National Service Managers Meeting

September 18 & 19 , 2002

Internal Combustion Products
Clark Simpson
&
Mike Michalski

Gen 2 Product

New Cushion Model Cooling System

* 5 Row Construction
* In Tank, 13 plate oil cooler eliminates dirt trap between radiator & oil
cooler
* 4 1/2 inch thick .7 fins per inch 5 rows of tubes
Implementation began with :
C232l- 0001-9582
C232G-0001-9583

New Standard Production Cooling System

New Cooling System Field Kit

Field Kit applicable for paper , textile or any dusty dirty environment
Shell openings with screen mesh inserts,
Engine compartment with air dams
Full belly pan
This kit is in the final development stages and will be made available when complete.

New Cooling System Field Kit

Upper air dam

View of air dam from top and bottom

Lower air dam

Top

Bottom Left

Bottom Right

New Cooling System Field Kit

Installation of the
belly plate

RememberThis kit is not available yet, it is in the development stage only!

Inching Cable

Cable cuts into housing and creates

additional friction resulting in
excessive resistance in the pedal
effort and eventually causes cable
failure

8002011

Inching Cable
Inching Cable 8002011 (22.201)is being serviced with a new part,
933609, this part is larger in diameter and it may be necessary in
some cases to enlarge the mounting bracket opening on the cowl.
See Picture #1.

An interim cable (8002482) was introduced in truck Serial Numbers :

P232L-0323-9572;P232G-0008-9573;P232D-0270-9574;C232L-0687-9575;C232G-0004-9576
The new inching cable (8002530) was introduced in truck Serial Numbers :
P232L-0470-9572;P232G-0020-9573;P232D-0422-9574;C232L-0177-9582;C232G-0003-9583

The notch in the Inch cable bracket on the

transmission end is sufficient for the larger
diameter cable and should not require
rework.

Inching Cable History

Inching Cable 8002011 is the original inching cable as released. It
has an unshielded cable .

8002011

It is being serviced by part number 933609. It has a cable with a

bonded coating on the cable as well as a sheath between it and the
outer cover plus a dirt seal at the end of the threads. In addition it is
filled with a silicone lubricant. It does not have a boot on it. This part
was released to implement something immediately after the problem
was identified. Production trucks were manufactured with new
components from the original vendor.

933609

Inching Cable History

Improved interim version has a bonded coating on the cable to prevent
sawing effect of cable.

8002482

A final version was released (8002530)and has both a bonded

shield on the cable and a sheath for it to slide in.
All of the 800XXXX numbers are serviced with 933609
Protective sleeve

Bonded coating

8002530

Forward / Reverse Diode Failure

We have been experiencing failures of the Forward diode. The actual cause
has not been determined yet but we have incorporated a higher amp diode
in the meantime.
The plug in diodes are found externally on the wire harness are part number
8001707( which is black in color). We have crossed this over to part number
8001798 which is a 5 amp diode (which is yellow in color)
This is the bottom of the Center
cowl cover

3 Amp 5 Amp

Forward / Reverse Diode Failure

Radiator Overflow Bottle Cap Leakage

NUMBER: TI-4019-000
DATE: JUNE 25, 2002
SUBJECT; 800311 Bottle-Reservoir on P232 & C232 Trucks
DICUSSION:
800311 is no longer available. In order to replace 800311 Bottle-Reservoir,
it will be necessary for you to order and install the following items.
8001248

Bottle-Reservoir 1 Ea.

8001249

Cap-bottle

1 Ea.

8001250

Hose- Pick Up

1 Ea.

8001251

Hose-Overflow

925724

Hose Clamp

1 Ea.

Effective with Serial Numbers:

C232L-0035-9582
P232D-0303-9574
P232L-0372-9572

1 Ea.

Reference: ECO 502069 , SCN 01163K

Old bottle leaked out cap

Tilt Anti-Stall Introduction in Hydraulic Valve

Section Identification = BA
Implemented November 2001

Effective with Serial Numbers:

C232L-0574-9575
P232D-0147-9574
P232L-0209-9572

orifice size is 1.2mm

Gen 2 Brake repairs

When performing a brake job in which you
replace the brake shoe linings there are several
critical areas. First is the drum to lining
clearance, and the second is the burnishing
operation.
1. Re-machine the drums to the surface finish
that is specified on new drums, (125
Microinch.)
2. The brake lining to drum clearance should
be set at .004 to .014 gap however, for the
burnish operation I suggest setting the shoe to
drum gap to a light interference to a minimum
of .002 gap so that there is good contact
during the burnish operation.
(My preference after burnishing is to the low
side of the tolerance. .004 to .008)

Gen 2 Brake repairs

3. Burnishing should be done as follows:
A.Run the truck forward and backward 30 to 50 feet while
applying the brakes to create a medium pedal effort. Truck
speed approximately 1.5 MPH.
B.Run the truck until the external drum temperature reaches
300 deg. F. This will take approximately 20 minutes. Stop the
truck, and allow the brakes to cool, approximately 10 minutes.
Repeat running with brake drag to 300 F. drum temperature and
cooling for three cycles.
If possible measure the drum temperature with an infrared
thermometer by pointing at the edge of the drum where it
comes inside the tire. If not, you can get temperature sticks or
adhesive type temperature indicators at most weld shops.

Tail Light Lens Melting

Brake light assembly part # 8001591 change level C
changed the stop light bulb from a 23W/8W bulb (926708) to
a 21W/5W bulb (925517). It was implemented 04/02/02

Dash Pod
I am sure most of you are aware of Field Fix 644 which was released to address
several problems related to regarding the Gen2. I would like to go over the history
of these issues as there appears to be some misconceptions regarding the dash pod.

Dash Pod
Field Fix 644
1. This upgraded Pod incorporated components that protect the pod from burn out
due to voltage spikes encountered while jump starting and / or charging the battery.
It will also significantly reduce the current required for the monitoring function of
the parking brake and the headlight reminder.
2. This upgrade also eliminated the flashing of some or all of the dash lights during
repeated horn beeps. A filter was added to the horn circuit to eliminate this.
3. The strobe light turn on was changed from a manual turn on with the dash pod
buttons to an automatic turn on with the key switch. It also reduced the head lamp
turn off to 5 minutes after the truck was turned off.
4. The balance of the Field Fix was to address some assembly issues with the
mechanical portion of the truck

Dash Pod
Current Draw
The Field Fix , FF644 replaced the Pod , but did not totally eliminate the current
draw. The original Pod had an approximate 120 mA draw. The pod installed
with the Field Fix reduced that to approximately 70 mA. There is enough draw
to drain a battery in approximately 28 days. If your unit is going to sit,
disconnect the battery negative.
Please note: if the battery negative is disconnected, it will take approximately 58 seconds for the unit to check all the systems the first time the key is activated
after a battery disconnect.
Also anytime the battery is disconnected than reconnected, the dash lights will
flash momentarily and the horn will chirp.

Dash Pod
LPG Fuel Indicator
There have been inquiries as to LPG fuel gauges not working. The information as
supplied in SM 661 pertaining to this is:

All 3 Green LEDs will light up when LPG tank pressure is above 40 PSI and 1 red
LED will turn on and flash when pressure is below 40 PSI. (Refer to SM 661
Group 13 Section 4 Page 2)

Dash Pod
Service Interval Time

LED will illuminate when the pre-set service

time is reached and a PM is required.
Pre-set service time setting method is
initialized by Key on + FWD Direction
selected + F1 or F2 F1 is for up set and F2
is for down set. (Set interval is 50 hours ).
When the key switch is turned off , the pre-set
service time is saved.
Pre-set service time is count down , opposite
to operating time.
To disable the pre-set function, set to 1000.

Dash Pod
Erratic Pod Operation
Before changing the POD, please try removing the red rubber gasket from the
connector. We have found that many times when the pod was changed out during
the Field Fix, the connector was not properly seated and the screw did not draw the
connector up into position correctly. By removing the gasket totally, you can verify
that all the pins are correctly seated. This is used only for troubleshooting of the pin
connections and is not intended to be a permanent fix. The gasket should be
replaced and the connector properly seated and tightened.

Dash Pod
Key Switch Start Delay
All trucks manufactured up to very recently incorporated a time delay of about 1 to
1-1/2 second which was due to the test cycle of the dash pod circuitry.
This was recently revised and now there is no delay. It is obvious whether or not
you have the update. In addition you can look at the serial break on the tag on the
back of the pod. Pods with a Lfd. Nr. of 2223 or higher incorporate this change.
If the battery is disconnected, there will be an extended delay the next time the key
switch is activated. It may take 8 to 10 seconds for the entire dash to run through its
test cycle.

Future Pod Changes

Engineering is presently working with the vendor on the development of a 16 bit

processor which will reduce the current draw to a negligible amount. This
improvement should be available for production sometime the first half of 2003. We
will be field testing prototypes sometime prior to that.

Maintenance Practices

GEN2 Was built with retainers

CMP 450 Series

CMP 450 Series

CMP 450 Transmission Issues
ProblemOil coming out of breather after long runs.
SolutionRemove converter relief pressure check ball and spring from housing (see
next slide) . The check ball creates back pressure and can stick, causing reduced
cooling oil flow.
If this does not resolve the problem refer to transmission bearing failure
(Following Slides)

CMP 450 Series

CMP 450 Transmission Issues
ProblemSome trucks built prior to Serial Number CMP450D 0450 6877 and
CMP450L 0034 6878 may exhibit short transmission life. It is possible that some
trucks were assembled with clutch shaft bearings adjusted too tightly .
SymptomsThe indications that the transmission has damaged bearings are:
*Oil coming out of breatherMetal particles will damage the charge pump and
cooling flow will be reduced. When the truck is driven on long runs or high duty
cycles, the oil in the torque converter overheats and boils, pushing oil out of the
breather. (Also see information on converter pressure relief spring and ball)

CMP 450 Series

CMP 450 Transmission Issues

*Low Lube PressureWhen the charge pump is worn, flow in the lube circuit is
reduced. The pressure recorded at port G should be at least 25 psi.
*Metal on the StrainerAs the bearings fail, metal will clog the charge pump
strainer, causing reduced pump flow.

CMP 450 Series

CMP 450 Transmission Issues
SolutionFailed transmissions should be replaced with a Clark Remanufactured
transmission 930234REM. This transmission is very difficult to rebuild and obtain
correct bearing adjustment. Factory rebuilds also have extensive modifications to
improve service life:
Increased cooling oil flowPassages in the transmission case, converter housing,
stator support, and input shaft are enlarged to increase cooling oil flow.
Reduced pressure in the torque converterThe enlarged oil passages along with a
reworked lube relief spool reduce the pressure in the torque converter.
Improved torque converter927640REM is used in all rebuilds and has a hardened
inner race in the overrunning clutch.

CMP 450 Series

CMP 450 Transmission Issues
The basics of the Factory remanufactured transmission program are:
1. Transmission warrantyRemanufactured transmissions carry the
following warranty:
The balance of any remaining new truck warranty or 6 months
from date the transmission shipped, whichever is longer.
2. The core transmission must be returned for credit, however, debit will
not be processed for 30 days after shipment of the remanufactured
transmission. Damaged cases will reduce the amount returned.
3. Installation is the responsibility of the dealer. If damage occurs
attributable to faulty installation, failed cooling system, improper or
contaminated fluid, warranty is void.
4. Price includes shipping charges of remanufactured unit to the dealer,
dealer is responsible for return shipment of core unit.

CMP 450 Series

CMP450 Brake System
Problem:Customer Complaint of low but firm brake pedal on first application of pedal. Second
application results in higher pedal. First stroke of pedal is approximately 95mm (3.75) and second
stroke is 50mm (2.0:)

Solution: Check pedal adjustment per enclosed procedure and adjust if necessary.

Problem:If the pedal goes to the floor, and the fluid is draining off the master cylinder reservoir, the
problem is the result of seal leakage at either of the axle end piston seals. (22.712 or 22.713)

Solution:Remove the plugs from the bottom of the axle ends and allow to drain. Fill master
cylinder and pump brake pedal. Watch to see which axle leaks fluid out of plug opening. You may
need to fill master cylinder and pump brakes several times.
.

CMP 450 Series

Page 1 of 10

CMP 450 Series

t Plate = 927709 is 4.0 mm (.157)

927710 is 3.5mm (.138)
927711 is 4.5 mm (.177)
927712 is 3.75mm (.148)

t Plate

Page 2 of 10

CMP 450 Series

20.104 927663 Spring retainer

22.711 927652 Spring 4x
22.712 929558 Seal
22.713 929557 Seal

Be careful when removing springs so

spring retainer ring ( 20.104) is not
damaged.

Page 3 of 10

CMP 450 Series

H

The thickness of plate t is developed by taking measurements between the

components and ultimately achieving an .047 .005 inch dimension between the
t plate and the piston face. This .047 .005 is identified as the D dimension. D
is determined by subtracting H from C . This dimension can be adjusted by
different thickness t plates. See next page for instructions.
D = (C - H) = .047

Page 4 of 10

CMP 450 Series

The H dimension is determined by subtracting the A

dimension from the B dimension. The result needs to be
.047 .005

Page 5 of 10

CMP 450 Series

Measure the distance between the axle

housing flange surface and the piston
surface C.
It works best to use a straight edge and measure from
flange surface to piston face. Make sure piston is fully
retracted.

Page 6 of 10

CMP 450 Series

Measure the distance between ring gear flange

surface of the axle hub assembly and
assembling surface B

Page 7 of 10

CMP 450 Series

Measure the distance between assembled plate

surface and assembling surface A
When measuring the A dimension, make sure the disc
stack is fully retracted.

Page 8 of 10

CMP 450 Series

When disassembling, make sure the spacer does not

come off the shaft and remain in the housing.

When reassembling, note the taper on the ID

of the spacer. It matches the taper of the shaft.

It is not necessary to disassemble the

axle end completely.

Page 9 of 10

CMP 450 Series

When installing the piston seals into to the housing, you
must first stretch the seal slightly to insure it stays firmly
in the groove while you install the piston. Generously
lubricate the seals with transmission fluid 2776236.

If the seal is not stretched and firmly held in the groove, it

is very likely it will be cut upon installation of the piston.
Pay close attention to the top part of the seal as that is
where it tends to droop. After installation of the springs, it
is a good idea to lightly apply the brakes to see if you
have a seal leak. Do not press too hard on pedal , only
enough to more the piston slightly. After complete
installation , and bleeding, you can fully apply the brakes
to observe if there is any leak down.

Cut piece of
the seal

Page10 of 10

CMP 450 Series

CMP 450/570 Tilt Chatter
ProblemNewer style Vickers lift/tilt valve uses an
external counterbalance valve. The counterbalance valve
can become sticky and cause the tilt to chatter during
forward tilt. Also the spring that retains the check ball can
break, causing damage.
SolutionReplace 903535 Counterbalance Valve with
1232538 Counterbalance Valve and remove the check ball
spring at installation. If not available, just remove the
spring from existing valve.
CAUTION: Only remove the spring , DO NOT REMOVE
THE BALL!

CMP 450 Series

CMP 450/570 Tilt Chatter

These 2 connections must

be removed for access To
the counterbalance valve

Remove
nt
Cou

erb

ala

V
nce

alve

CMP 450 Series

CMP 450/570 Tilt Chatter

Remove the check ball spring only!

CMP 570 Series

CMP 570 Series

ProblemIn dusty environment, dirt enters the brake reservoir, migrates
to the inching master cylinder, then to the inching slave cylinder. The
housing in the inching slave cylinder becomes slightly scored, and
transmission fluid seeps into the inching system. The seals in the inching
cylinder then swell, and prevent the piston in the master cylinder from
completely returning. The transmission stays in the inching mode with
reduced clutch pressure. The net result is transmission slippage in the
higher gears, especially during hot weather or high duty cycles with
elevated transmission fluid temperature.
SolutionInstall 1813240 Inching conversion kit. This kit provides parts
and instructions to convert the fluid in the inching system the same as
transmission fluid, and also makes a closed system. A new piston is
provided to convert the master cylinder seals to be compatible with
hydraulic oil. A small flow of oil from the transmission cooler return is
supplied to a reservoir on the master cylinder, and then back to the
transmission. The reservoir is sealed and has flow supplied while the
engine is running.

CMP 570 Series

New Inching piston

CMP 570 Series

CMP 570 Series

Clark Simpson design

reservoir

Pinch return
line to bleed

CMP 570 Series

CMP 570 Transmission Slippage
Diagnosing the Cause
ProblemLeakage in the Modulator or Inching
Circuits causes low clutch pressure. It is difficult to
know whether the cause is from leakage in the
controls or from internal leaks in the clutches.
SolutionRemove the Modulator Assembly and
install a in. long 3/8-24 UNF Allen Set screw into
the Shuttle Valve at Port C. Reinstall the modulator.
Measure the pressure in forward and reverse. If
pressure is restored to the correct 240 to 280 psi, the
problem is not internal in the transmission, but
leakage in the modulator or inching circuit. Look for
leakage in the modulator housing at M, damaged
O-rings, inching valve seat, or the inching valve not
returning completely.

CMP 570 Series

Remove the Modulator

Assembly and install a
in. long 3/8-24 UNF Allen
Set screw into the Shuttle
Valve at Port C

CMP 570 Series

Modulator Assembly

Modulator Piston

Port A

Cavity E

Port B
Orifice D
Port C

Check for leakage in

the modulator housing
at M, damaged Orings, inching valve
seat, or the inching
valve not returning
completely.

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series

CMP 570 Shifter Clamp Breakage

ProblemWhen the clamp 4201625 is fully

tightened, the shifter and turn signal switch assembly
is not tight on the steering column. The alignment
peg takes all the push and tug from working the
shifter and breaks easily.
SolutionRemove the two spacer bars from the
Turn Signal Switch Assembly 931029, and bolt the
shifter directly on to the turn signal switch using two
3GM00530 screws. Tighten the screws until the
shifter and switch are securely squeezing the steering
column.

CMP 570 Series

CMP 570 Shifter Clamp Breakage

The alignment peg takes all the push and tug from
working the shifter and breaks.

CMP 570 Series

CMP 570 Shifter Clamp Breakage

44.288 - (4201625) Adapter , Electric

Gear Selector

CMP 570 Series

CMP 570 Shifter Clamp Breakage

Remove the two spacer bars from the Turn Signal

Switch Assembly 931029

CMP 570 Series

CMP 570 Shifter Clamp Breakage

Bolt the shifter directly on to the turn signal switch

using two 3GM00530 screws. Tighten the screws
until the shifter and switch are securely squeezing the
steering column.

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series

Failures of the rear engine mount . Old part 927398 has been replaced by
933619.
Future production with have different style mounts and are not
interchangeable with current production.

CMP 570 Series

Rear engine rubber mounts failing
Original part 925326 was crossed to 8022242. This cross has been
undone and is back to 925326. The original failures of this part was due
to the bracket failure not poor quality.

CGP 460 & CGC 470 Series

CGC60-70

CGC40-50

CGP40-55

CGP 460 & CGC 470 Series

Genesis 1 - Starter Bolts or Engine Ear Breaking

Primarily on units with 4.3 Liter engine , some units experience starter bolt failure and in
extreme cases, the starter mounting ear on the engine cracks off.
At the present time it has been determined that this is caused by insufficient torque on the
starter bolts. These bolts should have 30 Lbs. / Ft. torque applied.
If you have a unit which is experiencing bolts loosening, first of all install new bolts with a
27E6 washer under the head of the bolt, then correctly torque it. Follow up at each PM
with a torque check on them.
Note: Previously recommendation was 50 Lbs.. /ft torque. This has been revised.

CGC/P 365 Series

CGC/P 365 Series

Mits engine units that are ingesting dirt into starter
one of the biggest contributors of the dirt is the opening between the dust
shield and the flywheel cover.
There is a newly released shield with a foam seal going into production
on the GEN2 , however for Genesis units already in operation sealing
this area with silicone will suffice.
We do have 6 pieces available for field test. These are at no charge , we
only require some feed back.

Dirt is entering
here

Silicone

M Series
Korean seat quality.

Korea vendor quality indicates they have been

working with their seat vendor and will be
implementing a higher quality seat beginning in
mid October production. This new seat will be
identified by a new part number.
CMP570-1017-6877

C232L-0683-9575

C232L-0063-9582

CMP 570-0273-6878

M Series
CMP 450 & 570 Starter
P r o b lem S low c ranking speed, difficu lt c o ld
weather starting, short starter life on D iesel E n g ines.
S o lution T w o d ifferent gear reduction starters have
been used, 9 0 4 4 0 5 a n d 2 7 4 3 5 3 6 .
R e p lace either of
these w ith h e a v ier d u ty, high
torque 37 M T D elco starter, C lark N o . 1 7 6 7 1 2 0 .
N e w b a ttery cables are required ; a new g r o u n d c a b le
fro m b a ttery to engine block, 933820, one from the
fram e to the engine block, 933821, and a new
p o sitive cable, 933819.
A m a g n e tic sw itch, 551530, is added to protect the
ignition sw itch. W i r e s 9 3 3 8 2 2 a n d 9 3 3 8 2 3 c o n n e c t
the m a g n e tic sw itc h to the starter and truck w irin g .

CDP 100/160

CDP 100/160

Thanks for inviting us

Clark & Mike