in the front access panel of the cab
need periodic cleaning to prevent restrictions in air
circulation. Restricted filters will decrease the perfor-
mance of the heater and air conditioner. The recom-
mended interval for cleaning and inspection is 250
hours, but in extremely dusty conditions the filters
may need daily service and inspection, especially the
outer panel filter on the cab shell. The filter elements
should be cleaned with water and dried in a dust free
environment before reinstallation. Replace the filter
element every 2000 hours, or sooner if inspection
indicates a clogged or damaged filter.
FIGURE 4-3. CAB FILTER LOCATION
1. Access Cover 2. Cab Filter
FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY
1. Evaporator Core
2. Heater Core
3. Blower Assembly
4. Outer Recirculation
Grille
5. Recirculation Filter
6. Inner Recirculation
Grille
7. Expansion Block Valve
8. Relay
9. Actuator
10. Louver
11. Thermostat
12. LH Seal
13. Front Seal
14. Top Seal
15. Screw
16. Screw
17. Cover
18. Knob
19. Seal
20. Foam
21. Foam
22. Bracket
23. Case
24. Bracket
25. Control Panel Harness
26. Main Unit Harness
27. Seal
28. Screw
29. Screw
30. Bulb
31. Pivot Bushing
32. Punched Strip
33. Water Valve
34. Drive Adapter
35. Damper Door (Up)
36. Damper Door (Side)
37. Punched Strip
38. Punched Strip
39. Blower Retainer
40. Control Panel
41. Grommet
42. Duct Adapter
FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM
1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit Breaker
5. Blower
6. Temperature Sensor
7. Evaporator
8. Expansion Valve
9. Suction Line
10. Test Gauges & Manifold
11. Compressor
12. Refrigerant Container
13. Magnetic Clutch
14. Compressor Drive Pulley
15. Receiver-Drier
16. Discharge Line
17. Condenser
18. Accumulator
ENVIRONMENTAL IMPACT OF AIR
CONDITIONING
Environmental studies have indicated a weakening of
the earths protective Ozone (O
3
) layer in the outer
stratosphere. Chloro-flouro-carbon compounds
(CFCs), such as R-12 refrigerant (Freon), commonly
used in mobile equipment air conditioning systems,
have been identified as a possible contributing factor
of the Ozone depletion.
Consequently, legislative bodies in more than 130
countries have mandated that the production and
distribution of R-12 refrigerant be discontinued after
1995. Therefore, a more environmentally-friendly
hydro-flouro-carbon.
(HFC) refrigerant, commonly identified as HFC-134a
or R-134a, is being used in most current mobile air
conditioning systems. Additionally, the practice of
releasing either refrigerant to the atmosphere during
the charging/recharging procedure is prohibited.
These restrictions require the use of equipment and
procedures which are significantly different from
those traditionally used in air conditioning service
techniques. The use of new equipment and tech-
niques allows for complete recovery of refrigerants,
which will not only help to protect the environment,
but through the recycling of the refrigerant will pre-
serve the physical supply, and help to reduce the
cost of the refrigerant.
AIR CONDITIONING FOR OFF-HIGHWAY
VEHICLES
Mining and construction vehicles have unique char-
acteristics of vibration, shock-loading, operator
changes, and climate conditions that present differ-
ent design and installation problems for air condition-
ing systems. Off-highway equipment, in general, is
unique enough that normal automotive or highway
truck engineering is not sufficient to provide the reli-
ability to endure the various work cycles encoun-
tered.
The cab tightness, insulation, and isolation from heat
sources is very important to the efficiency of the sys-
tem. 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 compo-
nents is important. Dust or dirt collected in the con-
denser, 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
maintenance at regular intervals on vehicle Air Con-
ditioning (A/C) systems. (Cleaning, checking belt
tightness, and operation of electrical components).
PRINCIPLES OF REFRIGERATION
A brief review of the principles of air conditioning is
necessary to relate the function of the components,
the technique of troubleshooting and the corrective
action necessary to put the A/C unit into top operat-
ing efficiency.
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 com-
pletely controlled cab environment. The circulation of
air must be a directed flow. The cab must be sealed
against seepage of ambient air. The cab interior must
be kept free of dust and dirt which, if picked up in the
air system, will clog the intake side of the evaporator
coil.
Air Conditioning
Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of tempera-
ture, humidity, cleanliness, and circulation of air. In
the broad sense, a heating unit is as much an air
conditioner as is a cooling unit. The term air condi-
tioner is commonly used to identify an air cooling
unit. To be consistent with common usage, the term
air conditioner will refer to the cooling unit utilizing
the principles of refrigeration; sometimes referred to
as the evaporator unit.
Refrigeration - The Act Of Cooling
There is no process for producing cold; there is
only heat removal.
Heat always travels toward cooler temperatures.
This principle is the basis for the operation of a
cooling unit. As long as one object has a
temperature lower than another, this heat transfer
will occur.
Temperature is the measurement of the intensity
of heat in degrees. The most common measuring
device is the thermometer.
All liquids have a point at which they will turn to
vapor. Water boiling is the most common
example of heating until vapor is formed. Boiling
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not
increase in temperature once brought to a boil.
The heat energy is used in the vaporization
process. The boiling point of a liquid is directly
affected by pressure. By changing pressure, we
can control the boiling point and temperature at
which a vapor will condense. When a liquid is
heated and vaporizes, the gas will absorb heat
without changing pressure.
Reversing the process, when heat is removed
from water vapor, it will return to the liquid state.
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on
the cooler object.
Refrigerant - Only R-134a should be used in the
new mobile systems which are designed for this
refrigerant.
The Refrigeration Cycle
In an air conditioning system, the refrigerant is circu-
lated under pressure through the five major compo-
nents 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 pres-
sure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressur-
izes the heat laden refrigerant and forces it through
the discharge valve (high side) on to the condenser.
Ambient air, passing through the condenser removes
heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the receiver drier
where impurities are filtered out, and moisture
removed. This component also serves as the tempo-
rary storage unit for some liquid refrigerant.
The liquid refrigerant, still under high pressure, then
flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
refrigerant passes through the valve, it becomes a
low temperature, low pressure liquid and saturated
vapor. This causes the refrigerant to become cold.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator,
adding to the cooling. The hot, humid air of the cab is
pulled through the evaporator by the evaporator
blower. Since the refrigerant is colder than the air, it
absorbs the heat from the air producing cool air
which is pushed back into the cab. The moisture in
the air condenses upon movement into the evapora-
tor and drops into the drain pan from which it drains
out of the cab.
Refrigerant leaving the evaporator enters the accu-
mulator. The accumulator functions as a sump for liq-
uid refrigerant in the system. Because of its design,
the accumulator only allows vaporized refrigerant to
return to the compressor, preventing compressor
slugging from occurring. Desiccant is located at the
bottom of the accumulators to remove moisture that
is trapped in the system.
The cycle is completed when the heated low pres-
sure gas is again drawn into the compressor through
the suction side.
This simplified explanation of the principles of refrig-
eration does not call attention to the fine points of
refrigeration technology. Some of these will be cov-
ered in the following discussions of the components,
controls, and techniques involved in preparing the
unit for efficient operation.
AIR CONDITIONER SYSTEM
COMPONENTS
Compressor (Refrigerant Pump)
The compressor is where the low pressure side of
the system changes to high pressure. It concentrates
the refrigerant returning from the evaporator (low
side) creating high pressure and a temperature much
higher than the outside air temperature. The high
temperature differential between the refrigerant and
the outside air is necessary to aid rapid heat flow in
the condenser from the hot refrigerant gas to much
cooler outside air.
To create high pressure concentration, the compres-
sor 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,
receiver-drier and connecting hoses to the expansion
valve.
The compressor is driven by the engine through a v-
belt driving an electrically operated clutch mounted
on the compressor drive shaft.
Service Valves
Quick-connect hose end fittings with integral service
valves attach to system service ports for servicing
the unit. A manifold gauge set is connected into the
system at the service valve ports and all procedures,
such as discharging, evacuating and charging the
system, are performed through the service valves.
Condenser
The condenser receives the high pressure, high-tem-
perature 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 cool-
ing of the refrigerant changes the vapor to liquid.
Heat exchange is accomplished using cooler air flow-
ing through the condenser. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The radi-
ator fan moves more than 50% of condenser air flow
unless travel speed is at least 25 mph.
Ram air condensers depend upon the vehicle move-
ment to force a large volume of air past the fins and
tubes of the condenser. The condenser is usually
located in front of the radiator or on the roof of the
truck.
Condensing of the refrigerant is the change of state
of the refrigerant from a vapor to a liquid. The action
is affected by the pressure of the refrigerant in the
coil and air flow through the condenser. Condensing
pressure in an A/C system is the controlled pressure
of the refrigerant which affects the temperature at
which it condenses to liquid, giving off large quanti-
ties of heat in the process. The condensing point is
sufficiently high to create a wide temperature differ-
ential between the hot refrigerant vapor and the air
passing over the condenser fins and tubes. This dif-
ference permits rapid heat transfer from the refriger-
ant to ambient air.
Receiver-Drier
The receiver-drier is an important part of the air con-
ditioning system. The drier receives the liquid refrig-
erant from the condenser and removes any moisture
and foreign matter present which may have entered
the system. The receiver section of the tank is
designed to store extra refrigerant until it is needed
by the evaporator. The storage of this refrigerant is
temporary and is dependent on the demand of the
expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers.
The receiver-drier is also equipped with a sight glass
and a moisture indicator. The sight glass can give a
good indication of the charge of the system. If the
sight glass is not clear, the system is low on refriger-
ant.
The moisture indicator is a device to notify service
personnel that the drier is full of moisture and must
be replaced. The indicator is blue when the compo-
nent is free from moisture. When the indicator turns
beige or tan, the drier must be replaced.
Expansion Block Valve
The expansion block valve controls the amount of
refrigerant entering the evaporator coil. Both inter-
nally and externally equalized valves are used.
The expansion valve is located near the inlet of the
evaporator and provides the functions of throttling,
modulating, and controlling the liquid refrigerant to
the evaporator coil.
The refrigerant flows through a restriction creating a
pressure drop across the valve. Since the expansion
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the
valve is warm to hot high pressure liquid; exiting it is
low pressure liquid and gas. The change to low pres-
sure allows the flowing refrigerant to immediately
begin changing to gas as it moves toward the evapo-
rator. This produces the desired cooling effect.
The amount of refrigerant metered into the evapora-
tor varies with different heat loads. The valve modu-
lates 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 open-
ing 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 pres-
sure and temperature control in the evaporator.
This system uses an internally equalized, block type
expansion valve. With this type valve, the refrigerant
leaving the evaporator coil is also directed back
through the valve so the temperature of the refriger-
ant is monitored internally rather than by a remote
sensing bulb. The expansion valve is controlled by
both the temperature of the power element bulb and
the pressure of the liquid in the evaporator.
NOTE: It is important that the sensing bulb, if
present, is tight against the output line and protected
from ambient temperatures with insulation tape.
Accumulator
As the accumulator receives vaporized refrigerant
from the evaporator, moisture and/or any residual liq-
uid refrigerant is collected at the bottom of the com-
ponent. The moisture is absorbed by the desiccant
where it is safely isolated from the rest of the system.
The storage of the liquid refrigerant is temporary.
When the liquid vaporizes into a gas it will be pulled
from the bottom of the accumulator into the compres-
sor. This process not only allows the accumulator to
act as a storage device, but also protects the com-
pressor from liquid slugging.
The low side service port is also located on the accu-
mulator.
Evaporator
The evaporator cools and dehumidifies the air before
it enters the cab. Cooling a large area requires that
large volumes of air be passed through the evapora-
tor coil for heat exchange. Therefore, a blower
becomes a vital part of the evaporator assembly. It
not only draws heat laden air into the evaporator, but
also forces this air over the evaporator fins and coils
where the heat is surrendered to the refrigerant. The
blower forces the cooled air out of the evaporator into
the cab.
Heat exchange, as explained under condenser oper-
ation, depends upon a temperature differential of the
air and the refrigerant. The greater the temperature
differential, the greater will be the amount of heat
exchanged between the air and the refrigerant. A
high heat load condition, as is generally encountered
when the air conditioning system is turned on, will
allow rapid heat transfer between the air and the
cooler refrigerant.
The change of state of the refrigerant in and going
through the evaporator coil is as important as that of
the air flow over the coil.
All or most of the liquid that did not change to vapor
in the expansion valve or connecting tubes boils
(expands) and vaporizes immediately in the evapora-
tor, becoming very cold. As the process of heat loss
from the air to the evaporator coil surface is taking
place, any moisture (humidity) in the air condenses
on the cool outside surface of the evaporator coil and
is drained off as water.
At atmospheric pressure, refrigerant boils at a point
lower than water freezes. Therefore, the temperature
in the evaporator must be controlled so that the water
collecting on the coil surface does not freeze on and
between the fins and restrict air flow. The evaporator
temperature is controlled through pressure inside the
evaporator, and temperature and pressure at the out-
let of the evaporator.
ELECTRICAL CIRCUIT
The air conditioner's electrical circuit is fed from an
accessory circuit and is fused with a 30-ampere cir-
cuit breaker.
The blower control is a switch which provides a
range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the
compressor clutch. Once the blower is turned on, fan
speeds may be changed without affecting the ther-
mostat sensing level.
The thermostat reacts to changing temperatures
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the
evaporator coil to sense temperature.
When the contacts are closed, current flows to the
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which
starts the refrigeration cycle. When the temperature
of the evaporator coil drops to a predetermined point,
the contacts open and the clutch disengages.
When the clutch is disengaged, the blower remains
at the set speed. After the evaporator temperature
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the refriger-
ation cycle resumes.
Thermostat
An electromagnetic clutch is used on the compressor
to provide a means of constant temperature control
of the cab. The clutch is controlled by a thermostat in
the evaporator which is set initially by the driver to a
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The thermostat is simply a thermal device which con-
trols an electrical switch. When warm, the switch is
closed; when cold, it is open. Most thermostats have
a positive OFF position as a means to turn the clutch
off regardless of temperature.
The bellows type thermostat has a capillary tube con-
nected to it which is filled with refrigerant. The capil-
lary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the capil-
lary tube exerts pressure on the bellows, which in
turn closes the contacts at a predetermined tempera-
ture.
Compressor Clutch
An electromagnetic clutch is used in conjunction with
the thermostat to disengage the compressor when it
is not needed, such as when a defrost cycle is indi-
cated in the evaporator, or when the system or
blower is turned off.
The stationary field clutch is the most desirable type
since it has fewer parts to wear. The field is mounted
to the compressor by mechanical means depending
on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The arma-
ture is mounted on the compressor body.
When no current is fed to the field, there is no mag-
netic force applied to the clutch and the rotor is free
to rotate on the armature, which remains stationary
on the crankshaft.
When the thermostat or switch is closed, current is
fed to the field. This sets up a magnetic force
between the field and armature, pulling it into the
rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
remains stationary. This causes the compressor
crankshaft to turn, starting the refrigeration cycle.
When the switch or thermostat is opened, current is
cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
compressor is stopped until current is again applied
to the field. In addition, safety switches in the com-
pressor clutch electrical circuit control clutch opera-
tion, disengaging the clutch if system pressures are
abnormal.
Trinary Switch
This switch is mounted on the receiver-drier and has
three functions, as implied by the name:
1. Disengage the compressor clutch when system
pressure is too high.
2. Disengage the compressor clutch when system
pressure is too low.
3. Engage and disengage the radiator fan drive
clutch during normal variation of system pres-
sure.
The Trinary switch performs three distinct func-
tions to monitor and control refrigerant pressure in
the system. This switch is installed on the receiver-
drier. The switch functions are:
Terminals 1 & 2 are connected internally through two,
normally closed pressure switches in series, the low
pressure switch and the high pressure switch.
Terminals 3 & 4 are connected internally through a
normally open switch that is used to control the
clutch that drives the radiator fan. This switch closes
and causes the cooling fan clutch to engage when
system pressure rises to 1379-1586 kPa (200-230
psi). When pressure falls to 965-1344 kPa (140-195
psi), the switch contacts open, and the cooling fan
clutch disengages.
Low Pressure - This switch opens and
disengages the compressor clutch if system
pressure drops into the 103-207 kPa (15-30 psi)
range. When pressure rises above 276 kPa (40
psi), the switch contacts close, and the clutch
engages the compressor. Since temperature has
a direct effect on pressure, if the ambient
temperature is too cold, system pressure will
drop below the low range, and the pressure
switch will disengage the clutch.
Fan Clutch - The mid-range function actuates the
engine fan clutch, if installed.
High Pressure - This switch opens and
disengages the compressor clutch if system
pressure rises above the 2068-2413 kPa (300-
350 psi) range. After system pressure drops to
1448-1724 kPa (210-250 psi), the switch contacts
will close and the clutch will engage.
The switch functions will automatically reset when
system pressure returns to normal.
The pressures listed above are typical of pres-
sures at the receiver-drier. Due to normal system
flow losses and the distance between the service
port and the receiver-drier, it is expected that
actual system pressure displayed on the gauge
will normally be approximately 20 psi higher. This
factor should be observed when checking for
proper operation of the switch.
NOTE: One other pressure controlling device is
installed within the compressor. A mechanical relief
valve is located on the back of the compressor. The
relief valve will open at 3447-3792 kPa (500 - 550
psi). The purpose of this valve is to protect the
compressor in the event that pressure should be
allowed to rise to that level. Damage to the
compressor will occur if pressure exceeds 550 psi.
OPENS CLOSES
Low
Pressure
103-207 kPa
(15-30 psi)
descending
pressure
276 kPa
(40 psi)
rising pressure
High
Pressure
2068-2413 kPa
(300-350 psi)
1448-1724 kPa
(210-250 psi)
Fan Clutch
241-414 kPa
(35-60 psi)
below closing
pressure
1379-1586 kPa
(200-230 psi)
rising pressure
SYSTEM SERVICING
Servicing an air conditioning system really means
closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the
proper use, handling, care and safety factors
involved in the R-134a refrigerant quality and quan-
tity in an air conditioning system.
Because the refrigerant in an air conditioning system
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration
when anything causes this pressurized, sealed con-
dition to change. The following warnings are pro-
vided 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.
.
Federal regulations prohibit venting R-12 and
R-134a refrigerant into the atmosphere. An SAE
and UL approved recovery/recycle station must
be used to remove refrigerant from the A/C sys-
tem. Refrigerant is stored in a container on the
unit for recycling, reclaiming, or transporting. In
addition, technicians servicing A/C systems
must be certified they have been properly trained
to service the system.
Although accidental release of refrigerant is a
remote possibility when proper procedures are
followed, the following warnings must be
observed when servicing A/C systems:
Provide appropriate protection for your eyes
(goggles or face shield) when working around
refrigerant.
A drop of the liquid refrigerant on your skin will
produce frostbite. Wear gloves and exercise
extreme care when handling refrigerant.
If even the slightest trace of refrigerant enters in
your eye, flood the eye immediately with cool
water and seek medical attention as soon as pos-
sible.
Ensure sufficient ventilation whenever refriger-
ant is being discharged from a system, keeping
in mind refrigerant is heavier than air and will fall
to low-lying areas.
When exposed to flames or sparks, the compo-
nents of refrigerant change and become deadly
phosgene gas. This poison gas will damage the
respiratory system if inhaled. NEVER smoke in
an area where refrigerant is used or stored.
Never direct a steam cleaning hose or torch in
direct contact with components in the air condi-
tioning system. Localized heat can raise the
pressure to a dangerous level.
Do not heat or store refrigerant containers above
49 C (120 F).
Do not flush or pressure test the system using
shop air or another compressed air source. Cer-
tain mixtures of air and R-134a refrigerant are
combustible when slightly pressurized. Shop air
supplies also contain moisture and other con-
taminants that could damage system compo-
nents.
Trucks operating in cold weather climates must
continue to keep the A/C system charged during
cold weather months. Keeping the system
charged helps prevent moisture intrusion into
system oil and desiccants.
SERVICE TOOLS AND EQUIPMENT
Recovery/Recycle Station
Whenever refrigerant must be removed from the sys-
tem, a dual purpose station as shown in Figure 4-6,
performs both recovery and recycle procedures
which follows the new guidelines for handling used
refrigerant. The recovered refrigerant is recycled to
reduce contaminants, and can then be reused in the
same machine or fleet.
To accomplish this, the recovery/recycle station sep-
arates the oil from the refrigerant and filters the
refrigerant multiple times to reduce moisture, acidity,
and particulate matter found in a used refrigerant.
NOTE: To be re-sold, the gas must be reclaimed
which leaves it as pure as new, but requires
equipment normally too expensive for all but the
largest refrigeration shops.
Equipment is also available to just remove or extract
the refrigerant. Extraction equipment does not clean
the refrigerant - it is used to recover the refrigerant
from an A/C system prior to servicing.
Mixing different types of refrigerant will damage
equipment. Dedicate one recovery/recycle sta-
tion 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 the
system and has not been contaminated by a mixture
of refrigerant types.
Recycling equipment must meet certain standards as
published by the Society of Automotive Engineers
(SAE) and carry a UL approved label. The basic prin-
cipals of operation remain the same for all machines,
even if the details of operation differ somewhat.
Leak Detector
The electronic detector (Figure 4-7) is very accurate
and safe. It is a small hand-held device with a flexible
probe used to seek refrigerant leaks. A buzzer, alarm
or light will announce the presence of even the small-
est leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure the leak detector being used
applies to the refrigerant in the system.
FIGURE 4-6. RECOVERY/RECYCLE STATION FIGURE 4-7. TYPICAL ELECTRONIC LEAK
DETECTOR
Service Valves
Because an air conditioning system is a sealed sys-
tem, two service valves are provided on the com-
pressor to enable diagnostic tests, system charging
or evacuation. Connecting the applicable hoses from
the manifold gauge set to the compressor service
valves enables each of these to be readily per-
formed.
New and unique service hose fittings (Figure 4-8)
have been specified for R-134a systems. Their pur-
pose is to avoid accidental cross-mixing of refriger-
ants and lubricants with R-12 based systems. The
service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.
Vacuum Pump
The vacuum pump (Figure 4-9) is used to completely
evacuate all of the refrigerant, air, and moisture from
the system by deliberately lowering the pressure
within the system to the point where water turns to a
vapor (boils) and together with all air and refrigerant
is withdrawn (pumped) from the system.
1. System Service Port
Fitting
2. Quick Connect
3. Service Hose Co
nection
FIGURE 4-8. R-134a SERVICE VALVE
FIGURE 4-9. VACUUM PUMP
Manifold Gauge Set
A typical manifold gauge set (Figure 4-10) has two
screw type hand valves to control access to the sys-
tem, two gauges and three hoses. The gauges are
used to read system pressure or vacuum. The mani-
fold 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 refrigerant loss.
A gauge set for R-134a will have a blue hose with a
black stripe for the low side, a red hose with a black
stripe for the high side, and a yellow hose with a
black stripe for the utility (center) hose. The hoses
use a 1/2 in. ACME female nut on the gauge end.
Special quick disconnect couplings are normally
combined with a shutoff valve on the high and low
side hoses. The free end of the center hose contains
a 1/2 in. ACME female nut and a shutoff device
within 12 inches of the hose end. These special
hoses and fittings are designed to minimize refriger-
ant loss and to preclude putting the 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.
Low Side Gauge
The low side gauge, registers both vacuum and pres-
sure. The vacuum side of the scale is calibrated from
0 to 30 inches of mercury (in. Hg). The pressure side
of the scale is calibrated to 150 psi.
Never open the hand valve to the high side at
anytime when the air conditioning system is
operating. High side pressure, if allowed, may
rupture charging containers and potentially
cause personal injury.
High Side Gauge
The high side gauge is used to measure pressure
only on the discharge side of the compressor. The
scale is calibrated from 0 to 500 psi.
FIGURE 4-10. MANIFOLD GAUGE SET
Installing Manifold Gauge Set
Before attempting to service the air conditioning sys-
tem, a visual inspection of both the engine and A/C
system components is recommended. Particular
attention should be given to the belts, hoses, tubing
and all attaching hardware as well as the radiator
cap, fan clutch, and thermostat. Inspect both the con-
denser and the radiator for any obstructions or poten-
tial contamination. Minimize all the possibilities for
error or malfunction of components in the air condi-
tioning system.
Shut off engine. DO NOT attempt to connect ser-
vice 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 fit-
tings and remove their protective caps.
4. Connect the two service hoses from the mani-
fold to the correct service valves on the com-
pressor and accumulator, as shown in Figure 4-
11. (High side to compressor discharge valve
and low side to accumulator.) Do not open the
service valves at this time.
This gauge hook-up process will be the same,
regardless of the gauge set being installed. Whether
it is a recovery station or individual gauges, the con-
nections are the same. The procedures performed
next will vary depending what type of equipment is
being used. If a recovery/recycling station is being
used, complete servicing can be accomplished.
Using only a set of gauges will limit the servicing to
only adding refrigerant or observing pressures.
Purging Air From Service Hoses
The purpose of this procedure is to remove all the air
trapped in the hoses prior to actual system testing.
Environmental regulations require that all service
hoses have a shutoff valve within 12 inches of the
service end. These valves are required to ensure
only a minimal amount of refrigerant is lost to the
atmosphere. R-134a gauge sets have a combination
quick disconnect and shutoff valve on the high and
low sides. The center hose also requires a valve.
The initial purging is best accomplished when con-
nected to recovery or recycle equipment. With the
center hose connected to the recovery station, ser-
vice hoses connected to the high and low sides of the
system, we can begin the purging. The manifold
valves and service valves should be closed. Activat-
ing the vacuum pump will now pull any air or mois-
ture 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.
FIGURE 4-11. SERVICE HOSE HOOK-UP
SYSTEM PERFORMANCE TEST
This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Place a fan in front of the condenser to simulate
normal ram air flow and allow the system to sta-
bilize.
2. Install a thermometer into the air conditioning
vent closest to the evaporator.
3. Start the engine and operate at 1000 rpm.
4. Evaluate the readings obtained from the
gauges to see if they match the readings for the
ambient temperature.
5. Set air conditioning system at maximum cooling
and maximum blower speed operation.
6. Close all windows and doors to the cab.
7. Carefully feel the hoses and components on the
high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for
even temperatures, if outlet is cooler than inlet,
a restriction is indicated.
Use extreme caution when placing hands on high
side components and hoses. Under most normal
conditions these items can be extremely hot.
8. Feel the hoses and components on the low
side. They should be cool to the touch. Check
connections near the expansion valve; the inlet
side should be warm and the outlet side cold.
9. After a minimum of 10 minutes has elapsed and
the system has stabilized, observe the gauge
readings. Compare the readings to the specifi-
cations in Table 1.
NOTE: Pressures may be slightly higher in very
humid conditions and lower in very dry conditions.
Pressures listed in Table 1 are during compressor
clutch engagement.
10. Check the cab vents for cool air. Outlet air tem-
perature should be approximately 16 - 22 C
(30 - 40 F) below ambient air temperature.
11. If pressures and temperatures are not within the
specified ranges, the system is not operating
properly. Refer to Preliminary Checks near the
end of this chapter for tips on diagnosing poor
system performance.
TABLE 1. NOMINAL R-134a PRESSURE RANGES
Ambient Air Temperature High Side Pressure Low Side Pressure
21 C (70 F) 820 - 1300 kPa (120 - 190 psi) 70 - 138 kPa (10 - 20 psi)
27 C (80 F) 950 - 1450 kPa (140 - 210 psi) 70 - 173 kPa (10 - 25 psi)
32 C (90 F)
1175 - 1650 kPa (170 - 240
psi)
105 - 210 kPa (15 - 30 psi)
38 C (100 F)
1300 - 1850 kPa (190 - 270
psi)
105 - 210 kPa (15 - 30 psi)
43 C (110 F)
1450 - 2075 kPa (210 - 300
psi)
105 - 210 kPa (15 - 30 psi)
NOTE: All pressures in this chart are for reference, only. Weight is the only absolute means of
determining proper refrigerant charge.
SYSTEM OIL
R-134a air conditioning systems require the use of
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. Kom-
atsu PAG oil is the only oil that is furnished in the sys-
tem on Komatsu trucks.
Two different compressors have been installed on
the trucks at the factory. Compressor A is shown in
Figure 4-12. Compressor B is shown in Figure 4-13.
Ensure that the correct oil type and quantity is used
depending on the compressor being serviced.
Handling and Reusing PAG Oil
Avoid skin contact and inhalation of PAG oil, as
these are normal precautions with any chemical.
PAG oil removed from new or old components
must not be retained for re-use. It must be stored
in a marked container and properly sealed. PAG
oil is an environmental pollutant and must be
properly disposed of after use.
PAG oil in containers or in an air conditioning
system must not be left exposed to the
atmosphere any longer than necessary. PAG oil
absorbs moisture very rapidly, and therefore, any
absorbed moisture could cause damage to an air
conditioning system.
Oil Quantity
It is critical to keep the correct amount of lubricant in
the air conditioning system at all times. Failure to do
so could result in damage to the compressor.
Damage to the compressor can be a result from not
only a lack of oil, but from too much oil, also. A lack
of oil will cause excess friction and wear on moving
parts. Excessive oil can result in slugging the com-
pressor. This condition occurs when the compressor
attempts to compress liquid oil as opposed to vapor-
ized refrigerant. Since liquid cannot be compressed,
damage to internal parts results.
FIGURE 4-12. COMPRESSOR A
207 ML - (7 oz.) PC2212 PAG OIL
FIGURE 4-13. COMPRESSOR B
300 ml - (10.1 oz.) PC2279 PAG OIL
Checking System Oil
The receiver-drier and accumulator must be
replaced each time the system is opened.
1. Remove the compressor from the truck. With
the compressor positioned horizontally, remove
the drain plug, and capture the oil in a clear
graduated container. Rock the compressor back
and forth, and rotate the shaft to facilitate oil
removal.
Under no circumstances should the A/C com-
pressor be stood upright onto the clutch assem-
bly. Damage to the compressor clutch will result,
leading to premature compressor failures.
2. Inspect the oil for any foreign particles. If parti-
cles are found, further investigation and service
are necessary to determine the source. After
repair, the system will need to be flushed. Refer
to System Flushing. If no particles are found,
proceed to the next step.
3. Add 207 ml (7oz.) of PAG oil to the compressor
sump. Add the oil through the drain port, and
install the drain plug. It is important to only add
the specified amount to ensure optimal system
performance. Too much oil will result in a reduc-
tion in cooling. Too little oil will result in com-
pressor failure.
4. Determine the correct amount of additional oil
to add to the system by using the Replacing Oil
listed in Table 2. Add this extra oil to the inlet
side of the receiver drier or accumulator.
NOTE: If truck is being assembled for the first time,
add 207 ml (7oz.) of PAG oil to the inlet side of the
receiver-drier or to the accumulator.
EXAMPLE - If only the accumulator and receiver
drier were replaced, then add 120 ml (4 oz.) of PAG
oil to the inlet side of the receiver-drier or to the accu-
mulator. If the evaporator was also replaced at this
time, then add 150 ml (5 oz.) of PAG oil to the inlet
side of the receiver-drier or to the accumulator.
NOTE: The proper quantity of oil may be injected into
the system during charging as an alternate method of
adding oil.

When installing a new compressor, the compres-
sor must be completely drained of its oil before
installation. Add the correct amount of new PAG
oil to the compressor to ensure proper system oil
level. Failure to adjust the amount of oil in the
compressor will lead to excessive system oil and
poor A/C performance. Additionally, a new
receiver-drier and accumulator must be installed
and oil added to both of these components.
5. Connect all hoses and components in the sys-
tem. Lubricate O-Rings with clean mineral oil
before assembly.
NOTE: Do not use PAG oil to lubricate O-rings or
fittings. PAG oil will attract moisture and will corrode
fittings when used externally. Use only clean mineral
oil to lubricate fittings and O-rings during assembly.
6. Evacuate the system. Refer to Evacuating The
System.
TABLE 2. REPLACING OIL
Component Oil to add
Condenser 60-90 ml (2-3 ounces)
Evaporator 30 ml (1 ounce)
Receiver-Drier 60 ml (2 ounces)
Accumulator 60 ml (2 ounces)
Compressor A
(Figure 4-12)
207 ml (7 ounces) PC2212
Compressor B
(Figure 4-13)
300 ml (10.1 ounces) PC2279
Block Valve
(Expansion)
Adding oil is not necessary
Hoses
Drain and measure amount
removed
REFRIGERANT
Recycled Refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
The refrigerant is cleaned by the recovery unit as it
passes through filters located on the unit that meet
specifications stipulated by Society of Automotive
Engineers, SAE J2099. The refrigerant that has
passed through the filtering process has only been
cleaned of contaminants that are associated with
mobile systems. Therefore, recycled refrigerant from
mobile systems is only acceptable for reuse in mobile
systems.
Reclaimed Refrigerant
Reclaimed refrigerant has been filtered through a
more thorough filtering process and has been pro-
cessed to the same standards of purity as virgin
refrigerant. Because of this, reclaimed refrigerant is
acceptable for use in all systems, not just mobile.
The reclaiming equipment used for this process is
expensive, and therefore, not common among nor-
mal maintenance shops. Equipment such as this is
more commonly found in air conditioning specialty
shops.
Always use new, recycled, or reclaimed refriger-
ant when charging a system. Failure to adhere to
this recommendation may result in premature
wear or damage to air conditioning system com-
ponents and poor cooling performance.
Refrigerant Quantity
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much refriger-
ant is charged into the system, the system will oper-
ate at higher pressures, and in some cases, may
damage system components. Exceeding the speci-
fied refrigerant charge will not provide better cooling.
If an incorrect charge is suspected, recover the
refrigerant from the system, and charge the system
with the correct operating weight 3.4 kg (7.4 lb). This
is not only the recommended procedure, but it is also
the best way to ensure that the system is operating
with the proper charge and providing optimum cool-
ing. Using the sight glass to determine the charge is
not an accurate method.
An unclear sight glass on R-134a systems can
indicate that the system may be low on refriger-
ant. However, the sight glass should not be used
as a gauge for charging the system. Charging the
system must be done with a scale to ensure the
proper amount of refrigerant has been added.
R-134a Refrigerant Containers
Two basic, readily available containers are used to
store R-134a: the 14 or 28 kg (30 or 60 lb) bulk canis-
ters (Figure 4-14).
Always read the container label to verify the contents
are correct for the system being serviced. Note the
containers for R-134a are painted light blue.
FIGURE 4-14. R-134a CONTAINERS
1. 14 kg (30 lb)
Cylinder
2. 28 kg (60 lb)
Cylinder
SYSTEM LEAK TESTING
Refrigerant leaks are probably the most common
cause of air conditioning problems, resulting from
improper or no cooling, to major internal component
damage. Leaks most commonly develop in two or
three places. The first is around the compressor shaft
seal, often accompanied by an indication of fresh
refrigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
slightly. The centrifugal force of the clutch pulley
spinning can also cause the problem. When the sys-
tem is operated and lubricant wets the seal, the leak
may stop. Such leaks can often be located visually,
or by feeling with your fingers around the shaft for
traces of oil. (The R-134a itself is invisible, odorless,
and leaves no trace when it leaks, but has a great
affinity for refrigerant oil.)
A second common place for leaks is the nylon and
rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the
condensate will quickly indicate the condition of the
evaporator. Any trace of fresh oil here is a clear indi-
cation of a leak.
Usually, a 50% charged system is enough to find
most leaks. If the system is empty, connect the mani-
fold gauge set to the system and charge at least 1.6
kg (3.5 lbs) of refrigerant into the system.
Use extreme caution when leak testing a system
while the engine is running.
In its natural state, refrigerant is a harmless, col-
orless gas, but when combined with an open
flame, it will generate toxic fumes (phosgene
gas), which can cause serious injuries or death.
NOTE: The refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.
Electronic Leak Detector
(Refer to Figure 4-7). As the test probe is moved into
an area where traces of refrigerant are present, a
visual or audible announcement indicates a leak.
Audible units usually change tone or speed as inten-
sity changes.
Tracer Dyes
Tracer dyes are available that can be added to the
system as refrigerant is added. The system is then
operated to thoroughly circulate the dye. As refriger-
ant escapes, it leaves a trace of the dye at the point
of leakage, which is then detected using an ultravio-
let light (black light), revealing a bright fluorescent
glow.
Soap and Water
Soap and water can be mixed together and applied
to system components. Bubbles will appear to pin-
point the specific location of leaks.
After determining the location or source of leak(s),
repair or replace leaking component(s).
NOTE: The length of the hose will affect the
refrigerant capacity. When replacing hoses, always
use the same hose length, if possible.
Before system assembly, check the compressor
oil level and fill to specifications.
RECOVERING AND RECYCLING THE
REFRIGERANT
Draining Oil from the Previous Recovery Cycle
1. Place the power switch and the controller on the
recovery unit in the OFF position.
2. Plug in the recovery station to the correct
power source.
3. Drain the recovered oil through the valve
marked oil drain on the front of the machine.
4. Place the controller knob in the ON position.
The low pressure gauge will show a rise.
5. Immediately switch to the OFF position and
allow the pressure to stabilize. If the pressure
does not rise to between 34-69 kPa (5-10 psi),
switch the controller ON and OFF again.
6. When the pressure reaches 34-69 kPa (5-10
psi), open the oil drain valve, collect the oil in
an appropriate container, and dispose of con-
tainer as indicated by local, state or federal reg-
ulation. The oil is not reusable due to
contaminants absorbed during 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
beginning recovery to make sure you have
enough capacity.
4. Confirm that all shut-off valves are closed
before connecting to the A/C system.
5. Attach the appropriate hoses to the system
being recovered.
6. Start the recovery process by operating the
equipment as per the manufacturer's instruc-
tions.
7. Continue extraction until a vacuum exists in the
A/C system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop
steadily into the vacuum range, close the mani-
fold valves and check the system pressure. If it
rises to 0 psi and stops, there is a major leak.
9. Check the system pressure after the recovery
equipment stops. After five minutes, system
pressure should not rise above 0 gauge pres-
sure. If the pressure continues to rise, restart
and begin the recovery sequence again. This
cycle should continue until the system is void of
refrigerant.
10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The
amount of oil that was lost during the recovery
cycle must be replaced back into the system).
11. Mark the cylinder with a RECOVERED (red)
magnetic label to reduce the chance of charging
a system with contaminated refrigerant. Record
the amount of refrigerant recovered.
Performing the Recycling Procedure
The recovered refrigerant contained in the cylinder
must undergo the recycle procedure before it can be
reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
the equipment manufacturer's instructions for this
procedure.
Evacuating and Charging the A/C System
Evacuate the system once the air conditioner compo-
nents are repaired or replacement parts are secured,
and the A/C system is reassembled. Evacuation
removes air and moisture from the system. Then, the
A/C system is ready for the charging process, which
adds new refrigerant to the system.
SYSTEM REPAIR
The following service and repair procedures are not
any different than typical vehicle service work. How-
ever, A/C system components are made of soft met-
als (copper, aluminum, brass, etc.). Comments and
tips that follow will make the job easier and reduce
unnecessary component replacement.
All of the service procedures described are only
performed after the system has been discharged.
Never use any lubricant or joint compound to
lubricate or seal any A/C connections.
NOTE: To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings, components and lubricant containers. Keep
all connections, caps, and plugs clean.
Never leave A/C components, hoses, oil, etc.
exposed to the atmosphere. Always keep sealed
or plugged until the components are to be
installed and the system is ready for evacuation
and charging. PAG oil and receiver-drier desic-
cants attract moisture. Leaving system compo-
nents open to the atmosphere will allow moisture
to invade the system, resulting in component and
system failures.
System Flushing
If any contaminants are found in system hoses, com-
ponents or oil, the entire system must be flushed.
Major components such as the compressor are
extremely susceptible to foreign particles and must
be replaced. If contaminated, the evaporator and
condenser must also be replaced. The evaporator
and condenser are multi-pass units, and they can not
be properly cleaned by flushing.
Only SAE and/or Mobile Air Conditioning Society
(MACS) approved flushing methods with the
appropriate refrigerants are to be performed
when removing debris from the system. Other
methods may be harmful to the environment, as
well as air conditioning components.
1. Remove the compressor, receiver-drier, expan-
sion valve, and accumulator.
2. Inspect all other components such as the con-
denser, evaporator, hoses and fittings. If any of
these items are damaged or highly contami-
nated, replace the components.
3. Flush the remaining hoses with a flushing unit.
Use only R-134a as a flushing agent.
4. After flushing, blow out the system with dry
shop air for 5 to 10 minutes.
5. If the expansion valve has been removed of all
foreign contamination, it may be re-installed
back into the system. If contamination is still
present, replace the valve.
6. Install a new compressor, receiver-drier, and
accumulator.
7. Add oil to the system as outlined in Checking
System Oil.
A/C DRIVE BELT CHECKOUT PROCEDURE
NOTE: The belt alignment and belt tension
adjustments are only valid on trucks equipped with a
V-belt, effective with truck serial numbers A30001 -
A30565. Trucks A30566 and above are equipped
with a flat serpentine belt with an automatic belt
tensioner. No alignment or tension checks are
required with this belt.
This procedure must be performed each time any
component in the accessory drive is serviced, such
as replacing a belt or removing the compressor. In
addition, a 250 hour inspection of the AC drive belt is
mandatory. The belts must be inspected for
indications of wear and damage that may hinder
performance. Replace as necessary and perform the
Pulley Alignment
1. Install alignment tool (EL8868) onto the pulleys
to check the alignment. Refer to Figure 4-17. If
misalignment of the pulleys exceeds 3 mm
(0.13 in.), the position of the compressor must
be adjusted.
Belt Tension Check
NOTE: This procedure has been written for use with
belt tension tool (XA3379), shown in Figure 4-15.
Other tension tools may differ in functionality.
2. Refer to Figure 4-18 for the proper distance
from the centerline of the drive pulley to the
centerline of the compressor pulley. Set the
tension tool accordingly on the deflection scale
by moving the deflection O-Ring to the
corresponding distance on the scale.
3. Slide the O-Ring for the "force" scale to zero.
4. Find the approximate center of the belt between
the two pulleys. Place the tip of the tool onto the
outer face of the belt and apply pressure, as
shown in Figure 4-16. The tool must be
perpendicular to the belt. Push on the tool until
the bottom edge of the deflection scale O-Ring
is even with the outer face of the adjacent drive
belt. If only one belt is used, rest a straight edge
across both pulleys to serve as the indicating
plane.
5. The O-Ring on the force scale indicates the
force used to deflect the belt. The belt must
deflect 5.3 mm (0.21 in.) under a force of 1.6
0.1 kg f (3.44 0.11 lb f). If not, adjust the belt
accordingly and recheck the tension.
FIGURE 4-15. BELT TENSION TOOL - XA3379
FIGURE 4-16. DEFLECTION MEASUREMENT
FIGURE 4-17. BELT ALIGNMENT TOOL
1. AC Compressor Pulley 2. Drive Pulley 3. Alignment Tool
FIGURE 4-18. BELT TENSION DIMENSIONS
346 mm (13.63 in.)
COMPONENT REPLACEMENT
Hoses and Fittings
When replacing hoses, be sure to use the same type
and ID hose you removed. When hoses or fittings are
shielded or clamped to prevent vibration damage, be
sure these are in position or secured.
Lines
Always use two wrenches when disconnecting or
connecting A/C fittings attached to metal lines. Cop-
per and aluminum tubing can kink or break very eas-
ily. When grommets or clamps are used to prevent
line vibration, be certain these are in place and
secure.
It is important to always tighten the fittings to the
proper torque. Failure to do this may result in
improper contact between mating parts and leak-
age may occur. Refer to the following torque
chart for tightening specifications.
Installation torque for the single M10 or 3/8 in. cap
screws securing the inlet and outlet fittings onto the
compressor ports is 15-34 Nm (11-25 ft lbs).
Expansion Valve
When removing the expansion valve from the sys-
tem, remove the insulation, clean the area and dis-
connect the line from the receiver-drier. Detach the
capillary (bulb) and external equalizer tube (if pres-
ent) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the fil-
ter 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.
Receiver-Drier
The receiver-drier can not be serviced or repaired. It
must be replaced whenever the system is opened for
any service. The receiver-drier has a pressure switch
to control the clutch, and should be removed and
installed onto the new unit.
NOTE: Do not use PAG oil to lubricate O-Rings or fit-
tings. PAG oil will attract moisture and will corrode fit-
tings when used externally. Use only clean mineral
oil to lubricate fittings and O-Rings during assembly.
Thermostat
A thermostat can be stuck open or closed due to con-
tact point wear or fusion. The thermostat temperature
sensing element (capillary tube) may be broken or
kinked closed and therefore unable to sense evapo-
rator temperature.
When thermostat contact points are stuck open or
the sensing element can not sense temperature in
the evaporator, the clutch will not engage (no A/C
system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat con-
tact or just no contact. When troubleshooting, bypass
the thermostat by hot wiring the clutch coil with a
fused lead. If the clutch engages, replace the thermo-
stat.
Thermostat contact points may be fused (burned)
closed and the clutch will not disengage. Causes are
a faulty switch that could be due to fatigue. The ther-
mostat must be replaced. When the clutch will not
disengage you may also note that condensate has
frozen on the evaporator fins and blocked air flow.
There will also be below normal pressure on the low
side of the system. Side effects can be compressor
damage caused by oil accumulation (refrigeration oil
tends to accumulate at the coldest spot inside the
system) and lower than normal suction pressure that
can starve the compressor of oil.
Fitting Size Foot Pounds Newton Meters
6 10 - 15 ft.lbs. 14 - 20 Nm
8 24 - 29 ft.lbs. 33 - 39 Nm
10 26 - 31 ft.lbs. 36 - 42 Nm
12 30 - 35 ft.lbs. 41 - 47 Nm
Compressor
The compressor can fail due to shaft seal leaks (no
refrigerant in the system), defective valve plates,
bearings, or other internal parts or problems associ-
ated with high or low pressure, heat, or lack of lubri-
cation. Be sure the compressor is securely mounted
and the clutch pulley is properly aligned with the
drive pulley.
Use a mechanic's stethoscope to listen for noises
inside the compressor.
When installing a new compressor, the compres-
sor must be completely drained of its oil before
installation. To ensure proper system oil level,
refer to System Oil in this section to determine
the correct type and amount of oil to use in the
system. Failure to adjust the amount of oil in the
compressor will lead to excessive system oil and
poor A/C performance.
Under no circumstances should the A/C com-
pressor be stood upright onto the clutch assem-
bly. Damage to the compressor clutch will result,
leading to premature compressor failures.
Accumulator
The accumulator can not be serviced or repaired. It
must be replaced whenever the system is opened for
any service.
Clutch
Clutch problems include electrical failure in the clutch
coil or lead wire, clutch pulley bearing failure, worn or
warped clutch plate or loss of clutch plate spring tem-
per. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the
clutch shows obvious signs of excessive heat dam-
age, replace the whole assembly.
The fast way to check electrical failure in the lead
wire or clutch coil is to hot wire the coil with a fused
lead. This procedure enables you to bypass clutch
circuit control devices.
Clutch pulley bearing failure is indicated by bearing
noise when the A/C system is off or the clutch is not
engaged. Premature bearing failure may be caused
by poor alignment of the clutch and clutch drive pul-
ley.
Sometimes it may be necessary to use shims or
enlarge the slots in the compressor mounting bracket
to achieve proper alignment.
NOTE: Some compressors may be discarded
because it is suspected that internal components
within the compressor have seized. Ensure that
the compressor clutch is working properly before
discarding a compressor for internal seizure. The
normal compressor life span should be about
twice as long as the normal life span of the com-
pressor clutch.
It is important to note that often times a weak clutch
coil may be mistaken for a seized compressor. When
a coils resistance has increased over time and the
magnetic field weakens, the coil may not be able to
pull the load of the compressor. Failure of the coil to
allow the compressor shaft to be turned, may appear
as though the compressor is locked up.
Before a compressor is dismissed as being seized, a
check for proper voltage to the coil should be per-
formed. In addition, the coil should be ohm checked
for proper electrical resistance. The coil should fall
within the following range for compressor B
(Figure 4-13):
17.6 0.6 Ohms @ 20 C (68 F)
The temperatures specified above are roughly typical
of a summer morning before first start-up.
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. Once properly evacuated, the system can be
recharged again.
Using a pump to create a vacuum in the air condition-
ing system effectively vaporizes any moisture, allow-
ing the water vapor to be easily drawn out by the
pump. The pump does this by reducing the point at
which water boils (100C, 212F at sea level with
14.7 psi). In a vacuum, water will boil at a lower tem-
perature depending upon how much of a vacuum is
created.
As an example, if the ambient air outside the truck is
24C (75F) at sea level, by creating a vacuum in the
system so that the pressure is below that of the out-
side air (in this case, at least 749.3 mm (29.5 in.) of
vacuum is needed), the boiling point of water will be
lowered to 22C (72F). 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 fol-
lowing steps indicate the proper procedure for evacu-
ating all moisture from the heavy duty air conditioning
systems.
Do not attempt to use the air conditioning com-
pressor as a vacuum pump or the compressor
will be damaged.
NOTE: Refer to Table 3 for optimal vacuum
specifications at various altitudes.
1. With the manifold gauge set still connected
(after discharging the system), connect the cen-
ter hose to the inlet fitting of the vacuum pump
as shown in Figure 4-19. Then open both hand
valves to maximum.
2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge out-
let. 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. Find the
source of the leak, repair, and attempt to evacu-
ate the system again.
3. Allow the vacuum pump to run for at least 45
minutes.
FIGURE 4-19. VACUUM PUMP HOOKUP
4. Close both valves on the manifold gauge set.
Turn the vacuum pump off and observe the
gauges. The system should hold the vacuum
within 5 cm Hg (2.0 in. Hg) of the optimal vac-
uum for 5 minutes. If the vacuum does not hold,
moisture may still be present in the system.
Repeat the previous step. If the vacuum still
does not hold, a leak may be present in the sys-
tem. Find the source of the leak, repair, and
evacuate the system, again.
NOTE: In some cases, 45 minutes of evacuation may
not be sufficient to vaporize all of the moisture and
draw it out of the system. If it has been verified that
no system leaks exist and gauge readings increase
after 45 minutes, extend the evacuation time to
ensure total moisture removal.
TABLE 3. ALTITUDE VACUUM VARIATIONS
Altitude Optimal Vacuum
Meters (Feet) Above Sea Level Cm Hg. (In. Hg.)
0 76.0 (29.92)
305 (1000) 73.5 (28.92)
610 (2000) 70.7 (27.82)
914 (3000) 68.1 (26.82)
1219 (4000) 65.6 (25.82)
1524 (5000) 63.3 (24.92)
1829 (6000) 60.8 (23.92)
2134 (7000) 58.5 (23.02)
2438 (8000) 56.4 (22.22)
2743 (9000) 54.2 (21.32)
NOTE: The chart indicates the expected gauge readings at altitude to obtain the optimal
vacuum.
CHARGING THE A/C SYSTEM
The proper method for charging refrigerant into a R-
134a system is to first, recover all of the refrigerant
from the system. The charging refrigerant should
then be weighed on a scale to ensure the proper
amount is charged into the system. Most recovery
units include a scale within the apparatus, thus mak-
ing it very easy to charge the correct amount every
time. If equipment such as this is not available, a
common scale can be used to determine the weight
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the sys-
tem until the difference is shown on the scale. On
certain types of equipment, it is also possible to add
any necessary lubricant when charging the system.
If a scale is not used when charging R-134a into a
system, it is difficult to tell if the correct charge has
been achieved. The sight glass can provide some
indication, but it is not a reliable tool for determining
proper charge.
1. Charge the A/C system with 3.4 kg (7.4 lbs) of
R-134a refrigerant.
NOTE: Charging is to be performed with the engine
and compressor operating. Charge the A/C system
through the low side service port. Trucks equipped
with accumulators may charge the refrigerant as a
liquid or as a vapor.
2. Check the system for leaks. Refer to System
Leak Testing.
3. If no leaks are found, verify the systems cooling
capacity meets requirements. Refer to System
Performance Testing.
TROUBLESHOOTING
Preliminary Checks
If the system indicates insufficient cooling, or no cool-
ing, the following points should be checked before
proceeding with the system diagnosis procedures.
NOTE: If the truck being serviced is a model 830E-
AC or a 930E, be certain the rest switch in the cab is
ON. Place the GF cutout switch in the CUTOUT
position.
Some simple, but effective checks can be performed
to help determine the cause of poor system perfor-
mance. Check the following to ensure proper system
operation.
Compressor belt - Must be tight, and aligned.
Compressor clutch - The clutch must engage. If it
does not, check fuses, wiring, and switches.
Oil leaks - Inspect all connection or components
for refrigeration oil leaks (especially in the area of
the compressor shaft). A leak indicates a
refrigerant leak.
Electrical check - Check all wires and
connections for possible open circuits or shorts.
Check all system fuses.
Cooling system - Check for correct cooling
system operation. Inspect the radiator hoses,
heater hoses, clamps, belts, water pump,
thermostat and radiator for condition or proper
operation.
Radiator shutters - Inspect for correct operation
and controls, if equipped.
Fan and shroud - Check for proper operation of
fan clutch. Check installation of fan and shroud.
Heater/water valve - Check for malfunction or
leaking. With the heat switch set to COLD, the
heater hoses should be cool.
System ducts and doors - Check the ducts and
doors for proper function.
Refrigerant charge - Make sure system is
properly charged with the correct amount of
refrigerant.
Cab filters - Ensure the outside air filter and
inside recirculation filter are clean and free of
restriction.
Condenser - Check the condenser for debris and
clogging. Air must be able to flow freely through
the condenser.
Evaporator - Check the evaporator for debris and
clogging. Air must be able to flow freely through
the condenser.
Diagnosis Of Gauge Readings And System
Performance
Successfully servicing an air conditioning system,
beyond the basic procedures outlined in the previous
section, requires additional knowledge of system
testing and diagnosis.
A good working knowledge of the manifold gauge set
is required to correctly test and diagnose an air con-
ditioning system. An accurate testing sequence is
usually the quickest way to diagnose an internal
problem. When correctly done, diagnosis becomes
an accurate procedure rather than guesswork.
The following Troubleshooting Chart lists typical mal-
functions encountered in air conditioning systems.
Indications and or problems may differ from one sys-
tem to the next. Read all applicable situations, ser-
vice procedures, and explanations to gain a full
understanding of the system malfunction. Refer to
information listed under Suggested Corrective
Action for service procedures.
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS
PROBLEM: Insufficient Cooling
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is only slightly cool.
- Low refrigerant charge, causing pressures to be
slightly lower than normal.
Check for leaks by performing leak test.
After locating the source of the leak, recover the
Possible Causes Suggested Corrective Actions
If No Leaks Are Found:
If Leaks Are Found:
PROBLEM: Little or No Cooling
Indications:
Low side pressure - VERY LOW
High side pressure - VERY LOW
Discharge air is warm.
No bubbles observed in sight glass, may show oil
streaks.
- Pressure sensing switch may have compressor
- Refrigerant excessively low; leak in system.
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
-
pressor has shut down due to faulty pressure
the system if necessary, Replace the receiver-drier
clutch disengaged.
Recover the refrigerant and use a scale to
charge the proper amount into the system.
Check system performance.
refrigerant, and repair the leak. Evacuate the
system and recharge using a scale. Add oil as
necessary. Check A/C operation and perform-
ance test the system.
enable the compressor to operate, if the com-
sensing switch. Repair any leaks and evacuate
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
A/C operation and do system performance test.
PROBLEM: Extremely Low Refrigerant Charge in the System
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.
- Extremely low or no refrigerant in the system.
Possible leak in the system.
Check for leaks by performing leak test.
No Leaks Found:
Leaks Found:
PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - Normal
High side pressure - Normal
(In a cycling type system with a
thermostatic switch, the switch may not cycle
the clutch on and off, so the low pressure
gauge will not fluctuate.)
Test for leaks, especially around the compressor shaft
seal area. When the leak is found, recover refrigerant
from the system and repair the leak. Replace the
receiver-drier or accumulator because the desiccant
may be saturated with moisture. Check the compressor
and replace any refrigerant oil lost due to leakage.
Evacuate and recharge the system with refrigerant
using a scale. Check A/C operation and performance.
Leaks in the system.
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
A/C operation and performance.
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
pressor has shut down due to faulty pressure
the system if necessary, Replace the receiver-drier
enable the compressor to operate, if the com-
sensing switch. Repair any leaks and evacuate
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
Low side pressure - HIGH
High side pressure - HIGH
- Leaks in system.
PROBLEM: Expansion Valve Stuck or Plugged
Indications:
Low side pressure - VERY LOW or in a Vacuum
High side pressure - HIGH
Discharge air only slightly cool.
Possible Causes
Suggested Corrective Actions
Test for leaks, especially around the compressor
shaft seal area. After leaks are found, recover
refrigerant from the system and repair leaks. Re-
place the receiver-drier. Check the compressor

An expansion valve malfunction could mean
the valve is stuck in the closed position, the filter
screen is clogged (block expansion valves do not
have filter screens), moisture in the system has
frozen at the expansion valve orifice, or the
sensing bulb is not operating. If the sensing bulb
is accessible, perform the following test. If not,
proceed to the Repair Procedure.
Test: Warm diaphragm and valve body with your
hand, or very carefully with a heat gun. Activate
the system and watch to see if the low pressure
gauge rises. Next, carefully spray a little nitrogen,
or any substance below 32 F, on the capillary coil
needle should drop and read at a lower (suction)
pressure on the gauge. This indicates the valve was
partially open and that your action closed it. Repeat
the test, but first warm the valve diaphragm or
capillary with your hand. If the low side gauge
drops again, the valve is not stuck.
Repair Procedure: Inspect the expansion valve
screen (except block type valves). To do this,
remove all refrigerant from the system. Disconnect
the inlet hose fitting from the expansion valve.
Remove, clean, and replace the screen. Reconnect
the hose and replace the receiver-drier. Evacuate
and recharge the system with refrigerant using a
scale. Check AC operation and performance. If the
expansion valve tests did not cause the low press-
ure gauge needle to rise and drop, and if the other
procedure described did not correct the problem,
the expansion valve is defective. Replace the valve.
(bulb) or valve diaphragm. The low side gauge
PROBLEM: Air and/or Moisture in the System
Indications:
Possible Causes
Expansion valve body is frosted or sweaty.

and replace any oil lost due to leakage. Evacuate
and recharge the system using a scale to ensure
proper quantity. Check A/C operation and perform-
ance.
PROBLEM: Expansion Valve Stuck Open
Indications:
Air from vents in the cab seems warm
PROBLEM: High Pressure Side Restriction
Indications:
Low side pressure - LOW
High side pressure - Normal to HIGH
Look for sweat or frost on high side hoses
Kink in a line, collapsed hose liners, plugged
or only slightly cool.
The expansion valve is stuck open and/or the
capillary tube (bulb) is not making proper contact
with the evaporator outlet tube. Liquid refrigerant
may be flooding the evaporator making it imposs-
ible for the refrigerant to vaporize and absorb
heat normally. In vehicles where the expansion
valve sensing bulb is accessible, check the
capillary tube for proper mounting and contact
with the evaporator outlet tube. Then perform the
following test if the valve is accessible. If it is not,
proceed to the Repair Procedure.
Test: Operate the A/C system on it's coldest
setting for a few minutes. Carefully spray
nitrogen or another cold substance on the cap-

Repair Procedure: If the test did not result in

illary tube coil (bulb) or head of the valve. The low
pressure (suction) side gauge needle should now
drop on the gauge. This indicates the valve has
closed and is not stuck open. Repeat the test,
but first warm the valve diaphragm by warming
with hands. If the low side gauge shows a drop
again, the valve is not stuck. Clean the surfaces of

the evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened to
the evaporator outlet and covered with insulation
material. Operate the system and check perform-
ance.
proper operation of the expansion valve, the valve
is defective and must be replaced. Recover all
refrigerant from the system and replace the expan-
sion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant using a
scale. Check A/C operation and performance.
and tubing. The line will be cool to the touch
near the restriction.
receiver-drier or condenser, etc.
Repair Procedure: After you locate the defective

component containing the restriction, recover all
of the refrigerant. Replace the defective compo-
nent and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check A/C
operation and performance.
High side pressure - LOW
Compressor operates noisily.
- Defective reed valves or other internal
PROBLEM: Thermostatic Switch Malfunction
Indications:
Low side pressure - Normal
Low side pressure may cycle within a smaller
Possible Causes
PROBLEM: Compressor Malfunction
Indications:
Possible Causes
components.
Repair Procedure: If the belt is worn or loose,

replace or tighten it and recheck system perform-
ance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale.
Check system operation and performance.
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.

- Thermostat malfunctioning possibly due to
incorrect installation.
Replace the thermostatic switch. When removing
the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and the capillary tube that is attached
to it. Use care not to kink or break the tube.
Position the new thermostat capillary tube at or
close to the same location and seating depth
between the evaporator coil fins as the old one.
Connect the electrical leads
PROBLEM: Condenser Malfunction or System Overcharge
Indications:
Possible Causes
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.
Repair Procedure: Check the engine cooling
system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
- Lack of air flow through the condenser fins
condenser for dirt, bugs, or other debris, and
clean if necessary. Be sure the condenser
is securely mounted and there is adequate
clearance (about 38 mm) between it and
the radiator. Check the radiator pressure cap and
cooling system, including the fan, fan clutch, drive
belts and radiator shutter assembly. Replace any
defective parts and then recheck A/C system
operation, gauge readings, and performance.
If the problem continues, the system may be over-
charged. Recover the system refrigerant. Use a
scale to recharge the system using the correct
amount. Recheck A/C system operation, gauge

readings and performance. If the gauge readings
do not change, all of the refrigerant should be
recovered and the system flushed. The condenser
may be partially blocked -replace condenser. The

receiver-drier must also be replaced. Evacuate the
system, recharge, and check operation and
performance.
PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM
Truck Serial Number_________________________
Site Unit Number____________________________
Date:____________Hour Meter:________________
Last Maintenance Check:_____________________
Name of Service Technician________________
NOTE: Compressor should be run at least 5 minutes
(40F minimum ambient temperature) every month,
in order to circulate oil and lubricate components.
COMPONENT
Maintenance Interval
(months)
3 6 12 Done
1. Compressor
Check noise level
Check clutch pulley
Check oil level
Run system 5 minutes
Check belt tension
(80-100) lbs; V-belt
Inspect shaft seal for leakage
Check mounting bracket
(tighten bolts)
Check clutch alignment w/
crankshaft pulley (within
0.06 in.)
Perform manifold gauge
check
Verify clutch is engaging
2. Condenser
Clean dirt, bugs, leaves, etc.
from coils (w/compressed air)
Verify engine fan clutch is
engaging (if installed)
Check inlet/outlet for
obstructions or damage
3. Receiver-Drier
Check inlet line from
condenser (should be hot to
touch)
Replace, if system is opened
4. Accumulator
Check the inlet line from the
evaporator. It should be cool
to cold.
Replace the accumulator
each time the system is
opened.
COMPONENT
Maintenance Interval
(months)
3 6 12 Done
5. Expansion Valve
Inspect capillary tube (if
used) for leakage, damage,
looseness
X
6. Evaporator
Clean dirt, bugs, leaves, etc.
from fins (w/ compressed air)
Check solder joints on inlet/
outlet tubes (leakage)
Inspect condensation drain
7. Other Components
Check discharge lines
(hot to touch)
Check suction lines
(cold to touch)
Inspect fittings/clamps/hoses
Check thermostatic switch for
proper operation
Outlets in cab: 40F to 50 F
Inspect all wiring connections
Operate all manual controls
through full functions
N05095 2/11 Operator Controls N5-1
SECTION N5
OPERATOR CAB CONTROLS
INDEX
OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Tilt / Telescope Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Multi-Function Turn Signal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Steering Column Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
STEERING WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Service Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Dynamic Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Dynamic Retard Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Throttle/Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
GRADE/SPEED RETARD CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Directional Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Override/Fault Reset Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Engine Stop Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
L.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
R.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Retard Speed Control (RSC) Adjust Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Retard Speed Control (RSC) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Data Store Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
N5-2 Operator Controls 2/11 N05095
KOMTRAX Plus Snapshot In Progress Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Link Energized Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Service Engine Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
DIAGNOSTIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
KOMTRAX Plus Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Interface Module (IM) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Payload Meter Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Truck Control Interface (TCI) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Propulsion System Controller (PSC) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Engine Diagnostic Port (CENSE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Engine Diagnostic Port (QUANTUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
HEATER / AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Fan Speed Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Air Flow Directional Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Control Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Key Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Rotating Beacon Light Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Heated Mirror Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Rest Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Wheel Brake Lock Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Hazard Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Cab/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Engine Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Right Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
High Beam Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Speedometer/Payload Meter Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Left Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Lamp Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Manual Backup Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Fog Lights (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Payload Meter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Panel Light Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Hydraulic Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Hourmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Fuel Level Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
OVERHEAD STATUS / WARNING INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Status / Warning Indicator Light Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25
REAR AXLE LIGHT BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31
Backup Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31
Retard Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31
Brake Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31
Backup Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31
KOMTRAX PLUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-32
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-32
Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34
Basic Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34
NOTES:
OPERATOR CAB AND CONTROLS
FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW
1. Steering Wheel
2. Service Brake Pedal
3. Retard Pedal
4. Throttle/Accelerator Pedal
5. Heater/Air Conditioner Vents
6. Heater/Air Conditioner Controls
7. Instrument Panel
8. Grade/Speed Retard Chart
9. Radio Speakers
10. Warning Alarm Buzzer
11. AM/FM Radio / CD Player
12. Warning Lights Dimmer Control
13. Warning/Status Indicator Lights
14. Air Cleaner Vacuum Gauges
15. Windshield Wipers
STEERING WHEEL AND CONTROLS
Steering wheel (1, Figure 5-2) can be telescoped "in"
and "out" and the lilt angle can be adjusted to provide
a comfortable steering wheel position for most opera-
tors.
Horn Button
Horn (2, Figure 5-2) is actuated by pushing the but-
ton in the center of the steering wheel. Ensure that
the horn operates before moving the truck. Observe
all local safety rules regarding the use of the horn as
a warning signal device before starting the engine
and moving the vehicle.
Tilt / Telescope Lever
The steering column can be telescoped or the wheel
tilted with lever (3, Figure 5-2).
Adjust the tilt of the steering wheel by pulling the le-
ver toward the steering wheel and moving the wheel
to the desired angle. Releasing the lever will lock the
wheel in the desired location.
Adjust the telescope function by pushing the lever
forward to unlock. After positioning as desired,
release the lever to the lock position.
Multi-Function Turn Signal Switch
Multi-function turn signal switch (4, Figure 5-2) is
used to activate the turn signal lights, the windshield
wipers, and to select either high or low beam head-
lights.
Turn Signal Operation
Move the lever upward to sig-
nal a right turn.
An indicator in the top, center
of the instrument panel will illu-
minate to indicate turn direction
selected. Refer to Instrument
Panel and Indicator Lights in this section.
Move the lever downward to
signal a left turn.
NOTE: The turn signal does
not automatically cancel after
the turn has been completed.
High Beam Headlight Operation
Pulling the lever inward
(toward the rear of the cab)
changes the headlights to
high beam. When the high
beams are selected, the indi-
cator in the top center of the
instrument panel will illumi-
nate. Moving the switch back to the original posi-
tion will return the headlights to low beam.
FIGURE 5-2. STEERING WHEEL & CONTROLS
1. Steering Wheel
2. Horn Button
3. Tilt/Telescope Lever
4. Multi-Function Turn
Signal Switch
Windshield Wiper Operation
STEERING COLUMN
Removal
1. Shut the engine off by turning the key switch to
OFF and allow at least 90 seconds for the steer-
ing accumulators to bleed down. Turn the steer-
ing wheel to ensure no pressure remains.
2. Open the battery disconnect switch.
3. Remove the access cover (15, Figure 5-3) from
the front of the cab. If steering control unit is
OK, DO NOT disconnect any hydraulic lines.
4. Loosen cap screws (10) on steering control unit
(7) and move it out of the way.
5. Disconnect wire harness(es) from the steering
column.
6. Remove screws retaining trim cover (14) where
steering column enters the instrument panel
and remove cover.
7. Remove four cap screws (4). Access to these
screws is from the front of the cab through the
access opening. Also remove cap screws (12).
8. Lift the steering column out of the instrument
panel.
Steering Column Inspection
Whenever the steering column or steering control
unit is removed for service, the steering column shaft
splines must be inspected for excessive wear.
1. With steering column assembly removed from
truck, thoroughly clean splines on steering col-
umn shaft and inspect for damage or excessive
wear.
2. Using an outside micrometer or dial caliper,
measure the outside diameter of the male
splines on the steering column shaft.
Minimum diameter: 24.13 mm (0.950 in.)
3. If splines are smaller than minimum diameter
specification, replace steering column.
Windshield Wipers OFF
Intermittent - Long Delay
Intermittent -Medium Delay
Intermittent -Short Delay
Low Speed
High Speed
Depressing the button at the end of the
lever will activate the windshield washer.
FIGURE 5-3. STEERING COLUMN INSTALLATION
1. Steering Wheel
2. Button Horn
3. Steering Column
4. Cap Screw
5. Flat Washer
6. Lock Washer
7. Steering Control Unit
8. Bracket L.H.
9. Bracket R.H.
10. Cap Screw
11. Lock Washer
12. Cap Screw
13. Nut
14. Trim Cover
15. Access Cover
Installation
1. Insert cap screw (10, Figure 5-3) with lockwash-
ers (11) and flatwashers (5) through brackets (8
& 9) and then through steering column flange.
Add second flat washer (5) and nut (13) to each
cap screw to hold parts together. Tighten nuts
securely.
2. Slide the entire assembly down the tapered
blocks until the brackets (8 & 9) contact the
mounting surface in the cab. Install cap screws
(4) and (12) with washers (5) and (6). Only
tighten cap screws (4).
3. Inspect brackets (8 & 9) to see if they contact
the mounting surface evenly, and are flat and
inline with the surface. If so, then tighten cap
screws (12). If brackets are not quite parallel,
then install flat washers (as needed) between
brackets and mounting surface to eliminate any
gaps. Tighten cap screws (12) to standard
torque.
4. After cap screws (4 & 12) are tightened to stan-
dard torque, remove nuts (13) and flatwashers
(5) that were holding the steering column to the
two brackets. DO NOT remove cap screws (10)
from the brackets.
5. Lubricate the male splines on the end of the
steering column shaft.
NOTE: There is no lower end bearing in this new
steering column assembly, therefore the male end of
the shaft will have to be guided into the mating
female part of the steering control unit (7).
6. Without removing cap screws (10) from the
holes, move the steering control unit (7) into
place and start each of the cap screws.
7. Tighten four cap screws (10).
8. Check for proper steering wheel rotation without
binding. Ensure wheel returns to neutral after
rotating 1/4 turn left and right.
9. If disconnected, re-connect the hoses to the
steering control unit.
10. Connect the steering column wire harness(es)
to the harness(es) in the cab.
11. Install access cover (15) and trim cover (14).
STEERING WHEEL
Removal
1. Turn off the battery disconnect switch to remove
battery power from the horn circuit.
2. Use a pocket screwdriver to pry horn button (4,
Figure 5-4) from steering wheel (1).
3. Disconnect horn wire (3) and set the horn but-
ton aside.
4. Remove nut (2).
5. Pull the steering wheel from the column. If the
steering wheel will not slide off the shaft it may
be necessary to install a puller into the tapped
holes (5/16" - 24NF) in the steering wheel.
Installation
1. A new, more relable horn contact is available.
Some trucks may have the previous horn con-
tact, which is a stick design (1, Figure 5-5). The
new horn contact uses a roller (2). Install the
new horn contact as shown in Figure 5-6.
2. Place steering wheel (1, Figure 5-4) into posi-
tion on the steering column shaft while guiding
horn wire (3) through the access hole in the
steering wheel. Align the serrations and push
the steering wheel onto the shaft.
3. Install nut (2). Tighten the nut to 81 7 Nm (60
5 ft lb).
4. Connect horn wire (3) to horn button (4).
5. Install the horn button onto the steering wheel.
Turn on the battery disconnect switch and verify
that the horn functions properly.
FIGURE 5-4. STEERING WHEEL RETAINER NUT
1. Steering Wheel
2. Nut
3. Horn Wire
4. Horn Button
FIGURE 5-5. HORN CONTACTS
FIGURE 5-6. INSTALLATION LOCATION
1. Stick Contact 2. Roller Contact
PEDALS
Service Brake Pedal
The service brake pedal (2, Figure 5-1) is a foot
operated pedal which applies the service brakes.
Service brakes must only be applied when dynamic
retarding requires additional braking force to slow the
truck speed quickly. They must also be used to bring
the truck to a complete stop once the speed is less
than 4.8 kph (3 mph).
Dynamic Retarding
Dynamic retarding is a braking torque (not a brake)
produced through electrical generation by the wheel-
motors when the truck motion (momentum) is the
propelling force.
For normal truck operation, dynamic retarding
must be used to slow and control truck speed.
Dynamic retarding is available in FORWARD/
REVERSE at all truck speeds above 0 kph/mph;
however, as the truck speed slows below 4.8 kph (3
mph), the available retarding force may not be effec-
tive. Use the service brakes to bring the truck to a
complete stop.
Dynamic retarding will not hold a stationary truck on
an incline.Use the parking brake or wheel brake lock
for this purpose.
Dynamic retarding is available in NEUTRAL only
when truck speed is above 4.8 kph (3 mph).
When dynamic retarding is in operation, engine rpm
will automatically go to an advance retard speed set-
ting. This rpm will vary depending on temperature of
several electrical system components.
Dynamic retarding will be applied automatically if the
speed of the truck obtains the maximum speed set-
ting programmed in the control system software.
When dynamic retarding is activated, an indicator
light in the overhead display will illuminate. The
grade/speed retard chart must always be used to
determine safe downhill speeds. Refer to Grade/
Speed Retard Chart in this section.
Dynamic Retard Pedal
Dynamic retard pedal (3, Figure 5-1) is a foot oper-
ated pedal which allows the operator to slow the
truck and maintain a safe productive speed without
the use of the service brakes. For normal truck oper-
ation, only dynamic retarding must be used to slow
and control the speed of the truck. The Grade/Speed
Retard Chart (8, Figure 5-1) must always be followed
to determine MAXIMUM safe truck speeds for de-
scending various grades with a loaded truck. Service
brakes must be applied only when dynamic retarding
requires additional braking force to slow the truck
speed quickly or to bring the truck to a complete stop.
When dynamic retarding is in operation, the engine
rpm will automatically go to an advance rpm retard
speed setting (usually 1250 rpm)*. Dynamic retarding
will be applied automatically, if the speed of the truck
reaches the predetermined overspeed retard setting.
Dynamic Retarding is available in FORWARD/
REVERSE at all truck speeds above 0 kph/mph, but
is available in NEUTRAL only when truck speed is
above 4.8 kph (3 mph).
Throttle/Accelerator Pedal
Throttle/accelerator pedal (4, Figure 5-1), and shown
below, is a foot-operated pedal which allows the
operator to control engine rpm depending on pedal
depression.
It is used by the operator to request torque from the
motors when in forward or reverse. In this mode, the
propulsion system controller commands the correct
engine speed for the power required. In NEUTRAL,
this pedal controls engine speed directly.
GRADE/SPEED RETARD CHART
Grade/Speed Retard Chart (8, Figure 5-1), and
shown below, provides the recommended MAXIMUM
retarding limits at various truck speeds and grades
with a fully loaded truck.
This decal in the truck may differ from the decal
below due to optional truck equipment such as:
wheel motor drive train ratios, retarder grids, tire
sizes, etc. Always refer to this decal in the operator's
cab and follow these recommendations for truck
operation.
The operator must reference this chart before
descending any grade with a loaded truck. Proper
use of dynamic retarding will maintain a safe speed.
Two speed lists are provided, one for continuous
retarding, and the second for short term retarding.
Both lists are matched to the truck at maximum
Gross Vehicle Weight (GVW). The two ratings are
guidelines for proper usage of the retard function on
downhill grades.
The "short term" numbers listed on the chart indicate
the combination of speeds and grades which the
vehicle can safely negotiate for a short duration
before system components reach the maximum
allowable temperature during retarding. These
speeds are faster than the "continuous" values,
reflecting the thermal capacity of various system
components. System components can accept heat-
ing at a higher-than-continuous rate for a short period
of time. Beyond this short duration of time, the sys-
tem would become overheated.
If the vehicle is operated at "short term" grade and
speed limits for a period of time, it is possible to
exceed the thermal capacity of the drive system com-
ponents. The Propulsion System Controller (PSC)
will then gradually reduce the retarding effort from
"short term" to "continuous". The "retard @ continu-
ous" indicator light will flash for 15 seconds, then illu-
minate steadily alerting the operator of the reduction
in retarding performance and the need for a reduc-
tion in speed. The operator must control the speed of
the truck in accordance to the continuous speeds
on the grade/speed chart. The operator must use the
service brakes to quickly slow the truck to the maxi-
mum "continuous" retarding limits (or less) based on
the grade the truck is currently on.
DO NOT LIGHTLY apply the service brakes when
attempting to slow the truck on a downhill grade.
Overheating of the brakes will result. FULLY
apply the brakes (within safe limits for road con-
ditions) in order to quickly slow the truck to max-
imum "continuous" retarding limits or less.
The "short term" rating will successfully accommo-
date most downhill loaded hauls. If actual time on the
grade exceeds the allowable limits, the grade will
need to be negotiated at the "continuous" speed.
The "continuous" numbers on the chart indicate the
combination of speeds and grades which the vehicle
can safely negotiate for unlimited time or distance
during retarding.
DO NOT exceed these recommended MAXIMUM
speeds when descending grades with a loaded truck.
OVERHEAD PANEL AND DISPLAYS
The items listed below are located on the overhead
panel. Refer to Figure 5-1 for the location of each
item. A brief description of each component is docu-
mented below.
Radio Speakers
Radio speakers (9, Figure 5-1) for the AM/FM Radio /
CD Player are located at the far left and right of the
overhead panel.
Warning Alarm Buzzer
Warning alarm buzzer (10, Figure 5-1) will sound
when activated by any one of several truck functions.
Refer to Instrument Panel and Indicator Lights in this
section for a detailed description of functions and
indicators that will activate this alarm.
Cab Radio
This panel will normally contain AM/FM Radio / CD
Player (11, Figure 5-1). Refer to Section 70 for a
more complete description of the radio and its func-
tions. Individual customers may use this area for
other purposes, such as a two-way communications
radio.
Warning Light Dimmer Control
Warning light dimmer control (12, Figure 5-1) permits
the operator to adjust the brightness of warning indi-
cator lights (13).
Status/Warning Indicator Light Panel
Panel (13, Figure 5-1) contains an array of indicator
lights to provide the operator with important status
messages concerning selected truck functions. Refer
to Instrument Panel and Indicator Lights in this sec-
tion for a detailed description of these indicators.
Air Cleaner Vacuum Gauges
Air cleaner vacuum gauges
(14, Figure 5-1) provide a con-
tinuous reading of the maxi-
mum air cleaner restriction
reached during operation. The
air cleaner(s) must be ser-
viced when the gauge(s)
shows the maximum recommended restriction of
635 mm (25 in.) of H
2
O vacuum.
NOTE: After service, push the reset button on face of
gauge to allow the gauge to return to zero.
Windshield Wipers
Windshield wipers (15, Figure 5-1) are powered by
an electric motor. Refer to Steering Wheel And Con-
trols in this section for a location and description of
the windshield wiper and washer controls.
CENTER CONSOLE
Directional Control Lever
Directional Control Lever (2, Figure 5-7) is mounted
on a console to the right of the operator's seat. It is a
four position lever that controls the park, reverse,
neutral, and forward motion of the truck. Before mov-
ing the directional control lever, apply the service
brakes to completely stop the truck. Depress the but-
ton on the side to release the detent lock, then move
the control lever to the desired position. When the
control lever is in the center N position, it is in NEU-
TRAL. When the control lever is in the P position, it is
in PARK, and the parking brake will be applied. The
parking brake is spring applied and hydraulically
released. It is designed to hold the truck stationary
when the engine is off and the key switch is turned
OFF. The truck must be completely stopped before
moving the control lever to PARK, or damage may
occur to the park brake. When the key switch is ON,
and the control lever is in PARK, the parking brake
indicator light (A3, overhead panel, Figure 5-11) will
be illuminated.
The directional control lever must be in PARK to
start the engine.
NOTE: DO NOT move the directional control lever to
the PARK position at the shovel or dump.
The operator can select FORWARD drive by moving
the control lever to the F position.
The operator can select REVERSE drive by moving
the control lever to the R position. DO NOT allow the
control lever to travel too far and go into the PARK
position when REVERSE is desired.
NOTE: The truck must be completely stopped before
the control lever is moved to a drive position or into
PARK. A GE fault will be recorded if the control lever
is placed into the PARK position while the truck is still
moving.
NOTE: The center console contains an access hole
for a wiring harness resistor. This resistor is to
reduce the current flow to the directional control lever
contacts, increasing their service life.
FIGURE 5-7. CENTER CONSOLE
1. Center Console
2. Directional Control Lever
3. Override/Fault Reset Switch
4. Engine Stop Switch
5. L.H. Window Control Switch
6. R.H. Window Control Switch
7. Hoist Control Lever
8. Retarder Speed Control Dial
9. RSC Switch
11. KOMTRAX Plus Snapshot In Progress Light
12. Link Energized Light (Red)
13. Service Engine Light (Blue)
14. 12V Auxiliary Power Outlets
15. 24V Fire Control Connector
16. 24V/12V Radio Connector
Override/Fault Reset Switch
Switch (3, Figure 5-
7) is spring-loaded
to the OFF posi-
tion. When pushed
in and held, this
switch may be used
for several functions.
1. This switch permits the operator to override the
body-up limit switch and move the truck forward
when the directional control lever is in FOR-
WARD, the dump body is raised, and the
brakes are released.
Use of the override switch for this purpose is
intended for emergency situations only!
2. The push button deactivates the retard pedal
function when the speed of the truck is below
4.8 kph (3 mph).
3. The override switch is also used to reset an
electric system fault when indicated by a red
warning light. Refer to Overhead Status/Warn-
ing Indicators in this section.
Engine Stop Switch
Switch (4, Figure 5-7) is used to
stop the engine. Pull the switch up
to stop the engine. Push the
switch back down to enable
engine operation.
Use this switch to stop the engine
if the key switch fails to operate, or to stop the engine
without turning off the 24 VDC electrical circuits.
A ground level engine stop switch is also located at
the right front corner of the truck.
L.H. Window Control Switch
Switch (5, Figure 5-7) is spring-loaded to the OFF
position.
Pushing the front of the switch raises the left side
cab window.
Pushing the rear of the switch lowers the window.
R.H. Window Control Switch
Switch (6, Figure 5-7) is spring-loaded to the OFF
position.
Pushing the front of the switch raises the right
side cab window.
Pushing the rear of the switch lowers the window.
Hoist Control Lever
Hoist control (7, Figure 5-7) is a four position hand-
operated lever located between the operator seat
and the center console (see illustration below).
Raising The Dump Body
1. Pull the lever to the rear to actuate hoist circuit.
(Releasing the lever anywhere during "hoist up"
will place the body in HOLD at that position.)
2. Raise engine rpm to increase hoist speed.
3. Reduce engine rpm as the last stage of the
hoist cylinders begin to extend and then let the
engine go to low idle as the last stage reaches
half-extension.
4. Release hoist lever as the last stage reaches
full extension.
5. After material being dumped clears the body,
lower the body to frame.
Refer to Operating Instructions - Dumping, for more
complete details concerning this control
Move hoist lever forward to DOWN position and
release. Releasing the lever places hoist control
valve in the FLOAT position allowing the body to
return to frame.
Retard Speed Control (RSC) Adjust Dial
Dial (8, Figure 5-7) allows the operator to vary the
downhill truck speed that the retard speed control
system will maintain when descending a grade. This
function can be overridden by either the accelerator
or retard pedal.
When the dial is rotated counter-
clockwise toward this symbol, the
truck will descend a grade at
lower speeds.
When the dial is rotated clockwise
toward this symbol, the truck
speed will increase.
Always refer to the Grade/Speed
Retard Chart in the operator's cab
and follow the recommendations for truck operation.
DO NOT exceed these recommended MAXIMUM
speeds when descending grades with a loaded truck.
Throttle pedal position will override RSC setting. If
operator depresses throttle pedal to increase truck
speed, dynamic retarding will not come on unless
truck overspeed setting is reached or foot operated
retard pedal is used. When throttle pedal is released
and RSC switch is on, dynamic retarding will come
on at, or above, the RSC dialed speed and will adjust
truck speed to, and maintain, the dialed speed.
To adjust RSC control, pull switch (9) ON and start
with dial (8) rotated toward fastest speed while driv-
ing truck at desired maximum speed. Relax throttle
pedal to let truck coast and turn RSC adjusting dial
slowly counterclockwise until dynamic retarding is
activated. Dynamic retarding will now be activated
automatically anytime the "set" speed is reached, the
RSC switch is on, and throttle pedal is released.
With RSC switch on and dial adjusted, the system
will function as follows: As truck speed increases to
the "set" speed and throttle pedal released, dynamic
retarding will apply. As truck speed tries to increase,
the amount of retarding effort will automatically adjust
to keep the selected speed. When truck speed
decreases, the retarding effort is reduced to maintain
the selected speed. If truck speed continues to
decrease to approximately 4.8 kph (3 mph) below
"set" speed, dynamic retarding will turn off automati-
cally. If truck speed must be reduced further, the
operator can turn the adjust dial to a new setting or
depress the foot operated retard pedal.
If the operator depresses the foot operated retard
pedal and the retard effort called for is greater than
that from the automatic system, the foot pedal retard
will override RSC.
Retard Speed Control (RSC) Switch
Switch (9, Figure 5-7) turns the system on and off.
Push the knob in for OFF and pull the knob out to
turn the system ON.
Data Store Button
Button (10, Figure 5-7) is for use by qualified mainte-
nance personnel to record in memory a snap-shot
of the AC drive system. It will also trigger the KOM-
TRAX Plus system to store a snap-shot of the truck
operating system. Light (11, Figure 5-7) will stay illu-
minated while the KOMTRAX Plus system is record-
ing the snap-shot.
KOMTRAX Plus Snapshot In Progress Light
Light (11, Figure 5-7) is an indicator that will illumi-
nate while the KOMTRAX Plus system is in the pro-
cess of taking a snapshot of machine data.
Link Energized Light
Light (12, Figure 5-7) is a red indictor that, when illu-
minated, indicates that the AC drive system is ener-
gized. No one is permitted to work on the AC drive
system while this light is illuminated.
Service Engine Light
Light (13, Figure 5-7) is a blue indicator that will illu-
minate if a problem is detected by the electronic
engine monitoring system.
Electric propulsion and dynamic retarding will still be
available.
If this light is ON, notify maintenance personnel so
they can diagnose and repair the problem the next
time the truck is in the shop for repairs or at the next
PM (Preventive Maintenance) interval.
DIAGNOSTIC PORTS
The diagnostic ports shown in Figure 5-8 are located
on the back wall of the cab next to the D.I.D. Panel.
KOMTRAX Plus Diagnostic Port
Diagnostic port (1, Figure 5-8) is used to download
truck operation data from the KOMTRAX Plus con-
troller.
Interface Module (IM) Diagnostic Port
Diagnostic port (2) is used to connect the interface
module to a computer for installing software.
Payload Meter Diagnostic Port
Diagnostic port (3) is used to download data from the
payload meter system. Refer to Section 60, Payload
Meter III, for a more complete description of the pay-
load meter and its functions.
Truck Control Interface (TCI) Diagnostic Port
Diagnostic port (4) is used to access diagnostic infor-
mation for the Truck Control Interface (TCI).
Propulsion System Controller (PSC)
Diagnostic Port
Diagnostic port (5) is used to access diagnostic infor-
mation for the Propulsion System Controller (PSC).
Engine Diagnostic Port (CENSE)
Diagnostic port (6) is a three pin connector used to
access diagnostic information for the engine monitor-
ing system.
Engine Diagnostic Port (QUANTUM)
Diagnostic port (7) is a nine pin connector used to
access diagnostic information for the engine control
system.
1. KOMTRAX Plus
Diagnostic Port
3. Payload Meter
Diagnostic Port
4. TCI Diagnostic Port
5. PSC Diagnostic Port
6. Engine Diagnostic Port
(CENSE)
7. Engine Diagnostic Port
(QUANTUM)
HEATER / AIR CONDITIONER
The heater/air conditioner compartment contains
heater/air conditioner controls and some of the
heater/air conditioner components, such as the
blower motor assembly and the heater coil. Optimum
cab air climate can be selected by using the following
controls in various combinations.
Fan Speed Control Knob
Fan speed control knob (1, Figure 9) is provided to
control the cab air fan motor. The fan motor is a 3-
speed motor (low, medium and high). Speeds are
selected by rotating the control knob clockwise to the
desired position. OFF is in the full counter-clockwise
position. The control knob must be switched ON for
the air conditioner to function.
Temperature Control Knob
Temperature control knob (2, Figure 9) allows the
operator to select a comfortable air temperature.
The control knob determines the operation of the air
conditioning and heater modes.
Rotating the control knob counter-clockwise (blue
zone (3)) will cause the A/C compressor to operate
and result in cooler air temperatures. Full counter-
clockwise position is the coldest air setting.
Rotating the control knob clockwise (red zone (4))
will affect coolant flow through the heater core and
result in warmer air temperatures. The full clockwise
position is the warmest heater setting.
Air Flow Directional Knob
Air flow directional knob (5, Figure 9) controls the
direction of airflow as follows:

Heater/Air Conditioner Vents
Heater/air conditioner vents (6, Figure 9) may be
rotated 360. There are three vents in the heater/air
conditioner compartment, four vents across the top of
the instrument panel, and one vent each in the RH
and LH instrument panels. There are also an addi-
tional four vents under the instrument panel. Air flow
through the vents is controlled by manually opening,
closing or turning the louvers.
Provides airflow to floor vents, only.
Provides airflow to upper vents and floor
vents.
Provides airflow to upper vents, only.
windshield.
windshield as well as to floor vents.
FIGURE 5-9. A/C & HEATER CONTROLS
1. Fan Speed Control
Knob
2. Temperature Con-
trol Knob
3. Blue Zone
4. Red Zone
5. Air Flow Directional
Knob
6. Vents
INSTRUMENT PANEL
Control Symbols
The operator must understand the function and oper-
ation of each instrument and control. Many control
functions are identified with international symbols
that the operator must learn to recognize immedi-
ately. This knowledge is essential for proper and safe
operation.
Items that are marked optional do not apply to every
truck.
The following symbols are general indicators and
may appear in multiple locations and combinations
on the instrument panel.
Most switches have two LED lights inside them, one
amber and one green in color. The amber is located
in the top portion of the switch and indicates that
function has been activated. The green LED is
located in the lower portion of the switch and indi-
cates that function has not been activated.
To activate a function, push on the top portion of
the switch. At this time, the amber LED will be
illuminated, and the green LED will be OFF.
To de-activate a function, push on the lower
portion of the switch. At this time, the green LED
will be illuminated, and the amber LED will be
OFF.
NOTE: The green LED light in the hazard light
switch, head light switch and the ladder light switch
will be illuminated when battery power is connected
to the truck. The LED lights in the other switches will
illuminate when the key switch is turned to the ON
position.
This symbol when it appears on an
indicator or control identifies that
this indicator or control is NOT
used.
This symbol identifies a rotary
control or switch. Rotate the knob
clockwise or counterclockwise for
functions.
This symbol identifies a switch
used to test or check a function.
Press the switch on the side near
the symbol to perform the test.
FIGURE 5-10. PANEL GAUGES, INDICATORS, AND CONTROLS
1. Key Switch
2. Rotating Beacon Switch (Optional)
3. Heated Mirrors Switch (Optional)
4. AC Drive System Rest Switch
5. Wheel Brake Lock Switch
6. Hazard Lights Switch
7. Heater/Air Conditioner Vents
8. Engine Oil Pressure Gauge
9. Right Turn Signal Indicator Light
10. Digital Tachometer
11. High Beam Headlight Indicator
12. Speedometer/Payload Meter Display
13. Left Turn Signal Indicator Light
14. Water Temperature Gauge
15. Lamp Check Switch
16. Headlight/Panel Illumination Lights Switch (3-Way)
17. Ladder Light Switch
18. Backup Light Switch
19. Fog Light Switch (Optional)
20. Payload Meter Switch
21. Panel Illumination Lights Dimmer Switch
22. Hydraulic Oil Temperature Gauge
23. Engine Hourmeter
24. Fuel Level Gauge
Key Switch
Starting
Key switch (1, Figure 5-8) is a four-position switch
(ACC, OFF, RUN, START). The ACC position is not
currently used.
When the switch is rotated one position clockwise, it
is in the RUN position and all electrical circuits except
START are activated.
1. With the directional control lever in PARK,
rotate key switch fully clockwise to the START
position, and hold this position until the engine
starts. The START position is spring-loaded to
return to RUN when the key is released. If the
engine is equipped with a prelube system, a
noticeable delay will occur before engine crank-
ing begins.
2. After engine has started, place rest switch (4,
Figure 5-10) in the OFF position, which will de-
activate the rest mode of operation. Refer to the
discussion of rest switch later in this section.
NOTE: The electric cranking motors have a 30 sec-
ond time limit. If the 30 second limit is reached,
cranking will be prohibited for two minutes. After two
minutes, cranking will be allowed. If the 30 second
limit is reached seven consecutive times, the key
switch must be turned to the OFF position. This will
allow the interface module to power down and reset,
which requires seven minutes to complete.
Rotating Beacon Light Switch
(Optional)
Rotating beacon switch (2,
Figure 5-10) is used to activate
the rotating beacon (if equipped)
on top of the operator cab.
Heated Mirror Switch (Optional)
Heated mirrors switch (3,
Figure 5-10) is used to activate
the heated mirrors (if equipped)
on both sides of the truck.
Rest Switch
Switch (4, Figure 5-10) is a rocker
type switch with a locking device for
the OFF (lower side pressed in)
position. There is no LED light to
illuminate when this switch is in the
OFF position. A small red tab must
be pushed up to unlock the switch
before the top side can be
depressed to the rest position.
When in the rest (ON) position, an internal amber
lamp will illuminate. The switch must be activated to
de-energize the AC drive system whenever the
engine is to be turned off or parked for a length of
time with the engine running.
The directional control lever must be in PARK and
the vehicle not moving to enable this function. This
will allow the engine to continue running while the AC
drive system is de-energized.
Activation of the rest switch alone DOES NOT
completely ensure that the drive system is safe
to work on. Refer to Section 20, Safety, for more
information on servicing an 830E truck. Check all
"link-on", or "link energized", indicator lights to
verify the AC drive system is de-engergized
before performing any maintenance on the drive
system. DO NOT activate the rest switch while
the truck is moving! The truck may unintention-
ally enter the rest mode after stopping.
An amber (yellow) indicator light in
the overhead panel (B6, Figure 5-
11) will illuminate when the "rest"
state has been requested and
entered.
Wheel Brake Lock Control
Switch (5, Figure 5-10) must be used
when the engine is running during
dumping and loading operations
only. The brake lock switch actuates
the hydraulic brake system which
locks the rear wheel service brakes
only. When pulling into the shovel or
dump area, stop the truck using the
foot-operated service brake pedal.
When the truck is completely
stopped and in the loading position, apply the brake
lock by pressing on the top of the rocker switch.
Move the directional control lever to NEUTRAL. DO
NOT place the directional control lever in PARK. To
release, press the lower part of the rocker switch.
DO NOT use this switch to stop the truck unless
the foot-operated treadle valve is inoperative.
Use of this switch applies rear service brakes at a
reduced, unmodulated pressure. DO NOT use the
brake lock for parking. With the engine stopped,
hydraulic pressure will bleed down, allowing the
brakes to release.
Use at shovel and dump only to hold the truck in
position.
NOTE: The wheel brake lock will not apply when the
directional control lever is placed in the PARK
position, or when the key switch is OFF, or when the
engine is not running.
Hazard Warning Lights
Switch (6, Figure 5-10) flashes all
the turn signal lights. Pressing the
top side of the rocker switch acti-
vates these lights. When these lights
are on, a red LED light will be illumi-
nated inside the switch. Pressing on
the lower side of the rocker switch
turns these lights off, and a green
LED light will be illuminated.
Cab/Air Conditioner Vents
Vents (7, Figure 5-10) may be directed by the opera-
tor to provide the most comfortable cabin air flow.
Engine Oil Pressure Gauge
Gauge (8, Figure 5-10) indicates
pressure in the engine lubrication
system in pounds per square inch
(psi).
Normal operating pressure after
engine warm up must be:
Idle - 138 kPa (20 psi) Minimum
Rated Speed - 310 - 483 kPa (45 to 70 psi)
Right Turn Signal Indicator
Indicator (9, Figure 5-10) illuminates to indicate that
the right turn signals are operating when the turn sig-
nal lever on the steering column is moved upward.
Moving the lever to its center position will turn the
indicator off.
Tachometer
Tachometer (10, Figure 5-10) displays engine crank-
shaft speed in revolutions per minute (rpm).
Governed rpm
Low Idle - 750 rpm
High Idle - 1910 rpm
Full Load - 1900 rpm
High Beam Indicator
the truck headlights are on high beam. To switch the
headlights to high beam, push the turn indicator lever
away from the steering wheel. For low beam, pull the
lever toward the steering wheel.
Speedometer/Payload Meter Display
Speedometer/payload meter display (12, Figure 5-
10) indicates the truck speed in kilometers per hour
(kph) or in miles per hour (mph). The display also
shows payload meter information. For more informa-
tion, see Section 60, Payload Meter III, in this man-
ual.
Left Turn Signal Indicator
the left turn signals are operating when the turn sig-
nal lever on the steering column is moved downward.
Moving the lever to its center position will turn the
indicator off.
Water Temperature Gauge
Gauge (14, Figure 5-10) indicates
the temperature of the coolant in
the engine cooling system. The
temperature range after engine
warm-up and truck operating
under normal conditions must be:
85-97C (185-207F)
Lamp Test Switch
Switch (15, Figure 5-10) is provided
to allow the operator to test the indi-
cator lamps prior to starting the
engine. To test the lamps and the
warning horn, turn key switch (1,
Figure 5-10) to the RUN position
and press the top side of the rocker
switch for the CHECK position. All
lamps must illuminate except those
which are for optional equipment
that may not be installed. The warning horn must
also sound. Any lamp bulbs which do not illuminate
must be replaced before operating the truck. Releas-
ing the spring-loaded switch will allow the switch to
return to the OFF position. A green LED will illumi-
nate in both switch positions.
NOTE: DO NOT use the lamp check switch while the
engine is on. Pressing this switch while the engine is
on will cause false electrical system faults. Warning
light (D5, Figure 5-11) will illuminate and engine
shutdown is required to turn it off.

Light Switch
The instrument panel lights, clear-
ance lights, and the headlights are
controlled by this three-position
rocker type switch (16, Figure 5-10).
OFF is selected by pressing the bot-
tom of the switch. Press the top of
the switch until it reaches the first
detent to select the panel lights,
clearance lights and tail lights only.
Press the top of the switch again
until it reaches the second detent to select head-
lights, panel lights, clearance lights and tail lights.
Ladder Light Switch
Ladder light switch (17, Figure 5-10)
turns the ladder lights on or off.
Pressing the top of the rocker switch
turns the lights on. Pressing the bot-
tom of the switch turns the lights off.
A green LED light will illuminate in
both switch positions. Another ladder
light switch is mounted at the right
front corner of the truck near the
base of ladder.
Manual Backup Switch
Manual backup switch (18,
Figure 5-10) allows the backup
lights to be turned on for added visi-
bility and safety when the direc-
tional control lever (see Operator
Controls) is not in REVERSE posi-
tion. When the switch is in the ON
position, the manual back up light
indicator (B4, overhead panel,
Figure 5-11) will be illuminated.
Fog Lights (Optional)
Fog lights (19, Figure 5-10) are
optional equipment that are useful in
foggy conditions and heavy rain.
Pressing the top of the rocker switch
turns the fog lights on. Pressing the
bottom of the switch turns the lights
off.
Payload Meter Switch
Payload meter switch (20, Figure 5-
10) is a two-way, momentary rocker
switch. The top position is the
SELECT position. The SELECT
position is used to step through the
different displays. The lower posi-
tion is the SET position. The SET
position is used to set the operator
ID, or clear the load and total ton
counters. Refer to Section 60, Pay-
load Meter III, for a more complete description of the
payload meter system and its functions.
Panel Light Dimmer
Panel light dimmer (21, Figure 5-10) is
a rheostat which allows the operator to
vary the brightness of the instruments
and panel lights.
Rotating the knob to the full clockwise position
turns the panel lights on to the brightest
condition.
Rotating the knob counterclockwise continually
dims the lights until OFF position is reached at
full counterclockwise rotation.
Hydraulic Oil Temperature
Gauge
Hydraulic oil temperature gauge
(22, Figure 5-10) indicates oil
temperature in the hydraulic tank.
There are two colored bands:
green and red.
Green indicates normal operation.
As the needle approaches the red zone, minimum
engine idle speed will increase to help cool the oil.
Red indicates high oil temperature in the hydraulic
tank. Continued operation could damage compo-
nents in the hydraulic system. There is also a red
temperature warning light in the overhead panel (A1,
Figure 5-11) that will illuminate when the temperature
exceeds a certain level (when the needle enters the
red zone). If this condition occurs, the operator must
safely stop the truck, move the directional control
lever to PARK, and operate engine at 1200 - 1500
rpm to reduce system temperature.
If temperature gauge does not move into the
green range after a few minutes, and the red
overhead indicator light does not go out, stop the
engine and notify maintenance personnel imme-
diately.
Hourmeter
Hourmeter (23, Figure 5-10) regis-
ters the total number of hours the
engine has been in operation.
Fuel Level Gauge
Fuel level gauge (24, Figure 5-10)
indicates how much diesel fuel is
in the fuel tank.
The fuel tank capacity is 4542
liters (1,200 gallons).
OVERHEAD STATUS / WARNING INDICATORS
* Brightness for these indicator lamps can be
adjusted by using dimmer control (12, Figure 5-1).
FIGURE 5-11. OVERHEAD STATUS / WARNING INDICATOR
Row /
Column
Indicator
Description
Indicator Color
Wire Index
A1* Hydraulic Oil Temp. High Red-24VIM/34TL
B1* Low Steering Pressure Red-12F/33A
C1 Low Accumulator Press. Red-12F/33K
D1 Not Used
E1 Low Brake Pressure Red-12F/33L
A2* Low Hydraulic Oil Level Red-12F4/34LL
B2* Low Automatic
Lubrication Pressure
Amber-12MD8/
68LLP
C2* Circuit Breaker Tripped Amber-12MD3/31CB
D2* Hydraulic Oil Filter Amber-12MD/39
E2* Low Fuel Amber-24VIM/38
A3* Park Brake Applied Amber-24VIM/52AL
B3* Service Brake Applied Amber-12MD/44L
C3* Body Up Amber-12MD6/63L
D3* Dynamic Retarding Amber-12MD/44DL
E3 Stop Engine Red-12M/31MT
A4* Starter Failure Amber-21SL/24VIM
B4* Manual Back-Up Lights Amber-12MD/47L
C4* Shutdown Timer Amber-12MD/23L1
D4* Retard Speed Control Amber-12MD/31R
E4* Check Engine Amber-12MD7/419
Row /
Column
Indicator
Description
Indicator Color
Wire Index
A5 No Propel/ No Retard Red-12M/75-6P1
B5 Propulsion System
Warning
Amber-12F/79WI
C5 Propulsion System
Temperature
Amber -12F/34TW1
D5 System/Component
Failure
Red-24VIM/311MLI
E5 Battery Charge System
Failure
Red-24VIM/11BCF1
A6 NO PROPEL Red-12M/75NPI
B6 Propulsion System @
Rest
Amber-12M/72PR1
C6* Propulsion System Not
Ready
Amber-12MD/72NR1
D6* Reduced Propulsion
System
Amber-12MD/72LP1
E6* Retard @ Continuous
Level
Amber-12MD/76LR1
D7 Brake Check Light
E7 Maintenance Monitor Amber-24VIM/
311ML2
Status / Warning Indicator Light Symbols
Amber indicator lights alert the operator that the indi-
cated truck function requires some precaution when
lighted.
Red indicator lights alert the operator that the indi-
cated truck function requires immediate action by
the operator. Safely stop the truck and turn the
engine off.
DO NOT OPERATE THE TRUCK WITH A RED
WARNING LIGHT ILLUMINATED!
Refer to Figure 5-11 and the descriptions below it for
explanations of the symbols. Location of the symbols
are described by rows (A - E) and columns (1 - 7).
A1. High Hydraulic Oil Temperature
This red warning light indicates
high oil temperature in the hydrau-
lic tank. Continued operation could
damage components in the
hydraulic system.
The light illuminates at 107C
(225F)
If this condition occurs, the operator must safely stop
the truck, move the directional control lever to PARK,
and operate engine at 1200 - 1500 rpm to reduce
system temperature.
If temperature gauge does not move into the
green range after a few minutes, and the red
overhead indicator light does not go out, stop the
engine and notify maintenance personnel imme-
diately.
B1. Low Steering Pressure
When the key switch is turned
ON, the low steering pressure
warning light will illuminate until
the steering system hydraulic
pressure reaches 15 858 kPa
(2,300 psi). The warning alarm will
also turn on, and both will remain on, until the accu-
mulator has been filled with hydraulic oil.
During truck operation, the low steering pressure
warning light and warning horn will turn on if the
steering system hydraulic pressure drops below
15 858 kPa (2,300 psi).
If the light illuminates momentarily (flickers) while
turning the steering wheel while at low truck
speed and low engine rpm, truck operation may
continue. This may be considered normal.
If the indicator light illuminates at higher truck
speed and high engine rpm, DO NOT OPERATE
THE TRUCK.
If the low steering warning light continues to illu-
minate and the alarm continues to sound, low
steering pressure is indicated. The remaining
pressure in the accumulators allows the operator
to control the truck to a stop. If the oil pressure
continues to decrease, the brake auto-apply fea-
ture will activate and the service brakes will apply
automatically to stop the truck. DO NOT attempt
further operation until the malfunction is located
and corrected.
1. Stop the truck as quickly as possible by using
the foot pedal to apply the service brakes. If
possible, steer the truck to the side of the road
while braking.
2. As soon as the truck has stopped moving, shift
the directional control lever to PARK. This will
apply the parking brake.
3. Slowly release the service brakes to check the
capacity of the parking brake. If the parking
brake can not hold the truck stationary, apply
the service brakes and hold them ON. DO NOT
turn the key switch OFF, and DO NOT release
the service brakes.
5. If the truck is on level ground, or if the parking
brake can hold the truck stationary and the truck
is in a stable condition, it is then OK to turn the
key switch OFF.
6. If safe to do so, have maintenance personnel
place wheel chocks or other mechanisms in
front or behind the wheels to reduce the risk of
the truck rolling.
7. If traffic is excessive near the disabled machine,
mark the truck with warning flags during day-
light hours or use flares at night. Adhere to local
regulations.
NOTE: If the engine is stopped, and the key switch is
OFF and the light is flashing, a malfunction has been
detected in the accumulator bleeddown system,
indicating there is still hydraulic pressure in the
system. The system/component system failure light
will also be illuminated, and the warning horn will be
on. DO NOT operate the truck, and notify
C1. Low Accumulator
Precharge Pressure
The low accumulator precharge
warning light, if illuminated, indi-
cates low nitrogen precharge for
the steering accumulator(s). To
check for proper accumulator
nitrogen precharge, the engine must be stopped and
the hydraulic system completely bled down. Turn the
key switch to the RUN position. The warning light will
not illuminate if the accumulators are properly
charged. The warning light will flash if the nitrogen
precharge within the accumulator(s) is below 7585
310 kPa (1,100 45 psi).
If the low accumulator precharge warning light
flashes, notify maintenance personnel immedi-
ately. DO NOT attempt further operation until the
accumulators have been recharged with nitro-
gen. Refer to the shop manual for proper charg-
ing instructions. If nitrogen precharge pressure
is low, sufficient oil for emergency steering may
not be available.
D1. Not Used
This light is reserved for future use.
E1. Low Brake Pressure
This red indicator light indicates a
malfunction within the hydraulic
brake circuit. If this light illumi-
nates and the buzzer sounds,
stop the truck, shift to PARK,
and turn the engine off. Notify
NOTE: Adequate hydraulic fluid is stored to allow the
operator to safely stop the truck.
A2. Low Hydraulic Tank Level
This warning light indicates the oil
level in the hydraulic tank is below
recommended level. Damage to
hydraulic pumps may occur if
operation continues. Stop the
truck and turn the engine off. Notify maintenance per-
sonnel immediately.
B2. Automatic Lubrication
System Pressure
This amber light will illuminate if
the automatic lubrication system
fails to reach 13 790 kPa (2,000
psi) at the junction block located
on the rear axle housing within a
specified time after the lube timer initiates a cycle of
grease. To turn the light off, turn key switch OFF, then
back to ON again. Notify maintenance personnel at
earliest opportunity after light comes on.
C2. Circuit Breaker Tripped
This amber light will illuminate if
any of the circuit breakers in the
relay circuit control boards are
tripped. The relay circuit boards
are located in the electrical control
cabinet.
D2. Hydraulic Oil Filter Monitor
This amber light indicates a
restriction in the high pressure fil-
ter assembly for either the steer-
ing or hoist circuit. This light will
illuminate before filters start to
bypass. Notify maintenance personnel at earliest
opportunity after the light illuminates.
NOTE: The filter monitor warning light may also
illuminate after the engine is initially started if the oil
is cold. If the light turns off after the oil is warmed,
filter maintenance is not required.
E2. Low Fuel
When the usable fuel remaining in
the tank is approximately 95 liters
(25 gallons), this amber indicator
light will flash twice and the warn-
ing buzzer will also sound twice.
Then, the warning buzzer will
sound once more and the indicator light will remain
illuminated. This will repeat every 15 minutes while
the fuel level is still low.
A3. Parking Brake
This amber parking brake indica-
tor will illuminate when the parking
brake is applied. The parking
brake is applied by placing the
directional control lever in the
PARK position.
If the parking brake light is flashing, that is an indica-
tion that the parking brake is requested, but has not
applied.
If the parking brake light is flashing, the operator
must not leave the cab. Notify maintenance person-
nel immediately.
This light will flash if the interface module (IM)
detects any parking brake abnormalities. This light
will also flash along with service brake indicator light
(B3) and system/component failure indicator light
(D5) to indicate that the service brakes, wheel brake
lock or parking brake should be applied under the
current operating conditions, but are not applied.
B3. Service Brake
This amber indicator light will
illuminate when the service brake
pedal is applied or when wheel
brake lock or emergency brake is
applied. Do not attempt to drive
the truck from a stopped position
with the service brakes applied, except as noted in
Section 30, Operating Instructions - Starting On A
Grade With A Loaded Truck.
This light will flash if the interface module (IM)
detects any service brake abnormalities. This light
will also flash along with parking brake indicator light
(A3) and system/component failure indicator light
(D5) to indicate that the service brakes, wheel brake
lock or parking brake should be applied under the
current operating conditions, but are not applied.
C3. Body Up
This amber body up indicator,
when illuminated, indicates that
the body is not completely down
on the frame. The truck must not
be driven until body is down and
the light is off.
D3. Dynamic Retarding
This amber dynamic retarding
indicator light illuminates when-
ever the retarder pedal is oper-
ated, RSC is activated, or the
automatic overspeed retarding cir-
cuit is energized. It indicates that
the dynamic retarding function of the truck is being
used.
E3. Stop Engine
This red engine monitor warning
light will illuminate if a serious
engine malfunction is detected in
the electronic engine control sys-
tem.
Electric propulsion to the wheelmotors will be
discontinued.
Dynamic retarding will still be available if needed
to slow or stop the truck.
1. Stop the truck as quickly as possible in a
safe area and shift to PARK.
2. PULL UP ON THE ENGINE STOP SWITCH
ON THE CENTER CONSOLE TO STOP THE
ENGINE, THEN TURN THE KEY SWITCH
OFF. Additional engine damage is likely to
occur if operation is continued.
Listed below are a few conditions that could cause
the stop engine light to illuminate:
Low Oil Pressure - red warning light will
illuminate, but the engine does not stop.
Low Coolant Level - red warning light will
Low Coolant Pressure - red warning light will
High Coolant Temperature - red warning light will
A4. Cranking Motor Failure
This amber indicator will illumi-
nate when either starter motor (of
two) fails to crank the engine,
leaving just one cranking motor to
start the engine. With only one
cranking motor doing the work of
two, the motor life will be shortened. If this indicator
illuminates, truck operation may continue, but main-
tenance personnel must be alerted as soon as possi-
ble.
This light will also illuminate if the cranking motors
have been operational for more than 30 seconds at a
time, or if seven attempts at starting for the full 30
seconds is reached.
B4. Manual Backup Lights
This amber indicator will illumi-
nate when the manually operated
manual backup light switch (18,
Figure 5-10) is turned ON.
C4. Engine Shutdown Timer
When the key switch has been
turned OFF, and certain conditions
have been met, this indicator light
will illuminate to indicate that the
shutdown timing sequence has
started. The engine could operate
for up to three minutes.
If the directional control lever is moved out of
PARK, the engine will stop immediately.
If the key switch is turned back ON, the engine
stop sequence will be terminated, and the engine
will remain running.
D4. Retard Speed Control (RSC)
Indicator
This amber light is illuminated
when the RSC switch mounted on
the console is pulled out to the ON
position. The light indicates the
retarder is active. It is for feedback
only and does not signal a problem.
E4. Check Engine
This amber check engine indicator
will illuminate if a malfunction is
detected by the engine electronic
control system.
If this indicator illuminates, truck
operation may continue, but maintenance personnel
must be alerted as soon as possible.
A5. No Power
This red no retard/no propel indi-
cator light indicates a fault has
occurred which has eliminated the
retarding and propulsion capability.
A warning buzzer will also sound.
If this condition occurs, the operator must safely stop
the truck, move directional control lever to PARK,
shutdown the engine, and notify maintenance per-
sonnel immediately.
B5. Propulsion System Warning
This amber indicator light indi-
cates a drive system fault has
occurred. Many faults will result in
a speed limit restriction, which
could be as low as 16 kmh (10
mph). The operator must notify
maintenance personnel immedi-
ately.
C5. Propulsion System Temperature
This amber AC drive system tem-
perature warning light indicates
the drive system temperature is
above a certain level. When this
condition occurs, the operator
must consider modifying truck
operation in order to reduce sys-
tem temperature. The operator is not required to stop
the truck at this time.
D5. System/Component
Failure
This red warning light indicates
that the interface module system
detected a failure somewhere on
the truck. There are many condi-
tions that could trigger the light to
illuminate. If this light illuminates, the operator must
safely stop the truck, move selector switch to PARK,
shut the engine off, and notify maintenance person-
nel immediately.
E5. Battery Charging System Failure
The red battery charging system
light indicates a problem has been
detected in the charging system,
and system voltage is outside the
normal operating range. If this
light illuminates, the operator must
safely stop the truck, move the
selector switch to PARK, shut the engine off, and
notify maintenance personnel immediately. If truck
operation continues, and the battery voltage drops
below 20.0 volts, the propulsion system will not oper-
ate, but retarding will still be available.
The following conditions will also illuminate this light:
Battery voltage below 24.5V, engine rpm above
1450. Resets at 26V.
Battery voltage below 23V with engine off.
Resets at 25.5V.
Battery voltage above 32V with engine operating.
Resets at 27.5V.
A6. No Propel
The red no propel light indicates
a fault has occurred which has
eliminated the propulsion capabil-
ity. If this condition occurs, the
operator must safely stop the
truck, move the directional control
lever to PARK, shut down the
engine, and notify maintenance personnel, immedi-
ately.
B6. Propel System @ Rest
The amber propel system @ rest
light is used to indicate that the AC
drive system is de-energized and
propulsion is not available. This
light is activated when the instru-
ment panel rest switch is turned
ON and the AC drive system is de-
energized. The three link ener-
gized lights (one on rear of the center console inside
the operator cab, and two on the deck-mounted con-
trol cabinets) must NOT be illuminated at this time.
C6. Propel System Not Ready
The amber indicator light func-
tions during start-up much like the
hour glass icon on a computer
screen. This light indicates the
computer is in the process of per-
forming the self-diagnostics and
set-up functions at start-up. Pro-
pulsion will not be available at this
time.
D6. Reduced Propulsion
The amber reduced propulsion
light is used to indicate that the full
AC drive system performance in
propulsion is not available. At this
time, the only event that will acti-
vate this light is the use of limp
home mode. This mode of opera-
tion requires a technician to enable.
E6. Retard At Continuous Level
When the drive system detects
that any of its components has
reached maximum temperature,
this amber indicator light will flash
for 15 seconds, then illuminate
steadily when the retarding perfor-
mance is limited to the continuous
level. The operator should control the speed of the
truck in accordance to the continuous speeds on
the grade/speed chart.
E7. Brake Test Light
(If Equipped)
The amber light is used to indi-
cate when the truck is in the
brake test mode. When illumi-
nated, a brake test is ready.
When flashing, the brake test is at
the validation point, or the retard
system test is finished.
E7. Maintenance Monitor
The indicator light will illuminate if
a repair fault is detected, which
must be corrected after the opera-
tors shift is done.
8. Brake Test Switch
(If Equipped)
Used to initiate a brake test.
Press on the momentary switch
to enter the brake test mode. If
certain conditions are met, the
operator can enter a brake test
sequence.
REAR AXLE LIGHT BAR
Backup Lights
Backup lights (1, Figure 5-1) illuminate when the
operator moves the directional control lever to
REVERSE. The lights can also be activated by using
the backup light switch in the cab. Using the switch
turns the lights on regardless of directional control
lever position.
Retard Lights
Retard lights (2) will illuminate when the operator
uses the retard function to slow the truck. The amber
light signals to traffic that the truck is slowing.
Brake Light
Brake light (3) will illuminate when the operator
depresses the brake pedal. The red light signals to
traffic that the truck is slowing.
Backup Alarm
Backup alarm (4) will sound when the operator
moves the directional control lever to REVERSE.
The alarm can also be turned on by using the backup
light switch. Using the switch turns the alarm on
regardless of directional control lever position.
NOTE: The brake light is functional at all times
regardless of key switch position. All other lights (and
the backup alarm) are only functional with the key
switch in the RUN position.
FIGURE 5-12. REAR AXLE LIGHT BAR
1. Backup Lights
2. Retard Lights
3. Brake Lights
4. Backup Alarm
5. Junction Box
6. HID Backup Light
KOMTRAX PLUS
Operation
This system uses KOMTRAX Plus formerly known as
(VHMS) (2, Figure 5-13) to gather data about the
operation of the truck from sensors and other control-
lers installed on the truck. The data stored in KOM-
TRAX Plus is collected by a laptop personal
computer (PC) or transmitted directly by communica-
tions satellite (utilizing the ORBCOMM controller).
This data is then compiled at the Komatsu computer
server. Based on this information, the servicing Kom-
atsu distributor will suggest improvements and pro-
vide information aimed at reducing machine repair
costs and downtime.
NOTE: A contract is necessary before KOMTRAX
Plus can be used. Contact your Komatsu distributor
for more information.
DO NOT disassemble, repair, or modify the KOM-
TRAX Plus system without proper authorization.
Changes to the system may cause machine fail-
ures and fire.
DO NOT touch the KOMTRAX Plus system com-
ponents during machine operation.
DO NOT pull on KOMTRAX Plus system wiring
harnesses, connectors, or sensors. This may
cause short circuits or open circuits and lead to
machine failure or fire.
DO NOT allow water, dirt, or oil onto system com-
ponents.
The ORBCOMM satellite requires the installation
of a pole and antenna, adding to the overall
height of the machine. The height increase is 410
mm (16.2 in.). With the guard installed, the overall
height increases another 260 mm (10.2 in.). Use
caution when operating in areas with height
restrictions.
Anyone with a pacemaker must remain a mini-
mum of 22 cm (9 in.) from the communications
antenna. Radio waves from the antenna can
interfere with pacemaker operation.
The KOMTRAX Plus system uses wireless com-
ponents that transmit via radio waves. It is neces-
sary to conform to local laws when using this
system.
Proper operation of the system is dependent on
good reception. Operating in tunnels, mountain
ranges and covered areas may prevent communi-
cation of the system.
Contact your Komatsu distributor before selling
or exporting a truck equipped with KOMTRAX
Plus. It may be necessary to remove the system
before transfer of ownership.
Contact your Komatsu distributor before install-
ing equipment that may interfere with the KOM-
TRAX Plus system.
Komatsu is not responsible for any failures that
result from neglecting KOMTRAX Plus system
precautions and instructions.
ORBCOMM is a two-way radio communication
device. Wireless signals from the system can
interfere with other wireless signals in the area.
This interference can cause a malfunction in a
blast zone resulting in an unintended detonation.
Know the locations of blast zones in the area and
keep a safe distance to avoid unintentional
blasts. If the machine is operating within a dis-
tance of 12m (40 ft) of a blast zone, disconnect
the ORBCOMM harness. Failure to do so could
result in serious injury or death.
This warning does not supersede requirements
or regulations of the area or country where this
machine is in operation. The following specifica-
tions are provided to ensure compliance with all
of the applicable requirements or regulations:
Transmit power: 5-10 Watts
Operating Frequency Range: 148 - 150 MHz
NOTE: The ORBCOMM modem installed from the
factory on all new trucks may not be approved for
use in certain countries of the world. Local regulation
may prohibit the use of the ORBCOMM modem/
satellite communicator. Depending on local
regulation, you may need to either remove the
modem or disconnect it and remove the antenna.
Check with KAC service for assistance and preferred
action in your area.
The following is a list of "at risk" countries: China,
Russia, Serbia, Tanzania, Senegal, Zambia,
Botswana and Namibia.
When the data-store button (1, Figure 5-13) is
pressed on the back side of the center console, it will
store a snapshot of the Statex III drive system. It
will also trigger the KOMTRAX Plus system to store a
snapshot of the truck operating system. A light (2,
Figure 5-13) will stay illuminated while the KOM-
TRAX Plus system is recording the snapshot, which
lasts for 7.5 minutes.
The KOMTRAX Plus system is turned on by the truck
key switch. Immediately after receiving 24V power
from the key switch, the KOMTRAX Plus controller
begins the power-up initialization sequence. This
sequence takes about three seconds, during which
time the red LED digits (4, Figure 5-13) display a cir-
cular sequence of flashing LED segments.
During normal truck operation, the red LED digits on
the KOMTRAX Plus controller will count from 00-99
continuously.
When the key switch is turned OFF, the KOMTRAX
Plus controller will remain on while it finishes pro-
cessing internal data and saves the recent data into
permanent memory. When the data has been safely
stored, the two digit LED display will turn OFF. This
process could take up to three minutes to complete.
If 24V power is disconnected (using the battery
disconnect switches) from the KOMTRAX Plus
controller before it has completed its shut down
procedure, the KOMTRAX Plus controller will
lose all data gathered since the key switch was
last turned ON. Do not disconnect battery power
until the KOMTRAX Plus controller has com-
pleted the shut down procedure and has turned
the LED digits off.
FIGURE 5-13. CENTER CONSOLE, REAR VIEW
2. KOMTRAX Plus Snapshot In Progress Light
FIGURE 5-14. KOMTRAX PLUS COMPONENT
LOCATION
1. ORBCOMM Controller
2. KOMTRAX Plus
Controller
3. Interface Module
4. Red LED Lights
5. Green LED Light
The ORBCOMM controller (1, Figure 5-14) transmits
data through antenna (1, Figure 5-15) mounted on
top of the cab. The antenna coaxial cable is routed
through the cab structure to protect it from damage. If
the antenna or coaxial cable is damaged, replace the
parts.
Interface Module
Interface module (3, Figure 5-14) receives data from
the sensors installed on the truck and sends this
information to the KOMTRAX Plus controller. There
is a small green LED light on the face of the control-
ler. With the key switch ON, the light must be blink-
ing. If the light is continuously illuminated, there is a
problem in the controller.
When a new interface module controller is installed
on the truck, new software has to be installed inside
the controller. IM-Diag connector (1, Figure 5-16) is
used to connect the interface module to a laptop PC
for installing software.
Basic Precautions
When using this truck, there is no particular need
to operate the KOMTRAX Plus system.
Never disassemble, repair, or modify the
KOMTRAX Plus system. This may cause failure
or fire on the machine or this system.
Do not touch the system when operating the
machine.
Do not pull on the wiring harnesses, connectors.
or sensors of this system. This may cause short
circuits or disconnections that lead to failure or
fire on the machine or this system.
Do not get water, dirt or oil on the system
controllers.
If there is any abnormality with the KOMTRAX
Plus system, please consult the servicing
Komatsu distributor.
FIGURE 5-15. ORBCOMM ANTENNA
1. ORBCOMM Antenna 2. Magnetic Base
(D.I.D. PANEL AT REAR OF CAB)
2. KOMTRAX Plus Diagnostic Port
P01024 Index P1-1
SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
AUTOMATIC LUBRICATION SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
P1-2 Index P01024
NOTES
P02066 Lubrication and Service P2-1
SECTION P2
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
830E SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Adding Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
COOLANT LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Radiator Filling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Coolant Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Unacceptable Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
WHEEL MOTOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Reserve Oil Tank Filling Procedure (Remote fill) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Inline Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
QUICK FILL SERVICE CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6
LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8
50 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . .P2-11
100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . P2-12
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . P2-19
2500 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-20
5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-20
10,000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-21
P2-2 Lubrication and Service P02066
NOTES:
Recommended preventive maintenance will contrib-
ute to the long life and dependability of the truck and
its components. The use of proper lubricants and the
performance of checks and adjustments at the rec-
ommended intervals is most important.
Lubrication requirements are referenced to the lube
key found in the Lubrication Chart (page P2-5). For
detailed service requirements for specific compo-
nents, refer to the service manual section for that
component (i.e. Section H for suspensions, Section L
for hydraulic system, etc.).
Refer to the manufacturer's shop manual when servic-
ing any components of the General Electric system.
Refer to the engine manufacturer's service manual
when servicing the engine or any of its components.
The service intervals presented here are in hours of
operation. These intervals are recommended in
lieu of an oil analysis program which may deter-
mine different intervals. However, if the truck is
being operated under extreme conditions, some or
all, of the intervals may need to be shortened and the
service performed more frequently.
The 830E truck is equipped with an automatic lubri-
cation system. The initial setup for this system pro-
vides for nominal amounts of lubricant to be
delivered to each serviced point. The lubrication
injectors can be adjusted to vary the amount of lubri-
cant delivered. In addition, the timer for lubrication
intervals is normally adjustable. For adjustments to
these devices, refer to Automatic Lubrication System
later in this manual.
830E SERVICE CAPACITIES
HYDRAULIC TANK SERVICE
There are two sight gauges on the side of the
hydraulic tank. With the engine stopped, key switch
OFF, hydraulic system bled down and body down, oil
should be visible in the top sight gauge. If hydraulic
oil is not visible in the top sight gauge, follow Adding
Oil instructions below.
Adding Oil
Keep the system open to the atmosphere only as
long as absolutely necessary to lessen the chances
of system contamination.
Service the tank with clean Type C-4 hydraulic oil
only. All oil being put into the hydraulic tank must be
filtered through filters rated at three microns.
1. Ensure that the engine is stopped, key switch is
OFF, hydraulic accumulators depressurized,
and body is down.
2. Remove fill cap (2, Figure 2-1) and add
hydraulic oil until the oil level is visible in the
center of the top sight gauge.
3. Install the fill cap.
4. Start the engine. Raise and lower the dump
body three times.
5. Check the hydraulic oil level again with the
engine stopped, key switch OFF, hydraulic
accumulators depressurized, and body down.
6. Repeat Steps 1 - 5 until the oil level is main-
tained in the center of the top sight gauge.
Crankcase: (including 4 oil filters)
Komatsu SDA16V160 or
SSDA16V160 Engines
Liters U.S.
Gallons
280 74
Cooling System:
Komatsu SDA16V160 or
SSDA16V160 Engine
522 138
Hydraulic System:
Refer to Hydraulic Tank Service
947 250
Wheel Motor: (each side) 38 10
Fuel Tank (Diesel Fuel Only) 4542 1200
Retractable Ladder System
Hydraulic Oil Reservoir
8 2
1. Sight Gauges 2. Fill Cap
FIGURE 2-1. HYDRAULIC TANK SERVICE
COOLANT LEVEL CHECK
Inspect the coolant sight gauge. If coolant cannot be
seen in the sight gauge, it is necessary to add cool-
ant to the system before truck operation. Refer to the
procedure below for the proper filling procedure.
Radiator Filling Procedure
The cooling system is pressurized due to thermal
expansion of coolant. Do not remove the radiator
cap while the engine and coolant are hot. Severe
burns may result.
NOTE: If coolant is added using the Wiggins service
center, the radiator cap must still be removed before
adding coolant.
Engine coolant must always be visible in the sight
gauge before truck operation.
1. With the engine and coolant at ambient
temperature, remove the radiator cap (2, Figure
2-2).
2. Fill the radiator with the proper coolant mixture
until coolant is visible in the sight gauge.
3. Install the radiator cap.
4. Run the engine for five minutes, then check the
coolant level.
5. If coolant is not visible in the sight gauge,
repeat Steps 1 - 4. Any excess coolant will be
discharged through the vent hose after the
engine reaches normal operating temperature.
Coolant Specifications
For ambient temperatures of -32 C (-25 F) and
above, use a standard 50/50 anti-freeze-to-water
mixture.
For arctic climates with ambient temperatures
between -32 C (-25 F) and -54 C (-65 F), use
a 60/40 anti-freeze-to-water mixture.
NOTE: Do not use propylene glycol coolant in arctic
climates. Only use ethylene glycol coolants.
Unacceptable Practices
Use of high-silicate anti-freeze.
Under concentration or over concentration of
Extended Service Additive (SCA).
Use of anti-freezes/coolants that are not fully
formulated for extended service intervals.
Use of sealing additives (stop-leak) in the cooling
system.
Use of soluble oils in the cooling system.
Use of poor-quality water. See the engine
manufacturers specifications for water quality
requirements.
Use of anti-freeze, Extended Service Additive
(SCA) or coolant filter(s) that do not meet the
engine manufacturers specifications.
Use of Treated Water coolant.
Use of coolants with less than 40 percent
antifreeze.
WHEEL MOTOR SERVICE
Due to differences in gear ratio and component evo-
lution/design, wheel motor service intervals may be
unit number and/or mine specific. Because of the
wide variety of factors involved, it is necessary to
consult your area Komatsu representative for all
wheel motor service intervals and instructions. Gen-
eral intervals for oil service and sampling are listed in
the interval charts.
1. Sight Gauge 2. Radiator Cap
FIGURE 2-2. COOLING SYSTEM SERVICE
RESERVE ENGINE OIL SYSTEM (Optional)
more oil capacity to the engine to reduce the frequent
servicing of the engine oil. The engine oil level must
still be checked every shift using the dipstick. If
engine oil level is not correct, check for proper opera-
tion of the reserve oil system. Never add oil to the
engine unless it has been drained.
If the engine oil has been drained from the oil pan,
the new oil must be added to the engine oil pan
before starting. DO NOT use the oil in the reserve
tank to fill an empty engine with oil. After an oil
change, both the engine and reserve tank must be
full of oil before starting the engine.
With the engine running, check the operation of the
red LED light on the pump.
Continuously on - Pump 1 is withdrawing oil
from the engine sump and bringing down the oil
level.
Irregular pulsing - Oil is at the correct running
level.
Oil should always be visible in the bottom sight
gauge. If not, add oil to the reserve oil tank until oil is
visible in the top sight gauge.
Never add oil to the engine unless it has been
completely drained.
If the engine oil has been drained from the oil
pan, new oil must be added to the oil pan. Do not
use the oil in the reserve oil tank to fill an
empty engine oil pan.
After an oil change, both the engine and reserve oil
tank must be full of oil before starting the engine.
Reserve Oil Tank Filling Procedure (Remote fill)
1. Connect the pressure supply hose from the
new oil supply to the quick coupler on the truck.
Open valve on supply hose to apply pressure.
2. Pull out on switch (2, Figure 2-3) to turn the sys-
tem on.
3. Push start switch (3). The VALVE OPEN light
(5) should illuminate and the filling process will
begin.
4. When tank is full, the VALVE OPEN light will
turn off and FULL light (4) will illuminate.
5. Close the oil supply valve in the fill hose.
6. Press and hold start switch (3) for a couple of
seconds.
7. Disconnect the new oil supply hose.
8. Push switch (2) in to turn system power OFF.
Inline Screen
There is an inline screen located at the inlet of the fill
valve. This screen does not require periodic mainte-
nance, but it can be cleaned by removing the screen
and back flushing.
FIGURE 2-3. CONTROL PANEL
1. Remote Control Box
2. System Switch
3. Start Switch
4. FULL Light
5. VALVE OPEN Light
QUICK FILL SERVICE CENTER
The service center can be located on either side of
the machine (Figure 40-4) and is used to fill system
fluids. Table 1 on page 6 shows the maximum reco-
mended fill pressures for the service center.
FIGURE 40-4. SERVICE CENTER
1. Hydraulic Oil
2. Radiator Coolant
3. Engine Oil
4. Grease
TABLE 1: MAXIMUM FIll PRESSURES
Fill System kPa psi
Engine Crankcase 345 50
Reserve Tank 862 125
Hydraulic Tank 345 50
Coolant 345 50
Grease 10 342 1,500
Fuel 103 15
L
U
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C
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A
R
T
10 HOUR (DAILY) INSPECTION
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS
1. MACHINE - Inspect the entire machine for leaks,
worn parts, and damage. Repair as necessary.
2. FAN DRIVE AND TURBOCHARGERS - Check for
leaks, vibration or unusual noise.
3. RADIATOR - Check the coolant level and fill with the
proper mixture as shown in the Cooling System Rec-
ommendation Chart in this chapter. Refer to the
engine manual for proper coolant additives.
4. ENGINE -
a. Check the oil level. To obtain an accurate
measurement, remove the dipstick and wipe
it off. Then reinsert the dipstick and remove it
again to check the oil level. Refer to the
engine manual for oil recommendations.
(Lube Key A).
NOTE: If the truck is equipped with a reserve engine
oil tank, check the oil level with the reserve tank
dipstick. If necessary, add oil to the reserve tank.
Also, with the engine running, check operation of the
LED indicator light. See below for description of LED
light signals. Refer to Figure 2-1.
LED Light Signals:
Irregular pulsing - Oil is at the correct operating
level.
b. Inspect exhaust piping for integrity.
c. Check for abnormal noises and fluid leaks.
d. Eliminator Filter - Check operating indicator.
5. HYDRAULIC TANK - Check the oil level in the tank.
Add oil if necessary. Refer to Hydraulic Tank Service -
Adding Oil. Oil should be visible in the top sight glass.
- DO NOT overfill. Lube Key B.
6. WHEELS AND TIRES -
a. Inspect tires for proper inflation and wear.
b. Check for embedded debris in tread and remove.
c. Inspect for damaged, loose, or missing wheel
mounting nuts and studs.
10 HOUR (DAILY) INSPECTION (Continued)
7. COOLING AIR DUCTWORK - Inspect ductwork from
the blower to the rear drive case. Ensure that duct-
work is secure, free of damage, and unrestricted.
8. AIR INTAKE PIPING - Check all mounting hardware,
joints, and connections. Ensure no air leaks exist and
all hardware is properly tightened. Figure 2-5.
9. AIR CLEANERS - Check the air cleaner vacuum
gauges in the operator cab, Figure 2-6. The air
cleaner(s) must be serviced if the gauge(s) shows the
following maximum restriction:
Komatsu SDA16V160 or SSDA16V160 Engines:
. . . . . . . . . . . . . . . . . . . . . . . . 25 in. of H
2
O vacuum.
Refer to Section C in the shop manual for servicing
instructions for the air cleaner elements. Empty the air
cleaner dust caps.
NOTE: After service, push the reset button on face of
gauge to allow the gauge to return to zero.
10. CAB AIR FILTER - Under normal operating condi-
tions, clean every 250 hours. In extremely dusty con-
ditions, service as frequently as required. Clean the
filter element with mild soap and water. Rinse com-
pletely clean and air dry with a maximum of 275 kPa
(40 psi). Reinstall the filter. Refer to Figure 2-7.
FIGURE 2-5. FIGURE 2-6.
FIGURE 2-7.
1. Filter Cover 2. Cab Filter
10 HOUR (DAILY) INSPECTION (Continued)
11. FUEL FILTERS (Fuel Separators) - Drain water from
the bottom drain valve on each Stage 1 fuel separator.
See Figure 2-8.
12. AUTOMATIC LUBE SYSTEM -
Check the grease reservoir; fill as required. Lube
Key D.
When filling the reservoir, check the grease filter
indicator. Clean or replace the grease filter if the
indicator detects a problem.
Inspect the system and check for proper
operation. Ensure the following important areas
are receiving adequate amounts of grease. Lube
Key D.
Steering Linkage
Final Drive Pivot Pin
Rear Suspension Pin Joints - Upper & Lower
Body Hinge Pins - Both Sides
Hoist Cylinders Pins - Upper & Lower
Anti-sway Bar - Both Ends
13. RETRACTABLE LADDER SYSTEM (If equipped) -
Check hydraulic oil reservoir; fill as required.
Operate the ladder. Check for loose parts and
adverse noise conditions.
FIGURE 2-8. STAGE 1 FUEL FILTERS &
WATER SEPERATORS
50 HOUR LUBRICATION AND MAINTENANCE CHECKS
*These checks are required only after the initial 50 hours of operation (such as: the commissioning of a new
truck, or after a new or rebuilt component installation).
*1. FUEL FILTERS - Change the fuel filters, (fuel
separators).
Refer to engine manufacturer's maintenance manual
for fuel filter replacement instructions.
*2. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only, after the initial 50, 100, and 250 hours of
operation; then at each 500 hours of operation there-
after.
*3 FAN DRIVE ASSEMBLY - Check torque for the six
fan mounting cap screws: 237 Nm (175 ft. lbs.). See
Figure 2-9.
FIGURE 2-9.
*These checks are required only after the initial 100 hours of operation (such as: the commissioning of a new
truck, or after a new or rebuilt component installation), check:

ments only, after the initial 100 and 250 hours of
operation; then at each 500 hours of operation there-
after.
The 10 hour lubrication and maintenance checks should also be performed at this time.
NOTE: Lube Key references are to the lubrication chart.
(CONTINUED NEXT PAGE)
1. ENGINE - Refer to the engine manufacturers Opera-
tion & Maintenance manual for complete specifica-
tions regarding engine lube oil specifications.
NOTE: If the engine is equipped with the *Centinel
oil system and/or the Eliminator filter system,
engine oil and filter change intervals are extended
beyond 250 hours. Take an engine oil sample for
analysis. Refer to engine Operation & Maintenance
manual for specific oil and filter change intervals.
* The Centinel system is a duty-cycle-dependent
lubrication management system whereby oil is
blended with the fuel and burned and an extension of
oil change intervals can occur.
a. Change engine oil. Lube Key A.
b. Replace engine oil filters.
NOTE: When installing spin-on filter elements, follow
the instructions as specified by the filter manufacturer.
The tightening instructions are normally printed on the
outside of the filter. Do not use a wrench or strap to
tighten filter elements.
c. Check the torque on the cooling fan mounting
cap screws (1, Figure 2-5). Tighten cap
screws (2) to 237 Nm (175 ft lbs).
250 HOUR LUBRICATION AND MAINTENANCE (Continued)

2. COOLING SYSTEM -
a. COOLANT MIXTURE - Check for proper
coolant mixture. Add coolant as required.
b. COOLANT FILTERS - Change coolant filters.
c. COOLING SYSTEM HOSES - Check cooling
system hoses for damage and signs of deteri-
oration.
Refer to the engine maintenance manual for coolant
filter replacement instructions and proper coolant mix-
ture instructions.
3. FUEL FILTERS - Change the Stage 1 and Stage 2
fuel filters. Refer to engine Operation & Maintenance
manual for specific filter replacement instructions.
4. FUEL TANK - Drain water and sediment from the fuel
tank. Refer to Shop Manual, Section B, Fuel Tank -
Cleaning.
5. STEERING LINKAGE - Check the torque on pin
retaining nuts (1, Figure 2-10) on the steering linkage
- 712 Nm (525 ft lbs). Check the torque on tie rod
retaining nuts (2) - 420 Nm (310 ft lb).
6. HYDRAULIC PUMP DRIVESHAFT & U-JOINTS -
Add one or two applications of grease to each grease
fitting. Non - moly grease only. Check that each bear-
ing of the cross & bearing assembly is receiving
grease. Replace bearings if any wear is detected.
7. CAB AIR FILTER - Under normal operating condi-
tions, clean every 250 hours. In extremely dusty con-
ditions, service as frequently as required. Clean the
filter element with mild soap and water. Rinse com-
pletely clean and air dry with a maximum of 275 kPa
(40 psi). Reinstall the filter. Refer to Figure 2-7.
FIGURE 2-10.

8. MOTORIZED WHEEL GEAR CASE - Refer to the
G.E. Planned Maintenance Manual and specific
motorized wheel shop manual. Check for correct oil
level. Lube key C.
ments only after the initial 250 hours of operation;
then at each 500 hours of operation thereafter. Check
oil level. Add oil as necessary. Lube Key B.
10. BATTERIES - Check the electrolyte level and add
water if necessary.
11. BODY-UP & HOIST LIMIT SWITCHES - Check oper-
ation of the switches. Clean the sensing areas of any
dirt accumulation and inspect the wiring for any signs
of damage.
12. WHEEL MOTOR BLOWER (If equipped) - Grease
motor blower shaft bearings. Lube key D.
13. G.E. PREFILTER BLOWER (If equipped) - Add one
to two applications of grease to the grease fitting.
Lube key D.
14. AC DRIVE BELT - Check the belt for wear, cracks,
glazing, tears or cuts. Refer to engine Operation &
Maintenance manual for specific instructions.
15. BATTERY CHARGING ALTERNATOR DRIVE BELT -
Check the belt for wear, cracks, glazing, tears or cuts.
Refer to engine Operation & Maintenance manual for
specific instructions.
16. AUTOMATIC LUBE SYSTEM - Perform 250 hour
checks as outlined in Automatic Lubrication System,
Section P, in this manual.
17. FRONT WHEELS - Check the oil level. Position the fill
plug at the 12 oclock position. The floating ball in the
sight gauge must be at its highest position. Add
jeeeoil as necessary. Remove and inspect magnetic
plug for contamination, if equipped. Use Lube key E.
*This check is required only after the first 250 hours of operation (such as: the commissioning of a new truck, or
after a new or rebuilt component installation), check:
Check the ladder system for:
a. Loose or missing hardware.
b. Bent or misaligned structures.
c. Foreign materials such as dirt, mud, etc., that
could effect proper operation of ladder.
d. Damaged wiring and harnesses.
e. Power pack box free of moisture and is prop-
erly sealed.
f. System voltage of 21VDC (off) 30VDC max
(operating).
Operate the ladder system through two complete
cycles and check for:
a. Adverse noise conditions.
b. Proper movement in a vertical plane ( viewed
from front of ladder); the ladder must move
up and down central to the actuator box.
c. Range of functions, including remote
switches and park-brake interlock.
Maintenance requirements for every 10 & 250 hour Lubrication and Maintenance Checks should also be per-
formed at this time.
1. FINAL DRIVE CASE BREATHERS - Remove the
breather elements for the motorized wheels. Clean or
replace the elements.
2. HYDRAULIC SYSTEM OIL FILTERS - Replace the
high pressure filter elements. Check the hydraulic
tank oil level. Add oil as necessary. Lube Key B.
3. HYDRAULIC TANK BREATHER - Replace the
breather elements.
4. HYDRAIR SUSPENSION - Check for the proper
piston extension (front and rear). Refer to Section H4
in the service manual for more information on proper
suspension extension and maintenance procedures.
5. THROTTLE AND BRAKE PEDAL - Lubricate the trea-
dle roller and hinge pins with lubricating oil. Lift the
boot from the mounting plate and apply a few drops of
lubricating oil between the mounting plate and the
plunger.
6. HOIST ACTUATOR LINKAGE - Check operation.
Clean, lubricate, and adjust as necessary.
7. PARKING BRAKE - Refer to Section J, Parking Brake
Maintenance. Perform the recommended inspections.
8. RESERVE ENGINE OIL SYSTEM (OPTION)
a. Check electrical system connections for tight-
ness, corrosion and physical damage. Check
the battery, oil pressure switch, junction
boxes, remote control fill box and the circuit
breakers.
b. Examine all electrical cables over their entire
length for possible damage.
c. Examine all hoses, including those on the
reserve tank and the ones leading to and
from the engine. Check for leaks, cracks or
other damage. Check all fittings for tightness,
leakage or damage.
9. ACCUMULATOR PRECHARGE - Check all steering
and brake system accumulator pre-charge pressures.
Refer to shop manual for details.
500 HOUR LUBRICATION AND MAINTENANCE CHECKS (Continued)
10. WHEEL MOTOR OIL SAMPLING - Refer to Section
G5, Wheel Motor, for oil sampling information.
11. WHEEL MOTOR OIL (Initial 500 hours only) -
Change or filter wheel motor gear oil only after initial
500 hours or operation. Wheel motor gear oil must be
filtered or changed every 2500 hours of operation
thereafter.
12. VHMS DATA DOWNLOAD - Using a laptop PC with
the VHMS Technical Analysis Tool Box program, per-
form a data download from the VHMS controller.
Send the data to WebCARE using the FTP feature.
Refer to Section D in the shop manual for more
detailed instructions.
13. FRONT BRAKE DISC - Measure the thickness of the
disc. If 20 to 25% of the disc wear surface is worn
below 28.7 (1.13 in.), the disc must be replaced.
Refer to the shop manual, Parking Brake, Section J,
for additional information.
14. FRONT WHEELS - Take an oil sample of the front
wheel bearing oil. Refer to Section G in this shop
manual for detailed instructions.
15. FRAME AND AXLE BOX INSPECTION - Wash the
truck, clean all of the weld joints, and visually inspect
the entire frame and axle box for cracking or damage.
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS
Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should also be performed at this
time.

1. HYDRAULIC TANK - Drain the hydraulic tank and
clean the inlet strainer. Refill the tank with new oil;
approximate capacity 901 l (238 gal). Use Lube Key
B.
NOTE: Oil change interval can be extended to 2,500
hours if oil is sampled at every 250 hour intervals and
no abnormalities are detected.
2. RADIATOR - Clean the cooling system with a quality
cleaning compound. Flush with water. Refill the sys-
tem with anti-freeze and water solution. Check the
Cooling System Recommendation Chart in this sec-
tion for the correct mixture. Refer to the engine manu-
facturers Operation and Maintenance Manual for the
correct additive mixture.
3. FUEL TANK - Remove the breather and clean in sol-
vent. Dry with pressurized air and reinstall.
4. OPERATOR'S SEAT - Apply grease to the slide rails.
Lube Key D.
5. AUTOMATIC BRAKE APPLICATION - Ensure the
brakes are automatically applied when brake pres-
sure decreases below the specified limit. Refer to the
appropriate Shop Manual, Section J, Brake Check-
out Procedure.
6. FRONT ENGINE MOUNT TRUNION - Add one or
two applications of grease at fitting. Lube key D.
7. AUTOMATIC LUBE SYSTEM PUMP - Check pump
housing oil level. Refill to bottom of level plug with
SAE 10W-30 motor oil.
8. ELIMINATOR FILTER - Clean and check centrifuge.
Refer to engine manufactures Operation & Mainte-
nance Manual. (Service interval is dependent on duty
cycle, oil quality, etc.)
2500 HOUR MAINTENANCE CHECKS
Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should also be performed at this
time.
5000 HOUR MAINTENANCE CHECKS
Maintenance for every 10, 250, 500 1,000 & 2,500 hour Lubrication and Maintenance Checks should also be per-
formed at this time.
1. WHEEL MOTOR GEAR OIL - Wheel motor gear oil
must be replaced every 2500 hours of operation.
Refer to G.E. Motorized Wheel Service & Mainte-
nance manual.
2. FRONT WHEELS - Drain and refill with oil. Refer to
Section G in this manual for detailed instructions on
changing the oil.
NOTE: Oil may need to be changed more frequently,
depending on mine conditions and the results of the
oil sample tests.
1. AIR CLEANERS - Clean the Donaclone tubes in the
pre-cleaner section of the air filter. Use low pressure
cold water or low pressure air to clean the tubes.
Refer to Section C, Air Cleaners.
NOTE: Do not use a hot pressure washer or high
pressure air to clean the tubes. Hot water/high pres-
sure causes the pre-cleaner tubes to distort.
2. FRONT WHEELS -
If oil sampling is done every 500 hours - And the con-
tamination trends are not rising, do not replace the
wheel bearings. Refer to Section G of the service
manual for more detailed instructions on oil sampling.
If oil samples are not taken - Drain oil and completely
disassemble the front wheel bearings and check all
parts for wear or damage. Refer to Section G of the
service manual for disassembly and assembly proce-
dures. Refill with oil. Check the oil level at the oil level
plug on wheel hub. Lube key E.
5000 HOUR MAINTENANCE
CHECKS (Continued)
10,000 HOUR MAINTENANCE
CHECKS
Maintenance for every 10, 250, 500, 1,000, 2,500 &
5000 hour Lubrication and Maintenance Checks
should also be performed at this time.
NOTE: Lube Key references are to the lubrication
chart.
Drain, flush and re-fill the hydraulic oil reservoir.
1. WHEEL MOTORS - Clean the area around the
grease ports to prevent dirt or other contaminates
from entering. Remove the six grease port plugs on
each wheel motor. Grease the inboard and outboard
wheel hub bearings with one 14 oz. cartridge per
each grease port.
NOTES:
P03033 Automatic Lubrication System P3-1
SECTION P3
AUTOMATIC LUBRICATION SYSTEM
INDEX
AUTOMATIC LUBRICATION SYSTEM 3
GENERAL DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Hydraulic Motor and Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Grease Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Pressure Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Flow Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Vent Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Lubrication Cycle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Over Pressure Cut Off Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Grease Pressure Failure Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Relief Valve (unloader valve) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Lubricant Required For System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
INJECTORS (SL-1 Series H) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
Injector Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
P3-2 Automatic Lubrication System P03033
Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
INJECTOR OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
AUTOMATIC LUBRICATION SYSTEM
GENERAL DESCRIPTION
The automatic lubrication system is a pressurized
lubricant delivery system which delivers a controlled
amount of lubricant to designated lube points. The
system is controlled by an electronic timer which
signals a solenoid valve to operate a hydraulic motor
powered grease pump. Hydraulic oil for pump
operation is supplied by the truck steering circuit.
Grease output is proportional to the hydraulic motor
input flow. A pump control manifold, mounted on top
of the hydraulic motor, controls input flow and
pressure. A 24VDC solenoid mounted on the
manifold turns the pump on and off.
The pump is driven by the rotary motion of the
hydraulic motor, which is then converted to
reciprocating motion through an eccentric crank
mechanism. The reciprocating action causes the
pump cylinder to move up and down. The pump is a
positive displacement, double-acting type as grease
output occurs on both the up and the down stroke.
During the down stroke, the pump cylinder is
extended into the grease. Through the combination
of shovel action and vacuum generated in the pump
cylinder chamber, the grease is forced into the pump
cylinder. Simultaneously, grease is discharged
through the outlet of the pump. The volume of grease
during intake is twice the amount of grease output
during one cycle. During the upstroke, the inlet check
valve closes. One half of the grease taken in during
the previous stroke is transferred through the outlet
check and discharged to the outlet port.
Over-pressurizing the system, modifying parts,
using incompatible chemicals and fluids, or
using worn or damaged parts may result in
equipment damage and/or serious personal
injury.
DO NOT exceed the stated maximum
working pressure of the pump or the
lowest rated component in the system.
Do not alter or modify any part of this
system unless approved by the factory.
Do not attempt to repair or disassemble
the equipment while the system is
pressurized.
Make sure that all fluid connections are
securely tightened before using this
equipment.
Always read and follow the fluid
manufacturer's recommendations
regarding fluid compatibility and the use
of protective clothing and equipment.
Check all equipment regularly. Repair or
replace worn or damaged parts
immediately.
This equipment generates very high grease
pressure. Extreme caution must be used when
operating this equipment as material leaks from
loose or ruptured components can inject fluid
through the skin and into the body causing
serious bodily injury including possible need for
amputation. Adequate protection is
recommended to prevent splashing of material
onto skin or into the eyes.
If any fluid appears to penetrate the skin, get
emergency medical care immediately! Do not
treat as a simple cut. Tell attending physician
exactly what fluid was injected.
FIGURE 3-1. PUMP & RESERVOIR COMPONENTS
1. Hose From Filter
2. Vent Hose
3. Hydraulic Motor
4. Pressure Reducing
Valve
5. Solenoid Valve
6. Override Switch
7. Vent Valve
8. Pipe Plug
9. Pump Assembly
11. Pressure Switch
12. Grease Reservoir
FIGURE 3-2. AUTOMATIC LUBRICATION SYSTEM INSTALLATION
1. L.H. Suspension, Bottom Bearing
2. L.H. Hoist Cylinder, Top Bearing
3. L.H. Hoist Cylinder, Bottom Bearing
4. L.H. Anti-Sway Bar Bearing
5. L.H. Suspension, Top Bearing
6. L.H. Body Pivot Pin
7. R.H. Body Pivot Pin
8. Grease Supply From Pump
9. R.H. Suspension, Bottom Bearing
10. R.H. Hoist Cylinder, Top Bearing
11. R.H. Hoist Cylinder, Bottom Bearing
12. Rear Axle Pivot Pin
13. R.H. Anti-Sway Bar Bearing
14. R.H. Suspension, Top Bearing
15. Truck Frame
16. Vent Hose
17. Pipe Plug (Oil Level)
18. Pressure Switch, N.O. - 20 684 kPa (3,000 psi)
19. Grease Pump
20. Vent Valve
21. Filter
22. Grease Supply to Injectors
23. Injectors
24. Pressure Switch, N.O. - 13 790 kPa (2,000 psi)
NOTE: The above illustration shows the standard location for the lube pump and reservoir
(right platform). This assembly may be located on the left platform on some models.
SYSTEM COMPONENTS
Filter
Filter assembly (21, Figure 3-2), mounted on the
grease reservoir, filters the grease prior to refilling the
reservoir from the shop supply. A bypass indicator
alerts service personnel when the filter requires
replacement.
Hydraulic Motor and Pump
Rotary hydraulic pump (3 & 9, Figure 3-1) is a fully
hydraulically operated grease pump. An integrated
pump control manifold is incorporated with the motor
to control input flow and pressure.
NOTE: The pump crankcase oil level must be
maintained to the level of the pipe plug (17, Figure 3-
2). If necessary, refill with 10W-30 motor oil.
Hydraulic oil supply inlet pressure must not
exceed 24 132 kPa (3500 psi). Exceeding the
rated pressure may result in damage to the
system components and personal injury.
Grease Reservoir
Reservoir (12, Figure 3-1) has an approximate
capacity of 41 kg (90 lb) of grease. When the grease
supply is replenished by filling the system at the
service center, the grease is passed through the filter
to remove contaminants before it flows into the
reservoir.
Pressure Reducing Valve
Pressure reducing valve (4, Figure 3-1), located on
the manifold, reduces the hydraulic supply pressure
(from the truck steering circuit) to a suitable operating
pressure for the hydraulic motor used to drive the
lubricant pump. The pressure control valve has
been factory adjusted and the setting should not
be disturbed unless grease output pressure is
outside the recommendations.
A pressure gauge can be installed where pipe plug
(8, Figure 3-1) is located. The pressure gauge will
indicate hydraulic oil pressure to the inlet of the
hydraulic motor. Normal pressure is 2241 - 2413 kPa
(325 - 350 psi).
Flow Control Valve
Flow control valve (10, Figure 3-1), mounted on the
manifold, controls the amount of oil flow to the
hydraulic motor. The flow control valve has been
factory adjusted and the setting should not be
disturbed.
Solenoid Valve
Solenoid valve (5, Figure 3-1), when energized,
allows oil to flow to the hydraulic motor.
Vent Valve
With vent valve (7, Figure 3-1) closed, the pump
continues to operate until maximum grease pressure
is achieved. As this occurs, the vent valve opens and
allows the grease pressure to drop to zero, so the
injectors can recharge for their next output cycle.
Lubrication Cycle Timer
The solid state lubrication cycle timer provides a 24
VDC timed-interval signal to energize solenoid valve
(3, Figure 3-3) providing oil flow to operate the
grease pump motor. This timer is mounted in the
Electrical Interface Cabinet.
Over Pressure Cut Off Switch
Pressure switch (18, Figure 3-2) is a normally open
switch set at 20 684 kPa (3,000 psi). This switch de-
energizes the pump solenoid relay if the grease line
pressure reaches the switch pressure setting, turning
off the motor and pump.
Grease Pressure Failure Switch
Pressure switch (24, Figure 3-2) is a normally open
switch set at 13 789 kPa (2,000 psi). If the
appropriate grease pressure is not achieved during
the normal pump cycle, the warning system will be
activated, illuminating the warning lamp in the
overhead display to notify the operator a problem
exists in the lube system.
Injectors
Each injector (23, Figure 3-2) delivers a controlled
amount of pressurized lubricant to a designated lube
point. Refer to Figure 3-2 for locations.
Relief Valve (unloader valve)
Relief valve (14, Figure 3-3) protects the pump from
high pressures. This relief valve is set at 27 580 kPa
(4,000 psi).
SYSTEM OPERATION
Normal Operation
1. During truck operation, the lubrication cycle
timer will energize the system at a preset time
interval.
2. The timer provides 24 VDC to energize the
pump solenoid valve (3, Figure 3-3), allowing
hydraulic oil provided by the truck steering
pump circuit to flow to the pump motor and
initiate a pumping cycle.
3. The hydraulic oil from the steering circuit is
directed through the pressure reducing valve
(4) and flow control valve (6) before entering the
motor. Pump pressure can be read on optional
pressure gauge (5) mounted on the manifold.
4. With oil flowing into the hydraulic motor, the
grease pump will operate, pumping grease from
the reservoir to the injectors (13), through a
check valve (10) and to the vent valve (11).
5. During this period, the injectors will meter the
appropriate amount of grease to each
lubrication point.
6. When grease pressure reaches pressure switch
(18, Figure 3-2) setting, the switch contacts will
close and energize the relay RB7-K5, removing
power from the hydraulic motor/pump solenoid
and the pump will stop. The relay will remain
energized until grease pressure drops
(pressure switch opens again) and the timer
turns off.
7. After the pump solenoid valve is de-energized,
hydraulic pressure in the manifold drops and
vent valve (11, Figure 3-3) will open, releasing
grease pressure in the lines to the injector
banks. When this occurs, the injectors are then
able to recharge for the next lubrication cycle.
8. The system will remain at rest until the
lubrication cycle timer turns on and initiates a
new grease cycle.
9. During the normal lubrication cycle, if grease
pressure fails to reach 13 790 kPa (2,000 psi)
within 120 seconds at the pressure switch
located on the rear axle housing, an amber
indicator light will illuminate on the overhead
panel.
FIGURE 3-3. HYDRAULIC SCHEMATIC
1. Hydraulic Oil Return
2. Hydraulic Oil Supply
3. Pump Solenoid Valve
5. Motor Pressure Gauge
7. Hydraulic Motor
8. Grease Pump
9. Pressure Switch (N.O.)
10. Check Valve
11. Vent Valve
12. Orifice
13. Injector Bank
14. Relief Valve
GENERAL INSTRUCTIONS
Lubricant Required For System
Grease requirements will depend on ambient
temperatures encountered during truck operation:
Above 32C (90F) - Use NLGI No. 2
multipurpose grease (MPG).
-32 to 32C (-25 to 90F) - Use NLGI No. 1
multipurpose grease (MPG).
Below -32C (-25F) - Refer to local
supplier for extreme cold weather
lubricant requirements.
System Priming
The system must be full of grease and free of air
pockets to function properly. After maintenance, if the
primary or secondary lubrication lines were replaced,
it will be necessary to prime the system to eject all
entrapped air.
1. Fill lube reservoir with lubricant, if necessary.
2. To purge air from the main supply line, remove
the main supply line at the grease canister.
Connect an external grease supply to the line.
3. Remove plugs from each injector group in
sequence (right front, left front, and rear axle).
4. Using the external grease source, pump grease
until grease appears at the group of injectors
and re-install the pipe plug. Repeat for
remaining injector groups.
5. Remove the caps from each injector and
connect an external grease supply to the zerk
on the injector and pump until grease appears
at the far end of the individual grease hose or
the joint being greased.
Filter Assembly
Filter element (5, Figure 3-4) must be replaced if
bypass indicator (2) shows excessive element
restriction.
FIGURE 3-4. FILTER ASSEMBLY
1. Housing
2. Bypass Indicator
3. O-Ring
4. Backup Ring
5. Element
6. Spring
7. Bowl
8. O-Ring
9. Plug
LUBRICANT PUMP
Pump Housing Oil Level
The pump housing must be filled to the proper level
with SAE 10W-30 motor oil. Check the oil level at at
the 1,000 hour maintenance interval. To add oil,
remove dipstick (4, Figure 3-5) on top of the pump
housing and fill the housing to the proper level
marked on the dipstick.
NOTE: If the pump is not equipped with dipstick (4),
remove oil level plug (5) and fill the housing to the
bottom of the plug hole.
Pump Pressure Control
High pressure hydraulic fluid from the truck steering
system is reduced by the pressure reducing valve
located on the manifold on top of the pump motor.
This pressure can be read if pipe plug (3) is removed,
and a gauge is installed on the manifold.
FIGURE 3-5. AUTO LUBE PUMP CONTROLS
1. Pump Pressure Control
2. Override Switch
3. Pipe Plug (Gauge Port)
4. Dipstick
5. Oil Level Plug
INJECTORS (SL-1 Series H)
Injector Specifications
Each lube injector services only one
grease point. In case of pump
malfunction, each injector is equipped
with a covered grease fitting to allow the
use of external lubricating equipment.
Injector output volume:
Maximum output =. . . . . 1.31 cc (0.08 in
3
).
Minimum output = . . . . 0.13 cc (0.008 in
3
).
Operating Pressure:
Minimum - . . . . . . . 12 755 kPa (1,850 psi)
Maximum - . . . . . . . 24 133 kPa (3,500 psi)
Recommended - . . .17 238 kPa (2,500 psi)
Maximum Vent Pressure - (Recharge)
. . . . . . . . . . . . . . . . . . . 4 137 kPa (600 psi)
Injector Adjustment
The injectors may be adjusted to supply from 0.13 -
1.31 cc (0.008 - 0.08 in
3
) of lubricant per injection
cycle. The injector piston travel distance determines
the amount of lubricant supplied. This travel is in turn
controlled by an adjusting screw in the top of the
injector housing.
Turn adjusting screw (1, Figure 3-6)
counterclockwise to increase lubricant amount
delivered and clockwise to decrease the lubricant
amount.
When the injector is not pressurized, maximum
injector delivery volume is attained by turning the
adjusting screw (1) fully counterclockwise until the
indicating pin just touches the adjusting screw. At the
maximum delivery point, about 9.7 mm (0.38 in.)
adjusting screw threads should be showing.
Decrease the delivered lubricant amount by turning
the adjusting screw clockwise to limit injector piston
travel. If only half the lubricant is needed, turn the
adjusting screw to the point where about 4.8 mm
(0.19 inch) threads are showing. The injector will be
set at minimum delivery point with about 0.22 mm
(0.009 in.) thread showing.
NOTE: The above information concerns adjustment
of injector delivery volume. The timer adjustment
should also be changed, if overall lubricant delivery is
too little or too much. Injector output should not be
adjusted to less than 1/4 capacity.
FIGURE 3-6. TYPE SL-1 INJECTOR
1. Adjusting Screw
2. Locknut
3. Piston Stop Plug
4. Gasket
5. Washer
6. Viton O-Ring
7. Injector Body Assy.
8. Piston Assembly
9. Fitting Assembly
10. Plunger Spring
11. Spring Seat
12. Plunger
13. Viton Packing
14. Inlet Disc
15. Viton Packing
16. Washer
17. Gasket
18. Adapter Bolt
19. Adapter
20. Viton Packing
NOTE: The piston assembly (8) has a visible
indicator pin at the top of the assembly to verify
injector operation.
INJECTOR OPERATION
STAGE 1.
The injector piston (2) is in its normal
or rest position. The discharge
chamber (3) is filled with lubricant
from the previous cycle. Under the
pressure of incoming lubricant (6),
the slide valve (5) is about to open
the passage (4) leading to the
measuring chamber (1) above the
injector piston (2).
STAGE 2.
When the slide valve (5) uncovers the
passage (4), lubricant (6) is admitted
to the measuring chamber (1) above
the injector piston (2) which forces
lubricant from the discharge chamber
(3) through the outlet port (7) to the
bearing.
STAGE 3.
As the injector piston (2) completes
its stroke, it pushes the slide valve (5)
past the passage (4), cutting off
further admission of lubricant (6) to
the passage (4) and measuring
chamber (1). The injector piston (2)
and slide valve (5) remain in this
position until lubricant pressure in the
supply line (6) is vented.
STAGE 4.
After venting, the injector spring
expands, causing the slide valve (5)
to move, so that the passage (4) and
discharge chamber (3) are connected
by a valve port (8). Further expansion
of the spring causes the piston to
move upward, forcing the lubricant in
the measuring chamber (1) through
the passage (4) and valve port (8) to
refill the discharge chamber (3).
Injector is now ready for the next
cycle.
PREVENTIVE MAINTENANCE PROCEDURES
Use the following maintenance procedures to ensure
proper system operation.
Daily Lubrication System Inspection
1. Check the grease reservoir level after each shift
of operation. Grease usage should be
consistent from day-to-day operations. Lack of
lubricant usage would indicate an inoperative
system. Excessive usage would indicate a
broken supply line.
2. Check the filter bypass indicator when filling the
reservoir. Replace the element if bypassing.
3. Check all grease hoses from the SL-1 Injectors
to the lubrication points.
a. Repair or replace all damaged feed line
hoses.
b. Ensure that all air is purged and all new feed
line hoses are filled with grease before
returning the truck to service.
4. Inspect the key lubrication points for a bead of
lubricant around the seal. If a lubrication point
appears dry, troubleshoot and repair the
problem.
250 Hour Inspection
1. Check all grease hoses from the SL-1 Injectors
to the lubrication points (see Figure 3-2).
a. Repair or replace all worn or broken hoses.
b. Ensure that all air is purged and all new feed
line hoses are filled with grease before
returning the truck to service.
2. Check all grease supply line hoses from the
pump to the SL-1 injectors.
a. Repair or replace all worn or broken supply
lines.
b. Ensure that all air is purged and all new
supply line hoses are filled with grease
before returning the truck to service.
3. Check the grease reservoir level.
a. Fill the reservoir if the grease level is low.
Check the filter bypass indicator when filling
the reservoir. Replace the element if
bypassing.
b. Check the reservoir for contaminants. Clean
the reservoir, if required.
c. Ensure that all filler plugs, covers and
breather vents on the reservoir are intact and
free of contaminants.
4. Inspect all bearing points for a bead of lubricant
around the bearing seal.
NOTE: It is good practice to manually lube each
bearing point at the grease fitting provided on each
Injector. This will indicate whether there are any
frozen or plugged bearings, and it will help flush the
bearings of contaminants.
5. System Checkout
a. Remove all SL-1 injector cover caps to allow
visual inspection of the injector cycle
indicator pins during system operation.
b. Start the engine.
c. Actuate lube system override switch (6,
Figure 3-1). The hydraulic motor and grease
pump should operate.
d. With the grease under pressure, check each
SL-1 injector assembly. The cycle indicator
pin should be retracted inside the injector
body.
e. When the system is at 16 203 - 17 237 kPa
(2,350 - 2,500 psi), the pump should shut off
and the pressure in the system should drop
to zero, venting back to the grease reservoir.
f. After the system has vented, check the SL-1
injector indicator pins. All of the pins should
be visible. Replace or repair any defective
injectors.
g. Install all injector cover caps.
h. Check the lubrication timer operation.
NOTE: With the engine on, the lube system should
activate within five minutes. The system should build
to 13 790 kPa (2,000 psi) at the rear axle during
normal pump cycle.
If the system is working properly, the machine is
ready for operation.
If the system is malfunctioning, refer to the
troubleshooting chart.
1000 Hour Inspection
1. Check the pump housing oil level. If necessary,
refill with SAE 10W-30 motor oil to the bottom of
the oil level plug.
SYSTEM CHECKOUT
To check system operation (not including timer),
proceed as follows:
1. Remove the dust covers from the injectors.
3. Actuate the manual override button at the pump
assembly and observe pin movement at each
injector.
4. Check for pump, hose or injector damage or
leakage with the system under pressure.
5. After checking system, stop the engine.
Observing normal precautions regarding high
voltage present in the propulsion system before
attempting to repair lube system.
6. Re-install the injector dust covers.
Lubrication Controller Check
Pressing the manual lube button on the enclosure
cover will initiate a lube event (see Figure 3-7).
Lubrication Controller Components
Mode switch (2, Figure 3-7) consists of four dip
switches. The first, second and third dip switches are
not functional. These settings have been pre-set and
are not changeable.
The fourth dip switch is used to select memory off
or memory on. When the switch is set to memory
off, a lube cycle will occur each time power is turned
on. The lube cycle will start at the beginning of the on
time setting.
When the switch is set to memory on, the controller
will function as follows:
1. When power is turned off during off time
(between cycles), the lube cycle will resume at
the point of interruption after power is restored.
In other words, the controller will remember its
position in the cycle.
2. When power is turned off during on time
(during a cycle), the controller will reset to the
beginning of the lube cycle after power is
restored.
The time between lube events is determined by the
setting of the Off Time rotary switch (1, Figure 3-7).
Off time switch is used to select units of time.
Possible time intervals are: 0.5, 1, 2, 4, 8, 15, 24 or
30 minutes.
Cover (3) contains three LED windows and a manual
lube switch. The LEDs indicate system operation and
status. When power is on, a green LED will
illuminate. When the pump is on, another green LED
will illuminate. A red LED will illuminate when an
alarm condition occurs.
Lubrication Controller Adjustment
The lubrication controller is factory set to the
following switch settings:
Dip Switch 1 - 120 SEC (not adjustable)
Dip Switch 2 - CONTROLLER (not adjustable)
Dip Switch 3 - MINUTES (not adjustable)
Dip Switch 4 - MEMORY OFF
Rotary Switch - 15 minutes
NOTE: Only dip switch 4 and the rotary switch are
adjustable.
FIGURE 3-7. LUBRICATION CYCLE TIMER
1. Off Time Switch
2. Mode Switch
3. Cover
SYSTEM TROUBLESHOOTING CHART
If the following procedures do not correct the problem, contact a factory authorized service center.
TROUBLE POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Pump Does Not Operate
Lube system is not grounded.
Electrical power loss.
Timer malfunction.
Solenoid valve malfunction.
Relay malfunction.
Motor or pump malfunction.
Correct grounding connections to pump
assembly and truck chassis.
Locate cause of power loss and repair. 24
VDC power required. Ensure key switch is
ON.
Replace timer assembly.
Replace the solenoid valve assembly.
Replace relay.
Repair or replace motor and/or pump
assembly. (Refer to shop manual for
rebuild instructions.)
NOTE: On initial startup of the lube system, the timing capacitor will not contain a
charge, therefore the first timing cycle will be about double in length compared to
the normal interval. Subsequent timer cycles should be as specified.
Pump Will Not Prime
Low lubricant supply Dirt in reservoir, pump inlet clogged, filter
clogged.
Pump Will Not Build
Pressure
Trapped air in lubricant supply line.
Lubricant supply line is leaking.
Vent valve is leaking.
Pump is worn or scored.
Prime system to remove trapped air.
Check lines and connections to repair
leakage.
Clean or replace vent valve.
Repair or replace pump assembly. (Refer
to shop manual for rebuild instructions.)
Injector Indicator Stem
Does Not Operate
NOTE: Normally, during operation, the injector indicator stem will move into the
body of the injector when pressure builds properly. When the system vents
(pressure release) the indicator stem will again move out into the adjusting yoke.
Malfunctioning injector - Usually
indicated by the pump building
pressure and then venting.
All injectors inoperative -
Pump build up not sufficient to cycle
injectors.
Replace individual injector assembly.
Service and/or replace pump assembly.
(Refer to shop manual for rebuild instruc-
tions.)
Pressure Gauge Does Not
Register Pressure
(pressure gauge not
included with pump)
No system pressure to pump motor.
No 24 VDC signal at pump sole-
noid.
Pressure reducing valve setting is
too low.
24V Relay (RB7K8 or RB7K5) may
be defective.
Check hydraulic hose from steering
system.
Determine problem in 24 VDC electric
system.
Refer to Pressure Control Valve
Adjustment.
Replace relay.
TROUBLE POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Pump Pressure Builds
Very Slowly Or Not At All
No signal at solenoid.

Check timer.
Controller Does Not
Operate
No electric power to controller.
Turn on electric power to pump. POWER
LED should light, PUMP ON LED should
light when MANUAL LUBE is pressed.
PUMP ON LED Lights,
But Load Connected To
Terminals 3 & 4 Will Not
Energize
Printed circuit board failure. Remove and replace.
Load Connected To
Terminals 3 & 4
Energized, But PUMP
ON LED Does Not Light
Failure of the printed circuit board or
keypad.
Remove and replace.
Bearing Points
Excessively Lubricated
Controller memory mode is OFF. Switch controller memory mode to ON.
Injector output adjustment setting is
too high.
Readjust to lower setting.
Bearing Points Are Not
Sufficiently Lubricated
Timer/controller cycle time setting is
too low.
Set to longer cycle time or reevaluate lube
requirements.
Injector output adjustment setting is
too low.
Readjust injector output setting.
Timer/controller cycle time setting
does not deliver lubricant often
enough.
Set to shorter cycle time or reevaluate
lube requirements.
System is too large for pump output. Calculate system requirements per
planning manual.
NOTES
Q01065 Alphabetical Index Q1-1
SECTION Q
ALPHABETICAL INDEX
A
Accelerator Pedal, Electronic . . . . . . . . . . . . . . . E2-46
Accumulator, Steering . . . . . . . . . . . . . . . . . . . . . . L5-4
Accumulator, Brake . . . . . . . . . . . . . . . . . . . . . . . J3-19
AID System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-3
Component Service . . . . . . . . . . . . . . . . . . . . . N4-10
Alarm Indicating Device (AID) . . . . . . . . . . . . . . . . D3-7
Antifreeze Recommendations . . . . . . . . . . . . . . . . P2-4
Anti-sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Automatic Lubrication System. . . . . . . . . . . . . . . . P3-1
Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
B
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Disconnect Switches. . . . . . . . . . . . . . . . . . . . . . D2-7
Maintenance and Service . . . . . . . . . . . . . . . . . . D2-3
Bearing, Wheel
Front, Installation . . . . . . . . . . . . . . . . . . . . . . . . G3-5
Front, Adjustment . . . . . . . . . . . . . . . . . . . . . . . G3-11
Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . L5-3
Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Body Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Body Pad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Body Position Indicator . . . . . . . . . . . . . . . . . . . . . B3-8
Body Sling Cable. . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Body-Up Switch. . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . J3-19
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Bleeding Procedures
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-32
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . J4-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
Brakes, Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Brake Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Brake Pad Conditioning,
Front Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
Rear Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
Brakes, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-13
C
Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
Door Repair. . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Glass Replacement . . . . . . . . . . . . . . . . . . . . . N2-9
Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Charging Procedure
Brake Accumulators . . . . . . . . . . . . . . . . . . . . . J3-19
Steering Accumulators . . . . . . . . . . . . . . . . . . . . L5-9
Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Checkout Procedures
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . L10-16
Electrical Propulsion System . . . . . . . . . . . . . . . E3-3
Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . D3-19
Console Controls. . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Counterbalance Valve . . . . . . . . . . . . . . . . . . . . . . L7-7
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
Adjustment Procedure . . . . . . . . . . . . . . . . . . L10-18
Cranking (Starter) Motors . . . . . . . . . . . . . . . . . . D2-12
Cylinders
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Q1-2 Alphabetical Index Q01065
D
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Diode Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
E
Electrical Propulsion Components . . . . . . . . . . . E2-38
Electric Start System (with Prelub) . . . . . . . . . . D2-8
Electrical System Schematic . . . . . . . . . . . . . . . . R1-1
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5
Engine Specifications. . . . . . . . . . . . . . . . . . . . . A2-3
F
Fan
Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Filters
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-26
5 Minute Idle Timer . . . . . . . . . . . . . . . . . D3-4, N5-12
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14
Flushing, Hydraulic System . . . . . . . . . . . . . . . .L10-22
Front Suspension, HYDRAIR
II . . . . . . . . . . . . . H2-3
Front Wheel Brakes . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Front Wheel Hub and Spindle. . . . . . . . . . . . . . . . G3-3
Front Wheels and Tires . . . . . . . . . . . . . . . . . . . . G2-1
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
H
Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . . N4-3
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Hoist Circuit Operation . . . . . . . . . . . . . . . . . . . . . .L7-1
Hoist Cylinder Limit Switch. . . . . . . . . . . . . . . . . D3-16
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Hoist Relief Valve . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hub, Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
HYDRAIR
II Suspensions
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Oil and Nitrogen Specifications . . . . . . . . . . . H4-11
Hydraulic,
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1
Steering & Brake Pump . . . . . . . . . . . . . . . . . . .L4-15
Strainer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
System Flushing . . . . . . . . . . . . . . . . . . . . . . .L10-22
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Troubleshooting
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Steering System. . . . . . . . . . . . . . . . . . . . . . . .L10-10
I
Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Isolation Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
L
Ladders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Lever, Propel Lockout . . . . . . . . . . . . . . . . . . . . . . D2-7
Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-1
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Lubrication System, Automatic . . . . . . . . . . . . . . . P3-1
Q01065 Alphabetical Index Q1-3
M
Manifold,
Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-3
Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Counterbalance Valve. . . . . . . . . . . . . . . . . . . . . L7-7
Metric Conversion . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
N
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . H4-11
O
Oiling and Charging Procedure, HYDRAIR
II . . . H4-3
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Optional Equipment
Engine Heaters . . . . . . . . . . . . . . . . . . . . . . . . . .M7-1
Fire Control System . . . . . . . . . . . . . . . . . . . . . .M2-1
Payload Meter III . . . . . . . . . . . . . . . . . . . . . . . .M20-1
Radiator Shutters . . . . . . . . . . . . . . . . . . . . . . .M19-1
Reserve Engine Oil System . . . . . . . . . . . . . . .M31-1
Outlet Strainer (Hydraulic Tank). . . . . . . . . . . . . . L3-17
Counterbalance Valve . . . . . . . . . . . . . . . . . . . . . . L7-7
Overhead Display . . . . . . . . . . . . . . . . . . . . . . . . N5-23
P
Pedal
Service Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Throttle, Electronic . . . . . . . . . . . . . . . . . . . . . . E2-46
Retarder, Electronic . . . . . . . . . . . . . . . . . . . . . E2-46
Pin, Pivot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Plates, Warning and Caution. . . . . . . . . . . . . . . . . A4-1
Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Engine/Alternator Mating . . . . . . . . . . . . . . . . . C4-5
Prelub System . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Propel Lockout Lever. . . . . . . . . . . . . . . . . . . . . . . D2-7
Pump, Hoist System . . . . . . . . . . . . . . . . . . . . . . . L3-3
Pump, Steering/Brake System. . . . . . . . . L4-15, L5-28
R
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
Rear Axle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Rear HYDRAIR
II Suspension. . . . . . . . . . . . . . . H3-1
Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . . . . .G2-5
Retarder Pedal, Electronic. . . . . . . . . . . . . . . . . . E2-46
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Rock Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
Reserve Engine Oil System. . . . . . . . . . . . . . . . .M31-1
S
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Software, Propulsion Control System . . . . . . . . . E2-26
Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Service Capacities. . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Solenoid
Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-14
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Specifications
HYDRAIR
II Oil . . . . . . . . . . . . . . . . . . . . . . . H4-11
HYDRAIR
II Nitrogen . . . . . . . . . . . . . . . . . . . H4-11
Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . . G3-3
Starter (Cranking) Motors . . . . . . . . . . . . . . . . . . D2-12
Status/Warning Indicator Lights . . . . . . . . . . . . . . N5-22
Steering
Accumulator Charging Procedure. . . . . . . . . . . . L5-9
Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Hydraulic Check-Out Procedure . . . . . . . . . . . . L10-3
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . G3-15, L5-25
Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-28
Troubleshooting Chart (Steering Circuit). . . . . L10-10
Strainer, Hydraulic Tank. . . . . . . . . . . . . . . . . . . . L3-17
Q1-4 Alphabetical Index Q01065
Suspension, HYDRAIR
II
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Switch
Accumulator Pressure . . . . . . . . . . . . . . . . . . . .L4-15
Battery Disconnect . . . . . . . . . . . . . . . . . . . . . . . D2-7
Body-Up. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Emergency Shutdown . . . . . . . . . . . . . . . . . . . . D2-7
Low Steering Pressure. . . . . . . . . . . . . . . . . . . .L4-15
T
Tank
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15
Tires and Rims
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . . . . . G3-18
Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
Torque Table (Standard) . . . . . . . . . . . . . . . . . . . . A5-1
Troubleshooting
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-8
Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
Cranking Motors. . . . . . . . . . . . . . . . . . . . . . . . D2-12
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Lincoln Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
Prelube Starter Circuit . . . . . . . . . . . . . . . . . . . . D2-9
Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L10-3
2-Digit Display Panel . . . . . . . . . . . . . . . . . . . . . . E2-7
V
Valves
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . .L4-14
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . L4-4, L5-14
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hoist Pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Adjustment Procedure (Power Down) . . . . . .L10-17
Hoist Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Adjustment Procedure. . . . . . . . . . . . . . . . . .L10-16
Counterbalance . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-23
Adjustment Procedure. . . . . . . . . . . . . . . . . .L10-19
Steering Control Unit . . . . . . . . . . . . . . . . . . . . .L5-18
KOMTRAX Plus System. . . . . . . . . . . . . . . . . . . D11-1
W
Warnings and Cautions . . . . . . . . . . . . . . . . . . . . A4-1
Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . A2-4
Wheel Bearing Adjustment, Front
Tire Removed. . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Tire Mounted . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-3
Wheel Motor Removal/Installation . . . . . . . . . . . . G5-4
Wheels and Tires
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Windshield and Rear Window Service . . . . . . . . N2-18
Windshield Washer. . . . . . . . . . . . . . . . . . . . . . . . N3-5
Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
R01109 System Schematics R1-1
SECTION R
SYSTEM SCHEMATICS
INDEX
HEATER A/C CONTROLS SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HE484
HYDRAULIC BRAKE SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH360
HYDRAULIC SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EM7611
RETRACTABLE LADDER SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH364
830E-1AC ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS6800
R1-2 System Schematics R01109
NOTES
HE484 FEB 07
ELECTRICAL SCHEMATIC
HEATER / AIR CONDITIONER CONTROLS
Sheet 1 of 1
HD1500-7
730E
830E
830E-AC
930E-4 A30693 and UP
A30174 and UP
A30891 and UP
A30552 and UP
A30049 and UP
NOTE: Solenoids and switches shown in their
non-energized, non-pressurized positions.
HH360 JAN 06
Hydraulic Schematic
Brake System
830E-AC
Effective with A30001 & UP
PX
P1 P2
B2 B1
BR
AR1
LAP2
LAP1
SP3
NV1 NV2
SV2
CV1 CV2
CV3
PK1
PK2
LS1
PS1
AA
BRAKE
MANIFOLD
BRAKE LOCK
SOLENOID
N.C.
AR2 PR1
ORF2
HS1
PP3
PR2
ORF1
BL AF2
AF1
T1
T3
SV1
BF
0 - 20,648 kPa
(0 - 3000 psi)
6895 172 kPa
(1000 25 psi)
LOW BRAKE LOCK
APPLY SWITCH
10,342 kPa
(1500 psi)
BRAKE LOCK
PRESSURE
15,858 kPa
(2300 psi)
LOW BRAKE
PRESS SW
Closes below
15,858 kPa
(2300 psi)
22,063 to
24,132 kPa
(3200 to
3500 psi)
STEERING
PRESSURE
SWITCH
Closes
below
8618 kPa
(1250 psi)
PARK BRAKE
PRESSURE
SWITCH
Closes
below
17,237 kPa
(2500 psi)
PARK BRAKE
PRESSURE REGULATOR
14,479 517 kPa
(2100 75 psi)
AUTOMATIC
APPLY
9653 kPa
(1400 psi)
NITROGEN
9653 kPa
(1400 psi)
NITROGEN
517 34 kPa
(75 5 psi)
STOP
LIGHT
SW
Park
Brake
Service
Brake
REAR
BRAKE
CALIPERS
PARK BRAKE
SOLENOID
SP1
SUPPLY
STEERING
BLEEDOWN
MANIFOLD
FRONT
BRAKE
CALIPERS
0 - 10,894 kPa
(0 - 1580 psi)
T
TREADLE and PILOT
ACTIVATED DUAL
CONTROLLER
EM7611 AUG 10
HYDRAULIC SCHEMATIC
830E - 1AC
A30561 & UP
A34
P
A
B
DOWN
A34
P
A
B
MA1
G1/4
DOWN
G1/4
DOWN
85
UP
G1/4
MB1
G1/4
72.3
85
50
bar
1
2 3
200
bar
67
#8SAE
75
S8-3
S4-2
62
2
3 1
S8-3
71
SZ6
76
68
IN
G1/4
78
OUT
G1/4
78
62
S4-2
SZ6
69
A B
P T
66 70
SZ6
A B
P T
a b
2
63
S8-2
1
60
bar
77
74
73
P
S
G
1
/
4
A
C
C
G
1
/
4
M
A
G
1
/
4
P
72.2
72.1
S8-2
65
12
Pc (P1) = 55 BAR
V = 0.35 LTR
NOTE: VALVE NORMALLY CLOSED
12
64
S10-2
170
bar
61
P
G1/4
T
G3/8
79
40
P
S
26
23
25
42
HH364 SEPT 08
HYDRAULIC SCHEMATIC
SHEET 1 OF 1
XS6801-2 OCT 10
INDEX AND SYMBOLS
830E - 1AC
A30344, A30561 & UP
SHEET 1 OF 36
SYMBOLS USED IN SCHEMATICS
PART NO. INDEX GENERAL TOPIC
XS6801 SHEET 1 - INDEX AND SYMBOLS
XS6802 SHEET 2 - GE SYSTEMBLOCK DIAGRAM
XS6803 SHEET 3 - MAIN PROPULSION SCHEMATIC
XS6804 SHEET 4 - 24V/15V POWER DISTRIBUTION
XS6805 SHEET 5 - G.E. INVERTER FIRING
XS6806 SHEET 6 - G.E. INVERTER FIRING
XS6807 SHEET 7 - ENGINE ETHER START & SHUTTERS
XS6808 SHEET 8 - G.E./24V - DIGITAL I/O
XS6809 SHEET 9 - CONTROL PANEL - ANALOG INPUTS
XS6810 SHEET 10 - 24V POWER DISTRIBUTION & CIRCUIT PROTECTION
XS6811 SHEET 11 - OPERATOR/CAB OVERHEAD WARNING LIGHTS
XS6815 SHEET 15 - AUTO LUBE SYSTEMWITH WARNING
XS6816 SHEET 16 - OPERATOR CAB GAUGES & OPTION SWITCHES
XS6817 SHEET 17 - HEATER, AIR CONDITIONER CONTROLS
XS6818 SHEET 18 - WORK LIGHTS AND HORN
XS6819 SHEET 19 - RETARD LIGHTS, BACKUP LIGHTS & HORNS
XS6820 SHEET 20 - OPERATOR DRIVE SYSTEMCONTROLS
XS6821 SHEET 21 - RADIO AND WINDOW CONTROLS
XS6822 SHEET 22 - CLEARANCE LIGHTS
XS6823 SHEET 23 - FOG LIGHTS AND HEAD LIGHTS
XS6824 SHEET 24 - OPERATOR CAB INSTRUMENT LIGHTS
XS6825 SHEET 25 - KEY SW & TIMED ENGINE SHUTDOWN
XS6826 SHEET 26 - QSK ENGINE START CIRCUIT
XS6827 SHEET 27 - ENGINE CIRCUITS - CUMMINS QSK-60
XS6828 SHEET 28 - PAYLOAD METER 3 CIRCUITS
XS6829 SHEET 29 - DIAGNOSTIC CONNECTORS/MMDISPATCH SYS.
XS6830 SHEET 30 - RESERVE OIL SYS & GE I/O
XS6831 SHEET 31 - WINDSHIELD WIPER & TURN SIGNAL CONTROLS
XS6832 SHEET 32 - VHMS, INTERFACE ORBCOMMODULES
XS6833 SHEET 33 - CIRCUIT LOCATOR SHEET
XS6834 SHEET 34 - COMPONENT LOCATOR SHEET
XS6835 SHEET 35 - HOT START (OPTIONAL)
XS6836 SHEET 36 - CAMERA SYSTEM(OPTIONAL)
S
CONNECTOR, INLINE
(X IS CAVITY IDENTIFIER)
MAGNETIC PICKUP
X
FUSE
+
+
FRAME GROUND
X
-
LED (LIGHT EMITTING DIODE)
SHIELDED WIRE
F
HORN, BUZZER, OR SPEAKER
MOTOR
GENERAL GROUND
KNIFE DISCONNECT/BULLET TERMINAL
DUAL ELEMENT LAMP
M
TERMINAL IN LOWER INSTRUMENT PANEL
-
SINGLE ELEMENT LAMP
CONNECTION POINT
WIRING
TERMINAL BOARD POINT
TERMINAL POINT IN FRAME AREA
BATTERY
TERMINAL IN REAR AXLE JUNCTION BOX
CONNECTOR, BULKHEAD
(X IS CAVITY IDENTIFIER)
TEMPERATURE SENSOR
PROXIMITY SWITCH
SOLENOID
P1
ROTARY SWITCH
TIMER MODULE
COM
FIXED RESISTOR
RELAY
NC
PUSHBUTTON SWITCH - NORMALLY CLOSED
NO
OFF
LIMIT SWITCH - CAM TO OPEN
+
PRESSURE SWITCH - PRESSURE TO CLOSE
P2
LIMIT SWITCH - CAM TO CLOSE
TEMPERATURE OPERATED VARIABLE RESISTOR
COM
P3
TEMPERATURE SWITCH - DECREASE TEMP. TO OPEN
-
TOGGLE SWITCH
CIRCUIT BREAKER - MANUAL RESET
PRESSURE SWITCH - PRESSURE TO OPEN
PRESSURE OPERATED VARIABLE RESISTOR
DIODE
TEMPERATURE SWITCH - INCREASE TEMP. TO OPEN
T
VARIABLE RESISTOR (POTENTIOMETER)
CNX(1-5)/P30(1-5)
GE IDENTIFIER/KAC IDENTIFIER

(X IS CAVITY IDENTIFIER) X
XS6802-0 NOV 08
G.E. SYSTEM BLOCK DIAGRAM
830E - 1AC
A30344, A30561 & UP
SHEET 2 OF 36
SEE
SHEET
POWER
SUPPLY
R
S
2
3
2
(NC)
71GE
TYPICAL
DIGITAL
IN IMPEDANCE
1500
1500
ALTERNATOR
FIELD STATIC
EXCITER MODULE
RG1D
0
.9
4
8
0
.5
6
5
RG2D
RG
2A
71TCI
+24 VDC
+15 VDC
-15 VDC
+5 VDC
(ISOLATED 24VDC G.E.
DEPENDANT CONTROL PWR.)
BATT HOLD
UP CIR.
SLOT 4
50 A

FUSE
GND
BLOCK
SEE SHT 3 C-6
0
.9
6
5
RG
3A
0
.9
6
5
71J 74D 74AA 74
CMT
CMAF
DC(+)
DC(-) AC1 AC2
DI
11GL
SEE SHT 8
D-1 & B-7
1
11
TO PHASE CHOPPER MODULES
BATTERY
P
S
C
C
P
U
C
A
R
D

CPR
712
PSC
11
BATTERY
FILTER
TO CN1X(P301) THROUGH CNSXP305(71CNCK)
CONNECTION CHECK.
SEE SHT 8, E-3
0
8K
1
7
F
B
1
7
4
T
C
I D
IG
IT
A
L
C
A
R
D
90DIT,90DIR,90DIG,SHLD
15VDI,-15VD,5VDI,OCOM
SLOT 3
T
C
I A
N
A
L
O
G
C
A
R
D
SEE SHT 3
C-4; SHT 8
D-13; SHT 10
F-12
SEE SHT 2 C-3
DC(+)
DC(-)
GF
DC(-) DC(+)
TH1
1B(+) 1B(-)
GFR R1
SLOT 8
SEE SHT 3
C-2
GFM
BATTERY
BOOST
DC(+)
DC(-)
1
7
F
B
1
6
0
TRACTION MOTOR #2 SPEED SENSOR (SS2)
(QUADRATURE FREQUENCY)
714G,714P,714A,714,DP,714B,714DN,
SHLD
CHASSIS
GROUND
FIBER OPTICS
FIRING COMMANDS TO PHASE
AND CHOPPER GTO MODULES
RG3C
ALTERNATOR

*3
0
.9
6
5
RG
3B
0
.6
5
1
RG
2B
RP2
SEE
SHEET
3, C-12

COIL (THIRD HARMONIC)
TERITARY
ALTERNATOR
ROTOR
ALTERNATOR
ALT. FIELD
F
F1 F2
20 19

0
.6
5
1
T
C
I C
P
U
C
A
R
D
+15VDC POWER TO
OPERATOR'S CAB DEVICES
15V (2) TEMPERATURE GAUGES
15PV ACCELERATION PEDAL (10V)
15PV RETARD PEDAL (10V)
15PV RETARD LEVER (10V)
15PV RETARD SPEED CONTROL
15SRW FRONT RIGHT WHEEL SPEED
15VL (15SIM)
15SLW FRONT LEFT WHEEL SPEED
P
S
C
A
N
A
LO
G
C
A
R
D
KONTROL
POWER
RELAY
71 71
11
GROUND LEVEL
SHUTDOWN
26, A-2
27, D-2
28, D-10
28, D-2
26, B-6
8, B-7
20, A-2
20, A-2
27, D-2
20, B-2
20, B-2
14, B-2
12, C-7
27, B-4
20, B-3
11, A-2
28, D-10
28, D-10
27, B-4
27, B-4
14, B-2
1
7
F
B
1
7
4
1
7
F
B
1
7
3
ICP
8, E-12
8, B-9
10
GRR10
SLOT 6
10V POT REFERENCE SIGNAL
525 ACCELERATION PEDAL
33RR RETARD SPEED CONTROL
34BT SPARE ANALOG IN
75A1 MOTOR COOLING AIR PRESSURE DROP
GRADE (N/A)
11 CONTROL BATTERY VOLTAGE
11ST CRANKING BATTERY VOLTAGE
33LF LEFT FRONT WHEEL SPEED (FREQUENCY)
33RF RIGHT FRONT WHEEL SPEED (FREQUENCY)
P
S
C
D
IG
IT
A
L
C
A
R
D
10, D-2
71GE
TB33-L
TRACTION MOTOR #1 SPEED SENSOR (SS1)
(QUADRATURE FREQUENCY)
77G,77P,77A,77DP,77B,77DN,SHLD
4,C-10
3,D-7 SLOT 7
9, D-6
DIGITAL OUTPUTS
CONTACTOR COILS:
GR,GFR, RP1, RP2, RP3
WHEEL SPIN DISABLE LIGHT
THROTTLE SET OUTPUT
AFSE POWER OUTPUT
AFSE BATTERY BOOST
CHOPPER CONTROL SELECT 1 & 2
CONTROL POWER RELAY (CPR)
72CPU SYSTEMRUN
4,B-6
8,C-10
8,C-10
8,A-15
8,C-12
SEE
SHEET
(71GE) 71CNCK ICP PANEL CONN INTRLKS
72AUT AUTONOMOUS MODE REQUEST
712 KEY SWITCH INPUT
SLOT 5
7, D-13
S
P
A
R
E
GRR
8, C-12
8, C-8
5, E-11
5, E-6
3, C-2
8, B-5
8, B-9
1500
1
7
F
B
1
0
4
SEE SHEET
DB1
RS232
71GE
RG
1B
K A1
SEE SHEET
SEE SHEET
0
.6
5
1
SEE SHEET SEE SHEET
SEE
SHEET
+
5
V
/+
1
5
V
/-1
5
V
/C
O
M
R
S
2
3
2
DIAGNOSTIC
USE ONLY
90TCT
90TCR
TCG
SHLD
SHT 7, D-13
SEE
SHEET
S
P
A
R
E
SLOT 11
1
7
F
B
1
7
9
T
M
C
C
A
R
D
33BF1 DISC BRAKE APPLIED, WHEEL #1 (44R)
1
7
F
B
1
7
9
1500
T
M
C
C
A
R
D
TO IPC (PCP)
GDPC1 &
GDPC2
SLOT 12 SLOT 13
F
O
D
C
2
SEE SHEET
E
FDR
SEE SHEET
TCI PTU
20, D-4
20, C-6
20, B-3
16, B-4
9, B-6

9, C-8
26, B-4
9, B-2
9, B-3

16, A-4
16, A-4
16, B-2

SEE SHEET
8, B-4
8, E-1
SEE
SHEET

F
D
O
C
1

50
GRR9
SEE SHEET
SEE
SHEET
3, C-10
3, B-13
3, B-14
3, A-5
3, D-3
3, B-12
8, C-7
6, D-11
3, F-3
6, F-3
6, F-3
7, E-4
8, D-2
8, B-9
20, B-7
20, B-7
3, C-6
16, C-7
9,
E-5

8, E-1
8, E-6
8, A-4 13, E-8
20, A-4
26, B-5
26, B-4
13, C-5
13, C-3
13, D-3
13, D-5
26, C-5
19, C-2
14, B-5
14, B-5
14, B-5
14, B-3
12, C-5
5, C-9

CF1
ANALOG INPUTS
SEE
SHEET
CCF2
SEE SHEET

SEE
SHEET
SEE
SHEET
RS232
5, F-2
3, C-12
RG1C
SEE
SHT
DIAGNOSTIC INFORMATION
DISPLAY
6, A-3
5, C-10
3, E-12
3, E-13
SEE
SHEET
SEE
SHEET SEE
SHEET
SEE
SHEET
SEE
SHEET
SEE
SHEET
DID PANEL

3, E-15
R
S
2
3
2
MMD
DISPATCH
SYSTEM
INTERFACE
90MMT
90MMR
90MMG
SHLD
6, C-3
5, F-3
3, E-4
3, E-6
3, F-8
3, C-13
0
.5
6
5
422
GE EQUIPMENT
INTERFACE
52R,OLEV RETARD LEVER
74N,ORET RETARD PEDAL
74X,74Z ENGINE SPEED SENSOR (FREQ)
BM2
RG
1A
DC (+) LINK BUS
*6
T301. T201, T101
T302, T202, T102
SEE SHT 3 C-8
THREE PHASE
DC RECTIFIERS
RD
DC- DC+
T1 T2 T3
STATOR
ALTERNATOR
SECONDARY LINK
(+) TO LINK
(-) BLEED DOWN
SEE SHT 3
B-12
SEE SHT 3 C-8
RDA, RDB, & RDC
SEE
SHT 3
B-6
DC (-) LINK BUS
*3
RD
FP
CGBM
1
PHASE
MODULES
SEE SHT 3
D-2, D-9
LINKV
VAM3
SEE SHT 3
C-10
CGBM
2
0
.7
3
2
SLOT 9
BM21
3, D-7
3, C-5
3, C-10
3, A-2
R
S
2
3
2
RP1
R
S
2
3
2
ELECTRONIC
CONTROL PANEL
(ICP)
RESERVED
SHT4, B-6
TO ICP
LINK 1
DIGITAL INPUTS
CONTACTOR FEEDBACKS:
GF,GFR,RP1,RP2, RP3
INVERTER#1 CUTOUT REQUEST
INVERTER#2 CUTOUT REQUEST
FAILED DIODE INDICATION
CAPACITOR DISCHARGE/GFCO REQUEST
(LINK DEENERGIZE)
CONTROL POWER SUPPLY INPUT
INTERFACE CONNECTOR INTERLOCKS
SLOT 10
ANALOG INPUTS
CURRENT SENSORS:
DC LINK (LINK1)
GRID BLOWER #1 (BM11)
GRID BLOWER #2 (BM21)
ALTERNATOR MAIN FIELD (CMAF)
ALTERNATOR TERTIARY WINDING (CMT)
AFSE FEEDBACK
GROUND FAULT DETECTION
FILTERED BATTERY POWER
VOLTAGE MEASURING MODULES:
ALTERNATOR 3 PHASE VOLTS (A3PV)
ALTERNATOR FIELD VOLTS (AFVLT)
DC LINK (LINKV)
SYNCHRONIZATION TRANSFORMER (ASYN)
ANALOG INPUTS
VOLTAGE ATTENUATION MODULE (VAM1):
INV #1 DC LINK VOLTS
INV #1 PHASE VOL;TS A,B,C
CURRENT SENSORS:
INV #1 PHASE A (CM1A)
INV #1 PHASE B (CM1B)
15VDC POWER TO
PROPULSION
SYSTEMDEVICES:
LINK VOLTAGE MODULE
(LINKV)
ALTERNATOR 3 PHASE
VOLTAGE MODULE
(A3PV)
ANALOG INPUTS
VOLTAGE ATTENUATION MODULE (VAM2):
INV #2 DC LINK VOLTS
INV #2 PHASE VOLTS A,B,C
CURRENT SENSORS:
INV #2 PHASE A (CM1A)
INV #2 PHASE B (CM1B)
FIBER OPTICS
FEEDBACK FROM
PHASE AND CHOPPER
GTO MODULES
71GE CONTROL POWER RELAY (KPR)
72CPU SYSTEMRUN
72FD FORWARD DIRECTION OUTPUT
79RD REVERSE DIRECTION OUTPUT
ANALOG OUTPUTS
CHART RECORDR OUTPUTS
(PSC #1-#7)
AFSE REFERENCE
INVERTER #1 LINK VOLTAGE
INVERTER #2 LINK VOLTAGE
(LINK)
DISCHARGE
CONTACT
ANALOG OUTPUTS
CHART RECORDER OUTPUTS
(INV1 #1-#4)
FUSE PROTECTION FB13-15
15VDI (+15VDC) SOURCE
ANALOG OUTPUTS
CHART RECORDER OUTPUTS
(INV2 #1-#4)
FIBER OPTICS
FIRING COMMANDS TO PHASE
AND CHOPPER GTO MODULES
PSC PTU
DIAGNOSTIC
USE ONLY
DIGITAL INPUTS
52C PARK BRAKE REQUEST
510E PARK BRAKE APPLIED
73MS 70%PAYLOAD
71F DUMP BODY DOWN
21PT ENGINE START REQUEST
74XS CONTROL POWER ON
72 FORWARD DIRECTION COMMAND
79B REVERSE DIRECTION COMMAND
73DS DATA STORE
72ES ENGINE SHUTDOWN
31RR RETARD SPEED CONTROL COMMAND
72RQ REST MODE REQUEST
31MTR ENGINE WARNING
419I ENGINE CAUTION
71H RESET FAULT REQUEST
33H LAMP TEST REQUEST
73LS TRUNK FULLY LOADED
72IP OVER PAYLOAD (OPTION)
74IK ENGINE SPEED LIMIT MIN +1000 RPM
53ISC ENGINE HIGH IDLE MAX 1400 RPM
75A2 AXLE 50K, PRESS. SW.
DIGITAL OUTPUTS

72A TRUCK IN REVERSE
77S1 TRUCK SPEED > SET SPEED #1
77S2 TRUCK SPEED > SET SPEED #2
21GE CRANK ENGINE (NOT USED)
52CS PARK BRAKE SOLENOID (NOT USED)
79W PROPULSION SYSTEMWARNING
75NP PROPULSION FAULT (PROPULSION DISABLED)
75-6P PROPULSION FAULT (RETARD DISABLED)
34TW PROPULSION SYSTEMOVERTEMPERATURE
21BSR SEPARATE BATTERIES (NOT USED)
74ZA RETARD MODE ACTIVE (EXTERNAL LIGHT)
76LR RETARD AT CONTINUOUS LEVEL
72LP LIMP MODE
72NR PSC NOT READY
72PR REST MODE ACTIVE
44DL RETARD MODE ACTIVE (OP-CAB)
ANALOG OUTPUTS
52BT SPARE AO
72MT PROPULSION SYSTEMTEMP.GAUGE
77,77A TRUCK SPEED (FREQUENCY)
FREQUENCY OUTPUT
ENGINE SPEED COMMAND
556
1
7
F
B
1
0
4
BM1
BM11

VAM4
VAM4
VAM3
74ZB ENG SPEED > SET SPEED
34TG HYDRAULIC BRAKE HOT
75LE LINK ENERGIZED
0
.5
6
5
VAM4
RG2C
CM1
CD1

FIBER OPTICS
FEEDBACK FROM
PHASE AND CHOPPER
GTO MODULES
2
7
0
0
u
f
2
7
0
0
u
f
CCF1
3, C-13
SEE
SHEET
CD2
CF2
CM2
RG4C
RG
4A
RG
4B
0
.9
0
.9
6
5
0
.9
6
5
CONTROL GROUP
SEE
SHEET
9, B-9
ANALOG INPUTS
78BP BAROMETRIC PRESSURE
AMBIENT AIR TEMPERATURE
422
SEE
SHEET
#4
TB
CTR CT
SEE
SHT 25
SEE SHT 25, A-2
24VDC
11
BATT.
DISC.
SW.
REFERENCE ONLY - SEE GE SCHEMATIC 9-PC2770
XS6803-0 NOV 08
MAIN PROPULSION SCHEMATIC
830E - 1AC
A30344, A30561 & UP
SHEET 3 OF 36
CAPACITOR
LINK CHARGE
LIGHT
TB23
TRACTION MOTOR
(RIGHT)
P21C+
F21C
2
CAPACITOR
LINK CHARGE LIGHT
TB23-X

CM22C
CM22B
TC201
DCN31
VH3
TC
203
VL4
VH6
VAM1
(17B)
VH5
TB103
TC
103
DCN19
VH8
VAM1
(17B)
VH7
VL5
VH2
VAM2
(22B)
VH1
VAM2-VH7
DCN30
DCN28
TA
203
VH5
VAM2
(22A)
VH6
DCN29
TB203
VH3
VAM2
(22B)
VH4
DCP08
DCN08
AC
*
B
SEE SHT 3
D-1
AC
AI06
RDA
-
RG
2A
+
AC
+ +
- -
A
0
.6
5
1
RDB RDC

DCP20
DCP09
DCP08
DCP16
ICP PANEL
SLOT 6
17FB173 PSC
ANALOG CARD
FA
U
LTP03
SLOT6
CCL2

**D
C
N
70 BU
S
DCN2 BUS
TO SHT
3 F-9
TO SHT 3
F-1
50
**D
C
N
60 BU
S
DCN1 BUS
NOTE: FDR AND GRR ARE THE
NATURAL BLEED DOWN
PATH FOR THE LINK
VOLTAGE

GRR7
DCN4 BUS
S
N2H
375
GRR5
GRR8
N2E
375
TO SHT 4
F-12
2 DC(+) DCP09
D
CN
BU
SDCN08
CCIL2N
RTN75
1 1 DC(-) DCN09

GRID BLOWER
MOTOR #1
CURRENT MEASURED
LINKI
DCN09
DCP2 BUS
BM
FF02
AI05
BM
FF01
BM2FF
APL
DCP BUS
CNC-19 SHLD
CCIL2P TB2-V
3 3 CCLR2

DCN16
LINKVN
DCN10
VH4
SEE SHT 4 F-10
GRR6
CNB-9 SLOT6 - 96
CNC-5
CNC-33 SLOT6
SLOT6

GNDFLT02
LINKVP
INVERTER
22
375
N2A
CNB-23 SLOT6 - 94
375
DCN20
GRR
GRR2
375
VH5
CCIL1N
GRR
375
GRR1 RTN74
CCIL1P
CCL1
TB2-V 2
3
1
CCLR1
1
3
DC(+)
DC(-)
M
AI3
APL
TB3-V SEE
SHT 4 F-14
RP1F
RP2F01
APL
RP1F
RP1
S
M
RP2
TA
103
RTN
42
ICP PNL
PCP ANALOG
CARD A13
17FB173
SLOT 6
SEE SHT 8
D-3
BLK
GNDB
CGBM
1
AI08
DCN
CM21C
118
119
RP1F RP1F01
**D
C
P60 BU
S
D
CP BU
S
DCP1 BUS
DCP BUS
CNA
DCP04
IPT2C
DCP05
DCN BUS
F21C
1
P21C-
TA201

INVERTER
21
TA202
TM2
TB21
CF21B
2
7
0
0
u
F
TB201

CM21A

CM22A

DCP3 BUS
CJPB
LINK VOLTAGE
MEASURED
CM21B
F22A
2
DCP29
TB12
TB11
IP
T1A
VA
1
GRR3
IP
T1B
375
*
DCP33
CM11C
VB1
TC12
VC1
B
DCP33

A
RG
1B
0
.7
3
2
0
.5
6
5
0
.9
4
8 RG1D
B
A
RG
1A
A
*
DCP34
DCP
0
.6
5
1
RG1C
B
B
DCP34
A
*
CM11B

CM12A
CM12C

CM11A

CM12B
160 G G 27
NOTES:
REMOVABLE BUSBAR FOR INVERTER CUTOUT
TRACTION MOTOR
(LEFT)
TB101
TM1
TC101
P721
V2 V1
SS1
SPEED
SENSOR 1
SHIELD
V2 V1 +
15V
G E C F D A B
COM
M
ON
TA102
F22C
2

TC102
*---BUS BAR JUMPERS
134
SS1TAIAN
137
SS1TAIAP
161
SS1TAINN
158
SS1TAINP
155
SS1P15V
152
SS1GND
77DN
77DP
A A
B B
C C
D D
E E
F F
11
SS1TAIAN
12
SS1TAIAP
25
SS1TAINN
26
SS1TAINP
13
SS1P15V
14
SS1GND
77B
77C
77G
R721
TA101
G E C F D A B
TB102
0
.5
6
5
B
SS1SHLD
PCP SLOT 11
INVERTER #1
SS1SHLD
ICP
CND CNX1 P301
SHLD1
G
N
D
20
BLK
GNDB5
BMA02
DCN18
A
TO DCPRG-
BUS @
ZONE A-9
DCP06
TO DCN BUS
RP2F
VH4
*
0
.6
5
1
+
M
-
DCP07
*
ICP PANEL
SLOT 6
17FB173
ANALOG CARD
BMA01
0
.5
6
5 RG2C
RG2D
BM1
BM1FF
APL
D
CN
5 BU
S
A
B
B
**D
C
P70 BU
S
(LEM) BM11
BM2
RG
3A
TO RG4C & RG5C
AT ZONE C-15 DCP04
DCP05
G
N
D
10
BLK
GNDB4
RG
2B
A
B
A
G
RR9

B
FAULTP02
INVERTER
11
76
121
GRR4
N2D
DCN3 BUS
375
94
79
GRID BLOWER
MOTOR #2
CURRENT MEASURED
93
80
CNB
69
92
90
89
B2AMPS

BM21 (LEM)
+
M
-
DCP32
N24VDC46
P24VDC46
B2AMPSHLD
CNA
122

VAM1-VH2
VAM1
(17A)
ICP PANEL
SLOT 6
17FB173
ANALOG CARD
DCP29
0
.9
6
5
DCP32
LINK
CURRENT
MEASURED
TA12
TA11
DCN
5000 :1
(+) M (-)
TC21
RETARD
GRID
BOX
D
CP05
2
7
0
0
u
F
CF22A
CF21A
F22B1
DCP29
P21A+
A
IP
T2A
F22B2
BMFF3
D
CP04
LINKISHLD
N24VDC40
LINKI
P24VDC40
77
N24VDC02
SEE SHT 3
D-9
FDR
375
N2E

N2D
2
7
0
0
u
F
F11C
1
F11C
2
P11C+
TB3-F SEE
SHT 4 E-13 P24VDC09
P11B+
F11B2
SPEED
SENSOR 2
SS2
F22A
1
F11B1
F11A
2
N24VDC45
133
134
ICP PANEL
SLOT 6
17FB173
ANALOG CARD
D
CP29
47
48
63
141
140
139
B1AMPSHLD
62 P24VDC45
B1AMPS
TC11
DCP10
P11B- P11C- P11A-
G
R
R
10
10
F11A
1
P12C-
P12B+
P12B-
IPT1C
P12A-
F12C
1
F12A
1
CF12B
B
CF12A
2
7
0
0
u
F
F12B2
F12B1
SEE SHT 6,
E13 & F13 TB3-W
TB3-G
FO
R01
375
FDR
P11A+
F12C
2
F12A
2
2
7
0
0
u
F
P12A+
375
375
AI12
N2A
A
P12C+
INVERTER
12
CF11A
2
7
0
0
u
F
CF11B
N24VDC09
RTN43
375
F22C
1
TA21
GROUND
FAULT
DETECTION
CIRCUIT

AI26 123
F21A
1
P22B-
P21A-
ICP PANEL
SLOT 6
17FB173
ANALOG CARD 120
CNA
75
88
P24VDC02
CF22B
P22B+
P22C-
PCP SLOT 12
INVERTER #2
ICP
CND CNX1 TC22
375
N2H
P22A-
F21A
2
F21B1
AI25
F21B2
P21B+
375
375
SH
IELD
2
7
0
0
u
F
P21B-
r r
q q
p p
n n
m m
k k
j j
P301
SHLD52
714DN
714B
714DP
714A
714P
714G
SS2SHLD
134
SS2TAIAN
137
SS2TAIAP
161
SS2TAINN 158
SS2TAINP
155
SS2P15V
152
160
SS2GND
SS2SHLD
65
SS2TAIAN
64
SS2TAIAP
63
SS2TAINN
49
SS2TAINP
48
SS2P15V
37
36
SS2GND
P22C+
VAM3
TA22
VC2
TB22
VB2
IP
T2B
VA
2
R722
P722
V V2 V V1
+
15V
G E C F D A B
G E C F D A B
COM
M
ON
2 1 P22A+
2
7
0
0
u
F
DCP

TB202
TC202
0
.9
6
5
B
*
*
0
.9
6
5
RG
4B
RG
4A
B
A
A
RG4C
B
A
0
.9
6
5
A
*
B
*
B
RG
3B
RG3C
A
0
.9
6
5
0
.9
6
5
CVBB
APL
CVBB01
DCN BUS
FBCR2
FBCL2
- -
CCF1
2
7
0
0
u
F
CCF2
2
7
0
0
u
F
+ +
FBCL1
FBCR1
VH5
VAM4
20K
RGBM
1-
+1
8
,0
0
0
u
F
-
+
20K
RGBM
2
CGBM
2
1
8
,0
0
0
u
F
CGBM
DCN BUS
P R
S
T
V
W
TB24
B C
D
E
F
BMFF06
BMFF03
BM
FF07
BM
FF05
BMFF05
BMFF09
BMFF09
BMFF05
BMFF06
BMFF06
BMFF03
BMFF3
BMFF07
BMFF03
BMFF06
BMFF04
BMFF4
BUS
P24VDC42
CNA-23
BATT
M
2
87
BATTSW
SLOT5 - 208
N24VDC43

CNA-35

ALTFAMPS
N
B
T3
F1
VH3
74Z
59
APL
B
T20
B
T301
IB-
BATP01
71
1
.0
3
B3
98
71J
T3
14
2K
26
CMAF
T3
VH2
AC2
7
APL
T201
142
F1
T302
AFSETS

CNB-41
SEE SHT 8
GFR SOL.
C
CNC
TB3-W, SHT 4, F-13
T102

CNC
VH3
VL1
x
T202
128
11
T201
TO CNA-99 BELOW ZONE C-5
TB3-G, SHT 4, E-13
T101
CMT
120
A
FSEF1L
VL3
ICP PNL
SLOT 6
REF
APL
VL1
DCNF02
DC-
16
T103
DCNF01
D1
CNC-61
ICP PANEL
SLOT 6
17FB173
ANALOG CARD
GFR
N24VDC42
207
T206
TB-22
CNC
(+)
T2001
T19
127

SLOT6 - 194
71J 74AA
T1901
124
IN
PU
T
POW
ER
P
91
A
PL
AFSEF2H
4000:1
SCR2
FIR
IN
G
CMTA T19
27
T203
ALTAMSHD
CMAFB
VAM4
PSC ANALOG
17FB173
SCR4
AFSEF2L
CNC-63
S
FP
T1
T303
M
SLOT6 - 198
RTN
27
D3
74

SCR1
F102
A3
CNA
F1
VH2

T3

TB2-N SEE SHT 4
F-10
D
CN
F02
A
ATOCSHLD
TB5
1CPPN1
SLOT6
RD BUS-AC2
SEE SHT 8
F-5
F104
AI10
T2
PCP PANEL
SLOT 6
17FB173
ANALOG CARD
SLOT6 - 113
GDPS-AI3 SEE
SHT 5 F-12
SEE SHT 7
GF SOL.
T301
w
102
1
AI11
SLOT6 - 195
D1
T101
74AA
A
F
SCR3
ALT

VL4
VAM4
BLOCK
APL
M
T2
D
126
T20
F201
A
BOOST
C3
FROMCNA-87 ABOVE ZONE A-5

125
CNA-25
BA
TT BO
O
ST C
M
D
.
IB+
ATOC
1
.0
3
3
205

SLOT5 - 203
P24VDC43
APL
AFSGND
TH1
101
E
(-)
F103
s
RD BUS-AC3
B
R1
.4
SLOT6 - 193
A
T306

RD BUS-AC1
VL2
T1
AC1
103

F1
RTN01
CNC-62
130
102
AI18
T2
SCR1
FIR
IN
G
ICP PANEL
SLOT 6
17FB173
ANALOG
CARD
CNA-36
A
VL3
T20
TH
ERM
AL
SENSO
R
F101
F2
SLOT6 - 197
GDFU1-1 SEE
SHT 5 F-12
T105
A
T2002
82
ALT
ENG
SPEED
PCP PNL
SLOT 5
17FB104
DIGITAL
BAT
100
AFSSHLD
74D
CNA
CMAFA
T106 ICP PNL
SLOT 6
VL2
T1902
A
FSEL
97
77
96
A
FSEF1H
T20 T19
AI17
(+)
15

APL
M
D2
ICP PANEL
SLOT 6
17FB173
ANALOG CARD
DCNF
T1
B
P24VDC01
F
SLOT6 - 114
B
SLOT6 - 112
4000:1
B1
30
AI32
CNB-85
TB21-G
VH1
T2
AI07
74D
206
5
DCNF03
9
DC+
SLOT5 - 111
(-)
C
SCR2
AFSE
VH1
GDPS

F2
A
SHLD
T302
144
131
99
SLOT6 - 196
SCR3CM01
F2
ESS
T1
T305
GND
VAM3
CNA-37
T102
ANALOG
PSC17FB173
95
CNA
SLOT5 - 110
CROW
BAR
90
VH4
FI1
74X
GF
CNA-24
COM
T2001
F202
RTN21
74AA
N24VDC01
T202
C1
PSC
ANALOG
17FB173
74
G
E
CD1
2
CVBC02
GRY
E
G
APL
CVB4
BLU
B
CVBC
F/O
GATE DRIVER
2
SEE
SHT 5
D-9
2
F/O
SEE
SHT 5
A-8
AC
POWER
3
CHOPPER MODULE
SEE
SHT 5
A-9
CVB2
CD2
C
CHOPPER MODULE
CVBB02
3
2 C
GATE DRIVER
C
4
G
GATE DRIVER
BLU
AC
POWER
BLU
C
1 E
CHOPPER MODULE
GATE DRIVER
GRY GRY
4
1
G
CHOPPER MODULE
1
BLU
SEE
SHT 5
N/C
GRY
1
4
SEE
SHT 5
N/C
CM2
4
SEE
SHT 5
D-8
C
CM1
E
CVB3
AC
POWER
CVBC01
CVB1
3 AC
POWER
3
DCN16
DCN20
GBLW
RV
A116
PART OF 17FB173
PSC ANALOG CARD
SLOT 6 IN ICP
PNL
C
N
C
-73
115
VL5
TB24-A
FH#2 1AMP
15RRW
TB24-G
15RRW 714P
77P
TB23-N
15LRW
TB23-K
15RRW
FH#1 1AMP
15LRW 77P
P301
CNX1
REF FRMSHT 10
REF FRMSHT 10
XS6804-0 NOV 08
830E - 1AC
A30344, A30561 & UP
SHEET 4 OF 36
CAPACITOR
LINK CHARGE
LIGHT
TB23
TRACTION MOTOR
(RIGHT)
P21C+
F21C
2
CAPACITOR
LINK CHARGE LIGHT
TB23-X

CM22C
CM22B
TC201
DCN31
VH3
TC
203
VL4
VH6
VAM1
(17B)
VH5
TB103
TC
103
DCN19
VH8
VAM1
(17B)
VH7
VL5
VH2
VAM2
(22B)
VH1
VAM2-VH7
DCN30
DCN28
TA
203
VH5
VAM2
(22A)
VH6
DCN29
TB203
VH3
VAM2
(22B)
VH4
DCP08
DCN08
AC
*
B
SEE SHT 3
D-1
AC
AI06
RDA
-
RG
2A
+
AC
+ +
- -
A
0
.6
5
1
RDB RDC

DCP20
DCP09
DCP08
DCP16
ICP PANEL
SLOT 6
17FB173 PSC
ANALOG CARD
FA
U
LTP03
SLOT6
CCL2

**D
C
N
70 BU
S
DCN2 BUS
TO SHT
3 F-9
TO SHT 3
F-1
50
**D
C
N
60 BU
S
DCN1 BUS
NOTE: FDR AND GRR ARE THE
NATURAL BLEED DOWN
PATH FOR THE LINK
VOLTAGE

GRR7
DCN4 BUS
S
N2H
375
GRR5
GRR8
N2E
375
TO SHT 4
F-12
2 DC(+) DCP09
D
CN
BU
SDCN08
CCIL2N
RTN75
1 1 DC(-) DCN09

GRID BLOWER
MOTOR #1
CURRENT MEASURED
LINKI
DCN09
DCP2 BUS
BM
FF02
AI05
BM
FF01
BM2FF
APL
DCP BUS
CNC-19 SHLD
CCIL2P TB2-V
3 3 CCLR2

DCN16
LINKVN
DCN10
VH4
SEE SHT 4 F-10
GRR6
CNB-9 SLOT6 - 96
CNC-5
CNC-33 SLOT6
SLOT6

GNDFLT02
LINKVP
INVERTER
22
375
N2A
CNB-23 SLOT6 - 94
375
DCN20
GRR
GRR2
375
VH5
CCIL1N
GRR
375
GRR1 RTN74
CCIL1P
CCL1
TB2-V 2
3
1
CCLR1
1
3
DC(+)
DC(-)
M
AI3
APL
TB3-V SEE
SHT 4 F-14
RP1F
RP2F01
APL
RP1F
RP1
S
M
RP2
TA
103
RTN
42
ICP PNL
PCP ANALOG
CARD A13
17FB173
SLOT 6
SEE SHT 8
D-3
BLK
GNDB
CGBM
1
AI08
DCN
CM21C
118
119
RP1F RP1F01
**D
C
P60 BU
S
D
CP BU
S
DCP1 BUS
DCP BUS
CNA
DCP04
IPT2C
DCP05
DCN BUS
F21C
1
P21C-
TA201

INVERTER
21
TA202
TM2
TB21
CF21B
2
7
0
0
u
F
TB201

CM21A

CM22A

DCP3 BUS
CJPB
LINK VOLTAGE
MEASURED
CM21B
F22A
2
DCP29
TB12
TB11
IP
T1A
VA
1
GRR3
IP
T1B
375
*
DCP33
CM11C
VB1
TC12
VC1
B
DCP33

A
RG
1B
0
.7
3
2
0
.5
6
5
0
.9
4
8 RG1D
B
A
RG
1A
A
*
DCP34
DCP
0
.6
5
1
RG1C
B
B
DCP34
A
*
CM11B

CM12A
CM12C

CM11A

CM12B
160 G G 27
NOTES:
REMOVABLE BUSBAR FOR INVERTER CUTOUT
TRACTION MOTOR
(LEFT)
TB101
TM1
TC101
P721
V2 V1
SS1
SPEED
SENSOR 1
SHIELD
V2 V1 +
15V
G E C F D A B
COM
M
ON
TA102
F22C
2

TC102
*---BUS BAR JUMPERS
134
SS1TAIAN
137
SS1TAIAP
161
SS1TAINN
158
SS1TAINP
155
SS1P15V
152
SS1GND
77DN
77DP
A A
B B
C C
D D
E E
F F
11
SS1TAIAN
12
SS1TAIAP
25
SS1TAINN
26
SS1TAINP
13
SS1P15V
14
SS1GND
77B
77C
77G
R721
TA101
G E C F D A B
TB102
0
.5
6
5
B
SS1SHLD
PCP SLOT 11
INVERTER #1
SS1SHLD
ICP
CND CNX1 P301
SHLD1
G
N
D
20
BLK
GNDB5
BMA02
DCN18
A
TO DCPRG-
BUS @
ZONE A-9
DCP06
TO DCN BUS
RP2F
VH4
*
0
.6
5
1
+
M
-
DCP07
*
ICP PANEL
SLOT 6
17FB173
ANALOG CARD
BMA01
0
.5
6
5 RG2C
RG2D
BM1
BM1FF
APL
D
CN
5 BU
S
A
B
B
**D
C
P70 BU
S
(LEM) BM11
BM2
RG
3A
TO RG4C & RG5C
AT ZONE C-15 DCP04
DCP05
G
N
D
10
BLK
GNDB4
RG
2B
A
B
A
G
RR9

B
FAULTP02
INVERTER
11
76
121
GRR4
N2D
DCN3 BUS
375
94
79
GRID BLOWER
MOTOR #2
CURRENT MEASURED
93
80
CNB
69
92
90
89
B2AMPS

BM21 (LEM)
+
M
-
DCP32
N24VDC46
P24VDC46
B2AMPSHLD
CNA
122

VAM1-VH2
VAM1
(17A)
ICP PANEL
SLOT 6
17FB173
ANALOG CARD
DCP29
0
.9
6
5
DCP32
LINK
CURRENT
MEASURED
TA12
TA11
DCN
5000 :1
(+) M (-)
TC21
RETARD
GRID
BOX
D
CP05
2
7
0
0
u
F
CF22A
CF21A
F22B1
DCP29
P21A+
A
IP
T2A
F22B2
BMFF3
D
CP04
LINKISHLD
N24VDC40
LINKI
P24VDC40
77
N24VDC02
SEE SHT 3
D-9
FDR
375
N2E

N2D
2
7
0
0
u
F
F11C
1
F11C
2
P11C+
TB3-F SEE
SHT 4 E-13 P24VDC09
P11B+
F11B2
SPEED
SENSOR 2
SS2
F22A
1
F11B1
F11A
2
N24VDC45
133
134
ICP PANEL
SLOT 6
17FB173
ANALOG CARD
D
CP29
47
48
63
141
140
139
B1AMPSHLD
62 P24VDC45
B1AMPS
TC11
DCP10
P11B- P11C- P11A-
G
R
R
10
10
F11A
1
P12C-
P12B+
P12B-
IPT1C
P12A-
F12C
1
F12A
1
CF12B
B
CF12A
2
7
0
0
u
F
F12B2
F12B1
SEE SHT 6,
E13 & F13 TB3-W
TB3-G
FO
R01
375
FDR
P11A+
F12C
2
F12A
2
2
7
0
0
u
F
P12A+
375
375
AI12
N2A
A
P12C+
INVERTER
12
CF11A
2
7
0
0
u
F
CF11B
N24VDC09
RTN43
375
F22C
1
TA21
GROUND
FAULT
DETECTION
CIRCUIT

AI26 123
F21A
1
P22B-
P21A-
ICP PANEL
SLOT 6
17FB173
ANALOG CARD 120
CNA
75
88
P24VDC02
CF22B
P22B+
P22C-
PCP SLOT 12
INVERTER #2
ICP
CND CNX1 TC22
375
N2H
P22A-
F21A
2
F21B1
AI25
F21B2
P21B+
375
375
SH
IELD
2
7
0
0
u
F
P21B-
r r
q q
p p
n n
m m
k k
j j
P301
SHLD52
714DN
714B
714DP
714A
714P
714G
SS2SHLD
134
SS2TAIAN
137
SS2TAIAP
161
SS2TAINN 158
SS2TAINP
155
SS2P15V
152
160
SS2GND
SS2SHLD
65
SS2TAIAN
64
SS2TAIAP
63
SS2TAINN
49
SS2TAINP
48
SS2P15V
37
36
SS2GND
P22C+
VAM3
TA22
VC2
TB22
VB2
IP
T2B
VA
2
R722
P722
V V2 V V1
+
15V
G E C F D A B
G E C F D A B
COM
M
ON
2 1 P22A+
2
7
0
0
u
F
DCP

TB202
TC202
0
.9
6
5
B
*
*
0
.9
6
5
RG
4B
RG
4A
B
A
A
RG4C
B
A
0
.9
6
5
A
*
B
*
B
RG
3B
RG3C
A
0
.9
6
5
0
.9
6
5
CVBB
APL
CVBB01
DCN BUS
FBCR2
FBCL2
- -
CCF1
2
7
0
0
u
F
CCF2
2
7
0
0
u
F
+ +
FBCL1
FBCR1
VH5
VAM4
20K
RGBM
1-
+1
8
,0
0
0
u
F
-
+
20K
RGBM
2
CGBM
2
1
8
,0
0
0
u
F
CGBM
DCN BUS
P R
S
T
V
W
TB24
B C
D
E
F
BMFF06
BMFF03
BM
FF07
BM
FF05
BMFF05
BMFF09
BMFF09
BMFF05
BMFF06
BMFF06
BMFF03
BMFF3
BMFF07
BMFF03
BMFF06
BMFF04
BMFF4
BUS
P24VDC42
CNA-23
BATT
M
2
87
BATTSW
SLOT5 - 208
N24VDC43

CNA-35

ALTFAMPS
N
B
T3
F1
VH3
74Z
59
APL
B
T20
B
T301
IB-
BATP01
71
1
.0
3
B3
98
71J
T3
14
2K
26
CMAF
T3
VH2
AC2
7
APL
T201
142
F1
T302
AFSETS

CNB-41
SEE SHT 8
GFR SOL.
C
CNC
TB3-W, SHT 4, F-13
T102

CNC
VH3
VL1
x
T202
128
11
T201
TB3-G, SHT 4, E-13
T101
CMT
120
A
FSEF1L
VL3
ICP PNL
SLOT 6
REF
APL
VL1
DCNF02
DC-
16
T103
DCNF01
D1
CNC-61
ICP PANEL
SLOT 6
17FB173
ANALOG CARD
GFR
N24VDC42
207
T206
TB-22
CNC
(+)
T2001
T19
127

SLOT6 - 194
71J 74AA
T1901
124
IN
PU
T
POW
ER
P
91
A
PL
AFSEF2H
4000:1
SCR2
FIR
IN
G
CMTA T19
27
T203
ALTAMSHD
CMAFB
VAM4
PSC ANALOG
17FB173
SCR4
AFSEF2L
CNC-63
S
FP
T1
T303
M
SLOT6 - 198
RTN
27
D3
74

SCR1
F102
A3
CNA
F1
VH2

T3

TB2-N SEE SHT 4
F-10
D
CN
F02
A
ATOCSHLD
TB5
1CPPN1
SLOT6
RD BUS-AC2
SEE SHT 8
F-5
F104
AI10
T2
PCP PANEL
SLOT 6
17FB173
ANALOG CARD
SLOT6 - 113
GDPS-AI3 SEE
SHT 5 F-12
SEE SHT 7
GF SOL.
T301
w
102
1
AI11
SLOT6 - 195
D1
T101
74AA
A
F
SCR3
ALT

VL4
VAM4
BLOCK
APL
M
T2
D
126
T20
F201
A
BOOST
C3

125
CNA-25
BA
TT BO
O
ST C
M
D
.
IB+
ATOC
1
.0
3
3
205

SLOT5 - 203
P24VDC43
APL
AFSGND
TH1
101
E
(-)
F103
s
RD BUS-AC3
B
R1
.4
SLOT6 - 193
A
T306

RD BUS-AC1
VL2
T1
AC1
103

F1
RTN01
CNC-62
130
102
AI18
T2
SCR1
FIR
IN
G
ICP PANEL
SLOT 6
17FB173
ANALOG
CARD
CNA-36
A
VL3
T20
TH
ERM
AL
SENSO
R
F101
F2
SLOT6 - 197
GDFU1-1 SEE
SHT 5 F-12
T105
A
T2002
82
ALT
ENG
SPEED
PCP PNL
SLOT 5
17FB104
DIGITAL
BAT
100
AFSSHLD
74D
CNA
CMAFA
T106 ICP PNL
SLOT 6
VL2
T1902
A
FSEL
97
77
96
A
FSEF1H
T20 T19
AI17
(+)
15

APL
M
D2
ICP PANEL
SLOT 6
17FB173
ANALOG CARD
DCNF
T1
B
P24VDC01
F
SLOT6 - 114
B
SLOT6 - 112
4000:1
B1
30
AI32
CNB-85
TB21-G
VH1
T2
AI07
74D
206
5
DCNF03
9
DC+
SLOT5 - 111
(-)
C
SCR2
AFSE
VH1
GDPS

F2
A
SHLD
T302
144
131
99
SLOT6 - 196
SCR3CM01
F2
ESS
T1
T305
GND
VAM3
CNA-37
T102
ANALOG
PSC17FB173
95
CNA
SLOT5 - 110
CROW
BAR
90
VH4
FI1
74X
GF
CNA-24
COM
T2001
F202
RTN21
74AA
N24VDC01
T202
C1
PSC
ANALOG
17FB173
74
G
E
CD1
2
CVBC02
GRY
E
G
APL
CVB4
BLU
B
CVBC
F/O
GATE DRIVER
2
SEE
SHT 5
D-9
2
F/O
SEE
SHT 5
A-8
AC
POWER
3
CHOPPER MODULE
SEE
SHT 5
A-9
CVB2
CD2
C
CHOPPER MODULE
CVBB02
3
2 C
GATE DRIVER
C
4
G
GATE DRIVER
BLU
AC
POWER
BLU
C
1 E
CHOPPER MODULE
GATE DRIVER
GRY GRY
4
1
G
CHOPPER MODULE
1
BLU
SEE
SHT 5
N/C
GRY
1
4
SEE
SHT 5
N/C
CM2
4
SEE
SHT 5
D-8
C
CM1
E
CVB3
AC
POWER
CVBC01
CVB1
3 AC
POWER
3
DCN16
DCN20
GBLW
RV
A116
PART OF 17FB173
PSC ANALOG CARD
SLOT 6 IN ICP
PNL
C
N
C
-73
115
VL5
TB24-A
FH#2 1AMP
15RRW
TB24-G
15RRW 714P
77P
TB23-N
15LRW
TB23-K
15RRW
FH#1 1AMP
15LRW 77P
P301
CNX1
REF FRMSHT 10
REF FRMSHT 10
G.E. 24/15V POWER DISTRIBUTION
XS6805-0 NOV 08
830E - 1AC
A30344, A30561 & UP
SHEET 5 OF 36
G.E. INVERTER FIRING
R
TN
48
TB
2-A
U
P
B
1
139

S
L
O
T
1
3
-1
2
6
174
R
T
N
8
0
192
D
N
B
2
S
L
O
T
1
-1
2
5
156
C
H
O
P
2
FB
1
46 44
S
L
O
T
1
1
-1
5
9
(1
6
B
)
100
PART OF 17FB179 INVERTER #21 & #22 TMC CARD SLOT 12 IN ICP PANEL
PART OF C603188G2 FIBER OPTIC I/O CARD SLOT 13 IN ICP PANEL
(FODC2)*
C
H
O
P
3
FB
2
SLO
T 1
-2
0
5
174
S
L
O
T
1
-1
2
3

U
P
B
2
D
N
A
2C
N
C
-4
B
D
N
2
1
159
C
N
B-77

129 96
180
S
L
O
T
1
1
-1
5
3
30

40
205 42
R
S2G
N
D
40
R
S1G
N
D
U
P
A
2
40

39

S
L
O
T
1
3
-1
2
195 198 201 139
S
L
O
T
1
2
-1
5
0
37

36
B
D
N
F
B
1
1
T
X
D
1
R
X
D
1
39

34

D
N
A
1
150
91
33

126 130 125
C
H
O
P
2
FB
2
3
1
IN
V
C
H
O
P
C
T
L
126
165 168 171
B
U
P
2
1
C
D
N
F
B
2
1

117 111
S
L
O
T
1
2
-1
5
6
114
R
X
D
2
T
X
D
2
125
C
H
O
P
1
FB
2
159
C
H
O
P
2
FB
1
S
L
O
T
1
3
-1
0
0
205
186
C
H
O
P
3
FB
1
C
U
P
F
B
1
1
101
99
31
INVERTER
#11 AND #12
88
85
FO
EN
2
195
189

S
L
O
T
1
-1
2
(FODC1)*
101
C
D
N
F
B
1
1
O
N
1
1
40

S
L
O
T
1
-1
5
3
30
S
L
O
T
1
-3
C
N
B-54

C
H
O
P
4
FB
1

114
S
L
O
T
1
-9
6
189
S
L
O
T
1
-9
F
0
E
N
F
B
165

111
B
U
P
F
B
1
1

S
L
O
T
1
2
-6
9
91 93 85 87 88 90

192 177
97 99
S
L
O
T
1
1
-3
0
128 130 126 79 81 82 84
C
N
B-67
15
69

A
D
N
F
B
1
1
150 171

198
C
U
P
F
B
2
1

186
S
L
O
T
1
3
-3

3 15
C
H
O
P
1
FB
2
36
A
U
P
F
B
1
1

1
IN
V
C
H
O
P
C
T
L
93

177
C
D
N
2
1
87
153
1
IN
V
C
H
O
P
C
T
L
S
L
O
T
1
3
-9
4
C
H
O
P
3
FB
2
S
L
O
T
1
2
-3
1
2
IN
JC
H
O
P
C
T
L
96
S
L
O
T
1
3
-1
5
46
D
N
B
1
S
L
O
T
1
3
-2
0
5
R
TN
9 12 97
S
L
O
T
1
3
-1
2
6
79
A
U
P
2
1
81
85
A
D
N
2
1
C
U
P
2
1
2
C
D
N
1
1
180
123
117
A
U
P
F
B
2
1
50
189
82
31
D
N
C
2

CNG
94
O
N
2
1
168

2
IN
V
C
H
O
P
C
T
L
C
U
P
1
1
B
D
N
1
1
153

C
U
P
2
A
D
N
1
1

A
U
P
1
1
IN
IT
1
1
156
C
H
O
P
1
FB
1
C
H
O
P
4
FB
1
94
189
123 9 129

12
S
L
O
T
1
3
-9

S
L
O
T
1
3
-1
0
1
42
2
IN
V
C
H
O
P
C
T
L

69
C
H
O
P
4
FB
2
37
U
P
A
1
44
INVERTER
#21 AND #22
RS232 DIAG.
CONN. LOC
ON ICP PNL
5 2

3
CNH
IN
IT
2
1
201

C
N
B-102
85
100
34
48
U
P
C
1
84
S
L
O
T
1
-1
2
8

33
50
D
N
C
1
U
P
C
2
B
U
P
F
B
2
1
A
D
N
F
B
2
1

90

B
D
N
F
B
2
1
RS232 DIAG.
CONN. LOC
ON ICP PNL
5
P
3
N
2
4
V
P
4
P
2
4
V
1
6
4
98
N
2
4
V
D
C
1
1
1
6
8
1
7
4
1
7
3
99
1
6
7
PTC4
1
6
9
1
7
0
1
7
1
PTC2
1
7
2
C
N
D
-5
8
C
N
D
-4
1
(S
E
E
S
H
T
6
)
C
N
D
-6
(S
E
E
S
H
T
6
)
N
2
4
V
G
7
0
2
C
N
D
-4
3
1
7
6
1
4
3
C
N
D
-5
7P
2
4
V
D
C
1
1
T
B
3
-B
(5
5
B
)
PTC3
1
3
9
1
1
B
1
2
G
9
B
7
B
1
0
G
8
G5
B
6
G
3
B1
B
1
4
0
4
G2
G
C
N
C
-3
(S
E
E
S
H
T
6
)
C
N
C
-4
4
(S
E
E
S
H
T
6
)
107
P
2
N
2
4
V

106
P
1
P
2
4
V

C
N
C
-4
9
(S
E
E
S
H
T
6
)
C
N
C
-1
8
N
2
4
V
G
7
0
4
T
B
3
-P
1
6
6

A
U
P
F
B
1
2
C
D
N
1
2
C
U
P
1
2
B
D
N
1
2
B
U
P
1
2
A
D
N
1
2
A
U
P
1
2
46 47 48 49 50 51 59 61
C
N
D
-3
4
(S
E
E
S
H
T
6
)
114 107 105 104 102 145 175 110 108 116 165 135

C
D
N
F
B
1
2
C
U
P
F
B
1
2
41 42

B
D
N
F
B
1
2
B
U
P
F
B
1
2
43 45
C
N
D
-4
6
(S
E
E
S
H
T
6
)
C
N
D
-2
9
(S
E
E
S
H
T
6
)
C
N
D
-4
(S
E
E
S
H
T
6
)
P
2
4
V
G
T
0
1
C
N
D
-2
8
122 120 113 111
A
D
N
F
B
1
2
(FODC1)
1
4
6
1
4
4
1
4
2
1
2
A
D
+
1
2
A
C
+
1
2
A
D
-
1
2
A
C
-
1
2
B
D
+
1
2
B
C
+
1
2
B
D
-
1
2
B
C
-
1
2
C
C
-
1
2
C
D
-
1
2
C
C
+
1
2
C
D
+
1
4
1
PTC1 1
3
4
1
3
8
1
3
7
1
3
6
P
2
4
V
G
T
0
3
C
N
C
-1
7
C
N
C
-2
6
(S
E
E
S
H
T
6
)
C
N
C
-3
1
(S
E
E
S
H
T
6
)
C
N
C
-1
(S
E
E
S
H
T
6
)
C
M
C
TL

S
L
O
T
1
3
-1
3
3
S
L
O
T
5
-1
5
3
133
(FODC2)
1
1
B
1
2
G
1
0
G
P
2
4
V
G
T
0
3
C
N
C
-8
6
C
N
C
-1
0
0
(S
E
E
S
H
T
6
)
C
N
C
-8
4
(S
E
E
S
H
T
6
)
C
N
C
-8
0
(S
E
E
S
H
T
6
)
1
4
2
1
4
3
1
4
4
1
4
6
C
N
D
-1
0
4
P
2
4
V
G
T
0
1
C
N
D
-8
0
(S
E
E
S
H
T
6
)
C
N
D
-1
0
2
(S
E
E
S
H
T
6
)
C
N
D
-1
0
0
(S
E
E
S
H
T
6
)
1
3
6
1
3
7
1
3
8
1
3
4
PTC1 1
4
1
1
4
0
1
3
9
PTC3
T
B
3
-D
P
2
4
V
D
C
1
2
C
N
D
-6
9
9
B
7
B
8
G5
B
T
B
3
-S
N
2
4
V
D
C
1
2
1
7
2
1
7
3
1
7
4
1
7
6
1
6
6
1
6
7
1
6
8
1
6
4
PTC2 1
7
1
1
7
0
PTC4
1
6
9
N
2
4
V
G
T
0
4
C
N
C
-9
6
C
N
C
-1
0
2
(S
E
E
S
H
T
6
)
C
N
C
-9
7
(S
E
E
S
H
T
6
)
C
N
C
-9
3
(S
E
E
S
H
T
6
)
C
N
D
-9
1
N
2
4
V
G
T
0
2
C
N
D
-9
3
(S
E
E
S
H
T
6
)
C
N
D
-8
8
(S
E
E
S
H
T
6
)
C
N
D
-8
6
(S
E
E
S
H
T
6
)
6
G
3
B
4
G
C
N
D
-7
0
1
B
2
G

C
D
N
2
2
C
U
P
2
2
B
U
P
2
2
A
D
N
2
2
61
102 145 175
A
D
N
F
B
2
2
99 98
165
107
P
2
N
2
4
V
135
106
P
1
P
2
4
V
P
4
P
2
4
V
P
3
N
2
4
V
A
U
P
2
2
104
59 51
105 107
B
D
N
2
2
50 49
114 116
48 47
A
U
P
F
B
2
2
108 110
46

C
D
N
F
B
2
2
C
U
P
F
B
2
2

B
D
N
F
B
2
2
B
U
P
F
B
2
2
45
111 113
43 42
120 122
41

C
M
C
TL
S
L
O
T
1
-1
3
3
133
CN1
-3
X
1
C
D
D
1C
M
D
P11BNGND
CN1
-2
1
1
B
D
+
CN1
-4
G
P11CN
CN1
-4
B
P11C-
GATE
DRIVER
P11ANGND
P11C+
GATE
DRIVER
P11CPGND
CN1
-4
2
4
G
CN1
-1
CN1
-1
1
7
B
X
CN1
-1
2
8
G
G
P11BP
CN1
-1
B G
1
C
D
C
1
1
A
C
-
CN1
-2
CN1
-3
R
P11CNGND
P11AN
1C
M
C
2
6
G
CN1
-2
CN1
-2
2
5
B
CD1P
1
1
C
D
+
X
CN1
-4
2
7
B
P11B+
GATE
DRIVER
CN1
-3
B G
1
1
A
D
+
P11CP
R
1
1
A
D
-
P11B-
GATE
DRIVER
N/C
1
3
B
P11APGND
CM1
GATE
DRIVER
B
CN1
-1
1
6
G
B
P11AP
X
P11BPGND
G B
1
1
B
C
-
P11BN
CN1
-3
G
X
1
1
A
C
+
CN1
-1
R
CN1
-1
B
CD1PGND
2
3
B
1
1
C
C
+
(N
C
)
1
1
B
C
+
CN1
-2
1
1
B
D
-
CN1
-3
X
1
8
G
X
CN1
-3
CN1
-2
CN1
-4
X R R
CN1
-4
R
CN1
-2
SEE
SHEET #8
F-6
1
1
C
D
-
CN1
-3
2
0
G
G
P11A-
GATE
DRIVER
1
9
B
CM1P
B G
2
1
B
CN1
-4
CN1
-4
CN1
-2
(N
C
)
P11A+
GATE
DRIVER
R
CN1
-1
R
2
2
G
CN1
-3
CD1
GATE
DRIVER
CM1PGND
1
1
C
C
-
P12CP
CN1
-2
CN1
-3
CD2P
2
1
C
C
-
CN1
-4
P21C+
GATE
DRIVER
1
8
G
CN1
-4
B
P12ANGND
2
1
B
C
-
R
CN1
-2
2
1
C
D
-
P12AP
CN1
-1
2
0
G
P21A+
GATE
DRIVER
R
2
1
B
D
-
B
CN1
-3
CN1
-1
CN1
-2
1
3
B
CN1
-4
1
1
A
C
-
B
CN1
-4
2
1
B
C
+
CN1
-1
B
CN1
-3
CN1
-1
2
1
A
D
-
N/C
P21A-
GATE
DRIVER
CN1
-2
P12CN
2
1
B
D
+
CM2
GATE
DRIVER
G
2C
M
D
2
1
C
C
+
CN1
-3
P12BN
CD2PGND P12CPGND
2
1
A
C
+
SEE
SHEET #8
F-6
X
CN1
-3
X
B
CN1
-2
X
2
1
C
D
+
CN1
-2
P12BPGND
R
P21B-
GATE
DRIVER
G G
1
7
B
CN1
-4
2
1
A
D
+
CN1
-4
G
CN1
-3
X R
CN1
-1
P12BP
B
2
7
B
P21B+
GATE
DRIVER
G
CN1
-1
1
9
B
R
2
2
G
CM2P
2
C
D
D
2
4
G
CN1
-1
P12AN
R X
2
6
G
CN1
-3
B
2
C
D
C
CN1
-1
2
1
B
(N
C
)
G
CN1
-3
X
CM2PGND
R
CN1
-4
2
5
B
2
8
G
P21C-
GATE
DRIVER
2
3
B
CN1
-2
2C
M
C
X
P12CNGND
R
(N
C
)
CN1
-2
G
1
6
G
P12BNGND
B
P12APGND
CD2
GATE
DRIVER
CN1
-4
G
X
P22BPGND
P22A+
GATE
DRIVER
CN1
-2
CN1
-3
R
CN1
-1
P22APGND
CN1
-3
R
CN1
-4
CN1
-4
CN1
-3
2
2
A
D
+
B
CN1
-4
P22B-
GATE
DRIVER
X
B
P22CPGND
2
2
C
C
+
CN1
-3
R
2
2
B
C
+
G B
X
P22AP
CN1
-4
CN1
-3
B G
CN1
-2
CN1
-2
CN1
-3
P22AN
P22BNGND
2
2
B
D
+
G
P22CNGND
G
N/C
CN1
-2
P22ANGND
G
CN1
-2
P22B+
GATE
DRIVER
2
2
C
D
+
P22C+
GATE
DRIVER
2
2
A
C
-
2
2
B
C
-
CN1
-1
2
2
C
C
-
P22BP
R
CN1
-4
P22A-
GATE
DRIVER
CN1
-1
P22CN
P22C-
GATE
DRIVER
P22BN
R
2
2
C
D
-
B
X
CN1
-1
X
P22CP
2
2
A
D
-
2
2
B
D
-
CN1
-1
B G
X
CN1
-4
SEE
SHEET #8
F-3
X
CN1
-2
CN1
-1
R
2
2
A
C
+
X
P21AN
CN1
-2
G
CN1
-2
P12A+
GATE
DRIVER
B
P21ANGND P21CPGND
R
P21CP P21BP
X
CN1
-2
R
P21APGND
X
CN1
-1
CN1
-1
P21AP
G
P21BNGND
P21BN
B
R
CN1
-2
CN1
-3
CN1
-4
B
CN1
-4
X
G
P12C+
GATE
DRIVER
CN1
-2
B
CN1
-1
B
CN1
-3
CN1
-3
R
CN1
-3
G
CN1
-1
X
G
N/C
X
P12B+
GATE
DRIVER
P21CNGND
R
CN1
-2
SEE
SHEET #8
F-3
CN1
-4
P12A-
GATE
DRIVER
P21CN
P12C-
GATE
DRIVER
P21BPGND
CN1
-4
R
B
CN1
-4
P12B-
GATE
DRIVER
CN1
-3
CN1
-1
CN1
-1
G
CN1
-4
CN1
-3
XS6806-0 NOV 08
830E - 1AC
A30344, A30561 & UP
SHEET 6 OF 36
G.E. INVERTER FIRING
VL7
PART OF 17FB179 INVERTER #2 TMC CARD SLOT #12 IN ICP PANEL
SLOT1-174
SHT 5
ZONE, B-17
+
CND
207
T
B
2
P
SLOT13-172
SHT 5
ZONE, E-17
206
T
A
2
S
H
VL3
101
VL6 VL5
CM21A
4000:1
6
VL3
100
N
V
4
P
2
F
0
3
14
P
V
3
P
2
F
0
3
205
IP
C
N
2
2
CM22C
4000:1
D
C
LK
2
S
H
T
A
2
P
-
103
D
C
LK
2
N
D
C
LK
2
P
T
K
B
D
S
1
T
K
B
D
S
1
102
23
SEE SHEET 3
SLOT13-136
SHT 5
ZONE, E-10
M
D
C
LK
1
S
H
+
SEE SHEET 3
N
V
2
P
2
F
0
3
SLOT13-166
SHT 5
ZONE, E-16
24
10
P
V
1
P
2
F
0
3
IP
B
N
2
2
S
H
100
IP
C
N
2
1
CM21C
4000:1
N
V
4
P
2
F
0
2
P
V
3
P
2
F
0
2
VL4
8
IP
B
N
2
2
CM22B
4000:1
- -
VH1
98 97 85
143
164
102
VL8
SEE SHEET 3
94
1
SLOT1-144
SHT 5
ZONE, B-11
2
140
+ M
200 191
149
203
93
+
84
SEE SHEET 3
IP
A
N
2
2
S
H
N
V
4
P
2
F
0
1
170
68
146
204
IP
A
N
2
1
S
H
197
P
V
3
P
2
F
0
1
7
SLOT13-144
SHT 5
ZONE, E-12
VH2
81
IP
A
N
2
2
GND
CM22A
4000:1
-
94 93 81
SLOT13-137
SHT 5
ZONE, E-10
95 196
SLOT13-167
SHT 5
ZONE, E-16
M
CNC
+
80
SEE SHEET 3
P
V
1
P
2
F
0
1
M
T
K
B
D
S
4
+
VH3 VH4
SLOT13-142
SHT 5
ZONE, E-11
SLOT13-143
SHT 5
ZONE, E-11
97
IP
C
N
2
2
S
H
T
K
B
D
S
3
SLOT13-173
SHT 5
ZONE, E-17
T
C
2
P
T
C
2
N
T
C
1
S
H
164
80
CND
IP
B
N
2
1
S
H
T
K
B
D
S
2
14
32 20
8
3 7 1 2
SEE SHEET 3
VL7 VL8
T
A
2
N
IP
C
N
2
1
S
H
T
K
B
D
S
4
33
T
K
B
D
S
3
N
V
2
P
2
F
0
2
146
D
C
LK
1
P
208
15
P
V
1
P
2
F
0
2
SLOT13-138
SHT 5
ZONE, E-11
T
B
1
S
H
208
8
143
202
99
149
9 10
IP
B
N
2
1
CND
M
IP
A
N
2
1
CM21B
4000:1
31 19
167
T
A
1
P
22 21
-
V
A
M
1G
N
D
VL1 VL2
7
89
2 16
T
C
2
S
H
15
173
191
T
A
1
N
N
V
2
P
2
F
0
1
5
101
68
86
V
A
M
2G
N
D
T
A
1
S
H
140
6
M
87
200
53
88
15
173
-
85
202
VAM2 (VOLTAGE OUT = .0035 * VOLTAGE IN)
SEE SHEET 3 F-1 THRU F-6
SLOT13-167
SHT 5
ZONE, E-16
T
K
B
D
S
2
103
SLOT13-174
SHT 5
ZONE, E-17
VL1
VH5 VH4
197
98
VH3
VL5 VL6
T
B
2
N
199
D
C
LK
1
N
84 72 59 44 45
R
T
N
6
3
VH5 VH6
VH2 VH1
7 6
VL4
10 5
VH7
V
A
M
1
G
N
D
2
T
B
2
S
H
VL2
VH8
53
R
T
N
6
2
T
O
T
B
4
-D
S
E
E
S
H
T
4
, B
-1
7
R
T
N
6
3
VAM1 (VOLTAGE OUT = .0035 * VOLTAGE IN)
SEE SHEET 3 F-9 THRU F-15
VH8 VH7 VH6
94 92
16
T
C
1
P
T
C
1
N
167
207
T
B
1
P
T
B
1
N
170
205
+
CM11A
4000:1
SEE SHEET 3
N
V
2
P
1
F
0
3
P
V
1
P
1
F
0
3
46
IP
C
N
1
1
CM11C
4000:1
-
29
SEE SHEET 3
7
+
6
IP
A
N
1
S
H
5
P
V
1
P
1
F
0
1
M +
4
IP
B
N
1
1
S
H
SEE SHEET 3
N
V
2
P
1
F
0
2
P
V
1
P
1
F
0
2
IP
B
N
1
1
CND
M
IP
A
N
1
1
CM11B
4000:1
-
42
N
V
2
P
1
F
0
1
47 34
M
35 41
-
30
SEE SHEET 3
+
CNC
M
3 16
-
CM12A
4000:1
IP
A
N
1
2
P
V
3
P
1
F
0
1
N
V
4
P
1
F
0
1
IP
A
N
1
2
S
H
SEE SHEET 3
+ M
44 45
-
CM12B
4000:1
IP
B
N
1
2
P
V
3
P
1
F
0
2
N
V
4
P
1
F
0
2
IP
B
N
1
2
S
H
SEE SHEET 3
+ M -
CM12C
4000:1
IP
C
N
1
2
P
V
3
P
1
F
0
3
N
V
4
P
1
F
0
3
IP
C
N
1
2
S
H
1 2 31 32 26 38 49 50
95 196 199 94 92 206 204 203
SLOT1-136
SHT 5
ZONE, B-10
SLOT1-166
SHT 5
ZONE, B-16
SLOT1-137
SHT 5
ZONE, B-11
SLOT1-167
SHT 5
ZONE, B-16
IP
C
N
1
1
S
H
SLOT1-138
SHT 5
ZONE, B-11
SLOT1-167
SHT 5
ZONE, B-16
SLOT1-142
SHT 5
ZONE, B-11
SLOT1-172
SHT 5
ZONE, B-16
SLOT1-143
SHT 5
ZONE, B-11
SLOT1-173
SHT 5
ZONE, B-17
PART OF 17FB179 INVERTER #1 TMC SLOT 11 IN ICP PANEL
ELPW
M
P
CND
201

28
164
189 60 CNA 27 90
185
CNB
P
2
4
V
D
C
4
7
56
49 61
137
55
188
198
PROGRAMMABLE CHART RECORDER PARALLEL CONNECTIONS
K
R
FSP
D
P
T
B
3
-F
S
E
E
S
H
T
4
, E
-1
4
CNB
AI09
103
AO11
69
Y
174
39
138
183
15
199
TCI T
B
3
-V
S
E
E
S
H
T
4
, F
-1
4
79
198
100
13
178
102
182 47
200
AO5
PROGRAMMABLE CHART RECORDER PARALLEL CONNECTIONS
AO2
A
F
S
E
F
2
H
P
2
4
V
D
C
1
0
57
60
PSC
42
AO1
VAM4 (VOLTAGE OUT
VL1 = .0035
VL2 = VOLTAGE IN)
10
166
T
B
1
-X
S
E
E
S
H
T
4
F
-1
0
AO6
1
79
68
AO9
54
35
78 52
75
136
41 9
CNA 186
AO7
48 27 176
40
80
36
135
7
190
187
p
ELPW
M
S
AO4
29
AI29
6
f
196 196
LF
S
P
D
P
192 61
161
14
169
AO10

170
P301
CNX1
181
76
A
F
S
E
F
2
S
G
B
2
S
S
S
0
1
104
179
172
B
P
2
4
V
4
1
CNC
191
TB3
177
12
A
T
1
9
V
AO3
175
P302/CNX2
160
TO SHT 4
ZONE F-9
184
AO8
AI32
PART OF PSC 17FB173 SYSTEMANALOG CARD SLOT 6 IN IPC PANEL
189 171 163
A
F
S
E
F
2
H
173 167
2
N
2
4
V
D
C
1
0
A
T
2
0
V
89
92
A
F
S
E
F
2
S
26 88
ELPW
M
N
CND
58
SIG
XS6807-1 OCT 10
ENGINE I/O
830E - 1AC
A30344, A30561 & UP
SHEET 7 OF 36
S
R
S
N
232
COM
BUS
74
1
1
1
GE ICP
8
9
9
0
76
8
8
1
1
7
A
U
X
P
C
S
H
D
S
R
S
S
H
L
D
48 10
9
3
CN305
R
E
S
E
R
V
E
D
F
O
R
A
U
X
IN
V
E
R
T
E
R
U
S
E
S
P
A
R
E
1
P
S
P
A
1
S
H
L
D
75
A
U
X
IS
H
L
D
65

K
A
M
B
T
S
G
N
D
J
34
1
1
0
CNB
A
U
X
IT
S
P
H
1
0
7
A
M
B
T
S
25
9
1
A
U
X
P
C
T
S
P
9
9
73
65S
9
2
24 35
A
U
X
R
P
M
F
B
1
1
5
2
0
9
A
U
X
F
B
S
H
D
23
9
7
1
0
9
9
8

1
1
6

CNC 11 36
A
U
X
F
B
G
N
D
A
M
B
S
H
L
D
A
U
X
P
C
G
N
D
25
S
P
A
1
G
N
D
36
2
0
8
A
U
X
IG
N
D
S
R
S
P
46 64 47 35
R
E
S
E
R
V
E
D
F
O
R
A
U
X
IN
V
E
R
T
E
R
U
S
E
24
17FB173 PSC ANALOG #6
1
0
8
1
0
6
2
1
0
AUTOMATIC ETHER START CONTROL
CUMMINS
ECU
TB34-H
929
TB34-F
927
F
E
P
N
QSK
ECM
923
SHLD
OP-CAB
DIAG.#2
927
TB30-T
928
C
929
TB30-X
928
920
A 23
CN380
CN821
CN820
J1939 BUSS
SHLD
939Y
939G
20
L 21
CN820
B
TB30-S
C 22
921
B
A
TB34-E
M
D
TB30-R
922
929
TB34-E
TB34-G
M
TB30-S
B
A
920
TB30-R
928
TB30-X
929
C
928
TB30-T
923
N
E
F
927
TB34-F
TB34-H
921
QSK
ECM
927 L C
P SHLD
CN804
922
22
21
20
23
SHLD
927
928
B
A
C
CN820
939G
939Y
SHLD
J1939 BUSS
CN820
CN821
CN380
D
C
TB34-G
CN02
929
422
COM
BUS
A/C SHUTTER
CONTROL RELAY
712SP
SHUTTER CONTROL
RELAY
TB35-E
SHUTTER
CONTROL SOLENOID
65SS 65SS
712SP
-
65T
A
GB72
TB28-A
GB31
65SS
CN520
0
B
COM
TB37-R
712R
(OPTIONAL)
-
65S
NO
SHT 10
B-14
0
N
+
65SS
SHT 17
C-3
RB8-K5
NC
RB8-K3
+
NO
CN541
NC
CN520
COM
AUTOMATIC SHUTTER CONTROL (OPTIONAL)
0
+
(SPR5)
28EC
(OPTIONAL)
0 28E
TB34-D
ETHER START
SOLENOID
SHT 16
D-8
NC
0
SHT 15
C-2
28E 28E
CN801
RB6-K5
COM TB29-E
TB28-F
NO
0
28EC
11SL SHT 10
E-6
P
-
ETHER START
RELAY
GRD3
SHLD
928
929
927
920
922
923
921
AIR CONDITIONING
SHUTTER CONTROL
SEE SHEET 27 FOR
CONNECTOR INFORMATION
XS6808-1 NOV 08
830E - 1AC
A30344, A30561 & UP
SHEET 8 OF 36
G.E. 24V DIGITAL I/O
SEE
CONTACTS
C-4
11GL
KEYSW02
T
B
2
-G
S
E
E
S
H
T
4
E
-1
1
CNX2/
CN302
B
BATT16
100VAC
25KHz
OUTPUT
CPR
24VDC FILTERED
181
TO TB2-W
SEE SHT 4
F-11
DO19
RTN
71CN1
BATT14
R
T
N
9
6
CNX5/P305
DI12
T
B
1
-E
S
E
E
S
H
T
4
E
-8
TB32-W
66
B
D3
22
100

SHT 10
B-10
2K
43
180
2
K
202
TB2-J SEE
SHT 4 F-11
RTN03
A
83
CNB
B
REVERSE
TRUE
3
K
74XA
-
R
T
N
1
3
R
T
N
2
3
204
162
11
4/0

4
30
0
148
DC/AC
CONVERTER
SEE SHT 10, B-6 & C-6
TB2-K SEE
SHT4 E-12
CNA
BATT08

KONTROL POWER
RELAY (KPR)
BATT21
-
T
B
2
-M
S
E
E
S
H
T
4
F
-1
2
DO4
G
F
P
U

0
19
166
G
(CPU, CPR HOLD UP DO)
(HOLDS CPR ENERGIZED FOR 9 SECONDS
AFTER TRUCK STOPPED AND KEYSWITCH
TURNED OFF).
G
D
1
E
L
72
DO10
177
X
F
T
B
2
-F
S
E
E
S
H
T
4
E
-1
2
712K
712

0.4
CNCFB
+
11
153
60
R
T
N
3
2
16
BATT 17
TB1-J SEE
SHT 4 E-3
-
84
7
SEE SHT
4, E-10
RP3S

BATT01
56
CPS
TB36-C
#8
e
+
712K
GROUND LEVEL
SHUTDOWN SW.
184
P304/CNX4
RP2S
TB34-W
DO11
BUS

2K
CUTOUT 1
+

R
P
1
GND2
+
OP-CAB
B
108
B
TB1-X SEE
SHT 4 F-10
TB1
17
120
83
TB2
GF02
71CN2
DI10
158
E
S
I1
19
B
71CK
CPS03
CB1
F101
CNX2
GDPC1-C+
SEE SHT
5 F-11
182
67
0
E
S
I2
R
T
N
1
8
TB23-A
-
171

DI23
11GL
CN302
G
D
2
E
L
11GL
TH
SETO
R
P
2
F
B
0
1
P22CN
DC/AC
CONVERTER
5
203
72CPU
CPS01
#6
SEE SHT 4
F-10
BATT12
114
56
SPS-IN+ SEE
SHT 4 E-9

FO
R
TR
U
85
207
A
-
C
N
D
FB
119
CPU RUNNING SIG. TO ENG.
85
DC+
+
DO4
11
SYSTEM
BATTSW
104
74
TB36-C
F
DI3
G
FR
T
B
2
-H
S
E
E
S
H
T
4
E
-1
2
GFS
1
R1
TB33-L
GRR-D
SHT 3 D-12
AFSE
1
155
AUTOMOUS MODE
Z
B
z
GDPC2
FILTERED
POWER
HOLD-UP
CAPACITOR
120MS
T
B
1
-D
S
E
E
S
H
T
4
E
-9
N
CPR5
TO CPR-D3
THIS SHT C-4
FB2-B
CNX1
IB+
T
B
2
-L
S
E
E
S
H
T
4
F
-1
0
z
5
BATT05
C
DI9
-
R
T
N
1
2
2
DO13
82
R
P
3
F
B
0
2
71GE
RTN40
A
68
A
TB37-A
TB30
DO14
N
R
P
2
0
1
111
RTN21
197

71CK
BF24V01
SY
SR
U
N
SEE SHT 2 FOR TYPICAL
DI INPUT IMPEDANCE
TB36-C
RP302
P21CNGND
5
2
K
CNB
68
A
FORWARD
TRUE
DO22
D
58
CPR01
R
P
2
-
DI11
B
P
2
4
V
0
7
40 AMP
-

CB1
58
(PUT IN CUT OUT
POSITION NOT ALLOWING
ALTERNATOR TO PRODUCE
POWER)
113
TO TB2-W
SEE SHT 4
F-11
CNB
+
M
DO20
101
175
45
F
CPRL01
G
F
P
U
0
1
B3
87
D3
+
A
P302/CNX2
CNB
B
P
2
4
V
0
8
CM2P
GENERATOR FIELD
CUT OFF SW.
AUX BOX
P21CN DI20
SEE SHT 2 FOR TYPICAL
DI INPUT IMPEDANCE
199
CNX5/P305
BLK
+
B
0
107
DI-8
E
CNBFB
GDPTB
29
SECONDARY PROPEL INHIBIT
DO21
RTN123
CM1P
150
2
SEE SHT 8
C-11
CNX2/P302
86
C
V
3 NORMAL
RTN42

P22CNGND
1
BATT10
186
C1
BATT07
CNB
P303
BATT09
110
PART OF PSC 17FB104
SYS. DIGITAL I/O
CARD SLOT 5 ICP
IN ICP PANEL
DO21
TB23-G
B1
DO1
R
T
N
1
7
CB2
DO9
KEY SWITCH
121
712IM
-
CPR02
DO12

2
82
O
M
C
TL
66
BATT19

SLOT 1-133
SHT 5, C-16
-
RP3
DI22
KEY SWITCH
POWER RELAY
TB1
3
3
E
S
1
1
D1
41
CNC
TO INTERFACE
MOD. SHT 32
r
+
CNB
161
R
P
3
F
B
0
1
R
T
N
2
0
A2
3
3
E
S
2
CPS05
B1
GFPU01
BATT02
R
TN
95
81
TB2-J SEE
SHT 4 E-12
RP102
+
87
11
GROUND
81
GDPC2-C+
SEE SHT
5 F-2
R
P
1
F
B
0
1

-
G
F
F
B
0
1
T
B
2
-L
S
E
E
S
H
T
4
F
-1
0
BATT04
B
P
2
4
V
4
2
BATT20
TB1
A
CNA
CNX3/P303
AFSE-+25
CN1X
CNX5/P305
E
CNX3
SEE SHT 8, C-4
JB1
70

SEE THIS SHT, C-5
DO9
3
33

DOKG
PRD2
RTN02
102
142
11KS
178
RP202
124
200
DI-17
1
71CK
(CPR HOLD
UP CIRCUIT)
(-)
2

BF24V08
DI21
BATFU
50A
R
P
3
B
R
1
W
RTN04
10
DO12
11
57
SEE SHT 4
E-9
159
190
CPS02
DI4
23
SHT 5
D-15
G
F
P
U
0
2
DO20
+
T
170
RP1S

2
K
D80
0
712
R
T
N
2
2
1
TB1-C
105
22
TB37-B
183
GFRS
109
TB33-L
RTN01
TB40-R
P303
E
BLK
7
TB36-J
74XS

g
165
B
P
2
4
V
0
9
3
72CPU
CNA
CNC
DI-7
CNA
BATT 17
DO2
-
188
TB34-P
10A
DO10
RTN39
BATT11
CN305
DO14
117
TB1
4/0
32
T
B
2
-M
S
E
E
S
H
T
4
F
-1
2
59
GFPU02
BFC01
187
141
GRD. BLK.
AUX CNTRL CAB
BP24V16
71GE
DO15
136
201
SEE SHT 5
F-12
A
F
S
E
L
72AUT
-
R
P
1
0
1
85
DO2
C
N
X
C
H
K
0
1
87
71
28
149
712
C
P
R
L
0
1
66
GF
174
100VAC
25KHz
OUTPUT
B
A
T
T
0
2
BB-
GB31
42
52
D1
T
B
1
-E
S
E
E
S
H
T
4
E
-8
CB2
+
SEE SHT 3
E-8

712
CND
2
TB
GROUND

CNB-33 SEE
SHT 8 F-12
BATTERY
SEE SHT 4
E-12
TO
GDPTB-B
-
T
B
2
-H
S
E
E
S
H
T
4
E
-1
2
KEYSW01
24VDC
SEE SHT 5
A-9
C3
CPS04
CNA
CPRD
SEE TIMED
ENGINE SHUTDOWN
SHT 25
27
SEE SHT 4
E-10
206
y
198
A
BATT18
168
G
FB
R
A
B
R
T
N
1
6
#1
BFCR
87
CM2PGND
TB37-W
30
CNB
CNB
CNF
F
R
T
N
1
5
71
GFR
R
P
1
B
R
CNA
R
EV
TR
U
TB23-L
a
29

P301/CNX1
+
179
R
T
N
1
4
CNA
23
FILTERED POWER
BLOCKING DIODE
P
GB31 GFCO
116
GFR+ SEE
SHT 8 B-12
85
30
TB35-B
167
0
BP24V02
SEE SHT 18
ZONE B-1
71
CNX3
CB2
BATP02
439E
11GL
44
e
D51
BF24V09
R5
T
B
1
-D
S
E
E
S
H
T
4
E
-9
b
86
BD1
173 RTN31
S
DI-1
A
U
T
O
IN
185
SEE SHT 5
D-9
B3
TB35-D
2K
DI6

CB1
G
FR
FB2-FS13
BATP03
SEE SHT 18
ZONE B-1
RTN05
TB23-M
RTN19
P305/CNX5
SEE
SHT 3
C-2
24VDC
79RD
17
BP24V15
GB31

CPR
CPRD-C
SEE SHT
8 B-5
172
PART OF TCI DIGITAL
CARD 17FB104, SLOT 9 ICP PANEL

T
B
2
-G
S
E
E
S
H
T
4
E
-1
1
SEE POS SENSOR
SHT 7 B-11
4/0
A
C3
510E2
N
CM1PGND
TB35-C
DO1
#6
RP2
GFPU03
169
DO22
BATP
TB34-R
q
R
T
N
2
4

KEYSW02
163
15
B
P
2
4
V
1
0
-
z
JB1
TO
GDPTB-B
RP301
RTN30
E
GDPC1
Z
RTN138
67
BLK
CNB
71CK
DO13
CNA
19
A1

TO SHT 10
ZONE A-7
BP24V03
R
T
N
2
5
DO11
DOKG
PRD1
189

86
CNB
IB-
43
K
EY
SW
0
2
N
TB2-S SEE
SHT 4 E-12
G
F
0
1
31
4/0
70

RP1

DO3
24V
SYSTEM
C1
DC/AC
CONVERTER
BFC02
F
17
PART OF 17FB104 PSC DIGITAL I/O CARD SLOT 5 IN ICP PANEL
40 AMP
R
P
2
B
R
BAT
C
P
S
0
2
SHT 5
A-15
2
K
BATP01
CNA
B
DO15
DC/AC
CONVERTER
17
+
DO3
72FD
DI26
DO19
GDPS
E
z
176
CNX1/P301
+
CB2
89
BFC
120,000uF
BATT17

40
G
F
D
SEE SHT 33
XS6809-0 NOV 08
830E - 1AC
A30344, A30561 & UP
SHEET 9 OF 36
CONTROL PANEL ANALOG INPUTS
TB29-R
3
C
64
90
46
S
H
L
D
2
7
A
M
B
TM
P
SH
H
3
3
R
F
TB33
B
A
R
O
P
SH
D
151
135
J
34
BAROMETRIC
93
S
IG
+
78MP
12
P
SH
LD
5
182
M
P
R
ESSP
F
8
49
S
H
L
D
2
7
B
48
S
H
L
D
3
2
9
0
S
P
R
11
CNE
60
25
D
ID
R
X
D
71
36
0
189
9
0
D
IT
9
0
D
IR
GE ICP
77
LT.FRONT
WHEEL SPEED
SENSOR
153
5
V
D
1 +
1
5
V
D
27
A
1
5
LW
S
CN301 Q
S
H
L
D
5
2
DID PANEL
J
AMBTS
R
FSP
D
P
TB5
F
186
OMPH
1
5
V
D
1
TB34-N
TB22-K
S
H
L
D
1
8
TB29-S
1
5
R
FW
S
-1
5
V
D
0
L
F
9
0
S
P
T
CN501
P
5
V
B
A
R
O
P
90M
M
R
61
201
D
ID
T
X
D
f
187
117
60 63
3
1
5
V
D
1
TB21
B
A
R
O
P
P
SHLD24
LFW
SSH
68
w
TR
K
SP
D
SH
D
SHT 16
B-2
AI8
ALTERNATOR
AMBIENT TEMP
PROBE
C
123
0
TB4
179
138
v
69
CN01
47
1
5
V
D
I
2
B
G
N
D
D
ID
F
28
61
1
5
R
W
S
9
0
D
IG
T
R
K
SP
D
P
116 66
C
R
K
B
A
T
P
SHLD65
10
9
0
D
IG
TB22-L
D
ID
R
X
G
N
D
17FB160
ANALOG CARD #8
92
M
M
RX
SH
D
188
0C
O
M
R
F
S
P
D
P
1
5
V
44
CND
156
5
V
D
1

TEMP C SENSOR RESISTANCE
-40 4,067,212
-30 2,077,394
-20 1,106,485
-10 612,366
0 351,017
+10 207,807
+20 126,729
+30 79,428
+40 51,058
+50 33,598
+60 22,593
+70 15,502
1
5
V
D
I 168
SHT 4
A-4
A
M
B
TM
P
P
P
5
V
D
ID
J
7
8
B
S
180
L
S
7
8
B
P
TR
K
SP
D
N
A
G
R
A
D
EN
b
184
M
122
K
178
LF
S
P
D
N
185
a
59
H
CNE
FO1
CN01
43
3
14
32
0
R
F
5
GE ICP
w W
1
5
V
D
I
D
ID
R
X
S
H
D
77A
45
0
26
H
74
E
D
x
11
TA1
u
S
H
L
D
2
2
K
O
73
11ST
LF
S
P
D
P
G
R
A
D
EP
68
S
IG
+
3
155 154
R
FW
SSH
J
115
9
D
SPARE 232 ON TB33
S
IG
-
112
A
V
R
FSP
D
SH
D
199
P
1
5
V
D
ID
1
1
LFW
SP
P
TB29-P
M v
1
5
LF
W
S
SHLD34
e
M
P
R
ESSP
M
P
R
ESSH
D
SEE SHT 4
v
194
R
FSP
D
N
0
B
S
u
90M
M
G
TB21
LFW
SP
N
}
S
IG
-
196HZ/REV.
13
4
104
9
0
M
M
T
D
2
3
3
L
F
B
80
3
R
FW
SP
P
S
H
LD
181
AI3
23
D
d
62
200
35
11
G
G
R
A
D
ESH
D
X

S
H
L
D
2
2
2
N
B
A
R
O
P
N
CNE
130
g
M
P
R
ESSN
174
2
H
V
y
H
9
0
D
IT
1
195
p
N
1
5
V
D
ID
SEE CHART ABOVE
A
2
37
103
1
1
S
T
3
3
L
F
19
-1
5
V
D
AI13
TB4
R
S3
G
N
D
111
10 33
S
H
L
D
3
4
W
C
1
0
R
F
y
62
BAROP
TB34-T
+
1
5
VCNE
TB22-J
C
D
R
FW
SP
N
CNE
V
AI10
54
17FB173
ANALOG CARD #6
O
1
79
A
M
B
TM
P
N
TB22
S
H
LD
1
S
H
LD
90M
M
R
TB5
T
SHT 4
A-1
H
z
A
2
0
G
M
P
R
ESSH
D
AI11
15
127
CONTROL
BATTERY
SEE SHT 8
C-3
-1
5
V
D
L
P
1
0
V
P
R
E
S
S
w
TB28
193
M
M
RX
D
6
17FB160
ANALOG CARD # 8
TA2
B
91
5
0
L
F
C
N
T
B
A
T
N
9
0
M
M
T
121
ENGINE
CRANKING
BATTERY
SEE SHT 8
C-4
9
G
E
154
9
0
D
IR
S
H
LD
PRESS. SENSOR
TB4
3
3
R
F
109
C
M
P
R
ESSN
0C
O
M
AI12
TB32
W
MM232 RS232
MODULAR MINING
COMMUNICATION
PORT
114
TB23-B
RT.FRONT
WHEEL SPEED
SENSOR
C
N
TB
A
TSH
D
SH
LD
C
9
0
S
P
G
CN507
CNE
152
0C
O
M
LFS
P
D
S
H
D
56
C
R
K
B
A
TN
G
M
M
TX
D
13
P
1
0
V
P
R
E
S
S
75
x
GE ICP
C
R
K
B
A
TSH
T
X
D
3
S
H
L
D
6
5
B
TB4
R
X
D
3
C
N
T
B
A
T
P
L
F
S
P
D
P
1
5
V
M
M
RX
G
N
D
90M
M
G
24
196HZ/REV.
P303
CNX3
CNX2/
CN302
P301/
CNX1
CNX5/
P305
P303
P303/
CNX3
P303/
CNX3
P303/
CNX3
P301/
CNX1
f
R
Y
CNX3
TB21-E
TB21-K
Q
FH#3
(1A)
FH#4
(1A)
1
5
S
LW
J
1
5
SR
W
1
5
SR
W
REF FRM
SHT 10
REF FRM
SHT 10
SEE SHT 10 & SHT4
15VD1
XS6810-2 MARCH 10
830E - 1AC
A30344, A30561 & UP
SHEET 10 OF 36
PWR DIST CIRCUIT PROTECT 24V
GROUND LEVEL
POWER RELAY
TB21-L
HYDRAULIC
BLEEDDOWN
POWER
20A
KSWPR
CB-16
#18
9
FB1
FS19
23D
15A
12VPR
11A
1
#14
10A
FB2
FS7
71BC
C
TB26-F
21IM
TB36-C
ENG START
FAILURE
#12
11GP
FB4
FS5
TB37-S
R.H. LOW BEAM
HEAD LIGHTS
20A
71
12.5A
40A
AUTO LUBE
POWER
FB4
FS18
87
CB-25
ENGINE
SERVICE
LIGHTS
ETHER
START
SOL
TB43-R
CB-14
FB4
FS3
#14
TB24-V
10A
11
15A
FB4
FS17
FB2-C
71
FB2-FS13
712
CB-18
FB1-FS13
CB-21
P3
FB1
FS8
TB37-J
20A
TB36-F
P1
TB34-R
30
TB37-M
#16
#12
CN04
712R
30
11DR
TB44-M
#16
TB27-G
12.5A
FB2
FS20
712SF
CAB DOME LIGHT
FOG LIGHTS
ROTATING BEACON
HOUR METER
TB37-G
1
12.5A
F
#14
TO ENG
START CIR
FB1-C
0
10A
TB32-W
15V
71SS
TB30-D
712
11E1
#14
CB-13
P1
FB1
FS3
CN801
21S
12VPR
12M
CN04
#18
85
712PL
#14
10A
#6
D
R.H. WINDOW
TB43-X
P1
21PT
TB37-A
#12
712E
ENGINE
SHUTTERS
11B1
#14
#18
86
FB4
FS9
FB1
FS7
B
712K
CAB DRIVE
SYSTEMPOWER
12.5A
#14
#14 FB3-FS17
#12
0
439E
FB1
FS5
85
D
12V
CN801
#14
AID MODULE &
INDICATOR LTS.
5
712H
#14
VHMS
MODULE
#18
TB24-S
#14
C
FUEL GAUGE
ENG TEMP GAUGE
VOLT METER
FB4
FS4
HOIST
LIMIT SW.
#12
#14
#8
11DL
71BD
#12
DASH
LIGHTS
CAB KEY
POWER
11F
11E3
OP-CAB
SEAT POWER
FB2
FS19
FB3-FS18
FB2
FS11
FB2
FS8
P3
1
12VREG
TB35-H
2
TB28-M
ENGINE
OPTIONS
ORB COM
MODULE
11
11M
12.5A
#12
#12
11BD
P1
#4
#16
RB6K8COM
#14
FB1
FS10
CN536
RBD5
TB25-D
FB3-A
#14
12.5A
20A
TB31-X
FB2
FS2
11E4
TAIL
LIGHTS
712K
#12
TB34-S
FB2-B
86
DYNAMIC
RETARD
LIGHTS
1
2
KEY SWITCH
6
11KS
#16
10A
11GL
#14
#4
79A
PLM
III
P1
TB35-X
PLMIII MODULE
21A
11GL
C
#8
MODULAR
MINING
HUB
CN536
11
#14
TB44-S
86
L.H. LOW BEAM
HEAD LIGHTS
11B1
A/C, HEATER,
BLOWER MOTOR
TIMED ENGINE
SHUTDOWN (RB7-K8)
SEE SHT 25
#14
11DISP
0
11
#8
KSWPR
TB33-J
71
D80
85
G
12.5A
FB4
FS1
12.5A
#8
#14
3
KEY ON SIGNAL
#14
#14
11INT
11T
#14
TB37-P
10A
71LS
KPR
P1
TB43-P
30
2
0
FB4
FS8
12H
#14
TO INTERFACE MODULE SEE SHT 32
FB2
FS1
TB39-L
FB1
FS4
P4
CB-15
#12
L.H. HI BEAM
HEAD LIGHTS
#18
0
FB2
FS4
712
#14
712S
15A
71
TB28-P
712K
GB31
F
HEAD
LIGHTS
#16
#14
TB36-R
11CL
CB-11
RESERVE
CNTRL
MODULE
C
87
712MM
63
15A
CB-23
71IM
VHMS
MODULE
12V
10A
12VPR
CB-24
#14
RBD1
5A
CN815
DISP
MODULE
12.5A
79
FB1-A
TB38-K
TB43-W
0
TURN/CLEARANCE
LIGHTS
#14
712
TB37-E
#14
CN25
GB31
P1
11HL
#14
712
87
41T
CB-17
FB4
FS2
712
23
20A
HEAD LT SW
ENG. OIL
PRELUBE
CIRCUITRY
#6
12V
RB9-K1
87
39J
STOP
LIGHTS
11Z
TB40-R
FB4-C
FB3
FS4
RBD3
FB3-FS19
0
INTRFCE
MODULE
POWER
TB34-T
11
5A
D
#6
5A
TB37-N
11KS
#16
D
TB32-T
#12
11
1A
TB42-H
RBD5
AUX BOX
DOME LIGHT
71
41TS
12V
68ES
#6
12V
FB2
FS5
CB-18
12.5A
712IM
TB28-F
20A
CB-17
FB2-A
TB30-K
BACK-UP HORN
BACK-UP LIGHTS
#6
TB30-L
E
SWITCH LED
POWER
#14
P1
10A
HAZARD
LIGHTS
RBD3
RBD4
P1
67R
10A
11B1
GROUND LEVEL POWER
TB38-G
L.H. HI BEAM
HEAD LIGHTS
#14
FB2
FS3
44A
#14
5A
5A
FLASHER
2
#10
71OS
TURN/CLEAR
LIGHTS
TB34-V
20A
21S
TB36-D
#16
P1
#14
10A
A
15A
DISPLAY
MODULE
#14
11
TB35-W
71VHM
DOKG PRD2
RBD5
12.5A
CB-27
TB24-N
5A
#14
12.5A
11
#14
20A
712
FB1-A
#8
FB2
FS9
START CIRCUIT
RELAY (SEE SHT 26)
P2
FB4-A
46
44D
FB1
FS17
#14
12V POWER PLUG #1
GB31
TB43-M
TB36-E
14
712T
DOKG
PRD1
#16
FB3
FS1
L.H. LOW BEAM
HEAD LIGHTS
TB24-X
INTERFACE
MODULE
#18
47B
FB2
FS6
KSWPR
0
5A
B
FB1
FS6
#14
11
67C
TB34-P
SELECTOR
SWITCH
POWER
CN05
CN815
#14
#14
TB44-L
FB2
FS17
FB3-C
SEE SHT 25
FB1
FS2
5A
CB-26
#14
15A
41L
GB31
#14
#4
CN05
TB24-P
P2
15A
#12
15A
CB-22
#16
CB-20
P1
PARKING BRAKE
FAILURE RELAY
#16
712IM
#8
5A
10A
10A
20A
FB1
FS1
11HR
B
GE POWER
INTERFACE
MODULE
67P
TB37-X
#14
712
0
#14
12.5A
87
E
TB24-R
71P
11L
SERVICE LIGHTS
HORN BUTTON
0
20A
TB31-V
#18
85
11 TYP 6 PLCS
B
FB2
FS10
10A
#14
FB2
FS18
10A
5A
10A
FB1
FS18
COMMRADIO
12VDC
R.H. HI BEAM
HEAD LIGHTS
15A
RBD4
24VDC
TB29-A
21A
0
ENGINE
CONTROL
POWER
TB37-L
40A
FB4
FS7
TB27-L
85
P1
TB37-T
12VDC
15A
RBD4
TB38-X
BRAKE
CIRCUITS
P1
12V POWER PLUG #2
TB37-R
OIL
RESERVE
PUMP
WINDSHIELD
WASH/WIPER
TB30-E
12.5A
11
15A
11SL
INTERFACE
MODULE
0
15PV
712
39G
24VIM
11ORS
PEDAL
VOLTAGE
HYD BLEED
DOWN
POWER
5A
11RCNT
TB37-K
GROUND LEVEL
SHUTDOWN SW.
#14
TB37-B
TB37-D
#6
#18
E
71P
#12
5A
712P
START
FB1
FS9
11E2
13
TB33-S
10A
#14
MODULAR
MINING
HUB
#8
11
#14
P1
1
712K
TB31-W
#18
11
5A
FB3
FS2
ENGINE ECMPOWER
#14
12.5A
REVERSER
SEE SHT 19
MANUAL
BACK-UP
LIGHTS
GAUGE
VOLTAGE
#16
TB37-V
712G
TB37-B
15A
15A
FB4
FS6
30
TB39-N
FB3
FS3
RBD1
TB35-V
P1
L.H. WINDOW
11D
11IM2
11 GB31
87
#8
0 11GL
30
86
11S
#8
85
+ -
NO
NC
COM
71CK
71CK
CB60 50A
#6
11B5
#6
GB70
TB21-K
TB21-K
TB23-K
#16 #14
TO
THE
DID
PNL
LEFT FRONT
WHEEL SPEED
SENSOR
#14
15LRW
#16
#16
#16
11
#6
1.0A
TB24-G
11
15VD1
71GE
15VDI
#16
0COM
CPR
RIGHT FRONT
WHEEL SPEED
SENSOR
TB23-N
#6
15RWS
#16
#16
GE CNTRL
MODULE
15RRW
#12
+15VDC
TB21-F
TB24-A
11B1
TB21-E
74C
LEFT REAR
WHEEL SPEED
SENSOR
GFR
TB22-J
#14
KPR
11B1
RTN
5VDC
FH#3
1.0A
0
FH#2 FH#1
GE POWER
SUPPLY +5
+/- 15VDC.
+/-24VDC
#14
FH#4
#16
86
#16
50A
BATFU
GE POWER
SUPPLY +5
+/- 15VDC.
+/-24VDC
#16
#16
1.0A
#16
RTN
85
1.0A
#16
#16
#16
0COM
RIGHT REAR
WHEEL SPEED
SENSOR
0COM
CPR LIGHT
PROP CNTRL POWER
CONTACTOR COILS
REVERSER COILS
15LWS
15VDI
0COM
TB21-D
GB31
77P
714P
15SLW
15SRW
0
4/0
11
#1 #1
#14
TB30-X
24V #6
TB30-V
0
11B1
#6
GND
TB30-W
12V
24VDC
TO 12VDC
60 AMP
CONVERTER
FB1-FS14
11B1 65
10A
ENTERTAINMENT
RADIO
12VDC
TB35-F
FB1-B
11B1 #16
SEE SHEET 28 SEE SHEET 28
ZONE A-5 ZONE A-5
PLMIII LIGHTS
SEE SHEET 26
ZONE D-4
SEE SHEET 26
ZONE D-3
SEE SHEET 9
FB4
FS10
11D #14
TB38-C
10A
FB1
FS11
10A
712A #14
TB30-C
#12
20A
TB31-A
11DSL
FB2
FS21
#12
20A
TB33-K
11ER
FB2
FS22
#16
5A
TB31-C
11FS
FB2
FS23
FIRE
SUPPRESSION
COMM
RADIO
24VDC
LADDER
LIGHTS
#12
FB3
FS5
71RB
20A
REAR BACK
UP LIGHTS PWR
TB28-G
XS6811-0 NOV 08
OPER CAB OVRHD WARNING LIGHTS
830E - 1AC
A30344, A30561 & UP
SHEET 11 OF 36
CN07
S
TB40-T
CN201
RB1
1
39L
33
1
SHT 15
C-1
D78
HYD.
OIL
TEMP.
WARNING
1 10
TBD
CIRCUIT BREAKER
TRIPPED
3
2
SHT 18
C-4
TB35-N
HOIST FILTER #1
TBD
34L
DIGITAL
I/O #5
17FB104
CN07
0
11
2
0
6
B
(LOW = 92.7 GAL)
2
2
LOW ACCUMULATOR
PRE-CHARGE #1
8
Y
B
BRAKE LOCK
DEGRADATION
PRESSURE SW.
13
1
HYD. LEVEL SENSOR
3
12F
P1-G
LOW SERVICE
BRAKE PRESS. SW.
THIS SHT
E-9
TB43-A
THIS SHT
C-2
31CB
12F
TBB
TB32-V
0
0 THIS SHT
B-9
B
SHT 13
C-5
P4-5
0
D66
12M
D
TB35-S
0
39BP
A
79V
g
10
D33
9
31CB
TB40-S
CN06
THIS SHT
F-2
18
B
13
39L
FLASHING
LIGHT POWER
CN730
33A
THIS SHT
D-3
71LS
R
5
CN04
51A
2K
0
W
LOW HYD.
TANK LEVEL
0
TB35-G
CN04
C
A.I.D. MODULE
TBC
N
C
2
SHT 32
A-5
TBB
12F
39HP
SHT 32
D-14
39BP
D79
11
34LL
8
2K
33H
GREEN
12MD
SHT 13
B-6
D21
12F
31ISA
D22
CN201
34TL
2
33L
0
TBA
2
39HP2
CN07
RB4
}
R13
31CL
10
34T
51A
33T
CN07
4
10
SHT 32
A-7
P3
CN35
(1850 psi)
SHT 32
A-9
4
(35PSI)
33ISA
6
LOW HYDRAULIC
TANK LEVEL
LOW ACCUMULATOR
PRE-CHARGE #2
31T
31CB
(35PSI)
TBD
TBB
THIS SHT
E-8
GB10
STEERING FILTER
33
SHT 16
B-6
A
CN35
LAMP TEST SWITCH
R
TB43-C
79V
33H
33T
0
6
33F
31A
JB4A
1
12F
SONALERT
C
2
33F1
24LS
0
TB35-K
0
528
33H
P3
LAMP TEST
TBC
SHT 32
B-4
34L
1

TB43-B
CN07
B
R12
LOW STEERING
PRESSURE
8
0
712P
7
STEERING
LOW PRESSURE
WARNING
86
51A
79V
A.I.D. MODULE
D

33KL
TB30-H
0
7
CNF
31CB
0
TB28-B
4
R
TBA
12F4
0
TB27-M
SHT 10
B-12
CN201
B
B
71LS
1
A
JB6E
THIS SHT
C-3
IND SYS
WARNING
ALARM
TBA
RB3
CN201
D33
30
TB28-L
CN07
15
33LS
(1400 psi)
CN240
A
TB25-B
DR5
31A
5
4
DB1
TB35-H
A

3
D65
12F
17
7
12F
33K
2K
CN06
SHT 14
C-1
(1400 psi)
VHMS CONTROLLED
LIGHTS NON-HYDRAULIC
WITH SOUND
TB35-R
TBC
B
CNX4/CN304

SONALERT #1
(CAB OVERHEAD)
GREEN
52B
2
3
TB35-P
SHT 10
C-14

A
ELECTRIC
SYSTEMFAULT
99
THIS SHT
C-2
BRAKE
WARNING
R
TBB
CN201
12M

12
TB44-P
33H
81
1
2
TB38-A
CN730
12
CN06
TBD
0
P1-F
33
34LL
CN07
RB9-K6
ELECT.
SYS.
FAULT
5

528 SHT 32
C-9
LOW ACCUMULATOR
PRE-CHARGE PRESSURE TBB
U
2
12F4
SHT 32
B-4
31CB
CN730
TBB
9
CB
OPEN
LOW BRAKE
PRESSURE
GE ICP
LOW STEERING
PRESSURE SW.
(2300 psi)
TB26-T
THIS SHT
C-1
33
BATT POWER

(35PSI)
12
CN240
33ISA
SHT 16
A-8
R11
2
TBD
D23
C
39L

R
22
6
P1
12F 12F
D34
1
33BP
12F
A
CN201
33L
CN201
D23
P3-2
33
31CB
11BCF
RB5
13
3
D22
5
0
CN240
RB9-K3
LOW STRG.
PRECHARGE
ACC.PRESS.
TB22-R
CN201
12MD3
0
0
HOIST FILTER #2
2 1
31A
2 1
2 1
2 1
31ISA
31ISA
2 2
1 1
39BP
33K 33K 33KL
33H
33H
79V
-
COM
NC
+
NO
2 1
33T
33
1 2
33BP
33BP
BRAKE WARNING
RELAY
+
COM
NO
-
NC
TB37-K
86
24LS
24VIM
12F
24VIM
33LS
33A
NC
+
NO
-
COM
32VIM
86
33L
33L 33L
LOW STEERING
PRESSURE RELAY
(POWER)
LOW STEERING
PRESSURE RELAY
(GROUND)
L6
2 1
2 1
L8
AIDGND
GB33
2 1
1 2
0
2
L3
1
33
33
TB27-J
1
L5
2
L2
1 2
1
L4
2
THIS SHT
D-2
12F
12F
12F
12M
SHT 16
D-2
12F THIS SHT
E-10
SHT 8
A-3
33ISA
SHT 32
C-5
(1000 psi)
4 3 1 2
JB4F
GB8
JB4B
4 1 3 2
GB8
2 1
33
33
33BP
33BP
SHT 32
C-9
33KL
SHT 32
C-9
34LL
THIS SHT
D-1
12F
SHT 25
B-3
33H
TB44-N
GND1
1 2
1 2
33F
0
TB43-G TB43-H
33F
33F1
GND2
GND
0
B1
39HP
B2
0
39HP1
39BP
39HP
XS6812-2 MARCH 10
830E - 1AC
A30344, A30561 & UP
SHEET 12 OF 36
4
712
5
A
R10
DO14
203
31MT
0 0
D11
44L
D11
31MT
1
148
SERVICE BRAKE
5
G
44
95
44R
63L
DI15
CNF
439E
+
CN06
TB26-N
P1
-
44R
DIGITAL
I/O #9
17FB104
CNF
2.0K
61
27
TB60-D
44
CN06
CN201
O
98
1
CN06
RB3 CB18
DIGITAL
I/O #5
17FB104
BODY
UP
B
31MT
204
P301
SERVICE BRAKE
(CAB ROOF)
DI04
44
R
0
Y
(SHOWN W/BODY UP)
SHT 27 D-6
SHT 27 F-15
44R
GE ICP
12M
44
712
0
Y
P1
20
419
CN201
TB26-V
G
1
A.I.D. MODULE
P
44
CN06
RB3
41T
B
(75 psi) 439E
74ZB
DI13
44
CN201
60
P2
DYNAMIC
RETARD
19
74ZB
TB39-H
419
CHECK ENGINE
12MD7
P4
LEFT
TAIL/STOP
LIGHT
44
12MD6
P303
CN201
TB61-M
31MT
NO
TB38-L
1
P304
SHT 13
C-7
C
R1 4.7K
74ZB
44
44
15
419M
STOP ENGINE
A
9
71F
SERVICE
BRAKE
NC
1
CNA
44
44R
439L
41T
+
A
0
22
41T
SERVICE
BRAKE
NO
COM
COM
SHT 13
C-7
G
10
41T
P4
Y
2
C
TB38-B
TBA
D36
21
P4
9
B
v
Y
41T
SHT 27 D-6
SHT 27 F-15
v
80
2
B
63L
2
-
SHT 14
C-3
SHT 10
C-17
8
63LR
TB30-E
44
SHT 28
E-2
44L
3 2
CN201
3
419
509MA
Q
DR4
SHT 27 D-6
SHT 27 A-14
NC
TBA
0
SHT 13
C-8
C
RETARD
74ZB
RB4
B
44A
D37
P4
CN06 RIGHT
TAIL/STOP
LIGHT
R3 4.7K
2
DIGITAL
I/O #9
17FB104
STOP
ENGINE
71F
41T
TBC
P4
71F
12MD
BODY UP
SWITCH
439T
D6
0
509
419
GE ICP
2
TBA
P1
A
0
CN06
P1
CNF
29
P4
P302
0
14
74ZB
71P
SHT 22
A-3
GE ICP
44R
4
13
SHT 10
D-7
TB27-H
44
419I
15A
RB3-K2
A
D53
SHT 13
C-8
K
TBC
3
41T
6
44
74ZB
CN201
31MT
44R
9
BODY UP
63L
71P
H
TB33-N
63L
TBC
SHT 32
D-13
12MD
2
44LA
TB30-A
31MTR
D7
DB1
D5
2
SERVICE BRAKE
PRESS. SWITCH
TB33-M
TB26-P
1
D10
CN240
12MD
RB4-K4
12MD
N
TB26-X
A.I.D. MODULE
CHECK
ENGINE
712SB
29
R2 4.7K
44R
BODY UP INVERT
RELAY
1
L12
2
GB31
STOP LIGHT
RELAY
1 2
L13
63L
GB31
2 1
L14
2
L15
1
2
L20
1
D52
2 1
439E SHT 27 C-5
SHT 27 D-14
0
GRND-1
GRND-1
63LR
63LR
419I
419
NO C
SHT 32
D-2
71BC
CNX4
CNX1
CNX2
D85
TO SHT 32
IM1-N, E-12
44L
44L
2 1
CNX3
TB35-J
1
44L
R20
2
0
GB32
TB30-L
439E
SHT 27 C-3
SHT 27 D-12
SHT 27 E-5
SHT 27 E-14
XS6813-0 NOV 08
830E - 1AC
A30344, A30561 & UP
SHEET 13 OF 36
Y
3
2
TB26-B
1
TB25-P
SHT 32
C-10
GE ICP
CNF
12F
24
CN201
CNF
1
MANUAL
BACKUP
D16
34TW
75NP1
170
CN06
Y
CN262
16
D17
TB38-V
2
AC3
CN07
23
JB4C
RETARD SPEED
CONTROL
16 14
CN262
172
D3
12F
M
PROP SYSTEM
NO PROPEL
JB6F
12F
34TW
J
1
75-6P
TB26-C
2
2
4
47L
31R
CN262
L
TB38-R
75NP
63
3
TBC
SHT 14
B-1
36
TB26-D
TB37-H
MANUAL
BACKUP
10
SHT 32
C-10
6 1
1
D18
12F
12MD
1
75-6P1
199 W
173
D2
4
7
24
8
CN06
174
1
3
TBA
Y
206
2
2
12M
RETARD
SPEED
CONTROL
207
79W
2
D15
79W
12M
R 13
PROP SYSTEM
NO PROP/RET
79W
26
4
TBA
75-6P
75NP
A.I.D. MODULE
12F
75-6P
Y
PROP SYSTEM
CAUTION
GE SYSTEM
WARNING LITES
CNF D5
SHT 11
E-10
D
31R
CN201
SHT 19
B-3
1
1
TBC
1
47L
R
CN07
12F
AA8
202
TB38-D
12MD
69
15
CN262
THIS SHT
C-8
1
CN262
10
34TW
31RR
75NP
34TW1
79W1
12M
TBC
SHT 20
C-3
12M
2
Z
2
12
2
D1
TBA
DIGITAL
I/O #9
17FB104
CN07
47L
47L
31R
CN262
PROP SYSTEM
TEMP CAUTION
3
CNF CN262
L17
2 1
2
L19
1
12MD
3 5
CN201
SHT 12
A-8
4 1
JB6B
4 3
JB6A
12MD
1
33
SHT 32
A-8
CN201
12MD
12MD
2
12MD
6
SHT 12
C-8
SHT 12
B-8
THIS SHT
A-1
12MD
SHT 12
B-1
2 2 5
12MD
5
JB6D
12MD
1
12MD
12MD
36
12MD
6
34
3
12MD
6 4
SHT 11
D-10
CN201
12MD
47L
SHT 14
C-2
12M
12M
12M
1
L2
2
1
L3
2
SHT 32
D-10
SHT 32
D-10
6 5
JB6C
1 2 3 4
12MD
12MD
12MD
SHT 14
A-7
12MD 12MD
SHT 24
A-2
SHT 14
C-3
12MD
CN07
14
1 2
L6
1 2
L1
CNX4/P304
P304/CNX4
P304/CNX4 CNX4/P304
5 6
SHT 14
B-2
12M
XS6814-0 NOV 08
830E - 1AC
A30344, A30561 & UP
SHEET 14 OF 36
N
CNF
DIGITAL
I/O #9
17FB104
4
D4
JB4B
TB25-X
CNF
72LP1 SHT 13
B-2
28 14
72NR1
JB8F
CN262
12MD
B
208
D021
12MD
1
72
CNF
75LE
72PR
72RRQ
23
PROP SYSTEM
NOT READY
TB26-A
CNF
c
3
Y
D019
2
11
L
CN05
D6 CN07
0
B
205
B
1
0RES
DI15
0
CNF
TB30-G
3
72PR1
TB27-R
YELLOW
5
PROP SYSTEM
REDUCED LEVEL
CN34
TB28-D
DI16
TB25-W
CN259
f
D015
CNF
TB30-F
D8
12
Y
12MD
12MD
13
190
2
CN34
5
171
PANEL DIMMER
REHOSTAT
CN262
X D020
72LP 12M
DO16
4
201
D10
12M
Y
12M
CN262
43
2
0RES
REST REQUEST SWITCH
12M 12M
104
CNF
GB10
CN304/CNX4
SHT 13
C-3
76LR1
6
38
C
71P
SHT 11
A-5
98
CNF
DO5
34TG
SHT 12
C-7
Y
50 OHM
25 WATT
CN262
168 2
0
83
T
D06
4
1
71P
72RRQ
TB27-S
4
2 72RQ
CNF
A
75A2
71P
12M
77S2
12MD
77
Y 155
12M
1
TB29-J
77S1
132
2
TB30-E
1
CN06
C
72PR
CN07
0RES
76LR
F
O
140
TB36-M
200
12M
2
200 OHM25W
209
1
2
75A2
PDR
72RRQ
35
2
TB61-J
210
D12
C
4
72NR
72LP
c
GE ICP
139
A
75A2
64
11
RETARD AT
REDUCED LEVEL
68
2
SHT 13
B-1
D018
12MD
76LR
CNF
1
12MD
1
72NR
3
A
B
CN07
GB10
2
55
CN07
TB61-H
1
CNF
2
PROP SYSTEM
AT REST
29 22 11
33LB
72LP
72NR
76LR
75LE
77S2
77S1
72RQ
72PR
TB30-E
CN05
71P SHT 10
D-7
7
SHT 10
D-7
1 2
L7
1 2
L8
1 2
L9
1 2
L10
5 6 7 8
12M
12M
12M
SHT 25
D-3
SHT 15
D-2
SHT 16
B-5
SHT 13
C-3
SHT 24
A-4
72LP SHT 32
D-11
76LR SHT 32
C-10
C
C A
71P
BLOWER
RESSURE SW.
NC
75A2
BPS
(CN703)
71P
NO
B CNX4/P304
P301/CNX1
P304/CNX4
TB1-G
SEE SHT 4
P304/CNX4
116 D02
39
CNX4/P304
CNX4/P304
CNX4/P304
CNX5/P305
CNX4/P304
SEE SHT 25
ZONE D-7
72RQ
DRR
1 2 72RQ
C
YELLOW
B
CN24
1
GREEN
72SBT
4
5
2
0
3
0
J4
CN24
PRESHIFT BRAKE
TEST SWITCH
A
D
J4
6
CNF
a 127 14
72SBT
TB23-H
72SBT
DI24
CNX4/P304
CNX4/P304
19
CN07
11
CN262
72SBT
712P
CN262
10
SHT 21
A-2
712P
20
CNF
j
33SBA
CN07 TB27-A
93
33SBA
P305/CNX5
152
156
DO24
Y
PRESHIFT BRAKE
TEST ACTIVE
1 2
12M SHT 13
B-2
33SBA
XS6815-1 MAY 09
AUTO LUBE SYSTEM W-WARNING
830E - 1AC
A30344, A30561 & UP
SHEET 15 OF 36
D14
LINC. LUBE
LOW PRESS.
0 53H
68LLP
SHT 10
D-7
68T
E
FB3-FS2
TB35-M
LLD1
2
GB31
1 2
+
68BSR
A
1
SHT 11
B-5
TB28-E
68BSR
0
D49
68LLP
0
-
R
TB60-K
LUBE PUMP
SOLENOID
NO
NC
COM
0 - +
TB60-J
0
DB1
(-)
LINCOLN AUTO
LUBE TIMER
(+)
(-)
SOL.
HOIST LIMIT
SWITCH
712H 53H
53H
68
HOIST LIMIT
SOLENOID
53H
TB28-K
68LLP
CN06
CN511
68SR
68BSR
D
68SR
V
CN511
CN511
B
68 68
2500 PSI
PRESS. SWITCH
1 2
14
CN201
TB38-S
68P
RB6-K8
LINCOLN LUBE
PRESSURE SW.
C
B
68LLP1 68LLP1
0
68T
CN511
TB28-M
68T
712H
GB31
TB38-T
RB6-K3
68
10A
P2 P3
10 1
12M8
2 1
D38
12M
TBP2-1
TBP2-4
TBP2-2
TBP2-5 0
TBP3-4
TBP2-6
712A
+ -
NO
NC
COM
SHT 27 E-6
SHT 27 F-14
439
68ES
68A
2 1
36LL
36LL
36
D21
SHT 16
B-7
4 1 2 3
0
0
TBP3-2
TB32-X
6
8
P
6
8
L
S
CN511
C
68LS 68LS
0
0
68LS
LINCOLN LUBE
LOW LEVEL
SWITCH
DOME
LIGHT 1
DOME
LIGHT 3
712L
B
GB31
DOME
LIGHT 4
DOME
LIGHT 2
4
712L
3
C
712L
6
DOME
LIGHT 5
D
A
AUX. CABINET
DOME LIGHT SWITCH
2
1
5
712L
0 TB34-M
712L
712L
712L
R
CN240
68SR
0
0
0
0
0
LINCOLN LUBE
TIMER RELAY
LINCOLN LUBE
SOLENOID RELAY
(2000 psi)
712H SHT 10
B-10
SHT 10
A-15
TB38-P
SHT 32
D-11
68LLP1
0 SHT 7
C-3
28
CN201
2
1
L7
GRND-1
TB60-B
A
12M SHT 14
C-2
(OPTIONAL)
33H
A
CN512
B
C
NO
C
JBA
TB24-T
XS6816-0 NOV 08
CAB GAUGES OPTION SWITCHES
830E - 1AC
A30344, A30561 & UP
SHEET 16 OF 36
712G
TB32-D
0
31TS 0
FUEL LEVEL
SENDER
38G
WATER TEMP GAUGE
ENGINE COOLANT
TEMPERATURE SENDER
FUEL GAUGE
TB26-H
712G
TB26-E
CNE
CN730
OIL PRESSURE
SENDER
31PS
CN05
24
38G
OIL PRESSURE GAUGE

CN801
TB37-G
CN801
SPEED
SENSOR

31PS
712G 31TS
TB10-F
SEE SHT 28, D-15
74Z
74X
SHLD
0
GE ICP
M
C
C
A
B
712P
SHT 10
B-9
712P
CN04
CN04
TB5
21
CN04
CN04
8
16
15
F
64
65
56
41
175
177
172
174
E
712G
TB30-D
D
SHT 11
C-10
SHLD2
R
Y
f
CN03
77 77E
25
26
77F
24
SHLD24
77A
180
179
TB29-R
TB29-S
SPEEDOMETER
TB29-P
61 178
ANALOG #4
17FB160
C
28
27
CN03
74X
74Z
TACHOMETER
29
SHLD2
TB22-M
TB22-N
TB22-P
GE ICP
SHLD2
91 206
205 90
77
74Z
x
ANALOG
#6
17FB173
CN301 CNC
w
74Z
s
74X
207
74X
PROPULSION
ALTERNATOR
A B
TB40-M
TB40-K
TB40-L
77E
77F
FILTER
A02
A01
F01
3
TB32-D TB32-D
7
0
SHLD28
72MT
69M
CN05
77E
SHT 18
A-4
J5
69M
0
LDC
TO PLMIII
SHT 28, D-9
SHT 32
B-5
GRD3
36
71LS
S
CN04
GND
71LS
SHT 11
B-2
52BT
F
71LS
HEATED MIRROR
SWITCH (OPT)
TB24-X
0
D
TB26-L
F
SHT 10
C-15
2
CN201
CNRBB
36
LOW FUEL
TB10-A
SHT 32
C-10
3
LDC
32
11RB
11RB
2
1
38
CN541
4
RDC
ROTATING BEACON
SWITCH (OPT)
CN06
CN201
CNX3/CN303
0
A
CN07
F
LEFT
DECK
HEATED
MIRROR
CN801
17
SHT 19
B-1
TB29-B
Y
D
F
69M
11RB
1
HOUR METER
(OPT)
HT
GND
CN05
CN540
SHT 10
B-12
6
+
5
712E
CN33
3
SHT 23
D-3
38
D
GREEN
1
SHT 32
B-8
11RB
2
h
38
CN33
-
1
D
CN32
TB25-L
11RB
c
72MT
0
B
CN541
CN32
HT
CNRBA
SPARE RIGHT DECK
B
SHLD28
1
36
TB37-E
1
11RB
3
712E
4
71LS
1
11RB
(OPT)
C
D
69M

36
2
5
CN05
24VIM
712E
B
HT
GB10
C
j
69M
SHLD
4
YELLOW
2
SHT 26
A-8
0
D
69M
J9
GREEN
77F
RIGHT
DECK
HEATED
MIRROR
0
11RB
RDC HT
24VIM
GB10
TB25-M
J9
SPARE LEFT DECK
(SPR)
CN540
YELLOW
J5
TB29-C
SHT 15
B-1
0
71LS
ROTATING
BEACON
LIGHT
(CAB ROOF)
(OPT)
11L
36
6
A
ENGINE RUN
OIL PRESSURE SW
712G
I S
I S
I S
14
CN04
CN04
17
712G
712G
1 2
GRD3
SHT 11
B-2
712P
SHT 10
C-9
6
7
SHLD
+
-
U
SHLD23
CNX3/CN303
SHLD23
TB21-N
11RB
CNX4/P304
34
CNX4/P304
CNX4/P304
46
TO SHT 32
IM3-g, F-12
SEE LOW FUEL WARNING FOR CIRCUIT DEFINITION THIS SHEET
BC
38
SHT 32
A-9
24VHM
SHT 32,
B-9
1
2
3
LOW FUEL
ONE SHOT TIMER
31ILF
38TS
5 PSI
LOW FUEL WARNING
THIS ALERTS THE OPERATOR OF A LOW FUEL
LEVEL. UPON DETECTION, THE LOW FUEL
INDICATOR LAMP WILL CYCLE ON AND
OFF WITH A PERIOD OF 1.6 SECONDS
TWICE AND THEN REMAIN ON. DURING THE
TIME THAT THE INDICATOR LAMP IS CYCLING
ON AND OFF, A BUZZER WILL SOUND
WHILE THE INDICATOR IS ON. THE BUZZER
WILL THEN SOUND ONCE MORE FOR 0.8 SECONDS,
WHEN THE INDICATOR LAMP REMAINS ON. THIS
ENTIRE PROCEDURE WILL REPEAT EVERY FIFTEEN
MINUTES WHILE THE FUEL LEVEL REMAINS LOW.
38
D86
2
1
CNX3/CN303
CNX3/CN303
XS6817-1 MAY 09
AIR COND HEATER CONTROLS
830E - 1AC
A30344, A30561 & UP
SHEET 17 OF 36
2
FAN CLUTCH ON FULL
65T
1
4
0
12H
1
ENGINE QSK 60
FAN CLUTCH SIGNAL
0
CN803
PS
31
CN04
12H
5V PULLUP
CN803
A
1
0 3
JB41
4
12H
TB44-X
2
TB31-X
65T
65T
A/C RECEIVER
1
CN801
DRIER PRESSURE
65T
GRD3
2
12H
N
65T
SHT 10
22C
COMPRESSOR
SHT 7
C-5
22C
65C
3
TB27-N
GB10 0
22C
CN808
SOLENOID
GRD3
4
22C
3
SWITCH
B-7
CN14
22C
CN04
TO SHUTTER
CONTROL
B
2
65C
SEE PC1920, RED DOT HVAC SCHEMATIC
SEE SHEET 27 FOR
A B C D
12H
12H
0
65T
XS6818-1 MARCH 10
830E - 1AC
A30344, A30561 & UP
SHEET 18 OF 36
WORK LIGHTS AND HORN
2
TB36-S
71BML
COM
DR2
52B1
11H
H
2
RB7-K4
COM
TB38-W
1
TB26-G
CN240
G
71BC
B
BRAKE CABINET
SERVICE LIGHT #1
CN541
72FD
FORWARD HORN #1
2
0
42
CN36
71BML
COM
2
+
0
11A
C
RB4
TB36-F
CN540
P3
D67
GB10
1
HORN BUTTON
NC
71BN
0
RB7-K2
52B
NC
J6
2
52B
1
SHT 10
C-15
R
0BN
A
5
0
71BML
LDC
NC
0
71BC
75IOF
SHT 10
C-11
TB28-S
3
712
SHT 32
C-3
712BL
0
SHT 32
D-15
-
24
6
SEE SHT 8, E-13
B
NO
1
2
+
CN540
D13
NC
TB34-X
0
0 GB10
NO
RB6-K4
B
1
2K
RIGHT ENG
SERV LT SW
NO
4
TB32-P
A
11BD
1
J
71BC
8
D61
712S
CN240
BRAKE LOCK
SWITCH
SHT 25
B-4
+
-
NC
36
2
33JB
1
NO
12.5A
COM
2
SHT 25
C-5
NO
STEERING ACCUMULATOR
BLEEDDOWN SOLENOID
-
+
C
BS3
P1
-
J1
39H
0
11A
0
0
33JA
11HS
NC
E
712RD
52B1
COM
2
NO
T
2
1
33JB
1
F
42A
NC
11HS
YELLOW
P1
RB7-K1
11A
2
COM
C
P1
CN540
71BK
RB4-K3
LEFT ENG
SERV LT SW
CN11
TB32-L
0
+
33BD
TB38-H
-
36BL
R45
SEE SHT 8, E-13
A
NO
1
D56
SHT 28
C-1
0
42SL
0
1
TB32-K
C
1
BRAKE CABINET
SERVICE LIGHT #2
71BD
TB37-X
2
CN540
0
TB23-L
712BL
0
COM
D1
0
712
+
SHT 16
B-7
11A
CN540
71BL
D
P1
SHT 32
E-15
D57
-
0
TB32-J
BLEEDDOWN POWER
SUPPLY RELAY
GB8
TB41-M
R
2
TB27-E
33JA
1
33JA
0 52B1
G
0
22
11HS
NO
NC
72FNR
TB36-V
GB31
1
J
BRAKE LOCK
SOLENOID
42B
2
NO
RIGHT ENG
SERVICE LT 1
712FD
2
33J
RB7-K3
A
D1
SEE SHT
32
LEFT ENG
SERVICE LT 2
C
1
P
79RD
RB7-K7
IM2-Z
11A
42
71BN
P4
2
71
IM1-P
11
CN541
B
BS2
LEFT ENG
SERVICE LT 1
GREEN
IM
STEERING
ACCUMULATOR
PRESSURE SW.
TB24-V
CN04
NC
0BN
0
S
CN36
25
-
1
BS
712BL
42B
D27
1
42A
TB28-R
TB26-S
-
42
TB36-N
NO
NC
P
J6
0
33J
P1
RIGHT ENG
SERVICE LT 2
SHT 10
E-11
L
RB4 CB21
1
42
+
+
CN05
TB23-M
712
TB28-T
0
BS1
TB36-R
CN04 71BML
CN541
C
2K
42
STEERING
BLEEDDOWN
STEERING
BLEEDDOWN
TIMER
IC CHIP
712BL 712BL 712BL
712BL
TB34-R
D55
D54
R8
R7
71BD
11BD
SHT 16
D-8
1 1
2 2
3 3
GB72
GB71
11A
TB34-P
TB34-T
71BL
SHT 32
B-7
GB31
SHT 25
C-5
0
71BK
1 2
1 2
0
GB33
GND
4 3 2
JB4A
1
11A
11A
52B
JB4C
2 3 1 4
SHT 11
E-3
52B
52B
(75 psi)
GND2

SIMILAR TO XS6118

TO GE
TO GE
42
T
ENGINE SERVICE
LIGHT TIMER (2hr)
SHT 10
E-6
11SL
42
42SL
3
C
NC
NO
SHT 19
C-7
11A
6.8K
GB31
0 33JC
3 4
DB1
P6
DB1
P6
1 2
+
11A
11A
NO
-
COM
HORN RELAY
11H
XS6819-1 MARCH 10
830E - 1AC
A30344, A30561 & UP
SHEET 19 OF 36
RETARD BACKUP LIGHTS HORNS

79A
NC
44D
712
47B
K
74ZA
TB26-J
16
44C
47S
1
2
L. REAR
BACK-UP HORN
TB27-G
3
1
B
-
S
+
RB3
P1
2
48B
O
C
P1
-
48A
1
74ZA
R. DECK
BACK-UP LT
79A
H
48B
114
0
48
17
O
71
79
TB27-X
TB27-W
O
CN541
NC
D
2
L. REAR RETARD LT
P304
2
P5
-
REAR AXLE
SERVICE LIGHT
SWITCH
44D
47L
48
CN27
48A
72A
1
48B
t
79A
O
H
113
44D
R. REAR
BACK-UP LT
R. REAR
BACK-UP HORN
+
NO
A
C
47
A
O
5
A
71GE
72A
2
LEFT DECK
LIGHT
LEFT DIAGONAL
LADDER LT
1
193
TB60-G
CN26
79A
GB10
GREEN
2
12.5A
CN535 0
O
H
DIGITAL
I/O #9
17FB104
+
GE ICP
48B
B
TB34-X
48A
48
B
1
48A
0
J2
3
K
R. REAR RETARD LT
CN05
-
48
12.5A
O
3
TB27-L
CNF
C
48A
CB17
H
TB27-K
SHT 8
C-5
RIGHT SIDE
SWITCH
OPTIONAL
(IF RIGHT SIDE SWITCH IS USED, LEFT SIDE SWITCH IS REMOVED)
CNF
47
CN27
1
47BU
P4
6
RB3-K1
4
GE ICP
RDC
CN05
L. REAR
BACK-UP LT
48C
11DSL
79A
1
12.5A
9
47S
71
1
44D
79
4 18
1
48
CN541
712E
RB3
NO
6
GB10
DIGITAL
I/O #9
17FB104
TB60-E
LDC
1
47B
71
2
0
COM
CN535
GREEN
P4
47
CN535
TB33-R
CN26
GB31
E
O
71
RIGHT DECK
LIGHT
TB34-W
A
P2
+
E
47L
CN540
5
SHT 16
D-2
0
CNX1/P301
NO
0
NC
3
YELLOW
D
GREEN
O
CN540
1
79A
2
44D
47S
0
MANUAL BACK-UP
LIGHT SWITCH
54
48A
TB60-F
CN06
P2
CN05
B
47
L. DECK
BACK-UP LT
5
89
SHT 10
F-10
1
47S
RIGHT SIDE
GROUND LEVEL
LADDER LIGHT
SWITCH
LADDER LIGHT
SWITCH
48B
74ZA
2
2
79A
48C
TB38-E
RB6-K1
CN535
RIGHT DIAGONAL
LADDER LT
3
44D
C
19 0
CB19
DYNAMIC
RETARD LT
OP-CAB
D
48B
0
48 TB27-V
TB21-K
SHT 13
A-6
2
2
2
A
CB16
P1
RB3-K3
1
0
196
J2
C
72A
71GE
0
BACKUP HORN
RELAY
47S
TB34-P
712
BACKUP LIGHT
RELAY
RETARD LIGHT
RELAY
71
S1
S4
1
1
1
1
2
2
2
2
GB71
GB71
GB72
S1
GRND-1
GRND-1
GRND-1
GRND-1
GND
GRND-1
GRND-1
GND
47S
CNX4
RB6-K7
+ -
C
NO
NC
LADDER LIGHT
RELAY
TB30-B
2
0
1
CENTER DECK
LIGHT 1
1
S1
CN565
1
0 48
48
2
0
GB71
1 2
48
LOWER LEFT
DIAGONAL
LADDER LT
48
48
CENTER DECK
LIGHT 2
2
48 0
1
RIGHT DIAGONAL
LADDER LT
48
22
CN04 TB31-A
11DSL 11DSL
11DSL
11DSL
48C
GB31
0
11A 2
C
42PMS 3
42PML
HYDRAULIC PUMP
MODULE
LIGHT TIMER (2hr)
T
NC
2
SHT 18
D-2
HYD PUMP MOD
LT SW
1
HYD PUMP
MODULE LT
NO
1
TB41-P
TB41-R
0
0 S1
GB31
42PML
C CN563
A
CN563
B
CN563
(OPTIONAL)
1 2
REAR HID
BACK-UP LT
47B
O
GRND-1
(OPTIONAL)
GB71
2
CN565 S2 0
0
C
3
11ALT
REAR AXLE SERVICE
LIGHT TIMER (2hr)
T
NC
NO
11AC 2 1
REAR AXLE
SERVICE LIGHT
0
0 S1
2 CN704
0
GB31
1
CN704
11A
TB60-L
1
2
SHT 10
F-12
11A 11A
(OPTIONAL)
LEFT SIDE
GROUND LEVEL
LADDER LIGHT
SWITCH
C
-
NO
+
RB9-K8
REAR BACKUP
LIGHT RELAY
NC
47B
0
GB31
SHT 10
D-6
71
71RB SHT 10
D-6
47
XS6820-1 JULY 10
OPERATOR DRIVE SYSTEM CONTROLS
830E - 1AC
A30344, A30561 & UP
SHEET 20 OF 36
89
74N
22
21
20
DSS
CNF
71P
152
10V
C
2 4
CN237 B
A
149
OLEV
525
m
0
TB26-K
103
18
72
1
P5
5
4
105
31
CNO2
A
SHLD 21
0
33RR
79B
72
10V
74N
C
0RET
TB25-S
t
101
TB23-F
83
DB1
71H
100
26
71P
R
TB23-D
104
B
102
0
525
10V
102
31RR
1-2
148
31
1-3
W
33RR
1
A
J
CN236
BODY UP
OVERRIDE SWITCH
71P
TB25-V
88
TB25-N
153
CNC
28
TB36-L
150
P
GB12
V
101
U
TB25-R
0
1-1
ACCELERATOR
PEDAL
S
52R
1-2
TB23-E
1-4
SHLD15
T
CNE
GE ICP
87
1-3
RETARD
PEDAL
TB22-V
SHLD14
TB30-E
52R
31RR
CNE
SHLD33
OLEV
CN02
44
TB25-K
82
151
0RET
CN235
TB25-H
TB25-T
DATA
STORE
71H
73DS
TB22-W
TB22-X
TB27-T
CNE
P7
102
0
100
3
32
73DS
10V
0
1
2-3
79B
1-4
33RR
1-1
31RR 31RR
71P
33RS
2-4
RETARD SPD
CONTROL SW
RETARD SPEED
POTENTIOMETER
24
5
25
2
27
2-2
F
71H
10V
2
71SSR
CNO3
2
4
2-1
CNF
DIRECT SELECTOR
SWITCH
72
P
C A B
2-4
2-1 2-2
2-3
22
14
19
20
21
11
12
13
CN03
CN03
CN03
15
16
17
OLEV
52R
10V
SHLD15
SHLD33
10V
10V
525
0
74N
0RET
CNO3
CNO2
CNO2
CNO2
CNO2
CNO3
3
14
CNO1
SHT 13
A-3
JB3A
SHT 10
D-7
71H 71P
p
H
J
h
K
17FB173
ANALOG #6
108
107
17FB160
ANALOG #8
17FB104
DIGITAL #9
1
10V
10V
TB29-M
0
10V
TB28
TB29-A
P5
SHLD29
2
0
17FB160
ANALOG #8
P7
GB31
10V
82
.27 K OHM
n
SHLD 29
t
u
y
17FB160
ANALOG #8
TB25-J
SHOWN IN
FORWARD
POSITION
(SHOWN ON)
15PV
31RR
33RS
A B
49 0
TB30-X
A 49
B
6
1 2
3
5
7
CN075 CN075
4
SHT 24
C-3
71P
PARK BRAKE
FORWARD
73DS
REVERSE
49 SHT 24
B-3
17FB104
DIGITAL #9
SHT 29
C-11
52C
K
TB26-R
CNO3
52C
6
52C
34
SHT 24
C-3
TB43-D
72NEU
33RR
115
116
117
9
23
10
AMBTMPP
AMBTMPSHLD
AMBTMPN
AMB
TEMP
PROBE
79B
72
SHT 32
C-4
SEE SHT 32
ZONE C-2
23
CNO3
NO C
SHT 27
C-7
0
71H
GB12
0
71P
TB44-S
71SS
SHT 10
C-16
27
33RR
SHLD14 SHLD14
SHLD33
525
0
SHLD15
74N
0RET
52R
OLEV
SHLD33
525
0
SHLD15
74N
0RET
52R
OLEV
SHLD14
71P
52C
NEUTRAL
18
SHT 32 C-4
SHT 32
C-4
SHT 32
C-4
175
DI9
CNX3/P303
CNX3/P303
100
DI17
136
DI1
CNX4/P304
187
DI11
CNX3/P303
106
RSC
CNX4/P304
166
DI7
169
DI8
CNX4/P304
CNX4/P304
CNX4/P304
5K
CNX3/P303
CNX2/P302
CNX4/P304
CNX4/P304
SEE SHT 10
50 OHM
CN250
2 1
CN250
71SS 71SSR
52C
0
XS6821-0 NOV 08
RADIO WINDOWS WIPER CONTROL
830E - 1AC
A30344, A30561 & UP
SHEET 21 OF 36
BS3
M
LF(+) SPEAKER
RD1
0
LEFT WINDOW SWITCH
65
4
LEFT
FRONT
SPEAKER
3 1
13
6
2
0
RIGHT WINDOW SWITCH
1
GB12
0
712P
712P
JB6A
5
0
RIGHT
FRONT
SPEAKER
RIGHT
WINDOW
MOTOR
4
CN071
712P
BS4
3
0
TB35-V
2
67P
0
1
CN06
0
CN071
67R
RF(+) SPEAKER
12
2
A
B
CN211
LFNEG
D
CN06
65A
C
GB10
67T
A
67R
CN162
CN072
SHT 10
C-10
LF(-) SPEAKER
RR(+) SPEAKER
2
NEG
RRNEG
RRPOS
RIGHT
REAR
SPEAKER
2
712P
67S
712P
RADIO
LFPOS
11
67P
NEG
JB4B
65A
B
CN209
GROUND
LR(+) SPEAKER
65
POS (+)
TB35-W
TB35-X
712P
M
RF(-) SPEAKER F
E
D
65
1
RR(-) SPEAKER
CN072
B
NEG
POS (+)
BATTERY 12V (+)
67M
A
67C
67L
CN161
65A
8
16
POS (+)
0
LEFT
WINDOW
MOTOR
1
9
A
TB35-F
CN03
CN01
CN01
6
7
8
0
12V POWER PLUG #2
12V POWER PLUG #1
0
TB10-B
0
67C
15
14
0
41TS
TB10-B
C
3
4
D
B
6
A
5
1
2
0
41TS
C
A
D
5
2
4
6
1
3
B
0
CN210
B
A
C
D
E LR(-) SPEAKER
F
RFPOS
RFNEG
NEG
2
1
LRPOS POS (+)
LRNEG
LEFT
REAR
SPEAKER
10
7
4
6
DIM
IGN
0
0
0
0
0
65A
65
GREEN
GREEN
GREEN
GREEN
0
0
BS13
0
0
BS12
0
BS6
BS8
BS7
BS3
BS1
BS2
67S
67T
67M
67L
67C
TB30-D
-
COM
2
NC
+
NO
1
RADIO RELAY
67C
67R
67P
11 22
GB12
GB12
BC1
TB10-F
712P
CN03
9
67C
SHT 10
G-4
65
SHT 10
F-6
SHT 10
F-6
SHT 10
G-6
CN03
9
11ER
OP-CAB COMM
RADIO POWER
(24VDC & 12VDC)
(20 AMP MAX)
11ER
8
12REG 12REG SHT 10
F-5
GB12
CN03
1
CN601
2
3
CN602
A
B
4
0
0
SHT 10
F-10
CN03
9
11FS SHT 10
F-9
11FS
0
GB12
FIRE
SUPPRESSION
SYSTEM
(24VDC)
(5 AMP MAX)
C
XS6822-1 MARCH 10
830E - 1AC
A30344, A30561 & UP
SHEET 22 OF 36
TURN SIGNAL CLEARANCE LIGHTS
GB10
GB10
11L
SHT 23
D-3
A
C
2
5
CN37
46R
RED
GREEN
J12
11L
3
1
6
4
B
D
0
0
CN37
46R
46L
J12
2
2
46R
45R
45L
1
1
RIGHT TURN IND
LEFT TURN IND
45R
45L
+
+
-
-
45R
GB10
D50R
D50L
HAZARD LT SWITCH
0
0
TB10-J
SHT 31
C-4
45RL
45L
45R
SHT 23
C-3
SEE SHT 11
C-7
{
45L
41TS
TB22-T
TB22-S
41TS
P1
P3
0
A
3
2
P3
45R
1
45L
P3
P1
G
31CB
41T
24VDC
11
11
P1
C
B
GB31
TB26-F
11 11
SHT 12
C-3
31CB
TB10-M
RB1
CIRCUIT
BREAKER
OPEN
LOGIC
45RL
TB60-A
RB1 K1
+ -
45RL
TB27-C
45RL
45RL
P1
E
RELAY
LOGIC
AND
DRIVERS
45RL
NC
C
11CL NO
45RL
45LL
TB60-H
RB1 CB13
15A
11CL
+
NC
NO
-
C
45LL
RB1 CB15
15A
11T
+
C
-
NO
NC
41T
41T
0
RB1 K2
RB1 K3
TB27-B
45LL
F
P1
P1
D
45LL
0
1
2
CN55
RIGHT FRONT
TURN/CLEARANCE
LIGHT RCL2
0
1 2
1 2
GB80
45RL
0
0
1 2
RIGHT FRONT
TURN/CLEARANCE
LIGHT RCL1
CN54
2
0
1
TB70-K
LEFT FRONT
TURN/CLEARANCE
LIGHT LCL2
0
GB50
45LL
0
1 2
1 2
LEFT FRONT
TURN/CLEARANCE
LIGHT LCL1
1
0
2
RIGHT REAR
TURN/CLEARANCE
LIGHT
LEFT REAR
TURN/CLEARANCE
LIGHT
TB90-K
CN53
2
0
1
45LL
45RL
0
1
2
CN56
RIGHT SIDE
TURN/CLEARANCE
LIGHT OPTIONAL
LEFT SIDE
TURN/CLEARANCE
LIGHT OPTIONAL
XS6823-0 NOV 08
FOG LIGHTS AND HEADLIGHTS
830E - 1AC
A30344, A30561 & UP
SHEET 23 OF 36
RB5-K2
YELLOW
41LL
RB5-CB27
4
41HL
TB38-G
NO
2
LH. HI-MTD
HIGH BEAM
HEADLIGHT
1
3
11D
4
GB31
1
LEFT REAR
FOG LIGHT
11HR
11DL
CB23
B1
3
RH. HI-MTD
HIGH BEAM
HEADLIGHT
P3
K
11L
YELLOW
+
41HR
0
20
A
5
L
CN28
P5
0
CN04
1
TB27-F
2
E
48F
2
-
12.5A
11
1
B8
48F
11L
41L
5
41TL
TB38-F
GRND2
-
CN801
41H
12.5A
-
48F
CN04
0
41LL
41L
1
TB60-C
FOG LIGHT RELAY
P3
24VDC
NC
0
B
RB5-K1
41TS
0
COM
GB10
B
LH. HI-MTD
LOW BEAM
HEADLIGHT
48F
11L
48F
41LR
1
11L
NC
0
2
11D
+
LEFT LOW BEAM
HEADLIGHT
2
1
11D
2
P1
41LL
GB10
COM
48F
FOG LIGHT SWITCH
GREEN
18
6
NC
SHT 22
A-3
41HR
CB25
48F
0
CN801
GREEN
-
RH. HI-MTD
LOW BEAM
HEADLIGHT
1
41H
SHT 22
B-1
1
2
A
2
1
A
48F
CB24
A
RB5-K4
+
41TL
41H
41HL
4
TB38-K
NO
RIGHT REAR
FOG LIGHT
4
4
2
11
11L
C
SHT 31
B-1
1
CN801
3
CN25
0
SHT 16
C-2
11DR
6
NO
48F 11L
TB10-K
CB26
SHT 10
E-7
RB5
1
12.5A
2
TB32-E
0
J8
B3
41L
COM
12.5A
CN25
CN07
41L
HEAD LIGHT SWITCH CHART
SWITCH CONTACTS LEDS
POSITION ENGAGED LIGHTED
BOTTOM 1-2 & GREEN ON
DOWN 4-5 AMBER OFF
MIDDLE 2-3 & GREEN ON
POSITION 4-5 AMBER ON
TOP 2-3 & GREEN OFF
DOWN 5-6 AMBER ON
12.5A
41LR
1
CN05
NO
GB10
3
5
-
COM
RIGHT HIGH BEAM
HEADLIGHT
P4
48F
11L
NO
41TS
1
TB10-H
11LF
11
41LR
TB38-C
41L
SHT 10
D-15
2
CN28
GRND1
CAB DOME
LIGHT
P3
4
2
41HR
41L
2
-
C
(OPTIONAL)
0
E
11D
0
NC
41TS
TB32-F
P1
6
C
B4
J
CN04
TB32-H
TB31-W
D
+
41H
+
CN801
6
1
LEFT HIGH BEAM
HEADLIGHT
+
SHT 31
B-3
RIGHT FRONT
FOG LIGHT
41TS
J8
HEADLIGHT SWITCH
41TS
GB10
COM
0
1
41L
41TL
RB5-K3
TB10-L
GRND1
CN04
LEFT FRONT
FOG LIGHT
TB10-B
B
1
J8
2
3
2
CN801
HIGH BEAM
INDICATOR
11
D
11HL
P1
D
RIGHT LOW BEAM
HEADLIGHT
B2
NC
0
0
3
48F
CN05
TB34-L
5
11LF
RB6-K6
XS6824-1 MAY 09
OPER CAB INSTRUMENT LIGHTS
830E - 1AC
A30344, A30561 & UP
SHEET 24 OF 36
GB12
49B
GB12
41TS
0
FUEL GAUGE
0
49
GB10
GB10
49
OIL PRESSURE
GAUGE
BRAKE HYDRAULIC
TEMPERATURE GAUGE
49
DASH LIGHT
RHEOSTAT
528A
TB10-C
TB10-D
INTERFACE MODULE
DOWNLOADING
528A
CN01
WATER TEMP
GAUGE
41TS
ENGINE
MAINTENANCE
AIR RESTRICTION
GAUGES
49
49
49
49
0
0
1
JB3B
3 2 4
49
31IMS
CN01
10
12MD
9
75LE 12MD
49
LINK
ENERGIZED
CN01
15 R
B
B
1
2
GB10
3
TB10-B
49
41TS
49
GB10
0
0
DIGITAL
TACHOMETER
49
0
SHT 27 C-6
SHT 27 D-15
SHT 20 A-5
SHT 20 B-5
JB3C
1 4 2 3
12MD SHT 20, A-3
SHT 32, C-2
12MD
+
+
+
-
-
-
- +
22
CN262
1 2 1 2
CN262
2
0
AFRA AFRB
12MD SHT 13
D-4
31IMS
75LE
SHT 29 B-11
SHT 27 B-7
SHT 27 F-15
SHT 14 B-6
49
SEE SHT 20, A-3
SELECTOR SWITCH
XS6825-2 JULY 10
KEYSW & TIMED ENGINE SHUTDOWN
830E - 1AC
A30344, A30561 & UP
SHEET 25 OF 36
TB38-N
14
GROUND LEVEL
SHUTDOWN SW.
CN05
13
FB2-FS13
10A
COM
712K
B
GB12
AIR SEAT
AIR SEAT
TB37-B
NC
0
0
KEY SWITCH
POWER RELAY
TB37-A
NO
712
11KS
71OS
11KS 11GL
71OS
- +
712K
11KS
12M11
23LI
B
TIMED ENGINE
SHUTDOWN
Y
21S
11 11
11
712M
KEY
SWITCH
B
A
0
GB31
CN06
K
TB34-P
CN201
25
CN229
A
CN228
CN05
RB7-K8
23LI
BR
C
71OS
712IM
75IOF
SHT 26
A-4
TB32-W
0 11GL
11
11GL
FB2-B
SEE
SHEET 10
SHT 18
A-2
TB32-R
TB32-T
SHT 10
B-9
11GP 11GP
INTERFACE MODULE
ENGINE DELAYED SHUTDOWN
LATCH
SEE SHT #32
712M
TB28-X
+
COM
-
NC
NO
11GP 712DT
23LI
0
RB7-K6
TB36-T
1
D68
2
CN04
23
0
TB30-X
7
71OS
CN03
TB28-P
TB44-L
1
D73
2 6
P201
12M
FB1-C
15A
FB1
FS17
21ISL
SHT 27, A-6
SHT 27, A-14
SHT 32, E-11
TB40-R
SHT 32, E-2
D80
2
1
712IM
CUMMINS TIMED DELAYED
ENGINE SHUTDOWN
KEYSWITCH ON SIGNAL
712IM
TIMED ENGINE
SHUTDOWN RELAY
GB31
SHT 10
D-8
TIMED ENGINE
SHUTDOWN LIGHT
RELAY
1
2
L18
2
CN536 CN536
1
24VDC
11 11
11GP
11GP
23LI
SHT 14
C-2
12M
TB36-W
11KS
712M
712M
712DT
R43
1 2
21S
75IOF
SHT 18
B-3
SHT 18
A-5
0
712M
D19
2 1
33H SHT 11
B-5
86 85
11
CN03
3
71OS
23L
87 30
GROUND LEVEL
POWER RELAY
11S
86
30 87
11S
TB30-K
85
21S
CN537
D71
3
72RQ
TB32-C
0
CN537
71GG
PDIS2
D72
PROPEL
LOCKOUT
72RQ
TO
SHEET 14
ZONE B-3
REST REQUEST
CNX3
P303
71GH
PROPEL
LOCKOUT
LED ON
NC
TB32-B
TO
SHEET 4
ZONE E-4
11
PL RELAY
0
PROPEL
LOCKOUT LED
LOCKED OUT
PDIS1
71GG
M
1
71GH 71PS
0
72RR
CN537
0
CNX3
P303
N
2
71PS
72RQ
TO
SHEET 4
ZONE E-4
1 2 3 4 5 6 7 8
JB1
0
S
H
T
2
6
Z
O
N
E
D
-
3
S
H
T
2
6
Z
O
N
E
C
-
1
S
H
T
2
6
Z
O
N
E
B
-
1
S
H
T
2
6
Z
O
N
E
B
-
1
S
H
T
2
6
Z
O
N
E
D
-
2
0 0
D81
2
1
PROPEL
LOCKOUT
SWITCH
SEE SHEET 26 C-1
0 0 0 0 0 0
1 2
H
IM1
F
IM3
P
IM2
712IM 712IM
712IM
21ISL
11GP
XS6826-3 JULY 10
DWG LIGHTING CONTROL WIRING
830E - 1AC
A30344, A30561 & UP
SHEET 26 OF 36
CUMMINS
ECM
509MA
CIRCUIT 21ISL = HIGH
IF ENG PARAMETERS:
1) ENGINE SPEED IS
ABOVE 1650 RPM
2) ENGINE FUEL
ABOVE 390mm3/s
3) COOLANT TEMP
ABOVE 180 F
ALL THREE MUST BE
SATISFIED FOR OUTPUT
TO BE HIGH.
IF ANY OF THE
PARAMETERS ARE:
ENGINE SPEED BELOW
900 RPM, FUEL 290mm3/s,
OR COOLANT TEMP 175 F,
THEN TIMER IS ACTIVATED
FOR 3 MIN AND TURNS OFF
AFTER 3 MIN.
ENGINE
SPEED
SHT 12, C-5
SHT 27, D-6
SHT 27, A-14
21ISL
0
TB32-M
21PT
11PF
712
+
CNF
DIGITAL
I/O #9
17FB104
SHT 32
A-9
125
11PL
17
e
(PLMS)
11PL
2
134
21B
E
CN801
1
3
TB27-D
21B
TB33-T
-
21PL
S
1
138
34
1
712
21A
137
GE ICP
2
CXN4/P304
126
0
SHT 27, A-6
SHT 27, A-14
SHT 32, E-11
+
+
88
2
CN815
BAT-
3
CN801
-
88A
D74
11
21A
BATTERIES
21GE
21PT
2
0
52C
24VIM
72S7
COM
-
G
F
11
SHT 32
C-4
GROUND MASTER
DISCONNECT
72S7
4
21A
NC
11ST
CN807
(+)
TB34-R
TB25-D
21PT
168
6
21IM
NO
BATTERY
CHARGING
ALTERNATOR
k
0
RB9-K1
11
1
88
5
75
TB23-K
PRELUBE
HIGH
VOLUME
PUMP
P304/CNX4
21B
TB26-R
0
136
A
24VDC
START BATTERY
DISCONNECT
SHT 32
F-14
CNF
52C
GRD71
PRE-LUBE
TIMER
24VDC
300
AMP
BATT BOX
GND
START CIRCUIT
RELAY
-
K
+
CN815
SHT 32
B-7
52C
21S SHT 25
A-6
CXN4/P304
SEE SHT 10 A-1
SEE SHT 10
CHASSIS GROUND
ZONE B-1
1M
NC
0
11
MASTER
LOCKOUT
LED
ON
MASTER LOCKOUT
LED LOCKED OUT
0
TO JB1-8
SHT 25 C-6
D74
ML RELAY
0
STARTER LOCKOUT
LED ON
TO JB1-2
SHEET 25 C-5
0
11ST
STARTER LOCKOUT LED
LOCKED OUT
1S
0
NC
0
TO JB1-3
0
TO JB1-4
11ST
SL RELAY
D73
11ST
0
BAT-
11
24 VDC
AUXILARY
CONNECTIONS
0
0
SHEET 25 ZONE C-5
11
BAT-
0
11
11
4/0 X 2
4/0 X 2
4/0 X 2
4/0 X 2
4/0 X 2
2/0
4/0
4/0
TO JB1-1
SHT 25 C-5
SEE SHT
25 B-8
P304/CNX4
P304/CNX4
SEE SHEET 27 FOR
21ISL
509MA
25B
0
21PT
21PT
4/0
21PT
TB29-K
4/0
11ST
11ST
STARTER #2
0
21A
ENGINE
START
RELAY 1
BS2
-
MA
2
25B
11SM2
MPRR
A
1
CN801
+
R
0
TB29-G
11SM1
CN801
21PT
CN390
4/0
(5 psi)
21B
11ST
ENGINE
START
RELAY 2
11SM1
25A
BATT BOX
GND
-
PRE-LUBE
PRESSURE SW.
21A
STARTER #1
NO
88
STARTER
FAILURE
CIRCUIT
4/0
SHT 32
C-8
NC
2
1
STARTER
FAILURE
CIRCUIT
B
88A
11SM1
SHT 32
C-8
COM
0
21A
CN390
21PL
0
MA
S
11SM2
+
11 4/0
4/0 11
11
11
XS6827-2 JAN 10
ENGINE CIRCUITS CUM QSK60
830E - 1AC
A30344, A30561 & UP
SHEET 27 OF 36
B A
CNX4 P304
2-1
73S
439
TB25-C
RB4-K1
GE ICP
510E
178
CB20
+
C
510E
TB30-M
72ES
439
TB33-P
1-1
TB25-A
23F
+ 2-2
5
SHT 12, A-7
2-3 2-4
DIGITAL
I/O #9
17FB104
46
1-2
D
P1
4
P3
SHT 10, A-7
-
439
23D
R
23D
29
DB1
C
SHT 30, A-4
CNF
P3 TB34-X
NC
P5
5A
SHT 32, D-11
439E
P3 439E
RB4
TB30-J
439
P1
0
TB33-S
439
w
4
D8
3
NO
1
CN302
3
11S
P5
71
1-4
TB30-X 71
NC
439E
11S
712
-
P1
45
CB22
439
439
712
510E
439E
NO
SECONDARY ENGINE
SHUTDOWN SWITCH
(SHOWN PULLED UP)
439
CN02
P3
C
143
30
TB30-K
23D
TB34-P
1-3
23F
DIGITAL
I/O #5
17FB104
CN02
5A B
72ES
SHT 15, B-1
CN805
21OR
SHT 7, C-2
924
925
65S
GROUND
TB44-T 0
926
J
SHUTTER CONTROL
ENGINE SHUTDOWN DELAY
OUTPUT
B
E
28EC
BLK
TB44-V
K
TB28-A
RED
CN802
COOLANT LEVEL
SWITCH
RESERVE OIL LEVEL LOW
SHT 25, B-3
SHT 32, E-11
LOW
SHT 7, C-1
+5V
C
W
ETHER START CONTROL
TB34-D
A
C
A
SHLD
X
WHT
N
21ISL
0ORR SENSOR GROUND RETURN
TB36-W
439E
ENGINE MAINTENANCE
TB24-M
TB2-M
916M
+5V SENSOR SUPPLY
53
2
TB24-K
71
TB24-J
GE ICP
CNF
TB24-L
CNB
916M
BLK
20
TB30-L
439E
556
CNB
531SC
CNX2 P302
0
GE ICP
THROTTLE SIG. RETURN
74X1K
556
204
528A
R5
15
1
28
96
q
124
TB30-W
CNB
SHT 24, A-4

R3
0
952M/0
CNF
556A
72CPU
r
17FB104
50
u
c
e
952M/0
121
203
R50
CN302
GE ICP
ANALOG
#9
17FB173
SHLD6
TB36-J
CN806
x
GRD
29
18
DIGITAL
I/O #9
17FB104 2K
202
528A
y
P302
0
9
51
168
419I
THROTTLE FREQ. INPUT
CNX2 P302
1K
531SC
s
GB31
TB33-V
28
96
2K
916M
D019
0
TB30-P
17 CHECK ENG CAUTION
GB31
509
22
509MA
SHT 12, C-7 6 RED LIGHT FAIL INPUT
TB35-J
CN806
419M
0
1
2
DIAGNOSTIC FLASH CODE
TEST
31ED
16
TB30-N
ENGINE FAIL RED
TB44-W
22FO TB34-C
ENG TEST/FAN CLUTCH
H
0
GB31
UNSWITCHED POWER
439
CN804
QSK
ECM
TIER II
11E2
11E1
11E4
11E3
TB24-N
TB24-R
TB24-S
TB24-P
439
26
1 4
22C
5V PULLUP SUPPLY
JB41
TB44-X 22C 31
2
FAN CLUTCH ON FULL 5
CN808
SHT 17, D-3 22C
22C
3
TIER II ENGINE OPTION
CN808
926
924
925
11E1
A
C
D
F
0
0
0
0
J
K
L
7
2
8
3
9
1
4
64
65
66
68
69
5
67
6
18
12
25
22
47
11
16
61
62
63
17
70
19
20
21
TB34-J
SHLD6
65S
21ISL
28EC
21OR
0ORR
528A
556A
952M/0
916M
22FO
31ED
0
509MA
419M
509
11E1
11E1
11E2
11E3
11E3
11E2
11E2
11E3
B9
B10
B11
B5
B6
B7
11E4
0
0
0
0
0
0
0
72CPU
22C
SHLD6
2K
R18
439E 1 2
60
556A
15
B
901
900
G
16
F
SHLD SHLD2
901
900
14
900
901
CN02
GROUND
LOW
COOLANT LEVEL
SWITCH
HIGH
+5V
TB36-STD
TB36-A
TB36-B
B
CN802
C
D
926
930
A
924
925
SHT 17, D-3
CN808
924
32
33
70
5

18
22
20
6
17
925
C
ENG RED LT INPUT
CN805
SHUTTER CONTROL
ENGINE DELAY SHUTDOWN
(3 MIN)
A
K
TIER I ENGINE OPTION
65S
22C
T
BATTERY GROUND
S COOLANT LEVEL SWITCH
HIGH
D
X
926
930
0
ENGINE FAN CLUTCH CNTRL
(LOW)
F
L
G
P RPMCOMMAND SIGNAL
REFERENCE
ENG RPMCOMMAND
CN805
CN806
UNSWITCHED BATTERY POWER
M +5V REFERENCE
5EFQ
5EFQ
556
COOLANT LEVEL SWITCH
+5V SUPPLY 4
925
10 PWR RPMCOMMAND
ENGINE FAN CLUTCH CNTRL 11
ENG QUANTUMDIAGNOSTIC
J1587 SUPPLY
GE CPU RUNNING SIGNAL
3
8
2
900
901
FUEL IGNITION SIG 1
23
0
17 ENGINE BLUE LT FLT
18
16 ENG YEL LT FAULT
ENG ETHER START OUTPUT
ENG RED LT FLT
CN806
26
509
27
ENGINE TEST MODE INPUT
(LOW)
6
21ISL
509MA
11E1
916M
11E2
22C
924
72CPU
439
22FO
28EC
528A
419M
901
900
UNSWITCHED POWER
UNSWITCHED POWER
IGNITION POWER
UNSWITCHED POWER
BATTERY GROUND
BATTERY GROUND
BATTERY GROUND
CN804
CN805
QSK ECMTIER II
+15V SUPPLY
COOLANT LEVEL SIGNAL
COLLANT LEVEL RETURN
UNSWITCHED BATTERY POWER
1 4
JB41
2 3
22C
22C 31
CN808
22C TB44-X
ANALOG
#6
17FB173
x
916M 916M
q
SHLD6 TB24-L
s 50
952M/0
202
TB24-J
556
204
203
CNB CNX2/P302
952M/0
53
556
TB24-M
r
TB24-K 916M
51

SHLD6
952M/0
556
GE ICP
556
60
62
GB31
11E1 TB24-S
1
11E2 TB24-R
2
SHT 25, B-2
SHT 26, A-3
SHT 32, E-11
TB36-W
509MA
SHT 7, C-1
TB28-A
21ISL
65S
TB35-J
25
12
21 SHT 12,C-7
GB31
0 69
439E SHT 12
C-8
TB33-N
439E TB33-V
2K
R3 531SC
96
531SC
9 y
c
CNF
74X1K
CNX2 P302
CNF
DIGITAL
I/O #9
17FB104
121
124
SECONDARY ENGINE
SHUTDOWN SWITCH
(SHOWN PULLED UP)
72CPU
72CPU
TB36-J
439E
2K
R5 TB2-M
72CPU
28 168
P302
e
CNB
D019
29 17FB104
GE ICP
CNB
0
0
GRD
BLK
SHT 12, C-8
439E TB30-M 2 1 439E
R18
2K
u 71 96
26
419I
419I
GE ICP
0 1 B 5A
439
2-1
CN02
30
439 23F
1-3 1-4
1-2
2-2
1-1 CN02
TB30-X
29
23F
TB25-C
23D
11S
23D -
NO
NC
C
+ TB33-S RB4 P3
23D
CB22
71 71 TB34-X P1
TB30-K 11S
SHT 10, A-7
4 510E TB30-J P3 510E 510E
439 439
439E
73S SHT 30
A-4
P3
NO
439E
3
-
P3
+
RB4-K1
5A
CB20
TB34-P
C
712 712
P1
CNF
GE ICP
CNX4 P304
2-3 2-4
DB1 P5 P5
SHT 32, D-11 439E 439E
P1
NC
D
C TB33-P
72ES 45
CN302
w
DIGITAL
I/O #9
17FB104
178
TB25-A
3
D8
4
SHT 15, B-1
439
439 439 72ES
DIGITAL
I/O #5
17FB104 5 143 R 46
22FO
0
GB31
TB34-C
439
SHT 7, C-2
SHT 12, C-5
SHT 24, A-4
509
528A
TB34-D
419M
TB30-P
28EC
TB30-N
34
SHLD2
QSK ECMTIER I
QSK ECMTIER I
ENGINE
DIAGNOSTIC
DIAG 4
ENGINE
INTERLOCK
RELAY
ENGINE
INTERLOCK
RELAY
CN808
CN808
CN808
CN808
CHASSIS GROUND RETURN
LOW
RETURN
CN808
CN808
CN808
CN808
CN808
CN808
CN808
CN808
BATTERY GROUND
ENG QUANTUMDIAGNOSTIC
J1587 RETURN
419M
509
TB34-J
SHT 12, C-5
R 0 49
SHT 24, C-3
GB12
SHT 10, F-11
SHT 10, F-11
11E1
11E2
21ISL
65S
0
SHT 10, F-10
SHT 10, F-11
SHT 10, F-11
SHT 10, F-12
11E1
11E2
11E3
11E4
22C
22C 22C
22C
901
900
SHLD2
63
72CPU SHT 12, D-7
419I
A
SEE SHEET 32, B-17
CNX2 P302
RB6-K2
R 0 49
SHT 24, C-3
A B GB12
SHT 12, D-7
419I
TB33-N
419I
GB31 TB30-W 0
SHT 12, C-5
SHT 12, C-5
TIER II ENGINE OPTION
TIER I ENGINE OPTION
65S
21ISL
28EC
0
GB31
0
GB31
0 SHT 10, C-9
SHT 10, B-11
SHT 10, C-9
SHT 10, B-11
439E
73S
TB30-L
439E
SHT 12, A-7
439
439
509MA
509MA
419M
509
XS6828-0 NOV 08
PAYLOAD METER 3 CIRCUITS
830E - 1AC
A30344, A30561 & UP
SHEET 28 OF 36
0
B A
0
YEL
LGR
FILTER
NO
NC
(-)
RB8K7
6
1
7
RELAY BOARD #8
77E
1 2
712PL
77F
71LS
CN29
4
439E
TB30-E
TB70-A
TB70-C
BLK
ATTACH THIS GROUND
TO THE SPEEDOMETER
WHEN KHP IS REQUIRED
TB61
BLK
RED
RED
AMBER
AMBER
GREEN
GREEN
LEFT DECK
PAYLOAD LIGHTS
RIGHT DECK
PAYLOAD LIGHTS
86 85
87
87a
30
86 85
87
87a
30
86 85
87
87a
30
39CA
39BA
39AA
712S1
712S1
712S1
39C
39B
39A
39G 39J
86 85
87
87a
30
RB8K4
RB8K8 (-) (+)
712S1
SELECT SWITCH
BRAKE LOCK SWITCH
CLOSED = BRAKE LOCK RELEASE
OPEN = BRAKE LOCK ON
7
1
17
38
27
15
25
28
18
36
39
20
39A
39G
712PL
35L11
35L12
77E
77F
39H
63LR
39F
39FD
39FC
712PL
0
35L12
39H
SET SWITCH
35L11
71F
BODY UP SWITCH
CLOSED = BODY DOWN
OPEN = BODY UP
PROXIMITY SWITCH
71P
4 kpsi
4-20 mA
4 kpsi
4-20 mA
4 kpsi
4-20 mA
4 kpsi
4-20 mA
INCLINE
2.6V = 0
-103mV / DEGREE 39F
39FG
39FE
39FB
39FA
39FG
39FE
30
40
39FA
39F
39FB
39F
39FD
39F 39F
39FC
SHLD
LF
SUSPENSION
PRESSURE
LR
SUSPENSION
PRESSURE
RR
SUSPENSION
PRESSURE
RF
SUSPENSION
PRESSURE
712PL
73LSL
73MSL
72IP
2
4
9
35L4
35L2
35L3
23
33
13
SHLD
35L4
35L2
35L3
PC PORT
IN AUX-BOX
35L8
35L9
35L2
24
14
34
GREEN LAMP
POWER
KEYSWITCH
SET SWITCH
SELECT SWITCH
DIFFERENTIAL SPEED
DIFFERENTIAL SPEED
BRAKE LOCK
BODY UP
+18V
LF PRESSURE
RF PRESSURE
LR PRESSURE
RR PRESSURE
INCLINE GROUND
INCLINE SIGNAL
19
29
RS232 R1
RS232 T1
RS232 GND
TCI 100%
TCI 70%
TCI 110%
RS232 T2
RS232 R2
RS232 GND
PAYLOAD METER 3
P352
P246
2
1
3
R
B
W
W
B
B
R
W 2
3
5
E
F
D
39BA
39BA
39CA
39CA
0
0
0
TB30-V
TB39-K
TB39-J
TB29-D
PLM
JUNCTION
BOX
B
W
R
W W
B B
R R
B W TB40-H
TB39-S
TB40-G
TB40-F
712PL
712S1
B
W
R
39B
39C
6
5
CONTROL MODULE
IN AUX-BOX
GROUND
0
0
TB39-E
TB39-F
TB39-G
39A
39B
39C
712S1
TB39-B
TB39-C
39BA
39AA
39AA
39CA
39CA
39BA
39BA
39AA
39AA
0
0
0
0
0
0
0
W
B
B
B
W
W
R
0
GB10
PLMCONTROL
SWITCH
5
6
4
( )
MOM
OFF
MOM
B R W
RED
RED
BRN
BRN
REAR AXLE JUNCTION BOX
REAR AXLE
RED
BRN R
W
TB90-A
TB90-B
BRN
RED
TB90-C
RIGHT DECK
JUNCTION BOX
W
R
B R W
R W B
B W
B W
R B W
SHLD
SHLD
SHLD1
TB70-B
TB27-H
TB38-L 63L
0
39H
GB10
OP-CAB
W
R
TB39-N
RED LAMP
AMBER LAMP
3
R364 R364
RED
BRN
RED
BRN
RED
BRN
W
R BRN
RED
SHLD
SHLD
SHLD
TB37-P
LEFT DECK
JUNCTION BOX
BS2
SHLD
SHLD8B
31 CAN1 GND
939GB
21 CAN1 LO
939YB
11 CAN1 HI
G
Y
G
Y 939Y
939G
SHLD7A
32
22
12 CAN2 HI
CAN2 LO
CAN2 GND
1 2
B
f
B
B
77
SPEEDOMETER
IN CAB
CN03
W
77A
W
25
W
W
B
B
B
B
B
24
712PL
W
TB40-L
Y
TB40-K
R
35L4
W
W
2
35L2
W
9
26
AUX
BOX
TB25-G
86 85
87
87a
30
73MS
73MSL
NO
COM
0
86 85
87
87a
30
73LS
73LSL
NC
(-)
0
0
0
TB25-F
2K OHM
2K OHM
TB32-P
712
CN303
COM
a
d
P304/CNX4
AUX
BOX
DBL
BRN
LGR
DBL
LGR
LBL
DBL
1
1
1
1
1
1
2
2
2
2
2
2
G
(+) (-)
COM
NO
NC
NC
NO
COM
(+) (-)
RB8K6
NC
NO
COM
(+)
(+)
RB8K1
(-)
COM
NO
NC
(+)
RB8K2
RELAY BOARD #8
RELAY BOARD #8
86 85
87
87a
30
RB4K4
0
0
(+) (-)
COM
NO
NC
RELAY BOARD #4
63LR
0
GB31
D11
TB30-L
2K
63LR
63LR
63LR
TB39-H
TB39-M
TB40-D
TB40-E
TB40-B
TB39-W
TB39-X TB39-T
TB40-C
TB40-A TB40-H
35L4
35L2
35L3
OP-CAB
DIAG #7
B
R
W 2
3
5
W
B
R
CN01
16
17
18
TB39-L
TB40-M
TB29-P TB29-R
TB29-S
0
D
71LS
C
CN04
31
30
76.92 HZ = 1 MPH
LINE IN
D
TB40-H
W
PC1137
PCAN1A
RPC PORT
B
B Y
G
Y
712S1
939YB
W
Y
A
B
B
TB39-R
MODULAR MINING
COMMPORT
SHLD7A
TB39-S
B
LINE OUT
C
TB30-X
A
712S1
35L8
A 0
G
B
D
G
35L8
A
B
AUX-BOX
RXD
A
G
0
35L8
RED
A
W
35L9
A
TB39-P
SERIAL PORT
A RIGHT
SCOREBOARD
C
LEFT
SCOREBOARD
GND
712S1 R
888
35L2
SHLD
939Y
D
C
CAN2B
J1939 PORT G
B
SHLD8B
R
C
E
G
PC1137
D
B
B
939GB
35L8
C
C
CONNECTOR INSULATED
WITH RED SHRINK SLEEVE
TXD
A
E
B
R
C
Y Y
B
939G
C
888
LINE IN
B
A
888
BLK
CONNECTOR INSULATED
WITH YELLOW SHRINK SLEEVE
35L9
E
WHT
0
Y
LINE OUT
E
C C
TB39-V
GND TXD RXD
TB33-A
TB33-B
TB33-C
TB33-D
90MMG
90MMT
90MMR
SHLD
GE TCI
CARD
J M K A B C
SHT 10
C-12
71F
SHT 12
B-7
SHT 10
D-7
178
34
G
ANALOG
CARD
SLOT
#8
M
179
H
J L
61 46
FO1
CNE
180
K
TB5
J1939
CAN BUSS
J1939
CAN BUSS
RPC
CAN BUSS
RPC
CAN BUSS
115
142
70
74
DI19
DI03
101 109 DI20 n
P304/CNX4
CNF
CNF
1 CN03
CN03
30
CN03
31
R1
R2
1 2
2 1
712
73MS
73MS
73LS
72IP
72IP 72IP
73MSL
73LSL
SHLD
35L2
35L4
35L3
TB39-A
0 0
0
0
0
0
TB40-H
0 0
0
77E 77E 77E
77F 77F 77F
712PL
712PL
712PL 712PL 712PL 712PL
CN540
A
CN540
B
CN540
C
CN541
CN541
B
C
CN541
A
B
A
C
A
C
B
LDC
LDC
RDC
LDC
RDC
RDC
39AA 39AA
39BA
39AA
39CA
39BA
39CA
39AA
39BA
39AA
39CA
39BA
39CA
39AA
39BA
39AA
39CA
39CA
39BA
0
TB39-D
R10
2
G
A
TB10-A
35L12
35L11
CN05
28
P4
P1
O
P1
71F
SHLD SHLD
35L2
35L4
GND
77E 77E
77F 77F
GND
PAYLOAD SYSTEMWIRING
18
16
17
SHLD24
GB10
SHT 10
A-9
SHT 10
A-8
XS6829-1 JAN 10
DIAG PORTS DISPATCH SYSTEM
830E - 1AC
A30344, A30561 & UP
SHEET 29 OF 36
2
3
3
CN2B
(422)
85
90VHR
5
TB42-R
RED
75
9
0
D
IR
23
187
193
6
MM232 RS232
MODULAR MINING
COMMUNICATION PORT
A
C
B
939G
q
35L4
GRN
2
2
23
SHLD30
17FB160
ANALOG CARD #8
2
1
2
12
O
DIAG.#1
8
422GD
184
0
173
SHLD80
90IMR
D
N
1
5
V
D
ID
71VHM
M
M
R
X
D
w
M
M
R
X
G
N
D
10
R
S
R
X
C
N
0
1
F
1
YEL
A
GRN
1939
CAN
90IMR
7HMWU
939YB
5
11
6
3
9 19
SHLD
14
2
189
90VHT
4
51
CN3A
71VHM
85
90VHR
-
1
5
V
D
90IMG
SHLD70
90TCT
v
TB44-D
d
90
S
H
L
D
2
2
P
1
5
V
D
ID
A
CN01
C
9
0
S
P
G
5
939GA
R
S
R
X
C
P
0
1
SEE SHT
28 & 32
SHLD70
184
SHLD8B
SHLDB

11
TB44-H
INTERFACE
MODULE
9
0
S
P
R
35L4
71P
90TCR
3
9
0
D
IG
CN2A
90CAG
CN4A
90IMT
40
91
4
X
y
40
J
TCI
B
S
H
L
D
5
2

939YA
90IMT
AUX-BOX
VHMS
DIAG
R382
31
939G
14
QSK 60
ENGINE
JUMPER
5
ORBCOM
MODULE
R
S
T
X
D
A
1
3
TB21-T
CN01
2
C
13
195
85
2
90OCR
90IMG
90CAR
90TCG
2
s
7
GRN
27
9
0
D
IT
185
z
D
ID
R
X
D
188
194
3
A
15
14
GRN
35L3
34L2
22
8
179
17
TB44-A
TB40-H
OP-CAB
90OCR
DATA STORE
422GB
12

7HMWU
SHLD
90VHT
SHLD4
SHLD
90TCR
SHLD
q
1
D
P303/
CNX3
D
ID
T
X
D
TB21-X
2
P305/
CNX5
D
ID
R
X
G
N
D
DID PANEL
C
6
YEL
SHLD
35L3
CNE
26
GRN
2
7
5
TB40-G
2
SHLD79
73DS
6
1
0
TB21-V
3
90VHG
CN02
CNX3/P303
100
3
P
5
V
D
ID
S
H
L
D
G
B
9
0
M
M
R
13
939G
M
M
T
X
D
j
CN02
1939
CAN
1
3
B
21
DIAG.#5
92
5
3
9
20
TB36-E
85
u
90VHG
D
ID
R
X
S
H
D
YEL
180
68
39
79
M
M
R
X
S
H
D
5
90CAR
1
5
V
D
I
0
71VHM
8
9
0
M
M
G
A
SEE SHT 4
0
C
O
M
CN4A
CAN BUSSES
SEE SHT
28 & 32
i
104
S
H
L
D
2
7
SHLD
SHLDA
180
50
3
IM2
CN02
71
4
6
0
E
r
TB22-G
90VHT
TB42-P
RED
H
11
C
1
RPC
CAN
CAN BUSSES
SEE SHT 32
32
192
90CAG
35L3
11
10
DIAG.#6
2
TB44-F
1
9
0
90VHG
R
S
G
N
D
1
90IMT
0
C
O
M
RED
K
9
0
S
P
T
73DS
32 189
SHT 10
E-5
s
SHT 4
A-1
31IMS
13
3
C
939Y
TB44-B
IM1
B
90IMT
21
178
CNA
5
CN364
18
11
JB3A
5
9
9
5
V
D
I
90IMG
90IMR
39
188
65
188
SER#03
C
5
CNE
TB33
66
B
DIAG.#3
YEL
SHLD
90IMG
YEL
SHLD
PLMIII
10
90TCT
90TCG
TB44-E
67
22
71P
90OCT
6
5
16
TB40-F
90VHG
SEE SHT 32
SHLD
9
SHT 4
A-4
TCI
TB22-L
TB23-B
G
N
D
D
ID
A
R
S
S
H
L
D
0
1
939YA
54
SEE
SHT 32
AUX-BOX
IMDIAG
R372
RPC
CAN
5
939Y
CN4B
VHMS IM
MODULE
SYSTEM
3
53
13
CN02
CN3B
SPARE 232 ON TB33
52
14
1
5
V
D
I
WAKE UP
CN1
17
TB44-G
90IMR
R
S
T
X
C
N
0
1
V
28
R
S
S
H
L
D
1
-
1
5
V
D
w
C
90TCR
YEL
939GA
35L4
CNA
103
12
3
3
CNE
35L3
34L2
R
S
T
X
C
P
0
1
15
TB44-K
2
11
TB44-J
90OCG
SHLD70
179
PSC
TB22-E
8
k
55
12
13
y
73DS
SHLD
A
16
5
V
D
I
H
B
17FB147 CPU CARD #3 IPC PANEL
71
5
YEL
34L2
YEL
90CAT
10
2
TB44-C
10
90OCG
TB27-T
4
G
CN1
90TCG
90VHR
x
r
H
185
9
0
M
M
T
12
A
B
12
GRN
TB39-S
CN364
35L4
TB21-W
SHLD7A
3
2
9
RPC
CAN
90TCT
2
R
X
D
3
19
0
SER#01
90VHR
SHLD80
27
SHLD30
SHLD4
422GC
54
14
1
5
V
D
I
SHLD30
R
S
3
G
N
D
3
D
R
S
S
H
D
0
1
T
X
D
3
C
C
4
W
939Y TB42-M
k
SHLD
189
CNB
AUX-BOX
PLMIII
DIAG
R352
A
34L2
TB22-H
DIAG.#7
20
71P
5
17FB174
CPU
#3
R
S
R
X
D
A
1
TB37-J
78
SHLD80
TB42-N
90CAT
YEL
178
422GE
90OCT
TB22-K
TB22
73
B
2
TB22-J
85
1939
CAN
CAN BUSSES
SEE SHT 32
(232)
939GB
90VHT
7
5
33
SHT 20
B-3
MODULAR
MINING
HUB
A
B
C
GSP
I M
MODULE
IM2-E
IM2-D
IM2-F
WHEN THE MODULAR MINING HUB IS CONNECTED
THIS COMMUNICATION WIRE MUST BE
DISCONNECTED INSULATED AND TAPPED BACK.
TB23-C
SHT 10
E-8
SEE SHT 32
DATA STORE
SWITCH
NO C
31IMS SHT 24
A-4
1
5
V
D
I
2 3 4 CN01
S
H
L
D
2
2
9
0
D
IG
9
0
D
IR
9
0
D
IT
5 SHT 10
C-13
CN16
SE1
SE2
SE6
SE6
SE3
SE4
SE5
BC-1
BC-2
TB30-V
SEE SHT 20
H K G J
P302
CNX2
15VDI OCDM
OCOM
PSC
WHT
DIAG.#4
GRN
57
929
C
A
F
20
B 22
939G
SHLD
901 901
42
A
16
TB36
927
TB30-R
40
SHLD
939Y
GB12
SHLD7
B
33
TB30-S
BLK
928
C
WHT
34
900
939Y
22
SHLD
YEL
58
SHLD
BLK
D
TB30-X
TB36-B
59
ENGINE
CENSE
TIER 1
TB36-A
B
TB10-F
928
SHLD7
0
G
23
14
21
20
SEE SHT 27
FOR ENGINE
CONNECTOR
INFORMATION
CN05
DIAG.#2
C
ENGINE
QUANTUM
(TIER 1&2)
RED
900
15
1939 CAN (RED)
SEE SHT 32
39
TB30-T
23
11L
939G
A
32
CUMINS
ENGINE
927
41
929
E
CN808
PLMIII
INTERFACE
MODULE
VHMS IM
MODULE
SYSTEM
XS6830-0 NOV 08
RESERVE OIL SYS & GE I/O
830E - 1AC
A30344, A30561 & UP
SHEET 30 OF 36
DI05
74SPD2
GE
CONTROL
PANEL
TB36-H
0
P302/CNX2 CNA
42
THROTTLE SET
OUTPUT
CNB
N
74SPD
TB36-G
P302/CNX2
DO22
WHEEL SPIN
SLIDE DISABLE
DI04
TB36-K
THROTTLE SET
INPUT
A
P305/CNX5 CNA
58
72SDR
52
74SPD2
72SDR
74SPD
AFC 500
AUTO REFILL
CONTROL BOX
+24V GND VAL LO COM HI
1
2
3
RESERVE
OIL LEVEL
SENSOR
BLK
WHT
GRN
2 1
FILL VALVE
1 2 ORCM
CIRCULATING
PUMP (OPT)
M
EORP 1 2
GB70/
GB72
TB43-P TB43-N
11POR 11RCNT
BLK
WHT
W
H
T
B
L
K
W
H
T
B
L
K
SHT 10
E-11
11POR
11RCNT
A CN827
11POR
RESERVE OIL
PRESSURE SW.
B
CN827
11ORS 11ORS
TB43-M
SHT 10
E-10
CABLES ARE PROVIDED
WITH RESERVE KIT
CONNECTORS PROVIDED BY KAC
CONNECTORS
PROVIDED
BY KAC
(OPTIONAL)
XS6831-0 NOV 08
WINDSHLD WIPER TURN SIG CNTRLS
830E - 1AC
A30344, A30561 & UP
SHEET 31 OF 36
3
CN10
M
GB10
6
6
L
2
66L
66H
66P
63
WINDSHIELD
WIPER MOTOR
GB10
GB10
0
6
6
L
2
66P
GB10
0
1
3
5
6
2
BR
6
CN12
712T1
1
4 5 6
66T1
BK
63
63
JB4C
1
63
TB10-E
WINDSHIELD
WASHER
SWITCH
WINDSHIELD
WIPER CONTROL
SWITCH
1
5
2
3
6
4
CN12
WINDSHIELD
WIPER DELAY
TIMER MODULE
85
L
WASHER PUMP (WW)
M
0
CN05
30
1 2
WRLD
0
63
63
66P
66L2 0
66L
WIPER
RELAY (LOW)
WRHD
2 1
66S
63
66H
GN
DR
DTS
66
JB6A
66 66
66S
66L1
7
P
TB37-T
712T
CN05
86
T
5 6
CN12 CN12
31
CN05
0
4
2
1
2
CN16 CN16
CN08
CN05 21
GRY
4
HI
BEAM
3
WHT
DIMMER SWITCH
COMBO SWITCH
LO
BEAM
YEL
5
41L
41H
63
12
63
66S
SHT 23
B-4
COMBO SWITCH
BU
8
PARK
LO
HI
INT
(+)
63
63
63
11
R/W
OOX
PUR
COMBO SWITCH
66P
OFF
LEFT
45L
TURN SIGNAL SW.
SHT 23
B-4
CN12
45R
RIGHT
PNK
10
XOO
9
66L2
SHT 22
B-3
63
CN12
WIPER
RELAY (HIGH)
66
6
6
0
6
6
L
2
1
6
6
6
6
2 4 3
6
6
L
2
6
6
L
2
X
87
WSD
63
2 1
63
63 63
WINDSHIELD
WASHER/WIPER
DELAY TIMER
MODULE (WADT)
3 2
CN09
63 63
23
6
6
L
2
6
3
NO
COM
- +
NC
1
2
COM
NC
NO
- +
GB10
TB37-D
SHT 10
B-8
63
712T
TB10-J
TB10-M
45L
45R
}
SHT 10
B-11
712T
20
CN04
19
CN04
45R
45L
+ -
0
XS6832-2 JULY 10
VHMS INTERFACE ORBCOMM MODULES
830E - 1AC
A30344, A30561 & UP
SHEET 32 OF 36
TB37-L
TB36-F
8
CN07
9
CN201
BRAKE HYDRAULIC
TEMPERATURE HIGH
R
IM1-W
73S SHT 27, D-5
SHT 27, E-14
73S
52A
CN201
52A
73S
TB26-W CN240
E
F
TB43-K 52AL
CN06
R
PARK BRAKE
PRESSURE SW.
0
Y
PARK BRAKE
18
52AL
GB8
24VHM1
HYDRAULIC
TANK
TEMPERATURE
5V
IM
SH
LD
17
A
34BT
B
TB31-L
34TL
NC
2
52C
NO
IM3-e
2
SHT 14, B-6
1
72LP
1
52AL
52A
COM
24VIM
SERVICE
BRAKE
PRESSURE
RB9-K4
IM3-B
SH
LD
77
18V
IM
IM1-E
34INT 34TL
TB41
G
1
33H
P2
2
TB25-W
H E
-
IM3-T
+ 0
TB44-P
CN240
J
71BC
J
71BC
72LP
1
52CS
52PB0
TB26-M
CN240
GG
1
1
PARK BRAKE
SOLENOID
1
1
2
52CS
DR1
2
2
DR1
2
TB34-A
TB26-R
52CS
NC
HYD FILTER
CAUTION
SHT 13
C-4
12MD 39 Y
HOIST
PUMP #2
PRESSURE
2 1 2
-
TB24-W
71BC
NO
THIS SHT
A-9
34A
T
5V
IM
SH
LD
78
SLT
A B
TB31
AMBIENT
AIR TEMP
IM3-m INTERFACE MODULE
EB
2
33H
P1
1
A
TB41
18V
IM
SH
LD
74
FD
2
33SP
1
C
TB41
18V
IM
SH
LD
75
HOIST
PUMP #1
PRESSURE
FK
2
33BPS
1
J
TB41
18V
IM
SH
LD
77
STEERING
PRESSURE
TB42-B
IM3-c
TB40-M
TB40-L
77F
TB40-K
IM1-h
IM1-g
TRUCK
SPEED
SEE SHT 28
IM3-s IM3-d IM3-p IM3-q IM3-b
77E
IM1-A
IM1-C
SHT 27, E-6
SHT 27, E-15
10A
FB2-FS4 TB38-X
11INT
0
FB2-A
GB31
87 87
IM2-M
IM1-M
IM1-J
SHT 20, A-2
PARK BRAKE
REQUEST
TB31-R
18
CN262
11BCF
CN07
16 R
BATTERY
CHARGE SYSTEM
FAILURE CN262
20
CN06
X
24VIM
TB43-E
SHT 11
B-7
SHT 11
B-5
SHT 11
F-5
SHT 26
D-8
SHT 26
D-7
34LL
34LL
TB44-M
TB35-T
IM1-Z IM2-Y
39L
38
IM1-U IM3-U
TB32-M 21PT 21PT
SHT 26
B-4
IM1-K
TB43-L
R
31IML1
IMWARNING
IM1-S
TB43-X
2 1 2 1
21SL
IM3-G
528
33KM
21IM
528
11SM2 TB29-G
STARTER NO.2
ARMATURE VOLTAGE
11SM
2
11SM
1
LAMP TEST
ENGINE START
LOCKOUT OUTPUT
IM1-B
TB35-L
TB42-C
33KL
STARTER NO.1
ARMATURE VOLTAGE
11SM1 TB29-K
IM2-k IM2-W
IM2-R
IM3-S
IM3-R
TB25-E
2
1
2
1
IM3-M
12VDC MONITOR
BATTERY #1
FUEL TANK
LEVEL
71IM 71IM
IM2-n
IM2-p
IM2-r IM2-t
IM3-A
7
5
-6
P
24VIM
TB35-N
HYD TK LOW
ACCUMPRE CHARGE FAIL
TB26-C
SHT 13
B-3
75-6P
75N
P
TB25-P
SHT 13
B-3
75NP
TB28-D
76LR SHT 14
B-6
76LR
79W
TB26-D
79W
SHT 13
B-6
34TW
34TW SHT 13
B-6
TB26-B
IM3-Y
18V
IM
68LLP1
68LLP1
SHT 15, B-3
TB24-T
5V DIST
5V
IM
IM3-g

FUEL GAUGE
38G 712G

FUEL GAUGE
0
0
FUEL TANK
TB32-D
38G
IM3-h
11B1
TB42-H 12VDC
11B1 SHT 10
F-5
18V DIST
IM1-Y
TB21-M
52BT

52BT
BRAKE HYDRAULIC
TEMPERATUE GAUGE
24VHD
IM3-E
TB25-A
439
ENGINE FUEL
IGNITION
439
FB4-FS3
5A
FB3-FS3
15A
FB4-A
FB3-A
11
71CK
71
SEE
SHT 10
SEE
SHT 10
.75K
IM3-j
38V
SHT 10 B-12
A
IM2 - B
C
GREEN
C
C
B
B
939YA
B
A
R264-11
B
C
A
C
IM1-i
C
C
B
A A A
AUX
BOX
B
B
A
2
C
A
GREEN
AUX
BOX
TB42-N
A
B
A
RPC
CAN
C
IM1-j
R264-11
C
SHLD
B
A
2
90IMG
C
B
C
TB42-R
C
5
90IM
R
C
5
A
90IMT
A
C
YELLOW
B
A
C
C
A
A
GREEN
90IMG
C
A
2
SHLD
3
C
A
C
RPC
CAN
YELLOW
9
B
90IM
T
C
B
B
YELLOW
SHLDA
A
A
SHLD
A
C
RED
2
CN4A-13
90IM
G
RPC
CAN
5
5
C
YELLOW
B
2
A
A
YELLOW
B
RPC
CAN
YELLOW
GREEN
SHLD
90IMT
R264-31
939Y
GREEN
PLMIII
IM2 - A
939GA
B
B
B
B
A
A
SHLD70
IM1-k
SEE SHT 29
B
IM1-r
0.12K
B
A
C
B
A
B
A
939GA
R264-21
SHLD
SHLD7
939GA
B
C
B
C
C
A
A
SHLD
YELLOW
B
90IMR
CN4A-12
0.12K
B
C
GREEN
B
90IMT
B
B
R264-21
B
SHLD7
B
TB42-M
C
0.12K
B
A
C
C
WHT
A
3
CN4A-5
SHLD
C
3
2
A
B
TB42-P
RPC
CAN
TB42-M
A
R264-22
YELLOW
B
B
A
GREEN
A
3
CN4A-4
C
C
939YA
A
B
A
TB42-P
SHLD
BLK
939G
R264-12
CUMMINS
ECM
MODULE
C
C
GREEN
CUMMINS
ECM
MODULE
939GA
SHLD
A
C
J1939
CAN
(RED)
YELLOW
3
5
C
CN4A-6
C
B
A
11
A
TB42-P
939G
GREEN
TB42-M
VHMS
C
GREEN
C
B
10
SEE SHT 29
C
A
CN4A-14
B
A
IM1-k
SHLD
SHLD
TB42-N
GREEN
RPC
CAN
939YA
YELLOW
A
0.12K
A
A A
BLK
CN4A-13
C
WHT
IM2 - C
SHLDA
SAE
1939
CAN
A
B
C
A
B
GREEN
TB42-P
YELLOW
B
B
C
SHLD
GREEN
C
90IMR
939Y
C
OP
CAB
TB42-N
A
5
C
YELLOW
B
C
B B
R264-31
A
B
IM1-s
YELLOW YELLOW
R264-32
B
RPC
CAN
YELLOW
B
90IMG
B
A
5
CN4A-14
YELLOW
3
939YA
B
SHLD
B
B
B
IM2 - C
A
C
TB42-M
C
YELLOW
90IMT
C
A
90IMR
C C
C C
B
CN4A-5
C
RPC
CAN
12
C
A
SHLD
GREEN
B
IM1-q
SHLD
GREEN
GREEN
A
C
90IMG
SHLD
C
B
CN4A-4
IM2 - B
C
A
B
A
C
A
SHLD
B
SEE SHT 29
IM1-k
R264-22
YELLOW
YELLOW
3
C
B
90IMR
C
CN820
CN4A-6
C C
2
GREEN
R264-32
C
CN02
GREEN
A
YELLOW
SHLD
RPC
CAN
A
GREEN
A
B
B
90IMT
B
IM1-s
C
A
A
A
B
A
C
OP-CAB
B
5
IM1-k
A
A
AUX
BOX
B
3
RED
A
B
A
C
TB42-N
C
90IMR
C
B
AUX
BOX
90IMG
A
B
CN372
A
R264-12
IM2 - A
2
CN4A-12
B
SHLDA
SHLD
0
IM3-V
52CS
52C
52PBO
52A
L
52A
34IN
T
11BCF
24V
IM
39L
38V
21PT
33IM
21ESF
IM1-H
712M TB28-X
TIMED
CUMMINS
ENGINE
SHUTDOWN
LATCH
IM2-P
0
33JB
IM1-P
TB32-P 0
IM2-N
72FN
R
TB26-X
44R
IM3-C
TB38-W
IM3-L
712BL
IM2-Z
RPC
CAN
1939
SHT 26
A-5
38G
M Y
21SL TB29-H CN201
23
STARTER
FAILURE
CN06
21SL
21SL
+ - 33IM 24VIM
+
NO NO
--
NC NC
COM
TB36-N
33JA
SHT 18
B-5
1 2
11BCF1
72FNR SHT 16
B-7
36PB
TB28-W
36
71BC
71BC
52PBO
52PBO
TB28-V
72FNR SHT 18
A-3
SHT 25
B-4
SHT 25
A-6
712IM
TB40-R
SHT 12
D-3
SHT 18
A-8
33JB
IM2-i
TB26-G
52B SHT 18
B-5
0
NC
NO COM
31IML RB9-K2
11 22
33 34TL SHT 11
D-5
TB37-K
RB7-K5
44R
712BL
33JA
33JB
IM2-E
IM2-F
IM2-D
90MMT
90MMR
90MMG
SHLD27
TB33-B
TB33-C
TB33-A
TB33-D
GE MOD MINING
SERIAL PORT
SEE SHT 29
ZONE B-2
TB32-S
TB43-S
SHT 11 B-8
8
CN04
R45
11
CN04
12
CN04
R24
D30
D24
D63
D35
D60
D59
R23
D62
R18
D9
IM1-T
39
CN07
17 15
P262 D7
1 22
WHEN THE MODULAR
MINING HUB IS CONNECTED
TO THIS COMMUNICATION
PORT, REMOVE, INSULATE,
& TAPE BACK THIS CIRCUIT
(90MMR)
RED
BRN
RED
BRN BRN BRN
RED RED
GB31
PARK BRAKE
OFF RELAY
THIS
SHT
A-9
2
1
ISL
IM3-F
SHT 25, B-3
SHT 27, A-7
SHT 27, A-15
TB36-W 21ISL
24VIM
24VHM
11 22
D81
86
22
D82
11
24VIM
THIS SHT
A-9
TB43-C
TB21-P
TB40-X
1 2 3 4
CN07
24
24VHM
1
31ILF
R16
510
OHM
SONALERT #2
(IMFAULTS) 24VHM
2
JB4F
KEY SWITCH
POSITION
SHT 16
A-6
IM232
BUS
IM232
BUS
32V
IM
TB40-W
IM1-G
SHT 11
C-5
32VIM
SERVICE BRAKE ON
BRAKE LOCK POWER
STEERING BLEEDDOWN
PRESSURE SW
STEERING BLEEDDOWN
SOLENOID
BRAKE LOCK SOLENOID
TIMED ENGINE
DELAY SHUTDOWN
IM
W
A
RN
IN
G
LIC LUBE FAIL
DRIVE SYSTEMTEMP
DRIVE SYS CAUTION
LOW RETARD MODE
DRIVE NO PROPEL
NO PROPEL NO RETARD
24V
IM
IM1-F
24VHM THIS SHT
A-1
0
R43
CN201
31
24VIM
1
L1
1
L11
2 11 22
D72
35
CN201
24VHM 24VHM 52AL
34TL 34TL
38 SHT 16
B-7
L9
1 2
2
2
L16
1
T
CN06 CN201
16
CN201
1
24VIM
I S 52BT
GB31 BC1
IMCAN1A
9
3
9
G
A
SH
LD
A
9
3
9
Y
A
9
3
9
G
A
9
3
9
Y
A
SH
LD
A
IMCAN2B
SH
LD
7
9
3
9
Y
9
3
9
G
9
3
9
G
SH
LD
7
9
3
9
Y
1 2
LOW PROPULSION
R28
2
GB33
GB33
R42 1
2
BC2
BC2 L4
2
(LATCHED WHEN ON)
19 CN262
SHT 18
B-3
31IML
24VHM
24VHM
2
L5
1
24VIM
2
1
4
J
B
8
A
3
8
6
5
7
THIS SHT
B-1
THIS SHT
C-11
SHT 11
C-1 SHT 26
A-4
THIS SHT
D-12
THIS SHT B-10
SHT 11
D-10
11BCF
24VIM
24VIM 24VIM
24VIM GB31 1 2
THIS SHT
B-8
A
B
C
TB21-N
AGND-3
B A CN240
GB33
SHLD
1 2
1
2
2 1
2
JB4D
3 1 4
2
JB6G
3 1 4 5 6
71BC
GB31
SHT 11
D-4
1
2
3
CN730
4 CN730
38G
0
GND
72A
T
IM2-e
TB40-P
72M
AN
TB40-N
IM2-s
21ESF
TB43-C
39 39
71BC SHT 12
C-1
SHT 16 B-5
THIS SHT C-7
2 GB32 1
R50
THIS SHT A-9
SHT 11
D-10
TB38-B 44L
44L
IM1-N
5 6
SEE SHT 16
B-7
2 1 2 1
31ILF
SEE SHT 16
LOW FUEL ONE
SHOT TIMER
44L
0
R55
1
2
GB33
VCAN1A
C
B B
C
A
A
C
B
C
A
RPC
CAN
YELLOW
GREEN
A
C
B
SHLD
B
YELLOW
B
C
YELLOW
0.12K
A
B
A
C
A
C
A
AA
YELLOW
B
A
A
YELLOW
BB
SHLD
B
SHLD CCCC
B
VCAN1MM
RPC
CAN
RPC
CAN
GREEN
YELLOW
GREEN
SHLD
YELLOW
SHLD
GREEN
YELLOW
GREEN
SHLD
YELLOW YELLOW YELLOW
SHLD
GREEN
SHLD
GREEN
CN251-11
CN251-10
CN251-3
CN251-12
CN251-1
CN251-6
CN251-2
712MM
712MM
0
11M SHT 10 E-9
GB33
MODULAR MINING
TB31-B
31IM
L2
31IML2
X
CN07
31IML2
IM
MAINTENACE
Y 2
L16
1
THIS SHT
A-9
24VIM
8
CN201
7
CN201
IM1-X
THIS SHT
C-15
BC3
31ILF
D85
SERVICE BRAKE ON LT
STEERING BLEED DOWN FAULT
21S
IM2-j
21S SHT 26
A-6 START REQUEST
TB44-L
SHT 12
A-2
24VIM THIS SHT
A-9
SEE SHEET 10
+
NO NO
--
COM
PKR (OPTIONAL)
NC NC
GB10
0
2
PKCN
3 1 4
52RS1 52RS2
OPTIONAL
RETRACTABLE LADDER
PARK BRAKE REQUEST
86 85
30
87
TB27-P
SHT 20
B-3
72NEU
D69
2 1
SHT 20
A-3
79B
SHT 20
A-3
72
D70
2 1
D71
2 1
B
D
SHLD
A
SHLD7
G
C
C
A
A
B
SHT 27, C-10
C
B
C
TB31-W
A A
C
A
ENG DIAG
CONN
DIAG 4
BB
C C
YELLOW
GB12
SHLD
YELLOW
GREEN
B
YELLOW
C
A
939G -GREEN
GREEN
A
C
B
B
OP-CAB
B
GREEN
C
939Y -YELLOW
B
E
0.12K
C
A A
B
0
11L
AA
B
C
C
SHLD
F
B
A
21IM
13
CN02
8
10
9
CN05
900
901
11L
939Y -YELLOW
939G -GREEN
SHLD7
939Y -YELLOW
939G -GREEN
SHLD7
939Y -YELLOW
939G -GREEN
SHLD7
939Y -YELLOW
939G -GREEN
SHLD7
939Y -YELLOW
939G -GREEN
SHLD7
939Y -YELLOW
939G -GREEN
SHLD7
939Y -YELLOW
939G -GREEN
SHLD7
CC
A
B
C
AA
BBB
C
A
939Y -YELLOW
939G -GREEN
SHLD7
939Y -YELLOW
939G -GREEN
SHLD7
939G -GREEN
939Y -YELLOW
SHLD7
SHLD7
939G -GREEN
939Y -YELLOW
J1939
CAN
(RED)
J1939
CAN
(RED)
J1939
CAN
(RED)
0 1 2
11L
OP-CAB
31IML2
SHT 27, C-10
52PBO
XS6833-1 MARCH 10
CIRCUIT LOCATOR SHEET
830E - 1AC
A30344, A30561 & UP
SHEET 33 OF 36

NOTE:
-----
CIRCUIT NUMBERS MAY APPEAR IN
SEVERAL PLACES ON INDIVIDUAL SHEETS
0 7-32
1 2,26,28
11
2,8-10,22,2
3,25-28,32
33 11,32
36
15,16,18,3
2
38 11,16,32
39 32
42 18
44 12
46 10
47 19
47B 19
48 19
49 20,24,27
63 10,31
65 10,21
66 31
68 15
71
2,8,10,18,
19,27,32
71RB 10, 19
72 20,32
74 2,3
77 9,16,28
79 10,19
85 10,29
86 10,11,32
87 10,32
419 12
439 7,15,27,32
509 12,27
525 20
528 11,32
556 27
712
2,8,10,12,
18,19,25-2
8,32
900 27,29
901 27,29
920 7
921 7
922 7
923 7
924 27
925 27
926 27
927 7,29
928 7,29
929 7,29
930 27
+15VDC 10
0BN 18
0BS 9
0COM 4,9,10,29
0LEV 20
0LF 9
0MP 9
0MPH 9
0PWM 7
1
0RES 14
0RET 20
0RF 9
0VDC 33
10MP 9
10V 20
11A 10,18
11AC 19
11ALT 19
11B1
10,21,26,3
2
11B1A 26
11B2 26
11B5 26
11BCF 11,32
11BCF1 32
11BCG 32
11BD 10,18
11CL 10,22
11D 10,23
11DISP 10
11DL 10,23
11DR 10,23
11DSL 10,19
11E1 10
11E2 10
11E3 10
11E4 10
11ER 10,21
11F 10,22
11FS 10,21
11GL
2,8,10,25,
28
11GP 10,25
11H 18
11HDL 16
11HL 10,23
11HR 10,23
11HS 18
11IM2 10
11INT 10,32
11KS 8,10,25
11L
10,16,19,2
2,23
11LF 23
11M 10,29
11ORS 10,30
11PL 26
11POR 30
11RB 16
11RCNT 10,30
11S
10,25,27,2
8
11SL 7,10,18
11SM1 26,32
11SM2 26,32
11SOL 26
11ST 9,26
11T 10,22
11Z 10,22
12B1 10,26,32
71J 2,3
71LS
10,11,16,2
8
71OS 10,25
71P
10,12,14,2
0,28,29
71SS 10,20,32
71TCI 2
71VHM 10,29
72A 19
72AT 32
72AUT 8
72CPU 8,27
72E 7
72ES 27
72FB 7
72FD 8,18
72FNR 18,32
72IP 28
72LP 14,32
72LP1 14
72MAN 32
72MT 16
72NEU 20,32
72NR 14
72NR1 14
72PR 14
72PR1 14
72PS 6,7
72PWM 6,7
72RQ 14
72S1 8
72S2 8
72S3 8
72S4 8
72S5 8
72S6 8
72S7 26
72SBT 14
72SDR 8,30
73DS 20,29
73LS 28
73LSL 28
73MS 28
73MSL 28
73S 27,32
74AA 2,3
74C 10
74D 2,3
74N 20
74SPD 30
74SPD2 30
74X 3,16
74X1K 27
74XA 8
74XS 8
74Z 3,16
74ZA 19
74ZB 12
756P 13,32
756P1 13
75A1 9,14
75A2 14
75IOF 18,25
75LE 14,24
75NP 13,32
75NP1 13
76LR 14,32
76LR1 14
77A 9,16,28
77B 3
77C 3
77DN 3
77DP 3
77E 16,28,32
77F 16,28,32
77G 3
77P 3,10
77S1 14
77S2 14
78BP 9
78BS 9
78MP 9
79A 10,19
79B 20,32
79RD 8,18
79V 11
79W 13,32
79W1 13
7HMWU 29
7NR/0 7
908M 7
90CAG 29
90CAR 29
90CAT 29
90DIG 9,29
90DIR 9,29
90DIT 9,29
90DR 27,29
90DT 27,29
90IMG 29,32
90IMR 29,32
90IMT 29,32
90MMG 9,28,29,32
90MMR 9,28,29,32
90MMT 9,28,29,32
90OCG 29
90OCR 29
90OCT 29
90SPG 9,29
90SPR 9,29
90SPT 9,29
90TCG 29
90TCR 29
90TCT 29
90VHG 29
90VHR 29
90VHT 29
916M 27
939G 7,28,29,32
939GA 29,32
67T 21
68A 15
68BSR 15
68ES 10,15
68LLP 15
68LLP1 15,32
68LS 15
68P 15
68SR 15
68T 15
69M 16
712A 10,15
712BL 18,32
712DT 25
712E 10,16,19
712FD 18
712G 10,16
712GE 8
712H 10,15
712IM 8,10,25,32
712K 8,10,25
712L 10,15
712M 25,32
712MM 10,29
712P
10,11,16,2
1
712PL 10,28,32
712R 7,10
712RD 18
712S 10,18
712S1 28
712SB 12
712SF 10
712SP 7
712T 10,31
712T1 31
714A 3
714B 3
714DN 3
714DP 3
714G 3
714P 3,10
71BC
10,12,18,3
2
71BD 10,18
71BK 18
71BL 18
71BML 18
71BN 18
71CK 8,10,21,26
71CN1 4,8
71CN2 8
71CNCK 8
71F 12,28
71GE 2,8,10,19
71GG 4
71GH 4
71H 20
71IM 10,32
45L1 22
45L2 22,26
45LL 22
45R 22,31
45R1 22,26
45R2 22
45RL 22
46L 22
46R 22
47B 10,19
47L 13,19
47S 19
48A 19
48B 19
48C 19
48F 23
49B 24
509MA
12,26,27,3
2
510E 27
510E2 8
51A 11
528A 24,27
52A 32
52AL 32
52B 11,18,32
52B1 18
52BT 16,32
52C 20,26,32
52CS 32
52PBO 32
52R 20
52RS1 32
52RS2 32
531SC 27
53H 15
5EFQ 27
5VDC 10
5VDI 4,9,29
5VIM 32
63L 12,28
63LR 12,28
65A 21
65C 17
65S 7,27
65SS 7
65T 7,17
66H 31
66L 31
66L1 31
66L2 31
66P 31
66S 31
66T1 31
67C 10,21
67L 21
67M 21
67P 10,21
67R 10,21
67S 21
12F 11,13
12F4 11
12H 10,17
12M 10-16,25
12M10 16
12M11 25
12M8 15
12MD
11-14,20,2
4,32
12MD3 11
12MD6 12
12MD7 12
12V 10,21
12VREG 10
15LRW 10
15LWS 9,10
15PV 10,20
15RRW 10
15RWS 9,10
15SLW 9
15SRW 9
15V 10
-15VD 4,9,29
15VDI 4,9,10,29
15VL 10
18VIM 32
21A 10,26
21B 26
21B2 26
21B3 8,26
21BSR 32
21C 26
21ESF 32
21GE 26
21IM 10,26,32
21ISL 25-27,32
21PT 10,26,32
21S
10,25,26,3
2
21SFL 32
21SL 32
22C 17
22FO 27
23D 10,27
23F 27
23L 25
23LI 25
24FC 27
24LS 11
24VDC 26
24VHD 32
24VHM 16,32
24VHM1 32
24VIM
10,11,16,2
6,32
25A 26
25B 26
28E 7
28EC 7,27
31A 11
31CB 11
31CL 11
31ILF 16
31IML 11,32
31IML1 32
31IMS 24,29
31ISA 11
31MT 12
31MTR 12
31PS 16
31R 13
31RR 13,20
31T 11
31TS 16
32VIM 11,32
33A 11
33BD 18
33BP 11
33BPS 32
33ES1 8,30,32
33ES2 8,30,32
33F 11
33F1 11
33H 11,15,25
33HP1 32
33HP2 32
33IM 32
33J 18
33JA 18,32
33JB 18,32
33K 11
33KL 11,32
33KM 32
33L 11
33LB 14
33LF 9
33LS 11
33RF 9
33RR 20
33RS 20
33SBA 14
33SP 32
33T 11
34AT 32
34BT 32
34INT 32
34L 11
34LL 11,32
34T 11
34TG 14
34TL 32
34TW 13,32
34TW1 13
35L11 28
35L12 28
35L2 28,29
35L3 28,29
35L4 28,29
35L8 28,29
35L9 28,29
36BL 18
36LL 15
36PB 32
38G 32
38L 11
38V 16,32
39A 28
39AA 28
39B 28
39BA 28
39BP 11
39C 28
39CA 28
39F 28
39FA 28
39FB 28
39FC 28
39FD 28
39FE 28
39FG 28
39G 10,28
39H 18,28
39HP 11
39HP1 11
39HP2 11
39J 10,28
39L 11,32
419I 12,27
419M 12,27
41H 23,31
41HID 16
41HL 23
41HR 23
41L 10,23,31
41LHD 16
41LL 23
41LR 23
41T 10,12,22
41TL 23
41TS 10,21-24
422GB 29
422GC 29
422GD 29
422GE 29
42A 18
42B 18
42PML 19
42PMS 19
42SL 18
439E
8,10,12,27
,28
439L 12
439T 12
44A 10,12
44C 19
44D 10,19
44L 12,32
44LA 12
44R 12,32
45L 22,31
939GB 28,29
939Y 7,28,29,32
939YA 29,32
939YB 28,29
952M/0 27
AA8 13
AC3 13
AMBTMPN 9,20
AMBTMPP 9,20
AMBTMPSHLD 9,20
LFNEG 21
LFPOS 21
LRNEG 21
LRPOS 21
RFNEG 21
RFPOS 21
RRNEG 21
RRPOS 21
SE1 29
SE2 29
SE3 29
SE4 29
SE5 29
SE6 29
XS6834-0 NOV 08
COMPONENT LOCATOR SHEET
830E - 1AC
A30344, A30561 & UP
SHEET 34 OF 36

1

COMPONENT SHEET
--------- ------
AID MODULE 11,12,13
ALTERNATOR, BATTERY CHARGING 26
ALTERNATOR, PROPULSION 16
BATTERY, CONTROL 9
BATTERY, ENGINE CRANKING 9
BATTERIES, START 26,33
CB 13 - CLEARANCE LIGHTS (RB1) 10,22
CB 14 - TURN SIGNAL FLASHER 10,22
CB 15 - TAIL LIGHTS (RB1) 10,22
CB 16 - RETARD LIGHTS (RB3) 10,19
CB 17 - MANUAL BACK-UP LTS (RB3) 10,19
CB 18 - STOP LIGHTS (RB3) 10,12
CB 19 - BACKUP LTS & HORN (RB3) 10,19
CB 20 - PARK BRAKE FAILURE (RB4) 10,27
CB 21 - SERV. LTS, HORN BTN. (RB4) 10,18
CB 22 - ENGINE CONTROL POWER (RB4) 10,27
CB 23 - HDLIGHTS LFT LO BEAM(RB5) 10,23
CB 24 - HDLIGHTS RT LO BEAM (RB5) 10,23
CB 25 - HDLIGHTS LFT HI BEAM(RB5) 10,23
CB 26 - HDLIGHTS RT HI BEAM(RB5) 10,23
CB 27 - HDLIGHTS & DASH LTS (RB5) 10,23
CB 60 - 12V POWER 26
CONVERTER, 24VDC TO 12VDC 10,21,26
DIODE BOARD 1 (DB1) 7,11,12,
DIODES, STARTER ISOLATOR (SID-1) 26,33
D.I.D. PANEL 9,29
ENGINE ECU - FAN CLUTCH SIGNAL 17
ENGINE ECU - CUMMINS 7
ENGINE INTERFACE MODULE 7
FUEL TANK 32
FUSE 300A, PRE LUBE PUMP 26
FUSE-FB1-1 15A, A/C HTR BLOW MOTOR 10
FUSE-FB1-2 15A, WINDSHLD WASH/WIPE 10
FUSE-FB1-3 5A, ELECTRONIC DASH PANEL 10
FUSE-FB1-4 10A, CAB KEY POWER 10
FUSE-FB1-5 10A, HOIST SOLENOID 10
FUSE-FB1-6 15A, TURN/CLEAR LIGHTS 10
FUSE-FB1-7 10A, ENGINE OPTIONS 10
FUSE-FB1-8 10A, AID & INDIC. LTS 10
FUSE-FB1-9 10A, ENG START FAIL. 10
FUSE-FB1-10 10A, ENG. SHUTTERS 10
FUSE-FB1-11 10A, DOME LIGHT SW. 10
FUSE-FB1-13 20A, COMMRADIO 10
FUSE-FB1-14 10A, ENTRTNMNT, RADIO MEM 10
FUSE-FB1-17 15A, KEY SWITCH SUPPLY 10,25
FUSE-FB1-18 5A, PLMIII POWER 10,28
FUSE-FB1-19 5A, PLMIII POWER 10,28
FUSE-FB2-1 15A, SERVICE LIGHTS 10
FUSE-FB2-2 15A, DOME,FOG,LADDER LTS 10
FUSE-FB2-3 15A, HAZARD LIGHTS 10
FUSE-FB2-4 10A, INTERFACE MODULE 10,32
FUSE-FB2-5 10A, ORBCOM/VHMS POWER 10
FUSE-FB2-6 20A, MMHUB POWER 10,29
FUSE-FB2-7 15A, ORBCOM/VHMS BATTERY 10
FUSE-FB2-8 10A, INTERFACE MODULE PWR 10,32
FUSE-FB2-9 15A, OIL RESERVE PUMP 10
FUSE-FB2-10 15A, RESERVE CTRL MODULE 10
FUSE-FB2-11 20A, BLEEDDOWN PWR SUPPLY 10
FUSE-FB2-12 10A, ENG LOAD CNTRL PWR 10
FUSE-FB2-13 10A, KEYSWITCH POWER 8,10,25
FUSE-FB2-17 20A, ENGINE ECMPOWER 10
FUSE-FB2-21 20A, LADDER LIGHTS 10
FUSE-FB2-22 20A, COMRADIO 24VDC 10
FUSE-FB2-23 5A, FIRE SUPPRESSION 10
FUSE-FB3-1 15A, CAB DRIVE SYS. PWR 10
FUSE-FB3-2 10A, AUTO LUBE TIMER 10,15
FUSE-FB3-3 15A, GE PWR INTERFACE MOD 10,32
FUSE-FB3-4 20A, OP-CAB SEAT POWER 10
FUSE-FB3-17 10A, 12V POWER PLUGS 10,21
FUSE-FB3-18 20A, R.H. WINDOW 10,21
FUSE-FB3-19 20A, L.H. WINDOW 10,21
FUSE-FB4-1 10A, BRAKE CIRCUITS 10,32
FUSE-FB4-2 5A, PLM III 10
FUSE-FB4-3 5A, INTERFACE MODULE 10,32
FUSE-FB4-4 10A, VHMS MODULE 10
FUSE-FB4-5 5A, MMHUB POWER 10,29
FUSE-FB4-6 5A, DISP MODULE 10
FUSE-FB4-7 10A, BLEEDDOWN POWER 10
FUSE-FB4-8 10A, LIGHTED SW POWER 10
FUSE-FB4-9 1A, DIRECT SEL. SW. 10,32
FUSE-FB4-10 10A, HEADLIGHT CONTROL SW 10
FUSE-FB4-17 5A, GAUGE VOLTAGE 10
FUSE-FB4-18 15A,PEDAL VOLTAGE 10
COMPONENT SHEET
--------- ------
GAUGE, BRAKE HYD. TEMPERATURE 32
GAUGE, FUEL 16,32
GAUGE, HOURMETER 16
GAUGE, OIL PRESSURE 16
GAUGE, WATER TEMPERATURE 16
GOIC- OPERATOR DISPLAY 29
HEATER A/C SYSTEM 17
HORN BUTTON 18
HORN, FORWARD #1 18
HORN, LEFT REAR BACKUP 19
HORN, RIGHT REAR BACKUP 19
INCLINOMETER 28
INDICATOR, BATT. CHG. SYS. FAILURE 32
INDICATOR, BODY UP 12
INDICATOR, BRAKE HYD. TEMP. HIGH 32
INDICATOR, CHECK ENGINE 12
INDICATOR, CIRCUIT BREAKER TRIPPED 11
INDICATOR, DYNAMIC RETARD 12
INDICATOR, ELECTRIC SYS FAULT 11
INDICATOR, ENGINE STOP 12
INDICATOR, HYDRAULIC OIL FILTER 32
INDICATOR, IM WARNING 32
INDICATOR, LINCOLN LUBE LOW PRESSURE 15
INDICATOR, LOW ACCUMPRECHARGE 11
INDICATOR, LOW BRAKE PRESSURE 11
INDICATOR, LOW FUEL 16
INDICATOR, LOW HYDRAULIC TK LEVEL 11
INDICATOR, LOW STEERING PRESSURE 11
INDICATOR, MANUAL BACK UP LIGHTS 13
INDICATOR, PARK BRAKE 32
INDICATOR, PRESHIFT BRAKE TEST ACTIVE 14
INDICATOR, PROPUL. SYS AT REST 14
INDICATOR, PROPUL. SYS CAUTION 13
INDICATOR, PROPUL. SYS NO PROPEL 13
INDICATOR, PROPUL. SYS NO PROP/RET 13
INDICATOR, PROPUL. SYS NOT READY 14
INDICATOR, PROPUL. SYS REDUCED LVL 14
INDICATOR, PROPUL. SYS TEMP CAUTION 13
INDICATOR, RETARD AT REDUCED LEVEL 14
INDICATOR, RETARD SPEED CONTROL 13
INDICATOR, SERVICE BRAKE 12
INDICATOR, STARTER FAILURE 32
INDICATOR, TIMED ENGINE SHUTDOWN 25
INTERFACE MODULE 25,29,32
LIGHT, AIR RESTRICTION GAUGE 24
LIGHT, BRAKE HYD. TEMP. GAUGE 24
LIGHT, CAB DOME 23
LIGHT, DIGITAL TACHOMETER 24
LIGHT, DOME 1-5 10,15
LIGHT, DYNAMIC RETARD (OPT) 19
LIGHT, ENGINE MAINTENANCE 24
LIGHT, FUEL GAUGE 24
LIGHT, HIGH BEAMINDICATING 23
LIGHT, INTERFACE MODULE DOWNLOADING 24
LIGHT, LEFT DECK 19
LIGHT, LEFT DECK BACK UP 19
LIGHT, LEFT DIAGONAL LADDER 19
LIGHT, LEFT ENGINE SERVICE #1 18
LIGHT, LEFT ENGINE SERVICE #2 18
LIGHT, LEFT FRONT FOG 23
LIGHT, LEFT FRONT TURN/CLEARANCE 22
LIGHT, LEFT HIGH BEAM 23
LIGHT, LEFT HI-MTD HIGH BEAM 23
LIGHT, LEFT HI-MTD LOW BEAM 23
LIGHT, LEFT HYDRAULIC CABINET 18
LIGHT, LEFT LOW BEAM 23
LIGHT, LEFT REAR BACK UP 19
LIGHT, LEFT REAR FOG (OPT) 23
LIGHT, LEFT REAR RETARD 19
LIGHT, LEFT REAR TURN/CLEARANCE 22
LIGHT, LEFT TAIL/STOP 12
LIGHT, LEFT TURN INDICATING 22
LIGHT, LINK ENERGIZED 24
LIGHT, OIL PRESSURE GAUGE 24
LIGHT, RIGHT DECK (OPT) 19
LIGHT, RIGHT DECK BACK UP 19
LIGHT, RIGHT DIAGONAL LADDER (OPT) 19
LIGHT, RIGHT ENGINE SERVICE #1 18
LIGHT, RIGHT ENGINE SERVICE #2 18
LIGHT, RIGHT FRONT FOG 23
LIGHT, RIGHT FRONT TURN/CLEAR 22
LIGHT, RIGHT HIGH BEAM 23
LIGHT, RIGHT HI-MTD HIGH BEAM 23
LIGHT, RIGHT HI-MTD LOW BEAM 23
LIGHT, RIGHT HYDRAULIC CABINET 18
LIGHT, RIGHT LOW BEAM 23
LIGHT, RIGHT REAR BACK UP 19
COMPONENT SHEET
--------- ------
LIGHT, RIGHT REAR FOG (OPT) 23
LIGHT, RIGHT REAR RETARD 19
LIGHT, RIGHT REAR TURN/CLEARANCE 22
LIGHT, RIGHT TAIL/STOP 12
LIGHT, RIGHT TURN INDICATING 22
LIGHT, ROTATING BEACON (OPT) 16
LIGHT, SERVICE BRAKE (CAB ROOF) 12
LIGHT, WATER TEMPERATURE GAUGE 24
LIGHTS, LEFT DECK PAYLOAD 28
LIGHTS, RIGHT DECK PAYLOAD 28
MIRROR, HEATED LEFT FLAT (OPT) 16
MIRROR, HEATED RIGHT CONCAVE (OPT) 16
MODULAR MINING COMMUNICATION PORT 9,28,29
MODULAR MINING HUB 29
MOTOR, LEFT WINDOW 21
MOTOR, RIGHT WINDOW 21
MOTOR, STARTER #1 26
MOTOR, STARTER #2 26
MOTOR, WINDSHIELD WIPER 31
ORBCOM MODULE 29
PAYLOAD METER 3 CONTROL MODULE 10,28,29
PEDAL, ACCELERATOR 20
PEDAL, RETARD 20
POTENTIOMETER, RETARD SPEED 20
POWER PLUGS, 12V 21
PROBE, ALTERNATOR AMB. TEMP. 9,20
PUMP, CIRCULATING RESERVE OIL 30
PUMP, PRE-LUBE HI FLOW 26
PUMP, WINDSHIELD WASHER 31
RADIO 21
RB1 K1 RELAY (LEFT TURN SIGNAL) 22
RB1 K2 RELAY (RIGHT TURN SIGNAL) 22
RB1 K3 RELAY (CLEARANCE LIGHT) 22
RB1 K4 RELAY (FLASHER) 22
RB3 K1 RELAY (MANUAL BACKUP LTS) 19
RB3 K2 RELAY (STOP LIGHT) 12
RB3 K3 RELAY (RETARD LIGHT) 19
RB4 K1 RELAY (PARK BRAKE STATUS) 27
RB4 K2 RELAY (CRANK INTERLOCK) 26
RB4 K3 RELAY (HORN) 18
RB4 K4 RELAY (BODY UP INVERT) 12,28
RB5 K1 RELAY (LEFT LOW BEAMHDLT) 23
RB5 K2 RELAY (RIGHT LOW BEAMHDLT) 23
RB5 K3 RELAY (LFT HI BEAMHDLT) 23
RB5 K4 RELAY (RIGHT HI BEAMHDLT) 23
RB6 K1 RELAY (BACK UP HORN) 19
RB6 K2 RELAY (ENGINE INTERLOCK) 27
RB6 K3 RELAY (LINCOLN LUBE SOLENOID) 15
RB6 K4 RELAY (BLEEDDOWN POWER SUPPLY) 18
RB6 K5 RELAY (ETHER START) 7
RB6 K6 RELAY (FOG LIGHT) 23
RB6 K7 RELAY (LADDER LIGHT) 19
RB6 K8 RELAY (LINCLON LUBE TIMER) 15
RB7 K1 RELAY (BRAKE LOCK LIMITATION) 18
RB7 K5 RELAY (IMWARNING) 32
RB7 K6 RELAY (TIMED ENGINE SHUTDOWN LT) 25
RB7 K8 RELAY (TIMED ENGINE SHUTDOWN) 10,25
RB8 K1 RELAY (TCI-70%) 28
RB8 K2 RELAY (TCI-100%) 28
RB8 K3 RELAY (A/C SHUTTER CONTROL) 7
RB8 K4 RELAY (PLM3 LIGHTS) 28
RB8 K5 RELAY (SCHUTTER CONTROL) 7
RB8 K6 RELAY (PLM3 RED LIGHTS) 28
RB8 K7 RELAY (PLM3 AMBER LIGHTS) 28
RB8 K8 RELAY (PLM3 GREEN LIGHTS) 28
RB9 K1 RELAY (START CIRCUIT) 10,26
RB9 K2 RELAY (AUTO BRAKE APPLY POWER) 32
RB9 K3 RELAY (LOW STEERING PRESS. PWR) 11
RB9 K4 RELAY (PARK BRAKE OFF) 32
RB9 K5 RELAY (KEYSW START ACTIVATION) 8
RB9 K6 RELAY (LOW STEERING PRESS. GND) 11
RELAY, BRAKE WARNING 11
RELAY, CONTROL POWER (CPR) 10
RELAY, ENGINE START 26
RELAY, GENERATOR FIELD (GFR) 10
RELAY, GROUND LEVEL POWER 8,10,25,28
RELAY, KEYSWITCH POWER 8,10,25
RELAY, KONTROL POWER (KPR) 2,8,10
RELAY, MAITAIN PRE-LUBE RUN 26
RELAY, RADIO 21
RELAY, WIPER (HI) 31
RELAY, WIPER (LO) 31
COMPONENT SHEET
--------- ------
SWITCH, HOIST FILTER PRESSURE #1 11
SWITCH, HOIST FILTER PRESSURE #2 11
SWITCH, KEY 8,10,25
SWITCH, LADDER LIGHTS GROUND LEVEL 19
SWITCH, LADDER LIGHTS OP-CAB 19
SWITCH, LAMP TEST 11
SWITCH, LEFT WINDOW 21
SWITCH, LINC. LUBE LOW LEVEL (OPT) 15
SWITCH, LINCOLN LUBE PRESSURE 15
SWITCH, LOW BRAKE PRESSURE 11
SWITCH, LOW ACCUM. PRE-CHARGE #1 11
SWITCH, LOW ACCUM. PRE-CHARGE #2 11
SWITCH, LOW STEERING PRESSURE 11
SWITCH, MANUAL BACK UP LIGHT 19
SWITCH, PARK BRAKE PRESSURE 32
SWITCH, PLM CONTROL 28
SWITCH, PRE-LUBE PRESSURE 26
SWITCH, PRESHIFT BRAKE TEST 14
SWITCH, PRESSURE (2500 psi) 15
SWITCH, RESERVE OIL PRESSURE 30
SWITCH, RESET REQUEST 14
SWITCH, RETARD SPEED CONTROL 20
SWITCH, RIGHT WINDOW 21
SWITCH, ROTATING BEACON (OPT) 16
SWITCH, SECONDARY ENGINE SHUTDOWN 27
SWITCH, SERVICE BRAKE DEGRADE PRESS. 11
SWITCH, SERVICE BRAKE PRESSURE 12
SWITCH, START BATTERY DISCONNECT 26
SWITCH, STEERING FILTER PRESS. 11
SWITCH, STEERING ACCUM. PRESS. 18
SWITCH, SYSTEMBATTERY DISCONNECT 26,28
SWITCH, TURN SIGNAL COMBO 31
SWITCH, WINDSHLD WASH/WIPE COMBO 31
TACHOMETER 16
TIMER, AXLE SERVICE LIGHT 19
TIMER, ENGINE SERVICE LIGHT 18
TIMER, HYDRAULIC PUMP LIGHT 19
TIMER, LINCOLN LUBE 15
TIMER, PRE-LUBE 26
TIMER, STEERING BLEED DOWN 18
TIMER, TURN SIGNAL FLASHER 22
TIMER, WINDSHLD WASH/WIPE 31
TIMER, WINDSHLD WIPER DELAY MODULE 31
VHMS MODULE 29
COMPONENT SHEET
--------- ------
RELAY, 12V POWER (AUX-BOX) 10,21
RELAY BOARD 1 10,11,22
RELAY BOARD 3 10-12,19
RELAY BOARD 4 10-12,18
26,27,28
RELAY BOARD 5 10,11,23
RELAY BOARD 8 28
RHEOSTAT, DASH LIGHT 24
RHEOSTAT, PANEL DIMMER 14
SCOREBOARD, LEFT PLM3 28
SCOREBOARD, RIGHT PLM3 28
SENDER, ENGINE TEMPERATURE 16
SENDER, FUEL LEVEL 16
SENDER, OIL PRESSURE 16
SENSOR, AMBIENT AIR TEMP 32
SENSOR, BAROMETRIC PRESSURE 9
SENSOR, HOIST PUMP #1 PRESSURE 32
SENSOR, HOIST PUMP #2 PRESSURE 32
SENSOR, HYD. LEVEL 11
SENSOR, HYD. TANK TEMP 32
SENSOR, LEFT FRONT SUSPENSION PRESS. 28
SENSOR, LEFT FRONT WHEEL SPEED 9
SENSOR, LEFT REAR SUSPENSION PRESS. 28
SENSOR, RESERVE OIL LEVEL 30
SENSOR, RIGHT FRONT SUSPENSION PRESS. 28
SENSOR, RIGHT FRONT WHEEL SPEED 9
SENSOR, RIGHT REAR SUSPENSION PRESS. 28
SENSOR, SERVICE BRAKE PRESSURE 32
SENSOR, STEERING PRESSURE 32
SOLENOID, A/C COMPRESSOR 17
SOLENOID, AUTO BRAKE APPLY 32
SOLENOID, BRAKE LOCK 18
SOLENOID, ETHER START 7
SOLENOID, HOIST LIMIT 15
SOLENOID, LUBE PUMP 15
SOLENOID, PARK BRAKE 32
SOLENOID, SHUTTER CONTROL 7
SOLENOID, STEERING ACCUM. BLEEDDOWN 18
SONALERT, #1 (CAB OVERHEAD) 11
SONALERT, #2 (IM FAULTS) 32
SPEAKER, RADIO LEFT FRONT 21
SPEAKER, RADIO LEFT REAR 21
SPEAKER, RADIO RIGHT FRONT 21
SPEAKER, RADIO RIGHT REAR 21
SPEEDOMETER 16,28
STEERING BLEED DOWN IC CHIP 18
SWITCH, A/C RECEIVER/DRIER PRESSURE 17
SWITCH, AXLE SERVICE LIGHT 19
SWITCH, BLOWER PRESSURE 14
SWITCH, BODY UP 12,28
SWITCH, BODY UP OVERRRIDE 20
SWITCH, BRAKE LOCK 18,28
SWITCH, COOLANT LEVEL 27
SWITCH, DATA STORE 20,29
SWITCH, DIMMER COMBO 31
SWITCH, DIRECT SELECTOR 20,32
SWITCH, DOME LIGHT (AUX-BOX) 10,15
SWITCH, ENGINE LEFT SERVICE LIGHT 18
SWITCH, ENGINE OIL PRESSURE 26
SWITCH, ENGINE RIGHT SERVICE LIGHT 18
SWITCH, ENGINE RUN OIL PRESSURE 16
SWITCH, FOG LIGHT 23
SWITCH, GROUND LEVEL SHUTDOWN 2,8,10
25,28
SWITCH, HAZARD LIGHT 22
SWITCH, HEADLIGHT 23
SWITCH, HEATED MIRROR 16
SWITCH, HOIST LIMIT 15
SWITCH, HYDRAULIC PUMP LIGHT 19
XS6835-0 JUNE 08
HOT START (OPTIONAL)
830E - 1AC
A30344, A30561 & UP
SHEET 35 OF 36

A
B
C
A
B
C
86
A
B
C
87
3
0
HOT START JUNCTION BOX
86
A
B
C
THERMOSTAT
86
87
85
0
POWER
600W/EACH
THERMOSTAT
ON @ 60 F
OFF @ 80 F
THERMOSTAT
86
N/C
A
B
C
HTR LF
POWER
600W/EACH
THERMOSTAT
ON @ 60 F
OFF @ 80 F
86
A
B
C
86
HTR
87
COOLANT WATER HEATERS
87
LEFT COOLANT HEATER
86
0
90
0
0
0
A
B
C
90
86
1
86
FRONT OF VEHICLE
2
HTRA
0
4
HTR RT
THERMOSTAT
90
0
HTRB
A
B
C
0
RIGHT COOLANT HEATER
90
0
POWER
2500W/EACH
THERMOSTAT
ON @ 100 F
OFF @ 120 F
0
86
HTR RT
86
86
87
0
87
87
90
PARALLEL
JUNCTION
BLOCK
SUPPLY POWER:
SINGLE PHASE 240VAC
FULL LOAD AMPS 35
MATING PLUG: PB1642
A
B
C
THERMOSTAT
PARALLEL
JUNCTION
BLOCK
86
87
86
0
90
87
ENGINE OIL HEATER
HTR LF
HYDRAULIC OIL HEATER
86
87
90
90
THERMOSTAT
87
86
POWER
600W/EACH
THERMOSTAT
ON @ 60 F
OFF @ 80 F
SERIES
JUNCTION
BLOCK
POWER RECEPTACLE ON FRONT LH
88
0
OPTIONAL RESERVE ENGINE OIL HEATER
87
0
A
B
C
0
XS6836-0 OCT 10
830E - 1AC
A30344, A30561 & UP
SHEET 36 OF 36
CAMERA SYSTEM - OPTIONAL
CAB
DIRECTIONAL
SELECTOR SWITCH
REVERSE SIGNAL
SHT 20, A-4
(GREY)
EXTRA OPTION
45RA
LEFT
DECK
POWER +24 V
8
(BLUE)
3
4
79B
RIGHT
DECK
6
GROUND
77E
5
REAR
AXLE
2
CAMERA SYSTEM
MONITOR DISPLAY
(OPTIONAL)
CAMERA
3
TURN SIGNAL
LEFT HAND
SHT 31, C-6
(BROWN)
6
86A
1
(WHITE)
CAMERA 2 SELECT
MON
C1
(YELLOW)
79R
45LA
CAMERA
1
CAMERA 4 SELECT
45L
CAMERA
2
C2
TB10-J
7
TURN SIGNAL
RIGHT HAND
SHT 31, C-6
+24V
SHT 16
C-1
CAMERA 1 SELECT
C3
CAMERA SYSTEM
VIDEO SWITCHER
(OPTIONAL)
CAMERA
4
0
(RED)
CAMERA SYSTEM
VIDEO CAMERA
(OPT)
TB10-M
CAMERA 3 SELECT
TB10-A
(WHITE / YELLOW)
45R
FRONT
HOOD
6
1
3
J9
A B
C
GREEN
YELLOW
GB10
CAMERA SELECT SWITCH
(OPTIONAL)
0
0
2
0
86A
5
D
4
KOMATSU
CAMERA CONTROLLER
(OPTIONAL)
12
1
6
2
3
4
11
10
8
9
24V PWR
(-)SPD
SGN
(+)SPD
SGN
GND
7
SPEEDOMETER
SHT 16, B-4
77F
0
0
GENERAL NTOES
1. CAMERA DISPLAY SELECT FUNCTIONALITY TYP 4 CAMERAS:
+24V = COMMAND FOR SELECTION OF CAMERA
0V = NON COMMANDED
2. DISPLAY LOGIC INPUTS
1 = COMMAND,
0 = NO COMMAND,
X = EITHER 1 OR 0 )
3. KOMATSU CAMERA CONTROLLER FUNCTIONALITY
A. DIRECTIONAL SELECTOR SWITCH IN PARK,
NEUTRAL OR FORWARD AND MOVING LESS THAN
5 MPH,
RESULTS WITH FRONT HOOD CAMERA COMMAND.
B. DIRECTIONAL SELECTOR SWITCH IN FORWARD
(NOT REVERSE) AND MOVING GREATER THAN 5 MPH
RESULTS IN MONITOR IN STAND BY MODE.
C. LEFT TURN SIGNAL SWITCH ACTUATION AND
MOVING LESS THAN 5 MPH
RESULTS WITH LEFT DECK CAMERA COMMAND.
D. RIGHT TURN SIGNAL SWITCH ACTUATION AND
MOVING LESS THAN 5 MPH
RESULTS WITH RIGHT DECK CAMERA COMMAND.
E. DIRECTIONAL SELECTOR SWITCH IN REVERSE
(NOT SPEED CONTROLLED),
RESULTS WITH REAR AXLE CAMERA COMMAND.
F. CAMERA SELECT SW PLACED IN TOP POSITION
MOMENTARILY - REAR CAMERA SELECT
(NOT SPEED CONTROLLED),
RESULTS WITH REAR AXLE CAMERA COMMAND
FOR 15 SECONDS.
G. SEE NOTE 2. FOR DISPLAY LOGIC INPUTS
FOR CORRESPONDING COMMAND RESULTS.

CAMERA SYSTEMSELECT LOGIC INPUTS
1 2 3 4 DISPLAY
0 0 0 0 BLANK
1 0 0 0 CAMERA 1
X 1 0 0 CAMERA 2
X X 1 0 CAMERA 3
X X X 1 CAMERA 4
77E
77F
26
24
25
5
4
79B
CN03
CN075
CN03
72FC
86A
SHLD
77E
77F
72FC
45RA
45LA
7 5
CN652
79RC
79R 79B
79RC
CAM4
MANUAL
45L
45R
REVERSE SIGNAL
TO GE CONTROL
SHT 20, A-3
86A
RIGHT
TURN
LEFT
TURN
REVERSE
CN650
J9
J9
CAM1
CAM2
CAM3
CAM4
CAMERA SWITCH OPERATION - PC3206
TOGGLE
POSITION
SWITCH
FUNCTION
CONTACT
CLOSURE
CAMERA
FUNCTION
TOP DOWN MOMENTARY 2-3 AND 5-6 REAR CAMERA
(MOMENTARY)
MIDDLE CONSTANT 2-3 AND 5-4 CAMERA ON
BOTTOMDOWN CONSTANT 2-1 AND 5-4 CAMERA OFF
71LS
CN653 CN653
CN652
CN651
CN651
CN651
CN651
CN651
11
10
8
9
7
CN651
12
CN651
6
CN651
1
71LS
CN651
2
S1
S2
S3
S4
S5
S6
86A
79RC
0
TO
TRUCK SPEED
FREQENCY SIGNAL
FROMGE CONTROL
SHT 16, B-3
(-)
(+)
CAMERA SYSTEM
VIDEO CAMERA
(OPT)
CAMERA SYSTEM
VIDEO CAMERA
(OPT)
CAMERA SYSTEM
VIDEO CAMERA
(OPT)

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Komatsu America Corp.

2300 N.E. Adams Street Peoria, IL 61639 Phone: 309-672-7577 Fax: 309-672-7072
Copyright 2011 Komatsu
Printed in USA

Shop Manual 830e - 1 Ac

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CEBM024800

or other similar products, on

II suspensions are hydro-pneumatic

II suspension cylinder requires only

II suspensions are equipped

II Oiling and Charging Procedure.

II repair information and instructions not

suspension oil (see Oil Specification

II suspensions are hydro-pneumatic

II suspension cylinder requires only

II suspension weighs approx-

II suspensions on Komatsu Electric Drive

II suspensions to produce a comfortable

II suspensions are charged with

Oil (See Specifications Chart)

II suspensions are charged with

Charging Kit and a bottle of

suspensions are now ready for

Oil (with 6% friction modifier). Fill

II suspensions. Charging of these

Charging Kit and a bottle of

suspensions are now ready for

271 to threads of cap screw (6).

Komatsu America Corp.

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