Shop Manual HD785-5 CEBD013800

CEBM013800
Shop
Manual
LC
DUMP TRUCK
SERIAL NUMBERS
A10316 & UP
NOTES:
Unsafe use of this machine may cause serious injury or death. Operators and maintenance
personnel must read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by
all personnel who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or
disclosed except in accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The
Company reserves the right to make changes or add improvements at any time without incurring any
obligation to install such changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication.
Customers should contact their local Komatsu distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle

components contain or emit chemicals known to the State of California to
cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer
and birth defects or other reproductive harm. Wash hands after handling.
NOTES
FOREWORD
This manual is written for use by the service technician and is designed to help the technician become fully knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance personnel
should read and understand the materials in this manual before performing maintenance and/or operational checks
on the truck. All safety notices, warnings and cautions should be understood and followed when performing repairs
on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major
serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator
group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire
mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed
repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict
a specific model.
This manual shows dimensioning of U.S. standard and metric (SI) units throughout, and all references to "Right",
"Left", "Front", or "Rear" are made with respect to the operator's normal seated position, unless specifically stated
otherwise.
Standard torque requirements are shown in torque charts in the general information section and individual torques
are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque. All torque specifications have
10% tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame upright in front of the left side front wheel and
designates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W.
(Gross Vehicle Weight) rating.
The Product Identification Number (vehicle serial number) contains information which will identify the original manufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service
parts and/or warranty consideration.
The Gross Vehicle Weight (GVW) is what determines the load on the drivetrain, frame, tires, and other components. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight
(GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload.
To determine allowable payload: Ensure the dump body is empty, all lubricants (including fuel) are at the proper
level. All accessories that will be used (body liners, tailgates, etc.) should be in place on the truck. When the truck
is in its operating condition, it can now be weighed. Record this value and subtract from the GVW rating. The
remainder 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.
!CAUTION! Exceeding the allowable payload will reduce expected life of truck components.
A00024 06/04
Introduction
A-1
This ALERT symbol is used with the signal words,

DANGER, WARNING, and CAUTION in this manual to alert the reader to hazards arising from improper
operating and maintenance practices.
DANGER identifies a specific potential hazard WHICH WILL

RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
WARNING identifies a specific potential hazard WHICH

MAY RESULT IN EITHER INJURY OR DEATH if proper precautions are not taken.
CAUTION is used for general reminders of proper safety

practices OR to direct the readers attention to avoid unsafe
or improper practices which may result in damage to the
A-2
Introduction
06/04 A00024
TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F
DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
SUSPENSIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
AIR SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00024 06/04
Introduction
A-3
KOMATSU HD785-5LC DUMP TRUCK
A-4
Introduction
06/04 A00024
SECTION A
GENERAL INFORMATION
INDEX
MAJOR COMPONENTS AND SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
STANDARD CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STANDARD VALUE TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
A01004 05/04
Index
A1-1
NOTES
A1-2
Index
05/04 A01004
MAJOR COMPONENTS AND SPECIFICATIONS

ENGINE
POWER STEERING
The KOMATSU HD785-5LC Truck is powered by a

Komatsu SAA12V140ZE-2 diesel engine.
The HD785-5 is equipped with full hydraulic power

steering. The system includes an electric motor
driven pump which automatically provides emergency power if the steering pump hydraulic flow is
reduced below an established minimum.
TRANSMISSION
The TORQFLOW transmission assembly consists of
a 3-element, single-stage, two-phase torque converter driving a planetary gear, hydraulically-actuated
multiple disc clutch transmission which is force-lubricated for optimum heat dissipation.
The TORQFLOW transmission is capable of seven
(7) forward speeds and one (1) reverse gear. Automatic shifting is controlled by electronic shift control
with automatic clutch modulation in all gears.
A lockup system consisting of a wet, double-disc
clutch, is activated in F1-F7 gears for increased fuel
savings.
FINAL DRIVE ASSEMBLY

The final drive consists of a plug-in differential with
planetary wheel drives.
OPERATOR'S CAB
BRAKE SYSTEM
Depressing the brake pedal actuates front and rear
air-over-hydraulic service brakes. The front service
brakes are caliper disc type. The rear service brakes
are oil-cooled, multiple-disc brakes (acts also as
retarder).
RETARDER
The operator can manually apply the rear oil-cooled,
multiple-disc retarder brakes by moving the retarder
control lever which is mounted on the steering column. These brakes are automatically activated when
the engine speed exceeds the rated revolutions of
the shift position.
SUSPENSION
The Operator's Cab is spacious and comfortable with

wide windows all around for excellent visibility. All
pedals, controls and instruments are arranged for
maximum efficiency and ease of operation.
Hydro-pneumatic suspension cylinders are used at

each wheel to reduce shock and provide riding comfort for the operator and machine stability.
The electronic display/monitoring panel displays the

current status of the truck's operating systems. Audible alarms and indicator lights warn the operator of
system malfunctions.
A02051 09/00
Major Components and Specifications
A2-1
HD785 MAJOR COMPONENTS
A2-2
09/00 A02051
SPECIFICATIONS
ENGINE
SERVICE CAPACITIES
Komatsu . . . . . . . . . . . . . . . . . . . . SAA12V140ZE-2
. . . . . . . . . . . . . . . . . . . . Liters . . . . . . U.S. Gallons
Number of Cylinders . . . . . . . . . . . . . . . . . . . . . . . 12
Operating Cycle. . . . . . . . . . . . . . . . . . . . . . 4-Stroke
Engine . . . . . . . . . . . . . . 140 . . . . . . . . . . . . . . (37)

(Includes Lube Oil Filters)
Rated 807 kW (1082 SAE Brake HP) @ 2000 RPM
Cooling System . . . . . . . 228 . . . . . . . . . . . . . . (60)
Flywheel . . . 777 kW (1042 SAE HP) @ 2000 RPM
Fuel Tank . . . . . . . . . . . 1250 . . . . . . . . . . . . (330)
Max. Torque . . 4631 N.m (3415 lb-ft) @ 1400 RPM
Transmission . . . . . . . . . 125 . . . . . . . . . . . . . . (33)

And Torque Converter
TORQFLOW TRANSMISSION
Steering & Hoist System 248 . . . . . . . . . . . . (65.5)

Tank Only . . . . . . . . . . . 145 . . . . . . . . . . . . . (38.3)
Automatic Electronic Shift Control

. . . . . with Automatic Clutch Modulation In All Gears.
Brake Cooling System . . 366 . . . . . . . . . . . . . (96.6)

Tank Only . . . . . . . . . . . 248 . . . . . . . . . . . . . (65.5)
Lockup Clutch . . . . . . . . . . . . . . . Wet, Double-disc,

. . . . . . . . . . . . . . . . . . . . . . Activated in F1-F7 gears.
Final Drive Case . . . . . . . 250 . . . . . . . . . . . . . . (66)

(Differential & both planetaries)
Torque Converter . . . . . . . 3-Element, Single-stage,

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two-phase
HYDRAULIC SYSTEM
Transmission . . Planetary Gear, Multiple Disc Clutch,

. . . . . . . . . . Hydraulically Actuated, Force-lubricated
Speeds . . . . . . . . . . . . . . . 7 Forward, 1 Reverse
The steering/hoisting and retarder cooling circuits are

independent circuits. Load sensing steering system
controls the flow to the steering circuit in accordance
with demand.
Max Travel Speed . . . . . . . . . 61.9 Km/h (38.5 MPH)
Hydraulic Pumps . . . . . . . . 2-Separate Gear Pumps

Steering/Hoist Functions - Flow rated at 2000 RPM
. . . . . . . . . . . . . . . . . 636 l/min. (168 U.S. gal/min.)

Final Drive . . . . . . . . . . . . . . . . . Plug-in Differential
. . . . . . . . . . . . . . . . . . . . with Planetary Wheel Drive
Reduction Ratios:
Bevel Set . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.47:1
Planetary Final Drive . . . . . . . . . . . . . . . . . . 6.50:1
Total Reduction . . . . . . . . . . . . . . . . . . . . . 22.54:1
Retarder Cooling - Flow rated at 2000 RPM

. . . . . . . . . . . . . . . . 1001 l/min. (264 U.S. gal/min.)
Hoist Control Valve. . . . . . . . . . . . . . . . . Spool Type
Positions. . . . . . . . Raise, Hold, Float, and Lower
Hydraulic Cylinders
Hoisting . . . . . . . . . . 2-Stage Telescoping Piston
Steering . . . . . . . . . . . . . . . Double Acting Piston
Relief Valve Setting . . . . . . . 210 kg/cm2 (3,000 psi)
ELECTRIC SYSTEM
Batteries (series/parallel). . . . 4 x 12V / 200 Amp Hr.
. . . . . . . . . . . . . . . . . . . . . 1450 Cold Cranking Amps
Alternator . . . . . . . . . . . . 24 Volt, 75 Ampere Output
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt
Starter . . . . . . . . . . . . . . . . . . . . . (1) 24 Volt Electric
AIR SYSTEM
Compressor . . . .0.85 m3/min . . . . . . . . . . (30 cfm)
SERVICE BRAKES
Actuation: . . . . . . . . . . . . . . . . . . Air-Over-Hydraulic
Front . . . . . . . . . . . . . . . . . . . . Caliper Disc Brakes
Rear . . . . . . . . . . . . . . . . Oil-Cooled, Multiple-Disc
. . . . . . . . . Act as both Service and Retarder Brakes
Retarder Brakes:
Normally Applied . . . . . . . . . Manually By Operator.
Automatically Actuated. . . . . . . . . . . . . . . . . . . . . . . .
when engine speed exceeds the rated revolutions of
the shift position for the transmission.
(Service Brakes - continued on next page)
A02051 09/00
A2-3
OVERALL TRUCK DIMENSIONS
Service Brakes Continued

Parking Brake: . . . . . . . Spring-loaded, Caliper Disc
. . . . . . . . . . . . . . . . . . . . . . Actuates On Drive Shaft
Loading Height . . . . . . . . . . . . . . . . . 4.29 m (14' 1")

Minimum Clearance Height (Empty). 5.27 m (17' 3")
Emergency Brakes:
An emergency relay valve actuates the brakes automatically should air pressure in the air tank drop
below a pre-set value. Manual operation is also possible.
Overall Length . . . . . . . . . . . . . . . 10.62 m (34' 10")
STEERING
Based on SAE 2:1 Heaped . . . . . . 60 m3 (78 yds3)

(w/Komatsu SAA12V140ZE-2 Engine, 27.00R49
Tires)
Min Turning Radius . . . . . . . . . . . . . 10.5 m (34' 5")

Automatic Emergency Steering . . . . . . . Standard
Maximum Width . . . . . . . . . . . . . . . . 5.68 m (18' 7")
WEIGHT DISTRIBUTION
TIRES
EMPTY . . . . . . . . . . . Kilograms . . . . . . . Pounds
Rock Service (E-3) . . . . . . . . . . . . . . . . . . Tubeless
Front Axle . . . . . . . . . . 33 568 . . . . . . . . . 74,005
Standard . . . . . . . . . . . . . . . . . . . . 27.00R49XRBT
Rear Axle . . . . . . . . . . . 36 365 . . . . . . . . . 80,173
Rim Size. . . . . 50 cm X 124.4 cm (19.5 in. X 49 in.)
Total . . . . . . . . . . . . . . . 69 993 . . . . . . . . 154,178
. . . . . . . . . . . . . . . . . . . . . . . . .Separable Tire Rims
DUMP BODY CAPACITY (Standard)
LOADED (100 Ton PAYLOAD)
Struck . . . . . . . . . . . . . . . . . . . . 38.6 m3 (50.5 yds3)
. . . . . . . . . . . . . . . . . . Kilograms . . . . . . . Pounds
Heaped @ 2:1 (SAE) . . . . . . . . 60.1 m3 (78.7 yds3)
Front Axle . . . . . . . . . . 54 102 . . . . . . . . 119,275

Rear Axle . . . . . . . . . . . 112 366 . . . . . . . . 247,725
Total * . . . . . . . . . . . . . 166 400 . . . . . . . . 367,000
*Not to Exceed 166 400 kg (367,000 lbs.) Including Options, Fuel & Payload
OVERALL TRUCK DIMENSIONS

All dimensions shown are with 27.00-49 tires.
A2-4
09/00 A02051
SECTION A3
GENERAL SAFETY AND OPERATING INSTRUCTIONS
INDEX
GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clothing And Personal Protective Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leaving The Operator's Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Precautions When Handling At High Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Prevention Of Injury By Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Extinguisher And First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Precautions When Using ROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Precautions For Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A3-3
A3-3
A3-3
A3-3
A3-3
A3-4
A3-4
A3-4
A3-5
A3-5
A3-5
A3-5
A3-6
A3-6
PRECAUTIONS DURING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7

BEFORE STARTING ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Safety At Worksite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In Operator's Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ventilation For Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In Operator's Cab - Before Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A3-7
A3-7
A3-7
A3-7
A3-7
A3-8
OPERATING THE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8

When Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Check When Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Traveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Ensure Good Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Operate Carefully On Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Avoid Damage To Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Do Not Go Close To High-voltage Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
When Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
Working On Loose Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
When Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
Parking The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
Battery Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
Starting With Booster Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
BEFORE PERFORMING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
Warning Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
A03023
General Safety and Operating Instructions
A3-1
Proper Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13

Stopping The Engine Before Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
Securing The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Work Under The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Keep The Machine Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rules To Follow When Adding Fuel Or Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Radiator Water Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Use Of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Precautions With The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Handling High-Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Precautions With High-Pressure Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Precautions When Carrying Out Maintenance At High Temperature Or High Pressure . . . . . . .
Rotating Fan And Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Waste Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A3-14
A3-14
A3-14
A3-14
A3-14
A3-14
A3-15
A3-15
A3-15
A3-15
A3-15
A3-16
A3-16
A3-16
TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
Handling Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
Storing Tires After Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
At The Truck - Ground Level Walk Around Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting The Engine In Cold Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A3-23
A3-23
A3-24
A3-24
AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-25

MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26
LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26
HAULING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-27
RETARDER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-27
Engine Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
PASSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3- 29
DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-29
To Raise dump body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-29
To Lower Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31
BRAKE RELEASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
Release Of Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
Release Of Emergency Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
A3-2
A03023
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 regulations may
add many more to this list.
Read and follow all safety precautions. Failure to do so may result in serious injury or
death.
Safety Rules
ONLY trained and authorized personnel can operate and maintain the machine.
Follow all safety rules, precautions and instructions when operating or performing maintenance on the
machine.
When working with another operator or a person on work site traffic duty, be sure all personnel understand all
hand signals that are to be used.
Safety Features
Be sure all guards and covers are in their proper position. Have guards and covers repaired if damaged. (See
Walk-Around Inspection, Operating Instructions - Section 3)
Learn the proper use of safety features such as safety locks, safety pins, and seat belts, and use these safety
features properly.
NEVER remove any safety features. ALWAYS keep them in good operating condition.
Improper use of safety features could result in serious bodily injury or death.
Clothing And Personal Protective Items
Avoid loose clothing, jewelry, and loose long hair. They can catch on
controls or in moving parts and cause serious injury or death. Also, do not
wear oily clothes because they are flammable.
Wear a hard hat, safety glasses, safety shoes, mask or gloves when
operating or maintaining the machine. Always wear safety goggles, hard
hat and heavy gloves if your job involves scattering metal chips or minute
materials--this is so particularly when driving pins with a hammer and
when cleaning the air cleaner element with compressed air. Check also
that there is no one near the machine.
Unauthorized Modification
Any modification made to this vehicle without authorization from Komatsu America Corp. can possibly create
hazards.
Before making any modification, consult the authorized regional Komatsu America Corp. distributor. Komatsu
will not be responsible for any injury or damage caused by any unauthorized modification.
A03023
A3-3
Leaving The Operator's Seat
When preparing to leave the operator's seat, do not touch any control lever that is not locked. To prevent
accidental operations from occurring, always carry out the following:
Move the shift control lever to NEUTRAL and set the parking lever/switch to the PARKING position.
Lower the dump body, set the dump lever to the FLOAT position.
Stop the engine. When leaving the machine, always lock everything. Always remember to take the key with
you. If the machine should suddenly move or move in an unexpected way, this may result in serious bodily
injury or death.
Mounting And Dismounting
NEVER jump on or off the machine. NEVER get on or off a moving machine.
When getting on or off the machine, face the machine and use the hand-hold and steps.
Never hold any control levers when getting on or off the machine.
Always maintain three-point contact with the hand-holds and steps to ensure that you support yourself.
When bringing tools to the operator's compartment, always pass them by hand or pull them up by rope.
If there is any oil, grease, or mud on the hand-holds or steps, wipe it off immediately. Always keep these parts
clean. Repair any damage and tighten any loose bolts.
Use the handrails and steps marked by arrows in the diagram below when getting on or off the machine.
A: For use when getting on or off the machine from the left door.
B: For use when getting on or off the machine from the engine hood or right door.
Fire Prevention For Fuel And Oil
Fuel, oil, and antifreeze can be ignited by a flame. Fuel is particularly FLAMMABLE and can be HAZARDOUS.
Keep flame away from flammable fluids.
Stop the engine and do not smoke when refueling.
Tighten all fuel and oil tank caps securely.
Refueling and oiling should be made in well ventilated areas.
Keep oil and fuel in the determined place and do not allow unauthorized persons to enter.
A3-4
A03023
Precautions When Handling At High Temperatures
Immediately after operations, the engine cooling water, engine oil, and hydraulic oil are at high temperature
and are under pressure. If the cap is removed, or the oil or water is drained, or the filters are replaced, there is
danger of serious burns. Always wait for the temperature to cool down, and carry out the operation according
to the specified procedure.
To prevent hot water from spraying:

1) Stop the engine.
2) Wait for the water temperature to cool down.
3) Turn the cap slowly to release the pressure before removing the cap.
To prevent hot engine oil spray:

1) Stop the engine.
2) Wait for the oil temperature to cool down.
3) Turn the cap slowly to release the pressure before removing the cap.
Asbestos Dust Hazard Prevention

Asbestos dust can be HAZARDOUS to your health if it is inhaled.If you handle
materials containing asbestos fibers, follow these guidelines as given below:
NEVER use compressed air for cleaning.
Use water for cleaning to keep down the dust.
Operate the machine with the wind to your back, whenever possible.
Use an approved respirator if necessary.
Prevention Of Injury By Work Equipment
Never enter or put your hand or arm or any other part of your body between movable parts such as the dump
body and chassis or cylinders. If the work equipment is operated, the clearance will change and this may lead
to serious bodily injury or death.
Fire Extinguisher And First Aid Kit
Be sure fire extinguishers have been provided and know how to use them.
Provide a first aid kit at the storage point.
Know what to do in the event of a fire.
Be sure you know the phone numbers of persons you should contact in case of
an emergency.
A03023
A3-5
Precautions When Using ROPS
The Rollover Protection Structure (ROPS) must be properly installed for machine operation.
The ROPS is intended to protect the operator if the machine should roll over. It is designed not only to support
the load of the machine, but also to absorb the energy of the impact.
ROPS structures installed on equipment manufactured and designed by Komatsu America Corp. fulfills all of
the regulations and standards for all countries. If it is modified or repaired without authorization from Komatsu,
or is damaged when the machine rolls over, the strength of the structure will be compromised and will not be
able to fulfill its intended purpose. Optimum strength of the structure can only be achieved if it is repaired or
modified as specified by Komatsu.
When modifying or repairing the ROPS, always consult your nearest Komatsu distributor.
Even with the ROPS installed, the operator must always use the seat belt when operating the machine.
Precautions For Attachments
When installing and using optional equipment, read the instruction manual for the attachment and the
information related to attachments in this manual.
Do not use attachments that are not authorized by Komatsu America Corp., or the authorized regional
Komatsu distributor. Use of unauthorized attachments could create a safety problem and adversely affect the
proper operation and useful life of the machine.
Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the
responsibility of Komatsu America Corp., or the authorized regional Komatsu distributor.
A3-6
A03023
PRECAUTIONS DURING OPERATION

BEFORE STARTING ENGINE
Prevention is the best safety program. Prevent a potential accident by knowing the employer's safety requirements and all necessary job site regulations. In addition, know the proper use and care of all the safety equipment
on the truck. Only qualified operators or technicians should attempt to operate or maintain the Komatsu Truck.
Safe practices start before the operator gets to the equipment!
Safety At Worksite
When walking to and from the truck, maintain a safe distance from all machines even if the operator is visible.
Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous.
Examine the road surface in 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 carrying out the operation.
If you need to operate on a 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 check personally the work position, roads to be used, and existence of obstacles before
starting operations.
Always determine the travel roads in the work site and maintain them so that it is always safe for the machines
to travel.
If travel through wet areas is necessary, check the depth and flow of water before crossing the shallow parts.
NEVER be in water which is in excess of the permissible water depth.
Fire Prevention
Thoroughly remove wood chips, leaves, paper and other flammable things
accumulated in the engine compartment. These could cause a fire.
Check fuel, lubrication, and hydraulic systems for leaks. Have any leaks
repaired. Wipe up any excess oil, fuel or other flammable fluids.
Be sure a fire extinguisher is present and working.
Do not operate the machine near any flame.
In Operator's Cab
Do not leave tools or spare parts lying around in the operator's compartment. They may damage or break the
control levers or switches. Always put them in the tool box on the right side of the machine.
Keep the cab floor, controls, steps and handrails free of oil, grease, snow, and excess dirt.
Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always
use seat belts when operating your machine.
Ventilation For Enclosed Areas
If it is necessary to start the engine within an enclosed area, provide adequate

ventilation. Exhaust fumes from the engine can KILL.
A03023
A3-7
In Operator's Cab - Before Starting Engine
Do not leave tools or spare parts lying around in the operator's compartment or allow trash to accumulate in
cab of truck. Keep all unauthorized reading material out of truck cab.
Keep the cab floor, controls, steps, and handrails free of oil, grease, snow, and excess dirt.
Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always
use seat belts when operating your machine.
Read and understand the contents of this manual. Read the Section 3 pertaining to safety and operating
instructions with special attention. Become thoroughly acquainted with all gauges, instruments and controls
before attempting operation of the truck.
Read and understand the WARNING and CAUTION decals in the operator's cab.
Insure steering wheel, horn, controls and pedals are free of any oil, grease or mud.
Check operation of windshield wiper, condition of wiper blades, and check washer reservoir for fluid level.
Be familiar with all steering and brake system controls and warning devices, road speeds and loading
capabilities, before operating the truck.
Keep Mirrors, Windows, And Lights Clean
Remove any dirt from the windshield, cab windows and lights. Good visibility may prevent an accident.
Adjust the rear view mirror to a position where the operator can see best from the operator's seat, and keep the
surface of the mirror clean. If any glass or light should break, replace it with a new part.
Insure headlights, work lights and taillights are in proper working order. Check that the machine is equipped
with the head lamps and working lamps needed for the operating conditions.
OPERATING THE MACHINE

When Starting Engine
Walk around your machine just before mounting it. Check for people and objects that might be in the way.
NEVER start the engine if a warning tag has been attached to the control.
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 trucks path.
When starting the engine, sound the horn as an alert.
Start and operate the machine only while seated.
Do not allow any person other than the operator in the operator's compartment or
any other place on the machine.
For machines equipped with a back-up alarm buzzer, check that the alarm buzzer works properly.
Truck Operation - General
WEAR SEAT BELTS AT ALL TIMES.
Only authorized persons are allowed to ride in truck. Riders should be in cab only and belted in passenger
seat.
Do not allow anyone to ride on decks or steps of truck.
Do not allow anyone to get on or off truck while it is in motion.
Do not move truck into or out of a building without a signal person present.
Know and obey the hand signal communications between operator and spotter. When other machines and
personnel are present, the operator should 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!
A3-8
A03023
Report immediately to supervisor any conditions on haul road, pit or dump area that may cause an operating
hazard.
Check for flat tires periodically during shift. If truck has been run on a flat, it must not be parked in a
building until the tire cools. If tire must be changed, do not stand in front of rim and locking ring when
inflating tire mounted on the machine. Observers should not be permitted in the area and should be kept away
from the side of such tires.
Tire and rim assembly may explode if subjected to excessive heat. Personnel should move to a remote or
protected location if sensing excessively hot brakes, smell of burning rubber or evidence of fire near tire
and wheel area.
If the truck must be approached, such as to fight a fire, those personnel should do so only while facing the
tread area of the tire (front or back), unless protected by use of large heavy equipment as a shield. Stay at
least 50 ft. (15 m) 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 at least 8
hours or until the tire and wheel are cool.
Keep serviceable fire fighting equipment at hand. Report used extinguishers for replacement or refilling.
Always have parking brake applied when the truck is parked and unattended. DO NOT leave truck unattended
while engine is running.
When parking, park a safe distance from other vehicles as determined by 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.
Check When Traveling In Reverse

Before operating the machine or work equipment, do as follows:
Sound the horn to warn people in the area. For machines equipped with a
back-up alarm, check that the alarm works properly.
Check that there is no one near the machine. Be particularly careful to check
behind the machine.
If necessary, designate a person to check the safety. This is particularly

necessary when traveling in reverse.
When operating in areas that may be hazardous or have poor visibility, designate a person to direct work site
traffic.
Do not allow any one to enter the line of travel of the machine. This rule must be strictly observed even on
machines equipped with a back-up alarm or rear view mirror.
Traveling
When traveling on rough ground, travel at low speed. When changing direction, avoid turning suddenly.
Lower the dump body and set the dump lever to the FLOAT position when traveling.
If the engine should stop when the machine is traveling, the emergency steering system will be activated.
Apply the brakes immediately and stop the machine as quickly and safely as possible, and off the haul road, if
possible.
A03023
A3-9
Traveling On Slopes
Traveling on slopes could result in the machine tipping over or slipping.
Do not change direction on slopes. To ensure safety, go down to level ground before turning.
Do not travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the machine
slip on even the slightest slope. Avoid traveling sideways, and always keep the travel speed low.
When traveling downhill, use the retarder to reduce speed. Do not turn the steering wheel suddenly. Do not
use the foot brake except in an emergency.
If the engine should stop on a slope, apply the service brakes fully stop the machine and apply the parking
brake after the machine has stopped.
Ensure Good Visibility
When working in dark places, install work lamps and head lamps, and set up lighting in the work area if
necessary.
Stop operations if the visibility is poor, such as in mist, snow, or rain, and wait for the weather to
improve to a condition that allows the operation to be carried out safely.
Operate Carefully On Snow
When working on snowy or icy roads, there is danger that the machine may slip to the side on even the
slightest slope, so always travel slowly and avoid sudden starting, turning, or stopping.
Be extremely careful when carrying out snow-clearing operations. The road shoulder and other objects are
buried in the snow and cannot be seen. When traveling on snow-covered roads, always install tire chains.
Avoid Damage To Dump Body
When working in tunnels, on bridges, under electric cables, or when entering a parking place or any other
place where there are height limits, always drive extremely carefully and lower the dump body completely
before driving the machine.
Do Not Go Close To High-voltage Cables
Going close to high-voltage cables can cause electric shock. Always maintain the safe distance given below
between the machine and the electric cable.
Voltage
Minimum Safety Distance
6.6 kV
3m
10 ft.
33.0 kV
4m
14 ft.
66.0 kV
5m
17 ft.
154.0 kV
8m
27 ft.
275.0 kV
10 m
33 ft.
The following actions are effective in preventing accidents:

1) Wear shoes with rubber or leather soles.
2) Use a signalman to give warning if the machine approaches too close to the electric cable.
If the work equipment should touch the electric cable, the operator should not leave the operator's
compartment.
When carrying out operations near high voltage cables, do not let anyone come close to the machine.
Check with the electrical maintenance department about the voltage of the cables before starting operations.
A3-10
A03023
When Dumping
Before starting the dumping operation, check that there is no person or object behind the machine.
Stop the machine in the correct position, and check again that there is no person or object behind the machine.
Give the determined signal, then slowly operate the dump body. If necessary, use blocks for the wheels or
position a flagman.
When carrying out dumping operations on slopes, the machine stability will become poor and there is danger
that it may tip over. Always carry out such operations extremely carefully.
Do not travel with the dump body raised.
Working On Loose Ground
Avoid operating the machine too close to the edge of 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 the soil after
heavy rain or blasting is weakened in these areas.
Earth laid on the ground and the soil near ditches is loose. It can collapse under the weight or vibration of the
machine. Avoid these areas, if possible.
When Loading
Check that the surrounding area is safe, stop the machine in the correct loading position, then load the body
uniformly.
Do not leave the operator's seat during the loading operation.
Parking The Machine
Choose a horizontal road surface to park the machine. If the machine has to be parked on a slope, always put
blocks under all the wheels to prevent the machine from moving.
When parking on public roads, provide fences and signs, such as flags or lights, on the machine to warn
pedestrians and other vehicles. Be sure that the machine, flags, or lights do not obstruct the traffic.
Before leaving the machine, lower the dump body fully, set the parking lever to the PARKING position, stop the
engine, then lock everything. Always take the key with you.
TOWING
When Towing, Attach Cable To Hook
Towing in the wrong way may lead to serious personal injury or damage.
When using another machine to tow this machine, use a towing device with ample strength for the weight of
this machine.
Never tow a machine on a slope.
Do not use any towing rope that has kinks or is twisted.
Do not stand astride the towing cable or wire rope.
When connecting a machine that is to be towed, do not let any one come between the towing machine and the
machine that is being towed.
Set the coupling of the machine being towed in a straight line with the towing portion of the machine, and
secure it in position.
(For towing method, see Operating Instructions, TOWING.)
A03023
A3-11
WORKING NEAR BATTERIES

Battery Hazard Prevention
Battery electrolyte contains sulfuric acid and can quickly burn the skin and eat holes in clothing. If you spill acid
on yourself, immediately flush the area with water.
Battery acid could cause blindness if splashed into the eyes. If acid gets into the eyes, flush them immediately
with large quantities of water and see a doctor at once.
If you accidentally drink acid, drink a large quantity of water or milk, beaten egg or vegetable oil. Call a doctor
or poison prevention center immediately.
When working with batteries ALWAYS wear safety glasses or goggles.
Batteries generate hydrogen gas. Hydrogen gas is very EXPLOSIVE, and is easily ignited with a small spark of
flame.
Before working with batteries, stop the engine and turn the starting switch to the OFF position.
Avoid short-circuiting the battery terminals through accidental contact with metallic objects, such as tools,
across the terminals.
When removing or installing, check which is the positive (+) terminal and negative (-) terminal.
Tighten the battery cap securely.
Tighten the battery terminals securely. Loosened terminals can generate sparks and lead to an explosion.
Starting With Booster Cables
ALWAYS wear safety glasses or goggles when starting the machine with booster cables.
When starting from another machine, do not allow the two machines to touch.
Be sure to connect the positive (+) cable first when installing the booster cables. Disconnect the ground or
negative (-) cable first when removing them.
If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. This is dangerous, so
be sure to work carefully.
Connect the batteries in parallel: positive to positive and negative to negative.
When connecting the ground cable to the frame of the machine to be started, be sure to connect it as far as
possible from the battery.
A3-12
A03023
PRECAUTIONS FOR MAINTENANCE

BEFORE PERFORMING MAINTENANCE
Warning Tag
If others start the engine or operate the controls while you are performing service or lubrication, you could
suffer serious injury or death.
ALWAYS attach the WARNING TAG to the control lever in the operator's cab to alert others that you are
working on the machine. Attach additional warning tags around the machine, if necessary.
These tags are available from your Komatsu distributor. (Part No. 09963-03000)
Proper Tools
Use only tools suited to the task. Using damaged, low quality, faulty, or makeshift tools
could cause personal injury.
Periodic Replacement of Critical Parts

Periodically replace parts used to insure safety or prevent accident. (See Periodic Replacement Of Component
Parts For Safety Devices, Section P.)
Replace these components periodically with new ones, regardless of whether or not they appear to be
defective. These components deteriorate over time.
Replace or repair any such components if any defect is found, even though they have not reached the time
specified.
Stopping The Engine Before Service
When carrying out inspection or maintenance, always stop the machine on firm flat ground, lower the dump
body, then stop the engine.
If the engine must be run during service, such as when cleaning the radiator, always move the shift control
lever to the NEUTRAL position and set the parking brake lever to the PARKING position. Always carry out the
work with two people. One person should sit on the operator's seat to stop the engine if necessary. NEVER
move any controls not needed to operate.
When servicing the machine, be careful not to touch any moving part or get clothing caught.
Put blocks under the wheels.
When carrying out service with the dump body raised, always place the dump lever at the HOLD position, and
apply the lock (if equipped). Install the body-up safety pins (or cable) securely.
A03023
A3-13
Securing The Dump Body

The body pin is located under the dump body at the rear of the truck. This pin is intended to be used as a safety to
hold the body in the up position while the technicians work under it.
Always store pin in body storage hole. Placement of the pin in mainframe or matching body-up holes
located on the body can cause damage to frame or body during dumping cycle.
Never work under a raised body unless body safety pin is in the proper position to hold body up.
DURING MAINTENANCE
Personnel
Only authorized personnel can service and repair the machine. Extra precaution should be used when
grinding, welding, and using a sledge-hammer.
Attachments
Place attachments that have been removed from the machine in a safe place so
that they do not fall. If they fall on you or others, serious injury could result.
Work Under The Machine
Always lower all movable work equipment to the ground or to their lowest
position before performing service or repairs under the machine.
Always block the tires of the machine securely.
Never work under the machine if the machine is poorly supported.
Keep The Machine Clean
Spilled oil or grease, or scattered tools or broken pieces are dangerous

because they may cause you to slip or trip. Always keep your machine clean
and tidy.
If water gets into the electrical system, there is danger that the machine may
not move or may move unexpectedly. Do not use water or steam to clean the
sensors, connectors, or the inside of the operator's compartment.
Rules To Follow When Adding Fuel Or Oil
Spilled fuel and oil may cause slipping. Always clean up spills immediately.
A3-14
A03023
Always tighten the cap of the fuel and oil fillers securely.
Never use fuel for washing any parts.
Always add fuel and oil in a well-ventilated place.
Radiator Water Level
If it is necessary to add water to the radiator, stop the engine and allow the
engine and radiator to cool down before adding the water.
Slowly loosen the cap to relieve pressure before removing the cap.
Use Of Lighting
When checking fuel, oil, coolant, or battery electrolyte, always use lighting
with anti-explosion specifications. If such lighting equipment is not used,
there is danger or explosion.
Precautions With The Battery
When repairing the electrical system or when carrying out electrical

welding, remove the negative (-) terminal of the battery to stop the flow
of current.
Handling High-Pressure Hoses
Do not bend high-pressure hoses or hit them with hard objects. Do not use any bent or cracked piping, tubes or
hoses. They may burst during use.
Always repair any loose or broken fuel hoses or oil hoses. If fuel or oil leaks, it may cause a fire.
Precautions With High-Pressure Oil
Do not forget that the work equipment circuits are always under pressure.
A03023
A3-15
Do not add oil, drain oil, or carry out maintenance or inspection before completely releasing the internal
pressure.
If oil is leaking under high pressure from small holes, it is dangerous if the jet of high-pressure oil hits the skin
or enters the eyes. Always wear safety glasses and thick gloves, and use a piece of cardboard or a sheet of
wood to check for oil leakage.
If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.
Precautions When Carrying Out Maintenance At High Temperature Or High Pressure
Immediately after stopping operations, the engine cooling water and oil at
all parts are at high temperature and under high pressure.In this condition, if
the cap is removed, or the oil or water are drained, or the filters are
replaced, it may result in burns or other injury. Wait for the temperature to
go down, then carry out the inspection and maintenance in accordance with
the procedures given in this manual.
Rotating Fan And Belt
Keep away from rotating parts and be careful not to let anything get caught
in them.
If your body or tools touch the fan blades or fan belt, they may be cut off or
sent flying, so never touch any rotating parts.
Waste Materials
Never dump waste oil in a sewer system, rivers, etc.
Always put oil drained from your machine in containers. Never drain oil
directly on the ground.
Obey appropriate laws and regulations when disposing of harmful objects

such as oil, fuel, coolant, solvent, filters, batteries, and others.
A3-16
A03023
TIRES
Storing Tires After Removal
Handling Tires
As a basic rule, store the tires in a warehouse

which unauthorized persons cannot enter. If the
tires are stored outside, always erect a fence
around the tires and put up No Entry and other
warning signs that even young children can
understand.
Stand the tire on level ground, and block it

securely so that it cannot roll or fall over.
If the tire should fall over, get out of the way

quickly. The tires for construction equipment are
extremely heavy, so trying to hold the tire may
lead to serious injury.
If tires are not used under the specified conditions,

they may overheat and burst or be cut and burst by
sharp stones on rough road surfaces. This may lead
to serious injury or damage.
To maintain safety, always keep to the following conditions:
Inflate the tires to the specified pressure.

Abnormal heat is generated particularly when the
inflation pressure is too low.
Use the specified tires.
The tire inflation pressure and permissible speeds

are general values. The actual values may differ
depending on the type of tire and the condition under
which they are used. For details, please consult the
tire manufacturer.
If the tires become hot, a flammable gas is produced,
and this may ignite. It is particularly dangerous if the
tires become overheated when the tires are under
pressure. If the gas generated inside the tire ignites,
the internal pressure will suddenly rise, and the tire
will explode, and this may lead to serious personal
injury. Explosions differ from punctures or tire bursts,
because the destructive force is extremely large.
Therefore, the following operations are strictly prohibited when the tire is under high internal pressure:
Welding the
rim
Building fires
or carrying
out welding
near the
wheel or tire.
If the proper procedure for carrying out maintenance

or replacement of the wheel or tire is not used, the
wheel or tire may burst and cause serious injury or
damage. When carrying out such maintenance,
please consult the authorized regional Komatsu
America Corp. distributor, or the tire manufacturer.
A03023
A3-17
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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A3-18
A03023
OPERATING INSTRUCTIONS
PREPARING FOR OPERATION
The safest trucks are those which have been properly prepared for operation. At the beginning of each
shift, a careful check of the truck should be made by
the operator before attempting to start the engine.
Vehicle breakdowns and UNSCHEDULED downtime
and loss of production can be reduced.
SAFETY IS THINKING AHEAD
Prevention is the best safety program. Prevent a
potential accident by knowing the employer's safety
requirements and all necessary job site regulations,
as well as use and care of the safety equipment on
the truck. Only qualified operators or technicians
should attempt to operate or maintain the truck.
Safe practices start before the operator gets to
the equipment!
Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc.,
can catch on a protrusion and cause a potential
hazard.
Always use the personal safety equipment
provided for the operator such as hard hat, safety
shoes, safety glasses or goggles. There are
some conditions when protective hearing devices
should also be worn for operator safety.
When walking to and from the truck, maintain a
safe distance from all machines even if the
operator is visible.
At The Truck - Ground Level Walk Around
Inspection
At the beginning of each shift, a careful walk around
inspection of the truck should be made before the
operator attempts engine start-up. A walk around
inspection is a systematic ground level inspection of
the truck and its components to insure that the truck
is safe to operate before entering the operator's cab.
Start at the left front corner of the truck (see illustration, next page), and move in a counter-clockwise
direction, front-to-rear, across the rear, and continuing forward up the opposite side of the truck to the
original starting point. If these steps are taken in
sequence, and are repeated from the same point and
in the same direction before every shift, many potential problems may be avoided.
Notify maintenance of any problems or potential
problems found during the walk-around inspection.
A03023
Local work practices may prevent an operator from

performing all tasks suggested here, but to the extent
permitted, personnel should follow this or similar routine.
1. Start at left front of truck (see illustration, next
page). While performing the walk around
inspection, visually inspect all lights and safety
equipment for external damage from rocks or
misuse. Ensure lenses are clean and intact.
2. Move behind the front of the left front tire,
inspect the hub and brake assemblies for leaks
and any abnormal conditions. Locate air system
expansion tank drain valve mounted on steering
tubes, left frame rail and exhaust moisture by
pulling chain toward tire. Check that all suspension attaching hardware is secure and inspect
for evidence of wear. Check that the suspension extension (exposed piston rod) is correct,
and that there are no leaks.
3. Inspect fan and air conditioner belts for correct
tension, obvious wear, and tracking. Inspect fan
guard for security and condition.
4. Look overhead at bottom of cab and check for
steering control valve or hose leakage.
5. Move outward from the front wheel, and inspect
attaching lugs/wedges to be sure all are tight
and complete. Check tires for cuts, damage or
bubbles. Check for proper inflation.
6. Move behind the rear of the front wheel, inspect
for leaks at hub or brakes or any unusual conditions. Inspect suspension hardware to be sure it
is all in place. Inspect the tie-rod pivots and
steering cylinder for proper greasing, and for
security of all parts. Check for hydraulic leaks.
7. Check pumps on front
of transmission for leakage and that all parts
are secure. Check the
transmission filter for
leaks.
8. Inspect sight glass
for transmission oil
level. With engine
stopped, hydraulic
fluid should be
between the upper
two marks. (Refer
to decal on transmission oil pan.) Notify maintenance if oil appears to be low.
A3-19
START HERE
HD785-5 WALK-AROUND INSPECTION

NOTE: Engine oil and transmission oil levels are checked most accurately when engine is running and all systems are at normal operating
temperatures.
Refer to section P, Lubrication & Service, 10 Hour (Daily) Inspection for
these procedures.
A3-20
A03023
9. Move to the
hydraulic tank
and check the
hydraulic fluid
levels for both
the steering &
hoist tank (1)
and the brake
cooling oil tank (2). Oil should be visible in each
sight glass with engine stopped and body down.
17. Move on around the right dual tires. Inspect

between the tires for rocks, and for condition of
the rock ejector; inspect the tires for cuts or
damage, and for correct inflation.
10. Inspect around the hydraulic tank and in front of

the rear dual tires. Inspect the hoist cylinder for
any damage and leaks. Ensure lower guard is
in place. Inspect both upper and lower hoist cylinder pins for security, and for proper greasing.
20. Move to the fuel tank; inspect the attaching

hardware for the fuel tank at the upper saddles,
and then at the lower back of the tank for the
security and condition of the mounts.
18. Perform same inspection for wheel lugs/

wedges, wheel cover latches, and for leaks that
was done on the left hand dual wheels.
19. Move in front of right dual tires, and inspect the
remaining hoist cylinder.
11. Before leaving this position, look to see that

there is no leakage or any other unusual condition with transmission or drive shaft.
12. Move on around the dual tires, check to see that
all lugs/wedges are in place and tight. Inspect
wheel for any leakage that may be coming from
inside the wheel housing that would indicate
planetary leakage.
Check dual tires for cuts, damage or bubbles
and that inflation appears to be correct. Inspect
for any rocks that might be lodged between dual
tires, and that rock ejector is in good condition
and straight so that it can not damage a tire.
13. Inspect left rear suspension for damage, leaks
and for proper charging. Check for proper
greasing. Ensure covers over the chrome piston
rod are in good condition.
14. Check final drive housing breather. Replace
breather if obstructed. Check for leakage
around final drive housing, oil disc brake housings and connecting hoses.
15. While standing behind
final drive housing,
look up to see that rear
lights are in good condition, along with back
up horns. Inspect linkage rods to see that
they are getting proper
greasing in all pin locations. Also look at both body hinge pins for
greasing and any abnormal condition.
Drain moisture from rear brake air tank by pulling chain (1) on moisture drain valve.
16. Perform the same inspection on the right rear
suspension as done on the left.
Inspect the fuel gauge (2) and note the quantity

indicated. Compare this indication later against
the fuel gauge reading in the instrument panel
of the operator cab.
21. Move in behind the right front wheel, and
inspect the tie-rod pivots and steering cylinder
for proper greasing, and for security of all parts.
Be sure the suspension protective cover is in
good condition. Check suspension attaching
hardware and suspension extension, as well as
greasing and attaching hardware for the steering cylinder.
22. Move out and around the right front wheel,
ensure all lugs/wedges are in place and tight.
23. Move in behind the front of the right front wheel,
check hub and brakes for leaks and any
unusual condition. Inspect the engine compartment for any leaks and unusual condition.
Inspect the fan guard, and belts also for any
rags or debris behind radiator.
24. With engine stopped, check engine oil level.
The dipsticks of some engines may be marked
on both sides; one side marked With Engine
Stopped, and other side marked With Engine
Running. Normal check is with engine running,
and at operating temperature. Refer to Section
P, Lubrication & Service, 10 Hour (Daily)
Inspection.
Check that the engine oil filters or oil lines to filters are not leaking.
25. Move on around to the right front of the truck.
A03023
A3-21
26. When moving in front of the radiator, inspect for

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

truck. Never attempt to mount or dismount while
the truck is in motion.
29. When checking coolant
in radiator, use coolant level sight gauge
(2). Check that water
level is between FULL
and LOW. If water is
low, add water though
water filler (1) to FULL
level.
32. Check
air
cleaner indicator (1). If the
RED area is
showing in the
indicator, the air
filter must be
cleaned/
replaced before operating truck.
33. Clean cab windows and mirrors; clean out cab
floor as necessary. Insure steering wheel, controls and pedals are free of any oil, grease or
mud.
34. Stow personal gear in cab so that it does not
interfere with any operation of the truck. Dirt or
trash buildup, specifically in the operator's cab,
should be cleared. Do not carry tools or supplies in cab of truck or on the deck.
35. Adjust seat and steering wheel so that it is comfortable for use.
36. Be familiar with all control locations and functions BEFORE operating truck. Read Operation
Instructions COMPLETELY and be certain to
understand all discussions in the Operator Controls And Instrument Panel in Section N.
Allow coolant to cool before removing the fill cap

or draining radiator. Serious burns may result if
coolant is not allowed to cool.
If it is necessary to remove radiator cap, shut
down engine (if running), and relieve coolant
pressure SLOWLY before removing radiator
cap. After adding water tighten cap securely.
30. Inspect battery box
cover for looseness
or damage. Check
the brake chambers
for leaks, damage,
etc. Check brake
fluid level (2).
31. Drain moisture
from tanks by
pulling chains
(1) on moisture
drain valves.
Check
air
tanks and lines
for leaks.
A3-22
A03023
ENGINE START-UP SAFETY PRACTICES

Safety rules must be observed upon engine start-up.
Insure adequate ventilation before start-up, if the

truck is in an enclosure. Exhaust fumes are dangerous!
1. Insure all personnel are clear of truck before
starting engine. Always sound the horn as a
warning before actuating any operational controls.
2. Check and insure transmission range selector
is in the NEUTRAL position before starting.
3. In cold weather, if truck is equipped with auxiliary heaters, do not attempt to start engine
while heaters are in operation. Damage to coolant heaters will result, due to lack of circulation.
4. The key switch has three positions: Off, On, Start.
When the key switch is rotated
one position clockwise, it is in
the ON (run) position and all
electrical
circuits
(except
START) are activated.
Before Starting The Engine
During the following safety checks, if the alarm

or red warning lamp does not turn on as
required, OR, if the actuation or release of any
emergency control, brake, or steering circuit
does not appear normal, shut engine down
immediately and notify maintenance personnel.
Do not operate truck until the circuit in question
is fully operational.
Perform the following checks to be certain that

the central warning system, alarm buzzer, and
all machine monitors and lamps are functional:
Turn the key switch to the ON position.
(Do Not Start Engine).
NOTE: If the engine has been running, and then is
stopped, the monitor cannot be checked until at least
30 seconds have passed.
A03023
Check that the central

warning lamp and all
monitor lamps and gauges,
light up for approximately 3
seconds and that the alarm
buzzer
sounds
for
approximately 2 seconds.
The speedometer should display 88.
If the air pressure is below normal operating
pressure, the central warning lamp should flash
and the buzzer should sound.
If the shift lever is not at

the N position, the central
warning lamp will flash and
the alarm buzzer will sound
intermittently. When the shift
lever is moved to the N
position, the lamp will go out
and the buzzer will stop.
Press lamp check switch
-Check to see that all
caution lamps or pilot
lamps are illuminated.
When checking the monitor, check all caution

lamps and pilot lamps at the same time.
Check
the
manual
emergency steering. With
the key switch in the ON
position, turn emergency
steering switch ON (red light
ON), and check that the
steering wheel can be
operated. If the steering
wheel cannot be operated,
notify
maintenance
personnel. Do Not Operate
truck.
Check
the
auto
emergency steering. With
the key switch in the ON
position, move parking
brake lever to the OFF
(unlocked) position. Wait
1.5 seconds and check that
the emergency steering is
actuated and the steering
can be operated.
A3-23
Starting The Engine

Rotate key switch fully
clockwise to START position
(with
transmission
range
selector in NEUTRAL) and
HOLD this position until
engine starts (see NOTE
below). START position is
spring loaded to return to ON
when key is released.
Electric starters and engine grid heaters can be a

significant electrical drain on vehicle batteries.
The vehicle battery charging system should be
monitored and maintained at all times, especially
during cold weather operation.
NOTE: This truck is equipped with an engine prelube

system. With this feature, a noticeable time delay
may occur (while engine lube oil passages are being
filled and pressurized) before engine cranking will
begin.
Starting The Engine In Cold Weather
The truck is equipped with an automatic cold start aid
which senses intake manifold temperature and automatically turns electric grid heaters in the engine
intake manifold On/Off.
When the key switch is turned ON and the
manifold temperature is below 3C (38F), the
automatic cold start system will energize the
engine intake manifold grid heaters. Auto grid
heater activation time (t) is:
t1 = 15 sec @ 3C (38F)
t2 = 30 sec @ -12C (10F)
The
heater
pilot
lamp
(instrument panel, to right of
steering
column)
will
illuminate during heating
cycle.
When the light goes out, turn
the key switch to the START position and hold
this position until engine starts. (See prelube
NOTE above.)
CAUTION: Do not crank engine with an electric
starter for more than 30 seconds. Severe damage
to starter motor can result from overheating.
Allow two minutes for starter motor cooling
before attempting to start engine again.
When temperature is below 3C (38F), do not

leave key switch ON (engine not operating) for
extended periods of time (i.e. troubleshooting).
The truck cannot be push started. Transmission
lube and control systems are not operational
when engine is not running.
When getting a battery assist from one truck to
another, use the following procedure to avoid the
possibility of causing sparks near the battery
where explosive gases may be present.
a. All switches must be Off prior to making any
connections.
b. Be certain to maintain correct polarity.
NOTE: HD785 trucks are equipped with four 12 volt
batteries connected in series and parallel to provide
24 volt output. Be certain to maintain correct voltage
and polarity when connecting booster cables.
Damage to electrical components may result if
voltage and polarity are not correct.
c. Connect one lead of booster cable to 24V
positive (+) post of battery needing assist,
and other lead of the booster cable to the
24V positive (+) post of auxiliary battery
(power source).
d. Connect one lead of second booster cable to
24V negative (-) post of auxiliary battery
(power source) and then connect other lead
of the booster cable to a good frame ground
on the disabled truck away from the battery
needing assist.
If engine does not start, turn key switch OFF, wait

for at least two minutes, and repeat the above
procedure.
Under normal conditions, there is no need to use
the manual cold start switch. (Refer to Instrument
Panel and Indicators, Section N.)
If it is very cold, and the prelube runs a long time,
the manual switch can be used to maintain preheating.
A3-24
A03023
AFTER ENGINE HAS STARTED

After starting engine, operate engine at
approximately 1000 rpm, coolant temperature
gauge is indicating normal (green) range.
Check also that the air pressure gauge is
indicating normal (green) range.
Become thoroughly familiar with
braking, and emergency controls.
steering,
During the following safety checks, if actuation

or release of any steering, brake, or emergency
control circuit does not appear normal, shut
engine down immediately and notify maintenance personnel.
Do not operate truck until circuit in question is
fully operational.
1. Test the truck steering in extreme right and
left directions.
2. Check for normal actuation of the foot
brake.
With
the
machine on flat
ground, depress
foot
brake
pedal.
4. Check parking brake capacity.

With the machine on flat ground, check that the
air pressure gauge is indicating NORMAL (green)
range.
Move the parking brake
valve lever to the
PARKING
(LOCKED)
position.
Move the shift lever to
any position other than
N, and check that the
central warning lamp
flashes.
Set shift lever to the D position, and gradually
raise the engine speed to 1770 rpm. Check that
the machine does not move.If machine moves,
notify maintenance personnel to adjust parking
brake. Do not operate truck until parking
brake is fully operational.
5. Check for normal actuation of the emergency brake.
With the machine on flat ground, verify the air
pressure gauge is indicating NORMAL (green)
range.
Move the emergency brake lever to the BRAKE
(UNLOCKED) position.
Move shift lever

to the D position,
and
gradually
raise the engine
speed to 1680 rpm.
Check that the machine does not move.
3. Check for normal actuation of the retarder.
With the machine on flat ground, pull retarder
lever (1) fully.
Set shift lever to the D

position, and gradually
raise the engine speed to
full throttle. Check that
the machine does not
move. If machine moves,
notify
maintenance
personnel immediately to
repair brakes.
Do not operate truck until emergency brake is
fully operational.
6. Check gauges, warning lights and instruments
before moving the truck to insure proper system
operation and proper instrument functioning.
Give special attention to braking and steering
circuit warning lights. If warning lights come on,
shut down the engine immediately and notify
maintenance personnel to determine the cause.
Set shift lever (2) to the D position, and

gradually raise the engine speed to 1240 rpm.
Check that the machine does not move.
A03023
7. Insure headlights, worklights and taillights are in

proper working order. Good visibility may prevent an accident. Check operation of windshield
wiper and washer.
A3-25
8. When truck body is in dump position, do not

allow anyone beneath it, unless body-up retaining device is in place.
9. Do not use the fire extinguisher for any purpose
other than putting out a fire! If extinguisher is
discharged, report the occurrence so the used
unit can be refilled or replaced.
10. Do not allow unauthorized personnel to ride in
the truck. Do not allow anyone to ride on the
ladder or on the deck of the truck.
11. Do not leave truck unattended while engine is
running. Shut down engine before getting out.
MACHINE OPERATION SAFETY PRECAUTIONS

After the truck engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to insure safe machine operation.
5. Observe all regulations pertaining to the job

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

gauge reads in the red area during truck operation, a malfunction is indicated. Stop truck as
soon as safety permits, shut down engine if problem indicates and have problem corrected before
resuming truck operation.
1. Always sound the warning horn before moving
the truck. When backing the truck, give back-up
signal (three blasts on air horn); when starting
forward, two blasts on air horn. These signals
must be given each time the truck is moved forward or backward. Look to the rear before backing the truck. Watch for and obey ground
spotter's hand signals before making any
reverse movements. Spotter should have a
clear view of the total area at the rear of the
truck.
2. Operate the truck only while properly seated
with seat belt fastened. Keep hands and feet
inside the cab compartment while truck is in
operation. Keep a firm grip on steering wheel at
all times.
3. Check that all mirrors are not damaged, clean,
and are properly positioned for optimum view.
4. Check gauges and instruments frequently during operation for proper readings.
A3-26
1. Pull into the loading area with caution. Remain

at a safe distance while truck ahead is being
loaded.
2. Do not drive over unprotected power cables.
3. When approaching or leaving a loading area,
watch out for other vehicles and for personnel
working in the area.
4. When pulling in under a loader or shovel, follow
Spotter or Shovel Operator signals. The
truck operator may speed up loading operations
by observing the location and loading cycle of
the truck being loaded ahead, then follow a similar pattern.
5. Operator should remain in truck cab with engine
running while truck is being loaded. Place transmission range selector in NEUTRAL and apply
parking brake lever.
If operator must leave truck cab during loading,

engine must be shut down and parking brake
applied. DO NOT use emergency brake for parking. Remain far enough away from truck to avoid
being struck by flying material.
6. When truck is loaded, pull away from shovel as
quickly as possible, but with extreme caution.
A03023
HAULING
RETARDER OPERATION
1. Always stay alert! If unfamiliar with the road,

drive with extreme caution.
2. Govern truck speed by the road conditions,
weather and visibility.
3. Operate truck so it is under control at all times.
4. Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
5. Obey all road signs.
6. Always dim headlights when meeting oncoming
vehicles.
7. Maintain a safe distance when following
another vehicle. Never approach another vehicle from the rear, in the same lane, closer than
15 m (50 ft.). When operating on a down grade,
stay at least 30 m (100 ft.) away.
8. When operating truck in darkness or when visibility is poor, do not move truck unless headlights are on. Do not back truck if back-up horn
or lights are inoperative.
9. When backing the truck, give back-up signal
(three blasts on air horn); when starting forward,
two blasts on air horn. These signals must be
given each time the truck is moved forward or
backward.
During normal operation, the retarder control lever

should be used to control the speed of the truck and
to stop the truck instead of using the foot-operated
service brake pedal. Use of this lever allows the
operator to apply the REAR oil-cooled brakes only,
thus extending the life of the front caliper disc pads
while still maintaining maximum control of the truck.
The foot-operated brake pedal should be used when
maneuvering in tight places, at the shovel and dump,
and when quick stops or when severe braking is
required.
For better control under slippery road conditions, the
optional front wheel brake cut-off switch may be
turned on (if equipped).
1. Before starting down a grade, maintain a speed
that will insure safe operation and provide effective retarding under all conditions.
2. When descending a grade with a loaded truck,
the operator should adjust the speed of the
truck, if necessary, to preselect a transmission gear range, so that operation can be
maintained within the speeds listed on the
Retarding Capacity decal located inside the
cab on the lower left corner of the front windshield.
10. Do not stop or park on a haul road unless

unavoidable. If you must stop, move truck to a
safe place, apply parking brake, shut down
engine, block wheels securely and notify maintenance personnel for assistance.
11. If the emergency steering light and/or low air
pressure warning light come on during operation, steer the truck immediately to a safe stopping area, away from other traffic if possible.
Refer to item 10 above.
12. Report haul road conditions immediately.
Muddy or icy roads, pot holes or other obstructions can present hazards.
13. Cab doors should remain closed at all times
while truck is in motion or unattended.
14. Check for flat tires periodically during shift. If
truck has been run on a flat, it must not be
parked in a building until the tire cools.
Two lists are provided on the Retarding Capacity

decal, one a continuous rating, and the second a
short-length rating. Both lists are matched to the
truck at maximum Gross Vehicle Weight.
A03023
A3-27
The continuous numbers on the chart indicate the

combination of speeds and grades which the vehicle
can safely negotiate for unlimited time or distance.
The short-length numbers listed on the chart indicate
the combination of speeds and grades which the
vehicle can safely negotiate for three minutes. These
speeds are faster than the continuous values, reflecting the thermal capacity of various system components. System components can accept heating at a
higher-than-continuous rate for a short period of
time, beyond which the system would become overtemperature.
The short-length rating (sometimes called the threeminute limit) will successfully accommodate most
downhill loaded hauls. It is necessary to divide haul
road grade segment length by allowable speed to
determine actual time on grade. If actual time on
grade exceeds the allowable amount, the grade will
need to be negotiated at the continuous speed.
Ambient temperature, as well as the prior temperature of the brake cooling oil can affect this number
(the brake cooling oil could already be above the normal range from recent operating conditions).
DO NOT exceed these recommended MAXIMUM

speeds when descending grades with a loaded
truck.
3. For efficient retarder operation when
descending a grade, the operator should:
Maintain engine RPM between 1800 - 2400
RPM, and
Apply the retarder lever while observing both the
tachometer and the brake oil temperature gauge.
Continue this procedure to downshift to the

required gear range to maintain engine speed at
1800 - 2400 RPM and brake oil temperature
below 248F (120C). When the proper gear
range is attained, continue to use the retarder as
needed to maintain a safe, productive speed.
If brake oil temperature exceeds 248F (120C),
the brake oil temperature warning light will turn
on. As quickly as safety will permit, bring the
truck to a complete stop away from traffic, move
transmission range selector to NEUTRAL, apply
the parking brake, and run engine at high idle.
Continue to run engine at high idle until brake oil
temperature warning light turns off and brake oil
temperature cools to below 248F (120C). If
temperature does not return to this range within a
few minutes, report the condition immediately to
maintenance personnel and wait for further
instructions before moving truck.
Engine Overspeed
If the truck and engine speed is not controlled,

the rear brakes will be automatically applied at
full pressure. The operator and any passengers
may be subjected to severe deceleration forces
and the truck may be difficult to control.
If the engine is allowed to run into an overspeed condition, the rear brakes will be automatically applied at
2600 RPM.
The rear brakes will not be released until engine
speed falls below 2350 RPM.
The engine RPM must be maintained at 1800 2400 RPM and the brake oil temperature must
be maintained below 248F (120C).
If the operator observes that either the maximum
engine speed of 2400 RPM or the brake oil
temperature of 248F (120C) are about to be
exceeded, the operator should immediately move
the transmission range selector to the next lower
range and use the foot-operated brake pedal, to
apply more brake pressure until the truck is
slowed to a speed which will permit the
transmission to downshift to the gear range
selected.
A3-28
A03023
PASSING
To Raise dump body:
1. Do not pass another truck on a hill or blind

curve!
2. Before passing, make sure the road ahead is
clear. If a disabled truck is blocking your lane,
slow down and pass with extreme caution.
3. Use only the areas designated for passing.
DUMPING
1. Pull into dump area with extreme caution. Make
sure area is clear of persons and obstructions,
including overhead utility lines. Obey signals
directed by the spotter, if present.
Avoid unstable areas. Stay a safe distance from
edge of dump area. Position truck on a solid,
level surface before dumping.
As body raises, the truck Center of Gravity (CG)

will move. TRUCK MUST BE ON LEVEL SURFACE to prevent tipping / rolling!
2. Carefully maneuver truck into dump position.
When backing truck into dump position, use
only the foot-operated brake pedal to stop and
hold truck.
3. When in dump position, place transmission
range selector at the NEUTRAL position, and
apply the park brake lever/switch.
The dumping of very large rocks (10% of payload,

or greater) or sticky material (loads that do not
flow freely from the body) may allow the material
to move too fast and cause the body to move
RAPIDLY and SUDDENLY. This sudden movement may jolt the truck violently and cause possible injury to the operator, and/or damage to the
hoist cylinders, frame, and/or body hinge pins. If
it is necessary to dump this kind of material, refer
to the CAUTION in the following procedure:
4. Pull dump lever up to the
RAISE position and release
lever.
5. Raise engine RPM to accelerate hoist speed. Refer to
the CAUTION below. When
body is near the maximum
angle, reduce engine RPM (reduce foot pressure on the accelerator pedal) to reduce shock
load to the hydraulic system and hoist cylinders.
If dumping very large rocks or sticky material as

described in WARNING above, slowly accelerate
engine RPM to raise body. When the material
starts to move, move hoist lever to HOLD position. If material does not continue moving and
clear body, repeat this procedure until material
has cleared body.
6. When the dump body
rises to the set position
(adjusted position of body
positioner) dump lever
returns to the HOLD position. If desired to raise the
body further, move dump
lever to raise position and dump will rise. If
dump lever is released, lever will return to
HOLD position. Dump body will stop in that
position.
7. After material being dumped clears body, lower
body to frame.
A03023
A3-29
SAFE PARKING PROCEDURES
To Lower Body:
8. After
material
being
dumped clears body,
move dump lever to the
LOWER position and
dump body will start to
move down.
The operator must continue the use of safety precautions when preparing for parking and engine shutdown.
In the event that the equipment is being worked in
consecutive shifts, any questionable truck performance the operator may have noticed must be
checked by maintenance personnel before the truck
is released to another operator.
9. Release the lever and it

will return automatically to
the FLOAT position. The
body will move down
under its own weight.
If dumped material builds
up at body tailgate and body cannot be lowered,
shift transmission range selector to D (DRIVE),
release park brake lever, and drive forward to
clear material. Stop, shift Transmission range
selector to NEUTRAL, apply park brake lever
and lower body. See NOTE:* below.
The truck is not to be moved

with the dump body raised
except for emergency moves
only. Failure to lower body
before moving truck may cause
damage to hoist cylinders,
frame and/or body hinge pins.
NOTE: When traveling, always place the dump lever

at the FLOAT position, regardless of whether or not
the truck is loaded.
* If the transmission range selector is moved to any
position other than NEUTRAL when the dump lever
is not at the FLOAT position, the central warning
lamp will flash and the alarm buzzer will sound
intermittently.
1. The truck should be parked on level ground, if

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

Place transmission range selector in NEUTRAL
and apply parking brake.
2. Allow engine to cool gradually by running at low
idle for 3 to 5 minutes.
3. Turn keyswitch Off to stop engine.
4. Close and lock all windows, remove key from
key switch and lock cab to prevent possible
unauthorized truck operation. Dismount truck
properly.
10. With body returned to frame, move transmission range selector to D (DRIVE), release park
brake lever, and leave dump area carefully.
A3-30
A03023
TOWING
Prior to towing a truck, many factors must be carefully considered. Serious personal injury and/or significant property damage may result if important
safety practices, procedures and preparation for
moving heavy equipment are not observed.
Both right and left planetary sun gears/drive

axles should be removed before any towing.
Refer to Section G in the Service Manual for
these instructions. Extensive secondary damage
can occur to final drive components and/or transmission, if truck is towed without first removing
sun gears/drive axles.
3. If the truck loaded, dump the entire load. Never

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

MPH).
The truck must not be towed except in emergencies.
When towing becomes necessary, use the tow hook
installed under the front frame and take the following
precautions:
1. Block disabled truck to prevent movement while
attaching tow bar.
9. Sudden movement may cause tow bar failure.

Smooth and gradual truck movement is preferred.
10. Minimize tow angle at all times - NEVER
EXCEED 30. The towed truck must be steered
in the direction of the tow bar.
2. If the engine is operable; keep the engine running while towing the machine, so that the
steering and braking can be used.
If there is a failure in the air circuit, the brakes
cannot be used, so be extremely careful when
towing. When air pressure in air reservoir
abnormally drops due to leakage from air circuit, parking brake and emergency brake are
actuated. When towing truck, both brakes must
be released. Refer to Brake Release following
these Towing instructions.
If the engine is NOT operable, it is possible to
steer using the emergency steering, but do not
use it for more than 90 seconds, and travel at a
speed of less than 5 km/h (3 mph).
A03023
A3-31
BRAKE RELEASE
Releasing Parking Brake And Emergency Brake
After Being Actuated In An Emergency
If the pressure inside the air tank drops abnormally
due to some problem, such as leakage of air from the
air circuit, the parking brake and emergency brake
are automatically actuated.
Release Of Parking Brake
6. With parking brake disconnected, remove

blocking and immediately move the truck to a
safe place. Refer to Instructions For Towing
The Machine.
If the air system is not operating, the service

brakes will not apply; this is very dangerous. Be
sure to tow the truck at low speed, keeping the
engine running (if possible) and always be ready
to steer.
The parking brake is a dry disc brake mounted on the

rear drive shaft at the differential input with two (2)
spring-applied, air-released calipers. Each caliper
is individually applied/released through separate air
chamber actuators (spring cylinder assemblies). If
the parking brake can not be released after its emergency application - even if the parking brake valve
lever is put in RELEASE position - take the following
actions to release the parking brake:
Refer to Section P, Lubrication & Service; Parking

Brake Inspection and Adjustment, for instructions for
reconnecting and adjusting park brake.
1. Block disabled truck to prevent movement and

confirm safety in the surrounding area.
When the emergency brake has been applied, do not

continue to drive the machine. This will cause seizure
of the brake discs and linings.
2. At the parking brake relay valve, remove both

air hoses (4) connected to the air chambers of
the parking brake spring cylinder assemblies
(5).
Release Of Emergency Brake
If the emergency brake can not be released after its

emergency application - even if the emergency brake
valve lever is put in RELEASE position - release the
emergency brake in the following manner:
Before releasing the air pressure from the emergency brake reservoir, confirm safety in the surrounding area and put chocks against the tires.
1. After making preparations to tow the machine,
pull rings (2) on the 4 drain valves on the front
air tanks to release the air pressure.
2. After exhausting air pressure, release rings (2).
3. Drain the rear air tank by pulling and holding the
ring on the air drain valve mounted on the frame
in front of the right rear suspension. Keep drain
valve open until all air is exhausted from tank.
This will allow the emergency brake to release.
3. Connect these hoses together using a tee fitting with compatible thread ends.
4. Connect third connector of tee to a hose from
an air supply of sufficient capacity to release
calipers. Apply air and release brake.
5. With parking brake released, turn adjustment
bolt (2) counterclockwise, and check for play
in linkage (3). Remove pin (1). Repeat for other
caliper. Disconnect air supply.
A3-32
RELEASING EMERGENCY BRAKE

1. Air Quick Disconnect
2. Drain Valve Pull RIngs
A03023
WARNINGS AND CAUTIONS

The following paragraphs give an explanation of the WARNING, CAUTION, and Service Instruction plates and
decals attached to the truck. The plates and decals listed here are typical of this model, but because of customer
options, individual trucks may have plates and decals that are different from those shown here.
The plates and decals must be kept clean and legible. If any decal or plate becomes worn or unable to be read, it
should be replaced with a new one.
This warning plate is located inside the cab on the left-hand door panel under the arm rest. It contains (3) instructions - Preparation for Operation, Precautions Prior to Moving Truck, and Hoist Control Lever operation. These
decals stress the importance of reading and understanding the operators manual prior to the operation of equipment.
A Tire Air Pressure Caution plate is located inside

the cab on left-hand door panel under the arm rest.
Extreme caution should be used when taking a pressure reading. Tire is under high pressure.
NOTE: Alternate tires may require different
pressures than stated in the chart. Consult the tire
manufacturer.
A04049
Warnings and Cautions
A4-1
This instruction plate on the RH door contains (4)

WARNINGS - (See illustration above)
Operation Near High Voltage Power Lines
Inspection and Maintenance With Body In
Raised Up Position
(See illustration below:)
Emergency Steering System Operation, Daily
Check
Emergency Brake System, Daily Check
Engine Shut Down Procedure, and the Retarder
Oil Temperature Warning Light.
A4-2
These "WARNINGS" stress the importance of reading and understanding the operators manual prior to
the operation of equipment.
A04049
Caution plates are mounted at the air tank on center

top deck, also at rear frame just below tail light
assemblies. Caution should be used when opening drain valves. The system is under high pressure.
Warning plates are mounted on each suspension cylinder. These plates warn that the suspensions are
charged with high pressure nitrogen. No servicing of
any kind should be attempted until the service manual has been referenced and proper and safe procedures are followed.
The plate below is located on each rear suspension.
The chart on the plate shows the correct amount of
suspension piston extension when the truck is
parked on level ground and without a load. Suspension piston extension should be checked by the operator during his walk-around inspection prior to
operation.
A Brake Cooling Oil decal is located between the

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

the left hand filler cap on left hand side of hydraulic
tank.
A04049
A4-3
A CAUTION plate is attached to the hydraulic tank,

alerting the service person that the engine must
always be shut down and cooled before removing
filler cap. This plate also alerts the service person of
HOT oil under pressure. Hydraulic oil becomes
heated and pressurized during operation. Care must
be taken to avoid burns when it is necessary to open
the hydraulic system.
Hydraulic fluid escaping under pressure can

have sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possible death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
This CAUTION plate is located on left hand side of

the radiator shroud. Extreme care should be taken
when working around fan and belts. Hands and loose
articles of clothing should be kept away when
machine is operating.
A4-4
A plate is mounted on the left hand side of the transmission oil pan to provide instructions for proper
transmission oil level check.
A plate is located next to the sight gauge on the front

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

specifies Diesel Fuel Only. Care should be taken to
open cap slowly and bleed off pressure that may be
in tank when removing filler cap.Operation and Maintenance Manual referred to is from Engine Manufacturer.
A04049
Attached to the interior of battery box lid is a WARNING plate. This plate stresses the need to prevent
sparks near the battery. When another battery or
24VDC power source is used for auxiliary power, all
switches must be Off prior to making any connections. When connecting auxiliary power cables, positively maintain correct polarity; connect the positive
(+) leads together and then connect the negative (-)
lead of the auxiliary power cable to a good frame
ground. Do not connect to the negative post of the
truck battery or near the battery box. This hookup
completes the circuit while minimizing danger of
sparks near the batteries.
A caution plate is located on the right hand inside

door panel and also on the lid of the battery box.
These instructions must be followed when welding is
done on the truck to avoid damage to the electronic
components.
Sulfuric acid is corrosive and toxic. Use proper safety

gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries. Avoid contact with
skin, eyes or clothing. In event of accident, immediately flush with plenty of water and call a physician.
KEEP OUT OR REACH OF CHILDREN!
A service indicator plate is located on the right air

cleaner housing. Service filter element when red signal reaches service level in dust indicator.
When using compressed air, wear safety glasses

and all other safety equipment required when
cleaning.
A04049
A4-5
A plate is located on center deck floor next to radiator

fill access cover plate. When actual temperature differs with the indication, change the ratio of antifreeze
to match ambient conditions.
Service personnel should use caution when servicing radiator. The system is pressurized
because of thermal expansion of coolant. "DO
NOT" remove radiator cap while engine is hot.
Severe burns may result.
A Caution plate is located next to the sight gauge on

the radiator cooling water reserve tank on top of right
hand deck just aft of battery box.
Keep coolant level between "FULL" and "LOW"
when engine is cold.
The Action Code decal is located on the inside of the

cab in the upper left-hand corner of the windshield.
This decal explains what action to take when an
action code is displayed on the monitor panel on the
operator monitor and indicator panel.
Warning plates are mounted on the truck frame in

front of and to the rear of both front tires to alert all
persons to stay clear when the truck is being steered.
A4-6
A04049
An informational plate (above) for the solenoid valve

and relays is mounted to the inside lid of the electrical console behind the operator and passenger
seats.
A decal (at right) located in the upper right corner of

the windshield cautions the operator to limit truck
speed when traveling over long distances. Depending on ambient air temperature, if the length of the
haul exceeds one hour duration, the truck should be
stopped and tires and components allowed to cool
for one hour before resuming operation.
A04049
A4-7
The fuse table plate (above) is located to the left of the solenoid valve and relay plate, also mounted to the inside
lid of the electrical console.
A product identification plate (below) is located at the lower back side of the left-hand upright structure. This plate
lists the vehicle model number and Product Identification Number. The Product Identification Number contains
information which will identify the original manufacturing bill of material for this unit. This complete number will be
necessary for the proper ordering of many service parts and/or warranty consideration.
.
A4-8
A04049
A Speed/Grade decal showing retarding capacities

is applied to the lower left-hand corner of the cab
windshield. This decal is designed to help the operator maintain a safe vehicle speed while descending
a grade with a loaded truck.
The operator should pre-select a ground speed and
gear range for a known grade that will permit continuous retarder operation within the LIMITS OF THE
CHART.
For efficient retarder operation, the operator should:
Maintain engine RPM between 1800 - 2400 RPM
MAXIMUM, and Observe the brake oil temperature
gauge to make certain the brake oil temperature
does not exceed 248F (120C).
If the brake oil temperature exceeds this limit, move
the transmission range selector lever to a lower
gear and use the foot-operated service brakes to
reduce the truck ground speed. This will allow the
transmission to shift to the next lower gear range for
more efficient cooling.
If the brake oil temperature continues to exceed
248F (120C), select a safe area out of the way of
other traffic, stop the truck, move the transmission
range selector lever to the NEUTRAL (N) position,
and operate the engine at approximately 1200 RPM
until the brake oil temperature gauge registers in the
"green" range.
A plate attached to the left rear of the optional FOPS structure, over the cab states the Rollover Protective Structure and Falling Object Protective Structure meets various SAE performance requirements.
Do not make modifications to the FOPS structure or attempt to repair damage without written approval of
the manufacturer. Unauthorized repairs will void certification.
A04049
A4-9
The lubrication chart is located on the left hand front fender behind the ladder. Refer to Section P, Lubrication and
Service, for more complete lubrication instructions.
A4-10
A04049
STANDARD CHARTS AND TABLES

This manual provides dual dimensioning for many specifications. Metric units are specified first, with U.S. standard
units in parentheses. References throughout the manual to standard torques or other standard values will be to
one of the following Tables.
For values not shown in any of the charts or tables, standard conversion factors for most commonly used measurements are provided in the conversion table below.
INDEX OF TABLES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page
COMMON CONVERSION MULTIPLIERS
METRIC To ENGLISH
TABLE I STANDARD TIGHTENING TORQUE

. . . . . . . . . . . . . . . . For Capscrews and Nuts
A5-2
TO
Multiply
By
millimeter (mm)
inch in.
0.0394
centimeter (cm)
inch in.
0.3937
To Convert From
TABLE II STANDARD TIGHTENING TORQUE

. . . . . . . . . . . . . . . . . . For Split Flange Bolts
A5-2
A5-2
TABLE IV. . TEMPERATURE CONVERSIONS A5-3
TABLE V . . . . . . . . TORQUE CONVERSIONS

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

. . . . . . . .kilogram meters To Newton meters
3.2808
yard yd.
1.0936
mile mi.
0.6210
A5-4
. . . . . . . . . . . . . . . . . . . . . . . . kg/cm2 To kPa
sq. centimeters (cm2)
sq. ft. ft.2
0.001
cu. centimeters (cm3)
cu. in. in.3
0.061
liters (l)
cu. in. in.3
61.02
cu. meters (m3)
cu. ft. ft.3
35.314
liters (l)
cu. ft. ft.3
0.0353
grams (g)
ounce oz.
0.0353
milliliter (ml)
fluid ounce fl. oz.
0.0338
kilogram (kg)
pound (mass)
2.2046
pound (force) lbs.
0.2248
Newton.meters (N.m)
kilogram.meters (kg.m)
0.102
Newton.meters (N.m)
ft. lbs. (force)
0.7376
ft. lbs. (force)
7.2329
Newton.meters (N.m)
9.807
psi (pressure)
0.1450
Kilopascals (kPa)
TABLE IX. . . . . PRESSURE CONVERSIONS

. . . . . . . . . . . . . . . . . . . . . . . . . . . psi To kPa
A05002 05/04
psi (pressure)
145.038
psi (pressure)
14.2231
kilograms/cm (kg/cm )
A5-4
A5-4
0.1550
sq. in. in.
megapascals (MPa)
TABLE VIII. . . . .PRESSURE CONVERSIONS
sq. centimeters (cm )
Newton (N)
A5-3
TABLE VII . . . . .PRESSURE CONVERSIONS

. . . . . . . . . . . . . . . . . . . . . . . kg/cm2 To (psi)
foot ft.
meter (m)
kilometer (km)
TABLE III . . . . . .TIGHTENING TORQUE FOR

. . . . . . . . . . . Flared Tube And Hose Fittings
meter (m)
kilopascals (kPa)
98.068
kilogram (kg)
ton (short)
0.0011
metric ton
ton (short)
1.1023
liters (l)
quart qt.
1.0567
kilograms/cm (kg/cm )
liters (l)
gallon gal.
0.2642
Watts
HP (horsepower)
0.00134
kilowatts (kw)
HP (horsepower)
1.3410
Standard Charts and Tables
A5-1
TABLE I. STANDARD TIGHTENING TORQUE FOR

METRIC HEX HEAD CAPSCREW AND NUT ASSEMBLY
Foot Pounds
Newton meters
Kilogram meters
Width
(ft.lbs.)
(N.m)
(kg.m)
Across Flat
Tolerances 10%
Tolerances 10%
Tolerances 10%
(mm)
10
1.35
13.2
10
13
3.2
31.4
23
17
6.7
65.7
48
19
11.5
112
83
22
18.0
177
130
24
28.5
279
206
27
39.0
383
282
30
56.0
549
405
32
76.0
745
550
36
94.5
927
684
41
135
1320
975
46
175
1720
1266
50
225
2210
1630
55
280
2750
2025
60
335
3280
2420
This Table represents standard values only.
Do not use these values to replace torque values which are specified in the Service Manual instructions.
Capscrew Thread
Diameter
(mm)
6
8
10
12
14
16
18
20
22
24
27
30
33
36
39
TABLE II. TIGHTENING TORQUE FOR

SPLIT FLANGE BOLTS
Foot Pounds
Newton meters
Kilogram meters
Width
(ft.lbs.)
(N.m)
(kg.m)
Across Flat
Tolerances 10%
Tolerances 10%
Tolerances 10%
(mm)
14
6.7
65.7
48
17
11.5
112
83
22
28.5
279
206
This Table represents standard values only.
Do not use these values to replace torque values which are specified in the Service Manual instructions.
Capscrew Thread
Diameter
(mm)
10
12
16
TABLE III. TIGHTENING TORQUE FOR

FLARED TUBE AND HOSE FITTINGS
Thread
Diameter of Nut
(mm)
14
18
22
24
30
33
36
42
A5-2
Width
Across Flat
(mm)
19
24
27
32
36
41
46
55
Kilogram meters
(kg.m)
Tolerances 10%
2.5
5
8
14
18
20
25
30
Newton meters
(N.m)
Tolerances 10%
25
50
80
140
175
195
245
295
Foot Pounds
(ft.lbs.)
Tolerances 10%
18
36
58
101
130
145
180
215
05/04 A05002
TABLE IV. TEMPERATURE CONVERSIONS

Formula: F - 32 1.8 = C or C x 1.8 + 32 = F
CELSIUS
FAHRENHEIT
CELSIUS
FAHRENHEIT
CELSIUS
FAHRENHEIT
C
F
C
F
C
F
121
250
482
63
145
293
4
40
104
118
245
473
60
140
284
2
35
95
116
240
464
57
135
275
1
30
86
113
235
455
54
130
266
4
25
77
110
230
446
52
125
257
7
20
68
107
225
437
49
120
248
9
15
59
104
220
428
46
115
239
12
10
50
102
215
419
43
110
230
15
5
41
99
210
410
41
105
221
18
0
32
96
205
401
38
100
212
21
5
23
93
200
392
35
95
293
23
10
14
91
195
383
32
90
194
26
15
5
88
190
374
29
85
185
29
20
4
85
185
365
27
80
176
32
25
13
82
180
356
24
75
167
34
30
22
79
175
347
21
70
158
37
35
31
77
170
338
18
65
149
40
40
40
74
165
329
15
60
140
43
45
49
71
160
320
13
55
131
46
50
58
68
155
311
10
50
122
48
55
67
66
150
302
7
45
113
51
60
76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C) or Fahrenheit (F). Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C) or read to the right to convert to degrees Fahrenheit (F). If
starting with a known temperature (either C or F), find that temperature in the marked column and read the converted temperature in the
center, unmarked column.
TABLE V. TORQUE CONVERSIONS
kilogram.meter - kg.m To Foot Pounds - (ft.lbs.)
1 kg.m=7.2339 ft.lbs.
kg.m
(ft.lbs)
7.23
14.5
21.7
28.9
36.2
43.4
50.6
57.9
65.1
10
72.3
79.6
86.8
94.0
101.3
108.5
115.7
123.0
130.2
137.4
20
144.7
151.9
159.1
166.4
173.6
180.8
188.1
195.3
202.5
209.8
30
217.0
224.2
231.5
238.7
245.9
253.2
260.4
267.6
274.9
282.1
40
289.3
296.5
303.8
311.0
318.2
325.5
332.7
339.9
347.2
354.4
50
361.6
368.9
376.1
383.3
390.6
397.8
405.0
412.3
419.5
426.7
60
434.0
441.2
448.4
455.7
462.9
470.1
477.4
484.6
491.8
499.1
70
506.3
513.5
520.8
528.0
535.2
542.5
549.7
556.9
564.2
571.4
80
578.6
585.9
593.1
600.3
607.6
614.8
622.0
629.3
636.5
643.7
90
651.0
658.2
665.4
672.7
679.9
687.1
694.4
701.6
708.8
716.1
TABLE VI. TORQUE CONVERSIONS

kilogram meter - kg.m To Newton meters (N.m)
1 kg.m=9.807 N.m
kg.m
(N.m)
9.8
19.6
29.4
39.2
49.0
58.8
68.6
78.5
88.3
10
98.1
107.9
117.7
127.5
137.3
147.1
156.9
166.7
176.5
186.3
20
196.1
205.9
215.8
225.6
235.4
245.2
255.0
264.8
274.6
284.4
30
294.2
304.0
313.8
323.6
333.4
343.2
353.1
362.9
372.7
382.5
40
392.3
402.1
411.9
421.7
431.5
441.3
451.1
460.9
470.7
480.5
50
490.4
500.2
510.0
519.8
529.6
539.4
549.2
559.0
568.8
578.6
60
588.4
598.2
608.0
617.8
627.6
637.5
647.3
657.1
666.9
676.7
70
686.5
696.3
706.1
716.0
725.7
735.5
745.3
755.1
764.9
774.8
80
784.6
794.4
804.2
814.0
823.8
833.6
843.4
853.2
863.0
872.8
90
882.6
892.4
902.2
912.1
921.9
931.7
941.5
951.3
961.1
970.9
A05002 05/04
A5-3
TABLE VII. PRESSURE CONVERSIONS

2
2
kilograms/cm (kg/cm )To pounds per sq. in. (psi)
1 kg/cm2=14.2231 psi
kg/cm
(psi)
14.2
28.4
42.7
56.9
71.1
85.3
99.6
113.8
128.0
10
142.2
156.5
170.7
185.0
199.1
213.3
227.6
241.8
256.0
270.2
20
284.5
298.7
312.9
327.1
341.4
355.6
369.8
384.0
398.2
412.5
30
426.7
440.9
455.1
469.4
483.6
497.8
512.0
526.3
540.5
554.7
40
568.9
583.1
597.4
611.6
625.8
640.0
654.3
668.5
682.7
696.9
50
711.2
725.4
739.6
753.8
768.0
782.3
796.5
810.7
824.9
839.2
60
853.4
867.6
881.8
896.1
910.3
924.5
938.7
952.9
967.2
981.4
70
995.6
1009.8
1024.1
1038.3
1052.5
1066.7
1081.0
1095.2
1109.4
1123.6
80
1137.8
1152.1
1166.3
1180.5
1194.7
1209.0
1223.2
1237.4
1251.6
1265.9
90
1280.1
1294.3
1308.5
1322.7
1337.0
1351.2
1365.4
1379.6
1393.9
1408.1
TABLE VIII. PRESSURE CONVERSIONS

2
2
kilograms/cm (kg/cm )To kilopascals (kPa)
2
1 kg/cm =98.068 kPa
kg/cm
(kPa)
98
196
294
392
490
588
686
785
883
10
981
1079
1177
1275
1373
1471
1569
1667
1765
1863
20
1961
2059
2157
2256
2354
2452
2550
2648
2746
2844
30
2942
3040
3138
3236
3334
3432
3530
3629
3727
3825
40
3923
4021
4119
4217
4315
4413
4511
4609
4707
4805
50
4903
5001
5100
5198
5296
5394
5492
5590
5688
5786
60
5884
5982
6080
6178
6276
6374
6472
6571
6669
6767
70
6865
6963
7061
7159
7257
7355
7453
7551
7649
7747
80
7845
7944
8042
8140
8238
8336
8434
8532
8630
8728
90
8826
8924
9022
9120
9218
9316
9415
9513
9611
9709
TABLE IX. PRESSURE CONVERSIONS

Pounds/sq. in. [psi] To kilopascals (kPa)
Formula: psi x 6.895 = kPa
psi
(kPa)
6.895
13.79
20.68
27.58
34.47
41.37
48.26
55.16
62.05
10
68.95
75.84
82.74
89.63
96.53
103.42
110.32
117.21
124.1
131.0
20
137.9
144.8
151.7
158.6
165.5
172.4
179.3
186.2
193.1
200.0
30
206.8
213.7
220.6
227.5
234.4
241.3
248.2
255.1
262.0
268.9
40
275.8
282.7
289.6
296.5
303.4
310.3
317.2
324.1
331.0
337.9
50
344.7
351.6
358.5
365.4
372.3
379.2
386.1
393.0
399.9
406.8
60
413.7
420.6
427.5
434.4
441.3
448.2
455.1
462.0
468.9
475.8
70
482.6
489.5
496.4
503.3
510.2
517.1
524.0
530.9
537.8
544.7
80
551.6
558.5
565.4
572.3
579.2
586.1
593.0
599.9
606.8
613.7
90
620.5
627.4
634.3
641.2
648.1
655.0
661.9
668.8
675.7
682.6
NOTE: Tables such as Table V, VI, VII, VIII, and IX may be used as in the following example:
Example: Convert 955 kg.m to foot pounds (ft.lbs.).
1. Select Table V.
2. Go to kg.m row 90, column 5; reads 687.1
95 kg.m = 687.1 ft.lbs.
4. Go to kg.m row 0, column 5; reads 49.0

5 kg.m = 49 ft.lbs. Add to step 3.
5. 950 + 5 kg.m = 6871 + 49 = 6920 ft.lbs.
955 kg.m = 6920 ft.lbs.
3. Multiply by 10:
950 kg.m = 6871 ft.lbs.
A5-4
05/04 A05002
Sealants and Adhesives

The recommended coating materials such as adhesives, gasket sealants and greases used for component assembly are listed below. For coating materials not listed below, use the equivalent of products shown in this table.
SEALANTS AND ADHESIVES

Nomenclature
Adhesives
Code
Part Number
LT-1A
TB1521
LT-1B
790-129-9050
LT-2
VE7533
Used to apply rubber pads, rubber gaskets and cork plugs.
Used as adhesive or sealant for metal, glass and plastic.
LG-1
Used with gaskets and packings to increase sealing effect.
LG-3
1400266H1
Heat-resistant gasket for precombustion chambers and exhaust piping.
LG-4
1400265H1
Used by itself on mating surfaces on the final drive and transmission

cases. Thickness after tightening: 0.07-0.08 mm (0.0027-0.0032 in)
LG-5
790-129-9080
Used by itself to seal grease fittings, tapered screw fittings and tapered
screw fittings in hydraulic circuits of less than 50 mm (2 in) in diameter.
LG-6
TB1215
Silicone rubber - used to seal oil pan, final drive case mating surfaces.
LG-7
TB1207C
Silicone rubber - used to seal oil pan, flywheel housing mating surfaces.
LM-P
09940-00040
Applied to bearings and taper shafts to facilitate press-fitting and to prevent sticking, burning or rusting.
G2-LI
SYG2-400LI-A
Liquid Gasket
Grease
Used to apply resin, rubber, metallic and non-metallic parts when a fast,
strong seal is needed.
Preventing bolts, nuts and plugs from loosening and leaking oil.
LT-3
(2 part epoxy)
Molybdenum
Disulphide
Lubricant
Applications
General purpose - applied to bearings, sliding parts and oil seals for lubrication, rust prevention and facilitation of assembly work.
PART NUMBERS
A05002 05/04
Three Bond
Komatsu
TB1374
VE7533
TB1521
TB1521
TB1104
1400265H1
TB1107
1400266H1
TB1110
790-129-9080
A5-5
NOTES
A5-6
05/04 A05002
STANDARD VALUE TABLES
ENGINE STANDARD VALUES
ITEM
MODEL
HD785-5LC
ENGINE
SAA12V140ZE-2
MEASUREMENT CONDITIONS
UNIT
Power Mode
High Idle
Engine Speed
Economy Mode
rpm
HI
Low Idle
rpm
Lo
Power Mode
Rated Speed
A06003
Economy Mode
rpm
Standard Value Tables
Standard Value
Permissible Value
2350 50
2350 50
2300 50
2300 50
1000 50
1000 50
650 25
650 25
2000 50
2000 50
1900 50
1900 50
A6-1
CHASSIS STANDARD VALUES

ITEM
UNIT
STANDARD
VALUE
PERMISSIBLE
VALUE
6.6 5%
6.6 5%
TRUCK PERFORMANCE
F1
F2
F3
Travel
Speed
F4
Engine water temperature.:

Within operating range.
Transmission oil temperature:

70- 90C
F5
F6
Empty truck
Traveling resistance: 3.3%
MPH
9.3 5%
9.3 5%
12.4 5%
12.4 5%
16.6 5%
16.6 5%
22.0 5%
22.0 5%
30.0 5%
30.0 5%
F7
40.0 5%
40.0 5%
7.1 5%
7.1 5%
Shift up
2100 50
2100 50
1450 50
1450 50
1400 50
(F2F1 only)
1400 50
(F2F1 only)
Auto Lock-up
Automatic Shift Control
ENGINE SPEED
High Power
Mode
Shift down
Shift up
Economy
Mode
Braking
Mode
RPM
Shift down
Engine water temp.:

Within operating range.
Transmission oil temp.: 70 - 90C
Hydraulic oil temp.: 50 - 80C
"Braking Mode" refers to when the

accelerator is OFF or the rear
brake is ON.
Shift up
Shift down
Set
F1, F2
F3 - F7
F1, F2
Reset
RPM
F3 - F7
Overrun
Protection
Set
RPM
Reset
Down-shift Inhibitor
RPM
2000 50
2000 50
1350 50
1350 50
1300 50
(F2F1 only)
1300 50
(F2F1 only)
2450 50
2450 50
1550 50
1550 50
1500
1500
1250 50
1250 50
1200
1200
1100 50
1100 50
2600 10
2600 10
2350 10
2350 10
Same as shift down

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

for automatic shift
control (see above)
TORQUE CONVERTER
Engine Speed at Torque Converter
Stall
Transmission oil temp.: 70 - 90C
Hydraulic oil temp.: 50 - 80C
Engine water temp.:

within operating range
POWER MODE
RPM
2040 100
ECONOMY MODE
RPM
A6-2
2040 100
1950 75
1950 75
A06003
CHASSIS STANDARD VALUES (Continued)

ITEM
UNIT
STANDARD
VALUE
PERMISSIBLE
VALUE
(Electronic governor
specification truck)
(Electronic governor
specification truck)
1.8 0.5 (4.0 0.7)
1.8 0.5 (4.0 0.7)
ACCELERATOR PEDAL
Starting to depress
Operating effort
Operating effort at a point

150 mm (5.9 in.) from pedal kg (lbs)
fulcrum
Fully depressed
42.1
Travel
Starting to depress
Fully
mm
Travel at a point 150 mm (5.9
(inches)
in.) from pedal fulcrum
(1.6
+2.0 / - 4.9
+0.07 / -0.19)
42.1 +2.0 / - 4.9

(1.6
+0.07 / -0.19)
44 5(1.7 0.2)
44 5(1.7 0.2)
kg
(lbs.)
1.6 0.4
(3.5 0.8)
Max. 2
(4.4)
mm
(inches)
18.5 1
(0.73 0.04)
18.5 2
(0.73 0.08)
GEARSHIFT LEVER
Operating effort
At center of lever knob
R-N
N-D
Travel
D-5
5-4
4-3
3-L
TORQUE CONVERTER
Oil pressure at
inlet port
Engine @ high idle
8 1 (113 15)
8 1 (113 15)
Engine @ low idle
1.3 0.5 (18.5 7)
1.3 0.5 (18.5 7)
Oil pressure at
outlet port
Engine @ high idle
Lock-up oil
pressure
Engine @ high idle
Main relief
pressure
Engine @ high idle
39.0 2 (555 29)
39.0 2 (555 29)
Engine @ low idle
34.5 2 (490 29)
34.5 2 (490 29)
16.5 1.5 (235 20)
16.5 1.5 (235 20)
Engine @ low idle
Engine @ low idle
Oil temperature:
70 - 90C (158 - 194F)
Engine water temperature:

Within operating temperature
Hydraulic oil temperature:

50 - 80C (122 - 176F)
kg/cm2
(psi)
4 0.5 (57 14)
4 0.5 (57 14)
1.0 0.5 (14 7)
1.0 0.5 (14 7)
16.0 0.5 (230 10)
16.0 0.5 (230 10)
16.0 0.5 (230 10)
16.0 0.5 (230 10)
TRANSMISSION CONTROL VALVE SET PRESSURE

Engine @ high idle
On actual truck
L, H, 4th clutch
3rd clutch
1st, 2nd clutch
Engine @ low idle
16.5 1.5 (235 20)
16.5 1.5 (235 20)
Engine @ high idle
20.5 1.5 (290 20)
20.5 1.5 (290 20)
Engine @ low idle
20.5 1.5 (290 20)
20.5 1.5 (290 20)
Engine @ high idle
31.5 1.5 (450 20)
31.5 1.5 (450 20)
31.5 1.5 (450 20)
31.5 1.5 (450 20)
30 1.5 (435 20)
30 1.5 (435 20)
30 1.5 (435 20)
30 1.5 (435 20)
17 2 (242 28)
17 2 (242 28)
Engine @ low idle

Engine @ high idle
When using
modulation Checker
R clutch
A06003
H, 3rd clutch
1st, 2nd, R
clutch
Oil temperature:
70 - 90C (158 - 194F)
Engine water temperature:

Within operating temperature

50 - 80C (122 - 176F)
Engine @ low idle

Engine @ high idle
L, 4th clutch
kg/cm2
(psi)
Engine @ low idle
17 2 (242 28)
17 2 (242 28)
Engine @ high idle
20 2 (284 28)
20 2 (284 28)
Engine @ low idle
20 2 (284 28)
20 2 (284 28)
Engine @ high idle
33 2 (469 22)
33 2 (469 22)
Engine @ low idle
33 2 (469 22)
33 2 (469 22)
A6-3

ITEM
UNIT
STANDARD
VALUE
PERMISSIBLE
VALUE
kg/cm2
(psi)
1.25 0.5
(18 7)
1.25 0.5
(18 7)
7.0 0.1
(100 2)
7.0 0.1
(100 2)
5.60
(80)
5.60
(80)
TRANSMISSION
Lubricating Oil Pressure
Engine water temperature.:

operating range.
Within
Engine: Full throttle
Oil temp.: 60 - 80C (140 - 176F)

(using EO10-CD) or 70 - 90C (158 194F) (using EO30-CD)
TIRE INFLATION PRESSURE

Standard Tires
Optional Tires
27.00 R49
(front and rear
wheels)
When empty
27.00-49-48PR
(front and rear
wheels)
kg/cm2
(psi)
STEERING WHEEL
Oil temp.: 50 - 80C (122 - 176F)
Operating Force
(Steering wheel turning speed: 30 rpm)
Truck stopped and empty. If impossible

when truck is stopped, travel at low
speed with engine @ low idle.
kg
(lbs.)
Max. 3.0
(Max 6.6)
Max. 3.6
(Max 8.0)
Play
Length at circumference of steering

wheel.
mm
(in.)
130 30
(5 1.2)
130 30
(5 1.2)
Engine stopped
No. of Turns
Lock Lock
Turns
3.5 0.4
3.5 0.6
Oil temp.: 50 - 80C (122 - 176F)
Max. 4
Max. 5
Engine speed: Full range
Lock Lock
Max. 4
Max. 5
Left Right
Turning Time
Right Left
sec.
STEERING VALVE
Engine @ Hi idle
210
Relief Pressure
Engine @ Lo idle
Oil temp.: 50 - 80C (122 - 176F)
Demand valve relief valve
kg/cm2
(2986
(psi)
185
(2630
+15 / - 0.0
210
+215 / - 0.0
+10/ - 0.0
(2986
185
+140 / - 0.0
(2630
+15 / - 0.0
+215 / - 0.0
+10/ - 0.0
+140 / - 0.0
BRAKE PEDAL
Operating Force
Tip of pedal
Travel
kg
(lbs.)
Max 30
(Max. 66)
Max 30
(Max. 66)
mm (in.)
78 8
(3 0.3)
78 15
(3 0.6)
kg
(lbs.)
1.0 - 4.0
(2.2 - 8.8)
0.5 - 6.0
(1.1 - 13.2)
degrees
0 - 90 3
0 - 90 3
RETARDER CONTROL LEVER

Operating Force
At point 10 mm (0.4 in) from tip of lever
Travel
PARKING BRAKE LEVER
Operating Force
Tip of lever
kg (lbs.)
Max. 2.0 (Max. 4.4)
3.0 (6.6)
Tip of lever
kg
(lbs.)
0.01 - 0.02
(0.02 - 0.04)
Max. 0.05
(Max. 0.10)
Pressure at which air is stored and

circuit is unloaded when air pressure is
raised from 0 kg/cm2 (0 psi) with
engine at full throttle.
kg/cm2
(psi)
8.3 0.3
(120 4.3)
8.3 0.3
(120 4.3)
EMERGENCY BRAKE LEVER

Operating Force
AIR GOVERNOR
Set pressure
A6-4
A06003

ITEM
UNIT
STANDARD
VALUE
PERMISSIBLE
VALUE
BRAKES
Service brake
braking distance
91 ton payload
Empty
Initial speed: 32 km/h (20 MPH)
Retarder brake
braking distance
91 ton payload
Distance from starting speed to stop
Max. actuating air pressure:

8.3 kg/cm2 (120 psi)
Max. hydraulic pressure:

Rear: 45 kg/cm2 (640 psi)
Max. 29 (95)
Max. 22.3 (73)
Max. 29 (95)
Max. 38 (125)
Max. 22.3 (73)
Max. 30 (98)
Min. 160 (2275)
Min. 160 (2275)
Min. 45 (640)
Min. 45 (640)
Min. 45 (640)
Min. 45 (640)
m
(ft)
Max. 60.9
(200)
Max. 60.9
(200)
Min. 15
Min. 15
rpm
Min. 2070
Min. 2070
HOLD
RAISE
Max. 10 (22)
Max. 10 (22)
RAISE
HOLD
Automatically reset
Automatically reset
5 - 10 (11 - 22)
5 - 10 (11 - 22)
FLOAT
HOLD
3 - 6 (7- 13)
3 - 6 (7- 13)
LOWER
FLOAT
Automatically reset
Automatically reset
FLOAT
LOWER
Max. 13 (29)
Max. 13 (29)
RAISE
HOLD (A)
15 2
(0.6 0.07)
15 2
(0.6 0.07)
11 2
(0.4 0.07)
11 2
(0.4 0.07)
11 2
(0.4 0.07)
11 2
(0.4 0.07)
Empty
Front chamber
Brake actuating
pressure
m (ft)
Max. 29 (95)
Max. 22.3 (73)
Rear chamber
(service)
Rear chamber
(retarder)
Stopping distance when emergency

brake is applied
Front: 187 kg/cm
(2660 psi)
kg/cm2
(psi)
On flat, dry road surface
Carrying 91 ton payload
Initial speed: 32 km/h (20 mph)
On flat, dry road surface
PARKING BRAKE
With 91 ton payload
Braking Capacity (sin )
After adjusting clearance between disc

and pad
Starting Test
F2
Torque converter stall
HOIST LEVER
Operating
Force
Travel
HOLD
FLOAT
HOLD
FLOAT (B)
Center of control lever knob
(Refer to Figure 6-1 for hoist lever positions

"A", "B", and "C")
kg
(lbs.)
mm
(in.)
FLOAT
LOWER (C)
HOIST VALVE
Relief
Pressure
Engine @ High
Idle
Engine @ Low Idle
A06003
Oil temp.: 50 - 80C (122 - 176F)
Measure at end of stroke when raising

body
200
kg/cm2
(psi)
(2845
185
(2630
+15 / - 0.0
+210 / - 0.0
200
)
+10 / - 0.0
+142 / - 0.0)
(2845
185
(2630
+15 / - 0.0
+210 / - 0.0
+10 / - 0.0
+142 / - 0.0)
A6-5

ITEM
UNIT
STANDARD
VALUE
PERMISSIBLE
VALUE
BODY
Lifting Speed
Oil temp.: 50 - 80C (122 - 176F)
Lowering Speed
Use FLOAT when lowering
Oil temp.: 50 - 80C (122 - 176F)
Set with No. 2 cylinder extended 200

mm (7.8 in.)
Hydraulic drift after 5 minutes
FRONT [A]
On flat road surface
FRONT [B]
When empty
Hydraulic Drift
13 1.5
13 1.5
sec.
17 1.5
17 1.5
mm
(in.)
Max. 85
(3.4)
170
(6.7)
242 10 (10.3 0.4)
242 10 (10.3 0.4)
484 10 (19 0.4)
484 10 (19 0.4)
222 10 (9.5 0.4)
222 10 (9.5 0.4)
39.5 5 (561 70)
39.5 5 (561 70)
26.0 5 (370 70)
26.0 5 (370 70)
SUSPENSION CYLINDER
Installed
Length
mm
(in.)
REAR [A]
FRONT
Pressure
REAR
(Refer to Figure 6-2 for dimension "A" and

"B" locations.)
kg/cm
(psi)
CHECKING BRAKE PERFORMANCE

Service Brake
F2
Min. 1930
Min. 1930
Retarder Brake
Torque converter stall
Min. 1540
Min. 1540
Emergency Brake
Engine water
operating range
Min. 1930
Min. 1930
Min. 2070
Min. 2070
Parking Brake
within
RPM
Air pressure: 8.3 kg/cm (120 psi)
Transmission oil temperature:

70 - 90C (158 - 194F)

50 - 80C (122 - 176F)
FIGURE 6-1. HOIST LEVER POSITIONS
A6-6
temperature
FIGURE 6-2. SUSPENSION CYLINDERS
A06003
STANDARD VALUES FOR ELECTRICAL PARTS

COMPONENT
CONNECTOR
No.
COMPONENT TEST TABLE
MEASUREMENT
CONDITIONS
ENGINE CONTROLLER
Verify normal voltages listed below:
Accelerator at
FULL position
Accelerator Sensor
AS2
Accelerator at
LOW position
Approx.
3.55 - 3.75 V
Between
B-C
1. Turn key switch ON.

2. Insert T-adapter.
3. Accelerator LO FULL.
Approx.
0.35 - 0.55 V
Verify normal resistances listed below:

Engine Water
Temperature Sensor
CT1
Water Temp. 25C

(normal)
Water temp. 100 C
Approx.
9 K - 10 K
Between
A-B
1. Turn key switch OFF.

2. Disconnect CT1.
Approx.
0.62 K - 0.65 K
TRANSMISSION CONTROLLER
Engine Oil Pressure
Sensor
EP1

Between B - C
Approximately 1.1 - 2.1 V
1. Start engine.

Voltage Value
Shifter Lever
SF (male)
When Selected
Not Selected
Between (3) - (2) [R]
>1.0 V
< 15.0 V
Between (4) - (2) [N]
>1.0 V
< 15.0 V
Between (5) - (2) [D]
>1.0 V
< 15.0 V
Between (6) - (2) [5]
>1.0 V
< 15.0 V
Between (7) - (2) [4]
>1.0 V
< 15.0 V
Between (8) - (2) [3]
>1.0 V
< 15.0 V
Between (9) - (2) [L]
>1.0 V
< 15.0 V
Between (1) - (2)

11.0 - 13.0 V

HPS (male)
LPS (male)
Pressure Control Valve
Solenoid
RPS (male
5 - 25
Between (1) - (2)

Note: resistance should be 13.85 5%

at 20C (68 F)
1PS (male)
2PS (male)
3PS (male)
4PS (male)
Verify normal resistance value listed below:

Lock-up Solenoid
L/CT (male)
Exhaust Brake
Solenoid
SL5 (male)
A06003
Between (1) - (2)
30 - 80

Between (1) - (2)
20 - 60

2. Disconnect L/CT

2. Disconnect SL5.
A6-7

COMPONENT
CONNECTOR
No.
MEASUREMENT
CONDITIONS
TRANSMISSION CONTROLLER (Continued)

Rear Brake (Overrun
Protection) Solenoid
SL4 (male)

Between (1) - (2)
20 - 60

2. Disconnect SL4.

Transmission Oil
Temperature Sensor
SL5 (male)
Oil Temperature
Measure Resistance
Normal temperature:
25C (77C)
37 k- 50 k

2. Disconnect SL5.
Between (1) - (2)
100C (212F)
3.5 k - 4.0 k

Relay
(Check as Individual
Part)
R01 - R29
(Except R09,
R11)
Between (1) - (2)
100 - 500
Between (3) - (6)
<0.1
Between (3) - (5)
>1 M
Check as individual part

Relay
(Check as Individual
Part)
R09 - R11
Between (5) - (6)
100 - 500
Between (3) - (4)
<0.1
Between (1) - (2)
>1 M
Check as individual part
HSW (male)
LSW (male)
Fill Switch
RSW (male)
1SW (male)

Switch OFF
Between (1) and

chassis
>1 M

2. Disconnect switch
connector
2SW (male)
3SW (male)
4SW (male)
Verify normal voltage listed below:

Alternator
Alternator
Terminal
R - Chassis
Engine running @ 1/2 throttle or above: 27.5 - 29.5 V

(NOTE: If the battery is old or after starting in cold areas, voltage
may not rise for some time.)
1. Start engine.

Air Pressure:
Air Pressure Sensor
SR5 (male)
8.3 kg/cm2 (120 psi)

Air Pressure:
Between (1) - (2)
5.2 kg/cm2 (75 psi)
A6-8
Approx. 160 or
less, or approx. 320
2. Disconnect SR5.
Approx. 640 or
approx. 800
A06003

COMPONENT
CONNECTOR
No.
MEASUREMENT
CONDITIONS

Engine Water
Temperature Sensor
CT1
Normal temperature:
25C (77C)
Approx. 9 - 10
Between A - B
100C (212F)

2. Disconnect CT1.
Approx. 0.62 - 0.65

Torque Converter Oil
Temperature Sensor
TC.SE (male)
Retarder Oil
Temperature Sensor
64 (male)
Normal temperature:
25C (77C)
37 k- 50 k
Between (1) - (2)
100C (212F)
3.5 k - 4.0 k

2. Disconnect TC.SE, and
64.

Fuel Level Sensor
61 (male)
Full
Empty
Transmission Shaft
Speed Sensors
Approx 12 or less
(1) - sensor flange
Approx. 85 - 110
Input Shaft
N1 (male)
Between (1) - (2)
500 - 1000
Intermediate Shaft
N2 (male)
Between (1) - (2)
500 - 1000
Output Shaft
N3 (male)
Between (1) - (2)
500 - 1000
Engine Speed Sensor

2. Disconnect 61
E12
(male)
Verify normal resistance listed below:

Between (1) - (2)
500 - 1000

2. Disconnect N1 - N3.

2. Disconnect E12
Verify no continuity in circuit as listed below:
Steering Oil
Temperature Sensor
21(male)
Between B and chassis
Normal
temperature:
25C (77C)
Oil temperature:
>123C (250C)
No continuity

2. Disconnect 21
No continuity
Verify normal conditions in circuit as listed below:

Air pressure Min.:
Retarder Switch
AS3 (male)
1.4 kg/cm2
(20 psi)
Between (1) - (2)

2. Disconnect AS3
Air pressure Max.:

0.6 kg/cm2
(8.5 psi)
A06003
Continuity
No continuity
A6-9

COMPONENT
CONNECTOR
No.
MEASUREMENT
CONDITIONS

Air pressure Min.:
Service Brake Switch
AS5 (male)
Between (1) - (2)
0.6 kg/cm2
(8.5 psi)
Continuity
Air pressure Max.:
No continuity

2. Disconnect AS5
0.2 kg/cm2
(3 psi)

Air pressure Min.:
Emergency Brake
Switch
AS4 (male)
4.9 kg/cm2
(70 psi)
Between (1) - (2)
No continuity

2. Disconnect AS4
Air pressure Max.:

3.7 kg/cm2
(53 psi)
Continuity

Air pressure Min.:
Parking Brake Switch
AS2 (male)
Between (1) - (2)
5.7 kg/cm2
(81 psi)
Continuity

2. Disconnect AS2
Air pressure Max.:

3.7 kg/cm2
(53 psi)
No continuity
Body FLOAT Switch
RH2 (male)
Dump lever @
FLOAT
Between (1) - (2)
Dump lever at a
position other than
FLOAT
No continuity

2. Disconnect RH2
Continuity

Body Seated Switch
DB1 (male)
Between (1) - (2)
Body seated
No continuity
Body not seated
Continuity

2. Disconnect DB1

Tilt Sensor
SR3 (male)
Between (1) - (2)
Tilt 17 or more
No continuity
Tilt 13 or less
Continuity

2. Disconnect SR3
Body RAISE Switch
A6-10
RH2 (male)
Dump lever @
RAISE
Between (7) - (8)
Dump lever at a
position other than
RAISE
No continuity
2. Disconnect RH2
Continuity
A06003

COMPONENT
CONNECTOR
No.
MEASUREMENT
CONDITIONS

Transmission Filter
Clogging Sensor
52 (male)
Between (1) - (2)
Filter normal
No continuity
Filter clogged
Continuity

2. Disconnect 52

Brake Stroke Switch
BLSR (male)
BLSL (male)
Between (1) - (2)
Stroke normal
Continuity
Large stroke
No continuity

2. Disconnect BLSR, BLSL.

Air pressure Min.:
Exhaust Brake Switch
AS4 (male)
3.7 kg/cm2
(53 psi)
Between (1) - (2)
Relay terminal
78 - chassis

2. Disconnect AS4
Air pressure Max.:

3.3 kg/cm2
(47 psi)
Emergency Steering
Timer Relay
Continuity
No continuity
Engine running: Minimum 20 V
1. Start engine.

COMPONENT
CONNECTOR
No.
MEASUREMENT
CONDITIONS
PAYLOAD METER (PLM II)

FR Suspension
Pressure Sensor
39 (male)
FL Suspension
Pressure Sensor
13 (male)
RR Suspension
Pressure Sensor
63 (male)
FL Suspension
Pressure Sensor
62 (male)
Verify voltages are within the range as listed below:

Between each connector (3) - chassis
Verify voltage is within the range as listed below:
Clinometer
A06003
PM3
Between (1) - (2)
1. Remove sensor from

suspension cylinder.
3. Verify there is no open or
shorted circuit in wiring
harness.
1. Park truck on level

ground.
2. Verify there is no open or
shorted circuit in wiring
harness.
A6-11
NOTES
A6-12
A06003
SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B01020
Index
B1-1
NOTES
B1-2
Index
B01020
SECTION B2
STRUCTURAL COMPONENTS
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-3

GRILLE AND HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-3
DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-3
LEFT DECK AND CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-4
RIGHT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-5
CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2-6
B02022
Structural Components
B2-1
NOTES
B2-2
B02022
STRUCTURAL COMPONENTS
GRILLE AND HOOD
DECKS
Removal
The truck left and right decks are mounted to the

frame structure using rubber mounting pads. These
pads are placed between the deck and the mounting structure to reduce noise and vibration. These
rubber mounts should be checked periodically and
worn or defective mounts should be replaced.
1. Remove grille.
2. Attach lifting device to the radiator hood.
3. Disconnect air horn hoses and headlight wire
on the left side of the radiator.
4. Remove the three plugs, capscrews, and nuts
from across the top of the radiator hood that
secures it to the cross brace below.
5. Remove six (6) mounting capscrews at the
base of the radiator hood.
The center deck section of the truck is rigidly

mounted in the front and rubber mounted in the
rear.
6. Lift radiator hood off of truck.

7. Check the number of shims under hood
mounting so all shims can be placed back to
their original location during installation.
Installation
1. Install deck in reverse order to removal.
Tighten all hardware to standard torque.
The decks of the trucks are also covered with

anti-slip surfaces. These anti-slip coverings
should be kept clean and replaced as they
become worn. Anti-slip material on the decks
must be inspected and maintained for safety of
personnel.
FIGURE 2-1. DECK LAYOUT

1. Capscrew
2. Capscrew
3. Cab Mounting Capscrews
4. Right Deck
B02022
5. Center Deck
6. Engine Lid
7. Capscrew
8. Front Grill
9. Ladder Deck
10. Cab
11. Walkway
B2-3
LEFT DECK AND CAB

Installation
Removal
1. Disconnect the ground wire between the negative terminal of the batteries and the frame.
2. Remove capscrews (2, Figure 2-2) and washers from each corner of the left deck section.
3. Disconnect all electrical wiring, air lines, and
hydraulic lines that would interfere with the
removal of the cab deck.
4. Attach lifting device with wood blocks (5,Figure
2-3) and lift deck section up and away from
truck.
5. Mark shims (4) so they will be installed in the
same location when the cab and deck are
installed.
1. Lower cab and deck section onto truck and

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

(LEFT DECK)
1. Cover
2. Capscrew
3. Special Washer
4. Shims
B2-4
5. Rubber Mounting
6. Flatwasher
7. Nut
FIGURE 2-3. CAB AND DECK

1. Cab
2. Strap
3. Lifting Device
4. Door
5. Wood Block
B02022
RIGHT DECK
Installation
Removal
1. Lower deck section onto truck and align capscrew mounting holes.
2. Disconnect all air hoses and electrical wiring

leading from the right deck. Disconnect ground
strap between right deck and frame.
2. Remove lifting device and

3. Install capscrews (2, Figure 2-4) and washers.
Tighten capscrews to standard torque.
3. Attach a lifting device to the deck.

4. Remove the four (4) mounting capscrews (2,
Figure 2-4).
5. Remove deck from truck.
Inspect the rubber mounting pads for cracks, tears or

other damage. Replace with new if damaged.

(RIGHT DECK)
1. Cover
2. Capscrew
3. Special Washer
4. Washer
B02022
5. Rubber Mounting
6. Bushing
7. Nut
B2-5
CENTER DECK
Installation
Removal
1. Install deck on truck and align mounting holes

and the rear rubber mounting studs.
2. Remove the three plugs, capscrews and nuts

from the front of the center deck.
2. Tighten all mounting hardware. Install the covers over the front access holes.
3. Remove the two nuts (2, Figure 2-5) and lockwashers from the two rear rubber mounts.
3. Connect the ground wire between the negative

terminal of the batteries and the frame.
4. Remove deck from truck.
FIGURE 2-5. REAR MOUNTING PADS FOR

CENTER DECK
1. Cover
2. Nut
B2-6
3. Rubber Mounting
4. Capscrew Pad
B02022
SECTION B3
DUMP BODY
INDEX
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-4
BODY PAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-5
BODY PAD ADJUSTMENT (SIDE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-5
(With pads in place) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-5
(With pads removed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-5
BODY PAD ADJUSTMENT (FRONT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-6
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-6
BODY PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-6
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-7
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3-7
B03021
Dump Body
B3-1
NOTES
B3-2
Dump Body
B03021
DUMP BODY
Removal
2. Remove mud flaps from both sides of the truck.
Pin rock ejectors in the up position.
1. Park truck on hard level surface and block all

wheels. Using special sling (561-98-61350)
connect cables and lifting device to the dump
body and take up slack as illustrated in Figure
3-1.
Before raising or lifting body be sure there is

adequate clearance between body and overhead
structures or electric power lines.
3. On each side of the dump body, remove the

hoist cylinder pin retainer capscrew and washer
(4 and 5, Figure 3-2) from the dump body brackets (1).
Some means of supporting hoist cylinders will be

necessary prior to removing hoist cylinder pin.
4. Remove the top hoist cylinder pin (3, Figure 32) from the dump body.
Be sure that lifting device is rated for at least a 35

ton capacity (31780 kg).
FIGURE 3-2. HOIST CYLINDER MOUNTING

1. Body Brackets
2. Hoist Cylinder
3. Pin/Retainer Str.
FIGURE 3-1. DUMP BODY REMOVAL

1. Lifting Cables
B03021
2. Guide Rope
Dump Body
4. Capscrew
5. Washer
B3-3
5. Remove the capscrew and washer (2, Figure 33) securing the pivot pin (3). Remove the pivot
pin from each dump body pivot point. Pivot pin
spacers (4), will come out after pin is removed.
Store spacers in a manner so they will be
installed in the same location they were
removed.
Installation
1. Attach lifting device to dump body and lower
over the truck frame. Align the dump body pivot
with frame mounting bracket.
2. Install the spacers (4, Figure 3-3) as removed
and body pivot pins (3) on each side of truck. If
necessary, adjust body to center it between the
frame rails. Refer to Figure 3-3.
6. Lift dump body clear of truck and move to storage or work area. Place on blocks.
7. Inspect bushings (6) in the body pivots for wear
or damage. Replace, if necessary.
NOTE: After installation, check to insure that the side

of the canopy and the side of the operators cab are in
alignment within 30mm (1.2 in). If necessary, adjust
body with shims at body pivot.
3. Secure pivot pin in place with capscrew and
washer (3, Figure 3-3). Tighten capscrews to
25-31.5 kg.m (181-228 ft.lbs.) torque.
4. If equipped, check engine exhaust tube in
heated body. Tube should be centered in body
opening.
5. Align top eye of hoist cylinder and install hoist
cylinder pins. Secure pins with capscrews and
washers (4 and 5, Figure 3-2). Tighten capscrews to 16-20 kg.m (116-145 ft.lbs.) torque.
6. Install mud flaps and release rock ejectors on
dump body.
FIGURE 3-3. BODY PIVOT PIN CROSS SECTION

1. Dump Body
2. Capscrew & Washer
3. Pivot Pin
4. Spacer
B3-4
5. Frame Pivot Structure

6. Seal
7. Bushing
Dump Body
B03021
BODY PAD
BODY PAD ADJUSTMENT (SIDE)
Removal
(With pads in place)

1. Completely lower empty dump body until in
contact with frame rail. Check all eight (8) pads
to insure full contact with frame. If not, adjust
with shims.
NOTE: It is not necessary to remove the dump body

for replacing the body pads. Replace pads if worn
excessively.
1. Raise dump body to sufficient height for
removal of body pads.
(With pads removed)
Place blocks between dump body and frame.

Secure blocks in place.
1. Install a 55mm (2.16 in) spacer (1, Figure 3-5)

between the front of dump body and the frame.
Measure and record the distance between the
dump body and frame at four (4) locations on
each frame rail. Refer to Figure 3-5.
2. Subtract 35mm (1.38 in) from each dimension
recorded above.
2. Remove capscrews, lockwashers and rubber

body pads with shims from body pad mounting
surface. Refer to Figure 3-4.
Installation
1. Install new rubber body pads and shims. Install
capscrews and lockwashers.
3. Raise body high enough to install pads and

block in position to prevent body from lowering.
Assemble a shim pack for each pad as determined in Step 2 and install with capscrews, flatwashers, and nuts.
4. Remove blocking and spacer and lower body
completely.
5. Check all eight (8) pads to insure full contact
with frame. Adjust with shims if necessary.
FIGURE 3-5. BODY PAD ADJUSTMENT

1. 55 mm (2.16 in.)
spacer
2. Body Pads
(4 locations)
FIGURE 3-4. BODY PAD AND GUIDE

1. Capscrew & Nut
2. Mounting Surface
3. Shims
4. Body Pad
B03021
5. Frame
6. Guide
a. Gap 1-2 mm
(0.040 - 0.080 in.)
Dump Body
B3-5
BODY PAD ADJUSTMENT (FRONT)
BODY GUIDE
NOTE: Adjust after lower body pads have been

adjusted.
1. Total thickness of rubber pad (1, Figure 3-6)

should be 50mm (2.0 in).
2. If not, adjust with shims (2).
At time of body pad replacement, wear plates, which

the body guides contact, should be inspected for serviceability. Prior to checking the gap between the
body guides and wear plates, insure the body is centered on the frame. The gap between the guides and
wear plates should be 1-2 mm (0.040-0.080 in.).
Refer to Figure 3-4.
NOTE: Size of weld for body guide and wear plate is
0.31 inch (7.87 mm) unless otherwise specified. Use
AWS E 70 Series, Low Hydrogen Type Welding
Rods, such as E7016 or E7018.
BODY PIN
The body pin is located under the dump body at the
rear of the truck. This pin is intended to be used as a
safety to hold the body in the up position while the
technicians work under it.
Always store pin in body storage hole. Placement

of the pin in mainframe or matching body-up
holes located on the body can cause damage to
frame or body during dumping cycle.
FIGURE 3-6. FRONT BODY PAD
1. Pad
2. Shims
B3-6
3. 50 mm (2.0 in.)
4. Capscrew
Never work under a raised body unless body

safety pin is in the proper position to hold body
up.
Dump Body
B03021
ROCK EJECTORS
Rock ejectors are placed between the rear dual
wheels to keep rocks or other material from lodging
between the dual tires. Failure to keep ejectors in
working order could allow debris to build up between
the dual wheels and cause damage to the tires. The
rock ejectors can be pinned up out of the way if
desired.
Inspection
1. The ejectors must be positioned on the center

line between the rear tires within 0.25 in. (6.35
mm).
2. With the truck parked on a level surface, the
arm structure should be approximately 4.88 in.
(124 mm) away from the wheel spacer ring.
FIGURE 3-7. ROCK EJECTOR

1. Pin Structure
2. Rock Ejector Arm
3. Cotter Pin
4. Rock Ejector Bracket
NOTE: With Rock Ejector Arm (2, Figure 3-7)

hanging vertical, there must be NO GAP at stop on
bracket (4).
3. If the arm (2) becomes bent, it must be
removed and straightened.
4. The wear plates must be replaced if severely
worn.
5. Inspect the mounting brackets, pins (1) and
stops at each shift change for wear and/or damage, and repair as necessary.
B03021
Dump Body
B3-7
NOTES
B3-8
Dump Body
B03021
SECTION B4
FUEL TANK
INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B4-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B4-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B4-4
VENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B4-4
QUICK FUEL INSTALLATION (OPTION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B4-4
B04020
Fuel Tank
B4-1
NOTES
B4-2
Fuel Tank
B04020
FUEL TANK
4. Connect a suitable lifting device to the tank and
take up slack.
The truck is equipped with a fuel tank mounted in

front of the rear tires on the right side. The tank is
equipped with an external fuel gauge and optional
electric sender for the instrument panel gauge.
5. Loosen the bottom and top mount capscrews

(16, Figure 4-1) and take up slack on lifting
device. Remove capscrews and move tank to
safe working area.
Removal
1. Drain fuel from tank.
6. Remove sending unit (2) and cover (11) on

tank, and other fittings as required to carry out
interior cleaning.
2. Remove wire from tank sender if equipped with

fuel level indicator in instrument panel.
3. Disconnect fuel supply and return lines. Cap
hoses and tank ports to prevent contamination.
FIGURE 4-1. FUEL TANK INSTALLATION

1. Fuel Tank
2. Fuel Gauge
3. Gasket
4. Capscrew
5. Lockwasher
6. Filler Cap
7. Strainer
8. Bushing
B04020
9. Drain Cock
10. Gasket
11. Cover
12. Lockwasher
13. Capscrew
14. Mounting Plate
15. Mounting Plate
16. Bolt
17. Nut
18. Washer
19. Pipe Plug
20. Breather Cap
21. Elbow Fitting
22. Shutoff Valve
23. Nipple
24. Supply Hose
Fuel Tank
25. Straight Fitting

26. Return Hose
27. Tapping Screw
28. Lockwasher
29. Collar
30. Bolt
B4-3
VENT
Installation
1. Thoroughly clean the mounting areas on the
frame and the tank.
2. Lift the fuel tank into position near the frame
and lower into position. Install capscrews (16),
lockwashers and nuts.
3. Tighten capscrews (16) evenly to 50-62 kg.m
(362-450 ft. lbs.) torque.
4. Connect fuel lines and fuel sender wire.
The fuel tank is vented through a small breather cap

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

check for leaks.
QUICK FUEL INSTALLATION (OPTION)

An optional quick fuelling system may be installed in
place of cover (11, Figure 4-1).
If a tank is to be weld repaired, special precautions are necessary to prevent fire or explosion.
Consult local authorities if necessary, on safety
regulations before proceeding.
Cleaning
The fuel tank is provided with a drain and a cleaning
port in the side that allows steam or solvent to be utilized in cleaning tanks that have accumulated foreign
material.
It is not necessary to remove the tank from the truck
for cleaning of sediment, however rust and scale on
the walls and baffles may require complete tank
removal. This allows cleaning solutions to be in contact with all interior surfaces by rotating the tank in
various positions, etc.
Prior to a cleaning procedure of this type, all vents,
fuel gauges, and hose connections should be
removed and temporarily sealed. After all scale, rust,
and foreign material have been removed, the temporary plugs can be removed.
If a tank has been damaged and requires structural
repair, carry out such repairs before final cleaning. A
small amount of light oil should be sprayed into the
tank to prevent rust if the tank is to remain out of service. All openings should be sealed for rust prevention.
B4-4
Fuel Tank
B04020
SECTION C
ENGINE
INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
C01023 05/04
Index
C1-1
NOTES
C1-2
Index
05/04 C01023
SECTION C3
COOLING SYSTEM
INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-3

COOLING SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-3
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-3
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-5
BRAKE OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-6
FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-6
FAN BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-7
Fan Belt Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-7
Fan Belt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3-7
C03024 05/04
Cooling System
C3-1
NOTES
C3-2
Cooling System
05/04 C03024
COOLING SYSTEM
COOLING SYSTEM COMPONENTS
RADIATOR
Engine cooling is accomplished by circulating the

coolant through the engine water jacket and the radiator. Air is pulled through the radiator (1, Figure 3-1)
core by an engine driven fan to remove heat from the
circulating coolant. The radiator bottom tank contains
a transmission oil cooler, utilizing engine coolant to
cool the transmission oil.
Removal
In order to reduce engine exhaust emissions, engine

intake air is cooled by two air to air aftercoolers (3)
mounted on the front of the radiator.
In addition, the air conditioning system condenser (2)
and a steering system oil cooler (4) are mounted in
front of the engine coolant radiator. A brake system
cooler is mounted below the rear of the radiator.
Before removing any cooling system components, release cooling system pressure by turning radiator cap counterclockwise to the first
notch. Failure to release pressure may result in
hot coolant being expelled causing serious
injury.
1. Disconnect the negative and then the positive

battery cable (or open battery disconnect
switch, if installed).
2. Position a container (completely clean if the
coolant is to be reused) under the drain cocks
on the radiator and brake oil cooler. Be prepared to catch as much as 256 L (66 gal.) of
coolant. Open drain cocks and allow coolant to
drain completely.
3. Remove grille. Remove steering oil cooler (4,
Figure 3-1).
4. Remove the capscrews retaining the condenser
core (2) to the radiator and rotate the condenser
core towards the left fender. Secure refrigerant
lines and condenser core away from radiator to
prevent possible damage during radiator
removal. If it is necessary to remove the condenser from the truck, refer to Section M and
discharge the refrigerant from the system, then
remove the condenser.
Wear a face shield and protective gloves while

venting refrigerant from the air conditioning system. Contact with the refrigerant will cause skin
and tissue freezing (frostbite).
5. Check for any wiring or hoses attached to hood.
FIGURE 3-1. RADIATOR ASSEMBLY

1. Radiator
2. A/C Condenser
C03024 05/04
FIGURE 3-2. WIRING AND HORN
3. Air to Air Cooler

4. Steering Oil Cooler
1. Headlight Wiring
Cooling System
2. Air Horn Hoses
C3-3
9. Remove six (6) mounting capscrews (4, Figure

3-3) at the base of the radiator hood and
remove. Tag the shims for proper placement
during assembly.
10. Remove fan guard (1, Figure 3-4).
11. Remove thermostat outlet hoses (2 & 3).
12. Disconnect de-aeration hoses (4).
13. Disconnect hose at radiator cap neck (routed to
coolant reservoir). Remove clamps attaching
hose to radiator. Disconnect coolant level sensor.
14. Remove radiator outlet hose (2, Figure 3-5) and
radiator bypass hose (1).
15. Remove connector hoses and tubes between
air to air coolers (5) and engine.
FIGURE 3-3. RADIATOR HOOD

1. Radiator Hood
2. Damper
3. Radiator Support
4. Capscrews
16. Remove transmission oil cooler hoses (3).

Remove oil cooler inlet hose and tube (4).
6. Remove hood according to Removal instructions in Section B.

7. Disconnect headlight wire (1, Figure 3-2) and
air horn hoses (2) on the left side of the radiator.
8. Remove the plugs, capscrews, and nuts from
across the top of the radiator hood that secures
it to the cross brace below.
Radiator assembly weighs approximately 585 kg

(1290 lbs.) Use adequate lifting device.
17. Attach a sling or hoist to the radiator and take
up the slack. Remove radiator top mounting rod
by removing nuts (1, Figure 3-6).
18. Remove radiator bottom mount capscrews (4)
and remove radiator. Move radiator to a clean
work area for service.
FIGURE 3-4. RADIATOR COMPONENTS

1. Fan Guard
2. Thermostat Outlet Hose
3. Thermostat Outlet Hose
C3-4
4. De-Aeration Hose
5. Bypass Hose
FIGURE 3-5. COOLANT AND OIL LINES

1. Bypass Hose
2. Outlet Hose
3. Transmission Oil
Hoses
Cooling System
4. Oil Cooler Inlet Line

5. Air to Air Cooler
05/04 C03024
Service
Radiator service is a specialized function usually not
accomplished by most maintenance shops. The
large size and weight of the off-road truck radiators
dictates that a specialized radiator shop be used for
service and repair on the radiators.
4. Install transmission oil cooler hoses (3, Figure

3-5).
5. Install radiator outlet hose (2) and radiator
bypass hose (1). Install hose routed to coolant
tank.
6. Connect de-aeration hoses (4, Figure 3-4).
7. Install thermostat outlet hoses (2 & 3).
Installation
1. Inspect dampers (5, Figure 3-6) for cracks or
excessive stress. Replace if damaged or worn.
2. Attach a lifting device to radiator and lower into
position. Install bottom mount capscrews (4).
3. Install radiator top mounting rod with nuts (1).
Tighten nuts on each end of tie rod and center
the rods between the brackets to position the
radiator so that the fan blades are centered in
the shroud.
8. Install fan guard (1).

9. Install tubes and connector hoses between
engine and air to air coolers (5, Figure 3-5).
10. Install mounting capscrews (4, Figure 3-3) at
the base of the radiator hood.
11. Install the plugs, capscrews, and nuts from
across the top of the radiator hood that secures
it to the cross brace below.
12. Connect headlight wire (1, Figure 3-2) and air
horn hoses (2) on the left side of the radiator.
13. Install the air conditioning condenser core (2,
Figure 3-1) to the radiator. Refer to Section M to
evacuate and recharge the system.
14. Install hood according to Installation instructions
in Section B.
15. Install oil cooler (4, Figure 3-1) and radiator
grille.
16. Make sure all coolant drains are closed and all
hoses installed. Service cooling system with the
proper mixture of antifreeze as recommended
in the Lubrication and Service Section. Check
for static leakage and correct any leaks.
17. Close battery disconnect switch if installed. If
not, install the battery cables as follows:
a. Install the battery positive cable first.
b. Install the negative cable next.
18. Start engine and run until cooling system
reaches operating temperature, recheck the
cooling system for leakage during engine operation.
FIGURE 3-6. RADIATOR MOUNTING

1. Nut
2. Washer
3. Rubber Mount
4. Capscrews & Lockwashers
C03024 05/04
5. Damper
6. Washers
7. Radiator Support
8. Capscrews
If air is not completely bled from cooling system

during refill, additional coolant may be required
due to air entrapped which will gradually dissipate as the engine comes up to temperature.
Refill radiator as required before putting machine
to work.
Cooling System
C3-5
BRAKE OIL COOLER
FAN
Removal
Removal
1. Drain engine coolant and the brake cooling oil.

2. Disconnect the two cooling water hoses (1, 2,
Figure 3-7) from the right side of the brake
cooler.
3. Disconnect the brake oil cooling lines (3, 5)
from the brake oil cooler.
1. Remove radiator, hood, grill, and water piping

as specified in Section B or earlier in this section.
2. The fan guard may be separated and removed
or can be moved back toward the engine clear
of the fan hub.
3. Remove capscrews and lockwashers and lift
fan and spacer from pulley hub.
The brake oil cooler weighs 247 kg (545 lbs). Use

a suitable device that can safely support 247 kg
(545 lbs).
4. Attach a suitable supporting device to the brake
oil cooler and remove mounting bolts from
brackets at right and left sides of the cooler.
Lower cooler from truck.
Bent or cracked fan blades cannot be repaired.

The fan must be replaced. Do not attempt to
repair damaged blades.
Installation
Installation
1. Lift cooler up in place and secure with mounting
capscrews.
2. Connect brake cooling oil lines and water coolant lines to cooler.
3. Fill radiator and brake cooling oil tank to proper
levels with proper fluids as specified in Section
P, Lubrication and Service.
1. Inspect fan carefully before installation. If

blades are bent or cracks are evident, install a
new fan.
2. Clean mounting surfaces thoroughly and install
spacer on fan hub.
3. Lift fan into position and install over pilot diameter of hub.
4. Install the capscrews and lockwashers and
torque to standard torque. Use alternating pattern and increasing levels of torque until all capscrews are evenly torqued.
5. Install fan guard around fan if separated during
removal.
6. Install radiator, hood, grille and water piping as
specified in Section B or earlier in this section.
7. Refill with coolant.
FIGURE 3-7. BRAKE OIL COOLER

1. Water Outlet Hose
2. Water Inlet Hose
3. Oil Inlet Tube
C3-6
4. Brake Oil Cooler

5. Oil Outlet Tube
Cooling System
05/04 C03024
FAN BELT
The poly-vee type belt can be changed by removing
the fan guard without dismantling or removing the fan
from the engine. Care must be exercised in doing
this however as the belt will be a tight fit around edge
of blades and sheet metal shroud.
Belt tension is maintained by a spring inside the tensioner assembly (3, Figure 3-8) and the tensioner
pulley (4).
Fan Belt Adjustment

1. Turn jam nut (under bracket) clockwise to allow
adjustment of tensioner assembly rod. Turn top
adjustment nut clockwise and increase tension
until belt is snug.
2. Install belt tension gauge (Burroughs # BT-3372B).
a. Tighten adjustment nut (2, Figure 3-8) to
obtain 271 kg (600 lbs.) tension for a new
belt.
Fan Belt Replacement

1. Remove left and right sections of fan guard.
b. Tighten adjustment nut (2, Figure 3-8) to

obtain 226 kg (500 lbs.) tension for a used
belt.
2. Release belt tension by loosening the adjustment nut (2, Figure 3-8) until fan belt is free.
3. Remove belt from tensioner pulley (4) and
crankshaft pulley.
4. Remove belt by working belt around fan blades.
5. Install new belt in same manner as removal of
old belt. Be certain belt is properly positioned in
vee grooves of crankshaft pulley and fan drive
pulley.
Note: A belt is considered used if it has been in

operation for 10 minutes or longer.
3. Tighten jam nut (under bracket) to 81 Nm (60 ft.
lbs.) torque.
6. Adjust belt tension using procedure that follows.

7. Install fan guard.
FIGURE 3-8. FAN BELT
ADJUSTMENT
1. Fan Belt
2. Adjustment Nut
3. Tensioner Assembly
4. Tensioner Pulley
C03024 05/04
Cooling System
C3-7
NOTES
C3-8
Cooling System
05/04 C03024
SECTION C4
ENGINE
INDEX
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C4-2
GENERAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-2
PREPARATION FOR ENGINE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C4-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C4-6
DRIVE LINE ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C4-8
Drive Line Adapter Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C4-8
Drive Line Adapter Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C4-9
Drive Line Adapter Damper Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C4-10
Drive Line Adapter Damper Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C4-11
RECOMMENDED LUBRICANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-11
C04024 05/04
Engine
C4-1
NOTES
C4-2
Engine
05/04 C04024
ENGINE
Removal
The Model HD785-5 truck is equipped with a

Komatsu SAA12V140ZE-2 turbocharged diesel
engine. Engine power is transmitted to the TORQFLOW transmission by a drive line adapter with
damper assembly, and a drive shaft with two universal joints.
1. Close the fuel supply valve. Disconnect Heater

Relay (3, Figure 4-1) behind filters located on
left front and right front of engine.
GENERAL INSTRUCTIONS
Prior to disassembly or removal, tag or mark all
air lines, oil lines, fuel lines and electrical
connections to assure correct assembly at time
of engine installation. Most electrical components
have harness connectors that can be
disconnected quickly. Refer to Section D for
additional information regarding connector types
and disconnect instructions.
Plug all ports and cover all hose fittings or
connections when disconnected to prevent dirt or
foreign material from entering.
Additional component disconnection and hookup
steps may be required during engine removal
and installation, depending on optional
equipment installed at the factory or by the end
user. Refer to Section M for additional
information regarding optional equipment.
FIGURE 4-1. HEATER RELAY

1. By-pass Filter
3. Heater Relay
2. Fuel Filter
2. Disconnect water pump pipes (1, Figure 4-2)
and hose (3).
PREPARATION FOR ENGINE REMOVAL
3. Disconnect ground terminal (2) and alternator

output wire (4). Disconnect A/C compressor
clutch and heater relay at filters behind alternator.
Position the truck in work area with adequate

overhead clearance to permit raising the
dump body.
Apply parking brake and block wheels to
prevent truck movement.
Raise body and install safety pins.
Do not work under raised body without first making sure the safety pins are securely installed.
Disconnect the negative, then the positive
battery cables (or open battery disconnect
switch if equipped).
Release system air pressure.
Remove grille according to procedure in
Section B. Remove radiator according to
Radiator Removal procedure in this section.
FIGURE 4-2. PIPES AND WIRING

1. Water Pipes
2. Ground Terminal
C04024 05/04
Engine
3. Hose
4. Alternator Wire
C4-3
5. If truck is equipped with optional warm air

intake, remove clamps (2, Figure 4-4) from air
intake duct elbows (3) at the air cleaner inlet
and center deck (6) duct pipes. Remove elbows
and horizontal duct pipe.
6. Remove the center deck structure (6).
7. Disconnect air intake ducts (7) at turbocharger
and hump hose (10). Remove clamps retaining
inlet ducts to support (9) and remove ducts.
8. Remove exhaust pipes at turbochargers (8).
Note: If equipped with optional exhaust brake,
disconnect air hoses and remove brake valves from
mounting brackets.
FIGURE 4-3. STARTER MOTOR WIRING
1. Starter Motor
2. Starter Solenoid
9. Remove cover (11).

10. Disconnect fuel supply and return hoses, and
shut-off valve wiring.
3. Battery Circuit
Cables
4. Oil Pressure Switch
11. Disconnect lines at air compressor.

12. Remove coolant pipes and hoses (if not
removed during radiator removal). Disconnect
heater hoses.
4. Disconnect starter motor cables (3, Figure 4-3)

and ground at left rear of engine. Disconnect oil
pressure switches (4). Note: Some trucks are
equipped with optional dual starter motors.
FIGURE 4-4. INTAKE PIPING

1. Air Cleaner Assembly
2. Clamps
3. Elbow
C4-4
4. Air Cleaner Cap (Std.)

5. Warm Air Intake (Opt.)
6. Center Deck Structure
7. Intake Duct
8. Turbocharger
9. Support Bracket
Engine
10. Hump Hose

11. Cover
12. Dump Body
05/04 C04024
16. If truck is equipped with optional fan clutch,

remove solenoid valve (3, Figure 4-7) hoses
and disconnect electrical harness connector.
13. Disconnect ground cable (5, Figure 4-5) at rear

engine mount. Disconnect Speed sensor (2),
coolant temperature sensor (3). If equipped with
optional engine coolant heaters or fan clutch,
remove hoses and wiring as required (see Figure 4-5).
FIGURE 4-5. ENGINE WIRING

1. Coolant Heater Hose
(Optional)
2. Speed Sensor
3. Coolant Temperature Sensor
4. Temperature Sensor
(Optional Fan Clutch)
5. Ground Strap
FIGURE 4-7. FRONT ENGINE MOUNT

1. Mount Bracket
3. Fan Clutch Solenoid
2. Mount capscrew
(Optional)
14. Remove brake cooling hoses and tubes from

engine.
17. Check for any remaining wiring, hoses etc.

attached to engine and remove as necessary.
15. Remove drive shaft guard (1, Figure 4-6), and

drive shaft (2).
18. Attach lifting device to engine.
The complete engine module weighs approximately 3,200 kg (7,050 lbs.). Make sure sling,
hoist, and spreader bar is of adequate capacity.
During engine removal, insure that engine
removal path is clear of personnel and equipment.
19. Remove capscrews (2, Figure 4-7) at front
engine mount.
FIGURE 4-6. DRIVE SHAFT
1. Drive Shaft Guard
C04024 05/04
2. Drive Shaft
Engine
C4-5
Installation
20. Remove nuts, capscrews (1, Figure 4-8), and

large diameter flatwashers at both rear engine
mounts.
The complete engine module weighs approximately 3,200 kg (7,050 lbs.). Make sure sling,
hoist, and spreader bar is of adequate capacity.
During engine removal, insure that engine
removal path is clear of personnel and equipment.
1. Inspect engine mount rubber dampers for wear
or damage and replace if necessary.
2. Attach lifting device to engine and install in
frame.
a. Install front engine mounting capscrews (2,
Figure 4-7) and tighten to 56 6 kg.m (405
43 ft.lbs.)
b. Install rear engine mount capscrews (1, Figure 4-8) through engine bracket, rubber
dampers, large flatwashers, and into the
frame mounting bracket. Install nuts and
tighten capscrews to standard torque.
FIGURE 4-8. REAR ENGINE MOUNTS

1. Engine Mount
Capscrews
c. Install ground strap (5, Figure 4-5) between

engine mount bracket and frame bracket.
2. Drive Shaft
Capscrews
NOTE: Refer to the procedure for centering the

engine assembly and transmission assembly in
Section F, Transmission Installation.
3. Install drive shaft (2, Figure 4-6), Apply a thread
tightener (Three Bond #TB1374) to capscrews
(2, Figure 4-9) and install. Tighten capscrews to
18 2 kg.m (130 14 ft.lbs.) torque.Install
drive shaft guard.
21. Lift engine out of frame and move to a clean

work area and mount on work stands or cribbing.
22. Inspect all wiring, hoses, and coolant tubing and
replace if damaged or deteriorated.
4. Position wiring harnesses, hoses etc. into position on engine and install enough clamps to
ensure correct routing during hookup.
5. If equipped with optional fan clutch, connect
solenoid (3, Figure 4-7) hoses and wiring.
6. Install brake cooling system hoses and tubes.
7. Install engine air intake ducts (7, Figure 4-9).
Duct tubes should be inserted 40 mm (1.60 in.)
into hump hose (10) and elbow. Install hose
clamps and tighten to 8.8 N.m (6.5 ft. lbs.)
torque. Install support (9) clamps.
8. If equipped with optional heated air intake system (5), reinstall center deck structure (6),
elbows (3), and horizontal duct to connect air
cleaner inlets to deck piping. Insert duct tubes
50 mm (2.0 in.) into elbows.
C4-6
Engine
05/04 C04024
and heater relays behind filters on right and left

sides of engine (see Figure 4-1).
9. If equipped with optional exhaust brake, install

brake valves on mounting brackets and connect
air lines at port on top of valves. (If exhaust
brake valves have been removed for service,
valves must be correctly positioned with the
arrow (on side of valve body) pointed away from
the turbocharger and toward the exhaust pipe.
Refer to Section M for additional information.)
Install exhaust pipes.
15. Install cover (11, Figure 4-9).

16. If equipped with optional battery disconnect
switch, close switch to restore battery power. If
disconnect is not installed, connect the negative, then the positive battery cables.
17. Refer to Cooling System, Radiator Installation in
this section and install the radiator and coolant
lines. Install grille according to procedure in
Section B.
10. Install all coolant pipes and hoses. Install heater

hoses. (Refer to Cooling System for final hose
hookup after radiator is installed.)
18. Open the fuel supply valve.
11. Connect fuel supply and return hoses, fuel shutoff valve wiring. Connect air compressor lines.
19. Recheck engine to be assured all air, oil, electric, and fuel lines have been reconnected to the
proper locations, that all connections are
secure, and all hoses and wiring clamps are
installed in their original positions.
12. With wiring harnesses positioned on engine,

connect engine speed sensor (2, Figure 4-5),
engine coolant temperature sensor (3). Install
hoses and connect wiring as necessary for any
optional equipment (fan clutch, coolant heaters).
NOTE: Refer to Section P, Lubrication and Service

for the proper fluids.
13. Connect starter motor battery circuit cables (3,

Figure 4-3) and ground cable from starter(s) to
engine mount bracket. Connect oil pressure
switches (4).
20. Fill engine oil to the specified level. Refill radiator with coolant to the specified level and run
the engine to circulate the oil and coolant
through the system until temperatures are stabilized. Then check fluid levels again. Check for
oil, fuel or coolant leakage.
14. Connect alternator output wire (4, Figure 4-2),

ground (2), air conditioner compressor clutch,
FIGURE 4-9. INTAKE PIPING

1. Air Cleaner Assembly
2. Clamps
3. Elbow
4. Air Cleaner Cap (Standard)
5. Warm Air Intake (Optional)
6. Center Deck Structure
7. Intake Duct
8. Turbocharger
9. Support Bracket
10. Hump Hose
11. Cover
12. Dump Body
C04024 05/04
Engine
C4-7
DRIVE LINE ADAPTER
7. Remove bearing (1, Figure 4-13) for cleaning,

inspection, and fresh lubrication, or replacement.
If a new, or replacement engine, is to be installed, it

may be necessary to remove and install the drive line
adapter.
Drive Line Adapter Removal
1. Position the truck in work area with adequate
overhead clearance to raise the dump body.
Do not work under raised body without first making sure the safety pins are securely installed.
2. Apply parking brake and block wheels. Raise
body and install safety pin.
FIGURE 4-11. OUTPUT SHAFT
3. Remove drive shaft guard (1, Figure 4-6).

Remove capscrews (5, Figure 4-10) from cross
and bearing assembly (2) at both ends of drive
shaft. Remove drive shaft assembly (1).
4. Remove output drive flange (6). Remove capscrews (7) and bearing cover (3).
5. Remove snap ring (1, Figure 4-11). Remove
retaining capscrews (3) around damper cover
(2), and then with sling, eye bolts, and guide
bolts, remove damper cover (2).
6. Remove capscrews holding damper assembly
to flywheel (12, Figure 4-14). Attach a sling and
lifting device and remove output shaft damper
assembly (1, Figure 4-12).
FIGURE 4-12. OUPUT SHAFT DAMPER

ASSEMBLY
1. Output Shaft Damper
2. Housing
Assembly

1. Drive Shaft
2. Cross & Bearing
Assembly
3. Bearing Cover
4. Damper Cover
C4-8
5. Capscrews
6. Output Drive Flange
7. Capscrews
FIGURE 4-13. PILOT BEARING

1. Bearing
Engine
2. Flywheel
05/04 C04024
Drive Line Adapter Installation
Be certain safety pins are securely installed

before working under raised body.
1. Refer to Drive Line Adapter Damper Assembly
for assembly of the adapter, if disassembled.
2. Using a push tool, press fit bearing (9, Figure 414) into flywheel. Pack bearing 60% (30 grams)
with Komatsu lubricant, 427-12-11871. (Refer
to Recommended Lubricants later in this section.) Coat bearing I.D. and mating O.D. of output shaft (3) with the above lubricant prior to
assembly.
Note: Refer to Figure 4-15 during the following
assembly steps and apply Komatsu lubricant 427-1211871 in the amounts shown as parts are
assembled.
3. Apply thread tightener (Three Bond TB1374) to
capscrews (12, Figure 4-14) and install output
shaft damper assembly to flywheel. Tighten
capscrews (12, Figure 4-14) to 11.5 1 kg.m
(83 7 ft. lbs) torque.
FIGURE 4-14. ADAPTOR CROSS SECTION

1. Oil Seal
2. Bearing
3. Output Shaft
4. (not shown) Damper Assy.
(includes 3*, 5*, 6*, 7*, & 8*)
5. Flange
6. Inner Body
4. Use eye bolts and guide bolts to install damper

cover (2, Figure 4-11). Apply thread tightener to
capscrews and tighten capscrews (13, Figure 414) to 3.2 kg.m (23 ft. lbs) torque.
5. Pack bearing (2) and cavity in cover with grease
and press fit in cover (11, Figure 4-16). Install
retaining ring (14).
7. Rubber
8. Outer Body
9. Pilot Bearing
10. Capscrew
11. Capscrew
12. Capscrew
13. Capscrew
NOTE: Do not over pack fill points. Forcing too

much grease into cavities could displace seals.
6. Apply thread tightener to capscrews (18). Pack

cavities with grease and install bearing cover
(15). Tighten capscrews to 11.5 1 kg.m (83
7 ft. lbs) torque.
7. Coat outer surface of oil seal (19) with Loctite
#648. Press seal into bearing cover (15). Lube
drive flange splines, pack grease in seal, and
install flange onto output shaft (3, Figure 4-14).
8. Attach a sling and lifting device and move drive
shaft assembly (1, Figure 4-10) into position.
9. Install cross and bearing assembly (2) between
drive shaft and flange at both ends of drive shaft
with capscrews (5). Tighten all flange to cross
and bearing capscrews (5) to 18 2 kg.m (130
14 ft. lbs.) torque.
10. Install drive shaft guard (1, Figure 4-6).
FIGURE 4-15. LUBRICANT AREAS
C04024 05/04
Engine
C4-9
Drive Line Adapter Damper Disassembly

1. Remove oil seal (19, Figure 4-16) from bearing
cover (15), if not previously removed.
4. Disassemble output shaft damper assembly as

follows.
2. Remove bearing (13) from damper cover (11), if

not previously removed.
a. Match mark positions of flanges (6A/B), inner

body/shaft (10), and outer body (8), before
disassembling.
3. Do not remove output shaft from damper

assembly (4). The inner body/output shaft
assembly (10) is provided as a one-piece part.
No effort should be made to separate the
pieces. If shaft appears loose in inner body,
replace this assembly.
b. Remove flanges (6A/B), inner body/shaft

(10), and rubber dampers (9) from outer
body (8).
5. If not previously removed, remove bearing (2)
from flywheel for cleaning, inspection, and fresh
lubrication, or replacement, if necessary.
NOTE: To maintain balance when reassembling,

mark the positions of flanges (6A/6B), outer body (8),
and inner body/shaft (10) before disassembling.
FIGURE 4-16. DRIVE LINE ADAPTOR

1. Flywheel Housing
2. Pilot Bearing
4. Damper Assembly
6A. Flange
6B. Flange
7. Dowel Pin
C4-10
8. Outer Body
9. Rubber Damper (large)
9A. Rubber Damper (small)
10. Inner Body/Output Shaft
11. Cover
13. Bearing
14. Retaining Ring
Engine
15. Bearing Cover

16. Breather
17. Plug
19. Oil Seal
20. Output Drive Flange
21. Cap Plate
22. Retaining Ring
05/04 C04024
6. Apply adhesive (Three Bond #TB1104) on

flange (6B, Figure 4-16) and install according to
balance lines that were made during disassembly.
Drive Line Adapter Damper Assembly

1. Replace any worn or damaged parts.
2. Coat mating surface of outer body (8, Figure 416) and mating surface side of flange (6A) with
adhesive (Three Bond #TB1104), then assemble according to balance lines that were made
during disassembly. Apply a thread tightener
(Three Bond #TB1374) on flange mounting
bolts (5) and tighten to 18 2 kg.m (130 15 ft.
lbs.) torque.
7. Align the balance lines of the outer body, inner

body, and flange, then assemble.
8. Apply a thread tightener (Three Bond #TB1374)
on flange mounting bolts (5) and tighten to 18
2 kg.m (130 15 ft. lbs.) torque.
9. Refer to Drive Line Adapter Installation for
remaining installation of all other related parts,
and driveline.
3. Install inner body/output shaft (10) according to

balance lines that were made during disassembly.
RECOMMENDED LUBRICANTS
4. Measure out 100 grams LW008-27 grease.

Coat outer body (8), inner body/shaft (10), and
rubber dampers (9) using a portion of this
grease. (See Recommended Lubricants.)
The instructions listed in these pages contain references to lubricants that are used in Komatsu manufacturing and assembly processes. These lubricants
may be identified and obtained as follows:
5. After assembling rubber dampers (2 & 5, Figure

4-17), fill the space (3, shaded portion) uniformly with the remaining LW008-27 grease.
NOTE: Approved source indicates the material

properties have been approved for Komatsu
manufacturing. This is not a commercial
endorsement for the product.
The rubber damper area requires LW008-27,
Multi-Purpose NLGI #2 grease. This is a
multi-purpose extreme pressure lubricating
grease, consisting of a lithium complex soap
base and mineral oil.
NOTE: Do not use more than the above quantity

of grease. Forcing too much grease into cavities
could displace rubber dampers.
Approved source: Mobilgrease HP, from

Mobil Oil Corp.
The bearings are to be packed with LW03027. The present source for this lube, is
Komatsu Parts Distribution, part number 42712-11871, which is a one gallon container.
This amount is enough for two installations.
RECOMMENDED LUBRICANTS & SEALANTS
C04024 05/04
1 gallon Can - Order

Komatsu Lubricant
from Komatsu Dis(427-12-11871)
tributor
LW008-27 grease.
Mobil Grease HP
3 Tubes*
Thread Tightener
Three Bond
#TB1374*
Liquid Gasket
LW067-78
Three Bond
#TB1104*
* - Obtain locally
FIGURE 4-17.
1. Outer Body Member
2. Large Rubber Damper
3. Grease Area
4. Inner Body Member

5. Small Rubber Damper
Engine
NOTE: Refer to Section P, Lubrication and Service,

for periodic inspections of this drive area.
C4-11
NOTES
C4-12
Engine
05/04 C04024
SECTION C5
AIR FILTRATION SYSTEM
INDEX
AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C5-3

AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C5-3
Service Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C5-3
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C5-3
Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C5-5
Air Intake Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C5-6
C05015
Air Filtration System
C5-1
NOTES
C5-2
C05015
AIR FILTRATION SYSTEM

AIR CLEANER
Filter Element Replacement
Air used by the diesel engine passes through the air

cleaner assembly mounted on the right side deck of
the truck. This dry type air cleaner filters particles as
air passes through the filter elements.
The truck engine MUST NEVER be operated with
elements removed. Engine operation with filter
elements removed can cause serious engine
damage. Run the engine ONLY with the air
cleaner assembly completely assembled and
closed.
Service Checks
The truck engine must be shut down before servicing the air cleaner assembly or opening the
engine air intake system.
1. Inspect and empty air cleaner dust collector at
regular intervals. Daily inspections are recommended.
2. Before operation or after the engine has been
shut down, observe the air cleaner service vacuum indicator which is located above the air filter assembly. Filter service is required when the
indicator shows maximum restriction (RED).
3. Make certain that the air inlet on the air cleaner
is free of obstruction. Inlet must not be clogged
or damaged.
4. Check engine air intake tube, hoses and
clamps. All connections and joints must be air
tight to prevent entrance of dirty air.
5. Air cleaner housing fasteners and mountings
must be tight.
Main filter element restriction is registered by a service indicator located above the air filter assembly.
As filter becomes clogged with dirt, a vacuum differential is created by engine demand for air causing
indicator float to expose red area. Filter service is
needed when red area is exposed.
1. Shut engine down. Clean area around filter element cover and remove outer wing nut (3, Figure 5-1) and cover
2. Loosen inner wing nut (3) on air cleaner to free
main element assembly. Pull main element
clear of assembly.
3. Inspect filter element carefully for possible damage, holes, breaks, etc., which might affect
reuse of element. If element appears serviceable other than being dirty, proceed with the
cleaning procedure. If defects are found, discard element.
6. After filter service has been accomplished,

reset air cleaner service vacuum indicator by
pushing the reset button on top of indicator.
Have a new safety (secondary) filter element at
hand before removing old one. Do not keep
intake system open to atmosphere any longer
than absolutely necessary.
C05015
C5-3
FIGURE 5-1. AIR CLEANER ASSEMBLY

1. Air Intake Cover
2. Safety Filter Element Nut
3. Outer and Inner Wing Nuts
C5-4
4. Primary Filter Element

5. Safety Filter Element
C05015
4. Install new safety element and secure with wing

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

the opposite direction of normal air flow until
rinse water runs clear. Maximum permissible
water pressure is 40 psi (276 kPa). A complete, thorough rinse is essential.
c. Dry the element thoroughly. If drying is done
with heated air, the maximum temperature
must not exceed 140F (60C) and must be
circulated continually. Do not use a light bulb
for drying elements.
d. When the element is thoroughly clean,
inspect carefully for even the slightest ruptures or punctures and for damaged gaskets.
A good method to detect ruptures in the
paper filter material is to hold a light inside filter element as shown in Figure 5-2 and
inspect outer surface of element, any holes
or ruptures will be easily spotted. If holes or
ruptures are found, do not reuse the element, discard and install a new unit.
2. Clean dust loaded elements with dry, filtered,
compressed air:
FIGURE 5-2. INSPECTING FILTER ELEMENT
a. Maximum nozzle pressure must not exceed

30 psi (207 kPa). Nozzle distance from filter
element surface must be at least one inch
(25 mm) to prevent damage to the filter
material.
b. As shown in Figure 5-3, direct stream of air
from nozzle against inside of filter element.
This is the clean air side of the element and
air flow should be opposite of normal air flow.
Main Filter Element Cleaning

NOTE: Remember that only the main (primary) filter
element may be cleaned, and then only if it is
structurally intact. Do not reuse any element which is
damaged. DO NOT clean and reuse the safety
(secondary) filter element. Replace this item when
clogged or damaged.
After inspection, determine if the element should be
cleaned by using either washing or compressed air
methods. If element is clogged with dust, compressed air will clean element. If element is clogged
with carbon, soot, oil and/or dust, the complete washing procedure will produce the best results.
1. Wash elements with water and detergent as follows:
a. Soak the element in a solution of detergent
and water for at least 15 minutes. Rotate element back and forth in the solution to loosen
dirt deposits. DO NOT soak elements for
more than 24 hours.
C05015
FIGURE 5-3. CLEANING FILTER ELEMENT WITH

COMPRESSED AIR
C5-5
c. Move air flow up and down vertically with

pleats in filter material while slowly rotating
filter element.
d. When cleaning is complete, inspect filter element as shown in Figure 5-2 and if holes or
ruptures are noted, replace the element with
a new item.
Air Intake Troubleshooting
To insure maximum engine protection, be sure that
all connections between air cleaner and engine
intake are tight and positively sealed. If air leaks are
suspected, check the following:
1. All intake lines, tubes and hump hoses for
breaks, cracks, holes, etc., which could allow an
intake air leak.
2. Check all air cleaner gaskets for positive sealing.
3. Check air cleaner elements, main and safety,
for ruptures, holes or cracks.
4. Check air cleaner assembly for structural damage, cracks, breaks or other defects which
could allow air leakage. Check all mounting
hardware for tightness.
C5-6
C05015
SECTION D
ELECTRICAL SYSTEM
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1

INTRODUCTION TO ELECTRICAL TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-1
TRANSMISSION CONTROLLER SYSTEM TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . D5-1
MONITOR PANEL TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-1
ENGINE ELECTRONIC DIAGNOSTIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7-1
HYDRAULIC & MECHANICAL SYSTEMS TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-1
D01030 05/04
Index
D1-1
NOTES
D1-2
Index
05/04 D01030
SECTION D2
24V ELECTRIC SUPPLY SYSTEM
(WITH PRELUB STARTER)
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-3

ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-3
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-3
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-3
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-3
Maintenance and Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-4
Spillage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-5
BATTERY DISCONNECT SWITCH (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-5
BATTERY CHARGING CIRCUIT COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-6
Battery Charging Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-7
Magnetizing The Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-7
ENGINE PRELUB SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-8
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-8
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-8
Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-8
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-10
Prelub System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-10
Starter/Prelub Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-10
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-10
Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-10
Troubleshooting Prelub Starter Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D2-11
D02027
24 VDC Electric Supply System

With Prelub Starter
D2-1
NOTES
D2-2

With Prelub Starter
D02027
24VDC ELECTRIC SUPPLY SYSTEM

ELECTRICAL SYSTEM DESCRIPTION
Service
Four (4) 12 volt storage batteries are located on the

right hand deck and are wired in a series and parallel
combination to provide 24VDC for the Truck electrical system and components.
All batteries must be maintained periodically, especially machines equipped with electric starters.
When the engine is shut down and keyswitch is OFF,

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

these components are completely disconnected:
Transmission Controller
Batteries
Battery Charging Alternator
The electrolyte level of each cell should be checked

at the interval specified in the Lubrication and Service Section P, and water added if necessary. The
proper level to maintain is 3/8 - 1/2 in. (10-13 mm)
above the plates. To insure maximum battery life,
use only distilled water or water recommended by the
battery manufacturer. After adding water in freezing
weather, operate the engine for at least 30 minutes
to thoroughly mix the electrolyte.
DO NOT SMOKE or allow flame around a dead

battery or during the recharging operation. The
expelled gas from a dead cell is extremely explosive.
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operating eight hours per day is about one to two ounces
per cell per month. For heavy duty operation (24
hour) normal consumption should run about one to
two ounces per cell per week. Any appreciable
increase over these figures should be considered a
danger signal.
Storage
BATTERY
The four (4) 12 volt storage batteries are of the leadacid type, each containing six 2-volt cells. During
operation, the storage batteries function as an electrochemical device for converting chemical energy
into the electrical energy required for operating the
accessories when the engine is shut down.
Lead-acid storage batteries contain sulfuric acid,

which if handled improperly may cause serious
burns on skin or other serious injuries to personnel. Wear protective gloves, aprons and eye protection when handling and servicing lead-acid
storage batteries. See the precautions in Section
A of this manual to insure proper handling of batteries and treatment for accidents involving sulfuric acid.
D02027
Idle batteries should not be allowed to stand unattended. If equipment is to stand unused for more
than two weeks, the batteries should be removed
and placed in a cool, dry place where they may be
checked periodically and charged when necessary.
All batteries will self discharge over a period of time if
not used and charged. A fully charged battery will
lose 25% of its power in as little as 30 days in warm
weather. A 50% power loss will occur in 60 days.
This self discharge takes place even though the battery is not connected in a circuit and is more pronounced in warm weather than in cold.
The rate of self-discharge of a battery kept at 100F
(38C) is about six times that of a battery kept at
50F (19C) and self-discharge of a battery kept at
80F (27C) is about four times that one at 50F
(10C).
Over a thirty day period, the average self-discharge
runs about 0.002 specific gravity per day at 80F
(27C).

With Prelub Starter
D2-3
Some possible causes for an undercharged battery

are:
Specific Gravity
Freezing Temperature
Corrected to 80F (27C)
Degrees
Sulfated battery plates

Loose battery connections
1.280
-90F (-70C)
1.250
-60F (-54C)
Defective wire in electrical system
1.200
-16F (-27C)
Loose alternator drive belt
1.150
+5F (-15C)
A defective alternator
1.100
+19F (-7C)
To offset the results of self-discharge, idle batteries

should receive a booster charge (not a quick charge)
at least once every thirty days. Batteries allowed to
stand for long periods in a discharged condition are
attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are, in
the majority of cases, irreparably damaged. In less
severe cases, the sulfated battery may be restored to
limited service by prolonged charging at a low rate
(approximately normal rate).
Overcharging, which causes overheating, is first indicated by excessive use of water. If allowed to continue, cell covers will push up at the positive ends
and in extreme cases the battery container will
become distorted and cracked.
A battery can discharge if it is not clean and dry. A
fully charged battery can become discharged to a
level low enough to prevent it from starting an engine
in as little time as one week. The problem may be
acid film and dirt lying on top of the battery. This creates a path for electricity to travel between the terminals, thus discharging the battery.
An undercharged battery is extremely susceptible to

freezing when allowed to stand in cold weather.
Use either an analog or digital voltmeter to determine

if there is a path between the terminals.
The electrolyte of a battery in various stages of

charge will start to freeze at temperatures indicated
in the table above.
a. Set the voltmeter at a range to indicate battery voltage.
The temperatures in the table indicate the points at

which the first ice crystals appear. Lower temperatures must be reached for a solid freeze. Solid freezing of the electrolyte may crack the battery case and
damage the positive plates. As will be noted, a
charged battery is in no danger of freezing, therefore,
a charge or better is desirable, especially during winter weather.
b. Place the positive lead of the voltmeter on

the positive battery post.
c. Place the negative lead so that it touches the
battery case approximately one inch away
from the positive post.
d. The voltmeter should indicate 0.0 volts. If
any voltage is indicated, there is a path that
will discharge the battery. The higher the
voltage, the quicker the discharge rate.
e. Move the negative probe to several locations
(near the positive post) to verify the test
results.
Do not attempt to charge a frozen battery. Serious injuries to service personnel can result!
Maintenance and Troubleshooting

Two most common troubles that occur in the charging system are undercharging and overcharging of
the truck's batteries.
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
D2-4
If voltage was detected in the previous test, the battery should be cleaned. The top of the battery may be
wiped off with a damp cloth or washed with a baking
soda or ammonia solution. If the battery is washed,
be sure none of the cleaning solution is allowed into
the battery cells. Be sure terminals are clean and
tight. Clean terminals are very important in a voltage
regulated system. Be sure to clean the entire battery
compartment thoroughly as it may contain acid residue. Be careful not to splash any overspray onto surrounding components. Rinse the area completely to
remove all traces of battery acid from machine.

With Prelub Starter
D02027
Leakage can be detected by continual wetness of the

battery or excessive corrosion of the terminals, battery carrier and surrounding area. (A slight amount of
corrosion is normal in lead-acid batteries). Inspect
the case, covers and sealing compound for holes,
cracks or other signs of leakage. Check battery hold
down connections to make sure the tension is not
great enough to crack the battery, or loose enough to
allow vibration to open the seams. A leaking battery
should be replaced.
To remove corrosion, clean the battery with a solution of ordinary baking soda and a stiff, non-wire
brush and flush with clean water. Corrosion creates
resistance in the charging circuit which causes
undercharging and gradual starvation of the battery.
BATTERY DISCONNECT SWITCH

(Optional)
An optional battery disconnect switch (2, Figure 2-1)
is available. This switch provides a quick and convenient method of opening the battery positive (+)
power circuit without the need to remove cables from
the battery terminals.
The battery disconnect switch is located on the front
side of the battery box (3) on the right deck (1). When
the switch lever is moved to the right (away from the
cab) the switch is in the OFF position and the battery
circuit is open. Move the switch lever toward the cab
to restore battery power.
NOTE: When washing batteries, make sure cell caps

are tight to prevent cleaning solution from entering
the cells.
Maintaining clean batteries will provide longer service life and a higher rate of performance.
Spillage
Addition of acid will be necessary if considerable
electrolyte has been lost through spillage. Before
adding acid, make sure battery is fully charged. This
is accomplished by putting the battery on charge and
taking hourly specific gravity readings on each cell.
When all the cells are gassing freely and three successive hourly readings show no rise in specific gravity, the battery is considered charged. Additional acid
may now be added. Continue charging for another
hour and again check specific gravity. Repeat the
above procedure until all cells indicate a specific
gravity of 1.260-1.265 corrected to 80F (27C).
NOTE: Use 1.400 strength sulfuric acid when making
specific gravity adjustments. Acid of higher strength
will attack the plates and separators before it has a
chance to diffuse into the solution.
If the temperature of the electrolyte is not reasonably
close to 80F (27C) when the specific gravity is
taken, temperature should be corrected to 80F
(27C):
For every 10F (5C) below 80F (27C), 0.004
should be SUBTRACTED from the specific
gravity reading.
FIGURE 2-1. BATTERY DISCONNECT SWITCH

HOOKUP
1. R.H. Deck Structure
2. Battery Disconnect
Switch
3. Battery Box
4. Battery Relay
Switches
For every 10F (5C) above 80F (27C), 0.004

should be ADDED to the reading.
D02027

With Prelub Starter
D2-5
BATTERY CHARGING CIRCUIT

COMPONENTS
Batteries - Four (4) 12 volt lead-acid type storage

batteries are located on the right hand deck and are
wired in a series and parallel combination to provide
24VDC for the Truck electrical system.
A 24 volt alternator is used to supply electric current

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

of the engine. The alternator produces 27.5 - 29.5
volt output and is capable of up to 75 amperes.
Charge Warning Light - Is located on the left side of
the instrument panel and, when illuminated while the
engine is running, indicates an abnormality in the
charging system. Normal indicated voltage at high
idle is 27.5 - 29.5 volts.
A fan located on the drive end provides air flow for

cooling. Grease reservoirs contain an adequate supply of lubricant so that no periodic maintenance is
required. For repair or maintenance contact your
local Delco-Remy Distributor.
NOTE: The hex head bolt on the output terminal is
electrically insulated; no voltage reading can be
obtained by connecting to the hex head.
Before welding on truck, be certain that each of

these components are completely disconnected:
Batteries
D2-6

With Prelub Starter
D02027
FIGURE 2-2. ALTERNATOR & REGULATOR SCHEMATIC

Operation
The basic operating principles are explained as follows (Refer to Figure 2-2):
As the rotor begins to turn, the permanent magnetism therein induces voltages in the stator windings.
The voltages across the six diodes cause current to
flow to charge the battery.
Current from the stator flows through the three
diodes to resistor R6 and the base-emitter of TR2
and TR1 to turn these transistors on. Current also
flows from the stator through the diode trio D1, D2
and D3, the field coil and transistor TR1, returning to
the stator through the other three diodes. All stator
current, except through the diode trio D1, D2 and D3,
flows through the six diodes connected to the stator.
Current flow through R1, R2 and R3 causes a voltage to appear at zener diode D4. When the voltage
becomes high enough due to increasing generator
speed, D4 and the base-emitter of TR3 conduct current and TR3 turns on. TR2 and TR1 then turn off,
decreasing the field current and the system voltage
decreases. The voltage at D4 decreases, D4 and
TR3 turn off, TR2 and TR1 turn back on and the system voltage increases. This cycle then repeats many
times per second to limit the system voltage as determined by the setting of the potentiometer R2.
D02027
Capacitor C1 protects the generator diodes from high

transient voltages and suppresses radio interference.
Resistor R5 prevents current leakage through TR3 at
high temperatures. Diode D5 prevents high transient
voltages in the field coil when the field current is
decreasing. Resistor R7, capacitor C3, and resistor
R4, all act to cause transistors, TR2 and TR1, to turn
on and off more quickly.
Magnetizing The Rotor
The rotor normally retains magnetism to provide voltage build-up when the engine is started. After disassembly or servicing, however, it may be necessary to
reestablish the magnetism. To magnetize the rotor
connect the alternator to the battery in a normal manner, then momentarily connect a jumper lead from
the battery positive post to the relay R terminal.

With Prelub Starter
D2-7
ENGINE PRELUB SYSTEM

The Prelub 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 there is no oil present in the
engine.
The prelub system consists of the following components:
When the pressure switch opens at 0.18 kg/cm2 (2.5

psi), the circuit to the timer solenoid is opened. After
a 3 second delay, the Prelub starter will stop completely and the timer solenoid will provide current to
the standard starter solenoid. The starter and pinion
gear will engage the flywheel ring gear and normal
cranking will occur.
Pump
Timer Solenoid
Pressure Switch
Oil pressure switch
The pressure switch (7, Figure 2-3) is a 0.18 kg/cm2

(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.
Oil suction line

Oil outlet line
Check valve
Electrical harness
Check Valve
The Prelub starter is an electric starter motor which
has an extended armature shaft to drive an attached
oil pump (1, Figure 2-4) at the brush end of the
starter.
The Prelub Starter mounting is the same as that
used for the standard starter. Engine oil is drawn
through a suction hose attached to the oil pan, and
then returned to the engine through an outlet line
attached to the engine oil supply ahead of the filters.
NOTE: Before starting engine in cold weather, refer
to the Operation & Maintenance Manual, Section 3
for proper starting procedure.
The oil pressure supply hose has a check valve

installed between the Prelub unit and the engine.
The check valve prevents the passage of oil from the
engine back to the pan after the engine is started.
The oil flow through the valve is toward the engine as
indicated by an arrow on the valve.
Timer Solenoid
The timer solenoid (6) controls the prelubrication
cycle. Current is supplied to the timer through the
keyswitch. The ground path is completed by the normally closed pressure switch which is preset to open
at 0.18 kg/cm2 (2.5 psi).
When the switch opens, current is redirected to the
standard starter solenoid for engine cranking, following a 3 second delay.
OPERATION
The Prelub starter is activated when the operator
turns the key switch and holds it in the START position. The normal starter solenoid is bypassed and the
current flows to the Prelub Starter Solenoid Timer.
When this Solenoid Timer is activated, current flows
to the Prelub Starter motor, but does not engage
the starter pinion gear. The motor drives the Prelub
pump assembly which will deliver approximately 57
liters (15 gallons) of oil per minute to the engine.
D2-8
DO NOT attempt to jump start the truck using the

terminals on the timer solenoid. INTERNAL DAMAGE TP THE TIMER WILL RESULT.

With Prelub Starter
D02027
WIRE COLOR LEGEND

WH = White
OR = Orange
PK = Pink
RED = Red
PUR = Purple
BK = Black
YL = Yellow
GN = Green
WH/BK = White with black stripe
FIGURE 2-3. PRELUB SYSTEM ELECTRICAL DIAGRAM

1. Key Switch
2. 24VDC Battery (+)
3. Alternator Supply
D02027
4. Starter Safety Relay # 1

5. Starter Safety Relay # 2
6. Timer Solenoid

With Prelub Starter
7. Prelub Oil Pressure Switch

8. Prelub Starter
D2-9
MAINTENANCE
Prelub system maintenance should be performed
annually or at 5000 hour intervals as described
below.
Prelub System Operation
Verify system operates according to the two phases
of operation as listed in Troubleshooting Prelub
Starter Circuit on the following page. If a problem
exists, refer to the list of problems and possible
causes for troubleshooting system components.
If system is operating properly, continue with the
inspection of component parts below:
Starter/Prelub Pump
The starter motor (with the Prelub pump) should be
inspected as follows for possible oil leakage from the
pump to the starter housing.
1. Disconnect batteries or open the battery disconnect switch to prevent engine startup.
2. Remove the inspection plug (2, Figure 2-4).
3. Using a flashlight (and mirror if necessary),
inspect interior of starter motor housing for the
presence of engine oil. Oil may be present in
large amounts or as a light mist. Oil in any
quantity in the housing indicates a failed
motor and repair or replacement is necessary. Perform additional tests below to determine what components require repair.
Brush dust will be present in all motors. Do not

confuse brush dust with oil. Brush dust will
appear as a black/brown, dry coating within the
motor.
4. If oil is present in the motor, install a 14 kg/cm2
(200 psi) gauge in the pump pressure test port
(3) located near the pump outlet hose.
5. Close the battery disconnect switch or reconnect batteries and observe the pressure gauge
while the engine is started.
a. If there is any indication of pressure, remove
and repair the Prelub starting motor and
the check valve located between the pump
outlet and the engine/filters.
b. If there is no indication of pressure, remove
and repair the Prelub starter motor only.
6. If no oil is present, carefully reinstall inspection
plug (2).
Check Valve
Verify no internal leakage exists in the check valve
when the engine is running. Check valve leakage
back to the Prelub pump will cause extensive damage to the pump and starter motor.
If check valve replacement is required, be certain the
valve is installed with the arrow pointed toward the
engine, NOT toward the pump.
Timer Solenoid
Inspect Timer Solenoid for physical damage and to
verify wiring is in good condition.
FIGURE 2-4. PRELUB PUMP AND STARTER

1. Prelub Pump
2. Inspection Plug
D2-10
3. Pressure Test Port

With Prelub Starter
D02027
Troubleshooting Prelub Starter Circuit

Two distinct phases are involved in a complete prelubrication cycle. The two phases are:
1. Prelubrication Phase- Begins when the key

switch is held in the start position. A circuit is
provided to ground through the normally
closed pressure switch. The circuit is interrupted upon opening of the pressure switch
when the Prelub pressure reaches 0.18 kg/
cm2 (2.5 psi).
2. Delay and Crank Phase- Begins when the

pressure switch opens. A 3 second delay precedes the crank mode.
PROBLEM
PROBABLE CAUSE
Starter prelubricates only. Does not delay or crank.
Indicates oil pressure is not sufficient to open the

pressure switch.
a. No oil or low oil in engine. The pump can
not build sufficient pressure to open switch.
b. Gear pump failure.
c. Pressure switch has failed close and is
holding ground.
d. Oil pressure switch wire chafed and shorting to block.
Starter prelubricates continuously regardless of key

switch position.
Indicates Prelub Timer Solenoid contacts have

welded.
a. Low voltage can cause relay failure.
b. Jump starting of the vehicle with a voltage
that is higher than was designed for the system, can cause solenoid contacts to weld.
Starter delays and cranks. No prelubrication mode.
If an operator indicates the ignition is totally dead,

make certain the key is being held in the crank position for 3 to 4 seconds. If the engine cranks after a
short delay, this indicates that a ground connection
to the pressure switch has been broken. Without a
ground path, the prelubrication unit will proceed to
delay and crank.
a. Check the wire to the pressure switch. If the
wire is removed or cut, replace it.
b. Check the ground strap to engine block. If
the ground strap is missing the block is not
grounded.
c. Check the pressure switch for an open circuit. Remove the wire, then check for an
open circuit between the switch terminal
and the switch base. If open, replace the
pressure switch.
D02027

With Prelub Starter
D2-11
PROBLEM
PROBABLE CAUSE
Starting circuit is irregular when in crank mode.
a. Check for low or dead batteries.

b. Check alternator output.
c. Check for bad ground strap or NO
GROUND wire from the starter battery
ground post to G terminal of starter bendix
solenoid.
d. Check for bad starter safety relays.
e. If everything checks OK, replace batteries.
NOTE: Maximum allowable voltage drop is 2 volts for starter control circuit.
Starter has very long prelubrication cycle.
Except for severe cold weather starts, the Prelub

cycle should not exceed 45 seconds.
a. Low oil pressure.
b. Make sure correct oil viscosity is being used
in respect to outside temperature. (Refer to
engine manufacturer's specifications).
c. Check for suction side air leaks, loose connections, cracked fittings, pump casting, or
hose kinks and blockage.
d. Make sure the suction hose is a -20. Reducing hose diameter will reduce pump output
dramatically.
e. Check the oil pressure switch for the correct
location. Be certain that it has not been
moved into a metered oil flow, as in a
bypass filter or governor assembly.
Starter has no prelubrication, no delay and no

crank.
If the starter is totally inoperative and no prelubrication, no delay and crank, this indicates a possible
failure of the prelubrication timer solenoid.
Remove the wire from the pressure switch (ground
wire) and activate machine starter switch for several
seconds.
a. If the starter delays- then cranks, the Prelub
Timer Solenoid is bad. Replace the timer
solenoid assembly.
b. If the starter is still inoperative, check the
vehicle starter switch. Make sure proper
voltage is available to the Prelub Timer
Solenoid when the key is activated.
Starter prelubricates, delays, then does not crank.
Indication is either a timer failure, or starter problem.

a. Pace a jumper wire to the starter solenoid
S post. If the engine starts to crank,
replace the Prelub Timer Solenoid.
b. If engine fails to crank when the S post is
energized with voltage, check starter bendix
solenoid and starter pinion drive.
D2-12

With Prelub Starter
D02027
SECTION D3
24VDC ELECTRICAL SYSTEM COMPONENTS
INDEX
24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-3

VEHICLE MONITOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-3
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-3
Normal Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-3
Service Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-3
NETWORK SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-3
VEHICLE MONITOR PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-6
SENSORS, SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-6
Engine Water Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-6
Retarder Oil Temperature Sensor
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-6
Torque Converter Oil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-6

Air Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-6
Fuel Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-7
Engine Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-7
MONITOR PANEL DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-8
INSTRUMENT PANEL INDICATORS, TEST SWITCH
ELECTRONIC ACCELERATOR PEDAL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-12
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-14
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-14
AISS (Automatic Idling Setting System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-15
TRANSMISSION CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-16
Outline
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-16
OPERATION: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-17
D03029
24VDC Electrical System Components
D3-1
NOTES
D3-2
D03029
24VDC ELECTRICAL SYSTEM COMPONENTS

VEHICLE MONITOR SYSTEM
Service Mode
General Description
The service mode provides diagnostic information to

service personnel.
The vehicle monitor system observes the condition of

the truck systems through sensors installed at various locations. It processes that information and displays it on the monitor panel to inform the operator of
the condition of the machine.
The vehicle monitor system consists of the monitor
panel, various sensors, switches, and relays, alarm
buzzer, warning lamps and power source.
The items displayed can be broadly divided into:
1. Machine data monitoring mode:

The input and output values supplied to the network controller are displayed in real time.
2. Service code, travel data display mode:
Displays the fault codes stored in the network
controllers.
NETWORK SIGNALS
"Caution" items: Used to display warnings if any

abnormality should occur in the truck.
1. Speed display
"Gauge" section: constantly displays the

conditions, such as gauges, speedometer,
tachometer, service meter, odometer, and pilot
lamps.
3. Shift light display
2. Engine speed display

4. Shift position display
5. Speed range display
6. Lockup display
The monitor panel has a normal mode and a service

mode.
8. Mode selection display

9. Air pressure display
Normal Mode
The normal mode primarily displays useful information to the operator.
1. Items always displayed include:
Meters (speedometer,
meter, odometer).
7. Automatic gear shift (mechatronics) fault display
10. Coolant temperature display

11. Torque converter oil temperature display
12. Retarder oil temperature display
tachometer,
service
13. Fuel level display

14. Caution/pilot lamp output
Gauges (air pressure, engine coolant temperature, torque converter oil temperature, retarder
oil temperature, fuel level).
2. Items displayed when abnormal conditions
occur:
Cautions, Action code display.
D03029
D3-3
FIGURE 3-1. MONITOR PANEL
D3-4
D03029
VEHICLE MONITOR PANEL
FIGURE 3-2. ELECTRONIC MONITOR PANEL

1. Air pressure monitor
2. Air pressure gauge
3. Coolant temperature monitor
4. Coolant temperature gauge
5. Torque converter oil
temperature monitor
6. Torque converter oil
temperature gauge
7. Retarder oil temperature monitor
8. Retarder oil temperature gauge
9. High beam pilot lamp
10. Turn signal pilot lamp (left)
11. Turn signal pilot lamp (right)
D03029
12. Speedometer
13. Tachometer
14. Shift limiter pilot lamp
15. Lockup pilot lamp
16. Transmission shift position pilot
lamp
17. Shift indicator
18. Engine controller monitor
19. Automatic transmission control
monitor
20. Faults in other control systems
21. Fuel level monitor
22. Fuel level gauge
23. Not Used
24. Not Used

25. Not Used
26. Service Meter
27. Service Meter Indicator
28. Odometer (total distance
traveled)
29. Power mode indicator (high)
30. Power mode indicator
(economy)
31. Right hand module
32. Center module
33. Left hand module
34. Speedometer compensation
switch
D3-5
VEHICLE MONITOR PANEL
Specifications: Measuring between pins 1 & 2.
The monitor panel consists of the L.H. module, center module, R.H. module, service meter, odometer,
plate, and other structural parts.
The center module has one microcomputer mounted,
and it processes and displays the network and other
signals.
25C (77F)
100C (212F)
37-50
3.5-4.5
Engine coolant above 102 C (216 F)

Retarder oil above 120 C (248 F)
Torque Converter oil above 120 C (248 F)
A liquid crystal display is used.

The monitors and gauges inside the R.H. module
and L.H. module are actuated by signals from the
center module and the odometer is also actuated by
signals from the center module.
The service meter is actuated by a signal from the
alternator terminal R.
SENSORS, SWITCHES
Engine Water Temperature Sensor
Retarder Oil Temperature Sensor
Torque Converter Oil Temperature Sensor
The above sensors (refer to Figure 3-3) are installed
in the retarder oil piping, engine block, and transmission case.
Air Pressure Sensor

The air pressure sensor is installed to the air piping
behind the operator's seat. It converts any changes
in the air pressure inside the wet tank to a change in
the resistance, and sends a signal to the shift controller.
The signal is sent from the transmission shift controller through the network to the machine monitor
panel, and the air pressure is displayed. If the air
pressure goes below the specified pressure (5.3 kg/
cm2, 75 psi), the monitor panel lamp flashes and the
alarm buzzer sounds to warn the operator of the
abnormality.
Any change in the temperature is taken as a change

in the resistance of the thermistor, and a signal is
sent to the shift controller. The signal is then sent
from the shift controller through the network to the
machine monitor panel to display the temperature.
When the monitor panel display reaches a pre-determined value, a corresponding lamp flashes and the
buzzer sounds to warn the operator of excessive
temperature in the affected system.
FIGURE 3-4. AIR PRESSURE SENSOR

1. Electrical Connector
2. Pressure Tube
FIGURE 3-3. TEMPERATURE SENSOR

1. Connector
2. Plug
D3-6
3. Thermistor
D03029
Fuel Level Sensor

The fuel level sensor (Figure 3-5) is installed to the
side face of the fuel tank and a float (4) moves up
and down in accordance with the fuel level. The
movement of the float is passed through an arm (3)
to actuate a variable resistor, sending a signal to the
transmission shift controller. The signal is sent from
the shift controller through the network to the dash
monitor system to display the fuel level. When the
display on the monitor panel reaches a certain position, the warning lamp flashes.
2. Verify a gear tooth tip is aligned with the sensor

mounting hole as shown. (If necessary, rotate
flywheel to achieve alignment.)
FIGURE 3-6. ENGINE SPEED SENSOR

1. Magnet
2. Terminal
3. Case
4. Boot
5. Connector
3. Screw in sensor by hand until the tip of sensor

contacts gear tooth - do not force. Do not use a
wrench or other tool to tighten.
FIGURE 3-5. FUEL LEVEL SENSOR

1. Connector
3. Arm
2. Variable Resistor
4. Float
4. Turn counter-clockwise 1/4 - 1/2 turn from the

point where sensor contacts gear to obtain
clearance "a" (0.4 mm (0.016in.)). Tighten locknut (2) to 6 1 kg.m (43 7 ft. lbs.).
5. Reinstall harness connector. Be certain harness is properly clamped and supported to prevent strain on connector and wiring.
Engine Speed Sensor

The engine speed sensor (Figure 3-6) is installed in
the flywheel housing and generates a pulsed voltage
signal which varies in frequency with the speed of the
flywheel ring gear. The voltage signal is then sent to
the transmission shift controller and the monitor
panel to operate the tachometer display.
Adjusting Engine Speed Sensor
1. Disconnect sensor (1, Figure 3-7) electrical
connector, loosen locknut (2), and remove sensor.
NOTE: Inspect sensor tip for iron particles or other
contaminants. Inspect for damage.
D03029
FIGURE 3-7. SPEED SENSOR ADJUSTMENT

1. Sensor
2. Locknut
3. Flywheel Teeth
a. 0.4 mm (0.016 in)
D3-7
MONITOR PANEL DISPLAYS

Figures 3-8 through 3-11 list the various monitor
panel gauges, pilot lamps, caution lamps etc.. Each
function is listed in its display category and shows
the symbol (when applicable) that appears on the
display area.
In addition, each function lists the conditions under

which the display is ON or OFF and any additional
warnings such as the central warning lamp or
buzzer.
FIGURE 3-8. MONITOR PANEL DISPLAYS, FUNCTIONS
D3-8
D03029
D03029
D3-9
D3-10
D03029
D03029
D3-11
INSTRUMENT PANEL INDICATORS,

TEST SWITCH
Figures 3-12 and 3-13 lists the warning and caution
devices located on the instrument panel, below the
Monitor Panel. The central warning lamp, located to
the left of the indicators listed below, can be identified by its Red convex lens.
The conditions under which the central warning

lamp will illuminate and the buzzer will sound are
listed
FIGURE 3-12. INSTRUMENT PANEL INDICATORS, TEST SWITCH
D3-12
D03029
FIGURE 3-13. INSTRUMENT PANEL INDICATORS, TEST SWITCH
D03029
D3-13
ELECTRONIC ACCELERATOR PEDAL

Operation
The throttle/accelerator pedal is a foot-operated
pedal containing a spring-loaded roller arm and
inclined ramp, two electrical rheostats and a switch
with electrical connectors.
The spring-loaded roller arm is connected to the
switch and rheostats. As the roller arm travels along
the inclined ramp (when the operator depresses the
pedal), electric signals are generated and sent to
various controllers to control fuel (engine rpm),
throttle position (pedal depressed/released), and
transmission shift controls.
(AS1) Idle Validation Switch signals: The

accelerator pedal provides two digital signals to
indicate whether the accelerator pedal is
depressed or released. These signals are used
by the transmission controller to allow upshift or
down shifts.
(AS2) pedal (throttle) signal: This throttle signal
is varied as the accelerator pedal is depressed.
As the pedal is depressed, the output voltage
signal increases and engine rpm increases. The
signal goes to the engine controller.
(AS3) Transmission Controller Throttle signal:
This throttle signal is varied as the accelerator
pedal is depressed. The transmission controller
uses this signal, as well as others to determine
the proper timing of up shifts and down shifts for
maximum truck performance.
FIGURE 3-14. ELECTRONIC ACCELERATOR PEDAL

1. Pedal
D3-14
D03029
AISS (Automatic Idling Setting System)
This switch is used by the operator to control the

idle speed of the engine. The switch when pushed
"in" the light in the switch will be ON, is in the manual position. This provides for LOW engine idle
speed. In this position the operator has greater control for movement in confined spaces, such as parking or driving in or out of service areas.
When the switch is "out", normal position, the light in

the switch OFF, this is the automatic position. In this
position the engine is controlled automatically
depending on operating status of the truck. The following chart outlines the conditions for the engine
idle speed.
AISS OPERATIONAL CHART

AISS SWITCH
OPERATION
ENGINE WATER
TEMPERATURE
OPERATING CONDITION
IDLE SPEED
ON
manual
LOW
OFF
automatic
30C (90F) - 50C (120 F)

(when water temperature is
above 50C and goes down)
Retarder lever operated or

parking brake applied
OFF
automatic
Above 50C (120F)

OFF
automatic
30C (90F) - 50C (120F)

(when water temperature is
below 30C and goes up)

OFF
automatic
Below 30C (90F)

HIGH
OFF
automatic
Retarder lever not operated

or parking brake released
HIGH
D03029
LOW
LOW
HIGH
D3-15
Outline
This transmission controller is designed to control
the system, so it has a built-in computer. It has the
following features and functions.
1. It has a high-power mode and economy mode
and it changes the shift pattern.
2. The braking mode is when the brake is being
used. The shifting point is raised and the brake
cooling pump speed increased to improve the
cooling effect for the retarder. At the same time
it enables the braking force of the engine to be
used effectively.
3. It drives and controls the torque converter
lock-up solenoid valve, overrun prevention
solenoid valve, exhaust brake solenoid valve,
and BCV solenoid valve.
4. Speed sensors are located at three points

(transmission input shaft, intermediated shaft,
and output shaft) to make it possible to detect
any slipping of the transmission clutches. It
also acts to protect the transmission when
there is any abnormality in the hydraulic system.
5. It is connected to the network and makes various data common with other controllers.
6. It receives the input of model selection data
(what machine the controller is mounted on)
and network data (what controller is connected
to the network), and contacts the other controllers through the network.
7. It has a divided self-diagnostic function for
both the input and output system.
8. The content of the self-diagnostic display is
shown with 2-digit numbers.
9. When any failure is detected, it sends details
to the network, and displays it on the other display panels.
FIGURE 3-15. TRANSMISSION CONTROLLER

1. Self Diagnostic Display Window
2. Connector
3. Case
4. Printboard
5. Model Selection Switch (Sw 1)
D3-16
6. Network switch (Sw 2)

7. ATC2
8. ATC1
9. ATC5B
10. ATC5A
11. ATC4
12. ATC3B
13. ATC3A
D03029
10. The content of the self-diagnosis is recorded in

memory, so when the main switch is turned off it
is possible to check details of failures.
11. It sends the trouble data to the network, and displays this on the other display panels.
12. The location of any existing failure is displayed
on the monitor panel.
13. It has an emergency travel function for use if
there is any failure in the electrical system.
14. It is located separately from the gearshift lever.
OPERATION:
The automatic shift control system receives the shift
lever position signal, accelerator pedal signal, transmission speed signal, and signals from other
switches and sensors, and based on the information
received the transmission shift controller acts to
automatically control the shift of the transmission to
the optimum speed range. The transmission shift
controller also drives and controls the torque converter lockup solenoid and overrun prevention solenoid valve. Each clutch in the transmission is
equipped with an electronically controlled modulation
valve and is independently controlled.
In addition, based on the information received by the
transmission controller, it drives the monitor panel
display, caution lamps, and pilot lamps and transmits
data to the network.
D03029
D3-17
NOTES
D3-18
D03029
SECTION D4
INTRODUCTION TO ELECTRICAL TROUBLESHOOTING
INDEX
POINTS TO REMEMBER WHEN TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-3

POINTS TO REMEMBER WHEN PERFORMING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-4
POINTS TO REMEMBER WHEN HANDLING ELECTRIC EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . D4-4
Handling Controller Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-9
POINTS TO REMEMBER WHEN SERVICING HYDRAULIC EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . D4-10
CHECKS BEFORE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-12
CONNECTOR TYPE AND LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-13
CONNECTOR LOCATION (Chassis) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-20
CONNECTOR LOCATION (Instrument Panel, Console) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-22
CONNECTOR LOCATION (Transmission, Rear Cab Area) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-23
CONNECTOR LOCATION (General Cab Area) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-24
CONNECTOR TYPE IDENTIFICATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-25
EXPLANATIONS OF FUNCTIONS (CONTROL MECHANISM) OF ELECTRICAL SYSTEM . . . . . . . . . . . . D4-35
SYSTEM FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-35
SELF-DIAGNOSTIC DISPLAY FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-35
CHECKING OPERATION OF ELECTRICAL SYSTEM (No System Faults) . . . . . . . . . . . . . . . . . . . . . . D4-37
LOCK-UP FUNCTION CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-38
OPTIONAL CONTROLLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-38
MONITOR PANEL ACTION CODES AND SERVICE MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-39
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-39
ACTION CODE DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-39
Service Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-40
SERVICE MODE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-44
Brake Air Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-52
SELF-DIAGNOSTIC DISPLAY METHOD FOR MONITOR PANEL AND CONTROLLERS . . . . . . . . . . . . . D4-53
MONITOR PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-53
TRANSMISSION CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-53
D04010
Introduction to Electrical Troubleshooting
D4-1
TABLE OF SERVICE CODES AND ACTION CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-58

1. Table of service codes and action codes related to Monitor Panel . . . . . . . . . . . . . . . . . . . . . . . . D4-58
2. Table of service codes and action codes related to Transmission Controller . . . . . . . . . . . . . . . . D4-59
METHOD OF USING TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-62
METHOD OF USING TROUBLESHOOTING CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-63
ADJUSTING ELECTRONIC MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-65
Adjustment procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-65
SETTING ROTARY SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-66
METHOD OF DELETING DATA FROM TRANSMISSION CONTROLLER MEMORY . . . . . . . . . . . . . . D4-67
D4-2
D04010
POINTS TO REMEMBER WHEN TROUBLESHOOTING

For these reasons, it is necessary to carry out a thorough prior investigation and to follow proper troubleshooting procedures.
2. Questions to ask the operator:
Stop the truck on a level surface, and verify
the body safety pin and wheel chocks are in
place, and the parking brake is applied.
Be extremely careful of hot components or
rotating parts. Allow engine to cool
thoroughly before removing the radiator cap.
When troubleshooting with two or more
workers, keep strictly to the agreed signals,
and do not allow any unauthorized personnel
in the area.
If necessary to open any air, water, or
hydraulic oil piping, be certain all pressure
has been relieved before opening.
When
disconnecting
wiring,
always
disconnect the negative (-) terminal of the
battery first.
When installing test equipment, be sure to
connect it properly.
The aim of troubleshooting is to pinpoint the basic
cause of the failure, to carry out repairs swiftly, and to
prevent reoccurrence of the failure.
When troubleshooting, an important point is of
course understanding the function of all the truck's
operational systems. However, a short cut to effective troubleshooting is to ask the operator various
questions to form some idea of possible causes of
the failure that would produce the reported symptoms.
1. When troubleshooting, do not hurry to disassemble components.
If components are disassembled immediately
after any failure occurs:
Components unrelated to the failure may be
unnecessarily removed.
It may become impossible to find the actual
cause of the failure.
This can also lead to a waste of man-hours, replacement of properly functioning parts, or internal contamination of parts from dirt grease, oil etc.
a. Have any other problems occurred apart

from the problem that has been reported?
b. Was there anything strange about the
machine before the failure occurred?
c. Did the failure occur suddenly, or has the
problem occurred on previous occasions?
d. Under what conditions did the failure occur?
e. Had any repairs been performed before the
failure?
3. Checks before troubleshooting:
a. Check for a history of operator reports of
problems with the truck.
b. Refer to "Checks Before Troubleshooting"
for a list of items that must be checked and
corrected if necessary before troubleshooting a specific problem.
4. Confirming the failure:
a. Verify an actual problem exists. Have the
Operator try to repeat the problem; be certain the problem is not actually a result of
improper operation procedures.
b. When operating the truck to re-enact the
symptoms, do not perform any operations
that may make the problem worse or
increase damage to a component.
5. Troubleshooting: Use the results of the investigation and inspection in Items 2 - 4 to narrow
down the causes of failure, then refer to the
appropriate section of this manual to for the
specific component(s) that may cause the problem.
Start with the most likely cause.
Try the simplest solution first.
Investigate other related parts or information.
6. Measures to remove primary cause of failure:
Even if the failure is repaired, if the primary
cause of the failure is not repaired, the same
failure will occur again.
To prevent this, always investigate why the
problem occurred, then remove the cause.
D04010
D4-3
POINTS TO REMEMBER WHEN PERFORMING MAINTENANCE

To maintain the performance of the truck over a long
period, and to prevent failures or other problems
before they occur, correct operation, maintenance
and inspection, troubleshooting, and repairs must be
carried out. This section deals particularly with correct repair procedures for mechatronics and is aimed
at improving the quality of repairs.
POINTS TO REMEMBER WHEN

HANDLING ELECTRIC EQUIPMENT
Handling wiring harnesses and connectors
Wiring harnesses consist of a connector used to connect one component to another component. Connectors used for connecting and disconnecting one wire
from another wire, and protectors or covers used for
protecting the wiring.
Unlike other electrical components fitted in boxes or
cases, these wiring harnesses (Figure 4-1) are more
likely to be affected by rain, water, heat, or vibration.
Furthermore, during inspection or repair operations,
they are frequently removed and reinstalled, so they
are likely to suffer deformation or damage. For this
reason, it is necessary to be extremely careful when
handling wiring harnesses.
FIGURE 4-1. EFFECTS OF WEATHER
Failures that occur in wiring harness

1. Inadequate connection (Figure 4-2) caused by
faulty connector housings or connector pins.
Problems with defective connectors are likely to
occur because the male connector is not properly inserted into the female connector, or one
or both of the connectors are deformed. Also
because there is corrosion or oxidization of the
pin surfaces.
2. Defective crimping or soldering of pins (Figure
4-3). The pins of the male and female connectors are in contact with this wire at the crimped
terminal or soldered joint.However, if the crimp
or solder joint is improperly completed, oxidization can occur causing a break in the electrical
connection.
FIGURE 4-2. IMPROPER INSERTION
Improper
crimp
FIGURE 4-3. IMPROPER CRIMP
D4-4
D04010
3. Damage to wiring during disconnecting connectors

If the connectors are pulled apart by pulling on
the wires or components are removed with the
wires still connected, damage to the pin terminals, solder joints, connector or the wires can
occur.
4. High-pressure water entering connector
The connector is designed to make it difficult for
water to enter (drip-proof structure), but if highpressure water is sprayed directly on the connector, water may enter the connector, depending on the direction of the water jet.
As stated above, the connector is designed to
prevent water from entering, but at the same
time, if water does enter, it is difficult for it to
drain. Therefore, if water should get into the
connector, the pins will be short-circuited.If
water gets in, immediately dry the connector or
take other appropriate action before allowing
current to flow through it.
FIGURE 4-4. IMPROPER HANDLING
5. Oil or dirt in the connector

If oil or grease have entered the connector, an
oil film can form on the mating surface between
the male and female pins. This oil film will not
let current flow, resulting in an open circuit.If
there is oil or grease on the connector, wipe it
off with a dry cloth or blow it dry with compressed air and spray it with a contact cleaner.
FIGURE 4-5. WATER CORROSION
When wiping the mating portion of the connector,

be careful not to use excessive force or deform
the pins.
If there is oil or water in the compressed air, the
contacts will become even dirtier. Completely
remove all oil and water from the compressed air
supply before cleaning the connections.
FIGURE 4-6. CLEANING THE CONNECTOR
D04010
D4-5
Removing, installing, and drying connectors and

wiring harnesses.
1. Disconnecting connectors
When disconnecting the connectors, hold the
connectors and not the wires (Figure 4-7). For
connectors held by a screw, loosen the screw
fully, then hold the male and female connectors
in each hand and pull apart. For connectors
which have a lock tab, press down the tab with
your thumb and pull the connectors apart.
NOTE: Never pull with one hand.
FIGURE 4-7. DISCONNECTING CONNECTORS
2. When removing from clips

When removing a connector from a clip (Figure
4-8), pull the connector in a parallel direction
from the clip until the catches disengage (Figure
4-9).
NOTE: If the connector is twisted up and down or to
the left or right, the housing may break.
FIGURE 4-8. CONNECTOR CLIPS
3. After removing connectors

After removing any connector, cover it with a
vinyl bag to prevent any dust, dirt, oil, or water
from getting in the connector (Figure 4-10).
NOTE: If the wiring harness is left disassembled for a
long period of time, it is likely the contacts will
become contaminated by dirt, oil etc. A cover will
prevent this from occurring.
FIGURE 4-9. CATCHES
FIGURE 4-10. COVERING CONNECTOR
D4-6
D04010
4. Connecting Connectors
A. Check the connector visually.
1.) Verify there is no oil, dirt, or water in the
connector pins (mating portion).
2.) Verify the connector is not deformed, corroded, and the connector pins are not
damaged.
3.) Verify there is no damage or cracks in the
connector housing.
NOTE: If there is any oil, water, or dirt in the
connector, wipe it off with dry cloth. If there has been
water inside the connector, warm the inside Using a
dryer. Do Not use excessive heat.
If there is any damage or breakage, replace the
connector.
FIGURE 4-11. CONNECTING CONNECTORS
B. Install the connector properly

1.) Align the connector properly, then insert it
securely.
2.) For connectors with locking tabs, push in
the connector until the tab clicks into
position.
C. For connectors fitted with boots, visually
inspect the boot for damage, cracks, etc.
Replace the boot if necessary.
D. If the wiring harness is misaligned, or the
clamp is out of position, reposition as necessary.
NOTE: If the connector cannot be connected easily,
remove the clamp and adjust the position.
NOTE: If the wiring harness or connector has been
removed from a clamp (Figure 4-13), be sure to
reinstall it to its original position. Verify all clamps are
properly tightened.
FIGURE 4-12. INSTALLING CONNECTOR
FIGURE 4-13. HARNESS CLIPS
D04010
D4-7
E. Drying wiring harness

1.) If there is any oil or dirt on the wiring harness, wipe it off with a dry cloth (Figure
4-14).
2.) Avoid washing it in water or using steam.
If the connector must be washed in
water, do not use high-pressure water or
steam directly on the wiring harness.
If water gets directly on the connector,
perform the following:
3.) Disconnect the connector and wipe off
the water with a dry cloth.
FIGURE 4-14. CLEANING THE CONNECTOR
4.) If the connector is blown dry with compressed air, use only a clean, dry air
source. A contaminated air source can
prevent proper pin/socket contact.
F. Drying the inside of the connector with a

dryer.
1.) If water gets inside the connector, use a
dryer to dry the connector (Figure 4-15).
DO NOT use excessive heat. Excessive heat can

distort the connector housing!
FIGURE 4-15. DRYING THE CONNECTOR
5. Connector continuity test

After drying, leave the wiring harness disconnected
and perform a continuity test to check for any short
circuits between pins caused by water (Figure 4-16).
After completely drying the connector, spray it with a
contact cleaner and reassemble.
Be certain contact cleaner is compatible with

connector housing material before spraying.
FIGURE 4-16. TESTING THE CONNECTOR
D4-8
D04010
Handling Controller Boxes

The controller boxes contain a microcomputer and
electronic circuits. These control all of the electronic
circuits on the truck so be extremely careful when
handling the box.
Do not open the cover of the controller box
unless necessary.
Do not place objects on top of the controller box.
Cover the connectors with tape or a vinyl bag.
Never touch the connector contacts with your
hand.
During rainy weather, do not leave the controller
box in a place where it is exposed to the weather.
Do not place the control box on oil, water, or dirt,
or in any hot place, even for a short time. Place it
on a suitable dry stand.
Precautions when performing arc welding on the
truck.
FIGURE 4-17. CONTROLLER BOX
Disconnect all wiring harness connectors

connected to the controller box. Attach the arc
welding ground close to the welding point.
Points to remember when troubleshooting electric circuits

Always turn the power OFF before disconnecting
or connecting connectors.
Before troubleshooting, check that all the related
connectors are properly connected.
Disconnect and connect the related connectors
several times to check.
Always connect any disconnected connectors
before going on to the next step.
If the power is turned ON with the connectors still
disconnected, unrelated fault codes may be
displayed.
When
troubleshooting
electrical
circuits
(measuring the voltage, resistance, continuity, or
current), move the related wiring and connectors
several times and check that there is no change
in the reading of the tester. If there is any change,
there is probably a defective connection in that
circuit.
D04010
FIGURE 4-18. THINGS NOT TO DO
D4-9
POINTS TO REMEMBER WHEN SERVICING HYDRAULIC EQUIPMENT

The most common cause of failure in a hydraulic system is dirt (foreign material). When adding hydraulic
oil, or when disassembling or assembling hydraulic
equipment, procedures must be followed to prevent
system contamination.
Be careful of the operating environment.

Avoid adding hydraulic oil, replacing filters, or
repairing the truck in rain, or high winds, or areas
where there is a lot of dust.
Disassembly and maintenance work in the field
If disassembly or maintenance work is carried out
on hydraulic equipment in the field, there is
danger of dust entering the equipment.
Disassembly and maintenance of hydraulic
equipment should be carried out in a specially
prepared
dust-free
workshop,
and
the
performance should be confirmed with the
appropriate test equipment before reinstallation
on the truck.
FIGURE 4-19. IMPROPER OIL HANDLING
Sealing openings
After any piping or component is removed, the
openings should be sealed with caps, plugs,
tapes, or vinyl bags to prevent any dirt or dust
form entering. If the opening is left open or is
blocked with a rag, there is danger of dirt entering
or of the surrounding area becoming dirty from
the leaking oil.
Do not simply drain oil out on to the ground,
collect it and dispose of it properly.
Do not let any dirt or dust get in during refilling
operations.
FIGURE 4-20. OIL PUMP WITH FILTER
Be careful not to let any dirt or dust get in when

re-filling with hydraulic oil. Always keep the oil
filler and the area around it clean. Also use clean
pumps or oil containers.
An oil filtering device is highly recommended. If
an oil filtering device is used, it is possible to
remove dirt that has collected during storage.
D4-10
D04010
Change oil when the oil temperature is warm.

When oil is warm, it flows easily. In addition, the
sludge can also be drained out easily from the
system together with the oil.
When changing the oil, as much as possible of
the old oil should be drained out. (Drain the oil
from the tank; also drain the oil from the filter and
from the drain plug in the system).
If any old oil is left, the contaminants and sludge
in it will mix with the new oil and will shorten the
life of the oil.
Flushing operations
After disassembling and assembling the
equipment, or changing the oil, use flushing oil to
remove the contaminants, sludge, and old oil
from the system.
Normally, flushing is carried out twice: primary
flushing is carried out with flushing oil, and
secondary flushing is carried out with the
specified oil.
FIGURE 4-21. OIL FLUSHING
Cleaning operations
After repairing the equipment (pump, control
valve, etc.) or when running the truck, carry out
oil cleaning to remove the sludge or
contaminants in the oil circuit.
The oil cleaning equipment is used to remove the
ultra fine (about 3m) particles that the filters
installed on the truck are unable to remove.
FIGURE 4-22. OIL PUMP WITH FILTER
D04010
D4-11
CHECKS BEFORE TROUBLESHOOTING

Item
Air Circuit,
hydraulic oil,
lubricating oil,
cooling water,
Add fuel
Clean, drain
Drain
Add oil
Add oil
Add oil
Add water
Clean
Add oil
Drain
Air, hydraulic,
mechanical
components
11. Check play of steering wheel

12. Check operation of emergency steering
13. Check length of suspension for proper charge
14. Check tire inflation pressure and damage
15. Check wheel mounting nuts
16. Check operation of service brake
17. Check operation of parking brake
18. Check operation of emergency brake
19. Check operation of steering
20. Check the right and left view mirror
21. Check exhaust color and engine for abnormal noise
22. Check operation of retarder
23. Check wear of body pads
100-140 mm
Operation: 20 sec.
Label
-
Repair
Adjust
Charge air
Tighten
Adjust
Adjust or repair
Adjust or repair
Adjust or repair
Adjust
Adjust or repair
Adjust or repair
Adjust or repair
24. Check air horn

25. Check function of lights
26. Check function of gauges
27. Check monitor panel
28. Check truck monitor system
29. Check central warning light
30. Check for loose or corroded battery terminals
31. Check for loose or corroded alternator terminals
32. Check for loose or corroded starting motor terminals
Repair
Repair or replace
Adjust or repair
Adjust or replace
Repair or replace
Repair or replace
Re-tighten or clean
Re-tighten or clean
Re-tighten or clean
33. Check abnormal noise or smell

34. Check for oil leakage
35. Bleed air from all systems
Repair
Repair
Bleed air
36. Check battery voltage (engine stopped)

37. Check level of battery electrolyte
38. Check for discolored, burnt, or bare wiring
39. Check for missing wiring clamps, hanging wire
40. Checks for water leaking onto wiring (check carefully
water leakage at connectors and terminals)
41. Check for broken or corroded fuses
42. Check alternator voltage
(engine running at over half throttle)
43. Noise when battery relay is operated.
(Switch starting switch from ON to OFF)
20-30 V
27.5-29.5V
Replace
Add or replace
Replace
Repair
Disconnect connector
and dry connection
Replace
Replace
Electrical
equipment
Hydraulic,
Mechanical
components
D4-12
Action
Fuel gauge
Oil level gauge
Sight gauge
Oil level gauge
Dust indicator
Oil level gauge
-
1.Checks before
starting
2. Other
check Items
Standard Values
1. Check fuel level

2. Check for dirt or water in fuel
3. Check for water in air tank
4. Check transmission oil level
5. Check hydraulic oil level
6. Check engine oil level (Level of oil in oil pan)
7. Check cooling water level
8. Check condition of dust indicator
9. Check front brake oil level (Level of oil in tank)
10. Check for water in emergency brake air tank
Electrical
components
Replace
D04010
CONNECTOR TYPE AND LOCATION
The following tables identify the electrical harness connectors used on

the truck. It also lists the type connector, and the number of pins used.
The location (Loc.) column in the following tables shows the X/Y
position of individual electrical connectors on the truck in Figures 423, 4-24, 4-25, 4-26 and 4-27.
The connector number listed in these illustrations may be preceded
with a "CN-" on the electrical schematic.
D04010
D4-13
Mounting Location
Loc.
Connector
No.
Connector
Type
No.
of
Pins
D7
34
1-pin conn.
Clearance lamp
A5
35
1-pin conn.
Clearance lamp
A6
A6
36
1-pin conn.
Turn signal lamp
A5
Air conditioner pressure switch
B2
37
1-pin conn.
Fog lamp
A5
Head lamp (Lo)
D1
39
Suspension pressure sensor
C7
Head lamp (Hi)
C1
40
SWP
C7
08
1-pin conn.
Clearance lamp
D1
Payload meter display lamp

(right)
09
1-pin conn.
Clearance lamp
E1
41
Right side lamp
B7
1.PS
Transmission solenoid valve
U9
51
Flow switch
G1
Transmission oil filter sensor
J3
Connector
No.
Connector
Type
No.
of
Pins
01
SWP
14
Intermediate connector
02
SWP
03
Radiator water level sensor
04
06L
07H
Mounting Location
1.SW
Fill switch
U9
52
2.PS
V9
53
Retarder filter sensor
Hydraulic oil filter sensor
Loc.
2.SW
Fill switch
U9
54
3.PS
V9
55
BCV solenoid
SWP
Tail lamp
J9
3.SW
Fill switch
V9
59
4.PS
W9
60
SWP
Tail lamp
K9
Fuel gauge sensor
F9
4.SW
Fill switch
V9
61
10
1-pin conn.
Turn signal lamp
E1
62
K9
J9
A3
11
1-pin conn.
Fog lamp
D1
63
12
Washer motor
C7
64
Retarder oil temperature sensor
76
1-pin conn.
Auto drain valve heater
2
84
Emergency stop solenoid

(mechanical governor specification)
86
AISS motor (mechanical governor specification)
A3
87
Engine stop motor (mechanical

governor specification)
K3
90
Diode
13
F1
14
SWP
Payload meter external display

lamp (left)
G1
C7
15
Left side lamp
17
Air conditioner compressor
18
Diode
20
SWP
14
21
Steering oil temperature sensor
24
Starting motor
99
CTI
Water temperature
A1
KES1
Emergency escape switch
EPI
Engine oil pressure sensor
A2
KES
Emergency escape switch
Z3
AC1
N7
Emergency stop solenoid

(mechanical governor specification)
28
30
SWP
14
31
SWP
B7
32H
Head lamp (Hi)
A4
33L
Head lamp (Lo)
A5
D4-14
Z3
AI
AISS switch
O6
AS1
Exhaust brake switch
T5
AS2
Parking brake switch
T5
AS3
Retarder brake switch
T5
AS4
Emergency brake switch
T5
AS5
Service brake switch
T5
ATC1
MIC
17
Transmission controller
X1
D04010
Connector
No.
Connector
Type
Mounting Location
No.
of
Pins
Loc.
Connector
No.
Connector
Type
No.
of
Pins
Mounting Location
ATC2
MIC
21
X2
DB1
Body seated switch
ATC3A
AMP040
20
X2
DB4
Diode
Loc.
J9
-
ATC3B
AMP040
16
X1
DLB
Not Used
S4
ATC4
AMP040
12
X1
DP01
MIC
Monitor panel
P9
ATC5A
AMP040
20
X1
DP02
AMP040
Monitor panel
P9
ATC5B
AMP040
16
X1
DP03
Socket
Monitor panel
O6
ATC6
DP04
AMP040
Monitor panel
P9
BLSL
Brake stroke sensor
F8
DP05
AMP040
12
Monitor panel
O6
BLSR
Brake stroke sensor
E8
DP06
Socket
Monitor panel
P6
BT1
Fuse box
T1
DP07
Socket
Monitor panel
P9
BT2
Fuse box
T2
DP08
AMP040
16
Monitor panel
Q9
BT3
Fuse box
S2
DP09
Socket
Monitor panel
Q8
BZ
Alarm buzzer
O3
DP10
AMP040
Monitor panel
R8
C1
DP11
AMP040
16
Monitor panel
R8
C2
DP12
Monitor panel
R5
CA+
1-pin conn
AM/FM cassette
DP13
Socket
Monitor panel
R5
EXH
Socket
Exhaust brake switch
Q5
CA-
1-pin conn
AM/FM cassette
CAB
1-pin conn
AM/FM cassette
CG1
1-pin conn
Cigar lighter
M6
CG2
1-pin conn
Cigar lighter
M5
CK1
KES1
Bulb check switch
N7
CM
Combination switch
Q8
CNS
12
O2
C/V.T
Transmission oil temperature

sensor
W6
D04
Diode
S2
D05
Diode
X2
D06
Diode
X2
D08
Diode
O3
D1
Diode
B2
D1
10
Message display
D5-1
1-pin conn
Horn valve
D5-2
1-pin conn
Horn valve
D12
Diode
M4
D14
Diode
S3
D04010
D4-15
Mounting Location
Connector
No.
Connector
Type
No.
of
Pins
FB
PA
Front brake cut switch
FCM
Loc.
Connector
No.
Connector
Type
No.
of
Pins
Mounting Location
P5
MS11
Model selection switch
MS12
Model selection switch
Loc.
FCS
Q5
N1
Input shaft speed sensor
W6
FL
PA
Fog lamp switch
O6
N2
Intermediate shaft speed sensor
W8
N3
Output shaft speed sensor
W8
O5
P15
MPH selection connector
P6
PL1
10
Monitor lamp
N6
PL1

GND selection connector
N6
PL2
10
Monitor lamp
O6
PL2

GND selection connector
06
FU
Fuse unit
HAZ
Socket
Hazard switch
HEAT
Heater
HN
1-pin conn
Horn
Q8
H.PS
T8
H.SW
Fill switch
T8
HT
PA
Preheat switch
N6
J01
16
Intermediate connector inside,

outside cab
S4
J02
16

outside cab
S4
J03
16

outside cab
S4
J04
12

outside cab
T5
J06
Terminal

outside cab
S3

outside cab
S3
J07
J09
Terminal
S
1
12
Monitor lamp
M3
MIC
21
Payload meter
M8
PM2
Payload meter
G1
PM3
Clinometer
I2
PM4
M9
PM5
MIC
13
Payload meter (card type)
N9
PM6
AMP040
12
O9
PM6
KES1
Suspension pressure sensor FR

selection connector
V1
PM7
MIC
O9
PM7B
MIC
PM8
MIC
PC connector
J10
16
J11
12
L/C.T
Torque converter lock-up

solenoid
T8
LPS
U8
LS
Rheostat
R7
LSW
Fill switch sensor
T8
D4-16
PLS
PM1
N7
D04010
Connector
No.
Connector
Type
No.
of
Pins
Mounting Location
Loc.
U1
Connector
No.
Connector
Type
No.
of
Pins
Mounting Location
Loc.
PMCD
For off-board PMC power source
R29
Socket
Hazard lamp relay
W4
PMR1
16
RAD
AM radio
O6
PMR2
12
RE1
Socket
Resistor
R6
PMR3
16
RE2
Socket
Resistor
R6
PMR4
16
RH1
10
X3
PMRA
12
RH2
12
W1
PMRB
12
RH4
X3
PMRC
16
RL
1-pin conn
Room lamp
F9
PMS
12
RPS
U9
PW
PA
Power mode switch
Q1
RSW
Fill switch sensor
U9
PWR
KES1
Suspension pressure sensor FR

selection connector
W1
RT1
Terminal
Timer for emergency steering
RT2
Terminal
RT3
Terminal
RT4
Terminal
RT5
Terminal
RT6
Terminal
RT7
Terminal
RT8
Terminal
SCF
KES1
Selection connector for each

suspension pressure sensor
specification
X3
SCFR
KES1

specification
X3
SF
12
Gearshift lever
O1
SH
Socket
Shift limit switch
O2
R01
Socket
Engine starting relay
U1
R02
Socket
Transmission neutral relay
T2
R03
Socket
Service brake relay
T2
R04
Socket
BCV relay
R05
Socket
Backup alarm relay
R06
Socket
Head lamp relay (Hi)
R07
Socket
Marker lamp relay
U1
R08
Socket
Head lamp relay (Lo)
T2
S3
R09
Socket
Rear brake pilot relay
S3
R11
Socket
Payload meter relay
S4
R16
Socket

lamp relay
X3
R17
Socket

lamp relay
W4
R18
Socket

lamp relay
V5

lamp relay
V5

lamp relay
S4
R19
R20
Socket
Socket
5
5
R21
Socket
Parking brake relay
R22E
Socket
Governor cut relay (electronic

R23E
Socket
X3
Governor cut relay (electronic

SL1
Not Used
W4
SL2
Not Used
V4
SL3
Not Used
U5
SL4
Over-run prevention solenoid
W4
SL5
Exhaust brake solenoid
V4
SL6
Front brake cut-off solenoid
U5
SL7
Front brake cut-off solenoid
U5
SNUB
AISS relay resistor
W8
SP1
1-pin conn
AM/FM cassette
SP2
1-pin conn
AM/FM cassette
R25
Socket
Transmission cut relay
V5
SP3
1-pin conn
AM/FM cassette
R27
Socket
Hazard relay
U5
SP4
1-pin conn
AM
R28
Socket
Hazard lamp relay
X3
D04010
Z7
c8
D4-17
Mounting Location
Loc.
Connector
No.
Connector
Type
No.
of
Pins
SP5
1-pin conn.
Speaker (right)
c7
SP6
1-pin conn.
Speaker (right)
V9
SP7
1-pin conn.
Speaker (left)
H2
SP8
1-pin conn.
Speaker (left)
I2
SR2
Steering sensor
SR3
Tilt sensor
U1
SR4
Bimetal timer
S2
SR5
Air pressure sensor
T4
SSP1
Not Used
X3
SSP2A
Not Used
X3
SSP2B
Not Used
X2
SU3
16
X1
SU6
KES1

specification
V1
TC.SE
Torque converter oil temperature

sensor
V5
TC.SW

switch
N2
TM2
SWP.
14
L4
TM3
SWP.
14
L4
TM4
SWP.
14
L4
TMA
16
V1
TMB
16
V1
TMC
12
W1
TMD
16
X2
WAS1
Acceleration sensor
C2
WAS2
Acceleration sensor (electronic

C2
WL
Caution lamp
O4
WP1
Wiper switch
N4
WP2
KES1
Wiper motor relay
F1
WP3
KES0
Intermittent wiper relay
R7
D4-18
D04010
ARSC Option (Automatic Retarder Speed Control)

Mounting Location
Connector
No.
Connector Type
No.
of
Pins
1-8
Selection connector
78/98
1-pin
conn.
Model selection connector
8S
Selection connector
Loc.
Mounting Location
Loc.
Connector No.
Connector
Type
No.
of
Pins
R4
Terminal
Travel speed display
R5
Terminal
d4
R6
Terminal
Relay
RB relay
d4
-
250
Resistor
a3
RB
1020
Resistor
Z3
RW
Relay
RW relay
Y6
RZ
Relay
RZ relay
Y6
SHIFT
Selection connector
c4
SHUT
Air shut-off valve
D8
SOSW
Air switch (air shut-off valve)
D8
SP2
Suspension pressure selection connector
Z7
SP4
Power source for suspension pressure sensor /sensor

GND connection
c7
SP5
Power Source For Suspension Pressure Sensor/sensor Gnd Connection
c7
SPR
Suspension pressure selection connector
a7
SPSW
ARSC set switch
b3
A1
1-pin
conn.
ARSC caution lamp
Z3
A2
1-pin
conn.
ARSC caution lamp
Z3
A6
1-pin
conn.
ARSC stand-by lamp
Y4
ARC1
MIC
21
ARSC controller
Y6
ARC2
AMP040
20
ARSC controller
Y6
ARC3
AMP040
16
ARSC controller
a7
BRJ
b7
BRR
Air switch (brake solenoid)
D8
BSOR
Brake solenoid valve

(right)
E8
BT3
Fuse box
d4
BZ-EL1
Buzzer
b3
BZ-EL2
Buzzer
b3
CR1
For clearing error code
b8
CR2
For clearing error code
b8
D01
Diode
D02
Diode
Z6
SW
ARSC system switch
c3
TIRE1
Tire large diameter/small

diameter selection
c4
TIRE2
Tire large diameter/small

diameter selection
c4
d6
TMA1
16
d7
d5
TMA2
16
d5
TMB1
16
d7
D03
Diode
d6
FS1
1-pin
conn.
Spare terminal
d5
J02-EL1
16
J02-EL2
16
J04-EL1
J04-EL2
TMB2
16
d5
TMC1
12
d7
b8
TMC2
12
d5
c8
TMD1
16
d7
12
c8
TMD2
16
d6
12
c7
WL-EL1
Warning lamp
c3
KO
1-pin
conn.
ARSC stand-by lamp
Y4
WL-EL2
Warning lamp
b3
PH1-EL1
10
PH1-EL2
10
PM4-1
Payload meter
Y5
Y5
PM4-2
Payload meter
R2
Terminal
R3
Terminal
D04010
D4-19
CONNECTOR LOCATION (Chassis)
FIGURE 4-23. CONNECTOR LOCATIONS
D4-20
D04010
D04010
D4-21
CONNECTOR LOCATION (Instrument Panel, Console)
D4-22
D04010
CONNECTOR LOCATION (Transmission, Rear Cab Area)
D04010
D4-23
CONNECTOR LOCATION (General Cab Area)
D4-24
D04010
CONNECTOR TYPE IDENTIFICATION CHARTS

The terms male and female refer to the pins, while the terms male housing and female housing refer to the mating
portion of the housing.
D04010
D4-25
D4-26
D04010
D04010
D4-27
D4-28
D04010
D04010
D4-29
D4-30
D04010
D04010
D4-31
D4-32
D04010
D04010
D4-33
D4-34
D04010
EXPLANATIONS OF FUNCTIONS (CONTROL MECHANISM)

OF ELECTRICAL SYSTEM
This section provides information for troubleshooting
the electrical system, and explains the functions and
nature of checks for the transmission controller and
monitor panel.
When the self-diagnostic display function is actuated,

the fault occurrence data is transmitted from each
controller to the net-work and the monitor panel displays the action code. The service code (fault) is displayed and the warning lamp, and buzzer may also
be actuated.
SYSTEM FUNCTION
The service codes which display the causes of these

problems can be viewed by pushing the bulb check
switch. In addition, the controllers share some of the
sensor signals, such as the transmission out-put
shaft speed signal. If any problem occurs in these
sensor signals, the same type of failure may be displayed for another controller.
The electrical system control mechanism consists of

the transmission controller and monitor panel. They
provide various controls such as modifying engine
output (power mode), and providing the most suitable transmission clutch oil pressure (full electronic
modulation),
The monitor panel informs the operator of a problem
if there is a component failure in the system. At the
same time, it uses the service mode to monitor the
input and output, such as the input voltage from the
switch sensors of each controller and the output current to the solenoids, and a monitor function for the
failure data stored in each controller's memory.
Signal inputs from the switches and the relay listed

below, do not have a specific service code. If a truck
operation problem occurs, refer to Checking Operation of Electrical System in this Section.
Switches:
Shift Limiter
Power Mode
Key Switch
SELF-DIAGNOSTIC DISPLAY
FUNCTIONS
Each controller is equipped with a self-diagnostic
troubleshooting display. A service code will be displayed if any electrical problem (disconnection, short
circuit, internal short, or short circuit between wires,
etc.) occurs in output or input signals, or there is an
input or output that does not match the operation of
the truck.
Body Seated
Body Float
Rear Brake
Service Brake
Emergency Brake
Tilt
Relay:
Engine Heater (Hot Start)
D04010
D4-35
DATA DISPLAYED
NETWORK DATA
Troubleshooting
information
Action code
Caution signal
Transmission failure codes
Alarm buzzer
Engine speed
Truck speed (transmission,

output may p/u)
Power mode
Shift lever position
Shift indicator
Lock-up ON/OFF
Shift limit
Air pressure
Retarder oil temp.
Engine coolant temp.
Transmission torque
converter temperature
Retarder oil temp.
Engine oil pressure
Transmission oil filter
Fuel level
Parking brake ON/OFF
Rear brake ON/OFF
Body float
Exhaust brake (optional)
Lateral inclination
Emergency steering
Body seat switch
Alternator. "R"
Key Sw. "C" terminal
Brake stroke Switch
FIGURE 4-28. MONITOR PANEL
D4-36
D04010
CHECKING OPERATION OF ELECTRICAL SYSTEM (No System Faults)

When a sequence of operations is carried out using the procedure below, and if the monitor panel, transmission
controller, and payload meter controller perform as shown below, it means the input and output signals, the monitor
panel and the controllers are operating normally.
Perform the actuation check with the truck unloaded.
SEQUENCE OF OPERATIONS
AND TRUCK CONDITIONS
(1)
CHECK ITEMS (Systems Normal)
Key switch OFF
Monitor Panel
Engine Controller
All OFF
All OFF
All OFF
Monitor panel liquid

crystal display lights
Turn key switch to ACC

* Parked: only with parking brake
(2)
(3)
(4)
Caution, pilot lamps all light up
* Power mode selection switch-OFF*

* Power mode switch-ON switch light
ON
* Power mode display Economy/high power lights up
* Shift limiter switch ON/OFF
Shift limiter liquid crystal display lights up/goes out
* Shift lever set to N
Shift indicator N
* Shift position display: N
Start engine
* If water temperature is below 40C
(105F) automatic warmup operation is
actuated
* Engine speed is displayed

* On cooling water temperature Engine speed:
1000 rpm
display, only lowest segment
lights up
* If water temp is above 70C (160F)

after completion of warmup operation
When water temp display is in

green range
Engine speed: 650 rpm
Release parking brake and apply the

service brake only
Engine speed rises

Parking lamp goes out Rear
brake lamp lights up
Engine speed:
1000 rpm
Release service brake and pull

retarder lever
* Rear brake lamps light up
Engine speed:
1000 rpm
Shift indicator N
* Shift position display R
* Body
2-digit LED displays 0.0 Body FLOAT REVERSE safety

(normal)
actuated* When body is at
FLOAT, truck travels in reverse
(5)
Apply parking brake and raise body
(6)
In condition (5), set shift lever to R
(7)
(8)
8.8 is displayed for 3 seconds

Self-diagnostic display lights up
for 4.2 seconds, then goes out,
and details of past failures are displayed for 3 seconds each.
After that, if the condition is normal, 0.0 or 0.c (in cold weather) is
displayed.
* Bulb check switch ON
Lower body, release parking brake,

then set shift lever to L and travel forShift indicator 1
ward
Shift position display L
Release brake
After truck moves off, press accelerator
pedal
Shift limiter switch ON
Switch light ON
Shift limiter switch OFF
Shift indicator
display 1/1-2
Set shift lever to D and shift up to F3 or

above
Shift indicator 3
Shift position display D
Lock-up liquid crystal display
When transmission oil temperature is below 10, 0.0 is displayed
When oil temperature is below

10, 0.0 is displayed
Travel speed
range F1-F2
Shift limiter function actuated F1

fixed/shifts up to F2
Travel speed range F2-F7
Turn exhaust brake switch (EXH.

BRAKE) ON and release accelerator
ped
Exhaust brake is actuated even

when retarder lever is not actuated
Turn exhaust brake switch (EXH.

BRAKE) OFF and release accelerator
pedal/Release accelerator pedal and
operate retarder lever
Change in exhaust brake logic

Not actuated
D04010
D4-37
LOCK-UP FUNCTION CHECK

(Systems Normal)
Check Lock-up function
Monitor Panel
Set shift lever to R
Lock-up display does not light up
Set shift lever to D or 5 - L

(1)
Lock-up range is F1 - F7
Set to F1 or F2, release accelerator pedal, and move

truck without operating brake
Engine speed 1500 rpm
or more
(9)
(2)
Engine speed 1200 rpm

Depress accelerator pedal
or less
or operate brake
Shift gear
(3)
Lock-up is not actuated when
traveling in reverse
Release accelerator pedal

Shift down
and do not operate brake
Lock-up is actuated
Lock-up display lights up
Lock-up is actuated
Lock-up is not actuated
After switching shift indicator disLock-up is canceled when shifplay, lock-up display goes out teming gear
porarily
Lock-up display stays lit until shift
indicator display is 4
Lock-up display remains off after
shift indicator display becomes 3
Shifts down F7 - F6, F4-F3 with

the lock-up still engaged.
For F3 and down, transmission
shifts down without engaging
lock-up.
OPTIONAL CONTROLLERS
(If Installed)
Note: The following should be observed while performing steps 1 through 5, page 37.
CHECK ITEMS (WHEN NORMAL)
PAYLOAD METER CONTROLLER (If equipped)
(1)
(2)
(4)
(5)
b-FL display, buzzer sounds
(3)
D4-38
All OFF
8.8,8.8 display, external display lamps all light up
Buzzer sounds for 3 seconds
9 items, such as payload meter switch settings, are displayed for 3 seconds each.
After that, payload display is given
D04010
MONITOR PANEL ACTION CODES AND SERVICE MODE

OUTLINE
If a failure is detected when the monitor panel is in
the normal mode, the lamp or caution display for the
applicable location lights up and an action code is
displayed according to the failure to aid the operator
in taking suitable action. When an action code is
displayed, the operator should follow the recommended action, and should also follow the Operation and Maintenance Manual to display the service
codes on the monitor panel to check the cause of
the action code. In addition, to make troubleshooting easier, there is a service mode on the monitor
panel. This can display trouble data saved in the
memory of the controllers on the network and display the recognized values for the input and output
signals from each controller.
ACTION CODE DISPLAY

If any controller on the network detects a fault, the
controller LED display panel will show the fault. The
monitor panel displays an action code according to
the fault transmitted to the network, and continues
to display it until the condition is corrected.
FIGURE 4-29. DISPLAYING OCCURRENCE OF

AN ERROR (E-)
The displays (Figure 4-29 & 4-30) are repeated in

turn for 1 second each.
However, if a new fault occurs, data is sent while the
action code is being displayed and the action code
for the new fault has priority over the existing action
code being displayed. The display will change to the
new action code. If the new code has a low priority,
the display stays unchanged. In other words, the
action code with the highest priority is always displayed.There are seven types of action code from
01 to 07. (A decal is stuck to the top left of the window glass at the front of the cab to tell the operator
what action to be taken when a fault occurs). If an
action code is displayed, have the operator check
the service code for the fault and then have him
inform the service department.
While the action code is being displayed, if lamp
check switch (1) is pressed for at least 2.5 seconds
and then released, the applicable service code is
displayed. If more than one fault has occurred, each
fault is displayed in turn for 3 seconds, and when all
of the service codes have been displayed, the system returns automatically to the action code display.
FIGURE 4-30. DISPLAYING ACTION CODE (03)
FIGURE 4-31. SERVICE CODE FOR EXISTING FAILURE IS (A111)
D04010
D4-39
Service Mode
The service mode is used when it is desired to know
the service codes for existing failures or failures that
have occurred in the past. Also to monitor the values
recognized for the signals from the controllers.
The service mode contains the following:
Service codes, (this mode displays the fault
occurrence data as well as faults saved in the
memory of the controllers on the network)
For service mode switch operation and use, refer to

Service Mode Operation (page D4-44). This is the
mode to display the input values of the sensors and
switches recognized by the controllers, and the output values of the controllers. Each controller can
monitor up to several switch and sensor input values
and electric current or other output values.
The illustration below (Figure 4-32) shows the monitor display when engine speed is being monitored by
the transmission controller.
Truck data monitoring mode: (this mode

displays the values for the inputs and outputs
recognized by the controller on the network)
The modes are switched by using the mode change

switches. IF the key switch is turned OFF when there
is a service code displayed, it is possible to start
again from the normal mode after the key switch is
turned ON. If the monitor panel or other controllers
detect a fault while in the service mode, the system
automatically returns to the normal mode and displays the action code.
Truck data value monitoring mode

Refer to chart - Monitoring Items In Truck Data
Value Monitoring Mode (page D4-49) for a list of
items that can be monitored by the controllers.
The sequence in which the controllers appear on
the display depends on the order of the controller
code listed below
Controller Display Sequence
FIGURE 4-32. MONITOR DISPLAYS

1. This is a "b" which is the service code for the
transmission.
2. This is the monitoring code which is the engine
speed. "05"
3. The display is in units of 10 rpm, so the display
means 2,050 rpm.
Controllers will appear in the sequence shown in the

chart below
:
Sequence
No.
Code
Monitor panel
Not Available
Description
Not Available
Payload Meter II (PLMII) (optional)
Figure 4-33 shows switch input conditions as recognized by the transmission controller:
Note: To make it possible to display the controller

codes with the 7-segment LED, uppercase and lower
case letters are used.
Note: Controllers that are options and not installed on
the truck are automatically omitted and are not
displayed.
D4-40
D04010
In the same way as with the truck data value monitoring code, the controller display sequence order
depends on the order of the controller code, but controllers that are options and are not installed are
automatically omitted.
Display of elapsed time since the code was
deleted.
The display (Figure 4-35) shows the time elapsed
(service meter reading) since the latest trouble data
item was deleted form memory.

1. This is a b which is the service code for the
transmission.
2. This is the monitoring code which is for "switch
check"
3. Bit 1 and bit 13 in item 3 are ON. This means
that the body seated switch is ON (seated) and
model selection signal 4 is ON (GND).
NOTE: Refer to Figure 4-45 for bit number
assignments.
The controller code and monitor code are
displayed for one second each.
Refer to Table 1. for details regarding mode
switch operation and the data displayed during
various switch operation sequences.

(Time Since Deletion)
Note: The elapsed time (101h) since the
last deletion is shown on the display for 2
seconds.When the deletion operation is
carried out, the elapsed time is reset and
starts again from 0. If necessary, note
down the elapsed time before deleting any
item.
Service code and trouble data display mode

For service mode switch operation, refer to Service
Mode Operation (page D4-44). This mode displays
(Figure 4-34) the time elapsed since the deletion
operation, and gives the service code and trouble
data display. The service code is displayed for each
controller for faults that currently exist and faults that
occurred in the past which have been repaired.
Note: Refer to Deleting Trouble Data From Memory,

(Page D4-48) for data deletion instructions.
Display timing:
The system immediately enters the service code and
trouble data display mode. The display is given once
only and it then goes automatically to the next service code and trouble data display.

(DELETE Display - 2 seconds)
D04010
D4-41
Service code and trouble data display

Refer to Figures 4-36, 4-37, 4-38 and 4-39 for an
example of the following.
Display Details
A. The following trouble data (1) - (4) are displayed
for each controller and each service code.
(1) Service code (the controller code explained
above (A,b,c,.....) + 3 digit number (fault)
D. If there is no trouble data, or it has all been

deleted, is displayed.
1. Only for the trouble data display for the suspension controller (controller code: d), the above
elapsed time is displayed as .
E. Order of display
(1) The four items under "A" above are displayed in order for each controller.
(2) Elapsed time 1 (elapsed time (service meter

reading) since that failure first occurred)
(2) Data for currently existing fault (service

mode, elapsed time (1), elapsed time (2), number of occurrences) inside the same controller
are displayed first, then data for faults that have
already been repaired are displayed.
(3) Elapsed time 2 (elapsed time (service meter

reading) since that failure last occurred)
(4) Number of occurrences (the number of
times that the fault has occurred)
(3) For faults that are currently existing and

faults that have already been corrected, the
data is displayed in turn, starting for each type
from the failure that occurred most recently (the
smallest value for elapsed time (2)).
B. The high beam pilot light will illuminate for a currently existing fault.
C. Unless the display is changed by operating the
mode switch, the above four items will continue
to be displayed.
Example of display sequence:

When the trouble data in the memory of one of the controllers is as follows:
Service code
A111
A121
A131
A141
Elapsed time
12
existing
corrected
existing
corrected
Existing/corrected
(The information is shown in the order above for each controller.)
D4-42
D04010
If the high beam pilot lamp (see Figure 4-36) lights

up, this indicates the trouble data is for a currently
existing fault.
If the high beam pilot lamp is off, this indicates the
trouble data is for a fault that has been corrected.
The displays (shown in figures 4-36 thru 4-39) are

displayed repeatedly in turn for 2 seconds each.
NOTE: After displaying Figure 4-39, the display
returns to Figure 4-36
For details of the service code, see TABLE OF
SERVICE CODES AND ACTION CODES
FIGURE 4-36. SERVICE CODE (A111)

Shows that A111 currently exists.
FIGURE 4-38. LAST FAULT OCCURRED

Shows that within a period of 1151 hours, this
fault occurred 3 times.
FIGURE 4-37. FIRST FAULT OCCURRED

This shows that the fault first occurred 1151
hours ago.
D04010
FIGURE 4-39. FAULT OCCURRENCES

Shows that the fault last occurred 1 hour ago.
D4-43
SERVICE MODE OPERATION
Operation A: Selecting Service Mode
Note: Refer to Table 1 "Methods of Operating

Switches" for switch operation & function.
Note: Refer to Figure 4-41 and Table 1 for switch

operation and function.
The service mode is operated by using the mode

change switches (2 & 3, Figure 4-40) at the left side
the dashboard, next to steering column.
1. Operate both mode change switches (1) and

(2) to the ON position at the same time for at
least 0.2 seconds (but not more than 2.5 seconds).
2. Release both switches to the OFF position.
(This will switch to the truck data monitoring
mode.)
3. To switch the mode, actuate the switches
again. (This displays elapsed time, service
mode and trouble data mode.)
4. Operate the switches again, the display will
return to normal mode.
FIGURE 4-40. MODE SWITCHES

1. Bulb Check Switch
3. Mode Switch 2"
2. Mode Switch 1 (Red)
(Black)
There are two mode change switches, (1) and (2):

Switch (1): toward front of truck ("red color")
Switch (2): toward rear of truck ("black color").
NOTE: The switches are labeled on the switch box.
Note: In the normal mode, if a fault currently exists,

and the action code for that fault is displayed, and
Operation A is carried out, the action code will go
out.
If a fault with an action code of a lower priority than
the action code being displayed, even when the
Operation A is carried out, the action code will not
go out, but the display will change to the code with
the lower priority.In addition, even if a fault with the
same action code has occurred several times,
Operation A must be carried out the same number
of times as the number of occurrences for the action
code display go out.If Operation A is carried out, it is
possible to enter the truck data monitoring mode.
To operate the mode change switches, move the

switch to the right for the ON position; when the
switch is released, it will automatically return (spring
return) to the OFF position.
FIGURE 4-41. CHANGE IN SERVICE MODE
D4-44
D04010
Operation B: Changing display in truck data

monitoring mode
Operation C: Changing display items in service

code and trouble data display mode
1. When the system enters the truck data monitoring mode, it automatically displays first standard service meter on the monitor panel
(controller code: A).
1. When the system enters the service code and

trouble data display mode, it first displays the
elapsed time since the latest deletion. Then it
automatically displays the first trouble data
item on the monitor panel (controller code: A).
2. To go on to the next display, press switch (1)

to the ON position for 0.2 - 2.5 seconds, then
OFF. (Operation B)
2. If there is no trouble data in the monitor panel

memory, is displayed.
3. To go back to the previous item, press switch

(2) to the ON position for 0.2 - 2.5 seconds,
then OFF. (Operation D)
3. To go on to the next item, press switch (1) to

the ON position for 0.2 - 2.5 seconds, then
OFF. (Operation B)
4. After pressing mode change switch (1) to the

ON position for at least 2.5 seconds, turn it
OFF. (Operation C) The system will then move
to the next controller and display the first item.
4. To go back to the previous item, press switch

(2) to the ON position for 0.2 - 2.5 seconds,
then OFF. (Operation D)
5. After holding switch (2) pressed to the ON

position for at least 2.5 seconds, then OFF,
(Operation E) the system will then move to the
previous controller and display the first item.
5. After pressing switch (1) to the ON position for

at least 2.5 seconds, then OFF. (Operation C)
The system will then move to the previous controller and display the first item of data.
TABLE 1: METHODS OF OPERATING SWITCHES
D04010
D4-45
FIGURE 4-42. METHODS OF OPERATING SWITCHES
D4-46
D04010
Operation of machine
Operation of mode change switch
Monitor panel display

Normal mode is displayed after 3 seconds
Turn starting switch ON
Normal mode remains displayed

Start engine
Operation A
(Switch mode and enter service mode)
Monitor panel item code 1 (standard service meter) of

truck data monitoring mode is displayed
Operation C
(Go to next controller)
Transmission controller item code 1 (model recognition) of machine data monitoring mode is displayed
Operation B
(Go to next item code)
Transmission controller item code 2 (service meter) of

Operation B
Operation B
Transmission controller item code 3 (switch check) of

Transmission controller item code 4 (fill signal check)
of truck data monitoring mode is displayed
Shift to F2. L clutch (bit No. 1, Figure 4-43) and 2nd
clutch (bit No. 5) are engaged and applicable portion
lights up
Check that parking brake and

retarder brake are applied, then
operate shift lever to D position
L clutch (bit No. 1) and 2nd clutch (bit No. 5) are disengaged and applicable portion goes out
Return shift lever to N position
After elapsed time since deletion operation is disOperation A

(Switch mode and enter service code, trou- played (2 seconds), displays item 1 of transmission
controller trouble data in service code, trouble data
ble data display mode)
display mode
Operation A
(Switch mode and return to normal mode)
Displays normal mode
6. Press the mode change switch (2) to the ON

position for at least 2.5 seconds, then OFF.
(Operation E) The system will then move to the
previous controller and display the first item of
data.
Checking that fill signal for 2nd clutch is correctly recognized by transmission controller
At any stage in the above process, if the key
switch is turned OFF, and then ON again, the
monitor panel will return to the normal display.
While the system is in the service mode, if the
monitor panel or other controller detects a fault,
the system will automatically return to the normal
mode and display the action code.
FIGURE 4-43. DISPLAY MESSAGE
D04010
D4-47
Method of deleting trouble data from memory

In the service code and trouble data display mode, it
is possible to delete the displayed trouble data from
memory. However, the data for currently existing
problems cannot be deleted.
Method Of Deletion
1. Enter the service code and trouble data display
mode, and display the trouble data that is to be
deleted.
2. Press mode change switches (1) and (2) to the
ON position at the same time for at least 5 seconds, then off (Operation F).
3. The display trouble data will be deleted from
memory and the display will automatically
switch to the next trouble data.
NOTE: When the deletion operation is carried out,
the elapsed time is reset and starts again from 0, so
it may be necessary to note the elapsed time before
deleting any item.
Precautions when operating service mode

1. When deleting the trouble data from memory, if
mode change switches (1) and (2) are not kept
pressed to the ON position at the same time for
at least 5 seconds, the monitor panel will judge
that it is Operation A and the system will return
to the normal mode without deleting the data
form memory.
If the data is deleted correctly, the system will
automatically switch to the next trouble data display, so the deletion operation can be checked.
If all the trouble data inside the controller is
deleted, "" is displayed, so the completion of
the deletion operation can be checked.
2. If you enter the service mode or operate mode
change switch (1) or (2) in order to switch
something in the service mode, if it overlaps the
timing of detection of occurrence or restoration
of fault on the monitor panel or controllers, it
may take time for the service mode display to
switch. In such cases, return to the normal
mode and try again.
D4-48
D04010
3.5 Monitoring items in truck data monitoring mode

* For details of the method for going on to the next monitor item (or going back to the previous monitor item) in the
truck data monitoring mode, see Method of operating service mode.
Controller
Monitor
Code
Item Code
Item
Display Unit
Remarks
10h
After 10000h, shows units of 100h, and left turn signal lamp lights up
Monitor Panel
1
Standard service meter

Switch check
The 1), 2), etc. in the item corresponds to the bit number. When ON,
applicable bit number lights up, See Table 1
1) KPH/MPH selector signal
ON/OFF
ON: mph displayed

Only when exhaust brake is installed
2) Exhaust brake switch (optional)
ON/OFF
3) AISS switch
ON/OFF
4) Mode selector switch 1
ON/OFF
5) Mode selector switch 2
ON/OFF
Rotary switch setting
0 - F level
0 - 9 stay as they are, A - F are replaced with 10 - 15, applicable

number in Table 1 lights up
1
Model recognition
Service meter
See Table 2 (*2)

10h
Switch check
For details, see item 3) Service meter for each controller After
1000h, shows units of 100h, and left turn signal lamp lights up
The 1), 2), etc. in the item corresponds to the bit number. When ON
applicable bit number lights up. See Table 1
1) Body seated switch
ON/OFF
ON: When seated
2) Not used
3) Not used
4) Not used
5) Not used
6) Not used
7) Not used
3
ON/OFF
8) Not used
9) BCV solenoid
ON/OFF
10) Model selection signal 1
ON/OFF
ON: GND.
ON/OFF
ON: GND.
ON/OFF
ON: GND.
ON/OFF
ON: GND.
14) Connector check 1
ON/OFF
ON: GND.
15) Connector check 2
ON/OFF
ON: GND.
16) Emergency escape switch
ON/OFF
17) Starting switch
ON/OFF
Fill signal switch
The 1), 2), etc. in the item corresponds to the bit number. When ON
applicable bit number lights up. See Table 1
1) L clutch
D04010
ON/OFF
2) Not used
ON/OFF
3) H clutch
ON/OFF
4) 1st clutch
ON/OFF
5) 2nd clutch
ON/OFF
6) 3rd clutch
ON/OFF
7) 4th clutch
ON/OFF
8) R clutch
ON/OFF
Engine speed
10 rpm
Transmission input shaft speed
10 rpm
Transmission intermediate shaft speed
10 rpm
D4-49
Controller
Monitor
Code
Item Code
Item
Display Unit
Remarks
D4-50
Transmission output shaft speed
10 rpm
Accelerator sensor
0.02V
10
Brake air pressure
11
Not used
12
Rear brake cooling oil temperature
13
Not used
14
Not used
15
Torque converter outlet port oil temp
16
Fuel Level
17
Not used
18
ECMV oil temperature
19
Not used
20
Not used
21
Not used
22
Not used
23
Max. Speed range
See Table 3
1C
Lo display when less than 60 C, see Table 4
1 C
1
1 C
4-7
24
Max. Speed range (when body is raised)
0-3
4 - 7: F4 - F7 (no limit)
25
Caution setting (when body is raised)
1 or 2
1 - 3: F1 - F3, 0: default (F2 only when lever is at D, F1 only when

lever is at position other than D)
26
Spare
27
Solenoid H output
4 mAh
28
Solenoid L output
4 mAh
29
Solenoid 1 output
4 mAh
30
Solenoid 2 output
4 mAh
31
Solenoid 3 output
4 mAh
32
Solenoid 4 output
4 mAh
33
Spare
34
Spare
1: OFF, 2: ON
D04010
Table 1 Bit numbers (Refer to Figure 4-45)

When difficult to determine which bit number is lit (in
particular, numbers 3 and 8 or 5 and 14), press the
lamp check switch (1, Figure 4-46) to light up all the
segments and check the bit position.
TABLE 2: CONTROLLER MODEL RECOGNITION

Machine data monitoring mode
model display value
Truck Model
330
330 M Electric governor
33A
330 M Electric governor,

ABS installed (ABS is an
option)
33b
HD785-5LC Electric governor
FIGURE 4-45. BIT NUMBER LOCATIONS
FIGURE 4-46. DISPLAY PANEL

1. Lamp Check Switch
D04010
D4-51
Brake Air Pressure Sensor

Pressure display of brake air pressure sensor.The
brake air pressure sensor is not an analog output
but a level output, so the value for the pressure display corresponds to the air pressure in table 3
below.
Example of display (torque converter outlet port oil
temperature) Figure 4-47.
This shows that item code 15 (torque converter outlet port oil temperature) on the transmission controller (controller code b) is below 60C.
Note: Service meter for each controller. The service
meter holds individual values for each controller and
those values are displayed. However, basically, the
values are the same for all controllers. However, if
the controller is replaced with a new controller, the
service meter for that controller will have lower
values than the other controllers.
FIGURE 4-47. MONITOR DISPLAY
In such cases, the service meter used for the time of

occurrence of a trouble data display is standardized
as the standard time for the network system (service
meter on the monitor panel). Therefore, even if a
controller is replaced with a new part, when the
failure detected by the controller is displayed, the
service meter display is the standard time for the
network system, so there is no difference from the
other controllers.
TABLE 3: BRAKE AIR PRESSURE SENSOR

Pressure display value in truck data monitoring mode MPa {kg/cm}
Caution level
Gauge level
When pressure is rising and at present level
When pressure is rising and at present level
Red
0.932 {9.5}
Green
0.814 {8.3}
0.912 {9.3}
Green
0.716 {7.3}
0.794 {8.1}
Green
0.618 {6.3}
0.696 {7.1}
Green
0.510 {5.2}
0.598 {6.1}
Red
0.245 {2.5}
0.510 {5.2}
D4-52
D04010
SELF-DIAGNOSTIC DISPLAY METHOD FOR MONITOR PANEL AND

CONTROLLERS
For details of the display on the monitor panel, see Monitor panel action code and service mode function.
MONITOR PANEL
After the starting switch is turned ON, the monitor itself carries out self-diagnosis. After that, it goes to the normal
display.
Check the bulbs of the pilot and caution lamps by pressing the lamp check switch at the right edge of the panel.
For details of the service codes, see SERVICE CODE TABLE.
1. Self-diagnostic display, warning display The content of the self-diagnosis and warning is displayed by a
2-digit LED code.If any abnormality is detected during self-diagnosis, the fault occurrence data is sent to the
network and the action code is displayed on the monitor panel. The electronic controller display on the monitor panel may also light up. The warning lamp and buzzer may also be actuated.
The warning display is the detection of a fault in the pilot lamp display sensor systems and warnings and
warning actuations. If problems are detected, the warning lamp and buzzer may also be actuated.
Self-diagnostic Display Code Table
Action of controller
Action to be taken
Defective controller power source system
Abnormal system
0.1, d.A
0.2, d.b
Display code
Neutral safety
0.3
Defective controller system
0.4
0.5
Defective transmission cut relay system
0.6
Defective rear brake solenoid system
0.8
Defective exhaust brake solenoid system
0.9
Defective BCV rear solenoid system
C.4, C.6, C.8
Defective engine speed sensor system
1.0, 6.0
Defective transmission input shaft speed sensor system
1.1, 6.1
Defective transmission intermediate shaft speed sensor system
1.2, 6.2
Defective transmission output shaft speed sensor system
1.3, 6.3
2-8
Clutch slipping or defective speed sensor system
2.
Defective model selection signal system
1.4, A.1S
Defective shift lever system
0.7
1.5
1.6
Defective accelerator sensor system
1.7
Defective transmission valve oil temperature sensor system
1.9
Defective pressure control valve system
3.
4.
2-8
2-8
Defective oil flow control valve system
5.
2-8
Defective pressure control solenoid system
7.
9.
1-8
1-8
E
B
Defective monitor panel display sensor system [b2,b7 are for

mechanical governor specification machine only]
A.2, A.3
b.3, b.4
b.2, b.7
Mistaken connector connection
C.1
D04010
D4-53
Warning Display Table

Abnormal system
Display code
Action to be taken
Pilot lamp warning

Transmission filter clogging
Tilt warning
Drop in radiator water level
Battery charge
Steering oil level (overheating)
Drop in rear brake oil pressure
d.1
d.5
d.6
d.7
E.5
F.6
F
F
F
F
F
F
6
6
6
6
6
6
Actuation warning
Engine overrun actuated
Engine overrun short circuit actuated
d.8
d.9
F
F
Overheat warning
Retarder oil temperature
d.2
d.3
F
F
Pressure drop warning

Drop in air pressure
d.9
Explanation of symbols: [ ] 1 - 8: indicates that there are display patterns from 1 to 8 that appear in the [ ] portion.
1. : Lock - up clutch related parts
2. : H clutch related parts
3. : L clutch related parts
4. : 1st clutch related parts
5. : 2nd clutch related parts
6. : 3rd clutch related parts
7. : 4th clutch related
8. : R clutch related parts
|_| : Blank (no display)
NOTE: See the next page for explanation of the symbols used in the action of controller column.
D4-54
D04010
Method of re-enacting fault displayed (Action to be taken).

Using the following procedure, it is possible to re-enact the fault and carry out inspection.
1. Turn the key switch OFF - ON.
2. Turn the key switch OFF - ON, and operate the lever slowly in turn to N, R, N, D, 5, 4, 3, L. (Stop for at least
3 seconds at each position, then go to the next position).
3. Set the lever to N and start the engine.
4. Use the clutch specified in the fault display (set to the speed range using that clutch) and carry out a trouble
test.
Display
Either 7 or 9
(inside )
Applicable clutch
1.
2.
3.
4.
5.
6.
7.
8.
One of 2, 3, 4, 5, 7, 9
(inside )
1.2
Lock - up clutch
H clutch
L clutch
1st clutch
2nd clutch
3rd clutch
4th clutch
R clutch
- (intermediate shaft sensor)
Speed range
L/U
F3, F5, F7
F1, F2, F4, F6
F1
F2, F3
F4, F3
F6, F7
R
F2
5. Apply exhaust brake during travel test. (When traveling in lock - up, operate the exhaust brake switch then
the accelerator released)
6. If there is a fault in the sensor system, turn the key switch OFF - ON.
Operation of controller when fault is detected (Action of Controller)

If an fault is detected, the transmission controller displays the fault and carries out the following action.
A Transmission neutral . . . . . . . . . . . . .there is a fault in the power source or controller, so the transmission
is set to neutral.
E Transmission neutral . . . . . . . . . . . . .the electrical system for the truck and the controller may have failed,
so the controller automatically turns the output OFF.
D Transmission neutral . . . . . . . . . . . .there is probably a fault in the hydraulic or mechanical part of the
transmission, so to avoid fatal damage to the transmission, the
controller automatically turns the output OFF.
C Speed range held, . . . . . . . . . . . . . .because of a fault condition, the controller judges it is impossible to
but when lever is
shift gear, so it holds the gear range.
moved to N, N is held
B Travel possible, but . . . . . . . . . . . . . .the controller automatically stops the functions in the faulty system.
some functions
are inoperativeF Travel possible . . . . . . . . . . . . . . . . .the controller works normally
D04010
D4-55
2. Transmission mode display

The transmission controller always displays if the transmission is being controlled in the normal temperature mode
or in the low temperature mode.
Transmission mode display
When normal
When abnormality is detected
Normal temperature mode
0.0
After E. |_| is displayed, code is displayed to show a fault
Low temperature mode
0.C
After E.C is displayed, code is displayed to show a fault
3. Saving self-diagnostic display to memory

Once an fault is detected, even if the fault is removed, self-diagnostic display remains displayed for 5 minutes.
NOTE: The action code display on the monitor panel, the electronic controller display, warning lamp, and buzzer
stop when the fault is removed.
NOTE: Even when two or more faults occur at the same time, all the fault occurrence data are transmitted to the
network and the self-diagnostic display is given.
Display method: The code display starts with the faults that have occurred in order, and after completing the display of the content of all the faults, the display returns to the first code display. It continues to repeat this order. If
the fault is repaired, it returns to the normal display 5 minutes after the repair.
D4-56
D04010
4. Saving service code to memory

The transmission controller has a function to save the service code, time of occurrence (service data) and number
of occurrences to memory, and keep them in memory even after the starting switch is turned OFF.
When the key switch is turned ON, it is possible to check the details of the faults that have occurred up to that point
with the trouble data display mode of the monitor panel service function and the controller LED's.
Method of saving and displaying service code (transmission controller LED display)
FIGURE 4-48. TRANSMISSION CONTOLLER DISPLAY
To make full use of the memory function to clearly display when the failure occurred and what failures have already
been corrected, keep strictly to the procedure given below.
Deleting service code from memory
For details of the method of deletion, see Method of deleting trouble data from memory (page D4-48)Carry out
troubleshooting, and when the fault has been repaired, the self-diagnostic display returned to normal, to delete the
transmission controller service codes from memory, turn the starting switch OFF, then turn it ON again, and check
the past faults in memory have been deleted.
For details, see Monitor Panel Action Codes And Service Mode Function, Method of deleting trouble data from
memory.
(if the data have been deleted, 8.8 is displayed for 3 seconds, then the display shows the part number, and after
3.5 seconds, the display returns to the normal display of 0.0 or 0.C)
D04010
D4-57
TABLE OF SERVICE CODES AND ACTION CODES
1. Table of service codes and action codes related to Monitor Panel
TABLE OF SERVICE CODES AND ACTION CODES RELATED TO MONITOR PANEL

Service code
No.
When only lamp Display in service

code, trouble
check switch is
data display
kept pressed for at
mode
least 2.5 sec and
then released
Details of failure
(Existing)
(Existing)
Action
Caution
Lamp
Central
Warning
Lamp
(Existing)
(Existing)
(Existing)
Short circuit in lamp output system
A001
A000
02
ON
OFF
Short circuit in central warning lamp output system
A002
A000
02
ON
OFF
Short circuit in alarm buzzer output system
A003
A000
02
ON
OFF
Connection data for network system does not match
A012
A011
02
ON
ON
Fault in network system (transmission controller)
A013
A011
02
ON
OFF
Fault in network system (PMC) (optional)
A014
A011
02
ON
ON
Fault in network system (engine controller)
A015
A011
02
ON
ON
Fault in network system (suspension controller)
A016
A011
02
ON
ON
Fault in model selection data
A018
A011
04
ON
ON
10
Fault in option data
A019
A011
04
ON
ON
Note 1: Existing means that the problem is still occurring; history means that the problem occurred in the past.
Note 2: If the problem is still existing, the alarm buzzer will also sound. (When the central warning lamp is ON).
D4-58
D04010
2. Table of service codes and action codes related to Transmission Controller
Table Of Service Codes And Action Codes Related To Transmission Controller

No.
Details of failure
Automatic
gear
shifting
caution
lamp
Service
code
Action
code
(Existing,
reset)
(Existing)
(Existing)
Fault in battery power source voltage system
b001
04
ON
Central
warning
lamp
Transmission oil
temperature
15 C
(60 F)
or above
Below
15 C
(60 F)
(Existing) (Existing) (Existing)
(History)
ON
E. 01
01
EC 01
Fault in solenoid power source system
b002
04
ON
ON
E. 02
EC 02
02
Fault in neutral safety system
b003
ON
ON
E. 03
EC 03
03
Double engagement of clutches
b005
04
ON
ON
E. 05
EC 05
05
Fault in transmission cut relay
b006
04
ON
ON
E. 06
EC 06
06
Fault in shift lever assembly power source (12V)
b007
04
ON
ON
E. 07
EC 07
07
Fault in engine overrun solenoid system
b008
02
ON
ON
E. 08
EC 08
08
Fault in exhaust brake solenoid system
b009
02
ON
ON
E. 09
EC 09
09
Disconnection in engine speed sensor system
b010
02
ON
ON
E. 10
EC 10
10
10
Disconnection in transmission input shaft speed sensor
b011
02
ON
ON
E. 11
EC 11
11
11
Disconnection in transmission intermediate shaft speed

sensor system
b012
02
ON
ON
E. 12
EC 12
12
12
Disconnection in transmission output shaft speed sensor

system
b013
02
ON
ON
E. 13
EC 13
13
13
Fault in model selection signal system
b014
04
ON
ON
E. 14
EC 14
14
14
Multiple input of shift lever signal
b015
02
ON
ON
E. 15
EC 15
15
15
Disconnection in shift lever signal
b016
02
ON
ON
E. 16
EC 16
16
16
Fault in accelerator signal
b017
02
ON
ON
E. 17
EC 17
17
17
Fault in transmission valve oil temperature sensor system
b019
02
ON
ON
E. 19
EC 19
19
18
Fault in H clutch system
b022
02
ON
ON
E. 22
EC 22
22
19
Fault in L clutch system
b023
02
ON
ON
E. 23
EC 23
23
20
Fault in 1st clutch system
b024
02
ON
ON
E. 24
EC 24
24
21
Fault in 2nd clutch system
b025
02
ON
ON
E. 25
EC 25
25
22
Fault in 3rd clutch system
b026
02
ON
ON
E. 26
EC 26
26
23
Fault in 4th clutch system
b027
02
ON
ON
E. 27
EC 27
27
24
Fault in R clutch system
b028
02
ON
ON
E. 28
EC 28
28
25
Fault 1 in pressure control valve system for H clutch
b032
02
ON
ON
E. 32
EC 32
32
26
Fault 1 in pressure control valve system for L clutch
bo33
02
ON
ON
E. 33
EC 33
33
D04010
D4-59

No.
Details of failure
Automatic
gear
shifting
caution
lamp
Service
code
Action
code
(Existing,
reset)
(Existing)
(Existing)
Controller LED Display

Central
warning
lamp
Transmission oil
temperature
15 C
(60 F)
or above
Below
15 C
(60 F)
(History)
27
Fault 1 in pressure control valve system for 1st clutch
b034
02
ON
ON
E. 34
EC 34
34
28
Fault 1 in pressure control valve system for 2nd clutch
b035
02
ON
ON
E. 35
EC 35
35
29
Fault 1 in pressure control valve system for 3rd clutch
b036
02
ON
ON
E. 36
EC 36
36
30
Fault 1 in pressure control valve system for 4th clutch
b037
02
ON
ON
E. 37
EC 37
37
31
Fault 2 in pressure control valve system for R clutch
b038
02
ON
ON
E. 38
EC 38
38
32
Fault 2 in pressure control valve system for H clutch
b042
02
ON
ON
E. 42
EC 42
42
33
Fault 2 in pressure control valve system for L clutch
b043
02
ON
ON
E. 43
EC 43
43
34
Fault 2 in pressure control valve system for 1st clutch
b044
02
ON
ON
E. 44
EC 44
44
35
Fault 2 in pressure control valve system for 2nd clutch
b045
02
ON
ON
E. 45
EC 45
45
36
Fault 2 in pressure control valve system for 3rd clutch
b046
02
ON
ON
E. 46
EC 46
46
37
Fault 2 in pressure control valve system for 4th clutch
b047
02
ON
ON
E. 47
EC 47
47
38
Fault 2 in pressure control valve system for R clutch
b048
02
ON
ON
E. 48
EC 48
48
39
Fault in oil flow detection valve system for H clutch
b052
02
ON
ON
E. 52
EC 52
52
40
Fault in oil flow detection valve system for L clutch
b053
02
ON
ON
E. 53
EC 53
53
41
Fault in oil flow detection valve system for 1st clutch
b054
02
ON
ON
E. 54
EC 54
54
42
Fault in oil flow detection valve system for 2nd clutch
b055
02
ON
ON
E. 55
EC 17
55
43
Fault in oil flow detection valve system for 3rd clutch
b056
02
ON
ON
E. 56
EC 56
56
44
Fault in oil flow detection valve system for 4th clutch
b057
02
ON
ON
E. 57
EC 57
57
45
Fault in oil flow detection valve system for R clutch
b058
02
ON
ON
E. 58
EC 58
58
46
Fault in engine speed sensor system
b060
02
ON
ON
E. 60
EC 60
60
47
Fault in transmission input shaft speed sensor system
b061
02
ON
ON
E. 61
EC 61
61
48
Fault in transmission intermediate shaft speed sensor

system
b062
02
ON
ON
E. 62
EC 62
62
49
Fault in transmission output shaft speed sensor system
b063
02
ON
ON
E. 63
EC 63
63
50
Short circuit in lock-up clutch solenoid system
b071
02
ON
ON
E. 71
E. 71
71
51
Short circuit in H clutch solenoid
b072
02
ON
ON
E. 72
E. 72
72
52
Short circuit in L clutch solenoid
b073
02
ON
ON
E. 73
E. 73
73
53
Short circuit in 1st clutch solenoid
b074
02
ON
ON
E. 74
E. 74
74
54
Short circuit in 2nd clutch solenoid
b075
02
ON
ON
E. 75
E. 75
75
55
Short circuit in 3rd clutch solenoid
b076
02
ON
ON
E. 76
E. 76
76
56
Short circuit in 4th clutch solenoid
b077
02
ON
ON
E. 77
E. 77
77
57
Short circuit in R clutch solenoid
b078
02
ON
ON
E. 78
E. 78
78
58
Disconnection in lock-up clutch solenoid system
b091
02
ON
ON
E. 91
E. 91
91
59
Disconnection in H clutch solenoid
b092
02
ON
ON
E. 92
E. 92
92
60
Disconnection in L clutch solenoid
b093
02
ON
ON
E. 93
E. 93
93
61
Disconnection in 1st clutch solenoid
b094
02
ON
ON
E. 94
E. 94
94
D4-60
D04010

No.
Details of failure
Service
code
Action
code
(Existing,
reset)
(Existing)
Automatic
gear
shifting
caution
lamp
(Existing)
Controller LED Display

Central
warning
lamp
Transmission oil
temperature
15 C
(60 F)
or above
Below
15 C
(60 F)
(History)
62
Disconnection in 2nd clutch solenoid
b095
02
ON
ON
E. 95
E. 95
95
63
Disconnection in 3rd clutch solenoid
b096
02
ON
ON
E. 96
E. 96
96
64
Disconnection in 4th clutch solenoid
b097
02
ON
ON
E. 97
E. 97
97
65
Disconnection in R clutch solenoid
b098
02
ON
ON
E. 98
E. 98
98
66
Fault in model selection system rotary switch
b0A1
04
ON
ON
E. A1
E. A1
A1
67
Fault in torque converter oil temperature sensor system
b0A2
02
ON
ON
E. A2
E. A2
A2
69
Fault in air pressure sensor system
b0b3
02
ON
ON
E. b3
E. b3
b3
70
Fault in retarder brake oil level sensor (right) system
b0b4
02
ON
ON
E. b4
E. b4
b4
72
Fault in connector connection
b0c1
04
ON
ON
E. C1
E. C1
C1
73
Short circuit with ground in BCV solenoid system
b0c4
c4
ON
ON
E. C4
E. C4
C4
74
Disconnection in BCV solenoid system
b0c6
c4
ON
ON
E. C6
E. C6
C6
75
Short circuit in BCV solenoid system
b0c8
c4
ON
ON
E. C8
E. C8
C8
76
Transmission filter clogging warning
b0d1
01
OFF
ON
E. d1
E. d1
d1
77
Torque converter oil temperature overheat warning
b0d2
05
OFF
ON
E. d2
E. d2
d2
78
Engine water temperature overheat warning
b0d3
05
OFF
ON
E. d3
E. d3
d3
79
Tilt warning
b0d5
07
OFF
OFF
E. d5
E. d5
d5
80
Radiator water level drop warning
b0d6
01
OFF
OFF
E. d6
E. d6
d6
81
Fault in charging circuit system
b0d7
01
OFF
ON
E. d7
E. d7
d7
82
Engine overrun actuated
b0d8
03
OFF
OFF
E. d8
E. d8
d8
83
Engine overshoot
b0d9
02
ON
ON
E. d9
E. d9
d9
84
Drop in battery direct power source voltage
b0dA
04
ON
ON
E. dA
E. dA
dA
85
Drop in main power source voltage
b0db
04
ON
ON
E. db
E. db
db
86
Steering oil temperature overheat warning
b0E5
05
OFF
OFF
E. E5
E. E5
E5
87
Drop in air pressure
b0E9
05
OFF
OFF
E. E9
E. E9
E9
88
Transmission lubricating oil temperature overheat warning
b0F4
02
OFF
OFF
E. F4
E. F4
F4
89
Drop in engine oil pressure
b0F5
04
OFF
OFF
E. F5
E. F5
F5
90
Fault in brake circuit system
b0F6
c4
OFF
OFF
E. F6
E. F6
F6
* Applicable only for mechanical governor specification truck.

Note 1: Existing" means that the problem is still occurring; History" means that the problem occurred in the past.
Note 2: If the problem is still existing, the alarm buzzer will also sound. (When the central warning lamp is ON).
Note 3: Reset fault are kept as existing fault for 5 minutes by the transmission controller only; after that, they are
saved as a service code for past fault.
Note 4: For details of the method of display of the service code for reset fault on the monitor panel, see Monitor
Panel Action Code And Service Mode Function, Service Code And Trouble Data Display Mode in the Foreword to
the Troubleshooting Section. For the method of displaying the transmission controller LED Service Code To
Memory in the Foreword to the Troubleshooting Section.
D04010
D4-61
METHOD OF USING TABLE

This table is a tool to determine if the problem with the truck is caused by a fault in the electrical system or by a
problem in the hydraulic or mechanical system. The systems are then used to decide which troubleshooting chart
(A-OO, H-OO, etc.) matches the systems. *For problems with the monitor panel system, go directly to troubleshooting of the monitor panel system chart (P-OO). (See the contents for troubleshooting of the monitor panel).
[Method of using judgment table]
A mark is put at the places where the fault mode and self-diagnostic display match, so check if an error display is
given on the monitor panel, and
* If an error display is given, go to the troubleshooting chart reference at the bottom ( ) of
the judgment table. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (A-OO).
* If a problem has appeared but no error display is given, go to the troubleshooting chart reference
on the right side ( ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (H-OO).
If no input signal is displayed, go to the troubleshooting code at the bottom of the judgement table . . . . . (P-OO).
* If there is no mark, go directly to the troubleshooting code on the right side ( ).
<Example> Failure mode "Excessive shock when starting".
Procedure Check if an error code is given on the display of the monitor panel or on the controller display.
FIGURE 4-49. JUDGEMENT TABLE

NOTE: See actual chart on Page D5-26.
Judgments
* If error code [ 1 7] is given on the display..........go to troubleshooting A-12 for the transmission controller system.
* If no error code is given on the display, and there is excessive shock when moving the machine.........Go to
troubleshooting H-4 of the hydraulic system.
D4-62
D04010
METHOD OF USING TROUBLESHOOTING CHARTS

1. Category of troubleshooting chart number
Troubleshooting chart
Component
A-OO
Troubleshooting of transmission controller system
SP-OO
Troubleshooting of suspension controller input signal system
LC-OO
Troubleshooting of payload meter (card type) system
H-OO
Troubleshooting of hydraulic, mechanical system
P-OO
Troubleshooting of machine monitor panel system
2. Method of using troubleshooting chart for each troubleshooting fault.

Troubleshooting chart number and problem. (See the examples on the next page.)
1. The title at the top of the troubleshooting chart gives the fault problem with the truck.
2. Distinguishing conditions
Even with the same fault (problem), the method of troubleshooting may differ according to the model, component, or problem. In such cases, the fault (problem is further divided into sections marked with small letters
(for example, a) ), so go to appropriate section to carry out troubleshooting.
If the troubleshooting chart is not divided into sections, start troubleshooting from the first check item in the
fault.
3. General precautions
When carrying out troubleshooting for the fault (problem), precautions that apply to all items are given at the
top of the page and marked with*.
The precautions marked * must always be followed first before carrying out the check inside the (box).
4. Method of following diagnostic flow chart
Check or measure the item inside (box), and according to the answer follow either the YES line or the NO line
to go to the next (box). (Note: The number written at the top right corner of the (box) is an index number; it does
not indicate the order to follow).
Following the YES or NO lines according to the results of the check or measurement will lead finally to the
Cause column. Check the cause and take the action given in the Remedy column on the right.
Below the (box) there is the method for performing an inspection or measurement. Approximate values are
given for the measurements. If the findings below the (box) are correct or the answer to the question inside the
(box) is YES, follow the YES line; if the findings are not correct, or the answer to the question is NO, follow the
NO line.
5. Troubleshooting tools
When carrying out the troubleshooting, prepare the necessary troubleshooting tools. For details, see Tools
For Testing, Adjusting, And Troubleshooting.
A diagram or chart is given for the connector type, installation position, and connector pin number. When carrying out troubleshooting, see this chart for details of the location for inspection and measurement of the wiring connector and the pin number appearing in the troubleshooting flow chart for each fault.
D04010
D4-63
(1) A-1 Abnormality in power source system

(2) a) [OFF] Controller self-diagnostic display LED does not light up
When fuse BT1 (No. 10) is normal. If it is blown, check for a short circuit with the ground between the fuse and
controller.
When the battery is normal.
Before carrying out troubleshooting, check that all the related connectors are properly inserted.
Always connect any disconnected connectors before going on to the next step.
FIGURE 4-50.
A-1 a) Related electrical circuit diagram
FIGURE 4-51.
D4-64
D04010
ADJUSTING ELECTRONIC MONITOR

(Speedometer Module)
The speedometer on the electronic monitor are common for all models, but the input signal corresponding to the travel speed may differ according to tire
size. So it is necessary to adjust to match the tire
size.
Adjustment procedure
NOTE: Turn off the power, then remove the
electronic monitor and carry out adjustments at the
rear of the speedometer.
1. Remove the rubber cap from # 2 port at the rear
of the speedometer.
2. When the rubber cap is removed, a rotary
switch can be seen (See Figure 4-53).
FIGURE 4-52. ADJUSTING SPEEDOMETER
3. Using a flat-headed screwdriver, turn this switch

and adjust to the values in the table below.
Tire Size
Switch 2
27.00 R49
7 or 8
4. After adjusting, fit the rubber cap securely and

install the electronic monitor.
NOTE: It may be necessary to adjust switch (2) to
obtain a correct speedometer reading. Use the table
below to compensate for incorrect speedometer
reading.
Switch position
Compensation (%)
+7
+6
+5
+4
+3
+2
+1
+0
Switch position
Compensation (%)
-1
-2
-3
-4
-5
-6
-7
FIGURE 4-53. SWITCH LOCATION
D04010
D4-65
SETTING ROTARY SWITCH

(Model Data, Network Data)
WHEN REPLACING TRANSMISSION CONTROLLER
NOTE: If the transmission controller is replaced with
a new controller or the controller is used on another
truck, set the model data and network connection
data to match the model and specification of the
truck
1. Remove left and right grommets (1) on the top

face of the old controller (controller being
replaced) and check the settings of built-in
rotary switch (2).
2. Remove left and right grommets (1) on the top
face of the new (replacement) controller and
use a screwdriver to turn built-in rotary switch
(2) to set the controller settings to the settings of
the old controller (settings before replacement).
FIGURE 4-54. SETTING ROTARY SWITCH

1. Grommets
2. Rotary Switch
3. Put left and right rubber grommets (1) back in

their original positions on the top face.
Reference
The model data are set with the right rotary switch
(switch 1) and the network connection data are set
with the left rotary switch (switch 2). The relationship
of the settings and the model data and network connection data is as shown in the tables below.
ROTARY SWITCH COMBINATION TABLE - 330M

Rotary switch (switch 1, 2) combinations
(Switch 1 setting) - (Switch 2 setting)
C0
C1
C2
C3
E0
E1
E2
E3
ABS system
NO
PMC controller
YES
NO
NO
NO
YES
YES
YES
YES
NO
YES
NO
YES
NO
YES
NO
Suspension controller (SUS)
YES
YES
NO
NO
YES
YES
NO
NO
ROTARY SWITCH COMBINATION TABLE - HD785-5LC

Rotary switch (switch 1, 2) combinations
(Switch 1 setting) - (Switch 2 setting)
C4
C5
C6
C7
PMC controller
YES
NO
YES
NO
Suspension controller
YES
YES
NO
NO
D4-66
D04010
METHOD OF DELETING DATA FROM

TRANSMISSION CONTROLLER MEMORY
(CONTROL FROM MONITOR PANEL)
NOTE: For details, see Monitor Panel Action Code
And Service Mode Function in the Foreword of the
Troubleshooting Section.
A. Outline
NOTE: If the transmission controller is going to be
used on another truck, delete the trouble data and
other data related to the current truck from the
memory of the transmission controller and PMC as
follows.
1. This function is used to delete data from the
memory of the transmission controller and
PMC.
1. Bulb Check Switch

2. Mode Switch (Red)
3. Mode Switch (Black)
2. This function is effected by operating bulb

check switch (1, Figure 4-55) and mode change
switches (2) (the red switch at the front of the
truck and (3) (the black switch at the rear of the
machine) and using the S-NET to send the
command from the monitor panel to each controller to delete the data from memory.
3. The monitor panel accepts the operation for
their function only when the key switch is ON
and the engine is stopped. In addition, each
controller also accepts the operation for this
function only when the key switch in ON and the
engine is stopped.
4. To prevent the data from being deleted from the
memory of the wrong controller, an instrument
panel caution display (5, Figure 4-56) lights up
to make it possible to confirm the controller from
which the data is being deleted.
D04010
FIGURE 4-56. CONFIRMING DATA DELETION
5. Caution Light
D4-67
B. Deletion Method Flow Chart

Change in condition of monitor panel.
Items (1-5, Figure 4-57) shows the change in different conditions.
FIGURE 4-57. DIFFERENT MONITOR CONDITIONS
C. Method of operation
1. (Shown at location A in figure 4-57) - Operate
bulb check switch (1, Figure 4-58) and both
mode change switches (2) & (3). Keep the
switches pressed to the ON position at the
same time for at least 2.5 seconds, then
release them. (When the switches are
released, they will return automatically to the
OFF position).
2. (Shown at location B in Figure 4-57) - No particular operation is needed; after Step 1 and
display (3) is shown, the display automatically
changes to display (4).
(Shown at location D in Figure 4-57) - Operate bulb
check switch (1, Figure 4-58) and both mode change
switches (2) & (3). Keep the switches pressed to the

1. Bulb Check
2. Mode Switch (Red)
D4-68
3. Mode Switch (Black)
D04010
D. Monitor panel functions for each condition

NOTE: For items 1 - 5 below, refer to corresponding
items 1 - 5 in Figure 4-57.
1. Normal mode: None in particular
2. Memory data deletion mode: The total for this
function (For details, see item "C. Method of
Operation").
NOTE: When entering the deletion mode, if the
controller detects an error, it will display a service
code, but this is not a fault for this function.
3. Deletion mode entry display:
Two items will light up at the same time for 3
seconds:
Automatic gear shifting mechatronics caution
display (5).
Other mechatronics caution display (6).
4. Transmission controller deletion setting display:
Automatic gear shifting mechatronics caution
display (5) lights up.
FIGURE 4-59.
5. Transmission controller data deletion command

issued.
E. Remarks
The memory data deletion mode is also in the normal
mode except for the other mechatronics caution display (6).
D04010
D4-69
NOTES
D4-70
D04010
TRANSMISSION CONTROLLER SYSTEM TROUBLESHOOTING

(A-DIAGNOSIC FLOW CHART)
POINTS TO REMEMBER WHEN TROUBLESHOOTING TRANSMISSION CONTROLLER . . . . . . . . . . .D5-4

TRANSMISSION CONTROLLER SELF-DIAGNOSTIC DISPLAY CODES
AND PROBLEMS ON TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-6
TABLE FOR TRANSMISSION CONTROLLER, TRANSMISSION RELATED PARTS . . . . . . . . . . . .D5-26
A-1 FAULTS IN POWER SOURCE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-28
a) (OFF) Controller self-diagnostic display LED does not light up . . . . . . . . . . . . . . . . . . . . . . . . .D5-28
b) Drop in voltage of controller power source is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-29
c) Drop in voltage of battery direct power source is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-30
d) Drop in voltage of main power source is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-31
e) Faults in transmission cut relay power source is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-32
A-2 FAULT IN NEUTRAL SAFETY SYSTEM DISPLAYED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-33
A-3 DOUBLE ENGAGEMENT FOR CLUTCH DISPLAYED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-34
A-4 FAULTS IN TRANSMISSION [CUT RELAY] SYSTEM DISPLAYED . . . . . . . . . . . . . . . . . . . . . .D5-35
A-5 FAULTS IN REAR BRAKE SOLENOID CIRCUIT DISPLAYED . . . . . . . . . . . . . . . . . . . . . . . . . .D5-36
A-6 FAULTS IN EXHAUST BRAKE SOLENOID CIRCUIT IS DISPLAYED . . . . . . . . . . . . . . . . . . . .D5-37
A-7 FAULTS IN BCV VALVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-38
a) Short circuit with ground in BCV rear solenoid is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-38
b) Short circuit in BCV rear solenoid is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-39
c) Disconnection in BCV rear solenoid is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-40
A-8 FAULT IN SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-41
a) Disconnection in engine speed sensor [B] is displayed on truck or
Failure of engine speed sensor is displayed on truck. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-41
b) Disconnection in input shaft speed sensor is displayed or
Failure of input shaft speed sensor is displayed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-42
c) Disconnection in intermediate shaft speed sensor is displayed or
Failure of intermediate shaft speed sensor is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-43
d) Disconnection in speed sensor (transmission output shaft speed sensor) is displayed or
Failure of output shaft speed sensor is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-44
A-9 SPEED SENSOR, CLUTCH SLIPPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-45
a) Input shaft speed sensor or H,L clutch is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-45
b) Output shaft speed sensor or speed clutch (1,2,3,4,R) system is displayed . . . . . . . . . . . . . . .D5-46
A-10 FAULT IN MODEL SELECTION (WIRING HARNESS) DISPLAYED . . . . . . . . . . . . . . . . . . . . .D5-47
a) Fault in model selection (wiring harness) is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D5-47
D05008
Transmission Controller System Troubleshooting
D5-1
b) Fault in model selection (rotary switch) is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-48

A-11 FAULT IN SHIFT LEVER CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-49
a) Short circuit in shift lever assembly power source is displayed . . . . . . . . . . . . . . . . . . . . . . . . D5-49
b) Shift lever position signal input for 2 or more circuits is displayed . . . . . . . . . . . . . . . . . . . . . . D5-50
c) Shift lever position signal is not inputted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-52
A-12 FAULT IN ACCELERATOR SIGNAL IS DISPLAYED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-54
A-13 FAULT IN TRANSMISSION OIL TEMPERATURE SENSOR IS DISPLAYED . . . . . . . . . . . . . D5-55
A-14 FAULT IN PRESSURE CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-56
a) Fill switch (clutch ON) is displayed regardless of command . . . . . . . . . . . . . . . . . . . . . . . . . . D5-56
b) Fill switch signal is not input and clutch slipping is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . D5-58
A-15 NO FILL SWITCH SIGNAL INPUT (FLOW DETECTOR VALVE) . . . . . . . . . . . . . . . . . . . . . . . D5-60
A-16 SHORT CIRCUIT IN PRESSURE CONTROL VALVE SOLENOID or
DISCONNECTION IN PRESSURE CONTROL VALVE SOLENOID . . . . . . . . . . . . . . . . . . . . . D5-61
A-17 FAULT IN SENSOR CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-63
a) Fault in torque converter oil temperature sensor is displayed . . . . . . . . . . . . . . . . . . . . . . . . . D5-63
b) Fault in fuel level sensor is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-64
c) Fault in cooling water temperature sensor is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-65
d) Fault in air pressure sensor is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-66
e) Fault in retarder brake oil temperature sensor is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-67
A-18 WARNING DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-68
a) Transmission filter restricted warning is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-68
b) Tilt warning is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-69
c) Drop in radiator water level warning is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-70
d) Battery charge warning is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-71
e) Steering oil temperature overheat warning is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-72
f) Drop in engine oil pressure warning is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-73
g) Rear brake oil pressure warning is displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-74
A-19 FAULT IN ENGINE OIL PRESSURE SENSOR DISPLAYED . . . . . . . . . . . . . . . . . . . . . . . . . . D5-75
A-20 FAULT IN CONNECTOR CONNECTION DISPLAYED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-76
A-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-77
a) Torque converter oil temperature overheat warning displayed . . . . . . . . . . . . . . . . . . . . . . . . D5-77
b) Engine water temperature overheat warning displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-77
c) Air pressure drop warning displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-77
d) Retarder brake oil temperature overheat warning displayed . . . . . . . . . . . . . . . . . . . . . . . . . . D5-77
e) Engine overrun actuated displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-78
f) Engine overshoot actuated displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-78
D5-2
D05008
Recreating failures in electrical system

When problems occur in electrical circuits, there may be situations where poor connections in the wiring harnesses
and connectors occur only under special conditions. (For example, when the engine is running at high speed or the
truck is traveling at high speed on rough road surfaces)
Therefore, measure the values for resistance and voltage at the locations indicated in the flow chart. Even though
the values measured are within specifications, it may be necessary to dermine the actual operating conditions
when the failure occurred and recreate those conditions to find the source of the problem.
D05008
D5-3
POINTS TO REMEMBER WHEN TROUBLESHOOTING

Troubleshooting electrical circuits and mechanical systems
If the fault display shows 2. , 3. , 4. , 5. ,
there are some cases where there is a problem in
the electrical circuit (sensors, wiring harnesses),
and other cases where the problem is in the
mechanical or hydraulic system (ECMV) or clutch).
Therefore, if troubleshooting is carried out on the
electrical circuit and no problem is found, go to troubleshooting of the mechanical and hydraulic system. On the other hand, if no problem is found
during troubleshooting of the mechanical and
hydraulic system, go to troubleshooting of the electrical circuit.
Saving service code

The transmission controller records faults that have
occurred in the past, and can display the ones
saved in memory in the monitor panel service mode,
(For details of the operation, see Method of operating monitor panel service mode). When the key
switch is turned OFF-ON, the transmission controller displays the codes as shown in Figure 1.
By observing these service codes, it is possible to
obtain information about problems that have
occurred in the past.
FIGURE 5-1. TRANSMISSION CONTROLLER LED DISPLAY
D5-4
D05008
Note: When investigating faults, if the key switch is turned ON/OFF with a connector disconnected, the controller
may determine there is an fault, and a fault code may be recorded.
Therefore, after carrying out troubleshooting, always delete the recorded data and check to see the fault has been
deleted.
(For details of the method of deleting the data, see MONITOR PANEL DISPLAY AND SERVICE CODES).
When disconnecting and connecting the connectors of any other controller or monitor system, check to be sure the
transmission controller has not mistakenly declared it as a fault
D05008
D5-5
TRANSMISSION CONTROLLER SELF-DIAGNOSTIC DISPLAY CODES AND

PROBLEMS ON TRUCK
Display code
Fault Conditions
Possible causes:
Defective controller per source

Input voltage: Max. 37V Min. 9V
Power source voltage inside controller
Controller system
Watch dog timer actuated
Details of fault
Check the wiring harnesses and equipment given below:
Disconnection, short circuit in wiring harness (+): Positive, (-): Negative
1. Between (+) battery - (+) circuit breaker
2. Between (+) circuit breaker - J07
3. Between (+) J07 - BT1 fuse No. 10 - TMB (11)
4. Between (+) TMB (11) - ATC1 (9), (17)
5. Between (-) ATC (8) - TMC (1) - J06 - battery relay terminal E
6. Defective alternator regulator
7. Defective power circuit inside controller
Defective controller
When controller input voltage has become weak
1. Alternator output faulty
2. Battery tends to become discharged
3. Defective charging circuit
1) Between alternator terminal B - emergency steering relay terminal B battery 4 (+)
2) Between alternator terminal E - chassis
b001
(E. 0.1)
(E.C 0.1)
Drop in controller voltage

Input voltage, when engine speed is 500
rpm or more: Max. 19V and direct input
voltage max. 19V
b0dA
(E. d.A)
(E.C d.A)
Drop in battery direct voltage

Difference in electric potential between
main supply voltage and battery voltage:
Min. 5V
b0db
(E. d.b)
(E.C d.b)
Drop in main supply power voltage

Difference in electric potential between
battery direct voltage and main supply
voltage: Min. 5V
b002
(E. 0.2)
(E.C 0.2)
Drop in solenoid supply voltage

Solenoid input voltage when engine
speed is 500 rpm or more and input voltage is 20V or more: 18V
Defective solenoid circuit

1. Defective transmission cut relay
2. Between ATC (1), (12) - TMC (2) - R25 (5), (3)
(transmission cut relay) - BT1 fuse No. 10
N safety
With key switch "ON" Shift lever at position other than N
There may also be sudden cut in power
(when there is defective contact of control
power and power is momentarily cut and
comes on again)
1. Defective handling of machine

2. Defective controller system
1) Looseness of J07, circuit breaker, battery (+)
2) Defective insertion of fuse BT1 fuse (No. 10)
3) Defective contact of connectors ATC (9), (17), TMB (11)
4) Looseness of terminal J06, battery relay E
5) Defective contact of connectors ATC1 (8), (16), TMC (1)
b003
(E. 0.3)
(E.C 0.3)

1) Between alternator terminal B - emergency steering relay terminal
B-battery 4 (+)
1) Between alternator terminal B - emergency steering relay terminal
B - battery 4 (+)
The top code in the Display code column shows the monitor panel display and the bottom code (in [ ] ) shows the
transmission controller LED display. (< less than - > greater than)
D5-6
D05008
TRANSMISSION CONTROLLER SELF-DIAGNOSTIC DISPLAY CODES AND

PROBLEMS ON TRUCK
(Continued)
Symptoms that appear in truck
when there is fault
Mechatronics display given,
warning actuated
Condition when normal: Check with tester

Voltage (V), current (A), resistance value
Action of controller when a

fault is detected
1. Between ATC1 (9), (17) - (8) (V): 20 - 30 V

2. Between TMB (11) - TMC (1) (V): 20 - 30 V
3. Between J07 - J06 (V): 20 - 30 V
4. BT1 fuse No. 10 is not blown
Cannot carry out control

Transmission suddenly shifts to
(Transmission is placed in Neutral) Neutral during propel or truck cannot move again
Normal controller display: Shows 0.0 or 0.C
Cannot carry out control

Transmission suddenly shift to
(Transmission is placed in Neutral) Neutral during propel or truck cannot move again
1. Between ATC (9), (17) - (8) (V): 20 - 30 V

2. ATC (7) - (8) (V): 20 - 30 V
4. Between TMC (6) - (11) (V): 20 - 30 V
5. Between J07 - J06 (V): 20 - 30 V
6. Between J07 (13) - J06 (V): 20 - 30 V
7. No looseness of terminals: alternator B, battery relay B, battery (+)
Shift Neutral

Neutral during propel or truck cannot move again
1. Between ATC (7) - (8) (V): 20 - 30 V

3. Between J03 (13) - J06 (V): 20 - 30 V
Only gives self-diagnostic display;

does not take any action
There is no problem with automatic

gearshifting function
1. Between ATC (9), (17) - (18) (V): 20 - 30 V

3. Between J07 - J06 (V): 20 - 30 V
Only gives self-diagnostic display;

does not take any action
There is no problem with automatic

gearshifting function
1. Between ATC (1), (12) - chassis (V): 20 - 30 V

2. Between TMC (2) - chassis (V): 20 - 30 V
3. Between R25 (5) - chassis (V): 20 - 30 V
4. Between R25 (3) - chassis (V): 20 - 30 V
Actuates transmission cut relay

and to shifts to Neutral

Neutral during propel or truck cannot move again
If there is fault when switch is "ON"

1. Key switch "ON" and shift lever "N"
2. No looseness of terminals: battery, circuit breaker, J07, J06, battery transmission is held at neutral
relay E
3. Connectors TMB, TMC, ATC1 securely inserted
D05008
1. When key switch is turned "ON"

and operation to move truck is carried out, and it does not move. But
if shift lever is returned to N,
machine can start again
2. There is no mechantronics fault
display.
3. Applicable position on monitor
panel shift position display flashes.
D5-7
Display code
b005
(E. 0.5)
(E.C 0.5)
b006
(E. 0.6)
(E.C 0.6)
b007
(E. 0.7)
(E.C 0.7)
b008
(E. 0.8)
(E.C 0.8)
Fault Conditions
Possible causes:
Double engagement of clutch

With double engagement of clutch, input
of fill sensor signal was detected
Double engagement: Actuated for 2.1 4.7 sec
Disconnection, short circuit, short circuit

with ground in transmission cut relay
Transmission cut relay output terminal
voltage
When actuated: > 11V
When not actuated: < 11V
Short circuit with ground in 12V output circuit (Shift lever power supply)
12V output terminal voltage, < 6V
with ground in rear brake prevention solenoid
Rear brake
When not actuated < 11V
Details of fault
1. Defective controller
2. Defective fill switch
3. Between H SW - TM3 (3) - ATC5A (12)
Between L SW - TM3 (6) - ATC5A (10)
Between R SW - TM3 (9) - ATC5A (13)
Between 1 SW - TM4 (3) - ATC5A (14)
1. Defective transmission cut relay

2. Between ATC1 (15) - TMC (3) - R25 (2), (1) (transmission cut relay) BT1
fuse No. 10
1. Between (+) ATC2 (14) - TMB (1) - SF (1)

2. Defective voltage circuit inside controller
1. Between (+) ASTC1 (13) - TMB (16) - RH4 (6) - SL4 (1)
2. Between (-) SL4 (2) - RH4 (5) - GND ER
3. Between (+) ATC1 (5) - TMC (10) - BT1 fuse No. 10
4. Defective rear brake solenoid
b009
(E. 1.0)
(E.C 1.0)

with ground in exhaust brake solenoid
Exhaust brake
When not actuated: < 11V
1. Between (+) ATC1 (14) - TMB (15) - RH4 (5) - GND ER

2. Between (-) SL5 (2) - RH4 (5) - GND ER
3. Between (+) SL5 (1) RH4 (5) - BT1 fuse No. 10
4. Defective exhaust brake solenoid
b010
(E. 1.0)
(E.C 1.0)
Defective engine speed sensor output

Engine speed less than 350 rpm and
transmission speed more than 500 rpm
continues for 10 sec.
1. Engine speed sensor

1) Between E12 (1) - J09M (9) - TMD (13) - ATC3A (13)
2. Defective engine speed sensor
b011
(E. 1.1)
(E.C 1.1)
Disconnection in transmission input shaft

speed sensor
If disconnection detection is actuated
but there is no sensor signal
1. Input shaft speed sensor

1) Between N1 (1) - TM2 (1) - ATC3A (2)
2) Between N2 (2) - TM2 (2) - ATC3A (14)
2. Defective input shaft speed sensor
b012
(E. 1.2)
(E.C 1.2)
Defective transmission intermediate shaft

speed sensor output
If disconnection detection is actuated
but there is no sensor signal
1. Intermediate shaft speed sensor

1) Between N2 (1) - TM2 (3) - ATC3A (12)
2) Between N2 (2) - TM2 (4) - ATC3A (14)
D5-8
D05008

when a
fault is detected
Symptoms that appear in

truck when there is fault
Mechatronics display
given, warning actuated
Display is as shown in the table below when shift lever is at Neutral

H SW (male) - chassis
TM3 (male) (3) - chassis
ATC5A (female) (12) - chassis
L SW (male) - chassis
R SW (male) - chassis
1 SW (male) - chassis
Actuates
transmission cut relay
and shifts to Neutral
Transmission suddenly
shifts to Neutral during
propel or truck cannot
move again
Actuates
transmission cut relay
and shifts to Neutral
move again
12V output circuit OFF

(does not give +12V)
Shifts to Neutral
move again
> 1M or > 1 M
between terminals
AT1
TMC
R25
(V)
(15) - chassis
(1) - chassis
(1) - chassis
20 - 30 V
Between relay
(1) - (2)
100 - 500
1. Between ATC2 (14) - chassis (V): 12V

2. Between TMB (1) - chassis (V): 12V
3. Between SF (1) - (2) (V): 12V
4. Each terminal of ATC2 (14), TMB (1), DF (1) - chassis: > 1M
1. Between ATC2 (13) - chassis: 20 - 60
2. Between SL4 (male) (1) - (2): 20 - 60
3. Between ATC1 (13) - ATC1 (4) (V): 20 30 V
Even when engine speed

exceeds 2,600 rpm and
Only gives self-diagnostic display; does not engine overruns, brake to
prevent overrun is not
take any action
actuated
1. Between ATC1 (14) - chassis: 20 - 60

2. Between SL4 (male) (1) - (2): L 20 - 60
3. Between ATC (5) - (14) (V): 20 - 30 V
Operation of exhaust
brake function stopped
1. gearshifting becomes
impossible.
Speed range used during propel is maintained 2. If shift lever is set to
Neutral, it becomes
If shift lever is at Neuimpossible to move
tral, transmission is
truck again unless it is
held in Neutral
stopped.
1. Engine speed display on monitor panel is normal.

2. Between ATC3A (13) - (14): 500 - 1,000 , AC: > 0.5V
3. Between each terminal ATC3A (13), (14) - chassis: > 1M
4. Between E12 (male) (1) - (2): 500 - 1,000
ATC3A (female)
Between (2) - (14)
TM2 (male)
N1 (male)
Between (1) - (2)
Between (1) - (2)
500 - 1,000
> 1.
Each terminal - chassis
ATC3A (female)
Between (14) - (12)
TM2 (male)
N2 (male)
Between (3) - (4)
Between (1) - (2)
500 - 1,000
D05008
Even when accelerator

pedal is released and
retarder lever is operated,
exhaust brake is not actuated.
> 1.
Speed range used dur- 1. Gearshifting becomes

impossible.
ing propel is maintained
2. If shift lever is set to
If shift lever is at NeuNeutral, it becomes
impossible to move
held in Neutral
stopped.
Speed range used dur- 1. Gearshifting becomes
impossible.
ing propel is maintained
2. If shift lever is set to
If shift lever is at NeuNeutral, it becomes
impossible to move
held in Neutral
stopped.
D5-9
Display code
Fault Conditions
Possible causes:
Details of fault
1. Output shaft speed sensor

1) Between N3 (1) - TM2 (5) - ATC3A (3)
2) Between N3 (2) - TM2 (6) - ATC3A (14)
2. Defective output shaft speed sensor
b013
(E. 1.3)
(E.C 1.3)
Disconnection in transmission output shaft

speed sensor
If disconnection detection is actuated but
there is no sensor signal
b014
(E. 1.4)
(E.C 1.4)
Defective model selection signal

After the key switch is turned "ON", depend- 1. Between ATC5B (13) - ATC1 (8)
ing on the wiring harness, the model selec- 2. Defective contact of ATC5B, ATC1 connector
tion signal does not match
b015
(E. 1.5)
(E.C 1.5)
Short circuit, short circuit with ground in lever

signal circuit
When two or more lever signals are generated, and this continues for 3 seconds
b016
(E. 1.6)
(E.C 1.6)
Disconnection in lever signal circuit

When there is no lever signal for 3 seconds
b017
(E. 1.7)
(E.C 1.7)
Accelerator signal circuit Disconnection, defective adjustment of mount, link out of position
Voltage between ATC3B (11) sand chassis
> 4.7 0.1V
< 0.6 0.1V
1. Between ATC3B (11) - TMA (13) - C/V.T (1)

2. Defective adjustment of clearance of sensor mount
3. Damaged accelerator pedal link
4. Defective acceleration sensor
5. Defective engine controller acceleration sensor power source circuit
b019
(E. 1.9)
(E.C 1.9)
Short circuit with ground in transmission valve

oil temperature circuit
When transmission oil temperature sensor
signal is more than 150C
1. Between (+) ATC3B (9) - TM4 (13) - C/V.T (1)

Between (-) ATC3A (16) - TM4 (14) - C/V.T (2)
2. Defective transmission valve lil temperature sensor
b022
|
b028
(E. 2.2)
(E.C 2.2)
|
(E. 2.8)
(E.C 2.8)
Clutch slipping or defective transmission

speed sensor.
When the input shaft speed, intermediate
shaft speed, output shaft speed are converted and it is found that there is an fault
with either the HL clutch or speed clutch.
1. Input shaft 1) Between N1 (1) - TM2 (1) - ATC3A (2)

Speed sensor 2) Between N1 (2) - TM2 (2) - ATC3A (14)
2. Output shaft 1) Between N3 (1) - TM2 (1) - ATC3A (5)
Speed sensor 2) Between N3 (2) - TM2 (6) - ATC3A (14)
3. One of following clutches worn or damaged: H, L, 1st, 2nd, 3rd, 4th, R
b022
(E. 2.2)
(E.C 2.2)
Defective H clutch or input shaft speed sensor See items for display codes b022 - b028
(E. 2.2, E.C 2.2, E. 2.8, E.C 2.8)
b023
(E. 2.3)
(E.C 2.3)
Defective L clutch or input shaft speed sensor

system
1. R Between ATC5B (2) - TMB (2) - SF (3)

N Between ATC5B (3) - TMB (3) - SF (4)
D Between ATC5B (4) - TMB (4) - SF (5)
5 Between ATC5B (5) - TMB (5) - SF (6)
L Between ATC5B (8) - TMB (8) - SF (9)
GND Between ATC5A (16) - TMB (9) - SF (2)
2. Defective shift lever
See items for display codes b022 - b028

(E. 2.2, E.C 2.2, E. 2.8, E.C 2.8
D5-10
D05008

Action of controller when

a fault is detected
ATC3A (female)
TM2 (male)
N3 (male)
Between (3) - (14)
Between (5) - (6)
Between (1) - (2)
500 - 1,000
N3 (1) - TM2 (5) - ATC3A (3) - chassis
> 1 M
1. Between ATC5B (female) (13) - ATC1 (female) (8): 0

2. ATC5B, ATC1 connectors are securely inserted.
ATC5B
TMB
(2) - chassis
Between (2) - (9)
Between (3) - (2)
(3) - chassis
Between (3) - (9
Between (4) - (2)
(4) - chassis
Between (4) - (9)
Between (5) - (2)
(5) - chassis
Between (5) - (9)
Between (6) - (2)
(6) - chassis
Between (6) - (9)
Between (7) - (2)
(7) - chassis
Between (7) - (9)
Between (8) - (2)
(8) - chassis
Between (8) - (9)
Between (9) - (2)
Shift lever position
SF
(V)
Speed range used during

propel is maintained If
shift lever is at Neutral,
transmission is held in
Neutral
When key switch is turned

"ON", truck cannot move
off even when shift lever
is operated.
Set in order of priority,

N>D>5>4>3>L
If it is together with R, it is
taken as N
1. Shifts to same speed

range or higher than
range set by shift lever.
2. Stays in Neutral and
cannot move.
Holds at position before

signal stopped
> 15V (24V)
ATC3B
TMA
WAS2
(11) - chassis
Between (13) - chassis
Between (2) - (3)
0.6 4.5
ATC3B,3A (female)
TM4 (female)
C/V.T (male)
Between (9) -(16)
Between (13) - (140)
Between (1) - (2)
1 . 100
(9) - chassis
(13) - chassis
(1) - chassis
1. Speedometer shows 0
km/h when moving, and
gearshifting cannot be
carried out.
2. If shift lever is shifted to
Neutral, it becomes
impossible to move
stopped.
If there is fault when key

switch is turned "ON",
Neutral.
< 1.5 V (1.0 V)
When lever is not in the above position / Between above terminals

truck when there is fault
Mechatronics display
given, warning actuated
1. Automatic gear-shifting
is carried out with normal mode
2. Control of clutch oil
pressure is carried out
as for when accelerator is fully depressed
1. Shifts to speed range

higher than range set
by shift lever.
2. Stays in Neutral and
cannot move.
3. Impossible to shift
between FORWARD
and REVERSE
1. Transmission shift
shock becomes greater
2. Immediately shifts up
when going downhill
Clutch oil pressure control Transmission shift shock

becomes greater
is carried out in mode
used before fault occurred
1.
ATC3A (female)
Between (2) - (14)

Between (12 - (14)
500 - 1,000 .
Shift to Neutral
Between (3) - (14)

> 1 M
2. See TESTING AND ADJUSTING OF TRANSMISSION

3. Transmission oil is not black enough to indicate problem
1. Between ATC3A (female) (2) - (14): 500 - 1,000 .
2. See TESTING AND ADJUSTING OF TRANSMISSION, H clutch portion.
Shift to Neutral
1. Between ATC3A (female) (2) - (14): 500 - 1,000 .

2. See TESTING AND ADJUSTING OF TRANSMISSION, L clutch portion.
Shift to Neutral
D05008
1. Transmission suddenly
move again
2. Power is lost when in
propel, and trans-mission repeatedly shifts
when going uphill
See items for display
codes b022 - b028
(E.2.2, E.C2.2,
E.2.8, E.C2.8)
See items for display
codes b022 - b028
(E.2.2, E.C2.2,
E.2.8, E.C2.8)
D5-11
Display code
Fault Conditions
Possible causes:
Details of fault
b024
(E. 2.4)
(E.C 2.4)
Defective 1st clutch or output shaft

speed sensor

(E. 2.2, E.C 2.2, E. 2.8, E.C 2.8
b025
(E. 2.5)
(E.C 2.5)
Defective 2nd clutch or output shaft

speed sensor

(E. 2.2, E.C 2.2, E. 2.8, E.C 2.8)
Defective 3rd clutch or output speed sensor

(E. 2.2, E.C 2.2, E. 2.8, E.C 2.8
b027
(E. 2.7)
(E.C 2.7)
Defective 4th clutch or output shaft

speed sensor

(E. 2.2, E.C 2.2, E. 2.8, E.C 2.8
b028
(E. 2.8)
(E.C 2.8)
Defective R clutch or output shaft

speed sensor

(E. 2.2, E.C 2.2, E. 2.8, E.C 2.8
b026
(E. 2.6)
(E.C 2.6)
b032
|
b038
(E. 3.2)
(E.C 3.2)
|
(E. 3.8)
(E.C 3.8)
Defective pressure control valve

When the controller is issuing the command
to disengage the clutch, but the fill signal is
still being sent (clutch is engaged)
1. Dirt caught in pressure control spool

2. Short circuit, short circuit with ground in fill detection switch
1) Between H SW - TM3 (3) - ATC5A (12)
2) Between L SW - TM3 (6) - ATC5A (10)
3) Between R SW - TM3 (9) - ATC5A (16)
4) Between 1 SW - TM4 (3) - ATC5A (13)
b032
(E. 3.2)
(E.C 3.2)
Defective H clutch pressure control valve
1. Dirt caught in H clutch pressure control spool

2. Between HSW - TM3 (3) - ATC5A (12)
b033
(E. 3.3)
(E.C 3.3)
Defective L clutch pressure control valve
1. Dirt caught in L clutch pressure control spool

2. Between LSW - TM3 (6) - ATC5A (10)
b034
(E. 3.4)
(E.C 3.4)
Defective 1st clutch pressure control valve
1. Dirt caught in 1 clutch pressure control spool

2. Between 1SW - TM4 (3) - ATC5A (13)
b035
(E. 3.5)
(E.C 3.5)
Defective 2nd clutch pressure control valve

b036
(E. 3.6)
(E.C 3.6)
Defective 3rd clutch pressure control valve

2. Between 3SW - Tm4 (9) - ATC5A (15)
b037
(E. 3.7)
(E.C 3.7)
Defective 4th clutch pressure control valve

b038
(E. 3.8)
(E.C 3.8)
Defective R clutch pressure control valve
1. Dirt caught in R clutch pressure control spool

2. Between RSW - TM3 (9) - ATC5A (16)
D5-12
D05008
Action of
controller
when a
fault is
detected

Symptoms that appear in truck when

there is fault
Mechatronics display given, warning
actuated
1. Between ATC3A (female) (3) - (14): 500 - 1,000

2. See TESTING AND ADJUSTING OF TRANSMISSION, 1st clutch portion.
Shift to
Neutral

(E. 2.2, E.C2.2, E. 2.8, E.C2.8)

2. See TESTING AND ADJUSTING OF TRANSMISSION, 2nd clutch portion.
Shift to
Neutral

(E. 2.2, E.C2.2, E. 2.8, E.C2.8)

2. See TESTING AND ADJUSTING OF TRANSMISSION, 3rd clutch portion.
Shift to
Neutral

(E. 2.2, E.C2.2, E. 2.8, E.C2.8)

2. See TESTING AND ADJUSTING OF TRANSMISSION, 4th clutch portion.
Shift to
Neutral

(E. 2.2, E.C2.2, E. 2.8, E.C2.8)

2. See TESTING AND ADJUSTING OF TRANSMISSION, R clutch portion.
Shift to
Neutral

(E. 2.2, E.C2.2, E. 2.8, E.C2.8)
Shift to
Neutral
Transmission suddenly shifts to Neutral

during propel or truck cannot move again
When transmission shift is at N, conditions are as in table below

> 1M or > 1 M
between terminals
TM3 (female)
(3) - chassis
ATC5A (female)
(12) - chassis
> 1 M or > 1 M
between terminals
Shift to
Neutral
Transmission suddenly shifts to neutral

L SW (male)
TM3 (female)
(6) - chassis
ATC5A (female)
(10) - chassis
> 1 M or > 1 M
between terminals
Shift to
Neutral

TM4 (female)
(3) - chassis
ATC5A (female)
(13) - chassis
> 1 M or > 1 M
between terminals
Shift to
Neutral

TM4 (female)
(6) - chassis
ATC5A (female)
(14) - chassis
> 1 M or > 1 M
between terminals
Shift to
Neutral

TM4 (female)
(9) - chassis
ATC5A (female)
(15) - chassis
> 1 M or > 1 M
between terminals
Shift to
Neutral

TM4 (female)
(12) - chassis
ATC5A (female)
(11) - chassis
> 1 M or > 1 M
between terminals
Shift to
Neutral

R SW (male) - chassis
TM3 (female)
(9) - chassis
ATC5A (female)
(16) - chassis
> 1 M or > 1 M
between terminals
Shift to
Neutral

D05008
D5-13
Display code
b042
|
b048
(E. 4.2)
(E.C 4.2)
|
(E. 4.8)
(E.C 4.8)
Fault Conditions
Possible causes:
Defective pressure control valve

When it is tried to engage the clutch, the
controller issues the command, but the fill
sensor signal is not given, and the clutch is
not engaged
Details of fault
Pressure control spool is stuck at clutch disengage position
b042
(E. 4.2)
(E.C 4.2)
Defective H clutch pressure control valve
b043
(E. 4.3)
(E.C 4.3)
Defective L clutch pressure control valve
b044
(E. 4.4)
(E.C 4.4)
Defective 1st clutch pressure control valve
b045
(E. 4.5)
(E.C 4.5)
Defective 2nd clutch pressure control valve
b046
(E. 4.6)
(E.C 4.6)
Defective 3rd clutch pressure control valve
b047
(E. 4.7)
(E.C 4.7)
Defective 4th clutch pressure control valve
b048
(E. 4.8)
(E.C 4.8)
Defective R clutch pressure control valve
Disconnection in fill detection switch

When it is tried to engage the clutch, the
controller issues the command, but the fill
sensor signal is not given. However, the
clutch is engaged.
1. Disconnection in fill switch circuit

1) Between H SW - TM3 (3) - ATC5A (12)
2) Between L SW - TM3 (6) - ATC5A (10)
3) Between R SW - TM3 (9) - ATC5A (16)
2. Defective fill switch
b052
|
b058
(E. 5.2)
(E.C 5.2)
|
(E. 5.8)
(E.C 5.8)
b052
(E. 5.2)
(E.C 5.2)
Defective H clutch flow control valve
1. Between HSW - TM3 (3) - ATC5A (12)

2. Defective H clutch fill switch
b053
(E. 5.3)
(E.C 5.3)
Defective L clutch flow control valve
1. Between LSW - TM3 (6) - ATC5A (10)

2. Defective L clutch fill switch
b054
(E. 5.4)
(E.C 5.4)
Defective 1st clutch flow control valve

2. Defective 1st clutch fill switch
D5-14
D05008
when a fault is
detected
Symptoms that appear in truck when there is a fault
Shift to Neutral
Transmission suddenly shift to Neutral during propel

or truck cannot move again
Shift to Neutral

Shift to Neutral

Shift to Neutral

Shift to Neutral

Shift to Neutral

Shift to Neutral

Shift to Neutral


Mechatronics display given, warning actuated
When each gear range is engaged using the shift checker, the fill
switch signal is given with the combinations shown in Table 1
Table 1 Relationship between gear range and fill switch signal
H
F1
F2
F3
F4
F5
F7
R
O
O
O
O
O
O
O
O
O
F6
Gear range used

1. Gearshifting during propel becomes impossible.
during propel is
2. If shift lever is in Neutral, it becomes impossible to
maintained
move truck
If shift lever is in
Neutral, transmission
is held in Neutral
O
O
When each gear range is engaged with the shift checker, the fill
switch signal is issued for the combinations in Table 1 of the items for
display codes b052 - b058
(E. 5.2, E.C 5.2, E. 5.8, E.C 5.8
See items for display 1. Gearshifting during propel becomes impossible.

codes b052 - b058
move truck
(E. 5.2, E.C 5.2,
E. 5.8, E.C 5.8)
switch signal is issued for the combinations in Table 1 of the items for
display codes b052 - b058
(E. 5.2, E.C 5.2, E. 5.8, E.C 5.8)
See items for display 1. Gearshifting during propel becomes impossible.

codes b052 - b058
(E. 5.2, E.C 5.2,
move truck
E. 5.8, E.C 5.8)
D05008
D5-15
Display code
Fault Conditions
Possible causes:
Details of fault
b055
(E. 5.5)
(E.C 5.5)
Defective 2nd clutch flow control valve

2. Defective 2nd clutch fill switch
b056
(E. 5.6)
(E.C 5.6)
Defective 3rd clutch flow control valve

2. Defective 3rd clutch fill switch
b057
(E. 4.4)
(E.C 4.4)
Defective 4th clutch flow control valve
1. Between 4SW - TM4 (12) - ASTC5A (11)

2. Defective 4th clutch fill switch
b058
(E. 5.8)
(E.C 5.8)
Defective R clutch flow control valve
1. Between RSW - TM3 (9) - ATC5A (16)

2. Defective R clutch fill switch
b071
|
b078
(E. 7.1)
(E.C 7.1)
|
(E. 7.8)
(E.C 7.8)
Short circuit in pressure control solenoid

When it is tried to disengage the clutch,
The pressure control solenoid output is
turned OFF, but the solenoid current still
flows
or
Excessive solenoid current flows
1. 1) Lock-up Between (+) L/U.t (1) - ATC1 (1)

Between (-) L/U.T (2) - ATC1 (8), (16)
2) H clutch Between (+) H.PS (2) - ATC2 (9)
Between (-) H.PS (2) - ATC2 (19)
3) L clutch Between (+) L.PS (1) - ATC2 (7)
Between (-) L.PS (2) - ATC2 (17)
4) 1st clutch Between (+) 1.PS (1) - ATC2 (2)
Between (-) 1.PS (2) - ATC2 (13)
5) 2nd clutch Between (+) 2.PS (1) - ATC2 (4)
Between (-) 2.PS (2) - ATC2 (15)
6) 3rd clutch Between (+) 3.PS (1) - ATC2 (3)
Between (-) 3.PS (2) - ATC2 (13)
7) 4th clutch Between (+) 4.PS (1) - ATC2 (8)
Between (-) 4.PS (2) - ATC2 (18)
8) R clutch Between (+) R.PS (1) - ATC2 (5)
Between (-) R.PS (2) - ATC2 (15)
2. Defective pressure control solenoid
b071
(E. 7.1)
(E.C 7.1)
Short circuit in lock-up pressure control

solenoid

(E. 7.1, E.C 7.1, E. 7.8, E.C 7.8)
b072
(E. 7.2)
(E.C 7.2)
Short circuit in H clutch pressure control

solenoid

(E. 7.1, E.C 7.1, E. 7.8, E.C 7.8)
b073
(E. 7.3)
(E.C 7.3)
Short circuit in L clutch pressure control

solenoid

(E. 7.1, E.C 7.1, E. 7.8, E.C 7.8)
b074
(E. 7.4)
(E.C 7.4)
Short circuit in 1st clutch pressure control

solenoid

(E. 7.1, E.C 7.1, E. 7.8, E.C 7.8)
b075
(E. 7.5)
(E.C 5.5)
Short circuit in 2nd clutch pressure control

solenoid

(E. 7.1, E.C 7.1, E. 7.8, E.C 7.8)
D5-16
D05008

Action of controller when a fault is detected

truck when there is a fault
warning actuated
switch signal is issued for the combinations in Table 1 of the items
for display codes b052 - b058
(E. 5.2, E.C 5.2 - E. 5.8, E.C 5.8)
1. Gearshifting during propel

becomes impossible.
(E. 5.2, E.C 5.2, E. 5.8, E.C 5.8) 2. If shift lever is in Neutral, it
becomes impossible to
move the truck
(E. 5.2, E.C 5.2 - E. 5.8, E.C 5.8)

becomes impossible.
move the truck
(E. 5.2, E.C 5.2 - E. 5.8, E.C 5.8)

becomes impossible.
move the truck
(E. 5.2, E.C 5.2 - E. 5.8, E.C 5.8)

becomes impossible.
move the truck
ATC1 (female)
ATC2 (female)
Between (1) - (8), (16)
30 - 80
Between (9) - (19)

Between (7) - (17)
Between (2) - (13)
Actuates transmission cut relay and shifts to

Neutral
Transmission suddenly shifts

to Neutral during propel or
truck cannot move again
Check with Table 2 for the items for display codes b071 - b078
(E. 7.1, E.C 7.1, E. 7.8, E.C 7.8)

Neutral

(E. 7.1, E.C 7.1, E. 7.8, E.C 7.8)

Neutral

(E. 7.1, E.C 7.1, E. 7.8, E.C 7.8)

Neutral

(E. 7.1, E.C 7.1, E. 7.8, E.C 7.8)

Neutral

Check with table 2 for the items for display codes b071 - b078
(E. 7.1, E.C 7.1, E. 7.8, E.C 7.8)

Neutral

5 - 25
Between (4) - (15)

Between (3) - (13)
Between (8) - (18)
Between (5) - (15)
Resistance value between each terminal
> 1 M
Between each terminal - chassis
> 1 M
D05008
D5-17
Display code
Fault Conditions
Possible causes:
Details of fault
Check the wiring harnesses and equipment given below: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative
b076
(E. 7.6)
(E.C 7.6)
Short circuit in 3rd clutch pressure control

solenoid

(E. 7.1, E.C 7.1- E. 7.8, E.C 7.8
b0077
(E. 7.7)
(E.C 7.7)
Short circuit in 4th clutch pressure control

solenoid

(E. 7.1, E.C 7.1- E. 7.8, E.C 7.8)
b0078
(E. 7.7)
(E.C 7.7)
Short circuit in R clutch pressure control

solenoid

(E. 7.1, E.C 7.1- E. 7.8, E.C 7.8)
b091
|
b098
(E. 9.1)
(E.C 9.1)
|
(E. 9.8)
(E.C 9.8)
Disconnection in pressure control solenoid

When it is tried to disengage the clutch,
the pressure control solenoid output is
turned ON, but the solenoid current does
not flow
1. 1) Lock - up Between (+) L/U.T (1) - ATC1 (1), Between (-) L/U.T (2) - ATC1 (8), (16)
2) H clutch Between (+) H.PS (1) - ATC2 (9), Between (-) H.PS (2) - ATC2 (19)
3) L clutch Between (+) L.PS (1) - ATC2 (7), Between (-) L.PS (2) - ATC2 (17)
4) 1st clutch Between (+) 1.PS (1) - ATC2 (2), Between (-) 1.PS (2) - ATC2 (13)
5) 2nd clutch Between (+) 2.PS (1) - ATC2 (4), Between (-) 2.PS (2) - ATC2 (15)
6) 3rd clutch Between (+) 3.PS (1) - ATC2 (3), Between (-) 3.PS (2) - ATC2 (13)
7) 4th clutch Between (+) 4.PS (1) - ATC2 (8), Between (-) 4.PS (2) - ATC2 (18)
8) R clutch Between (+) R.PS (1) - ASTC2 (5), Between (-) R.PS (2) - ATC2 (15)
2. Defective pressure control solenoid
b091
(E. 9.1)
(E.C 9.1)
Disconnection in lock-up pressure control

solenoid

(E. 9.1, E.C 9.1, E. 9.8, E.C 9.8
b092
(E. 9.2)
(E.C 9.2)
Disconnection in H clutch pressure control

solenoid

(E. 9.1, E.C 9.1, E. 9.8, E.C 9.8)
b093
(E. 9.3)
(E.C 9.3)
Disconnection in L clutch pressure control

solenoid

(E. 9.1, E.C 9.1, E. 9.8, E.C 9.8
b094
(E. 9.4)
(E.C 9.4)
Disconnection in 1st clutch pressure control

solenoid

(E. 9.1, E.C 9.1, E. 9.8, E.C 9.8
b095
(E. 9.7)
(E.C 9.7)
Disconnection in 2nd clutch pressure control See items for display codes b091 - b098
solenoid
(E. 9.1, E.C 9.1, E. 9.8, E.C 9.8
b096
(E. 9.6)
(E.C 9.6)
Disconnection in 3rd clutch pressure control

solenoid

(E. 9.1, E.C 9.1, E. 9.8, E.C 9.8)
b097
(E. 9.7)
(E.C 9.7)
Disconnection in 4th clutch pressure control

solenoid

(E. 9.1, E.C 9.1, E. 9.8, E.C 9.8)
b098
(E. 9.8)
(E.C 9.8)
Disconnection in R clutch pressure control

solenoid

(E. 9.1, E.C 9.1, E. 9.8, E.C 9.8
D5-18
D05008

Action of controller when a fault is detected

truck when there is a fault
warning actuated
(E. 7.1, E.C 7.1 - E. 7.8, E.C 7.8)

Neutral

(E. 7.1, E.C 7.1 - E. 7.8, E.C 7.8)

Neutral

(E. 7.1, E.C 7.1 - E. 7.8, E.C 7.8)

Neutral

Even when a disconnection is detected, it

tries to send current to the solenoid
1. Power is lost when propelling, and when shifting up,

transmission immediately
shifts down again
This frequently happens
when going uphill loaded
When each gear range is engaged using the shift checker, the fill
switch signal is given with the combinations shown in Table1.
Table 2 Solenoid valve check
ATC1 (female)
ATC2 (female)
Between (1) - (8), (16)
30 - 80
Between (9) - (19)

Between (7) - (17)
Between (2) - (13)
5 - 25
Between (4) - (15)
This is because there is no danger of damage to the controller even if there is a disconnection
Between (3) - (13)
2. Shift indicator display

shows "E"
Between (8) - (18)

Between (5) - (15)
Resistance value between each terminal
> 1 M
Between each terminal - chassis
> 1 M
See items for display codes

b091 - b098
(E. 9.1, E.C 9.1- E
9.8, E.C 9.8)
(E. 9.1, E.C 9.1 - E. 9.8, E.C 9.8)

(E. 9.1, E.C 9.1- E 9.8, E.C 9.8)
(E. 9.1, E.C 9.1 - E. 9.8, E.C 9.8)

(E. 9.1, E.C 9.1- E 9.8, E.C 9.8)

b091 - b098 (E. 9.1, E.C
9.1- E 9.8, E.C 9.8)
(E. 9.1, E.C 9.1 - E. 9.8, E.C 9.8)

(E. 9.1, E.C 9.1- E 9.8, E.C 9.8)

b091 - b098 (E. 9.1, E.C
9.1- E 9.8, E.C 9.8)
(E. 9.1, E.C 9.1 - E. 9.8, E.C 9.8)

(E. 9.1, E.C 9.1- E 9.8, E.C 9.8)

b091 - b098 (E. 9.1, E.C
9.1- E 9.8, E.C 9.8)
(E. 9.1, E.C 9.1 - E. 9.8, E.C 9.8)

(E. 9.1, E.C 9.1- E 9.8, E.C 9.8)

b091 - b098 (E. 9.1, E.C
9.1- E 9.8, E.C 9.8)
(E. 9.1, E.C 9.1 - E. 9.8, E.C 9.8)

(E. 9.1, E.C 9.1- E 9.8, E.C 9.8)

b091 - b098 (E. 9.1, E.C
9.1- E 9.8, E.C 9.8)
(E. 9.1, E.C 9.1 - E. 9.8, E.C 9.8)

(E. 9.1, E.C 9.1- E 9.8, E.C 9.8)

b091 - b098 (E. 9.1, E.C
9.1- E 9.8, E.C 9.8)
(E. 9.1, E.C 9.1 - E. 9.8, E.C 9.8)

(E. 9.1, E.C 9.1- E 9.8, E.C 9.8)

b091 - b098 (E. 9.1, E.C
9.1- E 9.8, E.C 9.8)
D05008
D5-19
Display code
Fault Conditions
Possible causes:
Details of fault
b060
(E. 6.0)
(E.C 6.0)
Defective engine speed sensor output

Engine speed less than 350 rpm and
transmission speed more than 500 rpm
continues for 10 sec
1. Engine speed sensor B

2. Defective engine speed sensor
b061
(E. 6.1)
(E.C 6.1)
Defective output of transmission input shaft

speed sensor
When the engine speed, input shaft
speed, and intermediate shaft speed are
converted and it is found that there is a
problem in lock-up clutch and HL clutch
1. Input shaft speed sensor

1) Between N1 (1) - TM2 (1) - ATC3A (2)
2) Between N2 (2) - TM2 (2) - ATC3A (14)
2. Defective input shaft speed sensor
b062
(E. 6.2)
(E.C 6.2)
Defective output of transmission intermedi- 1. Intermediate shaft speed sensor

1) Between N2 (1) - TM2 (3) - ATC3A (12)
ated shaft speed sensor
2) Between N2 (2) - TM2 (4) - ATC3A (14)
When the input shaft speed, intermediate
2. Defective intermediate shaft speed sensor
shaft speed, and output shaft speed are
converted and it is found that there is a
problem in HL clutch and speed clutch
(When disconnection detection is actuated
and there is no sensor signal)
b063
(E. 6.3)
(E.C 6.3)
Defective output of transmission output

shaft speed sensor
When the engine speed, input shaft
speed, intermediate shaft speed, and output shaft speed are converted and it is
found that there is a problem in relationship
1. Output shaft speed sensor

1) Between N3 (1) - TM2 (5) - ATC3A (3)
2) Between N3 (2) - TM2 (6) - ATC3A (14)
2. Defective output shaft speed sensor
b0A1
(E. A.1)
(E.C A.1)
Fault in model selection

The setting of rotary switch is different
from the model in the software.
1. Defective controller
2. Defective setting of rotary switch
b0A2
(E. A.2)
(E.C A.2)
Short circuit with ground in torque converter

oil temperature
When torque converter oil temperature
sensor signal is more than 150C
1. Between (+) ATC3B (7) - TM2 (7) - TC.SE (1)

Between (-) ATC3A (16) - TMB (9) - TMC (5) - TM2 (8) - TC.SE (2)
2. Defective torque converter oil temperature sensor
b0A3
(E. A.3)
(E.C A.3)
Disconnection in fuel level sensor

Input voltage: > 4 V
1. Between (+) ATC5B (5) - TMA (15) - J09M (12), (15) - J02 (1) - 26 (1)
2. Defective fuel sensor
b0b2
(E. b.2)
(E.C b.2)
Short circuit with ground in cooling water

temperature sensor
When input resistance of cooling water
temperature sensor signal is more than
170
1. Between (+) ATC5B (5) - TMA (7) -J09M (12), (15) - J02 (1) - 26 (1)
Between (-) ATC5A (16) - TMB (9) - J09M (13), (16) - J02 (3) - 26 (2)
2. Defective coolant water temperature sensor
b0b3
(E. b.3)
(E.C b.3)
Disconnection in brake air pressure sensor

When input resistance of brake air pressure sensor signal is more than 3,000
1. Between (+) ATC3B (2) - TMA (7) - RH4 (1) - SR5 (1)
Between (-) ATC5A (16) - TMB (9) - RH4 (10) - SR5 (2)
2. Defective brake air pressure sensor
D5-20
D05008
Symptoms that appear in truck when

there is fault
Mechatronics display given, warning
actuated


a fault is detected
1. Engine speed display on monitor panel is normal

2. Between ASTC3A (13) - (14): 500 - 1,000 AC sym: > 0.5V
3. Between each terminal of ATC3A (13), (14) - chassis: > 1 M
4. Between E12 (male) (1) - (2): 500 - 1,000
Gear range used during

propel maintained
If shift lever is in Neutral,
Neutral
1. Gearshifting becomes impossible.

2. If shift lever is in Neutral, it
becomes impossible to move the
truck again unless it is stopped.

propel is maintained
Neutral


Neutral


Neutral
1. Speedometer displays 0 km/h

during propel and gear-shifting
becomes impossible.
TM2 (male)
N1 (male)
Between (1) - (2)
Between (1) - (2)
500 - 1,000
ATC3A (female)
Between (2) - (14)
>1M
TM2 (male)
N2 (male)
Between (3) - (4)
Between (1) - (2)
500 - 1,000
ATC3A (female)
Between (14) - (12)
>1M
ATC3A (female)
TM2 (male)
N3 (male)
Between (3) - (14)
Between (5) - (6)
Between (1) - (2)
500 - 1,000
>1M
Between N3 (1) - TM2 (5) - ATC3A (3) - chassis
Set value of rotary switch 1
2, 3, 4 or 5
ATC3B,3A (female)
TM2 (female)
TC.SE (male)
Between (7) - (16)
Between (7) - (8)
Between (10 - (2)
(7) - chassis
(7) - chassis
(1) - chassis
1 K - 100 K
ATC3B
TMD
J02
61
(V)
(4) - chassis
(7) - chassis
(15) - chassis
(1) - chassis
0.2 0.4 V
When engine water temperature is between 25C (normal temperature) and 100C, condition is as shown in
table below.
ATC3B,3A (male)
TMA, TMB (male)
J09M
J02
61
Between
(5) - (16)
Between
(15) - (9)
Between (12), (15)

- (13), (16)
Between (1) - (3)
Between (1) - (2)
(5) - chassis
(15) - chassis
(12), (15) - chassis
(1) - chassis
(1) - chassis
ATC3B,3A (male)
TMA, TMB (male)
RH4, RH1
SR5
Between (2) - (16)
Between (7) - (9)
Between (1) - (10)
Between (1) - (2)
(2) - chassis
(7) - chassis
(1) - chassis
(10) - chassis
D05008
(W)
Holds at neutral
When effort to move the truck is carried out, it does not move.
Only gives self-diagnostic display; does not take

any action
No display at all is given on torque

converter oil temperature gauge display on monitor panel.

any action
No display at all is given on fuel level

gauge display on monitor panel.

any action
No display at all is given on engine

water temperature gauge display on
monitor panel.

any action
No display at all is given on air pressure gauge display on monitor

panel.
37
|
4
3 - 1,000
D5-21
Display code
Fault Conditions
Possible causes:
Details of fault
b0b4
(E. b.4)
(E.C b.4)
Short circuit with ground in retarder brake oil

temperature sensor
When retarder brake oil temperature sensor signal is more than 150C
1. Between (+) ATC3b (8) - tmd (5) - J02 (10) - 64 (1)

Between (-) ATC3A (16) - TMB (9) - J02 (9) - 64 (2)
2. Defective retarder brake oil temperature sensor
b0b7
(E. b.7)
(E.C b.7)
Disconnection, short circuit with ground in

engine oil pressure sensor
Voltage between ATC3B (12) - chassis
4.6 0.1 V
0.4 0.1 V
1. Between ATC3B (12) - TMD (15) - J02 (2) - 27 (3)

Between (+) ATC3A (6) - TMA (16) - J09M (11) - (14) - J01 (11) - 27 (2)
2. Defective voltage circuit inside controller
3. Defective engine oil pressure sensor
b0C1
(E. C1)
(E.C C1)
Improper connection of connector

After the key switch is turned "ON", depending on the wiring harness, the model
selection signal does not match
1. Between ATC5A (1) - ATC1 (16).

2. Defective contact of ATC5A connector
b0C4
(E. C.4)
(E.C C.4)
Short circuit with ground in BCV rear solenoid 1. Defective BCV relay R04
2. Between ATC (11) - TMB (13) - R04 (1)
BCV output terminal voltage
When actuated: > 11V or above
When not actuated: < 11V or below
b0C6
(E. C.6)
(E.C C.6)
Disconnection in BCV rear solenoid

1. Defective BCV relay R04

2. Between ATC (11) - TMB (13) - R04 (1), from R04 (2) - GND, ER
b0C8
(E. C.8)
(E.C C.8)
Short circuit in BCV rear solenoid

1. Defective BCV relay R04

2. Between ATC (11) - TMB (13) - R04 (2)
b0d1
(E. d.1)
(E.C d.1)
Transmission filter clogging warning

When the transmission oil filter switch is
OFF with the torque converter outlet port
oil temperature 50C or above.
1. Between (+) ATC5A (6) - TMD (6) - J02 (13) - 52 (10

Between (-) J03 (8) - 52 (2)
2. Defective transmission filter sensor
b0d5
(E. d.5)
(E.C d.5)
Tilt warning display

1. Between (+) ATC5A (5) - TMD (2) - SR3 (1)
When the machine tilt angle switch is OFF.
Between (-) SR3 (2) - GND.ER
2. Defective tilt sensor
b0d6
(E. d.6)
(E.C d.6)
Drop in radiator water level warning display

When the engine cooling water level switch
is OFF.
1. Between (+) ATC5B (15) - TMD (4) - J02 (7) - 01 (9) - 03 (1)
Between (-) 03 (2) - GND.16
2. Defective radiator water level sensor
D5-22
D05008

ATC3B,3A (male)
TMD, TMB (male)
J02
64
Between (8) - (16)
Between (5) - (9)
Between (10) - (9)
Between (1) (2)
(8) - chassis
(5) - chassis
(10) - chassis
(1) chassis
2k - 20k
(25C - 120C)
ATC3B
TMD
J02
27
(V)
(12) - chassis
(15) - chassis
(2) - chassis
(3) chassis
0.4 - 4.6 V
Between (2) - (3)

when there is fault
warning actuated

any action
No display at all is given on

retarder oil temperature gauge
display on monitor panel.

any action
Drop in engine oil pressure

cannot be detected.
If there is a fault when

key switch is turned
"ON", transmission is
held at Neutral.
1. Between ATC5A (1) - ATC1 (16): 0

2. ATC5A, ATC1 connectors are securely inserted.
ATC1
TMB
R04
(V)
(11) - chassis
(13) - chassis
(1) - chassis
20 30 V
100 - 500
Between relay (1)

and (2)
ATC1
TMB
R04
(V)
(11) - chassis
(13) - chassis
(1) - chassis
20 30 V
100 - 500
Between relay (1)

and (2)
ATC1
TMB
R04
(V)
(11) - chassis
(13) - chassis
(1) - chassis
20 30 V
100 - 500
Between relay (1)

and (2)
When transmission filter is normal, condition is as shown in table below.

ATC5A
TMD
J02
52
(6) - chassis
(2) - chassis
(13) - chassis
(1) chassis
ATC5A
TMD
SR3
(5) - chassis
(2) - chassis
(1) - chassis, (1) - (2)
Continuity
When radiator water level is normal, condition is as shown in table below.

ATC5B
TMD
J02
01
03
(15) - chassis
(4) - chassis
(7) - chassis
(8) - chassis
(1) - chassis,
(1) - (2)
BCV is not actuated

any action
BCV is not actuated

any action
BCV in mistakenly actuated
No continuity
When machine tilt angle is 15, condition is as shown in table below.
Continuity
When key switch is turned

"ON", truck cannot move even
when shift lever is operated.

any action

any action
Between (1) - (2)
D05008

a fault is detected

any action

any action
1. If operations are continued,

dirt will circulate in transmission circuit.
2. Mechatronics display is not
given.
3. Buzzer does not sound.
truck may roll over.
given.

there will be overheating.
given.
D5-23
Display code
Fault Conditions
Possible causes:
Details of fault
b0d7
(E. d.7)
(E.C d.7)
Battery charge warning display

When battery charge switch is OFF with
engine speed at 500 rpm or above.
1. Between ATC3B (1) - TMD (1) - J01 (1) - alternator terminal R

b0F5
(E. F.5)
(E.C F.5)
Engine oil pressure drop warning

When fault is recognized in the engine
speed at 700 rpm or above.
1. Between ATC3B (12) - TMD (15) - J02 (2) - 27 (3)

2. Defective engine lubricating oil circuit
3. Defective engine oil pressure sensor
b0E5
(E. E.5)
(E.C E.5)
Steering oil temperature overheat warning

When steering oil temperature switch in
ON.
1. Between ATC3A (11) - TMA (8) - J01 (6) - 21 (1)

2. Defective steering oil temperature sensor
b0F6
(E. F.6)
(E.C F.6)
Rear brake oil pressure warning display

When brake stroke switch is ON for 2 seconds.
1. Between (+) ATC5A (8) - TMC (12) - J)3 (2) - BLSL (1)
Between BLSL (2) - BLSR (1)
Between (-) BLSR (2) - GND.67
2. Defective brake stroke sensor
b0d3
(E. d.3)
(E.C d.3)
Engine water temperature overheat warning

When engine water temperature sensor
signal is above 102C
Abnormal rise in engine water temperature.
b0d2
(E. d.2)
(E.C d.2)
Torque converter oil temperature overheat

warning
According to network data from monitor
system.
b0E9
(E. E.9)
(E.C E.9)
Air pressure drop warning

system.
Abnormal drop in air pressure inside air tank
b0F3
(E. F.3)
(E.C F.3)
Retarder oil temperature overheat warning

system.
Abnormal rise in retarder oil temperature
b0d8
(E. d.8)
(E.C d.8)
Engine overrun actuated display

Overrun actuated with transmission input
shaft speed more than 2,600 rpm.
Engine overrun actuated display
b0d9
(E. d.9)
(E.C d.9)
Engine overshoot display

When d.8 does not detect engine overshoot display with engine speed at 2,600
rpm or above
Abnormal rise in torque converter oil temperature
Engine overshoot display (sudden spurt)
D5-24
D05008

when a fault is
detected
When engine is running (1/2 throttle or above), condition is as shown in table below.
ATC3B
TMD
J01
(V)
(1) - chassis
(1) - chassis
(1) - chassis
27.5 - 29.5 V
Engine
Speed
ATC3A
TMD
J02
27
1,000
rpm
(12) - chassis
(15) - chassis
(2) chassis
Between
(1) - (3)
1.3 - 5.0 V
1,800
rpm
(12) - chassis
(15) - chassis
(2) - chassis
Between
(1) - (3)
2.1 - 5.0 V
When steering oil temperature is 25C (normal temperature), condition is as shown in table below.
ATC3A
TMA
J01
21
(11) - chassis
(8) - chassis
(6) - chassis
(1) - chassis
No continuity
When brake stroke is normal, condition is as shown in table below.

ATC5A
TMD
J03
BLSL
(8) - chassis
(12) - chassis
(2) - chassis
(1) - chassis
(1) - (2), (2) - chassis
Continuity

when there is fault
warning actuated
1. Propel is possible until control

power source voltage drops. If
operations are continued, batOnly gives self-diagtery life will be reduced.
nostic display; does not
take any action
given
3. Buzzer does not sound
1. Loses power during operations.
Only gives self-diagnostic display; does not 2. Engine acceleration becomes
poor.
take any action
given
If there is a fault when

key switch is turned
"ON", transmission is
held at Neutral.
1. If operations are continued, oil

may leak.
given.
1. If operations are continued, oil

Only gives self-diagmay leak.
take any action
given.
1. Low power during operation.
2. Engine acceleration becomes
Only gives self-diagpoor.
take any action
given
engine may be damaged.
Only gives self-diagnostic display; does not 2. Mechatronics display is not
given
take any action
given
take any action
given
take any action
given
take any action
given
take any action
D05008
D5-25
TABLE FOR TRANSMISSION CONTROLLER, TRANSMISSION RELATED PARTS
D5-26
D05008
D05008
D5-27
A-1 FAULTS IN POWER SOURCE SYSTEM

a) (OFF) Controller self-diagnostic display LED does not light up
When fuse BT1 (No. 10) is normal.If it is blown, check for a short circuit
with the ground in the wiring harness between the fuse and controller.
D5-28
D05008
b) Drop in voltage of controller power source is displayed
When fuses BT1 (10) (19 - 20) and BT2 (8) (15 - 16) are normal.If it is blown, check for a short circuit with the
ground inside the controller and in the wiring harness between the fuse and controller.
A-1 b) Related electrical circuit diagram
D05008
D5-29
c) Drop in voltage of battery direct power source is displayed
When fuse BT2 (8) (15 - 16) is normal.If it is blown, check for a short circuit with the ground inside the controller
and in the wiring harness between the fuse and controller.
Always connect any disconnected connectors before going on the next step.
A-1 c) Related electrical circuit diagram
D5-30
D05008
d) Drop in voltage of main power source is displayed
When fuse BT1 (10) (19 - 20) is normal.If it is blown, check for a short circuit with ground inside the controller
and in the wiring harness between the fuse and controller.
A - 1 d) Related electrical circuit diagram
D05008
D5-31
e) Faults in transmission cut relay power source is displayed
When battery and charging voltage are normal

When fuse FB1 (No. 10) is normal
A-1 e) Related electrical circuit diagram
D5-32
D05008
A-2 FAULT IN NEUTRAL SAFETY SYSTEM DISPLAYED
When the key switch is turned to ON with the shift lever at a position other than N, or when the power source is
momentarily cut when moving.
A-2 Related electrical circuit diagram
D05008
D5-33
A-3 DOUBLE ENGAGEMENT FOR

CLUTCH DISPLAYED
D5-34
D05008
A-4 FAULTS IN TRANSMISSION [CUT RELAY]

SYSTEM DISPLAYED
Displays disconnection, short circuit, or short circuit with chassis ground in transmission cut relay system.
D05008
D5-35
A-5 FAULTS IN REAR BRAKE SOLENOID

CIRCUIT DISPLAYED
A-5 related electrical circuit diagram
D5-36
D05008
A-6 FAULTS IN EXHAUST BRAKE SOLENOID

CIRCUIT IS DISPLAYED
D05008
D5-37
A-7 FAULTS IN BCV VALVE SYSTEM

a) Short circuit with ground in BCV rear solenoid is displayed
D5-38
D05008
b) Short circuit in BCV rear solenoid is displayed
Check that the mounting bolts of the input shaft speed sensor are not loose.
D05008
D5-39
c) Disconnection in BCV rear solenoid is displayed
D5-40
D05008
A-8 FAULT IN SPEED SENSOR
a) Disconnection in engine speed sensor [B] is displayed on truck
or
Failure of engine speed sensor is displayed on truck

D05008
D5-41
b) Disconnection in input shaft speed sensor is displayed
or
Failure of input shaft speed sensor is displayed
Check that the mounting bolts of the input shaft speed

sensor are not loose.
TABLE 1.
ATC3A (female)
N1 (male)
Resistance
Between (2) - (14)
Between (1) - (2)
500 - 1000
Between (2) & chassis Between (1) & chassis
> 1M
D5-42
D05008
c) Disconnection in intermediate shaft speed sensor is

displayed
or
Failure of intermediate shaft speed sensor is displayed
Check that the mounting bolts of the input shaft speed

sensor are not loose.
TABLE 1.
ATC3A (female)
N2 (male)
Resistance
Between (2) - (14)
Between (1) - (2)
500 - 1000
Between (12) & chassis
> 1M
A-8 c) Related electrical diagram
D05008
D5-43
d) Disconnection in speed sensor (transmission output shaft

speed sensor) is displayed
or
Failure of output shaft speed sensor is displayed
Check that the mounting bolts of the speed sensor are not loose.
Before carrying out troubleshooting, check that all the related
connectors are properly inserted.
Table 1.
ATC3A (female)
N2 (male)
Resistance
Between (3) - (14)
Between (1) - (2)
500 - 1000
> 1M
A-8 d) Related electrical circuit diagram
D5-44
D05008
A-9 SPEED SENSOR, CLUTCH SLIPPING

a) Input shaft speed sensor
or
H,L clutch is displayed

Check that the mounting bolts of the speed sensor
are not loose.
Always connect any disconnected connectors before going on to the next step
Table 1.
ATC3A
N2
Resistance
Between (2) - (14)
Between (1) - (2)
500 - 1000
Between (2) & chassis Between (1) & chassis
> 1M
D05008
D5-45
b) Output shaft speed sensor or speed

clutch (1,2,3,4,R) system is displayed
Check that the mounting bolts of the

speed sensor are not loose.
TABLE 1.
ATC3A
N2
Resistance
Between (3) - (14)
Between (1) - (2)
500 - 1000
> 1M
D5-46
D05008
A-10 FAULT IN MODEL SELECTION (WIRING

HARNESS) DISPLAYED
a) Fault in model selection (wiring harness) is displayed
When the controller power source is normal.

Table 1.
ATC5B ATC1
Voltage
(10) - (8)
> 15 V
(11) - (8)
>1V
(12) - (8)
>1V
(13) - (8)
<1V
D05008
D5-47
b) Fault in model selection (rotary switch) is displayed

D5-48
D05008
A-11 FAULT IN SHIFT LEVER CIRCUIT

a) Short circuit in shift lever assembly power source is displayed

D05008
D5-49
b) Shift lever position signal input for 2 or more circuits is displayed
D5-50
D05008
Table 1.
Abnormal system
System with failed wiring harness
SF (4) - ATC5B (3) - transmission neutral relay R02

(2) - payload meter relay R11 (6)
SF (3) - ATC5B (2) - backup alarm relay R06 (2)
SF (5) - ATC5B (4)
SF (6) - ATC5B (5)
SF (7) - ATC5B (6)
SF (8) - ATC5B (7)
SF (9) - ATC5B (8)
D05008
D5-51
c) Shift lever position signal is not inputted
Table 1
Lever position
Terminal of TORQFLOW
transmission controller
Voltage when position

is selected
Voltage when position

is not selected
Shift lever
SF terminal
ATC5B (3)
< 1.0 V
> 15.0 V
SF (4)
ATC5B (2)
< 1.0 V
> 15.0 V
SF (3)
ATC5B (4)
< 1.0 V
> 15.0 V
SF (5)
ATC5B (5)
< 1.0 V
> 15.0 V
SF (6)
ATC5B (6)
< 1.0 V
> 15.0 V
SF (7)
ATC5B (7)
< 1.0 V
> 15.0 V
SF (8)
ATC5B (8)
< 1.0 V
> 15.0 V
SF (9)
D5-52
D05008
D05008
D5-53
A-12 FAULT IN ACCELERATOR SIGNAL IS DISPLAYED
D5-54
D05008
A-13 FAULT IN TRANSMISSION OIL TEMPERATURE

SENSOR IS DISPLAYED
D05008
D5-55
A-14 FAULT IN PRESSURE CONTROL VALVE

a) Fill switch (clutch ON) is displayed regardless of command
Before carrying out troubleshooting, check that

all the related connectors are properly inserted.
Check pressure control valve and fill switch electrical circuits before attempting mechanical repairs.
Perform checks below first. If problem is still present, perform checks on following page.
Table 1
Connection of connector and fill switch
Service code display
Corresponding
clutch
connector and pin
number
Fill switch
When connected
Fill switch
When Open
Voltage
Resistance
Voltage
Resistance
b032
[E. 3.2,E.C3.2]
H clutch
ATC5A (12) - H. SW
<1V
<1
15 -25 V
> 1 M
b033
[E. 3.3,E.C 3.3]
L clutch
ATC5A (10) - L. SW
<1V
<1
15 -25 V
> 1 M
b034
[E. 3.4,E.C 3.4]
1 clutch
ATC5A (13) - 1. SW
<1V
<1
15 -25 V
> 1 M
b035
[E. 3.5,E.C 3.5]
2 clutch
ATC5A (14) - 2. SW
<1V
<1
15 -25 V
> 1 M
b036
[E 3.6,E.C 3.6]
3 clutch
ATC5A (15) - 3. SW
<1V
<1
15 -25 V
> 1 M
b037
[E. 3.7,E.C 3.7]
4 clutch
ATC5A (11) - 4. SW
<1V
<1
15 -25 V
> 1 M
b038
[E. 3.8,E.C 3.8]
R clutch
ATC5A (16) - R. SW
<1V
<1
15 -25 V
> 1 M
D5-56
D05008
D05008
D5-57
b) Fill switch signal is not input and clutch

slipping is displayed
Measure the clutch oil pressure of the

circuit where the fault is displayed. If the oil pressure is normal, carry out the troubleshooting below.
b-1) Inspecting fill switch signal
Table 1
Connection of connector and fill switch
Service code
display
Corresponding
clutch
b042
[E. 4.2,E.C4.2]
H clutch
b043
[E. 4.3,E.C 4.3]
connector and pin
number
Fill switch
When connected
Fill switch
When Open
Voltage
Resistance
Voltage
Resistance
ATC5A (12) - H. SW
<1V
<1
15 -25 V
> 1 M
L clutch
ATC5A (10) - L. SW
<1V
<1
15 -25 V
> 1 M
b044
[E. 4.4,E.C 4.4]
1 clutch
ATC5A (13) - 1. SW
<1V
<1
15 -25 V
> 1 M
b045
[E. 4.5,E.C 4.5]
2 clutch
ATC5A (14) - 2. SW
<1V
<1
15 -25 V
> 1 M
b046
[E 4.6,E.C 4.6]
3 clutch
ATC5A (15) - 3. SW
<1V
<1
15 -25 V
> 1 M
b047
[E. 4.7,E.C 4.7]
4 clutch
ATC5A (11) - 4. SW
<1V
<1
15 -25 V
> 1 M
b048
[E. 4.8,E.C 4.8]
R clutch
ATC5A (16) - R. SW
<1V
<1
15 -25 V
> 1 M
D5-58
D05008
b-2) Inspecting transmission input shaft speed signal system, H, L clutch (check clutch slip)
is displayed.
When
Go to Troubleshooting A-7b.
b-3) Inspecting transmission output shaft speed signal system, 1-4, R clutch (check clutch slip)
When
is displayed.
Go to troubleshooting of A-7a.
D05008
D5-59
A-15 NO FILL SWITCH SIGNAL

INPUT
(FLOW DETECTOR VALVE)
Carry out troubleshooting of A-13 b-1) Fill switch signal.
Respond to the display as follows: 5.2 4.2
5.3 4.3
5.4 4.4
5.5 4.5
5.6 4.6
5.7 4.7
5.8 4.8
D5-60
D05008
A-16 SHORT CIRCUIT IN PRESSURE CONTROL VALVE

SOLENOID DISPLAYED
or
DISCONNECTION IN PRESSURE CONTROL VALVE
SOLENOID DISPLAYED
Before carrying out troubleshooting,
check that all the related connectors are properly inserted.
Table 1
Display
Measurement location
7.2
9.2
Trouble-shooting 1
Troubleshooting 2
7.3
9.3
Between ATC1 (9) - (19)
Between HPS (1) - (2)
7.4
9.4
Between 1 PS (1) - (2)
7.5
9.5
7.6
9.6
7.7
9.7
7.8
9.8
Between RPS (1) - (2)
Measurement item
Normal value
Resistance
between (1) - (2)
5 - 25
Resistance between
(2) - chassis ground
>1M
Table 2
Display
7.1
9.1
Measurement item
Normal value
Troubleshooting 1
Measurement location
Troubleshooting 2
Resistance between (1) - (2)
30 - 80
Between ATC1(1) (8) (16)
Between LCT(1) (2)
Resistance between (2) - chassis ground
>1M
* b0 [E., E.C] is omitted from the Display column.
D05008
D5-61
D5-62
D05008
A-17 FAULT IN SENSOR CIRCUITS

a) Fault in torque converter oil temperature sensor is displayed

D05008
D5-63
b) Fault in fuel level sensor is displayed
(It takes 30 seconds for the fuel gauge to change 1 level. Take this into account when carrying out troubleshooting).
D5-64
D05008
c) Fault in cooling water temperature sensor is displayed
D05008
D5-65
d) Fault in air pressure sensor is displayed
D5-66
D05008
e) Fault in retarder brake oil temperature sensor is displayed
D05008
D5-67
A-18 WARNING DISPLAY

a) Transmission filter restricted warning displayed
Before carrying out troubleshooting, check that the transmission oil filter is not clogged.
D5-68
D05008
b) Tilt warning is displayed
D05008
D5-69
c) Drop in radiator water level warning is displayed
Before carrying out troubleshooting, check that the cooling water level is not low.
D5-70
D05008
d) Battery charge warning is displayed
D05008
D5-71
e) Steering oil temperature overheat warning is displayed
Before carrying out troubleshooting, check if the steering oil temperature is high.
D5-72
D05008
f) Drop in engine oil pressure warning is displayed
Before carrying out troubleshooting, check if the engine oil pressure is low.
A-18 f) Related electrical circuit diagram
D05008
D5-73
g) Rear brake oil pressure warning is displayed
Before carrying out troubleshooting, check if the

rear brake chamber has reached the end of its stroke.
A-18 g) Related electrical circuit diagram
D5-74
D05008
A-19 FAULT IN ENGINE OIL PRESSURE

SENSOR DISPLAYED
D05008
D5-75
A-20 FAULT IN CONNECTOR CONNECTION DISPLAYED
D5-76
D05008
A-21
a) Torque converter oil temperature overheat warning displayed
This shows that there had been an abnormal rise in the torque
converter oil temperature.
If the rise in the torque converter oil
b) Engine water temperature overheat warning displayed
This shows that there has been an abnormal rise in the

engine water temperature.
If the rise in the engine water temperature is abnormal, see the engine Shop Manual.
c) Air pressure drop warning displayed
This shows that there has been an

abnormal drop in the air pressure.
If the drop in the air pressure is abnormal, carry out troubleshooting H-18.
d) Retarder brake oil temperature overheat warning displayed
This shows that there had been an abnormal rise in the retarder brake oil temperature.
If the rise in the retarder brake oil temperature is abnormal, see the Operation and Maintenance Manual.
D05008
D5-77
e) Engine overrun actuated displayed
This shows that the engine overrun

prevention had been actuated to protect the transmission.
f) Engine overshoot actuated displayed
This shows that there has been engine overshoot (sudden spurt).
D5-78
D05008
MONITOR PANEL TROUBLESHOOTING

(P - Diagnostic Flow Charts)
MONITOR PANEL AND CONTROLLER SELF-DIAGNOSTIC DISPLAY . . . . . . . . . . . . . . . . . . . . . . .D6-3
ACTION TAKEN BY SELF-DIAGNOSTIC DEVICE AND PROBLEMS ON TRUCK . . . . . . . . . . . . . . .D6-4
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-8
P-1 Check pattern for wiring harnesses between modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-8
P-2 Nothing on Monitor Panel Operates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-11
P-3 LH, RH Module and fuel gauge do not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-12
P-4 LH, RH Module and fuel gauge do not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-13
P-5 RH Module does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-14
P-6 LH module does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-15
P-7 Odometer does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-16
P-8 Service meter does not operate correctly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-17
P-9 Central Warning Lamp does not operate, or
monitor panel detects fault code (monitor panel display) [A002] . . . . . . . . . . . . . . . . . . . . . . . . . .D6-18
P-10 Central warning lamp stays ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-19
P-11 Alarm buzzer does not operate. or Monitor Panel detects fault code A003: . . . . . . . . . . .D6-20
P-12 Alarm buzzer continues to sound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-21
P-13 All data from Shift Controller (speedometer, tachometer, shift indicator, etc.) is faulty (nothing is displayed, or display does not change), or
Monitor Panel detects service code A013, or service code A0018: . . . . . . . . . . . . . . . . . . . . . . .D6-22
P-14 Suspension mode, power/economy mode displays are faulty (nothing is displayed, or display does
not change), or Monitor Panel detects service code A016: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-23
P-15 Gauge displays are faulty (nothing is displayed or display does not change) . . . . . . . . . .D6-24
P-16 Cooling water level drop caution lamp does not operate, or
Monitor Panel detects service code A001: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-25
P-17 Cooling water level drop caution lamp stays ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-26
P-18 Emergency steering pilot lamp does not operate, or
monitor panel detects service code A001: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-27
P-19 Emergency steering pilot lamp stays ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-28
P-20 Engine oil pressure drop caution lamp does not operate, or
P-21 Engine oil pressure drop caution lamp stays ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-30
P-22 Exhaust brake (Optional) pilot lamp does not operate, or
P-23 Exhaust brake pilot lamp stays ON (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-32
P-24 Charging circuit fault caution lamp does not operate. or
P-25 Charging circuit fault caution lamp stays ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-34
D06004
Monitor Panel Troubleshooting
D6-1
P-26 Transmission filter clogging caution lamp does not operate, or

monitor panel detects service code A001: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-35
P-27 Transmission filter clogging caution lamp stays ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-36
P-28 Brake stroke caution lamp does not operate, or
P-29 Brake stroke caution lamp stays ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-38
P-30 Preheating switch pilot lamp does not work, or monitor panel detects service code A001: D6-39
P-31 Preheating switch pilot lamp stays ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-40
P-32 Tilt warning lamp does not operate, or monitor panel detects service code A001: . . . . . . D6-41
P-33 Tilt warning lamp stays ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-42
P-34 Body FLOAT (except FLOAT) pilot lamp does not operate, or
P-35 Body FLOAT (except FLOAT) pilot lamp stays ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-44
P-36 Rear brake pilot lamp does not work, or monitor panel detects service code A001: . . . . . D6-45
P-37 Rear brake pilot lamp stays ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-46
P-38 Parking brake pilot lamp does not operate, or monitor panel detects service code A001: D6-47
P-39 Parking brake pilot lamp stays ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-48
P-40 Maintenance caution lamp does not operate, or monitor panel detects service code A001: D6-49
P-41 Maintenance caution lamp stays ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-50
P-42 Steering oil temperature caution lamp does not operate, or
P-43 Steering oil temperature caution lamp stays ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-52
P-46 High beam display does not light up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-53
P-47 Turn signal lamp (right) does not light up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-55
P-48 Turn signal lamp (left) does not light up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-56
P-49 Lamp check switch does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-57
P-50 AISS switch does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-58
P-51 Exhaust brake switch does not operate (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-59
P-52 Mode change switch (1) does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-60
P-53 Mode change switch (2) does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-61
P-54 KPH/MPH speedometer unit selector does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . D6-62
P-55 Improper operation of all switch inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-63
P-56 Monitor panel detects service codes A014 or A019: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-64
P-58 Monitor panel detects service code A011: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-65
D6-2
D06004
MONITOR PANEL AND CONTROLLER

SELF-DIAGNOSTIC DISPLAY
1. After the key switch is turned ON, all lamps
light for 3 seconds during the monitor self-diagnostic test.
3. Press the caution and pilot lamp bulb check

switch at the right side of the dash to verify
bulb operation
2. Refer to Monitor Panel Action Codes and Service Mode Function for the displays indicating
a fault has occurred in any controller or the
monitor panel itself.
No.
SERVICE CODE
FAILURE DESCRIPTION
DISPLAY CONDITIONS
A000
Short circuit in output
Display conditions, display in service

code, trouble data display mode.
A001
Short circuit in lamp output
A002
Short circuit in central warning lamp output
A003
Short circuit in alarm buzzer output
Display when lamp check switch is

pressed for at least 2.5 seconds and
then released.
A011
Fault in network
A012
Network system connection data does not

match
A013
Fault in network transmission controller
A014
Fault in network PMC
A015
Fault in network engine controller
10
A016
Fault in network suspension controller
11
A018
Fault in model selection data
12
A019
Fault in option data
13
A021
Abnormal drop in air pressure
14
A022
Engine cooling temperature overheat warning
15
A023
Torque converter oil temperature overheat

warning
16
A024
Brake oil temperature overheat warning
Display in service code, trouble data

display mode
Display when lamp check switch is

pressed for at least 2.5 seconds and
then released.
SELF-DIAGNOSTIC SERVICE CODE TABLE
D06004
D6-3
ACTION TAKEN BY SELF-DIAGNOSTIC DEVICE AND PROBLEMS ON TRUCK

MONITOR PANEL SYSTEM
FAULT TROUBLESHOOTING
CODE
FAULT CONDITION
POSSIBLE CAUSE
A001
Short circuit in
lamp output
A002
Short circuit in Central

Warning Lamp output
NOTE: Check wiring harness circuits and components listed below for
short circuit, open circuit, etc.
1. Fault between lamp (+) and monitor panel. (Refer to P-16, 18, 20,
22, 24, 26, 28, 30, 32, 34, 36, 38, 40, 42 for troubleshooting
details.)
2. Defective lamp
1. Between (+) DP08 pin 2 and WL pin 2.

2. Defective central warning lamp
A003
Short circuit in alarm

buzzer output
A012
Network system fault
Connection data does

not match
1. Between (+) DP08 pin 2 and BZ pin 2.

2. Defective alarm buzzer
1. Incorrect shift controller model selection setting
1. Between (+) DP05 pin 3, TMD pin 10, and ATC4 pin 6.
2. Between (+) DP05 pin 4, TMD pin 12, and ATC4 pin 12.
A013
Transmission Controller system
3. Between (-) DP05 pin 5, TMD pin 9, and ATC4 pin 10.
4. Between (-) DP05 pin 5, TMD pin 11, and ATC4 pin 10.
5. Defective shift controller
1. Between (+) DP05 pin 3 and PMC pin 1.
A014
PMC system

3. Between (-) DP05 pin 5 and PMC pin 3.
4. Defective PMC
1. Between (+) DP05 pin 3, SU3 pin 9, and SSP1 pin 1.
2. Between (+) DP05 pin 4, SU3 pin 13, and SSP1 pin 12.
A016
Suspension
Controller
3. Between (-) DP05 pin 5, SU3 pin 12, and SSP2 pin 9.
4. Between (-) DP05 pin 5, SU3 pin 14, and SSP2 pin 9.
5. Defective Suspension Controller
1. Incorrect Shift Controller model selection setting.
2. Between (+) DP05 pin 3, TND pin 10, and ATC4 pin 6.
A018
Model selection data
3. Between (+) DP05 pin 4, TND pin 12, and ATC4 pin 12.
4. Between (-) DP05 pin 5, TND pin 9, and ATC4 pin 10.
5. Between (-) DP05 pin 5, TND pin 11, and ATC4 pin 20.
6. Defective Shift Controller.
A019
Option data

4. Defective PMC.
D6-4
D06004
CONDITION WHEN NORMAL

NOTE: Use a DMM to verify voltage or resistance values listed below.
CONTROLLER ACTION WHEN A

FAULT IS DETECTED
1. Other mechatronics caution lamp flashes.

Lamp ON: Voltage between monitor panel con- 2. Displays action code.
3. Applicable lamp forcibly turned OFF.
nector and chassis ground: <0.1 volts
TRUCK SYMPTOMS WHEN A

FAULT IS PRESENT
Applicable lamp always OFF.
Central Warning Lamp ON: Voltage between

DP08 pin 1 and WL pin 2 <0.1 volts.

2. Displays action code.
3. Central Warn. Lamp forcibly turned OFF.
Central Warning Lamp always OFF.
Buzzer ON: Voltage between DP08 pin 2 and

BZ pin 2 <0.1 volts.

3. Alarm buzzer forcibly stopped.
Buzzer does not sound.
Shift Controller model selection setting and

actual mounting condition of Controller in network match.

If the setting is for a truck with the electronic

governor specification, engine output will
decrease and engine speed may not
increase.
1. Resistance between (+) DP05 pin 3, TMD pin 1. Other mechatronics caution lamp flashes.
10, ATC4, pin 6 is 0 ohms.
2. Resistance between (+) DP05 pin 4, TMD pin 3. Display is fixed for all data from Transmission Controller (speedometer, tachometer,
gauges, etc.)
3. Resistance between (-) DP05 pin 5, TMD pin
4. Resistance between (-) DP05 pin 5, TMD pin
For trucks with electronic governor specification, the engine mode switching, the engine
mode selection, or AISS may not work.
Engine output may be reduced or speed may
not increase.
1. Resistance between (+) DP05 pin 3 and

PMC pin 1 is 0 ohms.
3. Resistance between (-) DP05 pin 5 and PMC
pin 3 is 0 ohms.

MOM may not function properly at times. For

trucks with electronic governor specification,
the engine output may be reduced or the
speed may not increase.
1. Resistance between (+) DP05 pin 3, SU3 pin

9, SSP1 pin 2 is 0 ohms.
2. Resistance between (+) DP05 pin 4, SU3 pin
3. Resistance between (-) DP05 pin 5, SU3 pin
4. Resistance between (-) DP05 pin 5, SU3 pin

3. Suspension mode display does not
change or all lamps go out.
In some cases, suspension control is inoperable.
1. Shift Controller model selection setting is cor- 1. Other mechatronics caution lamp flashes.
rect.
2. Resistance between (+) DP05 pin 3, TND pin 3. In addition to 1 & 2, only the speed unit,
turn signal lamp, and high beam pilot lamp
10, ATC4 pin 6 is 0 ohms.
are displayed.
3. Resistance between (+) DP05 pin 4, TND pin
4. Resistance between (-) DP05 pin 5, TND pin
5. Resistance between (-) DP05 pin 5, TND pin
In some cases, the transmission may remain

in neutral or the engine may remain at low
idle.

MOM may not function properly. For trucks

with electronic governor specification, the
engine output may be reduced or speed may
not increase.
D06004

D6-5
CODE
FAULT
CONDITION
A004
Fault in engine control
Refer to "Electrical Troubleshooting".
A005
A006
D6-6
POSSIBLE
CAUSE
FAULT
TROUBLESHOOTING
D06004
CONDITION WHEN NORMAL
D06004
CONTROLLER ACTION WHEN A

FAULT IS DETECTED
TRUCK SYMPTOMS WHEN A

FAULT IS PRESENT
1. Engine mechatronics caution lamp flashes.

3. Engine Stop Lamp (red) flashes.
In some cases, the engine may not start.

Engine output may be reduced or the speed
may not increase.

3. Engine Protection Lamp (blue) flashes.

may not increase.

3. Engine Check Lamp (yellow) flashes.

may not increase.
D6-7
TROUBLESHOOTING
P-1 Check pattern for wiring harnesses between modules
NOTE: When troubleshooting the monitor panel, if
the item in the troubleshooting flow chart or the item
in the "remedy" column indicates "carry out check of
wiring harnesses between modules", refer to the
number displayed in the following tables and check
the female connector of the wiring harnesses
between modules.
The following instructions must be followed when

troubleshooting the monitor panel and associated
components and wire harnesses:
Be certain all harnesses are properly inserted in
the mating connectors.
Before removing any harness connector, be
certain the key switch is in the OFF position.
The key switch must remain in the OFF position
when performing the following checks on the
wiring harnesses.
Be certain truck wheels are blocked to prevent

movement during troubleshooting procedures.
Visually inspect harnesses and connectors for

physical damage, insulation cracks, pin damage
etc.
X
No.
CONNECTOR
Y
PIN No.
SIGNAL NAME
CONNECTOR
PIN No.
DP11
A-1
VB (20V)
DP04
A-2
LCD TX OUT
DP10
A-3
LCD TX IN
A-4
SCK
A-5
LCD LOAD
A-6
DP02
A-7
A-8
LCD COM
RESET
A-9
A-10
DP10
GND
DP04
DP10
DP04
DP10
DP04
DP10
DP04
DP10
DP04
DP12
DP10
DP11
DP08
16
DP05
12
DP12
P/S DATE
DP04
SHIFT/LOAD
DP04
TABLE a. WIRING HARNESS CONTINUITY CHECK

NOTE: Circuit between "X" and "Y" connector must have continuity.
D6-8
D06004
No.
PIN No.
SIGNAL NAME
B-1
VB (20V)
B-2
LCD TX OUT
B-3
LCD TX IN
SCK
B-5
LCD LOAD
B-6
LCD COM
B-7
RESET
P/S DATE
SHIFT/LOAD
B-4
CONNECTOR
DP02
B-8
B-9
DP10
TABLE b. WIRING HARNESS GROUND CHECK

NOTE: Above circuits must be isolated from chassis ground.
D06004
D6-9
X
No.
CONNECTOR
Y
PIN No.
SIGNAL NAME
C-1
CONNECTOR
PIN No.
DP05
12
C-2
C-3
C-4
C-5
C-6
DP05
POWER
SUPPLY
(+24V)
DP02
4
5
C-7
C-8
C-9
C - 10
1
DP10
C - 11
C - 12
C - 13
C - 14
C - 15
DP02
DP02
4
5
VB(20V)
C - 16
C - 17
C - 18
1
DP10
C - 19
C - 20
C - 21
C - 22
C - 23
DP02
DP02
LCD TX OUT
C - 24
C - 25
1
DP10
C - 26
C - 27
DP02
DP02
LCD TX IN
C - 30
C - 33
2
5
C - 34
DP02
DP02
SCK
C - 36
6
7
1
C - 37
DP10
DP02
C - 38
C - 40
6
1
DP10
C - 32
C - 39
5
7
C - 31
C - 35
2
4
C - 28
C - 29
6
DP02
LCD LOAD
C - 41
DP10
C - 42
DP02
C - 43
DP02
LCD COM
1
DP10
C - 44
C - 45
2
1
C - 46
DP02
RESET
DP10
C - 47
DP10
P/S DATE
DP10
TABLE c. HARNESS SHORT CIRCUIT CHECK

NOTE: No continuity should exist between "X" and "Y"
D6-10
D06004
P-2 Nothing on Monitor Panel Operates

Before troubleshooting, verify all connectors related to the wiring harnesses between the modules are properly
inserted.
Refer to P-1 for Table b.
D06004
D6-11
P-3 LH, RH Module and fuel gauge do not operate

inserted.
Refer to P-1 for Table b.
D6-12
D06004
P-4 LH, RH Module and fuel gauge do not operate

inserted.
Refer to P-1 for Table a or b.
D06004
D6-13
P-5 RH Module does not operate

inserted.
Refer to P-1 for Table a.
D6-14
D06004
P-6 LH module does not operate

inserted.
Refer to P-1 for Table a and b.
D06004
D6-15
P-7 Odometer does not operate

inserted.
D6-16
D06004
P-8 Service meter does not operate correctly

inserted.
D06004
D6-17
P-9 Central Warning Lamp does not operate, or monitor panel detects fault code (monitor panel display) [A002]
inserted.
D6-18
D06004
P-10 Central warning lamp stays ON

inserted.
D06004
D6-19
P-11 Alarm buzzer does not operate. or Monitor Panel detects fault code A003:
inserted.
D6-20
D06004
P-12 Alarm buzzer continues to sound

inserted.
D06004
D6-21
P-13 All data from Shift Controller (speedometer, tachometer, shift indicator, etc.) is
faulty (nothing is displayed, or display does not change), or Monitor Panel detects
service code A013, or service code A0018:
inserted.
D6-22
D06004
P-14 Suspension mode, power/economy mode displays are faulty (nothing is displayed,
or display does not change), or Monitor Panel detects service code A016:
inserted.
D06004
D6-23
P-15 Gauge displays are faulty (nothing is displayed or display does not change)
inserted.
Refer to P-1 for Tables a and b.
D6-24
D06004
P-16 Cooling water level drop caution lamp does not operate, or Monitor Panel detects
service code A001:
inserted.
D06004
D6-25
P-17 Cooling water level drop caution lamp stays ON

inserted.
D6-26
D06004
P-18 Emergency steering pilot lamp does not operate, or monitor panel detects service
code A001:
inserted.
D06004
D6-27
P-19 Emergency steering pilot lamp stays ON

inserted.
D6-28
D06004
P-20 Engine oil pressure drop caution lamp does not operate, or monitor panel detects
service code A001:
inserted.
D06004
D6-29
P-21 Engine oil pressure drop caution lamp stays ON.

inserted.
D6-30
D06004
P-22 Exhaust brake (Optional) pilot lamp does not operate, or monitor
panel detects service code A001:
inserted.
D06004
D6-31
P-23 Exhaust brake pilot lamp stays ON (Optional)

inserted.
D6-32
D06004
P-24 Charging circuit fault caution lamp does not operate. or monitor
panel detects service code A001:
inserted.
D06004
D6-33
P-25 Charging circuit fault caution lamp stays ON

inserted.
D6-34
D06004
P-26 Transmission filter clogging caution lamp does not operate, or monitor panel
detects service code A001:
inserted.
D06004
D6-35
P-27 Transmission filter clogging caution lamp stays ON

inserted.
D6-36
D06004
P-28 Brake stroke caution lamp does not operate, or monitor panel detects service code
A001:
inserted.
D06004
D6-37
P-29 Brake stroke caution lamp stays ON

inserted.
D6-38
D06004
P-30 Preheating switch pilot lamp does not work, or monitor panel detects service code
A001:
inserted.
D06004
D6-39
P-31 Preheating switch pilot lamp stays ON.

inserted.
D6-40
D06004
P-32 Tilt warning lamp does not operate, or monitor panel detects service code A001:
inserted.
D06004
D6-41
P-33 Tilt warning lamp stays ON.

inserted.
D6-42
D06004
P-34 Body FLOAT (except FLOAT) pilot lamp does not operate, or monitor panel detects
service code A001:
inserted.
D06004
D6-43
P-35 Body FLOAT (except FLOAT) pilot lamp stays ON.

inserted.
D6-44
D06004
P-36 Rear brake pilot lamp does not work, or monitor panel detects service code A001:
inserted.
D06004
D6-45
P-37 Rear brake pilot lamp stays ON

inserted.
D6-46
D06004
P-38 Parking brake pilot lamp does not operate, or monitor panel detects service code
A001:
inserted.
D06004
D6-47
P-39 Parking brake pilot lamp stays ON

inserted.
D6-48
D06004
P-40 Maintenance caution lamp does not operate, or monitor panel detects service code
A001:
inserted.
D06004
D6-49
P-41 Maintenance caution lamp stays ON

inserted.
Always connect any disconnected connectors before going on to the next step
D6-50
D06004
P-42 Steering oil temperature caution lamp does not operate, or monitor panel detects
service code A001:
inserted.
D06004
D6-51
P-43 Steering oil temperature caution lamp stays ON

inserted.
D6-52
D06004
P-46 High beam display does not light up

inserted.
Refer to the following page for related electrical circuit diagrams.
D06004
D6-53
P-46 High beam display does not light up (Continued from previous page)
D6-54
D06004
P-47 Turn signal lamp (right) does not light up

inserted.
D06004
D6-55
P-48 Turn signal lamp (left) does not light up

inserted.
D6-56
D06004
P-49 Lamp check switch does not operate

inserted.
D06004
D6-57
P-50 AISS switch does not operate

inserted.
D6-58
D06004
P-51 Exhaust brake switch does not operate (Optional)

inserted.
D06004
D6-59
P-52 Mode change switch (1) does not operate

inserted.
D6-60
D06004
P-53 Mode change switch (2) does not operate

inserted.
D06004
D6-61
P-54 KPH/MPH speedometer unit selector does not operate

inserted.
D6-62
D06004
P-55 Improper operation of all switch inputs

inserted.
D06004
D6-63
P-56 Monitor panel detects service codes A014 or A019:
inserted.
D6-64
D06004
P-58 Monitor panel detects service code A011:
The monitor panel saves trouble data for problems detected as [A013], [A014], [A015], [A016], [A018], or
[A019] together as service code [A011].
If [A013], [A014], [A015], [A016], [A018], or [A019] are currently being detected, carry out repairs according to
the respective troubleshooting.
If [A013], [A014], [A015], [A016], [A018], or [A019] are not currently being detected, the system has been reset
so the condition is normal.
The monitor panel saves trouble data for problems detected as [A001], [A002], or [A003] together as fault code
[A000].
If [A001], [A002], or [A003] are currently being detected, carry out repairs according to the respective
troubleshooting.
If [A001], [A002], or [A003] are not currently being detected, the system has been reset so the condition is
normal.
D06004
D6-65
NOTES
D6-66
D06004
SECTION D7
ENGINE ELECTRONIC DIAGNOSTIC SYSTEM
INDEX
ENGINE ELECTRONIC DIAGNOSTIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D7-3

SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D7-3
Engine Shutdown Light (Stop Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D7-4
Engine Maintenance Light (Check Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D7-4
Engine Maintenance Light (Protect Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D7-4
Fault Check Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D7-4
Fault Scroll Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D7-4
Determining Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D7-5
EXITING THE DIAGNOSTICS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D7-5
FAULT CODE INFORMATION (T01-001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D7-6
ELECTRICAL SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D7-9
SENSOR SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D7-9
D07003
Engine Electronic Diagnostic System
D7-1
NOTES
D7-2
D07003
ENGINE ELECTRONIC DIAGNOSTIC SYSTEM

SYSTEM DESCRIPTION
The following information relates to the engine electronic diagnostic system. The controls are located on
the Operator's center console (items 7, 8, 9, 11, &
12, Figure 7-1).
If an abnormal engine condition develops, the control
system will record a fault code associated with that
condition. By use of a series of indicator lamps and
switches, the system will display the numerical fault
code.
When the keyswitch is

turned On, the lamps (7,8,
9) should illuminate for
about 2 seconds and then
turn Off, if no faults are
detected in the system.
This is a system lamp test.
If a light remains On, or

if a light flashes, then
active faults have been
detected by the system
and the engine should
not be started until the
condition has been corrected.
Refer to DETERMING FAULT CODES.
During engine operation, if a fault is detected in the

system, a light associated with that condition will turn
on and stay on for warning faults, or it will turn on
and flash for more severe faults that can affect
engine operation and require immediate attention.
Warning faults (light On) are ones that require

attention in the near future, but in most conditions
will not greatly affect performance.
FIGURE 7-1. CENTER CONSOLE
1. Transmission Range Selector (Shift Lever)
2. Shift Limiter Switch
3. Power Mode Selector Switch
4. Emergency Steering Switch
5. Emergency Brake Lever
6. Parking Brake Valve Lever
7. Engine Shutdown Warning Light
8. Engine Maintenance Light
10. This space not currently used.
11. Engine Fault Code Switch
12. Engine Diagnostic Switch
D07003
Severe faults (light FLASHING) are ones that

require immediate attention, because the engine
could be significantly affected.
Active fault conditions MUST be corrected as

soon as possible.
D7-3
Engine Shutdown Light (Stop Engine)
Fault Check Switch
(7, Figure 7-1)
(11, Figure 7-1)

When illuminated, this red
engine shutdown light indicates
that a serious engine problem
exists.
The fault can be engine disabling. Stop the truck in a safe area, as soon as possible. Shutdown the engine and notify maintenance
personnel immediately.
This fault check switch, when moved to the ON

(down) position, may be used to activate the engine
electronic control system diagnostic codes. When the
system detects a fault and one of the indicator lamps
(7, 8, 9) illuminates as previously described, this
switch will permit determination of the kind of fault(s)
detected.
Fault Scroll Switch

(12, Figure 7-1)
Engine Maintenance Light (Check Engine)

(8, Figure 7-1)
This amber/yellow light, when illuminated, indicates an engine fault
exists. Current engine operation
may proceed, but the machine
should be scheduled for checkout/repair as soon as practical.
Engine Maintenance Light (Protect Engine)

(9, Figure 7-1)
This fault scroll switch may be used to scroll through

the recorded faults held in memory. It will display
only active fault codes.
To display the next active fault code, move the switch
lever to the up position momentarily and release
(switch is spring-loaded to the center OFF position).
Activating the switch again will advance to the next
fault code, etc. Once all active fault codes have been
displayed, the fault code display sequence will be
repeated, starting from the first fault code.
Moving the switch lever to the down position momentarily and releasing, permits the system to scroll (as
described above) backwards through the fault list.
This blue engine maintenance

light, when illuminated, indicates
an "out-of-range" condition exists
within the fuel temperature, coolant, oil, or intake air system(s) of
the engine.
The light may show initially as a constant On, but will

go to flashing On, if the condition is allowed to get
worse. Serious engine damage will occur if operation
is continued without correcting the fault.
D7-4
D07003
EXITING THE DIAGNOSTICS MODE
Determining Fault Codes

1. To determine an active fault, turn the keyswitch
to the OFF position and wait until the engine
completely stops.
Starting the engine, or turning the keyswitch to the

OFF position, will exit the diagnostics fault flash
mode.
2. Turn keyswitch to ON position (engine NOT

running) and hold the fault check switch (11) in
the ON position.
If active fault codes have been determined as

described previously, refer to the appropriate
Komatsu engine manual.
3. If there is an active fault:

a. The amber/yellow Engine Maintenance light
(8) will flash once.
b. There will be a 1-2 second pause, and then
the red engine shutdown light (7) will flash
out the three digit diagnostic code.
Each digit is indicated with up to nine light
flashes for each digit. There is a short pause
between each digit of the fault code.
c. After all three digits are flashed, the yellow
lamp will flash once, and then the red lamp
will repeat the same fault code sequence as
before.
4. The system will continue to flash the same fault

code until the fault scroll switch (12) is activated
again.
D07003
D7-5
FAULT CODE INFORMATION (T01-001)

FAULT
CODE
LAMP
PID (P)
SID (S)
SPN
FMI
111
Red
S254
629
12
Engine will not start.

Error internal to the Electronic Control Module (ECM)
related to the memory or hardware or internal microprocessor communications failures.
113
Yellow
S020
635
3
More than 6.2 amps detected at timing sleeve actuator circuit pin 6 of the engine harness.
No action by the ECM is taken.The engine may have

low power outputs, loud combustion noise, and produce black smoke.
114
Yellow
S020
635
4
Less than 1.0 amp is detected at the timing sleeve actuator

circuit pin 6 of the engine harness.
No action by the ECM is taken.Engine emits white

smoke and loses power.
122
Yellow
P102
102
3
More than 4.72 volts is detected at the intake manifold air

pressure sensor signal pin 45 of the engine harness.
Engine power derate to no-air setting.
123
Yellow
P102
102
4
Less than 0.33 volts is detected at the intake manifold air

Engine power derate to no-air setting.
131
Red
P091
091
3 or 4
More than 4.20 volts is detected at the throttle position signal pin 30 of the OEM interface harness.
Calibration-dependent power and speed derate.
132
Red
P091
091
3 or 4
Less than 0.13 volts is detected at throttle position signal

pin 30 of the OEM interface harness.
133
Red
P091
091
3 or 4
More than 4.82 volts is detected at the remote throttle posi- Calibration-dependent power and speed derate.
tion signal pin 9 of the OEM interface harness.
134
Red
P091
091
3 or 4
Less than 0.12 volts is detected at the remote throttle position signal pin 9 of the OEM interface harness.
135
Yellow
P100
100
3 or 4
More than 4.88 volts is detected at oil pressure sensor signal pin 33 of the engine harness.
Engine protection for oil pressure is disabled.
141
Yellow
P100
100
3 or 4
Less than 0.31 volts is detected at the oil pressure sensor

signal pin 33 of the engine harness.
Engine protection for oil pressure is disabled.
Low oil pressure has been detected. Voltage signal at oil

pressure signal pin 33 of the engine harness indicates oil
pressure lower than 69 kPa (10 psi) at engine speeds less
than 800 rpm; 155 kPa (22.5 psi) at 1200 rpm; 241 kPa (35
psi) above 1600 rpm.
Depending upon calibration, progressive power derate

and engine shutdown with increasing time after alert.
REASON
EFFECT
(Only when fault code is active)
143
Blue
P100
100
1
144
Yellow
P110
110
3
More than 4.95 volts is detected at the coolant temperature

Engine protection for coolant temperature is disabled.
145
Yellow
P110
110
4
Less than 0.21 volts is detected at the coolant temperature

Engine protection for coolant temperature is disabled.
147
Red
P091
091
8
A frequency of less than 150 Hz has been detected at the

frequency throttle signal, pin 14 of the engine harness.
Calibration dependent power and speed derate.
P091
091
8
A frequency of more than 400 Hz has been detected. Voltage signal pin 22 indicates coolant temperature above
100C (212F).
Calibration dependent power and speed derate.
148
Red
151
Blue
P110
110
0
High coolant temperature has been detected. Voltage signal at coolant temperature above 100C (212F).
Calibration dependent progressive power and speed

derated and engine shutdown as temperature
increases over thresholds.
153
Yellow
P105
105
3
More than 4.88 volts is detected at intake manifold air temperature signal pin 34 of the engine harness.
Engine protection for intake manifold air temperature
154
Yellow
P105
105
4
Less than 0.08 volts is detected at intake manifold air temperature signal pin 34 of the engine harness.
Engine protection for intake manifold air temperature
155
Blue
P105
105
0
High intake air manifold temperature has been detected.

Voltage signal at intake manifold air temperature signal pin
34 indicates intake manifold air temperature above 104C
(220F)
Depending on the calibration, a progressive power

and speed derate and engine shutdown as the temperature increases over thresholds.
166
Yellow
S024
733
3
The rack position sensor indicates that the rack position is

greater than a calibrated threshold.
No action by the ECM is taken.
D7-6
D07003
FAULT
CODE
LAMP
PID (P)
SID (S)
SPN
FMI
REASON
172
Red
S023
638
6
Fuel control rack is stuck in a position commanding excessive fueling to the engine
Engine shutdown
173
Yellow
S023
638
7
Fuel control rack is stuck in a position providing adequate,

or less than adequate, fueling to the engine.
No action is taken by the ECM.
184
Red
S233
609
2
Primary and/or secondary ECM identification error.
Module identification at power up will fail, both modules will run as slaves.
221
Yellow
P108
108
3 or 4
More than 4.78 volts is detected at the ambient air pressure

222
Yellow
P108
108
4
Less than 0.20 volts is detected at the ambient air pressure

231
Yellow
P109
109
3
More than 4.72 volts is detected at the coolant pressure

sensor signal pin 24 of the engine harness.
Engine protection for coolant pressure is disabled.
232
Yellow
P109
109
3
Less than 0.33 volts is detected at the coolant pressure

sensor signal pin 24 of the engine harness.
Engine protection for coolant pressure is disabled.
233
Blue
P109
109
1
Low coolant pressure has been detected. Voltage signal at

coolant pressure signal pin 24 of the engine harness indicates coolant pressure lower than 28 kPa (4 psi) at 800
rpm; 41 kPa (6psi) at 1300 rpm; 76 kPa (11psi) at 1800 rpm
kPa (15 psi) above 2100 rpm.

derate and engine shutdown with increasing time after
alert.
234
Red
P190
190
0
Engine speed signals on pin 17 of the engine harness indicate an engine speed greater than 2650 rpm.
The EHAB (fuel shutoff valve) is de-energized,

(closed). The EHAB (fuel shutoff valve) is reenergized
(opened) when engine speed falls below 2130 rpm.
235
Blue
P111
111
1
Low coolant level has been detected. Voltage signal on the

coolant level signal pin 37 of the engine harness indicates
low radiator coolant level in the vehicle.
Calibration-dependent progressive power and speed

derate, and engine shutdown with increasing time
after alert.
252
Yellow
P098
098
2
Low voltage detected at the lubricating oil level sensor sup- No action taken by the ECM.
ply pin 49 of the engine harness.
253
Blue
P098
98
1
Voltage signal on the oil level signal pin 49 of the engine

harness indicates low oil level in the engine.
Engine will not start.
254
Red
S017
632
4
Less than 16.5 volts detected at fuel shutoff valve solenoid

supply pin 43 of the engine harness.
No action is taken by the ECM. Low voltage to the

EHAB will cause it to stop fuel flow to the corresponding pump, and shut down that engine bank.
259
Red
S017
632
7
EHAB (fuel shutoff valve) is open and will not close.
ECM commands rack position to zero, which stops

fueling corresponding engine bank.
342
Red
S253
630
13
The primary and secondary ECM calibrations do not match. Engine will not start.
343
Yellow
S254
629
12
Microprocessor communication error internal to the ECM.
Variable; performance will or will not be affected.
346
OFF
S253
630
12
ECM power down internal data store error.
Power down data (which includes maintenance monitoring, current ECM/engine delta times, and past fault
data) are lost.
415
Blue
P100
100
1
Very low oil pressure has been detected. Voltage signal at Calibration dependent progressive power and speed
oil pressure signal pin 33 of the engine harness indicates oil derate and engine shutdown with increasing time after
alert.
pressure lower than 800 rpm; 121 kPa (17.5 psi) at 1200
rpm; 207 kPa (30 psi) at engine speeds greater than 1600
rpm.
422
Yellow
P111
111
2
Voltage detected simultaneously on both the coolant level

high and low signal pins 27 and 37 of the OEM interface
harness, or no voltage detected on either pin.
431
Yellow
P091
D07003
091,607 Voltage detected simultaneously on both the idle validation,

2 or 4 off-idle and idle-signal pins 25 and 26 of the OEM interface
harness.
EFFECT
No action taken by the ECM.
None on performance.
D7-7
FAULT
CODE
LAMP
PID (P)
SID (S)
SPN
FMI
REASON
EFFECT
Engine will not respond to accelerator.Engine will idle
only.
432
Red
P091
091
13
Voltage detected at idle validation on idle signal pin 26 of

the OEM harness when voltage at accelerator position signal pin 30 of the OEM harness indicates pedal is not at idle,
or voltage detected at idle validation off-idle signal pin 25 of
the OEM harness when voltage at accelerator position signal pin 30 of the OEM harness indicates pedal is at rest.
441
Yellow
P168
168
1
Less than 9 volts battery voltage detected at the engine

harness.
ECM voltage supply approaching a level at which

unpredictable operation will occur.
442
Yellow
P168
168
0
More than 34 volts battery voltage detected at ECM.
ECM damage will occur.
524
Yellow
P113
113
2
Voltage detected at pin 22 of the engine harness is out of

range.
Droop setting defaults to switch position 1 (or normal) pre-programmed droop
527
Yellow
S040
702
3
Less than 17 volts detected at solenoid supply pin 41 of the

engine harness.
528
Yellow
P093
093
3
Voltage detected at pin 39 of the OEM interface harness is

out of range.
Torque curve setting defaults to switch position 2 (or

lowest) pre-programmed torque curve.
551
Yellow
P091
091
2 or 4
555
Blue
P101
101
0
High crankcase blowby pressure has been detected. Voltage signal at blowby pressure signal pin 25 indicates
blowby pressure above 368 mm H20 (14.5 in H20).

derate and engine shutdown with increasing time after
alert.
719
Yellow
P030
101
3
More than 4.94 volts detected at the blowby pressure sensor signal pin 25 of the engine harness.
Engine protection for blowby flow rate is disabled.
729
Yellow
P101
101
4
Less than 0.29 volts detected at the crankcase blowby

Engine protection for blowby flow rate is disabled.
D7-8
No voltage detected simultaneously on both the idle valida- Engine will default to zero percent throttle.
tion off-idle and idle-signal pins 25 and 26 of the OEM interface harness.
D07003
ELECTRICAL SPECIFICATIONS
This information is provided as a diagnostic tool for trained, experienced technicians only. Improper
trouble-shooting or repair can result in severe personal injury or death or property damage. See important instructions in the Engine Service Manual.
DATA LINK
ALL SHORTS TO GROUND
Resistance between positive/negative wires 55 to

65 ohms
No short circuit if more than 100 k ohms

SHORT CIRCUIT TO EXTERNAL VO
ALL CONTINUITY CHECKS
No short circuit if less than 1.5 VDC
No open circuit if less than 10 ohms

RACK ACTUATOR
EHAB (FUEL SHUTOFF VALVE)
Coil Resistance
Internal Resistance 38.5 to 43.5 ohms
7.0 to 9.0 ohms
ESS/EPS VOLTAGE RANGES

Low Signal
Less than 0.4 VDC
High Signal
Greater than 4.5 VDC
SENSOR SPECIFICATIONS
OIL OR COOLANT PRESSURE SENSOR
Torque = 14 N.m [10 ft - lb]
Pressure (kPa)
Pressure (psi)
Voltage (V)
0.39-0.58
172
25
1.39-1.61
344
50
2.39-2.61
517
75
3.39-3.61
689
100
4.39-4.61
AMBIENT AIR PRESSURE SENSOR

Torque = 23 N.m [17 in - lb]
mmHg
inHg
Voltage (v)
259
10.2
1.67-1.99
517
20.4
3.05-3.29
621
24.4
3.58-3.82
776
30.5
4.38-4.62
ALL TEMPERATURE SENSORS

Torque = 14 N.m [10 in - lb]
INTAKE MANIFOLD PRESSURE SENSOR

Torque = 14 N.m [10 ft - lb]
Pressure (kPa)
Pressure (psi)
Voltage (V)
Altitude (m)
Altitude (ft)
Voltage (v)
0.41-0.59
104
15
0.43-0.57
586
85
1.62-1.76
69
10
1.21-1.39
138
20
2.01-2.19
931
135
2.48-2.60
185
3.32-3.46
207
30
2.81-2.99
1276
276
40
3.61-3.79
1620
235
4.15-4.33
4.41-4.59
1725
250
4.41-4.59
345
D07003
50
D7-9
NOTES
D7-10
D07003
SECTION D8
HYDRAULIC AND MECHANICAL SYSTEMS TROUBLESHOOTING
INDEX
HYDRAULIC AND MECHANICAL SYSTEMS TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-3

H-1 Truck does not move . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-3
H-2 Truck does not travel smoothly (truck jerks) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-5
H-3 Lock-up clutch cannot be disengaged (engine stalls) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-5
H-4 Excessive shock when starting to move or shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-5
H-5 Transmission does not shift up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-6
H-6 Truck lacks power or speed when moving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-7
H-7 Time lag is excessive when starting to move, or shifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-11
H-8 Torque converter oil temperature is high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-13
H-9 Torque converter oil pressure is low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-14
H-10 Front brakes are ineffective, or effective only on one side . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-15
H-11 Rear brakes are ineffective, or effective on one side only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-16
H-12 Steering wheel is difficult to turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-17
H-13 Steering wheel is inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-18
H-14 Steering wheel vibrates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-18
H-15 Hoist cylinder lacks lifting force (lifting speed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-19
H-16 Hoist cylinders do not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-21
H-17 Excessive dump body hydraulic drift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D8-23
H-18 Air pressure does not increase
(low-pressure buzzer does not turn off. Air pressure does not increase to green range.) . . . . . . . . . .D8-24
D08003
Hydraulic and Mechanical Systems Troubleshooting
D8-1
NOTES
D8-2
D08003
HYDRAULIC AND MECHANICAL SYSTEMS TROUBLESHOOTING

H-1 Truck does not move
Checks before troubleshooting
Is the transmission oil level correct?
Ask the operator the following questions:

Did the problem suddenly happen?
YES = Internal seizure, damage
When this happened, was there any abnormal

noise?
YES = Broken part
No.
1
Is the torque converter, transmission input shaft

broken? (Check with the transmission input
shaft speed sensor.)
Is the drive shaft broken?
Are the brakes dragging?
PROBLEM
Abnormal noise from between pump and filter
CAUSE
a. Clogged strainer
Clean
b. Air sucked in at suction side of pump
Repair
a. Defective pump
Truck does not start in any gear range.

(Item No. 1 is normal)
Truck starts normally in certain gear range
Truck does not move when oil temperature rises
b. Drop in pressure of main relief valve

(torque converter valve)
Low at every gear

range
Transmission oil pressure is

low
Replace
d. Internal torque converter damage
Replace
e. Defective speed sensor
Replace
a. Defective ECMV
Replace
b. Defective transmission clutch seal ring, groove
Replace
c. Seized transmission clutch
Replace
d. Defective speed clutch (oil leak)
Replace
e. Defective shaft seal ring in speed clutch circuit
Replace
f. Internal transmission damage
Replace
g. Defective speed sensor
Replace
a. Defective pump
Replace
Replace
c. Defective speed clutch (oil leak)
Replace
d. Defective shaft seal ring in speed clutch circuit
Replace
Repair
c. Drop in pressure of main relief valve

Repair or replace
Replace
c. Defective speed clutch (oil leak)
Replace
d. Defective shaft seal ring in speed clutch circuit
Replace
When pressure pickup port plug is removed and

engine is cranked, no oil comes out.
a. Pump does not turn (defective PTO)
Modulation pressure is abnormal
a. Defective ECMV
10
Hydraulic pressure at pump outlet port is low
a. Drop in pressure of main relief valve

D08003
Replace
Indicator is unstable a. Clogged strainer

and fluctuates excesb. Air sucked in at suction side of pump
sively
Clean
a. Defective ECMV
Becomes lower at
certain speed range
Replace
Repair or replace
c. Internal transmission damage
a. Clogged strainer
5
REMEDY
Clean
Repair
Replace
Replace
Repair or replace
D8-3
CLUTCH
GEAR
RANGE
L
(rotating)
4th
(rotating)
3rd
2nd
1st
R
N
F1
F2
F3
F4
F5
F6
F7
CLUTCH COMBINATION TABLE
D8-4
D08003
H-2 Truck does not travel smoothly (truck jerks)

Transmission hunts.
Lock-up lamp flashes.
CAUSE
REMEDY
Drop in main relief pressure
Refer to H-6
Worn clutch seal ring
H-3 Lock-up clutch cannot be disengaged (engine stalls)

Is the level in transmission case correct?
No.
1
PROBLEM
Lock-up pressure does not drop to 0
CAUSE
a. Improper operation of lock-up solenoid valve
b. Improper operation of lock-up valve
Lock-up clutch is not disengaged even when

lock-up pressure is 0
a. Seized lock-up clutch
Operation of lock-up valve is normal
a. Improper operation of lock-up solenoid valve
Operation of lock-up solenoid valve is normal
a. Improper operation of lock-up valve
REMEDY
Replace
Clean or Replace
Replace
Replace
Clean or Replace
H-4 Excessive shock when starting to move or shifting
Determining Standard
There is some shock, but it is difficult to determine if the shock is excessive or not, so determine if it is excessive in
the following cases:
It is clear that the shock has suddenly become excessive.
The shock is excessive compared with other trucks of the same model.
Cause
Improper operation due to dirt in the ECMV pressure control valve spool or flow detector valve spool. Improper
operation of the of the ECMV proportional solenoid.
Improper operation due to dirt in the in the pressure control valve spool.
D08003
D8-5
H-5 Transmission does not shift up
a. Does not shift up

Shifts on downhill slopes.
CAUSE
REMEDY
Slipping or damaged torque converter lock-up clutch
Repair or replace
NOTE: The above is the most probable cause, but for details, see Torque converter lock-up does not engage.
b. Does not shift up

CAUSE
REMEDY
Improper operation of ECMV for clutch which does not shift up
Clean, repair, or replace
Defective piston seal ring, defective groove for clutch which does not shift up
Replace
Drop in main relief pressure
Adjust, clean, repair, or replace
CLUTCH
GEAR
RANGE
L
(rotating)
4th
(rotating)
3rd
2nd
1st
R
N
F1
F2
F3
F4
F5
F6
F7
D8-6
D08003
H-6 Truck lacks power or speed when moving

a. Problems at all gear ranges
Is the oil level in the transmission case correct?
Is there any external oil leakage from the piping or valve connections?
Is the parking brake, service brake, or retarder dragging?
Checking for problems
Engine high idle speed
Torque converter stall speed
Truck speed
Transmission clutch pressure
Torque converter lock-up pressure
Main relief pressure
.
No.
PROBLEM
CAUSE
a. Clogged strainer
Clean
Repair
a. Defective pump
Torque converter stall speed is high
Torque converter stall speed is low
Adjust, repair, or
replace
c. Defective operation of torque converter relief valve, weak spring
Adjust or replace
d. Cooler, piping beyond torque converter outlet port damaged
Repair or replace
a. Drop in engine performance

b. Defective torque converter stator clutch
Low at every gear

range
Transmission pressure
is low
Replace
Repair
Replace
a. Clogged strainer
Clean
b. Defective pump
Replace
c. Drop in pressure of main relief valve (torque converter valve)
Replace
b. Drop in pressure of main relief valve

e. Internal torque converter damage (turbine rivet broken)

3
REMEDY
Adjust, repair, or
replace
Indicator is unstable and fluctuates

excessively
a. Clogged strainer
Clean
Repair
Low after entering

torque converter
lock-up
a. See "Torque converter lock-up does not engage"
Hydraulic pressure at torque converter inlet

port is low (items 4 - 6 normal)
a. Defective operation of torque converter relief valve, weak spring
Adjust or replace
b. Cooler, piping beyond torque converter outlet port damaged
Repair or replace
Hydraulic pressure at torque converter outlet

port is low (item 7 normal)
a. Cooler, piping beyond torque converter outlet port damaged
Repair or replace
Iron and aluminum particles stuck to strainer

and drain plug of transmission case.
a. Defective torque converter stator clutch
Replace
b. Internal torque converter damage (turbine rivet broken)
Replace
10
Hydraulic pressure at pump outlet port is low
a. Drop in pressure of main relief valve (torque converter valve)
11
When oil temperature rises, oil pressure drops a. Defective pump
D08003
Adjust, repair, or
replace
Replace
D8-7
b. Torque converter lock-up does not engage

YES = Internal seizure, damage
When this happened, was there any abnormal noise?
YES = Broken part

Is there any external oil leakage?
Is current flowing to the lock-up solenoid? (Check using a voltmeter.)
Checking for problems:
Main relief pressure
Lock-up oil pressure
Truck speed
No.
PROBLEM
CAUSE
a. Drop in main relief valve pressure
Main relief pressure is low
With item 1 normal, lock-up pressure is low or "0"
REMEDY
Repair or replace
b. Defective lock-up solenoid
Repair or replace
a. Improper operation of lock-up solenoid valve spool
Repair or replace
b. Improper operation of lock-up valve spool
Repair or replace
c. Cracked lock-up clutch case
Replace
Solenoid is normal in item 2

(proper continuity, no short circuit)
a. Improper operation of lock-up valve spool
Repair or replace
Solenoid is defective in item 2

(no continuity or short circuit)
a. Improper operation of lock-up solenoid valve spool
Repair or replace
With items 1 - 4 normal, lock-up pressure is low
Oil pressure is normal in item 5
a. Worn lock-up clutch disc
Replace
Lock-up pressure is low and main pressure is also low
a. Cracked lock-up clutch case
Replace
Lock-up requires excessive time to engage
a. Worn lock-up clutch piston seal ring
Replace
b. Worn lock-up clutch disc
Replace
a. Improper operation of lock-up valve spool
D8-8
b. Worn lock-up clutch piston seal ring
Repair or replace
Replace
D08003
c)-1 Problems in some gear ranges (troubleshooting without using shift checker)
Is the parking brake, service brake, or retarder dragging?
Truck travel speed
No.
(1)
TRANSMISSION
CONTROLLER
SELF-DIAGNOSTIC
DISPLAY
PROBLEM
F1 is normal, but F2 is defective
2.5
3.5
4.5
4.5
1
(2)
Returns to normal when replaced

with any ECMV except 2nd.
(1)
F2 is normal, but F1 is faulty
2.4
3.4
4.4
5.4
2
(2)

with any ECMV except 1st.
(1)
F1 and F2 are normal, but F3 is

faulty
3
(2)

with any ECMV except H.
(1)
F1, F2, and F3 are normal, but F4

is faulty
4
(2)

with any ECMV except 3rd.
(1)
F1 - F5 are normal, but F6 is faulty
2.2
2.6
2.7
3.2
3.6
3.7
4.2
4.6
4.7
5.2
5.6
5.7
5
(2)

with any ECMV except 4th.
(1)
F3, F5, and F7 are normal, but oth- 2.3

ers are faulty
6
(2)

(1)
Only R is faulty
2.8
7
(2)

3.3
3.8
4.3
4.8
5.3
5.8
CAUSE
REMEDY
a. 2nd clutch disc worn or seized, seal ring worn
Replace
b. Improper operation of 2nd clutch ECMV
Replace
a. Improper operation of 2nd clutch ECMV
Replace
a. 1st clutch disc worn or seized, seal ring worn
Replace
b. Improper operation of 1st clutch ECMV
Replace
a. Improper operation of 1st clutch ECMV
Replace
a. H clutch disc worn or seized, seal ring worn
Replace
b. Improper operation of H clutch ECMV
Replace
a. Improper operation of H clutch ECMV
Replace
a. 3rd clutch disc worn or seized, seal ring worn
Replace
b. Improper operation of 3rd clutch ECMV
Replace
a. Improper operation of 3rd clutch ECMV
Replace
a. 4th clutch disc worn or seized, seal ring worn
Replace
b. Improper operation of 4th clutch ECMV
Replace
a. Improper operation of 4th clutch ECMV
Replace
a. L clutch disc worn or seized, seal ring worn
Replace
b. Improper operation of L clutch ECMV
Replace
a. Improper operation of L clutch ECMV
Replace
a. R clutch disc worn or seized, seal ring worn
Replace
b. Improper operation of R clutch ECMV
Replace
a. Improper operation of R clutch ECMV
Replace
NOTE:
Remove all dirt and mud from around the ECMV, and clean it before replacing.
After replacing, tighten ECMV mounting bolts to 2.8 - 3.5 kg.m (20 - 25 ft. lbs) torque
D08003
D8-9
CLUTCH
GEAR
RANGE
L
(rotating)
4th
(rotating)
3rd
2nd
1st
R
N
F1
F2
F3
F4
F5
F6
F7
D8-10
D08003
H-7 Time lag is excessive when starting to move, or shifting gear

Is there any external oil leakage from the piping or valve joints?
Is operation of control valve normal?
Refer to Standard Value Tables to check if the time lag is actually excessive.
No.
PROBLEM
Noise comes from pump
There is a time lag when transmission is placed in any

speed range
CAUSE
Clean
Repair
a. Clogged strainer
Clean
b. Defective pump
Repair or replace
a. 2nd clutch disc worn or defective seal ring, worn groove

3
F1 is normal, but there is time lag when shifting to F2
Replace
a. 1st clutch disc worn or defective seal ring, worn groove
Replace
F2 is normal, but there is time lag when shifting to F1
F1 and F2 are normal, but there is time lag when shift- a. H clutch disc worn or defective seal ring, worn groove
ing to F3
b. Improper operation of H clutch ECMV
F1, F2 and F3 are normal, but there is time lag when

shifting to F4
b. Improper operation of 1st clutch ECMV
b. Improper operation of 3rd clutch ECMV
Replace
b. Defective shaft seal ring in speed clutch circuit
Replace
Replace
Replace
F3, F5 and F7 are normal, but there is time lag when in a. L clutch disc worn or defective seal ring, worn groove
other speed ranges
b. Improper operation of L clutch ECMV
Replace
a. R clutch disc worn or defective seal ring, worn groove
Replace
b. Improper operation of R clutch ECMV
Replace
There is a time lag in R

Transmission modulating pressure low when placed in
c. Defective pump
any gear range
d. Drop in main relief valve pressure
a. Clogged strainer
11
Repair
c. 4th clutch disc worn or defective seal ring, worn groove
a. Clogged strainer
10
Replace
Replace
d. Improper operation of 4th clutch ECMV

8
Replace
Replace
a. 3rd clutch disc worn or defective seal ring, worn groove
a. Speed clutch oil leak

F1 - F5 are normal, but there is time lag when shifting
to F6
Replace
b. Improper operation of 2nd clutch ECMV
REMEDY
a. Clogged strainer
Torque converter oil temperature goes above operating range

c. Defective pump
D08003
Replace
Clean
Repair
Repair or replace
Repair or replace
Clean
Repair
Repair or replace
D8-11
CLUTCH
GEAR
RANGE
L
(rotating)
4th
(rotating)
3rd
2nd
1st
R
N
F1
F2
F3
F4
F5
F6
F7
D8-12
D08003
H-8 Torque converter oil temperature is high

Does the oil temperature go up when torque converter is stalled and go down when torque converter is not
stalled?
Yes = Normal (incorrect selection of speed range)
Is oil level in transmission or steering case normal?
Use Standard Value Table to determine if torque converter oil temperature is actually high.
NOTE: If oil temperature is normal but oil temperature gauge on truck goes above operating range, the gauge is
defective and should be replaced.
No.
PROBLEM
Pump makes abnormal noise when oil temperature is

low
a. Clogged strainer
CAUSE
High idle and low idle speeds are low
a. Oil leakage inside torque converter (defective seal ring,

loose bolt, crack in pump, turbine)
Repair or replace
Torque converter outlet port oil pressure is low

Repair or replace
Torque converter inlet port oil pressure is low
a. Defective torque converter relief valve
Repair or replace
Transmission modulating pressure is low
Excessive leakage inside torque converter
REMEDY
Clean
Repair
a. Clogged strainer
Clean
Repair
c. Defective pump
Replace
Repair or replace
NOTE: If troubleshooting shows all above items are normal, the pump filter is
clogged and should be replaced.
D08003
D8-13
H-9 Torque converter oil pressure is low

Is oil level in transmission case correct?
Is there any external oil leakage from the piping or valve joints?
Pump outlet port oil pressure
No.
CAUSE
REMEDY
Noise comes from pump
PROBLEM
a. Clogged hydraulic pump suction strainer or suction of air

into circuit
Clean
Oil pressure is low between pump and relief valve
a. Defective hydraulic pump
Torque converter inlet port pressure is low
a. Drop in pressure of torque converter relief valve
Repair or replace
b. Excessive leakage inside torque converter
Repair or replace
Repair or replace
Transmission and lock-up pressures are normal, but

torque converter inlet pressure is low
a. Excessive leakage inside torque converter
Repair or replace
When pressure of torque converter relief valve is

raised, relief pressure becomes high
a. Drop in pressure of torque converter relief valve
Repair or replace
D8-14
D08003
H-10 Front brakes are ineffective, or effective only on one side

Is oil level in the brake tank correct?
Is there air in the brake oil?
Is there external oil leakage between the brake chamber and wheel cylinder?
Is the air pressure within the operating range?
Air pressure
Brake chamber outlet port pressure
No.
PROBLEM
Oil pressure at master cylinder outlet port is low (outlet

port hose disconnected)
Air pressure at brake chamber inlet port is normal
Air pressure at brake chamber inlet port is low
CAUSE
a. Defective brake valve
Repair or replace
b. Defective relay valve
Repair or replace
c. Clogged, crushed tube between relay valve and brake

chamber
Repair or replace
d. Defective brake chamber seal
Replace
a. Defective brake chamber seal
Replace
b. Clogged, crushed tube between relay valve and brake

chamber
Repair or replace
Repair or replace
Repair or replace

chamber
Repair or replace
Air leakage from brake chamber
Items 1-4 are normal, but there is lack of hydraulic

pressure in wheel cylinder
a. Clogged, crushed tube between relay valve and brake

chamber
Items 1-5 are normal, but brake is ineffective or braking effect is poor
a. Excessive brake disc wear
D08003
REMEDY
Replace
Repair or replace
Replace
D8-15
H-11 Rear brakes are ineffective, or effective on one side only

Is there air in the brake oil circuit?
Is there external oil leakage between the brake chamber and brake?
Is the air pressure within the operating range?
Air pressure
Brake chamber outlet port pressure
No.
PROBLEM
CAUSE
Repair or replace
Repair or replace
Oil pressure at master cylinder outlet port is low (outlet c. Clogged, crushed tube between relay valve and brake
chamber
port hose disconnected)
d. Defective brake chamber seal
e. Defective operation of master cylinder, worn packing
Air pressure at brake chamber inlet port is normal
Air pressure at brake chamber inlet port is low
Repair or replace
Replace
Repair or replace
Replace
b. Defective operation of master cylinder, worn packing
Repair or replace
Repair or replace
Repair or replace

chamber
Repair or replace
Air leakage from brake chamber
Items 1 - 4 are normal, but slack adjuster outlet pressure is low
a. Defective slack adjuster operation
Items 1 - 5 are normal, but brake piston pressure is

low
a. Worn piston seal ring
Excessive contamination of cooling oil
Replace
Repair or replace
Replace
a. Excessive brake disc wear
Replace
a. Worn piston seal ring
Replace
b. Defective floating seal between brake cooling chamber

and final drive
Replace
a. Defective floating seal between brake cooling chamber

and final drive
Replace
Oil level in final drive case rises
In item 7, brake piston oil pressure is normal
10
Items 1 - 5 are normal, but brake is ineffective or brak- a. Excessive brake disc wear
ing effect is poor.
D8-16
REMEDY
Replace
D08003
H-12 Steering wheel is difficult to turn

Is the oil level in the hydraulic tank correct?
Is there any external oil leakage between the pump and steering valve?
Is the steering wheel play correct?
Operating effort of steering wheel
Time required to turn the steering wheel from lock to lock
Relief pressure of steering circuit
No.
PROBLEM
Circuit pressure is too high at engine low idle or pressure rises to relief pressure
Relief pressure in steering circuit is too low
CAUSE
a. Defective check valve in demand valve
a. Crushed suction tube
Repair
b. Air sucked in at suction end
Repair
c. Clogged strainer
Clean
d. Defective steering pump
Replace
e. Defective hoist pump
Replace
f. Drop in demand valve relief valve pressure or defective

seal
g. Defective steering cylinder
Hoist force is also low
REMEDY
Repair or replace
Adjust, repair, or
replace
Replace
Repair
Repair
c. Clogged strainer
Clean
Replace
Replace
f. Drop in demand valve relief valve pressure or defective

seal
Adjust, repair, or
replace
Item 3 is normal and sound of oil blowing through relief a. Drop in demand valve relief valve pressure or defective
valve is heard
seal
Adjust, repair, or
replace
Relief pressure is low at end of cylinder stroke (items 1 a. Defective steering cylinder
- 4 are normal)
Abnormal noise comes from between pump and filter
a. Air sucked in at suction end
Repair
When steering wheel is turned to right (left) oil flows

out continuously when hose on opposite side is
removed
a. Defective steering cylinder
Replace
Condition is normal at engine low idle
Repair
b. Clogged strainer
Clean
10
11
Pump volume is too low
Item 3 is normal, but speed is slow
Excessive play in steering wheel
D08003
b. Defective steering valve
Replace
Repair or replace
a. Defective steering pump
Replace
b. Defective hoist pump
Replace
a. Defective demand valve spool operation or stuck spool
Repair
b. Defective steering valve
Repair or replace
a. Defective steering valve
Repair or replace
D8-17
H-13 Steering wheel is inoperative

Is the hydraulic tank oil level correct?
Is there any external oil leakage between the pump and steering valve?
Is the steering wheel play correct?
Relief pressure
No.
PROBLEM
Hoist cylinder also does not work
CAUSE
REMEDY
Repair
Repair
c. Clogged strainer
Clean
Replace
Replace
f. Drop in demand valve relief valve pressure or defective seal

g. Improper operation of demand valve spool or stuck spool
Repair
a. Defective pump drive (PTO)
Repair
No oil comes out when pressure pickup port plug and

engine is cranked
Circuit pressure is too high at engine low idle, or pres- a. Improper operation of demand valve check valve
sure rises to relief pressure (item 2 normal)
a. Improper operation of demand valve spool or stuck spool
b. Improper operation of demand valve check valve
Hoist is normal
c. Defective steering cylinder
Repair
Repair
Repair
Replace
d. Defective steering valve
Replace
a. Drop in demand valve relief valve pressure or defective seal

5
Relief pressure is low at end of cylinder stroke (item 4

normal)
Item 5 is normal and sound of oil blowing through relief a. Drop in demand valve relief valve pressure or defective seal
valve is heard
Abnormal noise comes from between pump and filter
Steering wheel operates when engine is at low idle
b. Defective steering cylinder
Adjust, repair,
or replace
Replace
c. Defective steering valve
Adjust, repair,
or replace
Replace
Adjust, repair,
or replace
a. Air sucked in at suction end
Repair
Repair
b. Clogged strainer
Clean
When steering wheel is turned to right (left) and hose

on opposite side is removed, rod does not move, but
oil flows out.
a. Defective steering cylinder
Replace
10
Pump volume is too low
a. Defective steering pump
Replace
11
Excessive play in steering wheel
b. Defective hoist pump
Replace
a. Defective steering valve
Replace
H-14 Steering wheel vibrates

CAUSE
REMEDY
Air in hydraulic oil
Clean
Air leakage inside steering cylinder
D8-18
Repair or replace
D08003
H-15 Hoist cylinder lacks lifting force (lifting speed)

Is the hydraulic tank oil level correct?
Is the control lever actuation normal?
Is the control cable corroded?
When the cable is disconnected at the hoist valve end, does the control lever move normally?
Is there any external oil leakage between the pump and cylinder?
Relief pressure
Body lifting speed
No.
PROBLEM
Steering wheel is also difficult to turn
CAUSE
REMEDY
a. Air sucked in at suction side of pump
Repair
b. Clogged strainer
Clean
c. Crushed suction tube
Repair
d. Drop in performance of hydraulic pump
Replace
e. Drop in performance of steering pump
Replace
f. Drop in demand valve relief valve pressure or defective seal Adjust, clean or
replace
b. Improper operation of demand valve check valve
2
Adjust or
replace
d. Drop in hoist valve safety valve pressure or defective seal
Adjust or
replace
Steering wheel is normal
f. Improper hoist valve check valve operation

g. Defective hoist cylinder
Item 1 is defective and hoist circuit relief pressure is

low
Repair
c. Drop in hoist valve relief valve pressure or defective seal
e. Defective hoist valve suction valve seal
Repair
Clean or adjust
Repair
Replace
Repair
b. Clogged strainer
Clean
c. Crushed suction tube
Repair
d. Drop in performance of hydraulic pump
Replace
e. Drop in performance of steering pump
Replace
f. Drop in demand valve relief valve pressure or defective seal Adjust, clean or
replace
4
Item 3 is abnormal and the sound of oil blowing

through relief valve is heard
a. Drop in demand valve relief valve pressure or defective seal Adjust, clean or
replace
Hoist circuit pressure is too high at engine high idle

(items 1 - 4 are normal)
a. Improper operation of demand valve check valve
b. Improper hoist valve check valve operation
Repair
a. Drop in hoist valve relief valve pressure or defective seal
Adjust or
replace
b. Defective hoist cylinder
Replace
Only hoist circuit relief pressure is low
D08003
Repair
D8-19
No.
PROBLEM
CAUSE

a. Drop in hoist valve relief valve pressure or defective seal
Dump body rises irregularly
a. Crushed suction hose
Pump volume is low
10
Excessive hoist cylinder hydraulic drift
REMEDY
Adjust or
replace
Repair
a. Drop in performance of hydraulic pump
Replace
b. Drop in performance of steering pump
Replace
a. Drop in hoist valve safety valve pressure or defective seal
Adjust or
replace
b. Defective hoist valve suction valve seal
Clean or adjust
c. Defective hoist cylinder
Replace
a. Drop in hoist valve safety valve pressure or defective seal
Adjust or
replace
11
External leakage of oil from valve (tank cover

removed)
12
Items 1 - 9 are normal, but dump body lifting speed is

slow
Repair
13
Repair
b. Defective hoist valve suction valve seal
b. Drop in performance of hydraulic pump
D8-20
Clean or adjust
Replace
D08003
H-16 Hoist cylinders do not operate

YES = Seizure, damage to equipment
Had drop in lifting speed or other symptoms appeared before?
YES = Worn parts, deteriorated spring, etc.

Is the oil level in the hydraulic tank correct?
Is the operation of the control levers normal?
When the cable is disconnected at the hoist valve end, does the control lever move normally?
Relief pressure
No.
PROBLEM
No oil comes out of pressure pickup port when plug is

removed and engine is cranked
Steering also does not work
CAUSE
Repair
Repair
b. Crushed pump suction tube
Repair
c. Clogged strainer
Clean
d. Defective hydraulic pump
Replace
e. Defective steering pump
Replace
f. Drop in demand valve relief valve pressure or defective seal
Repair
b. Defective demand valve check valve
Repair
c. Drop in hoist valve relief pressure or defective seal
Adjust, repair,
or replace
d. Drop in hoist valve safety valve pressure or defective seal
Adjust, repair,
or replace
Steering is normal, only hoist is inoperative
e. Defective hoist valve suction valve seal
Repair or
replace
f. Defective hoist valve check valve
Repair or
replace
g. Defective hoist cylinder
Replace
Repair
b. Drop in hoist valve relief pressure or defective seal
Adjust, repair,
or replace
c. Drop in hoist valve safety valve pressure or defective seal
Adjust, repair,
or replace
In item 2, hoist circuit relief pressure is low
D08003
Adjust, repair,
or replace
a. Defective demand valve spool operation or stuck spool
a. Defective demand valve check valve
REMEDY
d. Defective hoist valve suction valve seal
Repair or
replace
e. Defective hoist valve check valve
Repair or
replace
f. Defective hoist cylinder
Replace
D8-21
No.
5
PROBLEM
Only hoist circuit relief pressure is low at engine high

idle
CAUSE
REMEDY
a. Drop in demand valve relief valve pressure or defective seal
Adjust, repair,
or replace
a. Drop in hoist valve relief pressure or defective seal
Adjust, repair,
or replace
b. Drop in hoist valve safety valve pressure or defective seal
Adjust, repair,
or replace
c. Defective hoist valve suction valve seal
Repair or
replace
d. Defective hoist cylinder

7

a. Drop in hoist valve relief pressure or defective seal
Hoist circuit pressure is too high at engine low idle or

pressure rises to relief pressure (items 1 - 5 are normal)
a. Defective demand valve check valve
Works when engine is at low idle

Pump volume is low
10
11
D8-22
When hoist lever is moved to RAISE, and hose on

opposite side is removed, cylinder does not move, but
oil comes out
b. Defective hoist valve check valve
Adjust, repair,
or replace
Repair
Repair or
replace
a. Crushed pump suction tube
Repair
b. Clogged strainer
Clean
a. Defective hydraulic pump
Replace
b. Defective steering pump
Replace
a. Defective hoist cylinder
Replace
D08003
H-17 Excessive dump body hydraulic drift

When the control lever cable is disconnected at the valve end, does the hydraulic drift come within the standard
range?
YES = Cable is corroded or needs lubrication
Hydraulic drift of cylinder
No.
PROBLEM
CAUSE
When engine is stopped and control lever is moved to

RAISE, hydraulic drift becomes excessive
a. Defective hoist cylinder piston ring
Oil continues to flow out

When engine is stopped,
with body fully raised and the
Oil does not continue to
head piping is removed
flow out
a. Defective hoist cylinder piston ring
D08003
b. Defective hoist valve
b. Defective suction valve seal

c. Defective valve spool seal
REMEDY
Replace
Repair or replace
Replace
Repair or replace
Replace
D8-23
H-18 Air pressure does not increase (low-pressure buzzer does not turn off. Air pressure
does not increase to green range.)

Is the air gauge normal?
Is there any air leakage from air piping?
No.
PROBLEM
When compressor outlet port is removed, no air comes out
CAUSE
There is no change even after unloader valve is disassembled and cleaned
a. Defective compressor
Pressure rises when hose between governor and unloader

valve is removed
a. Defective governor
Adjust or replace
Compressor is overheating
a. Crushed tube between compressor and air tank
Repair or replace
Even when pressure gauge indicator rises to green range,

buzzer does not stop (pressure gauge is normal)
a. Defective low-pressure switch
Replace
Air pressure does not rise, but air blows out from safety
valve
a. Defective safety valve
Replace
a. Defective compressor
b. Defective unloader valve
D8-24
REMEDY
Replace
Repair or replace
Replace
D08003
SECTION F
TRANSMISSION
INDEX
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-1
TRANSMISSION OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
DRIVELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
AUTOMATIC SHIFT CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1
F01013
Index
F1-1
NOTES
F1-2
Index
F01013
SECTION F2
TRANSMISSION
INDEX
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-3
TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-4
TORQUE CONVERTER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
TORQUE CONVERTER AND TRANSMISSION HYDRAULIC PIPING . . . . . . . . . . . . . . . . . . . . . . . . F2-7
HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8
MAIN RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
Actuating Pressure: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
TORQUE CONVERTER RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
Actuating Pressure: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
LOCKUP SOLENOID VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-10
LOCKUP VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-11
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-11
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-11
TESTING HYDRAULIC PRESSURE OF TORQUE CONVERTER VALVE . . . . . . . . . . . . . . . . . . . . F2-14
Testing Main Relief Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-14
Testing Hydraulic Pressure At Torque Converter Inlet Port (Relief) . . . . . . . . . . . . . . . . . . . . . . . F2-14
Testing Hydraulic Pressure At Torque Converter Outlet Port (Regulator) . . . . . . . . . . . . . . . . . . . F2-14
Testing Torque Converter Lockup Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-15
TORQUE CONVERTER STALL SPEED CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-15
Preparing For Stall Speed Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-15
F02019
Transmission
F2-1
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-17
TRANSMISSION SHIFT VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-18
ECMV (Electronic Control Modulation Valve) 21
Pressure control valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-21
Flow sensor valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-21
ECMV and proportional solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-21
ECMV and fill switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-21
ECMV REPAIR PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-25
Filter Cleaning Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-25
ECMV Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-26
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-26
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-27
CLUTCH PRESSURE CHECK & ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-29
LUBRICATION RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-31
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-31
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-31
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-32
Transmission Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-32
Transmission Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-34
TRANSMISSION FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-36
Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-36
F2-2
Transmission
F02019
TRANSMISSION
The HD785 Truck utilizes a remote mounted, 7
speed transmission. The TORQFLOW transmission (8, Figure 2-1) consists of a water-cooled, 3element, single-stage, two phase torque converter
(7) and a planetary-gear, multiple-disc clutch transmission which is hydraulically actuated and pressure lubricated for optimum heat dissipation.
A rubber dampened drive line adapter (2), coupling
the engine to the transmission and torque converter,
reduces harmful engine shock and vibration to the
transmission. A lockup system, consisting of a wet,
double-disc clutch, can be actuated in all forward
gears for higher fuel savings.
Operation of the transmission is controlled electronically through inputs from the operator (range selector position, accelerator, etc.) and various sensors
and switches monitoring speeds and operating conditions.
The transmission oil supply is filtered through a
washable strainer located in the transmission sump
and by external, replaceable elements located at
the front of the hydraulic tank. The transmission filter element should be replaced at 500 hour intervals, or sooner, if the warning light indicates high
restriction. Refer to Section P, Lubrication And Service. The transmission oil should be drained, and
the strainer removed and cleaned, every 1000
hours of operation.
FIGURE 2-1. POWERTRAIN

1. Engine
2. Driveline Adapter
3. Front Drive Shaft
4. Steering and Hoist Pump
5. Brake Cooling Pump
6. Torque Converter Transmission
Pump
F02019
Transmission
7. Torque Converter
8. Transmission
9. Rear Drive Shaft
10. Parking Brake
11. Differential Gear
12. Drive Shaft
13. Brakes
F2-3
TORQUE CONVERTER
The torque converter is a 3-element, single-stage,
two phase torque converter with lockup clutch. A
water-to-oil type oil cooler is utilized to dissipate heat
from the oil supply.
Stall ratio: . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4:1.
FIGURE 2-3. TORQUE CONVERTER HOUSING
FIGURE 2-2. TORQUE CONVERTER DRIVE

1. Gear (63 Teeth)
2. Gear (53 Teeth)
Drive
4. Steering and Hoist
Pump Drive
F2-4
5. Torque Converter
and Transmission
Charge Pump Drive
1. Torque Converter
Outlet Temperature
Test Port
2. Torque Converter
Outlet Pressure Test
Port
3. Solenoid Valve
4. Torque Converter
Valve
Transmission
A. From Pump
B. To Transmission Shift
Valve
C. To Transmission
Lubrication
F02019
TORQUE CONVERTER
FIGURE 2-4. TORQUE CONVERTER

1. Front Housing
2. Lockup Clutch Housing
3. Lockup Clutch Piston
4. Disc
5. Plate
6. Turbine
F02019
7. Drive Case
8. Stator
9. Pump
10. Rear Housing
11. Stator Shaft
12. Retainer
Transmission
13. Drain Plug

14. One-way Clutch (Free-Wheel)
15. Gear (56 Teeth)
16. Input Shaft
17. Coupling
F2-5
TORQUE CONVERTER VALVE
FIGURE 2-5. TORQUE CONVERTER VALVE

(External View)
FIGURE 2-6. TORQUE CONVERTER VALVE

(Internal Components)
A: Lockup Pressure Port

B: Main Pressure Port
C: Torque Converter Inlet Pressure Port
F2-6
1. Piston
2. Piston
3. Spool (Lockup Valve)
4. Spool (Main Relief Valve)
5. Piston
6. Spring
7. Body
8. Spool (Torque Converter Relief Valve)
9. Piston
10. Spring
11. Piston
12. Spring
Transmission
F02019
TORQUE CONVERTER AND TRANSMISSION HYDRAULIC PIPING
FIGURE 2-7. TORQUE CONVERTER AND TRANSMISSION PIPING

1. Torque Converter Valve
2. Transmission
3. Breather
F02019
4. Transmission Oil Filter

5. Hydraulic Pump (SAR4-160)
6. Torque Converter Oil Cooler
Transmission
F2-7
HYDRAULIC PUMP
Torque Converter And Transmission
Volume: . . . . . . . . . . . . . . . 162.2 cc/rev (0.042 gpr)

Maximum Pressure: . . . . . . . . 210 kg/cm2 (3000 psi)
Maximum Speed: . . . . . . . . . . . . . . . . . . . . 2200 rpm
FIGURE 2-8. HYDRAULIC PUMP

1. Drive Gear
2. Bracket
3. Oil Seal
4. Side Plate
F2-8
5. Gear Case
6. Cover
7. Driven Gear
Transmission
F02019
MAIN RELIEF VALVE

Function
The main relief valve maintains the main hydraulic
pressure of the transmission valve, lockup valve, and
pilot pressure.
Operation
The oil from the hydraulic pump enters port (A, Figure 2-9), then passes through orifice (2) and goes to
port C.
When the hydraulic pressure in the circuit rises, the
pressure at port C also rises and pushes main relief
spool (1) to the left, in the direction of the arrow. The
oil at port A passes through port B and flows to the
torque converter circuit.
Actuating Pressure:
FIGURE 2-9. MAIN RELIEF VALVE
Engine @ high idle RPM: . . . . . . . . . . 39 2 kg/cm2
1. Main Relief Spool
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (555 29 psi)
2. Orifice
TORQUE CONVERTER RELIEF VALVE

Function
This valve acts to protect the torque converter circuit
from abnormally high pressure.
Operation
The oil from the main relief valve enters port B (Figure 2-10) and then passes through orifice (2) and
goes to port A. When the pressure in the circuit rises,
the pressure at port A also rises, and moves torque
converter relief spool (1) to the right in the direction of
the arrow. The oil at port B flows to port C and goes
to the transmission lubrication circuit.
Actuating Pressure:
Engine @ high idle RPM . . . . . . . . . . . . 8 1 kg/cm2
FIGURE 2-10. TORQUE CONVERTER RELIEF

VALVE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (113 15 psi)
F02019
Transmission
1. Relief Spool
2. Orifice
F2-9
LOCKUP SOLENOID VALVE
FIGURE 2-11. LOCKUP SOLENOID VALVE

1. Cover
2. Coil
3. Spring
4. Plunger
5. Valve seat holder
6. Valve seat
F2-10
7. Spring
8. Valve seat
9. Cap
10. Cable
11. Connector
Transmission
A. From torque converter valve

B. To torque converter valve
C. To torque converter valve
F02019
LOCKUP VALVE
Function
The lockup valve sets the specified pressure for the

lockup clutch hydraulic pressure, and also switches
the lockup clutch.
It has a modulation valve, which engages the lockup
clutch smoothly, and reduces the shock when shifting gears. Furthermore, it prevents the generation of
peak torque in the power train. As a result, the durability of the power train is greatly increased.
The chart in Figure 2-12 illustrates the time delay
incorporated in the electronic control system to delay
lockup as the hydraulic pressure increases.
FIGURE 2-12. LOCKUP VALVE DELAY
Operation
Driving in torque converter range with lockup off

(Refer to Figure 2-13).
When the machine is driving in the torque converter
range, solenoid valve (1) is switched OFF by an electrical signal, and valve (2) is pushed to the right in the
direction of the arrow by the tension of spring (4), so
port B and port P of solenoid valve (1) are opened.
The oil from the pump enters port A of lockup valve
(3), passes through port B and port P of solenoid
valve (1), and goes to port D. Piston (6) is pushed to
the left in the direction of the arrow because of the
hydraulic pressure applied to port D. This force
pushes lockup valve (3), compresses spring (5), and
closes port A to port E.
The oil at port E and port H is drained, and the lockup
clutch is disengaged.
F02019
Transmission
FIGURE 2-13. LOCKUP VALVE OPERATION

1. Solenoid Valve
2. Valve
3. Lockup Valve
4. Spring
5. Spring
6. Piston
F2-11
Driving in direct range with lockup on. (Refer to Figure 2-14 through 2-17):
1. When the machine travels in the direct range

(lockup), solenoid valve (1) is switched ON by
the electrical signal, and valve (2) is pushed to
the left in the direction of the arrow, so port B is
closed, and port P and port C are opened.
As a result, the oil at port D flows from port P of
solenoid valve (1), passes through port C and is
drained. Lockup valve (3) and piston (6) are
pushed to the right by spring (5), and port E are
opened.
FIGURE 2-14. LOCKUP VALVE OPERATION (1)
2. When port A and port E are opened, the oil from

the pump is sent to the lockup clutch. In addition, the oil at port E flows to port F and applies
back pressure to load piston (7).
3. As the hydraulic pressure of the lockup clutch

rises, the pressure of the oil passing through
orifice A and entering port G also rises, and
pushes piston (8).
Because of the reaction force, lockup valve (3)
compresses spring (5) and pushes it to the left
in the direction of the arrow to throttle port A
and port E.
F2-12
Transmission
F02019
4. The oil from port E to port F applies pressure to

load piston (7), and pushes the piston to the
right in the direction of the arrow to compress
spring (5).
Compressed spring (5) pushes lockup valve (3)
to the right in the direction of the arrow, and
opens port A and port E. When this happens,
the increase in hydraulic pressure to the lockup
clutch again increases.
5. By repeating the actions in Steps 3. and 4., the

load on spring (5) is increased, and the hydraulic pressure gradually rises.Finally, when load
piston (7) contacts stopper (9), the rise in
hydraulic pressure stops. The pressure at this
point is the set pressure of the lockup valve.
Set pressure: . . . . . . . . . . . . . . . 16kg/cm2 (230 psi)
F02019
Transmission
F2-13
TESTING HYDRAULIC PRESSURE OF

TORQUE CONVERTER VALVE
Testing Main Relief Pressure
1. Raise the dump body and lock it with safety pin.
The oil is at high temperature. Use caution to prevent burns. Always remove and install the plugs
and hydraulic pressure gauge with the engine
stopped.
2. Raise the transmission oil temperature to 6080 C (140-176 F) and shut down engine.
3. Remove plug (1, Figure 2-20). Install a 60 kg/
cm2 (850 psi) gauge (A, Figure 2-19) in the port.
FIGURE 2-19. TORQUE CONVERTER PRESSURE
4. Start the engine, place the gearshift lever at N.

At high idle, the hydraulic pressure should be:
39 2 kg/cm2 (555 29 psi)
5. Shut down engine, remove gauge and reinstall
plug (1).
Testing Hydraulic Pressure At Torque Converter
Inlet Port (Relief)
1. Perform the main relief pressure test (above)
prior to the next step.
2. With the engine shut down, remove plug (2, Figure 2-20). Install a 25 kg/cm2 (350 psi) gauge in
the port.
3. Start the engine. At high idle, the hydraulic
pressure should be:
8 1 kg/cm2 (113 15 psi).
4. Shut down engine, remove gauge and install
plug.
Testing Hydraulic Pressure At Torque Converter
Outlet Port (Regulator)
1. Raise the transmission oil temperature to 6080 C (140-176 F). Shut down the engine.
cm2 (350 psi) gauge in the port.
3. Start the engine. At high idle, the hydraulic
pressure should be:
4 1 kg/cm2 (57 15 psi)
4. Shut down engine, remove gauge and install
plug.
F2-14
Transmission
FIGURE 2-20. TORQUE CONVERTER TEST

PORTS
1. Main Relief Pressure Port
2. Torque Converter Inlet Pressure Port
3. Torque Converter Outlet Pressure Port
4. Torque Converter Lockup Pressure Port
F02019
Testing Torque Converter Lockup Pressure

Note: Prior to checking lockup pressure, test and
verify main relief pressure is normal.
1. Shut down engine and be certain ignition is
Off.
2. Install the shift checker (Refer to Figure 2-21):
a. Disconnect the chassis harness (6, Figure
2-21) from the transmission control box (4).
7. Press the 4th range button again to return to

neutral (N). Turn shift checker power switch
Off.
8. Shut down the engine and remove the gauge
installed in step 3 and replace port plug.
9. If no further tests are to be performed, the shift
checker may be removed.
a. Disconnect harness connectors (5, Figure
2-21) from chassis harness (6) and remove
shift checker.
b. Connect shift checker harness (3) (white

connectors) to the truck chassis harness
connectors (SC1, SC2, SC3 & SC4)
removed in step a.
c. Be certain shift checker power switch is Off.
Connect harness (3) black connector to
shift checker.
cm2 (850 psi) gauge in the port.
4. Start the engine, allow air pressure to build to
normal operating range and be certain the
parking brake is applied.
5. Turn the shift checker power switch On.
a. Press the 4th range shift button.
b. With the engine at high idle, press the
lockup button to engage the lockup clutch.
The hydraulic pressure should be:
16 0.5 kg/cm2 (230 10 psi).
6. Press the lockup button again to turn lockup
b. Reconnect chassis harness connectors to

transmission control box (4).
TORQUE CONVERTER STALL SPEED

CHECK
Preparing For Stall Speed Check
Prior to running a stall test, insure that all systems
such as exhaust piping, air intake piping, fuel controls, and engine warning systems are all working
properly and within specifications. Insufficient fuel or
restricted piping can affect stall speed.
The automatic transmission develops high torque in
low gear ranges. Therefore, preparations must be
made to shift the transmission to the highest gear
range available to lower output torque.
This allows the truck service brakes to hold the truck
NOTE: If shift checker 799-607-2000 is to be

used on trucks serial number A10190 or
higher, harness connector 799-607-2120 must
be used. Or, use shift checker 799-607-3000
and connect directly to trucks with serial
numbers A10190 & higher.
FIGURE 2-21. SHIFT CHECKER INSTALLATION

4. Transmission Control Box
1. Shift Checker
5. Harness connectors (to Chassis Harness)
(Part No. 799-607-2000 or 799-607-3000)
6. Truck chassis Harness
2. Harness connector
(Transmission Control Box)
(to Shift Checker, see NOTE above)
3. Harness Assembly
F02019
Transmission
F2-15
Personnel and equipment safety is of prime

importance when performing a stall check!
The operator must be seated in position in the
cab at all times during the stall checks.
Personnel other than those performing the
checks must be clear.
The vehicle brakes must be capable of holding
the machine at full power during the stall checks.
Be certain truck is securely blocked prior to testing torque converter stall speed. Wheel chocks
should always be used.
FIGURE 2-22. CHECKING ENGINE SPEED

7. Apply the parking brake, and depress the brake
pedal fully:
a. If shift checker is installed, then turn the shift
checker power switch ON. Use transmission
or the shift checker to shift transmission to
highest range available (F3). See figure 221.
If available, the stall check should be done using

a shift checker, as this will allow the transmission to be shifted to F-3 gear range, thus reducing output torque.
b. If shift checker is NOT installed, move transmission shift lever to "D" (Drive).
8. Keeping all brakes applied, operate the engine
at full throttle and stall the torque converter.
When oil temperature reaches 100C (212F),
return the transmission to "N" and keep the
engine at full throttle.
1. Stop the machine on flat ground and block the

wheels. Turn keyswitch to OFF.
Repeat this procedure until the oil temperatures

in both the torque converter and the transmission are the same.
a. Disconnect the chassis harness (6, Figure 221) from the transmission control box (4).
b. Connect shift checker harness (3) to the
truck chassis harness connectors removed
in step a.
9. With the oil temperature at approximately 80 C

(176 F), measure the stall speed as follows:
a. Apply the parking brake and depress the foot
service brake fully.

Connect harness (3) connector to shift
checker.
b. Use shift checker to set the transmission to

highest range available (or move transmission shift lever to "D") and measure engine
speed with the engine at full throttle.
3. Use an accurate strobe tach or similar device of

known accuracy to verify engine RPM reading
on truck instrument panel.
4. Move shift lever to Neutral and start engine. Be
sure that the "Power Mode" switch on the center console is OFF (out). Raise engine water
temperature and transmission oil temperature
to the normal operating range.
5. Measure the engine high idle and low idle RPM.
If either speed is not according to truck specifications, refer to the appropriate engine manual
and adjust high/low idle speed.
6. Raise the temperature of the hydraulic oil and
transmission oil. Oil temperature ranges:
Hydraulic oil: . . . . . . . 45-55 C (113-131 F)
Transmission: . . . . . 60-80 C (140-176 F)
F2-16
c. Repeat 2 or 3 times.
Converter stall speed: . . . . 2,090 100 RPM
NOTE: The stall speed may vary according to the
following conditions, therefore always measure the
stall speed at the time of delivery.
Variations according to engine serial number.
Variations in engine horsepower due to
atmospheric pressure and temperature.
Variations in parasitic losses from accessories.
Variations due to torque converter features.
Variations due to method of measuring the stall.
10. Return all hook-ups to normal operating condition.
Transmission
F02019
TRANSMISSION
FIGURE 2-23. TRANSMISSION
F02019
1. Speed Sensor Mount Port (input shaft rpm)

2. Speed Sensor Mount Port (intermediate shaft rpm)
3. Input Shaft
4. Transmission Lubrication Relief Valve
5. Speedometer Cable Pickup Port
6. Output Yoke
7. Drain Valve
8. Speed Sensor Mount Port (output shaft rpm)
9. Strainer
A: Low Clutch Port

B: 1st Clutch Port
C: 2nd Clutch Port
D: R Clutch Port
E: 3rd Clutch Port
F: 4th Clutch Port
G: High Clutch Port
H: From Oil Cooler
I:Lube Pressure Test Port
J: From Torque Converter (main circuit)
K: From Torque Converter (lubrication circuit)
L: To Pump (suction)
M: From Torque Converter (sump circuit)
Transmission
F2-17
TRANSMISSION SHIFT VALVES
FIGURE 2-24. TRANSMISSION SHIFT VALVES

1. ECMV (for high clutch)
2. ECMV (for low clutch)
3. ECMV (for 4th clutch)
4. ECMV (for 3rd clutch)
5. ECMV (for reverse clutch)
6. ECMV (for 2nd clutch)
7. ECMV (for 1st clutch)
8. Valve Oil Screen
9. Seat
10. Breather
11. Cover
A. High Clutch Pressure Tap Port
B. Low Clutch Pressure Tap Port
C. 4th Clutch Pressure Tap Port
D. 3rd Clutch Pressure Tap Port
E. Reverse Pressure Tap Port
F. 2nd Clutch Pressure Tap Port
G. 1st Clutch Pressure Tap Port
F2-18
SPEED
RANGE
ECMV
R
F1
1st
2nd
3rd
4th
F2
F3
n
n
F4
F5
n
n
F6
F7
n
n
N
R1
ECMV CLUTCH OPERATION TABLE
Transmission
F02019
TORQUE CONVERTER AND TRANSMISSION HYDRAULIC CIRCUIT DIAGRAM
FIGURE 2-25. HYDRAULIC CIRCUIT DIAGRAM

1. Strainer
2. Hydraulic Pump
3. Transmission Oil Filter
4. Oil Screen
5. ECMV for low clutch
6. ECMV for 3rd clutch
7. ECMV for 2nd clutch
8. ECMV for high clutch
9. ECMV for 4th clutch
F02019
10. ECMV for R clutch

11. ECMV for 1st clutch
12. High clutch
13. Low clutch
14. 4th Clutch
15. 3rd Clutch
16. R Clutch
17. 2nd Clutch
18. 1st Clutch
Transmission
19. Lockup Valve

20. Lockup Solenoid Valve
21. Lockup Clutch
22. Torque Converter Relief Valve
23. Main Relief Valve
24. Oil Cooler
25. Lubrication Relief Valve
26. Transmission Lubrication
F2-19
ECMV (ELECTRONIC CONTROL MODULATION VALVE)
FIGURE 2-26. ECMV (ELECTRONIC CONTROL MODULATION VALVE)

1. Connector
2. Spring
3. Flow Sensor Valve Spool
4. Spring
5. Fill Switch
F2-20
6. Proportional Solenoid
7. Pressure Control Valve Spool
8. Load Piston
9. Spring
Transmission
A: To clutch
B: Drain
C: From Pump
a: Clutch Pressure Measurement
Port
F02019
ECMV (Electronic Control Modulation

Valve)
the ECMV (electronic control modulation valve) consists of two valves: a pressure control valve and a
flow sensor valve.
Pressure Control Valve
The pressure valve contains a proportional solenoid
which takes the current sent from the transmission
controller and the pressure control valve converts
this current into hydraulic pressure. (Refer to Figure
2-27.)
Flow Sensor Valve
This valve is actuated by a trigger from the pressure
control valve, and has the following functions:
1. The valve is opened until the clutch is filled with
oil, thereby reducing the time (filling time) taken
for oil to fill the clutch.
2. When the clutch becomes full of oil, the valve
closes, and sends a signal (full signal) to the
controller to inform that filling is completed.
3. While there is hydraulic pressure applied to the
clutch, it outputs a signal (full signal) to the controller to inform whether there is hydraulic pressure or not.
ECMV and Proportional Solenoid
Each ECMV is equipped with one proportional solenoid.
FIGURE 2-27.
A range: Before Gear Shifting (drained)
B range: Filling Starts (trigger issued)
C range: Filling Completed
D range: Regulation
E range: Filling
The propulsion force shown in the diagram in Figure

2-28 is generated according to the command current
from the controller.
The propulsion force generated by the proportional
solenoid acts on the pressure control valve spool and
this generates the hydraulic pressure shown in the
diagram on the right. In this way, by controlling the
command current, the propulsion force is changed
and this acts on the pressure control valve to control
the oil flow and hydraulic pressure.
ECMV and Fill Switch
Each ECMV is equipped with one fill switch. When
the clutch is completely filled, the flow sensor valve
acts to switch the fill switch on. As a result of this signal, the oil pressure starts to build up.
FIGURE 2-28.
F02019
Transmission
F2-21
Action of ECMV
The ECMV is controlled by the command current
from the transmission controller to the proportional
solenoid, and the output signal of the fill switch. The
relationship between the ECMV proportional solenoid command current and clutch input pressure and
the output signal of the fill switch is as shown in the
diagram in Figure 2-29.
A range: Before gear shifting (drained)
B range: Filling starts (trigger issued)
C range: Filling completed
D range: Regulation
E range: Filling
FIGURE 2-29.
Before shifting gear (drained) (A range of graph)

1. (Refer to Figure 2-30): When no current is being
sent to proportional solenoid (6), the reaction
force for spring (9) of the pressure control valve
pushes pressure control valve spool (7). As a
result, proportional solenoid (6) is pushed pack,
so pressure control valve spool (7) connects the
oil at clutch port C to drain port E and drains the
oil.
In this condition, there is no hydraulic force acting on spool (3) of the flow sensor valve, so the
reaction force of spring (4) for the fill switch
moves flow sensor valve spool (3) away from fill
switch (5), and stops it in a position where it is in
balance with return spring (2) of the flow sensor
valve.
FIGURE 2-30.
F2-22
Transmission
F02019
Starting to fill (trigger command input to pressure control valve) (B range of graph)
1. (Refer to Figure 2-31): When there is no oil
inside the clutch and the trigger current is sent
(maximum current is applied) to proportional
solenoid (6), the proportional solenoid moves
the full stroke and pressure control valve spool
(7) moves to the left. As a result of this, pump
port A and pressure control valve output port B
are opened, and oil passes through orifice "a" of
flow sensor valve spool (3) and starts to fill the
clutch.
FIGURE 2-31.
2. (Refer to Figure 2-32): When this happens, a

pressure difference is created between the
upstream and downstream sides of orifice "a" of
flow sensor valve spool (3). Because of this difference in pressure, flow sensor valve spool (3)
moves to the left and compresses sensor valve
return spring (2).
As a result, flow sensor valve spool (3) opens
pump port D, and oil flows from here through
orifice "a" and goes to the clutch port.
Filling completed (pressure control set to initial

pressure) (C range of graph)
1. (Refer to Figure 2-33): When pump port D of
the flow sensor valve opens, and the oil flows
out from here, a difference in pressure is created between the upstream and downstream
sides of orifice "a" of the flow sensor valve spool
(3). This continues to push flow sensor valve
spool (3) to the left. When this happens, and the
current of proportional solenoid (6) is lowered
momentarily to the initial pressure level, almost
the complete pump pressure comes to bear on
load piston (8). As a result, pressure control
valve spool (7) is pushed back to the right, and
a small amount of oil leaks from pressure control valve outlet port B to drain port E. However,
only a small amount of oil leaks, so almost all of
the oil from the pump flows to the clutch, and
flow sensor valve spool (3) continues to be
pushed to the left.
F02019
Transmission
FIGURE 2-32.
FIGURE 2-33.
F2-23
2. (Refer to Figure 2-34): When the clutch is filled

with oil, the flow of oil from pump port D to
clutch port C stops. The size of areas receiving
pressure on the left and right sides of flow sensor valve spool (3) is different (the area on the
left side is larger), so when the pressure on both
sides becomes the same, the spool is moved by
hydraulic force to the right. When this happens,
pump port D and clutch port C are closed.
Because of this difference in area on the left
and right sides, and the force of return spring
(2) of the pressure control valve, flow sensor
valve (3) compresses fill switch spring (4) and is
pushed to the right. It then contacts fill switch
(5) and transmits the clutch filling completed
signal to the shift controller. At this point, the
current for the initial pressure level is flowing to
proportional solenoid (6), so the hydraulic pressure is set to the initial pressure by pressure
control valve spool (7).
FIGURE 2-34.
Regulating (D range of graph)

1. (Refer to Figure 2-35): When current is sent to
proportional solenoid (6), the solenoid generates a force proportional to the current. This
propulsion force of the solenoid, and the sum of
the propulsion force produced by the hydraulic
pressure at the clutch port applied to load piston
(8), and the reaction force of pressure control
valve spring (9) are regulated so that they are in
balance.The difference in hydraulic pressure
applied to both sides of flow sensor valve spool
(3) pushes the spool to the right, and the fill signal continues to be sent to the transmission
controller.
FIGURE 2-35.
F2-24
Transmission
F02019
ECMV REPAIR PROCEDURE

1. Thoroughly wash and flush debris and dirt from
transmission control valve mounted on top of
transmission.
2. Thoroughly wash and flush the area surrounding the filter assembly (5, Figure 2-36) to prevent the intrusion of sand, mud, dust, paint, etc.
3. Remove mounting nuts (2, Figure 2-36) and
remove the ECMV protective cover (1). Flush
area under cover, taking care not to allow soil,
sand, dust, paint, etc. to enter the ECMV, valve
seats, etc.
Filter Cleaning Procedure
1. Remove the filter assembly protective cover (9,
Figure 2-36) and the temperature sensor (4)
connector (4). Prior to removal of the complete
filter assembly (5) from the valve assembly,
loosen the filter case (8) from the filter head (6)
by rotating counter-clockwise, using the hex nut
at the case tip.
2. Remove the complete filter assembly (5).
NOTE: When the filter assembly is removed from the
valve seat, some oil will flow out of the case on to the
transmission. Be prepared to minimize spillage.
FIGURE 2-36. TRANSMISSION CONTROL VALVE

ASSEMBLY
3. Remove the case (3, Figure 2-37) from the filter

head (1).
4. Remove filter element assembly (2) from head
(1). Remove O-rings (4, 5).
5. Wash all foreign matter from the element with
light oil. Dry element using clean, dry, low pressure air. If element is damaged or cannot be
completely cleaned, replace element.
1. Cover
2. Mounting Nuts
3. Harness
5. Filter Assembly
6. Filter Head
7. Filter Element
8. Filter Case
9. Cover
10. ECMV Assembly
11. ECMV Mounting
Bolts
12. Valve Plate
6. Wash the head (1) and the case (3) with light
oil.
7. Install O-rings (4, 5, Figure 2-37) into head (1)
and on case (3). Insert element (2) into case
(3).
8. Install the case onto head. Tighten case hand
tight.
9. Install the assembled filter assembly onto the
valve seat. Tighten mounting capscrews to
standard torque.
10. Tighten the filter case (3) to 6 to 8 kg.m (43 - 58
ft.lbs.) torque.
11. Install the temperature sensor connector (4,
Figure 2-36) to the harness (3) and install the
protective cover (9).
F02019
Transmission
FIGURE 2-37. FILTER ASSEMBLY

1. Filter Head
2. Filter Element
3. Filter Case
4. O-Ring
5. O-Ring
F2-25
ECMV Removal
1. Remove the paint along the boundary between
the fill switch assembly (16, Figure 2-38) and
the valve body (1) at each ECMV to be
removed.
2. Disconnect the electrical connectors for the fill
switch assembly (16) and solenoid valve (9)
from the harness.
3. Remove the switch and solenoid connectors
from bracket (18).
4. Remove the transmission oil temperature sensor (4, Figure 2-36) from the filter head and test
for proper operation. Refer to Section F6, Sensors, Switches for test procedure and specifications.
Disassembly
1. Before disassembly, flush the ECMV and valve
seat (paint at corners of the mating surfaces
must be removed thoroughly).
NOTE: Do not allow the solenoid connectors, fill
switch connectors, or harness to be exposed directly
to the water, etc.
2. Remove the mounting bolts (8, Figure 2-39)
from the ECMV assembly (10), and separate
the ECMV assembly from valve plate (12).
FIGURE 2-38. ECMV ASSEMBLY

1. Valve Body
2. Plug
3. Plug
4. Pressure Control
Valve
5. Piston
6. Spring
7. Shim
8. O-ring
9. Solenoid Valve
10. Bolt
11. Flow Detection
Valve
3. Remove solenoid connector (2, Figure 2-39)

and fill switch connector (3) from bracket.
Loosen bolts (17). Gently remove the flow sensor valve fill switch (16) and bracket. Be careful
not to let spring (15) fall out of place.
4. Remove cover plate (21, Figure 2-38). Remove
plug (13) by installing a capscrew in the tapped
hole for easier removal. Then, remove the flow
detecting valve spring (12), valve spool (11),
and spring (15).
a. Examine valve body (1) and spool (11) as
well as spring (15) for the existence of plating film pieces and other metallic particles. If
found, remove them.
b. If foreign matter has lodged in the valves or
the pistons, or if their functional movement is
not smooth, recondition them with an oil
stone, etc.
5. Remove spring (6), shims (7), piston (5), and
valve (4) from the pressure control valve. Examine for any trapped foreign matter, seized spool,
or rough movement. Be careful not to lose
shims (7). Keep shims in storage, after confirming their quantity.
12. Spring
13. Plug
14. O-ring
15. Spring
16. Fill Switch
17. O-ring
18. Bracket
19. Bolt
20. Washer
21. Cover Plate
22. O-ring
23. Bolt
NOTE: Protect the valve plate (12, Figure 2-36) and

the valve mating surfaces by applying masking tape,
etc. Prevent dirt/dust from entering the transmission
by covering all openings. Place all removed parts in
storage, being careful not to scratch any part.
6. Remove the proportional solenoid valve (9).
F2-26
Transmission
F02019
Reassembly
Inspect each part thoroughly and confirm that the
part is free from dirt/dust, scratches, etc. Wash all
parts with solvent. Lubricate spools and plungers
with a small amount of transmission oil during
assembly. Be certain to reassemble all spools and
plungers into their original valve body bores.
NOTE: When assembling the valve, make sure that
valve spools move smoothly in the bore.
This work should be performed in a "Clean

Room" or workstation free from dirt, dust, etc.
1. Set the pressure control valve spool (4, Figure
2-39) in the valve body (1). Be certain the valve
movement is smooth, by pushing the valve with
fingers on both ends.
2. Install the solenoid valve (9) together with Oring (8), using 4 bolts (10). Tighten bolt (10) to
1.35 0.15 kgm (9 -11 ft.lbs.) torque.
3. Place the pressure control valve piston (5)
inside pressure control valve spool (4). Make
sure that piston movement is smooth, by pushing the valve with fingers.
4. Install shims (7) and spring (6) in the pressure
control valve. Install O-ring (22, Figure 2-38) in
the valve body.
FIGURE 2-39. ECMV VALVE ASSEMBLY

1. Valve Body
2. Solenoid Connector
3. Fill Switch Connector
4. Pressure Control
Valve Spool
5. Load Piston
6. Spring
7. Shims
8. Mounting Bolt
9. Proportional Solenoid
10. Bolt
11. Flow Sensor Valve
12. Spring
13. Plug
14. Pressure Test Port
15. Spring
16. Fill Switch
17. Bolt
18. Cover Plate
The standard number of shims is: . . . . . . . 3 pcs.

Standard shim pack thickness:. . . . . . . . 0.6 mm
Individual shim thickness:. . . . . . . . . . . . .0.2 mm
NOTE 1: (Refer to Figure 2-39.) When parts (1), (6),

(5), (4), and (9) are all being reused, the same
number of shims removed during disassembly must
be reinstalled. When any of these parts have been
replaced, the standard number of shims (3 ea.)
should be installed. The exact quantity required is
determined when clutch pressure test is performed.
NOTE 2: When only the proportional solenoid valve
(9) is to be replaced, remove cover (18) and make
sure that spring (6) has been positively set in place.
(There is a possibility that the spring can get out of
the valve end when the proportional solenoid valve is
removed.)
F02019
Transmission
F2-27
5. Install the flow sensor valve (11) in valve body

(1). Make certain the valve movement is
smooth, by pushing the valve with fingers on
both ends.
6. Set the flow detecting valve spring (15, Figure
2-38) in place. Install O-ring (17) and position fill
switch (16) and bracket (18) on valve body.
Install 2 bolts (19) and tighten to 3.15 0.35
kgm (20 - 25 ft.lbs.) torque.
11. Install all ECMV's onto the valve seat, making

sure that mounting surfaces are free from dirt/
dust, scratches, etc.
12. Reinstall oil temperature sensor (4, Figure 2-36)
in filter head (6).
13. Secure all electrical connectors to the harness.
14. Check clutch pressure for any ECMV that has
been disassembled for repairs.
7. Install spring (12) in the flow detecting valve.

Install new O-ring (14) on plug (13) and install in
valve body.
8. Install cover plate (21) with 5 bolts (23) and
washers (20). Tighten bolts to standard torque.
9. Assemble the connectors (2, Figure 2-39) and
(3) to the bracket.
10. For each ECMV assembly, install O-rings (3
places) at the valve seats and install with 4 bolts
(8). Tighten bolts (11) to 3.15 0.35 kgm (20 25 ft.lbs.) torque.
F2-28
After any disassembly, reassembly, and/or parts

replacement in the pressure control valve, clutch
oil pressure must be checked and adjusted if
necessary.
Transmission
F02019
CLUTCH PRESSURE CHECK &

ADJUSTMENT
4. Referring to Figure 2-41, install a pressure

gauge at the pressure test port of the ECMV
for the clutch to be tested. The gauge should
be installed directly at the pressure test port
without the use of a hose.
Note: Prior to checking clutch pressure, test and

verify main relief pressure is normal.
5. Start the engine, allow air pressure to build to

normal operating range and be certain the
parking brake is applied.
1. Park truck on a level surface, raise dump body

and lock in raised position with safety pins.
2. Shut down engine and be certain key switch is
Off.
6. With the transmission range selector in "N",

turn the shift checker power switch On.
a. Disconnect the chassis harness (6, Figure

2-40) from the transmission control box (4).
a. Press the clutch operation button for the

desired clutch.
b. Connect shift checker harness (3) (white

connectors) to the truck chassis harness
connectors (SC1, SC2, SC3 & SC4)
removed in step a.
b. With engine at high idle, measure and note

the clutch pressure gauge reading.
c. After reading is obtained, release accelerator and press button selected in step a. to
release clutch.

Connect harness (3) black connector to
shift checker.
7. Shut down the engine and remove the gauge

installed in step 4 and replace port plug.
NOTE: If shift checker 799-607-2000 is to be

used on trucks serial number A10190 or
higher, harness connector 799-607-2120 must
be used. Or, use shift checker 799-607-3000
and connect directly to trucks with serial
numbers A10190 & higher.
FIGURE 2-40. SHIFT CHECKER INSTALLATION

1. Shift Checker
(Part No. 799-607-2000 or 799-607-3000)
3. Harness Assembly
F02019

6. Truck chassis Harness
(Transmission Control Box)
Transmission
F2-29
FIGURE 2-41. CLUTCH PRESSURE TEST PORT IDENTIFICATION

E: Reverse Clutch Pressure Port
F: 2nd Clutch Pressure Port
G: 1st Clutch Pressure Port
A: High Clutch Pressure Port

B: Low Clutch Pressure Port
C: 4th Clutch Pressure Port
D: 3rd Clutch Pressure Port
8. Repeat steps 4 through 7 as necessary to

check other clutch pressures.
9. Compare gauge readings with the following
chart.
11. If a different shim pack is installed, repeat pressure test to verify correct clutch pressure has
been achieved.
PRESSURE
CLUTCH
kg/cm
PSI
16.5 1.5
235 20
16.5 1.5
235 20
4th
16.5 1.5
235 20
3rd
20.5 1.5
290 20
30.5 1.5
435 20
2nd
30.5 1.5
435 20
1st
30.5 1.5
435 20
12. If no further tests are to be performed, the shift

checker (if installed) may be removed.
a. Disconnect harness connectors (5, Figure 240) from chassis harness (6) and remove
shift checker.
b. Reconnect chassis harness connectors to
transmission control box (4).
10. If pressure is outside normal range, the pressure control valve spool shim pack (7, Figure 239) must be increased or decreased.
F2-30
NOTE: One shim (thickness: 0.2 mm) will result in

approximately 0.19 kg/cm2 (2.7 psi) variation in the
oil pressure.(Add shims to increases oil pressure;
remove shims to decrease oil pressure.)
13. Be certain all pressure test port plugs are

installed. Install protective cover on transmission control valve.
Transmission
F02019
FIGURE 2-42. LUBRICATION RELIEF VALVE

1. Valve body
2. Lubrication Relief Spool
a. Lubrication pressure measurement plug
LUBRICATION RELIEF VALVE

Specifications
Function
This valve is installed on the left side of the transmission and prevents abnormal pressure in the transmission lubrication circuit.
F02019
Normal Operating Pressure:

. . . . . . . . . . . . . . . . . . 1.25 0.5 kg/cm2 (18 6 psi)
Cracking pressure: . . . . . . . . . . .2.7 kg/cm2 (38 psi)
Transmission
F2-31
TRANSMISSION
This truck utilizes a Komatsu TORQFLOW remote
mounted transmission. It is a fully automatic shift
transmission equipped with a torque converter. The
transmission has seven speeds forward and one
reverse.
The transmission has a gear driven, front-mounted
power take-off assembly that drives the steering,
hoist, transmission and brake cooling pumps.
Transmission Removal
1. Park truck on a level surface, block wheels and
apply park brake. Raise dump body and install
body holding pins. Move hoist valve to FLOAT
position to put weight of dump body on pins.
Then lock the hoist lever in the hold position.
FIGURE 2-43. ELECTRICAL WIRING

1. Electrical Connectors
2. Brake Cooling Valve
Dump body must be up and safety pins in place.

DO NOT work under raised dump body unless
the body pins are installed.
NOTE: If hydraulic pump or engine is inoperative,

dump body should be raised with a crane so body
holding pins can be installed.
FIGURE 2-44. ELECTRICAL WIRING

1. Oil Level Sensor
2. Electrical Connector
2. Turn keyswitch Off and shut down engine.

3. Drain transmission oil.
4. Drain approximately one third of the brake oil.
5. Tag and disconnect transmission control wiring
connectors (1, Figure 2-43).
6. If equipped, disconnect transmission oil level
sensor connector (2, Figure 2-44).
7. Tag and remove 6 pump outlet hoses (2, Figure
2-45).
F2-32
Transmission
FIGURE 2-45. HYDRAULIC LINES

1. Housing
2. Hydraulic Hoses
F02019
8. Remove transmission pump suction tube (1,

Figure 2-46) Remove clamp (2).
11. On the front drive line, remove drive shaft guard

(1, Figure 2-49) and drive shaft (2).
FIGURE 2-49. FRONT DRIVE LINE

FIGURE 2-46. SUCTION TUBE

1. Suction Tube
2. Drive Shaft
2. Clamp
9. Remove pump tubes (1, Figure 2-47) and (2) for

brake pump.
12. On the rear drive line, remove drive shaft guard

(1, Figure 2-50) and drive shaft (2).
FIGURE 2-50. REAR DRIVE LINE

FIGURE 2-47. BRAKE PUMP TUBES

1. Tube
2. Tube
13. Remove front mount capscrews (1, Figure 251) for transmission assembly.
10. Disconnect pump tubes (1, Figure 2-48) and (2)

for the steering and hoist pump.
FIGURE 2-48. STEERING AND HOIST PUMP

1. Tube
F02019
2. Drive Shaft
2. Tube
FIGURE 2-51. FRONT TRANSMISSION MOUNT

1. Transmission Mount
2. Torque Converter
Transmission
F2-33
Transmission Installation
NOTE: Check the vibration dampener for wear,
damage or deterioration. Replace any rubber
cushions or dampeners in doubtful condition.
Dump body must be up and safety pins in place.

DO NOT work under raised dump body unless
the body pins are installed.
1. Install transmission assembly (1, Figure 2-53).

FIGURE 2-52. REAR TRANSMISSION MOUNT
1. Mount
2. Capscrew
NOTE: See the procedure for centering the engine

assembly and transmission assembly, this section.
2. Install front mount capscrews (1, Figure 2-51)
for transmission assembly. Tighten capscrews
to 56 6 kg.m (406 44 ft. lbs.) torque.
14. Remove rear mount capscrews (2, Figure 2-52)

for transmission assembly.
3. Install rear mount capscrews (2, Figure 2-52)

for transmission assembly. Tighten capscrews
(2) to 56 6 kg.m (406 44 ft. lbs.) torque.
Use a lifting device capable of safely handling
3178 kg (7006 lbs).
4. Install rear drive shaft (2) and drive shaft guard

(1, Figure 2-50). Tighten drive shaft mounting
capscrews to 18 2 kg.m (130 14 ft. lbs.)
torque.
15. Remove torque converter and transmission

assembly (1, Figure 2-53) from the top of the
frame.
5. Install front drive shaft (2) and drive shaft guard

(1, Figure 2-49). Tighten drive shaft mounting
capscrews to 18 2 kg.m (130 14 ft. lbs.)
torque.
6. Connect pump tubes (1, Figure 2-48) and (2) for
the steering and hoist pump.
7. Install brake pump tubes (1 & 2, Figure 2-47).
8. Install transmission pump suction tube (1, Figure 2-46) Remove clamp (2).
9. Install the 6 pump outlet hoses (2, Figure 2-45).
10. If equipped, connect transmission oil level sensor connector (2, Figure 2-44).
11. Connect transmission control wiring connectors
(1, Figure 2-43).
12. Refill the brake oil tank with oil. Refer to Section
P, Lubrication and Service.
FIGURE 2-53. TRANSMISSION REMOVAL

1. Transmission Assembly
F2-34
2. Lifting Chain
Transmission
F02019
13. Refill transmission with oil specified in lube

chart in Section P. Check transmission oil level
with truck level, engine running at low idle, lil at
operating temperature and transmission in neutral. Check the oil level with Bottom sight gauge.
Use the upper sight gauge when the engine has
been stopped for 8 hours or more.
FIGURE 2-54. SHAFT ALIGNMENT
Procedure For Centering The Engine Assembly

And Transmission Assembly
1. Engine End
2. Tool
3. Torque Converter
End
NOTE: When the engine assembly, torque converter

and transmission assembly, or drive shaft have been
removed, the alignment of the engine and
transmission must be checked and adjusted.
1. Install tool (2, Figure 2-54) Part Number 790413-1100, to the couplings at the engine end
and torque converter end.
NOTE: To raise transmission, place shims between

the front mounts and the frame bracket.
FIGURE 2-55. SHAFT ALIGNMENT

1. Engine End
2. Tool
2. While turning coupling at torque converter end,

carry out centering so that tool (2, Figure 2-55
and 2-56) rotates smoothly on both shafts.
Move the torque converter and/or transmission
assembly end when centering.
NOTE: The misalignment should be within 3 mm in

both the up-down and left-right directions. However,
if they are not parallel, the distance at the point
where they are farthest apart must be within 3 mm.
F02019
3. Torque Converter
End
FIGURE 2-56. MAXIMUM SHAFT MISALIGNMENT
Transmission
F2-35
TRANSMISSION FILTER
The transmission filter element (Beta25 = 200) should
be replaced every 500 hours of operation or sooner if
the warning light indicates high restriction. This maintenance interval may be increased or reduced,
depending on operating conditions, by observing the
warning light indicator.
This filter assembly is equipped with a pressure
switch to indicate a high pressure differential (restriction). The switch will close @ 2.5 kg/cm2 (35 psi) bypass pressure. Actual by-pass of the hydraulic fluid
does not occur until 3.5 kg/cm2 (50 psi) by-pass
pressure.
Service
1. Remove drain plug (7, Figure 2-57) and drain
the oil from the filter housing. Tighten plug after
all oil is drained.
2. Unscrew filter bowl (4) from head assembly (1).
3. Remove the element and thoroughly clean and
dry all component parts.
4. Coat a new seal (9) with clean engine oil and
install.
5. Install a new element (5) and install the filter
bowl (4) into the head assembly (1).
6. Start the engine and let it idle for 5 minutes.
Stop engine and check for leaks. Check transmission for proper oil level and adjust if necessary.
FIGURE 2-57. TRANSMISSION FILTER

1. Head Assembly
2. Core Kit
3. Bypass Valve
4. Filter Bowl
5. Filter Element
F2-36
Transmission
6. Pressure Switch
7. Drain Plug
8. O-Ring
9. Seal
F02019
SECTION F3
TRANSMISSION OIL COOLER
INDEX
TRANSMISSION OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3

Removal And Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
TRANSMISSION STRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
TORQUE CONVERTER CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-6
F03010
Transmission Oil Cooler
F3-1
NOTES
F3-2
F03010
TRANSMISSION OIL COOLER

Transmission oil cooler repairs should be performed
by a qualified repair facility. The bottom tank and
gaskets are available as replacement components.
Contact your Komatsu distributor.
The bottom tank of the radiator contains the heat
exchanger for the transmission. If a leak occurs in
the heat exchanger, antifreeze/coolant may contaminate the transmission oil and/or transmission oil may
contaminate the engine cooling system.
If the engine coolant is found to be contaminated with
oil, the system must be examined for leaks and corrected. Then the system must be flushed to remove
oil contamination and refilled with a clean coolant
solution.
If a leak has been found or suspected in the heat
exchanger, the transmission oil must be examined
IMMEDIATELY. Ethylene glycol (even in small
amounts) will damage friction-faced clutch plates.
Contact your Komatsu distributor for ethylene glycol
detection test kits.
If ethylene glycol is found in the transmission oil, the
transmission should be removed, completely disassembled, cleaned and examined, and ALL frictionfaced clutch plates replaced.
TRANSMISSION STRAINER
The transmission oil pan contains two magnetic
strainers. It should be removed and cleaned every
1000 hours.
Removal
1. Drain transmission oil. Be prepared to catch
106 l (28 gal) of oil.
2. Remove capscrews (5, Figure 3-1) and cover
(3).
3. Remove screen\magnet and clean. Replace if
damaged.
Installation
1. Install screen\magnet into transmission oil pan.
2. Install new O- Rings (2) in cover and install
cover with capscrews (5).
3. Fill transmission with oil. Refer to fuel, coolant
and lubricants table for type of oil to use.
Removal And Installation

Refer to Section C, Cooling System for the removal
and installation of the radiator.
Repair
Repairs to transmission cooler and wet disc brake
heat exchanger should be done by a qualified repair
facility
The wet disc brake heat exchanger is also mounted
below the radiator tank. Refer to Section C, Cooling
System for removal and repair.
F03010
FIGURE 3-1.
1. Screen\Magnet
2. O-Ring
3. Cover
4. Washer
5. Capscrew
F3-3
TORQUE CONVERTER CONTROL

VALVE
Removal
1. Raise the dump body and lock with the safety
pin.
2. Remove cover (2, Figure 3-2) and hose (1).
3. Disconnect lockup solenoid valve wiring connector (1, Figure 3-3).
4. Disconnect tube (3).
5. Remove torque converter control valve assembly (2).
Installation
1. Install torque converter control valve and
tighten capscrews to 5 kg.m (36 ft. lbs.)
2. Connect tube (3, Figure 3-3).
3. Connect lockup solenoid valve wiring connector
(1).
FIGURE 3-3. CONTROL VALVE MOUNTING

1. Connector
2. Control Valve
3. Tube
4. Install cover (2, Figure 3-2) and hose (1).
Disassembly
1. Remove plate (1, Figure 3-4), then remove pistons (2) and (4), spring (3), and torque converter relief valve (5).
2. Remove cover (6), then remove spring (7).
3. Remove cover (8), then remove spring (9).
4. Remove plate (10), then remove pistons (11)
and (13), spring (12), and main relief valve (14).
5. Remove cover (15), then remove piston (16),
spring (17), and ring (18).
6. Remove cover (19), then remove pistons (20)
and (22), spring (21), and lockup valve (23).
FIGURE 3-2. CONTROL VALVE

1. Hose
F3-4
2. Cover
F03010
Assembly
NOTE: Clean all parts, and check for dirt or damage.
coat the sliding surfaces of all parts with engine oil
before installing.
1. Insert lockup valve (23), assemble pistons (22)
and (20), and spring (21), then fit O-ring and
install cover (19).
2. Fit ring (18) and assemble spring (17) and piston (16), then fit O-ring and install cover (15).
3. Insert main relief valve (14), assemble pistons

(13) and (11), and spring (12), then fit O-ring
and install plate (10).
4. Assemble spring (9), then fit O-ring and install
cover (8).
5. Insert torque converter relief valve (5), assemble spring (7), then fit O-ring and install cover
(6).
6. Assemble pistons (4) and (2), and spring (3),
then fit O-ring and install plate (1).
FIGURE 3-4. TORQUE CONVERTER CONTROL VALVE

1. Plate
2. Pistons
3. Spring
4. Pistons
5. Relief Valve
6. Cover
F03010
7. Spring
8. Cover
9. Spring
10. Plate
11. Pistons
12. Spring
13. Pistons
14. Main Relief Valve
15. Cover
16. Piston
17. Spring
18. Ring
19. Cover
20. Pistons
21. Spring
22. Pistons
23. Lockup Valve
F3-5
NOTES
F3-6
F03010
SECTION F5
DRIVELINES
INDEX
DRIVELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
FRONT DRIVELINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
REAR DRIVELINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4
F05011
Drivelines
F5-1
NOTES
F5-2
Drivelines
F05011
DRIVELINES
The engine/transmission and transmission/final drive
drivelines differ in length and design. The front driveline is solid, whereas the rear telescopes to permit
oscillation of the rear axle.
FRONT DRIVELINE
Block wheels securely before removing the driveline.

Removal
1. Remove driveline protector if equipped.
2. Remove and tag any wiring or hoses which may
interfere with removal.
3. Attach a sling hoist to the driveline.
4. Remove the four capscrews at each spider
assembly and remove the driveline.
FIGURE 5-1. TYPICAL FRONT DRIVELINE

INSTALLATION
Installation
1. Driveline Adapter
2. Front Driveline
3. Drive Flange
Capscrews
1. Position driveline between transmission and

engine and align the spider assembly with the
drive flanges.
2. Clean and dry capscrews (3, Figure 5-1). Coat
threads with LT-2 thread locker. Install capscrews and tighten to 18 kg.m (130 ft. lbs.)
torque.
3. Install driveline protector if equipped. Tighten
capscrews to standard torque.
Assembly
4. Install wiring or hoses removed to gain access

to driveline. Refer to Lubrication for greasing
instructions on the following page.
Disassembly
1. Remove the capscrews (5, Figure 5-1) and spider assembly from each end of driveline and
inspect for rough or frozen bearings.
4. Transmission
5. Spider Capscrews
1. Clean capscrews (5, Figure 5-1) and install spider assembly on each end. Torque capscrews
to 20 - 22.9 kg.m (145 - 165 ft. lbs.) torque.
Note: Do Not use oil or adhesive on capscrew
threads.
Note: Do not disassemble the spider assembly. If

bearings are unserviceable, replace the entire part
as a unit.
2. Install grease fittings if removed.

3. Refer to Lubrication for greasing instructions
on the following page.
2. Clean all parts except the spider assembly in

fresh solvent and blow dry with compressed air.
3. Inspect all parts for wear and damage.
4. Insure all grease passages are clear.
F05011
Drivelines
F5-3
REAR DRIVELINE
Block wheels securely before removing the driveline.

Removal
1. Remove driveline protector if equipped.
2. Remove and tag any wiring or hoses which may
interfere with removal.
3. Attach a sling hoist to the driveline.
FIGURE 5-2. REAR DRIVELINE ASSEMBLY

(Typical)
4. Remove the four capscrews (6, Figure 5-2) at

each spider assembly, compress the splined
yoke and remove the driveline.
1. Spider Assembly
2. Capscrew
3. Slip Yoke
Installation
1. Position driveline between transmission and
differential input flange. Align the spider assembly with the drive flanges and extend the
splined yoke until seated.
2. Clean the mounting capscrews (6, Figure 5-2)
to remove all traces of oil and dry thoroughly.
Apply thread locker (LT-2) to capscrew threads.
3. Install capscrews and tighten to 18 kg.m (130
ft. lbs.) torque.
4. Seal Assembly
5. Grease Fitting
6. Capscrew
Note: If either the stub, yoke, or seal is not

serviceable, parts must be replaced with a new,
balanced and matched set
Assembly
1. Using clean and dry capscrews (2, Figure 5-2),
attach the spider assembly (1) at each end of
driveshaft. Tighten capscrews (2) to 21.5 kg.m
(155 ft. lbs.) torque. Note: Do Not use oil or
adhesive on capscrew threads.
4. Install driveline protector if equipped. Tighten

5. Install wiring or hoses removed to gain access
to driveline. Refer to Lubrication for greasing
instructions.
2. Install grease fittings (5) if removed. Lubricate

as specified below.
Disassembly
1. Remove the capscrews (2) and spider assembly (1) from each end of driveline and inspect
for rough or frozen bearings.
Note: Do not disassemble the spider assembly. If
bearings are unserviceable, replace the entire part
as a unit.
2. Clean all parts except the spider assembly in
fresh solvent and blow dry with compressed air.
3. Inspect all parts for wear and damage. Compress and extend to check splines for excessive
looseness or binding. Inspect spline grease
seal.
LUBRICATION
Refer to Section P, Lubrication and Service for
grease specification for truck operation over normal
temperature ranges.
If truck is operating in extremely low temperatures
(arctic conditions), grease driveline spider assembly
and splines using a lithium grease (GLT2-LI).
When greasing:
If equipped with multiple grease fittings on a
spider, apply lubricant through one fitting only.
Add lubricant until traces of lubricant escape from
spider cap bearings and from shaft splines.
F5-4
Drivelines
F05011
SECTION F6
AUTOMATIC SHIFT CONTROL SYSTEM
INDEX
AUTOMATIC SHIFT CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-3
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-3
TRANSMISSION SHIFT CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-3
Power Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-3
Braking Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-3
Lock-up And Engine Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-3
Transmission Speeds Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-3
Self Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-4
RANGE SELECTOR POSITIONS AND AUTOMATIC GEAR SHIFTING RANGES . . . . . . . . . . . . . . . F6-6
TRANSMISSION OPERATION MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-6
Braking Mode: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-6
Power Mode: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-6
Economy Mode: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-7
AUTOMATIC GEAR SHIFTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-7
Automatic Shifting Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-7
Gear Shifting Time Lag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-8
Safety Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-9
TRANSMISSION RANGE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-10
SENSORS, SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-11
Transmission Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-11
Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-11
Transmission and Torque Converter Oil Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . F6-12
Oil Temperature Sensor Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-12
Insulation Resistance Test: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-12
Thermistor Resistance Calibration Test: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-12
Fill Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-14
Shift Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-15
Power Mode Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-15
TRANSMISSION TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-16
Clutch Combinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-16
Solenoid Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-16
HARNESS CONNECTORS AND SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-17
F06007
Automatic Shift Control System
F6-1
NOTES
F6-2
F06007
AUTOMATIC SHIFT CONTROL SYSTEM

GENERAL INFORMATION
TRANSMISSION SHIFT CONTROLLER
Operation of the transmission is controlled by the

transmission shift controller as shown in Figure 6-2.
Various inputs are provided to the controller allowing
it to provide optimum transmission performance during truck operation.
The transmission shift controller is designed to control the transmission and communicate with other
systems on the truck. This communication is based
on various inputs and outputs from sensors and other
system controllers.
The system monitors the following operator inputs

during normal operation:
Power Mode
There are two power mode settings; Power and
Economy.
Accelerator pedal position

Range selector position
Power Setting:
Shift limiter switch position

Other inputs are provided by various switches in the
service brake, parking brake and retarder systems as
well as the position of the hoist control. Speed sensors provide signals for engine rpm and transmission
input shaft, output shaft, and intermediate shaft
speeds.
After processing the input information, the transmission shift controller determines the proper mode of
operation by engaging the proper gear, controlling
lock-up clutch operation, etc.
Gear selection is achieved by the engaging or releasing the required transmission clutches through electronically controlled modulation valves (ECMV) as
determined by the transmission shift controller. The
current gear selected is displayed on the instrument
panel during operation.
The engine controller allows full fuel to flow to

provide maximum rated engine power. The
transmission controller controls the up and
down shift points.
Economy Setting:
The engine controller reduces the fuel flow
since full power is not required. The transmission controller modifies and controls the up and
down shift points.
Braking Mode
In the braking mode, (brake foot pedal, retarder
lever, or emergency brake applied) the up and down
shift points are raised, increasing the brake cooling
pump speed (and therefore oil volume) to ensure
adequate cooling of the brake cooling system oil. At
the same time, it increases engine rpm which
improves the effect of using the engine as a brake.
Lock-up And Engine Overspeed
The transmission controller senses different speeds
to drive and control the torque converter lock-up
solenoid valve, overrun protection solenoid, BCV
solenoid, and if equipped, the exhaust brake solenoid.
Transmission Speeds Monitoring
Speed sensors are installed at three places (on the
transmission input shaft, intermediate shaft, and output shaft.) These sensors are used to detect if a
transmission clutch is slipping, and also act to protect
the transmission when there is some abnormality in
the hydraulic system.
F06007
F6-3
Self Diagnostics
A self-diagnostic function monitors both the
inputs and outputs of the transmission.
The transmission controller contains a selfdiagnostic display (1, Figure 6-1) and is shown in
a two-digit number display located on the top of
the controller. When a fault is detected, it is
recorded in memory. The fault is stored in
memory and is retained even if the power is
turned off. When power is turned on again, the
fault code can be observed as the controller is
powered-up.
Detected faults are also sent to the network by
the controller, and displayed on the monitor
display panel (dash panel).
The transmission controller communicates with
other controllers on the truck via the network. It
receives model selection data from the other
controllers.
The transmission controller receives inputs from
various sensors and switches (see Figure 6-2).
These inputs are interpreted by the transmission
controller and then sent to the monitor display
panel and other functions.
The controller also has an emergency function
for use if there is a failure in the electrical system.
F6-4
FIGURE 6-1. TRANSMISSION SHIFT

CONTROLLER
1. Self-diagnostic Display 4. Connector ATC3A
5. Connector ATC3B
2. Network Connection
6. Connector ATC4
Switch
7. Connector ATC5A
(Rotary Switch 2)
8. Connector ATC5B
3. Model Selection
9. Connector ATC1
Switch
10. Connector ATC2
(Rotary Switch 1)
F06007
FIGURE 6-2. AUTOMATIC SHIFT CONTROL SYSTEM
F06007
F6-5
RANGE SELECTOR POSITIONS AND

AUTOMATIC GEAR SHIFTING RANGES
The automatic gear shifting ranges for each position
of the range selector lever are shown in the table in
Figure 6-3.
Note that when the operator selects D, the recommended range for normal operation, the transmission
controller will engage 2nd range and automatically
shift through the 3rd through 7th gear ranges as
required. This will result in the most economical operation. If the operator selects 3, 4, or 5, the transmission will initially select 1st range and then upshift
only as far as the range selected. These positions
provide more effective retarding on grades.
The shift limiter switch, located on the center console
in the cab can be used to limit the shift ranges in the
D and L shift lever positions.
If the operator has selected the D range, the shift
limiter switch, when turned On, will prevent the transmission from shifting into 7th range to limit top speed.
TRANSMISSION OPERATION MODES

Transmission upshifts or downshifts are determined
by three types of shift maps programmed into the
transmission shift controller. The table in Figure 6-4
below shows the conditions that must be satisfied for
the transmission shift controller to select either the
braking mode or the power mode.
MODE
CONDITIONS
Braking
Mode
When either of the following conditions are satisfied:

1. Rear brake signal ON (service
brake, retarder, or emergency
brake applied)
2. Accelerator pedal released.
Power
Mode
The shift limiter switch can also be used to hold the

transmission in 1st range when the operator has
selected the L position on the shift lever.
Selector
Position
Shift
Speed Range
Limiter R N 1 2 3 4 5 6 7
Economy
Mode
OFF
R
FIGURE 6-4. OPERATIONAL MODES
ON
OFF
Braking Mode:
ON
In the braking mode of operation, the shift-down point

and shift-up point are both raised, and the engine
rpm speed is increased to provide additional oil flow
for retarder cooling, and to increase the effect of
using the engine as a brake.
OFF
5
ON
OFF
4
3
ON
OFF
Power Mode:
ON
The power mode is programmed to provide maximum performance by using the trucks' power to its
utmost limit by optimizing the shift points according to
the rate of acceleration determined by the load,
grade etc.
OFF
L
ON
FIGURE 6-3. SHIFT RANGE/SHIFT LEVER

POSITIONS
F6-6
When the following three conditions are satisfied:

1. Rear brake signal OFF (service
brake not applied)
2. Accelerator pedal depressed.
3. Economy mode switch ON.
ON
OFF
When the following three conditions are satisfied:

1. Rear brake signal OFF (service
brake not applied)
2. Accelerator pedal depressed.
3. Economy mode switch OFF.
When the truck is not loaded, the system senses the

increased rate of acceleration and shifts to a higher
gear range sooner than if the truck were loaded. This
improves acceleration and reduces haul cycle time.
F06007
These variable performance features improve fuel

economy, reduce noise and reduce shift shock to
improve transmission and driveline component life.
Economy Mode:
When the truck is operating with a light load, such as
traveling empty or when traveling on flat ground, the
shift-up and shift-down points are set lower to keep
the engine speed low, improving fuel consumption,
reducing noise, and shock when shifting gears. In
this mode, engine output is limited to 85% of maximum engine power.
3. Lock-up
Lock-up is not actuated in reverse.
When coasting and decelerating (accelerator
pedal released, and brake not applied), for
positions F7 - F4, the lock-up solenoid is
momentarily turned off during the down-shift from
one gear to the next. For F3 and below, the lockup solenoid is turned OFF.
When the truck descends a grade with the
accelerator pedal released, lock-up is not
actuated until the accelerator pedal or the brake
pedal is depressed.
AUTOMATIC GEAR SHIFTING

The automatic shift-up/shift-down points, torque converter lock-up ON/OFF points and auto brake ON/
OFF points are shown in Figure 6-5.
Automatic Shifting Sequence
Note: F1, F2, etc. refers to 1st, 2nd etc. transmission

gear ranges.
Conditions:
Range selector position: D

Shifting UP in power mode
1. If the range selector lever is placed in the D

position, the transmission will shift to F2, torque
converter range.
2. When the accelerator pedal is depressed, the
engine speed will rise. When the transmission
input shaft speed reaches 1500 rpm, the lockup clutch is engaged to connect the torque converter directly, eliminating slippage.
3. When the input shaft rpm increases to 2100
rpm, the transmission is shifted up to F3. At the
shift-up point, the lock-up clutch is automatically
disengaged momentarily to reduce shock during the gear change.
4. Immediately after shift up, the engine speed
drops, but if the load is small, the engine speed
rises again. The situation in step 2. is repeated
and the transmission is shifted up sequentially
from F4 to F7.
FIGURE 6-5. GEAR SHIFTING GRAPH
NOTE:
1. In the economy mode, the shift-up point from F1 to
F2 is 2000 rpm. The shift-down point from F2 to F1 is
1300 rpm.
2. In power mode, the shift-up point from F1 to F2, is
2100 rpm. The shift-down point from F2 to F1 is 1400
rpm.
F06007
F6-7
Conditions:
Range selector position: D

Shifting DOWN in power mode
1. When the load is increased and the engine

speed drops below 1450 rpm, the transmission
is shifted down one gear. (For example, when
traveling in F6, the transmission will shift down
to F5)
2. If the load increases further, the transmission
shifts down sequentially to F2. If the input shaft
speed drops to 1200 rpm when the transmission is in F2, the torque converter lock-up clutch
is disengaged and the transmission changes to
torque converter drive.
Gear shifting time lag

A time lag is incorporated to prevent excessive
speed changes in the transmission during automatic
gear changes. This time lag prevents a gear shift
during a predetermined period of time.
The length of the gear shifting time lag is controlled
by the individual electronically controlled modulation
system, which controls each gear shifting pattern as
shown in Figure 6-6.
NOTE: The above explanation gives a general

outline of gear shifting. However, the set speed and
actuation may differ according to conditions.
Conditions:
Range selector position: 5, 4, 3, or L
1. These positions give an automatic shift range

from F1 to F5 (F4, F3, or F2). The method for
automatic shifting is the same as when the shift
lever is at the D position.
Conditions:
Range selector position: R
FIGURE 6-6. GEAR SHIFTING TIME LAG
1. This is the position for traveling in reverse.The

lock-up is not actuated.The safety functions
when traveling in reverse include the FORWARD/REVERSE inhibit and REVERSE
safety. If the operation is not correct, the transmission is held in neutral.
Conditions:
Range selector position: N
1. This is the neutral position. None of the clutches

in the transmission are actuated.
F6-8
F06007
REVERSE safety:
Safety Functions
Down-shift inhibitor function:
When the gear shift lever is operated during
travel from D to 5 - L, from 5 to 3 - L, from 4 to L,
or from 3 to L:
For example, when traveling at position D (F7),
and the shift lever is moved to position 5, the
transmission is not shifted directly from F7 to F5.
It is shifted down F7 - F6 - F5 sequentially
according to the engine speed. The engine
overspeed prevention circuit prevents the
transmission from shifting down two gears at a
time if the operator shifts down too far.
The truck will not travel in reverse when the

dump body is in any position other than FLOAT.
This feature prevents the truck from inadvertently
reversing when the body is raised.
Speed range limit with dump body raised:

If the dump body is not in the completely down
position (i.e. if not completely lowered after
dumping the payload), the up shift function is
prohibited. When the shift lever is in D, the truck
will start in F2. If the lever is in any other position,
the truck will start in F1.
The transmission controller will not allow an
upshift until the dump body is in its down position.
Neutral safety function:

If the shift lever is in any position other than N,
this circuit prevents the engine from starting
when the key switch is turned to the START
position.
The neutral safety circuit prevents the truck from
moving when the engine is started.
FORWARD/REVERSE inhibitor function:
When the truck is traveling forward at more than
2.5 MPH (4 km/h), the transmission will not
engage REVERSE if the range selector lever is
placed in the R position.
Rear brake application for power train overspeed

prevention:
When the engine speed exceeds 2500 rpm, the
central warning lamp flashes and the alarm
buzzer sounds.
If the engine speed exceeds 2600 rpm, the rear
brake is automatically applied.
This feature improves durability and reliability by
preventing engine, torque converter and
transmission overspeed.
F06007
F6-9
TRANSMISSION RANGE SELECTOR

When the operator moves the lever (1, Figure 6-7) to
select the travel conditions, such as FORWARD or
REVERSE, an electrical signal is sent from a photo
interrupter (3, Figure 6-8) to the transmission shift
controller. The lever position is displayed on the indicator (3, Figure 6-7) (with night lighting) to the left of
the shift lever.
The shift position is also displayed on the monitor

panel digital display.
The lock button (1, Figure 6-8) must be pressed
when moving the range selector lever from N to R
or from D to 5.
FIGURE 6-8. TRANSMISSION RANGE SELECTOR

(Cross-sectional View)
1. Lock Button
2. Screening Plate
3. Photo Interrupter
FIGURE 6-7. TRANSMISSION RANGE SELECTOR

1. Lever
2. Detent
F6-10
3. Range Indicator
F06007
SENSORS, SWITCHES
Transmission Speed Sensors

Speed sensors are installed to monitor the rpm of the
input, intermediate, and output gears of the transmission. The sensors generate a pulse voltage which
varies with the speed of the gear teeth passing the
sensor, sending a signal to the transmission controller.
The sensors must be adjusted correctly to ensure an
adequate electrical signal is generated. If necessary,
adjust as follows:
Adjustment Procedure
1. Disconnect wire connector (1, Figure 6-9),
release locknut (4), and remove sensor.
Observe location of gear teeth through sensor
mounting hole. For proper adjustment, the tip of
a gear tooth must be aligned with the sensor
hole as shown in Figure 6-10. If necessary,
reposition gear.
FIGURE 6-10. SPEED SENSOR ADJUSTMENT

1. Sensor
2. Locknut
3. Gear Tooth Tip

4. Clearance Gap
2. Inspect sensor for iron particles or other foreign

material and clean if necessary.
3. Reinstall sensor. Adjust by hand until it just contacts the gear tooth.
4. Turn counterclockwise 3/4 turn to obtain proper
clearance (a, Figure 6-10) and tighten locknut.
5. Reinstall wire connector.
FIGURE 6-9. TRANSMISSION SPEED SENSOR

1. Connector
2. Flange
F06007
3. Sensor
4. Locknut
F6-11
Transmission and Torque Converter Oil Temperature Sensors

The transmission oil temperature sensor is installed
in the transmission filter head. The torque converter
oil outlet temperature sensor is installed in a port on
top of the torque converter. The sensors are similar
in construction and operate on the same principle: As
temperature changes occur in the oil, resistance of
the sensor thermistor (1, Figure 6-11) changes, providing a calibrated electrical signal to the Transmission Controller.
The temperature sensors should be removed and
tested during a transmission rebuild or if the transmission controller system detects problems in the
sensors or sensor circuits.
DO NOT attempt to measure insulation resistance between sensor pins 1 & 2; sensor damage
will occur.
USE CAUTION while performing test as high voltage is present. Do not touch leads or sensor during test.
1. Connect insulation tester leads to sensor pin #1
and the sensor body.
2. Apply 500 VDC and measure resistance.
Minimum resistance: 100 Megohms.
3. Discharge voltage and place tester leads on
sensor pin #2 and the sensor body.
4. Apply 500 VDC and measure resistance.
Minimum resistance: 100 Megohms.
5. Discharge voltage and disconnect leads from
sensor.
6. If resistance is less than specified, replace with
a new part.
Thermistor Resistance Calibration Test:
FIGURE 6-11. OIL TEMPERATURE SENSOR

(Typical)
1. Thermistor
2. Body
3. Connector
This test is performed to ensure the sensor is properly calibrated to provide the correct resistance value
for the transmission controller system based on the
temperature of the sensor thermistor. This test is performed using an ohmmeter. DO NOT use the insulation tester described above.
When testing, the temperature of the sensor is measured and compared to the resistance value specified in the graphs on the following page. The
resistance value measured using the ohmmeter must
be between the maximum and minimum values (kilohms read from the graph) for the temperature of the
sensor at the time it is measured.
Oil Temperature Sensor Tests

The transmission oil temperature and torque converter oil temperature sensors should be inspected
for physical damage and tested for adequate insulation resistance and for proper thermistor resistance
calibration.
1. Be certain the sensor is allowed to reach ambient temperature or warm it to a temperature

listed on the graphs in Figure 6-12.
2. Use a thermometer to determine the actual sensor temperature.
3. Apply the ohmmeter leads to sensor pins #1 &
#2.
Insulation Resistance Test:

This test is performed to ensure the sensor and connector wiring provides adequate insulation from
ground and between the circuit conductors. The test
must be performed with an insulation tester. The test
equipment must be capable of applying 500 volts
DC.
F6-12
4. Read the resistance value shown on the meter

and compare the reading to the value specified
on the graph for the temperature of the sensor
(in degrees Farenheit or Celsius).
5. If the reading does not fall within the minimum
and maximum tolerance, replace with a new
part.
F06007
FIGURE 6-12. OIL TEMPERATURE SENSOR CALIBRATION GRAPHS
F06007
F6-13
Fill Switch
A fill switch is installed at the flow sensor valve end of
each electronic control modulation valve (ECMV) as
When the clutch is engaged, the end face of the flow

sensor valve spool (2) contacts the terminal (1, Figure 6-14) of the switch and turns the switch ON. The
fill completed signal is then sent to the transmission
controller.
FIGURE 6-13. ECMV FILL SWITCH
FIGURE 6-14. FILL SWITCH
1. ECMV Assembly
2. Flow Sensor Valve Spool
F6-14
3. Fill Switch
1. Terminal
2. Case
3. Nut
4. Connector
F06007
Shift Limit Switch

The shift limit switch is installed on the console, to
the rear of the transmission range selector. When the
range selector lever is in the D or L range, it limits
the highest speed range of the transmission.
If the switch is released and the range selector is
placed in D, the transmission will engage F2 and
shift up through F7 during acceleration. If the switch
is depressed and the selector is in D, the transmission will operate in F2 through F6 gear ranges.
If the range selector is placed in L and the switch is
released, the transmission will engage F1 and only
upshift as far as F2. If the switch is depressed with
the range selector in L, F1 will engage and no
upshifts will occur.
This switch is very effective if used when descending
a hill or when working at job sites where speed must
be limited.
Power Mode Switch

The power mode switch is located on the console,
just behind the shift limit switch. When the switch is
released, it is in the power mode (switch OUT, light
OFF) position.
FIGURE 6-15. SHIFT LIMIT & POWER MODE

SWTICH
The controllers (engine and transmission) are programmed to provide maximum power by optimizing
the shift points according to the rate of acceleration
determined by the load etc.
When the power mode switch is depressed, it is in
the economy mode (switch latched IN, light ON)
position. The controllers (engine and transmission)
are programmed to lower the up and down shift
points to keep the engine speed low. In addition,
engine output is limited to approximately 85% of
maximum power.
Note: When these switches are actuated, an internal

lamp will illuminate (see schematic in Figure 6-15).
F06007
F6-15
TRANSMISSION TROUBLESHOOTING
PROCEDURES
Clutch Combinations
The following pages contain charts listing information

which may be used to help diagnose and troubleshoot transmission problems which may be encountered.
The table below lists the clutches engaged (X) for

each speed range. This information is necessary
when diagnosing ECMV and internal transmission
problems.
CLUTCH
NO.
Prior to detailed troubleshooting, check for obvious

reasons for the problem such as:
Lo
4th
3rd
2*
3*
2nd 1st
6
SPEED
RANGE
R
Are the drive shafts broken or damaged?
Is the input shaft of the torque converter or

transmission broken?
Are the service brakes, parking brake or
retarder dragging?
Is there any physical damage to
transmission or torque converter cases?
Hi
the
F1
F2
F3
X
X
F5
F6
Are all electrical connectors tight?
F7
F4
Is there any external oil leakage?
X
X
X
* Rotating
Is there any damage to wiring harnesses?
Solenoid Valves
If visual inspection of the above items does not
reveal an apparent reason for the problems, refer to
Section D, Hydraulic and Mechanical Systems Troubleshooting for detailed troubleshooting procedures.
The table below lists the state of the transmission

solenoid valves (or fill sensor) for each of the transmission range selector positions.
Transmission
Solenoid Valve
(Fill Sensor)
Shift
Indicator
Speed
Range
Display
H = Open or 24 VDC
L = GND or 1.7 VDC
F6-16
F06007
HARNESS CONNECTORS AND SIGNALS

The following charts should be used in conjunction
with the electrical schematic (Section R) when diagnosing transmission controller wiring harness problems, sensor problems, etc.
CONNECTOR: ATC1
PIN No.
1
SIGNAL
L/C SOL
CONNECTOR: ATC2
PIN No.
SIGNAL
Proportional SOL power source 24V
ECMV 1st (+)
ECMV 3rd (+)
Overrun SOL (+)
ECMV 2nd (+)
Exhaust brake SOL (+)
ECMV R (+)
Accelerator low idle
Battery direct power source
ECMV L (+)
GND
ECMV 4th (+)
Power source, 24V
ECMV H (+)
10
11
10
BCV
12
11
12
Proportional SOL power source 24V
13
Overrun SOL (-)
13
ECMV 1st, 3rd (-)
14
Exhaust brake SOL (-)
14
Sensor power source 12V
15
Transmission cut relay
15
ECMV 2nd, R (-)
16
GND
16
17
Power source 24V
17
ECMV L (-)
18
ECMV 4th (-)
19
ECMV H (-)
20
Solenoid L/C (-)
21
GND
F06007
F6-17
CONNECTOR: ATC3B
CONNECTOR: ATC3A
PIN No.
PIN No.
SIGNAL
SIGNAL
Alternator terminal R
Brake air pressure
Transmission input shaft speed
Transmission output shaft speed
Shift wait
Fuel level
Throttle correction
Engine water temperature
Potentiometer power source 5V
Torque converter out oil temperature
Rear brake oil temperature
Transmission valve inlet port oil

temperature
Transmission oil level
10
Limp home ON/OFF
11
Steering oil temperature
10
12
Transmission intermediate shaft speed
11
Accelerator angle
13
Engine speed
12
Engine oil pressure
14
GND (pulse)
13
15
Brake Command
14
16
GND (analog)
15
17
Differential lock switch
16
18
19
20
CONNECTOR: ATC4
PIN No.
F6-18
SIGNAL
RS422 TX (+)
RS422 RX (+)
RS232C TX
RS232C RX
RS485 (+)
S-NET (+)
RS422 TX (-)
FLASH switch
RS422 RX (-)
10
GND (serial)
11
RS485 (-)
12
S-NET (-)
F06007
CONNECTOR: ATC5A
PIN No.
CONNECTOR: ATC5B
SIGNAL
PIN No.
SIGNAL
Connector check
Exhaust brake ON/OFF
Rear brake ON/OFF
Shift lever R signal
Body FLOAT signal
Shift lever N signal
Body seated signal
Shift lever D signal
Lateral inclination
Shift lever 5 signal
Transmission filter restriction
Shift lever L signal
Shift limit switch ON/OFF
7
8
Brake stroke switch
9
10
Fill switch LOW
10
Model selection 1
11
Fill switch 4th
11
Model selection 2
12
Fill switch HIGH
12
Model selection 3
13
Fill switch 1st
13
Model selection 4
14
Fill switch 2nd
14
Parking brake ON/OFF
15
Fill switch 3rd
15
Coolant level
16
Fill switch REVERSE
16
Power mode ON/OFF
17
Retarder switch ON/OFF
18
Start signal, key switch C
19
Emergency steering
20
Heater relay ON/OFF
CONNECTOR: ATC6
PIN No.
F06007
SIGNAL
RS232 TX
RS232 RX
Flasher switch ON/OFF
Signal GND
F6-19
NOTES
F6-20
F06007
SECTION G
DRIVE AXLE, SPINDLES AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
FINAL DRIVE ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
FINAL DRIVE CENTER CASE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
FINAL DRIVE PLANETARIES AND WHEEL HUBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1
G01019
Index
G1-1
NOTES
G1-2
Index
G01019
SECTION G2
TIRES AND RIMS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3

GENERAL INFORMATION AND RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
REAR TIRE AND RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Installation Of Rear Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
TIRE MATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
G02017
Tires And Rims
G2-1
NOTES
G2-2
Tires And Rims
G02017
TIRES AND RIMS

GENERAL INFORMATION AND
RECOMMENDATIONS
NEVER overinflate a tire. Refer to tire

manufacturers recommendations.
The truck tires should be inspected and tire pressure

checked with an accurate pressure gauge before
each working shift. Tire pressure will vary according
to manufacturer and local working conditions. Consult the tire manufacturer for recommended tire pressure.
ALWAYS keep personnel away from a wheel

and tire assembly when it is being removed or
installed.
Insure valve caps are securely installed on valve

stems. The caps protect valves from dirt build up and
damage. DO NOT bleed air from tires which are hot
due to operation; under such circumstances, it is normal for pressure to increase 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 is cut, it should be
removed and repaired. Neglected cuts cause many
tire problems. Water, sand, grit, dirt and other foreign
materials work into a tire through a cut eventually
causing tread or ply separation.
DO NOT go near tires after brake fires until

tires have cooled.
The tire and rim weigh approximately 2,800
lbs. (1271 kg). BE CERTAIN tire handling
equipment is capable of lifting and
maneuvering the load.
Manual tire removal and installation is possible but,
due to the size and weight of the components, special handling equipment such as a tire handler as
shown in Figure 2-1 is desirable. Consult local tire
vendors for sources of equipment designed especially to remove, repair, and install large off-highway
truck tires.
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, avoid distortion by stacking no more than three
tires on top of one another. Avoid contact with oil,
grease and other petroleum products.
Before storing used tires, clean thoroughly and
inspect for damage. Repair as necessary. When a
truck is placed in storage, it should be blocked to
remove the weight from the deflated tires. If a stored
truck cannot be blocked, check air pressure and
inspect tires twice a month for proper inflation.
DO NOT weld or apply heat on the rim

assembly with the tire mounted on the rim.
Resulting gases inside the tire may ignite
causing explosion of tire and rim.
When inflating tires ALWAYS use a safety
cage.
NEVER inflate a tire until the lockring is
securely in place.
DO NOT stand in front of or over the lockring
during inflation procedures.
G02017
Tires And Rims
FIGURE 2-1. TYPICAL TIRE HANDLER
G2-3
FRONT TIRES AND RIMS

3. Release air from tire.
4. Grasp tire assembly with the tire handler.
Removal
1. Stop the machine on level ground, apply parking brake and put blocks on both sides of the
rear wheels.
2. Place a 50 ton capacity or larger hydraulic jack
(1, Figure 2-2) under the suspension cylinder on
the A-Frame and jack up the front wheel
assembly and block up securely.
Do not damage the tire inflation stem during tire

removal.
Due to its size and weight, always keep personnel away from a wheel and tire assembly when it
is being removed or installed.
5. Remove wheel clamp nuts (3, Figure 2-3) and
retainers (2).
6. Move wheel and tire assembly away from wheel
hub and into clean work area.
7. Inspect brake components for damage or wear.
Inspect hydraulic brake lines for leaking fittings
or damage.
FIGURE 2-2. JACK PLACEMENT

1. Jack (50 ton capacity)
2. A-Frame
When deflating tires, be wary of flying dirt and

debris. Wear eye protection at all times.
Do not totally deflate tire. Keep tire inflated to 1015 psi (69-103 kPa) to assure tire and rim components remain assembled during tire handling.
G2-4
Tires And Rims
FIGURE 2-3. FRONT WHEEL HUB

1. Hub
2. Retainer
3. Nuts
4. Rim
G02017
REAR TIRE AND RIM
Installation
Removal
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Grasp tire assembly with the tire handler and

move into position on wheel hub. Align the
notch in the wheel hub with the wheel rim stopper.
2. Install wheel retainers (2, Figure 2-3) and nuts
(3). Tighten the wheel clamp nuts uniformly.
Rotate the wheel, then check that the runout is
within 5 mm. (0.20 in.)
3. Continue tightening nuts in increments until 225
25 kg.m (1630 181 ft. lbs.) torque is
obtained on each nut.
1. Stop the machine on level ground, apply parking brake, and put blocks on both sides of the
front wheels.
2. Raise final drive enough for tires to clear the
ground surface to be removed. Block the final
drive case securely.
3. Remove air valve lock plate (1, Figure 2-4)
4. Remove clamp nuts (2) retainers (4) and wedge
ring (3).
5. Position tire removal apparatus (tire handler,
forklift, etc.) and remove outside wheel assembly.
4. Check tire inflation for tire manufacturer's recommended pressure. Raise truck and remove
all blocking.
5. Operate truck for one load and tighten wheel
nuts again to 225 25 kg.m (1630 181 ft.
lbs.). Check torque daily until 225 25 kg.m
(1630 181 ft. lbs.) torque is maintained on
each nut. Check torque intermittently thereafter.
FIGURE 2-4. RIMS AND CLAMPS

1. Air Valve Lock Plate
2. Clamp Nuts
G02017
Tires And Rims
3. Retainer Ring
4. Retainer
G2-5
6. Remove spacer (2, Figure 2-5).
Installation Of Rear Wheel Assembly
1. Clean all tire mounting surfaces.

forklift, etc.) and install inboard tire assembly (2,
Figure 2-6). Align the notched groove in the
wheel hub with the wheel rim stopper. Be careful not to break the air valve.
3. Install the three retainers and clamp nuts (1).
Tighten clamp nuts uniformly in the correct
order of tightening as shown in Figure 2-7.
Tighten clamp nuts to 225 25 kg.m (1630
4. Install spacer (2, Figure 2-5).
forklift, etc.) and install outboard wheel assembly. Align the notched groove in the wheel hub
with the wheel rim stopper. Be careful not to
break the air valve.
FIGURE 2-5. SPACER AND TIRE

1. Final Drive Housing
2. Spacer
7. Remove the three clamp nuts (1, Figure 2-6)

and retainers.
NOTE: Be careful not to break the air valve of the
inboard wheel assembly.
8. Remove inboard tire assembly (2).
9. Place tires off to one side lying flat. Do not lean
on truck, walls, etc.
FIGURE 2-7. TIGHTENING SEQUENCE
1. Clamp Nut
FIGURE 2-6. INBOARD WHEEL ASSEMBLY

1. Clamp Nut
G2-6
2. Inboard Tire
Tires And Rims
G02017
6. Install the wedge ring (3, Figure 2-4) so that the

protrusion of the wedge ring from the cover surface is uniform around the whole circumference
of the ring. Install clamp nuts (2).
7. Install air valve lock plate (1, Figure 2-4)
8. Lower the machine to the ground. Tighten
clamp nuts (1, Figure 2-8) uniformly in the order
of tightening shown in Figure 2-7. Tighten
clamp nuts to 225 25 kg.m (1630 181 ft.
lbs.) torque.
9. Rotate the wheel and check that the runout is

within 5 mm. (0.20 in.)
10. After installing the rear wheel assembly, travel
approx. 5 - 6 km (3-4 miles) to settle all contacting portions, then tighten clamp nuts again to
225 25 kg.m (1630 181 ft. lbs.) torque.
Check torque periodically until proper torque is
maintained.
FIGURE 2-8. REAR WHEEL MOUNTING

1. Outboard Tire and
Rim
2. Clamp Nut
G02017
3. Clamp Nut
4. Inboard Tire and Rim
Tires And Rims
G2-7
TIRE MATCHING
The matching of tires on drive axle dual wheel installations is important in order to achieve satisfactory
life, both of the tires and of the load carrying components of the final drive.
To check matching of duals already mounted on the
truck, use a large square. If one tire is too small, it
becomes obvious as the square is laid across the
dual tires. The square can be made from two 1 in. x 2
in. wood strips (one piece long enough to span the
dual tires). The two wood strips should be squared
with a carpenter's square and rigidly fastened to
maintain a true 90 angle.
Matching of tire diameters from one side of an axle to
the opposite side is important to prevent unstable
load shifting, excess load on structural members,
and rapid wear of the internal components of the final
drive.
Side by side matching on dual wheel installations is
necessary to prevent excess loading on the tire having the larger diameter. Mismatched tires on the
duals cause unequal distribution of the load. Rapid
wear and/or tire blowout can result.
G2-8
Exact limitations are not specified by tire manufacturers, but a general rule is:
Unloaded, inflated tires, when standing side by side,
should not exceed a 1% maximum variation in their
diameters.
Measuring of tire size is most accurate when the tire
is mounted on a wheel, inflated to correct pressure,
and totally unloaded (off the truck, or off the ground,
if mounted on a truck). Use a steel tape placed in the
center of the tread and measure the total circumference of the tire. Using the formula below, calculate
the diameter, d.
diameter d = measured circumference 3.1416
diameter d x 0.01 = Allowable Variation in size
The tires used on opposite sides of Komatsu Trucks

should also be limited to a 1% variation in diameter of
the inflated, unloaded tires.
Tires And Rims
G02017
SECTION G3
FRONT WHEEL HUB AND SPINDLE
INDEX
FRONT WHEEL HUB AND SPINDLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3

FRONT WHEEL HUB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
DISASSEMBLY OF FRONT WHEEL HUB ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5
ASSEMBLY OF FRONT WHEEL HUB ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5
Front Wheel Hub Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5
FRONT WHEEL SPINDLE REMOVAL AND INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
SUSPENSION A-FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
CENTER TIE ROD PIVOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
G03021
Front Wheel Hub And Spindle
G3-1
NOTES
G3-2
G03021
FRONT WHEEL HUB AND SPINDLES

FRONT WHEEL HUB
Removal
1. Block the rear wheels on both the front and rear

sides.
2. Refer to Front Tire and Rim Removal, this Section, and remove front tire and rim assembly.
3. Disconnect and cap brake lines at brake calipers (10).
Each Brake Caliper weighs approximately 70 kg.

(154 lbs.) The Wheel Hub Assembly weighs
approximately 568 kg (1252 lbs.). Use adequate
lifting devices when lifting these components.
4. Refer to Front Brake Caliper Removal, Section
J and remove the front caliper assembly.
5. Remove wheel cover (1, Figure 3-1).
6. Support or lift wheel hub with an adequate lifting
device.
FIGURE 3-2. FRONT HUB

1. Spindle
2. Front Hub
FIGURE 3-1. FRONT WHEEL HUB

1. Cover
2. Retainer
G03021
3. Wheel Hub
4. Spacer
G3-3
7. Remove capscrews (3, Figure 3-3) retainer (2).
DISASSEMBLY OF FRONT WHEEL HUB

ASSEMBLY
1. Remove brake disc capscrews and brake disc
(3, Figure 3-5) if necessary.
2. Remove oil seal (1) and outer race (2).
3. Remove outer race (4).
FIGURE 3-3. FRONT WHEEL COVER

1. Cover
2. Retainer
3. Capscrew
FIGURE 3-5. WHEEL HUB

1. Oil Seal
2. Outer Race
8. Check the number and thickness of the shims

behind retainer and keep in a safe place.
9. Rock wheel hub assembly (2, Figure 3-4) lightly
from the rear, and push out together with bearing (1).
3. Brake Disc
4. Outer Race
4. Remove bearing (1, Figure 3-6) and spacer (2).

5. Clean all metal parts in cleaning solvent.
10. Remove bearing (1), then remove wheel hub

assembly (2).
FIGURE 3-6. WHEEL BEARING
FIGURE 3-4. WHEEL HUB AND BEARINGS

1. Outer Bearing
G3-4
1. Bearing
2. Spacer
3. O-RIng
2. Hub Assembly
G03021
Inspection
1. Inspect all seals and bearings and replace as
required.
2. Check seal ring mounting area on wheel hub,
brake adaptor and spindle for damage that
could cause leakage.
3. Inspect spindle in area of bearing surfaces and
radius under spacer for distress or cracks. Nondestructive methods of crack detection (dye
penetrant or magnaflux) should be used.
ASSEMBLY OF FRONT WHEEL HUB

ASSEMBLY
FIGURE 3-7. FRONT WHEEL BEARING

1. Cover
2. Grease Cavity
1. Clean all metal parts in cleaning solvent.

2. Install O-Ring (3, Figure 3-6), spacer (2) and
bearing (1).
3. Using a push tool, press outer races (2 and 4,
Figure 3-5) into hub.
4. Using a push tool, press fit oil seal (1) into hub.
5. Set brake disc (3) in position on hub. Apply
thread tightener Three Bond (TB1374) to the
capscrews and attach brake disc to hub.
Tighten capscrews to 94.5 10 kg.m (685 72
ft. lbs.) torque.
6. Support or lift wheel hub with an adequate lifting
device and install on spindle.
7. Fill the shaded portion (Figure 3-7) fully with
grease shown in Table 1. Approximately 17.5
liters (4.6 gallons) of grease is required for each
wheel.
NOTE: Be careful not damage the oil seal on the
inside of the hub.
Front Wheel Hub Bearing Adjustment

1. Install retainer (1, Figure 3-8) with 3 mounting
capscrews without installing any shims. Rotate
hub 20-30 times and tighten capscrews uniformly to 13.0 0.5 kg.m (94 4 ft. lbs.)
torque.
2. Measure dimension (A) from retainer to tip surface of axle with depth micrometer (2).
NOTE: When removing the retainer, be careful that
the bearing does not come out.
NOTE: Measure two places on retainer and take the
average.
3. Remove retainer (1), and measure retainer
thickness C. Then select shim thickness equal
to B (B=A-C) + 0.3mm (0.012 in).
NOTE: Select the combination of shims that gives
the minimum number of shims.
8. Install bearing (1, Figure 3-4).
Table 1: WHEEL BEARING GREASE

MANUFACTURER
BRAND NAME
Mobil Oil
Mobil Grease HP-2
Showa Shell Oil
Super Duty Grease 2
Esso Oil
Ronex MP
FIGURE 3-8. PRELOAD ADJUSTMENT
1. Retainer
G03021
2. Depth Micrometer
G3-5
4. Apply thread tightener Three Bond (TB1374) to

the capscrews and install shims and retainer
(1). Rotate hub 20-30 times and tighten capscrews uniformly to 94.5 10 kg.m (685 72 ft.
lbs.) torque.
2. Position A-Frame to frame and install spacers

(3) and pins (7) with retaining capscrews.
Tighten capscrews to standard torque.
NOTE: After tightening the bolts, rotate the hub and

check that there is no abnormality in rotation.
4. Refer to section G, Front Tire and Rim Installation and install the front tires.
3. Refer to Section H, Front Suspension Installation and install the front suspension.
5. Fill the inside of the cover (shaded portion, Figure 3-7) with grease as shown in Table 1.
6. Fit O-ring in cover (1, Figure 3-3) and install
cover.
7. Refer to Section J, Installation of Front Brake
Caliper, and install front brake caliper.
8. Connect brake lines to calipers.
Bleed brakes before placing truck in production.

Refer to Brake Bleeding, Section J.
FRONT WHEEL SPINDLE REMOVAL

AND INSTALLATION
The spindle is part of the front suspension cylinder.
To remove or install the spindle, refer to Section H,
Suspensions.
FIGURE 3-9. A-ARM PIN
SUSPENSION A-FRAME
Both A-Frame mounting pins are the same.
Removal
1. Bushing
2. Frame
3. Spacer
4. Snap Ring/Seal
5. O-Ring
6. Bearing
7. Pin
1. Refer to section G, Front Tire and Rim Removal

and remove front tires.
2. Refer to Section H, Front Suspension Removal
and remove the front suspension.
3. Use a suitable lifting device and support the AFrame. Remove retaining capscrew and pin (7,
Figure 3-9) and spacers (3).
4. Remove A-Frame from frame.
Installation
1. Install new O-Rings (5, Figure 3-9) in bearing
(6).
G3-6
G03021
CENTER TIE ROD PIVOT
Installation
1. Press in bushings (4, 6, and 11).
Removal
1. Remove capscrews and washers (9, Figure 310) and the grease lines connected to pins (3
and 10).
2. Place pivot link in frame with O-Rings (5) and

install pin (3). Install washer (1) and snap ring
(2).
2. Slide tie rod (13) away from pivot link (7).
3. Install ball joint assembly (16), O-Rings (15),

and snap ring (14) in pivot link.
3. Remove snap ring (2), washer (1) and pivot pin

(3).
4. Install seals (12).
4. Remove pivot link.
5. Position tie rod in pivot link and install pin (10).

Install retaining capscrew and washer (9).
5. Remove seals (12), snap rings (14) and push

out ball joint assembly (16).
6. Connect grease lines to pins and lubricate all

joints.
Inspection
1. Inspect all bushings (4, 6, and 11) for wear.
2. Inspect all seals (12) and O-Rings (5, and 15).
FIGURE 3-10. CENTER TIE ROD PIVOT

1. Washer
2. Snap Ring
3. Pivot Pin
4. Bushing
5. O-Ring
6. Bushing
G03021
7. Pivot Link
8. Spacer
9. Capscrew and washer
10. Tie Rod Pin
11. Bushing
12. Seal
13. Tie Rod

14. Snap Ring
15. O-Ring
16. Ball Joint
G3-7
NOTES
G3-8
G03021
SECTION G4
FINAL DRIVE ATTACHMENTS
INDEX
FINAL DRIVE ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3

FINAL DRIVE ANCHOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Lower Link Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
DIAGONAL PANHARD ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
G04018
Final Drive Attachments
G4-1
NOTES
G4-2
G04018
FINAL DRIVE ATTACHMENTS

FINAL DRIVE ANCHOR
4. Place jack under the rear suspension lower link

mount to be removed.
Lower Link Removal

1. Securely block front and rear wheels.
2. Support rear of frame from the floor under the
hoist cylinder mounting.
3. Support front and rear side of rear axle housing.
Be sure jack is secure to lower mount so it will

not slide off as jack is extended.
5. Block final drive securely in this position.
6. Remove pin retaining capscrew and remove pin
(4, Figure 4-1).
Remove only one link at a time. If more than one

link is to be removed at the same time, extra supports must be in place to prevent the frame and
axle from moving out of position.
7. Remove spacers (3, Figure 4-2) and O-Rings

(5).
8. Remove snap ring (4) and bearing (6).
FIGURE 4-2. LOWER LINK PIN

1. Bushing
2. Frame
3. Spacer
4. Snap Ring\Seal
FIGURE 4-1. REAR AXLE

1. Pin
2. Diagonal Link
G04018
3. Link
4. Pin
5. O-Ring
6. Bearing
7. Pin
G4-3
DIAGONAL PANHARD ROD
Inspection
1. Clean all parts.
Removal
2. Inspect pin for wear, galling and cracks.

3. Inspect bearing for wear and freedom of movement.
4. Inspect dirt seal for cracks or damage that could
allow dirt to enter.
5. Replace any damaged or worn components
found during inspection.
1. Park truck on level surface and securely block

wheels.
2. Securely support frame on each side under
lower hoist cylinder mounts. Support frame so
there is not any weight being applied to the rear
axle.
3. Support panhard rod (1, Figure 4-4).
4. Remove retainer capscrews from panhard rod
pins (7).
Installation
1. Install one snap ring (4) and press bearing (6) in
link until it contacts snap ring. Install second
snap ring.
NOTE: Install snap rings as shown in Figure 4-3.
5. Remove panhard rod pins and panhard rod

from frame and final drive case.
6. Remove spacers (6, Figure 4-4) and O-Rings
(2).
7. Remove snap rings (7) and bearing (1).
2. Install new O-Rings (5) in bearings (6).

3. Install spacers (3, Figure 4-2).
4. Install pin (7) and retaining capscrew. Tighten
to standard torque.
5. Raise rear of frame and remove support from
under lower hoist cylinder mounts.
FIGURE 4-3. SNAP RING ORIENTATION

1. Link
G4-4
2. Snap Ring
FIGURE 4-4. DIAGONAL PANHARD ROD

1. Bearing
2. O-Ring
3. Panhard Rod
4. Bushing
5. Pin
6. Spacer
7. Snap Ring
G04018
Inspection
1. Clean all parts.
2. Inspect pin for wear, galling and cracks.
3. Inspect bearing for wear and freedom of movement.
4. Inspect dirt seal for cracks or damage that could
allow dirt to enter.
5. Replace any damaged or worn components
found during inspection.
Installation
1. Install one snap ring (7) and press bearing (1) in
link until it contacts snap ring. Install second
snap ring.
NOTE: Install snap rings as shown in Figure 4-3.
When installing panhard rod, misalignment of

second pin and bearing will probably occur.
Raise or lower frame with jacks or adequate lifting device ON EACH SIDE OF FRAME. DO NOT
use rear suspensions, because there is no
restraint to keep frame from shifting to one side
or the other.
4. Place panhard in position and install pin (5) and
retaining capscrew. Tighten to standard torque.
5. Install grease lines.
2. Install new O-Rings (2, Figure 4-4) in bearings

(1).
3. Install spacers (6).
G04018
G4-5
NOTES
G4-6
G04018
SECTION G5
FINAL DRIVE CENTER CASE ASSEMBLY
INDEX
FINAL DRIVE CENTER CASE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3

Specifications: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Straight-away-travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
To Check Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
REAR AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
DIFFERENTIAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
DIFFERENTIAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
Disassembly of Pinion Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9
Differential Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10
Disassembly Of Differential Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10
ASSEMBLY of DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13
Differential Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13
Assembly Of Differential Gear Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13
Installation Of Differential Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-15
Input Pinion and Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-16
Adjusting Tooth Contact, Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-19
G05020
Final Drive Center Case Assembly
G5-1
NOTES
G5-2
G05020
FINAL DRIVE CENTER CASE ASSEMBLY

The differential unit is designed to transmit the
rotary power from the propeller shaft to the left and
right wheels. It consists of a reduction unit and a differential unit which provides a difference in rotational speed to the left and right wheels when
negotiating curves.
In order to adjust the bearings and gear backlash,

shims are used at the pinion end and adjusting nuts
are used at the bevel gear end.
Specifications:
Splash-Type Lubrication
Because of its structure, the differential bearing is

subject to force in the thrust direction and radial
direction. For this reason, a taper roller bearing is
used.
Ratio: 3.467
Oil: EO30-CD, 130l (34 gal)
FIGURE 5-1. DIFFERENTIAL

1. Coupling
2. Park Brake Support
3. Bearing Carrier
4. Case
5. Nut
G05020
6. Cap
7. Differential Gear Case
8. Cross Shaft
9. Bevel Gear (52 Teeth)
10. Differential Case
11. Side Gear (24 Teeth)

12. Pinion Gear (20 Teeth)
13. Bevel Pinion (15 Teeth)
14. Shims
G5-3
OPERATION
Straight-away-travel
Power from the pinion passes through the bevel
gears to turn the differential case. The differential
pinion transfers this rotation to the differential side
gears where it turns the drive shafts splined to the
gears. During straight-away travel, the resistance on
the tires is equal, same resistance on both left and
right drive shafts, so the differential pinions do not
turn. Instead, the rotation of the case is transferred
directly to the side gears.
In this case, bevel and side gears rotate at the same

speeds so the case and the shaft turn as a single
unit.
FIGURE 5-2. FINAL DRIVE HOUSING

1. Parking Brake
2. Differential
G5-4
3. Axle Housing
4. Brakes
5. Final Drive
6. Fill Plug
G05020
REAR AXLE
Turning
In a turn, the resistance on the inside tire is greater
than on the outside one so the resistances on the
drive shaft are not balanced. Consequently, the side
gears then rotate at different speeds. The differential
pinions; therefore, rotate as they transmit the rotation
of the case to the side gears. This rotation forces the
two side gears to rotate in opposite directions. The
net effect is that the outside wheel turns at a rate
equal to the sum of the bevel gear speed and the differential pinion speed, while the inside one turns at a
rate equal to the difference.
To Check Oil Level

Remove plug (6, Figure 5-2) and check the oil level.
If the oil level is not at or near the lower end of the
plug hole, refill through the plug hole.
Removal
Make sure jacks, lifting equipment and rigging

have adequate capacity and are securely
attached to raise and hold rear of truck until
blocking or support stands are securely
installed. Total weight of rear end of truck (without body liners) is approximately 32 914 kgs.
(72,563 lbs). Weight of final drive assembly with
tires is approximately 15 875 kgs (35,000 lbs.).
1. Park truck on level surface.

2. Securely block front wheels.
3. With engine running, release parking brake and
disconnect linkage. Refer to Section J, Parking
Brake Removal for instructions for disconnecting parking brake linkage. Shut down engine.
Specifications:
4. Raise rear of frame high enough to clear final

drive case as it is rolled from under truck.
Reduction Ratio:
>Differential: 3.467
>Final Drive: 6.500
>Total: 22.54
Oil
>Differential: EO30-CD, 130l (34.4 gal)
>Final Drive: EO30-CD, 64 l (17 gal) each side
Tire size: 24.00-49 or 27.00-49
Rim size: 17.00-49 or 19.50-49
FIGURE 5-3. REAR AXLE MOUNTING

1. Pin
2. Diagonal Link
G05020
3. Link
4. Pin
G5-5
5. Securely block under lower hoist cylinder mount

structure of frame.
6. Block rear wheels to prevent final drive assembly from moving.
7. Remove drive line between final drive and
transmission. Slide drive line out of protector
and set aside.
8. Disconnect all hydraulic lines to wet disc brake
assemblies. Cap/plug all ports and hoses to
prevent dirt entry.
5. Attach lifting device to a rear suspension. Refer

to Section H, Rear Suspension Installation.
Install both suspensions.
6. Install drive line with slip joint end toward transmission. Tighten companion flange capscrews
to 18 2 kg.m(130 15 ft.lbs.) torque.
7. Install all hydraulic lines to rear brake assemblies and connect electrical ground strap at
anchor pin.
9. Remove rock ejectors from both sides of body.

10. Completely vent nitrogen from both rear suspensions. Refer to Section H, Oiling and Charging Procedures.
11. Attach lifting device to a rear suspension. Refer
to Section H, Rear Suspension Removal.
Remove both suspensions.
12. Refer to Final Drive Attachment, this Section,
for Lower Link and Panhard Rod Removal.
Remove these components.
13. Remove any electrical wiring, air lines or lube
lines that may interfere with removal of the final
drive assembly.
14. Remove blocks from behind rear wheels.
15. While supporting anchor structure, roll final
drive out from under frame.
Before placing truck in production, brakes must

be bled. Refer to Section J for Brake Bleeding
procedure.
8. Install rock ejectors on both sides of body.
9. Raise rear of frame and remove blocks or support stands from under lower hoist cylinder
mount structure.
10. Start engine, release parking brake, install linkage from park brake. Refer to section J, Parking
Brake Installation for instructions for connecting
parking brake linkage. Apply park brake, shut
down engine.
11. Charge all suspensions. Refer to Section H,
Suspension Oiling and Charging Procedure.
NOTE: After installation, check for oil leakage at the

rear axle external drain tubes. Oil leakage prior to
run-in is not abnormal, but if present, the rear axle
should be properly blocked up and the truck should
be run in gear until leakage stops.
Installation
Make sure jacks, lifting equipment and rigging

have adequate capacity and are securely
attached to raise and hold rear of truck until
blocking or support stands are securely
installed. Total weight of rear end of truck (without body liners) is approximately 32 914 kg
(72,563 lbs.). Weight of final drive assembly with
tires is approximately 15,890 kg (35,000 lbs.).
1. Align final drive assembly to frame.
2. Roll final drive under frame and block wheels.
3. Refer to Final Drive Attachment, this Section,
for Lower Link Installation. Install Lower Link.
4. Raise panhard rod to connect to frame. Refer to
Final Drive Attachment, this Section, for Panhard Rod Installation. Install Panhard Rod.
G5-6
G05020
DIFFERENTIAL ASSEMBLY
Removal
1. Drain 132 l (35 gal) of oil from the differential
gear case and 64 l (17 gal) of oil from each final
drive gear case.
2. Refer to Parking Brake Spring Cylinder
Removal, Section J, and remove parking brake
spring cylinder.
3. Refer to Slack Adjuster Removal, Section J,
and remove slack adjuster assembly.

1. Guard
2. Cover
3. Drive Shaft
8. Remove guard (1, Figure 5-6) and cover (2).

9. Remove drive shaft assembly (3).
FIGURE 5-4. BRAKE LINES AND BRACKET

1. Brake Lines
2. Brake Lines
3. Bracket
4. Remove hoses (1 & 2, Figure 5-4).

5. Remove bracket (3). Loosen the U-capscrews,
turn over the valve assembly bracket and set it
on top of the cross-member.
Ensure lifting equipment is of adequate capacity

to handle 1500 kg (3307 lbs).
10. Install a shackle to the differential mounting surface, then fit a lever block to the pinion end, and
adjust the height when removing.
NOTE: Be careful not to damage the seal surface of
the housing.
11. Remove differential assembly (2, Figure 5-7).
6. Remove cover (1, Figure 5-5).

7. Install an eyebolt and remove shaft (2) with a
bar.
FIGURE 5-5. COVER AND SHAFT

1. Cover
G05020
FIGURE 5-7. DIFFERENTIAL ASSEMBLY

1. Lift Chain
2. Differential Assembly
2. Shaft
G5-7
DIFFERENTIAL ASSEMBLY
Installation
Disassembly
Make sure lifting equipment is of adequate
capacity to handle 1500 kg (3307 lbs).
NOTE: Be careful not to damage the seal surface of
the housing.
1. Install a shackle to the differential mounting surface, then fit a lever block to the pinion end, and
adjust the height when installing differential
assembly (2, Figure 5-7). Apply Three Bond
TB1374 thread tightener to mounting capscrews and tighten to 94.5 10 kg.m (684 72
ft.lbs.) torque.
2. Apply Three Bond TB1374 thread tightener to
capscrews and install drive shaft assembly (3,
Figure 5-6). Tighten capscrews to 18 2 kg.m
(130 14 ft.lbs.) torque.
1. Set differential assembly in tool (2, Figure 5-8).

Tool (2) consists of repair stand 790-501-2000
and bracket 790-901-5110.
2. Pump air into park brake spring cylinder to
retract rod, then pull out connecting pin (3) of
slack adjuster lever (4), and remove spring cylinder (1).
If the air in the spring cylinder is released, the rod

will suddenly extend, so be careful not to get
caught.
3. Install guard (1) and cover (2).

4. Install shaft (2, Figure 5-5) with a bar and
remove eyebolt.
5. Install cover (1).
6. Install bracket (3, Figure 5-4).
7. Install hoses (1 & 2).
8. Refer to Slack Adjuster Installation, Section J,
and install slack adjuster assembly.
9. Refer to Parking Brake Spring Cylinder Installation, Section J, and install parking brake spring
cylinder.
10. Add 132 l (35 gal) of oil to the differential gear
case and 64 l (17 gal) of oil to each the final
drive gear case. Refer to Lubrication and Service, Section P, for oil specifications. Check differential and each final drive for proper oil level.
FIGURE 5-8. PARK BRAKE SPRING CYLINDER

1. Spring Cylinder
2. Tool
3. Connecting Pin
4. Lever
3. Caliper assembly
a. Remove plate (1, Figure 5-9) on one side,
then remove caliper (3) together with pad
(2).
b. Remove plate on other side.
c. Remove brake disc (1, Figure 5-10).
G5-8
G05020
FIGURE 5-9. CALIPER

1. Plate
2. Pad
3. Caliper
FIGURE 5-11. PINION AND CARRIER

1. Lifting Device
4. Remove retaining capscrew (3, Figure 5-10),

and mounting capscrews (6), then remove coupling (2) together with holder (4) and O-ring.
5. Remove support (5).
6. Install coupling and lifting device (1, Figure 511) and screw in pusher bolts, then lift off pinion
and carrier assembly (2).
2. Carrier Assembly
Disassembly of Pinion Carrier Assembly

1. Remove carrier (2, Figure 5-12) together with
inner bearing (3) from pinion gear (1).
2. Remove spacer (5), then remove inner bearing
(4).
NOTE: Check the number and thickness of the

shims, and keep together in a safe place for
installation at re-assembly of pinion and carrier.
FIGURE 5-12. PINION BEARING

FIGURE 5-10. BRAKE COUPLING
1. Brake Disc
4. Holder
2. Coupling
5. Support
3. Capscrew
6. Capscrews
G05020
1. Pinion Gear
2. Carrier
3. Inner Bearing
4. Inner Bearing
5. Spacer
G5-9
FIGURE 5-13. PINION GEAR AND RACES

1. Outer Race
4. Holder
2. Outer Race
5. Inner Race
3. Carrier
6. Pinion Gear
3. Remove holder (4, Figure 5-13), then remove

center bearing inner race (5) from pinion gear
(6).
4. Remove bearing outer races (2) and (1) from
carrier (3).
NOTE: The bearing is an adjustment-free bearing
assembly (2 tapered roller bearings and spacer), so
check the matching numbers, and keep as a set in a
safe place.
FIGURE 5-15. DIFFERENTIAL MOUNTING

1. Cap
3. Adjustment Nuts
2. Capscrews
4. Gear Assembly
3. Loosen mounting capscrews (2, Figure 5-15),

and remove cap (1).
4. Lift off differential gear assembly (4).
5. Remove left and right side bearing adjustment
nuts (3).
Disassembly Of Differential Gear Unit
1. Using puller (1, Figure 5-16) remove bearing

(2).
Differential Gear Unit

1. Remove lock (1, Figure 5-14).
2. Using wrench 790-425-1660 (2), loosen left and
right side bearing adjustment nuts (3) until they
can be turned by hand.

1. Locks
2. Wrench
G5-10
3. Nuts
FIGURE 5-16. BEARING PULLER

1. Puller
2. Bearing
G05020

1. Case
2. Capscrews
FIGURE 5-19. SIDE GEAR

1. Side Gear
2. Gear
FIGURE 5-18. THRUST WASHER

1. Thrust Washer
2. Case
FIGURE 5-20. PINION GEAR ASSEMBLY
1. Gear Assembly
2. Cross Shaft
2. Remove mounting capscrews (2, Figure 5-17),

then remove case (1).
3. Remove thrust washer (1, Figure 5-18) from
case (2).
4. Remove side gear (1, Figure 5-19).
5. Remove pinion gear assembly (1, Figure 5-20)
together with cross shaft (2).
G05020
G5-11
6. Hold pinion gear assembly (3, Figure 5-21) with

press, and using wrench 09003-07280 (1),
remove ring nut (2).
FIGURE 5-23. GEAR BEARINGS

1. Outer Races
2. Outer Races
FIGURE 5-21. RING NUT AND GEAR

1. Wrench
2. Ring Nut
3. Pinion Gear
FIGURE 5-24. BEVEL AND SIDE GEARS

1. Side Gear
2. Bevel Gear
7. Pull out shaft (4, Figure 5-22) with press, then

remove pinion gear, bearing (1), and collar (3).
8. Remove bearing (2) from shaft (4).
9. Remove bearing outer races (1, Figure 5-23)
and (2) from pinion gear.
NOTE: The bearing is an adjustment-free bearing, so
check the matching numbers of the bearing, collar,
and outer race, an keep together as a set in a safe
place.
FIGURE 5-22. GEAR AND SHAFT
1. Bearing
3. Collar
2. Bearing
4. Shaft
10. Remove side gear (1, Figure 5-24).

11. Remove thrust washer (1, Figure 5-25).
12. Remove bevel gear (3, Figure 5-26) from case
(2).
13. Remove bearing (1) from case (2)
G5-12
G05020
14. Remove snap ring (2, Figure 5-27), then

remove bearing (1) from differential case (3).
FIGURE 5-25. BEVEL GEAR

1. Thrust Washer
2. Bevel Gear
FIGURE 5-27. DIFFERENTIAL BEARING

1. Bearing
3. Differential Case
2. Snap Ring
ASSEMBLY of DIFFERENTIAL
Differential Bearing
1. Set differential case in tool (2, Figure 5-8). Tool
(2) consists of repair stand 790-501-2000 and
bracket 790-901-5110.
2. Using a push tool, press bearing (1, Figure 527) in differential case (3), and install snap ring
(2).
FIGURE 5-26. DIFFERENTIAL BEARING
1. Bearing
2. Case
3. Bevel Gear
Assembly Of Differential Gear Assembly

1. Install bevel gear (3, Figure 5-26) in differential
gear case (2). Apply Three Bond TB1374
thread tightener to mounting capscrew and
tighten to 94.5 kg.m (684 ft.lbs.) torque.
2. Install side bearing (1). Shrink fit bearing by
heating to 100 C (212 F).
NOTE: Bearings should be heated by heat lamps, oil
bath, or induction heaters. Do not use a torch or heat
greater than 176 C (350 F).
NOTE: After bearing cools, check that there is no
clearance between the end face of the case and the
bearing.
3. Turn case over, then align with dowel pin, and
install thrust washer (1, Figure 5-25).
NOTE: Check that the head of the dowel pin is 0.5
+0.2 -0.0 mm (0.02 + 0.0078 - 0.0 in) lower than the
surface of the washer.
4. Install side gear (1, Figure 5-24).
5. Differential Pinion Side Gear.
G05020
G5-13
FIGURE 5-28. BEARING INSTALLATION

1. Bearing
2. Shaft
NOTE: The bearing is an adjustment-free bearing

assembly, so check the numbers on the bearings,
collar, and outer races, and use only as a matching
set.
FIGURE 5-29. BEARING INSTALLATION

1. Side Bearing
2. Case
a. Using push tool, press fit outer races (1 & 2,

Figure 5-23) in pinion gear.
9. Heat side bearing (1, Figure 5-29) to 100 C

(212 F) and install to case (2).
b. Using push tool, press fit bearing (1, Figure

5-28) to shaft (2).

c. Set pinion gear to shaft, then assemble collar (3, Figure 5-22), and using push tool,
install bearing (1).
d. Apply Three Bond thread tightener TB1374
to ring nut (2, Figure 5-21). Hold pinion gear
assembly (3) with press, and using wrench
09003-07280 (1), tighten ring nut (2).
NOTE: Check that there is no clearance between the

end face of the case and the bearing.
10. Fit case (1, Figure 5-30) to housing. Apply
Three Bond thread tightener TB1374 to mount-
6. Assemble pinion gear assembly (1, Figure 520) to cross shaft (2), then raise and install to
case.
NOTE: Align the notched portion of the pinion gear
shaft with the dowel pin of the case, and install.
NOTE: Move the pinion gear, and check that the
gear assembly rotates easily.
7. Install side gear (1, Figure 5-19).
8. Align with dowel pin, and install thrust washer
(1, Figure 5-18).
NOTE: Check that the head of the dowel pin is 0.5
+0.2 -0.0 mm (0.02 + 0.0078 - 0.0 in) lower than the
surface of the washer.
G5-14
G05020
ing capscrews (2) and tighten to 94.5 kg.m (684

ft.lbs.) torque.
b. Measure dimension between adapters with

depth micrometer 792-525-3000 (1).
FIGURE 5-31. BEARING PRELOAD

1. Micrometer
2. Adapter
792-525-3000
790-425-1670
FIGURE 5-30. CASE INSTALLATION
1. Case
2. Capscrews
Installation Of Differential Assembly

1. Tighten side bearing adjustment nuts (3, Figure
5-15) temporarily, and place differential gear
case assembly (4) temporarily.
2. Align match marks and fit cap (1) to assembly.
Rotate the bevel gear 20 - 30 turns to settle the
bearings, then tighten. Apply Three Bond
thread tightener TB1374 to mounting capscrews (2) and tighten to 175 kg.m (1266
ft.lbs.) torque.
3. Adjusting preload of bearing
a. Install measurement adapters 790-425-1670
(2, Figure 5-31) to both ends of cap.
NOTE: When measuring, hold the micrometer

securely with one hand, and put the probe in contact
parallel to the measurement adapter.
c. Add 0.4 0.15 mm (0.016 0.006 in) to the
measured dimension, and set scale of
micrometer.
NOTE: The added dimension becomes the amount
of deflection of the case before applying preload and
after applying preload.
d. Tighten adjustment nuts (3, Figure 5-14)
from both ends, and continue to tighten with
wrench 790-425-1660 (2), paying careful
attention to the groove that the lock enters.
NOTE: To settle the bearing properly when doing
this, rotate the bevel gear and tap the bearing cap
and bevel gear with a soft-faced hammer,
NOTE: Precautions when adjusting preload.

If the increase in deflection caused by overtightening
of the adjustment nut exceeds the standard amount,
return the adjustment nuts to the condition before
adjusting. When doing this, rotate the bevel gear and
tap the bearing cap and bevel gear with a plastic
G05020
G5-15
hammer, check that there is no clearance at portion

(A), and adjust again.
Use a light and a feeler
gauge to ensure there
is no gap.
To prevent such trouble, this assembly procedure

must be followed.
1. Using push tool, press fit outer races (1, Figure
5-34) and (2) in cage (3). Check that there is no
clearance between the outer races and the carrier.
No Gap
FIGURE 5-32. BEARING ADJUSTMENT

FIGURE 5-34.
1. Outer Race
3. Carrier
2. Outer Race
2. Heat bearing inner race (2, Figure 5-35) to
100C (212F), then press center bearing inner
race onto pinion gear (3), then install holder (1).
Apply Three Bond thread tightener TB1374 to
mounting bolts and tighten to 11.5 1 kg.m (83
8 ft.lbs.) torque.
FIGURE 5-33. INPUT PINION ASSEMBLY

10. O-Ring
2. Park Brake Disc
12. Holder
3. Coupling
13. Bearing Race
14. Pinion Gear (15 T)
5. Holder
15. Bearing Carrier
6. O-Ring
16. Shim Assembly
8. Oil Seal
18. Bearing Assembly
9. O-Ring
Input Pinion and Carrier Assembly
When assembling the differential pinion carrier
assembly (Figure 5-33), if coupling bolts are not tightened while the pinion bearing is turning, the bearing
will be damaged in a short period of operation.
G5-16
FIGURE 5-35. PINION GEAR

1. Holder
2. Bearing Inner Race
3. Pinion Gear
3. Heat bearing inner race* (1, Figure 5-36) to

100C (212F), then press onto pinion gear
shaft and install spacer (2).
G05020
*The bearing is an adjustment-free bearing, so

check the matching numbers, and keep them
together as a set.
*Check that there is no clearance between
the end face of the pinion gear and the inner
race.
then install pinion and cage assembly (1, Figure

5-38) to differential case.
*NOTE: Use the same amount of shims that
were removed at time of pinion disassembly. If any parts, such as bearings, bearing carrier, pinion gear, or housing have been
replaced, be certain to refer to Adjusting Tooth
Contact, Backlash, later in this procedure to
determine the correct shim thickness.
FIGURE 5-36.
1. Bearing Inner Race
2. Spacer
FIGURE 5-38.
1. Cage Assembly
4. Set carrier (2, Figure 5-37) to pinion gear (3),
and install bearing (1).
7. Install oil seal (3, Figure 5-39) and O-ring (2) to
park brake support (1). Install support (1) to differential case. Apply Three Bond thread tightener TB1374 to mounting bolts and tighten to
56 6 kg.m (405 45 ft.lbs) torque.
1. Bearing
2. Carrier
FIGURE 5-37.
3. Pinion Gear
5. Coat the bearing rollers as well as the running

surfaces of the inner and outer races thoroughly
with E030-CD.
FIGURE 5-39.
2. O-Ring
3. Oil Seal
6. Fit O-ring (10, Figure 5-33) onto bearing carrier

(15), and assemble shims* (16, Figure 5-33),
G05020
G5-17
8. Fit coupling (4, Figure 5-40), O-ring and holder

(2), and apply Three Bond thread tightener
TB1374 to mounting bolt (3). Tighten bolt* (3)
gradually to 225 25 kg.m (1627 180 ft.lbs)
torque while the bearing is turning (20 to 30
rotations). *If the bolt (3) is tightened without
keeping the bearing turning, there will be a possibility of damaging the bearing.
*2) Measure the axial bearing end play for: 0.01

- 0.17 mm (0.0004 - 0.0067 in.)
Measuring method:
i) After the bearing has been run 20 to 30
rotations, set a dial gauge as shown in
Figure 5-42 to align with Point Zero.
FIGURE 5-42.
FIGURE 5-40.
2. O-Ring and Holder
3. Bolt
4. Coupling
ii) Oscillate the coupling 20 to 30 rotations in

its lifted condition (approximately 300 kg)
and make sure that the dial gauge reading
has been stabilized. (See Figure 5-43)
9. After tightening bolt (3), turn the bearing 20 to

30 rotations again, and make sure that the
bearing is running smoothly and that bolt (3)
has been tightened to the specified torque.
10. Using either of the following methods*, confirm
that the bearing has been set normally.
*1) Measure the starting torque in the tangential
direction with a spring scale (1, Figure 5-41)
attached to a threaded hole in the coupling
(396 mm [15.6 in.] bolt circle dia.). Starting
torque must not be greater than 5.1 kg.
(11.2 lbs.) maximum. Perform this measurement on the bevel gear side.
FIGURE 5-43.
iii) The dial gauge reading obtained in ii)

above will be equal to the end play in the
axial direction.
FIGURE 5-41.
1. Spring Scale
G5-18
G05020
2. Adjust tooth contact as follows.
Adjusting Tooth Contact, Backlash

Adjust backlash and tooth contact at the same time.
1. Adjust backlash as follows.
a. Move bevel gear with adjustment nuts (1 & 2,
Figure 5-44).
a. Adjust the in and out movement of the bevel

pinion by changing the shims between the
differential case and bearing cage.
b. Adjust tooth contact in Step 3.
NOTE: When adjusting the bevel gear, do not

change the preload of the bearing. Always turn the
adjustment nuts at both ends the same amount in the
same direction.
b. Put a dial Indicator (2, Figure 5-45) at right
angles in contact with the reverse face of the
tooth at the outside of the bevel gear. Turn
the adjustment nut and adjust the backlash.
c. Backlash: Adjust at 3 - 4 places. Keep the
pinion gear locked when measuring. Adjust
to 0.41-0.56 mm (0.016 - 0.022 in) backlash.
FIGURE 5-45. TOOTH CONTACT ADJUSTMENT

1. Adjustment Nut
2. Adjustment Nut
FIGURE 5-44. BACKLASH ADJUSTMENT

1. Bevel Gear
2. Dial Indicator
G05020
G5-19
3. Adjusting tooth contact

Mix red lead (minimum) in spindle oil, then coat
the face of 7 or 8 teeth of the driven gear. Hold
down the driven gear by hand to act as a brake,
and rotate the drive pinion gear forward and
backward, then inspect the pattern left on the
teeth.
TOOTH CONTACT
CAUSE
Adjust the tooth contact as shown in the following

illustrations and procedure.
PROCEDURE FOR ADJUSTMENT
Adjust the drive pinion by adjusting the shims at the

The tooth contact pattern should
start from about 5 mm from the toe drive pinion cage. Adjust the driven gear in the
of the bevel gear and cover about same way as when adjusting backlash.
50% of the length of the tooth. It
should be in the center of the tooth
height.
Drive pinion is too far from driven

gear.
Drive pinion is too close to driven

gear.
Driven gear is too close to drive

pinion.
Driven gear is too far from drive

pinion.
G5-20
1. Reduce shims at drive pinion to bring closer to driven

gear.
2. Move driven gear further
away from drive pinion and
adjust backlash correctly.
1. Increase shims at drive
pinion to move away from
driven gear.
2. Move driven gear closer to
drive pinion and adjust
backlash correctly.
1. Reduce shims at drive pinion to bring closer to driven
gear.
2. Move driven gear further
away from drive pinion and
adjust backlash correctly.
1. Increase shims at drive
pinion to move away from
driven gear.
2. Move driven gear closer to
drive pinion and adjust
backlash correctly.
G05020
4. Caliper assembly
a. Install brake disc (1, Figure 5-46). Apply
Three Bond thread tightener TB1374 to disc
plate capscrews and tighten to 56 6 kg.m
5. Install spring cylinder assembly (1, Figure 548), and connect rod clevis with connecting pin
(3) to lever of slack adjuster (4).
NOTE: To retract the rod, connect air pressure to the
spring cylinder.
FIGURE 5-46. BRAKE COUPLING

1. Brake Disc
4. Holder
2. Coupling
5. Support
3. Capscrew
6. Capscrews
b. Install plate (1, Figure 5-47) on one side temporarily.
FIGURE 5-48. PARK BRAKE SPRING CYLINDER

1. Spring Cylinder
2. Tool
c. Fit pad (2) and install caliper (3).
3. Connecting Pin &

Clevis
4. Lever
d. Install plate on other side and tighten fully.

Apply Three Bond thread tightener TB1374
to plate mounting capscrews and tighten to
94.5 kg.m (684 ft.lbs.) torque.
NOTE: Make a clearance of 0.1 mm (0.004 in)
between the plate and the caliper.
Refer to Parking Brake Adjustment, Section J, Brake

System, to adjust park brake assembly.
FIGURE 5-47. CALIPER

1. Plate
2. Pad
G05020
3. Caliper
G5-21
NOTES
G5-22
G05020
SECTION G6
FINAL DRIVE PLANETARIES AND WHEEL HUBS
INDEX
FINAL DRIVE PLANETARIES AND WHEEL HUBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3

FINAL DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3
CARRIER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5
FINAL DRIVE CARRIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-6
FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-9
G06011
Final Drive Planetaries and Wheel Hubs
G6-1
NOTES
G6-2
G06011
FINAL DRIVE PLANETARIES AND WHEEL HUBS

FINAL DRIVE
The final drive uses a planetary gear mechanism to
reduce the rotation speed and produce a greater
driving torque. Of all the components in the drive
train, the final drive has to bear the greatest
stresses. The lubrication system should be maintained properly to insure long life of the gears and
bearings.
To Check Oil Level

Stop the machine so that the casting line is horizontal and the drain plug is at the bottom. Remove the
fill plug and check the oil level. If the oil level is not
near the lower edge of the plug hole, add oil until it
reaches this level.
FIGURE 6-1. FINAL DRIVE PLANETARY

1. Carrier
2. Planet Gear Shaft
3. Planet Gear (39 Teeth)
4. Sun gear (18 teeth)
5. Button
6. Cover
7. Ring Gear (99 Teeth)
G06011
8. Spacer
9. Retainer
10. Inner Hub
11. Drive Shaft
12. Wheel Hub
13. Seal Drain
SPECIFICATION:
Splash-type Lubrication
Ratio: 6.50
Oil: EO30-CD, 64 l (17 gal) - each
side
G6-3
CARRIER ASSEMBLY
Removal
1. Drain 64 l (17 gal) of oil from the final drive
case.
NOTE: If the drain plug is not at the bottom, use a
hydraulic jack (50t) to jack up the machine, then turn
the hub.
3. Remove button (2).
4. Install an eye-capscrew at the end of drive shaft
(3, Figure 6-3), then use a bar to pull out drive
shaft.
5. Remove snap ring (4).
6. Remove sun gear (5).
7. Remove spacer (2).
1. Carrier Assembly
2. Spacer
3. Drive Shaft
4. Snap Ring
5. Sun Gear
Be sure lifting device is of adequate capacity to

handle 390 kg (860 lbs.) safely.
FIGURE 6-2. COVER AND BUTTON

1. Cover
G6-4
2. Button
G06011
2. Using a press, remove shaft (4).
8. Remove carrier assembly (1).
FIGURE 6-4. CARRIER ASSEMBLY

1. Carrier Assembly
2. Rim
Installation
FIGURE 6-5. CARRIER

1. Bearings
2. Spacer
3. Plate
4. Shaft
5. Pinion Gear Assembly

6. Capscrews
7. Capscrews
8. Spacer
Ensure lifting device is of adequate capacity to

handle 390 kg (860 lbs.) safely.
1. Install carrier assembly (1, Figure 6-4).
2. Install spacer (2 Figure 6-3).
3. Install sun gear (5).
4. Install snap ring (4).
5. Install an eye-capscrew at the end of drive shaft
(3), then use a bar to Install drive shaft.
6. Install button (2, Figure 6-2).
8. Add oil to the final drive case. Refill to the specified level and check the oil level again. Refer to
Lubrication and Service, Section P, for the
proper oil.
FIGURE 6-6. BEARINGS
1. Bearings
2. Spacer
FINAL DRIVE CARRIER

Disassembly
1. Remove four capscrews (6, Figure 6-5) and six
capscrews (7), then remove plate (3).
3. Pull out pinion gear assembly (5), and remove

two bearings (1) and spacer (2). (See Figures
6-5 and 6-6)
4. Remove outer race (1, Figure 6-7) and spacer
(2).
G06011
G6-5
NOTE: The bearing is an adjustment-free bearing, so

keep together as a set in a safe place.

Disassembly
5. Remove snap ring (3).

6. Remove spacer (8, Figure 6-5) from carrier.
1. Remove rear wheel assembly. Refer to Rear

Wheel Removal, this section.
2. Remove carrier
described.
assembly
as
previously
3. Shim retainer removal;

a. Using three evenly spaced tools 790-4381150 (3, Figure 6-8), secure inner gear (1) to
outer gear (2).
NOTE: To install the tool, remove capscrew (4) from
the outer gear, and use the three tool mounting tap
holes in the inner gear.
NOTE: To prevent damage to the floating seal,
always remove before removing retainer (1, Figure 69).
FIGURE 6-7. OUTER BEARING RACES

1. Outer Race
2. Spacer
3. Snap Ring
b. Remove mounting capscrews (2, Figure 69), then remove retainer (1) and shims.
shims, and keep together in a safe place.
Assembly
1. Install spacer (8, Figure 6-5) to carrier.
2. Install snap ring (3, Figure 6-7).
3. Fit spacer (2), and press fit outer race (1).
4. Set spacer (2, Figure 6-5) and bearing (1) in
position, then raise pinion gear and assemble,
and install bearing (1) from top.
5. Push pinion gear assembly (5) into carrier.
6. Fit plate (3) with capscrew (1) temporarily, then
install 2 guide capscrews to shaft (4), and press
fit.
NOTE: Expand fit the shaft, of press fit with a press.
7. Apply Three Bond (TB1374) thread tightener to
capscrews (7) and tighten to 28.5 kg.m (206
ft.lbs.) torque. After rotating pinion gear 5 - 6
turns, tighten six capscrews (2) and four capscrews (6) to specified torque again.
G6-6
FIGURE 6-8. GEARS AND RETAINER

1. Inner Gear
2. Outer Gear
3. Tool (790-438-1150)
4. Capscrew
G06011
FIGURE 6-11. INNER GEAR AND RING GEAR

FIGURE 6-9. RETAINER
1. Retainer
1. Capscrews
2. Holder
3. Inner Hub
4. Ring Gear
2. Capscrews
5. Rear wheel hub assembly.
4. Lift off ring gear assembly (1, Figure 6-10). Disassemble ring gear assembly as follows.
a. Remove mounting capscrews (1, Figure 611), then remove holder (2).
a. Sling rear wheel hub assembly (1, Figure 612) or support with forklift, then remove nuts
(2, Figure 6-13).
b. Remove inner hub (3) from ring gear (4).
FIGURE 6-12. REAR WHEEL HUB

1. Hub Assembly
2. Housing
FIGURE 6-10. RING GEAR

1. Ring Gear Assembly
G06011
2. Hub
G6-7
FIGURE 6-13. REAR WHEEL HUB

1. Tool (790-438-1150)
2. Nut
FIGURE 6-15. HUB AND BEARING
b. Pull out wheel hub assembly (2, Figure 6-14)

partly, remove bearing (1), then remove
wheel assembly.
1. Hub Assembly
2. Outer Race
3. Outer Race
NOTE: The bearing comes out easily, so be

extremely careful not to let it drop.
6. Remove bearing (1, Figure 6-16).
c. Remove outer races (2 & 3, Figure 6-15)
from wheel hub assembly (1).
FIGURE 6-16. BEARING

1. Bearing
2. Axle
FIGURE 6-14. HUB AND BEARING

1. Bearing
G6-8
2. Hub Assembly
G06011
Assembly
4. Shim, retainer
1. Install bearing (1, Figure 6-16).
a. Adjust preload of bearing as follows.
2. Wheel hub assembly

a. Using push tool 792-104-4501, press fit
outer races (2 & 3, Figure 6-15) in wheel hub
(1).
1) With no shims assembled, install retainer

(1, Figure 6-9) temporarily with capscrews
(2).
b. Install O-ring, then raise rear wheel hub

assembly (1, Figure 6-12), and set to inner
gear.
2) Remove tool (1, Figure 6-13) from 3

places, and tighten nuts.
c. Install bearing (1, Figure 6-14). Apply Three

Bond (TB1374) thread tightener to nuts (2,
Figure 6-13) and tighten nuts to 56 kg.m
(405 ft.lbs.) torque.
NOTE: Do not remove tools (1, Figure 6-13) until the
retainer has been completely secured.
3. Ring gear assembly
a. Assemble ring gear assembly as follows.
b. Set inner hub (3, Figure 6-11) to ring gear
(4).
c. Install holder (2), and apply Three Bond
(TB1374) thread tightener to mounting capscrews (6) and tighten.
d. Raise ring gear assembly (1, Figure 6-10)
and install.
3) Rotate wheel hub 5 - 6 times and tighten

capscrews uniformly to 15 0.5 kg.m (108
3.6 ft.lbs.) torque.
NOTE: If the capscrews are tightened without
rotating the wheel hub, the bearing will not settle, and
the correct preload cannot be obtained.
4) Using depth micrometer (1, Figure 6-17)

measure dimension c between end of
shaft and outer edge of retainer (2).
5) Remove retainer, and measure the thickness a of retainer. Select a shim thickness which is dimension b, by using the
formula below.
(b=c-a) and add 0.3 mm (0.012 in).
b. Insert shim pack as determined above, then
install retainer (1, Figure 6-9). Apply Three
Bond (TB1374) thread tightener to capscrews (2) and tighten to 94.5 kg.m. (684
ft.lbs.).
NOTE: Rotate the wheel hub 5 - 6 times and tighten
the capscrews uniformly until the tightening torque in
constant.
NOTE: After tightening the capscrews, rotate the
wheel hub, and check that there is no abnormality in
rotation.
5. Refer to Carrier Assembly Installation, this section, and install carrier assembly.
6. Refer to Rear Wheel Assembly Installation, this
section, and install rear wheel assembly.
FIGURE 6-17. SHIM ADJUSTMENT

1. Micrometer
G06011
2. Retainer
G6-9
NOTES
G6-10
G06011
SECTION H
SUSPENSIONS
INDEX
FRONT SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
H01018
Index
H1-1
NOTES
H1-2
Index
H01018
SECTION H2
FRONT SUSPENSIONS
INDEX
SUSPENSION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H2-3

SUSPENSION SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H2-3
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H2-7
SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H2-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H2-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H2-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H2-9
ATTENUATION VALVE (FIXED RATE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H2-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H2-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H2-11
H02020
Front Suspensions
H2-1
NOTES
H2-2
Front Suspensions
H02020
SUSPENSION SYSTEM
FIGURE 2-1. SUSPENSION SYSTEM

1. Front Suspension Cylinder
2. Rear Axle Support
3. Rear Suspension Cylinder

4. Radius Rod
5. A-arm
SUSPENSION SYSTEM OPERATION

The suspension system supports the weight of the
chassis, and absorbs the shock from uneven road
surfaces to provide a comfortable ride for the operator. At the same time, it maintains the stability of the
machine by ensuring that all four wheels are always
in contact with the ground surface. In this way, it
allows the machine to demonstrate its full performance in items such as acceleration, braking, and
turning, even when traveling at high speed.
The front suspension consists of two basic components; a suspension cylinder and an A-arm.
The suspensions are hydro-pneumatic components

containing oil and nitrogen gas. The oil and gas in the
four suspension cylinders carry the gross truck
weight less wheels, spindles and final drive assembly.
If a variable rate suspension system or the payload

meter is installed on the vehicle, both front suspension cylinders will have a pressure sensor in place of
the discharge plug.
H02020
In addition to these functions, the front suspension

employs an optional variable rate suspension system. In this system, the force of the suspension is
automatically changed by selecting the damping
force to match the travel conditions and load conditions. This further increases the stability and riding
comfort of the machine.
Front Suspensions
H2-3
FRONT SUSPENSION
The front suspension cylinder functions as a shock
absorber and spring, and is connected by spherical
bearings to the lower A-arm and main frame. The
wheels move up and down in accordance with the
retraction and extension of the suspension cylinder
to maintain the proper alignment for the wheels and
to improve the stability of the machine.
The inside of the cylinder contains oil (B, Figure 2-3),
and charged with nitrogen gas (A). Oil (B) and oil
chamber (C) are connected by tube (10) and valve
assembly (11).
When the machine is traveling, the wheels follow the
unevenness of the road surface, and an external
force in the up-down direction is applied to the suspension cylinder. When this happens, the volume of
the nitrogen in the gas chamber changes elastically
under the input force, and absorbs the external force.
The nitrogen gas is sealed by a rod and oil, so it is
always subjected to a pressure corresponding to the
external force, and acts as a spring.
The damping force is produced inside valve assembly (11, Figure 2-3) with orifice plate (3, Figure 2-4)
and leaf springs (1) and (2). They restrict the flow of
oil between oil chamber (B) and oil chamber (C), and
create a damping force.
FIGURE 2-3. FRONT SUSPENSION
H2-4
1. Feed Valve
2. Retainer
3. Flange
4. Stopper
5. Cylinder (with axle)
6. Rod
7. Wear ring
8. Air Bleed Valve
Front Suspensions
9. Air Bleed Valve

10. Tube
11. Valve Assembly
A. Gas Chamber
B. Oil Chamber
C. Oil Chamber
H02020
When retracting, the nitrogen gas is compressed

by the external force from the road surface. The
oil in oil chamber (B) flows from oil chamber (B)
through valve assembly (11, Figure 2-3) and tube
(10) to oil chamber (C). The oil flowing through
the valve from direction Y to orifice plate (3,
Figure 2-4) is throttled by orifices in four places to
generate a damping force.
When extending, the external force from the road
surface weakens, the pressure of the nitrogen
gas extends the rod, and the oil in chamber (C,
Figure 2-3) passes through tube (10) and valve
assembly (11) to oil chamber (B). The oil flowing
through the valve flows from direction Z and
passes through two orifices from the orifice plate
to generate a damping force.
The variable rate suspension also controls the damping force by a variable orifice located in valve assembly (11, Figure 2-3). Refer to Options and Special
Tools, Section M for information concerning the variable rate suspension.
Removal
The suspension cylinders require only normal care
when handling as a unit. However, after being disassembled these parts must be handled carefully to
prevent damage to the machined surfaces. Surfaces
are machined to extremely close tolerances and are
precisely fitted. All parts must be completely clean
during assembly.
1. Park unloaded truck on hard level surface.
Block wheels and apply parking brake. Refer to
Section G, Front Tire and Rim, and to Front
Wheel Hub, to remove front wheel, tire and front
wheel hub.
2. Remove cover from top of suspension. If
equipped with payload meter or variable rate
suspension, disconnect wire lead from sensor.
Turning the complete valve assembly more than

three turns may result in the valve assembly
being forced out of the suspension by the gas
pressure inside.
NOTE: If oil is discharged with the gas, tighten the
valve slightly so only the gas will be discharged.
3. Wearing face mask or goggles, discharge nitrogen pressure from suspension by loosening discharge plug (2, Figure 2-5) no more than one
turn. After all nitrogen pressure has been
relieved, tighten the valve to 4.5 0.5 kg.m (33
4 ft.lbs.) torque.
FIGURE 2-4.
1. Leaf Springs
2. Leaf Springs
NOTE: If equipped with a pressure sensor, refer to

Oiling and Charging Procedures, this section, for
discharging nitrogen gas.
3. Orifice Plate
FIGURE 2-5. VALVE AND PLUG LOCATION

1. Air Bleed Valve
2. Discharge Plug
H02020
Front Suspensions
3. Charging Valve
H2-5

1. Elbow Fitting
2. Brake Hoses
FIGURE 2-8. STEERING KNUCKLE

1. Capscrew
2. Capscrew
4. Remove the brake hoses (2, Figure 2-6).

5. Remove grease tubes (4, Figure 2-7) and
elbows (3).
6. Remove pins (2) and (5) and tie rod (1).
8. If equipped with variable rate dampening, disconnect the air lines from the air cylinder on the
suspension.
7. Remove steering cylinder rod (6).
9. Remove capscrew (2, Figure 2-8) by rotating

the knuckle arm approximately 40 towards the
chassis.
10. Steer the knuckle arm to straight ahead position. Place a jack under the king pin and raise
up. Remove capscrews (1).
FIGURE 2-7. STEERING LINKAGE REMOVAL

1. Tie Rod
2. Pin
3. Elbow
H2-6
4. Grease Tubes
5. Pin
6. Steering Cylinder
Front Suspensions
H02020
Installation
Suspension weighs approximately 681 kg (1,500

lbs.). Be certain that lifting device is of adequate
capacity.
10. Sling suspension to a suitable lifting device that

can safely carry 681 kg (1,500 lbs.). See Figure
2-9.
11. Remove pin (2) and two spacers and move suspension away from frame.
1. Clean all paint or protective coating from

mounting surface of suspension. Assure that
mount surfaces of suspension and A-frame are
smooth and free of any oil.
Suspension weighs approximately 681 kg. (1,500

lbs.). Be certain that lifting device is of adequate
capacity.
2. Attach lifting device to suspension housing and
raise into position on A-arm. Install top cylinder
pin (2, Figure 2-9.) with a spacer on each side
of the suspension.
3. Install capscrews (1, Figure 2-8).
4. Rotate the knuckle arm approximately 40
towards the chassis and install capscrew (2).
5. Connect steering cylinder rod (6, Figure 2-7) to
knuckle with pin (5).
6. Connect tie rod (1) to knuckle with pin (2).
7. Install elbows (3) and grease tubes (4).
8. Connect brake hose (2, Figure 2-6).
9. Install front hub, wheel and tire. Refer to Section G for installation procedures.
10. Install brake hoses

1. Suspension Cylinder
H02020
2. Cylinder Pin
11. After installation of suspension, it will be necessary to check oil level and charge with nitrogen
gas. Refer to Suspension Oiling and Charging
procedure, this section.
Front Suspensions
H2-7
SUSPENSION REBUILD
3. Remove flange mounting bolts (7) and air
bleed plug (15).
Disassembly
1. Remove top suspension cover.
2. Remove charging valve (8, Figure 2-10) and
discharge plug (9).
1. Wear Ring
2. Rod Assembly
3. Stopper
4. Suspension Housing
5. Flange
6. Retainer
H2-8
4. Raise cylinder rod (2) until it contacts stopper

(3) and pushes stopper to step in cylinder.
FIGURE 2-10. FRONT SUSPENSION ASSEMBLY

13. Dust Seal
7. Capscrew
14. Plate
8. Charging Valve
15. Air Bleed Valve
9. Discharge Plug
16. Spacer
10. Bushing
17. Plug
11. Seal
18. Buffer Ring
12. Bushing
Front Suspensions
19. O-Ring
20. Attenuation Valve
21. Capscrew
22. O-ring
23. Tube
H02020
Assembly
Clean all components thoroughly. Lightly coat all Orings, backup rings, seals and wiper with petroleum
jelly or suspension oil as parts are assembled.
1. Install wear ring (1, Figure 2-10) on cylinder rod
(2).
2. Using tool 561-99-79220, press fit bushing (3,
Figure 2-12) in flange (4) as shown in Figure 212.
Note: Refer to Section M, Tools, for dimensions and
information required to fabricate tool No. 561-9979220.
FIGURE 2-11.
1. Rod Assembly
2. Capscrew
3. Tool (790-450-1120)
4. Cylinder Housing
5. Install tool 790-450-1120 (3, Figure 2-11) to cylinder.

6. Raise cylinder assembly until it rises approx. 50
mm (2 in) from floor, then tap on top of tool (3)
with a plastic hammer until stopper slides up
from step in cylinder.
7. Remove tool (3), then remove cylinder rod
assembly.
8. Remove plate (14, Figure 2-10), retainer (6),
spacer (16), flange (5), and stopper (3) from rod
assembly (2).
9. Remove dust seal (13) and bushing (12) from
retainer (6).
10. Remove seal (11) and bushing (10) from flange
(5).
11. Remove wear ring (1) from cylinder rod (2).
12. Remove attenuation valve tube (23) and attenuation valve assembly (20). Refer to Attenuation
Valve, page H2-11 for rebuild instructions.
FIGURE 2-12. BUSHING INSTALLATION

1. Hydraulic Press
2. Tool (561-99-79220)
3. Bushing
4. Flange
3. Install seal (11, Figure 2-10) and buffer ring (18)

in flange. Refer to Figure 2-13 for correct buffer
ring assembly and note pressure side to orient
properly in flange groove.
Inspection
1. If scratches or scores are found in housing or
on suspension rod, contact your Komatsu Distributor.
2. Discard seals, O-rings, wipers, stopper etc. and
replace with new parts during assembly.
FIGURE 2-13. BUFFER RING ASSEMBLY
H02020
Front Suspensions
H2-9
4. Using a plastic hammer, install bushing (12,

Figure 2-10) in retainer (6).
NOTE: Be careful not to deform the bushing during
installation.
5. Apply LT-2 adhesive to outside surface of dust
seal (13) and install seal in retainer.
6. Refer to Attenuation Valve on the following
page for rebuild instructions. After repairs,
install valve assembly on suspension housing
as described.
7. Install stopper (3) on rod (2).
8. Slide flange assembly (5), spacer (16), retainer
(6), and plate (14) over rod (2).
9. Using blocks, stand suspension housing
upright. Add 10 L (10.5 qts.) of engine oil to
inside of cylinder housing. Refer to Section L,
Lubrication and Service for oil specifications.
10. Lift cylinder rod assembly over housing and
lower rod assembly (with flange, spacer,
retainer & plate) into bore of cylinder housing.
FIGURE 2-14. SEALANT APPLICATION

1. Dust Seal
2. Retainer
3. Spacer
4. Flange
A: Sealant Application
Area
B: No Sealant Allowed
NOTE: Use caution when lowering the rod assembly

into the cylinder. If the rod assembly is inserted too
far, oil will be forced out of the housing.
12. Install capscrews (7, Figure 2-10). through

plate, retainer, spacer, flange, and into housing.
Tighten to 11.5 kg.m (83 ft. lbs.) torque.
11. Align flange (5) holes with housing (4) tapped

holes and push flange into suspension housing.
13. Install air bleed valve (15), discharge plug (9)

and charging valve (8) using new packing gaskets. Tighten each item to 4.5 0.5 kg.m (33
4 ft. lbs.) torque.
a. Apply a thin coat of Liquid Gasket (LG-6) to

top face of flange (4, Figure 2-14) and mating underside of retainer as shown by A in
Figure 2-14. DO NOT allow sealant to flow
into seal area B.
b. Install spacer (3) over flange and retainer (2)
over spacer. Install plate (14, Figure 2-10) on
retainer.
H2-10
14. Install cover on top of suspension.

15. After installation of the suspension on the truck,
refer to Oiling and Charging Procedures in this
section and make final adjustments to the oil
and gas levels.
Front Suspensions
H02020
ATTENUATION VALVE (FIXED RATE)
Assembly
1. Assembly of orifice plate assembly
Disassembly
a. Install two pins (10, Figure 2-15) in orifice

plate (9).
1. Remove four capscrews (1, Figure 2-15) and

remove orifice plate assembly (2) from valve
body (3).
b. Place the three oblong leaf springs (1, Figure

2-16) on orifice plate, install plate (6, Figure
2-15) while adjusting pin. Install stopper
plate (5).
2. Sub-disassembly of orifice plate assembly

a. After removing capscrew (3, Figure 2-16),
remove stopper plate (5), plate (6, Figure 215), oblong leaf spring (1, Figure 2-16), circular leaf spring (4) from orifice plate (2).
b. Remove pin (10, Figure 2-15) from orifice
plate (9).
c. Place the three circular leaf springs (4, Figure 2-16) on orifice plate. Install and tighten
capscrew (3) to 6.7 kg.m (48 ft. lbs.)
torque.
NOTE: Oblong leaf spring and circular leaf springs
are installed to face chamfered side to orifice plate
side.
2. Install orifice plate assembly (2, Figure 2-15) on
valve body (3), then install and tighten four capscrews (1).
FIGURE 2-16. ORIFICE PLATE

1. Oblong Leaf Spring
2. Orifice Plate
3. Capscrew
FIGURE 2-15. ATTENUATION VALVE

6. Plate
1. Capscrew
2. Orifice Plate Assembly 7. Oblong Leaf Spring
8. Circular Leaf Spring
3. Valve Body
9. Orifice Plate
4. Capscrew
10. Pin
5. Stopper Plate
H02020
4. Circular Leaf Spring

5. Stopper Plate
3. Install attenuation valve assembly (20, Figure 210) on housing (4) using a new O-ring (19).
Apply thread locker LT-2 to threads on capscrews (21). Install with washers and tighten to
28 kg.m (202 ft. lbs.) torque.
4. Install tube (23) using new O-rings (22). Tighten
Front Suspensions
H2-11
NOTES
H2-12
Front Suspensions
H02020
SECTION H3
REAR SUSPENSIONS
INDEX
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H3-3

SUSPENSION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H3-4
SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H3-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H3-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H3-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H3-6
REAR SUSPENSION SPHERICAL BEARING REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H3-7
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H3-7
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H3-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H3-7
H03019
Rear Suspensions
H3-1
NOTES
H3-2
Rear Suspensions
H03019
REAR SUSPENSIONS
SUSPENSION OPERATION
The suspensions are hydro-pneumatic components
containing oil and nitrogen gas. The oil and gas in the
four suspensions carry the gross truck weight less
wheels, spindles and final drive assembly. The rear
suspension cylinders consist of two basic components: a suspension housing attached to the truck
frame and a suspension rod attached to the final
drive center case.
Each rear suspension cylinder contains a charging
valve (2, Figure 3-1) and a discharge/air bleed valve
(1). The charging valve is used for nitrogen charging
and the discharge valve for relieving nitrogen pressure. See Oiling and Charging Procedures this section, for proper charging and discharging instructions.
The suspension cylinder requires only normal care
when handling as a unit. However, after being disassembled, these parts must be handled carefully to
prevent damage to the machined surfaces. Surfaces
are machined to extremely close tolerances and are
precisely fitted. All parts must be completely clean
during assembly.
If the vehicle is equipped with the payload meter system, both rear suspension cylinders will have a pressure sensor in place of the discharge/air bleed valve.
The suspension cylinder has the function of both a
shock absorber and a spring.
1. When a fixed amount of oil is sent from oil area
(7, Figure 3-1) through orifices (5) and (A) to
cavity (6), the oil is throttled by the orifices and
a shock-absorbing effect is obtained.
2. Retracting action
a. When the machine is traveling and it hits a
bump or object on the road, the wheels are
pushed up, and the cylinder rod is pushed
inside the cylinder.
b. When this happens, the nitrogen gas inside
area (3) is compressed, the oil in area (7) is
sent through both orifices (5) and (A) to cavity (6), quickly filling cavity (6).
FIGURE 3-1. REAR SUSPENSION

1. Discharge/Air Bleed
Valve
2. Charging Valve
3. Nitrogen Gas Area
H03019
Rear Suspensions
4. Rod
5. Ball
6. Cavity
7. Oil Area
H3-3
3. Extending action
a. After the machine has passed over any
bump or object on the road surface, the cylinder is pulled down by the weight of the
wheels and axle and pushed down by the
pressure of the nitrogen inside area (3).
b. As a result, the amount of oil in cavity (6) is
reduced, and pressure is applied to the oil
remaining in cavity (6).
c. This pressurized oil closes orifice (5) with
check ball (5), and is sent to area (7) through
only orifice (A), so the flow of oil passing
through the orifice is controlled so that it is
slower than during retraction. In this way, the
amount of oil returning to area (7) is
restricted, providing a shock absorbing
effect.

Removal
1. Top Pin
2. Lower Pin
3. Suspension Cylinder
1. Park unloaded truck on hard level surface.

Block wheels and apply parking brake.
2. Raise and support the rear of the frame of the
truck for rear suspension removal and installation.
3. Wearing face mask or goggles, crack open discharge valve and discharge nitrogen pressure
from suspension. If oil escapes with the nitrogen, tighten valve slightly. Tighten discharge
valve after all nitrogen is released from suspension.
4. Remove suspension lower mount pin (2, Figure
3-2) retainer bolt.
Suspension weighs approximately 240 kg. (530

lbs). Be certain that lifting device is of adequate
capacity.
5. Attach lifting device to suspension. Suspension
weighs approximately 240 kg.(530 lbs.)
6. Remove retaining capscrew and top mount pin
(1, Figure 3-2) and spacers and remove suspension from truck.
Installation
1. Attach lifting device to suspension. Suspension
weighs approximately 240 kg. (530 lbs.)
Suspension weighs approximately 240 kg. (530

lbs). Be certain that lifting device is of adequate
capacity.
2. Position suspension on truck and install upper
mount pin (1, Figure 3-2) and spacers and pin
retaining capscrew.
3. Install lower mount pin (2, Figure 3-2) and spacers and pin retaining capscrew.
4. After installation of suspension, it is necessary
to check oil level and charge with nitrogen gas.
Refer to Suspension Oiling and Charging Procedure, this section.
7. Retract rod and move suspension to work area.
H3-4
Rear Suspensions
H03019
SUSPENSION REBUILD
Disassembly
1. Using appropriate blocking, stand the cylinder
assembly upright with housing end down.
Note: Place a container under suspension assembly
to catch oil released as suspension is disassembled.
2. Remove protective skirt attached to housing
and cover over charging and air bleed valves.
3. Remove discharge/air bleed valve (1, Figure 33) and charging valve (2).
4. Remove flange mounting capscrews (14).
5. Attach a lifting device through rod mounting eye
and attach to an overhead hoist.
6. Using hoist, raise cylinder rod assembly (4)
slowly with retainer (12), spacer (16) and flange
(7) still installed, and remove from cylinder
housing (18).
7. Move to work area, lower rod assembly, and
remove lifting device. Retain rod as necessary
to prevent tipping.
8. Drain any remaining oil from housing.
9. Lift retainer (12), spacer (16) and flange (7) off
rod and remove seals and bushing:
a. Remove dirt seal (13) and bushing (11) from
retainer (12).
b. Remove Packing (10), buffer ring (17), Oring (8) and backup ring (9) from flange (7).
10. Remove wear ring (3) from rod (4)
Cleaning and Inspection

1. If scratches or scores are found in housing or
on suspension rod, contact your Komatsu Distributor.
2. Discard seals, O-rings, wipers, rod wear ring,
and bushings. Replace with new parts during
assembly.
H03019

Valve
2. Charging Valve
3. Wear Ring
4. Rod
5. Ball
6. Bushing
7. Flange
8. O-ring
Rear Suspensions
9. Backup Ring
10. Packing
11. Bushing
12. Retainer
13. Dirt Seal
14. Capscrew
15. Spring Washer
16. Spacer
17. Buffer Ring
18. Housing
H3-5
3. Assemble retainer components:
Assembly
a. Press bushing (11) into retainer (12) bore.
NOTE: Clean all parts thoroughly. Lightly coat all Orings, backup rings, seals and wipers with petroleum
jelly or suspension oil.
b. Apply LT-2 adhesive to outside surface of

dirt seal (13). Install seal in retainer.
4. Install flange (7), Spacer (16) and Retainer (12)
over piston rod.
1. Install wear ring (2, Figure 3-4) to rod (1).
5. Fit packing to air bleed valve (1, Figure 3-3) and

install. Tighten to 4.5 0.5 kg.m (33 4 ft.lbs.)
torque.
6. Install charging valve (2). Tighten to 4.5 0.5
kg.m (33 4 ft.lbs.) torque.
7. Using blocks, stand cylinder upright. Fill inside
of cylinder housing with 17 l (4.5 gal) of engine
oil. Refer to Section L, Lubrication and Service,
for oil specifications.
8. Attach lifting device to rod eye, lift assembly
over housing and slowly lower into housing
bore. Stop lowering if oil begins to overflow.
9. Align flange holes with housing tapped holes
and push flange into suspension housing. Apply
sealant as follows:
a. Apply a thin coat of Liquid Gasket (LG-6) to
top face of flange (4, Figure 3-6) and mating
underside of retainer as shown by A in Figure 3-6. DO NOT allow sealant to flow into
seal area B.
FIGURE 3-4. ROD AND WEAR RING

1. Cylinder Rod
2. Wear Ring
2. Assemble flange components:
a. Press new bushing (6, Figure 3-3) into bore
in flange (7).
b. Lower spacer (3) over flange and retainer (2)

over spacer.
b. Install new O-ring (8) and backup ring (9).

c. Assemble buffer ring packing and backup
ring as shown in Figure 3-5. Install buffer ring
assembly in flange, being certain to orient
assembly to pressure application side as
shown.
FIGURE 3-6. SEALANT APPLICATION

1. Dirt Seal
2. Retainer
3. Spacer
4. Flange
FIGURE 3-5. BUFFER RING ASSEMBLY
H3-6
Rear Suspensions
A: Sealant Application
Area
B: No Sealant Allowed
H03019
10. Install capscrews (14, Figure 3-3) and washers

(15). Tighten capscrews to 18 kg.m (130 ft.
lbs.) torque.
11. Install protective skirt to housing. Install cover
over charging and air bleed valves.
REAR SUSPENSION SPHERICAL

BEARING REPAIR
NOTE: If either top or bottom spherical bearings are
to be replaced with the suspension mounted on
truck, be sure truck frame is securely supported.
Refer to Suspension Removal and Installation for
procedure. Securely support suspension as bearing
is being removed and installed.
Disassembly
1. Remove retaining ring from mounting eye of
housing or tube.
2. Remove bearing.
Inspection
1. Inspect spacers and mounting eye bearing
bores for damage. Inspect retainer ring
grooves. Repair or replace as necessary.
2. Inspect mount pin. Replace pin if worn or damaged.
Assembly
1. Install retainer ring in groove.
2. Press spherical bearing in mount eye bore.
3. Install remaining retaining ring.
4. Refer to Suspension Installation.
5. Be sure grease is applied to bearing before
operating truck.
6. After suspension is installed on truck, it may be
necessary to charge suspension with nitrogen.
Refer to Suspension Oiling and Charging procedure, this section.
H03019
Rear Suspensions
H3-7
NOTES
H3-8
Rear Suspensions
H03019
SECTION H4
OILING AND CHARGING PROCEDURES
INDEX
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H4-3

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H4-3
Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H4-3
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H4-3
Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H4-4
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H4-5
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H4-7
Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H4-7
Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H4-8
H04019
Oiling and Charging Procedures
H4-1
NOTES
H4-2
H04019
OILING AND CHARGING PROCEDURES

GENERAL
Suspensions which have been properly charged will
provide improved handling and a better ride while
improving the service life of the truck main frame and
suspensions.
NOTE: Inflation pressures and exposed piston
lengths are calculated for a normal truck gross
vehicle weight (GVW). Any accumulation of dirt/mud/
debris on the truck or in the body should be removed
before starting these procedures.
Additions to truck weight (tailgates, body liners, water
tanks, etc.) should be considered part of the payload.
Keeping the truck GVW within the specification will
result in a better ride and will extend the service life
of the truck main frame and suspensions.
Proper charging of suspensions requires that three
(3) basic conditions be established in the following
order:
NITROGEN GAS SPECIFICATIONS

Nitrogen gas used in
suspension cylinders
must meet or exceed
CGA Specification G10.1 for Type 1, Grade
F Nitrogen Gas.
Property
Nitrogen____
Water______
Dew Point __
Oxygen_____
Value
99.9% Min.
32 PPM Max
-55C(-68F) Max.
0.1% Max.
All suspensions are charged with compressed

nitrogen gas with sufficient pressure to cause
injury or damage if improperly handled. Follow
all safety notes, CAUTIONS, and WARNINGS in
these procedures to prevent accidents during
servicing and charging.
FRONT SUSPENSION
1. Oil level must be correct.
1. Park unloaded truck on a hard level surface.

Block wheels, apply parking brake.
2. Suspension piston rod extension for nitrogen

charging must be correct and this dimension be
maintained during nitrogen charging.
2. Check that the bottom of the cylinder cover is

within the range marked by arrows (Figure 4-1)
for correct nitrogen charge.
3. Nitrogen charge pressure must be correct.
3. If the suspension is within the area indicated by

arrows, no service is necessary for the front
suspensions. See NOTE below.If suspension
is not within the area indicated by the arrows,
the front suspensions will have to be serviced.
For best results, suspensions should be charged in

pairs (fronts together and rears together). If rears are
to be charged, the fronts should be charged first.
NOTE: Set up dimensions specified in the charts
must be maintained during oiling and charging
procedures. However, after truck has been operated,
these dimensions may vary.
NOTE: The oil level should be checked:

Before charging or adding nitrogen.
When there are signs of oil leakage.
After rebuild/repair and the suspension
installed on the truck.
is
Equipment List
1. Service Kits:
a. EC6027 Oil Charging Kit (Figure 4-5)
b. EC3331 Nitrogen Charging Kit (Figure 4-6)
2. Jacks and/or Overhead Crane
3. Oil (MIL-L-2104C, SAE 10W)
4. Dry Nitrogen (See Nitrogen Specifications
Chart)
H04019
FIGURE 4-1. FRONT SUSPENSION HEIGHT
H4-3
Front Suspension Oiling
Lifting equipment (crane or hydraulic jacks) must

be of sufficient capacity to lift the truck weight.
Be certain that all personnel are clear of lift area
before lift is started.
Each suspension is equipped with a charging valve
(3, Figure 4-2), air bleed valve (1) and a discharge
plug (2) or a pressure sensor assembly. The pressure sensor assembly is used if the truck is equipped
with an on-board load weighing system or variable
rate suspension and takes the place of the discharge
plug.
FIGURE 4-2. VALVE AND SENSOR LOCATION

1. Air Bleed Valve
2. Discharge Plug
3. Charging Valve
1. Park unloaded truck on a hard level surface.

2. Remove outside covers and thoroughly clean
area around charging valves (3, Figure 4-2) on
the suspensions.
3. If equipped with a pressure sensor, disconnect
the pressure sensor wire lead.
4. Set hydraulic jack (1, Figure 4-3) under the
main frame and raise jack to contact the frame.
NOTE: When releasing the nitrogen gas, there is
danger that releasing the gas from the valve core of
charging valve (3, Figure 4-2) will damage the valve
core, so remove the gas by loosening the discharge
plug (2) or sensor valve assembly (2, Figure 4-4).
FIGURE 4-3. OIL HEIGHT
1. Jack (50 ton)
2. Frame
A. 97 3 mm (3.8 0.12 in)
Turning the discharge plug more than three turns

may result in the discharge plug being forced out
of the suspension by the gas pressure inside.
When loosening the pressure sensor valve
assembly, loosen only valve assembly (2, Figure
4-4). Do not loosen the pressure sensor (4) or
adapter (3).
Wear a face mask or goggles while relieving
nitrogen pressure.
discharge plug (or pressure sensor) slightly so only
the gas will be discharged.
FIGURE 4-4. PRESSURE SENSOR

1. Schrader Valve
2. Valve Assembly
H4-4
3. Adapter
4. Sensor
H04019
5. Wearing face mask or goggles, discharge nitrogen pressure from suspension by loosening the
discharge plug (2, Figure 4-2) one turn. If
equipped with a pressure sensor, loosen valve
assembly (2, Figure 4-4) one turn. (DO NOT
loosen more than one turn).
6. Operate the hydraulic jack (1, Figure 4-3) so
that dimension A of the cylinder is 97 3 mm
(3.8 0.12 in.)
7. After all nitrogen pressure has been relieved,
close the discharge plug (4, Figure 4-5) (or sensor valve assembly if equipped).
8. Remove charging valve (3), and install adapter
(2).
9. Connect hose (1) and oil pump (8).
12. Remove discharge plug (4) (or sensor valve

assembly if equipped), then operate oil pump
until no bubbles come out with the oil from the
discharge plug hole.
13. When no more bubbles come out with the oil,
install and tighten the discharge plug to 4.5
0.5 k.gm (33 3 ft.lbs.) torque.
14. After filling with oil, remove the oil pump and fittings, then install charging valve (3) and tighten
valve to 4.5 0.5 k.gm (33 3 ft.lbs.) torque.
Front Suspension Nitrogen Charging
NOTE: The discharge plug (4) must be installed and

the air bleed valve (5) loose to insure there are no air
pockets inside the suspension.
10. Loosen air bleed valve (5), then pump oil into
cylinder until no bubbles come out with the oil
from air bleed valve hole (6).
11. When no bubbles come out with the oil, tighten
air bleed valve (5) to 4.5 0.5 k.gm (33 3
ft.lbs.) torque.
Dry nitrogen is the only gas approved for use in

suspensions. Charging of these components
with oxygen or other gases may result in an
explosion which could cause fatalities, serious
injuries and/or major property damage. Use only
nitrogen gas meeting the specifications shown
on page H4-1.
1. Remove caps from charging valves (3, Figure
4-2).
NOTE: Before installing regulator (11, Figure 4-6,
blow out the cylinder connector with nitrogen gas at
10 kg/cm2 (140 psi) or more, to clean out all dirt or
dust. (Dirt or dust in the system can cause
suspension failures.)
2. Open valve on gas cylinder, and check the
pressure reading of regulator gauge (1).
NOTE: Internal pressure of gas cylinder should be
somewhat higher than Suspension Charging
Pressure (see chart below Figure 4-7).
3. Turn T handles (6, Figure 4-6) of adapters (5)
completely counterclockwise
4. Be certain outlet valves (3) and inlet valve (4)
are closed (turned completely clockwise).
5. Attach charging valve adapters (5) to each suspension charging valve stem.
FIGURE 4-5. OIL CHARGING KIT (EC6027)

1. Hose
2. Adapter
3. Charging Valve
4. Discharge Plug
H04019
5. Air Bleed Valve

6. Air Bleed Hole
7. Oil Pump Lever
8. Oil Pump
6. Turn T handles (6) clockwise (this will depress

core of charging valve and open gas chamber
of suspension).
H4-5
7. Turn handle of regulator (11) slowly clockwise,

set the pressure reading of gauge (2) to the
required pressure (see chart below Figure 4-7),
then operate valves (3 & 4) to fill the suspension
cylinders with nitrogen gas.
8. Fill the left and right cylinders at the same time.
Verify required charging pressure on gauge (10)
by closing valve (4).
9. When the left and right cylinders reach the
specified length as shown in Figure 4-7, close
valve (4, Figure 4-6) to stop the flow of nitrogen
gas. Turn handle of regulator (11) counterclockwise to close.
10. Turn handle (6) of valve adapter (5) fully counterclockwise to close charging valve. Then
remove charging equipment, remove jack, and
install covers removed in step 2 of oiling procedure.
NOTE: Do not lose the charging valve O-rings.
11. Install caps with O-rings on charging valves (3,
Figure 4-2).
FIGURE 4-6. NITROGEN CHARGING KIT (EC3331)

1. Nitrogen Cylinder Gauge
2. Charging System Gauge
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Connection Valve w/EC2253 Adapter Installed
6. Valve T Handle
7. Discharge Plug
8. Air Bleed Valve
9. Manifold
10. Charging Pressure Gauge (Suspensions)
11. Regulator Valve (Nitrogen Pressure)
12. Dry Nitrogen Gas (see Specifications, Page H4-1)
NOTE: Arrangement of parts may vary from illustration above, depending on Charging Kit P/N.
H4-6
DIMENSION
OILING
HEIGHT
mm
(in.)
CHARGING
HEIGHT
mm
(in.)
FRONT A
97 3
(3.8 0.12)
242 10
(9.5 0.4)
FRONT B
319 3
(12.6 0.12)
484 10
(19.1 0.4)
CHARGING
PRESSURE
2
kg/cm
(psi)
39.5 5
(561 70)
Dimension A is measured from the top of the cover to

the top of the suspension cylinder plate. Do not
include capscrews in measurement. Removal of an
access panel on the top cover is required.
Dimension B may be used without removal of the covers, if ARROW marks are missing or obscured.
NOTE: Set-up dimensions specified in the charts must
be maintained during oiling and charging procedures.
However, after truck has been operated, these
dimensions may vary. After charging suspension,
operate empty truck over a short course and then park
truck on a level surface. Record dimensions again and
save for periodic reference.
H04019
REAR SUSPENSION
1. Park unloaded truck on a hard, level surface.
2. Thoroughly clean around charging valves on
suspensions. Remove protective covers from
charging valves.
3. If equipped with pressure sensor, disconnect
the pressure sensor wire lead.
All suspensions are charged with compressed

nitrogen gas with sufficient pressure to cause
injury or damage if improperly handled. Follow
all safety notes, CAUTIONS and WARNINGS in
these procedures to prevent accidents during
servicing and charging.
NOTE: Oiling and nitrogen charging dimensions for

these suspensions must be measured from the
bottom of rod diameter to the bottom of suspension
cylinder plate (dimension A in Figure 4-11).
1. Use lifting equipment (crane or hydraulic jacks)
to raise truck to establish the dimension for oiling shown in the chart below Figure 4-11.
2. Remove outside covers and thoroughly clean
area around charging valves on the suspensions.
Make certain all personnel are clear and support

blocks are secure before relieving nitrogen pressure from the suspension. Use a face mask or
goggles when venting nitrogen.
NOTE: When releasing the nitrogen gas, there is
danger that releasing the gas from the valve core of
charging valve (3, Figure 4-8) will damage the valve
core, so remove the gas by loosening discharge plug
(4) or pressure sensor valve assembly (if equipped).
Rear Suspension Oiling

be of sufficient capacity to lift truck weight. Be
certain that all personnel are clear of lift area
Turning the discharge plug more than three turns

may result in the discharge plug being forced out
of the suspension by the gas pressure inside.
When loosening the valve assembly (2, Figure 49), loosen only the valve assembly (2). Do not
loosen the pressure sensor (4) or adapter (3).
Wear a face mask or goggles while relieving
nitrogen pressure.
valve slightly so only the gas will be discharged.
FIGURE 4-8. OIL CHARGING KIT

1. Hose
2. Adapter
Valve
3. Charging Valve
5. Oil Pump Lever
6. Oil Pump
H04019

1. Schrader Valve
2. Valve Assembly
3. Adapter
4. Sensor
H4-7
3. Wearing face mask or goggles, discharge nitrogen pressure from suspension by loosening discharge plug (4, Figure 4-8) one turn. If equipped
with a pressure sensor, loosen valve assembly
(2, Figure 4-9) one turn. (DO NOT loosen more
than one turn).
4. After all nitrogen pressure has been relieved,
close the discharge plug (4, Figure 4-8) (or sensor valve assembly if equipped). The suspension should have collapsed slowly as gas
pressure was released. Truck weight should
now be supported by the crane or jacks.
5. Remove charging valve (3), and install adapter
(2).
6. Connect hose (1) and oil pump (6).
7. Loosen discharge valve (4) one turn, then fill
with oil until no air bubbles are present in
expelled oil from the discharge valve.
8. When no more bubbles come out with the oil,
tighten the discharge valve to 4.5 0.5 k.gm
9. After completion of supplying the oil, remove
the oil pump, then install and tighten charging
valve (3) to 4.5 0.5 k.gm (33 3 ft.lbs.)
torque.
Rear Suspension Nitrogen Charging

be of sufficient capacity to lift the truck weight.
Be certain that all personnel are clear of lift area
1. Raise rear of truck with crane or jacks to provide dimensions shown in chart below figure 411.
Dry nitrogen is the only gas approved for use in

suspensions. Charging of these components
with oxygen or other gases may result in an
explosion which could cause fatalities, serious
injuries and/or major property damage. Use only
nitrogen gas meeting the specifications shown
on page H4-1.
FIGURE 4-10. NITROGEN CHARGING KIT

(EC3331)
1. Nitrogen Cylinder Gauge
2. Charging System Gauge
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Connection Valve w/EC2253 Adapter Installed
6. Valve T Handle
7. Discharge/Air Bleed Valve
8. Dry Nitrogen Gas (see Specifications, Page H4-1
9. Manifold
10. Charging Pressure Gauge (Suspensions)
11. Regulator Valve (Nitrogen Pressure)
NOTE: Arrangement of parts may vary from
illustration above, depending on Charging Kit P/N.
2. Remove caps from charging valves (3, Figure
4-8).
NOTE: Before installing regulator (11, Figure 4-10),
blow out the connector with nitrogen gas at 10 kg/
cm2 (140 psi) or more, to clean out all dirt or dust.
(Dirt or dust in the system causes failures.)
3. Open valve on gas cylinder, and check the
pressure reading of regulator gauge (1).
NOTE: Internal pressure of gas cylinder should be
somewhat higher than Suspension Charging
Pressure (see chart below Figure 4-11).
4. Turn T handles (6, Figure 4-10) of adapters
(5) completely counterclockwise.
H4-8
H04019
5. Be certain outlet valves (3) and inlet valve (4)

are closed (turned completely clockwise).
6. Attach charging valve adapters (5) to each suspension charging valve stem.
7. Turn T handles (6) clockwise (this will depress
core of charging valve and open gas chamber
of suspension).
8. Turn handle of regulator (11) slowly clockwise,
set the pressure reading of gauge (2) to the
required pressure (see chart below Figure 411), then operate valves (3 & 4) to fill the suspension cylinders with nitrogen gas.
9. Fill the left and right cylinders at the same time.
Verify required charging pressure on gauge
(10).
10. When the left and right cylinders reach the
specified length as shown in the chart below
Figure 4-11, close valve (4) to stop the flow of
nitrogen gas. Turn handle of regulator (11)
counterclockwise to close off nitrogen flow.
11. Turn handle (6) of valve adapter (5) fully counterclockwise to close charging valve. Then
remove charging equipment. Remove the lifting
equipment (crane or hydraulic jacks) and install
covers removed in step 2 of oiling procedure.
NOTE: Be careful not to lose the O-rings off the
charging valves.
12. Install caps with O-rings on charging valves (3,
Figure 4-8).
NOTE: Check for changes in length caused by
variation in ambient temperature.
Depending on the ambient temperature, the gas in
the suspension may expand or contract, so the
length will also change. In territories where there are
big differences in temperature throughout the year,
inspect periodically and adjust to keep the length
within the specified range shown in Figures 4-7 and
4-11.
DIMENSION
OILING
HEIGHT
mm
(in.)
CHARGING
HEIGHT
mm
(in.)
CHARGING
PRESSURE
REAR A
175 3
(6.9 0.12)
222 10
(8.7 0.4)
26.0 5
(370 70)
kg/cm2
(psi)
Dimension A is measured from the bottom of rod diameter to the bottom of the suspension cylinder plate.
Do not include capscrews in measurement.
NOTE: Set-up dimensions specified in the charts

must be maintained during oiling and charging
procedures. However, after truck has been operated,
these dimensions may vary. After charging
suspension, operate empty truck over a short course
and then park truck on a level surface. Record
dimensions again and save for periodic reference.
The rear suspensions are now ready for operation.

Visually check piston rod extensions both with truck
loaded and empty. Record extension dimensions.
Maximum downward travel is indicated by the dirt
ring at the base of the piston. Operator comments on
steering and suspension rebound should also be
noted.
H04019
H4-9
NOTES
H4-10
H04019
SECTION J
BRAKE SYSTEM
INDEX
BRAKE CIRCUIT OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECKOUT AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
FRONT BRAKES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
REAR BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
J01037
Index
J1-1
NOTES
J1-2
Index
J01037
SECTION J2
BRAKE CIRCUIT OPERATION
INDEX
BRAKE CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3

COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
AIR TREADLE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
EMERGENCY RELAY (RE-6) VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
HAND BRAKE VALVE (Retarder control valve) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-7
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-8
PARKING BRAKE PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-9
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-9
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-9
PARKING BRAKE RELAY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-10
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-10
BRAKE CHAMBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-11
SLACK ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-12
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-12
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-13
PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-14
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-14
STOP LIGHT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-14
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-14
PARKING BRAKE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-15
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-15
AUTOMATIC RETARDER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-15
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-15
FRONT BRAKE CUT-OFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-16
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-16
BRAKE COOLING VALVE (BCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-17
2-WAY AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-18
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-18
J02034
Brake Circuit Operation
J2-1
EMERGENCY BRAKE CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-19

Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-19
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-20
BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-23
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-24
J2-2
J02034
BRAKE CIRCUIT OPERATION

The operator of the truck applies the service brakes
by use of a foot operated treadle valve in the cab.
The brake circuit is an air controlled, hydraulically
applied dry and wet disc system.
During normal operation of the brake system Relay
Valve (RE-6), when the service brake pedal is
depressed, air is supplied from the air tank (dry) to
the pressure converters. The air pressure from the
air tank through the RE-6 valve should be equal to
the air pressure from the service brake pedal. If a failure of the air supply circuit or excessive air leakage
from the (wet) air tank allows pressure to drop below
3.2 kg/cm2 (45 psi), it will cause the RE-6 valve to go
into an emergency mode. This will apply the air
pressure stored in the (dry) air tanks (front and rear)
to the pressure converters.
To control truck speed without use of the service
brakes, the operator may use the hand operated control valve lever to apply the rear wheel wet disc
brakes. This valve provides pressure to rear brakes
only to reduce truck speed. Use of only the rear
brakes decreases the possibility of the truck skidding
on slippery roads.
For full braking power in an EMERGENCY situation,
the operator can manually apply the emergency
brake. Located on the console next to the operator,
the emergency brake control valve lever is to be
used for emergency application of the wheel brakes
in an EMERGENCY ONLY. DO NOT use the emergency brake valve to stop the truck during normal
operation!
The parking brake toggle lever, mounted on the console next to the operator, enables the operator to
apply and release the parking brake. The parking
brake is spring applied and air released. It should be
used when parking the truck in a designated parking
area.
If air system pressure decreases below 3.2 kg/cm2

(45 psi), the emergency brakes apply automatically.
If air pressure continues to decrease, the parking
brake will also apply.
COMPONENT DESCRIPTION
The main air system supplies air for actuation or
release of all brake circuits. After the truck engine
has been started, pressurized air flows through the
wet air tank to the dry air tanks to the emergency
relay valves mounted near the tanks. As circuit pressure increases, the RE-6 valve directs air to the pressure converters which apply the brakes while air
system pressure is building. The service brakes will
remain applied until the pressure reaches approximately 7.0 kg/cm2 (100 psi), at which point the
exhaust valve of the RE-6 valve will open and
release the brakes.
AIR TREADLE VALVE

The brake circuit is controlled by a dual section treadle valve located on the floor of the cab. When the
brake pedal is depressed, air pressure within the two
sections of the brake valve is directed to two separate brake circuits. One air circuit controls operation
of a brake circuit for actuation of the two brake actuators, both front and one rear brake assemblies. The
other circuit actuates the other two brake actuators. If
one brake circuit should malfunction, the other circuit
is still available to apply the brakes. The flow of air
from each section of the dual brake valve passes
through a valve located in each circuit and then to the
emergency relay valves (RE-6) mounted on the front
and rear dry tanks. The emergency relay valves regulate pressure from the dry air tanks to be applied to
the pressure converters.
The Front Brake OFF switch changes the braking

action of the system for operation under various road
surface conditions. The switch is located on the
instrument panel to the left of the steering wheel.
When the switch is in the OFF position (dry road conditions), brake pressure is applied to both front and
rear wheels. If the switch is depressed to the ON
position (slippery road conditions), brake pressure is
applied only to the rear wheels. The pilot light inside
the switch is illuminated in this position.
J02034
J2-3
EMERGENCY RELAY (RE-6) VALVE

The emergency relay (RE-6) valves are piston type, air operated valves. The truck has four RE-6 valves located on
the dry air tank. The following illustrations describe the operation of the RE-6 valve.
As system pressure builds, air enters the

emergency and air tank port. The air flow
within the valve is directed to the pressure converters which apply the brakes
while the air system is building pressure.
FIGURE 2-1. CHARGING BRAKE APPLYING

Below 6.3 kg/cm2 (90 psi)
As air system pressure continues to

build, the inlet and exhaust valve is
seated by the downward movement of
the emergency piston caused by system
pressure being applied to the top of the
emergency piston. The air pressure is
trapped in the RE-6 valve and the pressure converters.
FIGURE 2-2. SYSTEM CHARGING

Below 6.3 - 7.0 kg/cm2 (90 - 100 psi)
J2-4
J02034
When air pressure reaches approximately 7.0 kg/cm2 (100 psi), the
exhaust area of the inlet and exhaust
valve will open, releasing all air pressure in the pressure converters which
in turn releases the brakes.
FIGURE 2-3. BRAKE RELEASING

The emergency relay (RE-6) valves are in

a static condition when the air tank is fully
charged, the check valve is closed and the
inlet area of the inlet and exhaust valve is
seated against the emergency piston.
FIGURE 2-4. SYSTEM CHARGED-VALVE STATIC

J02034
J2-5
FIGURE 2-5. BRAKE PEDAL APPLICATION

During normal brake application, regulated system
air pressure is metered from the service brake treadle valve to the Service port of the RE-6 valve. As air
pressure enters the Service port, the relay piston is
forced downward closing the exhaust area of the inlet
and exhaust valve. Further downward movement of
the relay piston opens the inlet portion of the inlet
and exhaust valve. This allows graduated air pressure to flow from the Emergency port line, through
the check valve, through the inlet area, and out the
delivery ports to the pressure converters. The pressure converters then apply hydraulic pressure to the
brake actuators. The air flow is assisted by the volume of air stored in the dry air tank which aids in a
more rapid application of the brakes.
FIGURE 2-6. BRAKES APPLIED - VALVE
BALANCED
When air pressure below the relay piston is equal to
the air pressure above it, the relay piston and emergency piston will lift slightly and the inlet area of the
inlet and exhaust valve will close. The valve is then in
a balanced condition
FIGURE 2-5. BRAKE PEDAL APPLICATION
NOTE: The brakes are not necessarily fully applied

when the valve is in a balanced position, but are
applied only to the extent of pressure applied by the
operator at the brake treadle valve. Should the
operator continue to depress the brake pedal,
additional air pressure will open the inlet passage in
the RE-6 valve. Again the balanced condition will
occur if the operator stops and retains the brake
pedal in one position.
Releasing
When the operator releases the brake pedal, air in
the service port line is exhausted through the
exhaust port of the service brake valve. Upward
movement of the relay piston unseats the exhaust
portion of the inlet and exhaust valve and air in the
pressure converter is exhausted through the RE-6
valves releasing the brakes.
FIGURE 2-6. BRAKES APPLIED - VALVE

BALANCED
FIGURE 2-7. FULL EMERGENCY

Whenever air pressure at the Emergency port drops
to 3.2 kg/cm2 (45 psi), the check valve in the RE-6
valve closes and spring pressure lifts the emergency
piston. The inlet portion of the inlet and exhaust valve
opens and the exhaust portion closes, applying air
tank pressure out of the delivery ports to the pressure converters. When air tank pressure equalizes
the pressure at the pressure converters, the RE-6
valve is in the full emergency position.
FIGURE 2-7. FULL EMERGENCY
J2-6
J02034
HAND BRAKE VALVE

(Retarder control valve)
The hand brake valve is an air valve for the retarder
control, and is attached to the steering column.
The air discharge pressure varies according to the
angle of the valve handle as it is rotated, providing
modulated retarder application.
FIGURE 2-8. HAND BRAKE VALVE

1. Lock washer
2. Cam follower
3. Cam
4. Cover
5. Valve guide
6. Body
7. Stem
8. Spring
9. Head
10. Ring
11. Spring
12. Piston
13. Spring
14. Valve
15. Valve seat

1. Clamp
2. Pin
3. Handle
J02034
4. Plunger
5. Spring
J2-7
Function
When the handle is placed in the BRAKE position,
then piston (5) will be pushed down by cam (1)
through spring (2).
The exhaust valve seat provided at piston (5) will be
pushed against exhaust valve (4) to close the valve.
The inlet valve (6) and exhaust valve (4) form one
body
After the exhaust valve (4) is closed, inlet valve (6) is
opened. Compressed air is fed to the relay valve
through the inlet valve, actuating the rear brake
chamber cylinder and applying the retarder brake.
FIGURE 2-11.
Air balancing position with the spring force

(Figure 2-12):
When the air pressure imposed on the underside of

piston (5) balances with the force of spring (2), piston
(5) will be raised slightly, closing the inlet valve (6). In
this condition, the valve seat (3) remains closed,
keeping the air pressure at the relay valve constant.
In this manner, the brake valve is kept in a balanced
condition, holding the air pressure constant depending on the position of the handle.
FIGURE 2-12.
Brake releasing position (Figure 2-13):
When the handle (7) is moved to the brake
RELEASE position, the force of spring (2) will be
reduced. Then, piston (5) will be raised by the air
pressure on the underside of the piston, causing the
exhaust valve to open, which will, in turn, cause the
pressurized air at the relay valve to flow out into the
atmosphere through the exhaust valve.
If the air pressure on the piston underside balances
with the force of spring (2), the exhaust valve will be
closed again to hold the balanced condition, and the
air pressure at the relay valve will be kept constant.
When the handle (7) is moved to the COMPLETE
RELEASE position, the force on spring (2) will be
removed causing piston (5) to be pushed up, which,
in turn, will cause all of the pressurized air to flow out
into the atmosphere. Thus, the brake will be completely released.
J2-8
FIGURE 2-13.
J02034
PARKING BRAKE PILOT VALVE

Function
If the air for the emergency brake circuit is cut, the
circuit between the parking brake valve and parking
relay valve is shut off and the parking brake is
applied.
As a result, the parking brake is set to the TRAVEL

position.
When no air is being sent to the emergency
brake circuit (Figure 2-16):
Operation
When air is being sent to the emergency
brake circuit (Figure 2-15):
Piston (1) is moving down in the direction of the
arrow, so the air from the rear air tank is sent to the
relay valve.
Piston (1) is moved up by the spring, the air from

rear air tank is shut off, and the air from the relay
valve is released to the atmosphere, so the parking
brake is applied.
FIGURE 2-15. PARK BRAKE APPLIED

FIGURE 2-14. PARK BRAKE RELEASED
FIGURE 2-16. PARKING BRAKE PILOT VALVE

1. Piston
2. Valve Body
3. Seat
4. Seat
A. To Atmosphere
B. From Emergency Brake Circuit
C. To Parking Brake Relay Valve
D. From Rear Air Tank
J02034
J2-9
FIGURE 2-17. PARKING BRAKE RELAY VALVE

A. From Parking Brake Pilot Valve
B. From Air Tank
C. Exhaust Port
D. To Parking Brake Chamber
1. Cover
2. Relay Piston
3. Body
4. Exhaust Cover
PARKING BRAKE RELAY VALVE
Parking brake valve in PARKING

(Figure 2-19):
Function
The pressurized air in the piston upper section (A)

will be exhausted through the parking brake valve,
reducing the pressure in (A).
Parking brake valve in TRAVELING

(Figure 2-18):
Pressurized air will enter (A), the upper section of the
relay piston, causing the piston to lower. Then, the
exhaust valve seat (1) will close the exhaust port (C)
and open the valve (2).
Consequently, the relay piston will be pushed up by

the pressurized air in the section (B), causing the
exhaust port to open. Thus, the air in the section (B)
will be exhausted.
If the valve is opened, the pressurized air will be fed

to the parking brake chamber through the valve.
FIGURE 2-18. PARK BRAKE RELEASE

1. Exhaust Valve Seat
2. Valve
A. From Parking Brake
Pilot Valve
C. Exhaust Port
J2-10
D. To Parking Brake
Chamber
E. From Air Tank
F. From Parking Brake
Pilot Valve
FIGURE 2-19. PARK BRAKE APPLIED

D. To Parking Brake
4. Relay Piston
Chamber
E. From Air Tank
A. From Parking Brake
F. To Parking Brake
Pilot Valve
Pilot Valve
B. Chamber
C. Exhaust Port
J02034
BRAKE CHAMBER
1. Piston
2. Push Rod
FIGURE 2-20. FRONT BRAKE CHAMBER

3. Air Cylinder
5. Master Cylinder
4. Breather
6. Piston
FRONT
Air cylinder
Ratio: 23.7:1
Fluid used: Air
Effective area: 314 cm2 (48.7 in.2)
Stroke: 100 mm (3.94 in.)
Max. operating pressure: 9 kg/cm2 (128 PSI)
Normal operating pressure: 8.3 kg/cm2 (118 PSI)
1. Air cylinder
2. Air cylinder
3. Spring
FIGURE 2-21. REAR BRAKE CHAMBER

4. Rod
7. Master Cylinder
5. Breather
8. Bleeder Valve
6. Piston
9. Piston Valve
REAR
Air cylinder
Ratio: 7.0:1
Fluid used: Air
Effective area: 314 cm2 (48.7 in.2)
Stroke: 133.5 mm (5.26 in.)
Max. operating pressure: 9.5 kg/cm2 (135 PSI)
Normal operating pressure: 8.3 kg/cm2 (118 PSI)
J02034
Master cylinder
Fluid used: Engine oil (SAE10W)
Effective area: 12.6 cm2 (1.95 in.2)
Delivery oil quantity: 120 cc @ 97 mm (3.88 in.)
stroke
Normal operating pressure: 200 kg/cm2 (2845 PSI)
10. Body
11. Sensor
12. (Brake Line Failure)
Master cylinder
Fluid used: Engine oil (SAE10W)
Effective area: 50.2 cm2 (7.78 in.2)
Delivery oil quantity: 480 cc @ 97 mm (3.88 in.)
stroke
Normal operating pressure: 47 kg/cm2 (668 PSI)
J2-11
SLACK ADJUSTER
The slack adjuster is installed in the circuit between
the brake chamber and brake piston.
The slack adjuster controls the return stroke of the
brake piston (by controlling the amount of return oil),
and provides a movement with a constant time lag
for the brakes, regardless of whether the disc brakes
are new or worn.
Specifications
Replacement oil volume: 231.2 cc (14 in.3) each
side
Effective area: 50.3 cm2 (7.80 in2)
Stroke: 46 mm (1.81 in.)
Normal pressure: 53 kg/cm2 (754 PSI)
Max. available pressure: 65 kg/cm2 (925 PSI)
FIGURE 2-22. SLACK ADJUSTER

1. Body
2. Cylinder
3. Piston
4. Spring
5. Cover
J2-12
6. Spring
7. Cap
8. Valve
9. Seat
10. Bleeder
A: To Brake Piston
B: To Brake Piston
C: From Brake Chamber
J02034
Function
When brake pedal is depressed (Figure 2-23):
The oil discharged from the brake converter flows
into each cylinder (Port B), causing piston (2) to
move by stroke d1. Thereby, the oil equivalent to
stroke d1 flows out Port A to the brake piston. At this
time, no clearance exists between the brake piston
and discs, and the braking force does not occur.
FIGURE 2-23. BRAKE PEDAL DEPRESSED

A. To Brake Piston
B. From Converter
Adjuster function (Figure 2-24):

Brake apply
When the brake pedal is depressed, oil in a volume
equal to stroke d2 will be discharged out Port A by
piston (2). When the oil pressure in the slack adjuster
exceeds the pressure limit of poppet valve (1), it
opens allowing the pressure oil to flow out Port A.
Thereby, the oil pressure is imposed on the brake
piston, creating the braking force.
When the brake piston volume is larger than the
slack adjuster piston volume.
The oil equal to the shortage in the brake piston volume will be supplied through poppet valve (1) and
out Port A, creating pressure in the brake piston
chamber. Consequently, the braking effect will be the
same as when the brake piston volume and the
adjuster volume are equal.
FIGURE 2-24. ADJUSTER FUNCTION
When brake pedal is released (Figure 2-25):

When the brake is released, the back pressure is
imposed on the brake piston by the brake cooling oil
pressure, causing a returning pressure to occur
between the adjuster and the brake chamber.
Thereby, the piston (1) is moved back by stroke d3
and the clearance between the disc and the brake
piston is kept at a dimension equivalent to the
adjuster volume.
FIGURE 2-25. BRAKE PEDAL RELEASED
J02034
J2-13
PRESSURE SWITCH
Function
Indicates low air pressure below 75 psi. Turns on
dash light and warning buzzer.
If compressed air at a pressure higher than the specified pressure is applied to piston cup (7), the piston
cup is pushed up, and at the same time, contact disc
(4) is also pushed up.
When this happens, contact plate (8) and contact
disc (4) are separated, so the circuit is opened.
Specifications:
Normally closed switch, opens at 75 psi.
Measuring between pins 1 and 2 at:
8.3 kg/cm2 (120 psi) - 160 ohms or less
5.2 kg/cm2 (75 psi) - 640 - 800 ohms
FIGURE 2-26. PRESSURE SWITCH
1. Cover
2. Contact Plate
3. Spring
4. Contact Disc
5. Gasket
6. Body
7. Piston Cup
8. Contact Plate
STOP LIGHT SWITCH

Function
When the brake pedal is depressed, air pressure
acts on the switch to light up the stop lights.
Specifications:
Service brake switch
Measuring between pins 1 and 2
above 0.6 kg/cm2 (8 psi) continuity
below 0.2 kg/cm2 (3 psi) no continuity
Emergency Brake Switch

above 4.9 kg/cm2 (70 psi) no continuity
below 3.7 kg/cm2 (53 psi) continuity
FIGURE 2-27. STOP LIGHT SWITCH
1. Terminal
2. Terminal
3. Spring
4. Plate
J2-14
5. Block
6. Diaphragm
7. Body
J02034
PARKING BRAKE SWITCH

Function
If the parking brake is released, the compressed air
from the air tank acts on the diaphragm, and closes
the contacts of the switch.
Specifications:
Normally open switch: closes at 5.2 kg/cm2 (75 psi),
opens at 4.2 kg/cm2 (60 psi).
FIGURE 2-28. PARKING BRAKE SWITCH

1. Port
3. Cover
2. Diaphragm
4. Connector
above 5.7 kg/cm2 (80 psi) continuity

below 3.7 kg/cm2 (53 psi) no continuity
AUTOMATIC RETARDER VALVE

Function
The input port and output port are connected by
passing electricity through the coil of the solenoid
valve. When this happens, the auto retarder is
applied.
Specifications:
Normally closed switch, actuates at 2500 10 RPM.
Opens and releases retarder at 2350 10 RPM.
Measuring between pins 1 and 2, 20-60 ohms.
FIGURE 2-29. AUTOMATIC RETARDER VALVE

A: Input Port
1. Core
B: Output
2. Coil Assembly
C: Exhaust Port
3. Spring
4. Plunger
5. Valve Seat
6. Rod
7. Valve
8. Spring
9. Body
10. Connector
J02034
J2-15
FRONT BRAKE CUT-OFF VALVE

Function
This valve is installed in the pilot circuit between the
brake valve and RE-6 valve. It is used to cancel the
actuation of the front brake according to the haul
road conditions.
When the Front Brake Off switch in the operator's
compartment is pressed, current flows in the coil of
the solenoid valve, and the solenoid valve is actuated. When this happens, the circuit from the brake
valve to the front brake RE-6 valves is shut off, and
the front brakes are released, if applied.
Specifications:
Measuring between pins 1 and 2, 20-60 ohms.
FIGURE 2-30. FRONT BRAKE CUT-OFF VALVE

1. Coil Cover
2. Plunger
3. Coil Assembly
4. Core
5. Rod
6. Body
7. Connector
8. Valve Body
9. Valve
10. Spring
J2-16
A: Inlet Port
B: Outlet Port
C: Exhaust Port
J02034
BRAKE COOLING VALVE (BCV)

When the retarder is not being used, this valve
bypasses part of the brake cooling oil to reduce the
power loss when traveling. The main valve spool is
actuated by switching the solenoid valve ON or OFF.
If any abnormal pressure is generated in the hydraulic circuit, the pilot relief valve is actuated, and this
actuates the main relief valve, so the brake cooling
valve also acts as an unloader valve.
FIGURE 2-31. SCHEMATIC

1. Main Valve Spool
A: Pilot Port
2. Pilot Relief Valve
B: Pilot Port
2
C: Main Return To Tank
3. 9.0 kg/cm (128 psi)
D: Pilot Port
4. Solenoid Valve
E: From Pump
F: To Tank
FIGURE 2-32. BRAKE COOLING VALVE

1. Pilot Relief Valve
9.0 kg/cm2 (128 psi)
2. Valve Body
3. Solenoid Valve
4. Main Valve Spool
5. Restrictor Plate
J02034
A: Pilot Port
B: Pilot Port
C: Main Return To Tank
D: Pilot Port
E: From Pump
F: To Tank
J2-17
2-WAY AIR CONTROL VALVE

(Parking Brake Valve)
A 2-way control valve is used as the parking brake
valve. The parking brake can be applied or released
by turning the lever to PARKING or TRAVELING
position.
Function
Pressurize Work Port (Brake Release)
Turning the lever (5, Figure 2-33) to the TRAVELING
position will cause the valve (4) to be pushed down
by the plunger (2), which will in turn, furnish pressurized air to the parking brake cylinder.
FIGURE 2-33. BRAKE RELEASE

1. Body
2. Plunger
3. Spring
4. Valve
A: Exhaust Port
5. Lever
B: Outlet Port
6. Pin
7. Valve Spring C: Inlet Port
8. O-Ring
Discharge Work Port (Brake Apply)

Turning the lever (5, Figure 2-34) to the PARKING
position will cause the plunger (2) to be returned
upward by the spring (3). Then, the valve (4) will be
in the seat in body (1), letting the plunger (2) come
off the valve (4). Thereby, the pressurized air in the
parking brake control line is exhausted through a
small center orifice in the plunger (2).
After exhausting air from the spring cylinder, the
parking brake is actuated by spring force.
FIGURE 2-34. BRAKE APPLY

1. Body
2. Plunger
3. Spring
4. Valve
J2-18
A: Exhaust Port
5. Lever
B: Outlet Port
6. Pin
7. Valve Spring C: Inlet Port
8. O-Ring
J02034
EMERGENCY BRAKE CONTROL VALVE

A console mounted emergency brake control valve
(Figure 2-36) allows manual actuation of the emergency brake system by the operator.
Manual emergency brake application is intended

for use only when the truck is moving and the
normal, foot operated service brake pedal and/or
steering column mounted retarder lever do not
supply enough braking effort to stop the truck.
Function
When the lever is fully forward (unlocked position),
the emergency brake is released and in the correct
position for normal truck operation. Moving the lever
to the rear (locked position) provides a modulated
control to vary emergency brake application from
fully released to fully applied.
Figure 2-35 shows the emergency brake control
valve output pressure, with tank pressure at 8 kg/cm2
(114 psi) in relation to the amount of handle rotation;
between the full on position (0) and full off position
(55).
FIGURE 2-36. VALVE CROSS SECTION

1. Handle
2. Cam Ring
3. Head
4. Body
5. Piston
6. Cover
7. Valve Spring
8. Main Spring
9. Feed Valve
10. Feed Valve Seat
11. Return Spring
A: Outlet Port (to RE6 valves)

B: Inlet Port (from air tank)
C: Exhaust Port
FIGURE 2-35. VALVE PRESSURE OUTPUT
J02034
J2-19
Operation
Brake Applied Position (Handle in the full

apply position) Figure 2-37:
When the valve handle is positioned to the rear
(locked), the inlet port C is connected to the tank,
but the air is shut off by feed valve (9). The exhaust
port A is open so the air at the exhaust port is
released. As a result, the RE-6 emergency relay
valve is actuated and the brakes are applied.
FIGURE 2-37.
9. Feed Valve
A. Exhaust Air
B. From Air Tank
C. From RE-6 Valve
Air Supply End (Handle rotated from full

apply to full release position.) Figure 2-38:
When the handle is turned, the exhaust valve seat
(12) is pressed down by a cam. It contacts feed valve
(9) and closes the exhaust port A. If the handle is
turned further, feed valve (9) is pushed down, so the
inlet port and outlet port are connected and air flows
into port B and out port C.
FIGURE 2-38.
9. Feed Valve
A. Exhaust Air
B. From Air Tank
C. From RE-6 Valve
J2-20
J02034
Balancing Effect (Handle rotated between 10

and 45) Figure 2-39:
If the handle is stopped at a midway position, the air
pressure in the chamber connected to port C also
acts on the top surface of the piston (5).
If this force becomes greater than the force of the
main spring (8), piston (5) is pushed down (to the left
side) and feed valve (9) is closed. When this happens, exhaust valve seat (12) is also closed. When
this happens, exhaust valve seat (12) is also closed,
so the pressure at the outlet port C is maintained at
a constant pressure.
FIGURE 2-39.
A. Exhaust Air
5. Piston
B. From Air Tank
8. Main Spring
C. From RE-6 Valve
9. Feed Valve
TRAVEL Position (Handle rotated 55) Figure

2-40:
If the handle is rotated further, piston (5) contacts the
stopper surface of cover (6), so feed valve (9) is
opened and the pressure at port C rises to tank
pressure.
As a result, the emergency relay valve releases the
emergency brake, and the truck is in the TRAVEL
position.
FIGURE 2-40.
5. Piston
6. Cover
9. Feed Valve
J02034
A. Exhaust Air
B. From Air Tank
C. From RE-6 Valve
J2-21
Actuation at Exhaust End (Handle is rotated

from 55 to 0) Figure 2-41:
If the handle is rotated from the fully released
(TRAVEL) position to the fully applied position (0
handle rotation angle), the cam rises, and the
exhaust valve seat (12) rises due to pressure from
the return spring (11). It separates from feed valve
(9), releasing air out exhaust port A.
FIGURE 2-41.
9. Feed Valve
11. Return Spring
J2-22
A. Exhaust Air
B. From Air Tank
C. From RE-6 Valve
J02034
BRAKE VALVE
FIGURE 2-42. BRAKE VALVE

1. Plunger
2. Seat
3. Pedal
4. Piston
5. Stop bolt
6. Piston return spring
J02034
7. Upper valve (upper inlet valve)

8. Outer relay piston
9. Lower valve (lower inlet valve)
10. Cover
11. Lower valve guide
12. Check valve
13. Lower valve return spring

14. Relay piston return spring
15. Upper ring retainer
16. Upper valve return spring
17. Valve body
18. Rubber Spring
J2-23
Function
A. When brake pedal is being depressed.
When the brake pedal (3, Figure 2-43) is depressed,
the pedal movement will be transmitted to the piston
(4) through the rubber spring (18), causing the piston (4) to move downward. Then, the exhaust port
(E) will be closed and the upper inlet valve (7) will
be opened. Thus, the pressurized air from the air
reservoir (tank) will flow to the rear brake chamber,
causing the application of the rear brake to start.
If the upper inlet valve (7) is opened, the pressurized air will flow to the relay piston (8) through passage (F), pushing inner relay piston (8) downward,
which, in turn, will open the lower inlet valve (9).
Then, pressurized air from the air tank will flow to
the front brake relay valve to start applying the front
brake.
Actually, the force required to move the relay piston
(8) is very small and, therefore, there is little difference in timing for the upper and lower inlet valves to
begin opening.
FIGURE 2-43. BRAKE APPLY

3. Brake Pedal
4. Piston
7. Upper Inlet Valve
8. Relay Piston
9. Lower Inlet Valve
17. Inner Relay Piston
18. Rubber Spring
J2-24
A: From Air Tank

B: From Air Tank
C: To Relay Valve
D: To Relay Valve
E: Exhaust Port
F: Passage
G: Exhaust Port
J02034
B. When air pressure and spring force are balanced

(When the brake pedal (3, Figure 2-44) is
depressed to and held at a certain point on its
stroke.)
If the air pressure in the brake chamber acting on
the lower part of piston (4) is equal to the force of
the rubber spring (18) pushing piston (4) downward,
the upper inlet valve (7) will close, stopping the flow
of pressurized air from the reservoir to the brake
chamber. The exhaust port (E) remains closed.
Then, the air pressure in the brake chamber will be
kept constant and consequently, the braking force
will be maintained at the same value.
If the upper and lower air pressure values on the

relay piston (8) are equal to each other, the piston
return spring (14) will move the relay piston (8)
slightly upward, and the lower inlet valve (9) will be
closed by the action of spring (13). However, the
exhaust port (G) remains closed and the air acting
on the front relay valve cannot escape, thus the
front braking force is kept constant.
If pedal (3) is depressed to the end of its stroke, the
upper and lower inlet valves (7) and (9) will remain
opened, equalizing the air pressure in the brake
chamber with that in the air tank.
FIGURE 2-44. BRAKE BALANCE

A: From Air Tank
3. Brake Pedal
B: From Air Tank
4. Piston
C: To/From Relay Valve
7. Upper Inlet Valve
D: To/From Relay Valve
8. Relay Piston
E: Exhaust Port
9. Lower Inlet Valve
F: Passage
13. Spring
G: Exhaust Port
14. Spring
18. Rubber Spring
J02034
J2-25
C. When the brake is released

When the effort depressing pedal (3, Figure 2-45) is
reduced, the force on the upper part of piston (4) will
eliminated, and piston (4) will be pushed up by the
air pressure and spring force acting on its lower
part. Exhaust port (E) will be opened, to allow
escape of the pressurized air in the brake chamber
into the atmosphere. As a result, the force actuating
the rear brake will be reduced.
Consequently, the air pressure acting on the upper

part of relay piston (8) will also be reduced. Since
relay piston (8) is also pushed up by the air pressure
and spring force acting on its lower part, the exhaust
port (G) will be opened. Then, the pressure at the
relay valve actuating the front brake will be reduced,
causing release of the front brakes.
FIGURE 2-45. BRAKE RELEASE

3. Brake Pedal
4. Piston
8. Relay Piston
J2-26
A: From Tank
B: From Tank
C: From Relay Valve
D: From Relay Valve
E: Exhaust Port
F: Package
G: Exhaust Port
J02034
SECTION J3
BRAKE CIRCUIT COMPONENT SERVICE
INDEX
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3

BRAKE TREADLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
FRONT BRAKE CHAMBER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
REAR BRAKE CHAMBER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
SLACK ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
EMERGENCY BRAKE CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
J03031
Brake Circuit Component Service
J3-1
NOTES
J3-2
J03031
BRAKE CIRCUIT COMPONENT SERVICE

BRAKE TREADLE ASSEMBLY
Removal
1. Depress brake pedal several times to bleed air
from air tank.
2. Remove cover from below pedal assemblies.
3. Disconnect lines (1, Figure 3-1) between air
tank and brake valve at valve end.
4. Disconnect lines (2) between relay valve and
brake valve at valve end.
6. Remove pin (2), then remove brake pedal (3).
7. Remove 3 mounting capscrews (2, Figure 3-3),
then leave mounting plate (1), and remove
brake valve assembly (3, Figure 3-1) from
below.
Installation
1. Install brake valve assembly (3, Figure 3-1) to
plate (1, Figure 3-3).
2. Install brake pedal (3, Figure 3-2).
4. Connect lines (1, Figure 3-1) between air tank
and brake valve.
FIGURE 3-2. BRAKE TREADLE

1. Cover
3. Brake Pedal
2. Pin
5. Connect air system lines (2, Figure 3-1)
between relay valve and brake valve. Tighten
sleeve nuts to 1.1 0.1 kg.m (8 1 ft.lb.)
torque.
NOTE: Operate air system and check that there is no
air leakage.
6. Install cover below pedal assemblies.
FIGURE 3-1. BRAKE TREADLE LINES

1. Air Inlet Lines
2. Air System Lines
3. Brake Valve Assembly

FIGURE 3-3. BRAKE TREADLE
1. Mounting Plate
J03031
2. Mounting Capscrews
J3-3
Disassembly
1. Push piston assembly (1, Figure 3-4) and
remove retainer (2).
2. Remove piston assembly (1, Figure 3-5) and
remove spring (2).
FIGURE 3-6. LOWER COVER ASSEMBLY

1. Lower Cover
2. Spring
3. Remove mounting bolts, then remove lower

cover assembly (1, Figure 3-6).
4. Remove spring (2).
5. Pull out inner relay piston (1, Figure 3-7) from
body.
NOTE: Be careful not to damage the sliding surface
of the piston.
1. Piston Assembly
2. Retainer
6. Pull out outer relay piston (2) from body.

NOTE: Be careful not to damage the sliding surface
of the piston.
FIGURE 3-7. INNER RELAY PISTON

1. Inner Relay Piston
2. Outer Relay Piston
FIGURE 3-5. PISTON ASSEMBLY

1. Piston Assembly
J3-4
2. Spring
J03031
FIGURE 3-8. SNAP RING

1. Snap Ring
FIGURE 3-10. LOWER VALVE AND CHECK VALVE
2. Housing
7. Remove snap ring (1, Figure 3-8).

8. Pull out upper valve assembly from body (1,
Figure 3-9), and remove snap ring (2), then
remove washer (3), retainer (4), spring (5), and
upper valve (6).
9. Remove snap ring (1, Figure 3-10), then
remove check valve assembly (2) from cover
(7).
10. Remove snap ring (3), and disassemble into
guide (4), spring (5), and lower valve (6).
1. Snap Ring
2. Check Valve Assembly
3. Spring
4. Lower Valve
5. Cover
Assembly
1. Assemble spring (5, Figure 3-10) and guide (4)
in lower valve (6), assemble snap ring (3), then
assemble in cover (7).
2. Assemble check valve assembly (2) in cover,
then assemble snap ring (1).
NOTE: Assemble the O-ring (2 types) to the retainer.
3. Assemble spring (5, Figure 3-9), retainer (4),
and washer (3) in upper valve (6), then assemble snap ring (2) and assemble in body (1).
4. Assemble snap ring (1, Figure 3-8).
5. Fit O-ring to sliding portion, and assemble outer
relay piston (2, Figure 3-7) in body.
6. Fit O-ring- to sliding portion, and assemble
inner relay piston (1) in body.
7. Assemble spring (2, Figure 3-6) in inner relay
piston. Fit O-ring to mount and install lower
cover assembly (1) to body.
FIGURE 3-9. UPPER VALVE

1. Body
2. Snap Ring
3. Washer
J03031
4. Retainer
5. Spring
6. Upper Valve
8. Assemble spring (2, Figure 3-5) in body.

9. Assemble piston assembly (1).
10. Push piston assembly (1, Figure 3-4) and compress spring, then install retainer (2).
J3-5
FRONT BRAKE CHAMBER ASSEMBLY
Disassembly
Removal
NOTE: Before disassembling, make match marks at
all joints to act as a guide when reassembling.
Open the drain valve to release the air inside the

tank.
1. Disconnect air lines (1, Figure 3-11).
2. Remove brake oil lines (2).
3. Remove front brake chamber assembly (3).
NOTE: When brake oil tubes (2) are removed, the oil
in the brake oil tank will flow out, so fit plugs.
1. Remove 4 capscrews (1, Figure 3-13), then

remove oil cylinder (2).
2. Supply compressed air at 1-2 kg/cm2 (14-28
psi) to air cylinder, and push out rod (4) of piston and rod assembly (3) fully.
a. Remove ring (2, Figure 3-14) from ring
groove, then move towards push rod, and
pull out pin (1).
b. When pin (1) is pulled out, it is possible to
remove oil piston (5, Figure 3-15), bushing
guide (4), and ring (2).
c. After removing oil piston, exhaust compressed air from air cylinder (1).
3. Remove seal (10, Figure 3-13) and backup ring
(11) from oil piston assembly.
FIGURE 3-11. FRONT BRAKE CHAMBERS

1. Air Lines
2. Oil Lines
3. Front Brake
Chambers
Installation
NOTE: When installing the brake chamber assembly,
be certain that the spacers support the chamber
away from the mounting plate. If the chamber is
installed touching the mounting plate, the chamber
may crack when the mounting capscrews are
tightened.
FIGURE 3-12. OIL CYLINDER

1. Capscrews
2. Oil Cylinder
1. Install front brake chamber assembly (3).

2. Connect brake oil lines (2).
3. Connect air lines (1).
J3-6
J03031
FIGURE 3-13. FRONT BRAKE CHAMBER

1. Capscrews
2. Oil Cylinder
3. Rod (complete)
4. Rod
5. Ring
6. Oil Piston
7. Bushing Guide
8. Air Cylinder
10. Seal
11. Backup Ring
FIGURE 3-14. BRAKE CHAMBER

1. Pin
2. Ring
J03031
3. Rod
12. Spring
13. Cover Assembly
14. Packing
15. Stop Ring
16. Cup Support
17. Spacer
18. Bushing
19. Filter
20. Ring
21. Plug
FIGURE 3-15. OIL PISTON

1. Air Cylinder
4. Bushing Guide
2. Ring
5. Oil Piston
3. Pin
J3-7
The spring has a reaction force of 65 kg (143 lbs.)

when compressed approximately 100 mm (3.9 in),
so be extremely careful when loosening the capscrews.
NOTE: Check that there is no compressed air inside
the air cylinder.
When removing capscrews (12, Figure 3-13), it is

safer if 2 or 3 fully threaded capscrews (1, Figure
3-16) with a length of approximately 150 mm (5.9
in) long are used as a loosening tool.
4. Replace two or three capscrews (12, Figure 313) with two or three fully threaded capscrews
(1, Figure 3-16) of approximately 150 mm (5.9
in) long to use as a tool. Loosen and then
remove remaining capscrews (12, Figure 3-13),
then remove air cylinder (5, Figure 3-16), piston
and rod assembly (3), and spring (4) from cover
assembly (2).
5. Remove packing (15, Figure 3-13) from piston
and rod assembly (3).
FIGURE 3-17. AIR CYLINDER COVER

1. Cup Support
2. Secondary Cup
3. Cover Assembly
4. Spacer
5. Stop Ring
6. Remove stop ring (5, Figure 3-17 or 3-18) with

flat-headed screwdriver, then remove cup support (1), secondary cup (2), spacer (4), secondary cup (2), and cup support (1) in order.
7. Carefully push bushing (7, Figure 3-18) in, then
pull out and remove.
8. Remove snap ring (8), then remove filter (9).
9. Remove plug (6).
FIGURE 3-16. AIR CYLINDER

1. Capscrews
2. Cover Assembly
3. Rod
J3-8
4. Spring
5. Air Cylinder
FIGURE 3-18. AIR CYLINDER COVER

1. Cup Support
2. Secondary Cup
3. Cover Assembly
4. Spacer
5. Plug
6. Bushing
7. Snap Ring
J03031
Oil piston assembly
Assembly
NOTE: Assemble all components with line up marks
made during disassembly.
Coat the outside diameter of air piston rod (4, Figure
3-13), the cup groove, cup (14) and air cylinder (9),
and the inside diameter (sliding part) with a suitable
amount of lithium grease.
Coat the outside diameter of oil piston (7), the cup
groove, cup (10), the inside diameter of oil cylinder
(2), and the inside diameter (cup groove) of cover
(14), and 2 cups (18) with a suitable amount of brake
system oil.

psi) to air cylinder (9, Figure 3-13), and extend
piston and rod assembly (3) fully.
2. Install backup ring (11) and seal (10) to oil piston (7).
3. After moving ring (2, Figure 3-14) towards air
chamber end, secure bushing guide (4, Figure
3-15) and oil piston (5) to oil piston with mounting pin (3), then install ring (2) to ring groove.
4. Exhaust compressed air from air cylinder.
Oil cylinder
Cover assembly
1. Install plug (6, Figure 3-18) with Three Bond
(TB2411) adhesive and tighten to 2.0 kg.m (14
ft.lbs.) torque.
1. Install oil cylinder (2, Figure 3-12) to air cylinder

assembly.
2. Tighten capscrews (1) to 3.85 kg.m (28 ft. lbs.)
torque.
2. Install filter (9) and snap ring (8).

3. Assemble bushing (7), secondary cup (2, Figure 3-17 or 3-18), spacer (4), secondary cup
(2), cup support (1) and stop ring (5) in order.
Air cylinder assembly

1. Install packing (15, Figure 3-13) to piston and
rod assembly (3).
Checking
1. Bleed air from oil cylinder.
2. Check that at least 180 kg/cm2 (1680 psi) of oil
pressure is generated in the oil cylinder when 8
kg/cm2 (114 psi) of air pressure is applied to air
cylinder.
3. Check that there is no leakage of air or oil.
Use 2 or 3 fully threaded capscrews (1, Figure 316) with a length below the head of approximately
150 mm (5.9 in.), compress spring (4) uniformly
and tighten to install the original capscrews (12,
Figure 3-13).
2. Use 2 or 3 fully threaded capscrews (1, Figure
3-16) with a length of approximately 150 mm
(5.9 in.) to assemble the air cylinder.
3. Assemble spring (4, Figure 3-16), piston and
rod assembly (3), O-ring, and air cylinder (5) to
cover assembly (2).
4. Apply Three Bond (TB1374) thread tightener to
the six capscrews (12, Figure 3-13) and tighten
capscrews to 6.7 kg.m (48 ft.lbs.) torque.
J03031
J3-9
REAR BRAKE CHAMBER ASSEMBLY

Removal
1. Open the drain valve to release the air inside
the tank.
2. Disconnect air lines (1, Figure 3-19).
3. Remove brake oil hoses (2 & 3, Figure 3-20).
4. Remove the four capscrews from the chamber
mounting plate and remove rear brake chamber
assembly (1) from the truck.
FIGURE 3-20. REAR BRAKE CHAMBERS

1. Brake Chamber
2. Oil Hoses
FIGURE 3-19. REAR BRAKE CHAMBERS

1. Air Lines
2. Oil Hoses
3. Oil Hoses
Installation
Carry out installation in the reverse order to removal.
J3-10
J03031
Disassembly
Oil cylinder and piston
1. Loosen large nut (14, Figure 3-21) and
unscrew oil cylinder (18) from air cylinder
cover (9).
2. Remove o-ring (25), cap (19), and bleeder (20)
from oil cylinder (18).
psi) to air cylinder (1) and extend rod (34) of
piston and complete rod assembly (2) fully.
4. Remove snap ring (26) from ring groove, and

move towards rod end, then pull out pin (24)
and remove oil piston (15) and ring (29).
5. After removing oil piston (18), exhaust compressed air from air cylinder (1).
6. Remove spring (21), ring (22), seat (23), valve
(16), ring (27), packing (28), and ring (29) from
oil piston.
FIGURE 3-21. REAR BRAKE CHAMBER

1. Air Cylinder
2. Piston
3. Packing
4. Ring
5. Spring
6. Caution Plate
7. Ring
8. Ring
9. Cover
10. O-Ring
J03031
11. Mounting Plate

12. Breather
13. Packing
14. Nut
15. Piston
16. Valve
17. Packing
18. Oil Cylinder
19. Cap
20. Bleeder
21. Spring
22. Ring
23. Seat
24. Pin
25. O-Ring
26. Snap Ring
27. Ring
28. Packing
29. Ring
30. Ring
31. O-ring
32. Capscrews, Nuts
33. Rod
34. Rod
35. Washer
36. Ring
37. Washer
38. Nut
39. Sensor
J3-11
Air cylinder
The spring has a reaction force of 65 kg (143 lbs.)

when compressed approximately 100 mm (3.9 in),
so be extremely careful when loosening the capscrews.
Check that there is no compressed air inside air
cylinder.
FIGURE 3-23. PISTON AND ROD
1. Packing
2. Ring
When loosening capscrews (32, Figure 3-21), use

2 or 3 fully threaded bolts (1, Figure 3-22) with a
length below the head of approximately 150 mm
(5.9 in) long as a loosening tool.
1. Loosen six capscrews (32, Figure 3-21), then

replace two or three capscrews with capscrews
that are 150 mm (5.9 in) long as shown in Figure 3-22. Remove air cylinder (1, Figure 3-21),
piston and rod assembly (2), and spring (5)
from cover assembly (9).
2. Remove packing (1, Figure 3-23) and ring (2)
from piston and rod assembly.
3. Nut
4. Washer
3. Remove nut (3) and washer (4) and separate

rod from piston.
4. Remove ring (36, Figure 3-21) from rod.
Cover assembly
1. Remove o-ring (10, Figure 3-21) from cover (9).
2. Remove ring (30), o-ring (31), and rod (33) from
cover.
3. Remove breather (12) from cover.
FIGURE 3-22. AIR CYLINDER

1. Capscrews
150 mm (5.9 in)
J3-12
2. Cover
J03031
Oil piston and cylinder assembly
Assembly
NOTE: Coat the inside diameter (sliding part) of the
air cylinder, the outside diameter of the air piston and
the groove, the packing, and the inner face of the
bushing built into the end cover with a suitable
amount of lithium grease.
NOTE: Coat the inside diameter of the oil cylinder,
the outside diameter of the oil piston and the seal
groove, the outside diameter of the valve, and the
seal parts with a suitable amount of engine oil
(SAE10W).
Cover assembly
1. Assemble packing (13, Figure 3-21), o-ring
(10), ring (8), and ring (7) into cover (9).
2. Assemble o-ring (31) to rod (33) and insert into
cover (9). Install ring (30).
3. Install breather (12) into cover (9).
Air cylinder
1. Assemble ring (29, Figure 3-21), packing (28),

ring (27), valve (16), seat (23), ring (22), and
spring (21) to oil piston (15).
psi) to air cylinder assembly (1), and extend rod
(34) fully.
3. Assemble oil piston assembly (15) to rod (34)
and insert pin (24).
4. Exhaust compressed air from air cylinder.
5. Install bleeder (20) and cap (19) into oil cylinder
(18). Tighten bleeder to 6.86 - 11.80 Nm (5 - 9
ft. lbs.) torque.
6. Assemble oil cylinder (18) and nut (14) to air
cylinder (1). Align bleeder (20) with breather
(12) so that the offset angle of the centerlines is
no more than 10 maximum offset. Tighten nut
(14) to 108 - 167 Nm (80 - 123 ft. lbs.).
Checking
1. Assemble ring (36, Figure 3-21) over rod (34).
1. Bleed air from oil cylinder.
2. Seat rod (34) into piston (2). Assemble washer

(37) and nut (38) to rod end. Tighten nut to 118
- 157 Nm (87- 116 ft. lbs.) torque.
2. Pistons must move full stroke at air pressure of

1 kg/cm2 (14 psi).
3. Assemble packing (3) and ring (4) to piston (2).

4. Assemble spring (5) and piston rod assembly
(3) into housing (1).
3. There must be no air leakage from any part at

air pressure of 8 kg/cm2 (114 psi).
5. Using capscrews (1, Figure 3-22), install cover

assembly (9, Figure 3-21) to air cylinder assembly (1). Apply Three Bond TB1374 thread tightener to capscrews (32) and tighten to 37.3 49.0 Nm (28 - 36 ft. lbs.) torque.
J03031
J3-13
SLACK ADJUSTER
Removal
1. Disconnect all hydraulic lines (1, Figure 3-24).
Cap all open lines to prevent contamination of

components.
2. Remove capscrews (2) and then remove slack
adjuster assembly.
3. Cap all open lines to prevent contamination of
components.
Installation
1. Hydraulic Lines
2. Capscrew
1. Install slack adjuster assembly with capscrews

(2, Figure 3-24). Tighten capscrews to 18.0
1.5 kg.m (130 10 ft. lbs.) torque.
2. Connect all hydraulic lines (1).
3. Bleed the air from the brake circuit. Refer to
Section J, Brake Bleeding.
Slack Adjuster Assembly
Slack Adjuster Disassembly

1. Remove capscrews (15, Figure 3-25/26), then
remove cylinder housings (2). Remove springs
(13) and pistons (11).
When assembling, check carefully that there is

no dirt, dust or chips on the inside surface of the
adjuster.
2. Remove and discard O-rings (14).

3. Remove seal assemblies (12) from pistons (11).
Discard seal assemblies (12).
4. Remove spring retainer ring (10) and cover (9).
5. Remove complete valve assembly (5 thru 8).
Remove valve seat (3). Wash all parts thoroughly in clean solvent and inspect for nicks,
scratches, and excessive wear (especially at
valve seats).
NOTE: If damage is found in this valve or in the
housing (2), it must be replaced as an assembly.
1. Coat the inside surface of the cylinder housing

(2, Figure 3-25/26) and all other sliding parts
with clean brake system oil.
2. If removed, install valve seat (3, Figure 3-25/
26). Install complete valve assembly (5 thru 8).
Coat spring (8) with a lithium grease.
3. Tighten valve body (6B) to 6.0 0.5 kgm (45
4 ft. lbs.) torque. Install cover (9) and secure
with spring retainer ring (10).
4. Install seal assemblies (12) on pistons (11).
5. Install piston/seal assembly into housing (2).
6. Install new O-rings (14) to body (1) and assemble springs (13) into cylinder housing (2).
7. Install cylinder housing/spring to body (1).
Secure cylinder assemblies with capscrews
(15) and Washers (16).
8. Tighten capscrews (15) to 17.5 1.5 kgm (127
J3-14
J03031
FIGURE 3-25. SLACK ADJUSTER - CROSS SECTION VIEW

10. Ring, Spring Retainer
11. Piston
12. Seal Assembly
13. Spring
14. O-RIng
6A. Valve
6B. Valve Body
7. O-RIng
8. Spring
9. Cover
1. Body
2. Cylinder Housing
3. Valve Seat
4. Plug
5. O-Ring
15. Capscrew
16. Washer
DIMENSION C
Standard Size
Clearance between
Cylinder Housing
and Piston
80 mm
(3.15 in.)
Tolerance
Piston
Housing
Standard
Clearance
-0.030 to -0.076 mm
(-0.001 to -0.003 in.)
+0.074 mm
(+0.003 in.)
0.03 - 0.15 mm
(0.001 - 0.006 in.)
Clearance
Limit
0.25 mm
(0.098 in.)
TORQUE VALUES
6B. Tighten to 6.0 0.5 kgm (45 4 ft. lbs.) torque.
15. Tighten to 17.5 1.5 kgm (127 10 ft. lbs.) torque.
J03031
J3-15
FIGURE 3-26. SLACK ADJUSTER - EXPLODED VIEW

1. Body
2. Cylinder Housing
3. Valve Seat
4. Plug
5. O-Ring
J3-16
6A. Valve
6B. Valve Body
7. O-Ring
8. Spring
9. Cover
10. Ring, Spring Retainer

11. Piston
12. Seal Assembly
13. Spring
14. O-Ring
15. Capscrew
16. Washer
17. Bleeder Valve
18. Cap
J03031
EMERGENCY BRAKE CONTROL VALVE

Installation
Removal
1. With the engine shut down and the wheels
securely blocked, release air pressure from system.
1. Position valve assembly (1, Figure 3-28) over

mounting plate holes in console and install capscrews (2). Tighten to standard torque.
2. Remove screws attaching cover (2, Figure 327) to console base (1) and remove cover.
Remove tray (5).
2. Install air lines (3) at valve ports.
3. Remove access panel (4) on right side of console and disconnect air line tubes (3, Figure 328) on emergency brake control valve ports.
4. Remove capscrews (2) and remove valve
assembly (1) from console.
3. Pressurize air system and operate valve to verify proper operation and inspect connections for
possible air leaks.
4. Install cover (2, Figure 3-27) onto console base
(1). Install storage tray (5).
5. Install access panel (4).
FIGURE 3-28. VALVE INSTALLATION

FIGURE 3-27. CONSOLE CONTROLS
1. Console Base
2. Cover
3. Emergency Brake
Valve
J03031
4. Access Panel
5. Storage Tray
1. Valve Assembly
2. Capscrews
3. Air Line
J3-17
Assembly
Disassembly
Note: Refer to Figure 3-29 for disassembly and
reassembly of internal parts.
1. Using all new O-rings during assembly, install

cam ring, (7) and shims into valve body.
1. Remove screws (20, Figure 3-29) and cover

(19).
2. Install head (2) (parallel to valve body tapped

ports and handle opposite ports) and install
screw (1).
2. Remove shims (18), valve spring (16), and

main spring (17).
3. Remove screw (1) and head (2).
4. Remove piston (15), feed valve (12), feed valve
seat (10), and Return Spring (9).
5. Remove cam (7), and shims (6).
3. Install exhaust valve seat (8), and return spring

(9).
4. Assemble feed valve (12), exhaust valve seat
(10), and piston (15) into valve body.
5. Install main spring (17), shims (18), and cover
(19). Install screws (20) through cover, into
housing.
Inspection
Remove all O-Rings and discard. Thoroughly clean
parts and inspect valve body for cracks, scoring, and
port thread damage. Replace any part if damage or
excessive wear is evident. All O-ring seals, the feed
valve, and exhaust valve seat should be replaced
during rebuild. Refer to the appropriate parts book for
these parts in a pre-packaged kit.
J3-18
J03031
FIGURE 3-29. EMERGENCY BRAKE VALVE ASSEMBLY

1. Screw
2. Head
3. O-Ring
4. Valve Body
5. O-Ring
6. Shim
7. Cam
J03031

9. Return Spring
10. Feed Valve Seat
11. O-Ring
12. Feed Valve
13. O-Ring
14. O-Ring
15. Piston
16. Valve Spring
17. Main Spring
18. Shim
19. Cover
20. Screw
J3-19
NOTES
J3-20
J03031
SECTION J4
BRAKE CIRCUIT CHECKOUT AND ADJUSTMENT
INDEX
BRAKE CIRCUIT CHECKOUT AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3

CHECKING FRONT BRAKE PAD WEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
TESTING BRAKE PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
CHECKING WEAR OF REAR BRAKE DISCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4
BRAKE BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
Rear Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
Front Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
J04033
Brake Circuit Checkout and Adjustment
J4-1
NOTES
J4-2
J04033
BRAKE CIRCUIT CHECKOUT AND ADJUSTMENT

CHECKING FRONT BRAKE PAD WEAR
NOTE: This check is nominally specified for every
500 hours of truck operation. If truck is operated in a
very abrasive environment (i.e. sandy conditions),
perform this check every 250 hours of truck
operation, or more frequently, if conditions require it.
1. Stop the machine on level ground, apply the
parking brake, and put blocks under the tires.
2. Remove any dirt/mud accumulation from all
pads, calipers, and discs.
3. Check disc pad (1, Figure 4-6) visually, and if
the pad has reached the wear limit line (2) or if
disc material thickness is less than 3 mm (0.12
in.), replace the pad.
The pad wear may not be the same for both left
and right wheels, so check the wear of all pads.
FIGURE 4-1. FRONT PAD WEAR

1. Brake Pad
2. Wear Limit Line
If any pad is worn beyond the limits stated

above, replace all pads (both left and right
sides).
Refer to Front Brakes Section for specific
repair, disassembly, or replacement procedures
for the front brake assembly.
Do not continue to use pads worn beyond limits.

Worn pads may result in inadequate braking
power.
TESTING BRAKE PRESSURE

1. Raise the air pressure to 8.3 kg/cm2 (118 psi)
pressure.
2. Remove the top air bleed plug (1, Figure 4-2)
and install a 400 kg/cm2 (5690 psi) pressure
gauge.
FIGURE 4-2. FRONT BRAKE PRESSURE

1. Air Bleed Plugs
2. Brake Line
3. Measure the hydraulic pressure when the brake

pedal is depressed. Minimum pressure should
be 187 kg/cm2 (2660 psi).
4. Remove gauge and install plug. Refer to Brake
Bleeding, this section and bleed air from the
calipers.
J04033
J4-3
CHECKING WEAR OF REAR BRAKE

DISCS
Operational complaints can be expected when wear
increases abruptly or the wear on one side is
extremely large.
Carry out inspection ONLY when the brake oil

temperature is below 60 C (140 F).
1. Stop truck on level ground, apply parking brake
lever to the PARKING position, check that the
other brakes are not applied, then stop engine.
Put wheel chocks in front and behind tires to
prevent truck movement.
2. Remove air bleed plug (1, Figure 4-3) of the
rear brake, and install disc wear measurement
gauge as shown in Figure 4-4.
NOTE: Part number of wear gauge:561-98-61120.
FIGURE 4-3. REAR BRAKE WEAR

1. Air Bleed Plug
2. Brake Housing
3. Turn keyswitch to ON, and check that air pressure gauge indicates in green range. If air pressure is low, run the engine at 2000 RPM until
the air pressure gauge indicates in the green
range [8.3 kg/cm2 (118 psi)]. Turn keyswitch to
OFF to stop engine.
4. At this time, pull retarder control lever to full
stroke. Push the wear gauge in until it contacts
the piston, then check the position of the
stamped mark on the rod. (See illustration.)
NOTE: When the retarder control lever is pulled, the
wear rod will push out under hydraulic pressure; be
sure to support it when carrying out this operation.
If the stamped mark on the rod goes in beyond
the end face of the case, the discs have reached
their service wear limit. Refer to Rear Brakes
Section for specific repair, disassembly, or
replacement procedures for the rear brake
assembly.
If the stamped mark on the rod does NOT go in
beyond the end face of the case, but IS NEAR
the service limit, carry out inspection more
frequently. Check the retarder capacity carefully
also.
FIGURE 4-4. REAR BRAKE WEAR TOOL

1. Handle
2. Rod
3. Stamped Line
4. Face Of The Case
5. After measuring the disc wear, remove wear

gauge and install the air bleed plug, and bleed
the air.
6. Refer to Brake Bleeding, this section and bleed
air from the system.
J4-4
J04033
BRAKE BLEEDING
Start the engine and wait for the air gauge to enter
the green range, then bleed the air from the circuit as
follows.
Rear Brakes
1. Bleed the air at the slack adjuster end first.
Depress the brake pedal, then loosen air bleed
plugs (1 or 2, Figure 4-5) 3/4 turns. Tighten the
plug again, then release the pedal.
2. Continue this procedure until no more bubbles
come out from the air bleed plug hole, then
bleed the air from the wheel plug (1, Figure 46).

1. Air Bleed Plug
2. Air Bleed Plug

come out from the air bleed plug.
4. After bleeding the air, close the plug and fit the
cap.
FIGURE 4-6. BRAKE HOUSING BLEED PLUG

1. Air Bleed Plug
2. Brake Housing
Front Brakes
1. The oil tank is separately installed, so always
check the oil level while bleeding the air to avoid
running out of oil.
2. Depress the brake pedal, then loosen air bleed
plug (1, Figure 4-7) 3/4 turn. Tighten the plug
again, then release the pedal.
come out from the air bleed plug.
FIGURE 4-7. FRONT BRAKE BLEED PLUGS

1. Air Bleed Plugs
J04033
2. Brake Line
J4-5
TROUBLESHOOTING
FRONT BRAKE IS INEFFECTIVE OR ONLY EFFECTIVE ON ONE SIDE
J4-6
J04033
REAR BRAKE IS INEFFECTIVE OR ONLY EFFECTIVE ON ONE SIDE
J04033
J4-7
NOTES
J4-8
J04033
SECTION J5
FRONT BRAKES
INDEX
FRONT BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3

FRONT BRAKE CALIPER PAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
BRAKE CALIPER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
J05021
Front Brakes
J5-1
NOTES
J5-2
Front Brakes
J05021
FRONT BRAKES
FRONT BRAKE CALIPER PAD
Removal
1. Refer to Tire Removal, Section G and remove

front wheel assembly.
2. Loosen Capscrew (2, Figure 5-1), and pull pin
(1) until the pads can be removed.
3. Remove pads (3, Figure 5-2).
NOTE: The brake pads have one end open and the
other end closed where the retaining pins hold the
pads in place. This allows the removal of the pads
without pulling all the pins.
4. Install a vinyl hose to bleeder screw (2) so that
the brake oil can be drained out.
5. Loosen the bleeder screw, and return piston (1)
to the bottom of the cylinder with a bar. Tighten
bleeder screw after oil is bled out and remove
vinyl hose.
FIGURE 5-1. BRAKE PAD REPLACEMENT

1. Pin
2. Capscrew
Installation
1. Install brake pads.
2. Install pin (1, Figure 5-1) and tighten capscrew
(2) to 5.25 0.25 kg.m (38 2 ft. lbs.) torque.
Brake Bleeding this Section.
BRAKE CALIPER ASSEMBLY

1. Piston
3. Brake Pads
2. Bleeder Screw
Removal
1. Refer to Tire Removal, Section G and remove
front wheel assembly.
2. Disconnect the two brake lines (1, Figure 5-3).
3. Remove 13 mounting capscrews (3, Figure 54). Use a suitable lifting device as support,
remove the remaining mounting capscrews,
and remove caliper assembly.
FIGURE 5-3. BRAKE CALIPER

1. Brake Lines
J05021
Front Brakes
2. Caliper Assembly
J5-3
Installation
1. Using a suitable lifting device, install brake caliper assembly. Using thread tightener Three
Bond (TB1374), install and tighten mounting
capscrews (3, Figure 5-4) to 94.5 10 kg.m
(685 72 ft. lbs.) torque.
2. Connect the two brake lines (1, Figure 5-3).
Brake Bleeding this Section.
Disassembly
1. Loosen capscrews (1, Figure 5-5) and (2),
remove pins (3), (4), and (5), the remove pads
(6).
2. Remove plate (7), then remove plug (8), backup
ring (9), and seal (10).
3. Remove dust seal (11), then remove piston
(12).
4. Disassemble the other pistons in the same way.
1. Brake Disc
2. Capscrew
3. Capscrew
4. Capscrew
5. Bleeder Valve
6. Brake Caliper
TIGHTENING TORQUES
2. 94.5 10 kg.m (685 72 ft. lbs.) torque.
3. 94.5 10 kg.m (685 72 ft. lbs.) torque.
4. 21.0 1 kg.m (150 7 ft. lbs.) torque.
5. 2.6 0.3 kg.m (20 2 ft. lbs.) torque.
FRONT BRAKE INSPECTION

FIGURE 5-4. BRAKE CALIPER REMOVAL
1. Mounting Plate
2. Brake Caliper
3. Capscrew
4. Brake Disc
5. Capscrew
6. Bleeder Valve
7. Capscrew
ITEM
NEW
LIMIT
REMEDY
A - Disc
25 mm
(0.99 in)
22 mm
(0.87 in)
Replace
Disc Runout
0.15 mm
(0.006 in)
0.5 mm
(0.02 in)
Repair or
Replace
B - Pad
19.5 mm
(0.77 in)
3.0 mm
(0.12 in)
Replace
NOTE: The brake disc can be machined as long as

the minimum thickness is not less than 22 mm (0.87
in) after machining.
J5-4
Front Brakes
J05021
Assembly
1. Install backup ring (1, Figure 5-6), ring (2), and
dust seal (3) in groove of housing (4) securely.
2. Fit the lip of the dust seal in the groove of the
piston (5) and install piston.
4. Grease pins (3, 4, 5). Fit pads (6), and install

pins (3), (4), and (5), and tighten capscrews (2)
and (1) to 5.25 0.25 kg.m (38 2 ft. lbs.)
torque.
5. Assemble the other pistons in the same way.
6. Install caliper assembly.
FIGURE 5-6. PISTON SEAL

1. Backup Ring
2. Ring
3. Dust Seal
FIGURE 5-5. BRAKE CALIPER REPAIR

8. Backup Ring
1. Capscrews
9. Seal
2. Capscrews
10. Dust Seal
3. Pins
11. Piston
4. Pins
12. Ring
5. Pins
13. Backup Ring
6. Pads
14. Housing
7. Plate
4. Housing
5. Piston
3. Fit seal (10, Figure 5-5), backup ring (9), and

plug (8), and install plate (7).
NOTE: 1 Move the pin in the axial direction while

tightening the bolts, and check that the bolt fits
securely in the groove of the pin.
NOTE: 2 Of thin pins (4) and (5), always install the

short pin (5) at the plate end.
J05021
Front Brakes
J5-5
NOTES
J5-6
Front Brakes
J05021
SECTION J6
REAR WET DISC BRAKE ASSEMBLY
INDEX
REAR WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3

WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4
WET DISC BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-6
J06022
Rear Brakes
J6-1
NOTES
J6-2
Rear Brakes
J06022
REAR WET DISC BRAKE ASSEMBLY

A Wet Disc Brake Assembly is mounted on both
sides of the differential on the final drive housing and
inboard from the wheel hub and planetary drive. This
assembly contains a splined housing, two damper
discs, fourteen separator plates, fifteen friction discs,
a spacer, and a piston assembly.
The housing is internally splined to retain the steel
damper and separator discs. The separator discs are
alternately placed between the friction faced discs
which are splined to the rotating hub. The inboard
side of the assembly contains the piston assembly
which is activated by hydraulic pressure from either
the service brake treadle valve or the retarder valve.
As hydraulic pressure is applied, the piston moves
and compresses the rotating friction faced discs
against the stationary steel discs. The friction forces
generated resist the rotation of the wheels. As
hydraulic pressure increases, friction forces are
increased and wheel rotation is slowed until maximum force is reached and the wheel is stopped.
The complete brake disc pack is cooled by hydraulic

oil. The cooling oil circuit is a low-pressure circuit
which is completely separate from the high-pressure
piston apply circuit. The cooling oil flows from the
tank to the pump, to the brake assembly housing
(from the outside of the housing inward to the rotating hub for maximum cooling), through a heat
exchanger, through two 30 micron (absolute) filters,
and then to the hydraulic tank.
Dynamic retarding is also provided by the wet disc
brakes. When the operator's retarder lever is actuated, the front wheel brakes are not used; only the
rear wet disc brakes are applied. The dynamic
retarding is used to slow the truck during normal
truck operation or to control speed coming down a
grade.
WET DISC BRAKE ASSEMBLY

Removal
1. Remove rear wheels and tires, planetary drive,
and wheel hubs. Refer to Section G, Drive Axle,
Spindles and Wheels.
2. Drain brake cooling oil tank. Be prepared to
catch 268 l (71 gal.) of oil.
3. Remove retainer (1, Figure 6-2) and floating
seal (2, figure 6-3).
FIGURE 6-1. WET DISC BRAKE ASSEMBLY

1. Plate
2. Damper
3. Brake Disc

1. Retainer
J06022
Rear Brakes
2. Housing
J6-3

1. Retainer
2. Floating Seal
FIGURE 6-5. BRAKE ASSEMBLY
1. Brake Assembly
2. Lifting Device
4. Remove hoses (1, Figure 6-4) and lines (2).
FIGURE 6-4. BRAKE LINES

1. Hydraulic Hoses
1. Piston
2. Hydraulic Lines
FIGURE 6-6.
2. Brake Disc Assembly
Installation
Brake assembly weighs approximately 610 kg

(1344 lbs.) Use adequate lifting devices.
5. Remove brake assembly (1, Figure 6-5).
6. Loosen the air bleed plug and remove piston (1,
Figure 6-6). Then remove Brake Disc Assembly
(2).
J6-4
Rear Brakes
1. Install the brake disc assembly seal with the

side with the groove facing the side taking the
pressure. Coat the capscrew threads with a
thread tightener (Three Bond TB1374), then
install the Brake Disc Assembly (2). Tighten
capscrews to 94.5 10 kg.m (685 72 ft. lbs.)
torque.
2. Install the piston seal with the grooved side facing the side taking the pressure and install piston (1, Figure 6-6). Tighten the air bleed plug.
J06022
3. Coat the capscrew threads with thread tightener

(Three Bond TB1374), then install the brake
assembly (1, Figure 6-5). Tighten capscrews to
94.5 10 kg.m (685 72 ft. lbs.) torque.
3. Remove damper (2, Figure 6-8), disc (3), and

plate (4) from outer gear (1).
4. Install hoses (1, Figure 6-4) and lines (2).
5. Remove floating seal (6) from hub (5).
4. Remove mounting bolts, then remove hub (5)

from outer gear (1).
5. Install retainer (1, Figure 6-2) and floating seal

(2, figure 6-3).
6. Install rear wheels and tires, planetary drive,
and wheel hubs. Refer to Section G, Drive Axle,
Spindles and Wheels.
7. Fill brake cooling oil tank.
WET DISC BRAKE

Disassembly
FIGURE 6-8. BRAKE DISCS AND HOUSING
1. Outer Gear
4. Plate
2. Damper
5. Hub
3. Disc
6. Floating Seal
1. Remove tool (2, Figure 6-7)
NOTE: Be careful not to damage the floating seal

when removing outer gear.
2. Using eyebolts, lift off outer gear (1) together
with disc and plate.
6. Remove floating seals (3, Figure 6-9) and (1)

from inner gear (2).
FIGURE 6-7. OUTER GEAR ASSEMBLY

1. Outer Gear
2. Tool (790-438-1150)
FIGURE 6-9. FLOATING SEALS

1. Floating Seals
2. Inner Gear
J06022
Rear Brakes
3. Floating Seals
J6-5
Inspection
Assembly
Clean all parts, and check for dirt or damage. Coat

the sliding surfaces of all parts with clean brake system oil before installing.
When assembling the floating seals, use alcohol to
remove all the white powder from the O-ring surface
before assembling.
Tools for installation of rear wheel brake floating seal
791-585-1510 installer-large diameter
792-530-1700 push tool-large diameter
792-520-2110 installer-small diameter
792-530-1600 push tool-small diameter
1. Using tools (1, Figure 6-10) install floating seals
(3, Figure 6-9) and (1) to inner gear (2).
BRAKE DISC INSPECTION

1. Plate
3. Disc
2. Damper
Dimension A =
123.9 mm (4.88 in.) Standard Height
115.0 mm (4.50 in.) Minimum Height [Max. Wear]
REAR BRAKE INSPECTION

ITEM
STANDARD
LIMIT
REMEDY
Plate
2.4 mm
(0.095 in)
2.15 mm
(0.085 in)
Replace
Disc
5.1 mm
(0.2 in)
4.6 mm
(0.18 in)
Replace
Damper
6.9 mm
(0.27 in)
5.1 mm
(0.20 in)
Replace
Max. Disc
Warping
0.45 mm
(0.018 in)
0.7 mm
(0.028 in)
Replace
Max. Plate
Warping
0.50 mm
(0.020 in)
0.7 mm
(0.028 in)
Replace
2. Using tools (1), install floating seal (2) to hub

(3).
Dimension A
Assembled
Thickness
of Discs &
Plates
123.9 mm
(4.88 in.)
115.0 mm
(4.5 in.)
Backlash
between
outer gear
and plate
0.21 - 0.64 mm
(0.008"- 0.025")
2.2 mm
(0.087 in.)
Backlash
between
inner gear
and plate
0.21 - 0.64 mm
(0.008"- 0.025")
J6-6
FIGURE 6-10. FLOATING SEAL INSTALLATION

1. Tool
3. Hub
2. Floating Seal
Replace
Replace
FIGURE 6-11. SEAL INSTALLATION
2.2 mm
(0.087 in.)
Replace
NOTE: After installing the floating seals, measure

dimension A (Figure 6-11) between the inner gear
and floating seal at four places around the
Rear Brakes
J06022
circumference and check that the measurement is

within 1 mm (0.039 in).
3. Align match marks, and install hub (2, Figure 612) to outer gear (1). Coat the capscrew
threads with thread tightener Three Bond
(TB1374). Tighten capscrews to 56 6 kg.m
(406 43 ft. lbs.) torque.
NOTE: Coat the sliding surfaces of the floating seals
thinly with engine oil. Assemble slowly and be careful
not to damage the floating seals.
4. Using eyebolts, assemble outer gear assembly
(1, Figure 6-13) to inner gear.
5. Align center of inner gear and outer gear (1,
Figure 6-7), then using tool (2), secure inner
gear and outer gear.
6. Between inner gear and outer gear assembly,
assemble one external splined damper (2, Figure 6-14) with cork face toward hub (away from
disc). Then install one internal splined disc (3),
and one external splined plate (1) alternately,
until fifteen discs and fourteen plates are used.
Install second damper with cork face away from
disc.
FIGURE 6-13. OUTER AND INNER GEARS

1. Outer Gear
2. Inner Gear
7. Install brake assembly.
FIGURE 6-14. BRAKE DISC INSTALLATION

1. Plate
3. Brake Disc
2. Damper
FIGURE 6-12. HUB INSTALLATION

1. Outer Hub
2. Hub
J06022
Rear Brakes
J6-7
NOTES
J6-8
Rear Brakes
J06022
SECTION J7
PARKING BRAKE
INDEX
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Pad Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Pad Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
PARKING BRAKE CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Caliper Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Caliper Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Caliper Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Caliper Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5
PARKING BRAKE SPRING CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
PARKING BRAKE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7
Adjusting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7
PARKING BRAKE DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
Driveshaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
Parking Brake Disc Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
Parking Brake Disc Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-9
Driveshaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-9
BRAKE RELEASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-9
Release Of Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-9
Release Of Emergency Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-10
J07014
Parking Brake
J7-1
NOTES
J7-2
Parking Brake
J07014
PARKING BRAKE
2. Turn capscrew (1, Figure 7-1) counterclockwise
to make clearance between the pad and disc
larger.
For servicing any part of the parking brake, stop
the machine on level ground, and put blocks in
front of, and behind, the wheels. Raise the dump
body and lock with the safety pin.
The parking brake is a dry disc brake mounted on the
rear drive shaft at the differential input with two (2)
spring-applied, air-released calipers. Each caliper
is individually applied/released through separate air
chamber actuators (spring cylinder assemblies).
Inspection
PARKING BRAKE INSPECTION
NEW
LIMIT
REMEDY
Disc Face
Runout
ITEM
0.4 mm
(0.016 in)
0.8 mm
(0.032 in)
Replace
Disc Thickness
25 mm
(0.99 in)
20 mm
(0.79 in)
Replace
21.5 mm
(0.847 in)
11.5 mm
(0.45 in)
Replace
Pad (Includes
Plate Thickness)
NOTE: The brake disc can be machined and reused

as long as it is not less than 20 mm (0.79 in) thick
after machining.
Pad Removal
1. Turn the keyswitch ON, and release the parking
brake lever.
3. Loosen mounting capscrews (2), and sling so

that the caliper does not fall.
4. Move plate (4) when removing pads (3) so that
the pads do not fall.
5. After removing the rear pad, move the caliper to
the front, and remove the front pad.
Pad Installation
1. Install and align the grooves of the pad and the
caliper with the plates on both sides.
2. Coat the threads of the plate mounting capscrews (2, Figure 7-1) with thread tightener
Three Bond (TB 1374). Tighten capscrews to
94.5 10 kg.m (685 72 ft.lbs.) torque.
3. Refer to Park Brake Adjustment, this section
and adjust the parking brake.
PARKING BRAKE CALIPER

Caliper Removal
Stop the machine on level ground, and put

blocks under wheels.
1. Refer to Parking Brake Spring Cylinder Assembly, this section and remove parking brake
spring cylinder assembly.
2. Remove plate (1, Figure 7-2).
3. Remove pads (2).
4. Remove caliper (3).

1. Adjusting Capscrew
2. Mounting Capscrew
J07014
3. Pad
4. Plate
FIGURE 7-2. BRAKE CALIPER ASSEMBLY

1. Plate
3. Caliper
2. Brake Pads
Parking Brake
J7-3
Caliper Disassembly
Caliper Installation
1. Remove snap ring (1, Figure 7-3), and pull out

adjuster (2).
1. Install caliper (3, Figure 7-2).

2. Install pads (2).
3. Coat the threads of the mounting capscrews
with thread tightener Three Bond (TB 1374).
Tighten capscrews to 94.5 10 kg.m (685
72 ft.lbs.) torque. Install plate (1).
4. Refer to Parking Brake Spring Cylinder
Assembly, this section and remove parking
brake spring cylinder assembly.
2. Remove washers (3) and (4), and seal (5).

3. Remove bolts, then remove cap (6) and gasket
(7).
4. Remove piston shaft (8) and thrust bearing (9)
from piston.
5. Remove piston (11) and piston seal (12) from
caliper (10).
FIGURE 7-3. PARKING BRAKE PISTON ASSEMBLY

1. Snap Ring
2. Adjuster
3. Washers
J7-4
4. Washers
5. Seal
6. Cap
7. Gasket
8. Shaft
9. Bearing
Parking Brake
10. Caliper
11. Piston
12. Piston Seal
J07014
Caliper Assembly
1. Apply grease (Mobilux EP 2 or equivalent) to
piston seal (12). Assemble piston seal (12) to
caliper (10), and insert piston (11).
thrust bearing (9). Screw piston shaft (8) into
piston, and install thrust bearing (9).
3. Fit gasket (7) and install cap (6).
seal (5). Fit the seal (5) securely in the groove
and install seal (5), and washers (3) and (4).
5. Assemble adjuster (2), and secure with snap
ring (1).
3. With the parking brake applied, disconnect the

air hose (4) from the spring cylinder. Check that
the air pressure of the spring cylinder is
released.
4. Remove spring cylinder assembly (5).
Installation
1. Install spring cylinder assembly (5, Figure 7-4).
Tighten mounting nuts to 20 2 kg.m (145 15
ft. lbs.) torque.
2. Connect the air hose (4) and install pin (1).
3. Refer to Parking Brake Adjustment, this section
and adjust parking brake.
Disassembly
PARKING BRAKE SPRING CYLINDER
1. Remove screw, then remove holder (1, Figure

7-5) and filter (2).
Removal
2. Remove retainer (3) and nut, then remove boot

(4).
3. Remove nuts (5) and (6), then remove shaft (7).
Stop the machine on level ground, and put

blocks under wheels.
Raise the dump body and lock with the safety
pin.
1. Remove pin (1, Figure 7-4).
2. With the parking brake released, turn adjustment capscrew (2) counterclockwise and check
that there is play in linkage (3).
FIGURE 7-5. PARKING BRAKE CYLINDER ASSY.

FIGURE 7-4. SPRING CYLINDER ASSEMBLY
1. Pin
3. Linkage
J07014
4. Air Hose
5. Cylinder Assembly
1. Holder
2. Filter
3. Retainer
4. Boot
5. Nut
6. Nut
Parking Brake
7. Shaft
8. Nut
9. Nut
10. Piston
11. Support
12. Capscrew
13. Spring
14. Ring
15. Ring
16. Case
J7-5
Assembly
4. Remove nut (8) from shaft (7).
Clean all parts, and check the inside of the cylinder

for dirt or damage.
The piston and support are under high pressure,
so be careful when operating the press.
Coat the sliding surfaces of all parts with grease and

be careful not to damage the rings when installing.
1. Coat ring (17, Figure 7-5) with engine oil. Install
rings (18) and (17) to case (16).
5. Using press, support piston (10) and support

(11), and remove bolts (12). Then loosen press
slowly, and remove support (11) and spring
(13). Also see Figure 7-6.
2. Coat ring (15) with engine oil. Install rings (15)

and (14) to piston (10), and set in case (16).
The piston and support are under high pressure,

so be careful when operating the press.
3. Apply adhesive to outer circumference of support (11). Set spring (13) and support (11) in
position, and using press, slowly compress
spring so that support bolt hole matches cylinder bolt hole.
4. Align bolt hole, and install bolts (12). Tighten
capscrews to 1.4 0.4 kg.m (10 3 ft. lbs.)
torque.
5. Install nuts (9) and (8) to shaft (7).
6. Install shaft (7) to cylinder, then install nuts (5)
and (6), and adjust dimension a (Figure 7-7) to
128 mm (5.04 in.). Tighten nuts (1) to 7.25
1.75 kg.m (53 13 ft. lbs.) torque.
FIGURE 7-6. SPRING ASSEMBLY

1. Piston
2. Support
6. Remove piston (10, Figure 7-5), then remove
rings (14) and (15) from piston.
7. Set boot (4, Figure 7-5) in position, and install

nut and retainer (3).
7. Remove rings (17) and (18) from case (16).
8. Set filter (2) in position, and install holder (1).
Dimension a
Rod Adjusted Length
128.0 mm (5.04 in.)
Dimension b
Axial Rod Play
2.1 mm (0.08 in.)

Standard Size
Dimension c
Clearance between
piston and insert center
boss
Dimension d
Clearance between
cylinder and piston
Item 2. Piston Spring
Adjust
as
Required
Shaft
Hole
Standard
Clearance
38.04 mm
(1.50 in.)
38.8 mm
(1.53 in.)
0.76 mm
(0.03 in.)
158.65 mm
(6.25 in.)
159 mm
(6.26 in.)
0.35 mm
(0.014 in.)
Free Length
Installed Load
260 mm
(10.24 in.)
750 50 kg
1650 110
lbs.
Replace
Parts
as
Required.
FIGURE 7-7. ROD ADJUSTMENT
J7-6
Parking Brake
J07014
PARKING BRAKE ADJUSTMENT

Testing
1. Stop the machine on level ground and apply the
parking brake.
2. Raise the air pressure to 8.3 kg/cm2 (118 psi).
3. Place the transmission shift lever in the D (F2)
position.
4. Raise the engine speed gradually and measure
the engine speed when the machine starts to
move. The minimum engine speed is 1,720
RPM.
NOTE: When the machine starts to move, release
the accelerator pedal, and depress the brake pedal
and return transmission shift lever to N at the same
time.
FIGURE 7-9. PARKING BRAKE ADJUSTMENT
Adjusting
1. Pads
1. Turn capscrew (1, Figure 7-8) clockwise and

bring both pads (1, Figure 7-9) into contact with
disc (2).
2. Push in capscrew retainer (2, Figure 7-10) of
slack adjuster (1) until the capscrew can turn,
then turn capscrew (3) clockwise.
3. Turn capscrew (1, Figure 7-8) back from this
position counterclockwise 360 15 and measure clearance of caliper pad with feeler gauge
(1, Figure 7-11).
Standard clearance:
Total for both clearances = 1.88 0.08 mm. (0.074
0.003 in.) when pushed to one side; or 0.8 mm each
for both sides.
4. After adjusting the pad clearance, actuating
stroke a (Figure 7-10) of the rod should be
measured and adjusted to approximately 50
mm (1.97 in).(Figure 7-12)
5. After adjusting, return capscrew (2) to a position
where capscrew retainer (3) stops it from turning.
FIGURE 7-8. PARKING BRAKE ADJUSTMENT

1. Capscrew
3. Caliper
2. Spring Housing
J07014
2. Brake Disc
Parking Brake
FIGURE 7-10. ARM ADJUSTMENT

1. Slack Adjuster
2. Capscrew
3. Capscrew Retainer
4. 50 mm (1.97 in)
J7-7
PARKING BRAKE DISC

The parking brake disc is mounted to the input flange
of the final drive differential assembly. If the parking
brake disc must be removed, the driveshaft between
the transmission output flange and the input flange of
the final drive differential must first be removed.
Driveshaft Removal
1. Remove guard (1, Figure 7-13) and cover (2).

FIGURE 7-11. ADJUSTMENT CLEARANCE
1. Feeler Gauge
2. Adjustment Plug
2. Install lifting sling securely around driveshaft

and remove capscrews (4) retaining driveshaft
at both ends.
3. Remove driveshaft assembly (3).
Parking Brake Disc Removal
1. Install lifting sling securely around parking
brake disc (4, Figure 7-14).
2. Remove capscrews (1) holding park brake disc.
3. Remove brake disc and refer to Parking Brake
Inspection chart to determine serviceability of
parking brake disc.
FIGURE 7-12. ADJUSTING CLEARANCE

1. Adjustment Plug
2. Measuring Rod
FIGURE 7-14. PARKING BRAKE INSTALLATION

FIGURE 7-13. DRIVESHAFT ATTACHMENT
1. Guard
3. Driveshaft Assembly
2. Cover
4. Driveshaft Capscrews
J7-8
1. Capscrew
(Disc Mounting)
2. Capscrew
(Caliper Mounting)
Parking Brake
3. Capscrew (Spring
Cylinder Mounting)
4. Brake Disc
5. Differential Input
Flange
J07014
Driveshaft Installation

1. Install lifting sling securely around driveshaft
and install cover (2, Figure 7-13) and driveshaft
assembly (3). Install capscrews (4) and tighten
to 18 2 kg.m (130 13 ft.lbs.) torque.
2. Install guard (1).
BRAKE RELEASE
Releasing Parking Brake And Emergency Brake
After Being Actuated In An Emergency
FIGURE 7-15. PARK BRAKE INSPECTION

1. Brake Pads
3. Capscrew
2. Brake Caliper
4. Brake Disc
ITEM
NEW
LIMIT
REMEDY
If the pressure inside the air tank drops abnormally

due to some problem, such as leakage of air from the
air circuit, the parking brake and emergency brake
are automatically actuated.
a - Pad
(Includes Plate
Thickness)
21.5 mm
(0.847 in)
11.5 mm
(0.45 in)
Replace
Release Of Parking Brake
b - Disc
Thickness
25 mm
(0.99 in)
20 mm
(0.79 in)
Replace
Disc Face
Runout
0.4 mm
(0.016 in)
0.8 mm
(0.032 in)
Replace
PARKING BRAKE INSPECTION
NOTE: The brake disc can be machined and reused

as long as it is not less than 20 mm (0.79 in) thick
after machining.
Each parking brake caliper is individually applied and

released through separate air chamber actuators
(spring cylinder assemblies). If the parking brake can
not be released after its emergency application even if the parking brake valve lever is put in
RELEASE position - take the following actions to
release the parking brake:
1. Block disabled truck to prevent movement and
confirm safety in the surrounding area.
2. At parking brake relay valve, remove both air
hoses (4, Figure 7-16) connected to the air
chambers of the parking brake spring cylinder
assemblies (5).
3. Connect these hoses together using a tee fitting with compatible thread ends.
4. Connect third connector of tee to a hose from
an air supply of sufficient capacity to release
calipers. Apply air and release brake.
Parking Brake Disc Installation

1. Install lifting sling securely around brake disc (4,
Figure 7-14) and move disc into position.
2. Install capscrews (1) holding park brake disc.
Tighten capscrews to 56 6 kg.m (400 40
ft.lbs.) torque.
J07014
5. With parking brake released, turn adjustment

bolt (2) counterclockwise, and check for play
in linkage (3). Remove pin (1). Repeat for other
caliper. Disconnect air supply.
Parking Brake
J7-9
Release Of Emergency Brake
FIGURE 7-16. SPRING CYLINDER ASSEMBLY

1. Pin
4. Air Hose
3. Linkage
6. With parking brake disconnected, remove

blocking and immediately move the truck to a
safe place. Refer to Instructions For Towing
The Machine.
FIGURE 7-17. RELEASING EMERGENCY BRAKE

1. Air Quick Disconnect
2. Drain Valve Pull Rings
When the emergency brake has been applied, do not

continue to drive the machine. This will cause seizure
of the brake discs and linings.
If the emergency brake can not be released after its
emergency application - even if the emergency brake
valve lever is put in RELEASE position - release the
emergency brake in the following manner:
Before releasing the air pressure from the emergency brake reservoir, confirm safety in the surrounding area and put chocks against the tires.
If the air system is not operating, the service

brakes will not apply; this is very dangerous. Be
sure to tow the truck at low speed, keeping the
engine running (if possible) and always be ready
to steer.
1. After making preparations to tow the machine,

pull rings (2, Figure 7-17) on the 4 drain valves
on the front air tanks to release the air pressure.
Refer to Parking Brake Inspection and Adjustment,

for instructions for reconnecting and adjusting park
brake.
3. Drain the rear air tank by pulling and holding the

ring on the air drain valve mounted on the frame
in front of the right rear suspension. Keep drain
valve open until all air is exhausted from tank.
This will allow the emergency brake to release.
J7-10
2. After exhausting all air pressure, release rings

(2).
Parking Brake
J07014
SECTION K
AIR SYSTEM
INDEX
AIR SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1
AIR SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-1
RETARDER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K5-1
K01018
Index
K1-1
NOTES
K1-2
Index
K01018
SECTION K2
AIR SYSTEM
INDEX
AIR SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-3

GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K2-3
AIR DRYER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K2-4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K2-4
SAFETY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K2-7
AIR GOVERNORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K2-7
AUTOMATIC DRAIN VALVE (HEATED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K2-8
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K2-8
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K2-8
HORN SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K2-8
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K2-8
K02015 05/04
Air System
K2-1
NOTES
K2-2
Air System
05/04 K02015
AIR SYSTEM
GENERAL DESCRIPTION
The Komatsu HD785-5LC air system provides pressurized air for controlling the service brake, parking
brake, emergency brake and retarder systems.
An engine mounted air compressor (1, Figure 2-1)
supplies compressed air to the expansion tank (2).
Governors (3 & 9) sense air pressure in the expansion tank (2), and wet tank (8), maintaining system
air pressure between 7.6 kg/cm2 (108 psi) and 9.0
kg/cm2 (128 psi).
Air is routed from the expansion tank to two air dryers (5) mounted behind the cab. The air dryers cool
the compressed air, and remove moisture and contaminants. The cleaned and dried air then flows to
the wet air tank (8). This tank provides for a large
volume of air storage and feeds the dry air tank (7),
pilot tank (6), and the rear air tank.
The rear air tank, mounted above the rear axle, is
used to supply air for the rear service brakes and
parking brake.
The dry air tank (7) contains two internal chambers.

One chamber provides air for the right front service
brakes while the other provides air for the left front
service brakes.
The pilot air tank (6) provides an air supply for the
retarder control system (auto-retarder control valve
and retarder lever).
Each air dryer has its own purge tank (4) which
stores filtered, dried air. When the primary governor
unloads the compressor, a signal sent to the dryers
releases air stored in the purge tanks and is fed
back to the dryers, expelling contaminants and
regenerating the desiccant material.
Refer to the following pages for additional information regarding individual air system components.
Refer to Section J for information regarding air system components related to the brake system.
FIGURE 2-1. AIR SYSTEM COMPONENTS

1. Air Compressor
2. Expansion Tank
3. Secondary Governor
K02015 05/04
4. Purge Tank
5. Air Dryer
6. Pilot Tank
Air System
7. Dry Tank
8. Wet Tank
9. Primary Governor
K2-3
AIR DRYER
Operation
The air dryer is a desiccant type dryer. The model

HD785-5LC truck uses two air dryer units, mounted
behind the operator cab.
Refer to Figure 2-3 and 2-4 for diagrams of the air

dryer and related components during the air system
charging cycle and the unload and purge cycle.
The air dryer (1, Figure 2-2) receives hot compressed air from the expansion tank (6), which it
cools, dries and filters before sending it to the wet
tank (3) located on the right hand deck. This reduces
the build up of dirt and moisture in the vehicle air system. The system incorporates separate, isolated
purge tanks (2).
Note: Only one air dryer is shown in the illustrations.

Operation is identical for both.
The air dryers consist of a housing (light weight aluminum and steel construction) and a spin-off cartridge. Below the cartridge are five ports; the inlet
port B receives compressed air from the expansion
tank (6). The outlet port A directs clean/dry air to the
wet tank (3) and truck air system. The purge port D
contains a bleed valve directing air to and from the
isolated purge tank. The unloader port C contains an
unloader valve that receives a signal from the primary governor. The exhaust port E expels accumulated moisture and contaminants.
Charging Cycle
Hot, compressed air enters each air dryer (14, Figure
2-3) through the inlet port B. As the hot air enters the
dryer, the air expands, oil and water vapor condense,
and accumulate in the sump. The air passes through
three filters and a cloth bag that remove carbon and
other contaminates. Vapor is absorbed by the desiccant as air travels through the desiccant bed housed
in the cartridge. The clean, dry air is then directed out
port A to the wet tank (10) and the vehicle air system
and simultaneously to the purge tank (1) through the
purge port D.
Purge Cycle
When air pressure in wet tank (10, Figure 2-4)
reaches 8.3 kg/cm2 (118 psi), (primary governor cutout pressure) air from governor port C flows to shuttle valve (9) and to compressor (8), signalling it to
stop pumping. This same air flows into air dryer
unloader valve (3), opening exhaust port E.
This action causes a sudden discharge of air through
the exhaust port E of the dryer. The filtered, dried
purge air, which has accumulated in the isolated
purge tank (1), slowly bleeds back through the air
dryer. This action regenerates desiccant, cleans filters and expels the contaminants out the exhaust
port E and completes the regeneration cycle.
Stand-by Mode
When the air system drops to the primary governor
regulated cut-in pressure, 7.6 kg/cm2 (108 psi), the
air dryer unloader valve (3) closes as the unloader
line pressure evacuates through the exhaust port X
of the governor. The compressor is signaled to load
and resume pumping.
FIGURE 2-2. AIR DRYER DIAGRAM

COMPONENTS
1. Air Dryer
2. Purge Tank
3. Wet Tank
5. Air Compressor
6. Expansion Tank
7. Primary Governor
K2-4
PORTS
A: Outlet/Check Valve
B: Inlet Port
C: Unloader Port
D: Purge Tank Port
E: Dryer Exhaust
F: Governor Inlet Port
G: Compressor Air Inlet
X: Governor Exhaust
Secondary Governor
The secondary governor will not signal the compressor to unload during normal operation. However, if a
blockage occurs in the line between the expansion
tank, air dryers, and the wet tank, such as an air
dryer element that needs to be replaced, expansion
tank pressure may increase to 9.0 kg/cm2 (128 psi)
and the secondary governor will provide the signal to
turn the compressor off.
Air System
05/04 K02015
FIGURE 2-3. CHARGE CYCLE

COMPONENTS
9. Shuttle Valve
1. Purge Tank
10. Wet Tank
2. Bleed Valve
11. Rear Brake Tank
3. Unloader Valve
12. Dry Tank
4. Air Governor, Primary
13. Pilot Tank
5. Turbo Valve
6. Air Governor, Secondary 14. Air Dryer
15. Check Valve
7. Expansion Tank
8. Air Compressor
PORTS
A. Check Valve
B. Dryer Intake
C. Unloader
D. Purge Tank
E. Dryer Exhaust
F. Governor Air Supply
G. Compressor Air Intake
X. Governor Exhaust
VALVES OPEN - Check Valve, Bleed Valve, Turbo Valve

VALVES CLOSED - Ball Check Valve, Unloader Valve
K02015 05/04
Air System
K2-5
FIGURE 2-4. UNLOAD/PURGE CYCLE

COMPONENTS
PORTS
E. Dryer Exhaust
A. Check Valve
9. Shuttle Valve
1. Purge Tank
F. Governor Air Supply
B. Dryer Intake
10. Wet Tank
2. Bleed Valve
G. Compressor Air Intake
C. Unloader
11. Rear Brake Tank
3. Unloader Valve
D. Purge Tank
X. Governor Exhaust
12. Dry Tank
4. Air Governor, Primary
13. Pilot Tank
5. Turbo Valve
6. Air Governor, Secondary 14. Air Dryer
15. Check Valve
7. Expansion Tank
8. Air Compressor
VALVES OPEN - Ball Check Valve, Unloader Valve
VALVES CLOSED - Check Valve, Bleed Valve, Turbo Valve
K2-6
Air System
05/04 K02015
SAFETY VALVE
The safety valve (Figure 2-5) protects the air system
against excessive air pressure above 9.5 0.4 kg/
cm2 (135 6 psi). The valve is installed on the
expansion tank, located under the operator cab.
FIGURE 2-5. SAFETY VALVE

If main pressure below the ball valve rises to a point
above the setting of the safety valve, the pressure
developed will overcome spring force holding the ball
on its seat and the ball will lift. This action permits air
to pass up into the spring cage and exhaust to atmosphere through the exhaust port. As soon as excess
pressure in the air tank has been reduced to safety
valve setting, the regulating spring forces the ball
back on its seat, stopping the exhaust of air. Normally the safety valve remains closed. It functions
only when air pressure rises above 9.5 0.4 kg/cm2
(135 6 psi).
FIGURE 2-6. AIR GOVERNOR
AIR GOVERNORS
Two air governors are installed on the truck; a primary and a secondary.
The primary air governor (9, Figure 2-1) is installed
on the front side of the main frame crossmember
(horsecollar). This governor is adjusted as follows:
Cut-out Pressure: 8.3 0.3 kg/cm2 (118 4 psi)
Cut-in Pressure: 7.7 0.3 kg/cm2 (108 4 psi)
The secondary air governor (3, Figure 2-1) is located
on the inside of the expansion tank mounting
bracket, under the operator cab. This governor is
adjusted as follows:
Cut-out Pressure: 9.0 0.3 kg/cm2 (128 4 psi)
Cut-in Pressure: 8.3 0.3 kg/cm2 (118 4 psi)
When air pressure reaches the cut-out pressure

setting, the piston moves upward unseating the
valve. Air pressure flows through the drilled passage
in the piston and out the unloader port through the
shuttle valve and to the compressor intake valve. The
air compressor intake valves are held open and air
delivery stops.
The primary governor also provides an air signal to
the unloader valve port on each air dryer. At the
same time the compressor unloads, the air dryers will
start their purge cycle, exhausting the air in the purge
tanks through the desiccant bed and out the dryer
exhaust ports.
Other than operating pressure, the governors function identically.

Air pressure from the expansion tank or wet tank
enters the inlet port of the governor (Figure 2-6),
passes through a filter and acts on the bottom of the
piston and valve.
K02015 05/04
Air System
K2-7
AUTOMATIC DRAIN VALVE

(HEATED)
HORN SOLENOID
Function
When the horn button on the steering wheel is

pressed, the electric circuit is closed and electricity
flows to the coil (1, Figure 2-8) to form an electromagnet that raises the plunger (3).
Function
The wet air tank (8, Figure 2-1) is equipped with a

heated automatic drain valve to insure operation during cold weather operation.
The automatic drain valve, installed in a port on the
bottom of the wet tank contains a diaphragm that
opens and closes as pressure in the wet tank varies.
During cold weather operation, the heater (3, Figure
2-7) will prevent ice forming due to moisture that
accumulates in the tank and would otherwise prevent
the valve from expelling contaminants and moisture.
Compressed air then flows to sound the horn.
Operation
As air pressure builds in the wet tank, the diaphragm
(4, Figure 2-7) will be pushed down allowing contaminants and moisture in the bottom of the tank to accumulate in chamber A.
When air pressure in the wet tank decreases, the
diaphragm will move upwards allowing the debris to
be expelled through the drain port in the bottom of
the valve body.
FIGURE 2-8. HORN SOLENOID

1. Coil Assembly
2. Core
3. Plunger
4. Filter
5. Terminal
FIGURE 2-7. AUTOMATIC DRAIN VALVE

1. Valve Body
2. Heater Cable
K2-8
3. Heater Element
4. Diaphragm
Air System
05/04 K02015
SECTION K3
AIR SYSTEM COMPONENT REPAIR
INDEX
AIR SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-3
GENERAL PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-3
AIR DRYER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-3
Desiccant Cartridge Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-4
Desiccant Cartridge Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-4
Unloader Valve Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-5
Unloader Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-5
Bleed Valve Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-6
Bleed Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-6
Check Valve Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-6
Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-6
Check Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-6
Turbo Valve Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-7
Operational Check: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-7
Turbo Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-7
Heater Assembly Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-7
Operational Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-7
Heater Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-7
AIR DRYER TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-8
AIR DRYER TROUBLESHOOTING (Continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3- 9
AIR COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-10
AIR GOVERNORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-11
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-11
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-12
Primary Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-12
Secondary Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K3-12
K03011 05/04
Air System Component Repair
K3-1
NOTES
K3-2
05/04 K03011
AIR SYSTEM COMPONENT REPAIR

GENERAL PRECAUTIONS
AIR DRYER
Whenever working on or near air systems and components, always observe the following:
Note: The truck is equipped with two air dryers. Both

dryers are identical.
Removal
1. Drain the air system
2. Disconnect heater wiring.
The truck's wheels must be chocked. Block

the wheels and make sure the vehicle will not
roll, before releasing the brakes and before
performing any test and/or isolating any air
system component.
Stop the engine when working under a
vehicle.
Never connect or disconnect a hose or line
containing air pressure. Never remove a
component or a pipe plug unless you are
certain all system air pressure has been
exhausted.
Always wear safety glasses when working
with air pressure. Never look directly into air
system component ports.
Never exceed recommended working air
pressure.
3. Mark the air lines for later reference and disconnect from air dryer(s).
4. Remove the lock nuts, washers, and capscrews
that attach the air dryer to the mounting bracket.
Installation
1. Position the air dryer. Install the capscrews,
washers, and lock nuts. Tighten capscrews to
50 N.m (37 ft. lb.) torque.
2. Inspect lines and fittings. Replace any that are
damaged.
3. Connect all air lines, taking care to match
marked line with appropriate port.
4. Connect the heater wiring.
Never attempt to disassemble an air system

component until you have read and
understood all recommended procedures.
Some devices contain heavy duty coil springs
under tension.
Use only proper tools and observe all
precautions pertaining to the use of those
tools.
K03011 05/04
K3-3
Desiccant Cartridge Service

Symptoms / Actions
1. Regular service interval.
1 year / 5000 Hours
NOTE: The above is a guideline only. Check the
tank(s) on regular basis. If moisture exists, replace
cartridge.
2. Water in tanks.
Desiccant cartridge requires regular servicing at
intervals determined by compressor duty cycle
or type of operation, environment, etc.
Desiccant Cartridge Replacement

1. Drain the air system.
2. Using a strap wrench, turn the desiccant cartridge (1, Figure 3-1) counterclockwise and
remove it. Discard cartridge.
3. Remove and discard O-ring from adaptor plate
stud.
NOTE: If there is excessive oil in the check valve
port, compressor may require servicing.
4. Clean top surface of adaptor plate and threaded
stud.
5. Using grease supplied with cartridge, apply a
light coating on the O-ring. Install O-ring on
adapter stud.
6. Apply a generous coat of grease on the new
desiccant cartridge gasket surface.
7. Thread new cartridge onto adaptor stud turning
clockwise. When gasket contacts adaptor plate,
tighten cartridge 1/2 Turn only.
DO NOT OVER-TIGHTEN.
FIGURE 3-1. AIR DRYER

COMPONENTS
1. Desiccant Cartridge
2. Check Valve
3. Check Valve Nut
4. Body Gasket
5. Ball Check Valve
6. Bottom Cap Assy.
7. Turbo Valve
8. Seal Retainer
9. Unloader Valve
10. Heater
11. Safety Valve
12. Bleed Valve Nut
K3-4
PORTS
A. Check Valve
B. Intake
C. Unloader
D. Purge Tank
E. Exhaust
05/04 K03011
Unloader Valve Replacement
Unloader Valve Service
1. Disconnect the unloader air line.
Symptoms / Actions
Dryer won't exhaust:
1. Start engine and build pressure to just before
"cut-out" pressure.
2. Cycle several times. If dryer does not exhaust,
replace unloader valve.
2. Remove the two fasteners that attach the

unloader valve retainer (8, Figure 3-1). Remove
the retainer.
3. Remove the unloader valve assembly (9) from
the unloader port and discard.
NOTE: If there is excessive oil in the unloader port,
compressor may require servicing.
4. Clean the unloader port thoroughly.
Air leak at exhaust port during the:
5. Remove the three (3) O-rings from retainer and

discard.
1. Charge Mode;
a. Start engine and build pressure to just before
"cut-out".
6. Using lubricant supplied with kit, lightly grease

the new O-rings.
b. Stop engine. Apply soap solution at exhaust

port or listen for air leak at exhaust port.
7. Install on the retainer the two (2) thickest Orings. Then install the third (thinner) O-ring.
c. If a leak is present, replace unloader valve.
8. Install the new filter screen in the unloader cavity, open end out.
2. Standby Mode;
a. Remove governor line from UNL port on air
dryer.
b. Start engine and build to "cut-out" pressure.
c. Stop engine. If no air leaks are present,
replace unloader valve.
Pressure slow or no build:

1. Start engine and build pressure to just before
"cut-out".
2. Stop engine. Apply soap solution at exhaust
port or listen for air leak at exhaust port.
3. If a leak is present, replace unloader valve.
9. Apply a light coating of grease around the Oring seat on valve assembly. Install the thin Oring on the unloader valve seat.
10. Aligning the valve exhaust port with the air dryer
exhaust port, install the unloader valve assembly. Use care not to dislodge the O-ring from its
seat.
If the air dryer exhaust port and unloader valve
exhaust port do not align, air dryer will not
unload.
11. Install retainer.
12. Apply a light coating of grease on the threads of
the two retainer bolts.
13. Install the two retainer bolts and tighten to 13.56
- 20.34 N.m (10 - 15 ft. lb.) torque.
Compressor cycles rapidly:

1. Remove governor line from UNL port on air
dryer.
14. Reconnect the unloader air line to air dryer

unloader port.
2. Start engine and build to "cut-out" pressure.

3. Stop engine. If no air leaks are present, replace
unloader valve.
K03011 05/04
K3-5
Bleed Valve Service
Check Valve Service
Symptom
Symptom
Water in tanks
Dryer frequently unloads
Slow or no purge
Air continually flows from exhaust port when

compressor is in standby mode
Wet tank pressure drops rapidly
Operational Check:
1. Start engine and build air pressure allowing
dryer to exhaust.
2. Stop engine.
3. After initial exhaust, air should bleed with
decreasing intensity out the exhaust port for
approximately 45 seconds.
4. If air fails to bleed as described, replace bleed
valve kit.
NOTE: The above symptoms could also lead to turbo

valve replacement. A malfunctioning turbo valve will
tend to allow pressure to drop to "cut-in" pressure
within seconds.
Operational Check
1. Disconnect line at purge port and plug.
2. Start engine and build pressure to "cut-out"
pressure. Stop engine.
3. Apply soapy solution around exhaust port.
4. If soap bubbles exist, replace check valve.
Bleed Valve Replacement

1. Drain the air system
2. Disconnect the air line at air dryer purge port.
3. Remove bleed valve nut (12, Figure 3-1).
4. Remove and discard O-ring, spring and spindle.
5. Clean bleed valve nut and cavity area.
6. Position new spindle in the cavity with spring
pocket side out. Install spring.
7. Using grease supplied with kit, apply a light
coating on O-ring. Install O-ring on nut.
8. Apply light coating of grease on nut threads.
Install nut and tighten to 81.35 N.m (60 ft. lb.)
torque.
9. Re-connect air line to air dryer purge port.
Check Valve Replacement

1. Drain air system.
2. Disconnect air line from outlet port.
3. Remove check valve nut (3, Figure 3-1).
4. Remove and discard O-ring, spring, spindle,
and ball.
NOTE: If there is excessive oil in the check valve
port, compressor may require servicing.
5. Clean nut and cavity area.
6. Install new ball in cavity. Next, position spindle
with spring pocket facing out. Install spring.
7. Using grease supplied with kit, apply a light
coating on O-ring. Install O-ring on nut.
8. Apply a light coating of grease to threads of nut.
Install nut and tighten to 81.35 N.m (60 ft. lb.)
torque.
9. Re-connect air line to air dryer outlet port.
K3-6
05/04 K03011
Turbo Valve Service
Heater Assembly Service
Symptom
Symptom
Dryer frequently unloads.
Dryer won't exhaust.
Air continually flows from exhaust port when

compressor is in standby mode.
Exhaust port leaks.

Cannot build pressure.
System pressure drops very rapidly.

NOTE: The above symptoms could also lead to
check valve replacement. A malfunctioning turbo
valve will tend to allow pressure to drop to cut-in
pressure within seconds.
Operational Check:
1. Disconnect line at purge port and plug.
2. Start engine and build pressure to "cut-out"
pressure. Stop engine.
Operational Checks
Thermostat must be cooled to at least 2C (35) F to
check.
1. Connect an ohmmeter across the heater electrical terminals. Ohmmeter should show continuity.
2. If the reading shows an open circuit, replace
heater assembly.
3. Apply soapy solution around exhaust port.
Heater Assembly Replacement
4. If soap bubbles exist, replace turbo valve.
1. Disconnect heater leads.

2. Remove the two screws from heater cover.
Turbo Valve Replacement
3. Remove heater/thermostat assembly (10, Figure 3-1) and discard.
1. Drain the air system.

2. Disconnect the heater wiring. Disconnect the
inlet and unloader lines from their respective
ports. Mark lines for later assembly.
3. Remove eight bolts from bottom cap and set
aside. Discard gasket.
4. Remove turbo nut, valve stop, and valve (7, Figure 3-1) and discard.
5. Clean cavity area thoroughly.
6. Lightly coat the two small O-ring surfaces and
install on piston. Carefully install valve in cavity
with tapered side up.
7. Place valve stop on top of valve concave side
down.
8. Lightly lube large O-ring and place on nut.
Install flat seal into nut.
9. Install nut and tighten to 68 N.m (50 ft. lb.)
torque.
10. Place gasket on bottom cap aligning small hole
with small check valve. Locate bottom cap so
that inlet port is directly below outlet port. Install
the eight bolts set aside during disassembly and
tighten to 20 -27 N.m (15-20 ft. lb.) torque.
4. Thoroughly clean entire area.

5. Apply a light coating of anti-seize to the heater
element and to the thermostat cavity only. Do
not apply this compound to screws.
6. Install new heater. Twist slightly to spread antiseize. Install new set screw until snug. Set
screw will protrude from bottom cap about
0.125 inch (3.18 mm).
DO NOT OVER-TIGHTEN.
7. Install new thermostat. Coil wires around heater
cover posts allowing wires to protrude through
slots. Place the two # 6-32 x 1.125 inches (2.86
cm) screws in heater cover and attach the thermostat.
8. Fill heater cover with non-corrosive RTV.
9. Connect blue heater wire to a good chassis
ground.
10. Connect orange wire to ignition switch.
11. Seal and route heater wires carefully.
11. Re-connect inlet and unloader lines as previously marked to air dryer.
12. Re-connect heater wiring.
K03011 05/04
K3-7
AIR DRYER TROUBLESHOOTING

POSSIBLE CAUSES
REMEDY
Problem: Air continually exhausts from the exhaust port when the compressor is in the standby mode.
The air dryer check valve is worn.
Clean cavity. Replace check valve assembly.
Turbo valve is damaged or worn.
Clean cavity. Replace turbo valve assembly.
The air dryer unloader valve seal is worn.
Clean cavity. Replace unloader valve assembly
Problem: System air pressure drops rapidly.

Fittings are loose or damaged.
Tighten and/or replace as necessary.
Air reservoir, tubing, or hoses are damaged.
Repair or replace as necessary.
Turbo valve is leaking.
Clean cavity. Replace unloader valve assembly.
Problem: The air compressor goes into the standby mode but cycles rapidly.
Tighten and/or replace as necessary.
Repair or replace as necessary.
Turbo valve is worn.
Air governor malfunctioning.
Replace governor valve.
Clean cavity. Replace the unloader valve assembly.
Problem: Air flows from the exhaust port when the air compressor is trying to build up pressure.
The unloader valve is worn.
Dirt/foreign material is stuck in the unloader valve.
Heater assembly malfunctioning. 0C (32F)
Replace heater assembly.
Problem: The air compressor runs continuously (system pressure will not build).
Tighten or replace loose or damaged fittings.
Repair or replace damaged items.
The air compressor needs to be serviced or

replaced.
Rebuild or replace the air compressor.
The air dryer unloader valve is worn.
Line between governor and air compressor is

blocked.
Replace the line or remove the blockage.
K3-8
05/04 K03011
AIR DRYER TROUBLESHOOTING (Continued)

POSSIBLE CAUSES
REMEDY
Problem: The air dryer does not unload when the air compressor goes into standby mode.
The line between the air governor and the air dryer
unloader port is damaged or leaking.
Repair or replace the air line, or tighten the fittings.
The unloader valve is worn.
Ice has formed in the unloader valve.
Check heater assembly; replace if necessary.
The heater is malfunctioning.
Check heater assembly; replace if necessary.
The unloader valve sleeve is misaligned.
Remove and repair dryer.
Problem: The safety valve opens.

The air dryer check valve is blocked.
Clean cavity. Replace the check valve assembly.
The air system is blocked down stream from the air

dryer.
Remove blockage or replace the necessary components.
The air compressor governor valve is malfunctioning.
Replace the compressor air governor valve.
The safety valve is malfunctioning.
Replace the safety valve.
Problem: Water accumulation in air system (tanks).

Desiccant is contaminated.
Replace desiccant cartridge.
Bleed valve is malfunctioning.
Clean cavity. Replace bleed valve assembly.
The line between the purge tank and the air dryer
purge port is missing, leaking, or damaged.
Install or replace the air line, or tighten the fittings.
Line between the compressor and air dryer too short

(Insufficient pre-cool).
Fit new line with a minimum length of 6 ft. (1.83 m)

copper line or 12 ft. (3.66 m) of steel braided teflon.
K03011 05/04
K3-9
AIR COMPRESSOR
Installation
For air compressor service, refer to engine manufacturer's service manual.
1. Position governor (4) on mounting bracket.

Install mounting hardware (3) and tighten to
standard torque.
2. Install air lines (2 & 5).
3. After installation is complete, start engine,
recharge air system and check for leaks. Refer
to "Adjustment" to verify proper operation for
the appropriate governor being serviced.
AIR GOVERNORS
Removal
Note: Refer to Figure 3-2 for secondary governor or
Figure 3-3 for primary governor removal and
installation. Governor disassembly and assembly
procedures are identical for both.
1. With the wheels securely blocked, release all

air pressure from the system.
2. Disconnect tube (2) routed to the shuttle valve.
Disconnect tube (5) routed to the air tank.
3. Remove mounting capscrews (3) and remove
governor (4) from mount.
FIGURE 3-3. PRIMARY GOVERNOR

INSTALLATION
1. Frame Crossmember
(Horsecollar)
2. To Tee on Shuttle
Valve
4. Primary Governor
5. To Wet Tank
FIGURE 3-2. SECONDARY GOVERNOR

INSTALLATION
1. Expansion Tank
K3-10
5. To Expansion Tank
05/04 K03011
Disassembly
1. Loosen and remove top cover (17, Figure 3-4).
2. Remove spring assembly snap ring (12) and lift
out spring assembly.
3. Remove locknut (10) and upper spring guide (9)
from adjusting screw (11).
4. Remove pressure setting spring (7), spring
guide (6) and spring guide (8) from adjusting
screw.
5. Remove the exhaust stem (13) and its spring
(14) from top of piston (3).
6. Turn body over, tap lightly and remove piston.
7. Remove valve spring (1) and valve (2).
8. Remove the two piston O-rings (18) and
remove the exhaust stem grommet (4).
9. Remove filters (16).
Cleaning and Inspection
1. Clean all parts in fresh cleaning solvent. Check
to make certain that all air passages in the
body, exhaust stem and piston are not
obstructed.
2. Inspect all parts for excessive wear and replace
if necessary.
3. Replace O-rings, grommet and air filters.
NOTE: Valve body and piston must be replaced as a
unit.
Assembly
Before proceeding with assembly, lubricate all parts
with barium grease.
1. Install exhaust stem grommet (4, Figure 3-4) in
stem bore of piston (3).
2. Install inlet and exhaust valve in place at bottom
of piston.
3. Install the inlet valve spring (1) with its narrow
end against the valve (2). Press down on spring
until the large coil end snaps into the groove
inside the piston.
4. Place exhaust stem spring (14) over the
exhaust stem (13) and carefully press the stem
into the stem bore of the piston. Make sure
exhaust stem moves up and down freely.
5. Install O-rings (18) in grooves of the piston and
install piston in body with largest bore of piston
facing up.
FIGURE 3-4. AIR GOVERNOR

1. Valve Spring
2. Inlet & Exhaust Valve
3. Piston
4. Grommet
5. Washer
6. Spring Guide (Lower)
7. Spring
8. Spring Guide
9. Spring Guide (Upper)
10. Nut
11. Adjusting Screw
12. Retaining Ring
13. Exhaust Stem
14. Exhaust Stem Spring
15. Body
16. Filter
17. Cover
18. O-Ring
6. Install lower spring guide (6), spring guide (8),

pressure setting spring (7) and upper spring
seat (9) on adjusting screw with nut (10).
Tighten the upper spring seat down until the
dimension from top of seat to bottom of the
stem head is approximately 48 mm (1.88 in.).
7. With exhaust stem (13) and spring (14) in place,
install adjusting screw and spring assembly in
the governor body.
8. Install snap ring (12) to secure adjusting screw
and spring assembly.
9. Install new filters (16).
10. Refer to "Adjustment" and adjust to specification
listed.
K03011 05/04
K3-11
Secondary Governor
Adjustment
Adjust "cut-out" to occur at 9.0 kg/cm2 (128

psi).
Note: The primary governor "cut-in" and "cut-out"

pressures differ from those of the secondary
governor. Be certain the appropriate pressure setting
is used for the governor being serviced.
1. Connect an air supply of 130 psi (9.1 kg/cm2)

through an adjustable pressure regulator to the
governor supply port (stamped "RES").
2. Install a 0-200 psi (14 kg/cm2) pressure gauge
in the unloader port (stamped "UNL").
3. Remove the rubber cover (17, Figure 3-4)
located on top of the governor. Loosen the locknut (10) located on the adjusting screw (11).
Check "cut-in" pressure; it should occur at 8.3

kg/cm2 (118 psi). ("Cut-in" pressure cannot
be adjusted, but should follow the "cut-out"
pressure as adjustments are made.)
Release air pressure and re-apply several
times to verify correct "cut-out" and "cut-in"
pressures.
After adjustment, apply Loctite to bottom of
locknut (10) and thread onto adjusting screw.
Hold adjusting screw (11) and tighten locknut
(10).
7. After pressure has been verified, reinstall rubber cover (17).
4. Turn on the air supply and slowly increase the

regulator pressure until a sudden pressure jump
occurs on the gauge and read the pressure.
(This is the current "cut-out" pressure setting.)
5. While observing the gauge, decrease the regulator pressure until the gauge drops to 0 psi.
(The pressure reading before dropping to zero
is the current "cut-in" pressure.)
6. Adjust the governor for the correct "cut-out"
pressure by rotating the adjustment screw (11)
clockwise to decrease the pressure or counterclockwise to increase the "cut-out" pressure to
the specifications below:
Note: One turn of the adjusting screw changes the
pressure settings approximately 1.1 kg/cm2 (16 psi).
Primary Governor
Adjust "cut-out" to occur at 8.3 kg/cm2 (118
psi).
Check "cut-in" pressure; it should occur at 7.6
kg/cm2 (108 psi). ("Cut-in" pressure cannot
be adjusted, but should follow the "cut-out"
pressure as adjustments are made.)
Release air pressure and re-apply several
times to verify correct "cut-out" and "cut-in"
pressures.
After adjustment, apply Loctite to bottom of
locknut (10) and thread onto adjusting screw.
Hold adjusting screw (11) and tighten locknut
(10).
K3-12
05/04 K03011
SECTION K5
RETARDER VALVE
INDEX
RETARDER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K5-3

RETARDER FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K5-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K5-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K5-5
K05006
Retarder Valve
K5-1
NOTES
K5-2
Retarder Valve
K05006
RETARDER VALVE
RETARDER FUNCTION
The rear oil-cooled, multiple-disc retarder brakes are
automatically activated when the engine speed
exceeds the rated revolutions of the shift position.
However, these brakes can be applied manually by
moving the retarder control lever which is mounted
on the steering column.
Removal
Be certain that the air hoses are connected

securely before proceeding. Failure to do so
could result in bodily harm and/or damage to the
interior of the cab.
4. Start the truck and allow the air pressure to rise
to full pressure.
5. Attach a hanging scale to the handle assembly
lever (21).
Relieve air pressure from the system before

working with or on the retarder valve/lever
assembly. Failure to do so could result in bodily
harm and/or damage to the interior of the cab.
1. Shut the engine down and turn off the key
switch.
2. After air pressure has been relieved from the
system, disconnect the three air hoses from the
ports in the bottom of the retarder valve body
(Figure 5-1). Mark the hoses to indicate their
appropriate ports for future reference at installation.
6. With supply air pressure at 740 kPa (107.32

psi), to maintain minimum lever force of 2.9~4.9
N (0.3~0.5 kgf) to move lever to 190 mm (0.75
in.) from center when releasing air pressure,
turn case (17, Figure 5-1) to tighten or loosen
tension on spring (18) and secure with nut (16).
Tighten nut to 9.8~14.7 N.m (7.23~10.85 ft.
lbs.) torque.
NOTE: DO NOT turn the case inward more than four

turns after initial contact between case (17), spring
(18), and plunger (19) is made.
3. Remove the two bolts (3, Figure 5-2) and lockwashers (4) from the clamp (5). Separate the
clamp from the body and remove the spacer
(2). Remove the retarder valve/lever assembly
from the steering column.
Installation
1. Hold the clamping area of the retarder valve
body (1, Figure 5-2) against the steering column
so that the lever extends to the right of the column.
2. Install clamp (5) opposite the valve body around
the steering column and install bolts (3) and
lockwashers (4).
3. Connect the three air hoses to the appropriate
ports in the bottom of the retarder valve body
(Figure 5-1).
NOTE: If the lever replacement kit has been
installed, it may be necessary to adjust the lever
friction after installation. If adjustment is required,
proceed with the following steps.
K05006
Retarder Valve
FIGURE 5-1. PORTS

1. Supply
2. Exhaust
3. Delivery
K5-3
FIGURE 5-2. RETARDER VALVE AND LEVER ASSEMBLY

1. Valve Body
2. Spacer
3. Bolt
4. Lockwasher
5. Clamp
6. Valve Stem
7. Spring
8. Guide
K5-4
9. Valve
10. Bolt
11. Lockwasher
12. Gasket
13. Spring
14. O-Ring
15. Piston
16. Nut
17. Case
18. Spring
19. Plunger
20. Screw
21. Handle Assembly
22. Plate
23. Bolt
24. Washer
Retarder Valve
25. Nut
26. O-Ring
27. Lockwasher
28. Ring
29. Cover
30. Cam Follower
31. Cam
32. Spring
K05006
Disassembly
1. Remove bolts (10, Figure 5-2) and lockwashers
(11) from valve body (1).
4. Apply gasket (12) to valve body (1) and seat

cover (29) on gasket.
2. Remove bolt (23), nut (25), and washer (24)

from plate (22).
5. Install cover (29) over internal parts onto valve

body (1). Install bolts (10) and lockwashers
(11). Tighten bolts to standard torque.
3. Separate handle assembly (21) from cover (29).

Remove lockwasher (27) and unscrew ring (28)
from cover (29). Lift cover (29) from valve body
(1). Separate internal parts.
4. Remove setscrew (20) from handle assembly
(21). Loosen nut (16) and remove case (17),
spring (18), and plunger (19) from handle
assembly (21).
7. Install exhaust valve (9), guide(8), spring (7)

and valve stem (6) into exhaust port (2, Figure
5-1).
8. Apply Locktite to set screw (20) and install in
handle assembly. Tighten to 0.98~1.5 N.m
(0.72~1.09 ft. lbs.) torque.
9. Install plunger (19, Figure 5-2), spring (18),
case (17) and nut (16) into handle assembly
(21).
Assembly
1. Install o-ring (14) onto piston (15). Seat spring
(13) and piston into valve body (1),
2. Install spring (32), cam (31) and cam follower
(30) into valve body (1) with spring seated on
piston (15).
3. Place ring (28) over cam follower (30) and
install lockwasher (27) in top of ring.
K05006
6. Install o-ring (26) over cover (29).
NOTE: Spring (18) tension should be adjusted as

outlined in installation steps 4, 5, and 6 on page K5-1
after retarder valve/lever assembly is installed in
truck.
10. Install handle assembly (21) onto cover (29).
11. Install plate (22) over cover (29) and secure
with bolt (23), washer (24) and nut (25). Tighten
nut (25) to 0.98~1.5 N.m (0.72~1.09 ft. lbs.).
Retarder Valve
K5-5
NOTES
K5-6
Retarder Valve
K05006
SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-1
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1
STEERING CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1
STEERING VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-1
HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1
HYDRAULIC CHECKOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-1
L01039
Index
L1-1
NOTES
L1-2
Index
L01039
SECTION L2
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-3

HYDRAULIC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-3
Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-3
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-4
L02037
Hydraulic System
L2-1
NOTES
L2-2
Hydraulic System
L02037
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM OPERATION
NOTE: Refer to hydraulic system schematic in
Section R.
The steering and hoist circuits use a common
hydraulic tank located on the left side of the truck.
The tank is divided into two sections; one for the
steering and hoist and another for the wet disc brake
cooling oil. The front section is for the steering and
hoist and the rear section is for the wet disc brake
cooling. Oil used for steering and hoist flows from the
bottom of the tank to the inlet housing of the pump
mounted on the left upper PTO of the transmission.
Some pressurization occurs during truck operation
as the hoist cylinders are retracted and oil returns to
the tank. This pressure is relieved by a breather
valve mounted on top of the tank. In the rear section
of the tank, oil flows from the bottom of the tank to
the inlet housing of the pump mounted on the right
top PTO of the transmission.
The demand valve is mounted on the front side of the
hydraulic tank mounting bracket. This valve directs
the oil flow from the steering and hoist pump. The oil
flow is first directed to the steering circuit and after
the demand is met, the spool shifts directing oil flow
to the hoist circuit. Anytime steering is being used,
the spool is shifted to meet the steering demand by
load sense pressure from the steering control valve.
The demand valve has a 210 kg/cm2 (2986psi) relief
valve mounted in it to regulate the steering pressure.
Return oil from the steering cylinder flows to the top
of the tank and through a filter before returning to the
tank. In the hoist valve return line is an orifice plate
which causes some of the oil to flow through a steering oil cooler mounted in front of the radiator. After
going through the cooler, oil returns to the front section of the hydraulic tank.
The hoist valve is located on the rear hydraulic tank
mounting bracket, between the tank and the left
frame rail. Oil from the demand valve flows to the
hoist valve inlet and back to the tank through the oil
filter mounted on top of the tank if the operator is not
using the hoist circuit. The hoist valve is controlled by
the operator through cables and linkages. The operator can direct the flow of oil in the hoist valve to raise
or lower the dump body. An adjustable internal relief
valve protects the hoist circuit from pressures in
excess of 210 kg/cm2 (2986 psi).
L02037
Oil being returned to the tank from the steering and

hoist circuits flows through a filter element mounted
on top of the tank. Should the filter become
restricted, a bypass valve will open allowing the oil to
bypass the filter element. The differential pressure at
which the bypass will open is 1.27 kg/cm2 (18 psi).
Oil for the wet disc brake cooling circuit flows from
the pump through tubing and hoses to the wet disc
brake housings. Return oil flows from the brake
housings to the brake oil cooler and then back to the
rear section of the hydraulic tank and passes through
two filters mounted on top of the hydraulic tank
before returning to the tank.
The three return filters (one hydraulic, two brake
cooling) on the tank have bypass valves that will
allow oil to bypass the filters if one becomes
restricted. The differential pressure which causes the
bypass valve to open is 1.27 kg/cm2 (18 psi).
A brake control valve (BCV) is mounted in the circuit
from the pump to the wet disc brake housing. When
the disc brakes are not being used, the Brake Control
Valve bypasses some of the cooling oil back to the
tank. This reduces power loss caused by excessive
oil flowing through the brake housing. Also built into
this valve is a pilot relief valve which will actuate at 9
kg/cm2 (128 psi). When actuated, the pilot relief
valve will cause the main relief valves to open allowing the excess oil to return to the tank.
COMPONENT DESCRIPTION
Pump
The truck is equipped with two double gear type
pumps. The steering and hoist circuit pump has two
inlets and two outlets. The total output from the pump
at 2000 RPM is 668 l/min. (177 GPM) at a pressure
of 210 kg/cm2 (2986 psi).
The wet disc brake cooling pump is also a double
gear type pump that has two inlets and two outlets.
The total output from the pump at 2000 RPM is 1051
l/min. (278 GPM) at 30 kg/cm2 (426 psi).
Hydraulic System
L2-3
Tank
The hydraulic tank is mounted to the left frame rail. It
is separated into two sections. One for steering and
hoist the other for the wet disc brake cooling oil. The
service capacity for the steering and hoist section is
162 liters (42.8 gal.). and for the rear brake cooling
section is 268 liters (70.8 gal.).
NOTE: The oil recommended for use in both sections

of the hydraulic tank (steering/hoist and brake
cooling) is A.P.I. classification CD SAE-10W engine
oil.
Oil returning to the hydraulic tank from the steering

and hoist circuit passes through a 30 micron filter
assembly. The oil from the brake cooling circuit
passes through two 30 micron filter assemblies.
These filters are accessible by removal of a cover
plate for each filter.
The oil level should be checked periodically with the
body down, engine stopped and parked on level
ground.
Refer to Lubrication and Service Section P for additional information regarding hydraulic system service
intervals, capacities and oil specifications.
FIGURE 2-2. HOIST VALVE LINKAGE

1. Shaft
2. Lever
FIGURE 2-1. HOIST RELIEF VALVE

1. Relief Valve
L2-4
2. Housing
Hydraulic System
L02037
FIGURE 2-3. HOIST VALVE

1. Drain to Tank
2. Return to Tank
3. From Demand Valve
L02037
4. To Hoist Cylinder
5. To Hoist Cylinder
6. Lead Off Line
Hydraulic System
L2-5
FIGURE 2-4. HYDRAULIC COMPONENT LOCATION

1. Power Down Line
2. Power Up Line
3. Suction Line
5. Steering and Hoist Pump
6. Flow Switch
7. Oil Cooler Return Hose
8. Oil Cooler Inlet Hose
L2-6
9. LS Steering Line
10. Steering Return Line
11. Steering Pressure Line
12. Demand Valve Inlet Lines
13. Demand Valve
14. Return Line To Tank
15. Steering and Hoist Filter
16. Brake Cooling Filters
Hydraulic System
17. Oil Tank

18. Hoist Valve Inlet Line
19. Orifice Plate
20. Hoist Valve Bleed Line
21. Hoist Valve
22. High Pressure Filters
L02037
SECTION L3
HYDRAULIC SYSTEM COMPONENT REPAIR
INDEX
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3

HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-4
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-4
HYDRAULIC TANK FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-5
Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-5
HYDRAULIC TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-5
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-5
BRAKE COOLING OIL STRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-6
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-6
HIGH PRESSURE HYDRAULIC FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-6
Filter Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-6
Filter Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-7
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-7
L03033
Hydraulic System Component Repair
L3-1
NOTES
L3-2
L03033
HYDRAULIC SYSTEM COMPONENT REPAIR

HYDRAULIC PUMP
Raise the dump body and lock with the safety pin
prior to working on components.
Removal
1. Remove tubes (1 & 2, Figure 3-2). Cap tubes
and pump ports.
2. Remove hoses (1 & 2, Figure 3-3). Cap hoses
and pump ports.
3. Remove hydraulic pump assembly (3, Figure 32).
FIGURE 3-1. HYDRAULIC PUMP PIPING

1. Pump Inlet Tube
3. Hydraulic Pump
2. Pump Inlet Tube
FIGURE 3-2. HYDRAULIC PUMP ASSEMBLY

1. Drive Gear
2. Front Cover
3. Gear Case
4. Rear Cover
L03033
5. Front Cover
6. Drive Gear
7. Gear Case
8. Rear Cover
9. Driven Gear
10. Driven Gear
L3-3
Installation
1. Install hydraulic pump assembly. Tighten capscrews to standard torque.
2. Remove caps and install hoses (1 & 2, Figure
3-3).
3. Remove caps and install tubes (1 & 2, Figure 32).
4. Refill hydraulic system as required. Refer to Filling Instructions.
5. Bleed all air from inlet and outlet lines before
starting engine.
HYDRAULIC TANK
Filling instructions (hoist oil supply)
1. Lower the dump body and shut down the
engine.
FIGURE 3-3. HYDRAULIC PUMP

1. Outlet Hose
3. Hydraulic Pump
2. Outlet Hose
Release hydraulic tank filler caps slowly to

remove any internal pressure.
2. Turn the oil filler cap (3, Figure 3-4) slowly
counterclockwise to release internal tank pressure.
3. Fill tank with recommended oil (refer to Section
P, Lubrication and Service) until oil is visible in
the sight glass (4).
Hydraulic tank refill capacity: 162 Liters (42.8 gal)
4. Replace fill cap.
5. If hydraulic components have been removed
and lines drained, start the engine and raise the
dump body 2-3 times to circulate oil.
6. Shut down the engine and repeat steps 2.
through 4. if necessary.
Filling instructions (rear brake cooling oil supply)
engine.
3. Fill tank with recommended oil (refer to Section
P, Lubrication and Service) until oil is visible in
the sight glass (7).
Rear Brake Oil tank refill capacity: 268 Liters
(70.8 gal)
FIGURE 3-4. HYDRAULIC TANK

1. Filter Covers
2. Bolts
3. Hydraulic Oil Filler
Cap
4. Hydraulic Oil Level
Sight Glass
5. Hydraulic Oil Drain
6. Brake Oil Drain

7. Brake Cooling Oil
Sight Glass
Filler Cap.
9. Breather
L3-4
L03033
HYDRAULIC TANK FILTERS

Filter Replacement
engine.
Release hydraulic tank filler cap slowly to

2. Turn the oil filler caps (3 & 8, Figure 3-4) slowly
3. Remove bolts (2) on filter covers (1).
4. Remove the elements (2, Figure 3-5) from
housing.
5. Thoroughly clean filter housings, covers (4) and
bypass valve (3) components.
FIGURE 3-5. HYDRAULIC TANK FILTERS

1. Hydraulic Tank
2. Filter Element
3. Bypass Valve
4. Cover
6. Install new elements. Install bypass valves and

covers. Tighten bolts (2, Figure 3-4) to standard
torque.
7. Check oil level; oil must be visible in sight glass.
HYDRAULIC TANK BREATHER

Cleaning
1. Shut down the engine and open hydraulic tank
filler caps slowly to relieve any internal pressure.
2. Clean dirt accumulation from area of breather
(9, Figure 3-4).
3. Remove the breather from the tank.
4. Remove snap ring (1, Figure 3-6), cover (2) and
filter element (3).
NOTE: If breather is equipped with a nut, remove nut
instead of snap ring to remove element.
5. Clean breather element in solvent and blow dry.
Clean remaining parts in solvent and dry thoroughly.
6. Install element, cover and snap ring.
FIGURE 3-6. HYDRAULIC TANK BREATHER

1. Snap Ring
2. Cover
3. Element
NOTE: If equipped with a nut instead of a snap ring,

tighten nut, but do not overtighten as the stud will
twist off easily.
7. Install breather element on hydraulic tank.
L03033
L3-5
BRAKE COOLING OIL STRAINER
HIGH PRESSURE HYDRAULIC FILTERS
A strainer (Figure 3-7), located near the lower right

rear corner of the engine removes particles from the
brake cooling oil circuit after the oil flows out of the
brake housings and before it enters the brake oil
cooler mounted in front of the engine.
Filter Assembly Removal
This strainer should be removed and cleaned whenever the brake cooling oil is drained and replaced, or
if a rear disc brake failure should occur.
Cleaning
1. With the brake cooling oil drained, remove the
flange capscrews (3, Figure 3-7).
2. Disassemble the tube coupling forward of the
strainer or remove the flange capscrews at the
oil cooler inlet and remove tube (4).
3. Remove strainer (1) and clean thoroughly.
Inspect wire mesh for damage.

engine. Clean dirt accumulation from the high
pressure hydraulic filters and tube connections
in front of the hydraulic tank.

possibly death if proper medical treatment by a
immediately.
4. Reinstall strainer and tube using new O-ring

seals.
5. Refer to Filling Instructions in this Section.
FIGURE 3-8. HIGH PRESSURE FILTERS & PIPING
FIGURE 3-7. BRAKE COOLING OIL STRAINER

1. Strainer
2. From Rear Brakes
3. Capscrew
L3-6
1. Capscrew
2. Washer
3. O-Ring
4. Capscrew
5. Washer
6. U-Bolt
7. Filter Assembly
8. Capscrew
9. Washer
10. Split Flange
11. Bracket
(on Hyd. Tank)
12. Washer
13. Nut
4. To Brake Oil Cooler

Inlet
5. Engine Oil Pan
L03033
2. Slowly turn oil filler caps (3 & 8, Figure 3-4)

counterclockwise to release tank pressure.
tightening all capscrews and nuts sequentially

to final standard torque.
3. Place a receptacle under the filters to receive

hydraulic oil which will drain from filters when
disconnected.
4. Remove capscrews (1, 4, & 8, Figure 3-8),
washers (2, 5, & 9), and split flanges (10) securing filters (7).
Move hydraulic tubes away from filter housings.
5. Remove nuts (13) and washers (12) holding Ubolts (6) to bracket (11). Remove filter assemblies (7). Discard O-rings (3).
Plug or cover all open hydraulic connections to
prevent entry of contaminants and move filter
assemblies to a clean service area.
Filter Assembly Installation
1. Remove plugs and/or covers from connections.
Install new O-rings (3, Figure 3-8) in all locations. Install filter assemblies (7) to outlets and
install capscrews (1 & 4), washers (2 & 5). Do
not final torque at this time.
2. Move hydraulic tubes to filter housings inlets
and reconnect with capscrews (8), washers (9),
and split flanges (10). Do not tighten capscrews
to final torque at this time.
3. Install U-bolts (6) holding filter assemblies (7) to
bracket (11). Install washers (12) and nuts (13).
Do not tighten nuts to final torque at this time.
4. Carefully align all components and connections
to prevent any binding or kinking and then begin
Tighten all connections before starting engine

and applying hydraulic pressure.
5. Start engine and check for leaks before releasing truck for service. Check hydraulic tank oil
level; oil must be visible in sight glass (4, Figure
3-4).
1. Place filter assembly (Figure 3-9) on work
bench. Using a spanner tool at both ends, hold
housing (1) and loosen (counter-clockwise) inlet
housing (5).
Remove inlet and then remove filter element (2)
from housing. Discard O-Ring (3) and Backup
Ring (4).
2. Thoroughly clean filter housing and inlet housing. Using clean hydraulic oil, lightly lubricate
sealing surfaces.
3. Install new element (2) into filter housing (1)
using new O-Ring (3) and Backup Ring (4).
4. Install inlet housing (5) to filter housing (1) and
tighten to 10 - 12 kg.m (73 - 87 ft. lbs.) torque.
5. Refer to Filter Assembly Installation and install
on truck.
NOTE: Filter Elements should be replaced every 2000 hours*, and

after any debris-producing component failure within the hydraulic
system.* More frequent replacement may be required in very dusty/
dirty environments.
1. Filter Housing
2. Filter Element
L03033

3. O-Ring
5. Filter Housing Inlet
4. Backup Ring
6. Spanner Hole
7. Spanner Hole
L3-7
NOTES
L3-8
L03033
SECTION L4
STEERING CIRCUIT
INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-3

STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-3
DEMAND VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-4
STEERING CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-4
CROSSOVER RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-5
OPERATION OF DEMAND AND STEERING CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4- 6
EMERGENCY STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-14
Flow Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-15
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-15
Relay Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-15
L04042
Steering Circuit
L4-1
NOTES
L4-2
Steering Circuit
L04042
STEERING CIRCUIT
FIGURE 4-1. STEERING SYSTEM COMPONENTS

1. Tire
3. Tie Rod
4. Crossover Relief Valve
5. Steering Wheel
6. Steering Control Valve
7. Knuckle
8. Arm (A-Frame)
P: From Demand Valve

T: To Hydraulic Tank
LS: To Demand Valve
STEERING CIRCUIT OPERATION

The steering system is a self-metering, power steering type. When the steering wheel (5, Figure 4-1) is
rotated, the steering control valve (6) is actuated
causing the oil to flow into the steering cylinder (2).
Extending one steering cylinder while retracting the
opposite steering cylinder will change the angle of
the front wheels, allowing the operator to steer the
truck as desired. The tie rod (3), attached to the
knuckle (7) maintains a constant angular relationship
between the left and right wheels.
L04042
The truck is also equipped with an automatic emergency steering system to provide oil pressure to the
steering circuit in the event of a loss of oil supply
from the engine driven steering pump. Refer to page
L4-14 for a description of the emergency steering
system components.
Additional information describing steering circuit
operation can be found in the description of the following system components.
Steering Circuit
L4-3
DEMAND VALVE
STEERING CONTROL VALVE
The demand valve (Figure 4-2) divides the oil sent

from the steering pump and the hoist pump sending it
to the proper circuit according to a pressure signal
received from the steering control valve. If the operator is raising the dump body and no steering is
required, all oil is directed to the hoist circuit. When
steering is required, the amount of oil needed to
steer the truck is directed to the steering valve.
The steering control valve (Figure 4-3) is mounted

under the cab floor and is connected to the steering
column by a short drive shaft.
When the operator rotates the steering wheel, steering circuit oil is directed through the crossover relief
valve manifold to the steering cylinders.
Pages L4-6 through L4-13 describe the various operating conditions of both the steering control valve and
the demand valve.
FIGURE 4-3. STEERING CONTROL VALVE

ASSEMBLY
P: From Demand Valve
T: To Hydraulic Tank
LT: To Steering Cylinder
R: To Steering Cylinder
LS: To DemandValve
FIGURE 4-2. DEMAND VALVE ASSEMBLY

A: To Steering Valve
B: To Hydraulic Tank
C: Emergency Steering Pump Port
D: To Hoist Valve
E: From Steering Valve (LS Port)
F: From Steering Pump
G: From Hoist Pump
L4-4
Steering Circuit
L04042
HYDRAULIC SCHEMATIC
FIGURE 4-4. CROSSOVER RELIEF VALVE ASSEMBLY

1. Relief Valve Assembly
Tightening Torque 11 1.5 kg.m (80 10 ft. lbs.)
2. Valve Body
A: To Steering Cylinder
B: To Steering Cylinder
C: From Steering Valve
D: From Steering Valve
CROSSOVER RELIEF VALVE

The steering system crossover relief valve (Figure 44) provides protection against excessive pressure in
the steering circuit if an external force is applied to
the front wheels and the steering cylinders.
The relief valves allow oil to escape from the steering
cylinders if pressure exceeds 240 kg/cm2 (3400 psi).
L04042
Steering Circuit
L4-5
OPERATION OF DEMAND AND

STEERING CONTROL VALVE
STEERING CONTROL VALVE: When steering
valve is at neutral
DEMAND VALVE: When steering valve is at

neutral
The oil from the pump passes through the demand

valve and enters port P of the steering valve.
The oil from the steering pump enters port (A, Figure
4-5). At the same time, the oil from the hoist pump
enters port B. When the steering valve is at neutral,
port P of the steering valve is closed, so the pressure
at port P rises. The pressure from port P passes
through orifice F enters the chamber C, and moves
spool (7) to the right.
Valve spool is at the neutral position, so port P and

ports (RT and LT) to the cylinder are closed. No oil
flows to the cylinder, so the cylinder does not move.
At the same time, port LS is connected through port
R to the tank. As a result, there is no oil pressure at
port LS, so all the oil from the pump at the demand
valve flows to the hoist valve.
Port LS and chamber D are connected to the tank,

and the force moving spool (7) to the left is the force
of spool return spring (6). The pressure in chamber C
rises until it overcomes the set pressure of spool
return spring (6). As a result, spool (7) stops in the
position shown in the diagram, and all the oil from the
steering pump and hoist pump flows to the hoist
valve.
When the steering valve is operated:
When the steering is operated, port P and port LS
are connected, and the circuit between the tank and
port LS is shut off. The hydraulic pressure before
entering the orifice of the steering valve acts on
chamber C of spool (7), and the hydraulic pressure
coming out from the orifice acts on chamber D.
There is a difference in the area of the opening of the
steering valve orifice when the steering is turned
quickly and when it is turned slowly. Therefore, the
hydraulic pressure on both sides of the orifice also
changes and a pressure difference is created. In this
way, spool (7) is actuated by the balance of the force
of return spring (6) and the differential pressure
between both sides of the steering valve orifice. In
other words, it moves according to the balance of the
oil pressure in chamber C pushing to the right, and
the pressure of the oil in chamber D and return spring
(6) pushing to the left. The larger the difference in oil
pressure at the steering valve orifice, the less distance the spool will travel to the left.
L4-6
Steering Circuit
L04042
FIGURE 4-5. DEMAND AND STEERING VALVE NEUTRAL

A: From Steering Pump
8. Relief Valve
1. Demand Valve
B: From Hoist Pump
9. Relief Valve
2. Check Valve
C: Chamber
10. Steering Cylinders
3. Emergency Steering Pump
D: Chamber
4. Hoist/Steering Pump
E: Orifice
5. To Hoist Valve
F: Orifice
13. Spool
6. Spring
7. Spool
L04042
Steering Circuit
L4-7

wheel is operated slowly to the right.
DEMAND VALVE: When steering wheel is operated slowly to the right.
When the steering wheel is turned slowly to the right

(Figure 4-6), input shaft rotates. When this happens,
valve spool moves down. So when input shaft
rotates, the oil from the demand valve flows into port
P.
The area of the opening of the steering valve orifice

is small, so the difference in pressure between the
two sides of the orifice is large. As a result, the movement when the steering wheel is operated slowly to
the right, the spool moves a short distance to the left,
and some of the oil from the steering pump flows to
the steering valve. The remaining oil from the steering pump and all the oil from the hoist pump flows to
the hoist valve.
The oil inside the valve spool then passes between

the stator and rotor in the metering portion of spool
valve.
After the amount of oil flowing to the steering cylinder
is measured here, it enters the inside of the valve
spool, passes through a hole in the valve spool
through port RT and flows to the steering cylinders.
In this way, the two cylinders are actuated and the
wheels turn to the right.
The oil returning from the steering cylinder flows from
port LT and goes back to the tank.
The demand spool is actuated by the difference in
pressure between the oil pressure at port P end and
the oil pressure at the port LS end. As a result, only
the necessary amount of oil flows to the steering circuit, and remaining oil flows from the demand valve
to the hoist valve.
L4-8
Steering Circuit
L04042
FIGURE 4-6. STEERING SLOWLY RIGHT

1. Demand Valve
2. Check Valve
5. To Hoist Valve
6. Spring
7. Spool
L04042
8. Relief Valve
9. Relief Valve
13. Spool
Steering Circuit

B: From Hoist Pump
C: Chamber
D: Chamber
E: Orifice
F: Orifice
L4-9

valve is operated quickly to the left.
DEMAND VALVE: When steering wheel is operated quickly to the left.
When the steering wheel is turned quickly to the left

(Figure 4-7), input shaft rotates. When this happens,
valve spool moves up. The oil from the demand valve
flows into port P, through a hole in the valve spool,
and enters the inside of the valve spool.
The area of the opening of the steering valve orifice

is large, so the difference in pressure between the
two sides of the orifice is small, therefor the difference at chamber C and D is also small. As a result,
spring (6) moves spool (7) a long distance to the left,
and all the oil from the steering pump together with
some of the oil from the hoist pump passes through
check valve (2) and flows to the steering valve to provide a large amount of oil to the steering valve.
The oil inside the valve spool then passes between

the stator and rotor in the metering portion of the
valve.
After the amount of oil flowing to the steering cylinder
is measured here, it flows through port LT and flows
to the steering cylinders.
In this way, two cylinders are actuated and the
wheels turn to the left.
The oil returning from the steering cylinder flows from
port RT and goes back to the tank.
The demand spool is actuated by the difference in
pressure between the oil pressure at port P end and
the oil pressure at the port LS end. As a result, only
the necessary amount of oil flows to the steering circuit, and remaining oil flows from the demand valve
to the hoist circuit.
L4-10
Steering Circuit
L04042
FIGURE 4-7. STEERING QUICKLY TO THE LEFT

1. Demand Valve
2. Check Valve
5. To Hoist Valve
6. Spring
7. Spool
L04042
8. Relief Valve
9. Relief Valve
13. Spool
Steering Circuit

B: From Hoist Pump
C: Chamber
D: Chamber
E: Orifice
F: Orifice
L4-11
DEMAND VALVE: When in emergency steering

mode.
L4-12
STEERING CONTROL VALVE: When in emergency steering mode.
Steering Circuit
L04042
FIGURE 4-8. EMERGENCY STEERING MODE

8. Relief Valve
1. Demand Valve
B: From Hoist Pump
9. Relief Valve
2. Check Valve
C: Chamber
D: Chamber
E: Orifice
5. To Hoist Valve
F: Orifice
13. Spool
6. Spring
7. Spool
L04042
Steering Circuit
L4-13
FIGURE 4-9. EMERGENCY STEERING SYSTEM COMPONENTS

1. Batteries
2. Emergency Relay Switch
3. Delay Timer
5. Flow Switch
6. Steering Pump
7. Check Valve
8. Demand Valve
10. Hydraulic Oil Tank
EMERGENCY STEERING SYSTEM

If a loss of oil from the steering system occurs, either
due to loss of engine power or a pump (6, Figure 4-9)
malfunction, a flow switch (5) senses loss of oil flow
and sends an electrical signal to the delay timer (3). If
oil flow is insufficient for more than 3 seconds, the
emergency steering motor relay switch (2) is energized. When the relay is energized, the emergency
steering system pump motor turns on and drives the
emergency steering pump (9). The operator can then
safely steer the truck out of traffic and shut down the
truck for system repairs.
L4-14
A switch mounted on the console next to the operator

can be used to activate the emergency steering system if necessary to steer the truck when the engine is
not operable. Use of the emergency steering system
should be limited to a maximum of 90 seconds.
If necessary, the dump body may be raised using the
emergency steering system.
Steering Circuit
L04042
FIGURE 4-10. EMERGENCY STEERING SYSTEM FLOW SWITCH

1. Reed Switch
2. Pivot Pin
3. Spring
4. Plate
5. Magnet
Flow Switch
The flow switch (Figure 4-10) is installed in the steering circuit piping to monitor steering circuit oil flow.
Operation
Refer to A, Figure 4-10:
When oil is flowing in the pipe, plate (4) is pushed to
the left, overcoming spring (3) force and the lever
pivots on pin (2). The magnet (5) mounted on the
lever moves away from the reed switch and opens
the contact.
Refer to B, Figure 4-10:
When oil flow is interrupted, the lever pivots in the
opposite direction due to spring (3). Magnet (5)
moves close to the reed switch contacts closing the
electrical circuit. This electrical signal is routed to the
relay timer below.
Relay Timer
The relay timer provides an electrical delay in the circuit between the flow switch and the emergency
steering pump motor relay. The timer is adjusted to
provide a 1.5 second delay to prevent accidental
actuation of the emergency steering system due to
slight interruptions in oil flow. Refer to Figure 4-12 for
electrical schematic.
L04042
Steering Circuit
FIGURE 4-11. RELAY TIMER

1. Timer Assembly
2. Delay Adjustment
Knob
L4-15
FIGURE 4-12. EMERGENCY STEERING SYSTEM

ELECTRICAL SCHEMATIC
L4-16
Steering Circuit
L04042
SECTION L5
STEERING VALVE ASSEMBLY
INDEX
STEERING VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-4
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-9
L05031
Steering Valve Assembly
L5-1
NOTES
L5-2
L05031
STEERING VALVE ASSEMBLY

Removal
1. Loosen the oil filler cap slowly to release the
pressure inside the hydraulic tank.
2. Pass a rope through the yoke and secure the
yoke to the top to prevent the yoke from falling
out from the column shaft spline.
3. Make match marks to show the position of
insertion for the spline at the steering wheel and
yoke as shown in Figure 5-2. (This will allow
proper reassembly in case splines must be separated.)
4. Remove yoke lock bolt (1, Figure 5-1) The lock
bolt has a fine thread; be careful not to lose it or
damage the thread.
a. Check that the yoke moves up and down
easily on the spline of the steering valve
input shaft, and that it comes off easily.
NOTE: If yoke cannot be easily removed from the
input shaft, it may be necessary to remove the
steering valve assembly and lower shaft as a unit by
disengaging the splines.
b. Do not use excessive force removing the
yoke as the input shaft can be damaged.
5. Mark location of each hose attached to steering

valve assembly ports. (Note: each port is
marked with a letter.) Disconnect 5 hoses (2).
Cap all openings to prevent contamination and
excessive leakage.
6. Remove capscrews (3, Figure 5-2) retaining
steering valve assembly to mounting bracket
(4).
7. Lower the assembly from the bracket.
Installation
1. Raise the steering control valve into position,
aligning spline match marks made prior to
removal if the lower shaft was not removed.
2. Attach steering control valve to mounting
bracket using capscrews (3, Figure 5-2).
Tighten capscrews to standard torque. If the
shaft (4, Figure 5-1) has not been disassembled, attach the yoke to the input shaft splines.
Insert the lock bolt (1) and tighten to standard
torque.
3. Remove caps and plugs and attach hoses (2,
Figure 5-1) to the correct ports.
4. Verify all hydraulic and mechanical connections
are secure.
5. Verify proper operation of steering system components.
FIGURE 5-2.
FIGURE 5-1.
1. Lock Bolt
2. Hoses
L05031
3. Steering Valve Assy.

4. Column Shaft
1. Yoke
2. Steering Valve Assy.
3. Capscrews
4. Mounting Bracket
L5-3
Disassembly
When carrying out maintenance of the power
steering system, cleanliness is absolutely
essential. The hydraulic circuit must be
completely isolated from any dirt or dust.
If it is necessary to disassemble any part of the
unit, always use a clean work stand.
Before disconnecting any piping, always wipe off
all the dirt on the outside.
Before setting the unit on the work stand, always
wipe off any dirt on the outside.
After disassembly, clean with a petroleum base
solvent that is free from any impurity, then blow
with dry air that is free from any impurity.
FIGURE 5-4. COMMUTATOR REMOVAL

1. Commutator
If any other solvent is used, it may cause deterioration of the rubber seal. Do not wipe any part
with a cloth or apply hot air to the unit.
The solvent is a flammable substance, so be
careful to handle it correctly and do not bring any
flame close to it.
2. Valve Assembly
1. Remove 7 mounting bolts (5, Figure 5-3), then

insert screwdriver between end cover assembly
(4) and sleeve (3), and remove end cover
assembly. After removing, check for any breakage around the edge of the end cover hole.
2. Remove commutator (1, Figure 5-4) and
washer (2, Figure 5-5). Do not remove pin (1).
Preparation
Fit blind plugs to 5 ports of the valve body, clean
the outer parts, then remove the blind plugs.
Install tube nut (2, Figure 5-3) to one of the ports.
Install in vice (1) with the end cover facing up.
Do not hold the valve body directly in the vice.
This may cause damage to the unit.
FIGURE 5-5.
1. Pin
2. Washer
FIGURE 5-3. END COVER REMOVAL

1. Vise
2. Tube Nut
3. Sleeve
L5-4
4. End Cover
5. Bolts
L05031
FIGURE 5-8. SLEEVE REMOVAL

1. Sleeve
2. Valve Body
FIGURE 5-6. COMMUTATING RING REMOVAL

1. Mounting Bolts
2. Commutator Ring
3. Manifold
4. Rotor Set
3. Using 2 mounting bolts (1, Figure 5-6), remove

commutator ring (2) and manifold (3).
5. Insert screwdriver between sleeve (1, Figure 58) and valve body (2), and remove sleeve.
6. Remove drive link (1, Figure 5-9).
4. Using 2 mounting bolts, remove rotor set (4,

Figure 5-7) and wear plate (1) in the same way
as commutator ring and manifold.
FIGURE 5-9. DRIVE LINK REMOVAL

1. Drive Link
2. Valve Body
FIGURE 5-7. ROTOR SET REMOVAL

1. Wear Plate
2. Commutator Ring
L05031
3. Manifold
4. Rotor Set
L5-5
FIGURE 5-12.
1. Input Shaft
2. Upper Cover
FIGURE 5-10. BALL REMOVAL

1. Ball
2. Valve Body
3. Valve Body
4. Mounting Bolt
9. Install in vice so that input shaft (1, Figure 5-12)

faces up, then make match marks with a punch
in upper cover (2) and valve body (3).
7. Remove ball (1, Figure 5-10).

8. Remove rod (1, Figure 5-11), roller (2), rod (3),
and spring (4).
10. Remove 4 mounting bolts (4), hold input shaft

(1) and move it up, then remove input shaft,
upper cover, and valve spool assembly (1, Figure 5-13).
The valve spool is fitted into the body with an

extreme small clearance, so be careful not to
apply any sideways force as it will become
impossible to remove it. When removing the
valve spool from the housing, never use any
excessive force.
FIGURE 5-11.
1. Rod
2. Roller
3. Rod
4. Spring
FIGURE 5-13.
1. Spool Assembly
L5-6
2. Upper Cover
L05031
FIGURE 5-16.
1. Snap Ring
2. Thrust Washer
3. Thrust Bearing
FIGURE 5-14.
1. Shims
2. Spacer
4. Thrust Washer
5. Wave Washer
6. Input Shaft
11. Remove upper cover assembly from input shaft

and valve spool assembly, then remove shim
(1, Figure 5-14) and spacer (2).
shims, and keep in a safe place.
FIGURE 5-17. PIN REMOVAL

1. Punch
2. Input Shaft
FIGURE 5-15.
1. Snap Ring
4. Seal Ring
2. Spacer
5. Upper Cover
3. Seal
12. Remove seal (6, Figure 5-15) and snap ring (1),
then remove spacer (2), seal (3), and seal ring
(4) from upper cover (5).
NOTE: Seal (3) and seal ring (4) may be combined
into one piece.
13. Remove snap ring (1, Figure 5-16), thrust
washer (2), thrust bearing (3), thrust washer (4),
and wave washer (5) from input shaft (6).
14. Using a punch (1, Figure 5-17) 3.0 mm dia., x
16 mm long (0.12 in. dia. x 0.62 in. long),
remove pin (2, Figure 5-18) from input shaft.
NOTE: To prevent damaging the input shaft, carry
out the operation on a wooden block.
L05031
FIGURE 5-18. PIN DETAIL

1. Shaft
2. Pin
L5-7
FIGURE 5-19.
1. Spool
2. Torsion Bar
3. Spacer
4. Pin
FIGURE 5-21. BALL REMOVAL
15. Set valve spool (1, Figure 5-19) facing down,

then remove torsion bar (2) and spacer (3) from
input shaft and valve spool assembly.
then rotate input shaft (2) until drive link (3)
comes out.
1. Valve Spool
2. Input Shaft
3. Drive Link
4. Ball

then rotate input shaft (2) clockwise until ball (4)
comes out.
NOTE: Do not remove ball retaining spring (1, Figure
5-22) unless replacing it. When removing it, make the
end horizontal, grip it with pliers, then pull it up until it
comes completely away from valve spool (2). Be
careful not to damage the control edge or outside
circumference of the valve spool.
FIGURE 5-20. DRIVE LINK REMOVAL

1. Valve Spool
2. Input Shaft
L5-8
3. Drive Link
FIGURE 5-22.
1. Ball Retaining Spring
2. Valve Spool
L05031
Assembly
Before assembling, wash all parts in clean
petroleum base solvent, then dry with air. Never
wipe with a cloth.
Check that there are no pieces of paint remaining
on the edge of the lapped surface.
Unless there are special instructions, do not coat
any part with oil when assembling.
1. Set thrust washer (1, Figure 5-23), thrust bearing (2), and thrust washer (1, Figure 5-24) on
input shaft, and install snap ring (2).
FIGURE 5-25.
1. Wave Washer
2. Thrust Washer
3. Thrust Bearing
FIGURE 5-23.
1. Thrust Washer
2. Thrust Bearing
3. Input Shaft
FIGURE 5-26. BALL INSTALLATION

1. Ball
2. Install wave washer (1, Figure 5-25) to thrust

bearing (3) and thrust washer (2).
3. Install ball (1, Figure 5-26) on inside of valve
spool (2).
2. Valve Spool
4. Rotate counterclockwise so that ball and groove

are meshed, and insert input shaft (1, Figure 527) in valve spool (2).
NOTE: Keep the spool horizontal when carrying out

the operation.
FIGURE 5-24.
1. Thrust Washer
2. Snap Ring
FIGURE 5-27. INPUT SHAFT INSTALLATION

1. Input Shaft
L05031
2. Valve Spool
L5-9
FIGURE 5-30.
1. Spool
2. Input Shaft
FIGURE 5-28.
1. Valve Spool
2. Torsion Bar
3. Drive Link
3. Thrust Washer
5. Fit middle of torsion bar (2, Figure 5-28)

between thrust washer (3) and valve spool (1).
NOTE: The positioning of the valve spool and input
shaft is carried out by fitting the torsion bar.
6. Check spline of drive link (1, Figure 5-29) and
input shaft (2), then align spline of valve spool
(3), and install drive link.
NOTE: If the drive link and input shaft spline do not
mesh, rotate the input shaft slightly to mesh them.
If the spool, drive link, and input shaft are not

correctly installed in relation to each other, the
steering unit will not work properly.
7. Measure diameter A of pin (1, Figure 5-31) of
torsion bar (2) at several places, and check that
the difference is less than 0.025 mm (.001 in.).
When inserting the drive link, fit the torsion bar

securely.
If the drive link is assembled correctly, a clearance of
8.89 mm (0.350 in.) will be obtained between the
thrust washer and valve spool.
FIGURE 5-31. PIN MEASUREMENT

1. Pin
2. Torsion Bar
FIGURE 5-29.
1. Drive Link
2. Input Shaft
L5-10
3. Spool
L05031
FIGURE 5-32.
1. Pin
2. Torsion Bar
3. Spacer
4. Spool & Input Shaft
8. Set spacer (3, Figure 5-32) to torsion bar (2),

and insert valve spool and input shaft assembly
(4).
9. Using punch (1, Figure 5-33) (outside diameter:
3 mm (0.12 in.)), align pin holes of torsion bar
and input shaft (2).
10. Using above punch, drive pin (2, Figure 5-34) in
0.8 mm (0.031 in.) from end face of input shaft.
FIGURE 5-34.
1. Torsion Bar
2. Pin
11. Install spacer (1, Figure 5-35) on input shaft and

valve spool.
NOTE: If there is a lip at one end on the inside of the

spacer, install with the lip surface facing the wave
washer.
FIGURE 5-35.
FIGURE 5-33. PIN INSTALLATION
1. Punch
L05031
1. Spacer
2. Spool Assembly
2. Input Shaft
L5-11
FIGURE 5-36.
1. Valve Spool Assembly
2. Valve Body
3. Shim
FIGURE 5-38.
1. Tool (790-452-1200)
2. Upper Cover
12. Install input shaft and valve spool assembly (1,

Figure 5-36) to valve body (2).
13. Set shim (3) on thrust washer, then fit seal, align
match mark of upper cover (2, Figure 5-37) and
install the mounting bolts (4) temporarily.
14. Set tool (1, Figure 5-38) in position, and install
so that valve body and upper cover are centered.
15. Tighten mounting bolts (4, Figure 5-37), and
remove special tool.
16. Measure width of groove of drive link (1, Figure

5-39) at several places, and check that the difference is less than 0.025 mm (0.001 in.).
17. Pull input shaft down, align drive link (1) with
valve spool spline, and install. Rotate spool so
that valve body is level with end face of spool.
FIGURE 5-37. UPPER COVER INSTALLATION

1. Valve Spool
2. Upper Cover
L5-12
3. Valve Body
4. Bolt
FIGURE 5-39. DRIVE LINK INSTALLATION

1. Drive Link
2. Valve Body
L05031
FIGURE 5-42. MEASURING MOUNTING HEIGTH

1. Micrometer
2. Drive Link
FIGURE 5-40. DRIVE LINK INSTALLATION

1. Drive Link
2. Pin
20. Install ball (1, Figure 5-43).
18. Align drive link (1, Figure 5-40) and pin (2), then
install.
21. Set rod (2) to spring (3), and fit to valve body
(6), then install roller (4) and rod (5).
19. Using depth micrometer (1, Figure 5-42), measure mounting height h (See Figure 5-41) of
end face of valve spool and valve body.
22. Fit seal to valve body.
Mounting height h = Within 0.063 mm (0.002 in.)
NOTE: If mounting height h = 0.064 mm (0.003 in.)

or more, repeat steps 12 - 19 and adjust the shims to
make h = within 0.063 mm (0.002 in.).
FIGURE 5-43.
1. Ball
2. Rod
3. Spring
4. Roller
5. Rod
6. Valve Body
FIGURE 5-41.
1. Drive Link
L05031
2. Valve Body
L5-13
FIGURE 5-44. ROTOR INSPECTION

1. Rotor Assembly
2. Stator
23. Before installing rotor, inspect rotor as follows.

a. Set pin side of end cover assembly facing
up, and spline side of rotor assembly (1, Figure 5-44) facing down, and check that the
rotor rotates freely inside the stator (2).
b. Measure thickness of rotor and stator, and
check that difference is within 0.18 mm
(0.007 in.).
c. Using feeler gauge (1, Figure 5-45) check
that clearance of rotor from stator is within
0.18 mm (0.007 in.).
FIGURE 5-46.
1. Guide Pin
2. Wear Plate
24. Using guide pin (1, Figure 5-46), install wear

plate (2), rotor assembly (5, Figure 5-47), and
manifold (4).
25. Fit seal to end cover assembly (1).
26. Set sleeve (2) and end cover assembly (1) in
position, then tighten mounting bolts (3) uniformly and install sleeve, then remove end
cover assembly.
FIGURE 5-45. ROTOR CLEARANCE

1. Feeler Gauge
2. Rotor
3. Stator
FIGURE 5-47. SLEEVE INSTALLATION

1. Cover Assembly
2. Sleeve
3. Bolt
4. Manifold
L5-14
5. Rotor Assembly
6. Wear Plate
7. Wear Plate
L05031
FIGURE 5-48.
1. Cover Assembly
2. Washer
27. Fit washer (2, Figure 5-48) to end cover assembly (1), and install commutator (1, Figure 5-49).
NOTE: Install the commutator with the concave part
facing the end cover assembly side. Position so that
the hole in the oval commutator is in a straight line
with one of the bolt holes in the end cover assembly.
FIGURE 5-50.
1. Commutator
2. Manifold
3. Drive Link
4. Sleeve
28. Install commutator ring (1, Figure 5-49).

29. Rotate input shaft so that tip of drive shaft is
aligned with oval hole in commutator. (See Figure 5-50)
30. Set end cover assembly (2, Figure 5-51) on
sleeve (3), then tighten 5 mounting bolts (1) uniformly. Tighten to standard torque.
FIGURE 5-51. END COVER INSTALLATION

1. Bolt
2. End Cover
3. Sleeve
4. Valve Body
FIGURE 5-49.
1. Commutator
L05031
2. Valve Assembly
L5-15
FIGURE 5-53. SPACER INSTALLATION

FIGURE 5-52. SEAL ASSEMBLY INSTALLATION
1. Seal Ring
2. Seal
3. Snap Ring
2. Spacer
4. Seal
5. Spacer
31. Set input shaft end facing up, then install seal
ring (1, Figure 5-52) and seal (2).
NOTE: Install the seal from the small diameter end.
Seal ring (1) and seal (2) are supplied stuck together
as one unit. Coat the new seal with oil, and install it
from the lip end; - When doing this, coat thinly with
grease.
L5-16
1. Spacer Installation
Tool (790-452-1100)
32. Using tool (1, Figure 5-53), install spacer (2)

from small diameter end.
33. Install snap ring (3, Figure 5-52).
34. Fit seal (4) to input shaft, and install to upper
cover.
L05031
SECTION L6
STEERING CIRCUIT COMPONENT REPAIR
INDEX
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3

EMERGENCY STEERING MOTOR PUMP ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3
STEERING CYLINDER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-7
DEMAND VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-10
RELIEF VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
L06030
Steering Circuit Component Repair
L6-1
NOTES
L6-2
L06030
STEERING CIRCUIT COMPONENT REPAIR

EMERGENCY STEERING MOTOR PUMP
ASSEMBLY
Removal

pin. Disconnect the cable from the negative (-)
terminal of the battery.
1. Drain hydraulic oil.

3. Remove tube (2, Figure 6-2).
FIGURE 6-1. EMERGENCY STEERING PUMP

MOTOR
4. Remove hose (3).
1. Motor Wiring
2. Disconnect motor wiring (1, Figure 6-1).
5. Remove emergency steering motor pump

assembly.
2. Steering Motor Pump

Assembly
Note: Remove the emergency steering motor pump

assembly together with bracket.
Installation
1. Lift emergency steering motor pump assembly
and bracket into position.
2. Install hose (3, Figure 6-2).
3. Install tube (2).
4. Connect motor wiring (1, Figure 6-1).
5. Refill oil to the specified level and run the
engine to circulate the oil through the system.
Then check the oil level again.
FIGURE 6-2. PUMP PIPING

1. Steering Motor
Pump Assembly
L06030
2. Tube
3. Hose
L6-3
STEERING CYLINDER ASSEMBLY

Removal
1. Disconnect grease tube (1, Figure 6-3).
2. Remove head pin (2).
NOTE: Support with a transmission jack. Start the

engine and operate the steering to retract the piston
rod, then disconnect the cylinder bottom from the
frame.
3. Remove head hose (3, Figure 6-3).
4. Remove rod hose (4).
5. Disconnect grease tube (2, Figure 6-4).
FIGURE 6-3. STEERING CYLINDER PIPING

1. Grease Tube
2. Head Pin
3. Head Hose
4. Rod Hose
6. Remove rod pin (3).

7. Remove steering cylinder assembly (1).
Installation
1. Lift steering cylinder (1, Figure 6-4) into position. Position rubber boot (1, Figure 6-5) and
install head pin (2, Figure 6-3). Install pin retaining capscrew with washer and tighten to standard torque.
2. Position piston rod eye in bracket bore. Install
rubber boot (1, Figure 6-5) and pin. Install pin
retaining capscrew with washer and tighten to
standard torque.
3. Connect grease tubes (2, Figure 6-4 & 1, Figure
6-3).
FIGURE 6-4. STEERING CYLINDER

INSTALLATION
2. Grease Tube
3. Rod Pin
4. Install rod hose (4, Figure 6-3).

5. Install head hose (3).
FIGURE 6-5. TYPICAL MOUNTING PIN

1. Rubber Boot
L6-4
2. Pin
L06030
Disassembly
Tools needed for rebuilding steering cylinder:
a. 790-502-1003 cylinder repair stand
790-502-2000 cylinder repair stand
b. 790-102-3802 wrench assembly
790-102-3791 wrench assembly
c. 790-302-1340 40 mm six point socket
d. 790-720-1000 ring expander
e. 790-720-1660 ring compressor
1. Set cylinder assembly (1, Figure 6-6) in rebuild
stand (3).
NOTE: If a rebuild stand is not available, place
cylinder on a suitable work bench. Be careful not to
nick the cylinder rod.
2. Raise lock of cylinder head nut, and using
wrench assembly (4), remove cylinder head
assembly (2).
3. Pull out cylinder head (7, Figure 6-8) and piston
rod assembly (4) from cylinder (12) and
remove.
FIGURE 6-7. ROD DISASSEMBLY

1. Rod Disassembly
2. Rebuild Stand
3. 40 mm Socket
4. Nut
5. Disassembly of piston rod assembly

a. Set piston rod assembly (1, Figure 6-7) in
rebuild stand.
b. Using a 40 mm socket (3), remove nut (4).
NOTE: When the piston rod assembly is pulled out

from the cylinder, oil will come out, so catch it in a
container.
c. Remove piston assembly (1, Figure 6-8) and

cylinder head assembly (2) from rod (3).
4. Remove cylinder from rebuild stand.
FIGURE 6-6. CYLINDER DISASSEMBLY

2. Cylinder Head
L06030
3. Rebuild Stand
4. Wrench Assembly
FIGURE 6-8. ROD DISASSEMBLY

1. Piston Assembly
2. Cylinder Head
Assembly
3. Rod
L6-5
FIGURE 6-9. STEERING CYLINDER ASSEMBLY

1. Snap Ring
2. Bushing
3. O-Ring
4. Piston Rod
5. Snap Ring
6. Dust Seal
7. Cylinder Head
8. Bushing
6. Disassembly of piston.
a. Remove wear ring (1, Figure 6-10) from piston (2).
b. Remove piston ring (3) from piston (2).
7. Disassembly of cylinder head assembly.
FIGURE 6-10. PISTON DISASSEMBLY

1. Wear Ring
2. Piston
L6-6
3. Piston Ring
9. Rod Packing
10. Backup Ring
11. O-Ring
12. Cylinder
13. Piston
14. Piston Ring
15. Wear Ring
16. Nut
a. Remove snap ring (7, Figure 6-11), then

remove dust seal (6).
b. Remove rod packing (4).
c. Remove bushing (5) from cylinder head (1).
d. Remove O-ring (3) and backup ring (2).
FIGURE 6-11. CYLINDER HEAD DISASSEMBLY

1. Cylinder Head
2. Backup Ring
3. O-Ring
4. Rod Packing
5. Bushing
6. Dust Seal
7. Snap Ring
L06030
Assembly
NOTE: Clean all parts, and check for dirt or damage.
Coat the sliding surfaces of all parts with engine oil
before installing.
d. Using push tool, install dust seal (6) to cylinder head (1), then install snap ring (7).
2. Piston assembly
1. Cylinder head assembly.

a. Using push tool, press fit bushing (5, Figure
6-11) in cylinder head (1).
a. Using ring expander (1, Figure 6-13), expand

piston ring (2).
NOTE: Set the piston ring on the expander and turn

the handle 8 - 10 times to expand the ring.
Be careful not to deform the bushing when press
fitting.
b. Install rod packing (4).

NOTE: Be careful to install the rod packing facing in
the correct direction as shown in Figure 6-12.
c. Assemble backup ring (2) and O-ring (3) in
order.
NOTE: Do not try to force the backup ring into
position. Warm it in warm water 50 - 60 C (122 140 F) before installation.
FIGURE 6-13. PISTON RING EXPANDER
1. Ring Expander
(790-720-1000)
2. Piston Ring
FIGURE 6-12. ROD PACKING INSTALLATION

1. Rod Packing
L06030
2. Cylinder Head
L6-7
FIGURE 6-16. ROD ASSEMBLY
FIGURE 6-14. PISTON ASSEMBLY

1. Wear Ring
2. Piston
3. Piston Ring
1. Piston Assembly
2. Cylinder Head
Assembly
3. Rod
3. Piston rod assembly
b. Remove piston ring from tool, and assemble

to piston (2, Figure 6-14).
c. Set ring compressor (2, Figure 6-15) in position, and using a hose clamp (1), compress
piston ring.
d. Assemble wear ring (3, Figure 6-14).
a. Assemble cylinder head assembly (2, Figure

6-16) and piston assembly (1) to piston rod
(3).
b. Coat threads with Loctite and using 40 mm
socket (3, Figure 6-17) tighten nut (4) to 405
40.5 kg.m (2929 29.2 ft. lbs.) torque.
c. Remove piston rod assembly (3) from tool.
FIGURE 6-15. COMPRESSION PISTON RING

1. Clamp
2. Ring Compressor
(790-720-1660)
FIGURE 6-17. ROD ASSEMBLY
1. Rod Assembly
3. 40 mm Socket
2. Rebuild Stand
4. Nut
L6-8
L06030
DEMAND VALVE ASSEMBLY

Removal

pin.
Loosen the oil filter cap slowly to release the
NOTE: After disconnecting the piping, plug all
openings to prevent oil from leaking.
FIGURE 6-18. CYLINDER ASSEMBLY
2. Cylinder Head
3. Rebuild Stand
4. Wrench Assembly
1. Remove tubes (1, Figure 6-19)

2. Remove hoses (2).
3. Remove demand valve assembly (3).
Installation
4. Set cylinder in rebuild stand (3, Figure 6-18).

5. Assemble cylinder head (2) and piston rod
assembly in cylinder (1).
6. Using wrench assembly (4), tighten cylinder
head assembly (2). to 95 9.5 kg.m (687
68.7 ft. lbs.) torque.
1. Install demand valve (3, Figure 6-19).

2. Remove plugs and install hoses (2).
3. Remove plugs and install tubes (1).
4. Refill oil to the specified level and run the
engine to circulate the oil through the system.
Then check the oil level again.
5. Bleed air from system.
FIGURE 6-19. DEMAND VALVE INSTALLATION

1. Tubes
2. Hose
L06030
3. Demand Valve
L6-9
1. Valve Body
2. Cover
3. Spring
FIGURE 6-20. DEMAND VALVE ASSEMBLY

4. Plate
7. Poppet
10. Plate
5. Plug
8. Plug
11. Orifice
6. Spring
9. Spool
12. Relief Valve Assy.
Disassembly
1. Remove cover (2, Figure 6-20) from valve body
(1), then remove spring (3).
Assembly
1. Fit backup ring and O-ring and install relief
valve assembly (12).
2. Fit backup ring and O-ring and assemble orifice
(11), then secure with plate (10).
The spring (3) is under an installed load of 35 kg.

(77 lbs.). Remove slowly using several long bolts.
2. Remove plate (4), screw bolts into threaded
end of plug (5), and pull out plug, then remove
spring (6) and poppet (7).
3. Remove plug (8), and pull demand spool (9)
out.
3. Assemble demand spool (9), then fit O-ring and

tighten plug (8).
4. Assemble poppet (7) and spring (6), then fit
backup ring and O-ring and install plug (5), then
secure with plate (4).
5. Assemble spring (3), then fit O-ring and install
cover (2).
4. Remove plate (10), screw bolts into threaded

end of orifice (11), and remove orifice.
5. Remove relief valve assembly (12).
L6-10
L06030
FIGURE 6-21. RELIEF VALVE ASSEMBLY

1. Screw
2. Nut
3. Retainer
4. Spring
9. Spring
10. Valve
11. Snap Ring
5. Poppet
6. Nut
7. Holder
8. Seat
RELIEF VALVE ASSEMBLY

Disassembly
1. Loosen nut (2, Figure 6-21), and remove screw
(1), then remove retainer (3), spring (4), and
poppet (5).
Assembly
1. Assemble spring (9) and valve (10).
2. Install snap ring (11).
2. Loosen nut (6), and remove holder (7), then pull

out seat (8).
3. Install backup ring and O-ring to seat (8).
3. Remove snap ring (11), then remove valve (10)

and spring (9).
5. Assemble seat (8), then screw in holder (7), and

secure with nut (6).
4. Install O-ring to holder (7).
6. Install poppet (5), spring (4), and retainer (3).

7. Fit O-ring to screw (1), then screw in and
secure with nut (2).
L06030
L6-11
NOTES
L6-12
L06030
SECTION L7
HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION
INDEX
HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-3

HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-3
HOIST CIRCUIT COMPONENT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-3
Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-3

Hydraulic Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-3
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-3
RAISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-4
HOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-5
POWER DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-6
FLOAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-7
L07031
Hoist Circuit Operation and Component Description
L7-1
NOTES
L7-2
L07031
HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION

HOIST CIRCUIT OPERATION
Hydraulic Filter
The hydraulic pump supplies oil to the demand valve.

After the steering circuit demand has been fulfilled,
the demand valve shifts the flow of hydraulic oil from
the steering circuit to the hoist valve.
Oil is filtered through a 30 micron filter to reduce the

possibilities of contamination to the hydraulic system.
The filter elements should be replaced every 1000
hours or when the filter warning light on the instrument panel turns on.
HOIST CIRCUIT COMPONENT

DESCRIPTION
Hoist Cylinders
The hoist cylinders are located on the outside of the
frame just forward of the rear wheels. The hoist cylinders accomplish the dumping action of the body and
are three stage units. Hydraulic oil from the hoist
pump is routed to the demand valve and on to the
hoist valve. The hoist valve controls the four positions of the hoist cylinders; DOWN, FLOAT, HOLD,
and RAISE.
L07031
It is possible for the indicator light to turn on when oil

in the system is cold. If this occurs, the light should
turn off when the hydraulic oil temperature reaches
normal operating temperature.
Hoist Valve
The hoist valve spool has four positions; RAISE,
HOLD, FLOAT, and POWER DOWN. The positions
are obtained by a combination of the detents, centering spring and lever position.
It should be noted that, at all times, oil from the hoist
pump has access to the relief valve. The valve is set
to relieve pressure in excess of 210 kg.cm2 (3000
psi) to port B returning it to the tank.
L7-3
FIGURE 7-1. HOIST VALVE (RAISE POSITION)

1. Load Check Poppet
2. Spool
3. Detent Spring and Ball
4. Centering Spring
A. Inlet
B. Return
C. Power Down Port
D. Raise Port
RAISE
Movement of the hoist lever to the RAISE position
moves the spool valve to the end of the hoist valve.
The load check valve prevents oil from flowing out of

the raise side of the cylinders when the spool is
moved into and out of the RAISE position, thus preventing the body from dropping.
Oil from the hydraulic pump enters port A. Because

the spool has blocked any further flow, the oil pressure builds up until it opens the spring-loaded load
check valve to port D. The spool in the RAISE position opens port D so oil is directed to the hoist cylinders, through the RAISE line to extend the cylinders.
The return oil from the hoist cylinders goes into port
C past the spool to port B and to the hydraulic
tank.
L7-4
L07031
FIGURE 7-2. HOIST VALVE (HOLD POSITION)

2. Spool
4. Centering Spring
A. Inlet
B. Return
C. Power Down Port
D. Raise Port
HOLD
Located just below the raise position is the hold position. Moving the hoist lever down from the raise position, along with the centering spring, returns the
spool to the HOLD position. Refer to Figure 7-2.
The oil in the hoist cylinders is blocked at port C

and port D by the spool which prevents cylinder
movement.
Oil from the hoist pump enters port A and goes

around the spool to port B and returns to the tank.
L07031
L7-5
FIGURE 7-3. HOIST VALVE (POWER DOWN POSITION)

2. Spool
4. Centering Spring
A. Inlet
B. Return
C. Power Down Port
D. Raise Port
POWER DOWN
Movement of the hoist lever to the DOWN position
moves the spool to the non-detent end of the hoist
valve. This moves the spool to the POWER DOWN
position. Refer to Figure 7-3.
Oil at port D returns from the hoist cylinders and is

open to port B back to the tank.
Oil from the hoist pump enters PORT A and is

directed to port C by the spool. The oil going out
port C goes to the hoist cylinders to retract them.
L7-6
L07031
FIGURE 7-4. HOIST VALVE (FLOAT POSITION)

2. Spool
4. Centering Spring
FLOAT
Moving the hoist lever to the FLOAT position, the
centering spring returns the spool to the FLOAT position where the detent stops it. Refer to Figure 7-4.
A. Inlet
B. Return
C. Power Down Port
D. Raise Port
Hoist cylinder port C is open to port A to allow oil

to flow to the lower areas between the cylinder
stages.
The truck should always be operated on the haul
road with hoist control valve in the FLOAT position.
Oil from the hoist pump enters port A and is

directed to port B by the spool and returns to the
tank. The oil in the hoist cylinders is also returned
back to the tank from port D to port B, due to the
spool location.
L07031
L7-7
NOTES
L7-8
L07031
SECTION L8
HOIST CIRCUIT COMPONENT REPAIR
INDEX
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-3

HOIST VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-4
HOIST CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-7
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-8
L08035
Hoist Circuit Component Repair
L8-1
NOTES
L8-2
L08035
HOIST CIRCUIT COMPONENT REPAIR

HOIST VALVE ASSEMBLY

pin.Loosen the oil filler cap slowly to release the
Removal
1. Drain hydraulic oil.
2. Disconnect control cable (1, Figure 8-1)).
3. Remove bracket (2).
4. Disconnect positioner cable (3).
FIGURE 8-1. HOIST VALVE INSTALLATION
5. Remove spring (4).
1. Control Cable
2. Bracket
3. Positioner Cable
4. Spring
5. Bracket
6. Remove bracket (5).

7. Remove hose (6).
8. Remove tubes (7) and (8).
9. Remove hose (1, Figure 8-2).
6. Hose
7. Tube
8. Tube
9. Hoist Valve
10. Remove hoist valve assembly (9, Figure 8-1).
Installation
1. Install hoist valve assembly.
2. Remove caps and plugs from hoses. Install
hose (1, Figure 8-2).
3. Install tubes (7 & 8, Figure 8-1).
4. Install hose (6).
5. Install bracket (5).
6. Install spring (4).
7. Install positioner cable (3).
8. Install bracket (2).
9. Install control cable (1).
10. Refill hydraulic tank oil to the specified level and
run the engine to circulate the oil through the
system. Then check the oil level again.
FIGURE 8-2. HOSE REMOVAL & INSTALLATION
1. Hose
L08035
2. Bracket
L8-3
Disassembly
1. Remove main relief valve assembly (1, Figure
8-3).
2. Loosen nut (2), and remove screw (3), then
remove retainer (4), spring (5), and poppet (6).
install seal (9), holder (8), and nut (7). Tighten

nut (7) to standard torque.
10. Install poppet (6), spring (5), retainer (4), screw
(3), and nut (2).
11. Install main relief valve assembly (1).
3. Loosen nut (7), and remove holder (8) and seat

(9).
4. Remove snap ring (10), then remove retainer
(11), valve (12), and spring (13) from sleeve
(14).
5. Remove tube (15).
6. Remove case (16), and bolts (17), then remove
detent (18), collar (19), retainer (20), spring
(21), and retainer (22).
7. Remove valve control case assembly (23).
8. Remove cover (24), then loosen bolt (25), move
lever (26), and remove key (27).
9. Remove plate (28), then remove dust seal (29),
oil seal (30), shaft (31), and bearing (32) from
case (33), and pull out spool (34).
10. Remove plate (35), and seat (36), then remove
spring (37) and valve (38) from valve body (39).
Assembly
1. Insert valve (38) and spring (37) in valve body
(39), then fit O-ring and assembly seat (36).
Coat surface of plate (35) with Loctite and
install.
NOTE: Coat the parts in step 2. with Mobil Grease 77
or equivalent lubricant prior to assembly:
2. Press fit bearing (32), oil seal (30), and dust
seal (29) in case (33).
3. Insert shaft (31), assemble key (27) and lever
(26), then align position of notch in spool (34)
with lever (26), and secure with bolt (25).
4. Coat surface of plate (28) and cover (24) with
Loctite and install.
5. Insert spool (34). Coat surface of valve control
case assembly (23) with Loctite and install.
6. Assemble retainer (22), spring (21), retainer
(20), collar (19), and detent (18), then tighten
bolt (17) to standard torque.
7. Coat mating surface of case (16) with Loctite.
Fit O-ring and install case (16).
FIGURE 8-3. HOIST VALVE ASSEMBLY

1. Main Relief Valve Assembly
2. Nut
3. Screw
4. Retainer
5. Spring
6. Poppet
7. Nut
8. Holder
9. Seat
10. Snap Ring
11. Retainer
12. Valve
13. Spring
14. Sleeve
15. Tube
16. Case
17. Bolt
18. Detent
19. Collar
20. Retainer
21. Spring
22. Retainer
23. Valve Control Case Assembly
24. Cover
25. Bolt
26. Lever
27. Key
28. Plate
29. Dust Seal
30. Oil Seal
31. Shaft
32. Bearing
33. Case
34. Spool
35. Plate
36. Seat
37. Spring
38. Valve
39. Valve Body
8. Install tube (15). Tighten tube bolts to 3.75

Kg.m (27 ft. lbs.) torque.
9. Assemble spring (13), valve (12), and retainer
(11) in sleeve (14), then fit snap ring (10) and
L8-4
L08035
FIGURE 8-3. HOIST VALVE ASSEMBLY
L08035
L8-5
HOIST CYLINDER
Removal
The hoist cylinder weighs approximately 330 Kg.

(728 lbs.). Be certain lifting equipment is adequate for handling the load.
1. Install two spacers (one on each side), approx.

100 mm (3.9 inches) thick, between the contact
surface of the frame and body (Figure 8-6). This
will allow enough clearance to retract and
remove the hoist cylinder.
2. Disconnect positioner cable and bracket (1, Figure 8-4).
FIGURE 8-4. LOWER MOUNTING

1. Cable and Bracket
2. Retainer
3. Hose
4. Hose
NOTE: The positioner is on the left side only.

3. Remove mounting pin (2, Figure 8-5).
4. Fit a nylon rope around the hoist cylinder
assembly, then sling using a forklift truck as
5. Relieve hydraulic pressure by moving the hoist
control lever through all positions.
6. Disconnect hoses (3 & 4, Figure 8-4). Cap all
hoses and cylinder ports.
7. Remove retainer (2).
8. Remove hoist cylinder assembly (1, Figure 8-5).
FIGURE 8-5. UPPER MOUNTING

1. Hoist Cylinder
L8-6
2. Mounting Pin
L08035
Installation
1. Position hoist cylinder on frame and body using
a forklift as shown in Figure 8-6.
2. Install mounting pin (2, Figure 8-5).
3. Install retainer (2, Figure 8-4) and tighten capscrews to standard torque.
4. Remove caps from hoses and cylinder ports.
Install hoses (3 & 4).
5. Connect positioner cable and bracket (1).
6. Refill hydraulic tank with engine oil (EO10-CD)
to the specified level, start the engine, and raise
and lower the body 2 - 3 times to circulate the
oil through the system. Then check the oil level
again. (Refer to hydraulic tank filling instructions, this Section.)
FIGURE 8-6. HOIST CYLINDER REMOVAL &
INSTALLATION
L08035
L8-7
Assembly
Disassembly
Tools needed for rebuilding hoist cylinders:
a. 790-502-1003 cylinder repair stand
790-502-2000 cylinder repair stand
b. 790-720-1000 ring expander
NOTE: If a rebuild stand is not available, place
cylinder on a suitable work bench. Be careful not to
nick the cylinder rod.
1. Using a push tool, press fit bushing (3, Figure 88).

2. Fit rod packing (2) and dust seal (4), and install
snap ring (5).
3. Using ring expander, fit piston ring (6, Figure 89) to piston, and install wear ring (7).
4. Assemble piston assembly (11), and install
snap ring (10).
5. Install wear ring (8).
1. Remove mounting bolts (1, Figure 8-9) of cylinder head assembly (2).
2. Remove cylinder and rod assembly (3) from cylinder (5).
3. Remove piston mounting nut (9), then lift off rod
(3) from cylinder (5).
4. Remove cylinder head assembly (2).
6. Using push tool, press fit bushing (6, Figure 87) to cylinder head.
7. Install rod packing (4), dust seal (5) and backup
ring (3), and O-ring (2) to cylinder head (1).
8. Assemble cylinder head assembly (11, Figure
8-9) to cylinder (5).
9. Raise rod (3), align the stud bolt hole, and
assemble in cylinder (5).
5. Remove dust seal (5, Figure 8-7), rod packing

(4) and bushing (6), O-ring (2), and backup ring
(3) from cylinder head assembly.
10. Tighten piston mounting nut (9) to 33 3.3

Kg.m (239 24 ft. lbs.) torque.
6. Remove wear ring (8, Figure 8-9).
11. Assemble cylinder and rod assembly (4) to cylinder (5).
7. Remove snap ring (10), and pull out piston

assembly (11).
8. Remove piston ring (6) and wear ring (7) from
piston assembly.
12. Install cylinder head assembly (2) with mounting

bolts (1). Tighten bolts to 54 8.0 Kg.m (391
9. Remove snap ring (5, Figure 8-8) from cylinder

(1), then remove dust seal (4), rod packing (2)
and bushing (3).
FIGURE 8-8. CYLINDER ASSEMBLY

FIGURE 8-7. CYLINDER HEAD ASSEMBLY
1. Cylinder Head
2. O-Ring
3. Backup Ring
L8-8
4. Rod Packing
5. Dust Seal
6. Bushing
1. Cylinder
2. Rod Packing
3. Bushing
4. Dust Seal
5. Snap Ring
L08035
FIGURE 8-9. HOIST CYLINDER ASSEMBLY

1. Bolt
2. Cylinder Head Assembly
3. Cylinder
4. Cylinder
5. Cylinder
6. Piston Ring
7. Wear Ring
8. Wear Ring
9. Piston Mounting Nut
10. Snap Ring
11. Piston Assembly
12. O-Ring
13. Backup Ring
14. Bushing
15. Rod Packing
16. Dust Seal
17. Snap Ring
18. Dust Seal
19. Rod Packing
L08035
L8-9
NOTES
L8-10
L08035
SECTION L10
HYDRAULIC CHECKOUT
INDEX
HYDRAULIC CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3

DUMP BODY CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
ADJUSTING HOIST LEVER LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4
ADJUSTING HOIST LIMITER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-5
TESTING AND ADJUSTING HYDRAULIC PRESSURE IN STEERING, HOIST CIRCUIT . . . . . . . . L10-6
Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-6
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7
L10020
Hydraulic Checkout
L10-1
NOTES
L10-2
Hydraulic Checkout
L10020
HYDRAULIC CHECKOUT
DUMP BODY CONTROL
The hoist control lever and hoist control valve are
connected by a mechanical control system consisting of a push-pull cable.
This control system is equipped with a hoist limit

system, so when the body is rising, the hoist limit is
actuated when the body reaches the position set for
the limiter.
FIGURE 10-1. DUMP BODY COMPONENT LOCATION

1. Rod
2. Cable (from Hoist Control)
3. Hoist Control Lever
4. Hoist Valve
L10020
5. Body Positioner
6. Hoist Limit Plate
7. Cable (for Body Positioner)
8. Hoist Cylinder
Hydraulic Checkout
9. Intermediate Rod
10. Intermediate Lever
11. Linkage Adjustment
L10-3
ADJUSTING HOIST LEVER LINKAGE

1. Lock the control levers inside the cab in the
HOLD position with the lock plate on the console box.
2. Install and connect the push-pull cable so that
there is no twisting or slack.
3. Set hoist valve lever (1, Figure 10-2) in the
HOLD position.
4. Connect push-pull cable (2) and hoist valve
lever (1), adjust standard dimension A, then
tighten the locknut.
Standard dimension A: 198.5 mm (7.8 in)
5. Adjust intermediate rod (1, Figure 10-3) to standard dimension B.
Standard dimension B: 509 mm (20.04 in)
6. Connect push-pull cable (2, Figure 10-4) to
intermediate lever (1), adjust to standard
dimension C, then tighten the locknut.
Standard dimension C: 203.5 mm (8.01 in)
FIGURE 10-3. INTERMEDIATE ROD

1. Intermediate Rod
2. Bellcrank
B. 509 mm (20.04 in)
7. After adjusting, release the lock plate on the

console box, and check that the travel from
HOLD to RAISE is the specified value (D, Figure 10-2) when the control lever is operated to
RAISE.
Specified value D: 15 mm (0.59 in)
Hydraulic Tank
FIGURE 10-4. INTERMEDIATE LEVER

ADJUSTMENT
FIGURE 10-2. HOIST VALVE ADJUSTMENT
1. Hoist Valve Lever
2. Cable
L10-4
1. Intermediate Lever
2. Cable
C. 203.5 (8.01 in)
A. 198.5 mm (7.8 in)

D. 15 mm (0.59 in)
Hydraulic Checkout
L10020
ADJUSTING HOIST LIMITER

1. Adjust push cable (1, Figure 10-5) to the standard length A.
Standard length A: 180.25 mm (7.09 in)
2. With the dump body raised to a point 50 mm
(1.96 in) before the end of the hoist cylinder
stroke, adjust plate (2, Figure 10-6) so that the
hoist valve lever is released from the detent.
Reference dimension B: 147 mm (5.79 in)
FIGURE 10-5. LINKAGE ADJUSTMENT

1. Cable
2. Linkage
A: 180.25 mm (7.09 in)
FIGURE 10-6. HOIST LIMIT PLATE

1. Adjusting Nuts
2. Plate
3. Attaching Nut
4. Capscrew
L10020
Hydraulic Checkout
B: 147 mm (5.79 in)
L10-5
TESTING AND ADJUSTING

HYDRAULIC PRESSURE IN STEERING,
HOIST CIRCUIT
Steering Circuit
Stop the machine on level ground, apply the

parking brake, and put blocks under the tires.
Lower the body to the frame, stop the engine,
then remove the cap from the hydraulic tank and
release the pressure inside the cylinder circuit.
FIGURE 10-7. HYDRAULIC COMPONENT
LOCATION
Measuring hydraulic pressure in steering circuit

1. Raise the hydraulic oil temperature to 45-55 C
(113-131 F)
2. Remove plug (6, Figure 10-7) and install a 400
kg.cm2 (or a 5000 psi) pressure gauge.
1. Hoist Pressure Port

2. From Hoist Pump
3. Inlet From Steering
Pump
4. Check Valve Assy.

5. To Hoist Valve
6. Steering Pressure
Port
3. Operate the steering wheel fully to the left or

right, and measure the hydraulic pressure when
the circuit is relieved with engine at high idle.
4. Relief pressure should be 210 + 15 kg.cm2
(2986 + 210 psi)
Adjusting hydraulic pressure in steering circuit

If the steering pressure is not within the standard
value, adjust as follows with demand valve.
1. Loosen locknut (1, Figure 10-8) and turn adjustment screw (2) to adjust.
NOTE: To increase pressure, turn clockwise.To
decrease pressure, turn counterclockwise.One
turn of the adjustment screw adjusts by 28 kg.cm2
(398 psi).
FIGURE 10-8. PRESSURE ADJUSTMENT

1. Locknut
2. Adjusting Screw
2. After adjusting, hold the adjustment screw with

a screwdriver to prevent it from turning, then
tighten the locknut and install the cap.
3. Check again so that the hydraulic pressure is
within the specified value.
NOTE: The pressure of crossover relief valve (4,
Figure 10-9) cannot be adjusted when it is installed
on the machine, so do not attempt to adjust the
pressure.
FIGURE 10-9. CROSSOVER RELIEF VALVE
1. Crossover Relief
3. From Steering Valve
2. To Cylinder
4. To Cylinder
L10-6
Hydraulic Checkout
L10020
Measuring Steering Valve Discharge Pressure

2. Measure in the same way as when measuring
the hydraulic pressure in the steering circuit.
Measuring Hydraulic Pressure In Steering Cylinder

1. Remove pressure measurement plug (3) (when
turning the steering to the left) or pressure measurement plug (4) (when turning the steering to
the right), and install a 400 kg.cm2 (or a 5000
psi) pressure gauge.
the hydraulic pressure in the steering circuit.
FIGURE 10-10. STEERING PRESSURES

1. In-line Filter (LS Line)
2. Steering Valve
Discharge
3. Left Steer Pressure

4. Right Steer Pressure
Hoist Circuit
Measuring Hydraulic Pressure In Hoist Circuit
1. Raise the hydraulic oil temperature to 45-55 C
(113-131 F)
2. Remove pressure measurement plug (1, Figure
10-7) and install a 400 kg.cm2 (or a 5000 psi)
pressure gauge.
3. Disconnect the body positioner cable.
4. Operate the hoist control lever, and move the
dump body to the maximum dump position to
relieve the circuit, then measure the hydraulic
pressure with the engine at full throttle.
5. The pressure should be 200 + 15 kg.cm2 (2885
+ 213 psi).
FIGURE 10-11. HOIST RELIEF VALVE

1. Adjustment Screw
L10020
Hydraulic Checkout
2. Locknut
L10-7
Adjusting Hydraulic Pressure In Hoist Circuit

If the hydraulic pressure is not within the standard
value, adjust as follows.
Hoist cylinder pressure (adjust at hoist valve)
1. Loosen locknut (2, Figure 10-11) and turn
adjustment screw (1) to adjust.
NOTE: To increase pressure, turn clockwise. To
decrease pressure, turn counterclockwise. One
turn of the adjustment screw adjusts by 52.9 kg.cm2
(752 psi).
2. After adjusting, hold the adjustment screw with
a screwdriver to prevent it from turning, then
tighten the locknut and install the cap.
3. Check again so that the hydraulic pressure is
within the specified value.
FIGURE 10-12. HOIST CYLINDER PRESSURE
Measuring Hoist Cylinder Pressure

1. Power Up Port
2. Return Line

the hydraulic pressure in the hoist circuit.
L10-8
Hydraulic Checkout
L10020
HOIST CYLINDER LACKS LIFTING FORCE (LIFTING SPEED)
L10020
Hydraulic Checkout
L10-9
HOIST CYLINDER DOES NOT MOVE
L10-10
Hydraulic Checkout
L10020
EXCESSIVE HYDRAULIC DRIFT OF DUMP BODY
L10020
Hydraulic Checkout
L10-11
STEERING FEEL IS HEAVY
L10-12
Hydraulic Checkout
L10020
STEERING DOES NOT FUNCTION
L10020
Hydraulic Checkout
L10-13
STEERING WHEEL VIBRATES
L10-14
Cause
Remedy
Air in hydraulic oil
A, C
Oil leakage in steering cylinder
Hydraulic Checkout
L10020
SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
WIGGINS QUICK FILL FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-1
FAN DRIVE CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-1
COOLANT & OIL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
PAYLOAD METER II - ON BOARD WEIGHING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
EXHAUST BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-1
AUTOMATIC SPIN REGULATOR (ASR) SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-1
AUTOMATIC RETARD SPEED CONTROL SYSTEM (ARSC) TROUBLESHOOTING . . . . . . . . . . . M30-1
M01049
Index
M1-1
NOTES
M1-2
Index
M01049
SECTION M5
WIGGINS QUICK FILL FUEL SYSTEM
INDEX
WIGGINS QUICK FILL FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-3

FUEL TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-3
FUEL RECEIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-3
M05006
Wiggins Quick Fill Fuel System
M4-1
NOTES
M5-2
M05006
WIGGINS QUICK FILL FUEL SYSTEM

FUEL TANK BREATHER VALVE
Removal
Unscrew breather valve (2, Figure 5-2) from tank (1).
Installation
Screw breather valve (2, Figure 5-2) into tank (1).
Disassembly
1. Remove spring clamp (4, Figure 5-1) from outlet.
2. Pull off rubber cover and screen (3).
3. Unscrew nut (5) from top of breather valve.
Remove cover (6), spring (7), and steel ball (8).
4. Slide valve assembly (9) from housing.
5. Disengage tapered spring (1) containing three
balls (2) from valve stem.
Assembly
1. Clean and inspect all parts. If valve, body, or
springs are damaged, replace complete
breather valve.
2. Install in order; tapered spring, one steel ball,
one cork ball and one hollow aluminum ball.
3. Engage three coils of spring on small end of
valve stem with hollow aluminum ball.
4. Install valve into housing.
5. Place steel ball (8) on top of valve. Install spring
(7).
6. Place cover (6) over spring. Screw on large nut
(5).
7. Install screen and rubber cover (3) over outlet.
8. Install spring clamp (4).
FIGURE 5-1. BREATHER VALVE
FUEL RECEIVER
The fuel receiver (4, Figure 5-2) is normally mounted
on the fuel tank (1). Optional locations are the left
hand frame rail or at the Service Center.
1. Tapered Spring
2. Float Balls
3. Cover and Screen
4. Spring Clamp
5. Nut
6. Cover
7. Spring
8. Steel Ball
9. Valve Assembly
Keep the cap on the receiver to prevent dirt build up

in valve area and nozzle grooves. If fuel spills from
tank breather valve or tank does not completely fill,
check breather valve to see that float balls are in
place and outlet screen is clean. If valve is operating
properly, the problem will be with the fuel supply system.
M05006
M4-3
FIGURE 5-2. TYPICAL FUEL TANK BREATHER & RECEIVER INSTALLATION

1. Fuel Tank
2. Breather Valve
3. Fuel Level Gauge

4. Fuel Receiver
NOTE: This Illustration Represents a Typical Installation.

Fuel tank may vary in size, shape and location depending on truck model.
M5-4
M05006
SECTION M6
FAN DRIVE CLUTCH
INDEX
FAN DRIVE CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-3

GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-3
MAJOR COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-3
Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-3
Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-4
Stationary Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-4
OPERATION MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-4
Fully Engaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-4
Modulated Variable Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-5
Fully Released . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-5
Lubricating & Cooling Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-6
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-7
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-8
Basic Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-8
FIELD CHECK DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-9
Preliminary Checks With Engine Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-9
Off Truck Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-12
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-13
FAN CLUTCH REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-15
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-16
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-16
Cleaning And Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-23
ASSEMBLY INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-26
General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-26
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-26
FAN CLUTCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-36
Operational Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-36
M06002 05/04
Fan Drive Clutch
M6-1
NOTES
M6-2
Fan Drive Clutch
05/04 M06002
FAN DRIVE CLUTCH

GENERAL DESCRIPTION
The Fan Drive Clutch is an oil pressure actuated, oil
cooled and lubricated, multi-plate clutch designed for
continuous, infinite fan-to-engine pulley speed ratios
assuring prescribed engine coolant temperatures
and minimum engine horsepower losses. Engine
(sump) lubricating oil is piped to the fan clutch to provide a supply of filtered and cooled oil.
Engine cooling temperature demands are automatically transmitted to the clutch through a thermal sensor and solenoid valve. The fan clutch automatically
adjusts the fan to the precise minimum speed necessary to maintain specified coolant temperature.
Modulated control by the thermal sensor and solenoid valve cause the fan speed to be increased or
decreased smoothly without shock loads. Oil cooled
plates permit continuous clutch slip to give variable
fan speeds.
FIGURE 6-1. TYPICAL FAN CLUTCH ASSEMBLY
M06002 05/04
The fan clutch shaft is a permanent, integral part of

the shaft and bracket assembly, and acts as a bearing surface for the moving parts. Internal ports and
orifices distribute lubricating/cooling oil, and oil control pressure which controls fan speed and modulates the engagement and disengagement of the fan
clutch.
MAJOR COMPONENTS
Input
(Refer to Figure 6-2): The input for the clutch is
through the pulley (1) and bearing retainers (2, 5)
which are bolted together forming the pulley cavity.
The pulley cavity is sealed at the shaft (4) and fan
mounting hub (7) by rotating seals and is supported
by heavy duty ball bearings (3, 6). The slotted cup
section of the front bearing retainer drives the externally tanged steel clutch plates (8).
FIGURE 6-2. INPUT COMPONENTS

5. Front Bearing
1. Pulley
Retainer
2. Rear Bearing
6. Front Bearing
Retainer
7. Front Seal
3. Rear Bearing
8. Steel Clutch Plates
4. Rear Seal
Fan Drive Clutch
M6-3
Output
(Refer to Figure 6-3): The output for the clutch is
through the clutch facing plates (1) which are splined
to and drive the clutch hub (2). The inside diameter of
the hub is splined to and drives the fan mounting hub
(3). The fan is bolted to the fan mounting hub. A fan
spacer is used on the fan mounting hub to position
the fan relative to the radiator.
FIGURE 6-4. STATIONARY COMPONENTS

1. Shaft/ Bracket
Assembly
2. Pitot Tubes
OPERATION MODES
FIGURE 6-3. OUPUT COMPONENTS

1. Facing Plates
2. Clutch Hub
3. Fan Mounting Hub
Stationary Components
(Refer to Figure 6-4): The shaft & bracket assembly
(1) is bolted to the engine and supports the fan clutch
components. Pitot tubes (2) secured to the shaft
pump oil from the clutch, directing it back to the oil
reservoir (engine oil pan).
(Refer to Figure 6-5): With no control pressure in the

pressure cavity, the fan clutch is always disengaged.
The thermal sensor (2) senses engine coolant temperature through its thermal tip. The sensor is calibrated to respond within a specific coolant
temperature range by sending an electrical signal to
drive the solenoid (1). The operating range of the
thermal sensor can be determined by the tag
attached to the body. Engine lubrication oil enters the
solenoid through the inlet (NO) port. The pressure
out (COM) opening of the solenoid valve is connected by a line to the control pressure port of the
fan clutch bracket. The solenoid valve controls the
speed of the vehicle cooling fan by regulating the
amount of oil pressure supplied to engage, modulate,
and allow release of the fan clutch. Oil exiting the
solenoid valve (and fan clutch) is directed to sump
through the oil out (NC) port in the solenoid valve.
Fully Engaged
When engine coolant temperature at the thermal tip
reaches the top of the designed temperature range of
the thermal sensor, full oil pressure is directed by the
solenoid valve into the pressure cavity of the fan
clutch. The control pressure forces the piston against
the clutch plates, clamping the disc stack against the
front bearing retainer. When the clutch plates are
fully clamped, the input and output are fully connected constituting a 1:1 drive through the clutch.
The fan is thus driven at pulley speed.
M6-4
Fan Drive Clutch
05/04 M06002
FIGURE 6-5. THERMAL SENSOR AND SOLENOID VALVE

1. Solenoid Valve
2. Thermal Sensor
Remember:
Modulated Variable Speed

As the engine coolant temperature decreases within
the designed operating range of the controls, the
thermal sensor responds, causing the solenoid valve
to gradually diminish the amount of oil pressure
being directed into the fan clutch pressure cavity. Oil
slowly exhausts from the clutch, through the (NC)
port of the solenoid valve to sump. The pressure
drop inside the pressure cavity reduces the clamping
force of the clutch piston. The clutch plates begin to
slip, reducing fan speed. If engine coolant temperature begins to increase, the above action is reversed,
and the fan increases in speed. When engine water
temperature stabilizes, fan speed stabilizes. The infinite slip ratios of (input) pulley speed to (output) fan
speed in the fan clutch are controlled by the thermal
sensor's sensitivity to engine coolant temperatures,
and the solenoid valve's ability to respond to the sensor's signal by modulating the oil pressure being
used to control the (modulated) engagement of the
fan clutch.
1. When the upper limit of the designed temperature limit of the thermal sensor is reached, full
oil pressure is passed through the solenoid
valve, and the clutch fully locks up for a 1:1 pulley-to-fan drive.
2. Modulated oil pressure from the solenoid valve
produces and controls the variable slip ratios of
pulley rpm -to- fan rpm.
3. When the lower limit of the designed temperature of the thermal sensor is reached, minimum
oil control pressure exists in the pressure cavity
allowing the clutch to fully release.
4. If the truck is equipped with two thermal sensors, either sensor can control the solenoid
valve.
Fully Released
When engine coolant temperature is at or below the
lower limit of the designed temperature range of the
thermal sensor, no oil pressure is directed into the
pressure cavity. Existing pressure in the cavity vents
to sump through the solenoid valve. NO clamping
force is applied to the clutch plates, and the drive to
the fan is disconnected. At this time, the fan merely
idles (at less than 300 rpm) due to viscous oil drag of
the cooling oil passing between the facing plates and
external clutch plates.
M06002 05/04
Fan Drive Clutch
M6-5
Lubricating & Cooling Oil

(Refer to Figure 6-6): Lubricating and cooling oil is
supplied to the fan clutch from the engine oil pressure supply system. The fan clutch oil supply originates at an engine oil pressure port which supplies
cooled, filtered oil. A flow-limiting orifice fitting is factory-installed in the fan clutch oil in port of the shaft
and bracket assembly to regulate the amount of oil
supplied to the clutch. Engine oil travels through the
oil supply line from the engine to the oil in port on
the fan clutch bracket.
Oil then travels through the orifice, through the
bracket, and into the fan clutch shaft. Oil passages in
the shaft distribute lubricating oil to the bearings and
other internal parts, and into the clutch hub cavity.
Centrifugal force drives oil through holes in the clutch
hub to cool the clutch plates. The grooved configuration of the facing plates allows oil to pass over the
clutch plates at all times. It is this flow of cooling oil
over the clutch plates which permits continuous
clutch slip and variable fan speeds.
Centrifugal force carries the oil outward to the inside
diameter of the pulley. The rotational movement of
the pulley carries the oil in the direction of input rotation. Pitot tubes face into the direction of input rotation. The rotational movement of the oil rams the oil
into the pitot tubes, which direct the oil through a passage into and through the fan shaft and bracket, to
an external out port. A line from the out port carries the oil to a non-pressurized port on the engine
where the engine oil is returned to the engine oil
sump.
FIGURE 6-6. LUBRICATING AND COOLING OIL
The pitot tubes pump oil from the pulley, maintaining low internal pressure in the fan clutch. Do
not run the engine without belts driving the fan
clutch pulley.
M6-6
Fan Drive Clutch
05/04 M06002
MAINTENANCE
The fan drive system requires a minimum of maintenance. A few simple checks made periodically will
assure correct operation and long life.
Observe all safety precautions when working in

the area of the fan. If working with a running
engine, the fan will come on automatically without warning when engine temperature rises.
6. Electrical: All electrical connections should be

checked for tightness after each 5000 hours. All
electrical harnesses should be checked for
breaks and frays. Check to insure all grounding
points are intact.
7. Thermostat: The engine thermostat operation
should be checked according to engine manufacturer's specifications and recommendations.
8. Fan clutch: After each 1000 hours, the fan
clutch should be checked for signs of internal
wear as follows:
a. Bearing wear: With the engine off and no oil
supply to the fan clutch, push the fan forward-rearward. No movement of the fan
mounting hub should occur.
Maintenance Checks To Be Made

1. Fan bracket to engine bolts: Check torque after
first week of operation and every 500 hours
thereafter.
2. Fan-to-fan mounting hub bolts: Check torque
after first week of operation and every 500
hours thereafter.
3. Fan belts: Maintain proper belt tension. Refer to
Section C for belt tension adjustment.
NOTE: For the next tests, it is necessary to provide

an external supply of oil pressure at 275 KPa (40 psi)
minimum, 689 KPa (100 psi) maximum. The oil
supply should be compatible with the oil being used
in the engine.
4. Hoses and fittings: Check all hoses and fittings

every 500 hours. Replace all soft, brittle or
frayed hoses. Tighten all loose or leaking fittings.
5. Thermal sensor(s): Check corrosion buildup on
thermal tip after each 5000 hours. Clean if necessary and check for proper operation.
DO NOT DISASSEMBLE OR DISTURB THERMAL
SENSOR SETTING.
M06002 05/04
Fan Drive Clutch
b. Clutch Plate Drive Slot Wear: With the

engine off and the clutch locked up, rotate
the fan with a light force clockwise-counterclockwise. Movement at the tip of a fan blade
should not exceed 22.4 mm (0.88 in.).
Excess movement indicates excessive wear
at the drive tangs.
c. Clutch Plate Wear: With the engine off, apply
275 kPa (40 psi) oil pressure to lockup the
clutch. Using a pull type scale connected to
the fan blade 610 mm (24 in.) from the center of fan, a pull of no less than 712 - 756 N
(160 - 170 lbs.) should be required to rotate
the blade independent of the pulley.
M6-7
TROUBLESHOOTING
Observe all safety precautions when working in

the area of the fan. If working with a running
engine, the fan may come on automatically,
without warning, when engine temperature
rises.
Basic Preliminary Checks
BEFORE troubleshooting the fan drive system, the
following basic principles should be understood:
1. The fan drive clutch is NOT A SNAP OFFSNAP ON type. It is a modulating drive with
infinite variable speeds. A thermal sensor (1,
Figure 6-8) and solenoid valve (7, Figure 6-7)
are used to obtain a modulated engagement.
2. At idle with a cold engine, the fan clutch will be
disengaged, but the fan will turn at approximately 100-300 RPM due to viscous drag of
the oil between the clutch plates.
3. Oil control pressure locks up the clutch. Without pressure to the clutch it is disengaged
(free-wheeling).
4. The solenoid valve, which receives its oil supply from the engine oil pump, regulates the
amount of pressure directed to the clutch control pressure cavity. Control pressure will vary
from 0.0 KPa (0.0 psi) to maximum engine oil
pressure supplied, depending upon engine
temperature and condition.
5. The thermal sensor, mounted at the rear of the
engine, is sensitive to engine water temperature and has an operating range of 82.2C 93C (180F - 190F). As engine water temperature rises above the minimum specified
temperature, the thermal sensor signals the
solenoid valve to increase control pressure
going to the clutch, thus increasing fan speed.
As engine water temperature drops, the thermal sensor signals the solenoid valve to
decrease control pressure going to the clutch,
thus decreasing fan speed.
Note: Several thermal sensors are available, each
with a different operating range. The sensor used
with a particular installation has been selected
based upon many factors such as engine
horsepower rating, cooling system design etc. Each
thermal sensor has a tag attached to the body which
specifies the operating range. When testing
operation of the thermal sensor, refer to this tag for
the proper operating temperature range.
FIGURE 6-7. FAN CLUTCH

INSTALLATION
Note: Fan clutch rotating components
removed for clarity.
1. Fan Clutch Shaft
2. Inlet Oil Port
3. Outlet Oil Port
4. Apply Oil Port
5. Switch
6. A/C Receiver/Dryer
7. Solenoid Valve
M6-8
Fan Drive Clutch
05/04 M06002
FIELD CHECK DIAGNOSIS
ANY TIME THE ENGINE IS OPERATING:

Never try to keep the fan from rotating by
holding fan.
Never tie down fan with straps, chains or
other restraints.
Never shut off oil supply to fan clutch.
When performing the following tests:
VISUALLY AND SAFELY determine whether
the fan is locked up or not.
FIGURE 6-8. THERMAL SENSOR
1. Thermal Sensor
2. Harness Connector
DO NOT replace a defective thermal sensor with

one of a different operating range. Use the exact
replacement part only! DO NOT substitute a nonmodulating type thermal sensor.
6. The fan free-wheels when engine coolant temperature is below the thermal sensor's operating range because minimum control pressure is
supplied to the clutch.
7. The fan rotates at same speed as the fan pulley
when engine water temperature is at the thermal sensor's maximum specified operating temperature, because maximum control pressure is
supplied to the clutch.
8. There should be no axial movement of the fan
with or without control pressure applied to the
clutch. The fan mounting hub should not move
out or in, or front to rear, between the radiator
and the engine.
A locked up fan running at high speed will

create a significantly greater air flow (and
noise level) than will a free-wheeling fan.
Preliminary Checks With Engine Off

1. Inspect Hoses and fittings and repair any leaks.
2. Check fan belt condition and tension. (Refer to
Section C for belt tension specification.)
3. Check condition of wiring, connectors, and
grounds.
Check Clutch Release

The clutch should be released when NO control pressure is supplied to the Control Pressure Port. This
normally occurs only under two conditions: (1) The
engine is not running, or (2) the engine is running but
the coolant system temperature is below the lower
operating temperature of the thermal sensor. The following procedures should be followed if it is suspected the fan clutch is not disengaging properly:
9. With maximum control pressure supplied to the

fan clutch by an external source, total rotational
movement allowable when measured at the tip
of the fan blade is 22.4 mm (0.88 in.).
4. With the engine off, check by rotating the fan

blades:
10. Oil lubricates the bearings and cools the clutch

plates in the fan clutch. Filtered engine oil is
piped from an engine oil port through an orifice
fitting in the oil IN port on the fan clutch mounting bracket. The pitot tubes inside the clutch
pump the oil out of the clutch through the oil
OUT port in the fan clutch mounting bracket to
the engine oil sump.
b. If the fan blades will not rotate, Internal fan

clutch repairs are required.
M06002 05/04
Fan Drive Clutch
a. If the fan can be rotated, the clutch plates

should be releasing properly.
M6-9
5. If the fan blades could be rotated in step 4, but

the fan clutch locks up when the engine is running and the temperature of the cooling system
is below the range of the thermal sensor:
6. Perform check in step 4 above to ascertain the

fan clutch will release and that an internal failure has not occurred which could prevent normal release.
a. Disconnect the control pressure line at the

fan clutch control pressure port and cap the
hose.
7. To test for clutch lock-up using the engine, disconnect the control pressure oil line from the
solenoid and connect it directly to the fan clutch
Pressure Control port. Cap or plug all open
connections.
b. Start the engine and visually check the

speed of the fan. If the fan appears to rotate
at reduced speed (100 to 300 RPM), a problem with the control system is indicated.
8. Start the engine:

a. The fan clutch should be locked-up providing
a minimum of 275 KPa (40 psi) engine oil
pressure is available.
Refer to instructions which follow for testing the thermal sensor and solenoid valve.
b. If the fan clutch does not lock-up (rotate at

pulley speed), an internal fan clutch problem
is indicated.
Check Clutch Lock-up

To test the clutch lock-up function, the clutch must be
supplied with a minimum of 275 KPa (40 psi) oil pressure applied to the Control Pressure port. The oil
supply can be from an external source capable of
supplying engine oil at a minimum of 275 KPa (40
psi) and limited to a maximum of 689 KPa (100 psi)
or can be supplied by the engine running with a coolant temperature within or above the thermal sensor
operating range. Refer to the operating temperature
rating tag on the thermal sensor to determine the
actual operating range.
M6-10
If an external source of oil supply is available, lock-up

can be tested with the engine shut down. Also, the
minimum clutch plate torque capacity specification
can be checked. Refer to 8c, Clutch Plate Wear, in
Maintenance for this procedure.
Fan Drive Clutch
05/04 M06002
Overheating Complaint
Thermal Sensor And Solenoid Valve
Any time an overheating complaint is being investigated, the fan clutch can be operated temporarily in
the lockup mode. In the lockup mode, the fan clutch
functions as would a standard (no clutch) fan hub.
To put the fan clutch in lockup:
On Truck Test
1. Stop the engine.

2. Disconnect the control pressure line from the
solenoid to the fan clutch at the fan clutch.
3. Disconnect the (control pressure) oil supply
line at the solenoid and reroute engine oil pressure directly into the control pressure port in
the fan clutch.
4. Operate the vehicle in a work cycle similar to
that during which the complaint was noted. If
overheating still exists, the source of the problem lies within components of the cooling system other than the fan clutch, thermal sensor
or solenoid valve. Engine oil pressure of 275
KPa (40 psi) or more should lock up the fan
clutch.
NOTE: If the engine can be safely operated and the

temperature gauge is accurate, the test may be
conducted without removing the components from
the engine.
1. Install a "T" fitting and a 0-1034 KPa (0 - 150
psi) pressure gauge in the line between the
solenoid valve COM port and the fan clutch
Control pressure Port.
2. Place the vehicle in a work cycle of sufficient
severity to heat the engine into the operating
range of the thermal sensor.
5. If the solenoid is functioning properly and the

fan clutch is capable of full lock-up, the fan
may be placed in the lock-up mode by disconnecting either of the solenoid valve wires.
a. As engine temperature increases through

the range of the thermal sensor, control
pressure should smoothly increase toward
the maximum pressure being supplied to
the solenoid and fan speed should smoothly
increase. The clutch should lock up at or
before 30 psi (207 KPa) is reached. Control
pressure must reach maximum at the upper
limit of the thermal sensor.
FIGURE 6-9. THERMAL SENSOR AND SOLENOID TEST SETUP

1. Thermometer
M06002 05/04
2. Oil Pressure Gauge
Fan Drive Clutch
3. Voltmeter
M6-11
NOTE: At any point in the thermal sensor operating

range the increasing fan speed may draw sufficient
air to arrest and stabilize engine temperature. If this
occurs, control pressure to the fan clutch will stop
increasing (will stabilize) and will not increase or
decrease until a change in engine temperature
occurs.
Off Truck Test

Test Conditions and Requirements:
1. The thermal sensor must be tested under load.
2. Water must be flowing across the thermal tip.
3. Water temperature at the tip must be accurately measured.
b. As engine temperature decreases through

the range of the thermal sensor, control
pressure should smoothly decrease. Fan
speed should smoothly decrease to idle.
Control pressure must reach less than 55
KPa (8 psi) when coolant temperature has
decreased to the lower limit of the thermal
sensor operating range.
NOTE: Engine temperature may stabilize at any
temperature during a cool down cycle as
explained in above.
4. Voltage output from the thermal sensor must

be measured.
5. Pressurized oil, 275 min. - 689 max. KPa (40
psi min.-100 psi max.), must be supplied to the
solenoid.
6. Attach pressure gauge and drain line to the
solenoid. (Pressure from the solenoid must be
measured.)
TEST:
1. Set up equipment per figure 6-9.
If the thermal sensor does not perform as described

in 2.a and 2.b above, replace the thermal sensor.
The thermal sensor cannot be repaired or calibrated.
2. Heat the water gradually.

3. Read temperature vs. voltage vs. pressure out
of solenoid.
4. Refer to operating temperature range tag on
the thermal sensor and chart below for conditions and proper operation.
THERMAL SENSOR AND SOLENOID TEST SPECIFICATIONS

TEST CONDITION
SENSOR VOLTAGE
SOLENOID PRESSURE
Temperature Below Thermal Sensor

Operating Range
+24 VDC
0.0 psi 0.0 kPa (0.0 psi)(1)
Temperature Within Thermal Sensor Operating Range
+24 VDC - 0.0 VDC(2)
0.0 - Max.kPa (0.0 - Max. psi)(1)
Temperature Above Thermal Sensor Operating Range
0.0 VDC
Max. Supplied Pressure
NOTE 1: Actual 0.0 kPa (psi) will not be attained if tested under normal operating conditions (connected to a fan
clutch). 0.0 - 55 kPa (0.0 - 8.0 psi) internal clutch pressure will read on the gauge.
NOTE 2: As water temperature increases or decreases within the temperature range of the thermal sensor,
voltage output from the thermal sensor and pressure output from solenoid valve should also increase or decrease
(although not in direct proportion). An increase in water temperature produces an increase in voltage output and a
decrease in pressure.
M6-12
Fan Drive Clutch
05/04 M06002
TROUBLESHOOTING CHART
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Engine runs hot, Fan does not lock up, Fan idles continuously
Coolant level low.
Fill radiator to correct level.
Electrical Wiring Problems
Insure tight connections, good grounding points, no bad

wires.
Radiator or front mounted condenser plugged internally Clean radiator and/or condenser coil.
or externally
Cooling system not properly pressurized.
Eliminate source of pressure leak.
Fan belt slipping.
Replace belt if worn. Repair or replace belt tensioning

mechanism. Tighten loose belt
Read control pressure between solenoid valve and fan
clutch. Read voltage output of thermal sensor. Replace
faulty control(s).
Thermal sensor or solenoid valve not operating.

Clutch plates worn out.
See Maintenance - Clutch Plate Wear. If below specs,

replace clutch.
Fan does not turn at maximum pulley speed.
Read control pressure between solenoid and fan clutch.

Replace thermal sensor or solenoid valve if not to
specs.
Thermostat not operating.
Replace thermostat.
Water pump defective.
Replace water pump.
TROUBLE: Engine runs cold, Fan runs continuously at engine speed

Thermal sensor or solenoid valve not operating properly, keeping full pressure on clutch at all times.
Excessive length of bolts that bolt fan to fan mounting

hub.
Test and replace defective thermal sensor or solenoid

valve.
If bolts extend through hub and contact front of bearing
retainer, fan will run continuously. Replace bolts with
grade 8 bolts that fit full thread in fan mounting hub, but
do not extend through. (Check to insure bearings in
clutch are not damaged.)
Control pressure line restricted, not allowing oil to

exhaust from clutch.
Relieve Restriction.
Cooling system bypassing excessive water.
Repair in accordance with engine manufacturer's recommendations.
Thermostat seal leaking.
Replace seal and/or thermostat.
Thermostat stuck open.
Replace thermostat.
Compressor override system (If vehicle is equipped with Check components of the system to insure false signal
air conditioning and override controls).
is not being sent to solenoid causing full lockup.
TROUBLE: Fan drive cycles off and on continuously at abnormally high rate.
Coolant level low.
Fill radiator to proper level.
Radiator partially plugged internally or externally causing too much heat retention.
Clean radiator.
Heat range setting of thermostat and thermal sensor not Replace either thermostat or thermal sensor with corcompatible.
rect temperature setting to obtain proper sequential
operation. (Refer to Parts Catalog).
M06002 05/04
Fan Drive Clutch
M6-13
POSSIBLE CAUSES
TROUBLE: Noisy operation

Noise originating elsewhere, but telegraphing to
appear as though fan clutch is noisy.
On some engines, a severe noise originates in the air

conditioner compressor and telegraphs thru belts to be
heard in fan clutch. Check using steps below. If OK, fan
clutch is OK.
Move fan blade tip in and out between engine and radiator. There should be no forward-rearward movement
of the fan mounting hub. If movement exists, replace or
repair.
With clutch locked up by an external oil pressure
source, rotate fan tip clockwise-counterclockwise. OK if
within specs shown in item 9b page M6-5. If excessive
movement is found, replace or repair fan drive. Excessive wear has occurred between tangs of steel plates
and driving slots in bearing retainer.fan drive.
Internal wear.
TROUBLE: Fan clutch squeals as it engages

Bolts securing fan to fan mounting hub too long and
contacting front retainer.
Remove and replace with bolts of proper length. Grade

8 bolts required. Check to insure bearings in clutch are
not damaged.
Check for forward-reverse and axial movement on fan.

If movement exists . . . .
Replace or repair fan clutch. Bearings may be failed.

Determine cause of oil starvation.
Fan belts loose and slipping.
Repair worn out belt tensioning mechanism. Readjust

belt tension to specs.
Failed bearing(s)
Replace or repair fan clutch.
TROUBLE: Oil leaking from seals

Incorrect bolts holding fan to hub.
If too long and contacting pulley, replace bolts. If leak

continues, replace or repair fan clutch.
No orifice in oil in port.
Install orifice. Refer to Parts Catalog for proper part

number. If seals continue to leak, replace fan clutch.
Oil drain line restricted.
Remove restriction.
Belt tension of drive belts excessive.
Check to be sure belt tensioning mechanism is not

bound up, misaligned, or creating excess tension.
Adjust to specs.If belt tension is OK and seals continue
to leak, replace or repair fan clutch.
Oil seals cocked (improperly installed during clutch

rebuild).
Rebuild correctly using tools and procedures as specified.
Oil leaking under wear sleeve.
Rebuild or repair.
M6-14
Fan Drive Clutch
05/04 M06002
FAN CLUTCH REBUILD
FIGURE 6-10. EXPLODED PARTS VIEW

1. Shaft and Bracket Assy.
2. Nameplate
3. Screws
4. Front Retainer/Seal Assy.
5. Wear Sleeve (Rear)
6. Oil Seal (Rear)
7. Pulley Adapter
8. Main Bearing (Rear)
9. Internal Snap Ring
10. Pitot Tube
11. Ring
12. Setscrews (2 ea.)
13. Facing Plate
14. Steel Clutch Plate
M06002 05/04
15. Spring Washer

16. Wear Plate
17. Piston Housing
18. Sealring (Small)
19. Dowel Pin (2 ea.)
20. Clutch Body
21. Sealring (Large)
22. Balance Plate
24. Sealring
25. Clutch Hub
26. Back Plate
27. External Snap Ring
Fan Drive Clutch
29. Main Bearing (Front)

30. O-Ring
31. Bearing Retainer (Front)
32. Washer
33. Capscrew
34. Oil Seal (Front)
35. Wear Sleeve (Front)
36. Retainer/Seal Assembly
37. Sleeve Bearing (Rear)
38. Fan Mounting Hub
39. Sleeve Bearing (Front)
40. End Cap
41. Woodruff Key
M6-15
DISASSEMBLY
Note: Several special tools are required for proper
disassembly and assembly of the fan clutch. Refer to
Special Tools at the end of this section for rebuild
tool fabrication information.
Preparation
Remove any brackets, spacers, etc. that may
be attached to the fan clutch assembly.
1. Remove capscrews retaining fan belt pulley to

pulley adapter. Remove pulley.
2. Remove capscrews (1, Figure 6-11) and washers (2).
3. Install eye bolts in fan mounting hub and lift
front section (3) out of back section (5).
Remove O-ring (4) and discard.
4. Loosen fan mounting hub/clutch body threads:
Thoroughly clean the exterior surfaces.
a. Clamp bar of tool #6 (6, Figure 6-12) in a

vise. Position the clutch body on the bar of
the tool, aligning the notches with the bar.
Drain any remaining oil from ports.

Select a clean work area for disassembly and
reassembly.
b. Attach tool #7 (1) to fan hub using capscrews

(2) and washers (3). Be certain capscrews
do not contact front bearing retainer.
c. Rotate tool (1) counterclockwise to loosen.
Do not completely separate sections until
next step.
Note: Up to 69 kg.m (500 ft. lbs.) may be required to
break sealant loose.
FIGURE 6-12. REMOVING CLUTCH BODY

FROM HUB
FIGURE 6-11. SEPARATING FRONT AND BACK

SECTIONS
1. Capscrew
2. Washer
3. Front Section
4. O-Ring
5. Back Section
1. Tool #7
2. *Tool Mount
Capscrews
3. *Temporary Washers
4. Fan Mounting Hub

Assembly
5. Clutch Body
6. Tool #6
*NOTE: Use washers to fill gap and to ensure tool

mounting bolts do not go too deep.
M6-16
Fan Drive Clutch
05/04 M06002
5. Remove tool (1) from fan mounting hub. Lift

assembly off tool (6) mounted in vise, invert,
and place assembly on top of work bench.
8. Disassemble clutch hub.

a. Remove snap ring (1, Figure 6-14).
b. Remove backing plate (2).
6. Rotate clutch body assembly (1, Figure 6-13) to

disengage screw threads and remove from
bearing retainer assembly.
7. Remove wear plate (2), spring washer (3).
Remove clutch facing plates (4) and clutch
plates (5) from clutch hub (6). Remove clutch
hub assembly.8. Disassemble clutch hub.
FIGURE 6-14. CLUTCH HUB DISASSEMBLY

1. Snap Ring
2. Backing Plate
3. Clutch Hub
9. Disassemble clutch body assembly.

a. Remove snap ring (1, Figure 6-15). Remove
balance plate (2).
b. Lift clutch body (4) out of piston (7). Remove
and discard large sealring (3).
c. Remove small sealring (6).
Note: If dowels (5) are not worn or damaged, do not
remove.
FIGURE 6-13. CLUTCH PLATE REMOVAL

1. Clutch Body Assy.
2. Wear Plate
3. Spring Washer
4. Facing Plate (7 ea.)
5. Clutch Plate (6 ea.)

6. Clutch Hub Assy.
7. Bearing Retainer
Assembly
FIGURE 6-15. CLUTCH BODY DISASSEMBLY

1. Snap Ring
2. Balance Plate
M06002 05/04
Fan Drive Clutch
3. Sealring (large)
4. Clutch Body
M6-17
10. Setup front bearing retainer assembly on a

press as shown in Figure 6-16. Place assembly
on supports which will allow hub to drop out of
front ball bearing.
12. Setup front bearing retainer on a press with

supports under the retainer and spaced to allow
bearing to drop out of bore as shown in Figure
6-18.
a. Remove woodruff keys (1).
a. Place tool # 2 on front bearing (2).
b. With tool (2) positioned on fan hub and complete assembly under ram, press hub
assembly out of front bearing.
b. Place tool # 5 on top of bearing removal tool

and press bearing out.
FIGURE 6-16. FAN MOUNTING HUB REMOVAL

1. Woodruff Key
2. Tool #4
3. Bearing Retainer
Assembly
4. Fan Mounting Hub

Assembly
FIGURE 6-18. FRONT BEARING REMOVAL

1. Bearing Retainer
2. Front Bearing
3. Tool #5
4. Tool #2
11. Disassemble front bearing retainer.

a. Remove snap ring (1, Figure 6-17).
b. Use a punch to drive the front oil seal (3) out
of the bearing retainer bore.
13. Sleeve Bearing Inspection: Refer to Figure 6-19

and compare appearance of I.D. of the sleeve
bearings in the bore of the fan mounting hub
with the illustrations. If the bearings require
replacement, proceed to step 14. If not, go to
step 17.
FIGURE 6-17. FRONT BEARING RETAINER

DISASSEMBLY
1. Snap Ring
2. Bearing Retainer
M6-18
3. Oil Seal
Fan Drive Clutch
05/04 M06002
FIGURE 6-19. SLEEVE BEARING

INSPECTION
Examine the surface
bearings for wear:
of
the
sleeve
Compare the color and pattern on

the bearing surface with the
illustration to determine if the
bearings require replacement. (As
wear increases, the color becomes
lighter.)
If replacement is
proceed to step 14.
necessary,
14. Setup fan mounting hub assembly (2, Figure 620) on supports on bed of press. Insert tool #1D
through bore and press end cap (3) out.
16. Remove tool from bore of hub and remove

assembly from press.
15. Remove tool #1D and insert tool #1A. (1, Figure
6-21). If necessary, add support blocks to allow
clearance for sleeve bearings to drop out. Press
both sleeve bearings (4 & 5) out at the same
time.
FIGURE 6-21. BEARING REMOVAL

1. Tool #1A
2. Fan Mounting Hub
3. Seal/Retainer Assy.
FIGURE 6-20. END CAP REMOVAL

1. Tool #1D
2. Fan Mounting Hub
Assembly
M06002 05/04
3. End Cap
Fan Drive Clutch
4. Rear Sleeve
Bearing
5. Front Sleeve
Bearing
M6-19
17. Using a small pry bar (2, Figure 6-22), remove

seal/retainer assembly (3).
FIGURE 6-23. WEAR SLEEVE REMOVAL

1. Fan Mounting Hub
FIGURE 6-22. SEAL/RETAINER REMOVAL

1. Fan Mounting Hub
2. Pry Bar
2. Wear Sleeve
19. Back Section Disassembly:

a. Remove hook-type sealrings (1, Figure 6-24)
from shaft and bracket assembly (2).
3. Seal/Retainer
Assembly
b. Remove two setscrews (4) from ring and

tube assembly (3).
18. Remove front wear sleeve:
c. Remove ring & tube assembly.
Removing the front wear sleeve requires extreme

care.If the wear sleeve is completely split, damage to the shaft underneath will result in seal
leaks after rebuild.
a. Using a chisel, make 3 indentations or
grooves about 120 degrees apart to loosen
the wear sleeve (2, Figure 6-23), but do not
cut through the wear sleeve.
b. Carefully remove the wear sleeve.
FIGURE 6-24. SEALRING REMOVAL

1. Sealrings
3. Ring & Tube Assy.
(Hook Type)
4. Set Screws (2 ea.)
2. Shaft & Bracket Assy
M6-20
Fan Drive Clutch
05/04 M06002
FIGURE 6-27. WEAR SLEEVE REMOVAL

1. Chisel
2. Wear Sleeve
FIGURE 6-25. SHAFT & BRACKET REMOVAL

1. Tool #4
2. Bearing
3. Shaft & Bracket

Assembly
g. Remove the rear wear sleeve.
d. Place back section assembly on supports on

press bed as shown in Figure 6-25.
e. Place tool #4 on end of shaft, under press
ram. Carefully press shaft out. Protect shaft
from damage as it drops free.
f. Remove seal/retainer assembly (1, Figure 626).
Removing the rear wear sleeve requires extreme

care.If the wear sleeve is completely split, damage to the shaft underneath will result in seal
leaks after rebuild.
1.) Using a chisel, make 3 indentations or
grooves about 120 degrees apart to
loosen the wear sleeve (2, Figure 6-27),
but do not cut through the wear
sleeve.
2.) Carefully remove the wear sleeve.
FIGURE 6-26. SEAL/RETAINER REMOVAL

1. Seal/Retainer Assy.
M06002 05/04
2. Shaft & Bracket Assy.
Fan Drive Clutch
M6-21
FIGURE 6-28. OIL SEAL REMOVAL

1. Pulley Adapter
2. Snap Ring
3. Oil Seal
h. Place supports under pulley adapter (1, Figure 6-28). Remove snap ring (2).
FIGURE 6-29. REAR MAIN BEARING REMOVAL
i. Use a punch to drive rear oil seal (3) out of

bore.
1. Tool #5
2. Tool #2
3. Pulley Adapter
4. Bearing
j. Setup pulley adapter on supports as shown

in Figure 6-29.
1.) Place tool #2 on bearing (under press
ram). Place tool #5 on top.
2.) Carefully press bearing out of bore.
M6-22
Fan Drive Clutch
05/04 M06002
Cleaning And Inspection
Fan Clutch Components Inspection
Clean all parts thoroughly. Remove sealant. Always

replace severely damaged parts.
Refer to the illustrations below and on the following

pages for individual part inspection and maximum
wear allowances.
Ball Bearings: Replace at rebuild

Internal Snap Rings: Must not be damaged.
Must not be worn on sides. Must be flat.
Must have square edges at O.D.
External Snap Rings: Internal snap rings:
Must not be damaged. Must not be worn on
sides. Must be flat. Must have square edges
at I.D.
Sealrings (large & small): Replace at rebuild
Shaft & Bracket Assembly

Refer to Figure 6-30 and measure shaft dimensions
at locations shown in the illustration. The table lists
dimensions for the maximum amount of acceptable
wear. Refer to notes for additional information
regarding wear surface condition.
Be certain internal ports are clean and openings are
not plugged.
Oil Seals: Replace at rebuild

Bolts/Washers: Reuse unless damaged or
worn
Seal/Retainer Assemblies:
damaged or worn
Replace
if
Wear Sleeves: Replace at rebuild

Sleeve Bearings: The teflon I.D. contact
surface will appear dark in color when new,
and will progress to a light color near the end
of the useful wear life. (See Figure 6-19.)
Fan Belt Pulley: No excessive wear, nicks or
gouges.
LOCATION
DIMENSION
mm
NOTES
inches
38.029 Min.
1.4972 Min.
No steps in surface
2.616 Max. Width
0.103 Max. Width
Sealrings must fit free in

grooves
57.836 Min.
2.277 Min.
60.000 Min.
2.3622 Min.
63.449 Min.
2.498 Min.
Must bee free of nicks that rise

above surface
79.896 Min.
3.1455 Min.
Must bee free of nicks that rise

above surface
NOTES:
Some Shaft & Bracket Assemblies are constructed for manufacturing purposes as 2-piece units. DO
NOT separate the shaft from the bracket.
Pipe plugs should be removed for cleaning, but must be reinstalled using Loctite Primer N and
Loctite #242.
Be certain shaft oil ports are free and clear.
The orifice plug may be removed for cleaning. Be certain it is reinstalled in the Oil In port.
FIGURE 6-30. SHAFT AND BRACKET ASSEMBLY INSPECTION
M06002 05/04
Fan Drive Clutch
M6-23
FIGURE 6-31. PULLEY ADAPTER INSPECTION
FIGURE 6-33. CLUTCH HUB INSPECTION

*Note: Any wear marks present on teeth must not
have straight sides that would restrict plate
movement. If wear marks have smooth entry and
exit marks, the notches will not restrict plate
movement and the clutch hub may be reused.
FIGURE 6-34. CLUTCH PLATE INSPECTION

Note: Facing plates are 2.46 mm (0.097 in.)
minimum thickness (total) when new and are worn
out at bottom of grooves. Grooves are 0.178 mm
(0.007 in.) min. deep when new.
FIGURE 6-32. CLUTCH BODY ASSEMBLY

INSPECTION
FIGURE 6-35. BACK PLATE INSPECTION
M6-24
Fan Drive Clutch
05/04 M06002
FIGURE 6-39. RING AND TUBE ASSEMBLY

INPECTION
FIGURE 6-36. FAN MOUNTING HUB INSPECTION
*Note: These surfaces must be free of nicks that
rise above surface.
FIGURE 6-40. BALANCE PLATE INSPECTION
FIGURE 6-37. END CAP INSPECTION
FIGURE 6-38. BEARING RETAINER INSPECTION
FIGURE 6-41. PISTON HOUSING INSPECTION
*Note: Any wear marks present in slots must not

have straight sides that would restrict plate
movement. If wear marks have smooth entry and
exit marks, the notches will not restrict plate
movement and the retainer may be reused.
*Note: Dowel pin holes are 8.92 mm (0.351 in.) dia.

max. when new and may be elongated by wear.
Maximum diameter across the elongated area
must not exceed 9.53 mm (0.375 in.).Remove all
sealant.
M06002 05/04
Fan Drive Clutch
M6-25
ASSEMBLY INSTRUCTIONS
Assembly
1. In preparation for installation, place the end cap
in a freezer or dry ice for 15-30 minutes.
General Instructions
Thoroughly clean all parts using care to
remove all oil residue, sealant compounds,
dirt, debris, and other foreign material from
components.
2. Using tool #1B (2, Figure 6-42), press the front

sleeve bearing (3) into the fan mounting hub
(1). Apply pressure until step in tool contacts
shoulder in hub to properly position bearing.
The manufacturer recommends the use of

Loctite brand or equivalent sealants,
retaining
compounds,
activators,
accelerators, primers and cleaners. These
product part numbers are provided in the
assembly instructions. Similar products are
listed in Section A of this manual.
When using Loctite brand or equivalent
products, it is important to follow the
manufacturer's instructions for use of that
product. Failure to do so may inhibit that
product's ability to perform as designed,
rendering the fan clutch subject to failure or
malfunction. Be sure to use specified surface
preparation products, and adhere to initial
setup and cure time of the product specified
(where applicable).
Apply the specified Loctite products on both
the male and female surfaces in contact
unless otherwise specified.
Successful assembly can be accomplished
by the use of the procedures and tools shown
on the following pages. The tools shown in
Special Tools at the end of this Section are
designed to insure that the assembly of the
parts meets engineered specifications.
Failure to properly use the specified tools or
follow the specified procedures may result in
oil leaks, bearing failure, or other malfunction
of the clutch assembly.
FIGURE 6-42. FRONT SLEEVE BEARING

INSTALLATION
1. Fan Mounting Hub
2. Tool #1B
3. Front Sleeve Bearing
3. Invert the fan mounting hub (1, Figure 6-43).

Press the rear sleeve bearing (3) into the bore
of the hub until tool (2) contacts rear of hub.
Assembly must be performed in a clean

environment, using tools and equipment
designed for the size and weight of the fan
clutch and for the function being performed.
Do not use inappropriate tools, abusive force,
or procedures that will damage parts or
create unsafe working conditions.
FIGURE 6-43. REAR SLEEVE BEARING

INSTALLATION
1. Fan Mounting Hub
2. Tool #1B
M6-26
Fan Drive Clutch
3. Rear Sleeve Bearing
05/04 M06002
Wear Sleeve Identification:

The front wear sleeve and rear wear sleeve are
ground with a machined lead on the surface (refer
to Figure 6-45). The directions of the leads on the
front and rear sleeves are opposite one another.
The wear sleeves must be properly identified and
installed in the correct position in the fan clutch
(front and rear).
The I.D. of the front wear sleeve will be color coded
red, while the rear wear sleeve will be color coded
blue.
FIGURE 6-44. FRONT SEAL/RETAINER

ASSEMBLY INSTALLATION
1. Fan Mounting Hub
2. Seal/Retainer
Assembly
Note: The machined lead is not visible to the naked

eye.
3. Tool #2
4. Tool #3
4. Press the front seal/retainer assembly (2, Figure 6-44) onto the fan mounting hub (1). Be
certain seal/retainer assembly is straight. Tool
#3 will contact shoulder on hub when fully
seated.
Failure to install wear sleeves correctly will

result in oil leaks. DO NOT interchange. Be certain to properly identify the correct parts when
the wear sleeves are installed in the next steps.
FIGURE 6-45. WEAR SLEEVE IDENTIFICATION

1. Front Wear Sleeve
2. Fan Mounting Hub Assembly
M06002 05/04
Fan Drive Clutch
3. Shaft and Bracket Assembly

4. Rear Wear Sleeve
M6-27
FIGURE 6-47. END CAP INSTALLATION

1. End Cap
FIGURE 6-46. FRONT WEAR SLEEVE

IDENTIFICATION
1. Fan Mounting Hub
3. Front Wear Sleeve
2. Tool #2
2. Fan Mounting Hub
6. Setup the fan mounting hub on the press as

a. Apply Loctite Primer N to the bore of the
fan mounting hub (2) as shown in Figure 647. DO NOT apply Loctite to end cap.
5. Select the new front wear sleeve and verify the

correct part according to the information on the
previous page. (Red color code).
a. Apply Loctite Primer N to I.D. of wear
sleeve (3) and to fan mounting hub (1) as
b. Apply Loctite #242 to same area.

c. Remove end cap from freezer and press end
cap (1) into bore until it seats against face of
hub.
b. Apply Loctite #242 to above parts.

c. Using tool #2, carefully press the front wear
sleeve onto the fan mounting hub until
sleeve stops against shoulder. Do not allow
tool to mar bearing surface!
d. Wipe off excess sealant with a soft cloth.
DO NOT polish, scratch or mar wear sleeve

ground surface. This will cause seal oil leaks.
M6-28
Fan Drive Clutch
05/04 M06002
FIGURE 6-48. FRONT MAIN BEARING

INSTALLATION
1. Bearing Retainer
(Front)
2. Bearing
FIGURE 6-49. FRONT OIL SEAL INSTALLATION
3. Tool #5
7. Setup the bearing retainer (1, Figure 6-48) on

supports as shown.
a. Apply Loctite Primer N to bearing (2) outer
race and bore of bearing retainer.
1. Bearing Retainer
(Front)
2. Oil Seal (Front)

3. Tool #5
8. Remove front bearing retainer from press bed

and invert as shown in Figure 6-49. Place supports under bearing bore area.
a. Apply Loctite Primer N to O.D. of oil seal
(2) and bore in bearing retainer.
c. Using tool #5, press bearing to bottom of the

bore in the retainer.
d. Install snap ring (4).
The seal lip must remain dry. DO NOT allow Loctite to contact seal lip.
c. Position seal over bore and place tool #5

centered over seal.
d. Press seal into bore until tool contacts face
of bearing retainer. (Seal will be flush and
straight with face of bearing retainer.)
e. After seal is installed, wipe off excess sealant and remove rubber strings created
when seal was pressed into bore.
M06002 05/04
Fan Drive Clutch
M6-29
e. After the bearing has been pressed in place,

remove the assembly tools and spin the
bearing retainer on the fan mounting hub
(approximately 25 revolutions) to burnish the
teflon seal lip contact area on the wear
sleeve. Seal lip and mating surface must
be dry.
9. Setup fan hub mounting assembly on supports

on press bed as shown in Figure 6-50.
a. Apply Loctite Primer N to bearing (6) inner
race and mating area on fan mounting hub
(4).
c. Carefully lower bearing retainer assembly
onto fan mounting hub assembly. Make certain seal lip does not come in contact
with the Loctite as parts are assembled.
10. Install the backing plate (2, Figure 6-51) on the

clutch hub (3). Install snap ring (1).
Oil Seal lip is teflon material.

Assemble dry
Do not use lubricants during assembly
d. Using tools #2 and #3, press bearing (6)
inner race onto fan mounting hub until the
bearing contacts the wear sleeve.
FIGURE 6-51. CLUTCH HUB ASSEMBLY
1. Snap Ring
2. Backing Plate
3. Clutch Hub
11. If dowel pins (2, Figure 6-52) were removed

from clutch body, install as follows:
a. Apply Loctite Primer N to dowel pins (2)
and holes in clutch body (3).
c. Press dowel pins in until flush with face of
clutch body as shown below.
12. Install large sealring (1) in clutch body groove.
FIGURE 6-50. FAN HUB/BEARING RETAINER

ASSEMBLY
1. Tool #2
2. Tool #3
3. Bearing Retainer
4. Fan Mounting Hub

5. Oil Seal
6. Main Bearing
FIGURE 6-52. CLUTCH BODY ASSEMBLY

1. Sealring (Large)
2. Dowel Pin
M6-30
Fan Drive Clutch
3. Clutch Body
05/04 M06002
FIGURE 6-54. BALANCE PLATE INSTALLATION
FIGURE 6-53. PISTON HOUSING/CLUTCH

BODY ASSEMBLY
1. Clutch Body
2. Sealring (Large

2. Balance Plate
3. Piston Housing
Assembly
3. Piston Housing
4. Sealring (Small)
13. Install small sealring (4, Figure 6-53) as follows:

a. Stretch sealring (4) by hand prior to installation so it will completely fill the groove and
remain there for further installation.
15. Position the clutch body/piston housing assembly as shown in Figure 6-54.
b. Install sealring in groove, making sure it is

not twisted.
14. Lubricate surfaces shown in Figure 6-53 and
assemble:
a. Apply Loctite Primer N to piston housing in

balance plate seating area as shown.
b. Apply Loctite #242 in same area.
c. Install balance plate (2) and the internal snap
ring (1).
a. Use a very light force to move the large sealring (2) past the chamfer, and the body past
the small sealring (4).
b. Adjust the small sealring so the body passes
through it without damage.
c. Be certain dowels properly enter the dowel
holes (not the cast grooves) in the piston
housing (3).
M06002 05/04
Fan Drive Clutch
M6-31
FIGURE 6-56. CLUTCH BODY/FRONT SECTION

ASSEMBLY
FIGURE 6-55. CLUTCH PLATE INSTALLATION
1. Wear Plate
2. Spring Washer
3. Facing Plate (7 ea.)
4. Steel Plate (6 ea.)

5. Clutch Hub Assy.
6. Woodruff Key (2 ea.)
16. Install clutch hub assembly (5, Figure 6-55) and

woodruff keys (6) into fan mounting hub assembly.
1. Clutch Body
Assembly
2. Front Section
18. Reposition the assembly as shown in Figure 657 with the bar of tool #6 mounted in a vise and
the tool located in the notches of the clutch
body. Install tool #7 using washers, if necessary
to prevent tool mounting capscrews from interfering with the front bearing retainer.
19. Rotate the tool #7 clockwise to tighten. Tighten
to 34.5 - 41.4 kg.m (250 - 300 ft. lbs.) torque.
a. Install a facing plate (3) in the bottom.

b. Install a steel plate (4). Continue to install
remaining plates, alternating facing plates
and steel plates. Note that a facing plate will
be on the bottom and another on the top of
the stack.
c. Install spring washer (2) and wear plate (1).
17. Assemble clutch body (1, Figure 6-56) in the
front section (2).
a. Apply Loctite Primer N to internal threads
in clutch body and external threads of fan
mounting hub as shown in Figure 6-56.
b. Apply Loctite #242 to same area.
c. Thread the clutch body onto the front section
finger tight.
FIGURE 6-57. FRONT SECTION TORQUE
1. Tool #7
2. Fan Mounting Hub
Assembly
M6-32
Fan Drive Clutch
3. Clutch Body
4. Tool #6
05/04 M06002
FIGURE 6-59. INSTALLING REAR WEAR SLEEVE
FIGURE 6-58. REAR SEAL/RETAINER

ASSEMBLY INSTALLATION
1. Tool #5
2. Tool # 2
3. Tool #3
4. Seal Retainer Assy.

5. Shaft & Bracket Assy
1. Tool #5
2. Tool #2
3. Wear Sleeve
22. Place pulley adapter on supports on press bed.

a. Apply Loctite Primer N to sides of bearing
bore in pulley adapter (1) and to outer race
of bearing (4) as shown in Figure 6-60.
20. Setup shaft and bracket assembly (5, Figure 658) on bed of press. Using tools #2, #3 and #5,
press seal retainer assembly (4) onto shaft until
it stops against the shoulder. Be certain seal
retainer assembly is straight.
b. Apply Loctite #609 to same areas.

c. Press the rear bearing into the pulley
adapter.
d. Install the internal snap ring (2).
21. Install rear wear sleeve (3, Figure 6-59) on the

shaft. Be certain correct wear sleeve is
installed; the I.D. should be color coded blue.
(Refer to Figure 6-45 for identification information.)
a. Apply Loctite Primer N to I.D. of wear
sleeve and sleeve mounting area of shaft. as
c. Using tools #2 and #5, carefully press until
wear sleeve stops against shoulder.
Do not polish, scratch, or mar wear sleeve

ground surface. This will cause oil leakage.
FIGURE 6-60. REAR BEARING INSTALLATION
d. Wipe off excess sealant with a soft cloth.
M06002 05/04
Fan Drive Clutch
1. Pulley Adapter
3. Tool #5
4. Rear Bearing
M6-33
b. Apply Loctite #609 adequately but sparingly to prevent Loctite from being spread
onto the wear sleeve.
Do not use a lubricant during assembly. Do not

allow seal lip to contact Loctite.
FIGURE 6-61. REAR OIL SEAL INSTALLATION

1. Tool # 5
2. Oil Seal
3. Pulley Adapter
23. Invert the pulley adapter on the press and install

the rear oil seal.
a. Apply Loctite Primer N to sides of seal bore
in pulley adapter (3) and to O.D. of the rear
oil seal (2) as shown in Figure 6-61.
c. With tool #5 centered on oil seal, press into
bore until tool contacts face of pulley
adapter.
FIGURE 6-62. PULLEY ADAPTER ASSEMBLY
INSTALLATION
The seal lip must remain dry. DO NOT allow Loctite to contact seal lip.
1. Tool #5
2. Tool #2
3. Pulley Adapter Assy.
4. Rear Bearing
5. Oil Seal
d. Wipe off excess sealant and remove rubber

strings after installation.
24. Setup shaft and bracket assembly as shown in

Figure 6-62.
a. Apply Loctite Primer N to I.D. of rear bearing (4) and the bearing seat area on the
shaft.
M6-34
Fan Drive Clutch
c. Carefully lower the pulley adapter assembly

onto the shaft assembly, making sure no
Loctite comes in contact with the seal lip.
Press the assembly into place until the bearing contacts the wear sleeve.
d. After the components are assembled, spin
the pulley adapter on the shaft for approximately 25 revolutions (with the seal lip and
mating contact surface dry) to burnish the
teflon seal lip contact area on the wear
sleeve.
05/04 M06002
d. Install the first setscrew and tighten to 3.0 3.5 kg.m (22 - 25 ft. lbs.) torque.
e. Install the second setscrew and tighten to
3.0 - 3.5 kg.m (22 - 25 ft. lbs.) torque.
26. Install two hook-type sealrings (1, Figure 6-64)

in grooves on shaft (2). Rotate the sealrings in
the grooves so the split lines are 180 apart.
FIGURE 6-63. RING & TUBE INSTALLATION

1. Tool #5
2. Tool #2
3. Tool #3
4. Ring & Tube Assy.

FIGURE 6-64. SEALRING INSTALLATION
25. Press the ring and pitot tube assembly onto the
shaft and bracket assembly as shown in Figure
6-63.
1. Sealrings
a. Align the tapped set screw holes in the ring

with the pocket machined into the shaft.
Note: the tubes will be located at the 12 o'clock and 6
o'clock position when the fan clutch is mounted on
the engine. The tubes will curve counterclockwise
when viewing down into the adapter.
b. If tolerances allow, it may be possible to
position the ring and tube assembly on the
shaft without pressing. If not, use tools #2,
#3 and #5 to press in place.
27. Install the O-ring (4, Figure 6-65) on the bearing

retainer assembly. Generously lubricate the
hook-type sealring area and lower the front section (3) onto the rear section (5).
28. Install capscrews (1) and washers (2). Tighten
capscrews to 2.3 - 2.9 kg.m (17 - 20 ft. lbs.)
torque.
c. After assembly, apply Loctite primer N and

Loctite #242 to threads of both setscrews.
M06002 05/04
Fan Drive Clutch
M6-35
FAN CLUTCH TEST

Figure 6-66 illustrates a clutch test setup for bench
testing a rebuilt unit. The recommended hose sizes
are shown for the clutch oil supply, return line, and
control pressure line. Use this information for selecting the proper hoses and refer to Figure 6-7 for oil
port location for hose hookup.
The fan clutch must be bolted to a suitable fixture to
allow hookup of a drive motor and drive belt tensioned to the same specification (600 lbs. tension) as
used when installed on the truck. In addition, the fan
mounting hub must be restricted from rotating during
the disengaged portion of the test. Be certain rotation is freely allowed when the clutch is
engaged.
Operational Test
Test for proper engagement, disengagement, and oil
leaks using OIL at both the Oil IN and Control
Pressure locations. DO NOT use air pressure.
1. The fan clutch should be fully locked up with
2.81 kg/cm2 (40 psi) oil pressure supplied to the
control pressure port.
2. Run the fan clutch with 82C (180F) oil supplied to the oil in port for 2 hours. Manually
engage and disengage the clutch during test to
operate seals in both modes. Restrict fan
mounting hub rotation while clutch is disengaged, but be sure fan mounting hub is
allowed to rotate freely while clutch is
engaged.
FIGURE 6-65. FINAL ASSEMBLY
1. Capscrews
2. Washers
3. Front Section
4. O-Ring
5. Rear Section
29. Install fan belt pulley onto pulley adapter. Install

capscrews and tighten to 5.0 - 5.9 kg.m (36 - 43
ft. lbs.) torque. Install fan spacer and/or engine
mounting bracket if applicable.
Fan clutch rotation causes the pitot tubes to

pump (lubrication) oil from inside the fan clutch,
maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is
rotating in the proper direction, internal pressures will become excessive, causing the oil
seals to leak.
Note: Heavy side indicators may be stamped in the

pulley and pulley adapter. These marks must be
located 180 apart to obtain the best balance.
M6-36
Fan Drive Clutch
05/04 M06002
FIGURE 6-66. FAN CLUTCH TEST HOOKUP
M06002 05/04
Fan Drive Clutch
M6-37
SPECIAL TOOLS
The tools on the following pages are necessary for proper disassembly and assembly of the fan clutch during rebuild. These tools
can be fabricated locally using the dimensions shown. All tools can
be fabricated from mild steel.
M6-38
Fan Drive Clutch
05/04 M06002
M06002 05/04
Fan Drive Clutch
M6-39
M6-40
Fan Drive Clutch
05/04 M06002
SECTION M7
COOLANT AND OIL HEATERS
INDEX
COOLANT AND OIL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3

SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
ENGINE COOLANT HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
OIL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6
M07009 05/04
Coolant and Oil Heaters
M7-1
NOTES
M7-2
05/04 M07009
COOLANT AND OIL HEATERS

SYSTEM OPERATION
The optional cold climate engine coolant and oil heaters provide a method of keeping the truck engine and
transmission oil supplies and engine coolant warm
when the truck is not being operated. For extremely
low temperature environments, an arctic option is available which provides heaters for the hydraulic oil supply
and rear axle oil in addition to the engine and transmission heaters. Refer to Figure 7-1 for location of heating
devices.
Two heaters (3) are installed in the engine oil pan and
are controlled by a single thermostat (4) to warm
engine lubricating oil. Two heaters (6) are installed at
the rear of the engine for warming engine coolant, and
are controlled by an internal thermostat in each heater
assembly. A single heater (8) is installed in the transmission oil pan and is controlled by a separate thermostat (4).
The heaters require 240 VAC for operation and are

rated as follows:
Engine Oil. . . . . . . . . . .600 watts (each heater)

Engine Coolant. . . . . . .2500 watts (each heater)
Transmission. . . . . . . . .600 watts
The following additional heaters are installed with the
arctic option:
Hydraulic Tank. . . . . . .600 watts (each heater)

Rear Axle. . . . . . . . . . . 600 watts (each heater)
An additional transmission oil heater
. . . . . . . . . . . . . . . .600 watts
If equipped with the extreme cold weather (arctic)

option, a second heater (7) is installed in the transmission oil pan. Two heaters (11) with a single thermostat
are installed in the rear axle. Three heaters (12) are
installed in the brake oil tank and two heaters (14) are
installed in the hoist/steering system tank. Each section of the tank has its own thermostat.
Receptacles (1) located at the left side of the front
bumper allow connection of an external 240VAC power
source when the truck is parked and the engine is shutdown. Note: If equipped with the arctic option, two
receptacles are installed.
M07009 05/04
M7-3
1. Power Receptacle
2. Junction Box
3. Engine Oil Heaters
4. Thermostat
5. Engine Oil Pan
6. Engine Coolant Heaters
7. Transmission Oil Heater (Arctic Option Only)
8. Transmission Oil Heater
9. Transmission Oil Pan
10. Rear Axle
11. Rear Axle Oil Heaters
12. Brake Oil Heaters (Arctic Option Only)
13. Hydraulic Tank
14. Hoist/Steering Oil Heaters
FIGURE 3-1. COOLANT AND OIL HEATERS
M7-4
05/04 M07009
ENGINE COOLANT HEATERS
Troubleshooting
The engine coolant heaters (6, Figure 7-1) operate on

the principle of thermosiphon. As the temperature of
the coolant in the heater tank (4, Figure 7-2) increases,
its density decreases causing it to rise through the outlet of the tank to the engine. The coolant leaving the
heater tank is replaced with coolant drawn from the
engine and the cycle is repeated.
Always disconnect line power at receptacle (1, Figure 7-1) before disconnecting heater element or
thermostat wiring. Hazardous voltage levels are
present when system has power applied!
The engine coolant heaters are controlled by a thermostat (1) mounted on the intake end of the heating units.
The thermostat turns the heater ON at 38C (100F)
and OFF at 49C (120F). An additional high temperature limit thermostat (6) located at the outlet end, prevents excessive temperatures.
When coolant temperature is below 38C (100F) and

power is applied to the system, the coolant heater
tanks (4, Figure 7-2) should feel warm to the touch.
If no warmth is detected, verify correct line voltage is
being supplied to the power receptacle.
If input power is correct, disconnect line power cable
and refer to the electrical schematic, Figure 7-4 to
check the high limit thermostat (6) and coolant temperature thermostat (1) for continuity.
A bi-directional check valve located in the inlet of

the heater allows a reduced amount of coolant to
reverse flow through the heater when the engine is
running. This will maintain a full coolant level in the
tank at all times to protect the element from overheating. This is a safety device only. DO NOT run
the engine with the heater energized.
If thermostats are closed, check heater element for

open circuit. Replace any components that are not
operational or appear to be damaged.
If necessary, check continuity through harnesses from
heaters to the junction box and power receptacle.
Replace any damaged or defective wiring.
FIGURE 3-2. COOLANT HEATER ASSEMBLY

1. Thermostat Housing
2. Thermostat Base
M07009 05/04
3. Temperature Range Label

4. Heater Tank
5. Drain Plug
6. High Limit Thermostat Housing
M7-5
OIL HEATERS
The oil heaters are immersed in the oil in the transmission oil pan and engine oil pan and if equipped with the
arctic option, the rear axle and hydraulic tank. A separate thermostat located adjacent to the heaters controls
the oil temperature. Each of these heaters (shown in
Figure 7-3) is identical.
Troubleshooting
Always disconnect line power at receptacle (1, Figure 7-1) before disconnecting heater element or
thermostat wiring. Hazardous voltage levels are
present when system has power applied!
When the oil is cool, the heater mounting boss should
feel warm to the touch when power is applied and the
heaters are working properly.
FIGURE 3-3. OIL HEATER ASSEMBLY

1. Cover
4. O-Ring
2. Connector Terminals
5. Heater Element
3. O-Ring
Disconnect line power and check the appropriate thermostat and heating element circuit using the schematic
in Figure 7-4. If equipped with the arctic option, also
refer to Figure 7-5. for the additional heaters required.
Replace any defective or damaged components or wiring.
If no warmth is detected, verify correct line voltage.
FIGURE 3-4. ELECTRICAL HOOKUP DIAGRAM
M7-6
05/04 M07009
FIGURE 3-5. ELECTRICAL HOOKUP DIAGRAM

(Arctic Option Only)
M07009 05/04
M7-7
NOTES
M7-8
05/04 M07009
SPECIAL TOOLS
SECTION C
PART
NUMBER
DESCRIPTION
790-501-2000
Repair Stand
USE
Transmission
and Engine
SECTION C
PART
NUMBER
DESCRIPTION
USE
799-203-8000
Tachometer
Engine Speed
6215-81-3500
Adapter
Engine Speed
SECTION D
PART
NUMBER
DESCRIPTION
USE
799-601-7400
T-Adapter Kit
Electrical
Troubleshooting
799-601-7200
Harness
Electrical
Troubleshooting
799-601-7300
Harness
Electrical
Troubleshooting
M08009 04/04
Special Tools
M8-1
SECTION F
PART
NUMBER
DESCRIPTION
790-901-5110
Plate
(Repair Stand)
USE
Torque
Converter
SECTION F
PART
NUMBER
DESCRIPTION
USE
SERIAL RANGE
799-605-1001
Shift Checker
Transmission
BFP41-A & UP
799-607-1101
Modulation Checker
Transmission
BFP41-A & UP
799-607-2000
Shift Checker
Transmission
BFP41-A & UP, BFP42-A & UP
799-607-2120
Modulation Checker
Use with 799-607-2000 only
BFP42-A & UP, (Unit A10190 & UP)
799-607-3000
Shift Checker
Transmission
BFP42-A & UP, (Unit A10190 & UP)
NOTE: If shift checker 799-607-2000 is to be used on trucks serial number A10190 or higher, harness connector
799-607-2120 must be used. Or, use shift checker 799-607-3000 and connect directly to trucks with serial numbers A10190 & higher.
1. Shift Checker
(Part No. 799-607-2000 or 799-607-3000)
M8-2
3. Harness Assembly
6. Truck chassis Harness (Transmission Control Box)
Special Tools
04/04 M08009
SECTION G
PART
NUMBER
DESCRIPTION
792-520-2110 Small Installer

791-585-1510 Large Installer
USE
Floating Seals in
Final Drive
792-520-2110 Small Push Tool Use With Install791-585-1510 Large Push Tool ers Above
SECTION G
PART
NUMBER
DESCRIPTION
792-525-3000
Micrometer
USE
Differential
Preload
SECTION G
PART
NUMBER
DESCRIPTION
790-425-1660
Wrench
M08009 04/04
USE
Differential
Preload
Special Tools
M8-3
SECTION G
PART
NUMBER
DESCRIPTION
790-425-1670
Adapters
USE
Differential
Preload
SECTION G
PART
NUMBER
792-530-1600
792-530-1700
DESCRIPTION
Push Tools
USE
Large Seals
Small Seals
1. Plate
2. Arm
3. Stud
4. Plate
5. Plate
6. Capscrew
7. Wing Nut
8. Washer
SECTION G
PART
NUMBER
09003-07280
M8-4
DESCRIPTION
Spanner Wrench
USE
Ring Nut On
Pinion Bearing
Special Tools
04/04 M08009
SECTION H
PART
NUMBER
DESCRIPTION
USE
790-450-1120
Plates
Removal of Suspension Rod

Assembly
SECTION H
PART
NUMBER
792-610-1000
DESCRIPTION
USE
Contains 2 Kits below
792-610-1100
Nitrogen Kit
Adding Nitrogen
792-610-1200
Oil Charging kit
Adding Oil
SECTION H
PART
NUMBER
561-99-79220
DESCRIPTION
USE
Plate
Front Suspension Flange

Bushing Installation
NOTE: This item should be fabricated locally using

dimensions shown.
M08009 04/04
Special Tools
M8-5
SECTION J
PART
NUMBER
DESCRIPTION
USE
790-438-1150
Fixture
(3 Required)
Final Drive &

Brake Assembly
SECTION L
PART
NUMBER
DESCRIPTION
USE
790-452-1100 Seal Installer Set

790-452-1110 Seal Protector
Steering Valve
Oil Seal
Installation
790-452-1120 Seal Installer

790-452-1130
Compression
Ring
1. Seal Protector
2. Seal Installer
3. Seal Compression
Ring
SECTION L
DESCRIPTION
PART
NUMBER
FEMALE THREAD
MALE THREAD
WB-0987
0.75" - 14 BSPT (PT)
0.75" -14NPT
WB-1092
0.25" -18 NPT
0.25" -19BSPT (PT)
WB-1093
0.50" -14 NPT
0.50" -14BSPT (PT)
WB-1094
0.75" -14 NPT
0.75" -BSPT (PT)
USE
Adapter
In order to adapt pressure test gauges using the "NPT" type threads commonly found in North America to the "PT" type threads used in the transmission and other areas of the truck, adapters are required.
PIPE THREAD ADAPTER
(WB1092 SHOWN)
M8-6
Special Tools
04/04 M08009
SECTION L
ITEM
PART
NUMBER
790-102-3791
Wrench Assembly
790-102-3811
Wrench
790-102-3840
Tooth
790-102-3850
Tooth
790-102-3830
Tooth
01010-31260
Capscrew
01580-01210
Nut
01643-31232
Washer
790-102-3980
Bar
10
790-102-3151
Frame
11
790-102-33140 Frame
12
790-102-33140 Capscrew
DESCRIPTION
13
01580-01613
Nut
14
01643-31645
Washer
15
01010-31245
Capscrew
16
01580-01245
Nut
M08009 04/04
Special Tools
M8-7
SECTION L
PART
NUMBER
DESCRIPTION
USE
790-452-1200
Pilot Ring Tool
Steering Valve
Installation
1. Ring
2. Shaft
3. Collar
4. Knob
5. Spring Pin
6. Spring Pin
SECTION L
PART
NUMBER
DESCRIPTION
USE
790-502-1003
or
790-502-2000
Rebuild Stand
Hydraulic
Cylinders
790-102-3802
or
790-102-3791
Wrench
Assembly
Gland Nut
1. Hydraulic Cylinder
2. Cylinder Head
3. Rebuild Stand
4. Wrench Assembly
SECTION L
PART
NUMBER
DESCRIPTION
USE
790-302-1340
40 mm Socket
Rod Nut
1. Cylinder Rod
2. Rebuild Stand
M8-8
Special Tools
3. 40mmSock
et
04/04 M08009
SECTION L
PART
NUMBER
DESCRIPTION
790-720-1000
Piston Ring
Expander
USE
Hydraulic Cylinders
(Hoist & Steering)
1. Expander
2. Ring (rubber band)
3. Clamp
SECTION L
PART
NUMBER
DESCRIPTION
USE
799-101-5001 Hydraulic Tester
Check Pressures
Digital Hydraulic
Tester
Check Pressures
790-261-1102
M08009 04/04
Special Tools
M8-9
NOTES
M8-10
Special Tools
04/04 M08009
SECTION M20
PAYLOAD METER II - ON BOARD WEIGHING SYSTEM
INDEX
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3

Haul Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3
LIGHTS, SWITCHES AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4
TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Basic Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Gain Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Example Calculation of Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Viewing Payload Calculation Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Checking the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
Adjusting the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Using the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Viewing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-15
Checking the Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-15
Checking the Gt setting: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-16
Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-16
Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-16
DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18
Setting The Speed Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18
Setting the Option Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18
Setting The Machine I.D. Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19
Setting The Operator I.D. Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19
Setting The Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19
DOWNLOAD OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-20
DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-20
Monitoring Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
M20007 12/01
Payload Meter II
M20-1
Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24

UP FACTOR - PAYLOAD CALCULATION GAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-25
PL MODE -LOAD CALCULATION TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-25
FINAL GEAR RATIO SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-26
BATTERY REPLACEMENT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-27
After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-28
SUSPENSION PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-28
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-28
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-29
INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-29
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-29
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-29
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-29
PAYLOAD METER BACK PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-30
CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-31
PAYLOAD METER II RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-32
PAYLOAD CIRCUIT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-33
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-34
COMMON PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-34
Suspension Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-34
Symptom Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-35
Missing Body-Up Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-35
Missing Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-36
F-18: Alternator R-Terminal, Oil Pressure Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-36
Shorted 18v Sensor Power Supply (930E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-36
FAULT TREE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-37
Payload Lights Won't Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-37
Red, Amber or Green Payload Light Does Not Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . .M20-38
Cannot Download - PC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-39
PC Communications Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-40
F.CAL: Payload Meter Won't Calibrate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-41
F-20: Sensor Power Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
F-21, F-25: Left Front Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
F-22, F-26: Right Front Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
F-23, F-27: Left Rear Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
F-24, F-28: Right Rear Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
F-31, F-32: Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Body Up Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Brake Lock Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
Adjusting the Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
CONNECTORS AND PRESSURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-52
REAL-TIME PAYLOAD METER II MONITOR PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-55
Menu Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-58
Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-58
Log File Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-58
Connections to Payload Meter II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-59
USING SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-60
Monitoring Inputs Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-60
Monitoring Suspension Charging Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-60
Pressure Sensor Dummy Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-63
GAIN ADJUSTMENT WORKSHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-64
M20-2
Payload Meter II
12/01 M20007
PAYLOAD METER II ON BOARD WEIGHING SYSTEM (OBWS)

GENERAL INFORMATION
The Payload Meter II (PLM II) On Board Weighing System displays and records the payload weight
along with other operating information. The system
consists of a payload meter, pressure sensors, deck
mounted lights and an inclinometer.
The payload meter (Figure 20-1) uses the four suspension pressures and an inclinometer to determine
the load in the truck. The payload weight can be displayed in short tons or metric tons.
Haul Cycles
The beginning of a new haul cycle starts at the
dump, when the body comes down from dumping
the last load.
At the loading site, the PLM II begins to calculate
the size of each shovel pass (swingload) once the
payload is greater than 10% of rated load for the
truck. There are three external deck-mounted lights
on each side of the truck. The lights indicate payload weight divided into three separate stages. A
forecast feature will flash a deck mounted light predicting the payload weight if the next bucket of
material is dropped into the body.
At the moment the wheels begin to turn after loading
under the shovel, the PLM II takes one sample of
suspension and inclinometer data. After traveling

160 m (0.10 mi.) from the loading site, the PLM II
uses the data sampled under the shovel to calculate
final payload.
The PLM II displays payload on its display when
the truck is stopped. For the first 160 m (0.10 mi.)
after loading, the payload meter displays distance
from the loading site. At all other times when the
truck is moving, the display shows the time of day.
The payload meter stores in memory various operating data. This data includes:
payload, time, distance, and travel speed for
each cycle
date and time that the engine was started and
stopped
date and time of each fault that occurred or was
canceled
total payload and the overall number of cycles
for a specific time period
This data is retained even when the power is
switched off. The stored data is backed up by an
internal battery.
The data can be down loaded from the payload
meter to a personal computer when a communication cable is connected to the port inside the cab.
FIGURE 20-1. PAYLOAD METER II

1. Display panel
2. Reception pilot lamp (Rx busy)
3. Transmission pilot lamp (Tx busy)
4. Memory card access lamp (CARD busy)
5. Mode switch [MODE]
6. Calibration/clear switch [CAL] [CLR]
7. Total/shift switch [TOTAL] [SFT]

8. Light/increment switch [LIGHT] [INC]
9. Memory card
10. Cover
11. Diagnostic/Download Port
WARNING - When not inserting or removing memory card (9), always keep the cover (10) closed)
M20007 12/01
Payload Meter II
M20-3
LIGHTS, SWITCHES AND COMPONENTS

On The Face Of The Payload Meter
(Refer to Figure 20-1)
1. Display Panel
6. Calibration/Clear Switch
Digital display area for the data being recorded

in memory. This will include items such as:
Used to calibrate the machine when the conditions regulate this action. Also used with the
TOTAL/SFT switch to clear total payload and
overall number of cycles.
Payload
Date & Time
7. Total/Shift Switch
Cycles
Used to display payload and overall number of

cycles each time the load is dumped. Will display the error codes. This switch is also used
with the CALIBRATION/CLEAR switch to clear
total payload and overall number of cycles.
Travel Distance
Fault Codes and Warnings
2. Reception Pilot Lamp (Rx Busy)
This light will illuminate for 3 seconds when the
system is powered up. It will then be lit whenever the computer is communicating.
8. Light/Increment Switch
Used to change the digital increments or units
for the various displays. Also used to adjust the
brightness of the lights on the monitor display.
3. Transmission Pilot Lamp (Tx Busy)

system is powered up. It will then be lit whenever the memory is being downloaded to a personal computer.
9. Memory Card
Used to receive data from the payload meter
memory to this card which can then be used to
transfer the data into a personal computer. This
enables the memory to be downloaded and
saved when a personal computer is not available.
4. Memory Card Access Lamp (CARD Busy)

system is powered up. It will also be lit whenever the memory data is being downloaded to
the memory card.
10. Cover
Protective cover for the Memory Card. Do not
open or place foreign objects in slot.
5. Mode Switch
This switch is used to select the mode or system that will allow a function to be performed.
This may include:
11. Diagnostic/Download Port
Various settings or corrections to the display
Connector port that is used for downloading the

memory data to a personal computer.
Memory card downloading

Clearing data
Display of Abnormalities or Warnings
Setting the speed limit
Setting the date and time
M20-4
Payload Meter II
12/01 M20007
TIPS FOR OPERATION
EXTERNAL DISPLAY LIGHTS
To assure the On Board Weighing System records

the most accurate and consistent data, these important steps should be followed:
The Payload Meter II controls three light relays.

The relays operate three deck mounted lights on
each side of the truck. There is one green light, one
amber light, and one red light. (Figure 20-2)
Always keep suspension oil and nitrogen

properly charged. The most common failure for
causing inaccurate payload data is due to
improperly charged suspensions. Always follow
shop manual procedures when charging a
suspension. Refer to Section "H". It is crucial to
maintain the proper oil and nitrogen levels at all
times.
While the truck is stopped being loaded and the hoist

lever is in the float position, the appropriate lights will
remain on according to the following schedule:
For most Komatsu Trucks:

Use only the brake lock switch to hold the truck
stationary at the loading and dumping area.
For Komatsu 330M/HD785 Trucks ONLY: Use
the park brake switch to hold the truck
stationary at the loading and dumping area.
Any other method will not allow the payload
system to register properly.
FIGURE 20-2. LOAD INDICATOR LIGHTS
Do not activate the "Lamp Test" switch during

loading. Inaccurate and inconsistent data may be
stored.
At the loading area do not release the Brake Lock
(or Park Brake switch) until the loading is
complete and the load shock from the last load
dumped has settled.
The loading area surface must be maintained as
flat and level as possible. The On Board
Weighing System can compensate for slight
variations in grade and unevenness, but ruts,
berms, rocks, etc. will cause the system to record
inaccurate and inconsistent data.
Regularly remove "carryback" from the dump
body.
Calibrate regularly. Refer to "Calibrating a Truck".
Do not focus on single payloads when viewing
data from the payload meter. Use the average of
several payloads to get a more accurate
calculation of payload productivity.
INDICATOR LIGHTS
PAYLOAD WEIGHT
Off
Off
Green
50% and Greater
Off
Amber
Green
90% and Greater
Red
Amber
Green
105% and Greater
The shovel or loader operator can predict the payload weight by observing these lights. During the
loading operation, a forecast feature flashes a deck
mounted light predicting the payload weight after the
next bucket of material is loaded into the body. The
logic is as follows:
1. If the measured payload is varying 3% or less
of the rated load for more than 3 seconds, the
current load is deemed a steady value.
2. If the difference between the previous steady
value and the current steady value is greater
than 15% of the rated load, the difference is
taken to be the size of the current bucket.
3. The average size of previous buckets is added
to the current load. One of the deck mounted
lights will turn on, if another "average" size load
is put in the body, and will blink at one second
intervals.
M20007 12/01
Payload Meter II
M20-5
THEORY OF OPERATION
Basic Description
The payload meter uses the four suspension pressures and the inclinometer to determine the load in
the truck. These inputs are critical to the calculation
of the load. The other inputs to the payload meter
(Body Up, Speed, Brake Lock, Alternator R Terminal,
and Engine Oil Pressure) are used to indicate where
the truck is in the haul cycle. These inputs enable the
payload meter to make time and distance measurements for the haul cycle.
The suspension pressures are the key ingredients in
determining the sprung weight of the truck. These
pressures are converted into forces using the formulas shown below.
Sprung Weight =
3.14
Suspension Diameter2 (Psi Left + Psi Right)
4
Sprung Weight = Axle Weight(lbs)/2000
These forces are combined with the geometry of the

truck to produce the load calculation. It is critical that
the suspensions are charged according to shop manual specifications and the pressure sensors are functioning properly.
Inclinometer
The inclinometer gives the payload meter information
regarding the pitch angle of the truck. The front and
rear incline factors are determined by the pitch angle.
These two factors account for the load transfer that
occurs when the truck is inclined nose up or nose
down.
M20-6
FIGURE 20-3. LINKAGE FACTOR
Linkage Factor
The linkage factor is part of the complex calculations
performed by the payload meter to determine the
load in the truck. The linkage factor is dependent on
the load on the rear suspensions.
Figure 20-3 shows the side view of a truck. The nose
pin is marked with a star and there are three arrows
pointing to different spots of the rear tire. This figure
shows how the support under the rear tire can affect
the calculation of the load. The payload meter does
not directly measure the load transferred to the frame
through the nose pin. To account for portion of the
load carried by the nose pin, the linkage factor is multiplied by the rear suspension force. It is assumed
that the truck is supported under the center of the
tire. In this case the payload meter uses L2 to help
compute the linkage factor. If, however, the truck is
backed into a berm and the rear tire is supported
towards the back of the tire, the actual linkage factor
calculation should use L3. Since the payload meter
assumes L2 it will overestimate the load in the truck.
The opposite is true in the case where the rear tires
are supported toward the front of the tire. The linkage
factor should use L1 but the payload meter assumes
L2. This change in leverage will cause the payload
meter to underestimate the load.
Payload Meter II
12/01 M20007
Gain Factor
Sources of Error
Gain factor is part of the formula the payload meter

uses to calculate the payload. The gain factor is a
tool that compensates for variations between actual
weight of the payload and the calculated weight from
the payload meter. The gain factor should only be
adjusted after several payloads have been weighed
on a scale. The gain should never be adjusted based
only on one payload. It takes at least 10 scale weighins to determine an average variation. A worksheet is
located at the end of this chapter to assist in calculating the necessary gain adjustment.
Poorly charged suspensions can lead to systematic

error in the calculation of payload. The error is most
obvious when the oil level is low. When there is too
little oil in the suspensions, the cylinder may compress completely under a load. The weight of the
truck will be carried by the metal to metal contact
within the suspension. Not only will the ride of the
truck, the life of the tires, and other components be
affected, but the pressure in the cylinder will not truly
represent the load on the truck. Under-charged suspensions typically cause the payload calculations
from the payload meter to be lower than the actual
payload.
There are two types of gain adjustments, Gt gain and

UP factor. It is recommended that only the Gt gain be
adjusted. This adjustment is made using the potentiometer on the side of the payload meter. Refer to
"Adjusting the Gain".
Brake Lock
The Brake Lock only applies the rear brakes. This
allows the front wheels to rotate slightly as the truck
is being loaded. This is important because the payload meter assumes that the front wheels can rotate
freely. As the truck is being loaded, it will begin to
squat down on the suspensions. This will change the
wheel base dimension of the truck. This freedom of
movement prevents additional binding and friction in
the front suspensions.
The incline of the grade on which the truck is loading
is measured by the inclinometer. This helps determine the incline factors that are applied to the front
and rear sprung weights. The tire forces on the road
surface that hold the truck on grade affect the suspension pressures. If the front and rear brakes are
locked, the effect on the suspension pressures cannot be determined. If only the rear brakes are applied
the effect is predictable and the incline factors accurately account for the forces on the tires.
If the service brake or park brake is used and
depending on the incline and other factors, the payload meter can overestimate or underestimate the
load. It is important that only the brake lock be
used while loading the truck. (Parking brake on
330M/HD785).
Typical Data From Service Check Mode

A sample data set is shown in Figure 20-4. This data
was taken in the laboratory and is used in Figure 205 to calculate the final load. Note the front suspension pressures were converted into the front sprung
weight using the formulas above Figure 20-5. The
front sprung weight is then multiplied by the front
incline factor and the front linkage factor. The same
is done with the rear sprung weight. The front and
rear sprung weights are then summed. This number
is multiplied by the Gt gain potentiometer value. The
calibration load is subtracted from the total to produce the final load. The load displayed on the meter
is this final load (item #15) multiplied by the UP gain
factor.
Number Data
Description
13:09
Current Time
749.4
Front Left Pressure (Psi)
848.9
Front Right Pressure (Psi)
863.2
Rear Left Pressure (Psi)
1049.0
Rear Right Pressure (Psi)
106.0
Front Weight (Tons)
75.1
Rear Weight (Tons)
-1.85
Inclinometer (Degrees)
0.95
Incline Factor - Front Wheels
10
0.984
Incline Factor - Rear Wheels
11
Link Factor - Front Wheels
12
1.539
Link Factor - Rear Wheels
13
70.6
Calibration Sprung Weight (Tons)
14
1.000
Gain Adjustment
15
143.8
Current Load (Tons)
16
3.9
Battery Backup Voltage (Volts)

FIGURE 20-4.
M20007 12/01
Payload Meter II
M20-7
NOTE: This screen is the only place that the

value of the Gt gain potentiometer can be
checked.
There are two gain factors that can be applied to the
payload measurement. The first is the Gt gain factor
and the other is the UP gain factor. They are not
applied uniformly to all payload calculations.
Example Calculation of Payload

These calculations used a 13" front suspension
diameter and 10" rear suspension diameter.
3.14
Sprung Weight=
Suspension Diameter2 (Psi Left + Psi Right)
4
Sprung Weight = Axle Weight(lbs)/2000
Front Weight (6)
106.00
x Incline Factor (9) 0.95
Rear Weight (7)
The PLM II estimates payload by monitoring suspension pressures when the truck is loaded and
compares them to truck empty pressure values. The
PLM II uses one empty truck weight for all payload
calculations. This empty truck weight is called the
'tare weight'. It is not the empty vehicle weight
(EVW). It is an estimate of the empty weight of all the
truck components suspended above the suspensions. The process of making the PLM II calculate
the tare weight is called the calibration procedure.
This calibration weight is used as item #13 from the
manual calculation procedure in Figure 20-4.
1. Press and hold the LIGHT/INC and
MODE switches until "CHEC" is
flashing on the display.
2. Press and hold the CAL/CLR
switch until "CALL0" is flashing
on the display.
75.10
x Incline Factor (10) 0.98
100.70
Viewing Payload Calculation Inputs
73.90
3. Press the CAL/CLR switch to cycle through the

following data. The sequence repeats.
Item and Description
Units
x Link Factor (11)
1.00
x Link Factor (12)
1.53
1. Year of Calibration
Last 2 digits of year
Front Weight
100.70
Rear Weight
113.70
2. Month: Day of Calibration
XX:XX
Front Weight
100.70
4. Truck Model Setting
Rear Weight
113.70
5. Pressure Front Left
Psi
Total Weight
214.40
6. Pressure Front Right
Psi
3. Hour: Minute of Calibration XX:XX
x Gain Factor (14) 1.00

- Calibration (13)
7. Pressure Rear Left
Psi
214.40
8. Pressure Rear Right
Psi
-70.60
9. Front Sprung Weight
Tons
10. Rear Sprung Weight
Tons
11. Degree of Incline
Nose Up Positive
FIGURE 20-5.
12. Incline Factor - Front Axle

13. Incline Factor - Rear Axle
14. Link Factor Front Axle
15. Link Factor Rear Axle
16. Calibration Weight
Tons
4. Press MODE once and "CHEC" will

flash on the display.
5. Press MODE once and the meter will return to
normal operation.
M20-8
Payload Meter II
12/01 M20007
Adjusting the Gain
Checking the Gain

flashing on the meter.
Before adjusting the gain perform the following steps:

1. Confirm the suspension oil and nitrogen
charges are at the levels specified in the shop
manual.
2. Press and hold the LIGHT/INC

switch until "ALL0" is flashing on the
display. "A.FUL" may also be displayed.
3. Press the LIGHT/INC switch14 times. The number displayed will be the current Gt gain. Press
MODE twice to return to normal operation.
2. Weigh the empty truck and then calibrate the

payload meter. Do both in succession to ensure
the weights are nearly identical.
3. Weigh at least 10 different loads to get an accurate deviation from actual scale weight and the
payload calculation from the payload meter.
Complete the gain adjustment worksheet at the
end of this module. The worksheet is an accurate way to calculate the necessary gain adjustment.
Adjustment Procedure:
1. Ensure the PLM II is in normal operating
mode.
2. Adjust the gain potentiometer on the side of the
meter. Right to decrease, left to increase.
flashing on the meter.
4. Press and hold the LIGHT/INC
switch until "ALL0" is flashing on the
display. "A.FUL" may also be displayed.
5. Press the LIGHT/INC switch14 times. The number displayed will be the current Gt gain. This is
not a "live" reading. Any time the gain is
changed, this cycle must be repeated to view
the new change.
6. Press MODE once and "CHEC" will
flash on the display.
normal operation.
M20007 12/01
Payload Meter II
M20-9
TYPES OF DATA STORED

Cycle Data
One cycle is considered to be from the point where a load is dumped to the point where the next load is dumped.
Data between these two points is recorded in memory. Examples of the data are shown below. The maximum number of cycles that can be stored in memory is 2900 cycles.
ITEM
UNIT
RANGE
REMARKS
Engine Operation Number
Number
1 - 65535
Advances by one each time the engine

is started.
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock These values are stored when the load

is dumped.
Time Minute
Minute
1 - 59
Payload
Metric tons
Short tons
0 - 6553.5
Travel Time When Empty
Minute
0 - 6553.5
Travel Distance When Empty
Miles/Km
0 - 25.5
Maximum Travel Speed When Empty
Mph/Kmh
0 - 99
Average Travel Speed When Empty
Mph/Kmh
0 - 99
Time Stopped When Empty
Minute
0 - 6553.5
Time Stopped During Loading
Minute
0 - 6553.5
Travel Time When Loaded
Minute
0 - 6553.5
Travel Distance When Loaded
Miles/Km
0 - 25.5
Maximum Travel Speed When Loaded Mph/Kmh
0 - 99
Average Travel Speed When Loaded
Mph/Kmh
0 - 99
Time Stopped When Loaded
Minute
0 - 6553.5
Dumping Time
Minute
0 - 6553.5
Speed Limit
Mph/Kmh
0 - 99
Warnings For Each Cycle
The fault codes that occur during each cycle
M20-10
Payload Meter II
12/01 M20007
Engine ON/OFF Data

When the engine is started or stopped, the following data is recorded.
ITEM
UNIT
RANGE
REMARKS
Engine Operation Number
Number
1 - 65535
Advances by one each time the engine

is started.
Last Two Digits Of The Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
Last Two Digits Of The Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
Total Payload
Metric tons
Short tons
0 - 999900.0
Total payload from the time when the

engine was started until the time the
engine was shut off.
Total Number Of Cycles
Number
0 - 9999
Totals for the time that the engine was

running.
ITEM
UNIT
RANGE
REMARKS
Error Code
Displayed by a combination of letters and numbers representing a specific error code.
Engine Operation Number At Time Of

Occurrence
Number
Indicates when the engine was started.
Indicates when the engine was shut off.
Fault Codes and Warning Data
1 - 65535
Number Of Times Of Occurrence Since Number

The Engine Was Switched ON
1 - 255
Last Two Digits Of Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
M20007 12/01
Payload Meter II
Every time the engine is started the

number advances by one.
M20-11
Engine Operation
ITEM
UNIT
RANGE
REMARKS
Number when Canceled
Number
1 - 65535
Every time the engine is started the

number advances by one.
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
NOTE: If the engine operation number is a 0, this indicates that the problem occurred or was canceled (depends
on the operation that was performed) when the key switch was in the ON position and the engine was not
running.
Total Payload and Total Number of Cycles

The total payload and overall number of cycles can be displayed using the forced display operation. Both values
start from a zero point whenever the memory has been cleared. The payload total is automatically displayed when
the load is dumped.
ITEM
UNIT
RANGE
REMARKS
Total Payload
Metric Tons
Short Tons
0 - 999900.0
The total payload since the unit was

cleared.
Total Number Of Cycles
Digital Number 0 - 9999
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
ITEM
UNIT
RANGE
Set Up Data That The Operator Can

Check
Speed Limit
Km/MPH
Option Code
Digital Number Communication Mode
Year
Year
Month
Month
Day
Day
Hour
Hour
Minute
Minute
The number of cycles since the unit

was cleared.
Date and time the unit was cleared.
Other Data
Calibration Data
M20-12
Payload Meter II
REMARKS
Date and time when calibrated.
12/01 M20007
OPERATOR FUNCTIONS
Clearing the Operator Load Counter
Using the Operator Load Counter

The payload meter makes available to the operator a
total load counter and haul cycle counter. This allows
each operator to track the tons hauled during their
shift. The total is displayed in hundreds of tons. For
example, if 223 is displayed, this means that 22,300
tons have been hauled since the last time the cycle
counter was cleared.
This memory location is separate from the main payload data storage. This memory is not cleared when
the Data All Clear Operation is performed. Clearing
this memory does not affect the main payload data
storage.
1. Press the TOTAL/SFT switch once. The number displayed is the total tons hauled since the
last time the counter was cleared. The total is
displayed in hundreds of tons.
2. Press and hold the CAL/CLR switch until the
display flashes.
3. Press the CAL/CLR switch until "0000" is displayed. After 2 seconds the meter will return to
normal operation.
Clearing this memory does not affect the main payload data storage.
Dimming the Lights on the Display

Viewing the Operator Load Counter
There are a total of 10 brightness levels on the PLM

II display.
1. Press the TOTAL/SFT switch once.

If there is a fault code present at this time:
From the normal operation display:
2. The error code for that problem will be displayed. This will be a flashing display.
3. Press the TOTAL/SFT switch again. If additional faults or warnings exist, that fault code will
be displayed as a flashing code.
4. Repeat step #3 until no fault codes are displayed. ":" will show when no additional faults
exist. The display will then show total tons
hauled since the last time the counter was
cleared. The total is displayed in hundreds of
tons.
1. Press the LIGHT/INC switch. The lighting will

become one level dimmer. This will continue
until the lighting has reached its lowest level.
2. After reaching the lowest level, the display will
return to the brightest setting.
If the switch is held in the depressed position, the
brightness will change continuously.
5. Press the TOTAL/SFT switch again. The number displayed is the number of haul cycles since
the last time the cycle counter was cleared.
6. Press the TOTAL/SFT switch again. ":" is displayed for 2 seconds before the display returns
to normal operations.
M20007 12/01
Payload Meter II
M20-13
INITIAL SETUP OF PAYLOAD METER

There are several things that must be checked and
programmed when a payload meter is first installed.
1. Check the switch settings on the side of the
meter.
2. Check the Operator Check Mode settings
3. Check the Service Check Mode settings
4. Calibrate the clean truck.
The next few pages show the steps required to perform these checks. Only after all of these steps have
been performed can the payload meter be released
for service.
Switch
Position
Initial Setup should be set to 1.00 - Gain

Clockwise(-20%) CCW (+20%)
Refer to "Gain Factor" for adjust guidelines
Do not Adjust - Buzzer Volume
7 - Speed Regulation
0=107%, 7=100%, F=92%
The 930-2 should be set to '6'.
7 - Distance Regulation
0=107%, 7=100%, F=92%
The 930-2 should be set to '6'.
4 - 685E
5 - 630E
B - 730E
Switch Settings
C - 930E
D - 530M
E - 330M
F - 830E
FIGURE 20-6.
There are nine switches located behind the panel on

the left side of the payload meter. Figure 20-6 shows
the switch numbers. The following switch positions
should be confirmed before the meter is installed.
* Set switch 4 for the appropriate model.
M20-14
DOWN - Memory function

(DOWN = Enable, UP=Disable)
DOWN - Inclinometer Use

(DOWN = Enable, UP=Disable)
DOWN = Short Tons, UP = Metric Tons
UP
930E-2 trucks are equipped with 53/80R63 series

tires and require small changes to the switch settings of the PLM II. The tires have a larger rolling radius than the PLM II assumes. This
causes the PLM II to underestimate distances
by 1%. The Speed Regulation and Distance Regulation switches should be switched to position 6.
This is contrary to what the label may say.
Additionally, the payload gain on 930E-2 trucks
also needs to be adjusted. The front suspensions
are larger than the original 930E suspension, and
therefore, data programmed into the payload
meter is not completely accurate. The gain must
be increased by 1%. There are two methods for
changing this gain; changing the UP factor using
the buttons on the front panel, or using the gain
adjustment potentiometer on the side of the
meter. The preferred method is using the potentiometer. Refer to "Adjusting the Gain".
Payload Meter II
12/01 M20007
Checking the Service Check Mode
Checking the Operator Check Mode

The Operator Check Mode is used to check and
change several settings. These should be checked
before the payload meter is put into service.
1. Press and hold the MODE
switch. The display will show:
Refer to page 24 for additional information on UP

Factor and PL Mode prior to setting these values.
2. Press the MODE switch once.

The display will show: Refer to
"Data All Clear" to clear the haul
cycle data.
Setting "UP:XX"
MODE switches. The display will
show:

The display will show: Refer to
"Display of Fault Codes" for viewing fault codes.

TOTAL/SFT switches. The display
will show:

The display will show: This is the
truck ID number. Refer to "Setting
The Machine ID" to change Machine ID.
3. Press the CAL/CLR switch once.

The display will show:
4. Press the LIGHT/INC switch until "XX" is set to
the desired gain ( 9%).
5. Press the MODE switch once.The

display will show.
5. Press MODE. The display will

show:
Refer to "Setting The Operator

ID" to change operator.
6. Press MODE and the meter will return to normal

operation.

Setting "PL:00"
"SP:62" should be displayed. The

speed limit should be set to 62 to avoid unnecessary faults and warnings. Refer to "Setting
The Speed Limit" to make adjustments.

MODE switches. The display will
show:
TOTAL/SFT switches.The display
will show:
Refer to "Setting The Option

Code" to change the option.
8. Press the MODE switch once.The
current time should be displayed
with the minutes flashing. Refer to
"Setting The Time And Date" to change the time
and date.

9. Push the MODE switch to return to normal

operation.
6. Press the MODE switch. The display will show.
5. Press the LIGHT/INC switch until

"PL:00" is displayed. ONLY
"PL:00" IS RECOMMENDED.
7. Press MODE and the meter will return to normal

operation.
M20007 12/01
Payload Meter II
M20-15
Checking the Gt setting:
Calibrating a Truck
Refer to "Checking the Gain" and "Adjusting the

Gain" for display and adjustment information.
This procedure causes the PLM II to calculate a

new empty 'tare' (calibration) weight (refer to "Viewing Payload Calculation Inputs) for use with all subsequent payload estimates. Before calibrating,
confirm the truck nose up produces a positive incline.
Checking the Inclinometer Settings

Refer to "Viewing Payload Calculation Inputs" for
instructions on displaying truck pitch angle. With an
empty truck on level ground and suspensions properly charged, the display should indicate 0.0 1.0.
Remember, this is not a live display. After adjustment, Service Check Mode must be entered again to
obtain a new reading.
An alternative method is to use a personal computer
running the Komatsu Payload Download Program for
Microsoft Windows. The "Monitor Pressures" section
of the program displays live inclinometer data. The
inclinometer can be loosened and adjusted until the
live display shows 0.0 1.0 degrees with an empty
truck on level ground, and the suspensions properly
charged.
Another method is to use a voltmeter to read the voltage output of the inclinometer. With an empty truck
on level ground, and the suspensions properly
charged, the output voltage should be 2.6 0.1 volts.
The payload meter should be calibrated whenever

one of the following occurs:
1. When a new payload meter is installed.
2. When a suspension sensor has been changed.
3. Whenever the suspensions have been serviced
or the Nitrogen levels have changed.
4. Whenever any major change to the truck has
been performed that would change the empty
vehicle weight.
5. Once a month thereafter.
To calibrate the payload meter:

1. With the engine running and the truck stopped,
press and hold the CAL/CLR switch until "CAL"
is flashing on the display.
2. Drive the truck until the speed is approximately
6-10 MPH (10-15 Km/H)
4. Drive until the display switches back to the time
of day. This will take up to 30 seconds.
>Carry out this operation on flat level ground.

>Travel in a straight line.
>Maintain a steady speed, 6-10 MPH (10-15 Km/H)
5. The payload meter is now calibrated and ready
for normal operation.
M20-16
Payload Meter II
12/01 M20007
DISPLAYS AT START-UP
6. The display will show:

This function is not used.
POWER ON:
All external display lamps (Figure 20-2) will come on
and stay on for approximately 27 seconds during the
"Power-up Process".
"SU : - -" indicates Switch 8 is up.

"SU : oo" indicates Switch 8 is down.
The "Power-up Process" will display the PLM II

settings. Each display will occur for approximately 3
seconds:
This
display
indicates
the
Machine ID code where "xxx" indicates a value
between 0 and 200.
This display indicates the Operator ID code where "xxx" indicates a value
between 0 and 200.
In addition, a buzzer will sound

and the following lamps will light for 3 seconds:
Reception Pilot Lamp (2, Figure 20-1)
This display indicates the Speed

Limit setting where "xx" indicates a value
between 0 and 99 km/h.
Transmission Pilot Lamp (3, Figure 20-1)

Memory Card Pilot Lamp (4, Figure 20-1)
The "xx" indicates the Truck Model.

Refer to "Initial Setup of Payload Meter" for
code definitions.
This display indicates the Option

code setting.
Refer to "Operator Check Mode, Setting the
Option Code" and to "Method of Operation" for
more information on this function.
This display indicates the status

of the Memory Card where:
"Cd : - -" indicates Card Not Used, and
"Cd : oo" indicates Card Is Used.
Normal Operation
If the truck engine is started before the preceding
"Power-up Process" is completed, the display will
shift to normal operation.
This display indicates the status of

the Inclinometer for the PLM II, where
"CL : - -" indicates Inclinometer Not Used, and
"CL : oo" indicates Inclinometer Is Used.
If the engine is running when the payload meter

starts up, only "o:XXX" and "d:XXX" will display
before switching to normal operations.
This display indicates method of

measurement where:
"US : - -" indicates METRIC Tons.
"US : oo" indicates U.S. Tons.
M20007 12/01
Payload Meter II
M20-17
SETUP AND MAINTENANCE
Setting the Option Code
Speed Limit
1. Press and hold the MODE switch

until "Cd:dP" is displayed.
A warning can be displayed if the machine exceeds a

preset speed.

The available range is: 10 - 99 km/h (6 - 62 mph). It is

recommended to set the speed limit to 99 km/h (62
mph).

4. Press the MODE switch repeatedly until "OP.XX" is displayed.
Setting The Speed Limit
5. Press the LIGHT/INC switch to

change the "unit digit" to the desired number.

until "Cd:dP" is flashing.
6. Press the TOTAL/SFT switch and

the display will then indicate:


change the "tens digit" to the desired number.

8. Press the MODE switch to return to normal

operation.
4. Press the MODE switch repeatedly until "SP.XX" is displayed.
9. The Option Code selects the PLM II communication mode as follows:

change the "unit digit" to the desired number.
change the "tens digit" to the desired number.
8. Press MODE switch to return to normal operation.
Option Code
COMMUNICATION MODE
Stand Alone
10
PMC Mode (530M/HD1500 only)
12
Modular Mining Mode, Scoreboard

and User Data Communication
Mode
NOTES:
1. The Option Code is set to "0" for trucks not
equipped with Modular Mining System (MMS)
(Except 530M/HD1500).
2. The 530M/HD1500 with Powertrain Management Control (PMC) system uses "10" as the
setting for the Option Code.
3. For trucks with Modular Mining System (MMS)
or Scoreboard, the Option Code is "12".
M20-18
Payload Meter II
12/01 M20007
Setting The Time and Date
Setting The Machine I.D. Code






4. Press
the
MODE
switch
once."d.XXX" is displayed.
4. Press the MODE switch repeatedly until "XX:XX" is displayed.

change the last digit to the desired number.

change the minutes.

the display will show:


change the middle digit to the desired number.

change the hours. The clock is a 24 hour clock.



change the first digit to the desired number.

change the day.

operation.

change the month.
Setting The Operator I.D. Code




change the year.

14. Press MODE switch to return to normal operation.
4. Press the MODE switch repeatedly until "o.XXX" is displayed.

change the last digit to the desired number.
change the middle digit to the desired number.
change the first digit to the desired number.
operation.
M20007 12/01
Payload Meter II
M20-19
DOWNLOAD OF INFORMATION
DISPLAY OF FAULT CODES

Payload information and fault codes recorded should

be downloaded to a personal computer on a regular
basis. The software required is available under part
number AK4635. Detailed instructions for installing
the software and downloading the data is provided
with AK4635 PLM II download software.

Data All Clear
4. Press the TOTAL/SFT switch.

This function will erase all of the cycle data, engine

ON/OFF data, and fault/warning data. Total payload
and the overall number of cycles will not be cleared.
If there are no faults or warnings,

the display will show for 6 seconds.
IMPORTANT - Before clearing the data, download

the data to a personal computer.
If there are current faults or warnings, the

codes will be displayed in order of their priority,
the highest priority first. Each code will flash for
6 seconds.
To begin, the shift lever should be in the "N" position,

the brake lock set, the hoist control lever should be in
the "FLOAT" position and the body in the down position.
5. After the current codes have been displayed,

past history codes that have been reset will be
displayed. Each code will flash for 3 seconds.
1. Press and hold the MODE

switch until "Cd:dP" is displayed.
If there are no history codes or

after all history codes have been
shown, the display will show for 3
seconds:
3. Press and hold the CAL/CLR

switch until "A.CLE" is flashing.
The system will then proceed to the following

displays: Refer to Page 25 for details.
4. Press the CAL/CLR switch again

and the memory will be cleared. The meter will
then return to normal operation.
This does not clear the Operator Load Counter.
Condition of the shift selector on mechanical

trucks or brake lock on electric trucks.
The panel will display: "C1:XX" for 3 seconds,
then indicate:
Mechanical trucks
"C1:oo" Shift selector is in "N".
"C1:- -" Shift selector is not in "N'.
Electric trucks
"C1:oo" Brake lock is on.
"C1:- -" Brake lock is off.
Condition of the Body Up Switch signal.
The panel will display: "C2:XX" for 3 seconds,
then indicate:
"C2:oo" Body up switch is in up position.
"C2:- -" Body up switch is in down position.
M20-20
Payload Meter II
12/01 M20007
Condition of the Engine Oil Pressure signal.

The panel will display ":C3:XX" for 3 seconds,
then indicate:
"C3:oo" Engine is running.
"C3:- -" Engine is not running.
Condition of Alternator 'R' terminal signal.
The panel will display "C4:XX" for 3 seconds,
then indicate:
"C4:oo" Engine is running.
"C4:- -" Engine is not running.
Condition of the Spare Analog Input 1 signal.
The panel will display "C5:XX" for 3 seconds
with XX: as an input signal (V).
Condition of the Spare Analog Input 2 signal.
The panel will display "C6:XX" for 3 seconds
with XX: as an input signal (V).
Condition of the Spare Digital Input 1 signal.
then:
"C7:oo" High.
"C7:- -" Low.
Condition of the Spare Digital Input 2 signal.
then:
"C8:oo" High.
"C8:- -" Low.
6. Press the TOTAL/SFT switch to view faults
again or press the MODE switch to return to
normal operation.
M20007 12/01
Payload Meter II
M20-21
M20-22
Payload Meter II
12/01 M20007
M20007 12/01
Payload Meter II
M20-23
Service Check Mode
Monitoring Input Signals

This procedure can be used to monitor the current
input signals to the payload meter.
1. Press and hold the LIGHT/INC and MODE

switches until "CHEC" is flashing.
1. Press and hold the LIGHT/INC and MODE

switches until "CHEC" is flashing.
2. Press and hold the LIGHT/INC switch until

"ALL0" is flashing. "A.FUL" may also be displayed.
2. Press and hold the CAL/CLR and TOTAL/SFT

switches until "S.CHE" is flashing.
3. Press the CAL/CLR switch to cycle through the
following information :
C1:oo - Shift Selector in
"N"
C1:-- - Shift Selector not in
"N"
3. Press the LIGHT/INC switch to cycle through

the following data. The sequence repeats.
Item and Description
Units
1. Current Time
Hours: Minutes
2. Pressure Front Left
Psi
3. Pressure Front Right
Psi
4. Pressure Rear Left
Psi
5. Pressure Rear Right
Psi
C1
Mechanical Trucks
C1
Electric Trucks
C1:oo - Brake Lock On

C1:-- - Brake Lock Off
C2
Body Up
C2:oo - Body Down

C2:-- - Body Up
6. Front Weight
Tons
7. Rear Weight
Tons
C3:oo - Engine Run

C3:-- - Engine Stopped
8. Degree of Incline
Nose Up
Positive
C3
Engine Oil Pressure
C4
Alternator R Terminal C4:oo -Alternator Charging

C4:-- - Alternator Stopped
10. Incline Factor - Rear Axle
C5
Analog 1 - Not Used
11. Link Factor - Front Axle
C6
Analog 2 - Not Used
12. Link Factor - Rear Axle
C7
Digital 1 - Not Used
13. Calibration Weight
C8
Digital 2 - Not Used
C9
Speed
C10
Travel Distance under the current

xx.xx Miles
loaded or empty state
9. Incline Factor - Front Axle
Tons
14. Gt Gain
Vehicle Speed
03:01 - Empty Stopped

01:02 - Empty Traveling
06:03 - Loading
02:04 - Loaded Traveling
04:05 - Loaded Stopped
05:06 - Dumping
C11
Current Status
Note: Sample values
are shown.
C12a*
Time Empty Travel
S1:xx - Minutes*10
C12b
Time Empty Stopped
S2:xx - Minutes*10
C12c
Time Loaded Travel
S3:xx - Minutes*10
C12d
Time Loaded Stop
S4:xx - Minutes*10
15. Current Load
Tons
16. Backup Battery Voltage
Volts
4. Press MODE once and "CHEC" will flash on the

display.
normal operation.
* After 9.9 minutes, S1:-- will be displayed.

4. Press the MODE switch once and "CHEC" will
flash.
5. Press the MODE switch once and the meter will
return to normal operation.
M20-24
Payload Meter II
12/01 M20007
UP FACTOR - PAYLOAD CALCULATION

GAIN
Description of UP Factor
The payload calculation gain, or UP factor is multiplied to the actual calculated load. From the example
shown in Figure 20-4, the calculated load is 143.8
tons. If the UP factor is set to +5% the displayed load
will be 143.8 x 1.05 = 151 tons. This factor can be
used to minimize the effects of systematic error for a
particular truck. The UP factor is not applied uniformly to all load calculations. There are three operating modes for the payload meter and the UP factor
is applied differently to each mode. Therefore, it is
recommended that this percentage be set to 0. There
are significant differences in final calculated load that
can be introduced by adjusting this gain.
Payload meters sent from the factory are typically set to "UP: 5" indicating a +5% gain in final
load. This should be checked on all new meters
and changed to "UP: 0".
PL MODE -LOAD CALCULATION TIMING

Load Calculation Timing
The PL mode controls when the payload meter takes
a sample of the data and calculates the load. There
are three modes available. There are two sets of data
that are affected by the PL mode setting.
Modular Mining Transmission
Careful consideration must be given to the use of

PL:01 and PL:10. These modes divide the data
transmitted by Modular Mining and the data stored in
the payload meter's memory. Additionally, each
mode handles the UP factor differently and can calculate different loads for the same haul cycle. For
these reasons it is recommended that the payload
meter be set to use PL:00 in all cases.
PL:00
Modular Mining Transmission - The data is captured at the last transition from 0 to 1 MPH prior to
traveling 160 meters from the shovel. The captured
data is transmitted when the truck travels 160m from
the shovel. This load calculation will use the UP factor percentage.
Memory Storage - Same as above, the data is captured at the last transition from 0 to 1 MPH prior to
data is stored into memory when the body rises at
the dump. This load calculation will use the UP factor percentage.
PL:01
Modular Mining Transmission - The data is captured at the last transition from 0 to 1 MPH prior to
data is transmitted when the truck travels 160m from
the shovel. This load calculation will use the UP factor percentage.
Memory Storage - The data is captured and stored
when the body rises from the frame. This calculation
will not use the UP factor percentage.
PL:10
Memory Storage
The PL mode setting can have a significant impact
on the perceived accuracy of the payload meter.
PL:00 is the only recommended setting.
Modular Mining Transmission - The data is captured and transmitted when the truck travels 160
meters from the shovel. This calculation will not use
the UP factor percentage.
Memory Storage - The data is captured and stored
when the body rises from the frame. This calculation
will not use the UP factor percentage.
Use of settings other than PL:00 is NOT recommended.
M20007 12/01
Payload Meter II
M20-25
FINAL GEAR RATIO SELECTION

For an 830E truck, the proper gear ratio has to be
selected.
1. Press and hold the MODE and
LIGHT/INC switches until "CHEC"
is displayed.
2. Press and hold the TOTAL/SFT and
LIGHT/INC switches until "S.SEL" is
displayed.
3. Press the CAL/CLR switch repeatedly until "A.XX" is displayed, where
"XX" is one of the following:
"XX"
Gear Ratio
Remarks
00
31.875
Original
01
36.400
High Traction
02
28.125
Standard
03
26.625
High Speed
NOTE: The Payload Meter is originally set to "00".

4. Press the TOTAL/SFT switch and "XX" will
flash.
5. Press the LIGHT/INC switch to select the
desired gear ratio.
6. Press the MODE switch
"CHEC" will be displayed.
and
7. Press the MODE switch and the meter will

M20-26
Payload Meter II
12/01 M20007
BATTERY REPLACEMENT PROCEDURE

ERROR CODE, F-09, DISPLAYED
4. Remove the electrical connector. Remove the

screws on the top surface and the rear face.
Remove the cover (Figure 20-8). This will
expose the battery, its wires, and the connector.
Replacing the Battery

The payload meter has an internal battery used to
protect the memory from being erased when the key
switch is turned to the OFF position. Battery life is
approximately 2 years. The capacity of the battery is
monitored by the payload meter. When the voltage of
the memory battery drops, error code, F-09, will be
displayed.
When the F-09 error code appears, download the
data within 48 hours; otherwise, the data may be lost.
The haul cycle data may not be recorded properly
while F-09 is displayed.
At this time it will be necessary to replace the battery. This should be performed when the truck is in
an unloaded condition. The data stored in the payload meter should be downloaded to a personal computer or carry out the memory card dump operation.
If this is not done, when the battery is disconnected
all data will be lost.
All that is required is a phillips-head screwdriver and
a new battery (P/N 581-86-55710)
FIGURE 20-8. ACCESS TO BATTERY

5. Grasp the wires coming from the battery and
pull outward. By pulling perpendicular from the
board, it will disconnect the connector from the
board and pull the battery out of its holder
simultaneously (Figure 20-9).
1. With the keyswitch in the ON position, download the data stored in the payload memory, or
perform the memory card dump operation.
2. Turn the keyswitch to the OFF position.
3. Remove the four mounting screws holding the
payload meter in position and then pull the payload meter out, away from the instrument panel
(Figure 20-7).
NOTICE - Use care not to let dirt, metal or spare
parts to drop inside the controller at any time.
FIGURE 20-9. BATTERY INSTALLATION
6. Insert the connector of the new battery directly

into the connector on the board (Figure 20-10).
Place the battery in the battery holder, and pass
the wiring through the notch. When doing this,
insert the wiring into the bottom of the holder
and pass it through the notch.
FIGURE 20-7. REMOVING PAYLOAD METER
M20007 12/01
7. Install the controller cover, replace the electrical

connector, and install the payload meter controller back into the instrument panel.
Payload Meter II
M20-27
9. Forcibly clear the data for the total payload and

overall number of cycles. With this operation
performed, all the unwanted data inside the
payload meter is cleared. Except for the calibration data, all the data recorded in the previous
steps is also erased.
10. After this procedure has been performed the
system is ready for normal function.
SUSPENSION PRESSURE SENSOR

The pressure sensors are mounted on top of each
suspension cylinder. The sensors produce a voltage
signal from 1 - 5 volts output.
FIGURE 20-10. BATTERY CONNECTION
The pressure sensor is mounted to the suspension

cylinder using a Schrader Valve assembly, adapter
and sensor. The sensor can be replaced without
releasing the pressure in the suspension by removing the sensor with the adapter.
After Replacing the Battery

While replacing the battery, the backup power source
for the memory inside the payload meter is momentarily disconnected. This can allow unwanted data
(garbage) to enter the memory and affect the meter's
recognition procedures. The following will remove
this unwanted data.
1. Turn the keyswitch to the ON position.
may flash.
2. Using the Operator Check Mode, set the speed
limit option code, time and date. (These were
erased from memory when the battery was disconnected).
3. Without turning the keyswitch to the OFF position advance to the start position. With the
engine running, the display:
may flash.
Removal
Ensure the adapter and sensor are removed

together from the valve assembly. Removing the
complete valve assembly or just the sensor may
result in the component being forced out of the
suspension by the gas pressure inside.
1. Disconnect sensor from truck wiring harness.
Note: The Schrader valve in the valve assembly will
prevent gas from escaping when adapter and
sensor are removed together. If entire valve
assembly is turned allowing nitrogen gas to escape,
recharging of the suspension will be required.
2. Hold valve (2, Figure 20-11) with wrench while
removing the adapter/sensor assembly (3 & 4).
3. Remove sensor (4) from adapter (3).
4. Perform the calibration procedure. Refer to

"Calibrating a Truck".
5. Load the truck to the rated payload, or close to
it. Dump the load.
6. Move the truck to a safe area, wait at least 5
seconds after dumping the load, then shut the
truck down.
7. Turn the keyswitch back to the ON position but
do not start the engine.
8. Perform the Data All Clear in the Operator
Check mode.
M20-28
Payload Meter II

1. Schrader Valve
2. Valve Assembly
3. Adapter
4. Sensor
12/01 M20007
Installation
Installation
1. Install inclinometer (3, Figure 20-13) with capscrews, nuts and lockwashers (4).
1. Install a new O-ring onto sensor (4, Figure 2011) and install sensor onto adapter (3). Tighten
the sensor to 22-29 ft.lbs. (30-39 N.m) torque.
2. Install a new O-ring onto adapter (3) and install
complete adapter/sensor assembly onto valve
(2). Hold the valve body and tighten adapter/
sensor assembly to 103 ft.lbs. (176 N.m)
torque.
3. Connect the sensor wiring to the truck wiring
harness. The sensors have three wires. Be sure
that wires are connected correctly. (Figure 2012)
FIGURE 20-13. INCLINOMETER

1. Operator's Center
3. Inclinometer
Console Frame
4. Capscrew, Nut and
2. Bracket
Lockwasher
FIGURE 20-12. SENSOR SIDE CONNECTOR VIEW
Pin Number
Wire Color
Wire Function
Black
Ground (GND)
Red
+ Power
White
Signal
2. Connect inclinometer wiring to the truck wiring

harness. (Figure 20-14) Be sure that wires are
connected correctly.
INCLINOMETER
As the truck is tilted fore or aft, the weight distribution
between the front and rear axles changes. To compensate for this, the inclinometer measures the
ground angle at which the truck rests. This data is
then sent to the payload meter so it can calculate the
correct payload weight. The inclinometer is located
below the operator's center console (passenger seat
structure).
Removal
1. Disconnect inclinometer wire lead from harness.
2. Remove the three capscrews, nuts and lockwashers (4, Figure 20-13) and inclinometer (3).
FIGURE 20-14. INCLINOMETER SIDE

CONNECTOR VIEW
Pin Number
Wire Color
Wire Function
Black
Ground (GND)
Red
+ Power
White
Signal
Adjustment
1. Park the truck on a 0% grade.
2. Loosen the three inclinometer mounting capscrews (4, Figure 20-13) and rotate the inclinometer until a voltage range of 2.6 0.1 volts
can be measured (using a volt-meter) at pins 1
and 2 of the inclinometer harness connector.
3. Tighten all capscrews (4, Figure 20-13) to standard torque, after the adjustment.
M20007 12/01
Payload Meter II
M20-29
PAYLOAD METER BACK PANEL
M20-30
Payload Meter II
12/01 M20007
CONNECTIONS
CN1 - AMP MIC-MKII 13 Pins White Connector

Comments
CN3 - AMP MIC-MKII 9 Pins

White (RS-232C Port)
No.
Description
Power +24V (Battery)
No.
Description
Lamp Relay 1
RTS
Lamp Relay 2
SG
Lamp Relay 3
RD
Lamp Relay 4
TX
Lamp Relay 5
CTS
Speed Sensor (Signal)
DTR
Speed Sensor (GND)
DSR
Alternator R Terminal (Charge Signal)
10
Key Switch ACC Terminal (ACC Signal)
Running - 28VDC
Off - 0VDC
11
12
13
GND (Power GND)
CN2 - AMP 040 12 Pins Black Connector
CN4 - AMP 040 8 Pins Black

(Optional Input, Reserved)
No.
Description
Comments
Engine Oil Pressure Switch
Running Open
Off - Closed
No.
Description
Optional Input GND
+18V
Analog Input 1
Analog Input 2
Sensor Power Out
Sensor GND
Left Front Suspension Pressure Sensor
1-5VDC Normal
Digital Input 1
Right Front Suspension Pressure Sensor
1-5VDC Normal
Digital Input 2
Left Rear Suspension Pressure Sensor
1-5VDC Normal
Right Rear Suspension Pressure Sensor
1-5VDC Normal
Inclinometer
Body Rise Signal
Body Down - Open

Body Up - Gnd
10
Brake Lock Signal/Neutral Signal
Lock Off - Open

Lock On - Gnd
11
12
M20007 12/01
Payload Meter II
M20-31
PAYLOAD METER II RE-INITIALIZATION PROCEDURE

This procedure is designed to reset the Payload
Meter II to clear repeated F.CAL errors.
This procedure is necessary to fix a rare condition in

the operation of the meter. Indication for this procedure is a repeated display of F.CAL on the meter
despite repeated calibration. If possible, download
the payload meter before performing this procedure.
This procedure will erase all memory and user settings.
6. Start the engine.

7. Set the time, date, OP, PL, and UP settings. All
other user settings should updated at this time.
8. Calibrate the payload meter by holding the CAL
button until CAL flashes.
9. Release the brake lock (park brake for 330M/
HD785), begin driving 5-8 MPH on level ground,
and press CAL. CAL should display until the
meter finishes its calibration.
10. Load the truck to rated load and drive through
one haul cycle.
11. After dumping the load, wait at least 15 seconds
and drive the truck to a safe location.
This procedure should be performed before any

payload meter is returned for warranty or repair.
Before performing this procedure, be sure that the
engine inputs into the payload meter can be manipulated to indicate engine running and engine stopped.
Some payload meter installations have hard-wired
these inputs. These inputs must be accessible and
able to produce the following input conditions:
Condition
21C
Engine Oil
Pressure
21D
Alternator "R"
Terminal
Engine Running
Open
24VDC
Engine Stopped
Ground
Open
12. Stop the truck and shut down the engine.

13. Turn on the payload meter but leave the engine
off.
14. Hold MODE and LIGHT until "CHEC" flashes.
15. Hold LIGHT and CAL until "A:CLE" flashes.
16. Press CAL to clear the service memory.
17. When "CHEC" is displayed, press MODE to
18. Clear the haul cycle memory by holding MODE
19. Press MODE and "A.CLE" will be displayed.
20. Hold CAL until "A.CLE" flashed.
21. Press CAL once more to clear the haul cycle
memory.
1. Turn off all systems.

2. Turn on the Payload Meter but leave the engine
off.
22. Clear the operator load counter by pressing the

TOTAL button until ":" is displayed.
3. Hold MODE and LIGHT until "CHEC" flashes.
23. Hold the CAL button until the display flashes.
4. Hold the CAL, TOTAL and LIGHT buttons until

"00:00" is displayed.
24. Hold the CAL button until "0000" is displayed to

clear the memory.
5. Press CAL for 2 seconds." 00 00" will flash and

the meter will erase its memory and reset to its
factory settings. This includes OP, UP, PL,
P.SEL, and E.SEL settings. The meter will
restart and display "F.CAL".
25. The payload meter should now function normally.
M20-32
Payload Meter II
12/01 M20007
PAYLOAD CIRCUIT NUMBERS

Circuit Designation
Circuit Description
39F, 39F1...39F5
+18 volt sensor power supply
39FA
Pressure signal Right Rear
39FB
Pressure signal Left Rear
39FC
Pressure signal Right Front
39FD
Pressure signal Left Front
39FE
Inclinometer signal
39FG
Sensor ground
39A
PLM lamp output - green
39B
PLM lamp output - amber
39C
PLM lamp output - red
39D
PLM lamp output - unused
39E
PLM lamp output - unused
39G
+24 volt PLM power
39AA
Load light - green
39BA
Load light - amber
39CA
Load light - red
73FSL
TCI 100% load signal - 930E only
73MSL
TCI 70% load signal - 930E only
714A
Speed signal
714AT
Speed signal
63L
Body up (gnd = up, open = down)
39H
Brake lock (gnd = release, open = lock)
35L1
PLM RS232 RTS (request to send)
35L2
PLM RS232 signal ground
35L3
PLM RS232 receive
35L4
PLM RS232 transmit
35L5
PLM RS232 CTS (clear to send)
35L6
35L7/35L4
Scoreboard 1 to scoreboard 2
35L8
PLM chan 2 TxD
35L9
PLM chan 2 RxD
21C
Engine oil pressure (gnd = off, open = run)
21D
Alternator R-Terminal (open = off,+24V = run)
M20007 12/01
Payload Meter II
M20-33
TROUBLESHOOTING
COMMON PROBLEMS
Suspension Charging
The Payload Meter II is a reliable controller and is rarely the source of failure in calculating payloads. The single
most common cause for an inaccurate payload estimate is improper suspension charging. Often maintenance personnel will not take the time to properly drain a suspension and carefully recharge it with oil and nitrogen. Most
often technicians will simply 'gas up' the suspensions with more nitrogen and send a truck back into service.
Komatsu engineers have conducted tests at customer sites to monitor suspension charging on trucks and found
many trucks to be improperly charged. Trucks with poorly charged suspensions were sent to service bays for maintenance by mine personnel. In some cases these trucks were returned to operation in worse condition than when
they were first checked because service personnel did not take the time to carefully charge the suspensions.
The payload meter uses the pressures from the suspensions to calculate payload. As the truck is loaded, a flat suspension will completely collapse. The top suspension cap will make metal-to-metal contact with the bottom. This
often occurs in the rear suspensions. The pressure in the suspension will not accurately reflect the force applied to
the suspension by the weight of the material in the body and inaccurate payload calculations will result.
In addition to inaccurate payload calculations, improperly charged suspensions increase wear-and-tear on truck
frames and tires, increasing maintenance costs over the life of the truck. Each over-loaded haul cycle with undercharged suspensions leads to premature failure. Consistently low payload estimates are the first sign that the suspensions are not being properly maintained and the truck is on a path toward increased operating costs and
system failures. Thankfully, the effects of improper suspension charging can be postponed with proper service and
care.
Specific suspension charging procedures for each truck model can be found in the shop manual. In general, the following items are very important for proper charging:
Completely discharge the suspension. This may take more than an hour for the nitrogen and oil to completely
discharge. However, to ensure that the proper volume of fresh oil is added, it's necessary to remove as much
of the oil/nitrogen mixture as possible.
Fill the suspension to the proper height with fresh oil, this is critical to keeping the suspensions from bottoming
out.
Charge the suspension to the proper height with nitrogen.
Refer to Section H for the proper charging procedures.
This module contains an example of how to use the Scope program from Komatsu to monitor suspension pressure
data.
M20-34
Payload Meter II
12/01 M20007
Symptom Table
PROBLEM
PROBABLE CAUSE
Payload meter is not recording haul cycles.

Only one haul cycle in memory.
Broken or missing body-up signal. The body up

signal triggers the PLM IIto start a new haul
cycle. Check using the "Monitoring Input Signals"
procedure.
Display shows payload all the time.

Display does not show time when the truck is traveling.
No distance or speed information is recorded in
the haul cycle data.
Broken or missing speed signal. Check using the

"Monitoring Input Signals" procedure.
Payload meter does not 'count up' while driving

away from the shovel.
Payload meter will not calibrate.
F-18 fault
Missing alternator R-terminal signal. Troubleshoot

signal or make modification to eliminate signal.
Refer to the F-18: R-Terminal, Oil Pressure Signals on the following page.
F20 - F28 faults flashing
Shorted sensor power or ground. Troubleshoot

wiring. Refer to the "Shorted 18v Sensor Power
Supply" fault tree in this section.
Pressure sensor value drifts up or down erratically.
Missing Body-Up Signal

The payload meter starts a new haul cycle after the body comes down from dumping the last haul cycle. Each new
haul cycle starts at the dump. Without a body-up signal, the payload meter does not know that a new haul cycle
has started. The payload meter will not record new haul cycles without the body-up signal. This is the most common sign that the signal is missing.
The body-up input signal is received from a magnetic switch located on the inside of the truck frame forward 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 completes the circuit to 71-Control Power. 24vdc indicates the body is down. Open circuit indicates that the body is up. This input can be checked using the "Monitoring Input Signals" procedure.
M20007 12/01
Payload Meter II
M20-35
Missing Speed Signal

The payload meter uses the speed signal to measure distances and speeds. It is the speed signal that causes the
payload meter to sample pressure data to estimate payload just after loading. After the truck travels 160 m (0.10
mi.) the payload meter records the payload estimated using the data captured just after loading. During the 160 m,
the payload meter displays a count. When the payload meter is set to display metric units, it counts up to 160 m.
When English units is selected, it counts up to 0.10 mi. This 160 m (0.10 mi) is designed to allow the truck to reposition around the shovel during loading.
If the speed signal is missing, the payload meter captures suspension data when the body rises at the dump.
Without the speed signal, the payload meter cannot determine that the truck has begun moving after loading. In
addition, it cannot measure the 160 m from the loading site. While the truck is loaded, the payload meter will display live payload estimates. When the truck is empty, the payload meter will display 0. The haul cycle data stored in
memory will have 0 recorded to max speed and haul cycle distance.
F-18: Alternator R-Terminal, Oil Pressure Signals

The PLM II monitors engine hours using the alternator R-terminal and oil pressure signals. The payload meter
will register a fault if both signals are not present.
For the R-terminal input to the payload meter, 24v=engine running and 0v=engine stopped.
For the oil pressure input to the payload meter, open=engine running and ground=engine stopped.
It is recommended that these inputs be modified to indicate that the engine is running at all times. Connect the Rterminal input to payload meter to the keyswitch (712) signal. Disconnect and tape back the oil pressure signal to
the payload meter. These changes will cause the payload meter to always consider the engine to be ON.
There are 2 effects from this change.
On power-up, the payload meter will not show the normal sequence of displays. This is not usually a problem.
The payload meter cannot be re-initialized. This extremely rare procedure is used to reboot the payload meter.
Shorted 18v Sensor Power Supply (930E)

The 18v sensor power supply, circuit 39F, comes from the payload meter and branches out to the inclinometer and
pressure sensors. The connection for this is made approximately 30.5 cm (12 in.) from the connection at the back
of the cab, just above the wheel. This can be a common point of failure and should be the first place to check when
the pressure sensor values drift erratically while the truck is sitting still or the payload meter indicates shorts on all
the pressure sensors.
The harness may be repaired with a butt splice, or a new harness can be purchased and installed.
M20-36
Payload Meter II
12/01 M20007
FAULT TREE DIAGNOSIS

Payload Lights Won't Illuminate
The load lights are illuminated for 5 seconds after the keyswitch is turned ON. The load lights are powered through
a 15A breaker on relay board 2 (RB2). The Light Control Relay (LCR) is activated by a ground signal through the
brake lock switch. The brake lock switch must be closed to complete the circuit through the LCR relay and power
the load lights. Each light color is controlled by a relay on RB2. Each load light relay coil is grounded through the
payload meter to activate the light. There is one relay for each color light.
If the load lights do not illuminate during loading, verify the brake lock is being used at the loading site. Verify that
the lights illuminate when the keyswitch is turned ON. If not, check the 15A circuit breaker and the LCR relay, first.
Then, check the brake lock signal to the relay board. Ensure that the connections to the relay board are solid.
M20007 12/01
Payload Meter II
M20-37
Red, Amber or Green Payload Light Does Not Illuminate

The payload lights only illuminate when the brake lock is applied. If all the load lights are not working, be sure to
troubleshoot the light control relay, refer to Payload Lights Won't Illuminate.
The most common reason for a payload light not working is a burned out bulb. Replace burned out bulbs with
Komatsu's high durability replacement lights. Komatsu is also currently working on Light Emitting Diode (LED)
replacement lights with significantly longer life. Check with your distributor for availability.
M20-38
Payload Meter II
12/01 M20007
Cannot Download - PC Communications

The most common problem with PC communications to the payload meter is configuration of the PC. Be sure the
correct serial port is selected for your laptop. In addition, be sure you have the latest PC software by checking with
your distributor.
Verify the payload meter is using the proper OP setting. Refer to Setting the Option Code for information on OP
settings.
No body-up input signal can be perceived as a communication problem with the payload meter. Without the bodyup signal, the payload meter never starts a new haul cycle. When the payload meter is downloaded, and no haul
cycles have been stored in memory, a technician may assume that the laptop did not communicate with the payload meter.
M20007 12/01
Payload Meter II
M20-39
PC Communications Configuration
Laptop computers must be properly configured to communicate with the payload meter. Often times the wrong
serial port is set, or old software is being used that is not compatible with newer computers.
Verify the correct serial port is set for your laptop. The most common port available on a laptop is serial port 1. It is
sometimes labeled as COMM1.
Occasionally, installed software on the laptop will take command of the serial port and not let the download software have access to the port. Software used by Palm Pilots, Handspring Visors, Pocket PCs, and other Personal
Digital Assistant (PDA) devices monitors the serial port for connections. When this software is active, the download
software cannot use the serial port and cannot download the payload meter. Ensure this software is not running
when attempting to download data from the payload meter.
M20-40
Payload Meter II
12/01 M20007
F.CAL: Payload Meter Won't Calibrate

The most common cause for failure to calibrate is a missing speed signal to the payload meter. Check the inputs to
the payload meter to confirm that the speed signal is being received. Refer to Monitoring Input Signals.
The payload meter also uses the R-terminal and oil pressure signals for calibration. These signals indicate that the
engine is running. Verify these signals are being properly received.
M20007 12/01
Payload Meter II
M20-41
F-20: Sensor Power Fault

A common failure point can be the connector on the suspension pressure sensors. These connectors take a lot of
abuse from pressure washing and occasionally short circuit or develop floating voltages from water and dirt intrusion. The quickest way to fix these problems is to disconnect the two halves and blow out any debris and clean the
contacts. The process of disconnecting and re-inserting a connector often clears up many problems. If a problem
persists, check the crimps on the terminals for intermittent connection due to vibration and wear.
On the 930Es, the most common cause for sensor power faults is a short in the harness coming from the back of
the cab to the Aux/Junction box. This harness contains a splice for sensor power. This splice is approximately 305
mm (12 in.) from the connector and is exposed to vibration and dirt from the left tire. It may be possible to locate
this splice and repair it. A single wire for circuit 39F carries 18v from the payload meter to the splice, where it
branches out for each sensor.
The 39F circuit from PLM II is over-current protected. If this circuit is shorted to ground, the payload meter will
automatically shut off the 18v supply. This will cause the payload meter to register faults for all the sensors.
In general, check the voltages at the sensors. It may be possible to disconnect each sensor in the junction box to
see where the short may be. If disconnecting all the sensors does not clear the fault, it is likely that the problem lies
within the harness from the back of the cab to the control cabinet.
Refer to the following page for the fault tree diagram.
M20-42
Payload Meter II
12/01 M20007
Sensor Power Fault Fault Tree
M20007 12/01
Payload Meter II
M20-43
F-21, F-25: Left Front Pressure Sensor

F-22, F-26: Right Front Pressure Sensor
F-23, F-27: Left Rear Pressure Sensor
F-24, F-28: Right Rear Pressure Sensor
A common problem with sensors is connector failure. Often the connectors to the suspension pressure sensor are
not secured to the truck and become caked with mud and debris. They become targets for the power washers used
to clean the trucks at maintenance. Many problems with the pressure sensors can be relieved by disconnecting
the connector, cleaning the terminals, reconnecting the connector halves, and securing the connector. Over time,
the terminal crimps may fail and need to be replaced.
Check power supply voltage to the sensor between circuits 39F (red, 18vdc) and circuit 39FG (black, ground).
Check the sensor output between circuits 39FA, 39FB, 39FC or 39FD (white, 1-5vdc) and circuit 39FG (black,
ground). It may be helpful to check these voltages on the sensor side of the connector and on the harness side of
the connector. Corrosion in the connector can affect voltages through the connection.
Compare output voltage from the pressure sensor to the pressure inside the suspension. Use a pressure gauge to
measure the pressure in the suspension. The output voltage from the pressure sensor is a 1-5vdc signal. This 4volt span linearly represents 0 to 2845 psi. For example, if the pressure in the suspension is 410 psi, the output
voltage should be:
410
Voutput = 1 + 4
= 1.576vdc
2845
Dont forget to add the 1v since the output of the pressure sensor at 0 psi is 1 volt
The generic version is:
Suspension _ pressure
Voutput = 1 + 4
2845
M20-44
Payload Meter II
12/01 M20007
Pressure Sensor Fault Tree

NOTE: Confirm the sensor voltages using the Sensor Power Fault tree to confirm that the problem is not a failure in
the harnesses coming from the cab to the control cabinet. If all the pressure sensor faults are active, check the
power supply first.
M20007 12/01
Payload Meter II
M20-45
F-31, F-32: Inclinometer

There are very few problems with the inclinometer in general. The inclinometer allows the payload meter to compensate for front-to-rear weight transfer on a grade.
Verify that when the truck nose is pointed uphill, the inclinometer reads positive. It is possible that the inclinometer
is installed backwards. This could significantly reduce the accuracy of payload calculations.
The inclinometer output is voltage that linearly represents the angle of the truck with nose up producing a positive
incline. 0 = 2.6vdc and the voltage output decreases with positive incline. For example, with the truck parked 5
nose up:
Using the formula:
volts
Voutput = 2.6 volts - 0.103 degree
x inclinedegrees
The inclinometer output should be:

volts
Voutput = 2.6 volts - 0.103 degree
x 5 = 2.085volts
Refer to the following page for the Inclinometer Fault Tree.
M20-46
Payload Meter II
12/01 M20007
Inclinometer Fault Tree
M20007 12/01
Payload Meter II
M20-47
Body Up Input
The body up signal is critical to proper payload meter operation. The payload meter starts a new haul cycle when
the body comes down from dumping the last load. If the payload meter cannot sense the body up and down, it will
not begin recording haul cycles.
Confirm that the dashboard indicator for body-up is working properly. If not, check the connections at the body up
switch. This switch is a magnetic reed switch. The switch may fail or the plate that triggers the switch may be misaligned. Refer to the appropriate shop manual for the proper procedure for adjusting the switches.
NOTE: The input to the payload meter is live and can be checked by raising and lowering the body or using a
large washer to trigger the switch.
M20-48
Payload Meter II
12/01 M20007
Brake Lock Input

The brake lock is used to lock only the rear wheels during loading. This allows the front wheels to rotate slightly and
allows the payload meter to more accurately estimate payload. It is very important that only the brake lock be used
during loading. Using the service brakes will significantly decrease payload meter accuracy.
The brake lock connects circuit 39H to ground. The circuit is wired through a small black connector behind the dash
panel.
Confirm that the warning light panel indicates that the brake lock is recognized by the other truck systems. If so, follow the signal from the switch to the payload meter. It may also be that the connector on the back of the payload
meter needs to be disconnected and re-inserted to clean the contacts.
M20007 12/01
Payload Meter II
M20-49
Speed Signal
The speed signal triggers the payload meter to display the time of day when the truck begins moving. If this does
not happen or the payload meter does not count up the distance from the shovel after loading, the speed signal
may be missing. This can be confirmed by checking the inputs to the payload meter. Refer to Monitoring Input Signals. Verify the payload meter is not receiving a speed signal before following the troubleshooting fault tree.
NOTE: The payload meter will ignore speed signal input if the brake lock appears to be on. Confirm the payload
meter correctly reads the brake lock input.
930E Speed Signal
On the 930E, the speed signal comes from a speed sensor mounted on the left-front wheel. Occasionally, this sensor is damaged by debris, impact during tire mounting, or misalignment during repair of the spindle. The wheel
must be removed to replace the sensor. Since the sensor is an active device, it requires an 18v power supply to
power the electronics that convert the electromagnetic pulses into signals for the payload meter. In addition,
because the sensor is active and not just a simple coil, it is not possible to measure the resistance across the contacts of the harness to determine if the sensor has failed.
To troubleshoot, confirm that the 18v power supply is reaching the sensor. The speed signal can be monitored in
the control cabinet to confirm the wiring from the sensor to the cabinet. Checking the signal at the back of the payload meter will confirm the wiring from the control cabinet. It is also possible to check the speed signal at the back
of the payload meter to confirm the entire wiring route. A signal generator may be used at the wheel to generate a
signal back to the payload meter. The speed signal input can be monitored from the payload meter using the procedure outlined in Monitoring Input Signals.
Adjusting the Speed Sensor
1. Align a tooth on the speed sensor gear with the tip of the speed sensor.
2. Check the distance between the speed sensor and gear tooth with a feeler gauge.
3. Adjust the gap to 0.060 in. (1.5 mm) and lock the sensor in place.
4. Rotate the wheel hub 180 and verify that the gap has remained within specifications.
730E/830E Speed Signal
The speed signal for the 730E/830E model trucks comes from a passive speed sensor mounted on the left wheel
motor. This signal travels on the 714/714A circuits to an isolation transformer in the control cabinet. From the
transformer, the signal travels through the connector at the back of the cab up to the payload meter.
Confirm that the sensor at the wheel motor is working properly. This is a passive, coil-type speed sensor and its
electrical integrity can be checked using an ohmmeter. Confirm the speed signal in the control cabinet at the transformer. A signal generator may be used at the wheel motor to generate a signal back to the payload meter. The
speed signal input can be monitored from the payload meter using the procedure outlined in Monitoring Input Signals.
HD1500/530M Speed Signal
The speed signal runs from a speed sensor on the transmission output shaft to the PMC and to the payload meter.
You can confirm the speed sensor by checking the speed input to the PMC. Confirm the speed signal wiring from
the PMC to the payload meter. The speed signal input can be monitored from the payload meter using the procedure outlined in Monitoring Input Signals.
Refer to the following page for the fault tree diagram.
M20-50
Payload Meter II
12/01 M20007
Speed Signal Fault Tree
M20007 12/01
Payload Meter II
M20-51
CONNECTORS AND PRESSURE SENSORS
PAYLOAD METER BACK PANEL
Connector 7821915320
Terminal 7821915010
Terminal 7827101440
Plate 7821912450
Terminal 7821912020
Plate 7821912510
HARNESS CONNECTORS TO PAYLOAD METER
HARNESS SIDE
SENSOR SIDE
Terminal 0805500050
Grommet 0805500060
Holder 0805500330
Terminal 0805500040
Grommet 0805500060
Holder 0805500330
PRESSURE SENSOR CONNECTIONS
M20-52
Payload Meter II
12/01 M20007
HARNESS SIDE
A:A:
PLM
RTS
PLM
RTS
B:B:
PLM
SGND
PLM
SGND
C:C:
PLM
Rxd
PLM
Rxd
D:D:
PLM
Txd
PLM
Txd
E:E:
PLM
CTS
PLM
CTS
MATING FACE OF
DOWNLOAD
CONNECTOR
BRAKE LOCK
CONNECTOR
24 Pin Connector PB9818

Pin Contact PB8647
Plug PB8453
Connector Plug PB8643

Pin Contact PB8921
R/P239 PAYLOAD METER CAB CONNECTOR
M20007 12/01
Payload Meter II
M20-53
Housing PB9756
Contact PB8602
Pin Contact PB8626
Strain Relief PB9814 (2)
Screw VW7336 (2)
Cap PB9827
Housing PB8599
Contact PB8602
Pin PB8626
Strain Relief PB8604 (2)
Screw VW7336 (2)
TYPICAL CONTROL CABINET CONNECTOR
PRESSURE SENSOR COMPONENTS
M20-54
Payload Meter II
12/01 M20007
REAL-TIME PAYLOAD METER II MONITOR PROGRAM

Originally, this program was designed for engineering testing purposes only. It was not designed for general distribution or use. This program sets the Komatsu Mining Systems Payload Meter II into real-time data transfer
mode. This allows the technician to monitor all inputs into the system. Scope also allows for the logging of this
real-time data. These files can be used to analyze the inputs over a period of time.
Scope is used to record suspension pressures during a haul cycle. These pressures can be imported into Microsoft
Excel or other spreadsheet programs to graph each suspension. Visually, a service technician can look for flat or
undercharged suspensions. In addition, all the input to the payload meter can be checked using the PC instead of
the switches on the front panel of the payload meter
System Requirements - Microsoft Windows 95, access to serial communications port 1, EF9159 & EF9160 harnesses to connect the Payload Meter II to the serial port of the PC. Payload Meter II must also be set up to use
MMS Communications Mode. This is indicated on power up of the Payload Meter by OP12. Changing this setting is
described in Setting the Option Code.
Downloading Scope Scope is available on the internet. It can be found at the following address:
http://www.kms-peoria.com/payload
The program, Scopezipped.exe, is a self-extracting executable. Save it into its own directory on your hard drive
and run it. The program will unzip and be ready to run.
NOTE: This program has not been tested on all versions of Windows and may not work on all operating systems.
M20007 12/01
Payload Meter II
M20-55
Use the following two tables in conjunction with the screen shot on the following page for a description of typical
Scope information.
TABLE 1. DATA DEFINITIONS & COMMENTS

DISPLAY
DEFINITION
COMMENT
K packet data sent
P packet data sent
Final payload data
M4
M4 packet data sent
Swing load data
M2
M2 packet data sent
Real time data
ACK
Initialize real-time
The PLM acknowledges the transmission of a

command from Scope
NAK
Acknowledge data
No acknowledgment of the transmission of a

command from Scope
Unknown
Unassigned packet data
Unexpected Data
(error 1)
Missed communication packet, Frame started

with something other than STX.
Unexpected STX
(error 2)
PLM II transmitted a re-transmit request or reinitialized communications unexpectedly in middle of frame
BCC error (error 3)
Block check sum error
Program error
(error 4)
Scope cannot resolve

communication error
Rep Code
Final Load
The final load calculated by the PLM II.
Final Pressure
The pressure used to calculate the final payload.
Swing Load Data
All data used to calculate and transmit the displayed swing load.
RTM Data
Real-time data transmitted to Scope via the

RS232 connection. This data is transmitted by
the PLM II every 200ms.
M20-56
Payload Meter II
12/01 M20007
TABLE 2. TRUCK STATUS & INPUTS

DISPLAY
RTM Status
RTM D I/O
M20007 12/01
DEFINITION
Truck State
Input States
EXAMPLES
1.
2.
3.
4.
5.
6.
Empty Stop
Empty Run
Loading
Loaded Run
Loaded Stop
Dumping
N
n
B
b
E
e
R
r
Brake Lock ON
Brake Lock OFF
Body DOWN
Body UP
Engine RUN, Oil Pressure Up
Engine OFF, Low Oil Pressure
R Terminal - Alternator Charge
R Terminal - Alternator OFF
Payload Meter II
M20-57
Menu Functions
The typical Windows File and Edit functions apply to Scope. The file saved will be the log information file
described below. There is no online help available for Scope.
StartRTM - Initializes the real-time communications link to the PLM II.
StopRTM - Stops the real-time communications link to the PLM II.
StartLog - Begins sending real-time data to the data file started using the File Save As command.
StopLog - Stops sending real-time data to the data file started using the File Save As command.
Using Scope
1. Start Scope Payload Meter II.
2. Power the Payload Meter II System.
3. StartRTM - Start real time communications soon after the payload meter finishes its initial display of internal
settings. This display cycle is described in Displays at Start-Up.
4. The Scope window should now indicate real-time conditions. The RTM D I/O conditions show the inputs into
the Payload Meter II. The suspension pressures, inclinometer, speed, and truck status displayed are the
current readings from all sensors. This display will remain live as long as the communications connection is
maintained.
5. To create a record of the data being transmitted by the Payload Meter II, press StartLog. The program will
prompt for a file name. Once entered, Scope will begin to save data to this file.
6. Use the StopLog command to stop logging data to the file.
7. Use the StopRTM command to stop real time communications. After a period of time, the payload meter
should indicate a communications error.
Log File Information

There are several considerations to make for log files of data from the Payload Meter.
One line is written every 200ms (5 times each second). The data file can quickly become very large. File sizes of
19MB are not uncommon for one haul cycle. Check to be sure that the drive where the file is being stored has
capacity for these large files.
The column headings for Real-Time data lines are not recorded in the data file, they are:
Time
Type
M20-58
Tons
FL
FR
RL
RR
Inc
Speed
Payload Meter II
State
Lock
Body
Engine
12/01 M20007
All data is comma separated and can be imported into most popular spreadsheets and data analysis programs. A
typical file looks like this:
In the sample data shown, the column marked "Type" refers to the type of data being transmitted; R is used for
Real-Time, F is used for Final Load and S is used for Swing Load.
For the swing load data line the format is Time, S, Swing Load, Predicted Load, FL, FR, RL, RR.
For a final load transmission the format is Time, F, Final Load, FL, FR, RL, RR.
Connections to Payload Meter II

Two harnesses are required to connect a PC to the Payload Meter II.
EF9159 - Connects to the back of the Payload Meter II to a panel mount connector.
EF9160 - Connects from the panel mount connector to the PC.
The connectors and pins typically used for the payload meter connection are :
Description
Part Number
Terminal
7827101440
Connector
7845253670
The Payload Meter requires 5 wire RS232 communications. Payload Meter communications connections are :
1 - RTS
2 - Signal Ground
M20007 12/01
3 - RxD
4 - TxD
Payload Meter II
5 - CTS
M20-59
USING SCOPE
Monitoring Inputs Using Scope
1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness.
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PCs,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access the serial port. If there is no confirmation of
proper setup, verify that the applicable Scope program is being used. Scope.exe is for laptops using Comm1
for serial communications. Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In
almost all cases, Scope.exe is the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. At the bottom right of the screen line "RTM D I/O= n b e r" will appear. The four letters are the status of the
four digital inputs. N=brake lock, B=body up, E=engine run, R=R terminal. Refer to Table 1. These status indicators are 'live'. Turning the brake lock ON or OFF should change the capitalization of the letter N; "N"=brake
lock ON, "n"=brake lock off.
6. Above the digital input status line is "RTM Status". This line is the payload or truck 'state'. If the truck is empty
and stopped, the status will be "01" (Empty Stop). Refer to Table 2.
7. All the "RTM" status lines indicate real-time status for that input. The pressures, incline, and speed are all 'live'
and will change as the truck moves or changes condition.
8. Confirm that the payload meter properly receives all the inputs.
9. Select "StopRTM" from the menu bar to stop the data transmission from payload meter.
Monitoring Suspension Charging Using Scope

1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PCs,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access to the serial port. If not, be sure you are using
the applicable scope program. Scope.exe is for laptops using Comm1 for serial communications.
Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In almost all cases, Scope.exe is
the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. Select "StartLog" from the menu bar. The program will prompt you for a file location and file name. Store the
file on your hard drive in a place where you will be able to find it later. It is best to create a new folder on the
Windows desktop to store log files from tests.
6. Enter a file name with a ".csv" extension. For example, on truck 214 one might enter "T214.CSV" as a file
name. The ".CSV" at the end will make it easier for Excel or Lotus 123 to recognize the file format, Comma
Separated Variable, and open it properly.
7. The Scope program will write each real-time data message from the payload meter into the log file. These
messages come 5 times each second.
8. Run the truck through an entire haul cycle.
9. Stop the log file as the truck begins to drive away from the dump by selecting "StopLog" from the menu at the
top of the screen.
10. Stop real-time communications by selecting "StopRTM" from the menu bar.
M20-60
Payload Meter II
12/01 M20007
11. Close the Scope program

12. Start Excel or Lotus 123.
13. Graph the four suspension pressures for the haul cycle. If a long haul cycle has been recorded, there may be
more data points than your graphing program can use. The most important part of the haul cycle to analyze is
the loaded portion. It is possible to look at the truck state in the data to determine when the truck was loaded
and graph only this portion.
M20007 12/01
Payload Meter II
M20-61
14. Isolate suspensions that look flat. As the suspension compresses the gas, the pressures go up. If the suspension collapses completely and bottoms out making metal to metal contact, the pressure will stop rising even
though more load is added. This can be seen in the graph below. There are some spikes in the graph, but
most of the loaded portion is very flat. There are occasional lines that look like icicles hanging from the flat
line. These indicate small movements in the suspension where the metal to metal contact may lapse.This suspension is very flat. Charge and oil the suspension according to shop manual procedure.
M20-62
Payload Meter II
12/01 M20007
15. A good suspension will show lots of motion as the truck drives around and the suspensions bounce around.
When the truck is loaded and running, the rear suspensions tend to move in opposite directions. When the left
pressure goes up, the right pressure will go down. This is due to the rocking motion of the rear axle as the
truck travels. Notice that there is plenty of 'noisy' motion shown in the loaded pressures. This suspension is in
good shape.
As shown in the previous examples, Scope can be used to create log files of the suspension pressure data.
Graphs of this data can give be used to determine the relative health of the suspensions.
Pressure Sensor Dummy Loads

A series of dummy loads is now available that simulate a pressure sensor input to the payload Meter. These can be
placed on the harness in place of a pressure sensor. This can be used to troubleshoot harness and connector
problems between the payload meter and suspension pressure sensors. The payload meter will read each load
within the pressure range indicated.
Part Number
M20007 12/01
Description
EJ5366
970-1150 psi load
EJ5367
710-870 psi load
EJ5368
490-625 psi load
EJ5369
290-410 psi load
Payload Meter II
M20-63
GAIN ADJUSTMENT WORKSHEET

M20-64
Payload Meter II
12/01 M20007
SECTION M28
EXHAUST BRAKE
INDEX
EXHAUST BRAKE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-3
FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-3
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-4
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-5
Exhaust Brake Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-5
Exhaust Brake Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-5
Exhaust Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-6
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-7
1000 Hour Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-7
Gate Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-7
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-8
Operational Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-8
System Component Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-9
M28002
Exhaust Brake
M28-1
NOTES
M28-2
Exhaust Brake
M28002
EXHAUST BRAKE
FUNCTION
Switch ON Position:
The optional exhaust brake system blocks exhaust

gasses at the turbocharger outlet and results in the
engine exhaust stroke acting as an air compressor
to increase the effect of the braking force of the
engine. The exhaust brake is also used as a
retarder when going downhill.
The exhaust brake is actuated by a signal from the
transmission controller. It operates as follows when
the exhaust brake switch on the instrument panel is
turned ON or OFF.
Actuates exhaust brake system when the accelerator pedal is released (but only when the torque converter is in the lock-up condition).
Switch OFF Position:
Actuates exhaust brake system when the foot brake
or retarder brake are operated (but only when the
torque converter is in the lock-up condition).
FIGURE 28-1. EXHAUST BRAKE SYSTEM COMPONENTS

1. Exhaust Brake Lamp Switch
2. Torque Converter Lock-up Valve
3. Brake Switch
4. Retarder Switch
5. Exhaust Brake Solenoid Valve
6. Transmission Controller
7. Relay
M28002
8. Exhaust Brake Switch

9. Brake Valve
10. Accelerator Sensor
11. Retarder Control Lever
12. Exhaust Brake Assemblies
13. Relay
14. Batteries
Exhaust Brake
M28-3
SYSTEM OPERATION
Two exhaust brake assemblies are used on the
engine. The description below describes the operation of one of these units. (Operation of the right and
left assembly is identical.)
Note: Actual exhaust brake valve design may differ
from illustrations shown in Figure 28-2 and 28-3.
Exhaust brake ON
Refer to Figure 28-2:
When the transmission controller actuates the solenoid valve, the following occurs:
The solenoid valve opens the port to the exhaust
brake cylinder. Then air flows from the air tank to the
exhaust brake cylinder and causes it to close the
exhaust pipe, and the exhaust brake operates.
FIGURE 28-2. EXHAUST BRAKE ON
Exhaust brake OFF

Refer to Figure 28-3:
When the transmission controller turns the solenoid
valve OFF, the solenoid valve closes the port to the
air tank, and opens the port from the exhaust brake
cylinder to the atmosphere.
The air in the exhaust brake cylinder is discharged
through the solenoid valve to the atmosphere. The
exhaust brake cylinder is returned to the original
position by the internal spring, and the exhaust brake
is released.
FIGURE 28-3. EXHAUST BRAKE OFF
M28-4
Exhaust Brake
M28002
SYSTEM COMPONENTS
Exhaust Brake Pressure Switch
The exhaust brake pressure switch (Figure 28-4)
activates the exhaust brake pilot lamp when the system is turned ON and the switch is pressurized.
FIGURE 28-4. EXHAUST BRAKE PRESSURE

SWITCH
1. Terminal
2. Terminal
3. Spring
4. Plate
5. Block
6. Diaphragm
7. Body
FIGURE 28-5. SOLENOID VALVE
Exhaust Brake Solenoid Valve

When the exhaust brake solenoid valve (Figure 28-5)
is energized, air flows from the air tank into port A,
valve (7) is opened and air flows out port B to the
exhaust brake cylinders mounted on the turbocharger outlets, activating the exhaust brake system.
Exhaust gasses are blocked.
1. Core
2. Coil Assembly
3. Spring
4. Plunger
5. Valve Seat
6. Rod
7. Valve
8. Spring
9. Body
10. Connector
A: Inlet Port
B: Outlet
C: Exhaust Port
When the solenoid is de-energized, valve (7) closes,

inlet port A closes, exhaust port C opens, and air
in the exhaust brake cylinders and cylinder supply
hoses is released as the cylinder springs return the
pistons to the top of the cylinders. Exhaust gasses
are then free to flow out to atmosphere through the
exhaust pipes.
M28002
Exhaust Brake
M28-5
FIGURE 28-6. EXHAUST BRAKE INSTALLATION

(Left Side Shown, Right Side Typical)
1. Engine
2. Turbocharger
3. Band
4. Gasket
5. Exhaust Brake Assembly
6. Air Supply Fittings
7. Exhaust Pipe
Exhaust Brake Assembly

The exhaust brake cylinder/valve units (5, Figure 286) are installed at the outlet of the right and left turbochargers.
When the exhaust brake system is activated, air from
the solenoid valve enters the port (6) at the top of
each cylinder. When the piston moves down, it
closes a valve plate blocking the flow of exhaust gas,
creating an engine braking effect.
M28-6
When the system is de-activated, air is exhausted

out the solenoid valve exhaust port, releasing air
pressure inside the cylinder. An internal spring
returns the piston to the top of the cylinder, opening
the valve plate and allowing exhaust gasses to flow
through the exhaust pipes (7) and into the atmosphere.
Exhaust Brake
M28002
MAINTENANCE
The exhaust brake valve requires minor maintenance
at regular intervals to ensure proper operation.
1000 Hour Maintenance
1. Service quick release valve (1, Figure 28-8).
a. Disassemble quick release valve and wipe
diaphragm (3, Figure 28-7) and its sealing
surfaces with a clean cloth.
b. If the rubber parts are deteriorated, replace
the diaphragm and O-ring (2). When installing, lubricate rubber parts with a lithium base
molybdenum disulfide grease (G2-LI).
c. If interior surfaces are deteriorated, replace
the entire quick release valve.
2. Inspect for air or exhaust gas leakage.
a. Tighten any loose connections.
b. Replace any leaking gaskets.
3. Inspect breather (6, Figure 28-8) and clean or
replace if restricted.
Gate Adjustment
The engine should be able to fully combust fuel at
idle and should not labor excessively when brake is
applied. If problems are encountered, check gate
adjustment setting.
1. Measure dimension A as shown in Figure 288. Dimension should be 32 1 mm (1.25 0.04
in.)
2. If necessary, loosen gate adjust screw locknut
and adjust screw to obtain correct dimension.
3. After adjustment, tighten locknut to 2.5 kg.m
(18 ft. lbs.) torque.
FIGURE 28-8. EXHAUST BRAKE VALVE ASSY.
FIGURE 28-7. QUICK RELEASE VALVE

1. Adapter
2. O-Ring
M28002
3. Diaphragm
4. Housing
1. Quick Release Valve

2. Packing Cup
3. Cylinder Shell Assy.
4. Spring
5. Spring
Exhaust Brake
6. Breather
7. Waste Gate
8. Slide Gate
9. Brake Body
10. Gate Adjust Screw
M28-7
TROUBLESHOOTING
Operational Characteristics
Refer to the chart below for possible operator complaints and possible causes for the problem. Refer to
normal and abnormal operation characteristics to
help determine if there is an actual problem with the
system. Refer to Section R for schematics relating to
the electrical circuits for the various exhaust brake
system components.
If the exhaust brake switch is ON, the torque converter is in lock-up and the accelerator pedal
released, OR if the exhaust brake switch is OFF, the
torque converter is in lock-up and the foot brake or
retarder lever is applied, the exhaust brake should
activate and the following may be noted:
If a problem occurs in the exhaust brake system,

first, determine whether it is safe to continue running
the engine or using the exhaust brake.
Truck speed should decrease when

descending a grade unless the grade is very
steep or the load is heavy.
Properly Functioning Exhaust Brake:
If the engine is malfunctioning, do not use the

exhaust brake until engine problems are
corrected.
There may be a slight drop in engine RPM.

There may be a slight change in engine
sound.
Broken Air Line
Loose Electrical Connection
Blown Fuse
Solenoid Valve Failure
Controller Circuit Failure
Lock-up Circuit Failure
Plugged Cylinder Breather
X
X
Damaged Cylinder Seal
Defective ON/OFF Switch
Symptoms
of
Malfunctioning
Exhaust
Unusual noises or clanking sound as exhaust

brake is applied or released.
Engine seems to be straining or feels

underpowered. If this occurs, check and
correct system immediately.
X
Excessive exhaust smoke when brake is

released.
Engine temperature exceeds normal levels.

X
Loose Mounting Bolts
X
X
X
Incorrect Gate Adjustment
M28-8
Engine temperature should remain normal.
Leaky Gasket
Worn Return Springs
There may be a slight puff of exhaust smoke

when the exhaust brake is released.
An abnormal vibration is felt when exhaust

brake is applied or released.
Carbon in Brake Body
When the accelerator pedal is depressed,

normal throttle control should resume.
Possible
Brake:
X
Damaged Brake Cylinder
Plugged Quick Release

Valve
Intermittent Operation
Brake Won't Release
Engine temperature should remain normal.
Insufficient Air Supply
Depending on load and grade, it may be

possible to feel the retarding force when
applied.
Exhaust smoke should appear normal
Excessive Back Pressure
Insufficient Back Pressure
CAUSE
Slow Brake Application
OPERATOR COMPLAINT->
Brake Does Not Operate
Do not operate the engine if it appears the

exhaust brake does not release.
X
X
If the above symptoms occur, the truck should be

removed from service until the exhaust brake
system is inspected and the problem corrected.
X
X
Exhaust Brake
M28002
System Component Checks
Exhaust Brake Pressure Switch
Information below provides standard values for the

exhaust brake pressure switch, solenoid valve, and
the system ON/OFF switch mounted on the instrument panel.
Switch Actuation Test:

1. Turn the key switch off.
2. Disconnect connector AS1.
3. With system air pressure at 3.7 kg/cm2 (52.6
psi), or more, verify continuity between AS1
male pins 1 and 2.
Exhaust Brake ON/OFF Switch
4. With system air pressure at 3.3 kg/cm2 (46.9

psi) or less, verify no continuity between AS1
male pins 1 and 2.
Switch Test:
2. Disconnect connector EXH (see Figure 28-9)
from rear side of switch.
3. With the switch in the ON position, verify continuity between pins 2 and 4 on the switch.
5. If not within specifications, replace switch.

6. Reinstall connector AS1.
4. With the switch in the OFF position, verify no

continuity between pins 2 and 4 on the switch.
Exhaust Brake Solenoid
5. If test fails, replace switch.
Solenoid Coil Test:
6. Reinstall connector.

2. Disconnect connector SL5.
3. Using an ohmmeter, measure 20 - 60 ohms
resistance between male pins 1 and 2 on the
solenoid connector.
4. If ohmmeter shows an open or shorted circuit,
or if resistance is outside above specification,
replace the solenoid valve assembly.
5. Reinstall connector SL5.
FIGURE 28-9. EXHAUST BRAKE SWITCH
M28002
Exhaust Brake
M28-9
NOTES
M28-10
Exhaust Brake
M28002
SECTION M29
AUTOMATIC SPIN REGULATOR (ASR) SYSTEM
INDEX
AUTOMATIC SPIN REGULATOR (ASR) SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-3

ASR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-3
ASR SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-4
Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-4
Compensation for Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-4
System Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-4
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-4
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-6
ASR SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-8
GENERAL TROUBLESHOOTING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-8
Preliminary Troubleshooting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-8
Troubleshooting Specific Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-8
NORMAL SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-9
Clearing Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-9
TROUBLESHOOTING SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-12
AS-1: Fault Code 0.1
Abnormality in power source voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-12
Engine speed sensor, open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-13
Right rear wheel speed sensor, open circuit . . . . . . . . . . . . . . . . . . . . . . . M29-14
Left rear wheel speed sensor, open circuit . . . . . . . . . . . . . . . . . . . . . . . . M29-15
Transmission output speed sensor, open circuit . . . . . . . . . . . . . . . . . . . . M29-16
Steering angle sensor failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-17
Accelerator signal system fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-18
ASR/ARSC caution lamp system, open circuit. . . . . . . . . . . . . . . . . . . . . . M29-19
Central warning lamp and buzzer system, open circuit . . . . . . . . . . . . . . . M29-20
AS-10: Fault Code 5.3 ASR/ARSC caution lamp system, short to ground . . . . . . . . . . . . . . . . . . M29-21
AS-11: Fault Code 5.5 Central warning lamp and buzzer system output, short to ground . . . . . . M29-22
AS-12: Fault Code 6.0 Engine speed system failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-23
M29002
Automatic Spin Regulator System
M29-1
AS-13: Fault Code 6.1 Right rear wheel speed sensor failure . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-24
AS-14: Fault Code 6.2 Left rear wheel speed sensor failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-25
AS-15: Fault Code 8.0 Left pressure control valve failure - valve does not open . . . . . . . . . . . . . M29-26
AS-16: Fault Code 8.1 Short to ground in right pressure control valve circuit . . . . . . . . . . . . . . . M29-27
AS-17: Fault Code 8.2 Short to ground in left pressure control valve circuit . . . . . . . . . . . . . . . . M29-28
Right pressure control valve system, open circuit . . . . . . . . . . . . . . . . . . M29-29
AS-19: Fault Code 8.4 Failure in right pressure control valve system - LH valve does not close . .M29-30
AS-20: Fault Code 8.5 Right pressure control valve system failure (valve does not close) . . . . . M29-31
AS-21: Fault Code 8.6 Left pressure control valve system failure (valve does not close). . . . . . . M29-32
AS-22: Fault Code 8.7 Right pressure control valve system failure (valve does not open) . . . . . M29-33
AS-23: Fault Code 8.9 Short to ground in ASR shut-off valve system . . . . . . . . . . . . . . . . . . . . . M29-34
AS-24: Fault Code 9.0 Open circuit in ASR shut-off valve system . . . . . . . . . . . . . . . . . . . . . . . . M29-35
AS-25: Fault Code 9.1 Failure in ASR shut-off valve system - valve does not close . . . . . . . . . . M29-36
AS-26: Fault Code 9.2 Failure in ASR shut-off valve system - valve does not open . . . . . . . . . . M29-37
AS-101: Nothing is displayed in the controller display window . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-38
AS-102: Fault code remains cleared (-- is always displayed)
or cannot be cleared in controller display window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-39
AS-103 : Another controller has failed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-40
Transmission Controller System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-40
Payload Meter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-40
AS-104: Central warning lamp (buzzer) stays ON (or OFF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-41
AS-105: Open circuit in ASR system ON/OFF switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-42
AS-106: Short circuit to ground in ASR system ON/OFF switch . . . . . . . . . . . . . . . . . . . . . . . . . . M29-43
AS-107: ASR operation lamp does not light up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-44
AS-108 ASR operation lamp remains ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-46
M29-2
M29002
AUTOMATIC SPIN REGULATOR (ASR) SYSTEM

ASR SYSTEM
The optional Automatic Spin Regulator (ASR) system
prevents drive wheel slippage caused by excessive
torque. Under most conditions, the truck can start
and travel normally even on poor or frozen road surfaces.
When the truck starts to move on snow covered or
split road surfaces (where the condition of the road
surface is different on the left and right; such as when
one side is snow and the other side is dry road), if an
excessive torque is applied to the wheels, both or
one of the wheels will spin and it may be impossible
for the truck to start moving. However, if the truck is
equipped with an ASR system, the brake is automatically applied to the wheel that is spinning and the
torque applied to the wheel is controlled, so the truck
can move.
If both rear wheels slip at the same speed, the

ASR function is not actuated. During this condition, the operator must reduce the accelerator to
control the engine output.
Note: The ASR system option is supplied in combination with the ARSC, (Automatic Retard Speed Control) system. Both systems use the same controller to
provide operational functions and share some components such as the system caution lamp (1, Figure
29-1) used to detect problems in either system.
Therefore, when troubleshooting problems in the
ASR system, it may also be necessary to refer to
ARSC System Troubleshooting information in this
manual for additional information and tests.
FIGURE 29-1. ASR SYSTEM COMPONENTS

1. ASR/ARSC Caution Lamp
2. ASR Operation Lamp
3. ASR/ARSC Controller
4. Pressure Control Valve (R.H.)
5. Pressure Switching Valve

6. Pressure Control Valve (L.H.)
7. Wheel Speed Sensor (L.H.)
8. Wheel Speed Sensor (R.H.)
M29002
9. ASR System ON/OFF Switch

10. Steering Angle Sensor
M29-3
ASR SYSTEM DESCRIPTION
maintenance personnel. When the system is turned

Off, the central warning lamp, buzzer and caution
lamp will also turn Off.
Torque Control
If the truck tires slip while operating on a soft or slippery surface and the left rear wheel speed differs
from the right rear wheel speed, the ASR system will
apply the brake on the faster spinning wheel and
torque will be applied to the other wheel to allow the
truck to move.
Warning Type 2
If the following occurs in the ASR system, it indicates
a problem has occurred but the affected system will
still continue to operate.
ASR/ARSC caution lamp flashes
Central warning lamp remains Off
Compensation for Steering
Warning buzzer remains Off
If the truck is turning right or left, the dual outer rear

wheels will be rotating faster than the inner wheels.
To compensate for this and to prevent the ABS system from incorrectly assuming the drive wheels are
slipping, a potentiometer installed on the center arm
of the steering linkage provides a signal to the ASR/
ARSC controller. This signal allows the controller to
determine the steering angle and allow for the
increased speed of the outer wheels rather than
assuming the increase in speed is due to slippage
and apply braking.
The failure code will be displayed on the face of

the controller and stored in memory.
If the above warning signal appears, the system
will continue to function, however the system
should be turned Off immediately and the problem
should be investigated and repaired. The normal
operator controls (foot brake, retarder lever) will still
be functional and should be used to control the truck.
When the system is turned OFF, the caution lamp
will also turn Off.
Refer to the Fault Code Index Table for a list of applicable faults and a description for each.
System Diagnostics
The ASR/ARSC controller monitors operation of the
ASR system and also the ARSC system. This section
of the manual describes troubleshooting procedures
for the ASR system only but it should be noted that
some components and functions are used by both
systems. Refer to Automatic Retard Speed Control
(ARSC) for troubleshooting problems unique to the
ARSC system.
If a problem occurs in the either system, the operator
receives warnings based on the type of warning; type
1 or type 2.
Refer to Figure 29-1 for system component location

and Figure 29-2 for a schematic diagram of the ASR
system.
ASR System Switch
The ASR switch (9) activates the system when the
operator turns the switch ON.
ASR Operation Lamp
Type 1 Warning
If a serious problem has occurred, the following
warnings will be observed:
The central warning lamp on the instrument
panel will flash.
The warning buzzer will sound.
The ASR/ARSC caution lamp will flash.
The failure code will be displayed on the face of
the controller and stored in memory.
If the above warning signals appear, the system
will stop functioning. The system should immediately be turned off and the problem investigated by
M29-4
System Components
The ASR operation lamp (2) indicates the ASR system is working.
ASR/ARSC Caution Lamp

If an ASR system failure is detected while the ASR
switch is turned On, the ASR/ARSC caution lamp (1)
will flash.
Note: A failure in the ARSC system will also cause
this lamp to illuminate.
M29002
FIGURE 29-2. ASR SYSTEM DIAGRAM
M29002
M29-5
ASR/ARSC Controller
OPERATION
The controller (3, Figure 29-1) receives various signals from the system switches and speed sensors,
performs calculations on the data and provides output signals to control the valves used to apply the
rear wheel brakes. The controller also provides warning signals and a troubleshooting fault code is displayed in a window (2, Figure 29-4) on the face of the
controller if a problem occurs in the system. Fault
codes are stored in memory and retained until the
unit is reset.
Refer to Figure 29-3 for a graph depicting the operation of the controller as it detects slippage at the right
wheel while the accelerator is depressed (operating
attempting to move truck).
Wheel Speed Sensors
When the truck is turned, the steering angle position

is suppled to the controller and as long as the wheel
speed difference is within normal limits, ASR remains
off.
The wheel speed sensors (7 & 8) generate a pulsed

voltage signal as the teeth of the speed sensor gear
on each rear wheel pass across the face of the sensor. The signal frequency is directly proportional to
the rotational speed of the wheel (and gear). The
controller then calculates wheel speed based on the
frequency of the signal.
Steering Angle Sensor

The steering angle sensor (10) is a potentiometer
that changes resistance as the operator turns the
steering wheel. The sensor sends a variable voltage
signal to the controller based on the angle of the center lever.
Pressure Switching Valve

The pressure switching valve (5) supplies air to the
left and right pressure control (ASR) valves. When
the ASR system is turned On, the controller energizes this valve.
If a system failure occurs, the controller will de-energize this valve to cut off air to the pressure control
vales to turn the system off.
When not actuated:

When starting off or when turning on slippery road
surfaces, and there is no major difference in the
speed of the left and right drive wheels, the ASR is
not actuated, and the brakes are not applied to the
drive wheels.
When actuated (when the truck starts to move):

As shown in the graph in Figure 29-3, when the difference in the rotating speed between the left and
right wheels is detected, the brake is applied to the
wheel that is slipping in order to reduce its speed
until both the left and the right wheel are rotating at
the same speed.
t0 : Starting to depress accelerator pedal when
truck begins to move from a standstill.
t1 : If the rear right wheel starts to slip and the
difference between the speed of the left and right
rear wheels is more than the set value, the
controller sends a stepped increase signal to
apply the brake gradually to the wheel that is
slipping.
t2 : When the acceleration of the wheel on the
side that is slipping goes below the set value, the
controller sends the maintain signal. When the
slippage starts to decrease, the controller
gradually sends the signal to exhaust, and
repeats the control so that the speed of the left
and right wheels is the same.
Pressure Control Valves

The controller sends a signal to the pressure control
valves (4 & 6), to provide modulated air to the relay
valves to control the amount of braking effort applied
to the spinning wheel.
M29-6
M29002
FIGURE 29-3. CONTROLLER OPERATION GRAPH
FIGURE 29-4. ASR/ARSC CONTROLLER

1. Controller Housing
2. Fault Code Display Window
3. Connector (ARC1)
M29002
4. Connector (ARC2)
5. Connector (ARC3)
M29-7
ASR SYSTEM TROUBLESHOOTING

The following pages provide information for troubleshooting problems that may occur in the ASR (Automatic Spin Regulator System).
Since the ARSC (Automatic Retard Speed Control)
system uses the same controller, the technician must
determine whether the problem is ASR system or
ARSC system related. These instructions refer to the
ASR system; if the observed failure code refers only
to the ARSC system, refer to ARSC System Troubleshooting for procedures for repairing that system.
3. Verify the system is not affected by radio or

other electrical equipment in use. It may be necessary to systematically disable suspected
equipment and try to repeat the failure occurrence. If such a component is determined to
cause the problem, modify the equipment or
mounting location to eliminate the interference.
4. Always read and follow any precautions noted
prior to performing system checks.
Troubleshooting Specific Problems
GENERAL TROUBLESHOOTING
INFORMATION
The ASR system provides self diagnostic features
including warning alerts from the central warning
lamp, warning buzzer, and ASR/ARSC caution lamp
when a problem occurs. The controller displays a
fault code to help determine the source of the problem. The following information describes how to troubleshoot the system based on the fault code(s)
observed.
Preliminary Troubleshooting Procedures

1. Before troubleshooting, the technician should
try to repeat the conditions under which the fault
occurred to determine if the fault will occur
again.
Note: Failures in the electrical system circuits may be
caused by defective wiring, terminals, or wiring
harness connectors and may occur due to vibrations
when the truck is operating at higher speeds or
operating on rough haul roads etc. Therefore, it is
necessary to try to duplicate the operating conditions
when the failure occurred. This is especially
important when the source of the problem cannot be
determined when the truck is parked and the engine
is shut down.
2. If the problem appears to be caused by an electrical system failure, carefully check the appropriate circuit harness connectors for improper
connection, damage or contamination due to
oil, water etc. Check wiring harnesses for damage due to abrasion, proximity to high temperature components (exhaust system) or
mechanical damage from debris or improper
routing.
M29-8
The Fault Code Table that follows is used to determine what component or circuit in the ASR/ARSC
system may be causing a problem based on the fault
code observed on the controller display window.
Fault codes specifically related to the ASR
system are noted in the Applicable System
column. Instructions for troubleshooting these
codes appear on page M29-12 through M29-47.
Fault codes that are common to both the ASR
and ARSC system are noted in the Applicable
System column. Instructions for troubleshooting
these codes appear on page M29-12 through
M29-47 however, it may also be necessary to
refer to Section M, Automatic Retard Speed
Control (ARSC) Troubleshooting for additional
information.
Fault codes specifically related to the ARSC
system only are noted in the Applicable System
column. To troubleshoot these codes, refer to
Section M, Automatic Retard Speed Control
(ARSC) Troubleshooting.
When troubleshooting individual circuits in the ASR

system, refer to Table I, Fault Codes for the appropriate failure code displayed or the nature of the fault,
then consult the detailed troubleshooting steps
indexed in the Index Code column
Follow the troubleshooting steps in sequence and be
certain all test conditions are observed (key switch
ON or OFF, harness installed or disconnected etc.).
After the suggested component(s) is replaced, repeat
the troubleshooting steps to ascertain the problem
has been corrected.
M29002
Clearing Fault Codes
Remedy for Failure Type 1:

1. If the Central Warning lamp and ARS/ARSC
caution lamp flash and the buzzer sounds, a
serious problem has occurred in either system.
a. If the problem is in the ASR system, operation of the ASR system is stopped.
2. When the ASR system switch is turned Off, the
central warning lamp and ASR/ARSC caution
lamp turn Off and the buzzer will stop.
If only the ASR/ARSC lamp flashes, it indicates a
fault has occurred in the ASR or ARSC system but
the affected system continues to function. If this
occurs, turn the ASR and ARSC system switches
OFF to discontinue use of the systems. When
switched off, the ASR/ARSC caution lamp will turn
off.
To clear fault codes after repairs have been made,

turn the key switch ON (do not start engine) and disconnect connectors CR1 and CR2 located behind
the operators seat.
After CR1 and CR2 are disconnected, the
controller will flash the display - -.
When the - - display changes from flashing
and remains lit (3 seconds) the fault code has
been cleared.
After codes are cleared, reconnect CR1 and
CR2.
If either a Type 1 or a Type 2 failure as described

above occurs, turn the system switches OFF
quickly to discontinue use of the ASR and ARSC
systems.
Note: If the engine is started with low system air
pressure, failure code 9.2 may be displayed. If this
occurs, shut down the engine, recharge the air system and then restart the engine.
NORMAL SYSTEM OPERATION

Immediately after the key switch is turned ON, the
codes listed below will be displayed on the controller
display in the following sequence:
1. All LEDs light up.
2. Truck Model code is displayed:
Code 78 = HD785-5
3. Tire diameter code is displayed:
B.- = Large diameter
4. Initial fault code (if any)
5. Code that occurred immediately before (initial)
fault code shown in 4 above.
6. Code that occurred immediately before fault
code shown in 5 above.
7. During normal operation the display will then
show 0.0.
M29002
M29-9
TABLE I - FAULT CODES

FAULT
CODE
APPLICABLE
SYSTEM
DETAILS
FAILURE
TYPE
INDEX
CODE
ASR
ARSC
0.1
Abnormality in power source
AS-1
1.0
Open circuit, short circuit to ground, short circuit in engine speed sensor system
AS-2
1.1
Open circuit in RR wheel speed sensor
AS-3
1.2
Open circuit in RL wheel speed sensor
AS-4
1.3
Open circuit, short circuit to ground, short circuit in transmission

output shaft speed sensor system
AS-5
Short circuit to ground in retarder oil temperature sensor system
See Note
Steering angle sensor failure
AS-6
Open circuit, short circuit to ground, short circuit in accelerator

signal system
AS-7
1.8
Open circuit, short circuit to ground in suspension pressure sensor (left) system
See Note
1.9
Open circuit, short circuit to ground in suspension pressure sensor (right) system
See Note
4.2
Open circuit, short circuit in exhaust brake signal system
See Note
Open circuit, short circuit in ASR/ARSC caution lamp system
AS-8
Open circuit in ARSC Standby lamp system
See Note
Open circuit, short circuit in central warning lamp system or buzzer system
AS-9
Short circuit to ground in exhaust brake signal system
See Note
Short circuit to ground in ASR/ARSC caution lamp system
AS-10
Short circuit to ground in ARSC Standby lamp system
See Note
1.5
1.6
1.7
4.3
4.4
4.5
5.2
5.3
5.4
5.5
Short circuit to ground in central warning lamp system or buzzer system
AS-11
6.0
Failure in engine speed sensor system
AS-12
6.1
Failure in RR wheel speed sensor
AS-13
6.2
Failure in RL wheel speed sensor
AS-14
7.0
Open, short circuit in speed display up output
See Note
7.1
Open, short circuit in speed display down output
See Note
7.2
Open, short circuit in speed display clear output
See Note
7.3
Short circuit to ground in speed display up output
See Note
7.4
Short circuit to ground in speed display down output
See Note
7.5
Short circuit to ground in speed display clear output
See Note
Failure in LH pressure control valve (valve remains open)
AS-15
Short circuit to ground in pressure control valve system (right)
AS-16
Short circuit to ground in pressure control valve system (left)
AS-17
Open, short circuit in pressure control valve system (right)
AS-18
Open, short circuit in pressure control valve system (left)
AS-19
Failure in RH pressure control valve system (valve remains open)
AS-20
Failure in LH pressure control valve system (valve remains closed)
AS-21
Failure in RH pressure control valve system (valve does not open)
AS-22
8.0
8.1
8.2
8.3
8.4
8.5
8.6
8.7
M29-10
M29002

FAULT
CODE
APPLICABLE
SYSTEM
DETAILS
FAILURE
TYPE
INDEX
CODE
ASR
ARSC
8.9
Short circuit to ground in shut-off valve
AS-23
9.0
Open, short circuit in shut-off valve
AS-24
9.1
Failure in shut-off valve (remains open)
AS-25
9.2
Failure in shut-off valve (does not open)
AS-26
9.3
Open circuit, short circuit in system switch
See Note
9.4
Short to ground in system switch
See Note
9.5
Open, short circuit to ground in travel speed set switch system
See Note
No Code Displayed
Nothing displayed on controller display window
AS-101
Fault code remains cleared: (-- is displayed) or cannot be cleared
AS-102
Another controller has a failure
AS-103
Central warning lamp and buzzer remain ON (or OFF)
AS-104
Open circuit in ASR system ON/OFF switch
AS-105
Short to ground in ASR system ON/OFF switch
AS-106
ASR operation lamp does not illuminate
AS-107
ASR operation lamp remains illuminated
AS-108
NOTE: If the fault code is specific to the ARSC system as indicated by the X in the Applicable System column, refer to Automatic Retard
Speed Control (ARSC) System in this Section of the manual for troubleshooting procedures.
Note: In the electrical schematics on the following pages, the ASR/ARSC controller may be labelled either ASR
controller or ARSC controller. Both systems share the same controller unit.
M29002
M29-11
TROUBLESHOOTING SYSTEM COMPONENTS

Abnormality in power source voltage
1. Troubleshooting is performed while the fault is being generated. When the connector is disconnected and the
T-adapter is inserted, or when the T-adapter is removed and the connector reinstalled, if the error code is no
longer displayed, then the system has been reset.
2. Before troubleshooting, be certain all connectors are properly inserted.
3. Always connect any disconnected connectors before proceeding to the next step.
4. The ASR/ARSC controller monitors the power source voltage. If the power source voltage is less than 19V
and the engine speed is more than 500 RPM continuously for 0.2 seconds, the error is detected.
5. Check battery to fuse, then fuse to controller. If voltage at controller ARC1 pin 8 and 18 is normal (key switch
ON), the controller is defective and should be replaced.
M29-12
M29002
Engine speed sensor, open circuit
4. The controller monitors a disconnected harness or other open circuit problem in the engine speed sensor circuit.
5. The engine speed sensor is shared by the transmission controller, electronic display panel and engine controller.
6. Check from speed sensor to TMD1/TMD2, then to ARC3. If no problem is found, the controller is defective
and should be replaced.
M29002
M29-13
Right rear wheel speed sensor, open circuit
4. Check from ARC3 pins 11 and 12 through BRJ2, and BRJ2 to WHR and then the speed sensor.
M29-14
M29002
Left rear wheel speed sensor, open circuit
4. Check from ARC3 pins 12 and 13 through BRJ2, and BRJ2 to WHL and then the speed sensor.
M29002
M29-15
AS-5: Fault Code 1.3 Transmission output speed sensor, open circuit
4. The controller monitors a disconnected harness or other open circuit problem in the transmission output shaft
speed sensor circuit.
5. The transmission output shaft speed sensor is shared by the transmission controller and electronic display
panel.
6. Check from the sensor to TMA/TMA2, then to ARC3 pins 4 and 12. If no problem is found, the controller is
M29-16
M29002
M29002
M29-17
Accelerator signal system fault
4. The controller monitors the electrical circuits for any open or shorted to ground circuits in the acceleration
sensor signal circuits.
M29-18
M29002
ASR/ARSC caution lamp system, open circuit
4. The controller monitors for open electrical circuits in the output circuit of the ASR/ARSC caution lamp system.
5. Check for a defective pin or socket in the connectors or an open circuit in the wiring harness between the controller connector ARC1 pin 10 and lamp, in the lamp assembly, and the lamp - cab ground.
M29002
M29-19
Central warning lamp and buzzer system, open circuit
4. The controller monitors for open electrical circuits in the output circuit of the central warning lamp and buzzer
system.
M29-20
M29002
ASR/ARSC caution lamp system, short to ground
4. The controller monitors for a short to ground in the ASR/ARSC caution lamp system output circuit.
M29002
M29-21
Central warning lamp and buzzer system output,

short to ground
4. The controller monitors for a short to ground in the central warning lamp and buzzer system.
M29-22
M29002
Engine speed system failure
4. The controller monitors the difference between the engine speed sensor and the transmission output shaft
speed sensor.
M29002
M29-23
Right rear wheel speed sensor failure
4. The controller compares the transmission output speed and the right rear wheel speed.
M29-24
M29002
Left rear wheel speed sensor failure
4. The controller compares the transmission output speed and the left rear wheel speed.
M29002
M29-25
Left pressure control valve failure - valve does not open.
4. The controller monitors pressure on the outlet port of the pressure control valve by comparing the ASR pressure switch feedback signal to the command value suppled to the pressure control valve.
M29-26
M29002
Short to ground in right pressure control valve circuit
4. The controller monitors for a short circuit to ground in the pressure control command circuit
5. Check wiring from controller connector ARC1 pins 7 & 16 to connector BRJ1 and to connector BSOR on
valve and the right pressure control valve in that order.
M29002
M29-27
Short to ground in left pressure control valve circuit
4. The controller monitors for a short circuit to ground in the pressure control command circuit
5. Check wiring from controller connector ARC1 pins 7 & 16 to connector BRJ2 and to connector BSOR on
valve and the left pressure control valve in that order.
M29-28
M29002
Right pressure control valve system, open circuit
4. The controller monitors for an open circuit between the controller and pressure control valve.
5. Check controller connector (ARC1) to connector (BRJ1), to connector (BSOR), then check pressure control
valve in that order.
M29002
M29-29
Failure in right pressure control valve system LH valve does not close.
1. Always connect any disconnected connectors before proceeding to the next step.Troubleshooting is performed while the fault is being generated. When the connector is disconnected and the T-adapter is inserted,
or when the T-adapter is removed and the connector reinstalled, if the error code is no longer displayed, then
the system has been reset.
4. The controller monitors for an open circuit to the pressure control valve.
5. Check ARC1 pins 5 and 15 to connector BRJ2 to connector BSOL, then check pressure control valve in that
order.
M29-30
M29002
Right pressure control valve system failure

(valve does not close)
4. The controller monitors the pressure control valve by comparing the command signal supplied to the pressure
control valve and the signal returned to the controller by the pressure switch. In this case, the solenoid is
energized and the valve is open supplying air.
M29002
M29-31
Left pressure control valve system failure

(valve does not close)
control valve and the signal returned to the controller by the pressure switch. In this case, the solenoid is
energized and the valve is open supplying air.
M29-32
M29002
Right pressure control valve system failure

(valve does not open)
control valve and the signal returned to the controller by the pressure switch.
M29002
M29-33
Short to ground in shut-off valve system
4. The controller monitors for a short to ground in the shut-off valve circuit.
5. Check circuits from ARC3 pin 15 to connectors BRJ1 to SHUT and the shut-off valve.
M29-34
M29002
Open circuit in shut-off valve system
4. The controller monitors for an open circuit in the shut-off valve circuit.
5. Check circuits from ARC3 pin 15 to connectors BRJ1 to SHUT and the shut-off valve.
M29002
M29-35
Failure in shut-off valve system - valve does not close
4. The controller monitors for a short to ground in the shut-off valve circuit.
M29-36
M29002
Failure in shut-off valve system - valve does not open
4. The controller monitors the shut-off valve by comparing the command signal supplied to the valve and the signal returned to the controller by the shut-off valve pressure switch.
M29002
M29-37
AS-101: Nothing is displayed in the controller display window

If the key switch is turned ON and no display appears in the controller fault code display window, check the source
voltage supply:
1. Refer to AS-1 and check for proper voltage supply to controller.
2. Check circuits between ARC1 pin 9 and 19 and TMC1.
M29-38
M29002
AS-102: Fault code remains cleared (-- is always displayed) or cannot be cleared in
controller display window
4. Disconnect connectors CR1 and CR2; after approximately 3 seconds, the failure code(s) should clear.
M29002
M29-39
AS-103 : Another controller has failed

3. The ASR system is connected into the standard truck electrical system using T-branch connectors. Verify all
T adapters are properly installed.
Transmission Controller System
1. Failure in accelerator sensor
Check wiring harness between TMA1 pin 13 and TMA2 pin 13.
Check wiring harness between TMB1 pin 9 and TMB2 pin 9.
2. Failure in transmission output shaft speed sensor
Check wiring harness between TMA1 pins 1, 2 and TMA2 pins 1, 2.
3. Failure in engine speed sensor
Check wiring harness between TMD1 pins 13, 14 and TMD2 pins 13, 14.
4. Other failures
Check wiring harness between TMA1 and TMA2, TMB1 and TMB2, and TMC1 and TMC2
5. Engine speed is abnormal
Check wiring harness between TMD1 pins 13, 14 and TMD2 pins 13 and 14.
Payload Meter System

1. Failure in payload meter system
Check wiring harness between ARC3 pin 6 and PM4-1 pin 5.
M29-40
M29002
AS-104: Central warning lamp (buzzer) stays ON (or OFF)

M29002
M29-41
AS-105: Open circuit in ASR system ON/OFF switch

M29-42
M29002
AS-106: Short circuit to ground in ASR system ON/OFF switch

M29002
M29-43
AS-107: ASR operation lamp does not light up

M29-44
M29002
M29002
M29-45
AS-108 ASR operation lamp remains On

M29-46
M29002
M29002
M29-47
NOTES
M29-48
M29002
SECTION M30
AUTOMATIC RETARD SPEED CONTROL SYSTEM (ARSC)
TROUBLESHOOTING
INDEX
AUTOMATIC RETARD SPEED CONTROL SYSTEM (ARSC) TROUBLESHOOTING . . . . . . . . . . . . . . M30-3
PRELIMINARY TROUBLESHOOTING PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-3
Troubleshooting Specific Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-3
Set Travel Speed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-4
NORMAL SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-4
Clearing Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-4
TROUBLESHOOTING SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-7
R-1: Fault Code 0.1. . . . Power source voltage fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-7
R-2: Fault Code 1.0. . . .Engine speed sensor, open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-8
R-3: Fault Code 1.3. . . . Transmission output speed sensor, open circuit . . . . . . . . . . . . . . . . . . . . M30-9
R-4: Fault Code 1.5. . . .Retarder oil temperature sensor system fault . . . . . . . . . . . . . . . . . . . . . . M30-10
R-5: Fault Code 1.7. . . . Accelerator signal system fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-11
R-6: Fault Code 1.8. . . .Left suspension pressure sensor system fault . . . . . . . . . . . . . . . . . . . . . M30-12
R-7: Fault Code 1.9. . . . Right suspension pressure sensor system fault . . . . . . . . . . . . . . . . . . . . M30-13
R-8: Fault Code 4.2. . . . Exhaust brake selector signal, open circuit . . . . . . . . . . . . . . . . . . . . . . . M30-14
R-9: Fault Code 4.3. . . .ASR/ARSC caution lamp system, open circuit . . . . . . . . . . . . . . . . . . . . . M30-15
R-10: Fault Code 4.4. . .ARSC operation (standby) lamp system, open circuit . . . . . . . . . . . . . . . . M30-16
R-11: Fault Code 4.5 . .Central warning lamp and buzzer system, open circuit . . . . . . . . . . . . . . . M30-17
R-12: Fault Code 5.2 . .Exhaust brake selector signal output system, short to ground . . . . . . . . . M30-18
R-13: Fault Code 5.3 . .ASR/ARSC caution lamp system, short to ground . . . . . . . . . . . . . . . . . . . M30-19
R-14: Fault Code 5.4 . .Short to ground in ARSC operation (standby) lamp output circuit . . . . . . M30-20
R-15: Fault Code 5.5 . .Central warning lamp and buzzer system output, short to ground . . . . . . M30-21
R-16: Fault Code 6.0 . .Engine speed system failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-22
R-17: Fault Code 7.1. . . Travel speed display system UP output, open circuit . . . . . . . . . . . . . . . M30-23
R-18: Fault Code 7.1 . .Travel speed display system DOWN output, open circuit . . . . . . . . . . . . . M30-24
R-19: Fault Code 7.2. . . Travel speed display system CLEAR output, open circuit . . . . . . . . . . . . M30-25
R-20: Fault Code 7.3. . . Travel speed display system UP output, short to ground . . . . . . . . . . . . . M30-26
M30002
ARSC System Troubleshooting
M30-1
R-21: Fault Code 7.4 . . Travel speed display system DOWN output, short to ground . . . . . . . . . . M30-27
R-22: Fault Code 7.5 . . Travel speed display system CLEAR output, short to ground . . . . . . . . . . M30-28
R-23: Fault Code 8.1 . . Pressure control valve system, short to ground . . . . . . . . . . . . . . . . . . . . . M30-29
R-24: Fault Code 8.3 . . Pressure control valve system, open circuit . . . . . . . . . . . . . . . . . . . . . . . . M30-30
R-25: Fault Code 8.5 . . Pressure control valve failure (valve remains open) . . . . . . . . . . . . . . . . . M30-31
R-26: Fault Code 8.7 . . Pressure control valve failure (valve fails to open) . . . . . . . . . . . . . . . . . . . M30-32
R-27: Fault Code 8.9 . . Shut-off valve system, short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-33
R-28: Fault Code 9.0 . . Shut-off valve system, open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-34
R-29: Fault Code 9.1 . . Shut-off valve system failure (valve remains open) . . . . . . . . . . . . . . . . . M30-35
R-30: Fault Code 9.2 . . Shut-off valve system failure (valve fails to open) . . . . . . . . . . . . . . . . . . . M30-36
R-31: Fault Code 9.3 . . ARSC system switch, open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-37
R-32: Fault Code 9.4 . . ARSC system switch, short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-38
R-33: Fault Code 9.5 . . Travel speed setting switch, open circuit or short to ground . . . . . . . . . . . M30-39
R-101: Set speed cannot be set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-40
R-102: No failure code displayed on controller (display always shows - -)
or failure cannot be cleared . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-43
R-103: Retarding effort excessive when empty or ineffective when truck is loaded . . . . . . . . . . . . . M30-44
R-104: Fault appears in another controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-44
R-105: No retarder control when traveling downhill even when set speed is exceeded . . . . . . . . . . M30-45
R-106: Central warning lamp (or buzzer) stays on (or off) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-46
R-107: STANDBY (READY) lamp does not light (or remains lit) . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-47
R-108: Exhaust brake does not work properly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-49
R-109: Travel speed value and machine value model do not agree . . . . . . . . . . . . . . . . . . . . . . . . . M30-51
R-110: Retarder lamp does not light or remains lit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-54
R-111: Travel speed always displayed or no display at all . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M30-55
M30-2
M30002
AUTOMATIC RETARD SPEED CONTROL SYSTEM (ARSC)

TROUBLESHOOTING
The optional Automatic Retard Speed Control System (ARSC) is supplied in combination with the Automatic Spin Regulator (ASR) system. Both systems
use the same controller to provide operational functions and share some components such as the ASR/
ARSC system caution lamp used to detect problems
in either system. The controller is equipped with selfdiagnostic features to aid the technician in troubleshooting problems if they occur.
If the system controller detects a fault, the Central
Warning lamp, alarm buzzer, and the ASR/ARSC
caution lamp will activate to inform the operator that
a problem exists. In addition, the controller will display and store in memory, a fault code which can
help the technician diagnose a system problem and
determine if the problem has occurred in the ASR
system or in the ARSC system.
Note: This section of the manual describes
troubleshooting procedures for the ARSC system
only. Since some components of the ARSC system
are also used by the ARS system, it may be
necessary to refer to ASR (Automatic Spin
Regulator) System, in this section of the manual for
additional information and tests.
PRELIMINARY TROUBLESHOOTING
PROCEDURES
1. Before troubleshooting, the technician should
try to repeat the conditions under which the fault
occurred to determine if the fault will occur
again.
Note: Failures in the electrical system circuits may be
caused by defective wiring, terminals, or wiring
harness connectors and may occur due to vibrations
when the truck is operating at higher speeds or
operating on rough haul roads etc. Therefore, it is
necessary to try to duplicate the operating conditions
when the failure occurred. This is especially
important when the source of the problem cannot be
determined when the truck is parked and the engine
is shut down.
2. If the problem appears to be caused by an electrical system failure, carefully check the appropriate circuit harness connectors for improper
connection, damage or contamination due to
oil, water etc. Check wiring harnesses for damage due to abrasion, proximity to high tempera-
M30002
ture components (exhaust system) or

mechanical damage from debris or improper
routing.
3. Verify the system is not affected by radio or
other electrical equipment in use. It may be necessary to systematically disable suspected
equipment and try to repeat the failure occurrence. If such a component is determined to
cause the problem, modify the equipment or
mounting location to eliminate the interference.
4. Always read and follow any precautions noted
prior to performing system checks.
Troubleshooting Specific Problems

The Fault Code Table that follows is used to determine what component or circuit in the ASR/ARSC
system may be causing a problem based on the fault
code observed on the controller display window.
Fault codes specifically related to the ARSC
column. Instructions for troubleshooting these
codes appear on page M30-7 through M30-55.
Fault codes that are common to both the ASR
and ARSC system are noted in the Applicable
System column. Instructions for troubleshooting
these codes appear on page M30-7 through
M30-55 however, it may also be necessary to
refer to Section M, ASR System Troubleshooting
for additional information.
Fault codes specifically related to the ASR
column. To troubleshoot these codes, refer to
Section M, ASR System Troubleshooting.
When troubleshooting individual circuits in the ARSC

system, refer to Table I, Fault Codes for the appropriate failure code displayed or the nature of the fault,
then consult the detailed troubleshooting steps
indexed in the Index Code column
Follow the troubleshooting steps in sequence and be
certain all test conditions are observed (key switch
ON or OFF, harness installed or disconnected etc.).
After the suggested component(s) is replaced, repeat
the troubleshooting steps to ascertain the problem
has been corrected.
M30-3
Set Travel Speed Display

1. If the central warning lamp and ASR/ARSC
caution lamp flash and the buzzer sounds, a
serious problem has occurred in the either the
ASR or the ARSC system.
a. If the problem is in the ARSC system, operation of the ARSC system is stopped and the
retarder is released.
b. The brake pedal and retarder lever may then
be operated manually by the operator for
safe truck operation.
2. When the ARSC system switch is turned OFF,
the central warning lamp and ARSC caution
lamp turn Off and the buzzer will stop.
Note: If the fault code displayed is 9.3 or 9.4, it
indicates a failure in the ARSC system switch. In this
situation, even though the ARSC switch is turned
OFF, the central warning lamp, ARSC caution lamp,
and buzzer will remain on.
The Set Travel Speed Display is also equipped with

a self-diagnostic function and will display a failure
code as shown below if a failure occurs:
No.
Failure
Code
E1
CPU Fault
E2
Memory Fault
Details
to RESET:
Turn the key switch ON
again or turn the ARSC
system switch ON
again.
NORMAL SYSTEM OPERATION

Immediately after the key switch is turned ON, the
codes listed below will be displayed on the controller
display in the following sequence:
1. All LEDs light up.
2. Truck Model code is displayed:
Code 78 = HD785-5
3. Tire diameter code is displayed:

1. If only the ASR/ARSC lamp flashes, it indicates
a fault has occurred in the ASR or ARSC system but the affected system continues to function. If this occurs, turn the ASR and ARSC
system switches OFF to discontinue use of
the systems. When switched off, the ASR/
ARSC caution lamp will turn off.
B.- = Large diameter

4. Initial fault code (if any)
5. Code that occurred immediately before (initial)
fault code shown in 4 above.
6. Code that occurred immediately before fault
code shown in 5 above.
7. During normal operation the display will then
show 0.0.
Clearing Fault Codes

If either a Type 1 or a Type 2 failure as described
above occurs, turn the system switches OFF
quickly to discontinue use of the ARSC and ASR
system.
To clear fault codes after repairs have been made,

turn the key switch ON (do not start engine) and disconnect connectors CR1 and CR2 located under the
passenger seat.
After CR1 and CR2 are disconnected, the
controller will display - -.
When the - - display changes from flashing
and remains lit (3 seconds) the fault code has
been cleared.
After codes are cleared, reconnect CR1 and
CR2.
M30-4
M30002

FAULT
CODE
APPLICABLE
SYSTEM
DETAILS
FAILURE
TYPE
INDEX
CODE
ASR
ARSC
0.1
R-1
1.0
R-2
1.1
See Note
1.2
See Note
1.3

R-3
R-4
See Note
Open circuit, short circuit to ground, short circuit in accelerator

signal system
R-5
1.8
R-6
1.9
R-7
4.2
R-8
R-9
R-10
R-11
R-12
R-13
R-14
1.5
1.6
1.7
4.3
4.4
4.5
5.2
5.3
5.4
5.5
R-15
6.0
R-16
6.1
See Note
6.2
See Note
7.0
R-17
7.1
R-18
7.2
R-19
7.3
R-20
7.4
R-21
7.5
R-22
Failure in LH pressure control valve (valve remains closed)
See Note
R-23
See Note
R-24
See Note
Failure in RH pressure control valve system (valve remains open)
R-25
Failure in LH pressure control valve system (valve remains closed)
See Note
Failure in RH pressure control valve system (valve does not open)
R-26
8.0
8.1
8.2
8.3
8.4
8.5
8.6
8.7
M30002
M30-5

FAULT
CODE
APPLICABLE
SYSTEM
DETAILS
FAILURE
TYPE
INDEX
CODE
ASR
ARSC
8.9
Short circuit to ground in shut-off valve
R-27
9.0
Open, short circuit in shut-off valve
R-28
9.1
Failure in shut-off valve (remains open)
R-29
9.2
Failure in shut-off valve (does not open)
R-30
9.3
Open circuit, short circuit in system switch
R-31
9.4
Short to ground in system switch
R-32
9.5
R-33
Set speed cannot be set
R-101
Fault code remains cleared: (-- is displayed) or cannot be cleared
R-102
Retarding effort excessive when empty or ineffective when truck is loaded
R-103
Another controller has a failure
R-104
No retarder control when travelling downhill, even when set speed is exceeded
R-105
Central warning lamp and buzzer remain ON (or OFF)
R-106
ARSC operation lamp does not illuminate
R-107
Exhaust brake does not work properly
No Code Displayed
Exhaust brake is actuated when exhaust brake switch is OFF - OR -
Exhaust brake is not actuated when exhaust brake switch is ON
R-108
Travel speed value and machine model value do not agree
R-109
Retarder lamp does not light or remains lit.
R-110
Travel speed display always displayed or no display at all.
R-111
NOTE: If the fault code is specific to the ASR system as indicated by the X in the Applicable System column, refer to ASR (Automatic Spin
Regulator) System in this Section of the manual for troubleshooting procedures.
Note: In the electrical schematics on the following pages, the ASR/ARSC controller may be labelled either ASR
controller or ARSC controller. Both systems share the same controller unit.
M30-6
M30002
TROUBLESHOOTING SYSTEM COMPONENTS

R-1: Fault Code 0.1
Power source voltage fault
4. The ARSC controller monitors the power source voltage. If the power source voltage is less than 19V and the
engine speed is more than 500 RPM continuously for 0.2 seconds, the error is detected.
5. Check battery to fuse, then fuse to controller. If voltage at controller ARC1 pin 8 and 18 is normal (key switch
ON), the controller is defective and should be replaced.
M30002
M30-7
R-2: Fault Code 1.0
Engine speed sensor, open circuit
4. The controller monitors a disconnected harness or other open circuit problem in the engine speed sensor circuit.
5. The engine speed sensor is shared by the transmission controller, electronic display panel and engine controller.
6. Check from speed sensor to TMD1/TMD2, then to ARC3. If no problem is found, the controller is defective
and should be replaced.
M30-8
M30002
R-3: Fault Code 1.3
Transmission output speed sensor, open circuit
4. The controller monitors a disconnected harness or other open circuit problem in the transmission output shaft
speed sensor circuit.
5. The transmission output shaft speed sensor is shared by the transmission controller and electronic display
panel.
6. Check from the sensor to TMA/TMA2, then to ARC3 pins 4 and 12. If no problem is found, the controller is
M30002
M30-9
R-4: Fault Code 1.5
Retarder oil temperature sensor system fault
4. The controller monitors the electrical circuits for any open or shorted to ground circuits in the retarder oil temperature sensor.
M30-10
M30002
R-5: Fault Code 1.7
Accelerator signal system fault
4. The controller monitors the electrical circuits for any open or shorted to ground circuits in the acceleration
sensor signal circuits.
M30002
M30-11
R-6: Fault Code 1.8
Left suspension pressure sensor system fault
4. The controller monitors the electrical circuits for any open or shorted to ground circuits in the suspension
pressure sensors.
Selection Connector: For model HD785-5, connect connectors SPF and SP2.
M30-12
M30002
R-7: Fault Code 1.9
Right suspension pressure sensor system fault
Selection Connector: For model HD325, connect connectors SPR and SP2.
M30002
M30-13
R-8: Fault Code 4.2
Exhaust brake selector signal, open circuit
4. The controller monitors for open electrical circuits in the exhaust brake selector signal system.
M30-14
M30002
R-9: Fault Code 4.3
ASR/ARSC caution lamp system, open circuit
4. The controller monitors for open electrical circuits in the output circuit of the ASR/ARSC caution lamp system.
5. Check for a defective pin or socket in the connectors or an open circuit in the wiring harness between the controller and lamp, in the lamp assembly, and the lamp - cab ground.
M30002
M30-15
R-10: Fault Code 4.4
ARSC operation (standby) lamp system, open circuit
4. The controller monitors for open electrical circuits in the output circuit of the ASR operation (standby) lamp
system.
M30-16
M30002
Central warning lamp and buzzer system, open circuit
4. The controller monitors for open electrical circuits in the output circuit of the central warning lamp and buzzer
system.
M30002
M30-17
Exhaust brake selector signal output system, short to ground
4. The controller monitors for a short to ground in the RB relay output circuit.
M30-18
M30002
ASR/ARSC caution lamp system, short to ground
4. The controller monitors for a short to ground in the ASR/ARSC caution lamp system output circuit.
M30002
M30-19
Short to ground in ARSC operation (standby) lamp output

circuit
4. The controller monitors for a short to ground in the ARSC operation (standby) lamp output circuit.
M30-20
M30002
Central warning lamp and buzzer system output,

short to ground
4. The controller monitors for a short to ground in the central warning lamp and buzzer system.
M30002
M30-21
Engine speed system failure
4. The controller monitors the difference between the engine speed sensor and the transmission output shaft
speed sensor.
M30-22
M30002
Travel speed display system UP output, open circuit
4. The controller monitors for an open circuit in the UP output to the travel speed display.
M30002
M30-23
Travel speed display system DOWN output, open circuit
4. The controller monitors for an open circuit in the DOWN output to the travel speed display.
M30-24
M30002
Travel speed display system CLEAR output, open circuit
4. The controller monitors for an open circuit in the CLEAR output to the travel speed display.
M30002
M30-25
Travel speed display system UP output, short to ground
4. The controller monitors for a short to ground in the UP output to the travel speed display.
M30-26
M30002
Travel speed display system DOWN output, short to ground
4. The controller monitors for a short to ground in the DOWN output to the travel speed display.
M30002
M30-27
Travel speed display system CLEAR output, short to ground
4. The controller monitors for a short to ground in the CLEAR output to the travel speed display.
M30-28
M30002
Pressure control valve system, short to ground
4. The controller monitors for a short to ground in the electrical circuits between the controller and the pressure
control valve.
5. Check controller connector ARC1 to relay connector BRJ, relay connector BRJ to connector BSOR, then
check pressure control valve.
M30002
M30-29
Pressure control valve system, open circuit
4. The controller monitors for an open circuit between the controller and pressure control valve.
5. Check controller connector ARC1 to relay connector BRJ, relay connector BRJ to connector BSOR, then
check pressure control valve.
M30-30
M30002
Pressure control valve failure (valve remains open)
M30002
M30-31
Pressure control valve failure (valve fails to open)
M30-32
M30002
Shut-off valve system, short to ground
4. The controller monitors for a short to ground in the electrical circuits between the controller and the shut-off
valve output.
5. Check circuits between ARC3 and relay connector BRJ, relay connector BRJ and connector SHUT, then
check shut-off valve.
M30002
M30-33
Shut-off valve system, open circuit
4. The controller monitors for a short to ground in the electrical circuits between the controller and the shut-off
valve output.
5. Check circuits between ARC3 and relay connector BRJ, relay connector BRJ and connector SHUT, then
check shut-off valve.
M30-34
M30002
Shut-off valve system failure (valve remains open)
4. The controller monitors for shut-off valve failure by comparing the shut-off valve output command value to the
pressure switch input value.
M30002
M30-35
Shut-off valve system failure (valve fails to open)
4. The controller monitors for shut-off valve failure by comparing the shut-off valve output command value to the
shut-off valve pressure switch input value.
M30-36
M30002
ARSC system switch, open circuit
4. The controller checks for an open circuit in the system switch circuits by monitoring the System ON input and
comparing it to the System OFF input.
M30002
M30-37
ARSC system switch, short to ground
4. The controller checks for a short to ground in the system switch circuits by monitoring the System ON input
and comparing it to the System OFF input.
M30-38
M30002
Travel speed setting switch, open circuit or short to ground
4. The controller monitors for open or shorted to ground circuits from the travel speed set switch input.
M30002
M30-39
R-101: Set speed cannot be set

A. Nothing displayed on controller LED display.
1. Check controller power source voltage (refer to R-1, fault code 0.1; Power Source Voltage Fault)
2. Check continuity between controller connector ARC1 pin 9 and 19, and connector TMC1, pin 1. If there is no
continuity, check harness connector contacts or a broken wire in the harness.
B. There is no response; 8.8 is displayed on the controller LEDs.
1. Check controller power source voltage (refer to R-1, fault code 0.1; Power Source Voltage Fault)
M30-40
M30002
C. Tap UP/DOWN, CANCEL is not functioning.

1. This is a failure in the setting switch system circuit or a failure in the shift lever system circuit. Refer to troubleshooting procedures below and the related electrical circuit diagram on the following page.
M30002
M30-41
M30-42
M30002
R-102: No failure code displayed on controller (display always shows - -) or failure cannot be cleared
3. The failure code should be cleared after connector CR1/CR2 is disconnected for 3 seconds or more.
M30002
M30-43
R-103: Retarding effort excessive when empty or ineffective when truck is loaded
3. Check the left and right suspension pressure sensor systems according to error codes 1.8 & 1.9. Also verify
suspensions are not damaged and pressure sensors are not damaged.
4. Verify connectors SPF, SPR, and SP2 are properly configured for the proper truck model:
HD325, HD405: SPR and SP2 connected.
HD465, HD605: SPF and SP2 connected.
HD785, HD985: SPF and SP2 connected.
R-104: Fault appears in another controller

3. Check the T-adapter connectors for possible open or shorted circuits or physical damage.
A. Transmission Controller System:
1. Accelerator problems: Refer to Transmission Controller Troubleshooting, Section D.
Check wiring harness between TMA1 pin 13 and TMA2 pin 13.
Check wiring harness between TMB1 pin 9 and TMB2 pin 9.
2. Transmission output shaft speed sensor problems:
Check wiring harness between TMA1 pins 1 and 2, and TMA2 pins 1 and 2.
3. Engine speed sensor problems:
Check wiring harness between TMD1 pins 13 and 14, and TMD2 pins 13 and 14.
4. Other problems:
Check wiring harness between TMA1 and TMA2, TMB1 and TMB2, and TMC1 and TMC2.
5. Travel speed display problems:
Check wiring harness between TMA1 pins 1 and 2 and TMA2 pins 1 and 2.
6. Engine speed problems:
Check wiring harness between TMD1 pins 13 and 14, and TMD2 pins 13 and 14.
7. Shift lever position problems:
Check wiring harness between TMB1 pins 4, 5, 6, 7 & 8 and TMB2 pins 4, 5, 6, 7 & 8.
B. Suspension Controller System:
1. Fault indicated on suspension controller display
Check wiring harness between J04-EL1 pins 1, 2, 3, 4, & 5,and J04-EL2 pins 1, 2, 3, 4, & 5
C. Payload Meter System:
1. Fault indicated on payload meter (PLM)
Check wiring harness between ARC3 pin 6 and PM4-1 pin 5.
M30-44
M30002
R-105: No retarder control when traveling downhill even when set speed is exceeded
3. If control is not achieved when the accelerator is released, the voltage input to the accelerator sensor is incorrect.
4. The ARSC controller LED display should show 0.0 whether the accelerator is applied or released.
M30002
M30-45
R-106: Central warning lamp (or buzzer) stays on (or off).

M30-46
M30002
R-107: STANDBY (READY) lamp does not light (or remains lit)
M30002
M30-47
M30-48
M30002
R-108: Exhaust brake does not work properly

M30002
M30-49
M30-50
M30002
R-109: Travel speed value and machine value model do not agree
A. Fault in model selection; when key switch is turned ON, truck model shown on LED display is incorrect.
M30002
M30-51
M30-52
M30002
B. Tire size setting (large diameter/small diameter) is incorrect
M30002
M30-53
R-110: Retarder lamp does not light or remains lit

M30-54
M30002
R-111: Travel speed always displayed or no display at all

M30002
M30-55
M30-56
M30002
M30002
M30-57
NOTES
M30-58
M30002
SECTION N
OPERATOR'S CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N01032
Index
N1-1
NOTES
N1-2
Index
N01032
SECTION N2
TRUCK CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N2-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N2-3
N02017
Truck Cab
N2-1
NOTES
N2-2
Truck Cab
N02017
TRUCK CAB
Installation
Removal
2. Remove capscrews (2, Figure 2-1) and washers from each corner of the left deck section.
3. Disconnect all electrical wiring, air lines, and
hydraulic lines that would interfere with the
removal of the cab deck.
4. Attach lifting device with wood blocks (5, Figure
2-2) and lift deck section up and away from
truck.
5. Mark shims (4) so they will be installed in the
same location when the cab and deck are
installed.
1. Lower cab and deck section onto truck and

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

(LEFT DECK)
1. Cover
2. Capscrew
3. Special Washer
4. Shims
N02017
5. Rubber Mounting
6. Flatwasher
7. Nut
FIGURE 2-2. CAB AND DECK

1. Cab
2. Strap
3. Lifting Device
Truck Cab
4. Door
5. Wood Block
N2-3
NOTES
N2-4
Truck Cab
N02017
SECTION N3
CAB COMPONENTS
INDEX
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-3

WINDSHIELD WIPER /WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-3
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-4
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-4
AIR CLEANER INDICATOR GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-4
BODY DUMP CONTROL LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-4
STEERING COLUMN SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N3-6
N03023
Cab Components
N3-1
NOTES
N3-2
Cab Components
N03023
CAB COMPONENTS
FIGURE 3-1. WINDSHIELD WIPER AND MOTOR INSTALLATION

1. Wiper Motor
2. Wiper Arm
3. Blade
4. Nozzle
5. Hose
6. Clip
7. Grommet
8. Grommet
9. Screw
WINDSHIELD WIPER /WASHER
10. Spring Washer

11. Washer
Removal
1. Disconnect wiper motor wire harness near the
wiper motor under the dash.
Operation
The windshield wipers are activated by the wiper/
washer switch on the steering column. The switch
has four wiper position settings and a washer pushbutton:
2. Remove wiper arm (2, Figure 3-1) cover and

nut from shaft.
3. Remove four screws (9) and remove the wiper
motor assembly (1).
a. INT: Wipers operate intermittently.

b. OFF: Wipers are off.
Installation
c. LOW: Wipers operate at low speed.
1. Install the wiper motor assembly (1, Figure 3-1)

with the four screws (9).
d. HI: Wipers operate at high speed.

For Washer Spray, press end of switch to spray
washer liquid onto windshield.
N03023
2. Install nut, cover and wiper arm (2).

3. Connect wiper motor wire harness.
Cab Components
N3-3
FIGURE 3-2. WINDSHIELD WASHER

ASSEMBLY
1. Tank
2. Bracket
3. Bolt
4. Washer
5. Bolt
6. Washer
7. Clip
WINDSHIELD WASHER
AIR CLEANER INDICATOR GAUGE
Operation
The air cleaner indicator is mounted between the air

filters and can be seen from the operators seat.
The windshield washer has a 3.8 l (1 gal) plastic container with an external 24 volt electric pump. The
washer is controlled by pushing in on the windshield
wiper knob. The switch automatically returns to the
off position when it is released. When the switch is
activated, washing solution is fed to a nozzle located
in the front wall of the cab below the windshield.
The air cleaner indicator is factory calibrated and preset to show a red signal when there is a specific
amount of restriction in the engine air intake system.
The red indicator remains locked in view even with
the engine shut down. After servicing the air cleaner,
press the reset button to remove the red signal.
Service
If windshield washer maintenance is required, check
the following;
1. Obstructions in the inlet to the pump.
2. Kinked supply hose to the nozzle.
3. Check for system voltage at the pump terminals. If voltage is not OK, check the wire harness or the wiper switch. If the voltage is OK at
the pump, replace the entire pump assembly.
N3-4
BODY DUMP CONTROL LINKAGE

Figure 3-3 shows the body dump control lever and
associated linkage mounted in the cab.
The linkage should be lubricated at 2000 hour intervals as described in Section "P", Lubrication and Service.
Refer to Section L for linkage adjustment procedure.
Cab Components
N03023
1. Lever
2. Grip
3. Key
4. Bolt
5. Washer
6. Washer
7. Bracket
N03023
FIGURE 3-3. DUMP CONTROL LINKAGE

22. Shaft
15. Screw
8. Bolt
23. Bearing
16. Washer
9. Washer
24. Grease Fitting
17. Washer
10. Cover
25. Screw
18. Nut
11. Bolt
26. Plate
19. Bracket
12. Nut
27. Bolt
20. Bolt
13. Nut
28. Rod
21. Rod End
14. Catcher
Cab Components
29. Bearing
30. Lever
31. Screw
32. Bolt
33. Washer
N3-5
STEERING COLUMN SERVICE

FIGURE 3-4. STEERING WHEEL & COLUMN
Removal
1. Remove the four screws holding the top and
bottom plastic covers in place.
2. Remove wiper switch by removing two mounting screws and unplugging the wire harness
under the dash. (Remove gauge cluster first.)
3. Remove turn signal switch by removing the two
crews from the steering column clamp and
unplugging the harness on the column.
4. Remove retarder lever by removing two capscrews from the clamp and disconnecting the
three air lines.
5. Remove four capscrews and cover plate on the
left side of steering column near the floor.
6. Remove two capscrews and cover from right
side of steering column.
7. Remove capscrew (27, Figure 3-4) from tilt
wheel mechanism and remove lever. Remove
special hex coupler (23), spring (24), washer
(25), plate (21), and capscrew (22) from tilt-lock
mechanism.
8. Remove pivot bolt (32), washers (34), bushing
(31), and spacer (30). Loosen capscrew (18)
and slide yoke (17) from steering valve.
Remove steering column (1).
Installation
1. Install steering column (1, Figure 3-4) by sliding
yoke (17) onto steering valve. Tighten capscrew
(18) to standard torque. Install pivot bolt (32),
washers (34), bushing (31), and spacer (30).
2. Install capscrew (22), plate (21), washer (25),
spring (24), and special hex coupler (23) to tiltlock bracket (20). Install lever (26) and secure
with capscrew (27), washer (28).
3. Install two capscrews and cover on right side of
steering column.
4. Install four capscrews and cover plate on the
left side of steering column near the floor.
5. Install retarded lever control and connect the
three air lines.
6. Install turn signal switch and plug in the harness
on the column. Install wiper switch and plug in
wire harness under the dash.
7. Install the four screws holding the top and bottom plastic cover in place.
N3-6
Cab Components
1A. Steering Wheel

2A. Cup
3A. Plunger
4A. Bushing
5A. Spring
6A. Consent
7A. Wire
8A. Spring
9A. Plate
10A. Plate
11A. Insulator
12A. Cushion
13A. Button
1. Column
2. Bushing
3. Grommet
4. Cover
5. Bearing
6. Ring
7. Screw
8. Shaft
9. Spider Assembly
10. Yoke
11. Yoke
12. Seal
13. Cover
14. Grease Fitting
15. Washer
16. Cross & Bearing
17. Yoke
18. Capscrew
19. Washer
20. Bracket
21. Plate
22. Capscrew
23. Hex Coupler
24. Spring
25. Washer
26. Lever
27. Capscrew
28. Washer
29. Spring
30. Spacer
31. Bushing
32. Pivot Bolt
33. Nut
34. Washer
35. Nut
36. Lockwasher
37. Flatwasher
N03023
N03023
Cab Components
N3-7
NOTES
N3-8
Cab Components
N03023
SECTION N4
OPERATOR COMFORT
INDEX
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-5

OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-6
OPERATOR SEAT ASSEMBLY REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-6
HEATER AND AIR CONDITIONER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-8
HEATER AND AIR CONDITIONER CORE REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-8
FILTER MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-10
Cab Fresh Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-10
Service (Cab Air Fresh Air Intake) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-10
Heater/Air Conditioner Air Filt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-10
Service (Inside Air Filter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-10
DASH LEVER CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-11
DASH PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-11
AIR CONDITIONING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-12
Environmental Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-12
OPERATOR CAB AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-13
PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-13
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-13
Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-14
The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-14
N04026
Operator Comfort
N4-1
AIR CONDITIONER SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15

Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Trinary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
SYSTEM SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19
SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Replacing Oil After Servicing the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Setting Up a New Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Reclaimed Refrigerant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4- 21
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4- 21
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Stabilizing the AC System 27
SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Electronic leak detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4- 28
Tracer dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Soap and water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
N4-2
Operator Comfort
N04026
System Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-29

Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-29
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-29
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-29
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-30
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-30
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-30
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-30
Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-31
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-33
Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-33
Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-33
Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-34
RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-35
Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-35
Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-35
Evacuating and Charging the AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-35
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-36
CHARGING THE AC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-37
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-38
Pre-Diagnosis Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-38
Preparing For Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-38
Preliminary Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-38
System Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-38
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-39
PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N4-46
N04026
Operator Comfort
N4-3
NOTES
N4-4
Operator Comfort
N04026
OPERATOR COMFORT
OPERATOR SEAT
The operator's seat is a fully adjustable air ride seat
with 5 mechanisms to adjust the height, firmness,
backrest angle, front-to-rear position, and lumbar
support for the operator. All adjustments must be
made while sitting in the seat with the keyswitch
ON.
Operator's Seat Functions & Adjustments:
1. Height Adjustment - is made by using the
height adjustment lever, located on the left front
corner of the seat just below the seat cushion
(Figure 4-1). Pushing DOWN [A] on the lever
causes the front of the seat to tilt up or down.
Pulling UP [B] on the lever causes the rear of
the seat to tilt up or down. By alternately tilting
the front, and then the rear, of the seat, the
height of the seat is changed.
There are 8 separate positions possible. To find
the best seat position, first adjust the height of
the seat to its LOWEST position. By alternately
tilting the front down, then the rear down, the
seat will move to its lowest position.
NOTE: It is best to start with the seat mechanically adjusted to its lowest point, since increasing air pressure for a firm ride (see Weight
Adjustment below) will raise the seat slightly.
After the firmness is adjusted to a comfortable
level (by increasing air pressure), the height of
the seat can be evaluated and adjusted higher,
if necessary, using the height adjustment lever.
2. Weight Adjustment - Firmness of the ride is
adjusted by using the weight adjustment knob
on the front center of the seat, just below the
cushion ([D], Figure 4-1). PUSH IN the weight
adjustment knob to increase the air pressure in
the seat, increasing the stiffness of the seat for
a firmer ride (less vertical movement). For a
softer ride (more vertical movement), PULL
OUT the weight adjustment knob to reduce air
pressure and decrease the stiffness of the seat.
Adjust the firmness by pushing in the weight
adjustment knob. The amount of air pressure
may need to be increased or decreased slightly
after the truck is operating to adapt to varying
haul road conditions. The seat will raise slightly
when adding air.
FIGURE 4-1. OPERATOR SEAT

Adjust the backrest angle by pulling up on the lever
located on the right front corner of the seat just below
the cushion, and leaning forward or backward.
4. The Front-To-Rear position of the seat is
adjusted by pulling up on the bar located at the
base of the seat in the center ([E], Figure 4-1),
then sliding the seat horizontally.
3. Backrest Angle - is adjusted by pulling up on

the lever ([C], Figure 4-1) located on the right
front corner of the seat just below the cushion,
and leaning forward or backward.
N04026
Operator Comfort
Adjust the fore / aft position of the seat so that

the throttle and brake pedals are comfortably
accessible by pulling up on the bar located at
the base of the seat in the center, then sliding
the seat horizontally. The steering column angle
may also be adjusted at this same time to further enhance the operator ease and comfort.
N4-5
5. The Lumbar Support has 5 positions that are

mechanically selected by rotating the round
knob ([F], Figure 4-1) located on the left side of
the backrest. It can be adjusted so that there is
no lumbar support. Adjust the lumbar support
by rotating the knob to the desired position.
Removal
1. Remove capscrews (3, Figure 4-2).
2. Lift seat assembly and disconnect air compressor wiring harness.
3. Remove seat assembly (1) from cab.
Installation
1. Position spacers and seat in recessed area of
cab floor.
2. Connect air compressor wiring harness to truck
harness.
3. Install and tighten capscrews (3, Figure 4-2) to
standard torque.
4. Verify proper operation of air compressor and
other seat functions.
FIGURE 4-2. OPERATOR SEAT INSTALLATION

1. Operator Seat
2. Cab Floor
3. Capscrews
OPERATOR SEAT ASSEMBLY REPAIR

Numerous parts kits are available to simplify
seat rebuild procedures. Disassemble the various seat components and inspect parts for
excessive wear or damage. Refer to Figure 4-3
for the replacement parts kits available for each
sub-assembly. Refer to the Parts Book for specific part numbers when ordering.
N4-6
Operator Comfort
N04026
FIGURE 4-3. OPERATOR SEAT REPAIR PARTS KIT

1. Frame Assembly Kit
2. Lumbar Support Kit
3. Back Foam Kit
4. Back Cover Kit
5. Seat Cover Kit
6. Seat Foam Kit
N04026
7. Recliner Cable Kit

8. Headrest Kit
9. Height Riser Assy. Kit
10. Height Riser Spring Kit
11. Handle Kit
12. Suspension Assy. Kit
13. Damper Kit

14. Air Spring Kit
15. Bump Stop Kit
16. Harness Kit
17. Air Pipe Kit
18. Compressor Kit
Operator Comfort
19. Valve Kit

20. Bearing Kit
21. Lever/Center Pivot Kit
22. Fore & Aft Adjust Kit
23. Spacer Kit
24. Suspension Cover Kit
N4-7
HEATER AND AIR CONDITIONER UNIT

Removal
1. Drain engine cooling system slightly to avoid
coolant loss when removing heater assembly
from cab.
2. Refer to Air Conditioning System in this Section
for instructions and discharge air conditioner
system refrigerant.
Note: Refer
procedures.
to
Figure
4-4
for
the
following
3. Remove the heater/air conditioner cover in front

of the passenger seat by removing the four corner capscrews.
4. Remove the four capscrews and the steel
blower cover from the right side of the heater
assembly
6. Install four capscrews to hold the left access

door (where the recirculation filter is located) in
place.
7. Connect the two air conditioner water drain
hoses to the air conditioner assembly.
8. Install the four capscrews and the steel blower
cover to the right side of the heater assembly
9. Install the heater/air conditioner cover in front of
the passenger seat by installing the four corner
capscrews.
10. Fill the engine cooling system with the coolant
that was drained in Step 1 during removal.
11. Charge the air conditioner system. Refer to Air
Conditioning System, this Section for procedures.
5. Disconnect the two air conditioner water drain

hoses from below air conditioner assembly.
HEATER AND AIR CONDITIONER CORE

REPLACEMENT
6. Remove four capscrews retaining the left

access door (where the recirculation filter is
located) in place.
Disassembly
7. Disconnect the two refrigerant lines at the core.
1. Split the assembly by removing ten screws

(eight at the split and two on top).
8. Remove control cable from coolant control

valve.
2. Remove motor by removing three screws.
9. Remove two capscrews holding the mounting

brackets to the cab floor.
10. Disconnect the two heater coolant hoses.
11. Slide heater/air conditioner unit out. While sliding, disconnect wiring harness from blower
motor, blower motor resistor and air conditioner
sensor.
3. Remove resistor by removing two screws.

4. Remove heater core by disconnecting the water
pipes and lifting it out of the housing.
5. Remove air conditioning core by removing tube
support screw and lifting the core out of the
housing.
Refer to Figure 4-4 for further disassembly of unit if
necessary, or for replacement of other components.
Refer to the appropriate Parts Book for component
part numbers.
Installation
1. Slide heater/air conditioner unit in at the same
time with the access door on the left side. While
sliding unit in, connect wiring harness to blower
motor, blower motor resistor and air conditioner
sensor.
2. Connect the two heater coolant hoses.
3. Install two capscrews holding the mounting
brackets to the cab floor.
4. Install control cable to coolant control valve.
Adjust to ensure it travels to complete on and
off positions.
Assembly
1. Install air conditioning core and tube support
screw in the housing.
2. Install heater core and connect the water pipes.
3. Install resistor with two screws.
4. Install motor with three screws.
5. Join the two halves with ten screws (eight at the
split and two on top).
5. Connect the two air conditioner lines to the

core.
N4-8
Operator Comfort
N04026
FIGURE 4-4. HEATER / AIR CONDITIONER SYSTEM

1. Defroster Gasket
2. Cable Clamp
3. Locknut
4. Bracket
5. Urethane
6. I.D. Plate
7. Relay
8. Harness
9. Resistor
10. Blower Wheel
11. Motor Plate
12. Screw
N04026
13. Motor Shim

14. Motor
15. Cap
16. Water Valve
17. Bracket
18. Hose Clamp
19. Hose
20. Bracket, RH
21. Hose Splice
22. Grommet
23. Grommet
24. Bracket, LH
25. Urethane
26. Neoprene
27. Decal
28. Poly Foam
29. Drain Pan
30. Insulation
31. Cold Control
32. Hose
33. Hose
34. Panel
35. Plenum
36. Cover
Operator Comfort
37. Evaporator Coil

38. Heater Coil
39. Seal
40. Neoprene
41. Grommet
42. Case
43. Screw
44. Nut
45. Screw
46. Intake Gasket
47. O-Ring
48. Expansion Valve
49. Neoprene
50. Urethane
51. Plenum
52. Screw
53. Screw
54. Drain Hose
55. Check Valve
56. Tie Wire
57. Filter
58. Rivet
59. Latch
N4-9
FILTER MAINTENANCE
Cab Fresh Air Filter
A filter element mounted on the front of the cab (Figure 4-5) filters fresh air before it enters the cab.
Under normal operating conditions, the filter element
should be checked every 250 hours of operation. In
extremely dusty conditions, much more frequent
cleaning is required.
Service (Cab Air Fresh Air Intake)
1. Remove the four wing bolts (3, Figure 4-5) and
remove cover (2) from front of cab.
2. Remove element (4).
3. The filter element should be replaced when
dirty. However, it may be washed with a mild
soap solution in water. Rinse clean and air dry
with a maximum air pressure of 2.8 kg/cm2 (40
psi).
4. After cleaning, install element, replace cover
and wing bolts.
FIGURE 4-6. HEATER/AIR CONDITIONER FILTER
1. Filter Door Latch
3. Filter Element
2. Filter Access Door
4. Console
Heater/Air Conditioner Air Filter

A filter element mounted inside the heater/air conditioner enclosure (Figure 4-6) filters air circulated
inside the cab interior.
The filter element should be inspected and cleaned
as often as necessary, depending on operating conditions.
Service (Inside Air Filter)
1. Unlatch filter access door latch (1, Figure 4-6)
and open door (2).
2. Slide filter element (3) out of housing.
3. Wash the element with a mild soap solution in
water. Rinse clean and air dry with a maximum
air pressure of 2.8 kg/cm2 (40 psi).
FIGURE 4-5. CAB AIR FILTER
1. Cab (Front)
2. Cover
N4-10
3. Wing Bolt
4. Filter Element
4. After cleaning, position element in housing

opening and insert fully.
5. Close access door cover and latch in closed
position.
Operator Comfort
N04026
DASH LEVER CONTROLS
DASH PANEL
Removal
Removal
1. Remove top dash cover and metal light holder.

2. Remove steel cover above the heater controls.
3. Remove the four front screws.
1. Remove the four tapered screws from the warning light bracket.
4. Remove two top screws holding the rear reinforcement in place.
2. Remove the four screws and the sun shade

from above the instrument panel display.
5. Slide control panel out part way and disconnect

cable from fresh/recirculate lever.
3. Remove the five screws retaining the instrument panel display.
6. Slide control panel out further and remove the

two screws holding the rear support to control
plate.
4. Remove the eighteen screws holding the plastic

dash in place and the four heater/air conditioner
knobs.
7. Disconnect blower speed switch wiring at connector.
5. Remove dash panel.
8. Disconnect air conditioner switch and illumination light wire at connectors.

9. Disconnect the cables from the vent and the
defrost levers.
Installation
1. Connect the cables to the vent and the defrost
levers.
2. Connect air conditioner switch and illumination
light wire at connectors.
3. Connect blower speed switch wiring at connector.
4. Slide control panel in and install the two screws
holding the rear support to control plate.
Installation
1. Install dash panel.
2. Install the eighteen screws holding the plastic
dash in place and the four heater/air conditioner
knobs.
3. Install the five screws retaining the instrument
panel display.
4. Install the four screws and the sun shade from
above the instrument panel display.
5. Install the four tapered screws from the warning
light bracket.
5. Slide control panel in part way and connect

cable to fresh/recirculate lever.
6. Install two top screws holding the rear reinforcement in place.
7. Install the four front screws.
8. Install steel cover above the heater controls.
9. Install the top dash cover and metal warning
light holder.
N04026
Operator Comfort
N4-11
AIR CONDITIONING SYSTEM

Environmental Impact
Environmental studies have indicated a weakening of the earths protective Ozone (O3) 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.
FIGURE 4-7. BASIC AIR CONDITIONING SYSTEM

1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit Breaker
5. Blower
N4-12
7. Evaporator
8. Expansion Valve
9. Suction Line
10. Test Gauges & Manifold
11. Compressor
12. Refrigerant Container
Operator Comfort
13. Magnetic Clutch

14. Compressor Drive Pulley
15. Receiver-Drier
16. Discharge Line
17. Condenser
N04026
(HFC) refrigerant, commonly identified as HFC-134a or R-134a, is being used in most current mobile air conditioning systems. Additionally, the practice of releasing either refrigerant to the atmosphere during the charging/
recharging procedure is prohibited.
These restrictions require the use of equipment and procedures which are significantly different from those traditionally used in air conditioning service techniques. The use of new equipment and techniques allows for complete
recovery of refrigerants, which will not only help to protect the environment, but through the recycling of the refrigerant will preserve the physical supply, and help to reduce the cost of the refrigerant.
OPERATOR CAB AIR CONDITIONING
PRINCIPLES OF REFRIGERATION
Mining and construction vehicles have unique characteristics of vibration, shock-loading, operator
changes, and climate conditions that present different design and installation problems for air conditioning systems. Off-highway equipment, in general, is
unique enough that normal automotive or highway
truck engineering is not sufficient to provide the reliability to endure the various work cycles encountered.
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 AC unit into top operating
efficiency.
The cab tightness, insulation, and isolation from heat

sources is very important to the efficiency of the system. It is advisable to close all vents, even the
intakes of pressurization systems, when there are
high humidity conditions.
The general cleanliness of the system and components is important. Dust or dirt collected in the condenser, evaporator, or air filters decreases the
system's cooling capacity.
The compressor, condenser, evaporator units, hoses
and fittings must be installed clean and tight and be
capable of withstanding the strain and abuse they
are subjected to on off-highway vehicles.
Equipment downtime costs are high enough to
encourage service areas to perform preventative
maintenance at regular intervals on vehicle Air Conditioning (AC) systems. (Cleaning, checking belt
tightness, and operation of electrical components).
N04026
Too frequently, the operator and the serviceman

overlook the primary fact that no AC system will function properly unless it is operated within a completely
controlled cab environment. The circulation of air
must be a directed flow. The cab must be sealed
against seepage of ambient air. The cab interior must
be kept free of dust and dirt which, if picked up in the
air system, will clog the intake side of the evaporator
coil.
Air Conditioning
Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of temperature, humidity, cleanliness, and circulation of air. In
the broad sense, a heating unit is as much an air
conditioner as is a cooling unit. The term air conditioner is commonly used to identify an air cooling
unit. To be consistent with common usage, the term
air conditioner will refer to the cooling unit utilizing
the principles of refrigeration; sometimes referred to
as the evaporator unit.
Operator Comfort
N4-13
The Refrigeration Cycle
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 objects have a point at which they will turn to

vapor. Water boiling is the most common
example of heating until vapor is formed. Boiling
is 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.
In an air conditioning system, the refrigerant is circulated under pressure through the five major components in a closed circuit. At these points in the
system, the refrigerant undergoes predetermined
pressure and temperature changes.
The compressor (refrigerant pump) takes in low pressure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressurizes the heat laden refrigerant and forces it through
the discharge valve (high side) on to the condenser.
Ambient air, passing through the condenser removes
heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the receiver drier
where impurities are filtered out, and moisture
removed. This component also serves as the temporary storage unit for some liquid refrigerant.
The liquid refrigerant, still under high pressure, then
flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
refrigerant passes through the valve, it becomes a
low temperature, low pressure liquid and saturated
vapor. This causes the refrigerant to become cold.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator,
adding to the cooling. The hot, humid air of the cab is
pulled through the evaporator by the evaporator
blower. Since the refrigerant is colder than the air, it
absorbs the heat from the air producing cool air
which is pushed back into the cab. The moisture in
the air condenses upon movement into the evaporator and drops into the drain pan from which it drains
out of the cab.
The cycle is completed when the heated low pressure gas is again drawn into the compressor through
the suction side.
This simplified explanation of the principles of refrigeration does not call attention to the fine points of
refrigeration technology. Some of these will be covered in the following discussions of the components,
controls, and techniques involved in preparing the
unit for efficient operation.
N4-14
Operator Comfort
N04026
AIR CONDITIONER SYSTEM

COMPONENTS
Compressor (Refrigerant Pump)
The compressor is where the low pressure side of
the system changes to high pressure. It concentrates
the refrigerant returning from the evaporator (low
side) creating high pressure and a temperature much
higher than the outside air temperature. The high
temperature differential between the refrigerant and
the outside air is necessary to aid rapid heat flow in
the condenser from the hot refrigerant gas to much
cooler outside air.
To create high pressure concentration, the compressor draws in refrigerant from the evaporator through
the suction valve and during compression strokes,
forces it out through the discharge valve to the condenser. The pressure from the compressor action
moves the refrigerant through the condenser,
receiver-drier and connecting hoses to the expansion
valve.
The compressor is driven by the engine through a vbelt driving an electrically operated clutch mounted
on the compressor drive shaft.
Ram air condensers depend upon the vehicle movement to force a large volume of air past the fins and
tubes of the condenser. The condenser is usually
located in front of the radiator or on the roof of the
truck.
Condensing of the refrigerant is the change of state
of the refrigerant from a vapor to a liquid. The action
is affected by the pressure of the refrigerant in the
coil and air flow through the condenser. Condensing
pressure in an AC system is the controlled pressure
of the refrigerant which affects the temperature at
which it condenses to liquid, giving off large quantities of heat in the process. The condensing point is
sufficiently high to create a wide temperature differential between the hot refrigerant vapor and the air
passing over the condenser fins and tubes. This difference permits rapid heat transfer from the refrigerant to ambient air.
Receiver-Drier
Service Valves
Quick-connect hose end fittings with integral service
valves attach to system service ports for servicing
the unit. A manifold gauge set is connected into the
system at the service valve ports and all procedures,
such as discharging, evacuating and charging the
system, are performed through the service valves.
Condenser
The condenser receives the high pressure, high-temperature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid.
It is designed to allow heat movement from the hot
refrigerant vapor to the cooler outside air. The cooling of the refrigerant changes the vapor to liquid.
Heat exchange is accomplished using cooler air flowing through the condenser. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The radiator fan moves more than 50% of condenser air flow
unless travel speed is at least 25 mph.
N04026
The receiver-drier is an important part of the air conditioning system. The drier receives the liquid refrigerant from the condenser and removes any moisture
and foreign matter present which may have entered
the system. The receiver section of the tank is
designed to store extra refrigerant until it is needed
by the evaporator. The storage of this refrigerant is
temporary and is dependent on the demand of the
expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers.
The receiver-drier is also equipped with a sight glass
and a moisture indicator. The sight glass can give a
good indication of the charge of the system. If the
sight glass is not clear, the system is low on refrigerant.
The moisture indicator is a device to notify service
personnel that the drier is full of moisture and must
be replaced. The indicator is blue when the component is free from moisture. When the indicator turns
beige or tan, the drier must be replaced.
Operator Comfort
N4-15
Expansion Block Valve
Evaporator
The expansion block valve controls the amount of

refrigerant entering the evaporator coil. Both internally and externally equalized valves are used.
The evaporator cools and dehumidifies the air before

it enters the cab. Cooling a large area requires that
large volumes of air be passed through the evaporator coil for heat exchange. Therefore, a blower
becomes a vital part of the evaporator assembly. It
not only draws heat laden air into the evaporator, but
also forces this air over the evaporator fins and coils
where the heat is surrendered to the refrigerant. The
blower forces the cooled air out of the evaporator into
the cab.
The expansion valve is located near the inlet of the

evaporator and provides the functions of throttling,
modulating, and controlling the liquid refrigerant to
the evaporator coil.
The refrigerant flows through a restriction creating a
pressure drop across the valve. Since the expansion
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the
valve is warm to hot high pressure liquid; exiting it is
low pressure liquid and gas. The change to low pressure allows the flowing refrigerant to immediately
begin changing to gas as it moves toward the evaporator. This produces the desired cooling effect.
The amount of refrigerant metered into the evaporator varies with different heat loads. The valve modulates from wide open to the nearly closed position,
seeking a point between for proper metering of the
refrigerant.
As the load increases, the valve responds by opening wider to allow more refrigerant to pass into the
evaporator. As the load decreases, the valve reacts
and allows less refrigerant into the evaporator. It is
this controlling action that provides the proper pressure and temperature control in the evaporator.
This system uses an internally equalized, block type
expansion valve. With this type valve, the refrigerant
leaving the evaporator coil is also directed back
through the valve so the temperature of the refrigerant is monitored internally rather than by a remote
sensing bulb. The expansion valve is controlled by
both the temperature of the power element bulb and
the pressure of the liquid in the evaporator.
NOTE: It is important that the sensing bulb, if
present, is tight against the output line and protected
from ambient temperatures with insulation tape.
N4-16
Heat exchange, as explained under condenser operation, depends upon a temperature differential of the
air and the refrigerant. The greater the temperature
differential, the greater will be the amount of heat
exchanged between the air and the refrigerant. A
high heat load condition, as is generally encountered
when the air conditioning system is turned on, will
allow rapid heat transfer between the air and the
cooler refrigerant.
The change of state of the refrigerant in and going
through the evaporator coil is as important as that of
the air flow over the coil.
All or most of the liquid that did not change to vapor
in the expansion valve or connecting tubes boils
(expands) and vaporizes immediately in the evaporator, becoming very cold. As the process of heat loss
from the air to the evaporator coil surface is taking
place, any moisture (humidity) in the air condenses
on the cool outside surface of the evaporator coil and
is drained off as water.
At atmospheric pressure, refrigerant boils at a point
lower than water freezes. Therefore, the temperature
in the evaporator must be controlled so that the water
collecting on the coil surface does not freeze on and
between the fins and restrict air flow. The evaporator
temperature is controlled through pressure inside the
evaporator, and temperature and pressure at the outlet of the evaporator.
Operator Comfort
N04026
ELECTRICAL CIRCUIT
Compressor Clutch
The air conditioner's electrical circuit is fed from an

accessory circuit and is fused with a 30-ampere circuit breaker.
An electromagnetic clutch is used in conjunction with

the thermostat to disengage the compressor when it
is not needed, such as when a defrost cycle is indicated in the evaporator, or when the system or
blower is turned off.
The blower control is a switch which provides a

range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the
compressor clutch. Once the blower is turned on, fan
speeds may be changed without affecting the thermostat sensing level.
The thermostat reacts to changing temperatures
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the
evaporator coil to sense temperature.
When the contacts are closed, current flows to the
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which
starts the refrigeration cycle. When the temperature
of the evaporator coil drops to a predetermined point,
the contacts open and the clutch disengages.
When the clutch is disengaged, the blower remains
at the set speed. After the evaporator temperature
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the refrigeration cycle resumes.
Thermostat
An electromagnetic clutch is used on the compressor
to provide a means of constant temperature control
of the cab. The clutch is controlled by a thermostat in
the evaporator which is set initially by the driver to a
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The stationary field clutch is the most desirable type

since it has fewer parts to wear. The field is mounted
to the compressor by mechanical means depending
on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The armature is mounted on the compressor body.
When no current is fed to the field, there is no magnetic force applied to the clutch and the rotor is free
to rotate on the armature, which remains stationary
on the crankshaft.
When the thermostat or switch is closed, current is
fed to the field. This sets up a magnetic force
between the field and armature, pulling it into the
rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
remains stationary. This causes the compressor
crankshaft to turn, starting the refrigeration cycle.
When the switch or thermostat is opened, current is
cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
compressor is stopped until current is again applied
to the field. In addition, safety switches in the compressor clutch electrical circuit control clutch operation, disengaging the clutch if system pressures are
abnormal.
The thermostat is simply a thermal device which controls an electrical switch. When warm, the switch is
closed; when cold, it is open. Most thermostats have
a positive OFF position as a means to turn the clutch
OFF regardless of temperature.
The bellows type thermostat has a capillary tube connected to it which is filled with refrigerant. The capillary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the capillary tube exerts pressure on the bellows, which in
turn closes the contacts at a predetermined temperature.
N04026
Operator Comfort
N4-17
Fan Clutch - The mid-range function actuates the

engine fan clutch, if installed.
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 pressure.
The Trinary switch performs three distinct functions to monitor and control refrigerant pressure in
the system. This switch is installed on the receiverdrier. The switch functions are:
Terminals 1 & 2 are connected internally through
two, normally closed pressure switches in series, the
low pressure switch and the high pressure switch.
High Pressure - This switch opens and

disengages the compressor clutch if system
pressure rises above the 300 - 350 psi range.
After system pressure drops to 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.
OPENS
CLOSES
Low
Pressure
15-30 psi descending

pressure
40 psi rising pressure
High
Pressure
300-350 psi
210-250 psi
Fan Clutch
35-60 psi below closing

pressure
200-230 psi rising pressure
The pressures listed above are typical of pressures at the receiver-drier. Due to normal system
flow losses and the distance between the service
port and the receiver-drier, it is expected that
actual system pressure displayed on the gauge
will normally be approximately 20 psi higher.
This factor should be observed when checking
for proper operation of the switch.
Terminals 3 & 4 are connected internally through a

normally open switch that is used to control the
clutch that drives the radiator fan. This switch closes
and causes the cooling fan clutch to engage when
system pressure rises to 200 - 230 psi. When pressure falls to 140 - 195 psi, the switch contacts open,
and the cooling fan clutch disengages
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 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.
Low Pressure - This switch opens and

disengages the compressor clutch if system
pressure drops into the 15 -30 psi range. When
pressure rises above 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.
N4-18
Operator Comfort
N04026
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 quantity in an air conditioning system.
Because the refrigerant in an air conditioning system
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration
when anything causes this pressurized, sealed condition to change. The following warnings are provided here to alert service personnel to their
importance BEFORE learning the correct procedures. Read, remember, and observe each warning
before beginning actual system servicing.
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using R-134a refrigerant, it is
essential that servicing tools that come into contact
with the refrigerant (gauge sets, charging equipment,
recycle/recovery equipment etc.) be dedicated to one
type refrigerant only, to prevent cross contamination.
Federal regulations prohibit venting R-12 and

R134a refrigerant into the atmosphere. An SAE
and UL approved recovery/recycle station must
be used to remove refrigerant from the AC system. Refrigerant is stored in a container on the
unit for recycling, reclaiming, or transporting. In
addition, technicians servicing AC 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 AC 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 possible.
Ensure sufficient ventilation whenever refrigerant is being discharged from a system, keeping
in mind refrigerant is heavier than air and will
seek low areas of shop.
When exposed to flames or sparks, the components of refrigerant change and become deadly
phosgene gas. This poison gas will damage the
respiratory system if inhaled. NEVER smoke in
area where refrigerant is used or stored.
Never direct steam cleaning hose or torch in
direct contact with components in the air conditioning system. Localized heat can raise the
pressure to a dangerous level.
Do not heat or store refrigerant containers above
120 F (49 C).
Do not flush or pressure test the system using
shop air or another compressed air source. Certain mixtures of air and R-134a refrigerant are
combustible when slightly pressurized. Shop air
supplies also contain moisture and other contaminants that could damage system components.
N04026
Operator Comfort
N4-19
SYSTEM OIL
R-134a air conditioning systems require the use of
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. At
present time, General Motors part number
(12345923) is the oil that is furnished in the system
on Komatsu trucks. This clear oil can be found at AC
Delco dealers. In some areas, it can be found from
other suppliers as U-Con 488. The only other alternative is General Motors part number (12356151)
which is now becoming more popular and is
expected to become the furnished oil in Komatsu AC
systems. This oil is light blue-green in color and may
be mixed with the other recommended oil.
Handling and Reusing PAG Oil
Avoid skin contact and inhalation of PAG oil, as
these are normal precautions with any chemical.
No PAG oil removed from new or old
components should be retained for re-use. It
should be stored in a marked container and
properly sealed. PAG oil is an environmental
pollutant and should be properly disposed of after
use.
PAG oil in containers or in an air conditioning
system should not be left exposed to the
atmosphere any longer than necessary. PAG oil
absorbs moisture very rapidly, and therefore, any
absorbed moisture could cause damage to an air
conditioning system.
Oil Quantity
It is critical to keep the correct amount of lubricant in
the air conditioning system at all times. Failure to do
so could result in damage to the compressor.
Damage to the compressor can be a result from not
only a lack of oil, but from too much oil, also. A lack
of oil will cause excess friction and wear on moving
parts. Excessive oil can result in slugging the compressor. This condition occurs when the compressor
attempts to compress liquid oil as opposed to vaporized refrigerant. Since liquid cannot be compressed,
damage to internal parts results.
REPLACING OIL
Component
Oil to add
Condenser
2-3 ounces
Evaporator
1 ounce
Receiver-Drier
2 ounces
Compressor
Compressors come with 10.5

ounces of oil in the sump. Refer
to "Setting Up a New Compressor"
Block Valve
(Expansion)
Adding oil is not necessary
Hoses
Drain and measure amount

removed
Setting Up a New Compressor

Compressors come with 10.5 ounces of oil in the
sump. Compressors being replaced should have
been operating with 6 ounces of oil in the sump,
therefore, the new compressor should be adjusted,
accordingly.
Example: If a compressor is being replaced, the
receiver drier must also be replaced. (The receiverdrier should be replaced whenever the system is
opened.) Since the new compressor comes with 10.5
ounces of oil, 2.5 ounces of oil should be removed
from the compressor leaving 8 ounces. 8 ounces
accounts for the 6 ounces needed for the compressor, and the 2 ounces for the new receiver-drier.
Never run the system with more than 10.5 ounces

of oil in the compressor sump. Damage to the
compressor as well as other system components
may occur. It is important to have a good balance
of oil throughout the system.
Replacing Oil After Servicing the System

Replace oil that has been removed from the system
through recovery of refrigerant and replacement of
components. Refer to the chart below for adding oil.
N4-20
Operator Comfort
N04026
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.
An unclear sight glass on R-134a systems can

indicate that the system may be low on refrigerant. However, the sight glass should not be used
as a gauge for charging the system. Charging the
system must be done with a scale to ensure the
proper amount of refrigerant has been added.
Reclaimed Refrigerant
Reclaimed refrigerant has been filtered through a
more thorough filtering process and has been processed to the same standards of purity as virgin
refrigerant. Because of this, reclaimed refrigerant is
acceptable for use in all systems, not just mobile.
The reclaiming equipment used for this process is
expensive, and therefore, not common among normal maintenance shops. Equipment such as this is
more commonly found in air conditioning specialty
shops.
R-134a Refrigerant Containers

Two basic, readily available containers are used to
store R-134a: the 30 or 60 pound bulk canisters (Figure 4-8).
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.
Always use new, recycled, or reclaimed refrigerant when charging a system. Failure to adhere to
this recommendation may result in premature
wear or damage to air conditioning system components and poor cooling performance.
Refrigerant Quantity
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much refrigerant is charged into the system, the system will operate at higher pressures, and in some cases, may
damage system components. Exceeding the specified refrigerant charge will not provide better cooling.
FIGURE 4-8. R-134a CONTAINERS

1. 30 lb. Cylinder
2. 60 lb. Cylinder
If an incorrect charge is suspected, recover the

refrigerant from the system, and charge the system
with the correct operating weight (6.9 lb, 3.13 kg).
This is not only the recommended procedure, but it is
also the best way to ensure that the system is operating with the proper charge and providing optimum
cooling. Using the sight glass to determine the
charge is not an accurate method.
N04026
Operator Comfort
N4-21
SERVICE TOOLS AND EQUIPMENT

Recovery/Recycle Station
Whenever refrigerant must be removed from the system, a dual purpose station as shown in Figure 4-9,
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.
Mixing different types of refrigerant will damage

equipment. Dedicate one recovery/recycle station to each type of refrigerant processing to
avoid equipment damage. DISPOSAL of the gas
removed requires laboratory or manufacturing
facilities.
To accomplish this, the recovery/recycle station separates the oil from the refrigerant and filters the
refrigerant multiple times to reduce moisture, acidity,
and particulate matter found in a used refrigerant.
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.
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.
Recycling equipment must meet certain standards as

published by the Society of Automotive Engineers
and carry a UL approved label. The basic principals
of operation remain the same for all machines, even
if the details of operation differ somewhat.
Equipment is also available to just remove or extract

the refrigerant. Extraction equipment does not clean
the refrigerant - it is used to recover the refrigerant
from an AC system prior to servicing.
Leak Detector
The electronic detector (Figure 4-10) is very accurate
and safe. It is a small hand-held device with a flexible
probe used to seek refrigerant leaks. A buzzer, alarm
or light will announce the presence of even the smallest leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure the leak detector being used
applies to the refrigerant in the system.
FIGURE 4-9. RECOVERY/RECYCLE STATION
N4-22
FIGURE 4-10. TYPICAL ELECTRONIC LEAK

DETECTOR
Operator Comfort
N04026
FIGURE 4-12. VACUUM PUMP
FIGURE 4-11. R-134a SERVICE VALVE

1. System Service Port
Fitting
2. Quick Connect
3. Service Hose
Connection
Vacuum Pump
Service Valves
Because an air conditioning system is a sealed system, two service valves are provided on the compressor to enable diagnostic tests, system charging
or evacuation. Connecting the applicable hoses from
the manifold gauge set to the compressor service
valves enables each of these to be readily performed.
The vacuum pump (Figure 4-12) 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.
New and unique service hose fittings (Figure 4-11)

have been specified for R-134a systems. Their purpose is to avoid accidental cross-mixing of refrigerants and lubricants with R-12 based systems. The
service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.
N04026
Operator Comfort
N4-23
Manifold Gauge Set

A typical manifold gauge set (Figure 4-13) has two
screw type hand valves to control access to the system, two gauges and three hoses. The gauges are
used to read system pressure or vacuum. The manifold and hoses are for access to the inside of an air
conditioner, to remove air and moisture, and to put
in, or remove, refrigerant from the system. Shutoff
valves are required within 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 refrigerant loss and to preclude putting the wrong refrigerant
in a system.
FIGURE 4-13. MANIFOLD GAUGE SET
Low Side Gauge

NOTE:
When
hose
replacement
becomes
necessary, the new hoses must be marked SAE
J2916 R-134a.
The Low Side Gauge, registers both vacuum and

pressure. The vacuum side of the scale is calibrated
from 0 to 30 inches of mercury (in. Hg). The pressure
side of the scale is calibrated to 150 psi.
Functions of the manifold gauge set are included in

many of the commercially available recovery or
recovery/recycle stations.
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.
N4-24
Operator Comfort
N04026
Installing Manifold Gauge Set

Before attempting to service the air conditioning system, a visual inspection of both the engine and system components is recommended. Particular
attention should be given to the belts, hoses, tubing
and all attaching hardware plus the radiator cap, fan
clutch, and thermostat. Inspect both the condenser
and the radiator for any obstructions or potential contamination. Minimize all the possibilities for error or
malfunction of components in the air conditioning
system.
Shut off engine. DO NOT attempt to connect service equipment when the engine is running.
1. Be sure all valves on the manifold are closed all

the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service fittings and remove their protective caps.
4. Connect the two service hoses from the manifold to the correct service valves on the compressor as shown in Figure 4-14. (High side to
compressor discharge valve and low side to
compressor suction side.) Do not open service
valves at this time.
FIGURE 4-14. SERVICE HOSE HOOK-UP
This gauge hook-up process will be the same,

regardless of the gauge set being installed. Whether
it is a recovery station or individual gauges, the connections are the same. The procedures performed
next will vary depending what type of equipment is
being used. If a recovery/recycling station is being
used, complete servicing can be accomplished.
Using only a set of gauges will limit the servicing to
only adding refrigerant or observing pressures.
N04026
Operator Comfort
N4-25
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.
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.
The initial purging is best accomplished when connected to recovery or recycle equipment. With the
center hose connected to the recovery station, service hoses connected to the high and low sides of the
system, we can begin the purging. The manifold
valves and service valves should be closed. Activating the vacuum pump will now pull any air or moisture out of the center hose.
FIGURE 4-15. PURGING SYSTEM
N4-26
Operator Comfort
N04026
SYSTEM PERFORMANCE TEST
Stabilizing the AC System
This test is performed to establish the condition of all

components in the system. Observe these conditions
during testing:
During this stabilization period, do not open
hand valves on manifold for any reason. Equipment damage and personal injury may result.
1. Start the engine and return to an idle speed of
1200 to 1500 RPM. Turn on the air conditioner.
2. After a performance check of the control functions, blower speeds and air flow, set the AC
system controls to maximum cooling and
blower speed on high. Open the cab to ensure
continuous operation of the compressor.
3. Run the engine and air conditioner about 5 minutes for the system to stabilize.
4. If the humidity is high it will be necessary to
place a fan in front of the AC condenser to help
the air flow across the condenser. This helps to
stabilize the system by simulating normal operating conditions.
5. It is then possible to observe the gauge readings and the temperature coming out of the air
ducts with a thermometer.
NOTE: If low refrigerant is indicated by lower than
normal pressure readings, recover and charge the
proper amount of refrigerant to enable adequate
system testing.
1. Start engine and operate at 1200 to 1500 RPM.

2. Place fan in front of condenser to simulate normal ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent
closest to evaporator.
4. Evaluate the readings obtained from the
gauges to see if they match the readings for the
ambient temperature.
As preliminary steps to begin checkout of the system,
1. Close all windows and doors to the cab.
2. Set air conditioning system at maximum cooling
and blower speed operation.
3. Readings on the two manifold gauges should
be within normal range, adjust for ambient temperature.
4. Compare evaporator discharge air temperature
reading to see if it matches the recommended
temperature for the ambient temperature and
gauge readings obtained.
5. Carefully feel the hoses and components on 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 certain conditions these items can be extremely hot.
6. Feel the hoses and components on the low
side. They should be cool to the touch. Check
connections near the expansion valve, inlet side
should be warm and cold-cool on the outlet
side.
7. If these conditions are met, the system is considered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.
N04026
Operator Comfort
N4-27
SYSTEM LEAK TESTING
Electronic leak detector
Refrigerant leaks are probably the most common

cause of air conditioning problems, resulting from
improper or no cooling, to major internal component
damage. Leaks most commonly develop in two or
three places. The first is around the compressor shaft
seal, often accompanied by an indication of fresh
refrigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
slightly. The centrifugal force of the clutch pulley
spinning can also cause the problem. When the system is operated and lubricant wets the seal, the leak
may stop. Such leaks can often be located visually,
or by feeling with your fingers around the shaft for
traces of oil. (The R-134a itself is invisible, odorless,
and leaves no trace when it leaks, but has a great
affinity for refrigerant oil.)
(Refer to Figure 4-10). As the test probe is moved

into an area where traces of refrigerant are present,
a visual or audible announcement indicates a leak.
Audible units usually change tone or speed as intensity changes.
A second common place for leaks is the nylon and

rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the
condensate will quickly indicate the condition of the
evaporator. Any trace of fresh oil here is a clear indication of a leak.
Soap and water can be mixed together and applied

to system components. Bubbles will appear to pinpoint the specific location of leaks.
Usually, a 50% charged system is enough to find

most leaks. If the system is empty, connect the manifold gauge set to the system and charge at least 3.5
lbs. of refrigerant into the system.
Tracer dyes
Tracer dyes are available that can be added to the
system as refrigerant is added. The system is then
operated to thoroughly circulate the dye. As refrigerant escapes, it leaves a trace of the dye at the point
of leakage, which is then detected using an ultraviolet light (black light), revealing a bright fluorescent
glow.
Soap and water
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.
Use extreme caution when leak testing a system

while the engine is running.
In its natural state, refrigerant is a harmless, colorless gas, but when combined with an open
flame, it will generate toxic fumes (phosgene
gas), which can cause serious injuries or death.
NOTE: The refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.
N4-28
Operator Comfort
N04026
SYSTEM REPAIR
Hoses and Fittings
The following service and repair procedures are not

any different than typical vehicle service work. However, AC system components are made of soft metals (copper, aluminum, brass, etc.). Comments and
tips that follow will make the job easier and reduce
unnecessary component replacement.
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.
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 AC 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.
System Cleaning
When performing repairs on air conditioning components, a thorough inspection should be performed.
Inspect the parts that have been removed. If they
contain any loose or foreign material, the rest of the
system should be checked for the source of the
material.
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.
Lines
Always use two wrenches when disconnecting or
connecting AC fittings attached to metal lines. You
are working with copper and aluminum tubing which
can kink or break easily. When grommets or clamps
are used to prevent line vibration, be certain these
are in place and secured.
It is important to always torque fittings to the

proper torque. Failure to do this may result in
improper contact between mating parts and leakage may occur. Refer to the following torque
chart for tightening specifications.
Fitting
Size
Foot Pounds
Newton
Meters
10 - 15 ft.lbs.
14 - 20 Nm
24 - 29 ft.lbs.
33 - 39 Nm
10
26 - 31 ft.lbs.
36 - 42 Nm
12
30 - 35 ft.lbs.
41 - 47 Nm
Installation torque for the single M10 or 3/8 in. capscrews securing the inlet and outlet fittings onto the
compressor ports is 11 - 25 ft.lbs. (15 - 34 Nm).
Expansion Valve
When removing the expansion valve from the system, remove the insulation, clean the area and disconnect the line from the receiver-drier. Detach the
capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the filter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.
N04026
Operator Comfort
N4-29
Receiver-Drier
Clutch
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.
Clutch problems include electrical failure in the clutch

coil or lead wire, clutch pulley bearing failure, worn or
warped clutch plate or loss of clutch plate spring temper. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the
clutch shows obvious signs of excessive heat damage, replace the whole assembly.
Thermostat
A thermostat can be stuck open or closed due to contact point wear or fusion. The thermostat temperature
sensing element (capillary tube) may be broken or
kinked closed and therefore unable to sense evaporator temperature.
When thermostat contact points are stuck open or
the sensing element can not sense temperature in
the evaporator, the clutch will not engage (no AC
system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat contact or just no contact. When troubleshooting, bypass
the thermostat by hot wiring the clutch coil with a
fused lead. If the clutch engages, replace the thermostat.
Thermostat contact points may be fused (burned)
closed and the clutch will not disengage. Causes are
a faulty switch that could be due to fatigue. The thermostat must be replaced. When the clutch will not
disengage you may also note that condensate has
frozen on the evaporator fins and blocked air flow.
There will also be below normal pressure on the low
side of the system. Side effects can be compressor
damage caused by oil accumulation (refrigeration oil
tends to accumulate at the coldest spot inside the
system) and lower than normal suction pressure that
can starve the compressor of oil.
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 AC system is off or the clutch is not
engaged. Premature bearing failure may be caused
by poor alignment of the clutch and clutch drive pulley.
Sometimes it may be necessary to use shims or
enlarge the slots in the compressor mounting bracket
to achieve proper alignment.
Excessive clutch plate wear is caused by the plate
rubbing on the clutch pulley when the clutch is not
engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal
air gap between the clutch pulley and the clutch plate
is 0.023 to 0.057 in. (1.02 0.043 mm). If the gap is
too wide, the magnetic field created when the clutch
coil is energized will not be strong enough to pull and
lock the clutch plate to the clutch pulley.
Compressor
The compressor can fail due to shaft seal leaks (no
refrigerant in the system), defective valve plates,
bearings, or other internal parts or problems associated with high or low pressure, heat, or lack of lubrication. Be sure the compressor is securely mounted
and the clutch pulley is properly aligned with the
drive pulley.
Use a mechanic's stethoscope to listen for noises
inside the compressor.
N4-30
NOTE: Some compressors may be discarded

because it is suspected that internal components
within the compressor have seized. Ensure that
the compressor clutch is working properly before
discarding a compressor for internal seizure. The
normal compressor life span should be about
twice as long as the normal life span of the compressor clutch.
It is important to note that often times a weak clutch
coil may be mistaken for a seized compressor. When
a 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.
Operator Comfort
N04026
Before a compressor is dismissed as being seized, a

check for proper voltage to the coil should be performed. In addition, the coil should be ohm checked
for proper electrical resistance. The coil should fall
within the following range:
Do not drive or pound on the clutch plate, hub

assembly, or shaft. Internal damage to the compressor may result.
1. Remove the belt guard from the front of the air
conditioning compressor.
12.0 0.37 Ohms @ 68 F (20 C)

16.1 0.62 Ohms @ 240 F (116 C)
The temperatures specified above are roughly typical
of a summer morning before first start-up and the
heat beside an engine on a hot day. At temperatures
in between those listed above, the correct resistance
is proportionate to the difference in temperature.
FIGURE 4-16.
Servicing the Compressor Clutch

* RECOMMENDED TOOLS FOR COMPRESSOR
CLUTCH REMOVAL AND INSTALLATION
J-9399
Thin Wall Socket
**J-9403
Spanner Wrench
**J-25030
Clutch Hub Holding Tool
J-9401
Clutch Plate and Hub Assembly

Remover
J-8433
Pulley Puller
J-9395
Puller Pilot
***J-24092
Puller Legs
J-8092
Universal Handle
J-9481
Pulley and Bearing Installer
J-9480-01
Drive Plate Installer
J-9480-02
Spacer, Drive Plate Installer
1. Belt Pulley
2. Clutch Hub/Drive
Plate
3. Shaft
4. Locknut
2. Remove the drive belt from compressor belt

pulley (1, Figure 4-16).
*Tools are available though your local Kent-Moore dealer.

** These tools are interchangeable.
***For use on multiple groove pulleys.
FIGURE 4-17.
Use the proper tools to remove and replace

clutch components. Using the recommended
tooling helps prevent damage to compressor
components during maintenance.
N04026
1. Thin Wall Socket

2. Clutch Hub Holding
Tool
Operator Comfort
3. Clutch Hub
N4-31
3. Remove locknut (4) using thin wall socket (1,

Figure 4-17) or the equivalent. Use clutch hub
holding tool (2), spanner wrench (J-9403), or
the equivalent to hold clutch plate (3) while
removing the locknut. It is recommended that
the locknut be replaced after it has been
removed.
5. Remove square key (1, Figure 4-19) from the

keyways.
FIGURE 4-20.
1. Clutch Hub
FIGURE 4-18.
1. Clutch Assembly
2. Clutch Plate & Hub

Assembly Remover
4. Thread clutch plate and hub assembly remover

(2, Figure 4-18) into the hub of clutch assembly
(1). Hold the body of the remover with a wrench
and tighten the center screw to pull the clutch
plate and hub assembly from the compressor.
2. Pulley
6. Inspect the friction surface on the clutch hub

and the friction surface on the pulley. Scoring
on the friction surfaces is normal. DO NOT
replace these components for this condition
only.
Inspect the steel friction surface on the clutch

and ensure that it is not damaged by excessive
heat. Inspect the other components near the
clutch for damage due to heat. If signs of excessive heat are evident, it may be necessary to
replace the compressor. Excessive heat may
cause leakage in the seals and damage to internal components as well as external components.
FIGURE 4-19.
1. Square Key
N4-32
2. Keyway in Shaft
Operator Comfort
N04026
10. Tighten the center screw on the puller against

the shaft of the compressor to remove the pulley.
Pulley Removal
11. Clean the pulley and pulley bearing with solvent. Inspect the assembly for damage. Check
the bearing for brinneling, excessive looseness,
noise, and lubricant leakage. Replace the
assembly if any of these warning signs are evident.
Clutch Coil Check
12. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows:
@ 68 F (20 C) 12 0.37 ohms
@ 239 F (115 C) 16.1 0.62 ohms
FIGURE 4-21.
1. Pulley Assembly
2. Pulley Retainer Ring
3. Retaining Ring Pliers
7. Use retaining ring pliers (3, Figure 4-21) to

remove pulley retainer ring (2) from pulley (1).
If the resistance of the coil is not within the specifications, the clutch will not operate properly. Remove
the retaining ring and replace the coil.
Pulley Installation
8. Pry the absorbent sleeve retainer from the neck

of the compressor, and remove the sleeve.
FIGURE 4-23.
1. Bearing Installer
2. Universal Handle
1. Pulley Puller
2. Pulley Assembly
1. Place the pulley assembly into position on the

compressor. Use bearing installer (1, Figure 423), universal handle (2), and a hammer to
lightly tap the pulley assembly onto the compressor until it seats. Use of the installer or the
equivalent ensures that the force driving the
bearing into position acts on the inner race of
the bearing. Applying force to the outer race of
the bearing will result in bearing damage.
FIGURE 4-22.
3. Puller Pilot
9. Install pulley puller (1, Figure 4-22) and puller

pilot (3) onto the compressor, as shown. If a
multiple groove pulley is used, install puller legs
(J-24092) onto the puller in place of the standard legs. Extend the puller legs to the back
side of the pulley. DO NOT use the belt grooves
to pull the pulley from the compressor.
N04026
2. Ensure that the pulley rotates freely. If the pulley does not rotate freely, remove the pulley
and check for damaged components. Replace
any damaged components and reinstall the pulley.
3. Install the pulley retainer ring and ensure that
the ring is properly seated.
Operator Comfort
N4-33
4. Install the absorbent sleeve into the neck of the

compressor. Install the sleeve retainer.
Clutch Assembly Installation
3. Thread drive plate installer (1, Figure 4-24) onto

the shaft of the compressor. Spacer (2) should
be in place under the hex nut on the tool.
1. Insert square key (1, Figure 4-19) into the keyway in the clutch hub. Allow the key to protrude
about 4.5 mm (0.18 in.) from the outer edge of
the hub. Use petroleum jelly to hold the key in
place.
0.040 0.017 in.
FIGURE 4-25. CLUTCH GAP
4. Press the clutch onto the compressor using

installer (1). Continue to press the clutch plate
until a 2 mm (0.079 in.) gap remains between
the clutch friction surface and the pulley friction
surface. Refer to Figure 4-25.
FIGURE 4-24.
1. Drive Plate Installer
2. Spacer
NOTE: The outer threads of installer (J-9480-01) are

left handed threads.
2. Place the clutch assembly into position on the
compressor. Align the square key with the keyway on the shaft.
5. Install locknut (4, Figure 4-16) and tighten the

nut until it seats. The gap should now measure
1.02 0.043 mm (0.040 0.017 in.). If the gap
is not within the specification, check for proper
installation of the square key.
6. Install the drive belt onto the compressor.
Ensure that the proper tension on the belt is
attained. Refer to the belt tension chart in the
appropriate engine manual for the proper specifications.
7. After assembly is complete, burnish the mating
parts of the clutch by operating the air conditioning system at maximum load conditions with
the engine at high idle. Turn the air conditioning
control ON and OFF at least 15 times for one
second intervals.
8. Install the belt guard if no further servicing is
required.
N4-34
Operator Comfort
N04026
RECOVERING AND RECYCLING THE

REFRIGERANT
Draining the 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 5 psi and 10 psi,
switch the controller ON and OFF again.
6. When the pressure reaches 5 to 10 psi, open
the oil drain valve, collect the oil in an appropriate container, and dispose of container as
indicated by local, state or Federal Regulation.
THE OIL IS NOT REUSABLE, DUE TO CONTAMINANTS ABSORBED DURING USE.
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 AC system.
5. Attach the appropriate hoses to the system
being recovered.
9. Check the system pressure after the recovery

equipment stops. After five minutes, system
pressure should not rise above 0 gauge pressure. If the pressure continues to rise, restart
and begin the recovery sequence again. This
cycle should continue until the system is void of
refrigerant.
10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The
amount of oil that was lost during the recovery
cycle must be replaced back into the system).
11. Mark the cylinder with a RECOVERED (red)
magnetic label to reduce the chance of charging
a system with contaminated refrigerant. Record
the amount of refrigerant recovered.
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
equipment manufacturer's instructions for this procedure.
Evacuating and Charging the AC System

Evacuate the system once the air conditioner components are repaired or replacement parts are secured,
and the AC system is reassembled. Evacuation
removes air and moisture from the system. Then, the
AC system is ready for the charging process, which
adds new refrigerant to the system.
6. Start the recovery process by operating the

equipment as per the manufacturer's instructions.
7. Continue extraction until a vacuum exists in the
AC system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop
steadily into the vacuum range, close the manifold valves and check the system pressure. If it
rises to 0 psi and stops, there is a major leak.
N04026
Operator Comfort
N4-35
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 conditioning system effectively vaporizes any moisture, allowing the water vapor to be easily drawn out by the
pump. The pump does this by reducing the point at
which water boils (212F at sea level with 14.7 psi).
In a vacuum, water will boil at a lower temperature
depending upon how much of a vacuum is created.
As an example, if the ambient air outside the truck is
75F at sea level, by creating a vacuum in the system
so that the pressure is below that of the outside air
(in this case, at least 29.5 inches of vacuum is
needed), the boiling point of water will be lowered to
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 following steps indicate
the proper procedure for evacuating all moisture from
the heavy duty air conditioning systems.
Do not use the air conditioning compressor as a vacuum pump or the compressor will be damaged.
FIGURE 4-26. VACUUM PUMP HOOKUP

1. Low Pressure Hand
Valve
NOTE: Lower the vacuum requirement one inch for

every 1000 feet above sea level at your location.
1. With the manifold gauge set still connected
(after discharging the system), connect the center hose to the inlet fitting of the vacuum pump
as shown in Figure 4-26. Then open the low
side hand valves to maximum.
2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge outlet. Turn the pump on and watch the low side
gauge. The pump should pull the system into a
vacuum (if not, the system has a leak).
3. Run the pump for five minutes and close the
hand valves and shut off the pump.
2. High Pressure Hand

Valve
3. Vacuum Pump
4. Observe gauge reading and wait 10 minutes.

Reading should not vary more than 1-2 in. hg.
After waiting, if more vacuum is lost than this, a
serious leak is indicated and the system must
be recharged, leak tested, repaired and evacuated.
5. Turn on pump, open hand valves and continue
evacuation for at least one hour.
NOTE: If system has excessive amounts of moisture,
60 minutes evacuation may not be sufficient since
the water must turn to a vapor to be drawn out of the
system. If it has been verified that no system leaks
exist and gauge readings increase after 1 hour,
extend the evacuation time to ensure total moisture
removal.
6. Close the manifold hand valves and turn off
vacuum pump, watching the low side gauge
reading. If vacuum remains for a few minutes,
the system is ready for charging.
N4-36
Operator Comfort
N04026
The moisture must turn to gas before the pump can

pull it out. The moisture takes time to boil away, so
that it can be drawn out of the system. The vacuum
pump can draw most of the air out quickly, but a
deep vacuum requires more time; the deeper the
vacuum the more time required.
The most important factor is the ability for the

system to hold the deepest vacuum the pump
can pull, and hold it for 15 minutes after the
pump has stopped. This may take several tries
depending on how long the system was held in a
vacuum.
CHARGING THE AC SYSTEM

When charging the system, it is possible to put it in
as a gas or as a liquid. Adding refrigerant as a liquid
is faster but can damage the compressor if not done
correctly. The procedure used, and where the refrigerant is added in the AC system makes a difference.
When using refrigerant as a liquid, never add more
than two thirds of system requirements as a liquid.
Finish charging the system using gas.
The proper method for charging refrigerant into a R134a system is to first, recover all of the refrigerant
from the system. The charging refrigerant should
then be weighed on a scale to ensure the proper
amount is charged into the system. Most recovery
units include a scale within the apparatus, thus making it very easy to charge the correct amount every
time. If equipment such as this is not available, a
common scale can be used to determine the weight
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the system until the difference is shown on the scale. On
certain types of equipment, it is also possible to add
any necessary lubricant when charging the system.
If a scale is not used when charging R-134a into a

system, it is difficult to tell if the correct charge has
been achieved. The sight glass can provide some
indication, but it is not a reliable tool for determining
proper charge.
N04026
Operator Comfort
N4-37
TROUBLESHOOTING
Pre-Diagnosis Checks
Preliminary Steps
If the system indicates Insufficient cooling, or no

cooling, the following points should be checked
before proceeding with the system diagnosis procedures.
The following steps outline the correct procedures

necessary to prepare the truck and the system for
testing and diagnosis:
Preparing For Diagnosis

Successfully servicing an air conditioning system,
beyond the basic procedures outlined in the previous
section, requires additional knowledge of system
testing and diagnosis.
A good working knowledge of the manifold gauge set
is required to correctly test and diagnose an air conditioning system. An accurate testing sequence is
usually the quickest way to diagnose an internal
problem. When correctly done, diagnosis becomes
an accurate procedure rather than guesswork.
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.
1. Correctly connect the manifold gauge set to the

system. Refer to the connection and purging
procedures outlined in this section.
2. Run the engine with the air conditioning system
on for five to ten minutes to stabilize the system.
3. With the engine and the system at normal operating temperature, conduct a Performance Test
as outlined in this section.
System Performance Test

This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Start engine and operate at 1200 to 1500 RPM.
2. Place fan in front of condenser to simulate normal ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent
closest to evaporator.
Electrical check - Check all wires and

connections for possible open circuits or shorts.
Check all system fuses.
4. Evaluate the readings obtained from the

gauges to see if they match the readings for the
ambient temperature.
Note: Some systems use different safety devices in

the compressor circuit to protect the compressor.
Check the thermal fuse, the low pressure cutout
switch, high pressure cutout switch or trinary
pressure switch if equipped.
As preliminary steps to begin checkout of the system,

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.
3. Readings on the two manifold gauges should

be within normal range, adjust for ambient temperature.
Radiator shutters - Inspect for correct operation

and controls, if equipped.
1. Close all windows and doors to the cab.

2. Set air conditioning system at maximum cooling
and blower speed operation.
4. Compare evaporator discharge air temperature

reading to see if it matches the recommended
temperature for the ambient temperature and
gauge readings obtained.
Fan and shroud - Check for proper operation of

fan clutch. Check installation of fan and shroud.
Heater/water valve - Check for malfunction or
leaking.
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.
N4-38
Operator Comfort
N04026
5. 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 certain conditions these items can be extremely hot.
Diagnosis Of Gauge Readings And System

Performance
The following Troubleshooting Chart lists typical malfunctions encountered in air conditioning systems.
Indications and or problems may differ from one system to the next. Read all applicable situations, service procedures, and explanations to gain a full
understanding of the system malfunction. Refer to
information listed under Suggested Corrective
Action for service procedures.
6. Feel the hoses and components on the low

side. They should be cool to the touch. Check
connections near the expansion valve, inlet side
should be warm and cold-cool on the outlet
side.
7. If these conditions are met, the system is considered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.
N04026
Operator Comfort
N4-39
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS

PROBLEM: Insufficient Cooling
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is only slightly cool.
Possible Causes
Suggested Corrective Actions
- Low refrigerant charge, causing pressures to be

slightly lower than normal.
Check for leaks by performing leak test.

If No Leaks Are Found:
Recover the refrigerant and use a scale to
charge the proper amount into the system.
Check system performance.
If Leaks Are Found:
After locating the source of the leak, recover the
refrigerant, and repair the leak. Evacuate the
system and recharge using a scale. Add oil as
necessary. Check AC operation and performance test the system.
PROBLEM: Little or No Cooling

Indications:
Low side pressure - VERY LOW
High side pressure - VERY LOW
Discharge air is warm.
No bubbles observed in sight glass, may show oil
streaks.
Possible Causes
- Pressure sensing switch may have compressor

clutch disengaged.
- Refrigerant excessively low; leak in system.
N4-40
Add refrigerant (make sure system has at least

50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
enable
the compressor to operate, if the compressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
Operator Comfort
N04026
PROBLEM: Extremely Low Refrigerant Charge in the System

Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.
Possible Causes
- Extremely low or no refrigerant in the system.
Possible leak in the system.

Check for leaks by performing leak test.
No Leaks Found:
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
AC operation and performance.
Leaks Found:
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
enable the compressor to operate, if the compressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
PROBLEM: Air and/or Moisture in the System

Indications:
Low side pressure - Normal
High side pressure - Normal
(In a cycling type system with a
thermostatic switch, the switch may not cycle
the clutch on and off, so the low pressure
gauge will not fluctuate.)
Possible Causes
Leaks in the system.
N04026

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 AC operation and performance.
Operator Comfort
N4-41
PROBLEM: Air and/or Moisture in the System

Indications:
Low side pressure - HIGH
High side pressure - HIGH
Possible Causes
- Leaks in system.
Test for leaks, especially around the compressor

shaft seal area. After leaks are found, recover
refrigerant from the system and repair leaks. Replace the receiver-drier. Check the compressor
and replace any oil lost due to leakage. Evacuate
and recharge the system using a scale to ensure
proper quantity. Check AC operation and performance.
PROBLEM: Expansion Valve Stuck or Plugged

Indications:
Low side pressure - VERY LOW or in a Vacuum
High side pressure - HIGH
Discharge air only slightly cool.
Expansion valve body is frosted or sweaty.
Possible Causes
An expansion valve malfunction could mean

the valve is stuck in the closed position, the filter
screen is clogged (block expansion valves do not
have filter screens), moisture in the system has
frozen at the expansion valve orifice, or the
sensing bulb is not operating. If the sensing bulb
is accessible, perform the following test. If not,
proceed to the Repair Procedure.
Test: Warm diaphragm and valve body with your

hand, or very carefully with a heat gun. Activate
the system and watch to see if the low pressure
gauge rises. Next, carefully spray a little nitrogen,
or any substance below 32 F, on the capillary coil
(bulb) or valve diaphragm. The low side gauge
needle should drop and read at a lower (suction)
pressure on the gauge. This indicates the valve was
partially open and that your action closed it. Repeat
the test, but first warm the valve diaphragm or
capillary with your hand. If the low side gauge
drops again, the valve is not stuck.
Repair Procedure: Inspect the expansion valve
screen (except block type valves). To do this,
remove all refrigerant from the system. Disconnect
the inlet hose fitting from the expansion valve.
Remove, clean, and replace the screen. Reconnect
the hose and replace the receiver-drier. Evacuate
and recharge the system with refrigerant using a
scale. Check AC operation and performance. If the
expansion valve tests did not cause the low pressure gauge needle to rise and drop, and if the other
procedure described did not correct the problem,
the expansion valve is defective. Replace the valve.
N4-42
Operator Comfort
N04026
PROBLEM: Expansion Valve Stuck Open

Indications:
Air from vents in the cab seems warm
or only slightly cool.
Possible Causes
The expansion valve is stuck open and/or the
capillary tube (bulb) is not making proper contact
with the evaporator outlet tube. Liquid refrigerant
may be flooding the evaporator making it impossible for the refrigerant to vaporize and absorb
heat normally. In vehicles where the expansion
valve sensing bulb is accessible, check the
capillary tube for proper mounting and contact
with the evaporator outlet tube. Then perform the
following test if the valve is accessible. If it is not,
proceed to the Repair Procedure.

Test: Operate the AC system on it's coldest
setting for a few minutes. Carefully spray
nitrogen or another cold substance on the capillary tube coil (bulb) or head of the valve. The low
pressure (suction) side gauge needle should now
drop on the gauge. This indicates the valve has
closed and is not stuck open. Repeat the test,
but first warm the valve diaphragm by warming
with hands. If the low side gauge shows a drop
again, the valve is not stuck. Clean the surfaces of
the evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened to
the evaporator outlet and covered with insulation
material. Operate the system and check performance.
Repair Procedure: If the test did not result in
proper operation of the expansion valve, the valve
is defective and must be replaced. Recover all
refrigerant from the system and replace the expansion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant using a
scale. Check AC operation and performance.
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
and tubing. The line will be cool to the touch
near the restriction.
Possible Causes
Kink in a line, collapsed hose liners, plugged
receiver-drier or condenser, etc.
N04026
Repair Procedure: After you locate the defective

component containing the restriction, recover all
of the refrigerant. Replace the defective component and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check AC
operation and performance.
Operator Comfort
N4-43
PROBLEM: Compressor Malfunction

Indications:
High side pressure - LOW
Compressor operates noisily.
Possible Causes

Repair Procedure: If the belt is worn or loose,
replace or tighten it and recheck system performance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale.
Check system operation and performance.
- Defective reed valves or other internal

components.
PROBLEM: Thermostatic Switch Malfunction

Indications:
Low side pressure - Normal
Low side pressure may cycle within a smaller
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.
Possible Causes
- Thermostat malfunctioning possibly due to
incorrect installation.

Replace the thermostatic switch. When removing
the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and the capillary tube that is attached
to it. Use care not to kink or break the tube.
Position the new thermostat capillary tube at or
close to the same location and seating depth
between the evaporator coil fins as the old one.
Connect the electrical leads
N4-44
Operator Comfort
N04026
PROBLEM: Condenser Malfunction or System Overcharge

Indications:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.
Possible Causes
- Lack of air flow through the condenser fins
N04026
Repair Procedure: Check the engine cooling

system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
condenser for dirt, bugs, or other debris, and
clean if necessary. Be sure the condenser
is securely mounted and there is adequate
clearance (about 38 mm) between it and
the radiator. Check the radiator pressure cap and
cooling system, including the fan, fan clutch, drive
belts and radiator shutter assembly. Replace any
defective parts and then recheck AC system
operation, gauge readings, and performance.
If the problem continues, the system may be overcharged. Recover the system refrigerant. Use a
scale to recharge the system using the correct
amount. Recheck AC 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.
Operator Comfort
N4-45
PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM

Truck Serial Number_________________________
Site Unit Number____________________________
Last Maintenance Check:_____________________
Date:____________Hour Meter:________________
Name of Service Technician________________
COMPONENT
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
N4-46
Maintenance Interval
(months)
3
12
Done
NOTE: Compressor should be run at least 5 minutes

(40F minimum ambient temperature) every month,
in order to circulate oil and lubricate components.
COMPONENT
4. Expansion Valve
Inspect capillary tube (if
used) for leakage, damage, looseness
Maintenance Interval
(months)
3
12
Done
5. Evaporator
Clean dirt, bugs, leaves,
etc. from fins (w/ compressed air)
Check solder joints on
inlet/outlet tubes (leakage)
Inspect condensation
drain
6. 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
Operator Comfort
N04026
SECTION N5
OPERATOR CAB AND CONTROLS
INDEX
OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-5

STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-5
Tilt Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-5
Turn Signal Lever Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-5
Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-5
Windshield Wiper / Washer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-5
Headlights and Dimmer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-6
Retard Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-6
BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-6
THROTTLE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-6
CENTER CONSOLE AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-6
Transmission Range Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-6
Shift Limiter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-8
Economy / Power Mode Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-8
Emergency Steering Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-8
Emergency Brake Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-9
Parking Brake Valve Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-9
ENGINE ELECTRONIC CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-10
Engine Shutdown Light (Stop Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-10
Engine Maintenance Light (Check Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-10
Engine Maintenance Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-10
ENGINE DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-11
Fault Check Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-11
Fault Scroll Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-11
Determining Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-11
Exiting The Diagnostics Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-11
HOIST CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-12
Safety Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-12
ASR / ARSC (OPTIONAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-13
ASR SYSTEM CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-13
System Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-14
ASR/ARSC Caution Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-14
ASR Operation Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-14
Central Warning Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-14
Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-14
Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-14
Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-14
PRECAUTIONS WHEN USING THE ASR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-14
N05059
Operator Cab and Controls
N5-1
ARSC SYSTEM CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15

System Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
ARSC Set Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
ASR/ARSC Caution Lamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
ARSC Standby Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Set Speed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Central Warning Lamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
ARSC SYSTEM ACTUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Traveling Again At Set Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Relationship With Exhaust Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recommended Set Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N5-16
N5-16
N5-17
N5-17
TROUBLESHOOTING THE ASR/ARSC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18

When a problem occurs in the system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Model Selection, Tire Selection, And Failure Code Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Failure Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
INSTRUMENT PANEL AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
WARNING & CAUTION LAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
GAUGE AND MONITOR PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Air Pressure Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Air Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Coolant Temperature Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Engine Cooling Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Torque Converter Oil Temperature Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Torque Converter Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Retarder Oil Temperature Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Retarder Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
High Beam Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Left Turn Signal Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Right Turn Signal Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Shift Limiter Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Lock-up Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25
Transmission Shift Position Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25
Shift Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25
Engine Controller Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25
Automatic Transmission Mechatronics Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25
Other Mechatronics Monitor (OPTIONAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25
Fuel Level Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25
Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25
Service Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26
Service Meter Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26
Odometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26
N5-2
N05059
Power Mode Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-26

INDICATORS AND CONTROLS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-26
Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-26
Coolant Level Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-27
Engine Oil Pressure Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-27
Charge Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-27
Transmission Oil Filter Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-27
Hazard Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-27
Front Brake On/Off Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-27
Panel Dimmer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-27
AISS/Auto Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-28
Manual Starting Aid Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-28
Starting Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-28
Pilot Lamp Bulb Check Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-28
Rear Brake Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-28
Body Float Caution Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-28
Parking Brake Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-29
Emergency Steering Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-29
Exhaust Brake (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-29
Cold Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-29
Steering Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-29
Side Slope Warning (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-29
Rear Brake Caution Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-29
Exhaust Brake Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-30
Fog Light Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-30
Central Warning Lamp (Red Convex Lens) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-30
HEATER/AIR CONDITIONER CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-31
Temperature Adjustment Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-31
Blower Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-31
Air Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-31
Vent Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-31
Air Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-32
Glove Box Storage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-32
Air Conditioner Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-32
Correction Code Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N5-32
N05059
N5-3
NOTES
N5-4
N05059
OPERATOR CAB AND CONTROLS
FIGURE 5-1. STEERING WHEEL AND CONTROLS

1. Steering Wheel
2. Tilt Lever
3. Turn Signals and Headlight Switch
4. Air Horn
5. Windshield Wiper/Washer Switch 9. Throttle Pedal

10. Center Console
6. Headlight Dimmer Switch
11. Hoist Control Lever
7. Retard Control Lever
8. Brake Pedal
STEERING WHEEL AND CONTROLS
Horn
The horn (4) is actuated by
the horn button in the center
of the steering wheel. When
the button is depressed, it
activates the horn solenoid.
The steering wheel (1, Figure 5-1) may be adjusted

through a tilt angle to provide a comfortable position
for the operator.
Tilt Lever
Adjust the tilt angle of the
steering wheel by pulling Tilt
Lever (2) up, toward steering wheel and moving the
wheel to the desired angle.
The steering wheel may
also be adjusted (telescoped) in or out at this time. Pushing the lever back
locks the wheel in the desired position.
Turn Signal Lever Switch
Turn signal lever (3) is used
to activate turn signal lights:
Move lever upward to signal
a turn to the right (R). Move
lever downward to signal a
turn to the left (L).
N05059
Windshield Wiper / Washer Switch

Windshield wiper switch (5) is used
to activate the wiper blades and
washer system. This switch has four
wiper position settings and a washer
push-button:
INT: Wipers operate intermittently.
OFF: Wipers are off.
LOW: Wipers operate at low speed.
HI: Wipers operate at high speed.
Press end of switch to spray washer liquid onto windshield.
N5-5
THROTTLE PEDAL
Headlights and Dimmer Switch

The headlights and dimmer switch (6, Figure 51) is part of the turn signal lever function. The
headlights are turned Off
and On by rotating the
switch on the end of the
lever handle. The switch
has
three positions:
OFF;
RUNNING/
CLEARANCE LIGHTS;
and HEADLIGHTS.
The dimmer switch is part of the turn signal lever
function.
Pulling the lever up will activate headlights to low
beam [A]. Pushing the lever down activates headlights to high beam [B].
The throttle pedal (9) is a

foot operated treadle pedal
which allows the operator to
control fuel to the engine to
provide engine acceleration.
The electronic treadle pedal
sends signals to the electronic engine fuel control
system. The movement of the governor control arm
corresponds directly to travel of the treadle pedal as
applied by the operator. When the pedal is released,
a spring returns the pedal and governor control arm
to the low idle position.
CENTER CONSOLE AND CONTROLS

The center console (10, Figure 5-1) is located to the
right of the Operator.
Retard Control Lever

The retarder control
lever (7) allows the operator to apply only the
REAR oil-cooled brakes.
During normal operation, this lever should be
used to control the
speed of the truck and to
stop the truck instead of
using the foot-operated
service brake pedal. Use of this lever extends front
brake life while maintaining maximum control of the
truck.
The transmission range selector (1, Figure 5-2) has

seven positions (R, N, D, 5, 4, 3, and L).
When operating the shift lever, be sure to set it in

position securely (detent). If the lever is not in a
detent position, the shift position display on the
panel may go out and the transmission warning
monitor lamp may light up.
When
shifting
between
FORWARD
and
REVERSE, stop the machine completely, and
reduce engine speed to low idle when moving the
lever.
BRAKE PEDAL
The brake pedal (8) is a
foot-operated pedal which
activates air-over-hydraulic
pressure converters which
apply front caliper dry disc
brakes and rear oil-cooled
wet disc brakes. This pedal
should be used when
maneuvering in tight places, at the shovel and dump,
and when quick stops or severe braking is required.
N5-6
Transmission Range Selector
If the parking brake is not released, and the shift

lever is moved to a position other than N, the
central warning lamp will flash and the alarm
buzzer will sound.
If the dump lever is not at the FLOAT position,
and the shift lever is moved to a position other
than N, the central warning lamp will light up and
the alarm buzzer will sound.
Do not move the shift lever with the accelerator
pedal depressed. This will cause shift shock, and
will reduce the life of drive train components.
N05059
When moving the range selector lever from N to R, or

from D to 5, the release button on the end of the handle (operator side) must be pressed before the selector lever can be moved.
Release Button
R - REVERSE position Bring truck to a complete stop before shifting from

DRIVE to REVERSE or vice-versa. The Reverse
Warning Horn is activated when REVERSE position
is selected.
N - NEUTRAL position Used when starting the engine, during loading operations and parking the truck with engine running. The
truck cannot be started unless the range selector is
in the N - NEUTRAL position.
D - DRIVE position When starting from a stopped position, the transmission will shift automatically to second gear. As the
truck ground speed increases, the transmission will
automatically upshift through each gear to seventh
gear operation. As the truck ground speed slows
down, the transmission will automatically downshift
to the correct gear for grade/load/engine conditions.
NOTE: The transmission will be locked into second
gear if the body is not seated on the frame. Always
lower the body when traveling.
FIGURE 5-2. CENTER CONSOLE

1. Transmission Range Selector (Shift Lever)
2. Shift Limiter Switch
3. Power Mode Selector Switch
5. Emergency Brake Lever
6. Parking Brake Valve Lever
7. Engine Shutdown Warning Light
10. Not Currently Used
11. Engine Fault Code Switch
12. Engine Diagnostic Switch
N05059
5, 4, 3 positions Road and load conditions sometimes make it desirable to limit the automatic up-shifting to a lower
range. These positions provide more effective retarding on grades. When the range selector is placed in
any one of these positions, the transmission will not
shift above the highest gear range selected. It will
also downshift to first range when required by grade/
load/engine conditions. When conditions permit,
select position D for normal operation.
L - LOW position Use this range position when maneuvering in tight
spaces and when pulling through mud or deep snow.
Use this range position also when driving up and
down steep grades where maximum driving power or
maximum retarding is required.
NOTE: The transmission will be locked into first gear
if the body is not seated on the frame. Always lower
the body when traveling.
N5-7
Shift Limiter Switch
Emergency Steering Switch
This switch (2) is used to limit the

highest speed range when the
transmission shift lever is in D or
L Ranges.
This switch (4) actuates

the emergency steering
pump.
Depress the center button to activate the emergency steering pump
motor.
POSITION:
D Range - F2 - F7
L Range - F1 - F2
D Range - F2 - F6
L Range - F1
When the switch position is OUT the light is OFF.
When the switch position is IN the light is ON.
Economy / Power Mode Switch
Depress the button again to turn

Off the emergency steering.
When the switch is ON, the RED
lamp in the switch will light. The
red warning light on the righthand side of the instrument panel
will also light.
Do not use the emergency steering for longer

than 90 second intervals and do not drive in
excess of 5 km/hr (3 mph).
This switch (3) activates a part of

the
electronically
controlled
engine fuel system. The switch
controls optimum operating efficiency in loaded vs. unloaded
conditions.
Use this operation ONLY in emergency situations. Do not use this function for normal body
operation.
When the emergency steering is actuated, it is possible to use the dump lever to raise the dump body.
However, the body cannot be raised when loaded.
NORMAL IDLE - When in Economy

Mode (switch IN - light ON), fuel usage
is reduced as full engine power is not
required.
Emergency steering will be activated automatically if

the steering pump fails or the engine stops during
operation.
ADVANCED IDLE - When switched to

Power Mode (switch OUT - light OFF),
full fuel flow is allowed to provide maximum rated engine power.
NOTE: This switch also affects the transmission shift
points from F1 to F2, and F2 to F1:
Economy Mode
Upshift (F1 to F2) = 2000 RPM.
Downshift (F2 to F1) = 1300 RPM.
Power Mode
Upshift (F1 to F2) = 2100 RPM.
Downshift (F2 to F1) = 1400 RPM.
N5-8
If the emergency steering automatically actuates,

stop the machine as quickly as possible and
carry out an inspection to determine the cause.
Notify maintenance personnel immediately.
If the key switch is turned ON when the machine is

stopped and the parking brake switch is OFF
(unlocked position), the auto emergency steering will
be actuated after 1.5 seconds. Turn the parking
brake switch to the PARKING (ON/ locked) position.
N05059
Immediately after making an emergency stop, the

parking brake disc will be at a high temperature.
Do not make any parking brake adjustment
until the disc has cooled. The parking brake
must be adjusted after an emergency stop.
Emergency Brake Lever
If the emergency brake cannot be released after

an emergency application, refer to Release of
Emergency Brake in Section J, Parking Brake for
instructions to release.
Parking Brake Valve Lever
The lever (5) actuates the emergency brake.
This lever (6) is used to apply the parking brake.
Emergency Brake Released:
(TRAVEL/ UNLOCKED position).
Emergency Brake Actuated:

(APPLIED/ LOCKED position).
STOPPING IN EMERGENCY
PARKING: Parking brake actuated.
(LOCKED)
When truck is moving, apply the emergency
brake ONLY if the foot operated brake pedal and/
or the column mounted retarder lever do not supply enough braking effort to stop the truck.
Use the emergency brake lever to bring the truck
to a complete stop. When the truck has come to a
complete stop, BE CERTAIN TO LEAVE THE
LEVER IN THE FULL APPLIED/ LOCKED position.
If the pressure in the air tank drops below 313.8
kPa (3.2 kg/cm2, 45.5 psi), the emergency brake
is automatically applied. This actuation applies
ALL brakes (front, rear, & parking brake) with all
available pressure.
If the emergency brake is applied because of a
failure in the air system, the central warning lamp
will flash and the alarm buzzer will sound.
AFTER MAKING AN EMERGENCY STOP

Immediately after stopping, move parking brake
lever (6, Figure 5-2) to the APPLIED/LOCKED
position, then place blocks around all wheels to
secure the machine.
Notify maintenance personnel immediately. Do
not operate the truck until the cause for the
emergency has been determined and repaired.
N05059
TRAVEL: Parking brake released.

(UNLOCKED)
When the lever is set to the PARKING position,

the parking brake pilot lamp lights up.
Always apply the parking brake when parking or

leaving the machine.
When the lever is set to the PARKING position, if
the transmission shift lever is at any position
other than N, the central warning lamp will flash
and the alarm buzzer will sound.
If the air pressure drops below 215.7 kPa (2.2 kg/
cm2, 31.2 psi), the parking brake is automatically
applied.
For instructions to release the parking brake when it
is applied because of failure in the air system, see
Release of Parking Brake, Section J, Parking Brake.
N5-9
ENGINE ELECTRONIC CONTROL

SYSTEM
Engine Shutdown Light (Stop Engine)
The following items (7, 8, 9, 11, & 12, Figure 5-2)

relate to the engine electronic fuel control system.
If an abnormal engine condition develops, the control
system will record a fault code associated with that
condition. By use of a series of indicator lamps and
switches, the system will display the numerical fault
code.
When illuminated, this red

engine shutdown light (7,
Figure 5-2) indicates a serious engine problem exists.
The fault can be engine disabling.

Stop the truck in a safe area, as
soon as possible. Shutdown the
engine and notify maintenance
personnel immediately.
When the keyswitch is turned

On, the lamps (7,8, 9) should
illuminate for about 2 seconds and then turn Off, if no
faults are detected in the
system. This is a system
lamp test.
Engine Maintenance Light

(Check Engine)
If a light remains
On, or if a light
flashes, then active
faults have been
detected by the system and the engine
should
not
be
started until the condition has been corrected.
This amber/yellow light, (8, Figure

5-2) when illuminated, indicates
an engine fault exists. Current
engine operation may proceed,
but the machine should be scheduled for checkout/repair as soon
as practical.
Engine Maintenance Light

(Protect Engine)
Refer to Determining Fault Codes.
This blue engine maintenance

light (9), when illuminated, indicates an out-of-range condition
exists within the fuel temperature,
coolant, oil, or intake air system(s) of the engine.
During engine operation, if a fault is detected in the

system, a light associated with that condition will turn
ON and stay on for Warning faults, or it will turn ON
and FLASH for more severe faults that can affect
engine operation and require immediate attention.
The light may show initially as a

constant On, but will go to flashing On, if the condition is allowed to get worse. Serious engine damage
will occur if operation is continued without correcting
the fault.
Warning faults (light ON) are ones that require
attention in the near future, but in most conditions
will not greatly affect performance.
Severe faults (light FLASHING) are ones that
require immediate attention, because the engine
could be significantly affected.
Active fault conditions MUST be corrected as
soon as possible.
N5-10
N05059
ENGINE DIAGNOSTICS
b. There will be a 1-2 second pause, and then

the red engine shutdown light (7) will flash
out the three digit diagnostic code.
Fault Check Switch

This fault check switch (11, Figure
5-2), when moved to the ON
(down) position, may be used to
activate the engine electronic control system diagnostic codes.
When the system detects a fault
and one of the indicator lamps (7,
8, 9) illuminates as previously
described, this switch will permit
determination of the kind of fault(s)
Each digit is indicated with up to nine light

flashes for each digit. There is a short pause
between each digit of the fault code.
c. After all three digits are flashed, the yellow
lamp will flash once, and then the red lamp
will repeat the same fault code sequence as
before.
detected.
Fault Scroll Switch
This fault scroll switch (12) may be used to scroll
through the recorded faults held in memory. It will
display only active fault codes.
To display the next active fault code, move the switch
lever to the UP position momentarily and release
(switch is spring-loaded to the center OFF position).
Activating the switch again will advance to the next
fault code, etc. Once all active fault codes have been
displayed, the fault code display sequence will be
repeated, starting from the first fault code.
Moving the switch lever to the DOWN position
momentarily and releasing, permits the system to
scroll (as described above) backwards through the
fault list.
Determining Fault Codes
4. The system will continue to flash the same fault

code until the fault scroll Switch (12) is activated
again.
Exiting The Diagnostics Mode

Starting the engine,
or turning the keyswitch to the OFF
position, will exit the
diagnostics
fault
flash mode.
1. To determine an active fault, turn the keyswitch

to the OFF position and wait until the engine
completely stops.
2. Turn keyswitch to ON position (engine NOT
running) and hold the fault check switch (11) in
the ON position.
3. If there is an active fault:
If active fault codes have been determined as

described previously, refer to the appropriate
Komatsu engine manual.
a. The amber/yellow engine maintenance light

(8) will flash once.
N05059
N5-11
HOIST CONTROL
The hoist control (11, Figure 5-1) is a four position,
hand operated control lever located to the left of the
operator seat. The hoist control lever and hoist control valve are connected by a mechanical push-pull
control cable.
To raise the dump body: (refer also to Operating
Instructions, Dumping)
1. Move shift lever (1) to
the N position, and
apply parking brake
valve lever (6) to
LOCKED position.
5. After lowering the dump

body a certain distance,
FLOAT
position.
Release the lever and it
will return automatically
to the FLOAT position.
The body will move down under its own weight.
NOTE: When traveling, always set the dump lever at

the FLOAT position, regardless of whether or not the
truck is loaded. If the transmission range selector is
moved to any position other than N (NEUTRAL)
when the dump lever is not at the FLOAT position,
the central warning lamp will light up and the alarm
buzzer will sound.
Move dump lever to

the RAISE position and
release dump lever: it will
remain in this position until
moved to HOLD - either
manually or by the body-up
limit linkage.
6. Release parking brake valve lever.
Safety Lock
2. Raise engine RPM to accelerate hoist speed.

When body is near the maximum angle, reduce
engine RPM (release accelerator pedal) to
reduce shock load to the hydraulic system and
hoist cylinders.
3. When the dump body
rises to the set position
(adjusted position of body
positioner) dump lever
returns to the HOLD position. If desired to raise the
body further, move dump
lever to RAISE position and dump body will rise.
If dump lever is released, lever will return to
HOLD position. Dump body will stop in that
position.
Move hinged lock around dump

lever. This device locks the dump
lever in the HOLD position.
When carrying out inspection on the machine

with the body raised, always lock the dump lever
in the HOLD position, and then install the body
up safety pins.
4. After material being

dumped clears body,
LOWER position and
dump body will start to
lower.
N5-12
N05059
ASR / ARSC (OPTIONAL)
ASR SYSTEM CONTROLS
The ASR (Automatic Spin Regulator) and ARSC

(Automatic Retard Speed Control) option package
allows increased operator safety and convenience. It
provides the following features:
The Automatic Spin Regulator (ASR) system is activated using the ASR system switch (1, Figure 5-3).
During operation, if wheel slippage is detected, the
ASR lamp (8) will light and the ASR system will start
functioning.
ASR: A function to prevent drive wheel slippage

caused by excessive torque. Under most
conditions, the truck can start and travel normally
even on a bad or slippery road surface.
ARSC: A method to allow the operator to set the
maximum speed of the truck when descending a
hill. This feature automatically applies the
retarder to prevent the truck from exceeding the
maximum desired speed.
When slippage occurs, the system applies the service brake on the slipping wheel allowing the other
wheel to transmit the driving torque
Refer to Figure 5-3 for the location of the ASR/ARSC
controls, indicator lights, and speed setting display.
FIGURE 5-3. AUTOMATIC RETARD SPEED CONTROL AND AUTOMATIC SPIN

REGULATOR CONTROLS
1. ASR System Switch (ON/OFF)
2. ARSC System Switch (ON/OFF)
3. ARSC Set Lever
4. Brake Pedal
N05059
9. ARSC Set Speed Display

5. Accelerator Pedal
6. ASR/ARSC Caution Lamp (Red) 10. Retarder Control Lever
11. Central Warning Lamp
7. ARSC Standby Lamp (Green)
12. Exhaust Brake Switch
8. ASR Operation Lamp (Green)
N5-13
System Switch
The ASR system switch (1, Figure 5-3) is used to
turn the ASR system On/Off.

The caution lamp (6) will light if a problem occurs in
the ASR or the ARSC systems. When the key switch
is first turned On, the lamp will light for 3 seconds to
verify the bulb is functioning.
PRECAUTIONS WHEN USING THE ASR

SYSTEM
The operator can operate the truck without the
ASR system activated, however extra caution
should be used to prevent skidding when driving
on slippery roads.
If both rear wheels slip at the same speed, the
ASR system will not function. If this should occur,
the operator must adjust engine output using the
accelerator pedal.
ASR Operation Lamp

This lamp (8) illuminates when the system detects
slippage of the rear wheels and the ASR system
starts working.
Central Warning Lamp

This lamp (12) will light along with the ASR caution
lamp if there is a serious problem in ASR system
when the ASR switch (1) is ON.
Retarder Control Lever

When ASR is active and the operator applies the
retarder control lever (10), ASR operation is stopped.
Accelerator Pedal
The ASR system only operates if the accelerator
pedal (5) is depressed and the truck speed is within 0
to 30 km/h (0 to 18.6 MPH). When the accelerator
pedal is released, ASR operation stops.
The ASR system operates when the system

switch is turned ON.
If a problem occurs within the system and
travel cannot be controlled securely, the
system will turn Off, the warning buzzer will
sound and the ASR system operation will
stop.
Although the ASR system is designed to limit
wheel slippage, there may be conditions
where the truck cannot be operated safely
such as on icy roads or a steep slope. In this
situation, the road surface should be repaired
before driving.
On a slippery road, more air is consumed by
operation of the ASR system. If the air
pressure drops and the warning buzzer
sounds, stop the truck in a safe place. Wait
until the air pressure returns to normal and
then proceed.
Brake Pedal
When ASR is active, if the brake pedal (4) is
depressed, ASR operation is stopped.
N5-14
N05059
ARSC SYSTEM CONTROLS
When traveling downhill, if the Automatic Retard

Speed Control (ARSC) system is On and the set button on the end of the ARSC set lever is pressed at
the speed that is to be maintained, the retarder is
automatically applied when necessary to prevent the
travel speed from exceeding the set speed.
The caution lamp (6) will light if a problem occurs in

the ASR or the ARSC systems.
Note: When the key switch is first turned On, the
lamp will light for 3 seconds to verify the bulb is
functioning.
ARSC Standby Lamp
System Switch
This switch (2, Figure 5-3) is used to turn the ARSC
system On/Off by depressing the button.
When this lamp (7) is On, it shows that the travel

speed is set and that operation of the ARSC is possible. When it is Off, the ARSC is not actuated.
ARSC Set Lever
Note: The lamp will light up for 3 seconds when the

key switch is turned On to check the bulb.
(Refer to Detail A, Figure 5-3)

This lever (3) is a multi-function control used as follows:
Used when setting the travel speed.
Used when making fine adjustments up or down
to the set speed. (Tap Up/Tap Down)
Used when canceling the set speed.
Set Speed Display

The set speed display (9) displays the speed (km/h
or MPH) that has been set.
When the key switch or the system switch is
turned ON, the display initially shows , and
then will display 0 until the speed is set.
The display turns off when the system switch is
OFF.
Brake Pedal
The brake pedal (4) can be used to apply the service
brakes even though the ARSC system is activated.
It displays 0 when the set value is canceled.
Retarder Control Lever

Accelerator Pedal
The ARSC system is actuated only when the accelerator pedal (5) is released.
Even if the ARSC system is active, the retarder can

be controlled with the retarder control lever (10).
Central Warning Lamp

This lamp (12) lights up together with the ASR/ARSC
caution lamp if there is a serious abnormality in the
ARSC system when the system switch is On.
N05059
N5-15
ARSC SYSTEM ACTUATION
Traveling Again At Set Speed
The ARSC system is actuated when the system

switch (2, Figure 5-3) is On.
If the truck repeatedly travels on the same slope,

once the travel speed has been set, it is possible to
operate the ARSC without performing the setting
operation each time.
If the set switch on the ARSC set lever (3) is pressed,

the travel speed at that moment is set as the downhill
travel speed. If the travel speed exceeds the set
downhill speed, the retarder is automatically actuated.
The travel speed set by the operator is displayed on
the set travel speed display (9) and is stored in memory.
Before entering a downhill slope, if the travel speed

has been adjusted to a speed lower than the set
speed displayed on the travel speed display, the
ARSC Standby lamp (green) lights and the ARSC is
actuated when the accelerator pedal is released.
If the foot brake (4) or retarder control lever (10) are

operated when the ARSC is being used, the truck
can be slowed or stopped in the normal manner.
NOTE: When traveling at a speed greater than the

set speed displayed on the travel speed display, the
ARSC is not actuated even when the accelerator
pedal is released. When this happens, the ARSC
Standby lamp (green) also does not light up. Always
adjust the travel speed to a speed lower that the set
speed displayed on the travel speed display, and
check that the ARSC Standby lamp lights up.
To Set Speed
Making Fine Adjustments Of Set Travel Speed
The set range for the travel speed depends on the

selection of the shift lever as shown below.
The tap up and tap down operations are used for

making fine adjustment of the set travel speed.
When the shift lever is at positions D, 5, 4, 3, L,

the set speed range is 10 - 55 km/h (6.2 - 34.2
MPH)
To raise the set travel speed 1 km/h (0.6 MPH),

push the ARSC set lever (3, Figure 5-3) forward
once.
The travel speed cannot be set when the shift

lever is at N or R.
To reduce the set travel speed 1 km/h (0.6 MPH),

pull the ARSC set lever back once.
If the actual travel speed is less than 10 km/h (6.2

MPH) when the speed setting button is
depressed, 10 km/h is set.
Release the ARSC set lever after changing the set

travel speed.
If the accelerator pedal (5) is depressed when the

ARSC is being operated, the ARSC is canceled and
the speed increases.
At all other times, the actual travel speed is set.
Notes:
If the set switch and cancel are operated at the
same time, the cancel operation is given priority.
To Increase Set Speed

To increase the set speed, depress the accelerator
pedal (5, Figure 5-3) to increase speed, and when
the desired travel speed is reached, press the set
switch on the end of the ARSC set lever (3). The set
travel speed will be changed to the new speed.
To Decrease Set Speed
To decrease the set speed, operate the retarder control lever (10, Figure 5-3) to reduce speed, and when
the desired travel speed is reached, press the set
switch on the ARSC set lever (3). The set travel
speed will be changed to the new speed.
If the set switch and tap up are operated at the

same time, the tap up operation is given priority.
If the set switch and tap down are operated at the
same time, the tap down operation is given
priority.
It is possible to adjust the set travel speed up to
5 km/h (3.1 MPH) when traveling in ARSC
(when the accelerator pedal is released).
When the accelerator pedal is being depressed,
the ARSC is canceled, so it is possible to operate
freely in a range from 10 to 55 km/h (from 6.2 to
34.2 MPH).
NOTE: After using the retarder control lever to

reduce the speed, return it to its original position.
N5-16
N05059
To Cancel Set Travel

If the cancel switch is operated for more that 1
second, the control is stopped. When this
happens, the travel speed display shows 0.
OR
If the system switch is turned Off, the control is
canceled. When the system switch is OFF, the
travel speed display turns off.
NOTE: The cancel switch must be operated for at

least 1 second (different from other switches) to
cancel the control. This is to prevent cancelling
operation if the switch is touched accidentally.
Relationship With Exhaust Brake

If the exhaust brake switch (12, Figure 5-3) is in the
ON position, the exhaust brake is actuated normally
when the accelerator pedal is released if the torque
converter lock-up is On. If the truck attempts to
exceed the set speed, the ARSC is actuated.
If the exhaust brake switch is in the OFF position, the
exhaust brake is not actuated when the ARSC is
being operated. If the foot brake or retarder control
lever are operated, the exhaust brake is actuated
normally.
If the downhill slope is not steep and the engine
brake and exhaust brake have ample effect, the truck
will not accelerate to the set travel speed and the
ARSC may not be actuated.
ARSC system travel speeds must be set according to operating conditions. Refer to Retarding
Capacity decal in cab for proper gear range and
maximum truck speeds when descending
grades.
Do not exceed maximum engine speed or brake
oil temperature.
The ARSC system is actuated only if the system
switch is On. If the operator desires to have the
system automatically control truck speed on a
downhill grade, verify the system switch is ON.
On slippery road surfaces, the wheels may lock
when the ARSC system is actuated. IF ROAD
CONDITIONS ARE POOR, DO NOT USE THE
ARSC SYSTEM.
If a problem occurs in the system and it becomes
impossible to maintain accurate control of the
truck, a warning is given, the system will turn Off
if a serious problem has occurred and the ASRC
system is released. The operator should then use
the foot brake and retarder control lever to maintain control and move the truck to a safe place,
then turn the system switch OFF.
Recommended Set Speed

Set the travel speed so that the engine speed is at
least 1800 rpm, and operate the truck keeping the
retarder oil temperature gauge in the green range.
If there is danger that the retarder oil may overheat,
the ASR/ARSC caution lamp (6, Figure 5-3) will illuminate and the set travel speed is automatically
reduced.
N05059
N5-17
TROUBLESHOOTING THE ASR/ARSC

SYSTEMS
The ASR system and the ARSC system share a
common controller and therefore troubleshooting one
system may involve investigating the other system at
the same time.
The systems controller is located in the cab, behind
the operator seat.
When a problem occurs in the system
The systems controller is equipped with a self-diagnostic function. If a problem occurs, a failure code is
displayed by the controller LED mounted on the face
of the controller. Some failure codes are common to
both the ASR and the ARSC system circuits while
others are unique to one system or the other.
The Fault Code Table on the following page lists the
numeric code, a description of the fault, and an X in
the Applicable System column indicates whether the
fault has occurred in the ASR system or if in the
ARSC system, or if the problem is common to and
affects both systems. The last column indicates
whether it is a Warning Type 1 or 2 (see below).
Refer to the Section M, Options for additional,
detailed information regarding troubleshooting procedures based on the fault code observed.
There are two levels of failure as recognized by the
system and continued operation or system shutdown
will vary depending on the warning type:
Warning Type 1
If a serious problem has occurred in the ASR or the
ARSC system the following warnings will activate:
The central warning lamp (11, Figure 5-3) will
flash.
The warning buzzer will sound.
The caution lamp (6) will flash.
A failure code is displayed on the LED located on
the face of the ASR/ARSC controller to indicate
the source of the problem.
If the above warning signals appear, the system
will stop functioning. The normal operator controls
(foot brake, retarder lever) will still be functional and
should be used to control the truck.
The system should immediately be turned off and the
problem investigated by maintenance personnel.
When the system is turned Off, the central warning
lamp and caution lamp will also turn Off.
N5-18
Warning Type 2
If the following occurs in the ASR or ARSC system, it
indicates a problem has occurred in one of the systems but the affected system will still continue to
operate.
ASR/ARSC caution lamp flashes
Central warning lamp remains Off
Warning buzzer remains Off
If the above warning signal appears, the system
will continue to function, however the system
should be turned Off immediately and the problem
should be investigated and repaired. The normal
operator controls (foot brake, retarder lever) will still
be functional and should be used to control the truck.
When the system is turned OFF, the caution lamp
will also turn Off.
Model Selection, Tire Selection, And Failure Code
Display
When the key switch is turned On, the codes below
are automatically displayed in the following order on
the controller LED.
1. LEDs all light up.
2. Model Code:78 (represents HD785-5LC)
3. Tire diameter
Code: B.- Tire: Large size (standard)
4. Initial failure code.
5. Failure code that occurred immediately before
the failure code in 4.
6. Failure code that occurred immediately before
the failure code in 5.
Failure Codes
Refer to Fault Code Table on the following pages for
a list of ASR/ARSC system faults and applicable
warning type.
The set travel speed display (9, Figure 5-3) is also

equipped with a self-diagnostic function, and a failure
code is displayed on the set travel speed display.
E1 - Abnormality in CPU - Turn the key switch
ON again or turn the system switch ON again.
E2 - Abnormality in memory - Turn key switch
ON again or turn the system switch ON again.
N05059
FAULT CODE TABLE

FAILURE
CODE
APPLICABLE
SYSTEM
DETAILS
WARNING
TYPE
ASR
ARSC
0.1
1.0
1.1
1.2
1.3

Open circuit, short circuit to ground, short circuit in accelerator signal system
1.8
1.9
4.2
1.5
1.6
1.7
4.3
4.4
4.5
5.2
5.3
5.4
5.5
6.0
6.1
6.2
6.3
Failure in transmission output shaft speed sensor
7.0
7.1
7.2
7.3
7.4
7.5
Failure in pressure control valve (left) or failure in pressure switch 2 system
Failure in pressure control valve system (retarder remains applied) or failure in pressure switch 1 system
Failure in pressure control valve system (retarder has no affect) or failure in pressure
switch 1 system
8.0
8.1
8.2
8.3
8.4
8.5
8.6
N05059
N5-19
FAULT CODE TABLE

FAILURE
CODE
APPLICABLE
SYSTEM
DETAILS
WARNING
TYPE
ASR
ARSC
8.7
Failure in pressure control valve system (right) or failure in pressure switch 1 system
8.9
Short circuit to ground in pressure cracking valve
9.0
Open, short circuit in pressure cracking valve
9.1
Failure in pressure cracking valve (remains open) or failure in pressure switch 2 system
9.2
Failure in pressure cracking valve (does not open) or failure in pressure switch 2 system
9.3
Open circuit, short circuit in system switch (See Note below)
9.4
Short to ground in system switch (See Note below)
9.5
NOTE: If the failure code is 9.3 or 9.4, it indicates a failure in the system switch. Even though the ARSC system switch is turned OFF, the
central warning lamp and ASR/ARSC caution lamp will flash and the buzzer will sound.
Clearing The Failure Code

Turn the truck key switch to ON (without starting the
engine) and disconnect connectors CR1 and CR2
protruding from the wire harness routed to the ASR/
ARSC controller connectors.
NOTE: When using the ASR or ARSC for the first

time, always clear the failure codes. After clearing
the codes, connect connectors CR1 and CR2.
When this is done, is displayed on the

controller LED.
When the changes from flashing and remain
lit (3 seconds), the failure code has been cleared.
N5-20
N05059
INSTRUMENT PANEL AND INDICATORS

The instrument panel consists of the gauge and monitor module, speedometer module, monitor module,
service (hour) meter, odometer, plate, and the parts
connected to them.
The gauge and monitor module and speedometer
module each have a microcomputer to process and
display the signals from the sensors. Liquid crystal is
used for the display area.
The monitors and gauges inside the monitor module

and speedometer module are actuated by the signal
from the gauge and monitor module, and the odometer is actuated by signals from the speedometer module.
The following pages will identify each element of the
instrument panel as shown in Figure 5-4 and detail
its function and purpose for the operator.
FIGURE 5-4. CAB INTERIOR
N05059
N5-21
FIGURE 5-5. WARNING AND CAUTION LAMPS

1. Central Warning Lamp
2. Action Display Code
W = Warning Monitor Lamp

E = Electronic Controller Monitor
C = Caution Monitor Lamp
WARNING & CAUTION LAMPS

1. The Central Warning Lamp is a red lamp that
will flash whenever any of the monitor lamps
(W, or C, Figure 5-5) are illuminated, or if the
parking brake is applied and the transmission
shift lever is not in the N, (NEUTRAL) position.
(Refer also to 54, Figure 5-7, later in this Section.)
In addition, if any of the warning monitor lamps,
W, are illuminated, an alarm buzzer will
sound.
W, Warning Monitor Lamp - These lamps
monitor critical truck functions.If any abnormality is detected in these systems, the appropriate
lamp(s) will light, the central warning lamp will
flash, and an alarm buzzer will sound.
When this condition occurs, STOP the truck
as safely and as quickly as possible, check
the action display code (2), and notify maintenance personnel.
Do not operate the truck until the system(s)
is repaired and fully operational.
N5-22
C, Caution Monitor Lamp - These lamps

monitor other important truck functions. If any
abnormality is detected in these systems, the
appropriate lamp(s) will light, and the central
warning lamp will flash.
When this condition occurs, check the action
display code (2), and notify maintenance personnel as soon as possible.
2. Action Display Code - If any abnormality or
maintenance requirement is detected, an action
code will be displayed. Be prepared to follow
the recommended action.
Refer to the decal in the upper left-hand corner
of the windshield.
E, Electronic Controller Monitors -These

lamps will flash if any abnormality is detected in
any of the mechatronics related systems.
If any of these lamps illuminate, check the
action display code (2), and be prepared to follow the recommended action.
N05059
FIGURE 5-6. GAUGE AND MONITOR PANEL
GAUGE AND MONITOR PANEL

Coolant Temperature Monitor
Air Pressure Monitor

The air pressure monitor (1, Figure 5-6) is a lamp which monitors
the air pressure in the air tank. If
air pressure in the air tank drops
below a pre-set value, the lamp
will flash. Action code 05 will be
indicated.
The coolant temperature monitor

(3) is a lamp which indicates a
rise in the cooling water temperature.
If the lamp flashes, refer to (2) air pressure gauge for

action.
When the monitor lamp flashes,

run the engine with no load at
1200-1500 RPM until the green
range of the engine water temperature gauge lights.
Action code 05 will be indicated.
Air Pressure Gauge
Engine Cooling Water Temperature Gauge

The engine cooling water
temperature gauge (4) indicates the temperature of the
cooling water.
The air pressure gauge (2)

indicates the air pressure in
the air tank. The GREEN
RANGE should be lighted
during normal operation.
If the red range lights up during operations, the alarm

buzzer will sound, the central warning lamp will flash,
and the air pressure monitor lamp (1) will flash at the
same time.
When the monitor lamp flashes, stop the machine in
a safe area, shift the range selector to N, (NEUTRAL), and run the engine with no load at 1200-1500
RPM until the green range of the gauge lights up.
N05059
If the temperature is normal during operation, the

green range will light. If the red range lights during
operation, the alarm buzzer will sound, the central
warning lamp will flash and the coolant temperature
monitor lamp will flash at the same time. If this
occurs, stop the machine and run the engine with no
load at 1200-1500 RPM until the green range lights.
N5-23
Torque Converter Oil Temperature Monitor
High Beam Pilot Lamp
The torque converter oil temperature monitor (5, Figure 5-6) is a

lamp which indicates a rise in the
torque converter oil temperature.
When the monitor lamp flashes,
stop the machine and run the
engine with no load at 1200-1500
RPM until the green range of the temperature gauge
lights. Action code 05 will be indicated.
The high beam pilot lamp (9)

lights up when the head lamps
are on high beam.
Left Turn Signal Pilot Lamp

When the turn signal lever is moved
downwards, the left turn signal pilot lamp
(10) flashes.
Torque Converter Oil Temperature Gauge

The torque converter oil
temperature gauge (6) indicates the temperature of the
torque converter oil. If the
temperature is normal during operation, the green
range will light. If the red range lights during operation, the alarm buzzer will sound, the central warning
lamp will light up and the torque converter oil temperature monitor lamp will flash at the same time. If this
occurs, stop the machine and run the engine with no
load at 1200-1500 RPM until the green range lights.
Retarder Oil Temperature Monitor
The retarder oil temperature
monitor (7) is a lamp which
warns that the retarder oil temperature has risen.
If it flashes, stop the machine,
return the transmission range
selector lever to NEUTRAL, and
run the engine under no load at 1200-1500 RPM until
the warning lamp goes out. Action code 05 will be
indicated.
Right Turn Signal Pilot Lamp

When the turn signal lever is moved
upwards, the right turn signal pilot lamp
(11) flashes.
Speedometer
The digital speedometer
(12) indicates the travel
speed of the truck in miles
per hour. This figure will
appear momentarily when
the keyswitch is first turned
On to demonstrate that all segments are working.
Tachometer
The tachometer (13) indicates the engine speed in
Revolutions Per Minute
(RPM).
Retarder Oil Temperature Gauge

The retarder oil temperature
gauge (8) indicates the temperature of the retarder
cooling oil. During normal
operation, a lamp in the
green range should light up.
If the lamp in the red range lights up during operation, the alarm buzzer will sound, the central warning
lamp will flash, and the retarder oil temperature monitor lamp will flash at the same time. If this happens,
stop the machine, return the transmission range
selector lever to NEUTRAL, and run the engine at
1200-1500 RPM under no load, and wait until the
lamps in the green range light up.
N5-24
Shift Limiter Pilot Lamp
The shift limiter pilot lamp (14)

lights up whenever the shift limiter switch in the center console
is activated.
N05059
Automatic Transmission Mechatronics Monitor
Lock-up Pilot Lamp
This red indicator (19) flashes whenever any abnormality occurs in the
mechatronics related parts of the transmission control system.
The lock-up pilot lamp (15, Figure 5-6) lights up whenever the
torque converter is locked up and
the transmission enters direct
drive.
Other Mechatronics Monitor (OPTIONAL)

This red indicator (20) flashes whenever any abnormality occurs in the
mechatronics related parts of the PLM
(Payload Meter) system.
Transmission Shift Position Pilot Lamp

The transmission shift position pilot lamp
(16) will indicate the specific gear range
in which the transmission is actually
operating; R, N, 1, 2, 3, 4, 5, 6, or 7.
Fuel Level Monitor

This indicator (21) flashes when the
remaining fuel in the fuel tank goes
below 170 liters (45 gal). If it flashes,
check the fuel level and add fuel.
Shift Indicator
The shift indicator (17) indicates the lever
position of the transmission range selector.
Engine Controller Monitor
The fuel gauge (22) indicates the

amount of fuel in the fuel tank. If there
is more than 170 liters (45 gal) of fuel in
the tank while the engine is operating,
the green range lights. If there is less
than 170 liters (45 gal) of fuel in the
tank, the red range lights.
Display Lamps 23, 24 & 25 - Not Used
This red indicator (18) flashes whenever any abnormality occurs in any of
the
engine
control
systems.
NOT USED with SAA12V140ZE-2
engine.
N05059
Fuel Gauge
These indicator lamps are currently not used.
N5-25
Odometer
Service Meter
The odometer (28, Figure 5-6)

indicates the total distance that
the truck has traveled in miles.
The service meter (26, Figure 5-6)

displays the total hours of operation for the truck.
The service meter advances whenever the engine is operating, even
if the machine is not moving.
Power Mode Indicator

The power mode indicator
lights (29, Figure 5-6) indicate
which of the two fuel control
modes is in use.
Service Meter Indicator

The service meter indicator (27)
flashes whenever the service meter
is operating.
When the top light (P) is lit, the power mode selector
switch on the console (3, Figure 5-2) is in POWER
MODE.
When the bottom light (E) is lit, the Power mode
selector switch is in the ECONOMY MODE.
FIGURE 5-7. INDICATORS AND CONTROLS PANEL
INDICATORS AND CONTROLS PANEL
Optional Equipment
When the truck is equipped with various options, an

additional panel (53, Figure 5-7) may be installed to
accommodate additional switches.
Optional equipment switches are described on the
following pages and may be located in this panel.
N5-26
N05059
Front Brake On/Off Switch
Coolant Level Monitor

The coolant level monitor (30,
Figure 5-7) indicates a low radiator coolant level. If this monitor
lamp flashes and alarm buzzer
sounds, stop truck, shutdown
engine, and add coolant as
required. Action code 01 will be
indicated.
Engine Oil Pressure Monitor
The engine oil pressure monitor
(31) indicates low engine oil
pressure.
If the lamp flashes and alarm
buzzer sounds, stop the engine
and carry out inspection. Action
code 04 will be indicated.
Charge Monitor
The charge monitor (32) indicates an abnormality in the
charging system while the engine
is running.
This switch (35) is used to change the braking

method according to the road conditions.
This position (switch OUT - light OFF)
is used when traveling on normal road
surfaces. Braking force is applied to
both front and rear wheels.
This position (switch IN - light ON) is
used when traveling on slippery roads.
Braking force is applied only to the rear wheels.
This switch is present in all instrument panels, but is
inactive in trucks without this option.
Panel Dimmer Switch
If the monitor lamp lights up,

check the charging circuit. Action
The panel dimmer switch (36) is used

to adjust the brightness of the lighting
inside the monitor panel and pilot
lamps.
Transmission Oil Filter Monitor

The transmission oil filter monitor
(33) warns of clogging of the
transmission oil filter. If the monitor light lights up, replace the
transmission filters, and check
for contamination in the oil.
Adjust as follows:
To increase brightness, turn clockwise.
To decrease brightness, turn
counterclockwise.
Hazard Warning Lights

The hazard warning light switch
(34, Figure 5-7) causes all turn
signal lights to flash.
The switch is OFF when the
switch is out.
To switch the hazard lights On, depress the switch.

If the key switch is ON, the turn signal pilot lamp will
flash at the same time. If the key switch is OFF, the
turn signal pilot lamp will not flash.
N05059
N5-27
Starting Switch
AISS/Auto Switch
The AISS (automatic idle
selector switch, 37, Figure 57) may be positioned to LOW
or AUTO as desired. This
switch is used by the operator to control the idle speed
of the engine.
LOW position (switch IN - light ON) is
the MANUAL POSITION and is used
when fine control movements are needed, such as
when parking, or driving in/out of confined spaces.
AUTO position (switch OUT - light
OFF) is used for normal operations.
The following conditions occur:
1. When the machine is stopped, the idling speed
is automatically set to LOW speed when the
parking brake or retarder is ON. When the parking brake is released to start traveling, the idling
speed is automatically set to HIGH speed.
The starting switch (39, Figure

5-7) is a three-position keyswitch:
OFF Position - Key insertion/
withdrawal position - None of
the electrical circuits activate in
this position. Turn the switch to
OFF to stop the engine.
ON - Lamp circuits activate in this position.
START - At this key position, the starting motor will
crank the engine. Release the key immediately after
engine starts; the key will return automatically to ON.
Pilot Lamp Bulb Check Switch

Turn the starting switch
(39) to ON and press the
pilot lamp bulb check
switch (40) to check if
bulbs will light. All pilot
lamp bulbs should light.
2. If the coolant temperature is low, the idling

speed is automatically set to HIGH speed to
reduce the time taken for the warming up operation.
Manual Starting Aid Switch
This truck is equipped with an
automatic cold start aid.
Rear Brake Pilot Lamp

The rear brake pilot lamp (41)
lights up when the service brake
is depressed or the retarder control lever is pulled to actuate the
rear brake.
The cold starting aid energizes

the electric heaters in the engine
intake manifold.
Under normal conditions,
there is no need to use this
MANUAL switch. If the outside temperature is below 5C (23F) and the prelube
starter runs a long time, this
manual switch can be
pushed IN for 2-3 seconds
before starting the engine to maintain engine preheating.
The Starting Aid Switch (38) is spring-loaded to the
OUT/OFF position.
Body Float Caution Monitor

When the dump body control
lever is set to any position other
than FLOAT, or the body is not
seated on the frame, the body
float caution monitor (42) lights
up.
When traveling, always set the lever to FLOAT position with the body seated.
DO NOT PUSH COLD STARTING AID BUTTON

AFTER ENGINE HAS STARTED! SERIOUS DAMAGE TO ENGINE MAY OCCUR!
N5-28
N05059
Steering Oil Temperature
Parking Brake Monitor
This lamp (48) indicates a rise in

the steering oil temperature. If
the lamp comes on, stop the
truck and run the engine with no
load at 1200-1500 rpm until the
caution lamp goes out. Action
The parking brake monitor (43)

lights up when the parking brake
is applied.
Emergency Steering Monitor

If the emergency steering switch (located on center
console) is activated, this lamp (44) lights up.
It also lights up when the auto
emergency steering is actuated
because an abnormality has
occurred in the steering hydraulic
circuit during travel.
Exhaust Brake (Optional)

The exhaust brake pilot lamp
(45) lights up when the exhaust
brake is actuated.
Indicator Lamp (49): Not Used

This lamp (49) is not currently used.
Side Slope Warning (Optional)

When the dump body is raised,
this warns the operator that the
machine has tilted beyond the
safety range to the left or right. If
this monitor (50) flashes, lower
the body, and move the machine
to a safe, stable place. Action
Rear Brake Caution Lamp
Cold Start
The cold start pilot lamp (46)
lights up when the automatic cold
start is activated or the manual
cold start switch on the instrument panel is depressed.
This lamp (51) flashes when the

rear brake is operated and the
over-stroke sensor in the brake
chamber contacts the brake piston. Brake oil pressure below
normal level is the usual cause. If
this lamp flashes, check the rear
brake system immediately.
After inspecting and repairing the rear brake system,
be sure to push in the over-stroke sensor installed to
the brake chamber. If this operation is neglected, the
brake line trouble warning will continue to operate.
Indicator Lamp (47): Not Used

This lamp (47) is not currently used.
N05059
N5-29
Central Warning Lamp (Red Convex Lens)
Exhaust Brake Switch (Optional)
For operation of the exhaust brake switch (52, Figure

5-8), refer to the following switch positions:
Off Position
ON Position
The exhaust brake is actuated

when the foot brake is depressed
or the retarder control lever is operated and the torque converter is in
the lockup condition.
The exhaust brake is actuated
when the accelerator pedal is
released and the torque converter
is in lockup condition.
Fog Light Switch (Optional)
Fog lights are optional equipment. If truck is equipped, they

are useful in foggy conditions
and heavy rain.
Fog lights are off when switch is in

this position (switch OUT - light OFF).
Depressing the switch to this position
(switch IN - light ON) turns fog lights
on.
N5-30
This central warning lamp (54, Figure 5-8) flashes

whenever an abnormality has occurred in any one of
the following systems:
Battery charging monitor
Emergency steering monitor
Parking brake monitor
Body float monitor automatic
Transmission monitor (Mechatronics)
Suspension monitor
Fuel level monitor
This lamp flashes, and at the same time an alarm

buzzer sounds intermittently, whenever an abnormality has occurred in any one of the following systems:
Air pressure monitor
Coolant temperature monitor
Torque converter oil temperature monitor
Retarder oil temperature monitor
Coolant level monitor
Engine oil pressure monitor
Transmission oil filter monitor
This lamp will also flash and the alarm buzzer will
sound, if the parking brake is applied and range
selector lever is not at Neutral.
Note: There may be additional instances when the
central warning lamp may flash depending on
optional equipment installed on the truck.
N05059
FIGURE 5-8. INSTRUMENT PANEL - RIGHT SIDE
HEATER/AIR CONDITIONER CONTROLS
Air Selector Lever
The air selector lever (57) selects the source of air.

Outside air enters through a filter and is sent to the
cab to ventilate the inside the cab. In this way, a
pleasant working environment is always maintained
even on dusty job sites.
Temperature Adjustment Lever

The temperature adjustment lever (55, Figure 5-8) is
used to adjust the cab air temperature for heating or
cooling.
Move the lever to the left toward WARM (red bar) for
higher temperature.
Move the lever to the right toward COOL (blue bar)
for lower temperature.
Blower Switch
Move the lever to the left toward FRESH for outside

air. Air is taken from outside to mix with the air inside
the compartment.
Move the lever to the right toward RECIRC for recirculation of cab air only. This is generally used to cool
the cab quickly.
Vent Selector Lever
The blower switch (56) is a four

position switch to control fan
speed. Move the lever to fan
position desired.
The vent selector lever (58) directs the cool or warm

air through one or more of the following outlets: front
vents; foot vents; or defroster vents.
Move the lever to the left toward VENT to direct
heated or cooled air through the front vents (59).
The positions - from left to right - are as follows:

OFF - LOW - MEDIUM
- HIGH
Low, Medium, and High are indicated by circular

marks of increasing size.
Move the lever to the center to HEAT to direct air to

the foot vents and defroster vents for heating and
dehumidifying.
Move the lever to the right to DEF to direct air to the
defroster vents to remove and/or prevent mist from
forming inside the windshield.
When in the OFF position, the air conditioner compressor is de-activated.
N05059
N5-31
Air Vent
Correction Code Display
Air vents (59, Figure 5-8) are provided for circulation

of cooled or heated air through the cab.
When an action code appears in this area (62, Figure

5-7), refer to the decal (Figure 5-9) in the upper lefthand corner of the windshield.
Glove Box Storage Compartment

This area (60) provides a small storage space that
may be used for pencils, note paper, etc. In some
models it may be used for optional equipment, such
as, Payload Meter.
Air Conditioner Switch
When the air conditioner switch (61) is pressed, the
blue lamp inside the button lights up, and the air conditioner compressor is activated. This is used to provide cold air or to dehumidify the air. If the blower
switch (56) is in OFF position, the air conditioner
compressor will be turned off even if the air conditioner switch (61) is in the ON position. The light in
the air conditioner switch will go out when the blower
switch is turned off.
Follow the instructions to the right of the code number displayed on the panel monitor.
FIGURE 5-9. CORRECTION CODE DECAL
N5-32
N05059
SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
P01027 06/04
Index
P1-1
NOTES
P1-2
Index
06/04 P01027
SECTION P2
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3

10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
FLUID LEVELS & OTHER CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8
OPERATIONAL CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9
250 HOURS SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-11
INITIAL 250 HOURS SERVICE ONLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-11
EVERY 250 HOURS SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-11
500 HOUR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-13
1000 HOUR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14
EVERY 2000 HOUR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-15
EVERY 5000 HOUR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-16
HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-17
Filling Instructions (Hoist Oil Supply) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-17
Filling Instructions (Rear Brake Cooling Oil Supply) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-17
HYDRAULIC FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-18
Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-18
HYDRAULIC TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-18
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-18
HIGH PRESSURE HYDRAULIC FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-19
Filter Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-19
Filter Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-19
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-20
TRANSMISSION FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-21
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-21
PERIODIC REPLACEMENT OF COMPONENT PARTS FOR SAFETY DEVICES . . . . . . . . . . . . . P2-22
P02043
Lubrication and Service
P2-1
NOTES
P2-2
P02043

Preventive maintenance will contribute to the long life
and dependability of the Komatsu truck and its components. The use of proper lubricants and the performance of checks and adjustments at recommended
intervals is most important.
Lubrication requirements are referenced to the lube
key found at the top of the Lubrication Specifications
Chart (next page).
For detailed service requirements for specific components, refer to the shop manual section for that component (i.e. Section G for Final Drive, Section H for
Suspensions, etc.).
Liters
U.S.
Gallons
Engine Crankcase including

lube oil filters.
140
[132]
37
[35]
Cooling System:
228
60
2
366
[248]
248
[145]
0.53
96.6
[65.5]
65.5
[38.3]
Steering/Hoist Oil Tank
Refer to engine manual when servicing the engine or

any of its components.
COOLING SYSTEM
ANTI-FREEZE RECOMMENDATIONS
(Ethylene Glycol Permanent Type Anti-Freeze)
Percentage of
Anti-Freeze
HD785-5LC SERVICE CAPACITIES
Hydraulic System:
Front Brake Oil Tank Rear
Brake Cooling Oil Tank
The service intervals presented here are in hours of

operation. These intervals are recommended in
lieu of an oil analysis program which may determine 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.
Refer to Hydraulic Tank Service, page P2-17.

Fuel Tank
Diesel Fuel-ASTM D975 No. 2*
* Below -10C (14F) use No. 1
1250
330
Final Drive Case

(Differential & both planetaries)
250
66
Transmission Case:
including torque converter.
125
[102]
33
[26.9]
Protection To:
10
+23F
5C
20
+16F
9C
25
+11F
11C
30
+4F
16C
35
3F
19C
40
12F
24C
45
23F
30C
50
34F
36C
55
48F
44C
60
62F
52C
Use only anti-freeze that is compatible with engine

as specified by engine manufacturer.
NOTE: Top number is for initial dry system fill:

includes hoses, internal valve cavities, etc.
Bottom [number], if present, is service refill.
Refer to Transmission Oil Level Check, page P2-9.
P02043
P2-3
P2-4
P02043
10 HOUR (DAILY) INSPECTION

Prior to each operating shift, a walk around inspection should be performed. Check the trucks general
condition. Look for evidence of leaks; check all lights
and mirrors for clean and unbroken lenses; check
operator's cab for clean and unbroken glass; check
frame, sheet metal and body for cracks. Notify the
proper maintenance authority if any discrepancies
are found. Give particular attention to the following:
Truck Serial Number ________________________

Site Unit Number ____________________________
Date: __________ Hour Meter _________________
Name of Service Person ______________________
COMMENTS
CHECKED
INITIALS
FLUID LEVELS & OTHER CHECKS

- With Engine Stopped
For the following checks, park the truck on a level
surface, lower the dump body, and shut down the
engine.
a. Radiator - Check
coolant level (2). Coolant level should be
between FULL and
LOW. If coolant is low,
fill though cap (1) to
FULL level with proper
mixture as shown in
Cooling System Recommendation Chart.
CAUTION - If engine has been running, allow
coolant to cool, before removing the fill cap or
draining radiator. Serious burns may result if
coolant is not allowed to cool.
* - Check that there is no oil or other contaminants in
the cooling system.
* - If the volume of added coolant is significant, check
for possible leakage.Tighten cap securely.
b. Batteries - Check electrolyte level and add distilled
water if necessary. Inspect battery box cover for
looseness or damage.
c. Front Brake Oil Tank Check oil level (2). Add oil if
necessary. Remove cap
(1). Use SAE 10W, Engine
Oil ONLY. After adding oil,
tighten cap securely.
d. Drain moisture from
tanks by pulling chains
(1) on moisture drain
valves. Check air tanks
and lines for leaks.
Check the brake chambers for leaks, damage,
etc.
P02043
P2-5
10 HOUR (DAILY) INSPECTION (continued)

e. Check air cleaner
service indicator (1). If
the RED area is showing in the indicator,
the air filters must be
cleaned or replaced
before
operating
truck. Push the indicator reset button to return the
red piston to its normal position.
COMMENTS
CHECKED
INITIALS
f. Steering, Hoist Oil Tank - Check oil level (1) in

tank, oil should be visible in the sight glass. Add oil, if
necessary. Lube key C.
Refer to Hydraulic
Tank Service in
this section.
g. Rear Brake Cooling Oil Tank - Check oil level (2)

in tank, oil should be visible in the sight glass. Add
oil, if necessary. Lube key E.
h. Fuel Tank - Inspect the fuel gauge (2) and note the
quantity indicated.
Compare this indication later against the fuel gauge

reading in the instrument panel of the operator cab.
Fill tank (cap, 1) as required. After filling tank, tighten
cap securely.
i. Differential - Truck should be on level surface, oil
level should be even with plug hole or at plug hole.
Refill with oil as necessary. Lube key B.
j. Check final drive housing breather. Clean or
replace breather, if obstructed. Check for leakage
around final drive housing and oil disc brake housings and the hoses connected to the housings.
P2-6
P02043

ENGINE
COMMENTS
CHECKED
INITIALS
1. Check alternator and fan belts for proper tension, alignment, and general condition.
2. Engine Oil Level- (lower right side)
(Engine stopped for at least 15 minutes)
a. Remove dipstick (1) and
wipe off with a
clean, lint-free
cloth.
b. Insert dipstick all the way into full depth.

c. Remove dipstick again. Oil level should be
between H and L marks.
d. If oil level is below the L mark, add oil
through filler (2) as required. Refer to the
engine manual for oil recommendations.
When done, tighten cap securely.
NOTE: If oil level is above the H mark, determine
cause, then drain excess quantity of oil.
WHEELS AND TIRES

Tires
Inspect all tires for proper inflation and wear;
Cuts, damage or bubbles;
Debris embedded in cuts or tread;
Rocks that might be lodged between dual tires.
Left Front Tire Pressure
Left Rear Outside Tire Pressure
Left Rear Inside Tire Pressure
Right Rear Outside Tire Pressure
Right Rear Inside Tire Pressure
Right Front Tire Pressure
P02043
P2-7

Wheels
COMMENTS
CHECKED
INITIALS
a. Check to see that all wheel lugs/wedges are

in place and tight.
b. Inspect rear wheels for any leakage that may
be coming from inside the wheel housing
that would indicate planetary leakage.
c. Check rear dual wheels for any rocks that
might be lodged between dual tires.
d. Check that rock ejector is in good condition
and straight, so that it can not damage a tire.
After each wheel mounting operation, recheck

wheel mounting capscrew tightness after 4 - 5
hours of operation. Check again at the end of the
shift, and then periodically until all capscrews
hold at the prescribed 225 25 kg.m (1628 180
ft.lbs.) torque (dry threads). This is prescribed for
both front and rear wheels.
Tighten wheel nuts in the order as shown in the
diagrams.
P2-8
P02043

OPERATIONAL CHECKS
- With Engine Running
COMMENTS
CHECKED
INITIALS
For these checks, park the truck on a level surface,

lower the dump body, and operate engine at approximately 1000 RPM, until air pressure, coolant temperature, engine oil temperature, and transmission oil
temperature gauges all indicate NORMAL (GREEN)
RANGE.
NOTE: Be certain that the parking brake is applied
and the transmission range selector is in the
NEUTRAL (N) position, then operate engine at low
idle while performing the following checks:
The engine will be running during the following

procedures. Keep away from all moving parts,
such as fans, belts, pulleys, drive-shafts, etc.
1. Inspect engine and turbochargers for leaks,
vibrations or odd noises.
2. Check the transmission oil level at the lower

marks (2) on transmission oil pan decal.
a. Use the upper
marks (1) when
engine is cold or
engine has been
stopped for 8
hours or more.
b. If oil level is
below the lower
L mark, add oil
through filler (1)
as required. Lube
key F.
c. Verify there is no
leakage or any other unusual condition with
transmission or drive shafts.
P02043
P2-9
NOTES
P2-10
P02043
250 HOURS SERVICE

INITIAL 250 HOURS SERVICE ONLY
Perform the following maintenance after running the

machine for the first 250 hours. Thereafter, these
services are to be accomplished at the 500/1000/
2000 hour interval as scheduled. Refer to pages P213, -14, & -15.
Site Unit Number ____________________________

Date: __________ Hour Meter _________________
COMMENTS
CHECKED
INITIALS
a. Steering, hoist oil tank and rear brake cooling oil tank, replace elements.
b. Transmission case, change oil.
c. Steering, hoist oil tank, change oil.
d. Rear brake cooling oil tank, change oil.
e. Differential case, change oil.
f. Final drive case, change oil.
g. Fuel filter, replace cartridges.
h. Transmission oil filter, replace elements.
EVERY 250 HOURS

EVERY 250 HOURS SERVICE
1. Lubricating - Apply ample grease supply to
grease fittings.
- Dump body hinge pin - 2 points.
- Rear suspension - 4 points.
- Axle supports pins - 8 points.
- Hoist cylinder pin - 4 points.
- Front suspension assembly - 8 points.
- Steering cylinder pin - 4 points.
- Steering linkage - 5 points.
- Drive Shafts - Front, 2 points, Rear, 3 points.
2. BATTERY - Check electrolyte level and add
distilled water if necessary to maintain proper
level.
3. ALTERNATOR BELT - Check condition of the
24V alternator belt for evidence of belt slippage,
looseness or physical defects.
4. AIR CONDITIONER COMPRESSOR BELT Check for condition of belt and proper tension.
5. TRANSMISSION CASE BREATHERS Remove breathers, disassemble breathers
remove filter element, clean in solvent. Dry with
air pressure and reassemble then reinstall.
P02043
P2-11
250 HOURS SERVICE (continued)

COMMENTS
CHECKED
INITIALS
6. HYDRAULIC TANK BREATHERS - Remove

breathers, disassemble breathers remove filter
element, clean in solvent. Dry with air pressure
and reassemble then reinstall.
7. DIFFERENTIAL CASE - Check oil level. Use
lube key B.
8. DIFFERENTIAL CASE BREATHER - Remove
breather. Wash to flush out the dirt from inside.
Reinstall after cleaning.
9. FINAL DRIVE CASE - Check oil level in R.H.
and L.H. case. Use lube key B.
10. DRIVE SHAFTS - Inspect drive shafts for any
abnormalities: loose joints, worn splines or
bearings, unusual vibration of shaft. Refer to
Section F, Drivelines and Adapter. Notify the
proper maintenance personnel, if any discrepancies are found. Use lube key D chart.
11. PARKING BRAKE - Measure brake pad for
proper wear and thickness. Refer to Section J,
Brake System, Brake Circuit Checkout And
Adjustment, for proper inspection, procedures
and tools.
12. CAB AIR FILTER (Outside) - Inspect and clean
or replace filter element. Refer to Section N, Filter Maintenance for procedure. (In extremely
dusty conditions, more frequent maintenance
may be required.)
13. HEATER/AIR CONDITIONER FILTER (Inside)
-Inspect and clean filter as necessary. Refer to
Service Manual, Section N, Filter Maintenance
for procedure.
P2-12
P02043
500 HOUR SERVICE

In addition to the 250 hour lubrication and inspection
schedule, perform the following:
Site Unit Number ____________________________

Date: __________ Hour Meter _________________
COMMENTS
CHECKED
INITIALS
1. FAN BELT - Check for alignment, condition of

belt, and proper tension. Refer to Section C,
Engine and Cooling System.
2. RADIATOR FINS - Inspect radiator and air-toair aftercooler for restrictions. If debris or dirt is
present, reduced cooling efficiency (and horsepower) will result. To clean, use low pressure
air or water. DO NOT use high pressure water
or air as cooling fins may be damaged. Check
mounting hardware and connections for tightness.
3. TRANSMISSION OIL FILTER - Remove and
replace filter element. Refer to Transmission
Filter, page P2-21.
4. FRONT DISC BRAKE - Measure disc pad for
proper wear and thickness. Refer to Section J,
Brake Circuit Checkout and Adjustment, for
specifications and limits.
5. ENGINE - Refer to the engine manual for oil
recommendations and capacity.
- change engine oil.
- change engine lube oil filters. (Figure 2-1)
- Inspect air inlet piping, hoses, tubes and clamps
for damage. Check hose clamps for tightness.
Check tube support brackets for damage or loose
mounting hardware.
6. FUEL FILTER - Remove and replace two fuel
filter elements. (2, Figure 2-2)
7. CORROSION RESISTOR - Remove
replace two corrosion resistor elements.
and
8. BY-PASS FILTERS - Remove and replace two

engine by-pass filter elements. (1, Figure 2-2)
FIGURE 2-1. LUBE OIL FILTERS

Upper Right Front of Engine
FIGURE 2-2. FILTERS - Upper Left Front of Engine

1. Engine Oil By-Pass
Filters
2. Fuel Filters

P02043
P2-13
1000 HOUR SERVICE

In addition to the 250 and 500 hour lubrication and
inspection schedules, perform the following:
Site Unit Number ____________________________

Date: __________ Hour Meter _________________
1. LUBRICATE
COMMENTS
CHECKED
INITIALS
- Transmission mount - 1 point - Lube key D.

- Parking brake linkage - 6 points - Lube key D.
2. TRANSMISSION CASE
Drain oil, remove and replace element. Remove
clean, and reinstall strainers. Refill tank with oil
approximately 28 gal (106 l). Refer to Lubrication Chart for fuel, coolant and lubricants and
type of oil to use. Lube key F.
3. STEERING, HOIST OIL TANK and REAR
BRAKE COOLING OIL TANK.
When removing tank caps, turn cap slowly at first

to relieve inner pressure. Remove cap only after
pressure has been completely relieved. Any
operating fluid, such as hydraulic oil or brake
fluid escaping under pressure, can have sufficient force to enter a person's body by penetrating the skin. Serious injury and possibly death
may result if proper medical treatment by a physician familiar with this injury is not received
immediately.
Remove (3) filter elements from tank. Clean all
removed parts and the inside of element case.
Install new filter elements. Refer to Hydraulic
Tank Service, page P2-17.
4. REAR BRAKE WEAR
Refer to, Brake Circuit Checkout and Adjustment, Section J for specifications and proper
inspection procedure.
Carry out inspection when the oil temperature is

below 60C (140F). Hot oil may cause serious
personal injury.
5. AIR DRYERS
Replace air dryer desiccant cartridges. Refer to
Service Manual, Section K for replacement
instructions.
P2-14
P02043
EVERY 2000 HOUR SERVICE

Maintenance for every 250, 500 and 1000 hours
should also be carried out at this time.

Site Unit Number ____________________________
Date: __________ Hour Meter _________________
COMMENTS
CHECKED
INITIALS
1. STEERING, HOIST OIL TANK

Drain oil from tank and refill tank to specified
level, capacity 162 l (43 gal.). Refer to Lubrication Chart for type of oil to use. Lube key C.
Remove / replace 2 high pressure filter elements. Refer to High Pressure Hydraulic Filters,
page P2-19.
2. REAR BRAKE COOLING OIL TANK
Drain oil from tank and refill tank to specified
level capacity 268 l (71 gal.). Lube key E. To
reduce rear brake squeal, use only SHELL
DONAX - TD Oil or BP TRACTRAN UTH. If
these oils are not available, use Lube key C.
3. FINAL DRIVE CASE
Position machine so that casting line is horizontal and drain plug is at the bottom. Drain oil and
reinstall plug, remove fill plug at cast line and fill
to specified level. This operation is performed
on the right and left hand final drives. Capacity
is 64 l (17 gal.) each side. Refer to Lubrication
Chart for type of oil to use. Lube key B.
4. DIFFERENTIAL CASE
Drain oil from differential and refill to the specified level: capacity 130 l (34 gal.).
Refer to Lubrication Chart for type of oil to use.
Lube key B.
5. VIBRATION DAMPER, ENGINE
Inspect damper for cracks or separation on rubber surfaces. If any defects are noted, replace
with new vibration damper.
6. EMERGENCY RELAY VALVE
Disassemble emergency relay valve, clean and
inspect for damaged or worn parts. Replace all
rubber parts also any that were found defective,
then reassemble.
7. ENGINE FRONT TRUNNION
Apply grease. Lube Key D
8. DUMP CONTROL LINKAGE - 3 points
Apply grease. Lube key D
P02043
P2-15
EVERY 5000 HOUR SERVICE

Maintenance for every 250, 500 and 1000 hours
should also be carried out at this time.
Site Unit Number ____________________________

Date: __________ Hour Meter _________________
COMMENTS
CHECKED
INITIALS
1. ENGINE DRIVELINE ADAPTER

Inspect driveline adapter splines, rubber dampers for cracks or separation on rubber surfaces,
and bearings. If any defects are noted, repair as
required.
Refer to Service Manual, Section C for repair
procedures.
2. FRONT AND REAR DRIVESHAFTS
If truck is equipped with driveshaft universal
joints that DO NOT have grease fittings, inspect
both front and rear driveshafts for binding, wear,
vibration, or damage to the driveshaft assembly. If U-joint damage or roughness is noted,
BOTH U-joints on a given shaft should be
replaced. Refer to Service Manual, Section F
for replacement procedures.
3. FRONT SUSPENSIONS
Drain Front suspension oil. Inspect upper flange
internal bearing. Replace worn parts. Refill suspensions with clean oil and recharge with nitrogen. Refer to Service Manual, Section H for
instructions and WARNINGS when servicing
suspensions.
4. FRONT WHEEL BEARINGS
Check front wheel bearing adjustment. Refer to
Service Manual, Section G, Front Wheel Hub
Bearing Adjustment.
5. RADIATOR
Inspect air-to-air aftercooler for damage. Aftercooler damage may result in air leaks causing
reduced engine performance due to low boost
pressure. Whistling noise due to air leakage
may also be present if aftercooler is cracked.
P2-16
P02043
HYDRAULIC TANK SERVICE
Filling Instructions (Hoist Oil Supply)

1. Park the truck on a level surface, lower the
dump body, and shut down the engine.
When removing tank cap, turn cap slowly at first

to relieve inner pressure. Remove cap only after
pressure has been completely relieved. Any
operating fluid, such as hydraulic oil or brake
fluid escaping under pressure, can have sufficient force to enter a person's body by penetrating the skin. Serious injury and possibly death
may result if proper medical treatment by a physician familiar with this injury is not received
immediately.
5. If hydraulic components have been removed

and lines drained, start the engine and raise the
dump body 2-3 times to circulate oil and fill all
voids.
Before raising body, be certain that the truck is in

an area where there is sufficient overhead clearance to allow the body to be raised.
engine and repeat steps 2. through 4. if necessary.
Filling Instructions (Rear Brake Cooling Oil Supply)

1. Park the truck on a level surface, lower the
dump body, and shut down the engine.
When removing tank cap, turn cap slowly to

relieve inner pressure. Remove cap only after
pressure has been completely relieved. Any fluid
escaping under pressure, can have sufficient
force to enter a person's body by penetrating the
skin. Serious injury and possibly death may
result if proper medical treatment by a physician
familiar with this injury is not received immediately.
FIGURE 2-3. HYDRAULIC TANK

1. Filter Covers
2. Bolts
3. Hydraulic Oil Filler
Cap
4. Hydraulic Oil Level
Sight Glass
5. Hydraulic Oil Drain
6. Brake Oil Drain

Sight Glass
Filler Cap
9. Breather
3. Fill tank with recommended oil until oil is visible

in the sight glass (4). Refer to Lubrication Chart
for type of oil to use. Lube key C.
Hydraulic tank refill capacity:
. . . . . . . . . . . . . . . . . . . . . . . . . 162 Liters (42.8 gal.)
P02043
3. Fill tank with recommended oil until oil is visible

in the sight glass (7). To reduce rear brake
squeal, use ONLY SHELL DONAX - TD Oil or
BP TRACTRAN UTH. If these oils are not available, use Lube key C.
Rear Brake Oil tank refill capacity:
. . . . . . . . . . . . . . . . . . . . . . . . 268 Liters (70.8 gal.)
4. Remove and clean
Strainer (1, Figure 23A) from inlet to Oil
Cooler (inside R.H.
frame rail). Be sure to
clean this strainer at
every oil change and
after any rear brake failure.
FIGURE 2-3A
P2-17
HYDRAULIC FILTERS
Filter Replacement
engine.

3. Remove bolts (2) on filter covers (1).
4. Remove the elements (2, Figure 2-4) from
housing.
5. Thoroughly clean filter housings, covers (4) and
bypass valve (3) components.
6. Install new elements. Install bypass valves and
covers. Tighten bolts (2, Figure 2-3) to standard
torque.
FIGURE 2-4. HYDRAULIC TANK FILTERS

1. Hydraulic Tank
2. Filter Element
3. Bypass Valve
4. Cover
7. Check oil level; oil must be visible in sight glass.
HYDRAULIC TANK BREATHER

Cleaning
1. Shut down the engine and open hydraulic tank
filler caps slowly to relieve any internal pressure.
2. Clean dirt accumulation from area of breather
(9, Figure 2-3).
3. Remove the breather from the tank.
4. Remove snap ring (1, Figure 2-5), cover (2) and
filter element (3).
5. Clean breather element in solvent and blow dry.
Clean remaining parts in solvent and dry thoroughly. Replace element, if element appears
damaged or doesn't clean up thoroughly.
6. Install element, cover and snap ring.
7. Install breather element on hydraulic tank.
FIGURE 2-5. HYDRAULIC TANK BREATHER
1. Snap Ring
2. Cover
P2-18
3. Element
P02043
HIGH PRESSURE HYDRAULIC FILTERS

Filter Assembly Removal
engine. Clean dirt accumulation from the high
pressure hydraulic filters and tube connections
in front of the hydraulic tank.

possibly death if proper medical treatment by a
immediately.
3. Place a receptacle under the filters to receive
hydraulic oil which will drain from filters when
disconnected.
4. Remove capscrews (1, 4, & 8, Figure 2-6),
washers (2, 5, & 9), and split flanges (10) securing filters (7).
Move hydraulic tubes away from filter housings.
5. Remove nuts (13) and washers (12) holding Ubolts (6) to bracket (11). Remove filter assemblies (7). Discard O-rings (3).
Plug or cover all open hydraulic connections to
prevent entry of contaminants and move filter
assemblies to a clean service area.
FIGURE 2-6. HIGH PRESSURE FILTERS & PIPING

1. Capscrew
2. Washer
3. O-Ring
4. Capscrew
5. Washer
6. U-Bolt
7. Filter Assembly
8. Capscrew
9. Washer
10. Split Flange
11. Bracket (on
Hydraulic Tank)
12. Washer
13. Nut
4. Carefully align all components and connections

to prevent any binding or kinking and then begin
tightening all capscrews and nuts sequentially
to final standard torque.
Filter Assembly Installation

1. Remove plugs and/or covers from connections.
Install new O-rings (3, Figure 40-Figure 2-6) in
all locations. Install filter assemblies (7) to outlets and install capscrews (1 & 4), washers (2 &
5). Do not tighten capscrews to final torque at
this time.
2. Move hydraulic tubes to filter housings inlets
and reconnect with capscrews (8), washers (9),
and split flanges (10). Do not tighten capscrews
to final torque at this time.
3. Install U-bolts (6) holding filter assemblies (7) to
bracket (11). Install washers (12) and nuts (13).
Do not tighten nuts to final torque at this time.
P02043
Tighten all connections before starting engine

and applying hydraulic pressure.
5. Start engine and check for leaks before releasing truck for service. Check hydraulic tank oil
level; oil must be visible in sight glass (4, Figure
2-3).
P2-19

1. Place filter assembly (Figure 2-7) on work
bench. Using a spanner tool at both ends, hold
housing (1) and loosen (counter-clockwise) inlet
housing (5).
3. Install new element (2) into filter housing (1)

using new O-Ring (3) and Backup Ring (4).
Remove inlet and then remove filter element (2)

from housing. Discard O-Ring (3) and Backup
Ring (4).
5. Refer to Filter Assembly Installation and install

on truck.
2. Thoroughly clean filter housing and inlet housing. Using clean hydraulic oil, lightly lubricate
sealing surfaces.
4. Install inlet housing (5) to filter housing (1) and

tighten to 10 - 12 kg.m (73 - 87 ft. lbs.) torque.
NOTE: Filter Elements should be replaced every

2000 hours*, and after any debris-producing
component failure within the hydraulic system.
* More frequent replacement may be required in very
dusty/dirty environments.

1. Filter Housing
2. Filter Element
3. O-Ring
4. Backup Ring
P2-20
5. Filter Housing Inlet

6. Spanner Hole
7. Spanner Hole
P02043
TRANSMISSION FILTER
The transmission filter element (Beta 25 = 200)
should be replaced every 500 hours of operation or
sooner if the warning light indicates high restriction.
This maintenance interval may be increased or
reduced, depending on operating conditions, by
observing the warning light indicator.
This filter assembly is equipped with a pressure
switch to indicate a high pressure differential (restriction). The switch will close @ 2.5 kg/cm2 (35 psi) bypass pressure. Actual by-pass of the hydraulic fluid
does not occur until 3.5 kg/cm2 (50 psi) by-pass
pressure.
Service
1. Remove drain plug (7, Figure 2-8) and drain the
oil from the filter housing. Tighten plug after all
oil is drained.
2. Unscrew filter bowl (4) from head assembly (1).
3. Remove the element and thoroughly clean and
dry all component parts.
4. Coat a new seal (9) with clean engine oil and
install.
5. Install a new element (5) and install the filter
bowl (4) into the head assembly (1).
6. Start the engine and let it idle for 5 minutes.
Stop engine and check for leaks. Check transmission for proper oil level and adjust if necessary.
FIGURE 2-8. TRANSMISSION FILTER

1. Head Assembly
2. Core Kit
3. Bypass Valve
4. Filter Bowl
5. Filter Element
P02043
6. Pressure Switch
7. Drain Plug
8. O-Ring
9. Seal
P2-21
PERIODIC REPLACEMENT OF COMPONENT PARTS FOR SAFETY DEVICES

To ensure safety in operation, the user is requested
to perform the periodic maintenance recommended
in the previous schedules. In addition, special care
should be paid to the periodic replacement of certain
other parts which may affect safety in operation.
The following parts should be considered for repair or

replacement every 4000 hours, or every two years,
whichever comes first:
Fabrication of safety devices and other component

parts have been designed to high standards. However, all parts are subject to wear and gradual fatigue
during continuous use. Since it is difficult to determine accurately the process of change in quality,
wear, or fatigue, judgments must be made whether
or not some parts should be replaced even if they do
not show any faulty symptom at the time. Of course,
any part found to have an abnormality should be
repaired or replaced, regardless of the time it has
been used.
NOTE: This recommendation for the replacement
of parts is to ensure safety in operation. The warranty guarantee to be free from manufacturing
defects does not apply to the replacement of
functioning parts for precautionary reasons.
2. Periodic Replacement Safety Parts Kit - Use

the periodic replacement safety parts service kit
when replacing the parts.
1. Fuel Pump Screen Filter - Check and clean or

replace screen filter.
3. High pressure hoses in steering circuit (to/from

pump, demand valve, steering valve, steering
cylinder).*
4. Outlet hose of retarder cooling oil pump.*
5. Outlet hose of steering oil pump.*
6. Outlet hose of transmission oil pump.*
7. Steering valve hose.*
8. Hose of fuel filter.*
9. Fuel hose.*
*The replacement of these parts may be considered
for Fire Prevention measures.
The following parts should be considered for repair or

replacement every 2000 hours, or every one year,
whichever comes first:
Other areas of the truck also require inspection and
may require periodic replacement of parts due to
environmental and operating conditions. Rubber or
plastic parts which are subjected to extreme heat or
ultraviolet (sunlight) conditions will deteriorate more
rapidly than similar parts in less severe service.
1. Brake valve parts.

2. Parking brake valve parts.
3. Relay valve parts.
4. Air governor parts.
5. Retarder control valve parts.
6. Emergency relay valve parts.
Periodically check the following:
7. Emergency brake valve parts.
1. Air inlet piping elbows close to turbochargers

and exhaust manifolds.
8. Quick release parts.

9. Parking brake chamber parts.
2. Air cleaner plastic bonnets.
10. Brake chamber parts (front and rear).
3. Door seals.
11. Engine Valve Clearance - Refer to the engine

manual for the proper inspection, procedures,
and tools.
4. Windshield wiper blades.
12. Brake Discs - Refer to Section J, Brake System,

Brake Circuit Checkout And Adjustment, for
proper inspection, procedures and tools.
P2-22
5. Windshield washer bottle.

6. Plastic covers and caps.
7. Water piping elbows and hoses.
8. Body cushion pads.
P02043
SECTION P3
AUTOMATIC LUBRICATION SYSTEM
INDEX
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-3
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-3
Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-4
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-6
Lubricant Required for System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-6
Air Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-6
Initial Reservoir Fill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-6
System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-6
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-7
Lubrication Cycle Timer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-7
Timer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-7
INJECTORS (SL-1 Series H) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-8
Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-8
Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-8
Injector Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-9
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-10
P03020 05/04
Automatic Lubrication System
P3-1
NOTES
P3-2
05/04 P03020
AUTOMATIC LUBRICATION SYSTEM

OPERATION
The (optional) automatic lubrication system (Figure
3-1) is controlled by an electric timer (2) and an
electrically operated solenoid valve (3). During truck
operation, the timer periodically operates a switch
which energizes the solenoid air valve. As the solenoid valve opens, regulated air enters the pump (6)
air motor, and the pump begins to operate, delivering lubricant through the supply lines to each injector (10). At the same time, as regulated air is applied
to the air motor, regulated air is applied to the vent
valve (5) which keeps the vent valve closed until the
3-way solenoid air valve is de-energized.
After the injectors have cycled, lubricant pressure
rises quickly to 175 kg/cm2 (2500 psi), and the
pump stalls against this pressure. The pump will
remain stalled for a few seconds until the timer
switch contact is broken and the solenoid air valve
is de-energized, shutting off the air supply. Trapped
air exhausts, the vent valve opens, and lubricant
pressure in the supply line (11) is vented back to the
reservoir. The injectors reload and the system is
reset and ready for the next lube cycle.
A switch on the instrument panel allows the operator

or technician to manually bypass the normal timed
operation to initiate a lubrication cycle.
COMPONENTS
The system is comprised of the basic components
listed below plus the necessary hoses and lube
lines (refer to Figure 3-1):
Air Pressure Tank (1)
Lubrication Cycle Timer (2)
3-way Solenoid Air Valve (3)
Air Regulator and Gauge (4)
Vent Valve (5)
Grease Pump & Motor (6)
Grease Reservoir (7)
Lubricant Injectors (10)
FIGURE 3-1. TYPICAL AUTOMATIC LUBRICATION SYSTEM

1. Air Tank
2. 24 VDC Timer
3. Solenoid Valve
4. Pressure Regulator
5. Vent Valve
P03020 05/04
6. Grease Pump
7. Grease Reservoir
8. Injector Manifold
9. Injector Outlet Lines
10. Grease Injector
11. Grease Supply Line

12. Pipe Plug
13. Pipe Plug (or Grease Coupling)
P3-3
Component Location
Figure 3-2 shows the location of the automatic lubrication system major components on the truck and a
typical group of injectors.
Figures 3-3 through 3-5 illustrate each of the injector

groups A, B, and C at various locations on the
truck as shown below and list the specific point
lubricated by each individual injector.
LUBRICANT INJECTOR GROUPS

A. See Figure 3-3
B. See Figure 3-4
C. See Figure 3-5
FIGURE 3-2. SYSTEM COMPONENT LOCATION

1. Lubricant Pump and Reservoir
2. Manual Lubrication Switch
3. 24VDC Timer
4. Fuse Box BT3 (Terminal 12)
P3-4
5. Air Pressure Regulator Valve

6. Solenoid Valve
7. Air Supply Tank
05/04 P03020
FIGURE 3-3. R.H. FRAME RAIL [A]

1. R.H. A Frame, Front
2. R.H. Front Suspension
3. R.H. A Frame, Rear
4. R.H. Tie Rod

5. R.H. Steering Cylinder
6. R.H. A Frame
FIGURE 3-4. L.H. FRAME RAIL [B]

7. R.H. Steering Cylinder
1. L.H. A Frame
8. Center Lever
2. L.H. Steering Cylinder
9. R.H. Tie Rod
3. L.H. Tie Rod
10. L.H. Tie Rod
4. L.H. A Frame, Rear
5. L.H. Front Suspension 11. L.H. Steering Cylinder
6. L.H. A Frame, Front
FIGURE 3-5. REAR FRAME CROSSMEMBER [C]

1. L.H. Hoist Cylinder, Lower
2. L.H. Hoist Cylinder, Upper
3. L.H. Lower Radius Rod, Front
4. L.H. Upper Radius Rod, Lower
5. L.H. Upper Radius Rod, Front
6. L.H. Lower Radius Rod, Rear
7. L.H. Rear Suspension, Lower
8. L.H. Rear Suspension, Upper
9. L.H. Body Hinge Pin
P03020 05/04
10. R.H. Body Hinge Pin

11. R.H. Rear Suspension, Upper
12. R.H. Rear Suspension, Lower
13. R.H. Lower Radius Rod, Rear
14. R.H. Upper Radius Rod, Front
15. R.H. Upper Radius Rod, Rear
16. R.H. Lower Radius Rod, Front
17. R.H. Hoist Cylinder, Lower
18. R.H. Hoist Cylinder, Upper
P3-5
GENERAL INFORMATION
System Priming
Lubricant Required for System

Refer to Lubrication Chart, this section for lubricant
specification and for specific lube points.
Above 0C (32F) - Use No. 2 Molydisulphide
Lubricant.
-32 to 0F (-25 to 32F) - Use No. 1
Molydisulphide Lubricant.
-54 to -32C (-65 to -25F) - Use No. 0
Molydisulphide Lubricant.
Air Pressure Regulator
Normal Operation - regulator output should
be set at 4.2 to 4.6 kg/cm2 (60-65 psi).
Extreme Winter Conditions - regulator output
may be reset to 6.3 kg/cm2 (90 psi).
Initial Reservoir Fill
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 re-prime the system
to eject all entrapped air. To operate the air pump
when priming the lube system, use the manual lubrication switch (2, Figure 3-6) located on the instrument panel in the cab.
1. Fill lube reservoir with lubricant, if necessary.
2. Remove plugs from all injector manifold dead
ends and supply lines.
3. Turn air pump vent plug counterclockwise one
full turn. To expel trapped air between air pump
and supply line connection, run air motor until
grease flows freely from the vent plug. Close
vent plug clockwise.
4. Continue to run air pump until grease flows from
any one plug opening in the system. Replace
plug in this opening.
1. Remove pipe plug (12, Figure 3-1) from upper

portion of lubricant reservoir. This will prevent
damage to reservoir by allowing air to escape
as reservoir is being filled.
5. Repeat step 4 until all lines are full and all plugs
replaced.
2. Clean grease coupler (13) on lower portion of

reservoir.
NOTE: Fill each feed line with grease before

connecting lines to the injector outlets and bearings.
This will prevent having to cycle the individual
injectors once for each 1.0 in. (25 mm) length of feed
line between the injector and bearing fitting.
3. Attach supply hose from external fill source to

coupler (14).
4. Fill reservoir with approximately 60 lbs. (27.24
kg) of grease. When reservoir is filled, grease
will appear at upper pipe plug hole (12).
5. Remove supply hose from grease coupler.
Remove excess grease from coupler. Install
pipe plug (12) and tighten to standard torque.
P3-6
05/04 P03020
SYSTEM CHECKOUT
The automatic lubrication system may be manually
activated using the Manual Lubrication Switch (2,
Figure 3-6) on the instrument panel. If the switch is
depressed, the system will perform one cycle of
operation. The lubrication cycle timer will remain activated for the length of time indicated by the timer
interval selector switch.
Note: Actual switch location may vary depending on
optional equipment installed on the truck.
b. Using a Volt-Ohm meter, read the voltage

between positive and negative posts on the
solid state timer with the truck keyswitch ON.
Normal reading should be 18-26 VDC,
depending upon whether or not the engine is
running.
Timer Adjustment
The timer is factory set for a nominal 2.5 minute (off
time) interval. Dwell time is approximately 1 minute,
15 seconds. A longer interval (off time) is obtained by
turning the Selector knob (3, Figure 3-6) to the
desired position.
NOTE: Set timer by turning the Selector knob (3) to
the 2.5 minute setting point. Then, turn the Selector
clockwise, one detent at a time, to the desired
setting, or until the maximum limit of eighty minutes
is reached.
FIGURE 3-6. MANUAL LUBE SWITCH

1. Instrument Panel
2. Manual Lube Switch
The solid state timer is a sealed unit, do not

attempt disassembly.
Lubrication Cycle Timer Check

To check the timer operation without waiting for the
normal timer setting, proceed as follows:
1. Remove timer dust cover.
NOTE: The timer incorporates a liquid and dust tight
cover which must be in place and secured at all times
during truck operation.
2. Adjust timer to the minimum time interval indicated on the timer faceplate. For example, set
switch (3, Figure 3-7) for 2.5 minute interval
using.
3. The timer should cycle in 2.5 minutes if the
truck is operating.
NOTE: If the timer check is being made on a cold
start, the first cycle will be approximately double the
nominal setting. All subsequent cycles should be
within the selected time tolerance.
FIGURE 3-7. TIMER (TOP COVER REMOVED)

1. Timer Case
2. Red LED (ON Indicator)
3. Timer Selector
4. Voltage checks at the timer should be accomplished if the above checks do not identify the
problem. Refer to Figure 3-9 for an electrical circuit diagram.
a. Insure timer ground connection is clean and
tight.
P03020 05/04
P3-7
INJECTORS (SL-1 Series H)
Injector Specifications
a. 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.
b. Injectors are available in banks of two, three,
four and five as well as single replacement
units.
c. Injector output is adjustable:
Maximum output = 1.31 cc (0.08 in3).
Minimum output = 0.13 cc (0.008 in3).
FIGURE 3-8. TYPE SL-1 INJECTOR (SINGLE)

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 the
injector operation.
d. Operating Pressure:
Minimum - 130 kg/cm2 (1850 psi)
Maximum - 246 kg/cm2 (3500 psi)
Recommended - 176 kg/cm2 (2500 psi)
Maximum Vent Pressure - (Recharge)
42 kg/cm2 (600 psi)
Injector Adjustment
The injectors may be adjusted to supply from 0.13 to
1.31 cc (0.008 in3 to 0.08 in3) of lubricant per injection cycle. The injector piston travel distance determines the amount of lubricant supplied. This travel is
in turn controlled by an adjusting screw in the top of
the injector housing.
Turn the adjusting screw (1, Figure 3-8) 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 (8) just touches the adjusting screw. At
the maximum delivery point, about 9.7 mm (0.38 in.)
adjusting screw threads should be showing.
Decrease the delivered lubricant amount by turning
the adjusting screw clockwise to limit injector piston
travel. If only half the lubricant is needed, turn the
adjusting screw to the point where about 4.8 mm
(0.19 in.) threads are showing. The injector will be
set at minimum delivery point with about 0.22 mm
(0.009 in.) thread showing.
NOTE: The above information concerns adjustment
of injector delivery volume. The timer adjustment
should also be changed, if overall lubricant delivery is
too little or too much. Injector output should NOT be
adjusted to less than one-fourth capacity.
FIGURE 3-8A. INJECTOR (MANIFOLD TYPE)
P3-8
05/04 P03020
Injector Operation
Stage 1.
The injector piston (2) is in its normal or
rest position. The discharge chamber (3) is
filled with lubricant from the previous cycle.
Under the pressure of incoming lubricant (6),
the slide valve (5) is about to open the passage (4) leading to the measuring chamber
(1) above the injector piston (2).
Stage 2.
When the slide valve (5) uncovers the passage (4), lubricant (6) is admitted to the measuring chamber (1) above the injector piston
(2) which forces lubricant from the discharge
chamber (3) through the outlet port (7) to the
bearing.
Stage 3.
As the injector piston (2) completes its
stroke, it pushes the slide valve (5) past the
passage (4), cutting off further admission of
lubricant (6) to the passage (4) and measuring chamber (1). The injector piston (2) and
slide valve (5) remain in this position until
lubricant pressure in the supply line (6) is
vented.
Stage 4.
After venting, the injector spring expands,
causing the slide valve (5) to move, so that
the passage (4) and discharge chamber (3)
are connected by a valve port (8). Further
expansion of the spring causes the piston to
move upward, forcing the lubricant in the
measuring chamber (1) through the passage
(4) and valve port (8) to refill the discharge
chamber (3).
The injector is now ready for the next cycle.
P03020 05/04
P3-9
POSSIBLE CAUSES
TROUBLE: Pump Does Not Operate.

Low air pressure.
Adjust air pressure to 4.2 to 4.6 kg/cm2 (60 to 65

psi), if necessary [6.3 kg/cm2 (90 psi) during cold
weather].
Lube system not grounded.
Correct grounding connections to pump assembly

and truck chassis.
Electrical power loss.
Locate cause of power loss and repair. 24 VDC

power required; be sure keyswitch is ON.
Timer malfunction.
Replace timer assembly
Solenoid valve malfunctioning.
Replace the solenoid valve assembly
Pump malfunction.
Replace pump assembly

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.
TROUBLE: Pump Will Not Prime

Low lubricant supply.
Check lubricant level in reservoir and service reservoir with specified grease until grease weeps from
vent plug.
Dirt in reservoir, pump inlet clogged.
Clean reservoir completely, remove and clean pump

assembly thoroughly.
Air trapped in pump.
Open vent plug counterclockwise with pump running. When grease flows freely from vent, close vent
plug clockwise.
NOTE: System air applied to the lube system air
pump is also applied to the vent valve. When the
pump is operating, air pressure keeps the vent valve
closed and grease is directed from the pump outlet
and to the injectors. When air supply to the air motor
is interrupted, the vent valve opens and supply
pressure vents back to the reservoir.
Safety unloader valve faulty.
Replace safety unloader valve.

NOTE: The safety unloader valve prevents build-up
of excessively high pressure in the lube system
which could damage components. This valve is
factory preset to open between 2644 - 299 kg/cm2
(3750 - 4250 psi). The valve is not serviceable, nor
is it adjustable.
Outlet check valve clogged.
P3-10
Remove check valve from pump outlet, clean thoroughly or replace.
05/04 P03020
POSSIBLE CAUSES
TROUBLE: Pump Will Not Build Pressure

Pump not primed.
See items in Pump Will Not Prime.
Air trapped in lubricant supply line.
Prime system to remove trapped air.
Lubricant supply line leaking.
Check lines and connections to repair leakage.
Vent valve leaking.
Clean or replace vent valve.
Pump cylinder scored, by-passing air.
Repair or replace pump cylinder or pump assembly.
TROUBLE: Injector Indicator Stem Does Not Operate

NOTE: Normally, during operation, the injector
indicator stem (Figure 3-7) 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 air
pump building pressure and then venting.
Replace individual injector assembly.
All injectors inoperative - pump build up not sufficient to cycle injectors.
Service and/or replace pump assembly.
FIGURE 3-9. ELECTRICAL HOOKUP FOR AUTOMATIC LUBE

1. Solid State Timer
2. Manual Lube Timer
3. Harness Assembly
P03020 05/04
4. Air Supply Solenoid Valve

5. Fuse Box, BT3
P3-11
NOTES
P3-12
05/04 P03020
SECTION Q
ALPHABETICAL INDEX
Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . D3-14
AISS Operation . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Air Cleaner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Air Cleaner Indicator . . . . . . . . . . . . . . . . . . . . . N3-4
Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . K3-10
Air Conditioning System . . . . . . . . . . . . . . . . . . N4-8
Component Service . . . . . . . . . . . . . . . . . . . . N4-8
Air Dryer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-4
Air Filtration System . . . . . . . . . . . . . . . . . . . . . C5-3
General Service Information. . . . . . . . . . . . . . C5-3
Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . . K3-10
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . K3-12
Air Intake Troubleshooting. . . . . . . . . . . . . . . . . C5-6
Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1
Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . . K2-7
Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . K2-7
Automatic Shift Control . . . . . . . . . . . . . . . . . . . F6-1
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . . D2-6
Antifreeze Recommendations . . . . . . . . . . . . . . P2-3
B
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Maintenance and Service. . . . . . . . . . . . . . . . D2-4
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . D2-4
Battery Charging System. . . . . . . . . . . . . . . . . . D2-6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Battery Disconnect Switch. . . . . . . . . . . . . . . . . D2-5
Belt, Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Body, Dump. . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Body Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
Body Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Chamber Assembly
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-6
Rear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-10
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . .J2-1
Brake, Emergency . . . . . . . . . . . . . . . . . . . . . . .J2-19
Brake Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . C3-6
Brake Cooling Valve . . . . . . . . . . . . . . . . . . . . .J2-17
Bleeding Procedure
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J4-5
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J4-5
Q01048
Brake, Parking . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1

Brake Treadle Valve Operation . . . . . . . . . . . . J2-23
Brake Treadle Valve Repair . . . . . . . . . . . . . . . . J3-1
C
Cab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Center Case Assembly (Rear Axle) . . . . . . . . . .G5-1
Chamber Assembly
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Charging Procedure
Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Compressor, Air . . . . . . . . . . . . . . . . . . . . . . . . K3-10
Controller Troubleshooting
Automatic Transmission . . . . . . . . . . . . . . . . . D5-1
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7-1
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Crossover Relief Valve. . . . . . . . . . . . . . . . . . . . L4-5
Cylinders
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6
Steering
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-4
Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . L6-5
A-Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . .G3-6
D
Decals (Warnings & Cautions) . . . . . . . . . . . . . . A4-1
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Demand Valve . . . . . . . . . . . . . . . . . . . . . . . . . . L4-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9
Differential Carrier . . . . . . . . . . . . . . . . . . . . . . .G5-7
Drivelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Dryer, Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-4
Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Alphabetical Index
Q1-1
Electrical Connector Location. . . . . . . . . . . . . . D4-13

Electrical System Schematic . . . . . . . . . . . . . . . R1-1
Electronic Accelerator Pedal . . . . . . . . . . . . . . D3-14
Emergency Brake Control Valve . . . . . . . . . . . J2-19
Emergency Steering System . . . . . . . . . . . . . . L4-14
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
Engine Specifications . . . . . . . . . . . . . . . . . . . . . A2-3
Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Hoist Circuit Relief Valve Adjustment . . . . . . . .L10-8
Hoist Lever Linkage Adjustment . . . . . . . . . . . .L10-4
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Hub, Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . R1-1
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . .L3-4
F
Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6
Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Filters
Engine Air Cleaner . . . . . . . . . . . . . . . . . . . . . C5-1
High Pressure . . . . . . . . . . . . . . . . . . . . . . . . . L3-6
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . L3-5
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . F2-36
Final Drive Attachment . . . . . . . . . . . . . . . . . . . .G4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . .G4-4
Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Front Wheel Brakes . . . . . . . . . . . . . . . . . . . . . . J5-1
Front Wheel Brake Cut Out Valve . . . . . . . . . . J2-16
Front Wheel Hub and Spindle . . . . . . . . . . . . . .G3-1
Front Tires & Rims . . . . . . . . . . . . . . . . . . . . . . .G2-4
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
G
General Safety Rules . . . . . . . . . . . . . . . . . . . . . A3-1
I
Instrument Panel & Indicators . . . . . . . . . . . . . N5-21
L
Lubrication and Service. . . . . . . . . . . . . . . . . . . P2-1
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . P2-4
M
Metric Conversion . . . . . . . . . . . . . . . . . . . . . . . A5-1
Mode Change Switches . . . . . . . . . . . . . . . . . D4-44
Monitor Panel Troubleshooting . . . . . . . . . . . . . D6-1
Governor, Air . . . . . . . . . . . . . . . . . . . . . . . . . . K3-10

Grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Q1-2
Alphabetical Index
Q01048
N
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . H4-3
O
Oil Cooler, Transmission . . . . . . . . . . . . . . . . . . F3-3
Oil Specification (Suspension). . . . . . . . . . . . . . H4-3
Oil Strainer, Transmission . . . . . . . . . . . . . . . . . F3-3
Oil Strainer, Brake Cooling Oil. . . . . . . . . . . . . . L3-6
Oiling and Charging Procedure . . . . . . . . . . . . . H4-1
Operating Instructions . . . . . . . . . . . . . . . . . . . A3-19
Operator Cab and Controls . . . . . . . . . . . . . . . . N5-1
Optional Equipment . . . . . . . . . . . . . . . . . . . . . . M1-1
P
Panhard Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-1
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
Pedal
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Planetaries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1
Plates, Warning and Caution. . . . . . . . . . . . . . . A4-1
Pump, Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . L3-3
R
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Range Selector Console . . . . . . . . . . . . . . . . . . N5-6
Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . . . G2-5
Retarder Control Valve . . . . . . . . . . . . . . . . . . . .J2-7
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Rock Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Rod, Tie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3

Safety Valve (Air) . . . . . . . . . . . . . . . . . . . . . . . . K2-7
Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Service Capacities . . . . . . . . . . . . . . . . . . . . . . . P2-3
Slack Adjuster . . . . . . . . . . . . . . . . . . . . . . . . . J2-12
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Specifications
Oil, Suspension . . . . . . . . . . . . . . . . . . . . . . . H4-3
Nitrogen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . P2-4
Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . .G3-1
Standard Value Tables. . . . . . . . . . . . . . . . . . . . A6-1
Steering
Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Circuit Test Procedure . . . . . . . . . . . . . . . . . L10-6
Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . L5-3
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-4
Troubleshooting . . . . . . . . . . . . . . . . . . . . . L10-12
Strainer, Brake Cooling Oil . . . . . . . . . . . . . . . . L3-6
Suspension
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
T
Tank
Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-3
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-4
Throttle Control
Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Tie Rod. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G3-7
Tires
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-4
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-5
Tools, Special. . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Q01048
Alphabetical Index
Q1-3
Torque Table (Standard) . . . . . . . . . . . . . . . . . . A5-2

Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . F2-4
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . F2-17
Transmission Filters . . . . . . . . . . . . . . . . . . . . . F2-36
Troubleshooting
Air Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Electrical System. . . . . . . . . . . . . . . . . . . . . . . D4-1
Monitor Panel . . . . . . . . . . . . . . . . . . . . . . . . . D6-1
Steering Circuit . . . . . . . . . . . . . . . . . . . . . . L10-12
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . D5-1
V
Valves
Automatic Emergency Relay . . . . . . . . . . . . . J2-4
Automatic Retarder Valve . . . . . . . . . . . . . . . J2-15
Brake Cooling Valve . . . . . . . . . . . . . . . . . . . J2-17
Crossover . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-5
Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-4
Q1-4
Emergency Brake. . . . . . . . . . . . . . . . . . . . . . J2-19

Emergency Relay (RE6) . . . . . . . . . . . . . . . . . J2-4
Front Brake Cut-off. . . . . . . . . . . . . . . . . . . . . J2-16
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-3
Hoist Circuit Relief . . . . . . . . . . . . . . . . . . . . .L10-8
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . J2-18
Safety (Air) . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-7
Service Brake Treadle . . . . . . . . . . . . . . . . . . . J3-3
Steering Control (Hydraulic). . . . . . . . . . . . . . .L5-3
W
Warnings and Cautions . . . . . . . . . . . . . . . . . . .
Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . . .
Wheel Hub and Spindle. . . . . . . . . . . . . . . . . . .
Wheels and Tires
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Windshield Washer/Wiper . . . . . . . . . . . . . . . . .
Alphabetical Index
A4-1
A2-4
G3-1
G2-4
G2-5
N3-3
Q01048
SECTION R
SYSTEM SCHEMATICS
INDEX
AIR SYSTEM PIPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HA207
AIR SYSTEM SCHEMATIC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HA208
HYDRAULIC SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HH345
HYDRAULIC SYSTEM PIPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH346
TRANSMISSION CROSS SECTION VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KT-T01
ELECTRICAL WIRING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HE482
R01068
Index
R1-1
NOTES
R1-2
Index
R01068
HA207
May 2000
Air Circuit Diagram
HD785-5LC
UNIT 224, 228 & UP
* NOTE 1
RT
LT
P
LS
R
Right Turn Port

Left Turn Port
Pressure Port
Load Sense Port
Return Oil Port
1

240 kg/cm (3400 psi)
2. Right Steering Cylinder
3. Left Steering Cylinder
4. Wet Disc Brake Oil Cooler
5. Wet Disc Brake Oil Cooling Pump
2000 rpm
1051 lpm (278 gpm)
6. Steering & Hoist Pump
200 rpm
688 lpm (177 gpm)
7. Flow Switch Emergency Steering
8. Right Hoist Cylinder
9. Right Rear Wet Disc Brake
(Retarder)
10. Orifice Plate
31
11. Left Rear Wet Disk Brake

(Retarder)
12. Brake Control Valve (BCV)
(No oil flow 128 PSI Relief
when brakes are applied)
13. Orifice
14. Left Hoist Cylinder
15. Hydraulic Tank Oil Filters
3 elements - 30 micron
Bypass 1.27 kg/cm (18 psi)
16. Brake Cooling Oil Tank (Rear)
17. Steering & Hoist Tank
18. Bypass Valve for Filters
1.27 kg/cm (18 psi)
19. Steering Oil Cooler Orifice
20. Snubber Valve
21. Hoist Valve

22. Hoist Relief Valve
210 kg/cm (3000 psi)
23. Steering Relief Valve
210 kg/cm (3000 psi)
24. Demand Valve
SAL025 24 gpm 3500 RPM
26. Steering Oil Cooler
27. Inline Filter
29. Hoist Strainer
30. Steering Strainer
31. Brake Cooling Oil Strainer
HH345
March 2004
Hydraulic Schematic
HD785-5LC
UNIT 224, 228 & UP
8
9
10
NOTE
1
RT
LS
P
LT
28
27
25
29
11
12
20
26
19
13
14
30
Tube
18
Hose ( Flange )
Hose ( Low Pressure )
Block
24
23
22
21
Coupling
17
16
15
HH346
May 2000
HD785-5LC
UNIT 224, 228 & UP
Hydraulic Piping
( Steering, Hoist
& Brake Cooling )
www.komatsuamerica.com
Komatsu America Corp.

2300 N.E. Adams Street Peoria, IL 61639 Phone: 309-672-7577 Fax: 309-672-7072
Copyright 2004 Komatsu

Printed in U.S.A.

Shop Manual HD785-5 CEBD013800

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CEBM013800

Diesel engine exhaust, some of its constituents, and certain vehicle

This ALERT symbol is used with the signal words,

DANGER identifies a specific potential hazard WHICH WILL

WARNING identifies a specific potential hazard WHICH

CAUTION is used for general reminders of proper safety

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

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

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

KOMATSU HD785-5LC DUMP TRUCK

MAJOR COMPONENTS AND SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1

GENERAL SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1

WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1

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

STANDARD VALUE TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1

MAJOR COMPONENTS AND SPECIFICATIONS

The KOMATSU HD785-5LC Truck is powered by a

The HD785-5 is equipped with full hydraulic power

FINAL DRIVE ASSEMBLY

The Operator's Cab is spacious and comfortable with

Hydro-pneumatic suspension cylinders are used at

The electronic display/monitoring panel displays the

Major Components and Specifications

HD785 MAJOR COMPONENTS

Major Components and Specifications

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

Engine . . . . . . . . . . . . . . 140 . . . . . . . . . . . . . . (37)

Rated 807 kW (1082 SAE Brake HP) @ 2000 RPM

Cooling System . . . . . . . 228 . . . . . . . . . . . . . . (60)

Flywheel . . . 777 kW (1042 SAE HP) @ 2000 RPM

Fuel Tank . . . . . . . . . . . 1250 . . . . . . . . . . . . (330)

Max. Torque . . 4631 N.m (3415 lb-ft) @ 1400 RPM

Transmission . . . . . . . . . 125 . . . . . . . . . . . . . . (33)

Steering & Hoist System 248 . . . . . . . . . . . . (65.5)

Automatic Electronic Shift Control

Brake Cooling System . . 366 . . . . . . . . . . . . . (96.6)

Lockup Clutch . . . . . . . . . . . . . . . Wet, Double-disc,

Final Drive Case . . . . . . . 250 . . . . . . . . . . . . . . (66)

Torque Converter . . . . . . . 3-Element, Single-stage,

Transmission . . Planetary Gear, Multiple Disc Clutch,

The steering/hoisting and retarder cooling circuits are

Max Travel Speed . . . . . . . . . 61.9 Km/h (38.5 MPH)

Hydraulic Pumps . . . . . . . . 2-Separate Gear Pumps

FINAL DRIVE ASSEMBLY

Retarder Cooling - Flow rated at 2000 RPM

Major Components and Specifications

OVERALL TRUCK DIMENSIONS

Service Brakes Continued

Loading Height . . . . . . . . . . . . . . . . . 4.29 m (14' 1")

Overall Length . . . . . . . . . . . . . . . 10.62 m (34' 10")

Based on SAE 2:1 Heaped . . . . . . 60 m3 (78 yds3)

Min Turning Radius . . . . . . . . . . . . . 10.5 m (34' 5")

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

EMPTY . . . . . . . . . . . Kilograms . . . . . . . Pounds

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

Front Axle . . . . . . . . . . 33 568 . . . . . . . . . 74,005

Rear Axle . . . . . . . . . . . 36 365 . . . . . . . . . 80,173

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

Total . . . . . . . . . . . . . . . 69 993 . . . . . . . . 154,178

. . . . . . . . . . . . . . . . . . . . . . . . .Separable Tire Rims

DUMP BODY CAPACITY (Standard)

LOADED (100 Ton PAYLOAD)

Struck . . . . . . . . . . . . . . . . . . . . 38.6 m3 (50.5 yds3)

Heaped @ 2:1 (SAE) . . . . . . . . 60.1 m3 (78.7 yds3)