HD 785 - 5LC CEBD013800 Shop Manual PDF

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 knowl-
edgeable 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 gen-
eral 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 man-
ufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service
parts and/or warranty consideration.
The Gross Vehicle Weight (GVW) is what determines the load on the drivetrain, frame, tires, and other compo-
nents. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight
(GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload.
To determine allowable payload: 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 man-
ual to alert the reader to hazards arising from improper
operating and maintenance practices.
“DANGER” identifies a specific potential hazard WHICH WILL

RESULT IN EITHER 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 precau-
tions are not taken.
“CAUTION” is used for general reminders of proper safety

practices OR to direct the reader’s attention to avoid unsafe
or improper practices which may result in damage to the
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 The HD785-5 is equipped with full hydraulic power
Komatsu SAA12V140ZE-2 diesel engine. steering. The system includes an electric motor
driven pump which automatically provides emer-
gency power if the steering pump hydraulic flow is
reduced below an established minimum.
TRANSMISSION
The TORQFLOW transmission assembly consists of BRAKE SYSTEM
a 3-element, single-stage, two-phase torque con-
Depressing the brake pedal actuates front and rear
verter driving a planetary gear, hydraulically-actuated
air-over-hydraulic service brakes. The front service
multiple disc clutch transmission which is force-lubri-
brakes are caliper disc type. The rear service brakes
cated for optimum heat dissipation.
are oil-cooled, multiple-disc brakes (acts also as
The TORQFLOW transmission is capable of seven retarder).
(7) forward speeds and one (1) reverse gear. Auto-
matic 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. 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 col-
umn. These brakes are automatically activated when
FINAL DRIVE ASSEMBLY the engine speed exceeds the rated revolutions of
The final drive consists of a plug-in differential with the shift position.
planetary wheel drives.
OPERATOR'S CAB SUSPENSION

The Operator's Cab is spacious and comfortable with
Hydro-pneumatic suspension cylinders are used at
wide windows all around for excellent visibility. All
each wheel to reduce shock and provide riding com-
pedals, controls and instruments are arranged for
fort for the operator and machine stability.
maximum efficiency and ease of operation.
The electronic display/monitoring panel displays the
current status of the truck's operating systems. Audi-
ble alarms and indicator lights warn the operator of
system malfunctions.
A02051 09/00 Major Components and Specifications A2-1

HD785 MAJOR COMPONENTS
A2-2 Major Components and Specifications 09/00 A02051

SPECIFICATIONS
ENGINE SERVICE CAPACITIES
Komatsu . . . . . . . . . . . . . . . . . . . . SAA12V140ZE-2 . . . . . . . . . . . . . . . . . . . . Liters . . . . . . U.S. Gallons
Number of Cylinders . . . . . . . . . . . . . . . . . . . . . . . 12 Engine . . . . . . . . . . . . . . 140 . . . . . . . . . . . . . . (37)
Operating Cycle. . . . . . . . . . . . . . . . . . . . . . 4-Stroke (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
Steering & Hoist System 248 . . . . . . . . . . . . (65.5)
TORQFLOW TRANSMISSION Tank Only . . . . . . . . . . . 145 . . . . . . . . . . . . . (38.3)
Automatic Electronic Shift Control Brake Cooling System . . 366 . . . . . . . . . . . . . (96.6)
. . . . . with Automatic Clutch Modulation In All Gears. Tank Only . . . . . . . . . . . 248 . . . . . . . . . . . . . (65.5)
Lockup Clutch . . . . . . . . . . . . . . . Wet, Double-disc, Final Drive Case . . . . . . . 250 . . . . . . . . . . . . . . (66)
. . . . . . . . . . . . . . . . . . . . . . Activated in F1-F7 gears. (Differential & both planetaries)
Torque Converter . . . . . . . 3-Element, Single-stage,
HYDRAULIC SYSTEM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two-phase
Transmission . . Planetary Gear, Multiple Disc Clutch, The steering/hoisting and retarder cooling circuits are
independent circuits. Load sensing steering system
. . . . . . . . . . Hydraulically Actuated, Force-lubricated
controls the flow to the steering circuit in accordance
Speeds . . . . . . . . . . . . . . . 7 Forward, 1 Reverse 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 ASSEMBLY
Retarder Cooling - Flow rated at 2000 RPM
Final Drive . . . . . . . . . . . . . . . . . Plug-in Differential . . . . . . . . . . . . . . . . 1001 l/min. (264 U.S. gal/min.)
. . . . . . . . . . . . . . . . . . . . with Planetary Wheel Drive
Hoist Control Valve. . . . . . . . . . . . . . . . . Spool Type
Reduction Ratios: Positions. . . . . . . . Raise, Hold, Float, and Lower
Bevel Set . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.47:1
Hydraulic Cylinders
Planetary Final Drive . . . . . . . . . . . . . . . . . . 6.50:1
Hoisting . . . . . . . . . . 2-Stage Telescoping Piston
Total Reduction . . . . . . . . . . . . . . . . . . . . . 22.54:1
Steering . . . . . . . . . . . . . . . Double Acting Piston
Relief Valve Setting . . . . . . . 210 kg/cm2 (3,000 psi)
ELECTRIC SYSTEM
SERVICE BRAKES
Batteries (series/parallel). . . . 4 x 12V / 200 Amp Hr.
Actuation: . . . . . . . . . . . . . . . . . . Air-Over-Hydraulic
. . . . . . . . . . . . . . . . . . . . . 1450 Cold Cranking Amps
Front . . . . . . . . . . . . . . . . . . . . Caliper Disc Brakes
Alternator . . . . . . . . . . . . 24 Volt, 75 Ampere Output
Rear . . . . . . . . . . . . . . . . Oil-Cooled, Multiple-Disc
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt . . . . . . . . . Act as both Service and Retarder Brakes
Starter . . . . . . . . . . . . . . . . . . . . . (1) 24 Volt Electric Retarder Brakes:
Normally Applied . . . . . . . . . Manually By Operator.
Automatically Actuated. . . . . . . . . . . . . . . . . . . . . . . .
AIR SYSTEM when engine speed exceeds the rated revolutions of
Compressor . . . .0.85 m3/min . . . . . . . . . . (30 cfm) the shift position for the transmission.
(Service Brakes - continued on next page)
A02051 09/00 Major Components and Specifications A2-3

Service Brakes Continued OVERALL TRUCK DIMENSIONS
Loading Height . . . . . . . . . . . . . . . . . 4.29 m (14' 1")
Parking Brake: . . . . . . . Spring-loaded, Caliper Disc
. . . . . . . . . . . . . . . . . . . . . . Actuates On Drive Shaft Minimum Clearance Height (Empty). 5.27 m (17' 3")
Emergency Brakes: Overall Length . . . . . . . . . . . . . . . 10.62 m (34' 10")

An emergency relay valve actuates the brakes auto- Maximum Width . . . . . . . . . . . . . . . . 5.68 m (18' 7")
matically should air pressure in the air tank drop
below a pre-set value. Manual operation is also pos-
sible. WEIGHT DISTRIBUTION
STEERING Based on SAE 2:1 Heaped . . . . . . 60 m3 (78 yds3)
Min Turning Radius . . . . . . . . . . . . . 10.5 m (34' 5") (w/Komatsu SAA12V140ZE-2 Engine, 27.00R49
Tires)
Automatic Emergency Steering . . . . . . . Standard
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)

. . . . . . . . . . . . . . . . . . Kilograms . . . . . . . Pounds
Struck . . . . . . . . . . . . . . . . . . . . 38.6 m3 (50.5 yds3)
Front Axle . . . . . . . . . . 54 102 . . . . . . . . 119,275
Heaped @ 2:1 (SAE) . . . . . . . . 60.1 m3 (78.7 yds3)
Rear Axle . . . . . . . . . . . 112 366 . . . . . . . . 247,725
Total * . . . . . . . . . . . . . 166 400 . . . . . . . . 367,000
*Not to Exceed 166 400 kg (367,000 lbs.) Includ-
ing Options, Fuel & Payload
OVERALL TRUCK DIMENSIONS

All dimensions shown are with 27.00-49 tires.
A2-4 Major Components and Specifications 09/00 A02051

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

BEFORE STARTING ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Safety At Worksite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
In Operator's Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Ventilation For Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
In Operator's Cab - Before Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Work Under The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Keep The Machine Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Rules To Follow When Adding Fuel Or Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Radiator Water Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Use Of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Precautions With The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Handling High-Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Precautions With High-Pressure Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Precautions When Carrying Out Maintenance At High Temperature Or High Pressure . . . . . . . A3-16
Rotating Fan And Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16
Waste Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-23
Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-23
Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-24
Starting The Engine In Cold Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 General Safety and Operating Instructions 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.

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.

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.

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.

PRECAUTIONS DURING OPERATION
BEFORE STARTING ENGINE
Prevention is the best safety program. Prevent a potential accident by knowing the employer's safety require-
ments 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.

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 truck’s 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!

• 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.

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.

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.)

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.

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.

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.

• 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.

• 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.

TIRES Storing Tires After Removal
• As a basic rule, store the tires in a warehouse
Handling Tires
which unauthorized persons cannot enter. If the
If tires are not used under the specified conditions, tires are stored outside, always erect a fence
they may overheat and burst or be cut and burst by around the tires and put up “No Entry” and other
sharp stones on rough road surfaces. This may lead warning signs that even young children can
to serious injury or damage. understand.
• Stand the tire on level ground, and block it
To maintain safety, always keep to the following con-
securely so that it cannot roll or fall over.
ditions:
• If the tire should fall over, get out of the way
• Inflate the tires to the specified pressure. quickly. The tires for construction equipment are
Abnormal heat is generated particularly when the extremely heavy, so trying to hold the tire may
inflation pressure is too low. lead to serious injury.
• 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 pro-
hibited 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.

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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• _______________________________________________________________________________________

OPERATING INSTRUCTIONS
PREPARING FOR OPERATION Local work practices may prevent an operator from
performing all tasks suggested here, but to the extent
The safest trucks are those which have been prop- permitted, personnel should follow this or similar rou-
erly prepared for operation. At the beginning of each tine.
shift, a careful check of the truck should be made by
the operator before attempting to start the engine. 1. Start at left front of truck (see illustration, next
Vehicle breakdowns and UNSCHEDULED downtime page). While performing the walk around
and loss of production can be reduced. inspection, visually inspect all lights and safety
equipment for external damage from rocks or
SAFETY IS THINKING AHEAD misuse. Ensure lenses are clean and intact.
Prevention is the best safety program. Prevent a 2. Move behind the front of the left front tire,
potential accident by knowing the employer's safety inspect the hub and brake assemblies for leaks
requirements and all necessary job site regulations, and any abnormal conditions. Locate air system
as well as use and care of the safety equipment on expansion tank drain valve mounted on steering
the truck. Only qualified operators or technicians tubes, left frame rail and exhaust moisture by
should attempt to operate or maintain the truck. pulling chain toward tire. Check that all suspen-
sion attaching hardware is secure and inspect
Safe practices start before the operator gets to for evidence of wear. Check that the suspen-
the equipment! sion extension (exposed piston rod) is correct,
and that there are no leaks.
• Wear the proper clothing. Loose fitting clothing,
3. Inspect fan and air conditioner belts for correct
unbuttoned sleeves and jackets, jewelry, etc.,
can catch on a protrusion and cause a potential tension, obvious wear, and tracking. Inspect fan
hazard. guard for security and condition.
• Always use the personal safety equipment 4. Look overhead at bottom of cab and check for
provided for the operator such as hard hat, safety steering control valve or hose leakage.
shoes, safety glasses or goggles. There are 5. Move outward from the front wheel, and inspect
some conditions when protective hearing devices attaching lugs/wedges to be sure all are tight
should also be worn for operator safety. and complete. Check tires for cuts, damage or
• When walking to and from the truck, maintain a bubbles. Check for proper inflation.
safe distance from all machines even if the 6. Move behind the rear of the front wheel, inspect
operator is visible. for leaks at hub or brakes or any unusual condi-
At The Truck - Ground Level Walk Around tions. Inspect suspension hardware to be sure it
Inspection is all in place. Inspect the tie-rod pivots and
steering cylinder for proper greasing, and for
At the beginning of each shift, a careful walk around security of all parts. Check for hydraulic leaks.
inspection of the truck should be made before the 7. Check pumps on front
operator attempts engine start-up. A walk around of transmission for leak-
inspection is a systematic ground level inspection of age and that all parts
the truck and its components to insure that the truck are secure. Check the
is safe to operate before entering the operator's cab. transmission filter for
Start at the left front corner of the truck (see illustra- leaks.
tion, next page), and move in a counter-clockwise
direction, front-to-rear, across the rear, and continu- 8. Inspect sight glass
ing forward up the opposite side of the truck to the for transmission oil
original starting point. If these steps are taken in level. With engine
sequence, and are repeated from the same point and stopped, hydraulic
in the same direction before every shift, many poten- fluid should be
tial problems may be avoided. between the upper
two marks. (Refer
to decal on transmission oil pan.) Notify mainte-
Notify maintenance of any problems or potential nance if oil appears to be low.
problems found during the “walk-around inspec-
tion”.

START HERE
HD785-5 “WALK-AROUND” INSPECTION

NOTE: Engine oil and transmission oil levels are checked most accu-
rately 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.

9. Move to the 17. Move on around the right dual tires. Inspect
hydraulic tank between the tires for rocks, and for condition of
and check the the rock ejector; inspect the tires for cuts or
hydraulic fluid damage, and for correct inflation.
levels for both 18. Perform same inspection for wheel lugs/
the steering & wedges, wheel cover latches, and for leaks that
hoist tank (1) was done on the left hand dual wheels.
and the brake
cooling oil tank (2). Oil should be visible in each 19. Move in front of right dual tires, and inspect the
sight glass with engine stopped and body down. remaining hoist cylinder.
10. Inspect around the hydraulic tank and in front of 20. Move to the fuel tank; inspect the attaching
the rear dual tires. Inspect the hoist cylinder for hardware for the fuel tank at the upper saddles,
any damage and leaks. Ensure lower guard is and then at the lower back of the tank for the
in place. Inspect both upper and lower hoist cyl- security and condition of the mounts.
inder pins for security, and for proper greasing.
11. Before leaving this position, look to see that
there is no leakage or any other unusual condi-
tion 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
Inspect the fuel gauge (2) and note the quantity
inside the wheel housing that would indicate
indicated. Compare this indication later against
planetary leakage.
the fuel gauge reading in the instrument panel
Check dual tires for cuts, damage or bubbles of the operator cab.
and that inflation appears to be correct. Inspect
for any rocks that might be lodged between dual 21. Move in behind the right front wheel, and
tires, and that rock ejector is in good condition inspect the tie-rod pivots and steering cylinder
and straight so that it can not damage a tire. for proper greasing, and for security of all parts.
Be sure the suspension protective cover is in
13. Inspect left rear suspension for damage, leaks good condition. Check suspension attaching
and for proper charging. Check for proper hardware and suspension extension, as well as
greasing. Ensure covers over the chrome piston greasing and attaching hardware for the steer-
rod are in good condition. ing cylinder.
14. Check final drive housing breather. Replace 22. Move out and around the right front wheel,
breather if obstructed. Check for leakage ensure all lugs/wedges are in place and tight.
around final drive housing, oil disc brake hous-
ings and connecting hoses. 23. Move in behind the front of the right front wheel,
check hub and brakes for leaks and any
15. While standing behind unusual condition. Inspect the engine compart-
final drive housing, ment for any leaks and unusual condition.
look up to see that rear Inspect the fan guard, and belts also for any
lights are in good con- rags or debris behind radiator.
dition, along with back
up horns. Inspect link- 24. With engine stopped, check engine oil level.
age rods to see that The dipsticks of some engines may be marked
they are getting proper on both sides; one side marked “With Engine
greasing in all pin loca- Stopped”, and other side marked “With Engine
tions. Also look at both body hinge pins for Running”. Normal check is with engine running,
greasing and any abnormal condition. and at operating temperature. Refer to Section
P, Lubrication & Service, 10 Hour (Daily)
Drain moisture from rear brake air tank by pull- Inspection.
ing chain (1) on moisture drain valve.
Check that the engine oil filters or oil lines to fil-
16. Perform the same inspection on the right rear
ters are not leaking.
suspension as done on the left.
25. Move on around to the right front of the truck.

26. When moving in front of the radiator, inspect for 32. Check air
any debris that might be stuck in front of the cleaner indica-
radiator and remove it. Check for any coolant tor (1). If the
leaks. Inspect all headlamps and fog lights. RED area is
showing in the
27. Before climbing ladder to first level, be sure
indicator, the air
ground level engine shutdown switch is ON. (If
filter must be
truck is equipped with this feature.)
cleaned/
28. Climb ladder to main deck. Always use grab replaced before operating truck.
rails and ladder when mounting or dismounting
33. Clean cab windows and mirrors; clean out cab
from the truck. Clean ladder and hand rails of
floor as necessary. Insure steering wheel, con-
any foreign material, such as ice, snow, oil or
trols and pedals are free of any oil, grease or
mud.
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,
Always mount and dismount ladders facing the should be cleared. Do not carry tools or sup-
truck. Never attempt to mount or dismount while plies in cab of truck or on the deck.
the truck is in motion.
35. Adjust seat and steering wheel so that it is com-
29. When checking coolant fortable for use.
in radiator, use cool-
ant level sight gauge 36. Be familiar with all control locations and func-
(2). Check that water tions BEFORE operating truck. Read Operation
level is between FULL Instructions COMPLETELY and be certain to
and LOW. If water is understand all discussions in the Operator Con-
low, add water though trols And Instrument Panel in Section N.
water filler (1) to FULL
level.
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.

ENGINE START-UP SAFETY PRACTICES • Check that the central
warning lamp and all
Safety rules must be observed upon engine start-up. monitor lamps and gauges,
light up for approximately 3
seconds and that the alarm
buzzer sounds for
approximately 2 seconds.
Insure adequate ventilation before start-up, if the • The speedometer should display “88”.
truck is in an enclosure. Exhaust fumes are dan-
gerous! • If the air pressure is below normal operating
pressure, the central warning lamp should flash
and the buzzer should sound.
1. Insure all personnel are clear of truck before
starting engine. Always sound the horn as a
warning before actuating any operational con- • If the shift lever is not at
trols. the N position, the central
warning lamp will flash and
2. Check and insure transmission range selector
the alarm buzzer will sound
is in the NEUTRAL position before starting. intermittently. When the shift
3. In cold weather, if truck is equipped with auxil- lever is moved to the N
iary heaters, do not attempt to start engine position, the lamp will go out
while heaters are in operation. Damage to cool- and the buzzer will stop.
ant heaters will result, due to lack of circulation.
4. The key switch has three posi- • Press lamp check switch
tions: Off, On, Start. -Check to see that all
caution lamps or pilot
When the key switch is rotated lamps are illuminated.
one position clockwise, it is in
the ON (run) position and all
electrical circuits (except • When checking the monitor, check all caution
START) are activated. lamps and pilot lamps at the same time.
Before Starting The Engine

• Check the manual
emergency steering. With
the key switch in the ON
position, turn emergency
steering switch ON (red light
During the following safety checks, if the alarm ON), and check that the
or red warning lamp does not turn on as steering wheel can be
required, OR, if the actuation or release of any operated. If the steering
wheel cannot be operated,
emergency control, brake, or steering circuit
notify maintenance
does not appear normal, shut engine down
personnel. Do Not Operate
immediately and notify maintenance personnel. truck.
Do not operate truck until the circuit in question
is fully operational.
• Check the auto
emergency steering. With
the key switch in the ON
Perform the following checks to be certain that position, move parking
the central warning system, alarm buzzer, and brake lever to the OFF
all machine monitors and lamps are functional: (unlocked) position. Wait
1.5 seconds and check that
• Turn the key switch to the ON position.
the emergency steering is
(Do Not Start Engine). actuated and the steering
NOTE: If the engine has been running, and then is can be operated.
stopped, the monitor cannot be checked until at least
30 seconds have passed.

Starting The Engine
• Rotate key switch fully
clockwise to START position
(with transmission range
selector in NEUTRAL) and Electric starters and engine grid heaters can be a
HOLD this position until
significant electrical drain on vehicle batteries.
engine starts (see NOTE
below). START position is The vehicle battery charging system should be
spring loaded to return to ON monitored and maintained at all times, especially
when key is released. during cold weather operation.
NOTE: This truck is equipped with an engine prelube When temperature is below 3°C (38°F), do not
system. With this feature, a noticeable time delay leave key switch ON (engine not operating) for
may occur (while engine lube oil passages are being extended periods of time (i.e. troubleshooting).
filled and pressurized) before engine cranking will • The truck cannot be push started. Transmission
begin. lube and control systems are not operational
when engine is not running.
Starting The Engine In Cold Weather
• When getting a battery assist from one truck to
The truck is equipped with an automatic cold start aid another, use the following procedure to avoid the
which senses intake manifold temperature and auto- possibility of causing sparks near the battery
matically turns electric grid heaters in the engine where explosive gases may be present.
intake manifold On/Off. a. All switches must be Off prior to making any
• When the key switch is turned ON and the connections.
manifold temperature is below 3°C (38°F), the b. Be certain to maintain correct polarity.
automatic cold start system will energize the
engine intake manifold grid heaters. Auto grid NOTE: HD785 trucks are equipped with four 12 volt
heater activation time (t) is: batteries connected in series and parallel to provide
24 volt output. Be certain to maintain correct voltage
t1 = 15 sec @ 3°C (38°F)
and polarity when connecting booster cables.
t2 = 30 sec @ -12°C (10°F)
Damage to electrical components may result if
• The heater pilot lamp voltage and polarity are not correct.
(instrument panel, to right of
steering column) will c. Connect one lead of booster cable to 24V
illuminate during heating positive (+) post of battery needing assist,
cycle. and other lead of the booster cable to the
24V positive (+) post of auxiliary battery
• When the light goes out, turn
(power source).
the key switch to the START position and hold
this position until engine starts. (See prelube d. Connect one lead of second booster cable to
NOTE above.) 24V negative (-) post of auxiliary battery
(power source) and then connect other lead
CAUTION: Do not crank engine with an electric of the booster cable to a good frame ground
starter for more than 30 seconds. Severe damage on the disabled truck away from the battery
to starter motor can result from overheating. needing assist.
Allow two minutes for starter motor cooling
before attempting to start engine again.
• 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 pre-
heating.

AFTER ENGINE HAS STARTED
• After starting engine, operate engine at 4. Check parking brake capacity.
approximately 1000 rpm, coolant temperature • With the machine on flat ground, check that the
gauge is indicating normal (green) range. air pressure gauge is indicating NORMAL (green)
• Check also that the air pressure gauge is range.
indicating normal (green) range. • Move the parking brake
• Become thoroughly familiar with steering, valve lever to the
braking, and emergency controls. PARKING (LOCKED)
position.
Move the shift lever to
any position other than
N, and check that the
During the following safety checks, if actuation central warning lamp
or release of any steering, brake, or emergency flashes.
control circuit does not appear normal, shut • Set shift lever to the D position, and gradually
engine down immediately and notify mainte- raise the engine speed to 1770 rpm. Check that
nance personnel. the machine does not move.If machine moves,
Do not operate truck until circuit in question is notify maintenance personnel to adjust parking
fully operational. brake. Do not operate truck until parking
brake is fully operational.
1. Test the truck steering in extreme right and

left directions. 5. Check for normal actuation of the emer-
gency brake.
2. Check for normal actuation of the foot
brake. • With the machine on flat ground, verify the air
pressure gauge is indicating NORMAL (green)
• With the range.
machine on flat
ground, depress • Move the emergency brake lever to the BRAKE
foot brake (UNLOCKED) position.
pedal.
• Set shift lever to the D
• Move shift lever position, and gradually
to the D position, raise the engine speed to
and gradually full throttle. Check that
raise the engine the machine does not
speed to 1680 rpm. move. If machine moves,
notify maintenance
Check that the machine does not move. personnel immediately to
repair brakes.
3. Check for normal actuation of the retarder. Do not operate truck until emergency brake is
fully operational.
• With the machine on flat ground, pull retarder
lever (1) fully.
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 7. Insure headlights, worklights and taillights are in
gradually raise the engine speed to 1240 rpm. proper working order. Good visibility may pre-
vent an accident. Check operation of windshield
Check that the machine does not move.
wiper and washer.

8. When truck body is in dump position, do not 5. Observe all regulations pertaining to the job
allow anyone beneath it, unless body-up retain- site's traffic pattern. Be alert to any unusual traf-
ing device is in place. fic pattern. Match the truck speed to haul road
9. Do not use the fire extinguisher for any purpose conditions and slow the truck in any congested
other than putting out a fire! If extinguisher is area. Obey the spotter's signals at shovel and
discharged, report the occurrence so the used dump.
unit can be refilled or replaced. 6. Do not allow engine to run at idle for extended
periods of time.
10. Do not allow unauthorized personnel to ride in
the truck. Do not allow anyone to ride on the 7. Check parking brake periodically during work-
ladder or on the deck of the truck. ing shift. Use parking brake for parking and
at shovel and dump only. Do not attempt to
11. Do not leave truck unattended while engine is apply parking brake while truck is moving!
running. Shut down engine before getting out.
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.
MACHINE OPERATION SAFETY PRE- 9. Truck operation requires concentrated effort by
CAUTIONS the driver. Avoid distractions of any kind while
After the truck engine is started and all systems are operating the truck.
functioning properly, the operator must follow all local
safety rules to insure safe machine operation.
LOADING
1. Pull into the loading area with caution. Remain
at a safe distance while truck ahead is being
loaded.
If any of the red warning lights illuminate or if any
2. Do not drive over unprotected power cables.
gauge reads in the red area during truck opera-
tion, a malfunction is indicated. Stop truck as 3. When approaching or leaving a loading area,
soon as safety permits, shut down engine if prob- watch out for other vehicles and for personnel
lem indicates and have problem corrected before working in the area.
resuming truck operation. 4. When pulling in under a loader or shovel, follow
1. Always sound the warning horn before moving “Spotter” or “Shovel Operator” signals. The
the truck. When backing the truck, give back-up truck operator may speed up loading operations
signal (three blasts on air horn); when starting by observing the location and loading cycle of
forward, two blasts on air horn. These signals the truck being loaded ahead, then follow a sim-
must be given each time the truck is moved for- ilar pattern.
ward or backward. Look to the rear before back- 5. Operator should remain in truck cab with engine
ing the truck. Watch for and obey ground running while truck is being loaded. Place trans-
spotter's hand signals before making any mission range selector in NEUTRAL and apply
reverse movements. Spotter should have a parking brake lever.
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 If operator must leave truck cab during loading,
operation. Keep a firm grip on steering wheel at engine must be shut down and parking brake
all times. applied. DO NOT use emergency brake for park-
3. Check that all mirrors are not damaged, clean, ing. Remain far enough away from truck to avoid
and are properly positioned for optimum view. being struck by flying material.
4. Check gauges and instruments frequently dur-
ing operation for proper readings. 6. When truck is loaded, pull away from shovel as
quickly as possible, but with extreme caution.

HAULING RETARDER OPERATION
1. Always stay alert! If unfamiliar with the road, During normal operation, the retarder control lever
drive with extreme caution. should be used to control the speed of the truck and
2. Govern truck speed by the road conditions, to stop the truck instead of using the foot-operated
weather and visibility. service brake pedal. Use of this lever allows the
3. Operate truck so it is under control at all times. operator to apply the REAR oil-cooled brakes only,
thus extending the life of the front caliper disc pads
4. Use extreme caution when approaching a haul while still maintaining maximum control of the truck.
road intersection. Maintain a safe distance from The foot-operated brake pedal should be used when
oncoming vehicles. maneuvering in tight places, at the shovel and dump,
5. Obey all road signs. and when quick stops or when severe braking is
6. Always dim headlights when meeting oncoming required.
vehicles. For better control under slippery road conditions, the
7. Maintain a safe distance when following optional front wheel brake cut-off switch may be
another vehicle. Never approach another vehi- turned on (if equipped).
cle from the rear, in the same lane, closer than
1. Before starting down a grade, maintain a speed
15 m (50 ft.). When operating on a down grade,
that will insure safe operation and provide effec-
stay at least 30 m (100 ft.) away.
tive retarding under all conditions.
8. When operating truck in darkness or when visi-
2. When descending a grade with a loaded truck,
bility is poor, do not move truck unless head-
the operator should adjust the speed of the
lights are on. Do not back truck if back-up horn
truck, if necessary, to preselect a transmis-
or lights are inoperative.
sion gear range, so that operation can be
9. When backing the truck, give back-up signal maintained within the speeds listed on the
(three blasts on air horn); when starting forward, Retarding Capacity decal located inside the
two blasts on air horn. These signals must be cab on the lower left corner of the front wind-
given each time the truck is moved forward or shield.
backward.
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 main-
tenance personnel for assistance.
11. If the emergency steering light and/or low air
pressure warning light come on during opera-
tion, steer the truck immediately to a safe stop-
ping 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 obstruc-
tions 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.

The continuous numbers on the chart indicate the Continue this procedure to downshift to the
combination of speeds and grades which the vehicle required gear range to maintain engine speed at
can safely negotiate for unlimited time or distance. 1800 - 2400 RPM and brake oil temperature
below 248°F (120°C). When the proper gear
The short-length numbers listed on the chart indicate range is attained, continue to use the retarder as
the combination of speeds and grades which the needed to maintain a safe, productive speed.
vehicle can safely negotiate for three minutes. These
If brake oil temperature exceeds 248°F (120°C),
speeds are faster than the continuous values, reflect- the brake oil temperature warning light will turn
ing the thermal capacity of various system compo- on. As quickly as safety will permit, bring the
nents. System components can accept heating at a truck to a complete stop away from traffic, move
higher-than-continuous rate for a short period of transmission range selector to NEUTRAL, apply
time, beyond which the system would become over- the parking brake, and run engine at high idle.
temperature.
Continue to run engine at high idle until brake oil
The short-length rating (sometimes called the “three- temperature warning light turns off and brake oil
minute” limit) will successfully accommodate most temperature cools to below 248°F (120°C). If
downhill loaded hauls. It is necessary to divide haul temperature does not return to this range within a
road grade segment length by allowable speed to few minutes, report the condition immediately to
maintenance personnel and wait for further
determine actual time on grade. If actual time on
instructions before moving truck.
grade exceeds the allowable amount, the grade will
need to be negotiated at the continuous speed.
Ambient temperature, as well as the prior tempera-
ture of the brake cooling oil can affect this number Engine Overspeed
(the brake cooling oil could already be above the nor-
mal range from recent operating conditions).
If the truck and engine speed is not controlled,

the rear brakes will be automatically applied at
DO NOT exceed these recommended MAXIMUM full pressure. The operator and any passengers
speeds when descending grades with a loaded may be subjected to severe deceleration forces
truck. and the truck may be difficult to control.
3. For efficient retarder operation when
If the engine is allowed to run into an overspeed con-
descending a grade, the operator should:
dition, the rear brakes will be automatically applied at
• Maintain engine RPM between 1800 - 2400 2600 RPM.
RPM, and
The rear brakes will not be released until engine
• Apply the retarder lever while observing both the speed falls below 2350 RPM.
tachometer and the brake oil temperature gauge.
The engine RPM must be maintained at 1800 -
2400 RPM and the brake oil temperature must
be maintained below 248°F (120°C).
If the operator observes that either the maximum
engine speed of 2400 RPM or the brake oil
temperature of 248°F (120°C) 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.

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, The dumping of very large rocks (10% of payload,
slow down and pass with extreme caution. or greater) or sticky material (loads that do not
3. Use only the areas designated for passing. flow freely from the body) may allow the material
to move too fast and cause the body to move
DUMPING RAPIDLY and SUDDENLY. This sudden move-
ment may jolt the truck violently and cause pos-
1. Pull into dump area with extreme caution. Make sible injury to the operator, and/or damage to the
sure area is clear of persons and obstructions, hoist cylinders, frame, and/or body hinge pins. If
including overhead utility lines. Obey signals it is necessary to dump this kind of material, refer
directed by the spotter, if present. to the CAUTION in the following procedure:
Avoid unstable areas. Stay a safe distance from
edge of dump area. Position truck on a solid, 4. Pull dump lever up to the
level surface before dumping. RAISE position and release
lever.
5. Raise engine RPM to accel-
erate hoist speed. Refer to
the CAUTION below. When
As body raises, the truck Center of Gravity (CG) body is near the maximum
will move. TRUCK MUST BE ON LEVEL SUR- angle, reduce engine RPM (reduce foot pres-
FACE to prevent tipping / rolling! sure on the accelerator pedal) to reduce shock
load to the hydraulic system and hoist cylinders.
2. Carefully maneuver truck into dump position.

When backing truck into dump position, use
only the foot-operated brake pedal to stop and
hold truck.
If dumping very large rocks or sticky material as
3. When in dump position, place transmission described in WARNING above, slowly accelerate
range selector at the NEUTRAL position, and engine RPM to raise body. When the material
apply the park brake lever/switch. starts to move, move hoist lever to HOLD posi-
tion. 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 posi-
tion. 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.

To Lower Body: SAFE PARKING PROCEDURES
8. After material being The operator must continue the use of safety precau-
dumped clears body, tions when preparing for parking and engine shut-
move dump lever to the down.
LOWER position and
dump body will start to In the event that the equipment is being worked in
move down. consecutive shifts, any questionable truck perfor-
9. Release the lever and it mance the operator may have noticed must be
will return automatically to checked by maintenance personnel before the truck
the FLOAT position. The is released to another operator.
body will move down 1. The truck should be parked on level ground, if
under its own weight. at all possible. If parking must be done on a
grade, the truck should be positioned at right
If dumped material builds
angles to the grade.
up at body tailgate and body cannot be lowered,
shift transmission range selector to D (DRIVE), 2. The parking brake must be applied and/or
release park brake lever, and drive forward to chocks placed fore/aft of wheels so that the
clear material. Stop, shift Transmission range truck cannot roll. Each truck should be parked
selector to NEUTRAL, apply park brake lever at a reasonable distance from another.
and lower body. See NOTE:* below. 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.
The truck is not to be moved
with the dump body raised
except for emergency moves
only. Failure to lower body SHUTDOWN PROCEDURE
before moving truck may cause
The following sequence of shutdown procedure is
damage to hoist cylinders,
important and should be followed at each shutdown.
frame and/or body hinge pins.
1. Stop truck, reduce engine RPM to low idle.

NOTE: When traveling, always place the dump lever Place transmission range selector in NEUTRAL
at the FLOAT position, regardless of whether or not and apply parking brake.
the truck is loaded.
2. Allow engine to cool gradually by running at low
* If the transmission range selector is moved to any idle for 3 to 5 minutes.
position other than NEUTRAL when the dump lever 3. Turn keyswitch Off to stop engine.
is not at the FLOAT position, the central warning
4. Close and lock all windows, remove key from
lamp will flash and the alarm buzzer will sound
key switch and lock cab to prevent possible
intermittently.
unauthorized truck operation. Dismount truck
properly.
10. With body returned to frame, move transmis-
sion range selector to D (DRIVE), release park
brake lever, and leave dump area carefully.

TOWING
Prior to towing a truck, many factors must be care- 3. If the truck loaded, dump the entire load. Never
fully considered. Serious personal injury and/or sig- pull or tow a loaded truck.
nificant property damage may result if important 4. If the engine is NOT operable, never haul the
safety practices, procedures and preparation for truck over 800m (2,625 ft.).
moving heavy equipment are not observed. 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
Both right and left planetary sun gears/drive km/h (5 mph).
axles should be removed before any towing. 5. Inspect tow bar for capacity (it should be strong
Refer to Section G in the Service Manual for enough to tow 1.5 times the gross vehicle
these instructions. Extensive secondary damage weight of truck being towed).
can occur to final drive components and/or trans-
6. Determine that towing vehicle has adequate
mission, if truck is towed without first removing
capacity to both move and stop the towed truck
sun gears/drive axles.
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 emergen- 9. Sudden movement may cause tow bar failure.
cies. Smooth and gradual truck movement is pre-
When towing becomes necessary, use the tow hook ferred.
installed under the front frame and take the following 10. Minimize tow angle at all times - NEVER
precautions: EXCEED 30°. The towed truck must be steered
in the direction of the tow bar.
1. Block disabled truck to prevent movement while
attaching tow bar.
2. If the engine is operable; keep the engine run-
ning 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 cir-
cuit, 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).

BRAKE RELEASE 6. With parking brake disconnected, remove
blocking and immediately move the truck to a
Releasing Parking Brake And Emergency Brake safe place. Refer to Instructions For Towing
After Being Actuated In An Emergency The Machine.
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.
If the air system is not operating, the service
Release Of Parking Brake brakes will not apply; this is very dangerous. Be
sure to tow the truck at low speed, keeping the
The parking brake is a dry disc brake mounted on the engine running (if possible) and always be ready
rear drive shaft at the differential input with two (2) to steer.
spring-applied, air-released calipers. Each caliper
is individually applied/released through separate air Refer to Section P, Lubrication & Service; Parking
chamber actuators (spring cylinder assemblies). If Brake Inspection and Adjustment, for instructions for
the parking brake can not be released after its emer- reconnecting and adjusting park brake.
gency application - even if the parking brake valve
lever is put in RELEASE position - take the following
Release Of Emergency Brake
actions to release the parking brake:
1. Block disabled truck to prevent movement and When the emergency brake has been applied, do not
confirm safety in the surrounding area. 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 If the emergency brake can not be released after its
the parking brake spring cylinder assemblies emergency application - even if the emergency brake
(5). valve lever is put in RELEASE position - release the
emergency brake in the following manner:
Before releasing the air pressure from the emer-
gency brake reservoir, confirm safety in the sur-
rounding 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” fit-

ting 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 RELEASING EMERGENCY BRAKE
caliper. Disconnect air supply. 1. Air Quick Disconnect 2. Drain Valve Pull RIngs

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) instruc-
tions - 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 equip-
ment.
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 pres-
sure 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
These "WARNINGS" stress the importance of read-
• Engine Shut Down Procedure, and the Retarder
ing and understanding the operators manual prior to
Oil Temperature Warning Light.
the operation of equipment.
A4-2 Warnings and Cautions 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 open-
ing drain valves. The system is under high pres-
sure.
Warning plates are mounted on each suspension cyl-

inder. These plates warn that the suspensions are
charged with high pressure nitrogen. No servicing of
any kind should be attempted until the service man-
ual has been referenced and proper and safe proce-
dures 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. Suspen-
sion piston extension should be checked by the oper-
ator 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.

A plate is mounted on the left hand side of the trans-
A CAUTION plate is attached to the hydraulic tank, mission oil pan to provide instructions for proper
alerting the service person that the engine must transmission oil level check.
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 A plate is located next to the sight gauge on the front
possible death if proper medical treatment by a brake oil tank, mounted on air tank top right hand
physician familiar with this injury is not received deck. The plate alerts service person to use only
immediately. SAE-10W oil. Brake system components are not
compatible with other fluids which can cause compo-
nent deterioration.
This CAUTION plate is located on left hand side of A plate is located next to filler cap on fuel cap which
the radiator shroud. Extreme care should be taken specifies Diesel Fuel Only. Care should be taken to
when working around fan and belts. Hands and loose open cap slowly and bleed off pressure that may be
articles of clothing should be kept away when in tank when removing filler cap.Operation and Main-
machine is operating. tenance Manual referred to is from Engine Manufac-
turer.

Attached to the interior of battery box lid is a WARN-
ING 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 connec- A caution plate is located on the right hand inside
tions. When connecting auxiliary power cables, posi- door panel and also on the lid of the battery box.
tively maintain correct polarity; connect the positive These instructions must be followed when welding is
(+) leads together and then connect the negative (-) done on the truck to avoid damage to the electronic
lead of the auxiliary power cable to a good frame components.
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.
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, immedi-
ately 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 sig-
nal reaches service level in dust indicator.
When using compressed air, wear safety glasses

and all other safety equipment required when
cleaning.

A plate is located on center deck floor next to radiator A Caution plate is located next to the sight gauge on
fill access cover plate. When actual temperature dif- the radiator cooling water reserve tank on top of right
fers with the indication, change the ratio of antifreeze hand deck just aft of battery box.
to match ambient conditions.
Service personnel should use caution when ser- Keep coolant level between "FULL" and "LOW"
vicing radiator. The system is pressurized when engine is cold.
because of thermal expansion of coolant. "DO
NOT" remove radiator cap while engine is hot.
Severe burns may result.
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.

An informational plate (above) for the solenoid valve
and relays is mounted to the inside lid of the electri-
cal 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. Depend-
ing 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.

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.
.

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 oper-
ator 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 contin-
uous 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 248°F (120°C).
If the brake oil temperature exceeds this limit, move
the transmission range selector lever to a lower
gear and use the foot-operated service brakes to
reduce the truck ground speed. This will allow the
transmission to shift to the next lower gear range for
more efficient cooling.
If the brake oil temperature continues to exceed
248°F (120°C), select a safe area out of the way of
other traffic, stop the truck, move the transmission
range selector lever to the NEUTRAL (N) position,
and operate the engine at approximately 1200 RPM
until the brake oil temperature gauge registers in the
"green" range.
A plate attached to the left rear of the optional FOPS structure, over the cab states the Rollover Protective Struc-
ture 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.

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.

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 measure-
ments are provided in the conversion table below.
INDEX OF TABLES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page
TABLE I STANDARD TIGHTENING TORQUE COMMON CONVERSION MULTIPLIERS
METRIC To ENGLISH
. . . . . . . . . . . . . . . . For Capscrews and Nuts A5-2
Multiply
To Convert From TO By
millimeter (mm) inch – in. 0.0394
TABLE II STANDARD TIGHTENING TORQUE
centimeter (cm) inch – in. 0.3937
. . . . . . . . . . . . . . . . . . For Split Flange Bolts A5-2
meter (m) foot – ft. 3.2808
meter (m) yard – yd. 1.0936
TABLE III . . . . . .TIGHTENING TORQUE FOR kilometer (km) mile – mi. 0.6210
2 2 0.1550
sq. centimeters (cm ) sq. in. – in.
. . . . . . . . . . . Flared Tube And Hose Fittings A5-2
sq. centimeters (cm2) sq. ft. – ft.2 0.001
cu. centimeters (cm3) cu. in. – in.3 0.061

TABLE IV. . TEMPERATURE CONVERSIONS A5-3
liters (l) cu. in. – in.3 61.02
cu. meters (m3) cu. ft. – ft.3 35.314

TABLE V . . . . . . . . TORQUE CONVERSIONS liters (l) cu. ft. – ft.3 0.0353
. . . . . . . . . . kilogram meters To foot pounds A5-3 grams (g) ounce – oz. 0.0353
milliliter (ml) fluid ounce – fl. oz. 0.0338
kilogram (kg) pound (mass) 2.2046
TABLE VI. . . . . . . . TORQUE CONVERSIONS
Newton (N) pound (force) – lbs. 0.2248
. . . . . . . .kilogram meters To Newton meters A5-3 Newton.meters (N.m) kilogram.meters (kg.m) 0.102
Newton.meters (N.m) ft. lbs. (force) 0.7376
kilogram.meters (kg.m) ft. lbs. (force) 7.2329
TABLE VII . . . . .PRESSURE CONVERSIONS
kilogram.meters (kg.m) Newton.meters (N.m) 9.807
. . . . . . . . . . . . . . . . . . . . . . . kg/cm2 To (psi) A5-4 Kilopascals (kPa) psi (pressure) 0.1450
megapascals (MPa) psi (pressure) 145.038
2 2 psi (pressure) 14.2231
kilograms/cm (kg/cm )
TABLE VIII. . . . .PRESSURE CONVERSIONS
2 2 kilopascals (kPa) 98.068
kilograms/cm (kg/cm )
. . . . . . . . . . . . . . . . . . . . . . . . kg/cm2 To kPa A5-4
kilogram (kg) ton (short) 0.0011
metric ton ton (short) 1.1023
TABLE IX. . . . . PRESSURE CONVERSIONS liters (l) quart – qt. 1.0567

liters (l) gallon – gal. 0.2642
. . . . . . . . . . . . . . . . . . . . . . . . . . . psi To kPa A5-4
Watts HP (horsepower) 0.00134
kilowatts (kw) HP (horsepower) 1.3410
A05002 05/04 Standard Charts and Tables A5-1

TABLE I. STANDARD TIGHTENING TORQUE FOR
METRIC HEX HEAD CAPSCREW AND NUT ASSEMBLY
Capscrew Thread Width Kilogram meters Newton meters Foot Pounds

Diameter Across Flat (kg.m) (N.m) (ft.lbs.)
(mm) (mm) Tolerances ±10% Tolerances ±10% Tolerances ±10%
6 10 1.35 13.2 10
8 13 3.2 31.4 23
10 17 6.7 65.7 48
12 19 11.5 112 83
14 22 18.0 177 130
16 24 28.5 279 206
18 27 39.0 383 282
20 30 56.0 549 405
22 32 76.0 745 550
24 36 94.5 927 684
27 41 135 1320 975
30 46 175 1720 1266
33 50 225 2210 1630
36 55 280 2750 2025
39 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.
TABLE II. TIGHTENING TORQUE FOR

SPLIT FLANGE BOLTS
Capscrew Thread Width Kilogram meters Newton meters Foot Pounds

Diameter Across Flat (kg.m) (N.m) (ft.lbs.)
10 14 6.7 65.7 48
12 17 11.5 112 83
16 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.
TABLE III. TIGHTENING TORQUE FOR

FLARED TUBE AND HOSE FITTINGS
Thread Width Kilogram meters Newton meters Foot Pounds

Diameter of Nut Across Flat (kg.m) (N.m) (ft.lbs.)
14 19 2.5 25 18
18 24 5 50 36
22 27 8 80 58
24 32 14 140 101
30 36 18 175 130
33 41 20 195 145
36 46 25 245 180
42 55 30 295 215
A5-2 Standard Charts and Tables 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 0 1 2 3 4 5 6 7 8 9
0 (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 0 1 2 3 4 5 6 7 8 9
0 (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

TABLE VII. PRESSURE CONVERSIONS
2 2
kilograms/cm (kg/cm )To pounds per sq. in. (psi)
1 kg/cm2=14.2231 psi
2 0 1 2 3 4 5 6 7 8 9
kg/cm
0 (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
2 0 1 2 3 4 5 6 7 8 9
kg/cm
0 (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 0 1 2 3 4 5 6 7 8 9
0 (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.). 4. Go to kg.m row 0, column 5; reads 49.0
5 kg.m = 49 ft.lbs. Add to step 3.
1. Select Table V.
5. 950 + 5 kg.m = 6871 + 49 = 6920 ft.lbs.
2. Go to kg.m row 90, column 5; reads 687.1
955 kg.m = 6920 ft.lbs.
95 kg.m = 687.1 ft.lbs.
3. Multiply by 10:
950 kg.m = 6871 ft.lbs.

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

Nomenclature Code Part Number Applications
LT-1A TB1521 Used to apply rubber pads, rubber gaskets and cork plugs.
Used to apply resin, rubber, metallic and non-metallic parts when a fast,
LT-1B 790-129-9050
strong seal is needed.
Adhesives
LT-2 VE7533 Preventing bolts, nuts and plugs from loosening and leaking oil.
LT-3
Used as adhesive or sealant for metal, glass and plastic.
(2 part epoxy)
LG-1 Used with gaskets and packings to increase sealing effect.
LG-3 1400266H1 Heat-resistant gasket for precombustion chambers and exhaust piping.
Used by itself on mating surfaces on the final drive and transmission
LG-4 1400265H1
cases. Thickness after tightening: 0.07-0.08 mm (0.0027-0.0032 in)
Liquid Gasket
Used by itself to seal grease fittings, tapered screw fittings and tapered
LG-5 790-129-9080
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.
Molybdenum
Applied to bearings and taper shafts to facilitate press-fitting and to pre-
Disulphide LM-P 09940-00040
vent sticking, burning or rusting.
Lubricant
Grease General purpose - applied to bearings, sliding parts and oil seals for lubri-
G2-LI SYG2-400LI-A
cation, rust prevention and facilitation of assembly work.
:
PART NUMBERS
Three Bond Komatsu
TB1374 VE7533
TB1521 TB1521
TB1104 1400265H1
TB1107 1400266H1
TB1110 790-129-9080

NOTES

STANDARD VALUE TABLES
ENGINE STANDARD VALUES
MODEL HD785-5LC
ENGINE SAA12V140ZE-2
ITEM MEASUREMENT CONDITIONS UNIT Standard Value Permissible Value
Power Mode 2350 ± 50 2350 ± 50
High Idle Economy Mode rpm 2300 ± 50 2300 ± 50
Engine Speed HI 1000 ± 50 1000 ± 50

Low Idle Lo rpm 650 ± 25 650 ± 25
Power Mode 2000 ± 50 2000 ± 50
Rated Speed Economy Mode rpm 1900 ± 50 1900 ± 50
A06003 Standard Value Tables A6-1

CHASSIS STANDARD VALUES
ITEM MEASUREMENT CONDITIONS UNIT STANDARD PERMISSIBLE
VALUE VALUE
TRUCK PERFORMANCE
F1 6.6 ± 5% 6.6 ± 5%
F2 9.3 ± 5% 9.3 ± 5%
• Engine water temperature.:
F3 12.4 ± 5% 12.4 ± 5%
Within operating range.
Travel F4 MPH 16.6 ± 5% 16.6 ± 5%
• Transmission oil temperature:
Speed 70°- 90°C
F5 22.0 ± 5% 22.0 ± 5%
• Empty truck
F6 30.0 ± 5% 30.0 ± 5%
• Traveling resistance: 3.3%
F7 40.0 ± 5% 40.0 ± 5%
R 7.1 ± 5% 7.1 ± 5%
ENGINE SPEED
Shift up 2100 ± 50 2100 ± 50
High Power
1450 ± 50 1450 ± 50
Mode
Automatic Shift Control
Shift down
1400 ± 50 1400 ± 50
(F2ŸF1 only) (F2ŸF1 only)
Shift up 2000 ± 50 2000 ± 50
Economy RPM
1350 ± 50 1350 ± 50
Mode
Shift down
1300 ± 50 1300 ± 50
• Engine water temp.: (F2ŸF1 only) (F2ŸF1 only)
Braking Shift up Within operating range. 2450 ± 50 2450 ± 50
Mode Shift down • Transmission oil temp.: 70° - 90°C 1550 ± 50 1550 ± 50
• Hydraulic oil temp.: 50° - 80°C
Set F1, F2 1500 1500
Auto Lock-up
• "Braking Mode" refers to when the

F3 - F7 accelerator is OFF or the rear 1250 ± 50 1250 ± 50
brake is ON. RPM
F1, F2 1200 1200
Reset
F3 - F7 1100 ± 50 1100 ± 50
Set 2600 ± 10 2600 ± 10
Protection
Overrun
RPM
Reset 2350 ± 10 2350 ± 10
Same as shift down Same as shift down

Down-shift Inhibitor RPM for automatic shift for automatic shift
control (see above) control (see above)
TORQUE CONVERTER
• Transmission oil temp.: 70° - 90°C POWER MODE
Engine Speed at Torque Converter • Hydraulic oil temp.: 50° - 80°C RPM 2040 ± 100 2040 ± 100
Stall • Engine water temp.:
ECONOMY MODE
within operating range
RPM 1950 ± 75 1950 ± 75
A6-2 Standard Value Tables A06003

CHASSIS STANDARD VALUES (Continued)
VALUE VALUE
ACCELERATOR PEDAL
Starting to depress • Operating effort at a point (Electronic governor (Electronic governor
Operating effort 150 mm (5.9 in.) from pedal kg (lbs) specification truck) specification truck)
fulcrum
Fully depressed 1.8 ± 0.5 (4.0 ± 0.7) 1.8 ± 0.5 (4.0 ± 0.7)
+2.0 / - 4.9
42.1 42.1 +2.0 / - 4.9
Travel Starting to depress • Travel at a point 150 mm (5.9 mm +0.07 / -0.19) +0.07 / -0.19)
(1.6 (1.6
in.) from pedal fulcrum (inches)
⇔Fully 44 ± 5(1.7 ± 0.2) 44 ± 5(1.7 ± 0.2)
GEARSHIFT LEVER
Operating effort • At center of lever knob kg 1.6 ± 0.4 Max. 2
(lbs.) (3.5 ± 0.8) (4.4)
R-N
N-D
Travel D-5 mm 18.5 ± 1 18.5 ± 2

5-4 (inches) (0.73 ± 0.04) (0.73 ± 0.08)
4-3
3-L
TORQUE CONVERTER
Oil pressure at Engine @ high idle 8 ± 1 (113 ± 15) 8 ± 1 (113 ± 15)
inlet port
Engine @ low idle 1.3 ± 0.5 (18.5 ± 7) 1.3 ± 0.5 (18.5 ± 7)
• Oil temperature:
Oil pressure at Engine @ high idle 4 ± 0.5 (57 ± 14) 4 ± 0.5 (57 ± 14)
70° - 90°C (158° - 194°F)
outlet port Engine @ low idle
• Engine water temperature: kg/cm2 1.0 ± 0.5 (14 ± 7) 1.0 ± 0.5 (14 ± 7)
Lock-up oil Engine @ high idle Within operating temperature (psi) 16.0 ± 0.5 (230 ± 10) 16.0 ± 0.5 (230 ± 10)
pressure • Hydraulic oil temperature:
Engine @ low idle 16.0 ± 0.5 (230 ± 10) 16.0 ± 0.5 (230 ± 10)
50° - 80°C (122° - 176°F)
Main relief Engine @ high idle 39.0 ± 2 (555 ± 29) 39.0 ± 2 (555 ± 29)
pressure
Engine @ low idle 34.5 ± 2 (490 ± 29) 34.5 ± 2 (490 ± 29)
TRANSMISSION CONTROL VALVE SET PRESSURE
Engine @ high idle 16.5 ± 1.5 (235 ± 20) 16.5 ± 1.5 (235 ± 20)
L, H, 4th clutch
Engine @ low idle 16.5 ± 1.5 (235 ± 20) 16.5 ± 1.5 (235 ± 20)
On actual truck
Engine @ high idle 20.5 ± 1.5 (290 ± 20) 20.5 ± 1.5 (290 ± 20)
3rd clutch 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)
1st, 2nd clutch • Oil temperature:
Engine @ low idle 70° - 90°C (158° - 194°F) 31.5 ± 1.5 (450 ± 20) 31.5 ± 1.5 (450 ± 20)
Engine @ high idle • Engine water temperature: kg/cm2 30 ± 1.5 (435 ± 20) 30 ± 1.5 (435 ± 20)
R clutch Within operating temperature (psi)
Engine @ low idle 30 ± 1.5 (435 ± 20) 30 ± 1.5 (435 ± 20)
• Hydraulic oil temperature:
Engine @ high idle 17 ± 2 (242 ± 28) 17 ± 2 (242 ± 28)
modulation Checker
50° - 80°C (122° - 176°F)

L, 4th clutch Engine @ low idle 17 ± 2 (242 ± 28) 17 ± 2 (242 ± 28)
When using
Engine @ high idle 20 ± 2 (284 ± 28) 20 ± 2 (284 ± 28)

H, 3rd clutch
Engine @ low idle 20 ± 2 (284 ± 28) 20 ± 2 (284 ± 28)
1st, 2nd, R Engine @ high idle 33 ± 2 (469 ± 22) 33 ± 2 (469 ± 22)
clutch
Engine @ low idle 33 ± 2 (469 ± 22) 33 ± 2 (469 ± 22)

VALUE VALUE
TRANSMISSION
• Engine water temperature.: Within
operating range.
Lubricating Oil Pressure • Engine: Full throttle kg/cm2 1.25 ± 0.5 1.25 ± 0.5
• Oil temp.: 60° - 80°C (140° - 176°F) (psi) (18 ± 7) (18 ± 7)
(using EO10-CD) or 70° - 90°C (158° -
194°F) (using EO30-CD)
TIRE INFLATION PRESSURE
27.00 R49 7.0 ± 0.1 7.0 ± 0.1
Standard Tires (front and rear (100 ± 2) (100 ± 2)
wheels) • When empty kg/cm2
27.00-49-48PR (psi) 5.60 5.60
Optional Tires (front and rear (80) (80)
wheels)
STEERING WHEEL
• Oil temp.: 50° - 80°C (122° - 176°F)
Operating Force • Truck stopped and empty. If impossible kg Max. 3.0 Max. 3.6
(Steering wheel turning speed: 30 rpm) when truck is stopped, travel at low (lbs.) (Max 6.6) (Max 8.0)
speed with engine @ low idle.
Play • Length at circumference of steering mm 130 ± 30 130 ± 30
wheel. (in.) (5 ± 1.2) (5 ± 1.2)
• Engine stopped
No. of Turns • Lock ⇒Lock Turns 3.5 ± 0.4 3.5 ± 0.6
Left ⇒Right • Oil temp.: 50° - 80°C (122° - 176°F) Max. 4 Max. 5
Turning Time • Engine speed: Full range sec.
Right ⇒ Left • Lock ⇒Lock Max. 4 Max. 5
STEERING VALVE
Engine @ Hi idle 210 +15 / - 0.0
210 +15 / - 0.0
• Oil temp.: 50° - 80°C (122° - 176°F) kg/cm2 (2986 +215 / - 0.0
) (2986 +215 / - 0.0
)
Relief Pressure (psi)
Engine @ Lo idle • Engine: Full throttle +10/ - 0.0 +10/ - 0.0
185 185
• Demand valve relief valve +140 / - 0.0 +140 / - 0.0
(2630 ) (2630 )
BRAKE PEDAL
Operating Force kg Max 30 Max 30
(lbs.) (Max. 66) (Max. 66)
• Tip of pedal
Travel mm (in.) 78 ± 8 78 ± 15
(3 ± 0.3) (3 ± 0.6)
RETARDER CONTROL LEVER
Operating Force kg 1.0 - 4.0 0.5 - 6.0
• At point 10 mm (0.4 in) from tip of lever (lbs.) (2.2 - 8.8) (1.1 - 13.2)
Travel degrees 0 - 90 ± 3 0 - 90 ± 3
PARKING BRAKE LEVER
Operating Force • Tip of lever kg (lbs.) Max. 2.0 (Max. 4.4) 3.0 (6.6)
EMERGENCY BRAKE LEVER
Operating Force • Tip of lever kg 0.01 - 0.02 Max. 0.05
(lbs.) (0.02 - 0.04) (Max. 0.10)
AIR GOVERNOR
• Pressure at which air is stored and
Set pressure circuit is unloaded when air pressure is 8.3 ± 0.3 8.3 ± 0.3
kg/cm2
raised from 0 kg/cm2 (0 psi) with (120 ± 4.3) (120 ± 4.3)
engine at full throttle. (psi)

VALUE VALUE
BRAKES
Service brake 91 ton payload Max. 29 (95) Max. 29 (95)
braking distance
Empty • Initial speed: 32 km/h (20 MPH) Max. 22.3 (73) Max. 22.3 (73)
m (ft)
Retarder brake 91 ton payload • Distance from starting speed to stop Max. 29 (95) Max. 38 (125)
braking distance • Max. actuating air pressure:
Empty Max. 22.3 (73) Max. 30 (98)
8.3 kg/cm2 (120 psi)
Front chamber Min. 160 (2275) Min. 160 (2275)
• Max. hydraulic pressure:
Rear chamber kg/cm2 Min. 45 (640) Min. 45 (640)
Brake actuating Rear: 45 kg/cm2 (640 psi)
(service) 2 (psi)
pressure Front: 187 kg/cm (2660 psi)
Rear chamber Min. 45 (640) Min. 45 (640)
• On flat, dry road surface
(retarder)
Stopping distance when emergency • Carrying 91 ton payload
brake is applied • Initial speed: 32 km/h (20 mph) m Max. 60.9 Max. 60.9
• On flat, dry road surface (ft) (200) (200)
PARKING BRAKE
• With 91 ton payload
Braking Capacity (sin θ) • After adjusting clearance between disc % Min. 15 Min. 15
and pad
Starting Test • F2 rpm Min. 2070 Min. 2070
• Torque converter stall
HOIST LEVER
HOLD ⇒ Max. 10 (22) Max. 10 (22)
RAISE
RAISE ⇒ Automatically reset Automatically reset
HOLD
Operating HOLD ⇒ kg 5 - 10 (11 - 22) 5 - 10 (11 - 22)

FLOAT • Center of control lever knob
Force (lbs.)
FLOAT ⇒ 3 - 6 (7- 13) 3 - 6 (7- 13)
HOLD
LOWER ⇒ Automatically reset Automatically reset
FLOAT
FLOAT ⇒ Max. 13 (29) Max. 13 (29)
LOWER
RAISE ⇒ 15 ± 2 15 ± 2
HOLD (A) (0.6 ± 0.07) (0.6 ± 0.07)
Travel (Refer to Figure 6-1 for hoist lever positions mm
HOLD ⇒ 11 ± 2 11 ± 2
FLOAT (B) "A", "B", and "C") (in.) (0.4 ± 0.07) (0.4 ± 0.07)
FLOAT ⇒ 11 ± 2 11 ± 2
LOWER (C) (0.4 ± 0.07) (0.4 ± 0.07)
HOIST VALVE
Engine @ High • Oil temp.: 50° - 80°C (122° - 176°F) 200 +15 / - 0.0
200 +15 / - 0.0
Relief Idle • Engine: Full throttle kg/cm2 +210 / - 0.0 +210 / - 0.0
(2845 ) (2845 )
Pressure (psi)
• Measure at end of stroke when raising +10 / - 0.0 +10 / - 0.0
body 185 185
Engine @ Low Idle +142 / - 0.0) +142 / - 0.0)
(2630 (2630

VALUE VALUE
BODY
Lifting Speed • Oil temp.: 50° - 80°C (122° - 176°F) 13 ± 1.5 13 ± 1.5
Lowering Speed • Engine: Full throttle sec. 17 ± 1.5 17 ± 1.5
• Use FLOAT when lowering
• Oil temp.: 50° - 80°C (122° - 176°F)
Hydraulic Drift • Set with No. 2 cylinder extended 200 mm Max. 85 170
mm (7.8 in.) (in.) (3.4) (6.7)
• Hydraulic drift after 5 minutes
SUSPENSION CYLINDER
FRONT [A] • On flat road surface 242 ± 10 (10.3 ± 0.4) 242 ± 10 (10.3 ± 0.4)
Installed • When empty mm
FRONT [B] 484 ± 10 (19 ± 0.4) 484 ± 10 (19 ± 0.4)
Length (in.)
REAR [A] 222 ± 10 (9.5 ± 0.4) 222 ± 10 (9.5 ± 0.4)
FRONT (Refer to Figure 6-2 for dimension "A" and 2 39.5 ± 5 (561 ± 70) 39.5 ± 5 (561 ± 70)
kg/cm
Pressure "B" locations.)
REAR (psi) 26.0 ± 5 (370 ± 70) 26.0 ± 5 (370 ± 70)
CHECKING BRAKE PERFORMANCE
Service Brake • F2 Min. 1930 Min. 1930
Retarder Brake • Torque converter stall Min. 1540 Min. 1540
Emergency Brake • Engine water temperature within Min. 1930 Min. 1930
operating range
2 RPM
• Air pressure: 8.3 kg/cm (120 psi)
Parking Brake • Transmission oil temperature: Min. 2070 Min. 2070
70° - 90°C (158° - 194°F)
• Hydraulic oil temperature:
50° - 80°C (122° - 176°F)
FIGURE 6-1. HOIST LEVER POSITIONS FIGURE 6-2. SUSPENSION CYLINDERS

STANDARD VALUES FOR ELECTRICAL PARTS
COMPONENT CONNECTOR COMPONENT TEST TABLE MEASUREMENT
No. CONDITIONS
ENGINE CONTROLLER
Verify normal voltages listed below:
1. Turn key switch ON.
Accelerator at Approx.
2. Insert T-adapter.
FULL position Between 3.55 - 3.75 V
Accelerator Sensor AS2 B-C 3. Accelerator LO ⇔ FULL.
Accelerator at Approx.
LOW position 0.35 - 0.55 V
Verify normal resistances listed below:
Water Temp. 25°C Approx.
Engine Water CT1 1. Turn key switch OFF.
(normal) Between 9 K - 10 KΩ
Temperature Sensor 2. Disconnect CT1.
Water temp. 100° C A-B Approx.
0.62 K - 0.65 KΩ
TRANSMISSION CONTROLLER
Engine Oil Pressure EP1 Verify normal voltages listed below: 1. Start engine.
Sensor 2. Insert T-adapter.
Between B - C Approximately 1.1 - 2.1 V
Verify normal voltages listed below:

Voltage Value
When Selected Not Selected
Between (3) - (2) [R] >1.0 V < 15.0 V 1. Turn key switch ON.
Between (4) - (2) [N] >1.0 V < 15.0 V
Shifter Lever SF (male)
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)
1. Turn key switch OFF.
LPS (male) 5 - 25Ω
Between (1) - (2) 2. Insert T-adapter.
Pressure Control Valve RPS (male Note: resistance should be 13.85Ω ± 5%
Solenoid at 20°C (68 °F)
1PS (male)
2PS (male)
3PS (male)
4PS (male)
Verify normal resistance value listed below: 1. Turn key switch OFF.
Lock-up Solenoid L/CT (male)
Between (1) - (2) 30 - 80Ω 2. Disconnect L/CT
Exhaust Brake Verify normal resistance value listed below: 1. Turn key switch OFF.
Solenoid SL5 (male)
Between (1) - (2) 20 - 60Ω 2. Disconnect SL5.

No. CONDITIONS
TRANSMISSION CONTROLLER (Continued)
Rear Brake (Overrun SL4 (male) Verify normal resistance value listed below: 1. Turn key switch OFF.
Protection) Solenoid 2. Disconnect SL4.
Between (1) - (2) 20 - 60Ω

Oil Temperature Measure Resistance
Transmission Oil SL5 (male) 1. Turn key switch OFF.
Temperature Sensor Normal temperature: 37 k- 50 kΩ 2. Disconnect SL5.
25°C (77°C) Between (1) - (2)
100°C (212°F) 3.5 k - 4.0 kΩ

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

Between (5) - (6) 100 - 500Ω
Relay R09 - R11 Check as individual part
(Check as Individual Between (3) - (4) <0.1 Ω
Part) Between (1) - (2) >1 MΩ
HSW (male)
LSW (male)
Fill Switch RSW (male) Verify normal resistances listed below: 1. Turn key switch OFF.
2. Disconnect switch
1SW (male) Switch OFF Between (1) and >1 MΩ
connector
chassis
2SW (male)
3SW (male)
4SW (male)
Verify normal voltage listed below:

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

Air Pressure: Approx. 160 Ω or
8.3 kg/cm2 (120 psi) less, or approx. 320Ω
Air Pressure Sensor SR5 (male) Between (1) - (2) 2. Disconnect SR5.
Air Pressure: Approx. 640 Ω or
5.2 kg/cm2 (75 psi) approx. 800 Ω

No. CONDITIONS
Verify normal resistance value listed below:
Normal temperature: Approx. 9 - 10Ω
Engine Water CT1 1. Turn key switch OFF.
25°C (77°C) Between A - B
Temperature Sensor 2. Disconnect CT1.
100°C (212°F) Approx. 0.62 - 0.65Ω

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

Full Approx 12Ω or less
Fuel Level Sensor 61 (male) (1) - sensor flange 2. Disconnect 61
Empty Approx. 85 - 110Ω
Transmission Shaft Verify normal resistances listed below:

Speed Sensors
Input Shaft N1 (male) Between (1) - (2) 500 - 1000Ω
Intermediate Shaft N2 (male) Between (1) - (2) 500 - 1000Ω 2. Disconnect N1 - N3.
Output Shaft N3 (male) Between (1) - (2) 500 - 1000Ω
Engine Speed Sensor E12 Verify normal resistance listed below: 1. Turn key switch OFF.
(male) 2. Disconnect E12
Between (1) - (2) 500 - 1000Ω
Verify no continuity in circuit as listed below:

Normal
temperature: No continuity 1. Turn key switch OFF.
Steering Oil 21(male) 2. Disconnect 21
Between B and chassis 25°C (77°C)
Temperature Sensor
Oil temperature: No continuity
>123°C (250°C)
Verify normal conditions in circuit as listed below:

Air pressure Min.:
1.4 kg/cm2 Continuity
2. Disconnect AS3
Retarder Switch AS3 (male) (20 psi)
Between (1) - (2)
Air pressure Max.:
0.6 kg/cm2 No continuity
(8.5 psi)

No. CONDITIONS
Air pressure Min.:
Service Brake Switch AS5 (male) Between (1) - (2) 1. Turn key switch OFF.
(8.5 psi) 2. Disconnect AS5
Air pressure Max.: No continuity
0.2 kg/cm2
(3 psi)

Air pressure Min.:
Emergency Brake AS4 (male) (70 psi) 2. Disconnect AS4
Between (1) - (2)
Switch Air pressure Max.:
(53 psi)

Air pressure Min.:
Parking Brake Switch AS2 (male) 1. Turn key switch OFF.
Between (1) - (2) (81 psi) 2. Disconnect AS2
Air pressure Max.:
(53 psi)

Dump lever @ No continuity
FLOAT 1. Turn key switch OFF.
Body FLOAT Switch RH2 (male) 2. Disconnect RH2
Between (1) - (2)
Dump lever at a
position other than Continuity
FLOAT

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

Tilt 17° or more No continuity 1. Turn key switch OFF.
Tilt Sensor SR3 (male) 2. Disconnect SR3
Between (1) - (2)
Tilt 13° or less Continuity

Dump lever @ No continuity
RAISE
Body RAISE Switch RH2 (male) Between (7) - (8) 1. Turn key switch OFF.
Dump lever at a 2. Disconnect RH2
position other than Continuity
RAISE

No. CONDITIONS
Transmission Filter 52 (male) 1. Turn key switch OFF.
Filter normal No continuity
Clogging Sensor 2. Disconnect 52
Between (1) - (2) Filter clogged Continuity

Brake Stroke Switch BLSR (male) Stroke normal Continuity 1. Turn key switch OFF.
BLSL (male) 2. Disconnect BLSR, BLSL.
Between (1) - (2)
Large stroke No continuity

Air pressure Min.:
Exhaust Brake Switch AS4 (male) (53 psi) 2. Disconnect AS4
Between (1) - (2)
Air pressure Max.:
(47 psi)
Emergency Steering Relay terminal Engine running: Minimum 20 V 1. Start engine.

Timer Relay 78 - chassis

No. CONDITIONS
PAYLOAD METER (PLM II)

FR Suspension 39 (male) 1. Remove sensor from
Pressure Sensor suspension cylinder.
FL Suspension 13 (male) Verify voltages are within the range as listed below: 2. Insert T-adapter.
3. Verify there is no open or
Pressure Sensor
shorted circuit in wiring
RR Suspension 63 (male) Between each connec- Approximately 0.45 - 1.50 V harness.
Pressure Sensor tor (3) - chassis 4. Turn key switch ON.
FL Suspension 62 (male)
Pressure Sensor
Verify voltage is within the range as listed below: 1. Park truck on level
ground.
2. Verify there is no open or
Clinometer PM3 shorted circuit in wiring
Between (1) - (2) Approximately 2.1 - 3.1 V
harness.
4. Turn key switch ON.

NOTES

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 Structural Components B02022

STRUCTURAL COMPONENTS
GRILLE AND HOOD DECKS
Removal The truck left and right decks are mounted to the
1. Remove grille. frame structure using rubber mounting pads. These
pads are placed between the deck and the mount-
2. Attach lifting device to the radiator hood.
ing structure to reduce noise and vibration. These
3. Disconnect air horn hoses and headlight wire rubber mounts should be checked periodically and
on the left side of the radiator. worn or defective mounts should be replaced.
4. Remove the three plugs, capscrews, and nuts
The center deck section of the truck is rigidly
from across the top of the radiator hood that
mounted in the front and rubber mounted in the
secures it to the cross brace below.
rear.
5. Remove six (6) mounting capscrews at the
base of the radiator hood.
6. Lift radiator hood off of truck.
7. Check the number of shims under hood
mounting so all shims can be placed back to The decks of the trucks are also covered with
their original location during installation. anti-slip surfaces. These anti-slip coverings
should be kept clean and replaced as they
Installation become worn. Anti-slip material on the decks
1. Install deck in reverse order to removal. must be inspected and maintained for safety of
Tighten all hardware to standard torque. personnel.
FIGURE 2-1. DECK LAYOUT
1. Capscrew 5. Center Deck 9. Ladder Deck

2. Capscrew 6. Engine Lid 10. Cab
3. Cab Mounting Capscrews 7. Capscrew 11. Walkway
4. Right Deck 8. Front Grill

LEFT DECK AND CAB
Removal Installation
1. Disconnect the ground wire between the nega- 1. Lower cab and deck section onto truck and
tive terminal of the batteries and the frame. align capscrew mounting holes. Remove lifting
2. Remove capscrews (2, Figure 2-2) and wash- device.
ers from each corner of the left deck section. 2. Adjust left hand deck rubber mounts;
3. Disconnect all electrical wiring, air lines, and a. Temporarily assemble the mounting parts
hydraulic lines that would interfere with the without shims.
removal of the cab deck.
b. Measure dimension "a" (Figure 2-2) at four
4. Attach lifting device with wood blocks (5,Figure (4) places on each mounting pad as shown.
2-3) and lift deck section up and away from
truck. c. Add shims to the side where dimension "a" is
largest, and adjust so that the difference
5. Mark shims (4) so they will be installed in the between dimension "a" at the four places is
same location when the cab and deck are within 0.5 mm (0.02 in.).
installed.
3. Tighten capscrews to 35-43.5 kg.m (254-315
ft.lbs.) torque.
FIGURE 2-2. RUBBER MOUNTING PADS

(LEFT DECK)
1. Cover 5. Rubber Mounting

2. Capscrew 6. Flatwasher FIGURE 2-3. CAB AND DECK
3. Special Washer 7. Nut 1. Cab 4. Door
4. Shims 2. Strap 5. Wood Block
3. Lifting Device

RIGHT DECK
1. Disconnect the ground wire between the nega- 1. Lower deck section onto truck and align cap-
tive terminal of the batteries and the frame. screw mounting holes.
2. Disconnect all air hoses and electrical wiring 2. Remove lifting device and
leading from the right deck. Disconnect ground 3. Install capscrews (2, Figure 2-4) and washers.
strap between right deck and frame. 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)

2. Capscrew 6. Bushing
3. Special Washer 7. Nut
4. Washer

CENTER DECK
1. Disconnect the ground wire between the nega- 1. Install deck on truck and align mounting holes
tive terminal of the batteries and the frame. and the rear rubber mounting studs.
2. Remove the three plugs, capscrews and nuts 2. Tighten all mounting hardware. Install the cov-
from the front of the center deck. ers over the front access holes.
3. Remove the two nuts (2, Figure 2-5) and lock- 3. Connect the ground wire between the negative
washers from the two rear rubber mounts. terminal of the batteries and the frame.
4. Remove deck from truck.
FIGURE 2-5. REAR MOUNTING PADS FOR

CENTER DECK

2. Nut 4. Capscrew Pad

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
1. Park truck on hard level surface and block all 2. Remove mud flaps from both sides of the truck.
wheels. Using special sling (561-98-61350) Pin rock ejectors in the up position.
connect cables and lifting device to the dump 3. On each side of the dump body, remove the
body and take up slack as illustrated in Figure hoist cylinder pin retainer capscrew and washer
3-1. (4 and 5, Figure 3-2) from the dump body brack-
ets (1).
Before raising or lifting body be sure there is

adequate clearance between body and overhead
structures or electric power lines. Some means of supporting hoist cylinders will be
necessary prior to removing hoist cylinder pin.
4. Remove the top hoist cylinder pin (3, Figure 3-

2) from the dump body.
Be sure that lifting device is rated for at least a 35

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

1. Body Brackets 4. Capscrew
FIGURE 3-1. DUMP BODY REMOVAL
2. Hoist Cylinder 5. Washer
1. Lifting Cables 2. Guide Rope 3. Pin/Retainer Str.

5. Remove the capscrew and washer (2, Figure 3- Installation
3) securing the pivot pin (3). Remove the pivot 1. Attach lifting device to dump body and lower
pin from each dump body pivot point. Pivot pin over the truck frame. Align the dump body pivot
spacers (4), will come out after pin is removed. with frame mounting bracket.
Store spacers in a manner so they will be
installed in the same location they were 2. Install the spacers (4, Figure 3-3) as removed
removed. and body pivot pins (3) on each side of truck. If
necessary, adjust body to center it between the
6. Lift dump body clear of truck and move to stor- frame rails. Refer to Figure 3-3.
age 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 cap-
screws 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 5. Frame Pivot Structure

2. Capscrew & Washer 6. Seal
3. Pivot Pin 7. Bushing
4. Spacer

BODY PAD BODY PAD ADJUSTMENT (SIDE)
Removal (With pads in place)
NOTE: It is not necessary to remove the dump body 1. Completely lower empty dump body until in
for replacing the body pads. Replace pads if worn contact with frame rail. Check all eight (8) pads
excessively. to insure full contact with frame. If not, adjust
with shims.
1. Raise dump body to sufficient height for
removal of body pads.
(With pads removed)

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
Place blocks between dump body and frame. dump body and frame at four (4) locations on
Secure blocks in place. 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
3. Raise body high enough to install pads and
body pads with shims from body pad mounting
block in position to prevent body from lowering.
surface. Refer to Figure 3-4.
Assemble a shim pack for each pad as deter-
mined in Step 2 and install with capscrews, flat-
Installation
washers, and nuts.
1. Install new rubber body pads and shims. Install
4. Remove blocking and spacer and lower body
capscrews and lockwashers.
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.) 2. Body Pads
spacer (4 locations)
FIGURE 3-4. BODY PAD AND GUIDE

1. Capscrew & Nut 5. Frame
2. Mounting Surface 6. Guide
3. Shims a. Gap 1-2 mm
4. Body Pad (0.040 - 0.080 in.)

BODY PAD ADJUSTMENT (FRONT) BODY GUIDE
At time of body pad replacement, wear plates, which
the body guides contact, should be inspected for ser-
NOTE: Adjust after lower body pads have been
viceability. Prior to checking the gap between the
adjusted.
body guides and wear plates, insure the body is cen-
tered on the frame. The gap between the guides and
wear plates should be 1-2 mm (0.040-0.080 in.).
1. Total thickness of rubber pad (1, Figure 3-6)
Refer to Figure 3-4.
should be 50mm (2.0 in).
2. If not, adjust with shims (2). 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 Never work under a raised body unless body
1. Pad 3. 50 mm (2.0 in.) safety pin is in the proper position to hold body
2. Shims 4. Capscrew up.

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).
FIGURE 3-7. ROCK EJECTOR
2. With the truck parked on a level surface, the
arm structure should be approximately 4.88 in. 1. Pin Structure 3. Cotter Pin
(124 mm) away from the wheel spacer ring. 2. Rock Ejector Arm 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 dam-
age, and repair as necessary.

NOTES

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
The truck is equipped with a fuel tank mounted in 4. Connect a suitable lifting device to the tank and
front of the rear tires on the right side. The tank is take up slack.
equipped with an external fuel gauge and optional 5. Loosen the bottom and top mount capscrews
electric sender for the instrument panel gauge. (16, Figure 4-1) and take up slack on lifting
device. Remove capscrews and move tank to
Removal safe working area.
1. Drain fuel from tank. 6. Remove sending unit (2) and cover (11) on
2. Remove wire from tank sender if equipped with tank, and other fittings as required to carry out
fuel level indicator in instrument panel. interior cleaning.
3. Disconnect fuel supply and return lines. Cap
hoses and tank ports to prevent contamination.
FIGURE 4-1. FUEL TANK INSTALLATION

1. Fuel Tank 9. Drain Cock 17. Nut 25. Straight Fitting
2. Fuel Gauge 10. Gasket 18. Washer 26. Return Hose
3. Gasket 11. Cover 19. Pipe Plug 27. Tapping Screw
4. Capscrew 12. Lockwasher 20. Breather Cap 28. Lockwasher
5. Lockwasher 13. Capscrew 21. Elbow Fitting 29. Collar
6. Filler Cap 14. Mounting Plate 22. Shutoff Valve 30. Bolt
7. Strainer 15. Mounting Plate 23. Nipple
8. Bushing 16. Bolt 24. Supply Hose
B04020 Fuel Tank B4-3

Installation VENT
1. Thoroughly clean the mounting areas on the The fuel tank is vented through a small breather cap
frame and the tank. (20, Figure 4-1) installed in a port on the top of the
2. Lift the fuel tank into position near the frame tank. This vent should be cleaned periodically and
and lower into position. Install capscrews (16), can be blown out with solvent. The vent must be free
lockwashers and nuts. of caked mud and debris that would cover the vent
3. Tighten capscrews (16) evenly to 50-62 kg.m and prevent proper fuel suction and return.
(362-450 ft. lbs.) torque. Refer to Section "M" for information on various quick
4. Connect fuel lines and fuel sender wire. 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 precau-

tions 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 uti-
lized in cleaning tanks that have accumulated foreign
material.
It is not necessary to remove the tank from the truck
for cleaning of sediment, however rust and scale on
the walls and baffles may require complete tank
removal. This allows cleaning solutions to be in con-
tact with all interior surfaces by rotating the tank in
various positions, etc.
Prior to a cleaning procedure of this type, all vents,
fuel gauges, and hose connections should be
removed and temporarily sealed. After all scale, rust,
and foreign material have been removed, the tempo-
rary 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 ser-
vice. All openings should be sealed for rust preven-
tion.
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 Removal
coolant through the engine water jacket and the radi-
ator. Air is pulled through the radiator (1, Figure 3-1) 1. Disconnect the negative and then the positive
core by an engine driven fan to remove heat from the battery cable (or open battery disconnect
circulating coolant. The radiator bottom tank contains switch, if installed).
a transmission oil cooler, utilizing engine coolant to 2. Position a container (completely clean if the
cool the transmission oil. coolant is to be reused) under the drain cocks
on the radiator and brake oil cooler. Be pre-
In order to reduce engine exhaust emissions, engine
pared to catch as much as 256 L (66 gal.) of
intake air is cooled by two air to air aftercoolers (3)
coolant. Open drain cocks and allow coolant to
mounted on the front of the radiator.
drain completely.
In addition, the air conditioning system condenser (2) 3. Remove grille. Remove steering oil cooler (4,
and a steering system oil cooler (4) are mounted in Figure 3-1).
front of the engine coolant radiator. A brake system
4. Remove the capscrews retaining the condenser
cooler is mounted below the rear of the radiator.
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 con-
Before removing any cooling system compo- denser from the truck, refer to Section M and
nents, release cooling system pressure by turn- discharge the refrigerant from the system, then
ing radiator cap counterclockwise to the first remove the condenser.
notch. Failure to release pressure may result in
hot coolant being expelled causing serious
injury.
Wear a face shield and protective gloves while

venting refrigerant from the air conditioning sys-
tem. 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 FIGURE 3-2. WIRING AND HORN
1. Radiator 3. Air to Air Cooler 1. Headlight Wiring 2. Air Horn Hoses

2. A/C Condenser 4. Steering Oil Cooler

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 sen-
sor.
14. Remove radiator outlet hose (2, Figure 3-5) and
radiator bypass hose (1).
15. Remove connector hoses and tubes between
FIGURE 3-3. RADIATOR HOOD air to air coolers (5) and engine.
1. Radiator Hood 3. Radiator Support 16. Remove transmission oil cooler hoses (3).
2. Damper 4. Capscrews Remove oil cooler inlet hose and tube (4).
6. Remove hood according to Removal instruc-

tions in Section B.
7. Disconnect headlight wire (1, Figure 3-2) and
Radiator assembly weighs approximately 585 kg
air horn hoses (2) on the left side of the radiator.
(1290 lbs.) Use adequate lifting device.
8. Remove the plugs, capscrews, and nuts from
across the top of the radiator hood that secures 17. Attach a sling or hoist to the radiator and take
it to the cross brace below. 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 4. De-Aeration Hose

2. Thermostat Outlet Hose 5. Bypass Hose FIGURE 3-5. COOLANT AND OIL LINES
3. Thermostat Outlet Hose 1. Bypass Hose 4. Oil Cooler Inlet Line
2. Outlet Hose 5. Air to Air Cooler
3. Transmission Oil
Hoses

Service 4. Install transmission oil cooler hoses (3, Figure
3-5).
Radiator service is a specialized function usually not
accomplished by most maintenance shops. The 5. Install radiator outlet hose (2) and radiator
large size and weight of the off-road truck radiators bypass hose (1). Install hose routed to coolant
dictates that a specialized radiator shop be used for tank.
service and repair on the radiators. 6. Connect de-aeration hoses (4, Figure 3-4).
7. Install thermostat outlet hoses (2 & 3).
Installation
8. Install fan guard (1).
1. Inspect dampers (5, Figure 3-6) for cracks or
9. Install tubes and connector hoses between
excessive stress. Replace if damaged or worn.
engine and air to air coolers (5, Figure 3-5).
2. Attach a lifting device to radiator and lower into
position. Install bottom mount capscrews (4). 10. Install mounting capscrews (4, Figure 3-3) at
the base of the radiator hood.
3. Install radiator top mounting rod with nuts (1).
Tighten nuts on each end of tie rod and center 11. Install the plugs, capscrews, and nuts from
the rods between the brackets to position the across the top of the radiator hood that secures
radiator so that the fan blades are centered in it to the cross brace below.
the shroud. 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 oper-
ation.
If air is not completely bled from cooling system

FIGURE 3-6. RADIATOR MOUNTING during refill, additional coolant may be required
1. Nut 5. Damper due to air entrapped which will gradually dissi-
2. Washer 6. Washers pate as the engine comes up to temperature.
3. Rubber Mount 7. Radiator Support Refill radiator as required before putting machine
4. Capscrews & Lock- 8. Capscrews to work.
washers

BRAKE OIL COOLER FAN
Removal Removal
1. Drain engine coolant and the brake cooling oil. 1. Remove radiator, hood, grill, and water piping
2. Disconnect the two cooling water hoses (1, 2, as specified in Section B or earlier in this sec-
Figure 3-7) from the right side of the brake tion.
cooler. 2. The fan guard may be separated and removed
3. Disconnect the brake oil cooling lines (3, 5) or can be moved back toward the engine clear
from the brake oil cooler. 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).
Bent or cracked fan blades cannot be repaired.
4. Attach a suitable supporting device to the brake The fan must be replaced. Do not attempt to
oil cooler and remove mounting bolts from repair damaged blades.
brackets at right and left sides of the cooler.
Lower cooler from truck.
Installation Installation
1. Lift cooler up in place and secure with mounting 1. Inspect fan carefully before installation. If
capscrews. blades are bent or cracks are evident, install a
new fan.
2. Connect brake cooling oil lines and water cool-
ant lines to cooler. 2. Clean mounting surfaces thoroughly and install
spacer on fan hub.
3. Fill radiator and brake cooling oil tank to proper
levels with proper fluids as specified in Section 3. Lift fan into position and install over pilot diame-
P, Lubrication and Service. ter of hub.
4. Install the capscrews and lockwashers and
torque to standard torque. Use alternating pat-
tern and increasing levels of torque until all cap-
screws 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 4. Brake Oil Cooler
2. Water Inlet Hose 5. Oil Outlet Tube
3. Oil Inlet Tube

FAN BELT
The poly-vee type belt can be changed by removing Fan Belt Adjustment
the fan guard without dismantling or removing the fan
from the engine. Care must be exercised in doing 1. Turn jam nut (under bracket) clockwise to allow
this however as the belt will be a tight fit around edge adjustment of tensioner assembly rod. Turn top
of blades and sheet metal shroud. adjustment nut clockwise and increase tension
until belt is “snug”.
Belt tension is maintained by a spring inside the ten- 2. Install belt tension gauge (Burroughs # BT-33-
sioner assembly (3, Figure 3-8) and the tensioner 72B).
pulley (4).
a. Tighten adjustment nut (2, Figure 3-8) to
Fan Belt Replacement obtain 271 kg (600 lbs.) tension for a new
belt.
1. Remove left and right sections of fan guard.
2. Release belt tension by loosening the adjust- b. Tighten adjustment nut (2, Figure 3-8) to
ment nut (2, Figure 3-8) until fan belt is free. obtain 226 kg (500 lbs.) tension for a used
belt.
3. Remove belt from tensioner pulley (4) and
crankshaft pulley. Note: A belt is considered “used” if it has been in
4. Remove belt by working belt around fan blades. operation for 10 minutes or longer.
5. Install new belt in same manner as removal of 3. Tighten jam nut (under bracket) to 81 Nm (60 ft.
old belt. Be certain belt is properly positioned in lbs.) torque.
vee grooves of crankshaft pulley and fan drive
pulley.
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

NOTES

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
The Model HD785-5 truck is equipped with a Removal
Komatsu SAA12V140ZE-2 turbocharged diesel
1. Close the fuel supply valve. Disconnect Heater
engine. Engine power is transmitted to the TORQ-
Relay (3, Figure 4-1) behind filters located on
FLOW transmission by a drive line adapter with
left front and right front of engine.
damper assembly, and a drive shaft with two univer-
sal joints.
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 FIGURE 4-1. HEATER RELAY
and installation, depending on optional
1. By-pass Filter 3. Heater Relay
equipment installed at the factory or by the end
user. Refer to Section M for additional 2. Fuel Filter
information regarding optional equipment.
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
Position the truck in work area with adequate
clutch and heater relay at filters behind alterna-
overhead clearance to permit raising the
dump body. tor.
Apply parking brake and block wheels to

prevent truck movement.
Raise body and install safety pins.
Do not work under raised body without first mak-

ing 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 3. Hose

2. Ground Terminal 4. Alternator Wire
C04024 05/04 Engine 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 9. Remove cover (11).
1. Starter Motor 3. Battery Circuit 10. Disconnect fuel supply and return hoses, and
2. Starter Solenoid Cables shut-off valve wiring.
4. Oil Pressure Switch
11. Disconnect lines at air compressor.
12. Remove coolant pipes and hoses (if not
4. Disconnect starter motor cables (3, Figure 4-3) removed during radiator removal). Disconnect
and ground at left rear of engine. Disconnect oil heater hoses.
pressure switches (4). Note: Some trucks are
equipped with optional dual starter motors.
FIGURE 4-4. INTAKE PIPING

1. Air Cleaner Assembly 4. Air Cleaner Cap (Std.) 7. Intake Duct 10. Hump Hose
2. Clamps 5. Warm Air Intake (Opt.) 8. Turbocharger 11. Cover
3. Elbow 6. Center Deck Structure 9. Support Bracket 12. Dump Body
C4-4 Engine 05/04 C04024

13. Disconnect ground cable (5, Figure 4-5) at rear 16. If truck is equipped with optional fan clutch,
engine mount. Disconnect Speed sensor (2), remove solenoid valve (3, Figure 4-7) hoses
coolant temperature sensor (3). If equipped with and disconnect electrical harness connector.
optional engine coolant heaters or fan clutch,
remove hoses and wiring as required (see Fig-
ure 4-5).
FIGURE 4-5. ENGINE WIRING

1. Coolant Heater Hose 4. Temperature Sensor
(Optional) (Optional Fan Clutch) FIGURE 4-7. FRONT ENGINE MOUNT
2. Speed Sensor 5. Ground Strap 1. Mount Bracket 3. Fan Clutch Solenoid
3. Coolant Tempera- 2. Mount capscrew (Optional)
ture Sensor
14. Remove brake cooling hoses and tubes from

engine. 17. Check for any remaining wiring, hoses etc.
15. Remove drive shaft guard (1, Figure 4-6), and attached to engine and remove as necessary.
drive shaft (2). 18. Attach lifting device to engine.
The complete engine module weighs approxi-

mately 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 equip-
ment.
19. Remove capscrews (2, Figure 4-7) at front

engine mount.
FIGURE 4-6. DRIVE SHAFT

1. Drive Shaft Guard 2. Drive Shaft
C04024 05/04 Engine C4-5

20. Remove nuts, capscrews (1, Figure 4-8), and Installation
large diameter flatwashers at both rear engine
mounts.
The complete engine module weighs approxi-

mately 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 equip-
ment.
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, Fig-
ure 4-8) through engine bracket, rubber
dampers, large flatwashers, and into the
frame mounting bracket. Install nuts and
FIGURE 4-8. REAR ENGINE MOUNTS tighten capscrews to standard torque.
1. Engine Mount 2. Drive Shaft c. Install ground strap (5, Figure 4-5) between
Capscrews Capscrews engine mount bracket and frame bracket.
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
21. Lift engine out of frame and move to a clean (2, Figure 4-9) and install. Tighten capscrews to
work area and mount on work stands or crib- 18 ± 2 kg.m (130 ± 14 ft.lbs.) torque.Install
bing. drive shaft guard.
22. Inspect all wiring, hoses, and coolant tubing and 4. Position wiring harnesses, hoses etc. into posi-
replace if damaged or deteriorated. tion 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 sys-
tem (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

9. If equipped with optional exhaust brake, install and heater relays behind filters on right and left
brake valves on mounting brackets and connect sides of engine (see Figure 4-1).
air lines at port on top of valves. (If exhaust 15. Install cover (11, Figure 4-9).
brake valves have been removed for service,
valves must be correctly positioned with the 16. If equipped with optional battery disconnect
arrow (on side of valve body) pointed away from switch, close switch to restore battery power. If
the turbocharger and toward the exhaust pipe. disconnect is not installed, connect the nega-
Refer to Section M for additional information.) tive, then the positive battery cables.
Install exhaust pipes. 17. Refer to Cooling System, Radiator Installation in
10. Install all coolant pipes and hoses. Install heater this section and install the radiator and coolant
hoses. (Refer to Cooling System for final hose lines. Install grille according to procedure in
hookup after radiator is installed.) Section B.
11. Connect fuel supply and return hoses, fuel shut- 18. Open the fuel supply valve.
off valve wiring. Connect air compressor lines. 19. Recheck engine to be assured all air, oil, elec-
12. With wiring harnesses positioned on engine, tric, and fuel lines have been reconnected to the
connect engine speed sensor (2, Figure 4-5), proper locations, that all connections are
engine coolant temperature sensor (3). Install secure, and all hoses and wiring clamps are
hoses and connect wiring as necessary for any installed in their original positions.
optional equipment (fan clutch, coolant heat- NOTE: Refer to Section P, Lubrication and Service
ers). for the proper fluids.
13. Connect starter motor battery circuit cables (3, 20. Fill engine oil to the specified level. Refill radia-
Figure 4-3) and ground cable from starter(s) to tor with coolant to the specified level and run
engine mount bracket. Connect oil pressure the engine to circulate the oil and coolant
switches (4). through the system until temperatures are stabi-
14. Connect alternator output wire (4, Figure 4-2), lized. Then check fluid levels again. Check for
ground (2), air conditioner compressor clutch, oil, fuel or coolant leakage.
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 replace-
If a new, or replacement engine, is to be installed, it ment.
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 mak-

ing sure the safety pins are securely installed.
2. Apply parking brake and block wheels. Raise
body and install safety pin.
3. Remove drive shaft guard (1, Figure 4-6). FIGURE 4-11. OUTPUT SHAFT
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 cap-
screws (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 5. Capscrews
2. Cross & Bearing 6. Output Drive Flange
Assembly 7. Capscrews
3. Bearing Cover FIGURE 4-13. PILOT BEARING
4. Damper Cover 1. Bearing 2. Flywheel
C4-8 Engine 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 4-
14) into flywheel. Pack bearing 60% (30 grams)
with Komatsu lubricant, 427-12-11871. (Refer
to Recommended Lubricants later in this sec-
tion.) Coat bearing I.D. and mating O.D. of out-
put shaft (3) with the above lubricant prior to
assembly.
Note: Refer to Figure 4-15 during the following
assembly steps and apply Komatsu lubricant 427-12-
11871 in the amounts shown as parts are
assembled.
3. Apply thread tightener (Three Bond TB1374) to
capscrews (12, Figure 4-14) and install output FIGURE 4-14. ADAPTOR CROSS SECTION
shaft damper assembly to flywheel. Tighten 1. Oil Seal 7. Rubber
capscrews (12, Figure 4-14) to 11.5 ± 1 kg.m 2. Bearing 8. Outer Body
(83 ± 7 ft. lbs) torque. 3. Output Shaft 9. Pilot Bearing
4. Use eye bolts and guide bolts to install damper 4. (not shown) Damper Assy. 10. Capscrew
cover (2, Figure 4-11). Apply thread tightener to (includes 3*, 5*, 6*, 7*, & 8*) 11. Capscrew
capscrews and tighten capscrews (13, Figure 4- 5. Flange 12. Capscrew
14) to 3.2 kg.m (23 ft. lbs) torque. 6. Inner Body 13. Capscrew
5. Pack bearing (2) and cavity in cover with grease
and press fit in cover (11, Figure 4-16). Install NOTE: Do not over pack fill points. Forcing too
retaining ring (14). 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 4. Disassemble output shaft damper assembly as
cover (15), if not previously removed. follows.
2. Remove bearing (13) from damper cover (11), if a. Match mark positions of flanges (6A/B), inner
not previously removed. body/shaft (10), and outer body (8), before
3. Do not remove output shaft from damper disassembling.
assembly (4). The inner body/output shaft b. Remove flanges (6A/B), inner body/shaft
assembly (10) is provided as a one-piece part. (10), and rubber dampers (9) from outer
No effort should be made to separate the body (8).
pieces. If shaft appears loose in inner body,
5. If not previously removed, remove bearing (2)
replace this assembly.
from flywheel for cleaning, inspection, and fresh
NOTE: To maintain balance when reassembling, lubrication, or replacement, if necessary.
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 8. Outer Body 15. Bearing Cover
2. Pilot Bearing 9. Rubber Damper (large) 16. Breather
3. Capscrew & Washer 9A. Rubber Damper (small) 17. Plug
4. Damper Assembly 10. Inner Body/Output Shaft 18. Capscrew & Washer
5. Capscrew & Washer 11. Cover 19. Oil Seal
6A. Flange 12. Capscrew & Washer 20. Output Drive Flange
6B. Flange 13. Bearing 21. Cap Plate
7. Dowel Pin 14. Retaining Ring 22. Retaining Ring
C4-10 Engine 05/04 C04024

Drive Line Adapter Damper Assembly 6. Apply adhesive (Three Bond #TB1104) on
flange (6B, Figure 4-16) and install according to
1. Replace any worn or damaged parts.
balance lines that were made during disassem-
2. Coat mating surface of outer body (8, Figure 4- bly.
16) and mating surface side of flange (6A) with
7. Align the balance lines of the outer body, inner
adhesive (Three Bond #TB1104), then assem-
body, and flange, then assemble.
ble according to balance lines that were made
during disassembly. Apply a thread tightener 8. Apply a thread tightener (Three Bond #TB1374)
(Three Bond #TB1374) on flange mounting on flange mounting bolts (5) and tighten to 18 ±
bolts (5) and tighten to 18 ± 2 kg.m (130 ± 15 ft. 2 kg.m (130 ± 15 ft. lbs.) torque.
lbs.) torque. 9. Refer to Drive Line Adapter Installation for
3. Install inner body/output shaft (10) according to remaining installation of all other related parts,
balance lines that were made during disassem- and driveline.
bly.
4. Measure out 100 grams LW008-27 grease. RECOMMENDED LUBRICANTS
Coat outer body (8), inner body/shaft (10), and The instructions listed in these pages contain refer-
rubber dampers (9) using a portion of this ences to lubricants that are used in Komatsu manu-
grease. (See Recommended Lubricants.) facturing and assembly processes. These lubricants
5. After assembling rubber dampers (2 & 5, Figure may be identified and obtained as follows:
4-17), fill the space (3, shaded portion) uni-
NOTE: “Approved source” indicates the material
formly with the remaining LW008-27 grease.
properties have been approved for Komatsu
manufacturing. This is not a commercial
endorsement for the product.
The rubber damper area requires LW008-27,
NOTE: Do not use more than the above quantity Multi-Purpose NLGI #2 grease. This is a
multi-purpose extreme pressure lubricating
of grease. Forcing too much grease into cavities
grease, consisting of a lithium complex soap
could displace rubber dampers. base and mineral oil.
Approved source: Mobilgrease HP, from
Mobil Oil Corp.
The bearings are to be packed with LW030-
27. The present source for this lube, is
Komatsu Parts Distribution, part number 427-
12-11871, which is a one gallon container.
This amount is enough for two installations.
RECOMMENDED LUBRICANTS & SEALANTS

1 gallon Can - Order
Komatsu Lubricant
A from Komatsu Dis-
(427-12-11871)
tributor
Mobil Grease HP
B LW008-27 grease.
3 Tubes*
Three Bond
C Thread Tightener
#TB1374*
Liquid Gasket Three Bond
D
LW067-78 #TB1104*
* - Obtain locally
FIGURE 4-17.
1. Outer Body Member 4. Inner Body Member

2. Large Rubber Damper 5. Small Rubber Damper NOTE: Refer to Section P, Lubrication and Service,
3. Grease Area for periodic inspections of this drive area.
C04024 05/04 Engine 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 Air Filtration System 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
Service Checks 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.
The truck engine must be shut down before ser- Main filter element restriction is registered by a ser-
vicing the air cleaner assembly or opening the vice indicator located above the air filter assembly.
engine air intake system. As filter becomes clogged with dirt, a vacuum differ-
1. Inspect and empty air cleaner dust collector at ential is created by engine demand for air causing
regular intervals. Daily inspections are recom- indicator float to expose red area. Filter service is
mended. needed when red area is exposed.
2. Before operation or after the engine has been 1. Shut engine down. Clean area around filter ele-
shut down, observe the air cleaner service vac- ment cover and remove outer wing nut (3, Fig-
uum indicator which is located above the air fil- ure 5-1) and cover
ter assembly. Filter service is required when the 2. Loosen inner wing nut (3) on air cleaner to free
indicator shows maximum restriction (RED). main element assembly. Pull main element
3. Make certain that the air inlet on the air cleaner clear of assembly.
is free of obstruction. Inlet must not be clogged 3. Inspect filter element carefully for possible dam-
or damaged. age, holes, breaks, etc., which might affect
4. Check engine air intake tube, hoses and reuse of element. If element appears service-
clamps. All connections and joints must be air able other than being dirty, proceed with the
tight to prevent entrance of dirty air. cleaning procedure. If defects are found, dis-
card element.
5. Air cleaner housing fasteners and mountings
must be tight.
6. After filter service has been accomplished,
reset air cleaner service vacuum indicator by
pushing the reset button on top of indicator.
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.

FIGURE 5-1. AIR CLEANER ASSEMBLY
1. Air Intake Cover 4. Primary Filter Element

2. Safety Filter Element Nut 5. Safety Filter Element
3. Outer and Inner Wing Nuts

4. Install new safety element and secure with wing b. Rinse element with a stream of fresh water in
nut. Tighten wing nut to 10 ft. lbs. (13 N.m) the opposite direction of normal air flow until
torque. rinse water runs clear. Maximum permissible
5. Install clean or new main filter element into air water pressure is 40 psi (276 kPa). A com-
cleaner and secure with wingnut. Tighten wing plete, thorough rinse is essential.
nut hand tight, do not use a wrench or pliers. If c. Dry the element thoroughly. If drying is done
filter element is being reused, make sure seal- with heated air, the maximum temperature
ing gasket is not damaged, the gasket must must not exceed 140°F (60°C) and must be
seal completely. circulated continually. Do not use a light bulb
6. Install cover and tighten outer wing nut. for drying elements.
7. Close and latch the dust collector on the bottom d. When the element is thoroughly clean,
of air cleaner assembly. inspect carefully for even the slightest rup-
tures or punctures and for damaged gaskets.
A good method to detect ruptures in the
paper filter material is to hold a light inside fil-
ter 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 ele-
ment, discard and install a new unit.
2. Clean dust loaded elements with dry, filtered,
compressed air:
a. Maximum nozzle pressure must not exceed
30 psi (207 kPa). Nozzle distance from filter
element surface must be at least one inch
(25 mm) to prevent damage to the filter
FIGURE 5-2. INSPECTING FILTER ELEMENT 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
Main Filter Element Cleaning air flow should be opposite of normal air flow.
NOTE: Remember that only the main (primary) filter
element may be cleaned, and then only if it is
structurally intact. Do not reuse any element which is
damaged. DO NOT clean and reuse the safety
(secondary) filter element. Replace this item when
clogged or damaged.
After inspection, determine if the element should be
cleaned by using either washing or compressed air
methods. If element is clogged with dust, com-
pressed air will clean element. If element is clogged
with carbon, soot, oil and/or dust, the complete wash-
ing procedure will produce the best results.
1. Wash elements with water and detergent as fol-
lows:
a. Soak the element in a solution of detergent
and water for at least 15 minutes. Rotate ele-
ment back and forth in the solution to loosen FIGURE 5-3. CLEANING FILTER ELEMENT WITH
dirt deposits. DO NOT soak elements for COMPRESSED AIR
more than 24 hours.

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 ele-
ment 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 seal-
ing.
3. Check air cleaner elements, main and safety,
for ruptures, holes or cracks.
4. Check air cleaner assembly for structural dam-
age, cracks, breaks or other defects which
could allow air leakage. Check all mounting
hardware for tightness.

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 D2-1

With Prelub Starter
NOTES
D2-2 24 VDC Electric Supply System D02027

With Prelub Starter
24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION Service
Four (4) 12 volt storage batteries are located on the All batteries must be maintained periodically, espe-
right hand deck and are wired in a series and parallel cially machines equipped with electric starters.
combination to provide 24VDC for the Truck electri- The electrolyte level of each cell should be checked
cal system and components. at the interval specified in the Lubrication and Ser-
When the engine is shut down and keyswitch is OFF, vice Section P, and water added if necessary. The
24 volts is supplied to the circuits for the alternator, proper level to maintain is 3/8 - 1/2 in. (10-13 mm)
keyswitch, and the hazard flasher. above the plates. To insure maximum battery life,
use only distilled water or water recommended by the
With engine running and keyswitch ON, all circuits battery manufacturer. After adding water in freezing
are capable of operating under the necessary condi- weather, operate the engine for at least 30 minutes
tions for the circuit. Whether a particular circuit is to thoroughly mix the electrolyte.
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
DO NOT SMOKE or allow flame around a dead
electric components during operation. Refer to the
battery or during the recharging operation. The
Electrical Schematic, Section R, for specific circuit
expelled gas from a dead cell is extremely explo-
details.
sive.
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operat-
ing eight hours per day is about one to two ounces
Before welding on truck, be certain that each of per cell per month. For heavy duty operation (24
these components are completely disconnected: hour) normal consumption should run about one to
• Transmission Controller two ounces per cell per week. Any appreciable
• Batteries increase over these figures should be considered a
• Battery Charging Alternator danger signal.
Storage
BATTERY Idle batteries should not be allowed to stand unat-

tended. If equipment is to stand unused for more
The four (4) 12 volt storage batteries are of the lead- than two weeks, the batteries should be removed
acid type, each containing six 2-volt cells. During and placed in a cool, dry place where they may be
operation, the storage batteries function as an elec- checked periodically and charged when necessary.
trochemical device for converting chemical energy
into the electrical energy required for operating the All batteries will self discharge over a period of time if
accessories when the engine is shut down. 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 bat-
tery is not connected in a circuit and is more pro-
nounced in warm weather than in cold.
Lead-acid storage batteries contain sulfuric acid,
which if handled improperly may cause serious The rate of self-discharge of a battery kept at 100°F
burns on skin or other serious injuries to person- (38°C) is about six times that of a battery kept at
nel. Wear protective gloves, aprons and eye pro- 50°F (19°C) and self-discharge of a battery kept at
tection when handling and servicing lead-acid 80°F (27°C) is about four times that one at 50°F
storage batteries. See the precautions in Section (10°C).
A of this manual to insure proper handling of bat-
Over a thirty day period, the average self-discharge
teries and treatment for accidents involving sul-
runs about 0.002 specific gravity per day at 80°F
furic acid.
(27°C).

With Prelub Starter
Some possible causes for an undercharged battery
are:
Specific Gravity Freezing Temperature
Sulfated battery plates
Corrected to 80°F (27°C) Degrees
Loose battery connections
1.280 -90°F (-70°C)
1.250 -60°F (-54°C) Defective wire in electrical system
1.200 -16°F (-27°C) Loose alternator drive belt
1.150 +5°F (-15°C) A defective alternator

1.100 +19°F (-7°C) Overcharging, which causes overheating, is first indi-
cated by excessive use of water. If allowed to con-
tinue, cell covers will push up at the positive ends
To offset the results of self-discharge, idle batteries
and in extreme cases the battery container will
should receive a booster charge (not a quick charge)
become distorted and cracked.
at least once every thirty days. Batteries allowed to
stand for long periods in a discharged condition are A battery can discharge if it is not clean and dry. A
attacked by a crystallization of the lead sulfate on the fully charged battery can become discharged to a
plates. Such batteries are called sulfated and are, in level low enough to prevent it from starting an engine
the majority of cases, irreparably damaged. In less in as little time as one week. The problem may be
severe cases, the sulfated battery may be restored to acid film and dirt lying on top of the battery. This cre-
limited service by prolonged charging at a low rate ates a path for electricity to travel between the termi-
(approximately normal rate). nals, thus discharging the battery.
An undercharged battery is extremely susceptible to Use either an analog or digital voltmeter to determine
freezing when allowed to stand in cold weather. if there is a path between the terminals.
The electrolyte of a battery in various stages of a. Set the voltmeter at a range to indicate bat-
charge will start to freeze at temperatures indicated tery voltage.
in the table above. b. Place the positive lead of the voltmeter on
The temperatures in the table indicate the points at the positive battery post.
which the first ice crystals appear. Lower tempera- c. Place the negative lead so that it touches the
tures must be reached for a solid freeze. Solid freez- battery case approximately one inch away
ing of the electrolyte may crack the battery case and from the positive post.
damage the positive plates. As will be noted, a
charged battery is in no danger of freezing, therefore, d. The voltmeter should indicate 0.0 volts. If
a charge or better is desirable, especially during win- any voltage is indicated, there is a path that
ter weather. 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. Seri-
If voltage was detected in the previous test, the bat-
ous injuries to service personnel can result!
tery 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,
Maintenance and Troubleshooting be sure none of the cleaning solution is allowed into
Two most common troubles that occur in the charg- the battery cells. Be sure terminals are clean and
ing system are undercharging and overcharging of tight. Clean terminals are very important in a voltage
the truck's batteries. regulated system. Be sure to clean the entire battery
compartment thoroughly as it may contain acid resi-
An undercharged battery is incapable of providing due. Be careful not to splash any overspray onto sur-
sufficient power to the truck's electrical system. rounding components. Rinse the area completely to
remove all traces of battery acid from machine.

With Prelub Starter
Leakage can be detected by continual wetness of the BATTERY DISCONNECT SWITCH
battery or excessive corrosion of the terminals, bat- (Optional)
tery carrier and surrounding area. (A slight amount of
corrosion is normal in lead-acid batteries). Inspect An optional battery disconnect switch (2, Figure 2-1)
the case, covers and sealing compound for holes, is available. This switch provides a quick and conve-
cracks or other signs of leakage. Check battery hold nient method of opening the battery positive (+)
down connections to make sure the tension is not power circuit without the need to remove cables from
great enough to crack the battery, or loose enough to the battery terminals.
allow vibration to open the seams. A leaking battery The battery disconnect switch is located on the front
should be replaced. side of the battery box (3) on the right deck (1). When
To remove corrosion, clean the battery with a solu- the switch lever is moved to the right (away from the
tion of ordinary baking soda and a stiff, non-wire cab) the switch is in the OFF position and the battery
brush and flush with clean water. Corrosion creates circuit is open. Move the switch lever toward the cab
resistance in the charging circuit which causes to restore battery power.
undercharging and gradual starvation of the battery.
NOTE: When washing batteries, make sure cell caps
are tight to prevent cleaning solution from entering
the cells.
Maintaining clean batteries will provide longer ser-
vice 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 suc-
cessive hourly readings show no rise in specific grav-
ity, 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 80°F (27°C).
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 80°F (27°C) when the specific gravity is FIGURE 2-1. BATTERY DISCONNECT SWITCH
taken, temperature should be corrected to 80°F HOOKUP
(27°C):
1. R.H. Deck Structure 3. Battery Box
• For every 10°F (5°C) below 80°F (27°C), 0.004 2. Battery Disconnect 4. Battery Relay
should be SUBTRACTED from the specific Switch Switches
gravity reading.
• For every 10°F (5°C) above 80°F (27°C), 0.004
should be ADDED to the reading.

With Prelub Starter
BATTERY CHARGING CIRCUIT Battery Charging Alternator
COMPONENTS A 24 volt alternator is used to supply electric current
Batteries - Four (4) 12 volt lead-acid type storage for the 24VDC circuits when the engine is running.
batteries are located on the right hand deck and are The alternator is equipped with an internal regulator
wired in a series and parallel combination to provide system used to keep the batteries at full charge.
24VDC for the Truck electrical system. 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 conduc-
tors are the field winding, the stator windings, the six
rectifying diodes and the regulator circuit compo-
nents. The regulator and diodes are enclosed in a
sealed compartment.
A fan located on the drive end provides air flow for
cooling. Grease reservoirs contain an adequate sup-
ply of lubricant so that no periodic maintenance is
required. For repair or maintenance contact your
Alternator - Is located on the upper right front corner local Delco-Remy Distributor.
of the engine. The alternator produces 27.5 - 29.5
volt output and is capable of up to 75 amperes. NOTE: The hex head bolt on the output terminal is
electrically insulated; no voltage reading can be
Charge Warning Light - Is located on the left side of obtained by connecting to the hex head.
the instrument panel and, when illuminated while the
engine is running, indicates an abnormality in the
charging system. Normal indicated voltage at high
idle is 27.5 - 29.5 volts.
Before welding on truck, be certain that each of

these components are completely disconnected:
• Transmission Controller
• Batteries
• Battery Charging Alternator

With Prelub Starter
FIGURE 2-2. ALTERNATOR & REGULATOR SCHEMATIC
Operation
The basic operating principles are explained as fol- Capacitor C1 protects the generator diodes from high
lows (Refer to Figure 2-2): transient voltages and suppresses radio interference.
Resistor R5 prevents current leakage through TR3 at
As the rotor begins to turn, the permanent magne-
high temperatures. Diode D5 prevents high transient
tism therein induces voltages in the stator windings.
voltages in the field coil when the field current is
The voltages across the six diodes cause current to
decreasing. Resistor R7, capacitor C3, and resistor
flow to charge the battery.
R4, all act to cause transistors, TR2 and TR1, to turn
Current from the stator flows through the three on and off more quickly.
diodes to resistor R6 and the base-emitter of TR2
and TR1 to turn these transistors on. Current also Magnetizing The Rotor
flows from the stator through the diode trio D1, D2 The rotor normally retains magnetism to provide volt-
and D3, the field coil and transistor TR1, returning to age build-up when the engine is started. After disas-
the stator through the other three diodes. All stator sembly or servicing, however, it may be necessary to
current, except through the diode trio D1, D2 and D3, reestablish the magnetism. To magnetize the rotor
flows through the six diodes connected to the stator. connect the alternator to the battery in a normal man-
Current flow through R1, R2 and R3 causes a volt- ner, then momentarily connect a jumper lead from
age to appear at zener diode D4. When the voltage the battery positive post to the relay “R” terminal.
becomes high enough due to increasing generator
speed, D4 and the base-emitter of TR3 conduct cur-
rent 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 sys-
tem voltage increases. This cycle then repeats many
times per second to limit the system voltage as deter-
mined by the setting of the potentiometer R2.

With Prelub Starter
ENGINE PRELUB SYSTEM
The Prelub™ system automatically, safely, and When the pressure switch opens at 0.18 kg/cm2 (2.5
quickly fills filters and all oil passages prior to crank- psi), the circuit to the timer solenoid is opened. After
ing at each engine startup. In addition, the system a 3 second delay, the Prelub™ starter will stop com-
prevents startup if there is no oil present in the pletely and the timer solenoid will provide current to
engine. the standard starter solenoid. The starter and pinion
The prelub™ system consists of the following com- gear will engage the flywheel ring gear and normal
ponents: cranking will occur.
• Pump
• Timer Solenoid Pressure Switch
• Oil pressure switch
The pressure switch (7, Figure 2-3) is a 0.18 kg/cm2
• Oil suction line (2.5 psi), normally closed (N.C.) switch, located so
• Oil outlet line that it can sense oil pressure after the engine oil has
passed through the filters.
• Check valve
• Electrical harness
Check Valve
The Prelub™ starter is an electric starter motor which The oil pressure supply hose has a check valve
has an extended armature shaft to drive an attached installed between the Prelub™ unit and the engine.
oil pump (1, Figure 2-4) at the brush end of the The check valve prevents the passage of oil from the
starter. engine back to the pan after the engine is started.
The oil flow through the valve is toward the engine as
The Prelub Starter mounting is the same as that indicated by an arrow on the valve.
used for the standard starter. Engine oil is drawn
through a suction hose attached to the oil pan, and Timer Solenoid
then returned to the engine through an outlet line
The timer solenoid (6) controls the prelubrication
attached to the engine oil supply ahead of the filters.
cycle. Current is supplied to the timer through the
NOTE: Before starting engine in cold weather, refer keyswitch. The ground path is completed by the nor-
to the Operation & Maintenance Manual, Section 3 mally closed pressure switch which is preset to open
for proper starting procedure. at 0.18 kg/cm2 (2.5 psi).
When the switch opens, current is redirected to the
standard starter solenoid for engine cranking, follow-
ing a 3 second delay.
OPERATION
The Prelub™ starter is activated when the operator
turns the key switch and holds it in the START posi-
tion. 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 DO NOT attempt to jump start the truck using the
the starter pinion gear. The motor drives the Prelub™ terminals on the timer solenoid. INTERNAL DAM-
pump assembly which will deliver approximately 57 AGE TP THE TIMER WILL RESULT.
liters (15 gallons) of oil per minute to the engine.

With Prelub Starter
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 4. Starter Safety Relay # 1 7. Prelub Oil Pressure Switch
2. 24VDC Battery (+) 5. Starter Safety Relay # 2 8. Prelub Starter
3. Alternator Supply 6. Timer Solenoid

With Prelub Starter
MAINTENANCE
Prelub™ system maintenance should be performed
annually or at 5000 hour intervals as described
below.
Brush dust will be present in all motors. Do not
Prelub™ System Operation confuse brush dust with oil. Brush dust will
Verify system operates according to the two phases appear as a black/brown, dry coating within the
of operation as listed in Troubleshooting Prelub motor.
Starter Circuit on the following page. If a problem
exists, refer to the list of problems and possible
causes for troubleshooting system components. 4. If oil is present in the motor, install a 14 kg/cm2
(200 psi) gauge in the pump pressure test port
If system is operating properly, continue with the (3) located near the pump outlet hose.
inspection of component parts below:
5. Close the battery disconnect switch or recon-
Starter/Prelub Pump nect batteries and observe the pressure gauge
while the engine is started.
The starter motor (with the Prelub™ pump) should be
a. If there is any indication of pressure, remove
inspected as follows for possible oil leakage from the
and repair the Prelub™ starting motor and
pump to the starter housing.
the check valve located between the pump
1. Disconnect batteries or open the battery discon- outlet and the engine/filters.
nect switch to prevent engine startup.
b. If there is no indication of pressure, remove
2. Remove the inspection plug (2, Figure 2-4). and repair the Prelub™ starter motor only.
3. Using a flashlight (and mirror if necessary), 6. If no oil is present, carefully reinstall inspection
inspect interior of starter motor housing for the plug (2).
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 neces-
sary. Perform additional tests below to deter- Check Valve
mine what components require repair.
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 dam-
age 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 3. Pressure Test Port

2. Inspection Plug

With Prelub Starter
Troubleshooting Prelub Starter Circuit
Two distinct phases are involved in a complete pre-
lubrication cycle. The two phases are:
1. Prelubrication Phase- Begins when the key 2. Delay and Crank Phase- Begins when the
switch is held in the start position. A circuit is pressure switch opens. A 3 second delay pre-
provided to ground through the normally cedes the crank mode.
closed pressure switch. The circuit is inter-
rupted upon opening of the pressure switch
when the Prelub pressure reaches 0.18 kg/
cm2 (2.5 psi).
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 short-

ing to block.
Starter prelubricates continuously regardless of key Indicates Prelub Timer Solenoid contacts have
switch position. 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 sys-
tem, 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 posi-
tion 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 cir-
cuit. Remove the wire, then check for an
open circuit between the switch terminal
and the switch base. If open, replace the
pressure switch.

With Prelub Starter
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 con-
nections, cracked fittings, pump casting, or
hose kinks and blockage.
d. Make sure the suction hose is a -20. Reduc-
ing 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 If the starter is totally inoperative and no prelubrica-
crank. tion, 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.

With Prelub Starter
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D3-12
ELECTRONIC ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .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 24VDC Electrical System Components D03029

24VDC ELECTRICAL SYSTEM COMPONENTS
VEHICLE MONITOR SYSTEM Service Mode
The service mode provides diagnostic information to
General Description
service personnel.
The vehicle monitor system observes the condition of
1. Machine data monitoring mode:
the truck systems through sensors installed at vari-
ous locations. It processes that information and dis- The input and output values supplied to the net-
plays it on the monitor panel to inform the operator of work controller are displayed in real time.
the condition of the machine. 2. Service code, travel data display mode:
The vehicle monitor system consists of the monitor Displays the fault codes stored in the network
panel, various sensors, switches, and relays, alarm controllers.
buzzer, warning lamps and power source.
The items displayed can be broadly divided into: NETWORK SIGNALS

• "Caution" items: Used to display warnings if any 1. Speed display
abnormality should occur in the truck. 2. Engine speed display
• "Gauge" section: constantly displays the 3. Shift light display
conditions, such as gauges, speedometer, 4. Shift position display
tachometer, service meter, odometer, and pilot
lamps. 5. Speed range display
6. Lockup display
7. Automatic gear shift (mechatronics) fault dis-
The monitor panel has a normal mode and a service play
mode.
8. Mode selection display
Normal Mode 9. Air pressure display
The normal mode primarily displays useful informa- 10. Coolant temperature display
tion to the operator. 11. Torque converter oil temperature display
1. Items always displayed include: 12. Retarder oil temperature display
Meters (speedometer, tachometer, service 13. Fuel level display
meter, odometer).
14. Caution/pilot lamp output
Gauges (air pressure, engine coolant tempera-
ture, torque converter oil temperature, retarder
oil temperature, fuel level).
2. Items displayed when abnormal conditions
occur:
Cautions, Action code display.

FIGURE 3-1. MONITOR PANEL

VEHICLE MONITOR PANEL
FIGURE 3-2. ELECTRONIC MONITOR PANEL

1. Air pressure monitor 12. Speedometer 24. Not Used
2. Air pressure gauge 13. Tachometer 25. Not Used
3. Coolant temperature monitor 14. Shift limiter pilot lamp 26. Service Meter
4. Coolant temperature gauge 15. Lockup pilot lamp 27. Service Meter Indicator
5. Torque converter oil 16. Transmission shift position pilot 28. Odometer (total distance
temperature monitor lamp traveled)
6. Torque converter oil 17. Shift indicator 29. Power mode indicator (high)
temperature gauge 18. Engine controller monitor 30. Power mode indicator
7. Retarder oil temperature moni- 19. Automatic transmission control (economy)
tor monitor 31. Right hand module
8. Retarder oil temperature gauge 20. Faults in other control systems 32. Center module
9. High beam pilot lamp 21. Fuel level monitor 33. Left hand module
10. Turn signal pilot lamp (left) 22. Fuel level gauge 34. Speedometer compensation
11. Turn signal pilot lamp (right) 23. Not Used switch

VEHICLE MONITOR PANEL Specifications: Measuring between pins 1 & 2.
The monitor panel consists of the L.H. module, cen- 25°C (77°F) 37-50 Ω
ter module, R.H. module, service meter, odometer, 100°C (212°F) 3.5-4.5 Ω
plate, and other structural parts.
The center module has one microcomputer mounted, • Engine coolant above 102° C (216° F)
and it processes and displays the network and other • Retarder oil above 120° C (248° F)
signals. • 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 Air Pressure Sensor
signals from the center module. The air pressure sensor is installed to the air piping
The service meter is actuated by a signal from the behind the operator's seat. It converts any changes
alternator terminal R. in the air pressure inside the wet tank to a change in
the resistance, and sends a signal to the shift control-
SENSORS, SWITCHES ler.
The signal is sent from the transmission shift control-
Engine Water Temperature Sensor ler through the network to the machine monitor
panel, and the air pressure is displayed. If the air
Retarder Oil Temperature Sensor
pressure goes below the specified pressure (5.3 kg/
Torque Converter Oil Temperature Sensor cm2, 75 psi), the monitor panel lamp flashes and the
alarm buzzer sounds to warn the operator of the
The above sensors (refer to Figure 3-3) are installed abnormality.
in the retarder oil piping, engine block, and transmis-
sion case.
Any change in the temperature is taken as a change
in the resistance of the thermistor, and a signal is
sent to the shift controller. The signal is then sent
from the shift controller through the network to the
machine monitor panel to display the temperature.
When the monitor panel display reaches a pre-deter-
mined 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 3. Thermistor
2. Plug

Fuel Level Sensor 2. Verify a gear tooth tip is aligned with the sensor
mounting hole as shown. (If necessary, rotate
The fuel level sensor (Figure 3-5) is installed to the
flywheel to achieve alignment.)
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 posi-
tion, the warning lamp flashes.
FIGURE 3-6. ENGINE SPEED SENSOR

1. Magnet 4. Boot
2. Terminal 5. Connector
3. Case
3. Screw in sensor by hand until the tip of sensor
contacts gear tooth - do not force. Do not use a
wrench or other tool to tighten.
4. Turn counter-clockwise 1/4 - 1/2 turn from the
point where sensor contacts gear to obtain
clearance "a" (0.4 mm (0.016in.)). Tighten lock-
nut (2) to 6 ± 1 kg.m (43 ± 7 ft. lbs.).
FIGURE 3-5. FUEL LEVEL SENSOR
5. Reinstall harness connector. Be certain har-
1. Connector 3. Arm
ness is properly clamped and supported to pre-
2. Variable Resistor 4. Float
vent 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 sen-
sor.
FIGURE 3-7. SPEED SENSOR ADJUSTMENT
NOTE: Inspect sensor tip for iron particles or other
contaminants. Inspect for damage. 1. Sensor a. 0.4 mm (0.016 in)
2. Locknut
3. Flywheel Teeth

MONITOR PANEL DISPLAYS
Figures 3-8 through 3-11 list the various monitor In addition, each function lists the conditions under
panel gauges, pilot lamps, caution lamps etc.. Each which the display is ON or OFF and any additional
function is listed in its display category and shows warnings such as the central warning lamp or
the symbol (when applicable) that appears on the buzzer.
display area.
FIGURE 3-8. MONITOR PANEL DISPLAYS, FUNCTIONS




INSTRUMENT PANEL INDICATORS,
TEST SWITCH
Figures 3-12 and 3-13 lists the warning and caution The conditions under which the central warning
devices located on the instrument panel, below the lamp will illuminate and the buzzer will sound are
Monitor Panel. The central warning lamp, located to listed
the left of the indicators listed below, can be identi-
fied by its Red convex lens.
FIGURE 3-12. INSTRUMENT PANEL INDICATORS, TEST SWITCH

FIGURE 3-13. INSTRUMENT PANEL INDICATORS, TEST SWITCH

ELECTRONIC ACCELERATOR PEDAL
• (AS1) Idle Validation Switch signals: The
Operation
accelerator pedal provides two digital signals to
The throttle/accelerator pedal is a foot-operated indicate whether the accelerator pedal is
pedal containing a spring-loaded roller arm and depressed or released. These signals are used
inclined ramp, two electrical rheostats and a switch by the transmission controller to allow upshift or
with electrical connectors. down shifts.
• (AS2) pedal (throttle) signal: This throttle signal
The spring-loaded roller arm is connected to the
is varied as the accelerator pedal is depressed.
switch and rheostats. As the roller arm travels along As the pedal is depressed, the output voltage
the inclined ramp (when the operator depresses the signal increases and engine rpm increases. The
pedal), electric signals are generated and sent to signal goes to the engine controller.
various controllers to control fuel (engine rpm),
throttle position (pedal depressed/released), and • (AS3) Transmission Controller Throttle signal:
This throttle signal is varied as the accelerator
transmission shift controls.
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

AISS (Automatic Idling Setting System)
This switch is used by the operator to control the When the switch is "out", normal position, the light in
idle speed of the engine. The switch when pushed the switch OFF, this is the automatic position. In this
"in" the light in the switch will be ON, is in the man- position the engine is controlled automatically
ual position. This provides for LOW engine idle depending on operating status of the truck. The fol-
speed. In this position the operator has greater con- lowing chart outlines the conditions for the engine
trol for movement in confined spaces, such as park- idle speed.
ing or driving in or out of service areas.
AISS OPERATIONAL CHART

AISS SWITCH OPERATION ENGINE WATER OPERATING CONDITION IDLE SPEED
TEMPERATURE
ON manual - - LOW
30°C (90°F) - 50°C (120° F) Retarder lever operated or
OFF automatic (when water temperature is parking brake applied LOW
above 50°C and goes down)
OFF automatic Above 50°C (120°F) Retarder lever operated or LOW
parking brake applied
30°C (90°F) - 50°C (120°F) Retarder lever operated or
OFF automatic (when water temperature is parking brake applied HIGH
below 30°C and goes up)
OFF automatic Below 30°C (90°F) Retarder lever operated or HIGH
parking brake applied
OFF automatic - Retarder lever not operated HIGH
or parking brake released

4. Speed sensors are located at three points
Outline (transmission input shaft, intermediated shaft,
This transmission controller is designed to control and output shaft) to make it possible to detect
the system, so it has a built-in computer. It has the any slipping of the transmission clutches. It
following features and functions. also acts to protect the transmission when
there is any abnormality in the hydraulic sys-
1. It has a high-power mode and economy mode
tem.
and it changes the shift pattern.
5. It is connected to the network and makes vari-
2. The braking mode is when the brake is being
ous data common with other controllers.
used. The shifting point is raised and the brake
cooling pump speed increased to improve the 6. It receives the input of model selection data
cooling effect for the retarder. At the same time (what machine the controller is mounted on)
it enables the braking force of the engine to be and network data (what controller is connected
used effectively. to the network), and contacts the other control-
lers through the network.
3. It drives and controls the torque converter
lock-up solenoid valve, overrun prevention 7. It has a divided self-diagnostic function for
solenoid valve, exhaust brake solenoid valve, both the input and output system.
and BCV solenoid valve. 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 dis-
play panels.
FIGURE 3-15. TRANSMISSION CONTROLLER
1. Self Diagnostic Display Window 6. Network switch (Sw 2) 11. ATC4

2. Connector 7. ATC2 12. ATC3B
3. Case 8. ATC1 13. ATC3A
4. Printboard 9. ATC5B
5. Model Selection Switch (Sw 1) 10. ATC5A

10. The content of the self-diagnosis is recorded in OPERATION:
memory, so when the main switch is turned off it
is possible to check details of failures. The automatic shift control system receives the shift
lever position signal, accelerator pedal signal, trans-
11. It sends the trouble data to the network, and dis- mission speed signal, and signals from other
plays this on the other display panels. switches and sensors, and based on the information
12. The location of any existing failure is displayed received the transmission shift controller acts to
on the monitor panel. automatically control the shift of the transmission to
the optimum speed range. The transmission shift
13. It has an emergency travel function for use if controller also drives and controls the torque con-
there is any failure in the electrical system. verter lockup solenoid and overrun prevention sole-
14. It is located separately from the gearshift lever. noid 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.

NOTES

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 Introduction to Electrical Troubleshooting D04010

POINTS TO REMEMBER WHEN TROUBLESHOOTING
For these reasons, it is necessary to carry out a thor-
ough prior investigation and to follow proper trouble-
shooting procedures.
2. Questions to ask the operator:
a. Have any other problems occurred apart
• Stop the truck on a level surface, and verify from the problem that has been reported?
the body safety pin and wheel chocks are in
place, and the parking brake is applied. b. Was there anything strange about the
machine before the failure occurred?
• Be extremely careful of hot components or
rotating parts. Allow engine to cool c. Did the failure occur suddenly, or has the
thoroughly before removing the radiator cap. problem occurred on previous occasions?
• When troubleshooting with two or more d. Under what conditions did the failure occur?
workers, keep strictly to the agreed signals, e. Had any repairs been performed before the
and do not allow any unauthorized personnel
failure?
in the area.
3. Checks before troubleshooting:
• If necessary to open any air, water, or
hydraulic oil piping, be certain all pressure a. Check for a history of operator reports of
has been relieved before opening. problems with the truck.
• When disconnecting wiring, always b. Refer to "Checks Before Troubleshooting"
disconnect the negative (-) terminal of the for a list of items that must be checked and
battery first. corrected if necessary before troubleshoot-
• When installing test equipment, be sure to ing a specific problem.
connect it properly. 4. Confirming the failure:
The aim of troubleshooting is to pinpoint the basic a. Verify an actual problem exists. Have the
cause of the failure, to carry out repairs swiftly, and to Operator try to repeat the problem; be cer-
prevent reoccurrence of the failure. tain the problem is not actually a result of
improper operation procedures.
When troubleshooting, an important point is of
course understanding the function of all the truck's b. When operating the truck to re-enact the
operational systems. However, a short cut to effec- symptoms, do not perform any operations
tive troubleshooting is to ask the operator various that may make the problem worse or
questions to form some idea of possible causes of increase damage to a component.
the failure that would produce the reported symp- 5. Troubleshooting: Use the results of the investi-
toms. gation and inspection in Items 2 - 4 to narrow
1. When troubleshooting, do not hurry to disas- down the causes of failure, then refer to the
semble components. appropriate section of this manual to for the
specific component(s) that may cause the prob-
If components are disassembled immediately lem.
after any failure occurs:
• Start with the most likely cause.
• Components unrelated to the failure may be
unnecessarily removed. • Try the simplest solution first.
• It may become impossible to find the actual • Investigate other related parts or information.
cause of the failure.
This can also lead to a waste of man-hours, replace-
6. Measures to remove primary cause of failure:
ment of properly functioning parts, or internal con-
tamination of parts from dirt grease, oil etc. 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.

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 cor-
rect 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 con-
nect one component to another component. Connec-
tors 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. FIGURE 4-1. EFFECTS OF WEATHER
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.
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 FIGURE 4-2. IMPROPER INSERTION
occur because the male connector is not prop-
erly 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 Improper
4-3). The pins of the male and female connec- crimp
tors are in contact with this wire at the crimped
terminal or soldered joint.However, if the crimp
or solder joint is improperly completed, oxidiza-
tion can occur causing a break in the electrical
connection.
FIGURE 4-3. IMPROPER CRIMP

3. Damage to wiring during disconnecting con-
nectors
If the connectors are pulled apart by pulling on
the wires or components are removed with the
wires still connected, damage to the pin termi-
nals, 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 high-
pressure water is sprayed directly on the con-
nector, water may enter the connector, depend-
ing on the direction of the water jet.
FIGURE 4-4. IMPROPER HANDLING
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.
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 com- FIGURE 4-5. WATER CORROSION
pressed air and spray it with a contact cleaner.
• 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

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

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, cor-
roded, 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 neces-
sary.
NOTE: If the connector cannot be connected easily,
remove the clamp and adjust the position.
NOTE: If the wiring harness or connector has been
FIGURE 4-12. INSTALLING CONNECTOR
removed from a clamp (Figure 4-13), be sure to
reinstall it to its original position. Verify all clamps are
properly tightened.
FIGURE 4-13. HARNESS CLIPS

E. Drying wiring harness
1.) If there is any oil or dirt on the wiring har-
ness, 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 com-
pressed 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

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 FIGURE 4-17. CONTROLLER BOX
truck.
• Disconnect all wiring harness connectors
connected to the controller box. Attach the arc
welding ground close to the welding point.
Points to remember when troubleshooting elec-

tric 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 FIGURE 4-18. THINGS NOT TO DO
in the reading of the tester. If there is any change,
there is probably a defective connection in that
circuit.

POINTS TO REMEMBER WHEN SERVICING HYDRAULIC EQUIPMENT
The most common cause of failure in a hydraulic sys-

tem 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 FIGURE 4-19. IMPROPER OIL HANDLING
performance should be confirmed with the
appropriate test equipment before reinstallation
on the truck.
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.
FIGURE 4-20. OIL PUMP WITH FILTER
Do not let any dirt or dust get in during refilling
operations.
• Be careful not to let any dirt or dust get in when
re-filling with hydraulic oil. Always keep the oil
filler and the area around it clean. Also use clean
pumps or oil containers.
• 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.

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

CHECKS BEFORE TROUBLESHOOTING
Item Standard Values Action

1. Check fuel level Fuel gauge Add fuel
2. Check for dirt or water in fuel - Clean, drain
3. Check for water in air tank - Drain
Air Circuit, 4. Check transmission oil level Oil level gauge Add oil
hydraulic oil, 5. Check hydraulic oil level Sight gauge Add oil
lubricating oil, 6. Check engine oil level (Level of oil in oil pan) Oil level gauge Add oil
cooling water, 7. Check cooling water level - Add water
8. Check condition of dust indicator Dust indicator Clean
9. Check front brake oil level (Level of oil in tank) Oil level gauge Add oil
10. Check for water in emergency brake air tank - Drain
11. Check play of steering wheel 100-140 mm -
1.Checks before 12. Check operation of emergency steering Operation: 20 sec. Repair
starting
13. Check length of suspension for proper charge Label Adjust
14. Check tire inflation pressure and damage - Charge air
15. Check wheel mounting nuts - Tighten
Air, hydraulic, 16. Check operation of service brake - Adjust
mechanical 17. Check operation of parking brake - Adjust or repair
components 18. Check operation of emergency brake - Adjust or repair
19. Check operation of steering - Adjust or repair
20. Check the right and left view mirror - Adjust
21. Check exhaust color and engine for abnormal noise - Adjust or repair
22. Check operation of retarder - Adjust or repair
23. Check wear of body pads - Adjust or repair
24. Check air horn - Repair
25. Check function of lights - Repair or replace
26. Check function of gauges - Adjust or repair
27. Check monitor panel - Adjust or replace
Electrical 28. Check truck monitor system - Repair or replace
equipment 29. Check central warning light - Repair or replace
30. Check for loose or corroded battery terminals - Re-tighten or clean
31. Check for loose or corroded alternator terminals - Re-tighten or clean
32. Check for loose or corroded starting motor terminals - Re-tighten or clean
Hydraulic, 33. Check abnormal noise or smell - Repair
Mechanical 34. Check for oil leakage - Repair
components 35. Bleed air from all systems - Bleed air
36. Check battery voltage (engine stopped) 20-30 V Replace
37. Check level of battery electrolyte - Add or replace
38. Check for discolored, burnt, or bare wiring - Replace
39. Check for missing wiring clamps, hanging wire - Repair
2. Other Electrical 40. Checks for water leaking onto wiring (check carefully - Disconnect connector
check Items
components water leakage at connectors and terminals) - and dry connection
41. Check for broken or corroded fuses - Replace
42. Check alternator voltage 27.5-29.5V Replace
(engine running at over half throttle)
43. Noise when battery relay is operated. Replace
(Switch starting switch from ON to OFF)

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 4-
23, 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.

Connector Connector No. Mounting Location Loc. Connector Connector No. Mounting Location Loc.
No. Type of No. Type of
Pins Pins
01 SWP 14 Intermediate connector D7 34 1-pin conn. 1 Clearance lamp A5
02 SWP 8 Intermediate connector 35 1-pin conn. 1 Clearance lamp A6
03 X 2 Radiator water level sensor A6 36 1-pin conn. 1 Turn signal lamp A5
04 X 2 Air conditioner pressure switch B2 37 1-pin conn. 1 Fog lamp A5
06L - 3 Head lamp (Lo) D1 39 X 3 Suspension pressure sensor C7
07H - 3 Head lamp (Hi) C1 40 SWP 6 Payload meter display lamp C7
08 1-pin conn. 1 Clearance lamp D1 (right)
09 1-pin conn. 1 Clearance lamp E1 41 M 1 Right side lamp B7
1.PS X 2 Transmission solenoid valve U9 51 X 2 Flow switch G1
1.SW X 1 Fill switch U9 52 X 2 Transmission oil filter sensor J3
2.PS X 2 Transmission solenoid valve V9 53 X 2 Retarder filter sensor
2.SW X 1 Fill switch U9 54 X 2 Hydraulic oil filter sensor
3.PS X 2 Transmission solenoid valve V9 55 X 2 BCV solenoid
3.SW X 1 Fill switch V9 59 SWP 6 Tail lamp J9
4.PS X 2 Transmission solenoid valve W9 60 SWP 6 Tail lamp K9
4.SW X 1 Fill switch V9 61 X 1 Fuel gauge sensor F9
10 1-pin conn. 1 Turn signal lamp E1 62 X 3 Suspension pressure sensor K9
11 1-pin conn. 1 Fog lamp D1 63 X 3 Suspension pressure sensor J9
12 - 2 Washer motor C7 64 X 2 Retarder oil temperature sensor A3
13 X 3 Suspension pressure sensor F1 76 1-pin conn. 1 Auto drain valve heater
14 SWP 6 Payload meter external display G1 2 Emergency stop solenoid

lamp (left) 84 - (mechanical governor specifica-
tion)
15 M 1 Left side lamp C7
86 - 8 AISS motor (mechanical gover- -
17 - 1 Air conditioner compressor
nor specification)
18 - 2 Diode A3 87 - 8 Engine stop motor (mechanical -
20 SWP 14 Intermediate connector governor specification)
21 X 1 Steering oil temperature sensor K3 90 - 2 Diode
24 X 2 Starting motor 99 - 2 Intermediate connector -
CTI X 2 Water temperature A1 KES1 1 Emergency escape switch Z3
EPI - 1 Engine oil pressure sensor A2 KES 1 Emergency escape switch Z3
Emergency stop solenoid AC1 M 4 Intermediate connector N7
28 - 2 (mechanical governor specifica-
AI - 7 AISS switch O6
tion)
AS1 X 2 Exhaust brake switch T5
30 SWP 14 Intermediate connector B7
AS2 X 2 Parking brake switch T5
31 SWP 8 Intermediate connector
AS3 X 2 Retarder brake switch T5
32H - 3 Head lamp (Hi) A4
AS4 X 2 Emergency brake switch T5
33L - 3 Head lamp (Lo) A5
AS5 X 2 Service brake switch T5
ATC1 MIC 17 Transmission controller X1

Pins Pins
ATC2 MIC 21 Transmission controller X2 DB1 X 4 Body seated switch J9
ATC3A AMP040 20 Transmission controller X2 DB4 – 2 Diode -
ATC3B AMP040 16 Transmission controller X1 DLB – – Not Used S4
ATC4 AMP040 12 Transmission controller X1 DP01 MIC 5 Monitor panel P9
ATC5A AMP040 20 Transmission controller X1 DP02 AMP040 8 Monitor panel P9
ATC5B AMP040 16 Transmission controller X1 DP03 Socket 2 Monitor panel O6
ATC6 X 4 Transmission controller DP04 AMP040 8 Monitor panel P9
BLSL X 2 Brake stroke sensor F8 DP05 AMP040 12 Monitor panel O6
BLSR X 2 Brake stroke sensor E8 DP06 Socket 2 Monitor panel P6
BT1 - - Fuse box T1 DP07 Socket 2 Monitor panel P9
BT2 - - Fuse box T2 DP08 AMP040 16 Monitor panel Q9
BT3 - - Fuse box S2 DP09 Socket 2 Monitor panel Q8
BZ M 2 Alarm buzzer O3 DP10 AMP040 8 Monitor panel R8
C1 - 1 Intermediate connector DP11 AMP040 16 Monitor panel R8
C2 - 1 Intermediate connector DP12 M 4 Monitor panel R5
CA+ 1-pin conn 1 AM/FM cassette DP13 Socket 2 Monitor panel R5
CA- 1-pin conn 1 AM/FM cassette EXH Socket 7 Exhaust brake switch Q5
CAB 1-pin conn 1 AM/FM cassette
CG1 1-pin conn 1 Cigar lighter M6
CG2 1-pin conn 1 Cigar lighter M5
CK1 KES1 2 Bulb check switch N7
CM S 8 Combination switch Q8
CNS S 12 Intermediate connector O2
C/V.T X 2 Transmission oil temperature W6
sensor
D04 - 2 Diode S2
D05 - 2 Diode X2
D06 - 2 Diode X2
D08 - 2 Diode O3
D1 - 2 Diode B2
D1 - 10 Message display
D5-1 1-pin conn 1 Horn valve
D5-2 1-pin conn 1 Horn valve
D12 - 2 Diode M4
D14 - 2 Diode S3

Pins Pins
FB PA 7 Front brake cut switch P5 MS11 M 1 Model selection switch
FCM - 7 Intermediate connector MS12 M 1 Model selection switch
FCS - 7 Intermediate connector Q5 N1 X 2 Input shaft speed sensor W6
FL PA 7 Fog lamp switch O6 N2 X 2 Intermediate shaft speed sensor W8
FU - 2 Fuse unit N3 X 2 Output shaft speed sensor W8
HAZ Socket 7 Hazard switch O5 P15 M 2 MPH selection connector P6
HEAT M 1 Heater PL1 S 10 Monitor lamp N6
HN 1-pin conn 1 Horn Q8 PL1 - 2 Suspension pressure sensor N6
GND selection connector
H.PS X 2 Transmission solenoid valve T8
H.SW X 1 Fill switch T8 PL2 S 10 Monitor lamp O6
PL2 - 2 Suspension pressure sensor 06
HT PA 7 Preheat switch N6
GND selection connector
J01 S 16 Intermediate connector inside, S4
PLS M 4 Monitor lamp M3
outside cab
PM1 MIC 21 Payload meter M8
J02 S 16 Intermediate connector inside, S4
outside cab PM2 M 4 Payload meter G1
J03 S 16 Intermediate connector inside, S4 PM3 X 3 Clinometer I2
outside cab PM4 M 6 Intermediate connector M9
J04 S 12 Intermediate connector inside, T5
PM5 MIC 13 Payload meter (card type) N9
outside cab
PM6 AMP040 12 Payload meter (card type) O9
J06 Terminal 1 Intermediate connector inside, S3
outside cab PM6 KES1 2 Suspension pressure sensor FR V1
selection connector
J07 Terminal 1 Intermediate connector inside, S3
outside cab PM7 MIC 9 Payload meter (card type) O9
J09 S 12 Intermediate connector - PM7B MIC 9 Payload meter (card type)
J10 S 16 Intermediate connector - PM8 MIC 5 PC connector N7
J11 S 12 Intermediate connector -

L/C.T X 2 Torque converter lock-up T8
solenoid
LPS X 2 Transmission solenoid valve U8
LS M 3 Rheostat R7
LSW X 1 Fill switch sensor T8

Pins Pins
PMCD X 2 For off-board PMC power source U1 R29 Socket 6 Hazard lamp relay W4
PMR1 S 16 Intermediate connector RAD - 9 AM radio O6
PMR2 S 12 Intermediate connector RE1 Socket 1 Resistor R6
PMR3 S 16 Intermediate connector RE2 Socket 1 Resistor R6
PMR4 S 16 Intermediate connector RH1 S 10 Intermediate connector X3
PMRA S 12 Intermediate connector RH2 S 12 Intermediate connector W1
PMRB S 12 Intermediate connector RH4 S 8 Intermediate connector X3
PMRC S 16 Intermediate connector RL 1-pin conn 1 Room lamp F9
PMS S 12 Intermediate connector RPS X X Transmission solenoid valve U9
PW PA 7 Power mode switch Q1 RSW X X Fill switch sensor U9
PWR KES1 2 Suspension pressure sensor FR W1 RT1 Terminal 1 Timer for emergency steering
selection connector
RT2 Terminal 1 Timer for emergency steering
R01 Socket 5 Engine starting relay U1 RT3 Terminal 1 Timer for emergency steering
R02 Socket 5 Transmission neutral relay T2
R03 Socket 5 Service brake relay T2
R04 Socket 5 BCV relay RT6 Terminal 1 Timer for emergency steering
R05 Socket 5 Backup alarm relay S3
R06 Socket 5 Head lamp relay (Hi) RT8 Terminal 1 Timer for emergency steering
R07 Socket 5 Marker lamp relay U1
SCF KES1 2 Selection connector for each X3
R08 Socket 5 Head lamp relay (Lo) T2 suspension pressure sensor
specification
R09 Socket 6 Rear brake pilot relay S3
SCFR KES1 2 Selection connector for each X3
R11 Socket 6 Payload meter relay S4
suspension pressure sensor
R16 Socket 5 Payload meter external display X3 specification
lamp relay
SF S 12 Gearshift lever O1
R17 Socket 5 Payload meter external display W4
SH Socket 7 Shift limit switch O2
lamp relay
R18 Socket 5 Payload meter external display V5 SL1 X 2 Not Used W4
lamp relay SL2 X 2 Not Used V4
R19 Socket 5 Payload meter external display V5 SL3 X 2 Not Used U5
lamp relay
SL4 X 2 Over-run prevention solenoid W4
R20 Socket 5 Payload meter external display S4
SL5 X 2 Exhaust brake solenoid V4
lamp relay
SL6 X 2 Front brake cut-off solenoid U5
R21 Socket 5 Parking brake relay X3
SL7 X 2 Front brake cut-off solenoid U5
R22E Socket 5 Governor cut relay (electronic
governor specification) SNUB X 2 AISS relay resistor W8
R23E Socket 5 Governor cut relay (electronic SP1 1-pin conn 1 AM/FM cassette
governor specification) SP2 1-pin conn 1 AM/FM cassette Z7
R25 Socket 5 Transmission cut relay V5 SP3 1-pin conn 1 AM/FM cassette
R27 Socket 5 Hazard relay U5 SP4 1-pin conn 1 AM c8
R28 Socket 6 Hazard lamp relay X3

Connector Connector No. Mounting Location Loc.
No. Type of
Pins
SP5 1-pin conn. 1 Speaker (right) c7
SP6 1-pin conn. 1 Speaker (right) V9
SP7 1-pin conn. 1 Speaker (left) H2
SP8 1-pin conn. 1 Speaker (left) I2
SR2 X 3 Steering sensor
SR3 X 2 Tilt sensor U1
SR4 M 3 Bimetal timer S2
SR5 X 2 Air pressure sensor T4
SSP1 – – Not Used X3
SSP2A – – Not Used X3
SSP2B – – Not Used X2
SU3 S 16 Intermediate connector X1
SU6 KES1 2 Selection connector for each V1
suspension pressure sensor
specification
TC.SE X 2 Torque converter oil temperature V5
sensor
TC.SW X 2 Torque converter oil temperature N2
switch
TM2 SWP. 14 Intermediate connector L4
TMA S 16 Intermediate connector V1
TMB S 16 Intermediate connector V1
TMC S 12 Intermediate connector W1
TMD S 16 Intermediate connector X2
WAS1 S 6 Acceleration sensor C2
WAS2 X 3 Acceleration sensor (electronic C2
governor specification)
WL M 2 Caution lamp O4
WP1 S 8 Wiper switch N4
WP2 KES1 6 Wiper motor relay F1
WP3 KES0 6 Intermittent wiper relay R7

ARSC Option (Automatic Retarder Speed Con-
trol)
Connector Connec- No. Mounting Location Loc.

No. tor Type of Connec- Connector No. Mounting Location Loc.
Pins tor No. Type of
Pins
1-8 X 1 Selection connector d4
R4 Terminal 1 Travel speed display -
78/98 1-pin 1 Model selection connector -
conn. R5 Terminal 1 Travel speed display -
8S X 1 Selection connector d4 R6 Terminal 1 Travel speed display -
250 - 2 Resistor a3 RB Relay 5 RB relay Z6
1020 - 2 Resistor Z3 RW Relay 6 RW relay Y6
A1 1-pin 1 ARSC caution lamp Z3 RZ Relay 5 RZ relay Y6

conn. SHIFT X 1 Selection connector c4
A2 1-pin 1 ARSC caution lamp Z3 SHUT - 2 Air shut-off valve D8
conn.
SOSW X 2 Air switch (air shut-off valve) D8
A6 1-pin 1 ARSC stand-by lamp Y4
SP2 M 2 Suspension pressure selec- Z7
conn.
tion connector
ARC1 MIC 21 ARSC controller Y6
SP4 M 2 Power source for suspen- c7
ARC2 AMP040 20 ARSC controller Y6 sion pressure sensor /sensor
ARC3 AMP040 16 ARSC controller a7 GND connection
BRJ M 8 Intermediate connector b7 SP5 M 2 Power Source For Suspen- c7

sion Pressure Sensor/sen-
BRR X 2 Air switch (brake sole- D8 sor Gnd Connection
noid)
SPR M 2 Suspension pressure selec- a7
BSOR - 2 Brake solenoid valve E8 tion connector
(right)
SPSW M 3 ARSC set switch b3
BT3 - - Fuse box d4
SW - 7 ARSC system switch c3
BZ-EL1 M 2 Buzzer b3
TIRE1 X 1 Tire large diameter/small c4
BZ-EL2 M 2 Buzzer b3 diameter selection
CR1 M 1 For clearing error code b8 TIRE2 X 1 Tire large diameter/small c4
CR2 M 1 For clearing error code b8 diameter selection
D01 - 2 Diode d6 TMA1 X 16 Intermediate connector d7
D02 - 2 Diode d5 TMA2 X 16 Intermediate connector d5
D03 - 2 Diode d6 TMB1 X 16 Intermediate connector d7
FS1 1-pin 1 Spare terminal d5 TMB2 X 16 Intermediate connector d5
conn. TMC1 X 12 Intermediate connector d7
J02-EL1 S 16 Intermediate connector b8 TMC2 X 12 Intermediate connector d5
J02-EL2 S 16 Intermediate connector c8 TMD1 X 16 Intermediate connector d7
J04-EL1 S 12 Intermediate connector c8 TMD2 X 16 Intermediate connector d6
J04-EL2 S 12 Intermediate connector c7 WL-EL1 M 2 Warning lamp c3
KO 1-pin 1 ARSC stand-by lamp Y4 WL-EL2 M 2 Warning lamp b3
conn.
PH1-EL1 S 10 Intermediate connector -
PH1-EL2 S 10 Intermediate connector -
PM4-1 M 6 Payload meter Y5
PM4-2 M 6 Payload meter Y5

CONNECTOR LOCATION (Chassis)
FIGURE 4-23. CONNECTOR LOCATIONS


CONNECTOR LOCATION (Instrument Panel, Console)

CONNECTOR LOCATION (Transmission, Rear Cab Area)

CONNECTOR LOCATION (General Cab Area)

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.

EXPLANATIONS OF FUNCTIONS (CONTROL MECHANISM)
OF ELECTRICAL SYSTEM
This section provides information for troubleshooting When the self-diagnostic display function is actuated,
the electrical system, and explains the functions and the fault occurrence data is transmitted from each
nature of checks for the transmission controller and controller to the net-work and the monitor panel dis-
monitor panel. plays the action code. The service code (fault) is dis-
played 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
The electrical system control mechanism consists of
switch. In addition, the controllers share some of the
the transmission controller and monitor panel. They
sensor signals, such as the transmission out-put
provide various controls such as modifying engine
shaft speed signal. If any problem occurs in these
output (power mode), and providing the most suit-
sensor signals, the same type of failure may be dis-
able transmission clutch oil pressure (full electronic
played for another controller.
modulation),
Signal inputs from the switches and the relay listed
The monitor panel informs the operator of a problem
below, do not have a specific service code. If a truck
if there is a component failure in the system. At the
operation problem occurs, refer to Checking Opera-
same time, it uses the service mode to monitor the
tion of Electrical System in this Section.
input and output, such as the input voltage from the
switch sensors of each controller and the output cur-
rent to the solenoids, and a monitor function for the
Switches:
failure data stored in each controller's memory.
• Shift Limiter
• Power Mode
• Key Switch
SELF-DIAGNOSTIC DISPLAY • Body Seated
FUNCTIONS • Body Float
Each controller is equipped with a self-diagnostic • Rear Brake
troubleshooting display. A service code will be dis-
played if any electrical problem (disconnection, short • Service Brake
circuit, internal short, or short circuit between wires, • Emergency Brake
etc.) occurs in output or input signals, or there is an
• Tilt
input or output that does not match the operation of
the truck. Relay:
• Engine Heater (Hot Start)

DATA DISPLAYED
• 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
NETWORK DATA • 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

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 CHECK ITEMS (Systems Normal)

AND TRUCK CONDITIONS
Monitor Panel Engine Controller Transmission Controller
(1) Key switch OFF All OFF All OFF All OFF
Monitor panel liquid
Turn key switch to ACC
crystal display lights
* Parked: only with parking brake
8.8 is displayed for 3 seconds
* Bulb check switch ON Caution, pilot lamps all light up Self-diagnostic display lights up
* Power mode selection switch-OFF* for 4.2 seconds, then goes out,
(2) * Power mode display Econ-
* Power mode switch-ON switch light and details of past failures are dis-
omy/high power lights up
ON played for 3 seconds each.
After that, if the condition is nor-
Shift limiter liquid crystal dis-
* Shift limiter switch ON/OFF mal, 0.0 or 0.c (in cold weather) is
play lights up/goes out
displayed.
Shift indicator N
* Shift lever set to N
* Shift position display: N When transmission oil tempera-
Start engine * Engine speed is displayed ture is below 10°, 0.0 is displayed
* If water temperature is below 40°C * On cooling water temperature Engine speed:
(105°F) automatic warmup operation is display, only lowest segment 1000 rpm
(3) actuated lights up
* If water temp is above 70°C (160°F) When water temp display is in When oil temperature is below
Engine speed: 650 rpm
after completion of warmup operation green range 10°, 0.0 is displayed
Engine speed rises
Release parking brake and apply the Engine speed:
Parking lamp goes out Rear
service brake only 1000 rpm
(4) brake lamp lights up
Release service brake and pull Engine speed:
* Rear brake lamps light up
retarder lever 1000 rpm
(5) Apply parking brake and raise body
Shift indicator N 2-digit LED displays 0.0 Body FLOAT REVERSE safety
(6) In condition (5), set shift lever to R * Shift position display R (normal) actuated* When body is at
* Body FLOAT, truck travels in reverse
Lower body, release parking brake,
then set shift lever to L and travel for-
ward Shift indicator 1 Travel speed
Release brake Shift position display L range F1-F2
(7) After truck moves off, press accelerator
pedal
Shift limiter switch ON Shift indicator
Shift limiter function actuated F1
Switch light ON display 1/1-2
fixed/shifts up to F2
Shift limiter switch OFF
Set shift lever to D and shift up to F3 or Shift indicator 3
above Shift position display D Travel speed range F2-F7
Lock-up liquid crystal display
Turn exhaust brake switch (EXH. Exhaust brake is actuated even
BRAKE) ON and release accelerator when retarder lever is not actu-
(8)
ped ated
Turn exhaust brake switch (EXH. Change in exhaust brake logic
BRAKE) OFF and release accelerator Not actuated
pedal/Release accelerator pedal and
operate retarder lever

LOCK-UP FUNCTION CHECK
(Systems Normal)
Check Lock-up function Monitor Panel Transmission Controller

Lock-up is not actuated when
Set shift lever to R Lock-up display does not light up
traveling in reverse
Set shift lever to D or 5 - L Lock-up range is F1 - F7
Set to F1 or F2, release accelerator pedal, and move
(1) Lock-up display does not light up Lock-up is actuated
truck without operating brake
Engine speed 1500 rpm
Lock-up display lights up Lock-up is actuated
or more
(9) Engine speed 1200 rpm
Depress accelerator pedal Lock-up display does not light up Lock-up is not actuated
(2) or less
or operate brake
After switching shift indicator dis-
Lock-up is canceled when shif-
Shift gear play, lock-up display goes out tem-
ing gear
porarily
Shifts down F7 - F6, F4-F3 with
Lock-up display stays lit until shift
the lock-up still engaged.
Release accelerator pedal indicator display is 4
(3) Shift down For F3 and down, transmission
and do not operate brake Lock-up display remains off after
shifts down without engaging
shift indicator display becomes 3
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) All OFF
(2) 8.8,8.8 display, external display lamps all light up
Buzzer sounds for 3 seconds
(3)
9 items, such as payload meter switch settings, are displayed for 3 seconds each.
(4) After that, payload display is given
(5) b-FL display, buzzer sounds

MONITOR PANEL ACTION CODES AND SERVICE MODE
OUTLINE
If a failure is detected when the monitor panel is in The displays (Figure 4-29 & 4-30) are repeated in
the normal mode, the lamp or caution display for the turn for 1 second each.
applicable location lights up and an action code is However, if a new fault occurs, data is sent while the
displayed according to the failure to aid the operator action code is being displayed and the action code
in taking suitable action. When an action code is for the new fault has priority over the existing action
displayed, the operator should follow the recom- code being displayed. The display will change to the
mended action, and should also follow the Opera- new action code. If the new code has a low priority,
tion and Maintenance Manual to display the service the display stays unchanged. In other words, the
codes on the monitor panel to check the cause of action code with the highest priority is always dis-
the action code. In addition, to make troubleshoot- played.There are seven types of action code from
ing easier, there is a service mode on the monitor 01 to 07. (A decal is stuck to the top left of the win-
panel. This can display trouble data saved in the dow glass at the front of the cab to tell the operator
memory of the controllers on the network and dis- what action to be taken when a fault occurs). If an
play the recognized values for the input and output action code is displayed, have the operator check
signals from each controller. the service code for the fault and then have him
inform the service department.
ACTION CODE DISPLAY
While the action code is being displayed, if lamp
If any controller on the network detects a fault, the check switch (1) is pressed for at least 2.5 seconds
controller LED display panel will show the fault. The and then released, the applicable service code is
monitor panel displays an action code according to displayed. If more than one fault has occurred, each
the fault transmitted to the network, and continues fault is displayed in turn for 3 seconds, and when all
to display it until the condition is corrected. of the service codes have been displayed, the sys-
tem returns automatically to the action code display.
FIGURE 4-29. DISPLAYING OCCURRENCE OF

AN ERROR (E-) FIGURE 4-30. DISPLAYING ACTION CODE (03)
FIGURE 4-31. SERVICE CODE FOR EXISTING FAILURE IS (A111)

Service Mode For service mode switch operation and use, refer to
Service Mode Operation (page D4-44). This is the
The service mode is used when it is desired to know
mode to display the input values of the sensors and
the service codes for existing failures or failures that
switches recognized by the controllers, and the out-
have occurred in the past. Also to monitor the values
put values of the controllers. Each controller can
recognized for the signals from the controllers.
monitor up to several switch and sensor input values
The service mode contains the following: and electric current or other output values.
• Service codes, (this mode displays the fault The illustration below (Figure 4-32) shows the moni-
occurrence data as well as faults saved in the tor display when engine speed is being monitored by
memory of the controllers on the network) 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 dis-
plays the action code.
Truck data value monitoring mode

FIGURE 4-32. MONITOR DISPLAYS
• Refer to chart - Monitoring Items In Truck Data
Value Monitoring Mode (page D4-49) for a list of 1. This is a "b" which is the service code for the
items that can be monitored by the controllers. transmission.
• The sequence in which the controllers appear on 2. This is the monitoring code which is the engine
the display depends on the order of the controller speed. "05"
code listed below 3. The display is in units of 10 rpm, so the display
Controller Display Sequence means 2,050 rpm.
Controllers will appear in the sequence shown in the

chart below
: Figure 4-33 shows switch input conditions as recog-
Sequence nized by the transmission controller:
Code Description
No.
1 A Monitor panel
2 b Transmission controller
3 c Not Available
4 d Not Available
5 e Payload Meter II (PLMII) (optional)
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.

In the same way as with the truck data value monitor-
ing code, the controller display sequence order
depends on the order of the controller code, but con-
trollers 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). FIGURE 4-35. MONITOR DISPLAYS
(Time Since Deletion)
NOTE: Refer to Figure 4-45 for bit number
assignments. Note: The elapsed time (101h) since the
• The controller code and monitor code are last deletion is shown on the display for 2
displayed for one second each. seconds.When the deletion operation is
carried out, the elapsed time is reset and
• Refer to Table 1. for details regarding mode
starts again from 0. If necessary, note
switch operation and the data displayed during
down the elapsed time before deleting any
various switch operation sequences.
item.
Service code and trouble data display mode

For service mode switch operation, refer to Service
Mode Operation (page D4-44). This mode displays Note: Refer to Deleting Trouble Data From Memory,
(Figure 4-34) the time elapsed since the deletion (Page D4-48) for data deletion instructions.
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.
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 ser-
vice code and trouble data display.

(DELETE Display - 2 seconds)

Service code and trouble data display
Refer to Figures 4-36, 4-37, 4-38 and 4-39 for an D. If there is no trouble data, or it has all been
example of the following. deleted, — is displayed.
Display Details 1. Only for the trouble data display for the suspen-
sion controller (controller code: d), the above
A. The following trouble data (1) - (4) are displayed elapsed time is displayed as —.
for each controller and each service code.
E. Order of display
(1) Service code (the controller code explained
above (A,b,c,.....) + 3 digit number (fault) (1) The four items under "A" above are dis-
played 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), num-
(3) Elapsed time 2 (elapsed time (service meter ber of occurrences) inside the same controller
reading) since that failure last occurred)
are displayed first, then data for faults that have
(4) Number of occurrences (the number of already been repaired are displayed.
times that the fault has occurred)
(3) For faults that are currently existing and
B. The high beam pilot light will illuminate for a cur- faults that have already been corrected, the
rently existing fault. data is displayed in turn, starting for each type
from the failure that occurred most recently (the
C. Unless the display is changed by operating the
smallest value for elapsed time (2)).
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 5 2 6 12
Existing/corrected existing corrected existing corrected
(The information is shown in the order above for each controller.)

If the high beam pilot lamp (see Figure 4-36) lights The displays (shown in figures 4-36 thru 4-39) are
up, this indicates the trouble data is for a currently displayed repeatedly in turn for 2 seconds each.
existing fault.
NOTE: After displaying Figure 4-39, the display
If the high beam pilot lamp is off, this indicates the returns to Figure 4-36
trouble data is for a fault that has been corrected.
For details of the service code, see TABLE OF
SERVICE CODES AND ACTION CODES
FIGURE 4-36. SERVICE CODE (A111)

FIGURE 4-38. LAST FAULT OCCURRED
• Shows that A111 currently exists.
• Shows that within a period of 1151 hours, this
fault occurred 3 times.
FIGURE 4-39. FAULT OCCURRENCES

FIGURE 4-37. FIRST FAULT OCCURRED
• This shows that the fault first occurred 1151 • Shows that the fault last occurred 1 hour ago.
hours ago.

SERVICE MODE OPERATION Operation A: Selecting Service Mode
Note: Refer to Table 1 "Methods of Operating Note: Refer to Figure 4-41 and Table 1 for switch
Switches" for switch operation & function. operation and function.
The service mode is operated by using the mode 1. Operate both mode change switches (1) and
change switches (2 & 3, Figure 4-40) at the left side (2) to the ON position at the same time for at
the dashboard, next to steering column. least 0.2 seconds (but not more than 2.5 sec-
onds).
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.
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
FIGURE 4-40. MODE SWITCHES
out.
1. Bulb Check Switch 3. Mode Switch “2"
2. Mode Switch “1” (Red) (Black) 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
There are two mode change switches, (1) and (2):
the lower priority.In addition, even if a fault with the
• Switch (1): toward front of truck ("red color") same action code has occurred several times,
Operation A must be carried out the same number
• Switch (2): toward rear of truck ("black color").
of times as the number of occurrences for the action
NOTE: The switches are labeled on the switch box. 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

Operation B: Changing display in truck data Operation C: Changing display items in service
monitoring mode code and trouble data display mode
1. When the system enters the truck data moni- 1. When the system enters the service code and
toring mode, it automatically displays first stan- trouble data display mode, it first displays the
dard service meter on the monitor panel elapsed time since the latest deletion. Then it
(controller code: A). automatically displays the first trouble data
2. To go on to the next display, press switch (1) item on the monitor panel (controller code: A).
to the ON position for 0.2 - 2.5 seconds, then 2. If there is no trouble data in the monitor panel
OFF. (Operation B) memory, — is displayed.
3. To go back to the previous item, press switch 3. To go on to the next item, press switch (1) to
(2) to the ON position for 0.2 - 2.5 seconds, the ON position for 0.2 - 2.5 seconds, then
then OFF. (Operation D) OFF. (Operation B)
4. After pressing mode change switch (1) to the 4. To go back to the previous item, press switch
ON position for at least 2.5 seconds, turn it (2) to the ON position for 0.2 - 2.5 seconds,
OFF. (Operation C) The system will then move then OFF. (Operation D)
to the next controller and display the first item. 5. After pressing switch (1) to the ON position for
5. After holding switch (2) pressed to the ON at least 2.5 seconds, then OFF. (Operation C)
position for at least 2.5 seconds, then OFF, The system will then move to the previous con-
(Operation E) the system will then move to the troller and display the first item of data.
previous controller and display the first item.
TABLE 1: METHODS OF OPERATING SWITCHES

FIGURE 4-42. METHODS OF OPERATING SWITCHES

Operation of machine Operation of mode change switch Monitor panel display
Turn starting switch ON Normal mode is displayed after 3 seconds
Normal mode remains displayed

Start engine
Operation A Monitor panel item code 1 (standard service meter) of
(Switch mode and enter service mode) truck data monitoring mode is displayed
Operation C Transmission controller item code 1 (model recogni-

(Go to next controller) tion) of machine data monitoring mode is displayed
Operation B Transmission controller item code 2 (service meter) of

(Go to next item code) truck data monitoring mode is displayed
Transmission controller item code 3 (switch check) of

Operation B truck data monitoring mode is displayed
(Go to next item code)
Transmission controller item code 4 (fill signal check)
Operation B of truck data monitoring mode is displayed
(Go to next item code)
Check that parking brake and Shift to F2. L clutch (bit No. 1, Figure 4-43) and 2nd
retarder brake are applied, then clutch (bit No. 5) are engaged and applicable portion
operate shift lever to D position lights up
L clutch (bit No. 1) and 2nd clutch (bit No. 5) are disen-
Return shift lever to N position gaged and applicable portion goes out
Operation A After elapsed time since deletion operation is dis-

(Switch mode and enter service code, trou- played (2 seconds), displays item 1 of transmission
ble data display mode) controller trouble data in service code, trouble data
display mode
Operation A Displays normal mode

(Switch mode and return to 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 cor-

rectly 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

Method of deleting trouble data from memory Precautions when operating service mode
In the service code and trouble data display mode, it 1. When deleting the trouble data from memory, if
is possible to delete the displayed trouble data from mode change switches (1) and (2) are not kept
memory. However, the data for currently existing pressed to the ON position at the same time for
problems cannot be deleted. at least 5 seconds, the monitor panel will judge
that it is Operation A and the system will return
Method Of Deletion to the normal mode without deleting the data
1. Enter the service code and trouble data display form memory.
mode, and display the trouble data that is to be
If the data is deleted correctly, the system will
deleted.
automatically switch to the next trouble data dis-
2. Press mode change switches (1) and (2) to the play, so the deletion operation can be checked.
ON position at the same time for at least 5 sec- If all the trouble data inside the controller is
onds, then off (Operation F). deleted, "—" is displayed, so the completion of
3. The display trouble data will be deleted from the deletion operation can be checked.
memory and the display will automatically 2. If you enter the service mode or operate mode
switch to the next trouble data. change switch (1) or (2) in order to switch
NOTE: When the deletion operation is carried out, something in the service mode, if it overlaps the
the elapsed time is reset and starts again from 0, so timing of detection of occurrence or restoration
it may be necessary to note the elapsed time before of fault on the monitor panel or controllers, it
deleting any item. may take time for the service mode display to
switch. In such cases, return to the normal
mode and try again.

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
Item Display Unit Remarks
Code Item Code
Monitor Panel
1 Standard service meter 10h After 10000h, shows units of 100h, and left turn signal lamp lights up
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
2
A 2) Exhaust brake switch (optional) ON/OFF Only when exhaust brake is installed
3) AISS switch ON/OFF
4) Mode selector switch 1 ON/OFF
5) Mode selector switch 2 ON/OFF
3 Rotary switch setting 0 - F level 0 - 9 stay as they are, A - F are replaced with 10 - 15, applicable
number in Table 1 lights up
Transmission Controller
1 Model recognition See Table 2 (*2)
2 Service meter 10h For details, see item 3) Service meter for each controller After
1000h, shows units of 100h, and left turn signal lamp lights up
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) 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 ON/OFF
3
8) Not used
9) BCV solenoid ON/OFF
10) Model selection signal 1 ON/OFF ON: GND.
B 12) Model selection signal 3 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 ON/OFF
2) Not used ON/OFF
3) H clutch ON/OFF
4 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
5 Engine speed 10 rpm
6 Transmission input shaft speed 10 rpm
7 Transmission intermediate shaft speed 10 rpm

Controller Monitor Item Display Unit Remarks
Code Item Code
Transmission Controller
8 Transmission output shaft speed 10 rpm
9 Accelerator sensor 0.02V
10 Brake air pressure See Table 3
11 Not used
12 Rear brake cooling oil temperature 1°C Lo display when less than 60° C, see Table 4
13 Not used
14 Not used
15 Torque converter outlet port oil temp 1° C Lo display when less than 60° C, see Table 4
16 Fuel Level 1Ω
17 Not used
18 ECMV oil temperature 1° C Lo display when less than 60° C, see Table 4
19 Not used
20 Not used
B
21 Not used
22 Not used
23 Max. Speed range 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 1: OFF, 2: ON
27 Solenoid H output 4 mAh
28 Solenoid L output 4 mAh
29 Solenoid 1 output 4 mAh
33 Spare
34 Spare

Table 1 Bit numbers (Refer to Figure 4-45) TABLE 2: CONTROLLER MODEL RECOGNITION
When difficult to determine which bit number is lit (in Machine data monitoring mode
particular, numbers 3 and 8 or 5 and 14), press the model display value
Truck Model
lamp check switch (1, Figure 4-46) to light up all the 330 330 M Electric governor
segments and check the bit position.
330 M Electric governor,
33A ABS installed (ABS is an
option)
HD785-5LC Electric gover-
33b nor
FIGURE 4-45. BIT NUMBER LOCATIONS
FIGURE 4-46. DISPLAY PANEL
1. Lamp Check Switch

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 dis-
play 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 out-
let port oil temperature) on the transmission control-
ler (controller code b) is below 60°C.
Note: Service meter for each controller. The service
meter holds individual values for each controller and
those values are displayed. However, basically, the
values are the same for all controllers. However, if
the controller is replaced with a new controller, the FIGURE 4-47. MONITOR DISPLAY
service meter for that controller will have lower
values than the other controllers.
In such cases, the service meter used for the time of
occurrence of a trouble data display is standardized
as the standard time for the network system (service
meter on the monitor panel). Therefore, even if a
controller is replaced with a new part, when the
failure detected by the controller is displayed, the
service meter display is the standard time for the
network system, so there is no difference from the
other controllers.
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 7 0.932 {9.5}
Green 6 0.814 {8.3} 0.912 {9.3}
Green 5 0.716 {7.3} 0.794 {8.1}
Green 4 0.618 {6.3} 0.696 {7.1}
Green 3 0.510 {5.2} 0.598 {6.1}
Red 2 0.245 {2.5} 0.510 {5.2}

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 moni-
tor panel may also light up. The warning lamp and buzzer may also be actuated.
The warning display is the detection of a fault in the pilot lamp display sensor systems and warnings and
warning actuations. If problems are detected, the warning lamp and buzzer may also be actuated.
Self-diagnostic Display Code Table

Abnormal system Display code Action of controller Action to be taken
Defective controller power source system 0.1, d.A A 1
0.2, d.b
Neutral safety 0.3 A 1
Defective controller system 0.4 A 1
0.5
Defective transmission cut relay system 0.6 A 1
Defective rear brake solenoid system 0.8 B
Defective exhaust brake solenoid system 0.9 B 2
Defective BCV rear solenoid system C.4, C.6, C.8 B 1
Defective engine speed sensor system 1.0, 6.0 C 3
Defective transmission input shaft speed sensor system 1.1, 6.1 C 1
Defective transmission intermediate shaft speed sensor system 1.2, 6.2 C 4
Defective transmission output shaft speed sensor system 1.3, 6.3 C 1
Clutch slipping or defective speed sensor system 2. ←2-8 D 4
Defective model selection signal system 1.4, A.1S E 1
Defective shift lever system 0.7 B 5
1.5
1.6
Defective accelerator sensor system 1.7 B 1
Defective transmission valve oil temperature sensor system 1.9 B 1
Defective pressure control valve system 3. ← 2-8 D 4
4. ← 2-8
Defective oil flow control valve system 5. ← 2-8 C 4
Defective pressure control solenoid system 7. ← 1-8 E
9. ← 1-8 B 4
Defective monitor panel display sensor system [b2,b7 are for A.2, A.3 B 1
mechanical governor specification machine only] b.3, b.4
b.2, b.7
Mistaken connector connection C.1 E 1

Warning Display Table
Abnormal system Display code Action of controller Action to be taken
Pilot lamp warning
Transmission filter clogging d.1 F 6
Tilt warning d.5 F 6
Drop in radiator water level d.6 F 6
Battery charge d.7 F 6
Steering oil level (overheating) E.5 F 6
Drop in rear brake oil pressure F.6 F 6
Actuation warning
Engine overrun actuated d.8 F -
Engine overrun short circuit actuated d.9 F -
Overheat warning
Torque converter oil temperature d.2 F -
Retarder oil temperature d.3 F -
Pressure drop warning
Drop in air pressure d.9 F -
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.

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 Applicable clutch Speed range

Either 7 or 9
(inside ) 1. Lock - up clutch L/U
2. H clutch F3, F5, F7
3. L clutch F1, F2, F4, F6
4. 1st clutch F1
One of 2, 3, 4, 5, 7, 9 5. 2nd clutch F2, F3
(inside ) 6. 3rd clutch F4, F3
7. 4th clutch F6, F7
8. R clutch R
1.2 - (intermediate shaft sensor) 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 inoperative-
F Travel possible . . . . . . . . . . . . . . . . .the controller works normally

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 dis-
play 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.

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)

TABLE OF SERVICE CODES AND ACTION CODES
1. Table of service codes and action codes related to Monitor Panel
TABLE OF SERVICE CODES AND ACTION CODES RELATED TO MONITOR PANEL

Monitor panel display
Service code
No. Details of failure When only lamp Display in service

Action Caution Central
check switch is code, trouble
kept pressed for at data display Lamp Warning
Lamp
least 2.5 sec and mode
then released
(Existing) (Existing) (Existing) (Existing) (Existing)
1 Short circuit in lamp output system A001 A000 02 ON OFF
2 Short circuit in central warning lamp output system A002 A000 02 ON OFF
3 Short circuit in alarm buzzer output system A003 A000 02 ON OFF
4 Connection data for network system does not match A012 A011 02 ON ON
5 Fault in network system (transmission controller) A013 A011 02 ON OFF
6 Fault in network system (PMC) (optional) A014 A011 02 ON ON
7 Fault in network system (engine controller) A015 A011 02 ON ON
8 Fault in network system (suspension controller) A016 A011 02 ON ON
9 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).

2. Table of service codes and action codes related to Transmission Controller
Table Of Service Codes And Action Codes Related To Transmission Controller

Monitor panel display
Automatic Transmission oil
gear Central temperature
Service Action shifting warning
No. Details of failure 15° C Below
code code caution lamp
(60 ° F) 15° C
lamp or above (60 ° F)
(Existing, (Existing) (Existing) (Existing) (Existing) (Existing) (History)
reset)
1 Fault in battery power source voltage system b001 04 ON ON E. ↔ 01 EC ↔ 01 01
2 Fault in solenoid power source system b002 04 ON ON E. ↔ 02 EC ↔ 02 02
3 Fault in neutral safety system b003 - ON ON E. ↔ 03 EC ↔ 03 03
4 Double engagement of clutches b005 04 ON ON E. ↔ 05 EC ↔ 05 05
5 Fault in transmission cut relay b006 04 ON ON E. ↔ 06 EC ↔ 06 06
6 Fault in shift lever assembly power source (12V) b007 04 ON ON E. ↔ 07 EC ↔ 07 07
7 Fault in engine overrun solenoid system b008 02 ON ON E. ↔ 08 EC ↔ 08 08
8 Fault in exhaust brake solenoid system b009 02 ON ON E. ↔ 09 EC ↔ 09 09
9 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 b012 02 ON ON E. ↔ 12 EC ↔ 12 12
sensor system
12 Disconnection in transmission output shaft speed sensor b013 02 ON ON E. ↔ 13 EC ↔ 13 13
system
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

Monitor panel display Controller LED Display
Service Action shifting warning 15° C Below
No. Details of failure code code caution lamp
(60 ° F) 15° C
lamp
or above (60 ° F)
reset)
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 b062 02 ON ON E. ↔ 62 EC ↔ 62 62
system
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

Monitor panel display Controller LED Display
Service Action shifting warning 15° C Below
No. Details of failure code code caution lamp
(60 ° F) 15° C
lamp
or above (60 ° F)
reset)
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.

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 trouble-
shooting 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.

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, compo-
nent, 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 car-
rying out troubleshooting, see this chart for details of the location for inspection and measurement of the wir-
ing connector and the pin number appearing in the troubleshooting flow chart for each fault.

(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.

ADJUSTING ELECTRONIC MONITOR
(Speedometer Module)
The speedometer on the electronic monitor are com-
mon for all models, but the input signal correspond-
ing 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
FIGURE 4-52. ADJUSTING SPEEDOMETER
switch can be seen (See Figure 4-53).
3. Using a flat-headed screwdriver, turn this switch
and adjust to the values in the table below.
Tire Size Switch 2

27.00 R49 7 or 8
4. After adjusting, fit the rubber cap securely and

install the electronic monitor.
NOTE: It may be necessary to adjust switch (2) to
obtain a correct speedometer reading. Use the table
below to compensate for incorrect speedometer
reading.
Switch position 0 1 2 3 4 5 6 7
Compensation (%) +7 +6 +5 +4 +3 +2 +1 +0
Switch position 8 9 A B C D E F
Compensation (%) 0 -1 -2 -3 -4 -5 -6 -7
FIGURE 4-53. SWITCH LOCATION

SETTING ROTARY SWITCH
(Model Data, Network Data)
WHEN REPLACING TRANSMISSION CONTROL-
LER
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 FIGURE 4-54. SETTING ROTARY SWITCH
(2) to set the controller settings to the settings of
the old controller (settings before replacement). 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 con-
nection 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 NO NO NO YES YES YES YES
PMC controller 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

METHOD OF DELETING DATA FROM
TRANSMISSION CONTROLLER MEM-
ORY
(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 1. Bulb Check Switch 3. Mode Switch (Black)
memory of the transmission controller and 2. Mode Switch (Red)
PMC.
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 con-
troller 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 FIGURE 4-56. CONFIRMING DATA DELETION
which the data is being deleted.
5. Caution Light

B. Deletion Method Flow Chart
Change in condition of monitor panel.
Items (1-5, Figure 4-57) shows the change in differ-
ent 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 par-
ticular 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 FIGURE 4-58. MODE SWITCHES
switches (2) & (3). Keep the switches pressed to the
1. Bulb Check 3. Mode Switch (Black)
2. Mode Switch (Red)

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: FIGURE 4-59.
Automatic gear shifting mechatronics caution
display (5) lights up.
5. Transmission controller data deletion command
issued.
E. Remarks
The memory data deletion mode is also in the normal
mode except for the other mechatronics caution dis-
play (6).

NOTES

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 Transmission Controller System Troubleshooting 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.

POINTS TO REMEMBER WHEN TROUBLESHOOTING
Troubleshooting electrical circuits and mechani- Saving service code
cal systems
The transmission controller records faults that have
If the fault display shows 2. , 3. , 4. , 5. , occurred in the past, and can display the ones
there are some cases where there is a problem in saved in memory in the monitor panel service mode,
the electrical circuit (sensors, wiring harnesses), (For details of the operation, see Method of operat-
and other cases where the problem is in the ing monitor panel service mode). When the key
mechanical or hydraulic system (ECMV) or clutch). switch is turned OFF-ON, the transmission control-
ler displays the codes as shown in Figure 1.
Therefore, if troubleshooting is carried out on the
electrical circuit and no problem is found, go to trou- By observing these service codes, it is possible to
bleshooting of the mechanical and hydraulic sys- obtain information about problems that have
tem. On the other hand, if no problem is found occurred in the past.
during troubleshooting of the mechanical and
hydraulic system, go to troubleshooting of the elec-
trical circuit.
FIGURE 5-1. TRANSMISSION CONTROLLER LED DISPLAY

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

TRANSMISSION CONTROLLER SELF-DIAGNOSTIC DISPLAY CODES AND
PROBLEMS ON TRUCK
Display code Fault Conditions Details of fault Check the wiring harnesses and equipment given below:
♦ Possible causes: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative
1. Between (+) battery - (+) circuit breaker

Defective controller per source 2. Between (+) circuit breaker - J07
♦ Input voltage: Max. 37V Min. 9V 3. Between (+) J07 - BT1 fuse No. 10 - TMB (11)
4. Between (+) TMB (11) - ATC1 (9), (17)
♦ Power source voltage inside controller 5. Between (-) ATC (8) - TMC (1) - J06 - battery relay terminal E
6. Defective alternator regulator
7. Defective power circuit inside controller
Controller system Defective controller

♦ Watch dog timer actuated
When controller input voltage has become weak
b001 Drop in controller voltage 1. Alternator output faulty
(E. ↔ 0.1) ♦ Input voltage, when engine speed is 500 2. Battery tends to become discharged
(E.C ↔ 0.1) rpm or more: Max. 19V and direct input 3. Defective charging circuit
voltage max. 19V 1) Between alternator terminal B - emergency steering relay terminal B -
battery 4 (+)
2) Between alternator terminal E - chassis
b0dA Drop in battery direct voltage 1. Alternator output faulty
(E. ↔ d.A) ♦ Difference in electric potential between 2. Battery tends to become discharged
(E.C ↔ d.A) main supply voltage and battery voltage: 3. Defective charging circuit
Min. 5V 1) Between alternator terminal B - emergency steering relay terminal
B-battery 4 (+)
b0db Drop in main supply power voltage 1. Alternator output faulty
(E. ↔ d.b) ♦ Difference in electric potential between 2. Battery tends to become discharged
(E.C ↔ d.b) battery direct voltage and main supply 3. Defective charging circuit
voltage: Min. 5V 1) Between alternator terminal B - emergency steering relay terminal
B - battery 4 (+)
b002 Drop in solenoid supply voltage Defective solenoid circuit
(E. ↔ 0.2) ♦ Solenoid input voltage when engine 1. Defective transmission cut relay
(E.C ↔ 0.2) speed is 500 rpm or more and input volt- 2. Between ATC (1), (12) - TMC (2) - R25 (5), (3)
age is 20V or more: 18V (transmission cut relay) - BT1 fuse No. 10
N safety 1. Defective handling of machine

b003 ♦ With key switch "ON" Shift lever at posi- 2. Defective controller system
(E. ↔ 0.3) tion other than N 1) Looseness of J07, circuit breaker, battery (+)
(E.C ↔ 0.3) There may also be sudden cut in power 2) Defective insertion of fuse BT1 fuse (No. 10)
(when there is defective contact of control 3) Defective contact of connectors ATC (9), (17), TMB (11)
power and power is momentarily cut and 4) Looseness of terminal J06, battery relay E
comes on again) 5) Defective contact of connectors ATC1 (8), (16), TMC (1)
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)

TRANSMISSION CONTROLLER SELF-DIAGNOSTIC DISPLAY CODES AND
PROBLEMS ON TRUCK
(Continued)
Symptoms that appear in truck
Condition when normal: Check with tester Action of controller when a when there is fault
Voltage (V), current (A), resistance value Ω fault is detected Mechatronics display given,
warning actuated
1. Between ATC1 (9), (17) - (8) (V): 20 - 30 V Cannot carry out control Transmission suddenly shifts to
2. Between TMB (11) - TMC (1) (V): 20 - 30 V (Transmission is placed in Neutral) Neutral during propel or truck can-
3. Between J07 - J06 (V): 20 - 30 V not move again
4. BT1 fuse No. 10 is not blown
Cannot carry out control Transmission suddenly shift to

Normal controller display: Shows 0.0 or 0.C (Transmission is placed in Neutral) Neutral during propel or truck can-
not move again
1. Between ATC (9), (17) - (8) (V): 20 - 30 V
2. ATC (7) - (8) (V): 20 - 30 V
3. Between TMB (11) - TMC (1) (V): 20 - 30 V Transmission suddenly shifts to
4. Between TMC (6) - (11) (V): 20 - 30 V Shift Neutral Neutral during propel or truck can-
5. Between J07 - J06 (V): 20 - 30 V not move again
6. Between J07 (13) - J06 (V): 20 - 30 V
7. No looseness of terminals: alternator B, battery relay B, battery (+)
1. Between ATC (7) - (8) (V): 20 - 30 V

2. Between TMB (11) - TMC (6) (V): 20 - 30 V Only gives self-diagnostic display; There is no problem with automatic
3. Between J03 (13) - J06 (V): 20 - 30 V does not take any action gearshifting function
1. Between ATC (9), (17) - (18) (V): 20 - 30 V

2. Between TMB (11) - TMC (1) (V): 20 - 30 V Only gives self-diagnostic display; There is no problem with automatic
3. Between J07 - J06 (V): 20 - 30 V does not take any action gearshifting function
1. Between ATC (1), (12) - chassis (V): 20 - 30 V

2. Between TMC (2) - chassis (V): 20 - 30 V Actuates transmission cut relay Transmission suddenly shifts to
3. Between R25 (5) - chassis (V): 20 - 30 V and to shifts to Neutral Neutral during propel or truck can-
4. Between R25 (3) - chassis (V): 20 - 30 V not move again
1. When key switch is turned "ON"

and operation to move truck is car-
1. Key switch "ON" and shift lever "N" If there is fault when switch is "ON" ried out, and it does not move. But
2. No looseness of terminals: battery, circuit breaker, J07, J06, battery transmission is held at neutral if shift lever is returned to N,
relay E machine can start again
3. Connectors TMB, TMC, ATC1 securely inserted 2. There is no mechantronics fault
display.
3. Applicable position on monitor
panel shift position display flashes.

Display code Fault Conditions Details of fault Check the wiring harnesses and equipment given below:
♦ Possible causes: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative
1. Defective controller
b005 Double engagement of clutch 2. Defective fill switch
(E. ↔ 0.5) ♦ With double engagement of clutch, input 3. Between H SW - TM3 (3) - ATC5A (12)
(E.C ↔ 0.5) of fill sensor signal was detected Between L SW - TM3 (6) - ATC5A (10)
Double engagement: Actuated for 2.1 - Between R SW - TM3 (9) - ATC5A (13)
4.7 sec Between 1 SW - TM4 (3) - ATC5A (14)
Between 2 SW - TM4 (6) - ATC5A (15)
Disconnection, short circuit, short circuit

b006 with ground in transmission cut relay 1. Defective transmission cut relay
(E. ↔ 0.6) ♦Transmission cut relay output terminal 2. Between ATC1 (15) - TMC (3) - R25 (2), (1) (transmission cut relay) BT1
(E.C ↔ 0.6) voltage fuse No. 10
• When actuated: > 11V
• When not actuated: < 11V
b007 Short circuit with ground in 12V output cir-
(E. ↔ 0.7) cuit (Shift lever power supply) 1. Between (+) ATC2 (14) - TMB (1) - SF (1)
(E.C ↔ 0.7) ♦12V output terminal voltage, < 6V 2. Defective voltage circuit inside controller
Disconnection, short circuit, short circuit

b008 with ground in rear brake prevention sole- 1. Between (+) ASTC1 (13) - TMB (16) - RH4 (6) - SL4 (1)
(E. ↔ 0.8) noid 2. Between (-) SL4 (2) - RH4 (5) - GND ER
(E.C ↔ 0.8) ♦ Rear brake 3. Between (+) ATC1 (5) - TMC (10) - BT1 fuse No. 10
• When actuated: > 11V 4. Defective rear brake solenoid
• When not actuated < 11V
b009 Disconnection, short circuit, short circuit 1. Between (+) ATC1 (14) - TMB (15) - RH4 (5) - GND ER
(E. ↔ 1.0) with ground in exhaust brake solenoid 2. Between (-) SL5 (2) - RH4 (5) - GND ER
(E.C ↔ 1.0) ♦ Exhaust brake 3. Between (+) SL5 (1) RH4 (5) - BT1 fuse No. 10
• When actuated: > 11V 4. Defective exhaust brake solenoid
• When not actuated: < 11V
b010 Defective engine speed sensor output 1. Engine speed sensor

(E. ↔ 1.0) ♦ Engine speed less than 350 rpm and 1) Between E12 (1) - J09M (9) - TMD (13) - ATC3A (13)
(E.C ↔ 1.0) transmission speed more than 500 rpm 2) Between E12 (2) - J09M (10) - TMD (14) - ATC3A (14)
continues for 10 sec. 2. Defective engine speed sensor
b011 Disconnection in transmission input shaft 1. Input shaft speed sensor

(E. ↔ 1.1) speed sensor 1) Between N1 (1) - TM2 (1) - ATC3A (2)
(E.C ↔ 1.1) ♦ If disconnection detection is actuated 2) Between N2 (2) - TM2 (2) - ATC3A (14)
but there is no sensor signal 2. Defective input shaft speed sensor
b012 Defective transmission intermediate shaft 1. Intermediate shaft speed sensor

(E. ↔ 1.2) speed sensor output 1) Between N2 (1) - TM2 (3) - ATC3A (12)
(E.C ↔ 1.2) ♦ If disconnection detection is actuated 2) Between N2 (2) - TM2 (4) - ATC3A (14)
but there is no sensor signal

Symptoms that appear in
Condition when normal: Check with tester Action of controller truck when there is fault
Voltage (V), current (A), resistance value Ω when a Mechatronics display
fault is detected 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 Actuates Transmission suddenly
L SW (male) - chassis TM3 (male) (6) - chassis ATC5A (female) (10) - chassis
transmission cut relay shifts to Neutral during
and shifts to Neutral propel or truck cannot
R SW (male) - chassis TM3 (male) (9) - chassis ATC5A (female) (13) - chassis
> 1M Ω or > 1 M Ω move again
1 SW (male) - chassis TM3 (male) (3) - chassis ATC5A (female) (14) - chassis between terminals
2 SW (male) - chassis TM3 (male) (6) - chassis ATC5A (female) (15) - chassis
AT1 TMC R25 (V) Ω Actuates Transmission suddenly

(15) - chassis (1) - chassis (1) - chassis 20 - 30 V - transmission cut relay shifts to Neutral during
- - Between relay - 100 - 500 Ω and shifts to Neutral propel or truck cannot
(1) - (2) move again
1. Between ATC2 (14) - chassis (V): 12V 12V output circuit OFF Transmission suddenly
2. Between TMB (1) - chassis (V): 12V (does not give +12V) shifts to Neutral during
3. Between SF (1) - (2) (V): 12V Shifts to Neutral propel or truck cannot
4. Each terminal of ATC2 (14), TMB (1), DF (1) - chassis: > 1MΩ move again
Even when engine speed
1. Between ATC2 (13) - chassis: 20 - 60 Ω Only gives self-diag- exceeds 2,600 rpm and
2. Between SL4 (male) (1) - (2): 20 - 60 Ω nostic display; does not engine overruns, brake to
3. Between ATC1 (13) - ATC1 (4) (V): 20 30 V take any action prevent overrun is not
actuated
Even when accelerator

1. Between ATC1 (14) - chassis: 20 - 60 Ω Operation of exhaust pedal is released and
2. Between SL4 (male) (1) - (2): L 20 - 60 Ω brake function stopped retarder lever is operated,
3. Between ATC (5) - (14) (V): 20 - 30 V exhaust brake is not actu-
ated.
1. gearshifting becomes
1. Engine speed display on monitor panel is normal. Speed range used dur- impossible.
2. Between ATC3A (13) - (14): 500 - 1,000 Ω, AC: > 0.5V ing propel is maintained 2. If shift lever is set to
3. Between each terminal ATC3A (13), (14) - chassis: > 1MΩ If shift lever is at Neu- Neutral, it becomes
4. Between E12 (male) (1) - (2): 500 - 1,000Ω tral, transmission is impossible to move
held in Neutral truck again unless it is
stopped.
Speed range used dur- 1. Gearshifting becomes
ATC3A (female) TM2 (male) N1 (male) Ω ing propel is maintained impossible.
Between (2) - (14) Between (1) - (2) Between (1) - (2) 500 - 1,000 Ω
If shift lever is at Neu- 2. If shift lever is set to
tral, transmission is Neutral, it becomes
Each terminal - chassis > 1ΜΩ.
held in Neutral impossible to move
truck again unless it is
stopped.
Speed range used dur- 1. Gearshifting becomes
ATC3A (female) TM2 (male) N2 (male) Ω
ing propel is maintained impossible.
If shift lever is at Neu- 2. If shift lever is set to
tral, transmission is Neutral, it becomes
Each terminal - chassis > 1ΜΩ. held in Neutral impossible to move
stopped.

Fault Conditions Details of fault Check the wiring harnesses and equipment given below:
Display code ♦ Possible causes: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative
b013 Disconnection in transmission output shaft 1. Output shaft speed sensor

(E.C ↔ 1.3) ♦ If disconnection detection is actuated but 2) Between N3 (2) - TM2 (6) - ATC3A (14)
there is no sensor signal 2. Defective output shaft speed sensor
b014 Defective model selection signal

(E. ↔ 1.4) ♦ After the key switch is turned "ON", depend- 1. Between ATC5B (13) - ATC1 (8)
(E.C ↔ 1.4) ing on the wiring harness, the model selec- 2. Defective contact of ATC5B, ATC1 connector
tion signal does not match
b015 Short circuit, short circuit with ground in lever
(E. ↔ 1.5) signal circuit
(E.C ↔ 1.5) ♦ When two or more lever signals are gener- 1. R Between ATC5B (2) - TMB (2) - SF (3)
ated, and this continues for 3 seconds N Between ATC5B (3) - TMB (3) - SF (4)
D Between ATC5B (4) - TMB (4) - SF (5)
5 Between ATC5B (5) - TMB (5) - SF (6)
b016 Disconnection in lever signal circuit L Between ATC5B (8) - TMB (8) - SF (9)
(E. ↔ 1.6) ♦ When there is no lever signal for 3 seconds GND Between ATC5A (16) - TMB (9) - SF (2)
2. Defective shift lever
(E.C ↔ 1.6)
b017 Accelerator signal circuit Disconnection, defec- 1. Between ATC3B (11) - TMA (13) - C/V.T (1)
(E. ↔ 1.7) tive adjustment of mount, link out of position 2. Defective adjustment of clearance of sensor mount
(E.C ↔ 1.7) ♦ Voltage between ATC3B (11) sand chassis 3. Damaged accelerator pedal link
• > 4.7 ± 0.1V 4. Defective acceleration sensor
• < 0.6± 0.1V 5. Defective engine controller acceleration sensor power source circuit
b019 Short circuit with ground in transmission valve 1. Between (+) ATC3B (9) - TM4 (13) - C/V.T (1)
(E. ↔ 1.9) oil temperature circuit Between (-) ATC3A (16) - TM4 (14) - C/V.T (2)
(E.C ↔ 1.9) ♦ When transmission oil temperature sensor 2. Defective transmission valve lil temperature sensor
signal is more than 150°C
b022 Clutch slipping or defective transmission 1. Input shaft 1) Between N1 (1) - TM2 (1) - ATC3A (2)
| speed sensor. Speed sensor 2) Between N1 (2) - TM2 (2) - ATC3A (14)
b028 ♦ When the input shaft speed, intermediate 2. Output shaft 1) Between N3 (1) - TM2 (1) - ATC3A (5)
(E. ↔ 2.2) shaft speed, output shaft speed are con- Speed sensor 2) Between N3 (2) - TM2 (6) - ATC3A (14)
(E.C ↔ 2.2) verted and it is found that there is an fault 3. One of following clutches worn or damaged: H, L, 1st, 2nd, 3rd, 4th, R
| with either the HL clutch or speed clutch.
(E. ↔ 2.8)
(E.C ↔ 2.8)
b022 Defective H clutch or input shaft speed sensor See items for display codes b022 - b028
(E. ↔ 2.2) (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)
(E.C ↔ 2.2)
b023 Defective L clutch or input shaft speed sensor See items for display codes b022 - b028
(E. ↔ 2.3) system (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8
(E.C ↔ 2.3)

Condition when normal: Check with tester Action of controller when truck when there is fault
Voltage (V), current (A), resistance value Ω a fault is detected Mechatronics display
given, warning actuated
1. Speedometer shows 0
Speed range used during km/h when moving, and
ATC3A (female) TM2 (male) N3 (male) Ω propel is maintained If gearshifting cannot be
shift lever is at Neutral, carried out.
transmission is held in 2. If shift lever is shifted to
N3 (1) - TM2 (5) - ATC3A (3) - chassis > 1 MΩ
Neutral Neutral, it becomes
impossible to move
stopped.
If there is fault when key When key switch is turned
1. Between ATC5B (female) (13) - ATC1 (female) (8): 0 Ω switch is turned "ON", "ON", truck cannot move
2. ATC5B, ATC1 connectors are securely inserted. transmission is held in off even when shift lever
Neutral. is operated.
Set in order of priority, 1. Shifts to same speed
Shift lever position ATC5B TMB SF (V) N>D>5>4>3>L range or higher than
R (2) - chassis Between (2) - (9) Between (3) - (2) If it is together with R, it is range set by shift lever.
taken as N 2. Stays in Neutral and
N (3) - chassis Between (3) - (9 Between (4) - (2)
cannot move.
D (4) - chassis Between (4) - (9) Between (5) - (2)
< 1.5 V (1.0 V)
1. Shifts to speed range
5 (5) - chassis Between (5) - (9) Between (6) - (2)
higher than range set
4 (6) - chassis Between (6) - (9) Between (7) - (2)
by shift lever.
3 (7) - chassis Between (7) - (9) Between (8) - (2) Holds at position before 2. Stays in Neutral and
L (8) - chassis Between (8) - (9) Between (9) - (2) signal stopped cannot move.
When lever is not in the above position / Between above terminals > 15V (24V) 3. Impossible to shift
between FORWARD
and REVERSE
1. Automatic gear-shifting
ATC3B TMA WAS2 Ω is carried out with nor- 1. Transmission shift
(11) - chassis Between (13) - chassis Between (2) - (3) 0.6 − 4.5ς
mal mode shock becomes greater
2. Control of clutch oil 2. Immediately shifts up
pressure is carried out when going downhill
as for when accelera-
tor is fully depressed
ATC3B,3A (female) TM4 (female) C/V.T (male) Ω

Clutch oil pressure control Transmission shift shock
Between (9) -(16) Between (13) - (140) Between (1) - (2) 1 ΚΩ. − 100 ΚΩ
is carried out in mode becomes greater
(9) - chassis (13) - chassis (1) - chassis used before fault occurred
1.
ATC3A (female) Ω 1. Transmission suddenly
Between (2) - (14)
shifts to Neutral during
Shift to Neutral propel or truck cannot
Between (12 - (14) 500 - 1,000 Ω. move again
Between (3) - (14) 2. Power is lost when in
Each terminal - chassis > 1 MΩ propel, and trans-mis-
2. See TESTING AND ADJUSTING OF TRANSMISSION sion repeatedly shifts
when going uphill
3. Transmission oil is not black enough to indicate problem
See items for display
1. Between ATC3A (female) (2) - (14): 500 - 1,000 Ω. Shift to Neutral codes b022 - b028
2. See TESTING AND ADJUSTING OF TRANSMISSION, H clutch portion. (E.↔2.2, E.C↔2.2,
E.↔2.8, E.C↔2.8)
See items for display
1. Between ATC3A (female) (2) - (14): 500 - 1,000 Ω. Shift to Neutral codes b022 - b028
2. See TESTING AND ADJUSTING OF TRANSMISSION, L clutch portion. (E.↔2.2, E.C↔2.2,
E.↔2.8, E.C↔2.8)

b024 Defective 1st clutch or output shaft See items for display codes b022 - b028
(E. ↔ 2.4) speed sensor (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8
(E.C ↔ 2.4)
b025 Defective 2nd clutch or output shaft See items for display codes b022 - b028
(E. ↔ 2.5) speed sensor (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)
(E.C ↔ 2.5)
b026 See items for display codes b022 - b028
(E. ↔ 2.6) Defective 3rd clutch or output speed sensor (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8
(E.C ↔ 2.6)
b027 Defective 4th clutch or output shaft See items for display codes b022 - b028
(E.C ↔ 2.7)
b028 Defective R clutch or output shaft See items for display codes b022 - b028
(E.C ↔ 2.8)
b032 1. Dirt caught in pressure control spool

| 2. Short circuit, short circuit with ground in fill detection switch
b038 1) Between H SW - TM3 (3) - ATC5A (12)
(E. ↔ 3.2) 2) Between L SW - TM3 (6) - ATC5A (10)
(E.C ↔ 3.2) Defective pressure control valve 3) Between R SW - TM3 (9) - ATC5A (16)
| ♦ When the controller is issuing the command 4) Between 1 SW - TM4 (3) - ATC5A (13)
(E. ↔ 3.8) to disengage the clutch, but the fill signal is 5) Between 2 SW - TM4 (6) - ATC5A (14)
(E.C ↔ 3.8) still being sent (clutch is engaged) 6) Between 3 SW - TM4 (9) - ATC5A (15)
7) Between 4 SW - TM4 (12) - ATC5A (11)
b032 Defective H clutch pressure control valve 1. Dirt caught in H clutch pressure control spool
(E. ↔ 3.2) 2. Between HSW - TM3 (3) - ATC5A (12)
(E.C ↔ 3.2)
b033 Defective L clutch pressure control valve 1. Dirt caught in L clutch pressure control spool
(E. ↔ 3.3) 2. Between LSW - TM3 (6) - ATC5A (10)
(E.C ↔ 3.3)
b034 Defective 1st clutch pressure control valve 1. Dirt caught in 1 clutch pressure control spool
(E. ↔ 3.4) 2. Between 1SW - TM4 (3) - ATC5A (13)
(E.C ↔ 3.4)
b035 Defective 2nd clutch pressure control valve 1. Dirt caught in 2 clutch pressure control spool
(E.C ↔ 3.5)
b036 Defective 3rd clutch pressure control valve 1. Dirt caught in 3 clutch pressure control spool
(E. ↔ 3.6) 2. Between 3SW - Tm4 (9) - ATC5A (15)
(E.C ↔ 3.6)
b037 Defective 4th clutch pressure control valve 1. Dirt caught in 4 clutch pressure control spool
(E.C ↔ 3.7)
b038 Defective R clutch pressure control valve 1. Dirt caught in R clutch pressure control spool
(E. ↔ 3.8) 2. Between RSW - TM3 (9) - ATC5A (16)
(E.C ↔ 3.8)

Action of Symptoms that appear in truck when
Condition when normal: Check with tester controller there is fault
Voltage (V), current (A), resistance value Ω when a Mechatronics display given, warning
fault is actuated
detected
1. Between ATC3A (female) (3) - (14): 500 - 1,000 Ω Shift to See items for display codes b022 - b028
2. See TESTING AND ADJUSTING OF TRANSMISSION, 1st clutch portion. Neutral (E. ↔2.2, E.C↔2.2, E. ↔2.8, E.C↔2.8)
2. See TESTING AND ADJUSTING OF TRANSMISSION, 2nd clutch portion. Neutral (E. ↔2.2, E.C↔2.2, E. ↔2.8, E.C↔2.8)
2. See TESTING AND ADJUSTING OF TRANSMISSION, 3rd clutch portion. Neutral (E. ↔2.2, E.C↔2.2, E. ↔2.8, E.C↔2.8)
2. See TESTING AND ADJUSTING OF TRANSMISSION, 4th clutch portion. Neutral (E. ↔2.2, E.C↔2.2, E. ↔2.8, E.C↔2.8)
2. See TESTING AND ADJUSTING OF TRANSMISSION, R clutch portion. Neutral (E. ↔2.2, E.C↔2.2, E. ↔2.8, E.C↔2.8)
When transmission shift is at N, conditions are as in table below Ω
H SW (male) - chassis TM3 (male) (3) - chassis ATC5A (female) (12) - chas-
sis
> 1M Ω or > 1 M Ω
H SW (male) - chassis TM3 (male) (6) - chassis ATC5A (female) (10) - chas- between terminals Shift to Transmission suddenly shifts to Neutral
sis
Neutral during propel or truck cannot move again
sis
sis
sis
H SW (male) - chassis TM3 (female) ATC5A (female) > 1 M Ω or > 1 M Ω

Shift to Transmission suddenly shifts to neutral
(3) - chassis (12) - chassis between terminals Neutral during propel or truck cannot move again
L SW (male) TM3 (female) ATC5A (female) > 1 M Ω or > 1 M Ω

1 SW (male) - chassis TM4 (female) ATC5A (female) > 1 M Ω or > 1 M Ω




R SW (male) - chassis TM3 (female) ATC5A (female) > 1 M Ω or > 1 M Ω


b042
|
b048 Defective pressure control valve
(E. ↔ 4.2) ♦ When it is tried to engage the clutch, the Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.2) controller issues the command, but the fill
| sensor signal is not given, and the clutch is
(E. ↔ 4.8) not engaged
(E.C ↔ 4.8)
b042
(E. ↔ 4.2) Defective H clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.2)
b043
(E. ↔ 4.3) Defective L clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.3)
b044
(E. ↔ 4.4) Defective 1st clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.4)
b045
(E. ↔ 4.5) Defective 2nd clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.5)
b046
(E. ↔ 4.6) Defective 3rd clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.6)
b047
(E. ↔ 4.7) Defective 4th clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.7)
b048
(E. ↔ 4.8) Defective R clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.8)
b052 1. Disconnection in fill switch circuit

| 1) Between H SW - TM3 (3) - ATC5A (12)
b058 Disconnection in fill detection switch 2) Between L SW - TM3 (6) - ATC5A (10)
(E. ↔ 5.2) ♦ When it is tried to engage the clutch, the 3) Between R SW - TM3 (9) - ATC5A (16)
(E.C ↔ 5.2) controller issues the command, but the fill 4) Between 1 SW - TM4 (3) - ATC5A (13)
| sensor signal is not given. However, the 5) Between 2 SW - TM4 (6) - ATC5A (14)
(E. ↔ 5.8) clutch is engaged. 6) Between 2 SW - TM4 (9) - ATC5A (15)
(E.C ↔ 5.8) 7) Between 4 SW - TM4 (12) - ATC5A (11)
2. Defective fill switch
b052 Defective H clutch flow control valve 1. Between HSW - TM3 (3) - ATC5A (12)
(E. ↔ 5.2) 2. Defective H clutch fill switch
(E.C ↔ 5.2)
b053 Defective L clutch flow control valve 1. Between LSW - TM3 (6) - ATC5A (10)
(E. ↔ 5.3) 2. Defective L clutch fill switch
(E.C ↔ 5.3)
b054 Defective 1st clutch flow control valve 1. Between 1SW - TM4 (3) - ATC5A (13)
(E. ↔ 5.4) 2. Defective 1st clutch fill switch
(E.C ↔ 5.4)

Action of controller Symptoms that appear in truck when there is a fault
Condition when normal: Check with tester when a fault is
Voltage (V), current (A), resistance value Ω detected Mechatronics display given, warning actuated
Normal controller display: Shows 0.0 or 0.C Shift to Neutral Transmission suddenly shift to Neutral during propel
or truck cannot move again
When each gear range is engaged using the shift checker, the fill
switch signal is given with the combinations shown in Table 1
Table 1 Relationship between gear range and fill switch signal Gear range used
during propel is 1. Gearshifting during propel becomes impossible.
H L 1 2 3 4 R maintained 2. If shift lever is in Neutral, it becomes impossible to
R O O If shift lever is in move truck
F1 O O Neutral, transmission
is held in Neutral
F2 O O
F3 O O
F4 O O
F5 O O
F6 O O
F7 O O
When each gear range is engaged with the shift checker, the fill See items for display 1. Gearshifting during propel becomes impossible.
switch signal is issued for the combinations in Table 1 of the items for codes b052 - b058 2. If shift lever is in Neutral, it becomes impossible to
display codes b052 - b058 (E. ↔ 5.2, E.C ↔ 5.2, move truck
(E. ↔ 5.2, E.C ↔ 5.2, E. ↔ 5.8, E.C ↔ 5.8 E. ↔ 5.8, E.C ↔ 5.8)
When each gear range is engaged with the shift checker, the fill See items for display 1. Gearshifting during propel becomes impossible.
switch signal is issued for the combinations in Table 1 of the items for codes b052 - b058 2. If shift lever is in Neutral, it becomes impossible to
display codes b052 - b058 (E. ↔ 5.2, E.C ↔ 5.2, move truck
(E. ↔ 5.2, E.C ↔ 5.2, E. ↔ 5.8, E.C ↔ 5.8) E. ↔ 5.8, E.C ↔ 5.8)

b055 Defective 2nd clutch flow control valve 1. Between 2SW - TM4 (6) - ATC5A (14)
(E. ↔ 5.5) 2. Defective 2nd clutch fill switch
(E.C ↔ 5.5)
b056 Defective 3rd clutch flow control valve 1. Between 3SW - TM4 (9) - ATC5A (15)
(E. ↔ 5.6) 2. Defective 3rd clutch fill switch
(E.C ↔ 5.6)
b057 Defective 4th clutch flow control valve 1. Between 4SW - TM4 (12) - ASTC5A (11)
(E. ↔ 4.4) 2. Defective 4th clutch fill switch
(E.C ↔ 4.4)
b058 Defective R clutch flow control valve 1. Between RSW - TM3 (9) - ATC5A (16)
(E. ↔ 5.8) 2. Defective R clutch fill switch
(E.C ↔ 5.8)
1. 1) Lock-up Between (+) L/U.t (1) - ATC1 (1)

Between (-) L/U.T (2) - ATC1 (8), (16)
2) H clutch Between (+) H.PS (2) - ATC2 (9)
b071 Short circuit in pressure control solenoid Between (-) H.PS (2) - ATC2 (19)
| ♦ When it is tried to disengage the clutch, 3) L clutch Between (+) L.PS (1) - ATC2 (7)
b078 Between (-) L.PS (2) - ATC2 (17)
(E. ↔ 7.1) • The pressure control solenoid output is 4) 1st clutch Between (+) 1.PS (1) - ATC2 (2)
(E.C ↔ 7.1) turned OFF, but the solenoid current still Between (-) 1.PS (2) - ATC2 (13)
| flows 5) 2nd clutch Between (+) 2.PS (1) - ATC2 (4)
(E. ↔ 7.8) or Between (-) 2.PS (2) - ATC2 (15)
(E.C ↔ 7.8) • Excessive solenoid current flows 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 Short circuit in lock-up pressure control See items for display codes b071 - b078
(E. ↔ 7.1) solenoid (E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C ↔ 7.8)
(E.C ↔ 7.1)
b072 Short circuit in H clutch pressure control See items for display codes b071 - b078
(E.C ↔ 7.2)
b073 Short circuit in L clutch pressure control See items for display codes b071 - b078
(E.C ↔ 7.3)
b074 Short circuit in 1st clutch pressure control See items for display codes b071 - b078
(E.C ↔ 7.4)
b075 Short circuit in 2nd clutch pressure control See items for display codes b071 - b078
(E.C ↔ 5.5)

Condition when normal: Check with tester Action of controller when a fault is detected truck when there is a fault
Voltage (V), current (A), resistance value Ω
Mechatronics display given,
warning actuated
When each gear range is engaged with the shift checker, the fill 1. Gearshifting during propel
switch signal is issued for the combinations in Table 1 of the items See items for display codes b052 - b058 becomes impossible.
for display codes b052 - b058 (E. ↔ 5.2, E.C ↔ 5.2, E. ↔ 5.8, E.C ↔ 5.8) 2. If shift lever is in Neutral, it
(E. ↔ 5.2, E.C ↔ 5.2 - E. ↔ 5.8, E.C ↔ 5.8) becomes impossible to
move the truck
move the truck
move the truck
move the truck
ATC1 (female) ATC2 (female) Ω
Between (1) - (8), (16) — 30 - 80 Ω
Between (9) - (19)
Between (7) - (17)
Between (2) - (13)

5 - 25 Ω Actuates transmission cut relay and shifts to Transmission suddenly shifts
— Between (4) - (15) Neutral to Neutral during propel or
Between (3) - (13) truck cannot move again
Between (8) - (18)
Between (5) - (15)
Resistance value between each terminal > 1 MΩ
Between each terminal - chassis > 1 MΩ
Check with Table 2 for the items for display codes b071 - b078 Actuates transmission cut relay and shifts to Transmission suddenly shifts
(E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C ↔ 7.8) Neutral to Neutral during propel or
truck cannot move again
Check with table 2 for the items for display codes b071 - b078 Actuates transmission cut relay and shifts to Transmission suddenly shifts

Fault Conditions Details of fault Check the wiring harnesses and equipment given below: Disconnec-
Display code ♦ Possible causes: tion, short circuit in wiring harness (+): Positive, (-): Negative
b076 Short circuit in 3rd clutch pressure control See items for display codes b071 - b078
(E. ↔ 7.6) solenoid (E. ↔ 7.1, E.C ↔ 7.1- E. ↔ 7.8, E.C ↔ 7.8
(E.C ↔ 7.6)
b0077 Short circuit in 4th clutch pressure control See items for display codes b071 - b078
(E. ↔ 7.7) solenoid (E. ↔ 7.1, E.C ↔ 7.1- E. ↔ 7.8, E.C ↔ 7.8)
(E.C ↔ 7.7)
b0078 Short circuit in R clutch pressure control See items for display codes b071 - b078
(E. ↔ 7.7) solenoid (E. ↔ 7.1, E.C ↔ 7.1- E. ↔ 7.8, E.C ↔ 7.8)
(E.C ↔ 7.7)
b091 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)
b098 Disconnection in pressure control solenoid 3) L clutch Between (+) L.PS (1) - ATC2 (7), Between (-) L.PS (2) - ATC2 (17)
(E. ↔ 9.1) ♦When it is tried to disengage the clutch, 4) 1st clutch Between (+) 1.PS (1) - ATC2 (2), Between (-) 1.PS (2) - ATC2 (13)
(E.C ↔ 9.1) the pressure control solenoid output is 5) 2nd clutch Between (+) 2.PS (1) - ATC2 (4), Between (-) 2.PS (2) - ATC2 (15)
| turned ON, but the solenoid current does 6) 3rd clutch Between (+) 3.PS (1) - ATC2 (3), Between (-) 3.PS (2) - ATC2 (13)
(E. ↔ 9.8) not flow 7) 4th clutch Between (+) 4.PS (1) - ATC2 (8), Between (-) 4.PS (2) - ATC2 (18)
(E.C ↔ 9.8) 8) R clutch Between (+) R.PS (1) - ASTC2 (5), Between (-) R.PS (2) - ATC2 (15)
2. Defective pressure control solenoid
b091
(E. ↔ 9.1) Disconnection in lock-up pressure control See items for display codes b091 - b098
(E.C ↔ 9.1) solenoid (E. ↔ 9.1, E.C ↔ 9.1, E. ↔ 9.8, E.C ↔ 9.8
b092 Disconnection in H clutch pressure control See items for display codes b091 - b098
(E.C ↔ 9.2)
b093 Disconnection in L clutch pressure control See items for display codes b091 - b098
(E. ↔ 9.3) solenoid (E. ↔ 9.1, E.C ↔ 9.1, E. ↔ 9.8, E.C ↔ 9.8
(E.C ↔ 9.3)
b094 Disconnection in 1st clutch pressure control See items for display codes b091 - b098
(E.C ↔ 9.4)
b095 Disconnection in 2nd clutch pressure control See items for display codes b091 - b098
(E.C ↔ 9.7)
b096 Disconnection in 3rd clutch pressure control See items for display codes b091 - b098
(E.C ↔ 9.6)
b097 Disconnection in 4th clutch pressure control See items for display codes b091 - b098
(E.C ↔ 9.7)
b098 Disconnection in R clutch pressure control See items for display codes b091 - b098
(E.C ↔ 9.8)

Condition when normal: Check with tester Action of controller when a fault is detected truck when there is a fault
Voltage (V), current (A), resistance value Ω
Mechatronics display given,
warning actuated
(E. ↔ 7.1, E.C ↔ 7.1 - E. ↔ 7.8, E.C ↔ 7.8) Neutral to Neutral during propel or
When each gear range is engaged using the shift checker, the fill
switch signal is given with the combinations shown in Table1.
Table 2 Solenoid valve check

ATC1 (female) ATC2 (female) Ω
Even when a disconnection is detected, it 1. Power is lost when propel-
Between (1) - (8), (16) — 30 - 80 Ω
tries to send current to the solenoid ling, and when shifting up,
Between (9) - (19) transmission immediately
Between (7) - (17) • This is because there is no danger of dam- shifts down again
Between (2) - (13) age to the controller even if there is a dis- • This frequently happens
5 - 25 Ω
—
connection when going uphill loaded
Between (4) - (15)
Between (3) - (13)

2. Shift indicator display
Between (8) - (18) shows "E"
Between (5) - (15)
Resistance value between each terminal > 1 MΩ
Between each terminal - chassis > 1 MΩ
See items for display codes

Check with Table 2 for the items for display codes b091 - b098 See items for display codes b091 - b098 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)
Check with Table 2 for the items for display codes b091 - b098 See items for display codes b091 - b098 See items for display codes
(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)
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)

b060 Defective engine speed sensor output 1. Engine speed sensor B

(E. ↔ 6.0) ♦Engine speed less than 350 rpm and 1) Between E12 (1) - J09M (9) - TMD (13) - ATC3A (13)
(E.C ↔ 6.0) transmission speed more than 500 rpm 2) Between E12 (2) - J09M (10) - TMD (14) - ATC3A (14)
continues for 10 sec 2. Defective engine speed sensor
b061 Defective output of transmission input shaft 1. Input shaft speed sensor
(E.C ↔ 6.1) ♦When the engine speed, input shaft 2) Between N2 (2) - TM2 (2) - ATC3A (14)
speed, and intermediate shaft speed are 2. Defective input shaft speed sensor
converted and it is found that there is a
problem in lock-up clutch and HL clutch
b062 Defective output of transmission intermedi- 1. Intermediate shaft speed sensor
(E. ↔ 6.2) ated shaft speed sensor 1) Between N2 (1) - TM2 (3) - ATC3A (12)
(E.C ↔ 6.2) ♦When the input shaft speed, intermediate 2) Between N2 (2) - TM2 (4) - ATC3A (14)
shaft speed, and output shaft speed are 2. Defective intermediate shaft speed sensor
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)
Defective output of transmission output
b063 shaft speed sensor 1. Output shaft speed sensor
(E. ↔ 6.3) ♦When the engine speed, input shaft 1) Between N3 (1) - TM2 (5) - ATC3A (3)
(E.C ↔ 6.3) speed, intermediate shaft speed, and out- 2) Between N3 (2) - TM2 (6) - ATC3A (14)
put shaft speed are converted and it is 2. Defective output shaft speed sensor
found that there is a problem in relation-
ship
b0A1 Fault in model selection 1. Defective controller

(E. ↔ A.1) ♦The setting of rotary switch is different 2. Defective setting of rotary switch
(E.C ↔ A.1) from the model in the software.
b0A2 Short circuit with ground in torque converter 1. Between (+) ATC3B (7) - TM2 (7) - TC.SE (1)
(E. ↔ A.2) oil temperature Between (-) ATC3A (16) - TMB (9) - TMC (5) - TM2 (8) - TC.SE (2)
(E.C ↔ A.2) ♦When torque converter oil temperature 2. Defective torque converter oil temperature sensor
sensor signal is more than 150°C
b0A3 Disconnection in fuel level sensor 1. Between (+) ATC5B (5) - TMA (15) - J09M (12), (15) - J02 (1) - 26 (1)
(E. ↔ A.3) ♦Input voltage: > 4 V 2. Defective fuel sensor
(E.C ↔ A.3)
b0b2 Short circuit with ground in cooling water 1. Between (+) ATC5B (5) - TMA (7) -J09M (12), (15) - J02 (1) - 26 (1)
(E. ↔ b.2) temperature sensor Between (-) ATC5A (16) - TMB (9) - J09M (13), (16) - J02 (3) - 26 (2)
(E.C ↔ b.2) ♦When input resistance of cooling water 2. Defective coolant water temperature sensor
temperature sensor signal is more than
170 Ω
b0b3 Disconnection in brake air pressure sensor 1. Between (+) ATC3B (2) - TMA (7) - RH4 (1) - SR5 (1)
(E. ↔ b.3) ♦ When input resistance of brake air pres- Between (-) ATC5A (16) - TMB (9) - RH4 (10) - SR5 (2)
(E.C ↔ b.3) sure sensor signal is more than 3,000 Ω 2. Defective brake air pressure sensor

Symptoms that appear in truck when
Condition when normal: Check with tester Action of controller when there is fault
Voltage (V), current (A), resistance value Ω a fault is detected Mechatronics display given, warning
actuated
1. Engine speed display on monitor panel is normal Gear range used during 1. Gearshifting becomes impossible.
2. Between ASTC3A (13) - (14): 500 - 1,000 AC sym: > 0.5V propel maintained 2. If shift lever is in Neutral, it
3. Between each terminal of ATC3A (13), (14) - chassis: > 1 MΩ If shift lever is in Neutral, becomes impossible to move the
4. Between E12 (male) (1) - (2): 500 - 1,000 Ω transmission is held in truck again unless it is stopped.
Neutral
ATC3A (female) TM2 (male) N1 (male) Ω Gear range used during 1. Gearshifting becomes impossible.
propel is maintained 2. If shift lever is in Neutral, it
If shift lever is in Neutral, becomes impossible to move the
Each terminal - chassis >1MΩ
transmission is held in truck again unless it is stopped.
Neutral
Gear range used during 1. Gearshifting becomes impossible.

ATC3A (female) TM2 (male) N2 (male) Ω
propel is maintained 2. If shift lever is in Neutral, it
Between (14) - (12) Between (3) - (4) Between (1) - (2) 500 - 1,000 Ω If shift lever is in Neutral, becomes impossible to move the
Each terminal - chassis >1MΩ transmission is held in truck again unless it is stopped.
Neutral
Gear range used during 1. Speedometer displays 0 km/h

ATC3A (female) TM2 (male) N3 (male) Ω propel is maintained during propel and gear-shifting
If shift lever is in Neutral, becomes impossible.
transmission is held in 2. If shift lever is in Neutral, it
Between N3 (1) - TM2 (5) - ATC3A (3) - chassis >1MΩ
Neutral becomes impossible to move the
truck again unless it is stopped.
When effort to move the truck is car-

Set value of rotary switch 1 2, 3, 4 or 5 Holds at neutral ried out, it does not move.
ATC3B,3A (female) TM2 (female) TC.SE (male) Ω Only gives self-diagnos- No display at all is given on torque
Between (7) - (16) Between (7) - (8) Between (10 - (2) tic display; does not take converter oil temperature gauge dis-
1 KΩ - 100 KΩ any action play on monitor panel.
(7) - chassis (7) - chassis (1) - chassis
Only gives self-diagnos- No display at all is given on fuel level

ATC3B TMD J02 61 (V)
tic display; does not take gauge display on monitor panel.
(4) - chassis (7) - chassis (15) - chassis (1) - chassis 0.2 − 0.4 V
any action
When engine water temperature is between 25°C (normal temperature) and 100°C, condition is as shown in
table below. Only gives self-diagnos- No display at all is given on engine
ATC3B,3A (male) TMA, TMB (male) J09M J02 61 (W)
tic display; does not take water temperature gauge display on
any action monitor panel.
Between Between Between (12), (15) Between (1) - (3) Between (1) - (2)
(5) - (16) (15) - (9) - (13), (16) 37 Ω
|
(5) - chassis (15) - chassis (12), (15) - chassis (1) - chassis (1) - chassis 4Ω
ATC3B,3A (male) TMA, TMB (male) RH4, RH1 SR5 Ω Only gives self-diagnos- No display at all is given on air pres-
Between (2) - (16) Between (7) - (9) Between (1) - (10) Between (1) - (2) tic display; does not take sure gauge display on monitor
3 - 1,000 Ω any action panel.
(2) - chassis (7) - chassis (1) - chassis (10) - chassis

b0b4 Short circuit with ground in retarder brake oil 1. Between (+) ATC3b (8) - tmd (5) - J02 (10) - 64 (1)
(E. ↔ b.4) temperature sensor Between (-) ATC3A (16) - TMB (9) - J02 (9) - 64 (2)
(E.C ↔ b.4) ♦ When retarder brake oil temperature sen- 2. Defective retarder brake oil temperature sensor
sor signal is more than 150°C
b0b7 Disconnection, short circuit with ground in 1. Between ATC3B (12) - TMD (15) - J02 (2) - 27 (3)
(E. ↔ b.7) engine oil pressure sensor Between (+) ATC3A (6) - TMA (16) - J09M (11) - (14) - J01 (11) - 27 (2)
(E.C ↔ b.7) ♦ Voltage between ATC3B (12) - chassis 2. Defective voltage circuit inside controller
• 4.6 ± 0.1 V 3. Defective engine oil pressure sensor
• 0.4 ± 0.1 V
Improper connection of connector
b0C1 ♦ After the key switch is turned "ON", de- 1. Between ATC5A (1) - ATC1 (16).
(E. ↔ C1) pending on the wiring harness, the model 2. Defective contact of ATC5A connector
(E.C ↔ C1) selection signal does not match
b0C4 Short circuit with ground in BCV rear solenoid 1. Defective BCV relay R04
(E. ↔ C.4) ♦ BCV output terminal voltage 2. Between ATC (11) - TMB (13) - R04 (1)
(E.C ↔ C.4) • When actuated: > 11V or above
• When not actuated: < 11V or below
b0C6 Disconnection in BCV rear solenoid 1. Defective BCV relay R04

(E. ↔ C.6) ♦ BCV output terminal voltage 2. Between ATC (11) - TMB (13) - R04 (1), from R04 (2) - GND, ER
b0C8 Short circuit in BCV rear solenoid 1. Defective BCV relay R04
(E. ↔ C.8) ♦ BCV output terminal voltage 2. Between ATC (11) - TMB (13) - R04 (2)
b0d1 Transmission filter clogging warning 1. Between (+) ATC5A (6) - TMD (6) - J02 (13) - 52 (10
(E. ↔ d.1) ♦ When the transmission oil filter switch is Between (-) J03 (8) - 52 (2)
(E.C ↔ d.1) OFF with the torque converter outlet port 2. Defective transmission filter sensor
oil temperature 50°C or above.
b0d5 Tilt warning display 1. Between (+) ATC5A (5) - TMD (2) - SR3 (1)
(E. ↔ d.5) ♦ When the machine tilt angle switch is OFF. Between (-) SR3 (2) - GND.ER
(E.C ↔ d.5) 2. Defective tilt sensor
b0d6 Drop in radiator water level warning display 1. Between (+) ATC5B (15) - TMD (4) - J02 (7) - 01 (9) - 03 (1)
(E. ↔ d.6) ♦ When the engine cooling water level switch Between (-) 03 (2) - GND.16
(E.C ↔ d.6) is OFF. 2. Defective radiator water level sensor

Condition when normal: Check with tester Action of controller when when there is fault
Voltage (V), current (A), resistance value Ω a fault is detected Mechatronics display given,
warning actuated
ATC3B,3A (male) TMD, TMB (male) J02 64 Ω Only gives self-diagnos- No display at all is given on
Between (8) - (16) Between (5) - (9) Between (10) - (9) Between (1) − (2)
tic display; does not take retarder oil temperature gauge
2k Ω - 20k Ω
(25°C - 120°C)
any action display on monitor panel.
(8) - chassis (5) - chassis (10) - chassis (1) − chassis
ATC3B TMD J02 27 (V) Only gives self-diagnos- Drop in engine oil pressure
(12) - chassis (15) - chassis (2) - chassis (3) − chassis
tic display; does not take cannot be detected.
0.4 - 4.6 V any action
Between (2) - (3)
If there is a fault when

1. Between ATC5A (1) - ATC1 (16): 0 Ω key switch is turned When key switch is turned
2. ATC5A, ATC1 connectors are securely inserted. "ON", transmission is "ON", truck cannot move even
held at Neutral. when shift lever is operated.
ATC1 TMB R04 (V) Ω

Only gives self-diagnos- BCV is not actuated
(11) - chassis (13) - chassis (1) - chassis 20 − 30 V tic display; does not take
Between relay (1) 100 - 500 Ω any action
and (2)
ATC1 TMB R04 (V) Ω Only gives self-diagnos- BCV is not actuated
Between relay (1) 100 - 500 Ω any action
and (2)
ATC1 TMB R04 (V) Ω Only gives self-diagnos- BCV in mistakenly actuated
Between relay (1) 100 - 500 Ω
any action
and (2)
1. If operations are continued,

When transmission filter is normal, condition is as shown in table below.
Only gives self-diagnos- dirt will circulate in transmis-
ATC5A TMD J02 52 tic display; does not take sion circuit.
(6) - chassis (2) - chassis (13) - chassis (1) − chassis any action 2. Mechatronics display is not
No continuity given.
Between (1) - (2)
3. Buzzer does not sound.
When machine tilt angle is ± 15°, condition is as shown in table below.
Only gives self-diagnos- truck may roll over.
ATC5A TMD SR3 tic display; does not take 2. Mechatronics display is not
(5) - chassis (2) - chassis (1) - chassis, (1) - (2) Continuity any action given.
When radiator water level is normal, condition is as shown in table below.

Only gives self-diagnos- 1. If operations are continued,
ATC5B TMD J02 01 03 tic display; does not take there will be overheating.
(15) - chassis (4) - chassis (7) - chassis (8) - chassis (1) - chassis, Continuity any action 2. Mechatronics display is not
(1) - (2) given.

b0d7 Battery charge warning display 1. Between ATC3B (1) - TMD (1) - J01 (1) - alternator terminal R
(E. ↔ d.7) ♦ When battery charge switch is OFF with 2. Defective charging circuit
(E.C ↔ d.7) engine speed at 500 rpm or above.
b0F5 Engine oil pressure drop warning 1. Between ATC3B (12) - TMD (15) - J02 (2) - 27 (3)
(E. ↔ F.5) ♦ When fault is recognized in the engine 2. Defective engine lubricating oil circuit
(E.C ↔ F.5) speed at 700 rpm or above. 3. Defective engine oil pressure sensor
b0E5 Steering oil temperature overheat warning 1. Between ATC3A (11) - TMA (8) - J01 (6) - 21 (1)
(E. ↔ E.5) ♦ When steering oil temperature switch in 2. Defective steering oil temperature sensor
(E.C ↔ E.5) ON.
b0F6 Rear brake oil pressure warning display 1. Between (+) ATC5A (8) - TMC (12) - J)3 (2) - BLSL (1)
(E. ↔ F.6) ♦ When brake stroke switch is ON for 2 sec- Between BLSL (2) - BLSR (1)
(E.C ↔ F.6) onds. Between (-) BLSR (2) - GND.67
2. Defective brake stroke sensor
b0d3 Engine water temperature overheat warning Abnormal rise in engine water temperature.
(E. ↔ d.3) ♦ When engine water temperature sensor
(E.C ↔ d.3) signal is above 102°C
Torque converter oil temperature overheat

b0d2 warning Abnormal rise in torque converter oil temperature
(E. ↔ d.2) ♦ According to network data from monitor
(E.C ↔ d.2) system.
b0E9 Air pressure drop warning
(E. ↔ E.9) ♦ According to network data from monitor Abnormal drop in air pressure inside air tank
(E.C ↔ E.9) system.
b0F3 Retarder oil temperature overheat warning

(E. ↔ F.3) ♦ According to network data from monitor Abnormal rise in retarder oil temperature
(E.C ↔ F.3) system.
b0d8 Engine overrun actuated display

(E. ↔ d.8) ♦ Overrun actuated with transmission input Engine overrun actuated display
(E.C ↔ d.8) shaft speed more than 2,600 rpm.
b0d9 Engine overshoot display

(E. ↔ d.9) ♦ When d.8 does not detect engine over- Engine overshoot display (sudden spurt)
(E.C ↔ d.9) shoot display with engine speed at 2,600
rpm or above

Condition when normal: Check with tester Action of controller when there is fault
Voltage (V), current (A), resistance value Ω when a fault is Mechatronics display given,
detected warning actuated
1. Propel is possible until control
power source voltage drops. If
When engine is running (1/2 throttle or above), condition is as shown in table below.
Only gives self-diag- operations are continued, bat-
ATC3B TMD J01 (V) nostic display; does not tery life will be reduced.
(1) - chassis (1) - chassis (1) - chassis 27.5 - 29.5 V take any action 2. Mechatronics display is not
given
3. Buzzer does not sound
1. Loses power during opera-
ATC3A TMD J02 27 Only gives self-diag- tions.
1,000 (12) - chassis (15) - chassis (2) − chassis Between 1.3 - 5.0 V nostic display; does not 2. Engine acceleration becomes
Engine rpm (1) - (3) take any action poor.
Speed
1,800 (12) - chassis (15) - chassis (2) - chassis Between 2.1 - 5.0 V 3. Mechatronics display is not
rpm (1) - (3) given
When steering oil temperature is 25°C (normal temperature), condition is as shown in table below. If there is a fault when 1. If operations are continued, oil
ATC3A TMA J01 21 — key switch is turned may leak.
(11) - chassis (8) - chassis (6) - chassis (1) - chassis No continuity "ON", transmission is 2. Mechatronics display is not
held at Neutral. given.
When brake stroke is normal, condition is as shown in table below. Only gives self-diag- 1. If operations are continued, oil
ATC5A TMD J03 BLSL nostic display; does not may leak.
(8) - chassis (12) - chassis (2) - chassis (1) - chassis take any action 2. Mechatronics display is not
— — — (1) - (2), (2) - chassis
Continuity given.
1. Low power during operation.

Only gives self-diag- 2. Engine acceleration becomes
nostic display; does not poor.
take any action 3. Mechatronics display is not
given
Only gives self-diag- engine may be damaged.
nostic display; does not 2. Mechatronics display is not
take any action given

TABLE FOR TRANSMISSION CONTROLLER, TRANSMISSION RELATED PARTS

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.

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

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

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

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

A-2 FAULT IN NEUTRAL SAFETY SYS-
TEM 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

A-3 DOUBLE ENGAGEMENT FOR
CLUTCH DISPLAYED

A-4 FAULTS IN TRANSMISSION [CUT RELAY]
SYSTEM DISPLAYED
• Displays disconnection, short circuit, or short circuit with chassis ground in transmission cut relay system.

A-5 FAULTS IN REAR BRAKE SOLENOID
CIRCUIT DISPLAYED
A-5 related electrical circuit diagram

A-6 FAULTS IN EXHAUST BRAKE SOLENOID
CIRCUIT IS DISPLAYED

A-7 FAULTS IN BCV VALVE SYSTEM
a) Short circuit with ground in BCV rear solenoid is displayed

b) Short circuit in BCV rear solenoid is displayed
• Check that the mounting bolts of the input shaft speed sensor are not loose.

c) Disconnection in BCV rear solenoid is displayed

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

b) Disconnection in input shaft speed sensor is dis-
played
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 Ω - 1000 Ω
Between (2) & chassis Between (1) & chassis > 1M Ω

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.
A-8 c) Related electrical diagram

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.
A-8 d) Related electrical circuit diagram

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

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

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

b) Fault in model selection (rotary switch) is displayed


A-11 FAULT IN SHIFT LEVER CIRCUIT
a) Short circuit in shift lever assembly power source is displayed


b) Shift lever position signal input for 2 or more circuits is displayed

Table 1.
Abnormal system System with failed wiring harness
N SF (4) - ATC5B (3) - transmission neutral relay R02
(2) - payload meter relay R11 (6)
R SF (3) - ATC5B (2) - backup alarm relay R06 (2)
D SF (5) - ATC5B (4)
5 SF (6) - ATC5B (5)
4 SF (7) - ATC5B (6)
3 SF (8) - ATC5B (7)
2 SF (9) - ATC5B (8)

c) Shift lever position signal is not inputted
Table 1
Lever position Terminal of TORQFLOW Voltage when position Voltage when position Shift lever
transmission controller is selected is not selected SF terminal
N ATC5B (3) < 1.0 V > 15.0 V SF (4)
R ATC5B (2) < 1.0 V > 15.0 V SF (3)
D ATC5B (4) < 1.0 V > 15.0 V SF (5)
5 ATC5B (5) < 1.0 V > 15.0 V SF (6)
4 ATC5B (6) < 1.0 V > 15.0 V SF (7)
3 ATC5B (7) < 1.0 V > 15.0 V SF (8)
L ATC5B (8) < 1.0 V > 15.0 V SF (9)


A-12 FAULT IN ACCELERATOR SIG-
NAL IS DISPLAYED

A-13 FAULT IN TRANSMISSION OIL TEMPERATURE
SENSOR IS DISPLAYED

A-14 FAULT IN PRESSURE CONTROL VALVE
a) Fill switch (clutch ON) is displayed regard-

less 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 Fill switch
Transmission controller When connected When Open
Service code display Corresponding connector and pin Fill switch Voltage Resistance Voltage Resistance
clutch number
b032
[E.↔ 3.2,E.C↔3.2] H clutch ATC5A (12) - H. SW <1V <1Ω 15 -25 V > 1 MΩ
b033
[E.↔ 3.3,E.C↔ 3.3] L clutch ATC5A (10) - L. SW <1V <1Ω 15 -25 V > 1 MΩ
b034
[E.↔ 3.4,E.C↔ 3.4] 1 clutch ATC5A (13) - 1. SW <1V <1Ω 15 -25 V > 1 MΩ
b035
b036
[E↔ 3.6,E.C↔ 3.6] 3 clutch ATC5A (15) - 3. SW <1V <1Ω 15 -25 V > 1 MΩ
b037
b038
[E.↔ 3.8,E.C ↔ 3.8] R clutch ATC5A (16) - R. SW <1V <1Ω 15 -25 V > 1 MΩ


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 Fill switch
Transmission controller When connected When Open
Service code Corresponding connector and pin Fill switch Voltage Resistance Voltage Resistance
display clutch number
b042
[E.↔ 4.2,E.C↔4.2] H clutch ATC5A (12) - H. SW <1V <1Ω 15 -25 V > 1 MΩ
b043
[E.↔ 4.3,E.C↔ 4.3] L clutch ATC5A (10) - L. SW <1V <1Ω 15 -25 V > 1 MΩ
b044
b045
b046
[E↔ 4.6,E.C↔ 4.6] 3 clutch ATC5A (15) - 3. SW <1V <1Ω 15 -25 V > 1 MΩ
b047
b048
[E.↔ 4.8,E.C↔ 4.8] R clutch ATC5A (16) - R. SW <1V <1Ω 15 -25 V > 1 MΩ

b-2) Inspecting transmission input shaft speed signal system, H, L clutch (check clutch slip)
When is displayed.
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.

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

A-16 SHORT CIRCUIT IN PRES-
SURE CONTROL VALVE
SOLENOID DISPLAYED
or
DISCONNECTION IN PRES-
SURE CONTROL VALVE
SOLENOID DISPLAYED
• Before carrying out troubleshooting,
check that all the related connectors are properly inserted.
Table 1
Display Measurement location
7.2 Measurement item Normal value
Trouble-shooting 1 Troubleshooting 2
9.2
7.3 Resistance
Between ATC1 (9) - (19) Between HPS (1) - (2) 5 - 25 Ω
9.3 between (1) - (2)
7.4
Between ATC2 (7) - (17) Between 1 PS (1) - (2)
9.4
7.5
9.5
7.6 Resistance between
Between ATC2 (3) - (13) Between 3 PS (1) - (2) >1MΩ
9.6 (2) - chassis ground
7.7
9.7
7.8
Between ATC2 (5) - (15) Between RPS (1) - (2)
9.8
Table 2
Display Measurement location Measurement item Normal value
Troubleshooting 1 Troubleshooting 2 Resistance between (1) - (2) 30 - 80 Ω
7.1 Between ATC1(1) - Between LCT(1) -
9.1 Resistance between (2) - chassis ground >1MΩ
(8) (16) (2)
* b0 [E., E.C] is omitted from the Display column.


A-17 FAULT IN SENSOR CIRCUITS
a) Fault in torque converter oil temperature sensor is displayed


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 troubleshoot-
ing).

c) Fault in cooling water temperature sensor is displayed

d) Fault in air pressure sensor is displayed

e) Fault in retarder brake oil temperature sensor is displayed

A-18 WARNING DISPLAY
a) Transmission filter restricted warning displayed
• Before carrying out troubleshooting, check that the transmission oil filter is not clogged.

b) Tilt warning is displayed

c) Drop in radiator water level warning is displayed
• Before carrying out troubleshooting, check that the cooling water level is not low.

d) Battery charge warning is displayed

e) Steering oil temperature overheat warning is displayed
• Before carrying out troubleshooting, check if the steering oil temperature is high.

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

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

A-19 FAULT IN ENGINE OIL PRESSURE
SENSOR DISPLAYED

A-20 FAULT IN CONNECTOR CONNEC-
TION DISPLAYED

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.

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).

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 dis-
played, 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 Monitor Panel Troubleshooting D06004

MONITOR PANEL AND CONTROLLER
SELF-DIAGNOSTIC DISPLAY 3. Press the caution and pilot lamp bulb check
1. After the key switch is turned ON, all lamps switch at the right side of the dash to verify
light for 3 seconds during the monitor self-diag- bulb operation
nostic test.
2. Refer to Monitor Panel Action Codes and Ser-
vice 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

1 A000 Short circuit in output Display conditions, display in service
code, trouble data display mode.
2 A001 Short circuit in lamp output Display when lamp check switch is
3 A002 Short circuit in central warning lamp output pressed for at least 2.5 seconds and
then released.
4 A003 Short circuit in alarm buzzer output
5 A011 Fault in network Display in service code, trouble data
display mode
6 A012 Network system connection data does not
match
7 A013 Fault in network — transmission controller
Display when lamp check switch is
8 A014 Fault in network — PMC pressed for at least 2.5 seconds and
9 A015 Fault in network — engine controller then released.
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
SELF-DIAGNOSTIC SERVICE CODE TABLE

ACTION TAKEN BY SELF-DIAGNOSTIC DEVICE AND PROBLEMS ON TRUCK
MONITOR PANEL SYSTEM
FAULT TROUBLESHOOTING
CODE FAULT CONDITION POSSIBLE CAUSE
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,
A001 Short circuit in Short circuit in output 22, 24, 26, 28, 30, 32, 34, 36, 38, 40, 42 for troubleshooting
lamp output details.)
2. Defective lamp
Short circuit in Central 1. Between (+) DP08 pin 2 and WL pin 2.
A002 Warning Lamp output Short circuit in output
2. Defective central warning lamp
1. Between (+) DP08 pin 2 and BZ pin 2.
A003 Short circuit in alarm Short circuit in output 2. Defective alarm buzzer
buzzer output
A012 Network system fault Connection data does 1. Incorrect shift controller model selection setting
not match
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 Network system fault Transmission Control-
ler 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 Network system fault PMC system 2. Between (+) DP05 pin 4 and PMC pin 2.
3. Between (-) DP05 pin 5 and PMC pin 3.

4. Defective PMC
1. Between (+) DP05 pin 3, SU3 pin 9, and SSP1 pin 1.
2. Between (+) DP05 pin 4, SU3 pin 13, and SSP1 pin 12.
A016 Network system fault 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 Network system fault 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 Network system fault Option data 2. Between (+) DP05 pin 4 and PMC pin 2.

4. Defective PMC.

CONDITION WHEN NORMAL
CONTROLLER ACTION WHEN A TRUCK SYMPTOMS WHEN A
NOTE: Use a DMM to verify voltage or resis-
FAULT IS DETECTED FAULT IS PRESENT
tance values listed below.
1. Other mechatronics caution lamp flashes.
Lamp ON: Voltage between monitor panel con- 2. Displays action code. Applicable lamp always OFF.
nector and chassis ground: <0.1 volts 3. Applicable lamp forcibly turned OFF.
Central Warning Lamp ON: Voltage between 1. Other mechatronics caution lamp flashes. Central Warning Lamp always OFF.
DP08 pin 1 and WL pin 2 <0.1 volts. 2. Displays action code.
3. Central Warn. Lamp forcibly turned OFF.
Buzzer ON: Voltage between DP08 pin 2 and 1. Other mechatronics caution lamp flashes. Buzzer does not sound.
BZ pin 2 <0.1 volts. 2. Displays action code.
3. Alarm buzzer forcibly stopped.
Shift Controller model selection setting and 1. Other mechatronics caution lamp flashes. If the setting is for a truck with the electronic
actual mounting condition of Controller in net- 2. Displays action code. governor specification, engine output will
work match. decrease and engine speed may not
increase.
1. Resistance between (+) DP05 pin 3, TMD pin 1. Other mechatronics caution lamp flashes. For trucks with electronic governor specifica-
10, ATC4, pin 6 is 0 ohms. 2. Displays action code. tion, the engine mode switching, the engine
2. Resistance between (+) DP05 pin 4, TMD pin 3. Display is fixed for all data from Transmis- mode selection, or AISS may not work.
12, ATC4, pin 12 is 0 ohms. sion Controller (speedometer, tachometer, Engine output may be reduced or speed may
3. Resistance between (-) DP05 pin 5, TMD pin gauges, etc.) not increase.
9, ATC4, pin 10 is 0 ohms.
4. Resistance between (-) DP05 pin 5, TMD pin
11, ATC4, pin 10 is 0 ohms.
1. Resistance between (+) DP05 pin 3 and 1. Other mechatronics caution lamp flashes. MOM may not function properly at times. For
PMC pin 1 is 0 ohms. 2. Displays action code. trucks with electronic governor specification,
2. Resistance between (+) DP05 pin 4 and the engine output may be reduced or the
PMC pin 2 is 0 ohms. speed may not increase.
3. Resistance between (-) DP05 pin 5 and PMC
pin 3 is 0 ohms.
1. Resistance between (+) DP05 pin 3, SU3 pin 1. Other mechatronics caution lamp flashes. In some cases, suspension control is inoper-
9, SSP1 pin 2 is 0 ohms. 2. Displays action code. able.
2. Resistance between (+) DP05 pin 4, SU3 pin 3. Suspension mode display does not
13, SSP1 pin 12 is 0 ohms. change or all lamps go out.
3. Resistance between (-) DP05 pin 5, SU3 pin
12, SSP2 pin 9 is 0 ohms.
4. Resistance between (-) DP05 pin 5, SU3 pin
14, SSP2 pin 9 is 0 ohms.
1. Shift Controller model selection setting is cor- 1. Other mechatronics caution lamp flashes. In some cases, the transmission may remain
rect. 2. Displays action code. in neutral or the engine may remain at low
2. Resistance between (+) DP05 pin 3, TND pin 3. In addition to 1 & 2, only the speed unit, idle.
10, ATC4 pin 6 is 0 ohms. turn signal lamp, and high beam pilot lamp
3. Resistance between (+) DP05 pin 4, TND pin are displayed.
12, ATC4 pin 12 is 0 ohms.
4. Resistance between (-) DP05 pin 5, TND pin
5. Resistance between (-) DP05 pin 5, TND pin
1. Resistance between (+) DP05 pin 3 and 1. Other mechatronics caution lamp flashes. MOM may not function properly. For trucks
PMC pin 1 is 0 ohms. 2. Displays action code. with electronic governor specification, the
2. Resistance between (+) DP05 pin 4 and engine output may be reduced or speed may
PMC pin 2 is 0 ohms. not increase.
3. Resistance between (+) DP05 pin 5 and
PMC pin 3 is 0 ohms.

FAULT POSSIBLE FAULT
CODE CONDITION CAUSE TROUBLESHOOTING
A004 Fault in engine control Refer to "Electrical Troubleshooting".

CONDITION WHEN NORMAL CONTROLLER ACTION WHEN A TRUCK SYMPTOMS WHEN A
FAULT IS DETECTED FAULT IS PRESENT
1. Engine mechatronics caution lamp flashes. In some cases, the engine may not start.
2. Displays action code. Engine output may be reduced or the speed
3. Engine Stop Lamp (red) flashes. may not increase.
3. Engine Protection Lamp (blue) flashes. may not increase.
3. Engine Check Lamp (yellow) flashes. may not increase.

TROUBLESHOOTING
P-1 Check pattern for wiring harnesses between modules
NOTE: When troubleshooting the monitor panel, if The following instructions must be followed when
the item in the troubleshooting flow chart or the item troubleshooting the monitor panel and associated
in the "remedy" column indicates "carry out check of components and wire harnesses:
wiring harnesses between modules", refer to the
• Be certain all harnesses are properly inserted in
number displayed in the following tables and check the mating connectors.
the female connector of the wiring harnesses
between modules. • 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 • Visually inspect harnesses and connectors for
movement during troubleshooting procedures. physical damage, insulation cracks, pin damage
etc.
X Y
No. CONNECTOR PIN No. SIGNAL NAME CONNECTOR PIN No.
DP11 1
A-1 1 VB (20V) DP04 1
A-2 2 LCD TX OUT DP10 3
A-3 3 LCD TX IN DP04 4
DP10 4
A-4 4 SCK DP04 5
DP10 5
A-5 5 LCD LOAD DP04 6
DP10 6
A-6 DP02 6 LCD COM DP04 7
DP10 7
A-7 7 RESET DP04 8
DP12 4
DP10 8
DP11 2
A-8 8 GND
DP08 16
DP05 12
DP12 2
A-9 1 P/S DATE DP04 3
A-10 DP10 2 SHIFT/LOAD DP04 2
TABLE a. WIRING HARNESS CONTINUITY CHECK

NOTE: Circuit between "X" and "Y" connector must have continuity.

No. CONNECTOR PIN No. SIGNAL NAME
B-1 1 VB (20V)
B-2 2 LCD TX OUT
B-3 3 LCD TX IN
B-4 DP02 4 SCK
B-5 5 LCD LOAD
B-6 6 LCD COM
B-7 7 RESET
B-8 1 P/S DATE
B-9 DP10 2 SHIFT/LOAD
TABLE b. WIRING HARNESS GROUND CHECK

NOTE: Above circuits must be isolated from chassis ground.

X Y
No. CONNECTOR PIN No. SIGNAL NAME CONNECTOR PIN No.
C-1 DP05 12
C-2 1
C-3 2
C-4 3
C-5 POWER DP02 4
DP05 6 SUPPLY
C-6 5
(+24V)
C-7 6
C-8 7
C-9 8
C - 10 1
C - 11 DP10 2
C - 12 2
C - 13 3
C - 14 DP02 4
C - 15 DP02 1 VB(20V) 5
C - 16 6
C - 17 7
C - 18 1
C - 19 DP10 2
C - 20 3
C - 21 4
C - 22 5
DP02
C - 23 DP02 2 LCD TX OUT 6
C - 24 7
C - 25 1
C - 26 DP10 2
C - 27 4
C - 28 5
DP02
C - 29 6
DP02 3 LCD TX IN
C - 30 7
C - 31 1
C - 32 DP10 2
C - 33 5
C - 34 6
DP02
C - 35 7
DP02 4 SCK
C - 36 1
C - 37 DP10 2
C - 38 6
C - 39 DP02 7
DP02 5 LCD LOAD
C - 40 1
C - 41 DP10 2
C - 42 DP02 7
C - 43 DP02 6 LCD COM 1
C - 44 DP10 2
C - 45 1
C - 46 DP02 7 RESET DP10 2
C - 47 DP10 1 P/S DATE DP10 2
TABLE c. HARNESS SHORT CIRCUIT CHECK
NOTE: No continuity should exist between "X" and "Y"

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.

P-3 LH, RH Module and fuel gauge do not operate
inserted.
• Refer to P-1 for Table b.

P-4 LH, RH Module and fuel gauge do not operate
inserted.
• Refer to P-1 for Table a or b.

P-5 RH Module does not operate
inserted.
• Refer to P-1 for Table a.

P-6 LH module does not operate
inserted.
• Refer to P-1 for Table a and b.

P-7 Odometer does not operate
inserted.

P-8 Service meter does not operate correctly
inserted.

P-9 Central Warning Lamp does not operate, or monitor panel detects fault code (moni-
tor panel display) [A002]
inserted.

P-10 Central warning lamp stays ON
inserted.

P-11 Alarm buzzer does not operate. or Monitor Panel detects fault code A003:
inserted.

P-12 Alarm buzzer continues to sound
inserted.

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.

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.

P-15 Gauge displays are faulty (nothing is displayed or display does not change)
inserted.
• Refer to P-1 for Tables a and b.

P-16 Cooling water level drop caution lamp does not operate, or Monitor Panel detects
service code A001:
inserted.

P-17 Cooling water level drop caution lamp stays ON
inserted.

P-18 Emergency steering pilot lamp does not operate, or monitor panel detects service
code A001:
inserted.

P-19 Emergency steering pilot lamp stays ON
inserted.

P-20 Engine oil pressure drop caution lamp does not operate, or monitor panel detects
service code A001:
inserted.

P-21 Engine oil pressure drop caution lamp stays ON.
inserted.

P-22 Exhaust brake (Optional) pilot lamp does not operate, or monitor
panel detects service code A001:
inserted.

P-23 Exhaust brake pilot lamp stays ON (Optional)
inserted.

P-24 Charging circuit fault caution lamp does not operate. or monitor
panel detects service code A001:
inserted.

P-25 Charging circuit fault caution lamp stays ON
inserted.

P-26 Transmission filter clogging caution lamp does not operate, or monitor panel
detects service code A001:
inserted.

P-27 Transmission filter clogging caution lamp stays ON
inserted.

P-28 Brake stroke caution lamp does not operate, or monitor panel detects service code
A001:
inserted.

P-29 Brake stroke caution lamp stays ON
inserted.

P-30 Preheating switch pilot lamp does not work, or monitor panel detects service code
A001:
inserted.

P-31 Preheating switch pilot lamp stays ON.
inserted.

P-32 Tilt warning lamp does not operate, or monitor panel detects service code A001:
inserted.

P-33 Tilt warning lamp stays ON.
inserted.

P-34 Body FLOAT (except FLOAT) pilot lamp does not operate, or monitor panel detects
service code A001:
inserted.

P-35 Body FLOAT (except FLOAT) pilot lamp stays ON.
inserted.

P-36 Rear brake pilot lamp does not work, or monitor panel detects service code A001:
inserted.

P-37 Rear brake pilot lamp stays ON
inserted.

P-38 Parking brake pilot lamp does not operate, or monitor panel detects service code
A001:
inserted.

P-39 Parking brake pilot lamp stays ON
inserted.

P-40 Maintenance caution lamp does not operate, or monitor panel detects service code
A001:
inserted.

P-41 Maintenance caution lamp stays ON
inserted.
• Always connect any disconnected connectors before going on to the next step

P-42 Steering oil temperature caution lamp does not operate, or monitor panel detects
service code A001:
inserted.

P-43 Steering oil temperature caution lamp stays ON
inserted.

P-46 High beam display does not light up
inserted.
Refer to the following page for related electrical circuit diagrams.

P-46 High beam display does not light up (Continued from previous page)

P-47 Turn signal lamp (right) does not light up
inserted.

P-48 Turn signal lamp (left) does not light up
inserted.

P-49 Lamp check switch does not operate
inserted.

P-50 AISS switch does not operate
inserted.

P-51 Exhaust brake switch does not operate (Optional)
inserted.

P-52 Mode change switch (1) does not operate
inserted.

P-53 Mode change switch (2) does not operate
inserted.

P-54 KPH/MPH speedometer unit selector does not operate
inserted.

P-55 Improper operation of all switch inputs
inserted.

P-56 Monitor panel detects service codes A014 or A019:
inserted.

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.

NOTES

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 Engine Electronic Diagnostic System D07003

ENGINE ELECTRONIC DIAGNOSTIC SYSTEM
SYSTEM DESCRIPTION When the keyswitch is
turned On, the lamps (7,8,
The following information relates to the engine elec- 9) should illuminate for
tronic diagnostic system. The controls are located on about 2 seconds and then
the Operator's center console (items 7, 8, 9, 11, & turn Off, if no faults are
12, Figure 7-1). detected in the system.
If an abnormal engine condition develops, the control This is a system lamp test.
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 If a light remains On, or
code. 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 cor-
rected.
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 • “Severe faults” (light FLASHING) are ones that
require immediate attention, because the engine
1. Transmission Range Selector (Shift Lever) could be significantly affected.
2. Shift Limiter Switch
3. Power Mode Selector Switch
4. Emergency Steering Switch Active fault conditions MUST be corrected as
5. Emergency Brake Lever soon as possible.
6. Parking Brake Valve Lever
7. Engine Shutdown Warning Light
8. Engine Maintenance Light
9. Engine Maintenance Light
10. This space not currently used.
11. Engine Fault Code Switch
12. Engine Diagnostic Switch

Engine Shutdown Light (Stop Engine) Fault Check Switch
(7, Figure 7-1) (11, Figure 7-1)
When illuminated, this red This fault check switch, when moved to the ON
engine shutdown light indicates (down) position, may be used to activate the engine
that a serious engine problem electronic control system diagnostic codes. When the
exists. 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)
The fault can be engine dis- detected.
abling. Stop the truck in a safe area, as soon as pos-
sible. Shutdown the engine and notify maintenance
personnel immediately. Fault Scroll Switch
(12, Figure 7-1)
Engine Maintenance Light (Check Engine) This fault scroll switch may be used to scroll through
the recorded faults held in memory. It will display
(8, Figure 7-1)
only active fault codes.
This amber/yellow light, when illu-
To display the next active fault code, move the switch
minated, indicates an engine fault
lever to the up position momentarily and release
exists. Current engine operation
(switch is spring-loaded to the center OFF position).
may proceed, but the machine
should be scheduled for check- Activating the switch again will advance to the next
out/repair as soon as practical. 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.
Engine Maintenance Light (Protect Engine) Moving the switch lever to the down position momen-
(9, Figure 7-1) tarily 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, cool-
ant, 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.

Determining Fault Codes EXITING THE DIAGNOSTICS MODE
1. To determine an active fault, turn the keyswitch Starting the engine, or turning the keyswitch to the
to the OFF position and wait until the engine OFF position, will exit the diagnostics fault flash
completely stops. 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
3. If there is an active fault: Komatsu engine manual.
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.

FAULT CODE INFORMATION (T01-001)
FAULT PID (P) SPN
CODE SID (S) FMI REASON EFFECT
LAMP (Only when fault code is active)
111 S254 629 Error internal to the Electronic Control Module (ECM) Engine will not start.
Red 12 related to the memory or hardware or internal microproces-
sor communications failures.
113 S020 635 More than 6.2 amps detected at timing sleeve actuator cir- No action by the ECM is taken.The engine may have
Yellow 3 cuit pin 6 of the engine harness. low power outputs, loud combustion noise, and pro-
duce black smoke.
114 S020 635 Less than 1.0 amp is detected at the timing sleeve actuator No action by the ECM is taken.Engine emits white
Yellow 4 circuit pin 6 of the engine harness. smoke and loses power.
122 P102 102 More than 4.72 volts is detected at the intake manifold air Engine power derate to no-air setting.
Yellow 3 pressure sensor signal pin 45 of the engine harness.
123 P102 102 Less than 0.33 volts is detected at the intake manifold air Engine power derate to no-air setting.
131 P091 091 More than 4.20 volts is detected at the throttle position sig- Calibration-dependent power and speed derate.
Red 3 or 4 nal pin 30 of the OEM interface harness.
132 P091 091 Less than 0.13 volts is detected at throttle position signal Calibration-dependent power and speed derate.
Red 3 or 4 pin 30 of the OEM interface harness.
133 P091 091 More than 4.82 volts is detected at the remote throttle posi- Calibration-dependent power and speed derate.
Red 3 or 4 tion signal pin 9 of the OEM interface harness.
134 P091 091 Less than 0.12 volts is detected at the remote throttle posi- Calibration-dependent power and speed derate.
Red 3 or 4 tion signal pin 9 of the OEM interface harness.
135 P100 100 More than 4.88 volts is detected at oil pressure sensor sig- Engine protection for oil pressure is disabled.
Yellow 3 or 4 nal pin 33 of the engine harness.
141 P100 100 Less than 0.31 volts is detected at the oil pressure sensor Engine protection for oil pressure is disabled.
Yellow 3 or 4 signal pin 33 of the engine harness.
Low oil pressure has been detected. Voltage signal at oil Depending upon calibration, progressive power derate
pressure signal pin 33 of the engine harness indicates oil and engine shutdown with increasing time after alert.
143 P100 100 pressure lower than 69 kPa (10 psi) at engine speeds less
Blue 1 than 800 rpm; 155 kPa (22.5 psi) at 1200 rpm; 241 kPa (35
psi) above 1600 rpm.
144 P110 110 More than 4.95 volts is detected at the coolant temperature Engine protection for coolant temperature is disabled.
Yellow 3 signal pin 23 of the engine harness.
145 P110 110 Less than 0.21 volts is detected at the coolant temperature Engine protection for coolant temperature is disabled.
147 P091 091 A frequency of less than 150 Hz has been detected at the Calibration dependent power and speed derate.
Red 8 frequency throttle signal, pin 14 of the engine harness.
A frequency of more than 400 Hz has been detected. Volt- Calibration dependent power and speed derate.
148 P091 091 age signal pin 22 indicates coolant temperature above
Red 8 100°C (212°F).
110 High coolant temperature has been detected. Voltage sig- Calibration dependent progressive power and speed
151 P110 0 nal at coolant temperature above 100°C (212°F). derated and engine shutdown as temperature
Blue increases over thresholds.
153 P105 105 More than 4.88 volts is detected at intake manifold air tem- Engine protection for intake manifold air temperature
Yellow 3 perature signal pin 34 of the engine harness.
154 P105 105 Less than 0.08 volts is detected at intake manifold air tem- Engine protection for intake manifold air temperature
Yellow 4 perature signal pin 34 of the engine harness.
High intake air manifold temperature has been detected. Depending on the calibration, a progressive power
155 P105 105 Voltage signal at intake manifold air temperature signal pin and speed derate and engine shutdown as the tem-
Blue 0 34 indicates intake manifold air temperature above 104°C perature increases over thresholds.
(220°F)
166 S024 733 The rack position sensor indicates that the rack position is No action by the ECM is taken.
Yellow 3 greater than a calibrated threshold.

FAULT PID (P) SPN
172 S023 638 Fuel control rack is stuck in a position commanding exces- Engine shutdown
Red 6 sive fueling to the engine
173 S023 638 Fuel control rack is stuck in a position providing adequate, No action is taken by the ECM.
Yellow 7 or less than adequate, fueling to the engine.
184 S233 609 Primary and/or secondary ECM identification error. Module identification at power up will fail, both mod-
Red 2 ules will run as slaves.
221 P108 108 More than 4.78 volts is detected at the ambient air pressure No action is taken by the ECM.
Yellow 3 or 4 signal pin 32 of the engine harness.
222 P108 108 Less than 0.20 volts is detected at the ambient air pressure No action is taken by the ECM.
231 P109 109 More than 4.72 volts is detected at the coolant pressure Engine protection for coolant pressure is disabled.
Yellow 3 sensor signal pin 24 of the engine harness.
232 P109 109 Less than 0.33 volts is detected at the coolant pressure Engine protection for coolant pressure is disabled.
Yellow 3 sensor signal pin 24 of the engine harness.
233 P109 109 Low coolant pressure has been detected. Voltage signal at Calibration dependent progressive power and speed
Blue 1 coolant pressure signal pin 24 of the engine harness indi- derate and engine shutdown with increasing time after
cates coolant pressure lower than 28 kPa (4 psi) at 800 alert.
rpm; 41 kPa (6psi) at 1300 rpm; 76 kPa (11psi) at 1800 rpm
kPa (15 psi) above 2100 rpm.
234 P190 190 Engine speed signals on pin 17 of the engine harness indi- The EHAB (fuel shutoff valve) is de-energized,
Red 0 cate an engine speed greater than 2650 rpm. (closed). The EHAB (fuel shutoff valve) is reenergized
(opened) when engine speed falls below 2130 rpm.
235 P111 111 Low coolant level has been detected. Voltage signal on the Calibration-dependent progressive power and speed
Blue 1 coolant level signal pin 37 of the engine harness indicates derate, and engine shutdown with increasing time
low radiator coolant level in the vehicle. after alert.
252 P098 098 Low voltage detected at the lubricating oil level sensor sup- No action taken by the ECM.
Yellow 2 ply pin 49 of the engine harness.
253 P098 98 Voltage signal on the oil level signal pin 49 of the engine Engine will not start.
Blue 1 harness indicates low oil level in the engine.
254 S017 632 Less than 16.5 volts detected at fuel shutoff valve solenoid No action is taken by the ECM. Low voltage to the
Red 4 supply pin 43 of the engine harness. EHAB will cause it to stop fuel flow to the correspond-
ing pump, and shut down that engine bank.
259 S017 632 EHAB (fuel shutoff valve) is open and will not close. ECM commands rack position to zero, which stops
Red 7 fueling corresponding engine bank.
342 S253 630 The primary and secondary ECM calibrations do not match. Engine will not start.
Red 13
343 S254 629 Microprocessor communication error internal to the ECM. Variable; performance will or will not be affected.
Yellow 12
346 S253 630 ECM power down internal data store error. Power down data (which includes maintenance moni-
OFF 12 toring, current ECM/engine delta times, and past fault
data) are lost.
415 P100 100 Very low oil pressure has been detected. Voltage signal at Calibration dependent progressive power and speed
Blue 1 oil pressure signal pin 33 of the engine harness indicates oil derate and engine shutdown with increasing time after
pressure lower than 800 rpm; 121 kPa (17.5 psi) at 1200 alert.
rpm; 207 kPa (30 psi) at engine speeds greater than 1600
rpm.
422 P111 111 Voltage detected simultaneously on both the coolant level No action taken by the ECM.
Yellow 2 high and low signal pins 27 and 37 of the OEM interface
harness, or no voltage detected on either pin.
431 P091 091,607 Voltage detected simultaneously on both the idle validation, None on performance.
Yellow 2 or 4 off-idle and idle-signal pins 25 and 26 of the OEM interface
harness.

FAULT PID (P) SPN
Voltage detected at idle validation on idle signal pin 26 of Engine will not respond to accelerator.Engine will idle
the OEM harness when voltage at accelerator position sig- only.
432 P091 091 nal pin 30 of the OEM harness indicates pedal is not at idle,
Red 13 or voltage detected at idle validation off-idle signal pin 25 of
the OEM harness when voltage at accelerator position sig-
nal pin 30 of the OEM harness indicates pedal is at rest.
441 P168 168 Less than 9 volts battery voltage detected at the engine ECM voltage supply approaching a level at which
Yellow 1 harness. unpredictable operation will occur.
442 P168 168 More than 34 volts battery voltage detected at ECM. ECM damage will occur.
Yellow 0
524 P113 113 Voltage detected at pin 22 of the engine harness is out of Droop setting defaults to switch position “1” (or nor-
Yellow 2 range. mal) pre-programmed droop
527 S040 702 Less than 17 volts detected at solenoid supply pin 41 of the No action is taken by the ECM.
Yellow 3 engine harness.
528 P093 093 Voltage detected at pin 39 of the OEM interface harness is Torque curve setting defaults to switch position 2 (or
Yellow 3 out of range. lowest) pre-programmed torque curve.
551 P091 091 No voltage detected simultaneously on both the idle valida- Engine will default to zero percent throttle.
Yellow 2 or 4 tion off-idle and idle-signal pins 25 and 26 of the OEM inter-
face harness.
High crankcase blowby pressure has been detected. Volt- Calibration dependent progressive power and speed
555 P101 101 age signal at blowby pressure signal pin 25 indicates derate and engine shutdown with increasing time after
Blue 0 blowby pressure above 368 mm H20 (14.5 in H20). alert.
719 P030 101 More than 4.94 volts detected at the blowby pressure sen- Engine protection for blowby flow rate is disabled.
Yellow 3 sor signal pin 25 of the engine harness.
729 P101 101 Less than 0.29 volts detected at the crankcase blowby Engine protection for blowby flow rate is disabled.

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 impor-
tant instructions in the Engine Service Manual.
DATA LINK ALL SHORTS TO GROUND

Resistance between positive/negative wires 55 to No short circuit if more than 100 k ohms
65 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

AMBIENT AIR PRESSURE SENSOR
Torque = 14 N.m [10 ft - lb] Torque = 23 N.m [17 in - lb]
Pressure (kPa) Pressure (psi) Voltage (V)
mmHg inHg Voltage (v)
0 0 0.39-0.58
259 10.2 1.67-1.99
172 25 1.39-1.61 517 20.4 3.05-3.29
344 50 2.39-2.61
621 24.4 3.58-3.82
517 75 3.39-3.61
776 30.5 4.38-4.62
689 100 4.39-4.61
INTAKE MANIFOLD PRESSURE SENSOR ALL TEMPERATURE SENSORS

Torque = 14 N.m [10 ft - lb] Torque = 14 N.m [10 in - lb]
Pressure (kPa) Pressure (psi) Voltage (V) Altitude (m) Altitude (ft) Voltage (v)
0 0 0.41-0.59 104 15 0.43-0.57
69 10 1.21-1.39 586 85 1.62-1.76

138 20 2.01-2.19 931 135 2.48-2.60
207 30 2.81-2.99 1276 185 3.32-3.46
276 40 3.61-3.79 1620 235 4.15-4.33

345 50 4.41-4.59 1725 250 4.41-4.59

NOTES

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 Hydraulic and Mechanical Systems Troubleshooting D08003

HYDRAULIC AND MECHANICAL SYSTEMS TROUBLESHOOTING
H-1 Truck does not move
Checks before troubleshooting
Ask the operator the following questions: • Is the transmission oil level correct?
• Did the problem suddenly happen? • Is the torque converter, transmission input shaft
YES = Internal seizure, damage
broken? (Check with the transmission input
• When this happened, was there any abnormal shaft speed sensor.)
noise?
• Is the drive shaft broken?
YES = Broken part • Are the brakes dragging?
No. PROBLEM CAUSE REMEDY

1 Abnormal noise from between pump and filter a. Clogged strainer Clean
b. Air sucked in at suction side of pump Repair
a. Defective pump Replace
b. Drop in pressure of main relief valve Repair or replace
(torque converter valve)
2 Truck does not start in any gear range.
(Item No. 1 is normal) c. Internal transmission damage Replace
d. Internal torque converter damage Replace
e. Defective speed sensor Replace
a. Defective ECMV Replace
b. Defective transmission clutch seal ring, groove Replace
3 Truck starts normally in certain gear range 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
b. Defective transmission clutch seal ring, groove Replace
4 Truck does not move when oil temperature rises
c. Defective speed clutch (oil leak) Replace
d. Defective shaft seal ring in speed clutch circuit Replace
a. Clogged strainer Clean
5 Low at every gear
range
c. Drop in pressure of main relief valve Repair or replace
Transmission oil pressure is a. Defective ECMV Replace
6 low Becomes lower at b. Defective transmission clutch seal ring, groove Replace
certain speed range
c. Defective speed clutch (oil leak) Replace
d. Defective shaft seal ring in speed clutch circuit Replace
Indicator is unstable a. Clogged strainer Clean
7 and fluctuates exces-
sively
8 When pressure pickup port plug is removed and a. Pump does not turn (defective PTO) Replace
engine is cranked, no oil comes out.
9 Modulation pressure is abnormal a. Defective ECMV Replace
10 Hydraulic pressure at pump outlet port is low a. Drop in pressure of main relief valve Repair or replace

CLUTCH
GEAR H L 4th 3rd 2nd 1st R
RANGE (rotating) (rotating)
R
N
F1
F2
F3
F4
F5
F6
F7
CLUTCH COMBINATION TABLE

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?

1 Lock-up pressure does not drop to “0” a. Improper operation of lock-up solenoid valve Replace
b. Improper operation of lock-up valve Clean or Replace
2 Lock-up clutch is not disengaged even when a. Seized lock-up clutch Replace
lock-up pressure is “0”
3 Operation of lock-up valve is normal a. Improper operation of lock-up solenoid valve Replace
4 Operation of lock-up solenoid valve is normal a. Improper operation of lock-up valve 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.

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
R
N
F1
F2
F3
F4
F5
F6
F7

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
.
1 Abnormal noise from between pump and filter b. Air sucked in at suction side of pump Repair
b. Drop in pressure of main relief valve Adjust, repair, or
(torque converter valve) replace
2 Torque converter stall speed is high
c. Defective operation of torque converter relief valve, weak spring Adjust or replace
d. Cooler, piping beyond torque converter outlet port damaged Repair or replace
e. Internal torque converter damage (turbine rivet broken) Replace
3 Torque converter stall speed is low a. Drop in engine performance Repair
b. Defective torque converter stator clutch Replace
4 Low at every gear
b. Defective pump Replace
range
c. Drop in pressure of main relief valve (torque converter valve) Adjust, repair, or
replace
Transmission pressure Indicator is unsta- a. Clogged strainer Clean
5 is low ble and fluctuates
excessively
6 Low after entering a. See "Torque converter lock-up does not engage"
torque converter
lock-up
7 Hydraulic pressure at torque converter inlet a. Defective operation of torque converter relief valve, weak spring Adjust or replace
port is low (items 4 - 6 normal)
b. Cooler, piping beyond torque converter outlet port damaged Repair or replace
8 Hydraulic pressure at torque converter outlet a. Cooler, piping beyond torque converter outlet port damaged Repair or replace
port is low (item 7 normal)
9 Iron and aluminum particles stuck to strainer a. Defective torque converter stator clutch Replace
and drain plug of transmission case.
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) Adjust, repair, or
replace
11 When oil temperature rises, oil pressure drops a. Defective pump Replace

b. Torque converter lock-up does not engage
Ask the operator the following questions:

• Did the problem suddenly happen?
YES = Internal seizure, damage
• When this happened, was there any abnormal noise?
YES = Broken part

• 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

a. Drop in main relief valve pressure Repair or replace
1 Main relief pressure is low
b. Defective lock-up solenoid Repair or replace
a. Improper operation of lock-up solenoid valve spool Repair or replace
2 With item 1 normal, lock-up pressure is low or "0"
b. Improper operation of lock-up valve spool Repair or replace
c. Cracked lock-up clutch case Replace
3 Solenoid is normal in item 2 a. Improper operation of lock-up valve spool Repair or replace
(proper continuity, no short circuit)
4 Solenoid is defective in item 2 a. Improper operation of lock-up solenoid valve spool Repair or replace
(no continuity or short circuit)
a. Worn lock-up clutch piston seal ring Replace
5 With items 1 - 4 normal, lock-up pressure is low
b. Worn lock-up clutch disc Replace
6 Oil pressure is normal in item 5 a. Worn lock-up clutch disc Replace
7 Lock-up pressure is low and main pressure is also low a. Cracked lock-up clutch case Replace
a. Improper operation of lock-up valve spool Repair or replace
8 Lock-up requires excessive time to engage
b. Worn lock-up clutch piston seal ring Replace

c)-1 Problems in some gear ranges (troubleshooting without using shift checker)

• Is the parking brake, service brake, or retarder dragging?

• Truck travel speed
TRANSMISSION
CONTROLLER
No. PROBLEM SELF-DIAGNOSTIC CAUSE REMEDY
DISPLAY
(1) F1 is normal, but F2 is defective 2.5 3.5 4.5 4.5 a. 2nd clutch disc worn or seized, seal ring worn Replace
1 b. Improper operation of 2nd clutch ECMV Replace
(2) Returns to normal when replaced a. Improper operation of 2nd clutch ECMV Replace
with any ECMV except 2nd.
(1) F2 is normal, but F1 is faulty 2.4 3.4 4.4 5.4 a. 1st clutch disc worn or seized, seal ring worn Replace
2
b. Improper operation of 1st clutch ECMV Replace
(2) Returns to normal when replaced a. Improper operation of 1st clutch ECMV Replace
with any ECMV except 1st.
(1) F1 and F2 are normal, but F3 is 2.2 3.2 4.2 5.2 a. H clutch disc worn or seized, seal ring worn Replace
3 faulty
b. Improper operation of H clutch ECMV Replace
(2) Returns to normal when replaced a. Improper operation of H clutch ECMV Replace
with any ECMV except H.
(1) F1, F2, and F3 are normal, but F4 2.6 3.6 4.6 5.6 a. 3rd clutch disc worn or seized, seal ring worn Replace
4 is faulty
b. Improper operation of 3rd clutch ECMV Replace
(2) Returns to normal when replaced a. Improper operation of 3rd clutch ECMV Replace
with any ECMV except 3rd.
(1) F1 - F5 are normal, but F6 is faulty 2.7 3.7 4.7 5.7 a. 4th clutch disc worn or seized, seal ring worn Replace
5 b. Improper operation of 4th clutch ECMV Replace
(2) Returns to normal when replaced a. Improper operation of 4th clutch ECMV Replace
with any ECMV except 4th.
(1) F3, F5, and F7 are normal, but oth- 2.3 3.3 4.3 5.3 a. L clutch disc worn or seized, seal ring worn Replace
6 ers are faulty
b. Improper operation of L clutch ECMV Replace
(2) Returns to normal when replaced a. Improper operation of L clutch ECMV Replace
(1) Only R is faulty 2.8 3.8 4.8 5.8 a. R clutch disc worn or seized, seal ring worn Replace
7
b. Improper operation of R clutch ECMV Replace
(2) Returns to normal when replaced 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

CLUTCH
R
N
F1
F2
F3
F4
F5
F6
F7

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.

1 Noise comes from pump
2 There is a time lag when transmission is placed in any a. Clogged strainer Clean
speed range b. Defective pump Repair or replace
a. 2nd clutch disc worn or defective seal ring, worn groove Replace
3 F1 is normal, but there is time lag when shifting to F2 b. Improper operation of 2nd clutch ECMV Replace
a. 1st clutch disc worn or defective seal ring, worn groove Replace
4 F2 is normal, but there is time lag when shifting to F1
b. Improper operation of 1st clutch ECMV Replace
5 F1 and F2 are normal, but there is time lag when shift- a. H clutch disc worn or defective seal ring, worn groove Replace
ing to F3
b. Improper operation of H clutch ECMV Replace
6 F1, F2 and F3 are normal, but there is time lag when a. 3rd clutch disc worn or defective seal ring, worn groove Replace
shifting to F4 b. Improper operation of 3rd clutch ECMV Replace
a. Speed clutch oil leak Repair
b. Defective shaft seal ring in speed clutch circuit Replace
7 F1 - F5 are normal, but there is time lag when shifting
to F6 c. 4th clutch disc worn or defective seal ring, worn groove Replace
d. Improper operation of 4th clutch ECMV Replace
8 F3, F5 and F7 are normal, but there is time lag when in a. L clutch disc worn or defective seal ring, worn groove Replace
other speed ranges b. Improper operation of L clutch ECMV Replace
a. R clutch disc worn or defective seal ring, worn groove Replace
9 There is a time lag in R
b. Improper operation of R clutch ECMV Replace
10 Transmission modulating pressure low when placed in
any gear range c. Defective pump Repair or replace
d. Drop in main relief valve pressure Repair or replace
11 Torque converter oil temperature goes above operat-
ing range
c. Defective pump Repair or replace

CLUTCH
R
N
F1
F2
F3
F4
F5
F6
F7

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.

1 Pump makes abnormal noise when oil temperature is a. Clogged strainer Clean
low
2 High idle and low idle speeds are low a. Oil leakage inside torque converter (defective seal ring, Repair or replace
loose bolt, crack in pump, turbine)
3 Torque converter outlet port oil pressure is low a. Oil leakage inside torque converter (defective seal ring, Repair or replace
4 Torque converter inlet port oil pressure is low a. Defective torque converter relief valve Repair or replace
5 Transmission modulating pressure is low
c. Defective pump Replace
6 Excessive leakage inside torque converter a. Oil leakage inside torque converter (defective seal ring, Repair or replace
NOTE: If troubleshooting shows all above items are normal, the pump filter is
clogged and should be replaced.

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

1 Noise comes from pump a. Clogged hydraulic pump suction strainer or suction of air Clean
into circuit
2 Oil pressure is low between pump and relief valve a. Defective hydraulic pump Repair or replace
3 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
4 Transmission and lock-up pressures are normal, but a. Excessive leakage inside torque converter Repair or replace
torque converter inlet pressure is low
5 When pressure of torque converter relief valve is a. Drop in pressure of torque converter relief valve Repair or replace
raised, relief pressure becomes high

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

a. Defective brake valve Repair or replace
b. Defective relay valve Repair or replace
1 Oil pressure at master cylinder outlet port is low (outlet
port hose disconnected) c. Clogged, crushed tube between relay valve and brake Repair or replace
chamber
d. Defective brake chamber seal Replace
a. Defective brake chamber seal Replace
2 Air pressure at brake chamber inlet port is normal
b. Clogged, crushed tube between relay valve and brake Repair or replace
chamber
3 Air pressure at brake chamber inlet port is low
c. Clogged, crushed tube between relay valve and brake Repair or replace
chamber
4 Air leakage from brake chamber a. Defective brake chamber seal Replace
5 Items 1-4 are normal, but there is lack of hydraulic a. Clogged, crushed tube between relay valve and brake Repair or replace
pressure in wheel cylinder chamber
6 Items 1-5 are normal, but brake is ineffective or brak- a. Excessive brake disc wear Replace
ing effect is poor

H-11 Rear brakes are ineffective, or effective on one side only

• Is there air in the brake oil circuit?
• Is the transmission oil level correct?
• Is there external oil leakage between the brake chamber and brake?
• Is the air pressure within the operating range?

• Air pressure
• Brake chamber outlet port pressure

1 Oil pressure at master cylinder outlet port is low (outlet c. Clogged, crushed tube between relay valve and brake Repair or replace
port hose disconnected) chamber
d. Defective brake chamber seal Replace
e. Defective operation of master cylinder, worn packing Repair or replace
2 Air pressure at brake chamber inlet port is normal a. Defective brake chamber seal Replace
b. Defective operation of master cylinder, worn packing Repair or replace
3 Air pressure at brake chamber inlet port is low
c. Clogged, crushed tube between relay valve and brake Repair or replace
chamber
4 Air leakage from brake chamber a. Defective brake chamber seal Replace
5 Items 1 - 4 are normal, but slack adjuster outlet pres- a. Defective slack adjuster operation Repair or replace
sure is low
6 Items 1 - 5 are normal, but brake piston pressure is a. Worn piston seal ring Replace
low
7 Excessive contamination of cooling oil a. Excessive brake disc wear Replace
a. Worn piston seal ring Replace
8 Oil level in final drive case rises
b. Defective floating seal between brake cooling chamber Replace
and final drive
9 In item 7, brake piston oil pressure is normal a. Defective floating seal between brake cooling chamber Replace
and final drive
10 Items 1 - 5 are normal, but brake is ineffective or brak- a. Excessive brake disc wear Replace
ing effect is poor.

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

1 Circuit pressure is too high at engine low idle or pres- a. Defective check valve in demand valve Repair or replace
sure rises to relief pressure
a. Crushed suction tube Repair
b. Air sucked in at suction end Repair
c. Clogged strainer Clean
2 Relief pressure in steering circuit is too low d. Defective steering pump Replace
e. Defective hoist pump Replace
f. Drop in demand valve relief valve pressure or defective Adjust, repair, or
seal replace
g. Defective steering cylinder Replace
3 Hoist force is also low c. Clogged strainer Clean
d. Defective steering pump Replace
f. Drop in demand valve relief valve pressure or defective Adjust, repair, or
seal replace
4 Item 3 is normal and sound of oil blowing through relief a. Drop in demand valve relief valve pressure or defective Adjust, repair, or
valve is heard seal replace
5 Relief pressure is low at end of cylinder stroke (items 1 a. Defective steering cylinder Replace
- 4 are normal)
6 Abnormal noise comes from between pump and filter a. Air sucked in at suction end Repair
7 When steering wheel is turned to right (left) oil flows a. Defective steering cylinder Replace
out continuously when hose on opposite side is
b. Defective steering valve Repair or replace
removed
8 Condition is normal at engine low idle a. Crushed suction tube Repair
b. Clogged strainer Clean
9 Pump volume is too low a. Defective steering pump Replace
b. Defective hoist pump Replace
10 Item 3 is normal, but speed is slow a. Defective demand valve spool operation or stuck spool Repair
b. Defective steering valve Repair or replace
11 Excessive play in steering wheel a. Defective steering valve Repair or replace

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

c. Clogged strainer Clean
1 Hoist cylinder also does not work d. Defective steering pump Replace
f. Drop in demand valve relief valve pressure or defective seal Adjust, repair,
or replace
g. Improper operation of demand valve spool or stuck spool Repair
2 No oil comes out when pressure pickup port plug and a. Defective pump drive (PTO) Repair
engine is cranked
3 Circuit pressure is too high at engine low idle, or pres- a. Improper operation of demand valve check valve Repair
sure rises to relief pressure (item 2 normal)
a. Improper operation of demand valve spool or stuck spool Repair
b. Improper operation of demand valve check valve Repair
4 Hoist is normal
c. Defective steering cylinder Replace
d. Defective steering valve Replace
a. Drop in demand valve relief valve pressure or defective seal Adjust, repair,
or replace
5 Relief pressure is low at end of cylinder stroke (item 4
b. Defective steering cylinder Replace
normal)
c. Defective steering valve Replace
6 Item 5 is normal and sound of oil blowing through relief a. Drop in demand valve relief valve pressure or defective seal Adjust, repair,
valve is heard or replace
7 Abnormal noise comes from between pump and filter a. Air sucked in at suction end Repair
8 Steering wheel operates when engine is at low idle a. Crushed suction tube Repair
9 When steering wheel is turned to right (left) and hose
on opposite side is removed, rod does not move, but a. Defective steering cylinder Replace
oil flows out.
10 Pump volume is too low a. Defective steering pump Replace
b. Defective hoist pump Replace
11 Excessive play in steering wheel a. Defective steering valve Replace
H-14 Steering wheel vibrates

CAUSE REMEDY
Air in hydraulic oil Clean
Air leakage inside steering cylinder Repair or replace

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

a. Air sucked in at suction side of pump Repair
1 Steering wheel is also difficult to turn 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
a. Improper operation of demand valve spool or stuck spool Repair
b. Improper operation of demand valve check valve Repair
c. Drop in hoist valve relief valve pressure or defective seal Adjust or
2 Steering wheel is normal replace
d. Drop in hoist valve safety valve pressure or defective seal Adjust or
replace
e. Defective hoist valve suction valve seal Clean or adjust
f. Improper hoist valve check valve operation Repair
g. Defective hoist cylinder Replace
a. Air sucked in at suction side of pump Repair
3 Item 1 is defective and hoist circuit relief pressure is c. Crushed suction tube Repair
low 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 a. Drop in demand valve relief valve pressure or defective seal Adjust, clean or
through relief valve is heard replace
5 Hoist circuit pressure is too high at engine high idle a. Improper operation of demand valve check valve Repair
(items 1 - 4 are normal)
b. Improper hoist valve check valve operation Repair
a. Drop in hoist valve relief valve pressure or defective seal Adjust or
6 Only hoist circuit relief pressure is low replace
b. Defective hoist cylinder Replace

7 Item 6 is abnormal and the sound of oil blowing a. Drop in hoist valve relief valve pressure or defective seal Adjust or
through relief valve is heard replace
8 Dump body rises irregularly a. Crushed suction hose Repair
a. Drop in performance of hydraulic pump Replace
9 Pump volume is low
b. Drop in performance of steering pump Replace
a. Drop in hoist valve safety valve pressure or defective seal Adjust or
replace
10 Excessive hoist cylinder hydraulic drift
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
11 External leakage of oil from valve (tank cover replace
removed)
b. Defective hoist valve suction valve seal Clean or adjust
12 Items 1 - 9 are normal, but dump body lifting speed is a. Improper operation of demand valve spool or stuck spool Repair
slow
13 Abnormal noise from between pump and filter a. Air sucked in at suction side of pump Repair
b. Drop in performance of hydraulic pump Replace

H-16 Hoist cylinders do not operate

• Did the problem suddenly happen?
YES = Seizure, damage to equipment
• Had drop in lifting speed or other symptoms appeared before?
YES = Worn parts, deteriorated spring, etc.

• 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

1 No oil comes out of pressure pickup port when plug is a. Pump does not turn (defective PTO) Repair
removed and engine is cranked
a. Pump does not turn (defective PTO) Repair
b. Crushed pump suction tube Repair
2 Steering also does not work c. Clogged strainer Clean

d. Defective hydraulic pump Replace
e. Defective steering pump Replace
f. Drop in demand valve relief valve pressure or defective seal Adjust, repair,
or replace
a. Defective demand valve spool operation or stuck spool Repair
b. Defective demand valve check valve Repair
c. Drop in hoist valve relief pressure or defective seal Adjust, repair,
3 Steering is normal, only hoist is inoperative or replace
d. Drop in hoist valve safety valve pressure or defective seal Adjust, repair,
or replace
e. Defective hoist valve suction valve seal Repair or
replace
f. Defective hoist valve check valve Repair or
replace
g. Defective hoist cylinder Replace
a. Defective demand valve check valve Repair
b. Drop in hoist valve relief pressure or defective seal Adjust, repair,
or replace
4 In item 2, hoist circuit relief pressure is low
c. Drop in hoist valve safety valve pressure or defective seal Adjust, repair,
or replace
d. Defective hoist valve suction valve seal Repair or
replace
e. Defective hoist valve check valve Repair or
replace
f. Defective hoist cylinder Replace

5 Item 4 is abnormal and the sound of oil blowing a. Drop in demand valve relief valve pressure or defective seal Adjust, repair,
through relief valve is heard 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,
6 Only hoist circuit relief pressure is low at engine high
or replace
idle
c. Defective hoist valve suction valve seal Repair or
replace
d. Defective hoist cylinder
7 Item 4 is abnormal and the sound of oil blowing a. Drop in hoist valve relief pressure or defective seal Adjust, repair,
through relief valve is heard or replace
Hoist circuit pressure is too high at engine low idle or a. Defective demand valve check valve Repair
8 pressure rises to relief pressure (items 1 - 5 are nor-
b. Defective hoist valve check valve Repair or
mal) replace
a. Crushed pump suction tube Repair
9 Works when engine is at low idle
Pump volume is low a. Defective hydraulic pump Replace
10
b. Defective steering pump Replace
When hoist lever is moved to RAISE, and hose on
11 opposite side is removed, cylinder does not move, but a. Defective hoist cylinder Replace
oil comes out

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

1 When engine is stopped and control lever is moved to a. Defective hoist cylinder piston ring Replace
RAISE, hydraulic drift becomes excessive b. Defective hoist valve Repair or replace
2 When engine is stopped, Oil continues to flow out a. Defective hoist cylinder piston ring Replace
with body fully raised and the
3 Oil does not continue to b. Defective suction valve seal Repair or replace
head piping is removed
flow out c. Defective valve spool seal Replace

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?

1 When compressor outlet port is removed, no air comes out a. Defective compressor Replace
b. Defective unloader valve Repair or replace
2 There is no change even after unloader valve is disassem- a. Defective compressor Replace
bled and cleaned
3 Pressure rises when hose between governor and unloader a. Defective governor Adjust or replace
valve is removed
4 Compressor is overheating a. Crushed tube between compressor and air tank Repair or replace
5 Even when pressure gauge indicator rises to green range, a. Defective low-pressure switch Replace
buzzer does not stop (pressure gauge is normal)
6 Air pressure does not rise, but air blows out from safety a. Defective safety valve Replace
valve

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 Operation of the transmission is controlled electroni-
speed transmission. The TORQFLOW transmis- cally through inputs from the operator (range selec-
sion (8, Figure 2-1) consists of a water-cooled, 3- tor position, accelerator, etc.) and various sensors
element, single-stage, two phase torque converter and switches monitoring speeds and operating con-
(7) and a planetary-gear, multiple-disc clutch trans- ditions.
mission which is hydraulically actuated and pres-
The transmission oil supply is filtered through a
sure lubricated for optimum heat dissipation.
washable strainer located in the transmission sump
A rubber dampened drive line adapter (2), coupling and by external, replaceable elements located at
the engine to the transmission and torque converter, the front of the hydraulic tank. The transmission fil-
reduces harmful engine shock and vibration to the ter element should be replaced at 500 hour inter-
transmission. A lockup system, consisting of a wet, vals, or sooner, if the warning light indicates high
double-disc clutch, can be actuated in all forward restriction. Refer to Section P, Lubrication And Ser-
gears for higher fuel savings. vice. The transmission oil should be drained, and
the strainer removed and cleaned, every 1000
hours of operation.
FIGURE 2-1. POWERTRAIN
1. Engine 7. Torque Converter

2. Driveline Adapter 8. Transmission
3. Front Drive Shaft 9. Rear Drive Shaft
4. Steering and Hoist Pump 10. Parking Brake
5. Brake Cooling Pump 11. Differential Gear
6. Torque Converter Transmission 12. Drive Shaft
Pump 13. Brakes

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

1. Torque Converter A. From Pump
Outlet Temperature B. To Transmission Shift
Test Port Valve
2. Torque Converter C. To Transmission
Outlet Pressure Test Lubrication
FIGURE 2-2. TORQUE CONVERTER DRIVE
Port
1. Gear (63 Teeth) 5. Torque Converter 3. Solenoid Valve
2. Gear (53 Teeth) and Transmission 4. Torque Converter
3. Brake Cooling Pump Charge Pump Drive Valve
Drive
4. Steering and Hoist
Pump Drive

TORQUE CONVERTER
FIGURE 2-4. TORQUE CONVERTER
1. Front Housing 7. Drive Case 13. Drain Plug

2. Lockup Clutch Housing 8. Stator 14. One-way Clutch (Free-Wheel)
3. Lockup Clutch Piston 9. Pump 15. Gear (56 Teeth)
4. Disc 10. Rear Housing 16. Input Shaft
5. Plate 11. Stator Shaft 17. Coupling
6. Turbine 12. Retainer

TORQUE CONVERTER VALVE
FIGURE 2-5. TORQUE CONVERTER VALVE FIGURE 2-6. TORQUE CONVERTER VALVE
(External View) (Internal Components)
A: Lockup Pressure Port 1. Piston

B: Main Pressure Port 2. Piston
C: Torque Converter Inlet Pressure Port 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

TORQUE CONVERTER AND TRANSMIS-
SION HYDRAULIC PIPING
FIGURE 2-7. TORQUE CONVERTER AND TRANSMISSION PIPING
1. Torque Converter Valve 4. Transmission Oil Filter

2. Transmission 5. Hydraulic Pump (SAR4-160)
3. Breather 6. Torque Converter Oil Cooler

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 5. Gear Case
2. Bracket 6. Cover
3. Oil Seal 7. Driven Gear
4. Side Plate

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, Fig-
ure 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
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (555 ± 29 psi) 1. Main Relief Spool 2. Orifice
TORQUE CONVERTER RELIEF VALVE

Function
This valve acts to protect the torque converter circuit
from abnormally high pressure.
Operation
The oil from the main relief valve enters port B (Fig-
ure 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:
FIGURE 2-10. TORQUE CONVERTER RELIEF
Engine @ high idle RPM . . . . . . . . . . . . 8 ± 1 kg/cm2 VALVE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (113 ± 15 psi) 1. Relief Spool 2. Orifice

LOCKUP SOLENOID VALVE
FIGURE 2-11. LOCKUP SOLENOID VALVE

1. Cover 7. Spring A. From torque converter valve
2. Coil 8. Valve seat B. To torque converter valve
3. Spring 9. Cap C. To torque converter valve
4. Plunger 10. Cable
5. Valve seat holder 11. Connector
6. Valve seat

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 shift-
ing gears. Furthermore, it prevents the generation of
peak torque in the power train. As a result, the dura-
bility 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 elec-
trical 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.
FIGURE 2-13. LOCKUP VALVE OPERATION
The oil at port E and port H is drained, and the lockup
clutch is disengaged. 1. Solenoid Valve 4. Spring
2. Valve 5. Spring
3. Lockup Valve 6. Piston

Driving in direct range with lockup on. (Refer to Fig-
ure 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 addi-
tion, 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.

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 hydrau-
lic 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)

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 pre-

vent burns. Always remove and install the plugs
and hydraulic pressure gauge with the engine
stopped.
2. Raise the transmission oil temperature to 60-
80° C (140-176° F) and shut down engine.
3. Remove plug (1, Figure 2-20). Install a 60 kg/ FIGURE 2-19. TORQUE CONVERTER PRESSURE
cm2 (850 psi) gauge (A, Figure 2-19) in the port.
4. Start the engine, place the gearshift lever at N.
At high idle, the hydraulic pressure should be:
39 ± 2 kg/cm2 (555 ± 29 psi)

5. Shut down engine, remove gauge and reinstall
plug (1).
Testing Hydraulic Pressure At Torque Converter

Inlet Port (Relief)
1. Perform the main relief pressure test (above)
prior to the next step.
2. With the engine shut down, remove plug (2, Fig-
ure 2-20). Install a 25 kg/cm2 (350 psi) gauge in
the port.
3. Start the engine. At high idle, the hydraulic
pressure should be:
8 ± 1 kg/cm2 (113 ± 15 psi).

4. Shut down engine, remove gauge and install
plug.
Testing Hydraulic Pressure At Torque Converter

Outlet Port (Regulator)
1. Raise the transmission oil temperature to 60°-
80° C (140°-176° F). Shut down the engine.
2. Remove plug (3, Figure 2-20). Install a 25 kg/
cm2 (350 psi) gauge in the port.
3. Start the engine. At high idle, the hydraulic
pressure should be: FIGURE 2-20. TORQUE CONVERTER TEST
PORTS
4 ± 1 kg/cm2 (57 ± 15 psi)
4. Shut down engine, remove gauge and install 1. Main Relief Pressure Port
plug. 2. Torque Converter Inlet Pressure Port
3. Torque Converter Outlet Pressure Port
4. Torque Converter Lockup Pressure Port

Testing Torque Converter Lockup Pressure
Note: Prior to checking lockup pressure, test and 7. Press the 4th range button again to return to
verify main relief pressure is normal. neutral (N). Turn shift checker power switch
Off.
1. Shut down engine and be certain ignition is
Off. 8. Shut down the engine and remove the gauge
installed in step 3 and replace port plug.
2. Install the shift checker (Refer to Figure 2-21):
9. If no further tests are to be performed, the shift
a. Disconnect the chassis harness (6, Figure checker may be removed.
2-21) from the transmission control box (4).
a. Disconnect harness connectors (5, Figure
b. Connect shift checker harness (3) (white 2-21) from chassis harness (6) and remove
connectors) to the truck chassis harness shift checker.
connectors (SC1, SC2, SC3 & SC4)
removed in step a. b. Reconnect chassis harness connectors to
transmission control box (4).
c. Be certain shift checker power switch is Off.
Connect harness (3) black connector to
shift checker. TORQUE CONVERTER STALL SPEED
3. Remove plug (4, Figure 2-20). Install a 60 kg/ CHECK
cm2 (850 psi) gauge in the port. Preparing For Stall Speed Check
4. Start the engine, allow air pressure to build to
Prior to running a stall test, insure that all systems
normal operating range and be certain the
such as exhaust piping, air intake piping, fuel con-
parking brake is applied.
trols, and engine warning systems are all working
5. Turn the shift checker power switch On. properly and within specifications. Insufficient fuel or
a. Press the 4th range shift button. restricted piping can affect stall speed.
b. With the engine at high idle, press the The automatic transmission develops high torque in
lockup button to engage the lockup clutch. low gear ranges. Therefore, preparations must be
The hydraulic pressure should be: made to shift the transmission to the highest gear
range available to lower output torque.
16 ± 0.5 kg/cm2 (230 ± 10 psi).
6. Press the lockup button again to turn lockup 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

1. Shift Checker 4. Transmission Control Box
(Part No. 799-607-2000 or 799-607-3000) 5. Harness connectors (to Chassis Harness)
2. Harness connector 6. Truck chassis Harness
(to Shift Checker, see NOTE above) (Transmission Control Box)
3. Harness Assembly

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 FIGURE 2-22. CHECKING ENGINE SPEED
the machine at full power during the stall checks.
Be certain truck is securely blocked prior to test- 7. Apply the parking brake, and depress the brake
ing torque converter stall speed. Wheel chocks pedal fully:
should always be used.
a. If shift checker is installed, then turn the shift
checker power switch ON. Use transmission
or the shift checker to shift transmission to
highest range available (F3). See figure 2-
If available, the stall check should be done using 21.
a shift checker, as this will allow the transmis- b. If shift checker is NOT installed, move trans-
sion to be shifted to F-3 gear range, thus reduc- mission shift lever to "D" (Drive).
ing output torque. 8. Keeping all brakes applied, operate the engine
at full throttle and stall the torque converter.
1. Stop the machine on flat ground and block the When oil temperature reaches 100°C (212°F),
wheels. Turn keyswitch to OFF. return the transmission to "N" and keep the
2. Install the shift checker (Refer to Figure 2-21): engine at full throttle.
a. Disconnect the chassis harness (6, Figure 2- Repeat this procedure until the oil temperatures
21) from the transmission control box (4). in both the torque converter and the transmis-
b. Connect shift checker harness (3) to the sion are the same.
truck chassis harness connectors removed 9. With the oil temperature at approximately 80° C
in step a. (176° F), measure the stall speed as follows:
c. Be certain shift checker power switch is Off. a. Apply the parking brake and depress the foot
Connect harness (3) connector to shift service brake fully.
checker. b. Use shift checker to set the transmission to
3. Use an accurate strobe tach or similar device of highest range available (or move transmis-
known accuracy to verify engine RPM reading sion shift lever to "D") and measure engine
on truck instrument panel. speed with the engine at full throttle.
4. Move shift lever to Neutral and start engine. Be c. Repeat 2 or 3 times.
sure that the "Power Mode" switch on the cen-
Converter stall speed: . . . . 2,090 ± 100 RPM
ter console is OFF (out). Raise engine water
NOTE: The stall speed may vary according to the
temperature and transmission oil temperature
following conditions, therefore always measure the
to the normal operating range.
stall speed at the time of delivery.
5. Measure the engine high idle and low idle RPM.
• Variations according to engine serial number.
If either speed is not according to truck specifi- • Variations in engine horsepower due to
cations, refer to the appropriate engine manual atmospheric pressure and temperature.
and adjust high/low idle speed. • Variations in parasitic losses from accessories.
6. Raise the temperature of the hydraulic oil and • Variations due to torque converter features.
transmission oil. Oil temperature ranges: • Variations due to method of measuring the stall.
Hydraulic oil: . . . . . . . 45°-55° C (113-131° F)
10. Return all hook-ups to normal operating condi-
Transmission: . . . . . 60°-80° C (140°-176° F)
tion.

TRANSMISSION
FIGURE 2-23. TRANSMISSION

1. Speed Sensor Mount Port (input shaft rpm) A: Low Clutch Port
2. Speed Sensor Mount Port (intermediate shaft rpm) B: 1st Clutch Port
3. Input Shaft C: 2nd Clutch Port
4. Transmission Lubrication Relief Valve D: R Clutch Port
5. Speedometer Cable Pickup Port E: 3rd Clutch Port
6. Output Yoke F: 4th Clutch Port
7. Drain Valve G: High Clutch Port
8. Speed Sensor Mount Port (output shaft rpm) H: From Oil Cooler
9. Strainer 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 SHIFT VALVES
FIGURE 2-24. TRANSMISSION SHIFT VALVES

1. ECMV (for high clutch)
2. ECMV (for low clutch) SPEED ECMV
3. ECMV (for 4th clutch) RANGE R 1st 2nd 3rd 4th L H
4. ECMV (for 3rd clutch)
5. ECMV (for reverse clutch) F1 n n
6. ECMV (for 2nd clutch) F2 n n
7. ECMV (for 1st clutch)
8. Valve Oil Screen F3 n n
9. Seat F4 n n
10. Breather
11. Cover F5 n n
F6 n n
A. High Clutch Pressure Tap Port
B. Low Clutch Pressure Tap Port F7 n n
C. 4th Clutch Pressure Tap Port N
D. 3rd Clutch Pressure Tap Port
E. Reverse Pressure Tap Port R1 n n
F. 2nd Clutch Pressure Tap Port ECMV CLUTCH OPERATION TABLE
G. 1st Clutch Pressure Tap Port

TORQUE CONVERTER AND TRANSMISSION HYDRAULIC CIRCUIT DIAGRAM
FIGURE 2-25. HYDRAULIC CIRCUIT DIAGRAM
1. Strainer 10. ECMV for R clutch 19. Lockup Valve

2. Hydraulic Pump 11. ECMV for 1st clutch 20. Lockup Solenoid Valve
3. Transmission Oil Filter 12. High clutch 21. Lockup Clutch
4. Oil Screen 13. Low clutch 22. Torque Converter Relief Valve
5. ECMV for low clutch 14. 4th Clutch 23. Main Relief Valve
6. ECMV for 3rd clutch 15. 3rd Clutch 24. Oil Cooler
7. ECMV for 2nd clutch 16. R Clutch 25. Lubrication Relief Valve
8. ECMV for high clutch 17. 2nd Clutch 26. Transmission Lubrication
9. ECMV for 4th clutch 18. 1st Clutch

ECMV (ELECTRONIC CONTROL MODULATION VALVE)
FIGURE 2-26. ECMV (ELECTRONIC CONTROL MODULATION VALVE)

1. Connector 6. Proportional Solenoid A: To clutch
2. Spring 7. Pressure Control Valve Spool B: Drain
3. Flow Sensor Valve Spool 8. Load Piston C: From Pump
4. Spring 9. Spring a: Clutch Pressure Measurement
5. Fill Switch Port

ECMV (Electronic Control Modulation
Valve)
the ECMV (electronic control modulation valve) con-
sists 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 con- FIGURE 2-27.
troller to inform whether there is hydraulic pres- A range: Before Gear Shifting (drained)
sure or not. B range: Filling Starts (trigger issued)
C range: Filling Completed
ECMV and Proportional Solenoid D range: Regulation
E range: Filling
Each ECMV is equipped with one proportional sole-
noid.
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 sig-
nal, the oil pressure starts to build up.
FIGURE 2-28.

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 sole-
noid 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 act-
ing 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.

Starting to fill (trigger command input to pres-
sure 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 dif-
ference 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) FIGURE 2-32.
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 cre-
ated 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 con-
trol 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. FIGURE 2-33.

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 sen-
sor 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 pres-
sure is set to the initial pressure by pressure FIGURE 2-34.
control valve spool (7).
Regulating (D range of graph)

1. (Refer to Figure 2-35): When current is sent to
proportional solenoid (6), the solenoid gener-
ates 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 sig-
nal continues to be sent to the transmission
controller.
FIGURE 2-35.

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 surround-
ing the filter assembly (5, Figure 2-36) to pre-
vent 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 FIGURE 2-36. TRANSMISSION CONTROL VALVE
transmission. Be prepared to minimize spillage. ASSEMBLY
3. Remove the case (3, Figure 2-37) from the filter 1. Cover 8. Filter Case
head (1). 2. Mounting Nuts 9. Cover
4. Remove filter element assembly (2) from head 3. Harness 10. ECMV Assembly
(1). Remove O-rings (4, 5). 4. Temperature Sensor 11. ECMV Mounting
5. Wash all foreign matter from the element with 5. Filter Assembly Bolts
light oil. Dry element using clean, dry, low pres- 6. Filter Head 12. Valve Plate
sure air. If element is damaged or cannot be 7. Filter Element
completely cleaned, replace element.
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 2-37. FILTER ASSEMBLY
Figure 2-36) to the harness (3) and install the
protective cover (9). 1. Filter Head 4. O-Ring
2. Filter Element 5. O-Ring
3. Filter Case

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 sen-
sor (4, Figure 2-36) from the filter head and test
for proper operation. Refer to Section F6, Sen-
sors, Switches for test procedure and specifica-
tions.
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 FIGURE 2-38. ECMV ASSEMBLY
the ECMV assembly from valve plate (12). 1. Valve Body 12. Spring
3. Remove solenoid connector (2, Figure 2-39) 2. Plug 13. Plug
and fill switch connector (3) from bracket. 3. Plug 14. O-ring
Loosen bolts (17). Gently remove the flow sen- 4. Pressure Control 15. Spring
sor valve fill switch (16) and bracket. Be careful Valve 16. Fill Switch
not to let spring (15) fall out of place. 5. Piston 17. O-ring
4. Remove cover plate (21, Figure 2-38). Remove 6. Spring 18. Bracket
plug (13) by installing a capscrew in the tapped 7. Shim 19. Bolt
hole for easier removal. Then, remove the flow 8. O-ring 20. Washer
detecting valve spring (12), valve spool (11), 9. Solenoid Valve 21. Cover Plate
and spring (15). 10. Bolt 22. O-ring
11. Flow Detection 23. Bolt
a. Examine valve body (1) and spool (11) as Valve
well as spring (15) for the existence of plat-
ing film pieces and other metallic particles. If
found, remove them.
b. If foreign matter has lodged in the valves or NOTE: Protect the valve plate (12, Figure 2-36) and
the pistons, or if their functional movement is the valve mating surfaces by applying masking tape,
not smooth, recondition them with an oil etc. Prevent dirt/dust from entering the transmission
stone, etc. by covering all openings. Place all removed parts in
5. Remove spring (6), shims (7), piston (5), and storage, being careful not to scratch any part.
valve (4) from the pressure control valve. Exam-
ine for any trapped foreign matter, seized spool,
or rough movement. Be careful not to lose
shims (7). Keep shims in storage, after confirm-
ing their quantity.
6. Remove the proportional solenoid valve (9).

Reassembly
Inspect each part thoroughly and confirm that the
part is free from dirt/dust, scratches, etc. Wash all
parts with solvent. Lubricate spools and plungers
with a small amount of transmission oil during
assembly. Be certain to reassemble all spools and
plungers into their original valve body bores.
NOTE: When assembling the valve, make sure that
valve spools move smoothly in the bore.
This work should be performed in a "Clean

Room" or workstation free from dirt, dust, etc.
1. Set the pressure control valve spool (4, Figure
2-39) in the valve body (1). Be certain the valve
movement is smooth, by pushing the valve with
fingers on both ends.
2. Install the solenoid valve (9) together with O-
ring (8), using 4 bolts (10). Tighten bolt (10) to
1.35 ± 0.15 kgm (9 -11 ft.lbs.) torque.
3. Place the pressure control valve piston (5)
inside pressure control valve spool (4). Make
sure that piston movement is smooth, by push-
ing the valve with fingers.
4. Install shims (7) and spring (6) in the pressure
control valve. Install O-ring (22, Figure 2-38) in
FIGURE 2-39. ECMV VALVE ASSEMBLY
the valve body.
1. Valve Body 10. Bolt
2. Solenoid Connector 11. Flow Sensor Valve
3. Fill Switch Connector 12. Spring • The standard number of shims is: . . . . . . . 3 pcs.
4. Pressure Control 13. Plug • Standard shim pack thickness:. . . . . . . . 0.6 mm
Valve Spool 14. Pressure Test Port
• Individual shim thickness:. . . . . . . . . . . . .0.2 mm
5. Load Piston 15. Spring
6. Spring 16. Fill Switch
7. Shims 17. Bolt
NOTE 1: (Refer to Figure 2-39.) When parts (1), (6),
8. Mounting Bolt 18. Cover Plate
(5), (4), and (9) are all being reused, the same
9. Proportional Solenoid
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.)

5. Install the flow sensor valve (11) in valve body 11. Install all ECMV's onto the valve seat, making
(1). Make certain the valve movement is sure that mounting surfaces are free from dirt/
smooth, by pushing the valve with fingers on dust, scratches, etc.
both ends. 12. Reinstall oil temperature sensor (4, Figure 2-36)
6. Set the flow detecting valve spring (15, Figure in filter head (6).
2-38) in place. Install O-ring (17) and position fill
13. Secure all electrical connectors to the harness.
switch (16) and bracket (18) on valve body.
Install 2 bolts (19) and tighten to 3.15 ± 0.35 14. Check clutch pressure for any ECMV that has
kgm (20 - 25 ft.lbs.) torque. 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.
After any disassembly, reassembly, and/or parts
9. Assemble the connectors (2, Figure 2-39) and replacement in the pressure control valve, clutch
(3) to the bracket. oil pressure must be checked and adjusted if
10. For each ECMV assembly, install O-rings (3 necessary.
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.

CLUTCH PRESSURE CHECK &
ADJUSTMENT 4. Referring to Figure 2-41, install a pressure
gauge at the pressure test port of the ECMV
Note: Prior to checking clutch pressure, test and
for the clutch to be tested. The gauge should
verify main relief pressure is normal.
be installed directly at the pressure test port
without the use of a hose.
1. Park truck on a level surface, raise dump body 5. Start the engine, allow air pressure to build to
and lock in raised position with safety pins. normal operating range and be certain the
2. Shut down engine and be certain key switch is parking brake is applied.
Off. 6. With the transmission range selector in "N",
3. Install the shift checker (Refer to Figure 2-40): turn the shift checker power switch On.
a. Disconnect the chassis harness (6, Figure a. Press the clutch operation button for the
2-40) from the transmission control box (4). desired clutch.
b. Connect shift checker harness (3) (white b. With engine at high idle, measure and note
connectors) to the truck chassis harness the clutch pressure gauge reading.
connectors (SC1, SC2, SC3 & SC4) c. After reading is obtained, release accelera-
removed in step a. tor and press button selected in step a. to
c. Be certain shift checker power switch is Off. release clutch.
Connect harness (3) black connector to 7. Shut down the engine and remove the gauge
shift checker. 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 4. Transmission Control Box
(Part No. 799-607-2000 or 799-607-3000) 5. Harness connectors (to Chassis Harness)
2. Harness connector 6. Truck chassis Harness
(to Shift Checker, see NOTE above) (Transmission Control Box)
3. Harness Assembly

FIGURE 2-41. CLUTCH PRESSURE TEST PORT IDENTIFICATION
A: High Clutch Pressure Port E: Reverse Clutch Pressure Port
B: Low Clutch Pressure Port F: 2nd Clutch Pressure Port
C: 4th Clutch Pressure Port G: 1st Clutch Pressure Port
D: 3rd Clutch Pressure Port
8. Repeat steps 4 through 7 as necessary to NOTE: One shim (thickness: 0.2 mm) will result in
check other clutch pressures.
approximately 0.19 kg/cm2 (2.7 psi) variation in the
9. Compare gauge readings with the following oil pressure.(Add shims to increases oil pressure;
chart. remove shims to decrease oil pressure.)
11. If a different shim pack is installed, repeat pres-
PRESSURE sure test to verify correct clutch pressure has
CLUTCH kg/cm² PSI been achieved.
H 16.5 ± 1.5 235 ± 20 12. If no further tests are to be performed, the shift
L 16.5 ± 1.5 235 ± 20 checker (if installed) may be removed.
4th 16.5 ± 1.5 235 ± 20 a. Disconnect harness connectors (5, Figure 2-
40) from chassis harness (6) and remove
3rd 20.5 ± 1.5 290 ± 20
shift checker.
R 30.5 ± 1.5 435 ± 20
b. Reconnect chassis harness connectors to
2nd 30.5 ± 1.5 435 ± 20 transmission control box (4).
1st 30.5 ± 1.5 435 ± 20 13. Be certain all pressure test port plugs are
installed. Install protective cover on transmis-
10. If pressure is outside normal range, the pres- sion control valve.
sure control valve spool shim pack (7, Figure 2-
39) must be increased or decreased.

FIGURE 2-42. LUBRICATION RELIEF VALVE
1. Valve body a. Lubrication pressure measurement plug

2. Lubrication Relief Spool
LUBRICATION RELIEF VALVE

Specifications
Function
Normal Operating Pressure:
This valve is installed on the left side of the transmis-
sion and prevents abnormal pressure in the trans- . . . . . . . . . . . . . . . . . . 1.25 ± 0.5 kg/cm2 (18 ± 6 psi)
mission lubrication circuit.
Cracking pressure: . . . . . . . . . . .2.7 kg/cm2 (38 psi)

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
FIGURE 2-43. ELECTRICAL WIRING
1. Park truck on a level surface, block wheels and 1. Electrical Connectors 2. Brake Cooling Valve
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.
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
FIGURE 2-44. ELECTRICAL WIRING
holding pins can be installed.
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 FIGURE 2-45. HYDRAULIC LINES
2-45).
1. Housing 2. Hydraulic Hoses

8. Remove transmission pump suction tube (1, 11. On the front drive line, remove drive shaft guard
Figure 2-46) Remove clamp (2). (1, Figure 2-49) and drive shaft (2).
FIGURE 2-49. FRONT DRIVE LINE

FIGURE 2-46. SUCTION TUBE 1. Drive Shaft Guard 2. Drive Shaft
1. Suction Tube 2. Clamp
12. On the rear drive line, remove drive shaft guard
9. Remove pump tubes (1, Figure 2-47) and (2) for (1, Figure 2-50) and drive shaft (2).
brake pump.
FIGURE 2-50. REAR DRIVE LINE

FIGURE 2-47. BRAKE PUMP TUBES 1. Drive Shaft Guard 2. Drive Shaft
1. Tube 2. Tube
10. Disconnect pump tubes (1, Figure 2-48) and (2) 13. Remove front mount capscrews (1, Figure 2-
for the steering and hoist pump. 51) for transmission assembly.
FIGURE 2-48. STEERING AND HOIST PUMP FIGURE 2-51. FRONT TRANSMISSION MOUNT
1. Tube 2. Tube 1. Transmission Mount 2. Torque Converter

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
NOTE: See the procedure for centering the engine
1. Mount 2. Capscrew
assembly and transmission assembly, this section.
2. Install front mount capscrews (1, Figure 2-51)
14. Remove rear mount capscrews (2, Figure 2-52) for transmission assembly. Tighten capscrews
for transmission assembly. to 56 ± 6 kg.m (406 ± 44 ft. lbs.) torque.
3. Install rear mount capscrews (2, Figure 2-52)
for transmission assembly. Tighten capscrews
(2) to 56 ± 6 kg.m (406 ± 44 ft. lbs.) torque.
4. Install rear drive shaft (2) and drive shaft guard
Use a lifting device capable of safely handling (1, Figure 2-50). Tighten drive shaft mounting
3178 kg (7006 lbs). capscrews to 18 ± 2 kg.m (130 ± 14 ft. lbs.)
torque.
5. Install front drive shaft (2) and drive shaft guard
15. Remove torque converter and transmission
(1, Figure 2-49). Tighten drive shaft mounting
assembly (1, Figure 2-53) from the top of the
capscrews to 18 ± 2 kg.m (130 ± 14 ft. lbs.)
frame.
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, Fig-
ure 2-46) Remove clamp (2).
9. Install the 6 pump outlet hoses (2, Figure 2-45).
10. If equipped, connect transmission oil level sen-
sor 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 2. Lifting Chain

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 neu-
tral. Check the oil level with Bottom sight gauge.
Use the upper sight gauge when the engine has
been stopped for 8 hours or more.
Procedure For Centering The Engine Assembly FIGURE 2-54. SHAFT ALIGNMENT
And Transmission Assembly 1. Engine End 3. Torque Converter
2. Tool 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 790-

413-1100, 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 3. Torque Converter
2. Tool End
2. While turning coupling at torque converter end,
carry out centering so that tool (2, Figure 2-55
and 2-56) rotates smoothly on both shafts.
Move the torque converter and/or transmission
assembly end when centering.
NOTE: The misalignment should be within 3 mm in

both the up-down and left-right directions. However,
if they are not parallel, the distance at the point
where they are farthest apart must be within 3 mm.
FIGURE 2-56. MAXIMUM SHAFT MISALIGNMENT

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 main-
tenance 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 (restric-
tion). The switch will close @ 2.5 kg/cm2 (35 psi) by-
pass pressure. Actual by-pass of the hydraulic fluid
does not occur until 3.5 kg/cm2 (50 psi) by-pass
pressure.
Service
1. Remove drain plug (7, Figure 2-57) and drain
the oil from the filter housing. Tighten plug after
all oil is drained.
2. Unscrew filter bowl (4) from head assembly (1).
3. Remove the element and thoroughly clean and
dry all component parts.
4. Coat a new seal (9) with clean engine oil and
install.
5. Install a new element (5) and install the filter
bowl (4) into the head assembly (1).
6. Start the engine and let it idle for 5 minutes.
Stop engine and check for leaks. Check trans-
mission for proper oil level and adjust if neces-
sary.
FIGURE 2-57. TRANSMISSION FILTER
1. Head Assembly 6. Pressure Switch

2. Core Kit 7. Drain Plug
3. Bypass Valve 8. O-Ring
4. Filter Bowl 9. Seal
5. Filter Element

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 Transmission Oil Cooler F03010

TRANSMISSION OIL COOLER
Transmission oil cooler repairs should be performed TRANSMISSION STRAINER
by a qualified repair facility. The bottom tank and
gaskets are available as replacement components. The transmission oil pan contains two magnetic
Contact your Komatsu distributor. strainers. It should be removed and cleaned every
1000 hours.
The bottom tank of the radiator contains the heat
exchanger for the transmission. If a leak occurs in Removal
the heat exchanger, antifreeze/coolant may contami- 1. Drain transmission oil. Be prepared to catch
nate the transmission oil and/or transmission oil may 106 l (28 gal) of oil.
contaminate the engine cooling system.
2. Remove capscrews (5, Figure 3-1) and cover
If the engine coolant is found to be contaminated with (3).
oil, the system must be examined for leaks and cor- 3. Remove screen\magnet and clean. Replace if
rected. Then the system must be flushed to remove damaged.
oil contamination and refilled with a clean coolant
solution.
If a leak has been found or suspected in the heat Installation
exchanger, the transmission oil must be examined
IMMEDIATELY. Ethylene glycol (even in small 1. Install screen\magnet into transmission oil pan.
amounts) will damage friction-faced clutch plates. 2. Install new O- Rings (2) in cover and install
Contact your Komatsu distributor for ethylene glycol cover with capscrews (5).
detection test kits. 3. Fill transmission with oil. Refer to fuel, coolant
If ethylene glycol is found in the transmission oil, the and lubricants table for type of oil to use.
transmission should be removed, completely disas-
sembled, cleaned and examined, and ALL friction-
faced clutch plates replaced.
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 FIGURE 3-1.
below the radiator tank. Refer to Section C, Cooling
1. Screen\Magnet 4. Washer
System for removal and repair.
2. O-Ring 5. Capscrew
3. Cover

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 con-
nector (1, Figure 3-3).
4. Disconnect tube (3).
5. Remove torque converter control valve assem-
bly (2).
Installation
1. Install torque converter control valve and
tighten capscrews to 5 kg.m (36 ft. lbs.)
FIGURE 3-3. CONTROL VALVE MOUNTING
2. Connect tube (3, Figure 3-3).
1. Connector 3. Tube
3. Connect lockup solenoid valve wiring connector
2. Control Valve
(1).
4. Install cover (2, Figure 3-2) and hose (1).
Disassembly
1. Remove plate (1, Figure 3-4), then remove pis-
tons (2) and (4), spring (3), and torque con-
verter 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 2. Cover

Assembly
NOTE: Clean all parts, and check for dirt or damage. 3. Insert main relief valve (14), assemble pistons
coat the sliding surfaces of all parts with engine oil (13) and (11), and spring (12), then fit O-ring
before installing. and install plate (10).
4. Assemble spring (9), then fit O-ring and install
1. Insert lockup valve (23), assemble pistons (22)
cover (8).
and (20), and spring (21), then fit O-ring and
install cover (19). 5. Insert torque converter relief valve (5), assem-
ble spring (7), then fit O-ring and install cover
2. Fit ring (18) and assemble spring (17) and pis-
(6).
ton (16), then fit O-ring and install cover (15).
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 7. Spring 13. Pistons 19. Cover
2. Pistons 8. Cover 14. Main Relief Valve 20. Pistons
3. Spring 9. Spring 15. Cover 21. Spring
4. Pistons 10. Plate 16. Piston 22. Pistons
5. Relief Valve 11. Pistons 17. Spring 23. Lockup Valve
6. Cover 12. Spring 18. Ring

NOTES

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 drive-
line is solid, whereas the rear telescopes to permit
oscillation of the rear axle.
FRONT DRIVELINE
Block wheels securely before removing the drive-

line.
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. Position driveline between transmission and 1. Driveline Adapter 4. Transmission

engine and align the spider assembly with the 2. Front Driveline 5. Spider Capscrews
drive flanges. 3. Drive Flange
Capscrews
2. Clean and dry capscrews (3, Figure 5-1). Coat
threads with LT-2 thread locker. Install cap-
screws 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 1. Clean capscrews (5, Figure 5-1) and install spi-
to driveline. Refer to Lubrication for greasing der assembly on each end. Torque capscrews
instructions on the following page. to 20 - 22.9 kg.m (145 - 165 ft. lbs.) torque.
Disassembly Note: Do Not use oil or adhesive on capscrew
threads.
1. Remove the capscrews (5, Figure 5-1) and spi-
der assembly from each end of driveline and 2. Install grease fittings if removed.
inspect for rough or frozen bearings. 3. Refer to “Lubrication” for greasing instructions
on the following page.
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.
4. Insure all grease passages are clear.
F05011 Drivelines F5-3

REAR DRIVELINE
Block wheels securely before removing the drive-

line.
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
4. Remove the four capscrews (6, Figure 5-2) at
(Typical)
each spider assembly, compress the splined
yoke and remove the driveline. 1. Spider Assembly 4. Seal Assembly
2. Capscrew 5. Grease Fitting
Installation 3. Slip Yoke 6. Capscrew
1. Position driveline between transmission and
differential input flange. Align the spider assem-
bly with the drive flanges and extend the
splined yoke until seated. Note: If either the stub, yoke, or seal is not
2. Clean the mounting capscrews (6, Figure 5-2) serviceable, parts must be replaced with a new,
to remove all traces of oil and dry thoroughly. balanced and matched set
Apply thread locker (LT-2) to capscrew threads.
Assembly
3. Install capscrews and tighten to 18 kg.m (130
ft. lbs.) torque. 1. Using clean and dry capscrews (2, Figure 5-2),
4. Install driveline protector if equipped. Tighten attach the spider assembly (1) at each end of
capscrews to standard torque. driveshaft. Tighten capscrews (2) to 21.5 kg.m
(155 ft. lbs.) torque. Note: Do Not use oil or
5. Install wiring or hoses removed to gain access adhesive on capscrew threads.
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 assem-
bly (1) from each end of driveline and inspect
LUBRICATION
for rough or frozen bearings.
Refer to Section P, Lubrication and Service for
Note: Do not disassemble the spider assembly. If
grease specification for truck operation over normal
bearings are unserviceable, replace the entire part
temperature ranges.
as a unit.
2. Clean all parts except the spider assembly in If truck is operating in extremely low temperatures
fresh solvent and blow dry with compressed air. (arctic conditions), grease driveline spider assembly
and splines using a lithium grease (GLT2-LI).
3. Inspect all parts for wear and damage. Com-
press and extend to check splines for excessive When greasing:
looseness or binding. Inspect spline grease
seal. • 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 Automatic Shift Control System F06007

AUTOMATIC SHIFT CONTROL SYSTEM
GENERAL INFORMATION TRANSMISSION SHIFT CONTROLLER
Operation of the transmission is controlled by the The transmission shift controller is designed to con-
transmission shift controller as shown in Figure 6-2. trol the transmission and communicate with other
Various inputs are provided to the controller allowing systems on the truck. This communication is based
it to provide optimum transmission performance dur- on various inputs and outputs from sensors and other
ing truck operation. system controllers.
The system monitors the following operator inputs Power Mode
during normal operation:
There are two power mode settings; Power and
• Accelerator pedal position Economy.
• Range selector position
Power Setting:
• Shift limiter switch position
The engine controller allows full fuel to flow to
Other inputs are provided by various switches in the
provide maximum rated engine power. The
service brake, parking brake and retarder systems as
transmission controller controls the up and
well as the position of the hoist control. Speed sen- down shift points.
sors provide signals for engine rpm and transmission
input shaft, output shaft, and intermediate shaft Economy Setting:
speeds.
The engine controller reduces the fuel flow
After processing the input information, the transmis- since full power is not required. The transmis-
sion shift controller determines the proper mode of sion controller modifies and controls the up and
operation by engaging the proper gear, controlling down shift points.
lock-up clutch operation, etc.
Braking Mode
Gear selection is achieved by the engaging or releas-
ing the required transmission clutches through elec- In the braking mode, (brake foot pedal, retarder
tronically controlled modulation valves (ECMV) as lever, or emergency brake applied) the up and down
determined by the transmission shift controller. The shift points are raised, increasing the brake cooling
current gear selected is displayed on the instrument pump speed (and therefore oil volume) to ensure
panel during operation. 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 sole-
noid.
Transmission Speeds Monitoring

Speed sensors are installed at three places (on the
transmission input shaft, intermediate shaft, and out-
put 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.

Self Diagnostics
• A self-diagnostic function monitors both the
inputs and outputs of the transmission.
• The transmission controller contains a self-
diagnostic display (1, Figure 6-1) and is shown in
a two-digit number display located on the top of
the controller. When a fault is detected, it is
recorded in memory. The fault is stored in
memory and is retained even if the power is
turned off. When power is turned on again, the
fault code can be observed as the controller is
powered-up.
• Detected faults are also sent to the network by
the controller, and displayed on the monitor
display panel (dash panel).
• The transmission controller communicates with
other controllers on the truck via the network. It
receives model selection data from the other
controllers.
• The transmission controller receives inputs from
various sensors and switches (see Figure 6-2).
These inputs are interpreted by the transmission
controller and then sent to the monitor display
panel and other functions.
FIGURE 6-1. TRANSMISSION SHIFT
• The controller also has an emergency function CONTROLLER
for use if there is a failure in the electrical system.
1. Self-diagnostic Display 4. Connector ATC3A
2. Network Connection 5. Connector ATC3B
Switch 6. Connector ATC4
(Rotary Switch 2) 7. Connector ATC5A
3. Model Selection 8. Connector ATC5B
Switch 9. Connector ATC1
(Rotary Switch 1) 10. Connector ATC2

FIGURE 6-2. AUTOMATIC SHIFT CONTROL SYSTEM

RANGE SELECTOR POSITIONS AND TRANSMISSION OPERATION MODES
AUTOMATIC GEAR SHIFTING RANGES Transmission upshifts or downshifts are determined
The automatic gear shifting ranges for each position by three types of “shift maps” programmed into the
of the range selector lever are shown in the table in transmission shift controller. The table in Figure 6-4
Figure 6-3. below shows the conditions that must be satisfied for
the transmission shift controller to select either the
Note that when the operator selects “D”, the recom-
braking mode or the power mode.
mended range for normal operation, the transmission
controller will engage 2nd range and automatically
MODE CONDITIONS
shift through the 3rd through 7th gear ranges as
required. This will result in the most economical oper- When either of the following condi-
ation. If the operator selects “3”, “4”, or “5”, the trans- tions are satisfied:
mission will initially select 1st range and then upshift Braking 1. Rear brake signal ON (service
only as far as the range selected. These positions Mode brake, retarder, or emergency
provide more effective retarding on grades. brake applied)
2. Accelerator pedal released.
The shift limiter switch, located on the center console
in the cab can be used to limit the shift ranges in the When the following three condi-
“D” and “L” shift lever positions. tions are satisfied:
Power 1. Rear brake signal OFF (service
If the operator has selected the “D” range, the shift Mode brake, retarder, or emergency
limiter switch, when turned On, will prevent the trans- brake not applied)
mission from shifting into 7th range to limit top speed. 2. Accelerator pedal depressed.
The shift limiter switch can also be used to hold the 3. Economy mode switch OFF.
transmission in 1st range when the operator has When the following three condi-
selected the “L” position on the shift lever. tions are satisfied:
Economy 1. Rear brake signal OFF (service
Selector Shift Speed Range Mode brake, retarder, or emergency
Position Limiter R N 1 2 3 4 5 6 7 brake not applied)
2. Accelerator pedal depressed.
OFF 3. Economy mode switch ON.
R ON
OFF FIGURE 6-4. OPERATIONAL MODES
N ON
OFF
Braking Mode:
D ON
In the braking mode of operation, the shift-down point
OFF and shift-up point are both raised, and the engine
5 ON rpm speed is increased to provide additional oil flow
OFF for retarder cooling, and to increase the effect of
4 using the engine as a brake.
ON
OFF Power Mode:
3 ON The power mode is programmed to provide maxi-
OFF mum performance by using the trucks' power to its
L utmost limit by optimizing the shift points according to
ON the rate of acceleration determined by the load,
grade etc.
FIGURE 6-3. SHIFT RANGE/SHIFT LEVER
POSITIONS 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.

These variable performance features improve fuel 3. Lock-up
economy, reduce noise and reduce shift shock to
• Lock-up is not actuated in reverse.
improve transmission and driveline component life.
• When coasting and decelerating (accelerator
Economy Mode: pedal released, and brake not applied), for
positions F7 - F4, the lock-up solenoid is
When the truck is operating with a light load, such as momentarily turned off during the down-shift from
traveling empty or when traveling on flat ground, the one gear to the next. For F3 and below, the lock-
shift-up and shift-down points are set lower to keep up solenoid is turned OFF.
the engine speed low, improving fuel consumption,
• When the truck descends a grade with the
reducing noise, and shock when shifting gears. In
accelerator pedal released, lock-up is not
this mode, engine output is limited to 85% of maxi- actuated until the accelerator pedal or the brake
mum engine power. pedal is depressed.
AUTOMATIC GEAR SHIFTING

The automatic shift-up/shift-down points, torque con-
verter lock-up ON/OFF points and auto brake ON/
Automatic Shifting Sequence
OFF points are shown in Figure 6-5.
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 lock-
up clutch is engaged to connect the torque con-
verter 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 dur-
ing 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.

Conditions: Range selector position: D Gear shifting time lag
Shifting DOWN in power mode
A time lag is incorporated to prevent excessive
1. When the load is increased and the engine speed changes in the transmission during automatic
speed drops below 1450 rpm, the transmission gear changes. This time lag prevents a gear shift
is shifted down one gear. (For example, when during a predetermined period of time.
traveling in F6, the transmission will shift down
The length of the gear shifting time lag is controlled
to F5)
by the individual electronically controlled modulation
2. If the load increases further, the transmission system, which controls each gear shifting pattern as
shifts down sequentially to F2. If the input shaft shown in Figure 6-6.
speed drops to 1200 rpm when the transmis-
sion is in F2, the torque converter lock-up clutch
is disengaged and the transmission changes to
torque converter drive.
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 FOR-
WARD/REVERSE inhibit and REVERSE
safety. If the operation is not correct, the trans-
mission is held in neutral.
Conditions: Range selector position: N

1. This is the neutral position. None of the clutches
in the transmission are actuated.

Safety Functions REVERSE safety:
Down-shift inhibitor function: • The truck will not travel in reverse when the
dump body is in any position other than FLOAT.
• When the gear shift lever is operated during
travel from D to 5 - L, from 5 to 3 - L, from 4 to L, This feature prevents the truck from inadvertently
or from 3 to L: reversing when the body is raised.
For example, when traveling at position D (F7),
and the shift lever is moved to position 5, the
Speed range limit with dump body raised:
transmission is not shifted directly from F7 to F5.
It is shifted down F7 - F6 - F5 sequentially • If the dump body is not in the completely down
according to the engine speed. The engine position (i.e. if not completely lowered after
overspeed prevention circuit prevents the dumping the payload), the up shift function is
transmission from shifting down two gears at a prohibited. When the shift lever is in “D”, the truck
time if the operator shifts down too far. 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
Neutral safety function:
upshift until the dump body is in its down position.
• 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.

TRANSMISSION RANGE SELECTOR
When the operator moves the lever (1, Figure 6-7) to The shift position is also displayed on the monitor
select the travel conditions, such as FORWARD or panel digital display.
REVERSE, an electrical signal is sent from a photo The lock button (1, Figure 6-8) must be pressed
interrupter (3, Figure 6-8) to the transmission shift when moving the range selector lever from “N” to “R”
controller. The lever position is displayed on the indi- or from “D” to “5”.
cator (3, Figure 6-7) (with night lighting) to the left of
the shift lever.
FIGURE 6-8. TRANSMISSION RANGE SELECTOR

(Cross-sectional View)
1. Lock Button 3. Photo Interrupter

2. Screening Plate
FIGURE 6-7. TRANSMISSION RANGE SELECTOR

1. Lever 3. Range Indicator
2. Detent

SENSORS, SWITCHES
Transmission Speed Sensors

Speed sensors are installed to monitor the rpm of the
input, intermediate, and output gears of the transmis-
sion. The sensors generate a pulse voltage which
varies with the speed of the gear teeth passing the
sensor, sending a signal to the transmission control-
ler.
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), FIGURE 6-10. SPEED SENSOR ADJUSTMENT
release locknut (4), and remove sensor. 1. Sensor 3. Gear Tooth Tip
Observe location of gear teeth through sensor 2. Locknut 4. Clearance Gap
mounting hole. For proper adjustment, the tip of
a gear tooth must be aligned with the sensor
hole as shown in Figure 6-10. If necessary,
reposition gear.
2. Inspect sensor for iron particles or other foreign
material and clean if necessary.
3. Reinstall sensor. Adjust by hand until it just con-
tacts 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 3. Sensor
2. Flange 4. Locknut

Transmission and Torque Converter Oil Temper-
ature Sensors
The transmission oil temperature sensor is installed
in the transmission filter head. The torque converter
DO NOT attempt to measure insulation resis-
oil outlet temperature sensor is installed in a port on
tance between sensor pins 1 & 2; sensor damage
top of the torque converter. The sensors are similar
will occur.
in construction and operate on the same principle: As
temperature changes occur in the oil, resistance of USE CAUTION while performing test as high volt-
the sensor thermistor (1, Figure 6-11) changes, pro- age is present. Do not touch leads or sensor dur-
viding a calibrated electrical signal to the Transmis- ing test.
sion Controller. 1. Connect insulation tester leads to sensor pin #1
The temperature sensors should be removed and and the sensor body.
tested during a transmission rebuild or if the trans- 2. Apply 500 VDC and measure resistance.
mission controller system detects problems in the Minimum resistance: 100 Megohms.
sensors or sensor circuits. 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:

This test is performed to ensure the sensor is prop-
erly calibrated to provide the correct resistance value
for the transmission controller system based on the
FIGURE 6-11. OIL TEMPERATURE SENSOR temperature of the sensor thermistor. This test is per-
(Typical) formed using an ohmmeter. DO NOT use the insu-
lation tester described above.
1. Thermistor 3. Connector
2. Body When testing, the temperature of the sensor is mea-
sured and compared to the resistance value speci-
fied in the graphs on the following page. The
resistance value measured using the ohmmeter must
be between the maximum and minimum values (kilo-
hms read from the graph) for the temperature of the
Oil Temperature Sensor Tests sensor at the time it is measured.
The transmission oil temperature and torque con- 1. Be certain the sensor is allowed to reach ambi-
verter oil temperature sensors should be inspected ent temperature or warm it to a temperature
for physical damage and tested for adequate insula- listed on the graphs in Figure 6-12.
tion resistance and for proper thermistor resistance 2. Use a thermometer to determine the actual sen-
calibration. sor temperature.
3. Apply the ohmmeter leads to sensor pins #1 &
#2.
Insulation Resistance Test: 4. Read the resistance value shown on the meter
This test is performed to ensure the sensor and con- and compare the reading to the value specified
nector wiring provides adequate insulation from on the graph for the temperature of the sensor
ground and between the circuit conductors. The test (in degrees Farenheit or Celsius).
must be performed with an insulation tester. The test 5. If the reading does not fall within the minimum
equipment must be capable of applying 500 volts and maximum tolerance, replace with a new
DC. part.

FIGURE 6-12. OIL TEMPERATURE SENSOR CALIBRATION GRAPHS

Fill Switch
A fill switch is installed at the flow sensor valve end of When the clutch is engaged, the end face of the flow
each electronic control modulation valve (ECMV) as sensor valve spool (2) contacts the terminal (1, Fig-
shown in Figure 6-13. ure 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 3. Fill Switch 1. Terminal 3. Nut

2. Flow Sensor Valve Spool 2. Case 4. Connector

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 transmis-
sion 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 FIGURE 6-15. SHIFT LIMIT & POWER MODE
released, it is in the “power mode” (switch OUT, light SWTICH
OFF) position.
The controllers (engine and transmission) are pro-
grammed 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).

TRANSMISSION TROUBLESHOOTING Clutch Combinations
PROCEDURES The table below lists the clutches engaged (X) for
The following pages contain charts listing information each speed range. This information is necessary
which may be used to help diagnose and trouble- when diagnosing ECMV and internal transmission
shoot transmission problems which may be encoun- problems.
tered.
CLUTCH Hi Lo 4th 3rd R 2nd 1st
NO. 1 2* 3* 4 5 6 7
Prior to detailed troubleshooting, check for obvious
reasons for the problem such as: SPEED
RANGE
Is the transmission oil level correct?
R X X
Are the drive shafts broken or damaged?
N
Is the input shaft of the torque converter or F1 X X
transmission broken?
F2 X X
Are the service brakes, parking brake or
retarder dragging? F3 X X
Is there any physical damage to the F4 X X
transmission or torque converter cases? F5 X X
Is there any external oil leakage? F6 X X
Are all electrical connectors tight? F7 X X
Is there any damage to wiring harnesses? * Rotating
Solenoid Valves
If visual inspection of the above items does not The table below lists the state of the transmission
reveal an apparent reason for the problems, refer to solenoid valves (or fill sensor) for each of the trans-
Section D, Hydraulic and Mechanical Systems Trou- mission range selector positions.
bleshooting for detailed troubleshooting procedures.
Transmission
Solenoid Valve
(Fill Sensor) H L R 1 2 3 4
R H L L H H H H
N H H H H H H H
Shift 1 H L H L H H H
Indicator 2 H L H H L H H
Speed 3 L H H H L H H
Range
Display 4 H L H H H L H
5 L H H H H L H
6 H L H H H H L
7 L H H H H H L
H = Open or 24 VDC
L = GND or 1.7 VDC

HARNESS CONNECTORS AND SIGNALS
The following charts should be used in conjunction
with the electrical schematic (Section R) when diag-
nosing transmission controller wiring harness prob-
lems, sensor problems, etc.
CONNECTOR: ATC1 CONNECTOR: ATC2

PIN No. SIGNAL PIN No. SIGNAL
1 L/C SOL 1 Proportional SOL power source 24V
2 2 ECMV 1st (+)
3 3 ECMV 3rd (+)
4 Overrun SOL (+) 4 ECMV 2nd (+)
5 Exhaust brake SOL (+) 5 ECMV R (+)
6 Accelerator low idle 6
7 Battery direct power source 7 ECMV L (+)
8 GND 8 ECMV 4th (+)
9 Power source, 24V 9 ECMV H (+)
10 10
11 BCV 11
12 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

CONNECTOR: ATC3A CONNECTOR: ATC3B
1 1 Alternator terminal R
2 Transmission input shaft speed 2 Brake air pressure
3 Transmission output shaft speed 3
4 Shift wait 4 Fuel level
5 Throttle correction 5 Engine water temperature
6 Potentiometer power source 5V 6
7 7 Torque converter out oil temperature
8 8 Rear brake oil temperature
9 Transmission oil level 9 Transmission valve inlet port oil
10 Limp home ON/OFF temperature
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 Differential lock switch
17 16
18
19
20
CONNECTOR: ATC4
PIN No. SIGNAL
1 RS422 TX (+)
2 RS422 RX (+)
3 RS232C TX
4 RS232C RX
5 RS485 (+)
6 S-NET (+)
7 RS422 TX (-)
8 FLASH switch
9 RS422 RX (-)
10 GND (serial)
11 RS485 (-)
12 S-NET (-)

CONNECTOR: ATC5A CONNECTOR: ATC5B
1 Connector check 1 Exhaust brake ON/OFF
2 Rear brake ON/OFF 2 Shift lever R signal
3 Body FLOAT signal 3 Shift lever N signal
4 Body seated signal 4 Shift lever D signal
5 Lateral inclination 5 Shift lever 5 signal
6 Transmission filter restriction 6 Shift lever 4 signal
7 7 Shift lever 3 signal
8 Brake stroke switch 8 Shift lever L signal
9 9 Shift limit switch ON/OFF
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. SIGNAL
1 RS232 TX
2 RS232 RX
3 Flasher switch ON/OFF
4 Signal GND

NOTES

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 • NEVER overinflate a tire. Refer to tire
RECOMMENDATIONS manufacturers recommendations.
The truck tires should be inspected and tire pressure • ALWAYS keep personnel away from a wheel
checked with an accurate pressure gauge before and tire assembly when it is being removed or
installed.
each working shift. Tire pressure will vary according
to manufacturer and local working conditions. Con- • DO NOT go near tires after brake fires until
sult the tire manufacturer for recommended tire pres- tires have cooled.
sure. • The tire and rim weigh approximately 2,800
Insure valve caps are securely installed on valve lbs. (1271 kg). BE CERTAIN tire handling
stems. The caps protect valves from dirt build up and equipment is capable of lifting and
damage. DO NOT bleed air from tires which are hot maneuvering the load.
due to operation; under such circumstances, it is nor- Manual tire removal and installation is possible but,
mal for pressure to increase due to expansion. due to the size and weight of the components, spe-
A bent or damaged rim which does not support the cial handling equipment such as a “tire handler” as
bead properly may cause abnormal strain on the tire shown in Figure 2-1 is desirable. Consult local tire
resulting in a malfunction. If a tire is cut, it should be vendors for sources of equipment designed espe-
removed and repaired. Neglected cuts cause many cially to remove, repair, and install large off-highway
tire problems. Water, sand, grit, dirt and other foreign truck tires.
materials work into a tire through a cut eventually
causing tread or ply separation.
Tires should be stored indoors, if possible. If stored
outdoors, cover tires with tarpaulin to keep out dirt,
water and other foreign materials. Long exposure to
the sun will cause ozone cracks. Storage should be
in a cool, dry, dark, draft free location. Tires should
be stored vertically. If they must be laid on their
sides, 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. FIGURE 2-1. TYPICAL TIRE HANDLER

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 park-
ing brake and put blocks on both sides of the
rear wheels.
2. Place a 50 ton capacity or larger hydraulic jack Do not damage the tire inflation stem during tire
(1, Figure 2-2) under the suspension cylinder on removal.
the A-Frame and jack up the front wheel
assembly and block up securely.
Due to its size and weight, always keep person-

nel away from a wheel and tire assembly when it
is being removed or installed.
5. Remove wheel clamp nuts (3, Figure 2-3) and

retainers (2).
6. Move wheel and tire assembly away from wheel
hub and into clean work area.
7. Inspect brake components for damage or wear.
Inspect hydraulic brake lines for leaking fittings
or damage.
FIGURE 2-2. JACK PLACEMENT

1. Jack (50 ton capacity) 2. A-Frame
When deflating tires, be wary of flying dirt and

debris. Wear eye protection at all times.
Do not totally deflate tire. Keep tire inflated to 10-

15 psi (69-103 kPa) to assure tire and rim compo- FIGURE 2-3. FRONT WHEEL HUB
nents remain assembled during tire handling.
1. Hub 3. Nuts
2. Retainer 4. Rim

Installation REAR TIRE AND RIM
Removal
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Stop the machine on level ground, apply park-
ing brake, and put blocks on both sides of the
1. Grasp tire assembly with the tire handler and front wheels.
move into position on wheel hub. Align the 2. Raise final drive enough for tires to clear the
notch in the wheel hub with the wheel rim stop- ground surface to be removed. Block the final
per. drive case securely.
2. Install wheel retainers (2, Figure 2-3) and nuts 3. Remove air valve lock plate (1, Figure 2-4)
(3). Tighten the wheel clamp nuts uniformly.
4. Remove clamp nuts (2) retainers (4) and wedge
Rotate the wheel, then check that the runout is
ring (3).
within 5 mm. (0.20 in.)
5. Position tire removal apparatus (tire handler,
3. Continue tightening nuts in increments until 225
forklift, etc.) and remove outside wheel assem-
± 25 kg.m (1630 ± 181 ft. lbs.) torque is
bly.
obtained on each nut.
4. Check tire inflation for tire manufacturer's rec-
ommended 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 3. Retainer Ring

2. Clamp Nuts 4. Retainer

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 care-
ful 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 ±
181 ft. lbs.) torque.
4. Install spacer (2, Figure 2-5).
forklift, etc.) and install outboard wheel assem-
bly. 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 2. Inboard Tire

6. Install the wedge ring (3, Figure 2-4) so that the 9. Rotate the wheel and check that the runout is
protrusion of the wedge ring from the cover sur- within 5 mm. (0.20 in.)
face is uniform around the whole circumference 10. After installing the rear wheel assembly, travel
of the ring. Install clamp nuts (2). approx. 5 - 6 km (3-4 miles) to settle all contact-
7. Install air valve lock plate (1, Figure 2-4) ing portions, then tighten clamp nuts again to
8. Lower the machine to the ground. Tighten 225 ± 25 kg.m (1630 ± 181 ft. lbs.) torque.
clamp nuts (1, Figure 2-8) uniformly in the order Check torque periodically until proper torque is
of tightening shown in Figure 2-7. Tighten maintained.
clamp nuts to 225 ± 25 kg.m (1630 ± 181 ft.
lbs.) torque.
FIGURE 2-8. REAR WHEEL MOUNTING

1. Outboard Tire and 3. Clamp Nut
Rim 4. Inboard Tire and Rim
2. Clamp Nut

TIRE MATCHING
The matching of tires on drive axle dual wheel instal- Exact limitations are not specified by tire manufactur-
lations is important in order to achieve satisfactory ers, but a general rule is:
life, both of the tires and of the load carrying compo- Unloaded, inflated tires, when standing side by side,
nents of the final drive. should not exceed a 1% maximum variation in their
To check matching of duals already mounted on the diameters.
truck, use a large square. If one tire is too small, it Measuring of tire size is most accurate when the tire
becomes obvious as the square is laid across the is mounted on a wheel, inflated to correct pressure,
dual tires. The square can be made from two 1 in. x 2 and totally unloaded (off the truck, or off the ground,
in. wood strips (one piece long enough to span the if mounted on a truck). Use a steel tape placed in the
dual tires). The two wood strips should be squared center of the tread and measure the total circumfer-
with a carpenter's square and rigidly fastened to ence of the tire. Using the formula below, calculate
maintain a true 90° angle. the diameter, “d”.
Matching of tire diameters from one side of an axle to diameter “d” = measured circumference ÷ 3.1416
the opposite side is important to prevent unstable diameter “d” x 0.01 = Allowable Variation in size
load shifting, excess load on structural members,
and rapid wear of the internal components of the final
drive. The tires used on opposite sides of Komatsu Trucks
Side by side matching on dual wheel installations is should also be limited to a 1% variation in diameter of
necessary to prevent excess loading on the tire hav- the inflated, unloaded tires.
ing the larger diameter. Mismatched tires on the
duals cause unequal distribution of the load. Rapid
wear and/or tire blowout can result.

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 Front Wheel Hub And Spindle G03021

FRONT WHEEL HUB AND SPINDLES
FRONT WHEEL HUB
Removal
1. Block the rear wheels on both the front and rear Each Brake Caliper weighs approximately 70 kg.
sides. (154 lbs.) The Wheel Hub Assembly weighs
approximately 568 kg (1252 lbs.). Use adequate
2. Refer to Front Tire and Rim Removal, this Sec- lifting devices when lifting these components.
tion, and remove front tire and rim assembly.
3. Disconnect and cap brake lines at brake cali-
pers (10). 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 3. Wheel Hub
2. Retainer 4. Spacer

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 3. Capscrew
FIGURE 3-5. WHEEL HUB
2. Retainer
1. Oil Seal 3. Brake Disc
2. Outer Race 4. Outer Race
8. Check the number and thickness of the shims
behind retainer and keep in a safe place. 4. Remove bearing (1, Figure 3-6) and spacer (2).
9. Rock wheel hub assembly (2, Figure 3-4) lightly 5. Clean all metal parts in cleaning solvent.
from the rear, and push out together with bear-
ing (1).
10. Remove bearing (1), then remove wheel hub
assembly (2).
FIGURE 3-6. WHEEL BEARING

1. Bearing 3. O-RIng
2. Spacer
FIGURE 3-4. WHEEL HUB AND BEARINGS
1. Outer Bearing 2. Hub Assembly

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. Non-
destructive 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). Front Wheel Hub Bearing Adjustment
3. Using a push tool, press outer races (2 and 4, 1. Install retainer (1, Figure 3-8) with 3 mounting
Figure 3-5) into hub. capscrews without installing any shims. Rotate
4. Using a push tool, press fit oil seal (1) into hub. hub 20-30 times and tighten capscrews uni-
5. Set brake disc (3) in position on hub. Apply formly to 13.0 ± 0.5 kg.m (94 ± 4 ft. lbs.)
thread tightener Three Bond (TB1374) to the torque.
capscrews and attach brake disc to hub. 2. Measure dimension (A) from retainer to tip sur-
Tighten capscrews to 94.5 ± 10 kg.m (685 ± 72 face of axle with depth micrometer (2).
ft. lbs.) torque. NOTE: When removing the retainer, be careful that
6. Support or lift wheel hub with an adequate lifting the bearing does not come out.
device and install on spindle.
NOTE: Measure two places on retainer and take the
7. Fill the shaded portion (Figure 3-7) fully with average.
grease shown in Table 1. Approximately 17.5
liters (4.6 gallons) of grease is required for each 3. Remove retainer (1), and measure retainer
wheel. thickness C. Then select shim thickness equal
to B (B=A-C) + 0.3mm (0.012 in).
NOTE: Be careful not damage the oil seal on the
inside of the hub. NOTE: Select the combination of shims that gives
the minimum number of shims.
8. Install bearing (1, Figure 3-4).
Table 1: WHEEL BEARING GREASE

MANUFACTURER BRAND NAME
Mobil Oil Mobil Grease HP-2
Showa Shell Oil Super Duty Grease 2
Esso Oil Ronex MP
FIGURE 3-8. PRELOAD ADJUSTMENT

1. Retainer 2. Depth Micrometer

4. Apply thread tightener Three Bond (TB1374) to 2. Position A-Frame to frame and install spacers
the capscrews and install shims and retainer (3) and pins (7) with retaining capscrews.
(1). Rotate hub 20-30 times and tighten cap- Tighten capscrews to standard torque.
screws uniformly to 94.5 ± 10 kg.m (685 ± 72 ft. 3. Refer to Section H, Front Suspension Installa-
lbs.) torque. tion and install the front suspension.
NOTE: After tightening the bolts, rotate the hub and 4. Refer to section G, Front Tire and Rim Installa-
check that there is no abnormality in rotation. tion and install the front tires.
5. Fill the inside of the cover (shaded portion, Fig-

ure 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
1. Bushing 5. O-Ring
Both A-Frame mounting pins are the same. 2. Frame 6. Bearing
3. Spacer 7. Pin
Removal
4. Snap Ring/Seal
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 A-
Frame. 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).

CENTER TIE ROD PIVOT Installation
1. Press in bushings (4, 6, and 11).
Removal
2. Place pivot link in frame with O-Rings (5) and
1. Remove capscrews and washers (9, Figure 3- install pin (3). Install washer (1) and snap ring
10) and the grease lines connected to pins (3 (2).
and 10).
3. Install ball joint assembly (16), O-Rings (15),
2. Slide tie rod (13) away from pivot link (7). and snap ring (14) in pivot link.
3. Remove snap ring (2), washer (1) and pivot pin 4. Install seals (12).
(3).
5. Position tie rod in pivot link and install pin (10).
4. Remove pivot link. Install retaining capscrew and washer (9).
5. Remove seals (12), snap rings (14) and push 6. Connect grease lines to pins and lubricate all
out ball joint assembly (16). joints.
Inspection
1. Inspect all bushings (4, 6, and 11) for wear.
2. Inspect all seals (12) and O-Rings (5, and 15).
3. Replace any worn or damaged parts.
FIGURE 3-10. CENTER TIE ROD PIVOT

1. Washer 7. Pivot Link 13. Tie Rod
2. Snap Ring 8. Spacer 14. Snap Ring
3. Pivot Pin 9. Capscrew and washer 15. O-Ring
4. Bushing 10. Tie Rod Pin 16. Ball Joint
5. O-Ring 11. Bushing
6. Bushing 12. Seal

NOTES

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 Final Drive Attachments 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 Be sure jack is secure to lower mount so it will
hoist cylinder mounting. not slide off as jack is extended.
3. Support front and rear side of rear axle housing. 5. Block final drive securely in this position.
6. Remove pin retaining capscrew and remove pin
(4, Figure 4-1).
7. Remove spacers (3, Figure 4-2) and O-Rings
(5).
Remove only one link at a time. If more than one
link is to be removed at the same time, extra sup- 8. Remove snap ring (4) and bearing (6).
ports must be in place to prevent the frame and
axle from moving out of position.
FIGURE 4-2. LOWER LINK PIN

FIGURE 4-1. REAR AXLE 1. Bushing 5. O-Ring
1. Pin 3. Link 2. Frame 6. Bearing
2. Diagonal Link 4. Pin 3. Spacer 7. Pin
4. Snap Ring\Seal

Inspection DIAGONAL PANHARD ROD
1. Clean all parts.
Removal
2. Inspect pin for wear, galling and cracks.
1. Park truck on level surface and securely block
3. Inspect bearing for wear and freedom of move-
wheels.
ment.
2. Securely support frame on each side under
4. Inspect dirt seal for cracks or damage that could
lower hoist cylinder mounts. Support frame so
allow dirt to enter.
there is not any weight being applied to the rear
5. Replace any damaged or worn components axle.
found during inspection.
3. Support panhard rod (1, Figure 4-4).
4. Remove retainer capscrews from panhard rod
pins (7).
Installation
5. Remove panhard rod pins and panhard rod
1. Install one snap ring (4) and press bearing (6) in from frame and final drive case.
link until it contacts snap ring. Install second
6. Remove spacers (6, Figure 4-4) and O-Rings
snap ring.
(2).
NOTE: Install snap rings as shown in Figure 4-3. 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 FIGURE 4-4. DIAGONAL PANHARD ROD
1. Link 2. Snap Ring 1. Bearing 5. Pin
2. O-Ring 6. Spacer
3. Panhard Rod 7. Snap Ring
4. Bushing

Inspection
1. Clean all parts.
2. Inspect pin for wear, galling and cracks.
3. Inspect bearing for wear and freedom of move-
ment.
When installing panhard rod, misalignment of
4. Inspect dirt seal for cracks or damage that could second pin and bearing will probably occur.
allow dirt to enter. Raise or lower frame with jacks or adequate lift-
5. Replace any damaged or worn components ing device ON EACH SIDE OF FRAME. DO NOT
found during inspection. use rear suspensions, because there is no
restraint to keep frame from shifting to one side
Installation or the other.
1. Install one snap ring (7) and press bearing (1) in
link until it contacts snap ring. Install second
4. Place panhard in position and install pin (5) and
snap ring.
retaining capscrew. Tighten to standard torque.
NOTE: Install snap rings as shown in Figure 4-3. 5. Install grease lines.
2. Install new O-Rings (2, Figure 4-4) in bearings

(1).
3. Install spacers (6).

NOTES

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 Final Drive Center Case Assembly G05020

FINAL DRIVE CENTER CASE ASSEMBLY
The differential unit is designed to transmit the In order to adjust the bearings and gear backlash,
rotary power from the propeller shaft to the left and shims are used at the pinion end and adjusting nuts
right wheels. It consists of a reduction unit and a dif- are used at the bevel gear end.
ferential unit which provides a difference in rota-
tional speed to the left and right wheels when
negotiating curves. Specifications:
Splash-Type Lubrication
Because of its structure, the differential bearing is Ratio: 3.467
subject to force in the thrust direction and radial
direction. For this reason, a taper roller bearing is Oil: EO30-CD, 130l (34 gal)
used.
FIGURE 5-1. DIFFERENTIAL

1. Coupling 6. Cap 11. Side Gear (24 Teeth)
2. Park Brake Support 7. Differential Gear Case 12. Pinion Gear (20 Teeth)
3. Bearing Carrier 8. Cross Shaft 13. Bevel Pinion (15 Teeth)
4. Case 9. Bevel Gear (52 Teeth) 14. Shims
5. Nut 10. Differential Case

OPERATION
Straight-away-travel
In this case, bevel and side gears rotate at the same
Power from the pinion passes through the bevel
speeds so the case and the shaft turn as a single
gears to turn the differential case. The differential
unit.
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.
FIGURE 5-2. FINAL DRIVE HOUSING

1. Parking Brake 3. Axle Housing 5. Final Drive
2. Differential 4. Brakes 6. Fill Plug

Turning REAR AXLE
In a turn, the resistance on the inside tire is greater
Removal
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
Make sure jacks, lifting equipment and rigging
net effect is that the outside wheel turns at a rate
have adequate capacity and are securely
equal to the sum of the bevel gear speed and the dif-
attached to raise and hold rear of truck until
ferential pinion speed, while the inside one turns at a
blocking or support stands are securely
rate equal to the difference.
installed. Total weight of rear end of truck (with-
out body liners) is approximately 32 914 kgs.
(72,563 lbs). Weight of final drive assembly with
To Check Oil Level tires is approximately 15 875 kgs (35,000 lbs.).
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
1. Park truck on level surface.
plug hole, refill through the plug hole.
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 disconnect-
Specifications: ing parking brake linkage. Shut down engine.
• Reduction Ratio: 4. Raise rear of frame high enough to clear final
drive case as it is rolled from under truck.
>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 3. Link
2. Diagonal Link 4. Pin

5. Securely block under lower hoist cylinder mount 5. Attach lifting device to a rear suspension. Refer
structure of frame. to Section H, Rear Suspension Installation.
6. Block rear wheels to prevent final drive assem- Install both suspensions.
bly from moving. 6. Install drive line with slip joint end toward trans-
7. Remove drive line between final drive and mission. Tighten companion flange capscrews
transmission. Slide drive line out of protector to 18 ± 2 kg.m(130 ± 15 ft.lbs.) torque.
and set aside. 7. Install all hydraulic lines to rear brake assem-
8. Disconnect all hydraulic lines to wet disc brake blies and connect electrical ground strap at
assemblies. Cap/plug all ports and hoses to anchor pin.
prevent dirt entry.
9. Remove rock ejectors from both sides of body.
10. Completely vent nitrogen from both rear sus-
pensions. Refer to Section H, Oiling and Charg- Before placing truck in production, brakes must
ing Procedures. be bled. Refer to Section J for Brake Bleeding
11. Attach lifting device to a rear suspension. Refer procedure.
to Section H, Rear Suspension Removal. 8. Install rock ejectors on both sides of body.
Remove both suspensions. 9. Raise rear of frame and remove blocks or sup-
12. Refer to Final Drive Attachment, this Section, port stands from under lower hoist cylinder
for Lower Link and Panhard Rod Removal. mount structure.
Remove these components. 10. Start engine, release parking brake, install link-
13. Remove any electrical wiring, air lines or lube age from park brake. Refer to section J, Parking
lines that may interfere with removal of the final Brake Installation for instructions for connecting
drive assembly. parking brake linkage. Apply park brake, shut
down engine.
14. Remove blocks from behind rear wheels.
11. Charge all suspensions. Refer to Section H,
15. While supporting anchor structure, roll final
Suspension Oiling and Charging Procedure.
drive out from under frame.
NOTE: After installation, check for oil leakage at the

Installation 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.
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 (with-
out 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 Pan-
hard Rod Installation. Install Panhard Rod.

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 3. Drive Shaft
2. Cover
8. Remove guard (1, Figure 5-6) and cover (2).

9. Remove drive shaft assembly (3).
FIGURE 5-4. BRAKE LINES AND BRACKET

Ensure lifting equipment is of adequate capacity
1. Brake Lines 3. Bracket to handle 1500 kg (3307 lbs).
2. Brake Lines
10. Install a shackle to the differential mounting sur-
face, then fit a lever block to the pinion end, and
4. Remove hoses (1 & 2, Figure 5-4).
adjust the height when removing.
5. Remove bracket (3). Loosen the U-capscrews,
turn over the valve assembly bracket and set it NOTE: Be careful not to damage the seal surface of
on top of the cross-member. the housing.
6. Remove cover (1, Figure 5-5). 11. Remove differential assembly (2, Figure 5-7).
7. Install an eyebolt and remove shaft (2) with a
bar.
FIGURE 5-7. DIFFERENTIAL ASSEMBLY

FIGURE 5-5. COVER AND SHAFT 1. Lift Chain 2. Differential Assembly
1. Cover 2. Shaft

Installation DIFFERENTIAL ASSEMBLY
Disassembly
1. Set differential assembly in tool (2, Figure 5-8).
Tool (2) consists of repair stand 790-501-2000
Make sure lifting equipment is of adequate
and bracket 790-901-5110.
capacity to handle 1500 kg (3307 lbs).
2. Pump air into park brake spring cylinder to
NOTE: Be careful not to damage the seal surface of retract rod, then pull out connecting pin (3) of
the housing. slack adjuster lever (4), and remove spring cyl-
1. Install a shackle to the differential mounting sur- inder (1).
face, 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 cap-
screws and tighten to 94.5 ± 10 kg.m (684 ± 72
ft.lbs.) torque. If the air in the spring cylinder is released, the rod
2. Apply Three Bond TB1374 thread tightener to will suddenly extend, so be careful not to get
capscrews and install drive shaft assembly (3, caught.
Figure 5-6). Tighten capscrews to 18 ± 2 kg.m
(130 ± 14 ft.lbs.) torque.
3. Install guard (1) and cover (2).
4. Install shaft (2, Figure 5-5) with a bar and
remove eyebolt.
5. Install cover (1).
6. Install bracket (3, Figure 5-4).
7. Install hoses (1 & 2).
8. Refer to Slack Adjuster Installation, Section J,
and install slack adjuster assembly.
9. Refer to Parking Brake Spring Cylinder Installa-
tion, Section J, and install parking brake spring
cylinder.
10. Add 132 l (35 gal) of oil to the differential gear FIGURE 5-8. PARK BRAKE SPRING CYLINDER
case and 64 l (17 gal) of oil to each the final
drive gear case. Refer to Lubrication and Ser- 1. Spring Cylinder 3. Connecting Pin
vice, Section P, for oil specifications. Check dif- 2. Tool 4. Lever
ferential and each final drive for proper oil level.
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).

FIGURE 5-9. CALIPER
FIGURE 5-11. PINION AND CARRIER
1. Plate 3. Caliper
2. Pad 1. Lifting Device 2. Carrier Assembly
4. Remove retaining capscrew (3, Figure 5-10),

Disassembly of Pinion Carrier Assembly
and mounting capscrews (6), then remove cou-
pling (2) together with holder (4) and O-ring. 1. Remove carrier (2, Figure 5-12) together with
5. Remove support (5). inner bearing (3) from pinion gear (1).
6. Install coupling and lifting device (1, Figure 5- 2. Remove spacer (5), then remove inner bearing
11) and screw in pusher bolts, then lift off pinion (4).
and carrier assembly (2).
NOTE: Check the number and thickness of the
shims, and keep together in a safe place for
installation at re-assembly of pinion and carrier.
FIGURE 5-12. PINION BEARING
1. Pinion Gear 4. Inner Bearing

FIGURE 5-10. BRAKE COUPLING 2. Carrier 5. Spacer
1. Brake Disc 4. Holder 3. Inner Bearing
2. Coupling 5. Support
3. Capscrew 6. Capscrews

FIGURE 5-13. PINION GEAR AND RACES
FIGURE 5-15. DIFFERENTIAL MOUNTING
1. Outer Race 4. Holder
2. Outer Race 5. Inner Race 1. Cap 3. Adjustment Nuts
3. Carrier 6. Pinion Gear 2. Capscrews 4. Gear Assembly
3. Loosen mounting capscrews (2, Figure 5-15),

3. Remove holder (4, Figure 5-13), then remove and remove cap (1).
center bearing inner race (5) from pinion gear 4. Lift off differential gear assembly (4).
(6).
5. Remove left and right side bearing adjustment
4. Remove bearing outer races (2) and (1) from nuts (3).
carrier (3).
NOTE: The bearing is an adjustment-free bearing
assembly (2 tapered roller bearings and spacer), so Disassembly Of Differential Gear Unit
check the matching numbers, and keep as a set in a
safe place.
1. Using puller (1, Figure 5-16) remove bearing
Differential Gear Unit (2).
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.
FIGURE 5-14. DIFFERENTIAL

1. Locks 3. Nuts FIGURE 5-16. BEARING PULLER
2. Wrench 1. Puller 2. Bearing

FIGURE 5-17. DIFFERENTIAL FIGURE 5-19. SIDE GEAR
1. Case 2. Capscrews 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).

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 3. Pinion Gear
2. Ring Nut
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 10. Remove side gear (1, Figure 5-24).
1. Bearing 3. Collar
11. Remove thrust washer (1, Figure 5-25).
2. Bearing 4. Shaft
12. Remove bevel gear (3, Figure 5-26) from case
(2).
13. Remove bearing (1) from case (2)

14. Remove snap ring (2, Figure 5-27), then
remove bearing (1) from differential case (3).
FIGURE 5-27. DIFFERENTIAL BEARING

FIGURE 5-25. BEVEL GEAR 1. Bearing 3. Differential Case
1. Thrust Washer 2. Bevel Gear 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 5-
27) in differential case (3), and install snap ring
(2).
Assembly Of Differential Gear Assembly

FIGURE 5-26. DIFFERENTIAL BEARING
1. Install bevel gear (3, Figure 5-26) in differential
1. Bearing 3. Bevel Gear gear case (2). Apply Three Bond TB1374
2. Case 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.

FIGURE 5-28. BEARING INSTALLATION
1. Bearing 2. Shaft
FIGURE 5-29. BEARING INSTALLATION

NOTE: The bearing is an adjustment-free bearing
1. Side Bearing 2. Case
assembly, so check the numbers on the bearings,
collar, and outer races, and use only as a matching
set.
a. Using push tool, press fit outer races (1 & 2, 9. Heat side bearing (1, Figure 5-29) to 100° C
Figure 5-23) in pinion gear. (212° F) and install to case (2).
b. Using push tool, press fit bearing (1, Figure NOTE: Bearings should be heated by heat lamps, oil
5-28) to shaft (2). bath, or induction heaters. Do not use a torch or heat
c. Set pinion gear to shaft, then assemble col-
lar (3, Figure 5-22), and using push tool, NOTE: Check that there is no clearance between the
install bearing (1). end face of the case and the bearing.
d. Apply Three Bond thread tightener TB1374 10. Fit case (1, Figure 5-30) to housing. Apply
to ring nut (2, Figure 5-21). Hold pinion gear Three Bond thread tightener TB1374 to mount-
assembly (3) with press, and using wrench
09003-07280 (1), tighten ring nut (2).
6. Assemble pinion gear assembly (1, Figure 5-
20) to cross shaft (2), then raise and install to
case.
NOTE: 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.

ing capscrews (2) and tighten to 94.5 kg.m (684 b. Measure dimension between adapters with
ft.lbs.) torque. 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

NOTE: When measuring, hold the micrometer
1. Case 2. Capscrews securely with one hand, and put the probe in contact
parallel to the measurement adapter.
Installation Of Differential Assembly
c. Add 0.4 ± 0.15 mm (0.016 ± 0.006 in) to the
1. Tighten side bearing adjustment nuts (3, Figure measured dimension, and set scale of
5-15) temporarily, and place differential gear micrometer.
case assembly (4) temporarily.
NOTE: The added dimension becomes the amount
2. Align match marks and fit cap (1) to assembly. of deflection of the case before applying preload and
Rotate the bevel gear 20 - 30 turns to settle the after applying preload.
bearings, then tighten. Apply Three Bond
thread tightener TB1374 to mounting cap- d. Tighten adjustment nuts (3, Figure 5-14)
screws (2) and tighten to 175 kg.m (1266 from both ends, and continue to tighten with
ft.lbs.) torque. wrench 790-425-1660 (2), paying careful
attention to the groove that the lock enters.
3. Adjusting preload of bearing
a. Install measurement adapters 790-425-1670 NOTE: To settle the bearing properly when doing
(2, Figure 5-31) to both ends of cap. 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

hammer, check that there is no clearance at portion To prevent such trouble, this assembly procedure
(A), and adjust again. must be followed.
1. Using push tool, press fit outer races (1, Figure
Use a light and a feeler 5-34) and (2) in cage (3). Check that there is no
gauge to ensure there clearance between the outer races and the car-
is no gap. rier.
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

100°C (212°F), 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.
NOTE: Bearings should be heated by heat lamps, oil
bath, or induction heaters. Do not use a torch or heat
FIGURE 5-33. INPUT PINION ASSEMBLY

1. Capscrew & Washer 10. O-Ring
2. Park Brake Disc 11. Capscrew & Washer
3. Coupling 12. Holder
4. Capscrew & Washer 13. Bearing Race
5. Holder 14. Pinion Gear (15 T)
6. O-Ring 15. Bearing Carrier FIGURE 5-35. PINION GEAR
7. Park Brake Support 16. Shim Assembly
1. Holder 3. Pinion Gear
8. Oil Seal 17. Capscrew & Washer
2. Bearing Inner Race
9. O-Ring 18. Bearing Assembly
Input Pinion and Carrier Assembly 3. Heat bearing inner race* (1, Figure 5-36) to
100°C (212°F), then press onto pinion gear
When assembling the differential pinion carrier
shaft and install spacer (2).
assembly (Figure 5-33), if coupling bolts are not tight-
ened while the pinion bearing is turning, the bearing
will be damaged in a short period of operation.

*The bearing is an adjustment-free bearing, so then install pinion and cage assembly (1, Figure
check the matching numbers, and keep them 5-38) to differential case.
together as a set.
*NOTE: Use the same amount of shims that
*Check that there is no clearance between were removed at time of pinion disassem-
the end face of the pinion gear and the inner bly. If any parts, such as bearings, bearing car-
race. rier, 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 dif-
ferential case. Apply Three Bond thread tight-
ener TB1374 to mounting bolts and tighten to
56 ± 6 kg.m (405 ± 45 ft.lbs) torque.
FIGURE 5-37.
1. Bearing 3. Pinion Gear
2. Carrier
5. Coat the bearing rollers as well as the running FIGURE 5-39.

surfaces of the inner and outer races thoroughly
with E030-CD. 1. Park Brake Support 3. Oil Seal
2. O-Ring
6. Fit O-ring (10, Figure 5-33) onto bearing carrier

(15), and assemble shims* (16, Figure 5-33),

8. Fit coupling (4, Figure 5-40), O-ring and holder *2) Measure the axial bearing end play for: 0.01
(2), and apply Three Bond thread tightener - 0.17 mm (0.0004 - 0.0067 in.)
TB1374 to mounting bolt (3). Tighten bolt* (3)
Measuring method:
gradually to 225 ± 25 kg.m (1627 ± 180 ft.lbs)
torque while the bearing is turning (20 to 30 i) After the bearing has been run 20 to 30
rotations). *If the bolt (3) is tightened without rotations, set a dial gauge as shown in
keeping the bearing turning, there will be a pos- Figure 5-42 to align with Point Zero.
sibility of damaging the bearing.
FIGURE 5-42.
FIGURE 5-40. ii) Oscillate the coupling 20 to 30 rotations in

1. Park Brake Support 3. Bolt its lifted condition (approximately 300 kg)
2. O-Ring and Holder 4. Coupling 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 mea-
surement 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

Adjusting Tooth Contact, Backlash 2. Adjust tooth contact as follows.
Adjust backlash and tooth contact at the same time. a. Adjust the in and out movement of the bevel
pinion by changing the shims between the
1. Adjust backlash as follows.
differential case and bearing cage.
a. Move bevel gear with adjustment nuts (1 & 2,
b. Adjust tooth contact in Step 3.
Figure 5-44).
NOTE: When adjusting the bevel gear, do not
change the preload of the bearing. Always turn the
adjustment nuts at both ends the same amount in the
same direction.
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

3. Adjusting tooth contact Adjust the tooth contact as shown in the following
illustrations and procedure.
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 PROCEDURE FOR ADJUSTMENT
The tooth contact pattern should Adjust the drive pinion by adjusting the shims at the
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.
1. Reduce shims at drive pin-
ion to bring closer to driven
gear.
Drive pinion is too far from driven 2. Move driven gear further
gear. away from drive pinion and
adjust backlash correctly.
1. Increase shims at drive

pinion to move away from
driven gear.
Drive pinion is too close to driven 2. Move driven gear closer to
gear. drive pinion and adjust
backlash correctly.
1. Reduce shims at drive pin-

ion to bring closer to driven
gear.
Driven gear is too close to drive 2. Move driven gear further
pinion. away from drive pinion and
adjust backlash correctly.
1. Increase shims at drive

pinion to move away from
driven gear.
Driven gear is too far from drive 2. Move driven gear closer to
pinion. drive pinion and adjust
backlash correctly.

4. Caliper assembly
a. Install brake disc (1, Figure 5-46). Apply 5. Install spring cylinder assembly (1, Figure 5-
Three Bond thread tightener TB1374 to disc 48), and connect rod clevis with connecting pin
plate capscrews and tighten to 56 ± 6 kg.m (3) to lever of slack adjuster (4).
(405 ± 43 ft.lbs.) torque. 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
FIGURE 5-48. PARK BRAKE SPRING CYLINDER
b. Install plate (1, Figure 5-47) on one side tem-
1. Spring Cylinder 3. Connecting Pin &
porarily.
2. Tool Clevis
c. Fit pad (2) and install caliper (3). 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 3. Caliper
2. Pad

NOTES

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 Final Drive Planetaries and Wheel Hubs G06011

FINAL DRIVE PLANETARIES AND WHEEL HUBS
FINAL DRIVE
The final drive uses a planetary gear mechanism to To Check Oil Level
reduce the rotation speed and produce a greater Stop the machine so that the casting line is horizon-
driving torque. Of all the components in the drive tal and the drain plug is at the bottom. Remove the
train, the final drive has to bear the greatest fill plug and check the oil level. If the oil level is not
stresses. The lubrication system should be main- near the lower edge of the plug hole, add oil until it
tained properly to insure long life of the gears and reaches this level.
bearings.
FIGURE 6-1. FINAL DRIVE PLANETARY

1. Carrier 8. Spacer SPECIFICATION:
2. Planet Gear Shaft 9. Retainer Splash-type Lubrication
3. Planet Gear (39 Teeth) 10. Inner Hub Ratio: 6.50
4. Sun gear (18 teeth) 11. Drive Shaft Oil: EO30-CD, 64 l (17 gal) - each
5. Button 12. Wheel Hub side
6. Cover 13. Seal Drain
7. Ring Gear (99 Teeth)

CARRIER ASSEMBLY
Removal
1. Drain 64 l (17 gal) of oil from the final drive
case.
NOTE: If the drain plug is not at the bottom, use a
hydraulic jack (50t) to jack up the machine, then turn
the hub.
2. Remove cover (1, Figure 6-2).

3. Remove button (2).
4. Install an eye-capscrew at the end of drive shaft
(3, Figure 6-3), then use a bar to pull out drive
shaft.
5. Remove snap ring (4).
6. Remove sun gear (5).
7. Remove spacer (2).

1. Carrier Assembly 4. Snap Ring
2. Spacer 5. Sun Gear
3. Drive Shaft
Be sure lifting device is of adequate capacity to

handle 390 kg (860 lbs.) safely.
FIGURE 6-2. COVER AND BUTTON

1. Cover 2. Button

8. Remove carrier assembly (1). 2. Using a press, remove shaft (4).
FIGURE 6-4. CARRIER ASSEMBLY

FIGURE 6-5. CARRIER
1. Carrier Assembly 2. Rim
1. Bearings 5. Pinion Gear Assembly
2. Spacer 6. Capscrews
Installation
3. Plate 7. Capscrews
4. Shaft 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).
7. Install cover (1).
8. Add oil to the final drive case. Refill to the spec-
ified 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 3. Pull out pinion gear assembly (5), and remove
capscrews (7), then remove plate (3). two bearings (1) and spacer (2). (See Figures
6-5 and 6-6)
4. Remove outer race (1, Figure 6-7) and spacer
(2).

NOTE: The bearing is an adjustment-free bearing, so FINAL DRIVE ASSEMBLY
keep together as a set in a safe place.
5. Remove snap ring (3). Disassembly
6. Remove spacer (8, Figure 6-5) from carrier. 1. Remove rear wheel assembly. Refer to Rear
Wheel Removal, this section.
2. Remove carrier assembly as previously
described.
3. Shim retainer removal;
a. Using three evenly spaced tools 790-438-
1150 (3, Figure 6-8), secure inner gear (1) to
outer gear (2).
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 6-
9).
b. Remove mounting capscrews (2, Figure 6-

FIGURE 6-7. OUTER BEARING RACES 9), then remove retainer (1) and shims.
1. Outer Race 3. Snap Ring NOTE: Check the number and thickness of the
2. Spacer 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 FIGURE 6-8. GEARS AND RETAINER
ft.lbs.) torque. After rotating pinion gear 5 - 6
1. Inner Gear 3. Tool (790-438-1150)
turns, tighten six capscrews (2) and four cap-
2. Outer Gear 4. Capscrew
screws (6) to specified torque again.

FIGURE 6-11. INNER GEAR AND RING GEAR
1. Capscrews 3. Inner Hub
FIGURE 6-9. RETAINER 2. Holder 4. Ring Gear
1. Retainer 2. Capscrews
5. Rear wheel hub assembly.

4. Lift off ring gear assembly (1, Figure 6-10). Dis- a. Sling rear wheel hub assembly (1, Figure 6-
assemble ring gear assembly as follows. 12) or support with forklift, then remove nuts
(2, Figure 6-13).
a. Remove mounting capscrews (1, Figure 6-
11), then remove holder (2).
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 2. Hub

FIGURE 6-13. REAR WHEEL HUB
1. Tool (790-438-1150) 2. Nut
FIGURE 6-15. HUB AND BEARING

1. Hub Assembly 3. Outer Race
b. Pull out wheel hub assembly (2, Figure 6-14)
2. Outer Race
partly, remove bearing (1), then remove
wheel assembly.
NOTE: The bearing comes out easily, so be
extremely careful not to let it drop.
6. Remove bearing (1, Figure 6-16).
c. Remove outer races (2 & 3, Figure 6-15)

from wheel hub assembly (1).
FIGURE 6-16. BEARING

1. Bearing 2. Axle
FIGURE 6-14. HUB AND BEARING

1. Bearing 2. Hub Assembly

Assembly
1. Install bearing (1, Figure 6-16). 4. Shim, retainer
2. Wheel hub assembly a. Adjust preload of bearing as follows.
a. Using push tool 792-104-4501, press fit 1) With no shims assembled, install retainer
outer races (2 & 3, Figure 6-15) in wheel hub (1, Figure 6-9) temporarily with capscrews
(1). (2).
b. Install O-ring, then raise rear wheel hub 2) Remove tool (1, Figure 6-13) from 3
assembly (1, Figure 6-12), and set to inner places, and tighten nuts.
gear.
3) Rotate wheel hub 5 - 6 times and tighten
c. Install bearing (1, Figure 6-14). Apply Three capscrews uniformly to 15 ± 0.5 kg.m (108
Bond (TB1374) thread tightener to nuts (2, ± 3.6 ft.lbs.) torque.
Figure 6-13) and tighten nuts to 56 kg.m
(405 ft.lbs.) torque. NOTE: If the capscrews are tightened without
rotating the wheel hub, the bearing will not settle, and
NOTE: Do not remove tools (1, Figure 6-13) until the the correct preload cannot be obtained.
retainer has been completely secured.
4) Using depth micrometer (1, Figure 6-17)

3. Ring gear assembly
measure dimension “c” between end of
a. Assemble ring gear assembly as follows. shaft and outer edge of retainer (2).
b. Set inner hub (3, Figure 6-11) to ring gear 5) Remove retainer, and measure the thick-
(4). ness “a” of retainer. Select a shim thick-
c. Install holder (2), and apply Three Bond ness which is dimension “b”, by using the
(TB1374) thread tightener to mounting cap- formula below.
screws (6) and tighten. (b=c-a) and add 0.3 mm (0.012 in).
d. Raise ring gear assembly (1, Figure 6-10) b. Insert shim pack as determined above, then
and install. install retainer (1, Figure 6-9). Apply Three
Bond (TB1374) thread tightener to cap-
screws (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 sec-

tion, 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 2. Retainer

NOTES

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 3. Rear Suspension Cylinder 5. A-arm
2. Rear Axle Support 4. Radius Rod
SUSPENSION SYSTEM OPERATION

The suspension system supports the weight of the The front suspension consists of two basic compo-
chassis, and absorbs the shock from uneven road nents; a suspension cylinder and an A-arm.
surfaces to provide a comfortable ride for the opera- In addition to these functions, the front suspension
tor. At the same time, it maintains the stability of the employs an optional variable rate suspension sys-
machine by ensuring that all four wheels are always tem. In this system, the force of the suspension is
in contact with the ground surface. In this way, it automatically changed by selecting the damping
allows the machine to demonstrate its full perfor- force to match the travel conditions and load condi-
mance in items such as acceleration, braking, and tions. This further increases the stability and riding
turning, even when traveling at high speed. comfort of the machine.
The suspensions are hydro-pneumatic components If a variable rate suspension system or the payload
containing oil and nitrogen gas. The oil and gas in the meter is installed on the vehicle, both front suspen-
four suspension cylinders carry the gross truck sion cylinders will have a pressure sensor in place of
weight less wheels, spindles and final drive assem- the discharge plug.
bly.

FRONT SUSPENSION The damping force is produced inside valve assem-
bly (11, Figure 2-3) with orifice plate (3, Figure 2-4)
The front suspension cylinder functions as a shock
and leaf springs (1) and (2). They restrict the flow of
absorber and spring, and is connected by spherical
oil between oil chamber (B) and oil chamber (C), and
bearings to the lower A-arm and main frame. The
create a damping force.
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 sus-
pension cylinder. When this happens, the volume of
the nitrogen in the gas chamber changes elastically
under the input force, and absorbs the external force.
The nitrogen gas is sealed by a rod and oil, so it is
always subjected to a pressure corresponding to the
external force, and acts as a spring.
FIGURE 2-3. FRONT SUSPENSION

1. Feed Valve 9. Air Bleed Valve
2. Retainer 10. Tube
3. Flange 11. Valve Assembly
4. Stopper
5. Cylinder (with axle)
A. Gas Chamber
6. Rod
B. Oil Chamber
FIGURE 2-2. FRONT SUSPENSION 7. Wear ring
C. Oil Chamber
8. Air Bleed Valve

• When retracting, the nitrogen gas is compressed Removal
by the external force from the road surface. The
oil in oil chamber (B) flows from oil chamber (B) The suspension cylinders require only normal care
through valve assembly (11, Figure 2-3) and tube when handling as a unit. However, after being disas-
(10) to oil chamber (C). The oil flowing through sembled these parts must be handled carefully to
the valve from direction Y to orifice plate (3, prevent damage to the machined surfaces. Surfaces
Figure 2-4) is throttled by orifices in four places to are machined to extremely close tolerances and are
generate a damping force. precisely fitted. All parts must be completely clean
• When extending, the external force from the road during assembly.
surface weakens, the pressure of the nitrogen 1. Park unloaded truck on hard level surface.
gas extends the rod, and the oil in chamber (C, Block wheels and apply parking brake. Refer to
Figure 2-3) passes through tube (10) and valve Section G, Front Tire and Rim, and to Front
assembly (11) to oil chamber (B). The oil flowing Wheel Hub, to remove front wheel, tire and front
through the valve flows from direction Z and
wheel hub.
passes through two orifices from the orifice plate
to generate a damping force. 2. Remove cover from top of suspension. If
equipped with payload meter or variable rate
The variable rate suspension also controls the damp-
suspension, disconnect wire lead from sensor.
ing force by a variable orifice located in valve assem-
bly (11, Figure 2-3). Refer to Options and Special
Tools, Section M for information concerning the vari-
able rate suspension.
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 nitro-
gen pressure from suspension by loosening dis-
charge plug (2, Figure 2-5) no more than one
turn. After all nitrogen pressure has been
relieved, tighten the valve to 4.5 ± 0.5 kg.m (33
± 4 ft.lbs.) torque.
NOTE: If equipped with a pressure sensor, refer to
Oiling and Charging Procedures, this section, for
FIGURE 2-4. discharging nitrogen gas.
1. Leaf Springs 3. Orifice Plate
2. Leaf Springs
FIGURE 2-5. VALVE AND PLUG LOCATION

1. Air Bleed Valve 3. Charging Valve
2. Discharge Plug

1. Elbow Fitting 2. Brake Hoses
FIGURE 2-8. STEERING KNUCKLE
1. Capscrew 2. Capscrew
4. Remove the brake hoses (2, Figure 2-6).
5. Remove grease tubes (4, Figure 2-7) and
elbows (3).
6. Remove pins (2) and (5) and tie rod (1).
7. Remove steering cylinder rod (6). 8. If equipped with variable rate dampening, dis-
connect the air lines from the air cylinder on the
suspension.
9. Remove capscrew (2, Figure 2-8) by rotating
the knuckle arm approximately 40° towards the
chassis.
10. Steer the knuckle arm to straight ahead posi-
tion. Place a jack under the king pin and raise
up. Remove capscrews (1).
FIGURE 2-7. STEERING LINKAGE REMOVAL
1. Tie Rod 4. Grease Tubes

2. Pin 5. Pin
3. Elbow 6. Steering Cylinder

Installation
1. Clean all paint or protective coating from
mounting surface of suspension. Assure that
mount surfaces of suspension and A-frame are
Suspension weighs approximately 681 kg (1,500 smooth and free of any oil.
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 Suspension weighs approximately 681 kg. (1,500
2-9. lbs.). Be certain that lifting device is of adequate
capacity.
11. Remove pin (2) and two spacers and move sus-
pension away from frame.
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 Sec-
tion G for installation procedures.
10. Install brake hoses
11. After installation of suspension, it will be neces-
sary to check oil level and charge with nitrogen
gas. Refer to Suspension Oiling and Charging
1. Suspension Cylinder 2. Cylinder Pin procedure, this section.

SUSPENSION REBUILD
3. Remove flange mounting bolts (7) and air
Disassembly bleed plug (15).
1. Remove top suspension cover. 4. Raise cylinder rod (2) until it contacts stopper
2. Remove charging valve (8, Figure 2-10) and (3) and pushes stopper to step in cylinder.
discharge plug (9).
FIGURE 2-10. FRONT SUSPENSION ASSEMBLY

1. Wear Ring 7. Capscrew 13. Dust Seal 19. O-Ring
2. Rod Assembly 8. Charging Valve 14. Plate 20. Attenuation Valve
3. Stopper 9. Discharge Plug 15. Air Bleed Valve 21. Capscrew
4. Suspension Housing 10. Bushing 16. Spacer 22. O-ring
5. Flange 11. Seal 17. Plug 23. Tube
6. Retainer 12. Bushing 18. Buffer Ring

Assembly
Clean all components thoroughly. Lightly coat all O-
rings, 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 2-
12.
Note: Refer to Section M, Tools, for dimensions and
information required to fabricate tool No. 561-99-
FIGURE 2-11.
79220.
1. Rod Assembly 3. Tool (790-450-1120)
2. Capscrew 4. Cylinder Housing
5. Install tool 790-450-1120 (3, Figure 2-11) to cyl-

inder.
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).
FIGURE 2-12. BUSHING INSTALLATION
10. Remove seal (11) and bushing (10) from flange
(5). 1. Hydraulic Press 3. Bushing
11. Remove wear ring (1) from cylinder rod (2). 2. Tool (561-99-79220) 4. Flange
12. Remove attenuation valve tube (23) and attenu-

ation valve assembly (20). Refer to Attenuation 3. Install seal (11, Figure 2-10) and buffer ring (18)
Valve, page H2-11 for rebuild instructions. 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 Dis-
tributor.
2. Discard seals, O-rings, wipers, stopper etc. and
replace with new parts during assembly.
FIGURE 2-13. BUFFER RING ASSEMBLY

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 FIGURE 2-14. SEALANT APPLICATION
inside of cylinder housing. Refer to Section L,
Lubrication and Service for oil specifications. 1. Dust Seal A: Sealant Application
2. Retainer Area
10. Lift cylinder rod assembly over housing and 3. Spacer
lower rod assembly (with flange, spacer, B: No Sealant Allowed
4. Flange
retainer & plate) into bore of cylinder housing.
NOTE: Use caution when lowering the rod assembly 12. Install capscrews (7, Figure 2-10). through
into the cylinder. If the rod assembly is inserted too plate, retainer, spacer, flange, and into housing.
far, oil will be forced out of the housing. Tighten to 11.5 kg.m (83 ft. lbs.) torque.
11. Align flange (5) holes with housing (4) tapped 13. Install air bleed valve (15), discharge plug (9)
holes and push flange into suspension housing. and charging valve (8) using new packing gas-
a. Apply a thin coat of Liquid Gasket (LG-6) to kets. Tighten each item to 4.5 ± 0.5 kg.m (33 ±
top face of flange (4, Figure 2-14) and mat- 4 ft. lbs.) torque.
ing underside of retainer as shown by “A” in 14. Install cover on top of suspension.
Figure 2-14. DO NOT allow sealant to flow
into seal area “B”. 15. After installation of the suspension on the truck,
refer to Oiling and Charging Procedures in this
b. Install spacer (3) over flange and retainer (2) section and make final adjustments to the oil
over spacer. Install plate (14, Figure 2-10) on and gas levels.
retainer.

ATTENUATION VALVE (FIXED RATE) Assembly
1. Assembly of orifice plate assembly
Disassembly
a. Install two pins (10, Figure 2-15) in orifice
1. Remove four capscrews (1, Figure 2-15) and
plate (9).
remove orifice plate assembly (2) from valve
body (3). b. Place the three oblong leaf springs (1, Figure
2. Sub-disassembly of orifice plate assembly 2-16) on orifice plate, install plate (6, Figure
2-15) while adjusting pin. Install stopper
a. After removing capscrew (3, Figure 2-16), plate (5).
remove stopper plate (5), plate (6, Figure 2-
15), oblong leaf spring (1, Figure 2-16), cir- c. Place the three circular leaf springs (4, Fig-
cular leaf spring (4) from orifice plate (2). ure 2-16) on orifice plate. Install and tighten
capscrew (3) to 6.7 kg.m (48 ft. lbs.)
b. Remove pin (10, Figure 2-15) from orifice torque.
plate (9).
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 cap-
screws (1).
FIGURE 2-16. ORIFICE PLATE

1. Oblong Leaf Spring 4. Circular Leaf Spring
2. Orifice Plate 5. Stopper Plate
3. Capscrew
3. Install attenuation valve assembly (20, Figure 2-

FIGURE 2-15. ATTENUATION VALVE 10) on housing (4) using a new O-ring (19).
Apply thread locker LT-2 to threads on cap-
1. Capscrew 6. Plate screws (21). Install with washers and tighten to
2. Orifice Plate Assembly 7. Oblong Leaf Spring 28 kg.m (202 ft. lbs.) torque.
3. Valve Body 8. Circular Leaf Spring 4. Install tube (23) using new O-rings (22). Tighten
4. Capscrew 9. Orifice Plate capscrews to standard torque.
5. Stopper Plate 10. Pin

NOTES

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 compo-
nents: 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 pres-
sure. See Oiling and Charging Procedures this sec-
tion, for proper charging and discharging instructions.
The suspension cylinder requires only normal care
when handling as a unit. However, after being disas-
sembled, 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 sys-
tem, both rear suspension cylinders will have a pres-
sure 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 cav- FIGURE 3-1. REAR SUSPENSION
ity (6), quickly filling cavity (6).
1. Discharge/Air Bleed 4. Rod
Valve 5. Ball
2. Charging Valve 6. Cavity
3. Nitrogen Gas Area 7. Oil Area

3. Extending action .
a. After the machine has passed over any
bump or object on the road surface, the cyl-
inder 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.
FIGURE 3-2. REAR SUSPENSION

Removal
1. Top Pin 3. Suspension Cylinder
2. Lower Pin
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 installa- Installation
tion. 1. Attach lifting device to suspension. Suspension
3. Wearing face mask or goggles, crack open dis- weighs approximately 240 kg. (530 lbs.)
charge valve and discharge nitrogen pressure
from suspension. If oil escapes with the nitro-
gen, tighten valve slightly. Tighten discharge
valve after all nitrogen is released from suspen-
sion.
4. Remove suspension lower mount pin (2, Figure
Suspension weighs approximately 240 kg. (530
3-2) retainer bolt.
lbs). Be certain that lifting device is of adequate
capacity.
2. Position suspension on truck and install upper

Suspension weighs approximately 240 kg. (530 mount pin (1, Figure 3-2) and spacers and pin
lbs). Be certain that lifting device is of adequate retaining capscrew.
capacity. 3. Install lower mount pin (2, Figure 3-2) and spac-
5. Attach lifting device to suspension. Suspension ers and pin retaining capscrew.
weighs approximately 240 kg.(530 lbs.) 4. After installation of suspension, it is necessary
6. Remove retaining capscrew and top mount pin to check oil level and charge with nitrogen gas.
(1, Figure 3-2) and spacers and remove sus- Refer to Suspension Oiling and Charging Pro-
pension from truck. cedure, this section.
7. Retract rod and move suspension to work area.

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 3-
3) 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), O-
ring (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 Dis-
tributor.
2. Discard seals, O-rings, wipers, rod wear ring,
FIGURE 3-3. REAR SUSPENSION
and bushings. Replace with new parts during
assembly.
1. Discharge/Air Bleed 9. Backup Ring
Valve 10. Packing
2. Charging Valve 11. Bushing
3. Wear Ring 12. Retainer
4. Rod 13. Dirt Seal
5. Ball 14. Capscrew
6. Bushing 15. Spring Washer
7. Flange 16. Spacer
8. O-ring 17. Buffer Ring
18. Housing

Assembly 3. Assemble retainer components:
NOTE: Clean all parts thoroughly. Lightly coat all O- a. Press bushing (11) into retainer (12) bore.
rings, backup rings, seals and wipers with petroleum b. Apply LT-2 adhesive to outside surface of
jelly or suspension oil. dirt seal (13). Install seal in retainer.
4. Install flange (7), Spacer (16) and Retainer (12)
1. Install wear ring (2, Figure 3-4) to rod (1). over piston rod.
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
FIGURE 3-4. ROD AND WEAR RING top face of flange (4, Figure 3-6) and mating
1. Cylinder Rod 2. Wear Ring underside of retainer as shown by “A” in Fig-
ure 3-6. DO NOT allow sealant to flow into
seal area “B”.
2. Assemble flange components:
b. Lower spacer (3) over flange and retainer (2)
a. Press new bushing (6, Figure 3-3) into bore
over spacer.
in flange (7).
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 A: Sealant Application
FIGURE 3-5. BUFFER RING ASSEMBLY 2. Retainer Area
3. Spacer
B: No Sealant Allowed
4. Flange

10. Install capscrews (14, Figure 3-3) and washers REAR SUSPENSION SPHERICAL
(15). Tighten capscrews to 18 kg.m (130 ft. BEARING REPAIR
lbs.) torque.
NOTE: If either top or bottom spherical bearings are
11. Install protective skirt to housing. Install cover to be replaced with the suspension mounted on
over charging and air bleed valves. 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 dam-
aged.
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 pro-
cedure, this section.

NOTES

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 Oiling and Charging Procedures H04019

OILING AND CHARGING PROCEDURES
GENERAL
NITROGEN GAS SPECIFICATIONS
Suspensions which have been properly charged will
provide improved handling and a better ride while Nitrogen gas used in Property Value
suspension cylinders
improving the service life of the truck main frame and must meet or exceed
Nitrogen____ 99.9% Min.
suspensions. Water______ 32 PPM Max
CGA Specification G-
Dew Point __ -55°C(-68°F) Max.
10.1 for Type 1, Grade
NOTE: Inflation pressures and exposed piston F Nitrogen Gas.
Oxygen_____ 0.1% Max.
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. All suspensions are charged with compressed
Keeping the truck GVW within the specification will nitrogen gas with sufficient pressure to cause
result in a better ride and will extend the service life injury or damage if improperly handled. Follow
of the truck main frame and suspensions. all safety notes, CAUTIONS, and WARNINGS in
these procedures to prevent accidents during
servicing and charging.
Proper charging of suspensions requires that three
(3) basic conditions be established in the following FRONT SUSPENSION
order:
1. Park unloaded truck on a hard level surface.
1. Oil level must be correct. Block wheels, apply parking brake.
2. Suspension piston rod extension for nitrogen 2. Check that the bottom of the cylinder cover is
charging must be correct and this dimension be within the range marked by arrows (Figure 4-1)
maintained during nitrogen charging. 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
For best results, suspensions should be charged in is not within the area indicated by the arrows,
pairs (fronts together and rears together). If rears are the front suspensions will have to be serviced.
to be charged, the fronts should be charged first.
NOTE: The oil level should be checked:
NOTE: Set up dimensions specified in the charts • Before charging or adding nitrogen.
must be maintained during oiling and charging • When there are signs of oil leakage.
procedures. However, after truck has been operated, • After rebuild/repair and the suspension is
these dimensions may vary. installed on the truck.
Equipment List
1. Service Kits:
a. EC6027 Oil Charging Kit (Figure 4-5)
b. EC3331 Nitrogen Charging Kit (Figure 4-6)
2. Jacks and/or Overhead Crane
3. Oil (MIL-L-2104C, SAE 10W)
4. Dry Nitrogen (See Nitrogen Specifications
Chart)
FIGURE 4-1. FRONT SUSPENSION HEIGHT

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 FIGURE 4-2. VALVE AND SENSOR LOCATION
plug (2) or a pressure sensor assembly. The pres-
sure sensor assembly is used if the truck is equipped 1. Air Bleed Valve 3. Charging Valve
with an on-board load weighing system or variable 2. Discharge Plug
rate suspension and takes the place of the discharge
plug.
1. Park unloaded truck on a hard level surface.
Block wheels, apply parking brake.
2. Remove outside covers and thoroughly clean
area around charging valves (3, Figure 4-2) on
the suspensions.
3. If equipped with a pressure sensor, disconnect
the pressure sensor wire lead.
4. Set hydraulic jack (1, Figure 4-3) under the
main frame and raise jack to contact the frame.
NOTE: When releasing the nitrogen gas, there is
danger that releasing the gas from the valve core of
charging valve (3, Figure 4-2) will damage the valve
core, so remove the gas by loosening the discharge
plug (2) or sensor valve assembly (2, Figure 4-4).
FIGURE 4-3. OIL HEIGHT
1. Jack (50 ton) A. 97 ± 3 mm (3.8 ± 0.12 in)

2. Frame
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 FIGURE 4-4. PRESSURE SENSOR
the gas will be discharged.
1. Schrader Valve 3. Adapter
2. Valve Assembly 4. Sensor

5. Wearing face mask or goggles, discharge nitro- 12. Remove discharge plug (4) (or sensor valve
gen pressure from suspension by loosening the assembly if equipped), then operate oil pump
discharge plug (2, Figure 4-2) one turn. If until no bubbles come out with the oil from the
equipped with a pressure sensor, loosen valve discharge plug hole.
assembly (2, Figure 4-4) one turn. (DO NOT 13. When no more bubbles come out with the oil,
loosen more than one turn). install and tighten the discharge plug to 4.5 ±
6. Operate the hydraulic jack (1, Figure 4-3) so 0.5 k.gm (33 ± 3 ft.lbs.) torque.
that dimension “A” of the cylinder is 97 ± 3 mm
14. After filling with oil, remove the oil pump and fit-
(3.8 ± 0.12 in.)
tings, then install charging valve (3) and tighten
7. After all nitrogen pressure has been relieved, valve to 4.5 ± 0.5 k.gm (33 ± 3 ft.lbs.) torque.
close the discharge plug (4, Figure 4-5) (or sen-
sor valve assembly if equipped).
8. Remove charging valve (3), and install adapter
(2).
9. Connect hose (1) and oil pump (8). 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
Dry nitrogen is the only gas approved for use in
cylinder until no bubbles come out with the oil
suspensions. Charging of these components
from air bleed valve hole (6).
with oxygen or other gases may result in an
11. When no bubbles come out with the oil, tighten explosion which could cause fatalities, serious
air bleed valve (5) to 4.5 ± 0.5 k.gm (33 ± 3 injuries and/or major property damage. Use only
ft.lbs.) torque. 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 sus-
pension charging valve stem.
FIGURE 4-5. OIL CHARGING KIT (EC6027) 6. Turn “T” handles (6) clockwise (this will depress
1. Hose 5. Air Bleed Valve core of charging valve and open gas chamber
2. Adapter 6. Air Bleed Hole of suspension).
3. Charging Valve 7. Oil Pump Lever
4. Discharge Plug 8. Oil Pump

7. Turn handle of regulator (11) slowly clockwise, 10. Turn handle (6) of valve adapter (5) fully coun-
set the pressure reading of gauge (2) to the terclockwise to close charging valve. Then
required pressure (see chart below Figure 4-7), remove charging equipment, remove jack, and
then operate valves (3 & 4) to fill the suspension install covers removed in step 2 of oiling proce-
cylinders with nitrogen gas. dure.
8. Fill the left and right cylinders at the same time. NOTE: Do not lose the charging valve O-rings.
Verify required charging pressure on gauge (10)
by closing valve (4). 11. Install caps with O-rings on charging valves (3,
Figure 4-2).
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) counterclock-
wise to close.
OILING CHARGING CHARGING

HEIGHT HEIGHT PRESSURE
DIMENSION 2
mm mm kg/cm
(in.) (in.) (psi)
97 ±3 242 ±10
FRONT “A”
(3.8± 0.12) (9.5 ±0.4) 39.5 ±5
319 ±3 484 ± 10 (561 ±70)
FIGURE 4-6. NITROGEN CHARGING KIT (EC3331) FRONT “B”
(12.6 ±0.12) (19.1 ±0.4)
1. Nitrogen Cylinder Gauge Dimension “A” is measured from the top of the cover to
2. Charging System Gauge the top of the suspension cylinder plate. Do not
3. Manifold Outlet Valves (from gauge) include capscrews in measurement. Removal of an
4. Inlet Valve (from regulator) access panel on the top cover is required.
5. Connection Valve w/EC2253 Adapter Installed
Dimension “B” may be used without removal of the cov-
6. Valve “T” Handle
ers, if “ARROW” marks are missing or obscured.
7. Discharge Plug
8. Air Bleed Valve NOTE: Set-up dimensions specified in the charts must
9. Manifold be maintained during oiling and charging procedures.
10. Charging Pressure Gauge (Suspensions) However, after truck has been operated, these
11. Regulator Valve (Nitrogen Pressure) dimensions may vary. After charging suspension,
12. Dry Nitrogen Gas (see Specifications, Page H4-1) operate empty truck over a short course and then park
truck on a level surface. Record dimensions again and
NOTE: Arrangement of parts may vary from illus- save for periodic reference.
tration above, depending on Charging Kit P/N.

REAR SUSPENSION NOTE: Oiling and nitrogen charging dimensions for
these suspensions must be measured from the
1. Park unloaded truck on a hard, level surface.
bottom of rod diameter to the bottom of suspension
Block wheels, apply parking brake.
cylinder plate (dimension “A” in Figure 4-11).
2. Thoroughly clean around charging valves on
suspensions. Remove protective covers from 1. Use lifting equipment (crane or hydraulic jacks)
charging valves. to raise truck to establish the dimension for oil-
ing shown in the chart below Figure 4-11.
3. If equipped with pressure sensor, disconnect
the pressure sensor wire lead. 2. Remove outside covers and thoroughly clean
area around charging valves on the suspen-
sions.
All suspensions are charged with compressed

nitrogen gas with sufficient pressure to cause
injury or damage if improperly handled. Follow Make certain all personnel are clear and support
all safety notes, CAUTIONS and WARNINGS in blocks are secure before relieving nitrogen pres-
these procedures to prevent accidents during sure from the suspension. Use a face mask or
servicing and charging. goggles when venting nitrogen.
NOTE: When releasing the nitrogen gas, there is
danger that releasing the gas from the valve core of
Rear Suspension Oiling 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).
Lifting equipment (crane or hydraulic jacks) must

be of sufficient capacity to lift truck weight. Be
certain that all personnel are clear of lift area
Turning the discharge plug more than three turns
may result in the discharge plug being forced out
of the suspension by the gas pressure inside.
When loosening the valve assembly (2, Figure 4-
9), loosen only the valve assembly (2). Do not
loosen the pressure sensor (4) or adapter (3).
Wear a face mask or goggles while relieving
nitrogen pressure.
valve slightly so only the gas will be discharged.
FIGURE 4-8. OIL CHARGING KIT

1. Hose 4. Discharge/Air Bleed
FIGURE 4-9. PRESSURE SENSOR
2. Adapter Valve
3. Charging Valve 5. Oil Pump Lever 1. Schrader Valve 3. Adapter
6. Oil Pump 2. Valve Assembly 4. Sensor

3. Wearing face mask or goggles, discharge nitro-
gen pressure from suspension by loosening dis-
charge 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 sen-
sor valve assembly if equipped). The suspen-
sion should have collapsed slowly as gas
pressure was released. Truck weight should
now be supported by the crane or jacks.
5. Remove charging valve (3), and install adapter
(2).
6. Connect hose (1) and oil pump (6).
7. Loosen discharge valve (4) one turn, then fill
with oil until no air bubbles are present in
expelled oil from the discharge valve.
8. When no more bubbles come out with the oil,
tighten the discharge valve to 4.5 ± 0.5 k.gm
(33 ± 3 ft.lbs.) torque.
9. After completion of supplying the oil, remove
the oil pump, then install and tighten charging
valve (3) to 4.5 ± 0.5 k.gm (33 ± 3 ft.lbs.) FIGURE 4-10. NITROGEN CHARGING KIT
torque. (EC3331)
1. Nitrogen Cylinder Gauge
2. Charging System Gauge
3. Manifold Outlet Valves (from gauge)
Rear Suspension Nitrogen Charging
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
Lifting equipment (crane or hydraulic jacks) must 9. Manifold
be of sufficient capacity to lift the truck weight. 10. Charging Pressure Gauge (Suspensions)
Be certain that all personnel are clear of lift area 11. Regulator Valve (Nitrogen Pressure)
NOTE: Arrangement of parts may vary from
1. Raise rear of truck with crane or jacks to pro- illustration above, depending on Charging Kit P/N.
vide dimensions shown in chart below figure 4-
11. 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/
Dry nitrogen is the only gas approved for use in cm2 (140 psi) or more, to clean out all dirt or dust.
suspensions. Charging of these components (Dirt or dust in the system causes failures.)
with oxygen or other gases may result in an 3. Open valve on gas cylinder, and check the
explosion which could cause fatalities, serious pressure reading of regulator gauge (1).
injuries and/or major property damage. Use only
NOTE: Internal pressure of gas cylinder should be
nitrogen gas meeting the specifications shown
somewhat higher than Suspension Charging
on page H4-1.
Pressure (see chart below Figure 4-11).
4. Turn “T” handles (6, Figure 4-10) of adapters
(5) completely counterclockwise.

5. Be certain outlet valves (3) and inlet valve (4)
are closed (turned completely clockwise).
6. Attach charging valve adapters (5) to each sus-
pension charging valve stem.
7. Turn “T” handles (6) clockwise (this will depress
core of charging valve and open gas chamber
of suspension).
8. Turn handle of regulator (11) slowly clockwise,
set the pressure reading of gauge (2) to the
required pressure (see chart below Figure 4-
11), then operate valves (3 & 4) to fill the sus-
pension 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 FIGURE 4-11. REAR SUSPENSION
nitrogen gas. Turn handle of regulator (11)
counterclockwise to close off nitrogen flow.
11. Turn handle (6) of valve adapter (5) fully coun- CHARGING
OILING CHARGING
terclockwise to close charging valve. Then PRESSURE
HEIGHT HEIGHT
remove charging equipment. Remove the lifting DIMENSION
mm mm kg/cm2
equipment (crane or hydraulic jacks) and install (in.) (in.) (psi)
covers removed in step 2 of oiling procedure.
175 ± 3 222 ± 10 26.0 ± 5
REAR “A”
NOTE: Be careful not to lose the O-rings off the (6.9 ± 0.12) (8.7 ± 0.4) (370 ± 70)
charging valves. Dimension “A” is measured from the bottom of rod diam-
12. Install caps with O-rings on charging valves (3, eter to the bottom of the suspension cylinder plate.
Figure 4-8). Do not include capscrews in measurement.
NOTE: Set-up dimensions specified in the charts
must be maintained during oiling and charging
NOTE: Check for changes in length caused by procedures. However, after truck has been operated,
variation in ambient temperature. these dimensions may vary. After charging
suspension, operate empty truck over a short course
Depending on the ambient temperature, the gas in
and then park truck on a level surface. Record
the suspension may expand or contract, so the
dimensions again and save for periodic reference.
length will also change. In territories where there are
big differences in temperature throughout the year,
inspect periodically and adjust to keep the length
within the specified range shown in Figures 4-7 and
4-11.
The rear suspensions are now ready for operation.

Visually check piston rod extensions both with truck
loaded and empty. Record extension dimensions.
Maximum downward travel is indicated by the dirt
ring at the base of the piston. Operator comments on
steering and suspension rebound should also be
noted.

NOTES

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 Brake Circuit Operation J02034

BRAKE CIRCUIT OPERATION
The operator of the truck applies the service brakes If air system pressure decreases below 3.2 kg/cm2
by use of a foot operated treadle valve in the cab. (45 psi), the emergency brakes apply automatically.
The brake circuit is an air controlled, hydraulically If air pressure continues to decrease, the parking
applied dry and wet disc system. brake will also apply.
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 COMPONENT DESCRIPTION
the pressure converters. The air pressure from the
air tank through the RE-6 valve should be equal to The main air system supplies air for actuation or
the air pressure from the service brake pedal. If a fail- release of all brake circuits. After the truck engine
ure of the air supply circuit or excessive air leakage has been started, pressurized air flows through the
from the (wet) air tank allows pressure to drop below wet air tank to the dry air tanks to the emergency
relay valves mounted near the tanks. As circuit pres-
3.2 kg/cm2 (45 psi), it will cause the RE-6 valve to go
sure increases, the RE-6 valve directs air to the pres-
into an “emergency mode”. This will apply the air
sure converters which apply the brakes while air
pressure stored in the (dry) air tanks (front and rear)
system pressure is building. The service brakes will
to the pressure converters.
remain applied until the pressure reaches approxi-
To control truck speed without use of the service mately 7.0 kg/cm2 (100 psi), at which point the
brakes, the operator may use the hand operated con- exhaust valve of the RE-6 valve will open and
trol valve lever to apply the rear wheel wet disc release the brakes.
brakes. This valve provides pressure to rear brakes
only to reduce truck speed. Use of only the rear
AIR TREADLE VALVE
brakes decreases the possibility of the truck skidding
on slippery roads. The brake circuit is controlled by a dual section trea-
dle valve located on the floor of the cab. When the
For full braking power in an EMERGENCY situation, brake pedal is depressed, air pressure within the two
the operator can manually apply the emergency sections of the brake valve is directed to two sepa-
brake. Located on the console next to the operator, rate brake circuits. One air circuit controls operation
the emergency brake control valve lever is to be of a brake circuit for actuation of the two brake actua-
used for emergency application of the wheel brakes tors, both front and one rear brake assemblies. The
in an EMERGENCY ONLY. DO NOT use the emer- other circuit actuates the other two brake actuators. If
gency brake valve to stop the truck during normal one brake circuit should malfunction, the other circuit
operation! is still available to apply the brakes. The flow of air
The parking brake toggle lever, mounted on the con- from each section of the dual brake valve passes
sole next to the operator, enables the operator to through a valve located in each circuit and then to the
apply and release the parking brake. The parking emergency relay valves (RE-6) mounted on the front
brake is spring applied and air released. It should be and rear dry tanks. The emergency relay valves reg-
used when parking the truck in a designated parking ulate pressure from the dry air tanks to be applied to
area. 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 con-
ditions), 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.

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 pres-
sure 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 pres-
sure converters.
FIGURE 2-2. SYSTEM CHARGING

Below 6.3 - 7.0 kg/cm2 (90 - 100 psi)

When air pressure reaches approxi-
mately 7.0 kg/cm2 (100 psi), the
exhaust area of the inlet and exhaust
valve will open, releasing all air pres-
sure 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


FIGURE 2-5. BRAKE PEDAL APPLICATION
During normal brake application, regulated system
air pressure is metered from the service brake trea-
dle 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 pres-
sure 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 pres-
sure converters then apply hydraulic pressure to the
brake actuators. The air flow is assisted by the vol-
ume of air stored in the dry air tank which aids in a
more rapid application of the brakes.
FIGURE 2-6. BRAKES APPLIED - VALVE FIGURE 2-5. BRAKE PEDAL APPLICATION
BALANCED
When air pressure below the relay piston is equal to
the air pressure above it, the relay piston and emer-
gency piston will lift slightly and the inlet area of the
inlet and exhaust valve will close. The valve is then in
a balanced condition
NOTE: The brakes are not necessarily fully applied
when the valve is in a balanced position, but are
applied only to the extent of pressure applied by the
operator at the brake treadle valve. Should the
operator continue to depress the brake pedal,
additional air pressure will open the inlet passage in
the RE-6 valve. Again the balanced condition will
occur if the operator stops and retains the brake
pedal in one position.
Releasing
When the operator releases the brake pedal, air in FIGURE 2-6. BRAKES APPLIED - VALVE
the service port line is exhausted through the BALANCED
exhaust port of the service brake valve. Upward
movement of the relay piston unseats the exhaust
portion of the inlet and exhaust valve and air in the
pressure converter is exhausted through the RE-6
valves releasing the brakes.
FIGURE 2-7. FULL EMERGENCY

Whenever air pressure at the Emergency port drops
to 3.2 kg/cm2 (45 psi), the check valve in the RE-6
valve closes and spring pressure lifts the emergency
piston. The inlet portion of the inlet and exhaust valve
opens and the exhaust portion closes, applying air
tank pressure out of the delivery ports to the pres-
sure 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

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 9. Head

2. Cam follower 10. Ring
3. Cam 11. Spring
4. Cover 12. Piston
5. Valve guide 13. Spring
6. Body 14. Valve
7. Stem 15. Valve seat
8. Spring

1. Clamp 4. Plunger
2. Pin 5. Spring
3. Handle

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 depend-
ing 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 com-
pletely released. FIGURE 2-13.

PARKING BRAKE PILOT VALVE
Function
If the air for the emergency brake circuit is cut, the
circuit between the parking brake valve and parking As a result, the parking brake is set to the TRAVEL
relay valve is shut off and the parking brake is position.
applied.
When no air is being sent to the emergency
Operation brake circuit (Figure 2-16):
When air is being sent to the emergency Piston (1) is moved up by the spring, the air from
brake circuit (Figure 2-15): rear air tank is shut off, and the air from the relay
Piston (1) is moving down in the direction of the valve is released to the atmosphere, so the parking
arrow, so the air from the rear air tank is sent to the brake is applied.
relay valve.
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

FIGURE 2-17. PARKING BRAKE RELAY VALVE
1. Cover A. From Parking Brake Pilot Valve
2. Relay Piston B. From Air Tank
3. Body C. Exhaust Port
4. Exhaust Cover D. To Parking Brake Chamber
PARKING BRAKE RELAY VALVE Parking brake valve in PARKING

(Figure 2-19):
Function
The pressurized air in the piston upper section (A)
Parking brake valve in TRAVELING will be exhausted through the parking brake valve,
(Figure 2-18): reducing the pressure in (A).
Pressurized air will enter (A), the upper section of the Consequently, the relay piston will be pushed up by
relay piston, causing the piston to lower. Then, the the pressurized air in the section (B), causing the
exhaust valve seat (1) will close the exhaust port (C) exhaust port to open. Thus, the air in the section (B)
and open the valve (2). 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 FIGURE 2-19. PARK BRAKE APPLIED
1. Exhaust Valve Seat D. To Parking Brake 4. Relay Piston D. To Parking Brake
2. Valve Chamber Chamber
A. From Parking Brake E. From Air Tank A. From Parking Brake E. From Air Tank
Pilot Valve F. From Parking Brake Pilot Valve F. To Parking Brake
C. Exhaust Port Pilot Valve B. Chamber Pilot Valve
C. Exhaust Port

BRAKE CHAMBER
FIGURE 2-20. FRONT BRAKE CHAMBER

1. Piston 3. Air Cylinder 5. Master Cylinder
2. Push Rod 4. Breather 6. Piston
FRONT
Air cylinder Master cylinder
Ratio: 23.7:1 Fluid used: Engine oil (SAE10W)
Fluid used: Air Effective area: 12.6 cm2 (1.95 in.2)
Effective area: 314 cm2 (48.7 in.2) Delivery oil quantity: 120 cc @ 97 mm (3.88 in.)
Stroke: 100 mm (3.94 in.) stroke
Max. operating pressure: 9 kg/cm2 (128 PSI) Max. operating pressure: 207 kg/cm2 (2944 PSI)
Normal operating pressure: 8.3 kg/cm2 (118 PSI) Normal operating pressure: 200 kg/cm2 (2845 PSI)
FIGURE 2-21. REAR BRAKE CHAMBER

1. Air cylinder 4. Rod 7. Master Cylinder 10. Body
2. Air cylinder 5. Breather 8. Bleeder Valve 11. Sensor
3. Spring 6. Piston 9. Piston Valve 12. (Brake Line Failure)
REAR
Air cylinder Master cylinder
Ratio: 7.0:1 Fluid used: Engine oil (SAE10W)
Fluid used: Air Effective area: 50.2 cm2 (7.78 in.2)
Effective area: 314 cm2 (48.7 in.2) Delivery oil quantity: 480 cc @ 97 mm (3.88 in.)
Stroke: 133.5 mm (5.26 in.) stroke
Max. operating pressure: 9.5 kg/cm2 (135 PSI) Max. operating pressure: 51 kg/cm2 (725 PSI)
Normal operating pressure: 8.3 kg/cm2 (118 PSI) Normal operating pressure: 47 kg/cm2 (668 PSI)

SLACK ADJUSTER Specifications
The slack adjuster is installed in the circuit between Replacement oil volume: 231.2 cc (14 in.3) each
the brake chamber and brake piston. side
Effective area: 50.3 cm2 (7.80 in2)
The slack adjuster controls the return stroke of the Stroke: 46 mm (1.81 in.)
brake piston (by controlling the amount of return oil),
Normal pressure: 53 kg/cm2 (754 PSI)
and provides a movement with a constant time lag
for the brakes, regardless of whether the disc brakes Max. available pressure: 65 kg/cm2 (925 PSI)
are new or worn.
FIGURE 2-22. SLACK ADJUSTER
1. Body 6. Spring A: To Brake Piston

2. Cylinder 7. Cap B: To Brake Piston
3. Piston 8. Valve C: From Brake Chamber
4. Spring 9. Seat
5. Cover 10. Bleeder

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 vol-
ume 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 FIGURE 2-24. ADJUSTER FUNCTION
adjuster volume are equal.
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

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 spec-
ified 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 5. Gasket
2. Contact Plate 6. Body
3. Spring 7. Piston Cup
4. Contact Disc 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 5. Block
2. Terminal 6. Diaphragm
3. Spring 7. Body
4. Plate

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), FIGURE 2-28. PARKING BRAKE SWITCH
opens at 4.2 kg/cm2 (60 psi). 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

1. Core A: Input Port
2. Coil Assembly B: Output
3. Spring C: Exhaust Port
4. Plunger
5. Valve Seat
6. Rod
7. Valve
8. Spring
9. Body
10. Connector

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 actu-
ated. 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 A: Inlet Port
2. Plunger B: Outlet Port
3. Coil Assembly C: Exhaust Port
4. Core
5. Rod
6. Body
7. Connector
8. Valve Body
9. Valve
10. Spring

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 hydrau-
lic 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
3. 9.0 kg/cm (128 psi) C: Main Return To Tank
4. Solenoid Valve D: Pilot Port
E: From Pump
F: To Tank
FIGURE 2-32. BRAKE COOLING VALVE

1. Pilot Relief Valve A: Pilot Port
9.0 kg/cm2 (128 psi) B: Pilot Port
2. Valve Body C: Main Return To Tank
3. Solenoid Valve D: Pilot Port
4. Main Valve Spool E: From Pump
5. Restrictor Plate F: To Tank

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 pressur-
ized air to the parking brake cylinder.
FIGURE 2-33. BRAKE RELEASE

1. Body 5. Lever A: Exhaust Port
2. Plunger 6. Pin B: Outlet Port
3. Spring 7. Valve Spring C: Inlet Port
4. Valve 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 5. Lever A: Exhaust Port
2. Plunger 6. Pin B: Outlet Port
3. Spring 7. Valve Spring C: Inlet Port
4. Valve 8. O-Ring

EMERGENCY BRAKE CONTROL VALVE
A console mounted emergency brake control valve
(Figure 2-36) allows manual actuation of the emer-
gency 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; FIGURE 2-36. VALVE CROSS SECTION
between the full on position (0°) and full off position
(55°). 1. Handle 7. Valve Spring
2. Cam Ring 8. Main Spring
3. Head 9. Feed Valve
4. Body 10. Feed Valve Seat
5. Piston 11. Return Spring
6. Cover 12. Exhaust Valve Seat
A: Outlet Port (to RE6 valves)
B: Inlet Port (from air tank)
C: Exhaust Port
FIGURE 2-35. VALVE PRESSURE OUTPUT

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.
12. Exhaust Valve Seat B. From Air Tank
C. From RE-6 Valve

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 hap-
pens, 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.
5. Piston A. Exhaust Air
8. Main Spring B. From Air Tank
9. Feed Valve C. From RE-6 Valve
12. Exhaust Valve Seat
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 A. Exhaust Air
6. Cover B. From Air Tank
9. Feed Valve C. From RE-6 Valve

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 (0É
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.
11. Return Spring B. From Air Tank
12. Exhaust Valve Seat C. From RE-6 Valve

BRAKE VALVE
FIGURE 2-42. BRAKE VALVE
1. Plunger 7. Upper valve (upper inlet valve) 13. Lower valve return spring
2. Seat 8. Outer relay piston 14. Relay piston return spring
3. Pedal 9. Lower valve (lower inlet valve) 15. Upper ring retainer
4. Piston 10. Cover 16. Upper valve return spring
5. Stop bolt 11. Lower valve guide 17. Valve body
6. Piston return spring 12. Check valve 18. Rubber Spring

Function
A. When brake pedal is being depressed. If the upper inlet valve (7) is opened, the pressur-
ized air will flow to the relay piston (8) through pas-
When the brake pedal (3, Figure 2-43) is depressed, sage (F), pushing inner relay piston (8) downward,
the pedal movement will be transmitted to the piston which, in turn, will open the lower inlet valve (9).
(4) through the rubber spring (18), causing the pis-
ton (4) to move downward. Then, the exhaust port Then, pressurized air from the air tank will flow to
(E) will be closed and the upper inlet valve (7) will the front brake relay valve to start applying the front
be opened. Thus, the pressurized air from the air brake.
reservoir (tank) will flow to the rear brake chamber, Actually, the force required to move the relay piston
causing the application of the rear brake to start. (8) is very small and, therefore, there is little differ-
ence in timing for the upper and lower inlet valves to
begin opening.
FIGURE 2-43. BRAKE APPLY

3. Brake Pedal A: From Air Tank
4. Piston B: From Air Tank
7. Upper Inlet Valve C: To Relay Valve
8. Relay Piston D: To Relay Valve
9. Lower Inlet Valve E: Exhaust Port
17. Inner Relay Piston F: Passage
18. Rubber Spring G: Exhaust Port

B. When air pressure and spring force are bal-
anced
If the upper and lower air pressure values on the
(When the brake pedal (3, Figure 2-44) is relay piston (8) are equal to each other, the piston
depressed to and held at a certain point on its return spring (14) will move the relay piston (8)
stroke.) slightly upward, and the lower inlet valve (9) will be
closed by the action of spring (13). However, the
If the air pressure in the brake chamber acting on
exhaust port (G) remains closed and the air acting
the lower part of piston (4) is equal to the force of
on the front relay valve cannot escape, thus the
the rubber spring (18) pushing piston (4) downward,
front braking force is kept constant.
the upper inlet valve (7) will close, stopping the flow
of pressurized air from the reservoir to the brake If pedal (3) is depressed to the end of its stroke, the
chamber. The exhaust port (E) remains closed. upper and lower inlet valves (7) and (9) will remain
Then, the air pressure in the brake chamber will be opened, equalizing the air pressure in the brake
kept constant and consequently, the braking force chamber with that in the air tank.
will be maintained at the same value.
FIGURE 2-44. BRAKE BALANCE

3. Brake Pedal A: From Air Tank
4. Piston B: From Air Tank
7. Upper Inlet Valve C: To/From Relay Valve
8. Relay Piston D: To/From Relay Valve
9. Lower Inlet Valve E: Exhaust Port
13. Spring F: Passage
14. Spring G: Exhaust Port
18. Rubber Spring

C. When the brake is released
When the effort depressing pedal (3, Figure 2-45) is Consequently, the air pressure acting on the upper
reduced, the force on the upper part of piston (4) will part of relay piston (8) will also be reduced. Since
eliminated, and piston (4) will be pushed up by the relay piston (8) is also pushed up by the air pressure
air pressure and spring force acting on its lower and spring force acting on its lower part, the exhaust
part. Exhaust port (E) will be opened, to allow port (G) will be opened. Then, the pressure at the
escape of the pressurized air in the brake chamber relay valve actuating the front brake will be reduced,
into the atmosphere. As a result, the force actuating causing release of the front brakes.
the rear brake will be reduced.
FIGURE 2-45. BRAKE RELEASE

3. Brake Pedal A: From Tank
4. Piston B: From Tank
8. Relay Piston C: From Relay Valve
D: From Relay Valve
E: Exhaust Port
F: Package
G: Exhaust Port

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 Brake Circuit Component Service 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.
5. Remove cover (1, Figure 3-2).
6. Remove pin (2), then remove brake pedal (3).
7. Remove 3 mounting capscrews (2, Figure 3-3),
then leave mounting plate (1), and remove
brake valve assembly (3, Figure 3-1) from
below.
FIGURE 3-2. BRAKE TREADLE

Installation 1. Cover 3. Brake Pedal
2. Pin
1. Install brake valve assembly (3, Figure 3-1) to
plate (1, Figure 3-3).
5. Connect air system lines (2, Figure 3-1)
2. Install brake pedal (3, Figure 3-2). between relay valve and brake valve. Tighten
3. Install cover (1). sleeve nuts to 1.1 ± 0.1 kg.m (8 ± 1 ft.lb.)
4. Connect lines (1, Figure 3-1) between air tank torque.
and brake valve. 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 3. Brake Valve Assembly

2. Air System Lines
FIGURE 3-3. BRAKE TREADLE
1. Mounting Plate 2. Mounting Capscrews

Disassembly
1. Push piston assembly (1, Figure 3-4) and
remove retainer (2).
2. Remove piston assembly (1, Figure 3-5) and
remove spring (2).
FIGURE 3-6. LOWER COVER ASSEMBLY

1. Lower Cover 2. Spring
3. Remove mounting bolts, then remove lower

cover assembly (1, Figure 3-6).
4. Remove spring (2).
5. Pull out inner relay piston (1, Figure 3-7) from
body.
NOTE: Be careful not to damage the sliding surface
of the piston.
FIGURE 3-4. RETAINER
1. Piston Assembly 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 2. Spring

FIGURE 3-8. SNAP RING
FIGURE 3-10. LOWER VALVE AND CHECK VALVE
1. Snap Ring 2. Housing
1. Snap Ring 4. Lower Valve
7. Remove snap ring (1, Figure 3-8). 2. Check Valve Assembly 5. Cover
8. Pull out upper valve assembly from body (1, 3. Spring
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 Assembly
(7). 1. Assemble spring (5, Figure 3-10) and guide (4)
10. Remove snap ring (3), and disassemble into in lower valve (6), assemble snap ring (3), then
guide (4), spring (5), and lower valve (6). 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 assem-
ble 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 8. Assemble spring (2, Figure 3-5) in body.
1. Body 4. Retainer 9. Assemble piston assembly (1).
2. Snap Ring 5. Spring 10. Push piston assembly (1, Figure 3-4) and com-
3. Washer 6. Upper Valve press spring, then install retainer (2).

FRONT BRAKE CHAMBER ASSEMBLY Disassembly
Removal
NOTE: Before disassembling, make match marks at
all joints to act as a guide when reassembling.
1. Remove 4 capscrews (1, Figure 3-13), then

Open the drain valve to release the air inside the remove oil cylinder (2).
tank.
2. Supply compressed air at 1-2 kg/cm2 (14-28
1. Disconnect air lines (1, Figure 3-11). psi) to air cylinder, and push out rod (4) of pis-
2. Remove brake oil lines (2). ton and rod assembly (3) fully.
3. Remove front brake chamber assembly (3). a. Remove ring (2, Figure 3-14) from ring
NOTE: When brake oil tubes (2) are removed, the oil groove, then move towards push rod, and
in the brake oil tank will flow out, so fit plugs. 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 com-
pressed 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 3. Front Brake
2. Oil Lines 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
FIGURE 3-12. OIL CYLINDER
installed touching the mounting plate, the chamber
may crack when the mounting capscrews are 1. Capscrews 2. Oil Cylinder
tightened.
1. Install front brake chamber assembly (3).

2. Connect brake oil lines (2).
3. Connect air lines (1).

FIGURE 3-13. FRONT BRAKE CHAMBER
1. Capscrews 6. Oil Piston 12. Spring 17. Spacer
2. Oil Cylinder 7. Bushing Guide 13. Cover Assembly 18. Bushing
3. Rod (complete) 8. Air Cylinder 14. Packing 19. Filter
4. Rod 10. Seal 15. Stop Ring 20. Ring
5. Ring 11. Backup Ring 16. Cup Support 21. Plug
FIGURE 3-14. BRAKE CHAMBER FIGURE 3-15. OIL PISTON

1. Pin 3. Rod 1. Air Cylinder 4. Bushing Guide
2. Ring 2. Ring 5. Oil Piston
3. Pin

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 cap-
screws.
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 FIGURE 3-17. AIR CYLINDER COVER
in) long are used as a loosening tool.
1. Cup Support 4. Spacer
4. Replace two or three capscrews (12, Figure 3-
2. Secondary Cup 5. Stop Ring
13) with two or three fully threaded capscrews
3. Cover Assembly
(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 6. Remove stop ring (5, Figure 3-17 or 3-18) with
and rod assembly (3), and spring (4) from cover flat-headed screwdriver, then remove cup sup-
assembly (2). port (1), secondary cup (2), spacer (4), second-
5. Remove packing (15, Figure 3-13) from piston ary cup (2), and cup support (1) in order.
and rod assembly (3). 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 FIGURE 3-18. AIR CYLINDER COVER
1. Capscrews 4. Spring 1. Cup Support 5. Plug

2. Cover Assembly 5. Air Cylinder 2. Secondary Cup 6. Bushing
3. Rod 3. Cover Assembly 7. Snap Ring
4. Spacer

Assembly Oil piston assembly
NOTE: Assemble all components with line up marks 1. Supply compressed air at 1-2 kg/cm2 (14-18
made during disassembly. psi) to air cylinder (9, Figure 3-13), and extend
Coat the outside diameter of air piston rod (4, Figure piston and rod assembly (3) fully.
3-13), the cup groove, cup (14) and air cylinder (9), 2. Install backup ring (11) and seal (10) to oil pis-
and the inside diameter (sliding part) with a suitable ton (7).
amount of lithium grease. 3. After moving ring (2, Figure 3-14) towards air
Coat the outside diameter of oil piston (7), the cup chamber end, secure bushing guide (4, Figure
groove, cup (10), the inside diameter of oil cylinder 3-15) and oil piston (5) to oil piston with mount-
(2), and the inside diameter (cup groove) of cover ing pin (3), then install ring (2) to ring groove.
(14), and 2 cups (18) with a suitable amount of brake 4. Exhaust compressed air from air cylinder.
system oil.
Oil cylinder
Cover assembly 1. Install oil cylinder (2, Figure 3-12) to air cylinder
1. Install plug (6, Figure 3-18) with Three Bond assembly.
(TB2411) adhesive and tighten to 2.0 kg.m (14 2. Tighten capscrews (1) to 3.85 kg.m (28 ft. lbs.)
ft.lbs.) torque. torque.
2. Install filter (9) and snap ring (8).
3. Assemble bushing (7), secondary cup (2, Fig-
ure 3-17 or 3-18), spacer (4), secondary cup Checking
(2), cup support (1) and stop ring (5) in order. 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
Air cylinder assembly
kg/cm2 (114 psi) of air pressure is applied to air
1. Install packing (15, Figure 3-13) to piston and cylinder.
rod assembly (3).
3. Check that there is no leakage of air or oil.
Use 2 or 3 fully threaded capscrews (1, Figure 3-

16) with a length below the head of approximately
150 mm (5.9 in.), compress spring (4) uniformly
and tighten to install the original capscrews (12,
Figure 3-13).
2. Use 2 or 3 fully threaded capscrews (1, Figure

3-16) with a length of approximately 150 mm
(5.9 in.) to assemble the air cylinder.
3. Assemble spring (4, Figure 3-16), piston and
rod assembly (3), O-ring, and air cylinder (5) to
cover assembly (2).
4. Apply Three Bond (TB1374) thread tightener to
the six capscrews (12, Figure 3-13) and tighten
capscrews to 6.7 kg.m (48 ft.lbs.) torque.

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 3. Oil Hoses

2. Oil Hoses
FIGURE 3-19. REAR BRAKE CHAMBERS

1. Air Lines 2. Oil Hoses Installation
Carry out installation in the reverse order to removal.

Disassembly
Oil cylinder and piston

4. Remove snap ring (26) from ring groove, and
1. Loosen large nut (14, Figure 3-21) and
move towards rod end, then pull out pin (24)
unscrew oil cylinder (18) from air cylinder
and remove oil piston (15) and ring (29).
cover (9).
5. After removing oil piston (18), exhaust com-
2. Remove o-ring (25), cap (19), and bleeder (20)
pressed air from air cylinder (1).
from oil cylinder (18).
6. Remove spring (21), ring (22), seat (23), valve
3. Supply compressed air at 1-2 kg/cm2 (14-28 (16), ring (27), packing (28), and ring (29) from
psi) to air cylinder (1) and extend rod (34) of oil piston.
piston and complete rod assembly (2) fully.
FIGURE 3-21. REAR BRAKE CHAMBER

1. Air Cylinder 11. Mounting Plate 21. Spring 31. O-ring
2. Piston 12. Breather 22. Ring 32. Capscrews, Nuts
3. Packing 13. Packing 23. Seat 33. Rod
4. Ring 14. Nut 24. Pin 34. Rod
5. Spring 15. Piston 25. O-Ring 35. Washer
6. Caution Plate 16. Valve 26. Snap Ring 36. Ring
7. Ring 17. Packing 27. Ring 37. Washer
8. Ring 18. Oil Cylinder 28. Packing 38. Nut
9. Cover 19. Cap 29. Ring 39. Sensor
10. O-Ring 20. Bleeder 30. Ring

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 cap-
screws.
Check that there is no compressed air inside air
cylinder.
FIGURE 3-23. PISTON AND ROD
1. Packing 3. Nut
2. Ring 4. Washer
When loosening capscrews (32, Figure 3-21), use

3. Remove nut (3) and washer (4) and separate
2 or 3 fully threaded bolts (1, Figure 3-22) with a
rod from piston.
length below the head of approximately 150 mm
(5.9 in) long as a loosening tool. 4. Remove ring (36, Figure 3-21) from rod.
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 Fig-
ure 3-22. Remove air cylinder (1, Figure 3-21), Cover assembly
piston and rod assembly (2), and spring (5)
from cover assembly (9). 1. Remove o-ring (10, Figure 3-21) from cover (9).
2. Remove packing (1, Figure 3-23) and ring (2) 2. Remove ring (30), o-ring (31), and rod (33) from
from piston and rod assembly. cover.
3. Remove breather (12) from cover.
FIGURE 3-22. AIR CYLINDER

1. Capscrews 2. Cover
150 mm (5.9 in)

Assembly Oil piston and cylinder assembly
NOTE: Coat the inside diameter (sliding part) of the 1. Assemble ring (29, Figure 3-21), packing (28),
air cylinder, the outside diameter of the air piston and ring (27), valve (16), seat (23), ring (22), and
the groove, the packing, and the inner face of the spring (21) to oil piston (15).
bushing built into the end cover with a suitable 2. Supply compressed air at 1-2 kg/cm2 (14-28
amount of lithium grease. psi) to air cylinder assembly (1), and extend rod
NOTE: Coat the inside diameter of the oil cylinder, (34) fully.
the outside diameter of the oil piston and the seal 3. Assemble oil piston assembly (15) to rod (34)
groove, the outside diameter of the valve, and the and insert pin (24).
seal parts with a suitable amount of engine oil 4. Exhaust compressed air from air cylinder.
(SAE10W).
5. Install bleeder (20) and cap (19) into oil cylinder
Cover assembly (18). Tighten bleeder to 6.86 - 11.80 Nm (5 - 9
ft. lbs.) torque.
1. Assemble packing (13, Figure 3-21), o-ring
(10), ring (8), and ring (7) into cover (9). 6. Assemble oil cylinder (18) and nut (14) to air
cylinder (1). Align bleeder (20) with breather
2. Assemble o-ring (31) to rod (33) and insert into (12) so that the offset angle of the centerlines is
cover (9). Install ring (30). no more than 10° maximum offset. Tighten nut
3. Install breather (12) into cover (9). (14) to 108 - 167 Nm (80 - 123 ft. lbs.).
Air cylinder 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 2. Pistons must move full stroke at air pressure of
(37) and nut (38) to rod end. Tighten nut to 118 1 kg/cm2 (14 psi).
- 157 Nm (87- 116 ft. lbs.) torque.
3. There must be no air leakage from any part at
3. Assemble packing (3) and ring (4) to piston (2).
air pressure of 8 kg/cm2 (114 psi).
4. Assemble spring (5) and piston rod assembly
(3) into housing (1).
5. Using capscrews (1, Figure 3-22), install cover
assembly (9, Figure 3-21) to air cylinder assem-
bly (1). Apply Three Bond TB1374 thread tight-
ener to capscrews (32) and tighten to 37.3 -
49.0 Nm (28 - 36 ft. lbs.) torque.

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).
Slack Adjuster Assembly
3. Bleed the air from the brake circuit. Refer to
Section J, Brake Bleeding.
Slack Adjuster Disassembly

When assembling, check carefully that there is
1. Remove capscrews (15, Figure 3-25/26), then
no dirt, dust or chips on the inside surface of the
remove cylinder housings (2). Remove springs
adjuster.
(13) and pistons (11).
2. Remove and discard O-rings (14).
3. Remove seal assemblies (12) from pistons (11). 1. Coat the inside surface of the cylinder housing
Discard seal assemblies (12). (2, Figure 3-25/26) and all other sliding parts
4. Remove spring retainer ring (10) and cover (9). with clean brake system oil.
5. Remove complete valve assembly (5 thru 8). 2. If removed, install valve seat (3, Figure 3-25/
Remove valve seat (3). Wash all parts thor- 26). Install complete valve assembly (5 thru 8).
oughly in clean solvent and inspect for nicks, Coat spring (8) with a lithium grease.
scratches, and excessive wear (especially at 3. Tighten valve body (6B) to 6.0 ± 0.5 kgm (45 ±
valve seats). 4 ft. lbs.) torque. Install cover (9) and secure
with spring retainer ring (10).
NOTE: If damage is found in this valve or in the
housing (2), it must be replaced as an assembly. 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 assem-
ble springs (13) into cylinder housing (2).
7. Install cylinder housing/spring to body (1).
Secure cylinder assemblies with capscrews
(15) and Washers (16).
8. Tighten capscrews (15) to 17.5 ± 1.5 kgm (127
± 10 ft. lbs.) torque.

FIGURE 3-25. SLACK ADJUSTER - CROSS SECTION VIEW
1. Body 6A. Valve 10. Ring, Spring Retainer 15. Capscrew
2. Cylinder Housing 6B. Valve Body 11. Piston 16. Washer
3. Valve Seat 7. O-RIng 12. Seal Assembly
4. Plug 8. Spring 13. Spring
5. O-Ring 9. Cover 14. O-RIng
DIMENSION “C”
Standard Size Tolerance Standard Clearance
Piston Housing Clearance Limit
Clearance between 80 mm
Cylinder Housing -0.030 to -0.076 mm +0.074 mm 0.03 - 0.15 mm 0.25 mm
(3.15 in.) (-0.001 to -0.003 in.) (+0.003 in.) (0.001 - 0.006 in.) (0.098 in.)
and Piston
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.

FIGURE 3-26. SLACK ADJUSTER - EXPLODED VIEW
1. Body 6A. Valve 10. Ring, Spring Retainer 15. Capscrew

2. Cylinder Housing 6B. Valve Body 11. Piston 16. Washer
3. Valve Seat 7. O-Ring 12. Seal Assembly 17. Bleeder Valve
4. Plug 8. Spring 13. Spring 18. Cap
5. O-Ring 9. Cover 14. O-Ring

EMERGENCY BRAKE CONTROL VALVE
1. With the engine shut down and the wheels 1. Position valve assembly (1, Figure 3-28) over
securely blocked, release air pressure from sys- mounting plate holes in console and install cap-
tem. screws (2). Tighten to standard torque.
2. Remove screws attaching cover (2, Figure 3- 2. Install air lines (3) at valve ports.
27) to console base (1) and remove cover. 3. Pressurize air system and operate valve to ver-
Remove tray (5). ify proper operation and inspect connections for
3. Remove access panel (4) on right side of con- possible air leaks.
sole and disconnect air line tubes (3, Figure 3- 4. Install cover (2, Figure 3-27) onto console base
28) on emergency brake control valve ports. (1). Install storage tray (5).
4. Remove capscrews (2) and remove valve 5. Install access panel (4).
assembly (1) from console.
FIGURE 3-28. VALVE INSTALLATION

FIGURE 3-27. CONSOLE CONTROLS 1. Valve Assembly 3. Air Line
1. Console Base 4. Access Panel 2. Capscrews
2. Cover 5. Storage Tray
3. Emergency Brake
Valve

Disassembly Assembly
Note: Refer to Figure 3-29 for disassembly and 1. Using all new O-rings during assembly, install
reassembly of internal parts. cam ring, (7) and shims into valve body.
1. Remove screws (20, Figure 3-29) and cover 2. Install head (2) (parallel to valve body tapped
(19). ports and handle opposite ports) and install
screw (1).
2. Remove shims (18), valve spring (16), and
main spring (17). 3. Install exhaust valve seat (8), and return spring
(9).
3. Remove screw (1) and head (2).
4. Assemble feed valve (12), exhaust valve seat
4. Remove piston (15), feed valve (12), feed valve
(10), and piston (15) into valve body.
seat (10), and Return Spring (9).
5. Install main spring (17), shims (18), and cover
5. Remove cam (7), and shims (6).
(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.

FIGURE 3-29. EMERGENCY BRAKE VALVE ASSEMBLY
1. Screw 8. Exhaust Valve Seat 15. Piston

2. Head 9. Return Spring 16. Valve Spring
3. O-Ring 10. Feed Valve Seat 17. Main Spring
4. Valve Body 11. O-Ring 18. Shim
5. O-Ring 12. Feed Valve 19. Cover
6. Shim 13. O-Ring 20. Screw
7. Cam 14. O-Ring

NOTES

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 Brake Circuit Checkout and Adjustment 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. FIGURE 4-1. FRONT PAD WEAR
The pad wear may not be the same for both left 1. Brake Pad 2. Wear Limit Line
and right wheels, so check the wear of all pads.
If any pad is worn beyond the limits stated
above, replace all pads (both left and right
sides).
Refer to Front Brakes Section for specific
repair, disassembly, or replacement procedures
for 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 FIGURE 4-2. FRONT BRAKE PRESSURE
gauge. 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.

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. FIGURE 4-3. REAR BRAKE WEAR
NOTE: Part number of wear gauge:561-98-61120. 1. Air Bleed Plug 2. Brake Housing
3. Turn keyswitch to ON, and check that air pres-
sure gauge indicates in green range. If air pres-
sure 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 FIGURE 4-4. REAR BRAKE WEAR TOOL
also. 1. Handle 3. Stamped Line
2. Rod 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.

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 1. Air Bleed Plug 2. Air Bleed Plug
bleed the air from the wheel plug (1, Figure 4-
6).
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 2. Brake Line

TROUBLESHOOTING
FRONT BRAKE IS INEFFECTIVE OR ONLY EFFECTIVE ON ONE SIDE

REAR BRAKE IS INEFFECTIVE OR ONLY EFFECTIVE ON ONE SIDE

NOTES

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.
FIGURE 5-1. BRAKE PAD REPLACEMENT
5. Loosen the bleeder screw, and return piston (1)
1. Pin 2. Capscrew
to the bottom of the cylinder with a bar. Tighten
bleeder screw after oil is bled out and remove
vinyl hose.
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 FIGURE 5-2. BRAKE PAD REPLACEMENT

1. Piston 3. Brake Pads
Removal
2. Bleeder Screw
1. Refer to Tire Removal, Section G and remove
front wheel assembly.
2. Disconnect the two brake lines (1, Figure 5-3).
3. Remove 13 mounting capscrews (3, Figure 5-
4). Use a suitable lifting device as support,
remove the remaining mounting capscrews,
and remove caliper assembly.
FIGURE 5-3. BRAKE CALIPER

1. Brake Lines 2. Caliper Assembly

Installation
1. Using a suitable lifting device, install brake cali-
per 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 4. Capscrew

2. Capscrew 5. Bleeder Valve
3. Capscrew 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 ITEM NEW LIMIT REMEDY
1. Mounting Plate 5. Capscrew
“A” - Disc 25 mm 22 mm Replace
2. Brake Caliper 6. Bleeder Valve
(0.99 in) (0.87 in)
4. Brake Disc Disc Runout 0.15 mm 0.5 mm Repair or
(0.006 in) (0.02 in) Replace
“B” - Pad 19.5 mm 3.0 mm Replace
(0.77 in) (0.12 in)
NOTE: The brake disc can be machined as long as

the minimum thickness is not less than 22 mm (0.87
in) after machining.

Assembly
1. Install backup ring (1, Figure 5-6), ring (2), and 4. Grease pins (3, 4, 5). Fit pads (6), and install
dust seal (3) in groove of housing (4) securely. pins (3), (4), and (5), and tighten capscrews (2)
2. Fit the lip of the dust seal in the groove of the and (1) to 5.25 ± 0.25 kg.m (38 ± 2 ft. lbs.)
piston (5) and install piston. torque.
5. Assemble the other pistons in the same way.

6. Install caliper assembly.
FIGURE 5-6. PISTON SEAL

1. Backup Ring 4. Housing
FIGURE 5-5. BRAKE CALIPER REPAIR 2. Ring 5. Piston
1. Capscrews 8. Backup Ring 3. Dust Seal
2. Capscrews 9. Seal
3. Pins 10. Dust Seal
4. Pins 11. Piston
5. Pins 12. Ring
6. Pads 13. Backup Ring
7. Plate 14. Housing
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.

NOTES

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 The complete brake disc pack is cooled by hydraulic
sides of the differential on the final drive housing and oil. The cooling oil circuit is a low-pressure circuit
inboard from the wheel hub and planetary drive. This which is completely separate from the high-pressure
assembly contains a splined housing, two damper piston apply circuit. The cooling oil flows from the
discs, fourteen separator plates, fifteen friction discs, tank to the pump, to the brake assembly housing
a spacer, and a piston assembly. (from the outside of the housing inward to the rotat-
ing hub for maximum cooling), through a heat
The housing is internally splined to retain the steel
exchanger, through two 30 micron (absolute) filters,
damper and separator discs. The separator discs are
and then to the hydraulic tank.
alternately placed between the friction faced discs
which are splined to the rotating hub. The inboard Dynamic retarding is also provided by the wet disc
side of the assembly contains the piston assembly brakes. When the operator's retarder lever is actu-
which is activated by hydraulic pressure from either ated, the front wheel brakes are not used; only the
the service brake treadle valve or the retarder valve. rear wet disc brakes are applied. The dynamic
As hydraulic pressure is applied, the piston moves retarding is used to slow the truck during normal
and compresses the rotating friction faced discs truck operation or to control speed coming down a
against the stationary steel discs. The friction forces grade.
generated resist the rotation of the wheels. As
hydraulic pressure increases, friction forces are
increased and wheel rotation is slowed until maxi-
mum force is reached and the wheel is stopped. 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 3. Brake Disc
2. Damper

1. Retainer 2. Housing

1. Retainer 2. Floating Seal
FIGURE 6-5. BRAKE ASSEMBLY

4. Remove hoses (1, Figure 6-4) and lines (2). 1. Brake Assembly 2. Lifting Device
FIGURE 6-4. BRAKE LINES FIGURE 6-6.

1. Hydraulic Hoses 2. Hydraulic Lines 1. Piston 2. Brake Disc Assembly
Installation
1. Install the brake disc assembly seal with the

side with the groove facing the side taking the
Brake assembly weighs approximately 610 kg pressure. Coat the capscrew threads with a
(1344 lbs.) Use adequate lifting devices. thread tightener (Three Bond TB1374), then
install the Brake Disc Assembly (2). Tighten
5. Remove brake assembly (1, Figure 6-5). capscrews to 94.5 ± 10 kg.m (685 ± 72 ft. lbs.)
torque.
2. Install the piston seal with the grooved side fac-
6. Loosen the air bleed plug and remove piston (1, ing the side taking the pressure and install pis-
Figure 6-6). Then remove Brake Disc Assembly ton (1, Figure 6-6). Tighten the air bleed plug.
(2).

3. Coat the capscrew threads with thread tightener 3. Remove damper (2, Figure 6-8), disc (3), and
(Three Bond TB1374), then install the brake plate (4) from outer gear (1).
assembly (1, Figure 6-5). Tighten capscrews to 4. Remove mounting bolts, then remove hub (5)
94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque. from outer gear (1).
4. Install hoses (1, Figure 6-4) and lines (2). 5. Remove floating seal (6) from hub (5).
5. Install retainer (1, Figure 6-2) and floating seal
(2, figure 6-3).
6. Install rear wheels and tires, planetary drive,
and wheel hubs. Refer to Section G, Drive Axle,
Spindles and Wheels.
7. Fill brake cooling oil tank.
WET DISC BRAKE

Disassembly
FIGURE 6-8. BRAKE DISCS AND HOUSING
1. Outer Gear 4. Plate
1. Remove tool (2, Figure 6-7) 2. Damper 5. Hub
3. Disc 6. Floating Seal
NOTE: Be careful not to damage the floating seal

when removing outer gear.
6. Remove floating seals (3, Figure 6-9) and (1)

2. Using eyebolts, lift off outer gear (1) together from inner gear (2).
with disc and plate.
FIGURE 6-7. OUTER GEAR ASSEMBLY

FIGURE 6-9. FLOATING SEALS
1. Outer Gear 2. Tool (790-438-1150)
1. Floating Seals 3. Floating Seals
2. Inner Gear

Inspection Assembly
1. Replace any worn or damaged parts. Clean all parts, and check for dirt or damage. Coat
the sliding surfaces of all parts with clean brake sys-
tem 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 2.15 mm Replace FIGURE 6-10. FLOATING SEAL INSTALLATION
(0.095 in) (0.085 in) 1. Tool 3. Hub
Disc 5.1 mm 4.6 mm Replace 2. Floating Seal
(0.2 in) (0.18 in)
Damper 6.9 mm 5.1 mm Replace
(0.27 in) (0.20 in) 2. Using tools (1), install floating seal (2) to hub
(3).
Max. Disc 0.45 mm 0.7 mm Replace
Warping (0.018 in) (0.028 in)
Max. Plate 0.50 mm 0.7 mm Replace
Warping (0.020 in) (0.028 in)
Assembled Dimension “A”
Thickness 123.9 mm 115.0 mm
of Discs & (4.88 in.) (4.5 in.) Replace
Plates
Backlash
between 0.21 - 0.64 mm 2.2 mm Replace
outer gear (0.008"- 0.025") (0.087 in.)
and plate FIGURE 6-11. SEAL INSTALLATION
Backlash NOTE: After installing the floating seals, measure
between 0.21 - 0.64 mm 2.2 mm Replace dimension “A” (Figure 6-11) between the inner gear
inner gear (0.008"- 0.025") (0.087 in.) and floating seal at four places around the
and plate

circumference and check that the measurement is
within 1 mm (0.039 in).
3. Align match marks, and install hub (2, Figure 6-

12) to outer gear (1). Coat the capscrew
threads with thread tightener Three Bond
(TB1374). Tighten capscrews to 56 ± 6 kg.m
(406 ± 43 ft. lbs.) torque.
NOTE: Coat the sliding surfaces of the floating seals
thinly with engine oil. Assemble slowly and be careful
not to damage the floating seals.
4. Using eyebolts, assemble outer gear assembly
(1, Figure 6-13) to inner gear.
5. Align center of inner gear and outer gear (1,
Figure 6-7), then using tool (2), secure inner
gear and outer gear.
6. Between inner gear and outer gear assembly,
assemble one external splined damper (2, Fig-
ure 6-14) with cork face toward hub (away from
disc). Then install one internal splined disc (3), FIGURE 6-13. OUTER AND INNER GEARS
and one external splined plate (1) alternately, 1. Outer Gear 2. Inner Gear
until fifteen discs and fourteen plates are used.
Install second damper with cork face away from
disc.
7. Install brake assembly.
FIGURE 6-14. BRAKE DISC INSTALLATION

FIGURE 6-12. HUB INSTALLATION 1. Plate 3. Brake Disc
1. Outer Hub 2. Hub 2. Damper

NOTES

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.
3. Loosen mounting capscrews (2), and sling so
For servicing any part of the parking brake, stop that the caliper does not fall.
the machine on level ground, and put blocks in 4. Move plate (4) when removing pads (3) so that
front of, and behind, the wheels. Raise the dump the pads do not fall.
body and lock with the safety pin.
5. After removing the rear pad, move the caliper to
The parking brake is a dry disc brake mounted on the the front, and remove the front pad.
rear drive shaft at the differential input with two (2)
spring-applied, air-released calipers. Each caliper Pad Installation
is individually applied/released through separate air 1. Install and align the grooves of the pad and the
chamber actuators (spring cylinder assemblies). caliper with the plates on both sides.
Inspection 2. Coat the threads of the plate mounting cap-
screws (2, Figure 7-1) with thread tightener
PARKING BRAKE INSPECTION Three Bond (TB 1374). Tighten capscrews to
ITEM NEW LIMIT REMEDY 94.5 ± 10 kg.m (685 ± 72 ft.lbs.) torque.
Disc Face 0.4 mm 0.8 mm Replace 3. Refer to Park Brake Adjustment, this section
Runout (0.016 in) (0.032 in) and adjust the parking brake.
25 mm 20 mm Replace
Disc Thickness PARKING BRAKE CALIPER
(0.99 in) (0.79 in)
Pad (Includes 21.5 mm 11.5 mm Replace
Caliper Removal
Plate Thick- (0.847 in) (0.45 in)
ness)
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. Stop the machine on level ground, and put
blocks under wheels.
Pad Removal 1. Refer to Parking Brake Spring Cylinder Assem-
1. Turn the keyswitch ON, and release the parking bly, this section and remove parking brake
brake lever. spring cylinder assembly.
2. Remove plate (1, Figure 7-2).
3. Remove pads (2).
4. Remove caliper (3).
FIGURE 7-1. BRAKE PAD REPLACEMENT

1. Adjusting Capscrew 3. Pad FIGURE 7-2. BRAKE CALIPER ASSEMBLY
2. Mounting Capscrew 4. Plate 1. Plate 3. Caliper
2. Brake Pads

Caliper Installation Caliper Disassembly
1. Install caliper (3, Figure 7-2). 1. Remove snap ring (1, Figure 7-3), and pull out
2. Install pads (2). adjuster (2).
3. Coat the threads of the mounting capscrews 2. Remove washers (3) and (4), and seal (5).
with thread tightener Three Bond (TB 1374). 3. Remove bolts, then remove cap (6) and gasket
Tighten capscrews to 94.5 ± 10 kg.m (685 ± (7).
72 ft.lbs.) torque. Install plate (1). 4. Remove piston shaft (8) and thrust bearing (9)
4. Refer to Parking Brake Spring Cylinder from piston.
Assembly, this section and remove parking 5. Remove piston (11) and piston seal (12) from
brake spring cylinder assembly. caliper (10).
FIGURE 7-3. PARKING BRAKE PISTON ASSEMBLY

1. Snap Ring 4. Washers 7. Gasket 10. Caliper
2. Adjuster 5. Seal 8. Shaft 11. Piston
3. Washers 6. Cap 9. Bearing 12. Piston Seal

Caliper Assembly 3. With the parking brake applied, disconnect the
air hose (4) from the spring cylinder. Check that
1. Apply grease (Mobilux EP 2 or equivalent) to
the air pressure of the spring cylinder is
piston seal (12). Assemble piston seal (12) to
released.
caliper (10), and insert piston (11).
4. Remove spring cylinder assembly (5).
2. Apply grease (Mobilux EP 2 or equivalent) to
thrust bearing (9). Screw piston shaft (8) into
Installation
piston, and install thrust bearing (9).
1. Install spring cylinder assembly (5, Figure 7-4).
3. Fit gasket (7) and install cap (6).
Tighten mounting nuts to 20 ± 2 kg.m (145 ± 15
4. Apply grease (Mobilux EP 2 or equivalent) to ft. lbs.) torque.
seal (5). Fit the seal (5) securely in the groove
2. Connect the air hose (4) and install pin (1).
and install seal (5), and washers (3) and (4).
3. Refer to Parking Brake Adjustment, this section
5. Assemble adjuster (2), and secure with snap
and adjust parking brake.
ring (1).
Disassembly
1. Remove screw, then remove holder (1, Figure
PARKING BRAKE SPRING CYLINDER 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 adjust-
ment capscrew (2) counterclockwise and check
that there is play in linkage (3).
FIGURE 7-5. PARKING BRAKE CYLINDER ASSY.

1. Holder 7. Shaft 13. Spring
FIGURE 7-4. SPRING CYLINDER ASSEMBLY 2. Filter 8. Nut 14. Ring
3. Retainer 9. Nut 15. Ring
1. Pin 4. Air Hose
4. Boot 10. Piston 16. Case
2. Adjusting Capscrew 5. Cylinder Assembly
5. Nut 11. Support
3. Linkage
6. Nut 12. Capscrew

4. Remove nut (8) from shaft (7). Assembly
Clean all parts, and check the inside of the cylinder
for dirt or damage.
Coat the sliding surfaces of all parts with grease and
The piston and support are under high pressure,
be careful not to damage the rings when installing.
so be careful when operating the press.
5. Using press, support piston (10) and support 1. Coat ring (17, Figure 7-5) with engine oil. Install
(11), and remove bolts (12). Then loosen press rings (18) and (17) to case (16).
slowly, and remove support (11) and spring 2. Coat ring (15) with engine oil. Install rings (15)
(13). Also see Figure 7-6. 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 sup-
port (11). Set spring (13) and support (11) in
position, and using press, slowly compress
spring so that support bolt hole matches cylin-
der 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)
FIGURE 7-6. SPRING ASSEMBLY and (6), and adjust dimension “a” (Figure 7-7) to
1. Piston 2. Support 128 mm (5.04 in.). Tighten nuts (1) to 7.25 ±
1.75 kg.m (53 ± 13 ft. lbs.) torque.
6. Remove piston (10, Figure 7-5), then remove 7. Set boot (4, Figure 7-5) in position, and install
rings (14) and (15) from piston. 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” 128.0 mm (5.04 in.)

Rod Adjusted Length Adjust
Dimension “b” 2.1 mm (0.08 in.) as
Axial Rod Play Required
Standard Size Standard

Dimension “c” Shaft Hole Clearance
Clearance between
piston and insert center 38.04 mm 38.8 mm 0.76 mm Replace
boss (1.50 in.) (1.53 in.) (0.03 in.) Parts
Dimension “d” 158.65 mm 159 mm 0.35 mm as
Clearance between (6.25 in.) (6.26 in.) (0.014 in.) Required.
cylinder and piston
Free Length Installed Load
Item 2. Piston Spring 260 mm 750 ± 50 kg
(10.24 in.) 1650 ± 110
lbs.
FIGURE 7-7. ROD ADJUSTMENT

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 2. Brake Disc
1. Turn capscrew (1, Figure 7-8) clockwise and
bring both pads (1, Figure 7-9) into contact with Standard clearance:
disc (2). Total for both clearances = 1.88 ± 0.08 mm. (0.074 ±
2. Push in capscrew retainer (2, Figure 7-10) of 0.003 in.) when pushed to one side; or 0.8 mm each
slack adjuster (1) until the capscrew can turn, for both sides.
then turn capscrew (3) clockwise. 4. After adjusting the pad clearance, actuating
3. Turn capscrew (1, Figure 7-8) back from this stroke “a” (Figure 7-10) of the rod should be
position counterclockwise 360° ± 15° and mea- measured and adjusted to approximately 50
sure clearance of caliper pad with feeler gauge mm (1.97 in).(Figure 7-12)
(1, Figure 7-11). 5. After adjusting, return capscrew (2) to a position
where capscrew retainer (3) stops it from turn-
ing.
FIGURE 7-8. PARKING BRAKE ADJUSTMENT

1. Capscrew 3. Caliper FIGURE 7-10. ARM ADJUSTMENT
2. Spring Housing
1. Slack Adjuster 3. Capscrew Retainer
2. Capscrew 4. 50 mm (1.97 in)

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
2. Install lifting sling securely around driveshaft
1. Feeler Gauge 2. Adjustment Plug 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

1. Capscrew 3. Capscrew (Spring
FIGURE 7-13. DRIVESHAFT ATTACHMENT (Disc Mounting) Cylinder Mounting)
1. Guard 3. Driveshaft Assembly 2. Capscrew 4. Brake Disc
2. Cover 4. Driveshaft Capscrews (Caliper Mounting) 5. Differential Input
Flange

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
FIGURE 7-15. PARK BRAKE INSPECTION Releasing Parking Brake And Emergency Brake
1. Brake Pads 3. Capscrew After Being Actuated In An Emergency
2. Brake Caliper 4. Brake Disc If the pressure inside the air tank drops abnormally
due to some problem, such as leakage of air from the
PARKING BRAKE INSPECTION air circuit, the parking brake and emergency brake
ITEM NEW LIMIT REMEDY are automatically actuated.
“a” - Pad
(Includes Plate 21.5 mm 11.5 mm Replace Release Of Parking Brake
Thickness) (0.847 in) (0.45 in) Each parking brake caliper is individually applied and
“b” - Disc 25 mm 20 mm Replace released through separate air chamber actuators
Thickness (0.99 in) (0.79 in) (spring cylinder assemblies). If the parking brake can
Disc Face 0.4 mm 0.8 mm Replace not be released after its emergency application -
Runout (0.016 in) (0.032 in) even if the parking brake valve lever is put in
RELEASE position - take the following actions to
NOTE: The brake disc can be machined and reused
release the parking brake:
as long as it is not less than 20 mm (0.79 in) thick
after machining. 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” fit-
ting with compatible thread ends.
4. Connect third connector of “tee” to a hose from
an air supply of sufficient capacity to release
Parking Brake Disc Installation calipers. Apply air and release brake.
1. Install lifting sling securely around brake disc (4, 5. With parking brake released, turn adjustment
Figure 7-14) and move disc into position. bolt (2) counterclockwise, and check for ©playª
in linkage (3). Remove pin (1). Repeat for other
2. Install capscrews (1) holding park brake disc.
caliper. Disconnect air supply.
Tighten capscrews to 56 ± 6 kg.m (400 ± 40
ft.lbs.) torque.

Release Of Emergency Brake
FIGURE 7-16. SPRING CYLINDER ASSEMBLY

1. Pin 4. Air Hose FIGURE 7-17. RELEASING EMERGENCY BRAKE
2. Adjusting Capscrew 5. Cylinder Assembly 1. Air Quick Disconnect 2. Drain Valve Pull Rings
3. Linkage
When the emergency brake has been applied, do not

continue to drive the machine. This will cause seizure
of the brake discs and linings.
6. With parking brake disconnected, remove
blocking and immediately move the truck to a If the emergency brake can not be released after its
safe place. Refer to Instructions For Towing emergency application - even if the emergency brake
The Machine. valve lever is put in RELEASE position - release the
emergency brake in the following manner:
Before releasing the air pressure from the emer-
gency brake reservoir, confirm safety in the sur-
rounding area and put chocks against the tires.
If the air system is not operating, the service 1. After making preparations to tow the machine,
brakes will not apply; this is very dangerous. Be pull rings (2, Figure 7-17) on the 4 drain valves
sure to tow the truck at low speed, keeping the on the front air tanks to release the air pressure.
engine running (if possible) and always be ready 2. After exhausting all air pressure, release rings
to steer. (2).
Refer to Parking Brake Inspection and Adjustment, 3. Drain the rear air tank by pulling and holding the
for instructions for reconnecting and adjusting park ring on the air drain valve mounted on the frame
brake. 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.

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 pres- The dry air tank (7) contains two internal chambers.
surized air for controlling the service brake, parking One chamber provides air for the right front service
brake, emergency brake and retarder systems. brakes while the other provides air for the left front
service brakes.
An engine mounted air compressor (1, Figure 2-1)
supplies compressed air to the expansion tank (2). The pilot air tank (6) provides an air supply for the
Governors (3 & 9) sense air pressure in the expan- retarder control system (auto-retarder control valve
sion tank (2), and wet tank (8), maintaining system and retarder lever).
air pressure between 7.6 kg/cm2 (108 psi) and 9.0 Each air dryer has its own purge tank (4) which
kg/cm2 (128 psi). stores filtered, dried air. When the primary governor
unloads the compressor, a signal sent to the dryers
Air is routed from the expansion tank to two air dry-
releases air stored in the purge tanks and is fed
ers (5) mounted behind the cab. The air dryers cool
back to the dryers, expelling contaminants and
the compressed air, and remove moisture and con-
regenerating the desiccant material.
taminants. The cleaned and dried air then flows to
the wet air tank (8). This tank provides for a large Refer to the following pages for additional informa-
volume of air storage and feeds the dry air tank (7), tion regarding individual air system components.
pilot tank (6), and the rear air tank. Refer to Section J for information regarding air sys-
tem components related to the brake system.
The rear air tank, mounted above the rear axle, is
used to supply air for the rear service brakes and
parking brake.
FIGURE 2-1. AIR SYSTEM COMPONENTS

1. Air Compressor 4. Purge Tank 7. Dry Tank
2. Expansion Tank 5. Air Dryer 8. Wet Tank
3. Secondary Governor 6. Pilot Tank 9. Primary Governor
K02015 05/04 Air System K2-3

AIR DRYER Operation
The air dryer is a desiccant type dryer. The model Refer to Figure 2-3 and 2-4 for diagrams of the air
HD785-5LC truck uses two air dryer units, mounted dryer and related components during the air system
behind the operator cab. charging cycle and the unload and purge cycle.
The air dryer (1, Figure 2-2) receives hot com- Note: Only one air dryer is shown in the illustrations.
pressed air from the expansion tank (6), which it Operation is identical for both.
cools, dries and filters before sending it to the wet
tank (3) located on the right hand deck. This reduces Charging Cycle
the build up of dirt and moisture in the vehicle air sys-
Hot, compressed air enters each air dryer (14, Figure
tem. The system incorporates separate, isolated
2-3) through the inlet port B. As the hot air enters the
purge tanks (2).
dryer, the air expands, oil and water vapor condense,
The air dryers consist of a housing (light weight alu- and accumulate in the sump. The air passes through
minum and steel construction) and a spin-off car- three filters and a cloth bag that remove carbon and
tridge. Below the cartridge are five ports; the inlet other contaminates. Vapor is absorbed by the desic-
port B receives compressed air from the expansion cant as air travels through the desiccant bed housed
tank (6). The outlet port A directs clean/dry air to the in the cartridge. The clean, dry air is then directed out
wet tank (3) and truck air system. The purge port D port A to the wet tank (10) and the vehicle air system
contains a bleed valve directing air to and from the and simultaneously to the purge tank (1) through the
isolated purge tank. The unloader port C contains an purge port D.
unloader valve that receives a signal from the pri-
mary governor. The exhaust port E expels accumu- Purge Cycle
lated moisture and contaminants. When air pressure in wet tank (10, Figure 2-4)
reaches 8.3 kg/cm2 (118 psi), (primary governor “cut-
out” pressure) air from governor port C flows to shut-
tle 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 fil-
ters 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
Secondary Governor
COMPONENTS PORTS
1. Air Dryer A: Outlet/Check Valve The secondary governor will not signal the compres-
2. Purge Tank B: Inlet Port sor to unload during normal operation. However, if a
3. Wet Tank C: Unloader Port blockage occurs in the line between the expansion
4. Secondary Governor D: Purge Tank Port tank, air dryers, and the wet tank, such as an air
5. Air Compressor E: Dryer Exhaust dryer element that needs to be replaced, expansion
6. Expansion Tank F: Governor Inlet Port tank pressure may increase to 9.0 kg/cm2 (128 psi)
7. Primary Governor G: Compressor Air Inlet and the secondary governor will provide the signal to
X: Governor Exhaust turn the compressor off.
K2-4 Air System 05/04 K02015

FIGURE 2-3. CHARGE CYCLE
COMPONENTS PORTS
1. Purge Tank 9. Shuttle Valve A. Check Valve E. Dryer Exhaust
2. Bleed Valve 10. Wet Tank B. Dryer Intake F. Governor Air Supply
3. Unloader Valve 11. Rear Brake Tank C. Unloader G. Compressor Air Intake
4. Air Governor, Primary 12. Dry Tank D. Purge Tank X. Governor Exhaust
5. Turbo Valve 13. Pilot Tank
6. Air Governor, Secondary 14. Air Dryer
7. Expansion Tank 15. Check Valve
8. Air Compressor
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
1. Purge Tank 9. Shuttle Valve A. Check Valve E. Dryer Exhaust
2. Bleed Valve 10. Wet Tank B. Dryer Intake F. Governor Air Supply
3. Unloader Valve 11. Rear Brake Tank C. Unloader G. Compressor Air Intake
4. Air Governor, Primary 12. Dry Tank D. Purge Tank X. Governor Exhaust
5. Turbo Valve 13. Pilot Tank
6. Air Governor, Secondary 14. Air Dryer
7. Expansion Tank 15. Check Valve
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 atmo-
sphere 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. Nor-
mally 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 “pri-
mary” and a “secondary”.
The primary air governor (9, Figure 2-1) is installed When air pressure reaches the “cut-out” pressure
on the front side of the main frame crossmember setting, the piston moves upward unseating the
(horsecollar). This governor is adjusted as follows: valve. Air pressure flows through the drilled passage
in the piston and out the unloader port through the
• Cut-out Pressure: 8.3 ± 0.3 kg/cm2 (118 ± 4 psi)
shuttle valve and to the compressor intake valve. The
• Cut-in Pressure: 7.7 ± 0.3 kg/cm2 (108 ± 4 psi) air compressor intake valves are held open and air
delivery stops.
The secondary air governor (3, Figure 2-1) is located
on the inside of the expansion tank mounting The primary governor also provides an air signal to
bracket, under the operator cab. This governor is the unloader valve port on each air dryer. At the
adjusted as follows: same time the compressor unloads, the air dryers will
start their purge cycle, exhausting the air in the purge
• Cut-out Pressure: 9.0 ± 0.3 kg/cm2 (128 ± 4 psi) tanks through the desiccant bed and out the dryer
• Cut-in Pressure: 8.3 ± 0.3 kg/cm2 (118 ± 4 psi) exhaust ports.
Other than operating pressure, the governors func-

tion 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 HORN SOLENOID
(HEATED)
Function
Function When the horn button on the steering wheel is
The wet air tank (8, Figure 2-1) is equipped with a pressed, the electric circuit is closed and electricity
heated automatic drain valve to insure operation dur- flows to the coil (1, Figure 2-8) to form an electro-
ing cold weather operation. magnet that raises the plunger (3).
The automatic drain valve, installed in a port on the Compressed air then flows to sound the horn.
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.
Operation
As air pressure builds in the wet tank, the diaphragm
(4, Figure 2-7) will be pushed down allowing contam-
inants and moisture in the bottom of the tank to accu-
mulate 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 FIGURE 2-8. HORN SOLENOID
the valve body.
1. Coil Assembly 4. Filter
2. Core 5. Terminal
3. Plunger
FIGURE 2-7. AUTOMATIC DRAIN VALVE

1. Valve Body 3. Heater Element
2. Heater Cable 4. Diaphragm
K2-8 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 Air System Component Repair 05/04 K03011

AIR SYSTEM COMPONENT REPAIR
GENERAL PRECAUTIONS AIR DRYER
Whenever working on or near air systems and com- Note: The truck is equipped with two air dryers. Both
ponents, always observe the following: dryers are identical.
Removal
1. Drain the air system
2. Disconnect heater wiring.
• The truck's wheels must be chocked. Block 3. Mark the air lines for later reference and discon-
the wheels and make sure the vehicle will not nect from air dryer(s).
roll, before releasing the brakes and before
4. Remove the lock nuts, washers, and capscrews
performing any test and/or isolating any air
system component. that attach the air dryer to the mounting bracket.
• Stop the engine when working under a

vehicle.
Installation
• Never connect or disconnect a hose or line
containing air pressure. Never remove a 1. Position the air dryer. Install the capscrews,
component or a pipe plug unless you are washers, and lock nuts. Tighten capscrews to
certain all system air pressure has been 50 N.m (37 ft. lb.) torque.
exhausted. 2. Inspect lines and fittings. Replace any that are
• Always wear safety glasses when working damaged.
with air pressure. Never look directly into air 3. Connect all air lines, taking care to match
system component ports. marked line with appropriate port.
• Never exceed recommended working air 4. Connect the heater wiring.
pressure.
• 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.

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 car-
tridge (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 PORTS
1. Desiccant Cartridge A. Check Valve
2. Check Valve B. Intake
3. Check Valve Nut C. Unloader
4. Body Gasket D. Purge Tank
5. Ball Check Valve E. Exhaust
6. Bottom Cap Assy.
7. Turbo Valve
8. Seal Retainer
9. Unloader Valve
10. Heater
11. Safety Valve
12. Bleed Valve Nut

Unloader Valve Service Unloader Valve Replacement
1. Disconnect the unloader air line.
Symptoms / Actions
2. Remove the two fasteners that attach the
Dryer won't exhaust: unloader valve retainer (8, Figure 3-1). Remove
1. Start engine and build pressure to just before the retainer.
"cut-out" pressure. 3. Remove the unloader valve assembly (9) from
2. Cycle several times. If dryer does not exhaust, the unloader port and discard.
replace unloader valve. NOTE: If there is excessive oil in the unloader port,
compressor may require servicing.
Air leak at exhaust port during the: 4. Clean the unloader port thoroughly.
5. Remove the three (3) O-rings from retainer and
1. Charge Mode;
discard.
a. Start engine and build pressure to just before 6. Using lubricant supplied with kit, lightly grease
"cut-out". the new O-rings.
b. Stop engine. Apply soap solution at exhaust 7. Install on the retainer the two (2) thickest O-
port or listen for air leak at exhaust port. rings. 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 cav-
2. Standby Mode; ity, open end out.
9. Apply a light coating of grease around the O-
a. Remove governor line from UNL port on air
ring seat on valve assembly. Install the thin O-
dryer.
ring on the unloader valve seat.
b. Start engine and build to "cut-out" pressure.
10. Aligning the valve exhaust port with the air dryer
c. Stop engine. If no air leaks are present, exhaust port, install the unloader valve assem-
replace unloader valve. bly. Use care not to dislodge the O-ring from its
seat.
Pressure slow or no build: If the air dryer exhaust port and unloader valve
exhaust port do not align, air dryer will not
1. Start engine and build pressure to just before unload.
"cut-out".
11. Install retainer.
2. Stop engine. Apply soap solution at exhaust
port or listen for air leak at exhaust port. 12. Apply a light coating of grease on the threads of
the two retainer bolts.
3. If a leak is present, replace unloader valve.
13. Install the two retainer bolts and tighten to 13.56
- 20.34 N.m (10 - 15 ft. lb.) torque.
Compressor cycles rapidly: 14. Reconnect the unloader air line to air dryer
1. Remove governor line from UNL port on air unloader port.
dryer.
2. Start engine and build to "cut-out" pressure.
3. Stop engine. If no air leaks are present, replace
unloader valve.

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
Operational Check: Wet tank pressure drops rapidly
1. Start engine and build air pressure allowing NOTE: The above symptoms could also lead to turbo
dryer to exhaust. valve replacement. A malfunctioning turbo valve will
tend to allow pressure to drop to "cut-in" pressure
2. Stop engine.
within seconds.
3. After initial exhaust, air should bleed with
decreasing intensity out the exhaust port for Operational Check
approximately 45 seconds.
1. Disconnect line at purge port and plug.
4. If air fails to bleed as described, replace bleed
2. Start engine and build pressure to "cut-out"
valve kit.
pressure. Stop engine.
3. Apply soapy solution around exhaust port.
Bleed Valve Replacement 4. If soap bubbles exist, replace check valve.
1. Drain the air system

2. Disconnect the air line at air dryer purge port. Check Valve Replacement
3. Remove bleed valve nut (12, Figure 3-1).
1. Drain air system.
4. Remove and discard O-ring, spring and spindle.
2. Disconnect air line from outlet port.
5. Clean bleed valve nut and cavity area.
3. Remove check valve nut (3, Figure 3-1).
6. Position new spindle in the cavity with spring
4. Remove and discard O-ring, spring, spindle,
pocket side out. Install spring.
and ball.
7. Using grease supplied with kit, apply a light
coating on O-ring. Install O-ring on nut. NOTE: If there is excessive oil in the check valve
port, compressor may require servicing.
8. Apply light coating of grease on nut threads.
Install nut and tighten to 81.35 N.m (60 ft. lb.) 5. Clean nut and cavity area.
torque. 6. Install new ball in cavity. Next, position spindle
9. Re-connect air line to air dryer purge port. 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.

Turbo Valve Service Heater Assembly Service
Symptom Symptom
Dryer frequently unloads. Dryer won't exhaust.
Air continually flows from exhaust port when Exhaust port leaks.
compressor is in standby mode.
Cannot build pressure.
System pressure drops very rapidly.
Operational Checks
NOTE: The above symptoms could also lead to
check valve replacement. A malfunctioning turbo Thermostat must be cooled to at least 2°C (35°) F to
valve will tend to allow pressure to drop to cut-in check.
pressure within seconds. 1. Connect an ohmmeter across the heater electri-
cal terminals. Ohmmeter should show continu-
Operational Check:
ity.
1. Disconnect line at purge port and plug. 2. If the reading shows an open circuit, replace
2. Start engine and build pressure to "cut-out" heater assembly.
pressure. Stop engine.
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, Fig-
1. Drain the air system. ure 3-1) and discard.
2. Disconnect the heater wiring. Disconnect the 4. Thoroughly clean entire area.
inlet and unloader lines from their respective 5. Apply a light coating of anti-seize to the heater
ports. Mark lines for later assembly. element and to the thermostat cavity only. Do
3. Remove eight bolts from bottom cap and set not apply this compound to screws.
aside. Discard gasket. 6. Install new heater. Twist slightly to spread anti-
4. Remove turbo nut, valve stop, and valve (7, Fig- seize. Install new set screw until snug. Set
ure 3-1) and discard. screw will protrude from bottom cap about
5. Clean cavity area thoroughly. 0.125 inch (3.18 mm).
DO NOT OVER-TIGHTEN.
6. Lightly coat the two small O-ring surfaces and
install on piston. Carefully install valve in cavity 7. Install new thermostat. Coil wires around heater
with tapered side up. cover posts allowing wires to protrude through
slots. Place the two # 6-32 x 1.125 inches (2.86
7. Place valve stop on top of valve concave side
cm) screws in heater cover and attach the ther-
down.
mostat.
8. Lightly lube large O-ring and place on nut.
8. Fill heater cover with non-corrosive RTV.
Install flat seal into nut.
9. Connect blue heater wire to a good chassis
9. Install nut and tighten to 68 N.m (50 ft. lb.)
ground.
torque.
10. Connect orange wire to ignition switch.
10. Place gasket on bottom cap aligning small hole
with small check valve. Locate bottom cap so 11. Seal and route heater wires carefully.
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.
11. Re-connect inlet and unloader lines as previ-
ously marked to air dryer.
12. Re-connect heater wiring.

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 turbo valve assembly.
The air dryer unloader valve seal is worn. Clean cavity. Replace unloader valve assembly.
Problem: The air compressor goes into the standby mode but cycles 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 worn. Clean cavity. Replace turbo valve assembly.
Air governor malfunctioning. Replace governor valve.
The air dryer unloader valve seal is worn. 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. Clean cavity. Replace the unloader valve assembly.
Dirt/foreign material is stuck in the unloader valve. Clean cavity. Replace the unloader valve assembly.
Heater assembly malfunctioning. 0°C (32°F) Replace heater assembly.
Problem: The air compressor runs continuously (system pressure will not build).
Fittings are loose or damaged. Tighten or replace loose or damaged fittings.
Air reservoir, tubing, or hoses are damaged. Repair or replace damaged items.
The air compressor needs to be serviced or Rebuild or replace the air compressor.
replaced.
The air dryer unloader valve is worn. Clean cavity. Replace the unloader valve assembly.
Line between governor and air compressor is Replace the line or remove the blockage.
blocked.

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 Repair or replace the air line, or tighten the fittings.
unloader port is damaged or leaking.
The unloader valve is worn. Clean cavity. Replace the unloader valve assembly.
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 Remove blockage or replace the necessary compo-
dryer. nents.
The air compressor governor valve is malfunction- Replace the compressor air governor valve.
ing.
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 Install or replace the air line, or tighten the fittings.
purge port is missing, leaking, or damaged.
Line between the compressor and air dryer too short Fit new line with a minimum length of 6 ft. (1.83 m)
(Insufficient pre-cool). copper line or 12 ft. (3.66 m) of steel braided teflon.

AIR COMPRESSOR Installation
For air compressor service, refer to engine manufac- 1. Position governor (4) on mounting bracket.
turer's service manual. 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
AIR GOVERNORS to "Adjustment" to verify proper operation for
the appropriate governor being serviced.
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 3. Mounting Capscrews
(Horsecollar) 4. Primary Governor
2. To Tee on Shuttle 5. To Wet Tank
Valve
FIGURE 3-2. SECONDARY GOVERNOR

INSTALLATION
1. Expansion Tank 4. Secondary Governor

2. Secondary Governor 5. To Expansion Tank
3. Mounting Capscrews

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 FIGURE 3-4. AIR GOVERNOR
unit.
1. Valve Spring 10. Nut
Assembly 2. Inlet & Exhaust Valve 11. Adjusting Screw
3. Piston 12. Retaining Ring
Before proceeding with assembly, lubricate all parts 4. Grommet 13. Exhaust Stem
with barium grease. 5. Washer 14. Exhaust Stem Spring
1. Install exhaust stem grommet (4, Figure 3-4) in 6. Spring Guide (Lower) 15. Body
stem bore of piston (3). 7. Spring 16. Filter
8. Spring Guide 17. Cover
2. Install inlet and exhaust valve in place at bottom
9. Spring Guide (Upper) 18. O-Ring
of piston.
3. Install the inlet valve spring (1) with its narrow 6. Install lower spring guide (6), spring guide (8),
end against the valve (2). Press down on spring pressure setting spring (7) and upper spring
until the large coil end snaps into the groove seat (9) on adjusting screw with nut (10).
inside the piston. Tighten the upper spring seat down until the
4. Place exhaust stem spring (14) over the dimension from top of seat to bottom of the
exhaust stem (13) and carefully press the stem stem head is approximately 48 mm (1.88 in.).
into the stem bore of the piston. Make sure 7. With exhaust stem (13) and spring (14) in place,
exhaust stem moves up and down freely. install adjusting screw and spring assembly in
5. Install O-rings (18) in grooves of the piston and the governor body.
install piston in body with largest bore of piston 8. Install snap ring (12) to secure adjusting screw
facing up. and spring assembly.
9. Install new filters (16).
10. Refer to "Adjustment" and adjust to specification
listed.

Adjustment Secondary Governor
Adjust "cut-out" to occur at 9.0 kg/cm2 (128

psi).
Check "cut-in" pressure; it should occur at 8.3
kg/cm2 (118 psi). ("Cut-in" pressure cannot
Note: The primary governor "cut-in" and "cut-out" be adjusted, but should follow the "cut-out"
pressures differ from those of the secondary pressure as adjustments are made.)
governor. Be certain the appropriate pressure setting
Release air pressure and re-apply several
is used for the governor being serviced.
times to verify correct "cut-out" and "cut-in"
pressures.
1. Connect an air supply of 130 psi (9.1 kg/cm2) After adjustment, apply Loctite to bottom of
locknut (10) and thread onto adjusting screw.
through an adjustable pressure regulator to the
Hold adjusting screw (11) and tighten locknut
governor supply port (stamped "RES"). (10).
2. Install a 0-200 psi (14 kg/cm2) pressure gauge
in the unloader port (stamped "UNL").
7. After pressure has been verified, reinstall rub-
3. Remove the rubber cover (17, Figure 3-4) ber cover (17).
located on top of the governor. Loosen the lock-
nut (10) located on the adjusting screw (11).
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 regu-
lator 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 counter-
clockwise 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).

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 Be certain that the air hoses are connected
moving the retarder control lever which is mounted securely before proceeding. Failure to do so
on the steering column. could result in bodily harm and/or damage to the
interior of the cab.
Removal 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 6. With supply air pressure at 740 kPa (107.32
working with or on the retarder valve/lever psi), to maintain minimum lever force of 2.9~4.9
assembly. Failure to do so could result in bodily N (0.3~0.5 kgf) to move lever to 190 mm (0.75
harm and/or damage to the interior of the cab. 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).
1. Shut the engine down and turn off the key
Tighten nut to 9.8~14.7 N.m (7.23~10.85 ft.
switch.
lbs.) torque.
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 NOTE: DO NOT turn the case inward more than four
(Figure 5-1). Mark the hoses to indicate their turns after initial contact between case (17), spring
appropriate ports for future reference at installa- (18), and plunger (19) is made.
tion.
3. Remove the two bolts (3, Figure 5-2) and lock-
washers (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 col-
umn.
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. PORTS
(Figure 5-1).
1. Supply 3. Delivery
NOTE: If the lever replacement kit has been 2. Exhaust
installed, it may be necessary to adjust the lever
friction after installation. If adjustment is required,
proceed with the following steps.

FIGURE 5-2. RETARDER VALVE AND LEVER ASSEMBLY
1. Valve Body 9. Valve 17. Case 25. Nut
2. Spacer 10. Bolt 18. Spring 26. O-Ring
3. Bolt 11. Lockwasher 19. Plunger 27. Lockwasher
4. Lockwasher 12. Gasket 20. Screw 28. Ring
5. Clamp 13. Spring 21. Handle Assembly 29. Cover
6. Valve Stem 14. O-Ring 22. Plate 30. Cam Follower
7. Spring 15. Piston 23. Bolt 31. Cam
8. Guide 16. Nut 24. Washer 32. Spring

Disassembly
1. Remove bolts (10, Figure 5-2) and lockwashers 4. Apply gasket (12) to valve body (1) and seat
(11) from valve body (1). cover (29) on gasket.
2. Remove bolt (23), nut (25), and washer (24) 5. Install cover (29) over internal parts onto valve
from plate (22). 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) 6. Install o-ring (26) over cover (29).
from cover (29). Lift cover (29) from valve body 7. Install exhaust valve (9), guide(8), spring (7)
(1). Separate internal parts. and valve stem (6) into exhaust port (2, Figure
4. Remove setscrew (20) from handle assembly 5-1).
(21). Loosen nut (16) and remove case (17), 8. Apply Locktite to set screw (20) and install in
spring (18), and plunger (19) from handle handle assembly. Tighten to 0.98~1.5 N.m
assembly (21). (0.72~1.09 ft. lbs.) torque.
9. Install plunger (19, Figure 5-2), spring (18),
case (17) and nut (16) into handle assembly
Assembly (21).
1. Install o-ring (14) onto piston (15). Seat spring NOTE: Spring (18) tension should be adjusted as
(13) and piston into valve body (1), outlined in installation steps 4, 5, and 6 on page K5-1
2. Install spring (32), cam (31) and cam follower after retarder valve/lever assembly is installed in
(30) into valve body (1) with spring seated on truck.
piston (15). 10. Install handle assembly (21) onto cover (29).
3. Place ring (28) over cam follower (30) and
11. Install plate (22) over cover (29) and secure
install lockwasher (27) in top of ring.
with bolt (23), washer (24) and nut (25). Tighten
nut (25) to 0.98~1.5 N.m (0.72~1.09 ft. lbs.).

NOTES

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 Oil being returned to the tank from the steering and
Section R. hoist circuits flows through a filter element mounted
on top of the tank. Should the filter become
The steering and hoist circuits use a common restricted, a bypass valve will open allowing the oil to
hydraulic tank located on the left side of the truck. bypass the filter element. The differential pressure at
The tank is divided into two sections; one for the
steering and hoist and another for the wet disc brake which the bypass will open is 1.27 kg/cm2 (18 psi).
cooling oil. The front section is for the steering and Oil for the wet disc brake cooling circuit flows from
hoist and the rear section is for the wet disc brake the pump through tubing and hoses to the wet disc
cooling. Oil used for steering and hoist flows from the brake housings. Return oil flows from the brake
bottom of the tank to the inlet housing of the pump housings to the brake oil cooler and then back to the
mounted on the left upper PTO of the transmission. rear section of the hydraulic tank and passes through
Some pressurization occurs during truck operation two filters mounted on top of the hydraulic tank
as the hoist cylinders are retracted and oil returns to before returning to the tank.
the tank. This pressure is relieved by a breather
valve mounted on top of the tank. In the rear section The three return filters (one hydraulic, two brake
of the tank, oil flows from the bottom of the tank to cooling) on the tank have bypass valves that will
the inlet housing of the pump mounted on the right allow oil to bypass the filters if one becomes
top PTO of the transmission. restricted. The differential pressure which causes the
bypass valve to open is 1.27 kg/cm2 (18 psi).
The demand valve is mounted on the front side of the
hydraulic tank mounting bracket. This valve directs A brake control valve (BCV) is mounted in the circuit
the oil flow from the steering and hoist pump. The oil from the pump to the wet disc brake housing. When
flow is first directed to the steering circuit and after the disc brakes are not being used, the Brake Control
the demand is met, the spool shifts directing oil flow Valve bypasses some of the cooling oil back to the
to the hoist circuit. Anytime steering is being used, tank. This reduces power loss caused by excessive
the spool is shifted to meet the steering demand by oil flowing through the brake housing. Also built into
load sense pressure from the steering control valve. this valve is a pilot relief valve which will actuate at 9
The demand valve has a 210 kg/cm2 (2986psi) relief kg/cm2 (128 psi). When actuated, the pilot relief
valve mounted in it to regulate the steering pressure. valve will cause the main relief valves to open allow-
ing the excess oil to return to the tank.
Return oil from the steering cylinder flows to the top
of the tank and through a filter before returning to the
COMPONENT DESCRIPTION
tank. In the hoist valve return line is an orifice plate
which causes some of the oil to flow through a steer- Pump
ing oil cooler mounted in front of the radiator. After
going through the cooler, oil returns to the front sec- The truck is equipped with two double gear type
tion of the hydraulic tank. pumps. The steering and hoist circuit pump has two
inlets and two outlets. The total output from the pump
The hoist valve is located on the rear hydraulic tank at 2000 RPM is 668 l/min. (177 GPM) at a pressure
mounting bracket, between the tank and the left
of 210 kg/cm2 (2986 psi).
frame rail. Oil from the demand valve flows to the
hoist valve inlet and back to the tank through the oil The wet disc brake cooling pump is also a double
filter mounted on top of the tank if the operator is not gear type pump that has two inlets and two outlets.
using the hoist circuit. The hoist valve is controlled by The total output from the pump at 2000 RPM is 1051
the operator through cables and linkages. The opera- l/min. (278 GPM) at 30 kg/cm2 (426 psi).
tor 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).

Tank
The hydraulic tank is mounted to the left frame rail. It Oil returning to the hydraulic tank from the steering
is separated into two sections. One for steering and and hoist circuit passes through a 30 micron filter
hoist the other for the wet disc brake cooling oil. The assembly. The oil from the brake cooling circuit
service capacity for the steering and hoist section is passes through two 30 micron filter assemblies.
162 liters (42.8 gal.). and for the rear brake cooling These filters are accessible by removal of a cover
section is 268 liters (70.8 gal.). plate for each filter.
The oil level should be checked periodically with the
body down, engine stopped and parked on level
NOTE: The oil recommended for use in both sections ground.
of the hydraulic tank (steering/hoist and brake
cooling) is A.P.I. classification CD SAE-10W engine
oil. Refer to Lubrication and Service Section P for addi-
tional 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 2. Housing

FIGURE 2-3. HOIST VALVE
1. Drain to Tank 4. To Hoist Cylinder

2. Return to Tank 5. To Hoist Cylinder
3. From Demand Valve 6. Lead Off Line

FIGURE 2-4. HYDRAULIC COMPONENT LOCATION
1. Power Down Line 9. LS Steering Line 17. Oil Tank
2. Power Up Line 10. Steering Return Line 18. Hoist Valve Inlet Line
3. Suction Line 11. Steering Pressure Line 19. Orifice Plate
4. Brake Cooling Pump 12. Demand Valve Inlet Lines 20. Hoist Valve Bleed Line
5. Steering and Hoist Pump 13. Demand Valve 21. Hoist Valve
6. Flow Switch 14. Return Line To Tank 22. High Pressure Filters
7. Oil Cooler Return Hose 15. Steering and Hoist Filter
8. Oil Cooler Inlet Hose 16. Brake Cooling Filters

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 Hydraulic System Component Repair 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 3-
2).
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 5. Front Cover 9. Driven Gear

2. Front Cover 6. Drive Gear 10. Driven Gear
3. Gear Case 7. Gear Case
4. Rear Cover 8. Rear Cover

Installation
1. Install hydraulic pump assembly. Tighten cap-
screws to standard torque.
2. Remove caps and install hoses (1 & 2, Figure
3-3).
3. Remove caps and install tubes (1 & 2, Figure 3-
2).
4. Refill hydraulic system as required. Refer to Fill-
ing Instructions.
5. Bleed all air from inlet and outlet lines before
starting engine.
HYDRAULIC TANK
Filling instructions (hoist oil supply) FIGURE 3-3. HYDRAULIC PUMP
1. Outlet Hose 3. Hydraulic Pump
1. Lower the dump body and shut down the
2. Outlet Hose
engine.
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 pres-
sure.
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.
counterclockwise to release internal tank pres- FIGURE 3-4. HYDRAULIC TANK
sure.
1. Filter Covers 6. Brake Oil Drain
3. Fill tank with recommended oil (refer to Section 2. Bolts 7. Brake Cooling Oil
P, Lubrication and Service) until oil is visible in 3. Hydraulic Oil Filler Sight Glass
the sight glass (7). Cap 8. Brake Cooling Oil
4. Hydraulic Oil Level Filler Cap.
Rear Brake Oil tank refill capacity: 268 Liters Sight Glass 9. Breather
(70.8 gal) 5. Hydraulic Oil Drain
4. Replace fill cap.

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

sure.
3. Remove bolts (2) on filter covers (1).
4. Remove the elements (2, Figure 3-5) from FIGURE 3-5. HYDRAULIC TANK FILTERS
housing. 1. Hydraulic Tank 3. Bypass Valve
5. Thoroughly clean filter housings, covers (4) and 2. Filter Element 4. Cover
bypass valve (3) components.
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 pres-
sure.
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 thor-
FIGURE 3-6. HYDRAULIC TANK BREATHER
oughly.
1. Snap Ring 3. Element
6. Install element, cover and snap ring.
2. Cover
NOTE: If equipped with a nut instead of a snap ring,
tighten nut, but do not overtighten as the stud will
twist off easily.
7. Install breather element on hydraulic tank.

BRAKE COOLING OIL STRAINER HIGH PRESSURE HYDRAULIC FILTERS
A strainer (Figure 3-7), located near the lower right Filter Assembly Removal
rear corner of the engine removes particles from the
brake cooling oil circuit after the oil flows out of the 1. Lower the dump body and shut down the
brake housings and before it enters the brake oil engine. Clean dirt accumulation from the high
cooler mounted in front of the engine. pressure hydraulic filters and tube connections
in front of the hydraulic tank.
This strainer should be removed and cleaned when-
ever 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 remove any internal pressure.
flange capscrews (3, Figure 3-7).
2. Disassemble the tube coupling forward of the have sufficient force to enter a person's body by
strainer or remove the flange capscrews at the penetrating the skin and cause serious injury and
oil cooler inlet and remove tube (4). possibly death if proper medical treatment by a
3. Remove strainer (1) and clean thoroughly. physician familiar with this injury is not received
Inspect wire mesh for damage. 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

2. Washer 9. Washer
3. O-Ring 10. Split Flange
4. Capscrew 11. Bracket
5. Washer (on Hyd. Tank)
6. U-Bolt 12. Washer
7. Filter Assembly 13. Nut
FIGURE 3-7. BRAKE COOLING OIL STRAINER
1. Strainer 4. To Brake Oil Cooler
2. From Rear Brakes Inlet
3. Capscrew 5. Engine Oil Pan

2. Slowly turn oil filler caps (3 & 8, Figure 3-4) tightening all capscrews and nuts sequentially
counterclockwise to release tank pressure. 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) secur- Tighten all connections before starting engine
ing filters (7). and applying hydraulic pressure.
Move hydraulic tubes away from filter housings. 5. Start engine and check for leaks before releas-
ing truck for service. Check hydraulic tank oil
5. Remove nuts (13) and washers (12) holding U- level; oil must be visible in sight glass (4, Figure
bolts (6) to bracket (11). Remove filter assem- 3-4).
blies (7). Discard O-rings (3).
Plug or cover all open hydraulic connections to Filter Element Replacement
prevent entry of contaminants and move filter 1. Place filter assembly (Figure 3-9) on work
assemblies to a clean service area. bench. Using a spanner tool at both ends, hold
housing (1) and loosen (counter-clockwise) inlet
Filter Assembly Installation housing (5).
1. Remove plugs and/or covers from connections. Remove inlet and then remove filter element (2)
Install new O-rings (3, Figure 3-8) in all loca- from housing. Discard O-Ring (3) and Backup
tions. Install filter assemblies (7) to outlets and Ring (4).
install capscrews (1 & 4), washers (2 & 5). Do
not final torque at this time. 2. Thoroughly clean filter housing and inlet hous-
ing. Using clean hydraulic oil, lightly lubricate
2. Move hydraulic tubes to filter housings inlets sealing surfaces.
and reconnect with capscrews (8), washers (9),
and split flanges (10). Do not tighten capscrews 3. Install new element (2) into filter housing (1)
to final torque at this time. using new O-Ring (3) and Backup Ring (4).
3. Install U-bolts (6) holding filter assemblies (7) to 4. Install inlet housing (5) to filter housing (1) and
bracket (11). Install washers (12) and nuts (13). tighten to 10 - 12 kg.m (73 - 87 ft. lbs.) torque.
Do not tighten nuts to final torque at this time. 5. Refer to Filter Assembly Installation and install
4. Carefully align all components and connections on truck.
to prevent any binding or kinking and then begin
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 3. O-Ring 5. Filter Housing Inlet 7. Spanner Hole
2. Filter Element 4. Backup Ring 6. Spanner Hole

NOTES

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 5. Steering Wheel P: From Demand Valve
2. Steering Cylinder 6. Steering Control Valve T: To Hydraulic Tank
3. Tie Rod 7. Knuckle LS: To Demand Valve
4. Crossover Relief Valve 8. Arm (A-Frame)
STEERING CIRCUIT OPERATION

The steering system is a self-metering, power steer- The truck is also equipped with an automatic emer-
ing type. When the steering wheel (5, Figure 4-1) is gency steering system to provide oil pressure to the
rotated, the steering control valve (6) is actuated steering circuit in the event of a loss of oil supply
causing the oil to flow into the steering cylinder (2). from the engine driven steering pump. Refer to page
Extending one steering cylinder while retracting the L4-14 for a description of the emergency steering
opposite steering cylinder will change the angle of system components.
the front wheels, allowing the operator to steer the Additional information describing steering circuit
truck as desired. The tie rod (3), attached to the operation can be found in the description of the fol-
knuckle (7) maintains a constant angular relationship lowing system components.
between the left and right wheels.

DEMAND VALVE STEERING CONTROL VALVE
The demand valve (Figure 4-2) divides the oil sent The steering control valve (Figure 4-3) is mounted
from the steering pump and the hoist pump sending it under the cab floor and is connected to the steering
to the proper circuit according to a pressure signal column by a short drive shaft.
received from the steering control valve. If the opera-
When the operator rotates the steering wheel, steer-
tor is raising the dump body and no steering is
ing circuit oil is directed through the crossover relief
required, all oil is directed to the hoist circuit. When
valve manifold to the steering cylinders.
steering is required, the amount of oil needed to
steer the truck is directed to the steering valve. Pages L4-6 through L4-13 describe the various oper-
ating conditions of both the steering control valve and
the demand valve.
FIGURE 4-3. STEERING CONTROL VALVE

ASSEMBLY
FIGURE 4-2. DEMAND VALVE ASSEMBLY P: From Demand Valve

T: To Hydraulic Tank
A: To Steering Valve
LT: To Steering Cylinder
B: To Hydraulic Tank
R: To Steering Cylinder
C: Emergency Steering Pump Port
LS: To DemandValve
D: To Hoist Valve
E: From Steering Valve (LS Port)
F: From Steering Pump
G: From Hoist Pump

HYDRAULIC SCHEMATIC
FIGURE 4-4. CROSSOVER RELIEF VALVE ASSEMBLY

1. Relief Valve Assembly A: To Steering Cylinder
Tightening Torque 11 ± 1.5 kg.m (80 ± 10 ft. lbs.) B: To Steering Cylinder
2. Valve Body C: From Steering Valve
D: From Steering Valve
CROSSOVER RELIEF VALVE

The steering system crossover relief valve (Figure 4-
4) provides protection against excessive pressure in
the steering circuit if an external force is applied to
the front wheels and the steering cylinders.
The relief valves allow oil to escape from the steering
cylinders if pressure exceeds 240 kg/cm2 (3400 psi).

OPERATION OF DEMAND AND
STEERING CONTROL VALVE
STEERING CONTROL VALVE: When steering DEMAND VALVE: When steering valve is at
valve is at neutral neutral
The oil from the pump passes through the demand The oil from the steering pump enters port (A, Figure
valve and enters port P of the steering valve. 4-5). At the same time, the oil from the hoist pump
enters port B. When the steering valve is at neutral,
Valve spool is at the neutral position, so port P and port P of the steering valve is closed, so the pressure
ports (RT and LT) to the cylinder are closed. No oil at port P rises. The pressure from port P passes
flows to the cylinder, so the cylinder does not move. through orifice F enters the chamber C, and moves
At the same time, port LS is connected through port spool (7) to the right.
R to the tank. As a result, there is no oil pressure at Port LS and chamber D are connected to the tank,
port LS, so all the oil from the pump at the demand and the force moving spool (7) to the left is the force
valve flows to the hoist valve. 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 dis-
tance the spool will travel to the left.

FIGURE 4-5. DEMAND AND STEERING VALVE NEUTRAL
1. Demand Valve 8. Relief Valve A: From Steering Pump
2. Check Valve 9. Relief Valve B: From Hoist Pump
3. Emergency Steering Pump 10. Steering Cylinders C: Chamber
4. Hoist/Steering Pump 11. Crossover Relief Valve D: Chamber
5. To Hoist Valve 12. Steering Control Valve E: Orifice
6. Spring 13. Spool F: Orifice
7. Spool

STEERING CONTROL VALVE: When steering DEMAND VALVE: When steering wheel is oper-
wheel is operated slowly to the right. ated slowly to the right.
When the steering wheel is turned slowly to the right The area of the opening of the steering valve orifice
(Figure 4-6), input shaft rotates. When this happens, is small, so the difference in pressure between the
valve spool moves down. So when input shaft two sides of the orifice is large. As a result, the move-
rotates, the oil from the demand valve flows into port ment when the steering wheel is operated slowly to
P. the right, the spool moves a short distance to the left,
and some of the oil from the steering pump flows to
The oil inside the valve spool then passes between
the steering valve. The remaining oil from the steer-
the stator and rotor in the metering portion of spool
ing pump and all the oil from the hoist pump flows to
valve.
the hoist 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 cir-
cuit, and remaining oil flows from the demand valve
to the hoist valve.

FIGURE 4-6. STEERING SLOWLY RIGHT
7. Spool

STEERING CONTROL VALVE: When steering DEMAND VALVE: When steering wheel is oper-
valve is operated quickly to the left. ated quickly to the left.
When the steering wheel is turned quickly to the left The area of the opening of the steering valve orifice
(Figure 4-7), input shaft rotates. When this happens, is large, so the difference in pressure between the
valve spool moves up. The oil from the demand valve two sides of the orifice is small, therefor the differ-
flows into port P, through a hole in the valve spool, ence at chamber C and D is also small. As a result,
and enters the inside of the valve spool. spring (6) moves spool (7) a long distance to the left,
and all the oil from the steering pump together with
The oil inside the valve spool then passes between
some of the oil from the hoist pump passes through
the stator and rotor in the metering portion of the
check valve (2) and flows to the steering valve to pro-
valve.
vide a large amount of oil to the steering 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 cir-
cuit, and remaining oil flows from the demand valve
to the hoist circuit.

FIGURE 4-7. STEERING QUICKLY TO THE LEFT
7. Spool

DEMAND VALVE: When in emergency steering STEERING CONTROL VALVE: When in emer-
mode. gency steering mode.

FIGURE 4-8. EMERGENCY STEERING MODE
7. Spool

FIGURE 4-9. EMERGENCY STEERING SYSTEM COMPONENTS
1. Batteries 6. Steering Pump

2. Emergency Relay Switch 7. Check Valve
3. Delay Timer 8. Demand Valve
4. Emergency Steering Switch 9. Emergency Steering Pump
5. Flow Switch 10. Hydraulic Oil Tank
EMERGENCY STEERING SYSTEM

If a loss of oil from the steering system occurs, either
due to loss of engine power or a pump (6, Figure 4-9) A switch mounted on the console next to the operator
malfunction, a flow switch (5) senses loss of oil flow can be used to activate the emergency steering sys-
and sends an electrical signal to the delay timer (3). If tem if necessary to steer the truck when the engine is
oil flow is insufficient for more than 3 seconds, the not operable. Use of the emergency steering system
emergency steering motor relay switch (2) is ener- should be limited to a maximum of 90 seconds.
gized. When the relay is energized, the emergency
If necessary, the dump body may be raised using the
steering system pump motor turns on and drives the
emergency steering system.
emergency steering pump (9). The operator can then
safely steer the truck out of traffic and shut down the
truck for system repairs.

FIGURE 4-10. EMERGENCY STEERING SYSTEM FLOW SWITCH
1. Reed Switch 3. Spring 5. Magnet
2. Pivot Pin 4. Plate
Flow Switch
The flow switch (Figure 4-10) is installed in the steer-
ing 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 cir-
cuit 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 FIGURE 4-11. RELAY TIMER
electrical schematic.
1. Timer Assembly 2. Delay Adjustment
Knob

FIGURE 4-12. EMERGENCY STEERING SYSTEM
ELECTRICAL SCHEMATIC

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 Steering Valve Assembly L05031

STEERING VALVE ASSEMBLY
Removal 5. Mark location of each hose attached to steering
valve assembly ports. (Note: each port is
1. Loosen the oil filler cap slowly to release the
marked with a letter.) Disconnect 5 hoses (2).
pressure inside the hydraulic tank.
Cap all openings to prevent contamination and
2. Pass a rope through the yoke and secure the excessive leakage.
yoke to the top to prevent the yoke from falling
6. Remove capscrews (3, Figure 5-2) retaining
out from the column shaft spline.
steering valve assembly to mounting bracket
3. Make match marks to show the position of (4).
insertion for the spline at the steering wheel and
7. Lower the assembly from the bracket.
yoke as shown in Figure 5-2. (This will allow
proper reassembly in case splines must be sep-
Installation
arated.)
1. Raise the steering control valve into position,
4. Remove yoke lock bolt (1, Figure 5-1) The lock
aligning spline match marks made prior to
bolt has a fine thread; be careful not to lose it or
removal if the lower shaft was not removed.
damage the thread.
2. Attach steering control valve to mounting
a. Check that the yoke moves up and down bracket using capscrews (3, Figure 5-2).
easily on the spline of the steering valve Tighten capscrews to standard torque. If the
input shaft, and that it comes off easily. shaft (4, Figure 5-1) has not been disassem-
NOTE: If yoke cannot be easily removed from the bled, attach the yoke to the input shaft splines.
input shaft, it may be necessary to remove the Insert the lock bolt (1) and tighten to standard
steering valve assembly and lower shaft as a unit by torque.
disengaging the splines. 3. Remove caps and plugs and attach hoses (2,
b. Do not use excessive force removing the Figure 5-1) to the correct ports.
yoke as the input shaft can be damaged. 4. Verify all hydraulic and mechanical connections
are secure.
5. Verify proper operation of steering system com-
ponents.
FIGURE 5-2.
FIGURE 5-1.
1. Yoke 3. Capscrews
1. Lock Bolt 3. Steering Valve Assy.
2. Steering Valve Assy. 4. Mounting Bracket
2. Hoses 4. Column Shaft

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 2. Valve Assembly
1. Remove 7 mounting bolts (5, Figure 5-3), then

If any other solvent is used, it may cause deterio-
insert screwdriver between end cover assembly
ration of the rubber seal. Do not wipe any part
(4) and sleeve (3), and remove end cover
with a cloth or apply hot air to the unit.
assembly. After removing, check for any break-
The solvent is a flammable substance, so be age around the edge of the end cover hole.
careful to handle it correctly and do not bring any 2. Remove commutator (1, Figure 5-4) and
flame close to it. 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 4. End Cover

2. Tube Nut 5. Bolts
3. Sleeve

FIGURE 5-8. SLEEVE REMOVAL
1. Sleeve 2. Valve Body
FIGURE 5-6. COMMUTATING RING REMOVAL
1. Mounting Bolts 3. Manifold
2. Commutator Ring 4. Rotor Set
5. Insert screwdriver between sleeve (1, Figure 5-

8) and valve body (2), and remove sleeve.
3. Using 2 mounting bolts (1, Figure 5-6), remove
commutator ring (2) and manifold (3). 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 3. Manifold

2. Commutator Ring 4. Rotor Set

FIGURE 5-12.
FIGURE 5-10. BALL REMOVAL 1. Input Shaft 3. Valve Body

1. Ball 2. Valve Body 2. Upper Cover 4. Mounting Bolt
9. Install in vice so that input shaft (1, Figure 5-12)

faces up, then make match marks with a punch
7. Remove ball (1, Figure 5-10). in upper cover (2) and valve body (3).
8. Remove rod (1, Figure 5-11), roller (2), rod (3), 10. Remove 4 mounting bolts (4), hold input shaft
and spring (4). (1) and move it up, then remove input shaft,
upper cover, and valve spool assembly (1, Fig-
ure 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 3. Rod
2. Roller 4. Spring
FIGURE 5-13.
1. Spool Assembly 2. Upper Cover

FIGURE 5-16.
FIGURE 5-14. 1. Snap Ring 4. Thrust Washer

2. Thrust Washer 5. Wave Washer
1. Shims 2. Spacer 3. Thrust Bearing 6. Input Shaft
11. Remove upper cover assembly from input shaft

and valve spool assembly, then remove shim
(1, Figure 5-14) and spacer (2).
NOTE: Check the number and thickness of the
shims, and keep in a safe place.
FIGURE 5-17. PIN REMOVAL

1. Punch 2. Input Shaft
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), FIGURE 5-18. PIN DETAIL
remove pin (2, Figure 5-18) from input shaft.
1. Shaft 2. Pin
NOTE: To prevent damaging the input shaft, carry
out the operation on a wooden block.

FIGURE 5-19.
1. Spool 3. Spacer
2. Torsion Bar 4. Pin
FIGURE 5-21. BALL REMOVAL

1. Valve Spool 3. Drive Link
15. Set valve spool (1, Figure 5-19) facing down, 2. Input Shaft 4. Ball
then remove torsion bar (2) and spacer (3) from
input shaft and valve spool assembly.
16. Set valve spool (1, Figure 5-20) facing down, 17. Set valve spool (1, Figure 5-21) facing down,
then rotate input shaft (2) clockwise until ball (4)
then rotate input shaft (2) until drive link (3)
comes out.
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

FIGURE 5-22.
1. Valve Spool 3. Drive Link 1. Ball Retaining Spring 2. Valve Spool
2. Input Shaft

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 bear- FIGURE 5-25.
ing (2), and thrust washer (1, Figure 5-24) on 1. Wave Washer 3. Thrust Bearing
input shaft, and install snap ring (2). 2. Thrust Washer
FIGURE 5-23.
1. Thrust Washer 3. Input Shaft FIGURE 5-26. BALL INSTALLATION
2. Thrust Bearing
1. Ball 2. Valve Spool
2. Install wave washer (1, Figure 5-25) to thrust

bearing (3) and thrust washer (2). 4. Rotate counterclockwise so that ball and groove
are meshed, and insert input shaft (1, Figure 5-
3. Install ball (1, Figure 5-26) on inside of valve
27) in valve spool (2).
spool (2).
NOTE: Keep the spool horizontal when carrying out

the operation.
FIGURE 5-24.
1. Thrust Washer 2. Snap Ring FIGURE 5-27. INPUT SHAFT INSTALLATION
1. Input Shaft 2. Valve Spool

FIGURE 5-30.
1. Spool 3. Drive Link
FIGURE 5-28. 2. Input Shaft
1. Valve Spool 3. Thrust Washer
2. Torsion Bar
5. Fit middle of torsion bar (2, Figure 5-28)

between thrust washer (3) and valve spool (1). If the spool, drive link, and input shaft are not
NOTE: The positioning of the valve spool and input correctly installed in relation to each other, the
shaft is carried out by fitting the torsion bar. steering unit will not work properly.
6. Check spline of drive link (1, Figure 5-29) and
input shaft (2), then align spline of valve spool 7. Measure diameter “A” of pin (1, Figure 5-31) of
(3), and install drive link. torsion bar (2) at several places, and check that
NOTE: If the drive link and input shaft spline do not the difference is less than 0.025 mm (.001 in.).
mesh, rotate the input shaft slightly to mesh them.
When inserting the drive link, fit the torsion bar
securely.
If the drive link is assembled correctly, a clearance of
8.89 mm (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 3. Spool

2. Input Shaft

FIGURE 5-32.
1. Pin 3. Spacer FIGURE 5-34.
2. Torsion Bar 4. Spool & Input Shaft 1. Torsion Bar 2. Pin
8. Set spacer (3, Figure 5-32) to torsion bar (2),

and insert valve spool and input shaft assembly
(4). 11. Install spacer (1, Figure 5-35) on input shaft and
9. Using punch (1, Figure 5-33) (outside diameter: valve spool.
3 mm (0.12 in.)), align pin holes of torsion bar
and input shaft (2).
NOTE: If there is a lip at one end on the inside of the
10. Using above punch, drive pin (2, Figure 5-34) in
spacer, install with the lip surface facing the wave
0.8 mm (0.031 in.) from end face of input shaft.
washer.
FIGURE 5-35.
FIGURE 5-33. PIN INSTALLATION 1. Spacer 2. Spool Assembly

1. Punch 2. Input Shaft

FIGURE 5-36.
1. Valve Spool Assembly 3. Shim
2. Valve Body 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 16. Measure width of groove of drive link (1, Figure
install the mounting bolts (4) temporarily. 5-39) at several places, and check that the dif-
ference is less than 0.025 mm (0.001 in.).
14. Set tool (1, Figure 5-38) in position, and install
so that valve body and upper cover are cen- 17. Pull input shaft down, align drive link (1) with
tered. valve spool spline, and install. Rotate spool so
that valve body is level with end face of spool.
15. Tighten mounting bolts (4, Figure 5-37), and
remove special tool.
FIGURE 5-37. UPPER COVER INSTALLATION

FIGURE 5-39. DRIVE LINK INSTALLATION
1. Valve Spool 3. Valve Body
2. Upper Cover 4. Bolt 1. Drive Link 2. Valve Body

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 21. Set rod (2) to spring (3), and fit to valve body
install. (6), then install roller (4) and rod (5).
19. Using depth micrometer (1, Figure 5-42), mea- 22. Fit seal to valve body.
sure mounting height “h” (See Figure 5-41) of
end face of valve spool and 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 4. Roller
2. Rod 5. Rod
3. Spring 6. Valve Body
FIGURE 5-41.
1. Drive Link 2. Valve Body

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, Fig- FIGURE 5-46.
ure 5-44) facing down, and check that the
rotor rotates freely inside the stator (2). 1. Guide Pin 2. Wear Plate
b. Measure thickness of rotor and stator, and
check that difference is within 0.18 mm
(0.007 in.). 24. Using guide pin (1, Figure 5-46), install wear
plate (2), rotor assembly (5, Figure 5-47), and
c. Using feeler gauge (1, Figure 5-45) check manifold (4).
that clearance of rotor from stator is within
0.18 mm (0.007 in.). 25. Fit seal to end cover assembly (1).
26. Set sleeve (2) and end cover assembly (1) in
position, then tighten mounting bolts (3) uni-
formly and install sleeve, then remove end
cover assembly.
FIGURE 5-45. ROTOR CLEARANCE

1. Feeler Gauge 3. Stator
2. Rotor
FIGURE 5-47. SLEEVE INSTALLATION
1. Cover Assembly 5. Rotor Assembly

2. Sleeve 6. Wear Plate
3. Bolt 7. Wear Plate
4. Manifold

FIGURE 5-48.
1. Cover Assembly 2. Washer
27. Fit washer (2, Figure 5-48) to end cover assem-

bly (1), and install commutator (1, Figure 5-49). FIGURE 5-50.
NOTE: Install the commutator with the concave part 1. Commutator 3. Drive Link
facing the end cover assembly side. Position so that 2. Manifold 4. Sleeve
the hole in the oval commutator is in a straight line
with one of the bolt holes in the end cover assembly.
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 Fig-
ure 5-50)
30. Set end cover assembly (2, Figure 5-51) on
sleeve (3), then tighten 5 mounting bolts (1) uni-
formly. Tighten to standard torque.
FIGURE 5-51. END COVER INSTALLATION
1. Bolt 3. Sleeve
2. End Cover 4. Valve Body
FIGURE 5-49.
1. Commutator 2. Valve Assembly

FIGURE 5-53. SPACER INSTALLATION
1. Spacer Installation 2. Spacer
FIGURE 5-52. SEAL ASSEMBLY INSTALLATION Tool (790-452-1100)
1. Seal Ring 4. Seal
2. Seal 5. Spacer
3. Snap Ring
31. Set input shaft end facing up, then install seal 32. Using tool (1, Figure 5-53), install spacer (2)
ring (1, Figure 5-52) and seal (2). from small diameter end.
NOTE: Install the seal from the small diameter end. 33. Install snap ring (3, Figure 5-52).
Seal ring (1) and seal (2) are supplied stuck together 34. Fit seal (4) to input shaft, and install to upper
as one unit. Coat the new seal with oil, and install it cover.
from the lip end; - When doing this, coat thinly with
grease.

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 Steering Circuit Component Repair 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.

2. Disconnect motor wiring (1, Figure 6-1). FIGURE 6-1. EMERGENCY STEERING PUMP
3. Remove tube (2, Figure 6-2). MOTOR
4. Remove hose (3). 1. Motor Wiring 2. Steering Motor Pump
Assembly
5. Remove emergency steering motor pump
assembly.
Note: Remove the emergency steering motor pump
assembly together with bracket.
Installation
1. Lift emergency steering motor pump assembly
and bracket into position.
2. Install hose (3, Figure 6-2).
3. Install tube (2).
4. Connect motor wiring (1, Figure 6-1).
5. Refill oil to the specified level and run the
engine to circulate the oil through the system.
Then check the oil level again.
FIGURE 6-2. PUMP PIPING

1. Steering Motor 2. Tube
Pump Assembly 3. Hose

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). FIGURE 6-3. STEERING CYLINDER PIPING
4. Remove rod hose (4).
1. Grease Tube 3. Head Hose
5. Disconnect grease tube (2, Figure 6-4). 2. Head Pin 4. Rod Hose
6. Remove rod pin (3).
7. Remove steering cylinder assembly (1).
Installation
1. Lift steering cylinder (1, Figure 6-4) into posi-
tion. Position rubber boot (1, Figure 6-5) and
install head pin (2, Figure 6-3). Install pin retain-
ing capscrew with washer and tighten to stan-
dard 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 FIGURE 6-4. STEERING CYLINDER
standard torque. INSTALLATION
3. Connect grease tubes (2, Figure 6-4 & 1, Figure 1. Steering Cylinder 3. Rod Pin
6-3). 2. Grease Tube
4. Install rod hose (4, Figure 6-3).
5. Install head hose (3).
FIGURE 6-5. TYPICAL MOUNTING PIN
1. Rubber Boot 2. Pin

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. FIGURE 6-7. ROD DISASSEMBLY
1. Rod Disassembly 3. 40 mm Socket
2. Raise lock of cylinder head nut, and using 2. Rebuild Stand 4. Nut
wrench assembly (4), remove cylinder head
assembly (2).
5. Disassembly of piston rod assembly
3. Pull out cylinder head (7, Figure 6-8) and piston
rod assembly (4) from cylinder (12) and a. Set piston rod assembly (1, Figure 6-7) in
remove. rebuild stand.
b. Using a 40 mm socket (3), remove nut (4).
NOTE: When the piston rod assembly is pulled out c. Remove piston assembly (1, Figure 6-8) and
from the cylinder, oil will come out, so catch it in a cylinder head assembly (2) from rod (3).
container.
4. Remove cylinder from rebuild stand.
FIGURE 6-8. ROD DISASSEMBLY

FIGURE 6-6. CYLINDER DISASSEMBLY
1. Cylinder Assembly 3. Rebuild Stand 1. Piston Assembly 3. Rod
2. Cylinder Head 4. Wrench Assembly 2. Cylinder Head
Assembly

FIGURE 6-9. STEERING CYLINDER ASSEMBLY
1. Snap Ring 5. Snap Ring 9. Rod Packing 13. Piston
2. Bushing 6. Dust Seal 10. Backup Ring 14. Piston Ring
3. O-Ring 7. Cylinder Head 11. O-Ring 15. Wear Ring
4. Piston Rod 8. Bushing 12. Cylinder 16. Nut
6. Disassembly of piston. a. Remove snap ring (7, Figure 6-11), then

remove dust seal (6).
a. Remove wear ring (1, Figure 6-10) from pis-
ton (2). b. Remove rod packing (4).
b. Remove piston ring (3) from piston (2). c. Remove bushing (5) from cylinder head (1).
7. Disassembly of cylinder head assembly. d. Remove O-ring (3) and backup ring (2).
FIGURE 6-11. CYLINDER HEAD DISASSEMBLY

FIGURE 6-10. PISTON DISASSEMBLY
1. Cylinder Head 5. Bushing
1. Wear Ring 3. Piston Ring
2. Backup Ring 6. Dust Seal
2. Piston
3. O-Ring 7. Snap Ring
4. Rod Packing

Assembly
NOTE: Clean all parts, and check for dirt or damage. d. Using push tool, install dust seal (6) to cylin-
Coat the sliding surfaces of all parts with engine oil der head (1), then install snap ring (7).
before installing.
2. Piston assembly
1. Cylinder head assembly. a. Using ring expander (1, Figure 6-13), expand
a. Using push tool, press fit bushing (5, Figure piston ring (2).
6-11) in cylinder head (1).
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 2. Piston Ring
(790-720-1000)
FIGURE 6-12. ROD PACKING INSTALLATION

1. Rod Packing 2. Cylinder Head

FIGURE 6-16. ROD ASSEMBLY
1. Piston Assembly 3. Rod

FIGURE 6-14. PISTON ASSEMBLY 2. Cylinder Head
1. Wear Ring 3. Piston Ring Assembly
2. Piston 3. Piston rod assembly
a. Assemble cylinder head assembly (2, Figure
6-16) and piston assembly (1) to piston rod
b. Remove piston ring from tool, and assemble (3).
to piston (2, Figure 6-14).
b. Coat threads with Loctite and using 40 mm
c. Set ring compressor (2, Figure 6-15) in posi- socket (3, Figure 6-17) tighten nut (4) to 405
tion, and using a hose clamp (1), compress ± 40.5 kg.m (2929 ± 29.2 ft. lbs.) torque.
piston ring.
c. Remove piston rod assembly (3) from tool.
d. Assemble wear ring (3, Figure 6-14).
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

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.
1. Remove tubes (1, Figure 6-19)
FIGURE 6-18. CYLINDER ASSEMBLY
2. Remove hoses (2).
1. Cylinder Assembly 3. Rebuild Stand 3. Remove demand valve assembly (3).
2. Cylinder Head 4. Wrench Assembly
Installation
1. Install demand valve (3, Figure 6-19).
4. Set cylinder in rebuild stand (3, Figure 6-18).
2. Remove plugs and install hoses (2).
5. Assemble cylinder head (2) and piston rod
assembly in cylinder (1). 3. Remove plugs and install tubes (1).
6. Using wrench assembly (4), tighten cylinder 4. Refill oil to the specified level and run the
head assembly (2). to 95 ± 9.5 kg.m (687 ± engine to circulate the oil through the system.
68.7 ft. lbs.) torque. Then check the oil level again.
5. Bleed air from system.
FIGURE 6-19. DEMAND VALVE INSTALLATION

1. Tubes 3. Demand Valve
2. Hose

FIGURE 6-20. DEMAND VALVE ASSEMBLY
1. Valve Body 4. Plate 7. Poppet 10. Plate
2. Cover 5. Plug 8. Plug 11. Orifice
3. Spring 6. Spring 9. Spool 12. Relief Valve Assy.
Disassembly
1. Remove cover (2, Figure 6-20) from valve body Assembly
(1), then remove spring (3).
1. Fit backup ring and O-ring and install relief
valve assembly (12).
2. Fit backup ring and O-ring and assemble orifice
(11), then secure with plate (10).
3. Assemble demand spool (9), then fit O-ring and
The spring (3) is under an installed load of 35 kg. tighten plug (8).
(77 lbs.). Remove slowly using several long bolts. 4. Assemble poppet (7) and spring (6), then fit
2. Remove plate (4), screw bolts into threaded backup ring and O-ring and install plug (5), then
end of plug (5), and pull out plug, then remove secure with plate (4).
spring (6) and poppet (7). 5. Assemble spring (3), then fit O-ring and install
3. Remove plug (8), and pull demand spool (9) cover (2).
out.
4. Remove plate (10), screw bolts into threaded
end of orifice (11), and remove orifice.
5. Remove relief valve assembly (12).

FIGURE 6-21. RELIEF VALVE ASSEMBLY
1. Screw 5. Poppet 9. Spring
2. Nut 6. Nut 10. Valve
3. Retainer 7. Holder 11. Snap Ring
4. Spring 8. Seat
RELIEF VALVE ASSEMBLY

Disassembly
Assembly
1. Loosen nut (2, Figure 6-21), and remove screw
(1), then remove retainer (3), spring (4), and 1. Assemble spring (9) and valve (10).
poppet (5). 2. Install snap ring (11).
2. Loosen nut (6), and remove holder (7), then pull 3. Install backup ring and O-ring to seat (8).
out seat (8). 4. Install O-ring to holder (7).
3. Remove snap ring (11), then remove valve (10) 5. Assemble seat (8), then screw in holder (7), and
and spring (9). secure with nut (6).
6. Install poppet (5), spring (4), and retainer (3).
7. Fit O-ring to screw (1), then screw in and
secure with nut (2).

NOTES

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 Hoist Circuit Operation and Component Description L07031

HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION
HOIST CIRCUIT OPERATION Hydraulic Filter
The hydraulic pump supplies oil to the demand valve. Oil is filtered through a 30 micron filter to reduce the
After the steering circuit demand has been fulfilled, possibilities of contamination to the hydraulic system.
the demand valve shifts the flow of hydraulic oil from The filter elements should be replaced every 1000
the steering circuit to the hoist valve. hours or when the filter warning light on the instru-
ment panel turns on.
HOIST CIRCUIT COMPONENT It is possible for the indicator light to turn on when oil
DESCRIPTION in the system is cold. If this occurs, the light should
turn off when the hydraulic oil temperature reaches
Hoist Cylinders normal operating temperature.
The hoist cylinders are located on the outside of the
frame just forward of the rear wheels. The hoist cylin- Hoist Valve
ders accomplish the dumping action of the body and The hoist valve spool has four positions; RAISE,
are three stage units. Hydraulic oil from the hoist HOLD, FLOAT, and POWER DOWN. The positions
pump is routed to the demand valve and on to the are obtained by a combination of the detents, center-
hoist valve. The hoist valve controls the four posi- ing spring and lever position.
tions of the hoist cylinders; DOWN, FLOAT, HOLD,
and RAISE. 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.

FIGURE 7-1. HOIST VALVE (RAISE POSITION)
1. Load Check Poppet A. Inlet
2. Spool B. Return
3. Detent Spring and Ball C. Power Down Port
4. Centering Spring D. Raise Port
RAISE
Movement of the hoist lever to the RAISE position The load check valve prevents oil from flowing out of
moves the spool valve to the end of the hoist valve. the raise side of the cylinders when the spool is
Refer to Figure 7-1. moved into and out of the RAISE position, thus pre-
venting the body from dropping.
Oil from the hydraulic pump enters port “A”. Because
the spool has blocked any further flow, the oil pres-
sure builds up until it opens the spring-loaded load
check valve to port “D”. The spool in the RAISE posi-
tion opens port “D” so oil is directed to the hoist cylin-
ders, 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.

FIGURE 7-2. HOIST VALVE (HOLD POSITION)
2. Spool B. Return
HOLD
Located just below the raise position is the hold posi- The oil in the hoist cylinders is blocked at port “C”
tion. Moving the hoist lever down from the raise posi- and port “D” by the spool which prevents cylinder
tion, along with the centering spring, returns the movement.
spool to the HOLD position. Refer to Figure 7-2.
Oil from the hoist pump enters port “A” and goes
around the spool to port “B” and returns to the tank.

FIGURE 7-3. HOIST VALVE (POWER DOWN POSITION)
2. Spool B. Return
POWER DOWN
Movement of the hoist lever to the DOWN position Oil at port “D” returns from the hoist cylinders and is
moves the spool to the non-detent end of the hoist open to port “B” back to the tank.
valve. This moves the spool to the POWER DOWN
position. Refer to Figure 7-3.
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.

FIGURE 7-4. HOIST VALVE (FLOAT POSITION)

2. Spool B. Return
FLOAT Hoist cylinder port “C” is open to port “A” to allow oil
to flow to the lower areas between the cylinder
Moving the hoist lever to the FLOAT position, the stages.
centering spring returns the spool to the FLOAT posi-
tion where the detent stops it. Refer to Figure 7-4. 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.

NOTES

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 Hoist Circuit Component Repair 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).
6. Remove bracket (5). 1. Control Cable 6. Hose
7. Remove hose (6). 2. Bracket 7. Tube
3. Positioner Cable 8. Tube
8. Remove tubes (7) and (8). 4. Spring 9. Hoist Valve
9. Remove hose (1, Figure 8-2). 5. Bracket
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 2. Bracket

Disassembly install seal (9), holder (8), and nut (7). Tighten
nut (7) to standard torque.
1. Remove main relief valve assembly (1, Figure
8-3). 10. Install poppet (6), spring (5), retainer (4), screw
2. Loosen nut (2), and remove screw (3), then (3), and nut (2).
remove retainer (4), spring (5), and poppet (6). 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). FIGURE 8-3. HOIST VALVE ASSEMBLY
5. Remove tube (15).
1. Main Relief Valve Assembly
6. Remove case (16), and bolts (17), then remove 2. Nut
detent (18), collar (19), retainer (20), spring 3. Screw
(21), and retainer (22). 4. Retainer
7. Remove valve control case assembly (23). 5. Spring
8. Remove cover (24), then loosen bolt (25), move 6. Poppet
lever (26), and remove key (27). 7. Nut
8. Holder
9. Remove plate (28), then remove dust seal (29),
9. Seat
oil seal (30), shaft (31), and bearing (32) from
10. Snap Ring
case (33), and pull out spool (34).
11. Retainer
10. Remove plate (35), and seat (36), then remove 12. Valve
spring (37) and valve (38) from valve body (39). 13. Spring
14. Sleeve
15. Tube
Assembly 16. Case
17. Bolt
1. Insert valve (38) and spring (37) in valve body 18. Detent
(39), then fit O-ring and assembly seat (36). 19. Collar
Coat surface of plate (35) with Loctite and 20. Retainer
install. 21. Spring
NOTE: Coat the parts in step 2. with Mobil Grease 77 22. Retainer
or equivalent lubricant prior to assembly: 23. Valve Control Case Assembly
24. Cover
2. Press fit bearing (32), oil seal (30), and dust
25. Bolt
seal (29) in case (33).
26. Lever
3. Insert shaft (31), assemble key (27) and lever 27. Key
(26), then align position of notch in spool (34) 28. Plate
with lever (26), and secure with bolt (25). 29. Dust Seal
4. Coat surface of plate (28) and cover (24) with 30. Oil Seal
Loctite and install. 31. Shaft
5. Insert spool (34). Coat surface of valve control 32. Bearing
case assembly (23) with Loctite and install. 33. Case
34. Spool
6. Assemble retainer (22), spring (21), retainer
35. Plate
(20), collar (19), and detent (18), then tighten
36. Seat
bolt (17) to standard torque.
37. Spring
7. Coat mating surface of case (16) with Loctite. 38. Valve
Fit O-ring and install case (16). 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

FIGURE 8-3. HOIST VALVE ASSEMBLY

HOIST CYLINDER
Removal
The hoist cylinder weighs approximately 330 Kg.

(728 lbs.). Be certain lifting equipment is ade-
quate 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 FIGURE 8-4. LOWER MOUNTING
remove the hoist cylinder.
1. Cable and Bracket 3. Hose
2. Disconnect positioner cable and bracket (1, Fig- 2. Retainer 4. Hose
ure 8-4).
NOTE: The positioner is on the left side only.
3. Remove mounting pin (2, Figure 8-5).
4. Fit a nylon rope around the hoist cylinder
assembly, then sling using a forklift truck as
shown in Figure 8-6.
5. Relieve hydraulic pressure by moving the hoist
control lever through all positions.
6. Disconnect hoses (3 & 4, Figure 8-4). Cap all
hoses and cylinder ports.
7. Remove retainer (2).
8. Remove hoist cylinder assembly (1, Figure 8-5).
FIGURE 8-5. UPPER MOUNTING

1. Hoist Cylinder 2. Mounting Pin

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 cap-
screws 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 instruc-
tions, this Section.)
FIGURE 8-6. HOIST CYLINDER REMOVAL &

INSTALLATION

Disassembly Assembly
Tools needed for rebuilding hoist cylinders: 1. Using a push tool, press fit bushing (3, Figure 8-
8).
a. 790-502-1003 cylinder repair stand
2. Fit rod packing (2) and dust seal (4), and install
790-502-2000 cylinder repair stand snap ring (5).
b. 790-720-1000 ring expander 3. Using ring expander, fit piston ring (6, Figure 8-
9) to piston, and install wear ring (7).
NOTE: If a rebuild stand is not available, place
cylinder on a suitable work bench. Be careful not to 4. Assemble piston assembly (11), and install
nick the cylinder rod. snap ring (10).
5. Install wear ring (8).
6. Using push tool, press fit bushing (6, Figure 8-
1. Remove mounting bolts (1, Figure 8-9) of cylin- 7) to cylinder head.
der head assembly (2).
7. Install rod packing (4), dust seal (5) and backup
2. Remove cylinder and rod assembly (3) from cyl- ring (3), and O-ring (2) to cylinder head (1).
inder (5).
8. Assemble cylinder head assembly (11, Figure
3. Remove piston mounting nut (9), then lift off rod 8-9) to cylinder (5).
(3) from cylinder (5).
9. Raise rod (3), align the stud bolt hole, and
4. Remove cylinder head assembly (2). assemble in cylinder (5).
5. Remove dust seal (5, Figure 8-7), rod packing
10. Tighten piston mounting nut (9) to 33 ± 3.3
(4) and bushing (6), O-ring (2), and backup ring
Kg.m (239 ± 24 ft. lbs.) torque.
(3) from cylinder head assembly.
6. Remove wear ring (8, Figure 8-9). 11. Assemble cylinder and rod assembly (4) to cyl-
inder (5).
7. Remove snap ring (10), and pull out piston
assembly (11). 12. Install cylinder head assembly (2) with mounting
8. Remove piston ring (6) and wear ring (7) from bolts (1). Tighten bolts to 54 ± 8.0 Kg.m (391 ±
piston assembly. 58 ft. lbs.) torque.
9. Remove snap ring (5, Figure 8-8) from cylinder
(1), then remove dust seal (4), rod packing (2)
and bushing (3).
FIGURE 8-8. CYLINDER ASSEMBLY

FIGURE 8-7. CYLINDER HEAD ASSEMBLY 1. Cylinder 4. Dust Seal
1. Cylinder Head 4. Rod Packing 2. Rod Packing 5. Snap Ring
2. O-Ring 5. Dust Seal 3. Bushing
3. Backup Ring 6. Bushing

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

NOTES

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 This control system is equipped with a hoist limit
connected by a mechanical control system consist- system, so when the body is rising, the hoist limit is
ing of a push-pull cable. actuated when the body reaches the position set for
the limiter.
FIGURE 10-1. DUMP BODY COMPONENT LOCATION

1. Rod 5. Body Positioner 9. Intermediate Rod
2. Cable (from Hoist Control) 6. Hoist Limit Plate 10. Intermediate Lever
3. Hoist Control Lever 7. Cable (for Body Positioner) 11. Linkage Adjustment
4. Hoist Valve 8. Hoist Cylinder

ADJUSTING HOIST LEVER LINKAGE
1. Lock the control levers inside the cab in the

HOLD position with the lock plate on the con-
sole 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 stan-
dard 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 FIGURE 10-3. INTERMEDIATE ROD
dimension C, then tighten the locknut.
1. Intermediate Rod B. 509 mm (20.04 in)
Standard dimension C: 203.5 mm (8.01 in) 2. Bellcrank
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, Fig-
ure 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
1. Intermediate Lever C. 203.5 (8.01 in)
FIGURE 10-2. HOIST VALVE ADJUSTMENT 2. Cable
1. Hoist Valve Lever A. 198.5 mm (7.8 in)

2. Cable D. 15 mm (0.59 in)

ADJUSTING HOIST LIMITER
1. Adjust push cable (1, Figure 10-5) to the stan-

dard 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 A: 180.25 mm (7.09 in)
2. Linkage
FIGURE 10-6. HOIST LIMIT PLATE

1. Adjusting Nuts B: 147 mm (5.79 in)
2. Plate
3. Attaching Nut
4. Capscrew

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. Hoist Pressure Port 4. Check Valve Assy.
1. Raise the hydraulic oil temperature to 45-55° C
2. From Hoist Pump 5. To Hoist Valve
(113-131° F)
3. Inlet From Steering 6. Steering Pressure
2. Remove plug (6, Figure 10-7) and install a 400 Pump Port
kg.cm2 (or a 5000 psi) pressure gauge.
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 adjust-
ment screw (2) to adjust.
NOTE: To increase pressure, turn clockwise.To
decrease pressure, turn counterclockwise.One FIGURE 10-8. PRESSURE ADJUSTMENT
1. Locknut 2. Adjusting Screw
turn of the adjustment screw adjusts by 28 kg.cm2
(398 psi).
2. After adjusting, hold the adjustment screw with
a screwdriver to prevent it from turning, then
tighten the locknut and install the cap.
3. Check again so that the hydraulic pressure is
within the specified value.
NOTE: The pressure of crossover relief valve (4,
Figure 10-9) cannot be adjusted when it is installed
on the machine, so do not attempt to adjust the
pressure.
FIGURE 10-9. CROSSOVER RELIEF VALVE
1. Crossover Relief 3. From Steering Valve
2. To Cylinder 4. To Cylinder

Measuring Steering Valve Discharge Pressure
1. Remove plug (2, Figure 10-10) and install a 400
2. Measure in the same way as when measuring
the hydraulic pressure in the steering circuit.
Measuring Hydraulic Pressure In Steering Cylin-

der
1. Remove pressure measurement plug (3) (when
turning the steering to the left) or pressure mea-
surement plug (4) (when turning the steering to
the right), and install a 400 kg.cm2 (or a 5000
psi) pressure gauge.
FIGURE 10-10. STEERING PRESSURES
the hydraulic pressure in the steering circuit.
1. In-line Filter (LS Line) 3. Left Steer Pressure
2. Steering Valve 4. Right Steer Pressure
Discharge
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 2. Locknut

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.
Measuring Hoist Cylinder Pressure FIGURE 10-12. HOIST CYLINDER PRESSURE
1. Remove plug (1, Figure 10-12) and install a 400 1. Power Up Port 2. Return Line
the hydraulic pressure in the hoist circuit.

HOIST CYLINDER LACKS LIFTING FORCE (LIFTING SPEED)

HOIST CYLINDER DOES NOT MOVE

EXCESSIVE HYDRAULIC DRIFT OF DUMP BODY

STEERING FEEL IS HEAVY

STEERING DOES NOT FUNCTION

STEERING WHEEL VIBRATES
Cause Remedy
Air in hydraulic oil A, C
Oil leakage in steering cylinder X

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 Wiggins Quick Fill Fuel System 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 out-
let.
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
1. Tapered Spring 6. Cover
FUEL RECEIVER 2. Float Balls 7. Spring
3. Cover and Screen 8. Steel Ball
The fuel receiver (4, Figure 5-2) is normally mounted
4. Spring Clamp 9. Valve Assembly
on the fuel tank (1). Optional locations are the left
5. Nut
hand frame rail or at the Service Center.
Keep the cap on the receiver to prevent dirt build up
in valve area and nozzle grooves. If fuel spills from
tank breather valve or tank does not completely fill,
check breather valve to see that float balls are in
place and outlet screen is clean. If valve is operating
properly, the problem will be with the fuel supply sys-
tem.
M05006 Wiggins Quick Fill Fuel System M4-3

FIGURE 5-2. TYPICAL FUEL TANK BREATHER & RECEIVER INSTALLATION
1. Fuel Tank 3. Fuel Level Gauge

2. Breather Valve 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 Wiggins Quick Fill Fuel System 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 clutch shaft is a permanent, integral part of
the shaft and bracket assembly, and acts as a bear-
The Fan Drive Clutch is an oil pressure actuated, oil ing surface for the moving parts. Internal ports and
cooled and lubricated, multi-plate clutch designed for orifices distribute lubricating/cooling oil, and oil con-
continuous, infinite fan-to-engine pulley speed ratios trol pressure which controls fan speed and modu-
assuring prescribed engine coolant temperatures lates the engagement and disengagement of the fan
and minimum engine horsepower losses. Engine clutch.
(sump) lubricating oil is piped to the fan clutch to pro-
vide a supply of filtered and cooled oil.
MAJOR COMPONENTS
Engine cooling temperature demands are automati-
cally transmitted to the clutch through a thermal sen- Input
sor and solenoid valve. The fan clutch automatically (Refer to Figure 6-2): The input for the clutch is
adjusts the fan to the precise minimum speed neces- through the pulley (1) and bearing retainers (2, 5)
sary to maintain specified coolant temperature. which are bolted together forming the pulley cavity.
Modulated control by the thermal sensor and sole- The pulley cavity is sealed at the shaft (4) and fan
noid valve cause the fan speed to be increased or mounting hub (7) by rotating seals and is supported
decreased smoothly without shock loads. Oil cooled by heavy duty ball bearings (3, 6). The slotted cup
plates permit continuous clutch slip to give variable section of the front bearing retainer drives the exter-
fan speeds. nally tanged steel clutch plates (8).
FIGURE 6-2. INPUT COMPONENTS

1. Pulley 5. Front Bearing
2. Rear Bearing Retainer
FIGURE 6-1. TYPICAL FAN CLUTCH ASSEMBLY Retainer 6. Front Bearing
3. Rear Bearing 7. Front Seal
4. Rear Seal 8. Steel Clutch Plates

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 2. Pitot Tubes

Assembly
OPERATION MODES
(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 tem-
FIGURE 6-3. OUPUT COMPONENTS perature through its thermal tip. The sensor is cali-
1. Facing Plates 3. Fan Mounting Hub brated to respond within a specific coolant
2. Clutch Hub 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
Stationary Components
out (COM) opening of the solenoid valve is con-
(Refer to Figure 6-4): The shaft & bracket assembly nected by a line to the “control pressure” port of the
(1) is bolted to the engine and supports the fan clutch fan clutch bracket. The solenoid valve controls the
components. Pitot tubes (2) secured to the shaft speed of the vehicle cooling fan by regulating the
pump oil from the clutch, directing it back to the oil amount of oil pressure supplied to engage, modulate,
reservoir (engine oil pan). 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 con-
nected constituting a 1:1 drive through the clutch.
The fan is thus driven at pulley speed.

FIGURE 6-5. THERMAL SENSOR AND SOLENOID VALVE
1. Solenoid Valve 2. Thermal Sensor
Modulated Variable Speed Remember:

As the engine coolant temperature decreases within 1. When the upper limit of the designed tempera-
the designed operating range of the controls, the ture limit of the thermal sensor is reached, full
thermal sensor responds, causing the solenoid valve oil pressure is passed through the solenoid
to gradually diminish the amount of oil pressure valve, and the clutch fully locks up for a 1:1 pul-
being directed into the fan clutch pressure cavity. Oil ley-to-fan drive.
slowly exhausts from the clutch, through the (NC) 2. Modulated oil pressure from the solenoid valve
port of the solenoid valve to sump. The pressure produces and controls the variable slip ratios of
drop inside the pressure cavity reduces the clamping pulley rpm -to- fan rpm.
force of the clutch piston. The clutch plates begin to 3. When the lower limit of the designed tempera-
slip, reducing fan speed. If engine coolant temperature of the thermal sensor is reached, minimum
ture begins to increase, the above action is reversed, oil control pressure exists in the pressure cavity
and the fan increases in speed. When engine water allowing the clutch to fully release.
temperature stabilizes, fan speed stabilizes. The infi-
nite slip ratios of (input) pulley speed to (output) fan 4. If the truck is equipped with two thermal sen-
speed in the fan clutch are controlled by the thermal sors, either sensor can control the solenoid
sensor's sensitivity to engine coolant temperatures, valve.
and the solenoid valve's ability to respond to the sen-
sor's signal by modulating the oil pressure being
used to control the (modulated) engagement of the
fan clutch.
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.

Lubricating & Cooling Oil
(Refer to Figure 6-6): Lubricating and cooling oil is
supplied to the fan clutch from the engine oil pres-
sure supply system. The fan clutch oil supply origi-
nates at an engine oil pressure port which supplies
cooled, filtered oil. A flow-limiting orifice fitting is fac-
tory-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 configura-
tion 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 rota-
tion. Pitot tubes face into the direction of input rota-
tion. The rotational movement of the oil rams the oil
into the pitot tubes, which direct the oil through a pas-
sage into and through the fan shaft and bracket, to FIGURE 6-6. LUBRICATING AND COOLING OIL
an external “out” port. A line from the “out” port car-
ries the oil to a non-pressurized port on the engine
where the engine oil is returned to the engine oil
sump.
The pitot tubes pump oil from the pulley, main-

taining low internal pressure in the fan clutch. Do
not run the engine without belts driving the fan
clutch pulley.

MAINTENANCE
The fan drive system requires a minimum of mainte- 6. Electrical: All electrical connections should be
nance. A few simple checks made periodically will checked for tightness after each 5000 hours. All
assure correct operation and long life. 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 manu-
facturer's specifications and recommendations.
Observe all safety precautions when working in
8. Fan clutch: After each 1000 hours, the fan
the area of the fan. If working with a running
engine, the fan will come on automatically with- clutch should be checked for signs of internal
out warning when engine temperature rises. wear as follows:
a. Bearing wear: With the engine off and no oil
Maintenance Checks To Be Made supply to the fan clutch, push the fan for-
1. Fan bracket to engine bolts: Check torque after ward-rearward. No movement of the fan
first week of operation and every 500 hours mounting hub should occur.
thereafter. NOTE: For the next tests, it is necessary to provide
2. Fan-to-fan mounting hub bolts: Check torque an external supply of oil pressure at 275 KPa (40 psi)
after first week of operation and every 500 minimum, 689 KPa (100 psi) maximum. The oil
hours thereafter. supply should be compatible with the oil being used
3. Fan belts: Maintain proper belt tension. Refer to in the engine.
Section C for belt tension adjustment. b. Clutch Plate Drive Slot Wear: With the
4. Hoses and fittings: Check all hoses and fittings engine off and the clutch locked up, rotate
every 500 hours. Replace all soft, brittle or the fan with a light force clockwise-counter-
frayed hoses. Tighten all loose or leaking fit- clockwise. Movement at the tip of a fan blade
tings. should not exceed 22.4 mm (0.88 in.).
5. Thermal sensor(s): Check corrosion buildup on Excess movement indicates excessive wear
thermal tip after each 5000 hours. Clean if nec- at the drive tangs.
essary and check for proper operation. c. Clutch Plate Wear: With the engine off, apply
275 kPa (40 psi) oil pressure to lockup the
DO NOT DISASSEMBLE OR DISTURB THERMAL clutch. Using a pull type scale connected to
SENSOR SETTING. the fan blade 610 mm (24 in.) from the cen-
ter 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.

TROUBLESHOOTING 4. The solenoid valve, which receives its oil sup-
ply from the engine oil pump, regulates the
amount of pressure directed to the clutch con-
trol pressure cavity. Control pressure will vary
from 0.0 KPa (0.0 psi) to maximum engine oil
pressure supplied, depending upon engine
Observe all safety precautions when working in temperature and condition.
the area of the fan. If working with a running
5. The thermal sensor, mounted at the rear of the
engine, the fan may come on automatically,
engine, is sensitive to engine water tempera-
without warning, when engine temperature
ture and has an operating range of 82.2°C -
rises.
93°C (180°F - 190°F). As engine water tem-
Basic Preliminary Checks perature rises above the minimum specified
temperature, the thermal sensor signals the
BEFORE troubleshooting the fan drive system, the solenoid valve to increase control pressure
following basic principles should be understood: going to the clutch, thus increasing fan speed.
1. The fan drive clutch is NOT A SNAP OFF- As engine water temperature drops, the ther-
SNAP ON type. It is a modulating drive with mal sensor signals the solenoid valve to
infinite variable speeds. A thermal sensor (1, decrease control pressure going to the clutch,
Figure 6-8) and solenoid valve (7, Figure 6-7) thus decreasing fan speed.
are used to obtain a modulated engagement. Note: Several thermal sensors are available, each
2. At idle with a cold engine, the fan clutch will be with a different operating range. The sensor used
disengaged, but the fan will turn at approxi- with a particular installation has been selected
mately 100-300 RPM due to viscous drag of based upon many factors such as engine
the oil between the clutch plates. horsepower rating, cooling system design etc. Each
3. Oil control pressure locks up the clutch. With- thermal sensor has a tag attached to the body which
out pressure to the clutch it is disengaged specifies the operating range. When testing
(free-wheeling). 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

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.
• A locked up fan running at high speed will
FIGURE 6-8. THERMAL SENSOR create a significantly greater air flow (and
noise level) than will a free-wheeling fan.
1. Thermal Sensor 2. Harness Connector
Preliminary Checks With Engine Off

DO NOT replace a defective thermal sensor with
one of a different operating range. Use the exact 1. Inspect Hoses and fittings and repair any leaks.
replacement part only! DO NOT substitute a non- 2. Check fan belt condition and tension. (Refer to
modulating type thermal sensor. Section C for belt tension specification.)
6. The fan free-wheels when engine coolant tem- 3. Check condition of wiring, connectors, and
perature is below the thermal sensor's operat- grounds.
ing range because minimum control pressure is
supplied to the clutch.
7. The fan rotates at same speed as the fan pulley
Check Clutch Release
when engine water temperature is at the ther-
mal sensor's maximum specified operating tem- The clutch should be released when NO control pres-
perature, because maximum control pressure is sure is supplied to the Control Pressure Port. This
supplied to the clutch. normally occurs only under two conditions: (1) The
8. There should be no axial movement of the fan engine is not running, or (2) the engine is running but
with or without control pressure applied to the the coolant system temperature is below the lower
clutch. The fan mounting hub should not move operating temperature of the thermal sensor. The fol-
out or in, or front to rear, between the radiator lowing procedures should be followed if it is sus-
and the engine. pected the fan clutch is not disengaging properly:
9. With maximum control pressure supplied to the 4. With the engine off, check by rotating the fan
fan clutch by an external source, total rotational blades:
movement allowable when measured at the tip a. If the fan can be rotated, the clutch plates
of the fan blade is 22.4 mm (0.88 in.). should be releasing properly.
10. Oil lubricates the bearings and cools the clutch b. If the fan blades will not rotate, Internal fan
plates in the fan clutch. Filtered engine oil is clutch repairs are required.
piped from an engine oil port through an orifice
fitting in the oil “IN” port on the fan clutch mount-
ing 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.

5. If the fan blades could be rotated in step 4, but 6. Perform check in step 4 above to ascertain the
the fan clutch locks up when the engine is run- fan clutch will release and that an internal fail-
ning and the temperature of the cooling system ure has not occurred which could prevent nor-
is below the range of the thermal sensor: mal release.
a. Disconnect the control pressure line at the 7. To test for clutch lock-up using the engine, dis-
fan clutch control pressure port and cap the connect the control pressure oil line from the
hose. solenoid and connect it directly to the fan clutch
“Pressure Control” port. Cap or plug all open
b. Start the engine and visually check the connections.
speed of the fan. If the fan appears to rotate
at reduced speed (100 to 300 RPM), a prob- 8. Start the engine:
lem with the control system is indicated. a. The fan clutch should be locked-up providing
a minimum of 275 KPa (40 psi) engine oil
Refer to instructions which follow for testing the ther-
pressure is available.
mal sensor and solenoid valve.
b. If the fan clutch does not lock-up (rotate at
pulley speed), an internal fan clutch problem
Check Clutch Lock-up is indicated.
To test the clutch lock-up function, the clutch must be If an external source of oil supply is available, lock-up
supplied with a minimum of 275 KPa (40 psi) oil pres- can be tested with the engine shut down. Also, the
sure applied to the Control Pressure port. The oil minimum clutch plate torque capacity specification
supply can be from an external source capable of can be checked. Refer to 8c, Clutch Plate Wear, in
supplying engine oil at a minimum of 275 KPa (40 Maintenance for this procedure.
psi) and limited to a maximum of 689 KPa (100 psi)
or can be supplied by the engine running with a cool-
ant 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.

Overheating Complaint Thermal Sensor And Solenoid Valve
Any time an overheating complaint is being investi- On Truck Test
gated, the fan clutch can be operated temporarily in
the lockup mode. In the lockup mode, the fan clutch NOTE: If the engine can be safely operated and the
functions as would a standard (no clutch) fan hub. temperature gauge is accurate, the test may be
To put the fan clutch in lockup: conducted without removing the components from
the engine.
1. Stop the engine.
1. Install a "T" fitting and a 0-1034 KPa (0 - 150
2. Disconnect the control pressure line from the
psi) pressure gauge in the line between the
solenoid to the fan clutch at the fan clutch.
solenoid valve “COM” port and the fan clutch
3. Disconnect the (“control pressure”) oil supply “Control pressure Port”.
line at the solenoid and reroute engine oil pres-
2. Place the vehicle in a work cycle of sufficient
sure directly into the “control pressure” port in
severity to heat the engine into the operating
the fan clutch.
range of the thermal sensor.
4. Operate the vehicle in a work cycle similar to
that during which the complaint was noted. If a. As engine temperature increases through
overheating still exists, the source of the prob- the range of the thermal sensor, control
lem lies within components of the cooling sys- pressure should smoothly increase toward
tem other than the fan clutch, thermal sensor the maximum pressure being supplied to
or solenoid valve. Engine oil pressure of 275 the solenoid and fan speed should smoothly
KPa (40 psi) or more should lock up the fan increase. The clutch should lock up at or
clutch. before 30 psi (207 KPa) is reached. Control
pressure must reach maximum at the upper
5. If the solenoid is functioning properly and the
limit of the thermal sensor.
fan clutch is capable of full lock-up, the fan
may be placed in the lock-up mode by discon-
necting either of the solenoid valve wires.
FIGURE 6-9. THERMAL SENSOR AND SOLENOID TEST SETUP
1. Thermometer 2. Oil Pressure Gauge 3. Voltmeter

NOTE: At any point in the thermal sensor operating Off Truck Test
range the increasing fan speed may draw sufficient
air to arrest and stabilize engine temperature. If this Test Conditions and Requirements:
occurs, control pressure to the fan clutch will stop 1. The thermal sensor must be tested under load.
increasing (will stabilize) and will not increase or
2. Water must be flowing across the thermal tip.
decrease until a change in engine temperature
occurs. 3. Water temperature at the tip must be accu-
rately measured.
b. As engine temperature decreases through
4. Voltage output from the thermal sensor must
the range of the thermal sensor, control
be measured.
pressure should smoothly decrease. Fan
speed should smoothly decrease to idle. 5. Pressurized oil, 275 min. - 689 max. KPa (40
Control pressure must reach less than 55 psi min.-100 psi max.), must be supplied to the
KPa (8 psi) when coolant temperature has solenoid.
decreased to the lower limit of the thermal 6. Attach pressure gauge and drain line to the
sensor operating range. solenoid. (Pressure from the solenoid must be
measured.)
NOTE: Engine temperature may stabilize at any
temperature during a “cool down” cycle as TEST:
explained in above.
1. Set up equipment per figure 6-9.
If the thermal sensor does not perform as described
2. Heat the water gradually.
in 2.a and 2.b above, replace the thermal sensor.
The thermal sensor cannot be repaired or cali- 3. Read temperature vs. voltage vs. pressure out
brated. of solenoid.
4. Refer to operating temperature range tag on
the thermal sensor and chart below for condi-
tions and proper operation.
THERMAL SENSOR AND SOLENOID TEST SPECIFICATIONS

TEST CONDITION SENSOR VOLTAGE SOLENOID PRESSURE
Temperature Below Thermal Sensor +24 VDC 0.0 psi 0.0 kPa (0.0 psi)(1)
Operating Range
Temperature Within Thermal Sen- +24 VDC - 0.0 VDC(2) 0.0 - Max.kPa (0.0 - Max. psi)(1)
sor Operating Range
Temperature Above Thermal Sen- 0.0 VDC Max. Supplied Pressure
sor Operating Range
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.

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
Thermal sensor or solenoid valve not operating. clutch. Read voltage output of thermal sensor. Replace
faulty control(s).
Clutch plates worn out. See Maintenance - Clutch Plate Wear. If below specs,
replace clutch.
Read control pressure between solenoid and fan clutch.
Fan does not turn at maximum pulley speed. 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 prop- Test and replace defective thermal sensor or solenoid
erly, keeping full pressure on clutch at all times. valve.
If bolts extend through hub and contact front of bearing
retainer, fan will run continuously. Replace bolts with
Excessive length of bolts that bolt fan to fan mounting grade 8 bolts that fit full thread in fan mounting hub, but
hub. do not extend through. (Check to insure bearings in
clutch are not damaged.)
Control pressure line restricted, not allowing oil to Relieve Restriction.
exhaust from clutch.
Cooling system bypassing excessive water. Repair in accordance with engine manufacturer's rec-
ommendations.
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 caus- Clean radiator.
ing too much heat retention.
Heat range setting of thermostat and thermal sensor not Replace either thermostat or thermal sensor with cor-
compatible. rect temperature setting to obtain proper sequential
operation. (Refer to Parts Catalog).

TROUBLE: Noisy operation
On some engines, a severe noise originates in the air
Noise originating elsewhere, but “telegraphing” to conditioner compressor and telegraphs thru belts to be
appear as though fan clutch is noisy. heard in fan clutch. Check using steps below. If OK, fan
clutch is OK.
Move fan blade tip in and out between engine and radi-
ator. There should be no forward-rearward movement
of the fan mounting hub. If movement exists, replace or
Internal wear. 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. Exces-
sive wear has occurred between tangs of steel plates
and driving slots in bearing retainer.fan drive.
TROUBLE: Fan clutch squeals as it engages
Bolts securing fan to fan mounting hub too long and Remove and replace with bolts of proper length. Grade
contacting front retainer. 8 bolts required. Check to insure bearings in clutch are
not damaged.
Check for forward-reverse and axial movement on fan. Replace or repair fan clutch. Bearings may be failed.
If movement exists . . . . 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 correctly using tools and procedures as speci-
rebuild). fied.
Oil leaking under wear sleeve. Rebuild or repair.

FAN CLUTCH REBUILD
FIGURE 6-10. EXPLODED PARTS VIEW

1. Shaft and Bracket Assy. 15. Spring Washer 29. Main Bearing (Front)
2. Nameplate 16. Wear Plate 30. O-Ring
3. Screws 17. Piston Housing 31. Bearing Retainer (Front)
4. Front Retainer/Seal Assy. 18. Sealring (Small) 32. Washer
5. Wear Sleeve (Rear) 19. Dowel Pin (2 ea.) 33. Capscrew
6. Oil Seal (Rear) 20. Clutch Body 34. Oil Seal (Front)
7. Pulley Adapter 21. Sealring (Large) 35. Wear Sleeve (Front)
8. Main Bearing (Rear) 22. Balance Plate 36. Retainer/Seal Assembly
9. Internal Snap Ring 23. Internal Snap Ring 37. Sleeve Bearing (Rear)
10. Pitot Tube 24. Sealring 38. Fan Mounting Hub
11. Ring 25. Clutch Hub 39. Sleeve Bearing (Front)
12. Setscrews (2 ea.) 26. Back Plate 40. End Cap
13. Facing Plate 27. External Snap Ring 41. Woodruff Key
14. Steel Clutch Plate 28. Internal Snap Ring

DISASSEMBLY
Note: Several special tools are required for proper 1. Remove capscrews retaining fan belt pulley to
disassembly and assembly of the fan clutch. Refer to pulley adapter. Remove pulley.
Special Tools at the end of this section for rebuild 2. Remove capscrews (1, Figure 6-11) and wash-
tool fabrication information. ers (2).
3. Install eye bolts in fan mounting hub and lift
Preparation
front section (3) out of back section (5).
Remove any brackets, spacers, etc. that may Remove O-ring (4) and discard.
be attached to the fan clutch assembly. 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
Drain any remaining oil from ports. vise. Position the clutch body on the bar of
the tool, aligning the notches with the bar.
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

FIGURE 6-11. SEPARATING FRONT AND BACK FROM HUB
SECTIONS
1. Capscrew 4. O-Ring 1. Tool #7 4. Fan Mounting Hub
2. Washer 5. Back Section 2. *Tool Mount Assembly
3. Front Section Capscrews 5. Clutch Body
3. *Temporary Washers 6. Tool #6
*NOTE: Use washers to fill gap and to ensure tool

mounting bolts do not go too deep.

5. Remove tool (1) from fan mounting hub. Lift 8. Disassemble clutch hub.
assembly off tool (6) mounted in vise, invert, a. Remove snap ring (1, Figure 6-14).
and place assembly on top of work bench.
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 3. Clutch Hub
2. Backing Plate
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. 5. Clutch Plate (6 ea.)
2. Wear Plate 6. Clutch Hub Assy.
3. Spring Washer 7. Bearing Retainer
4. Facing Plate (7 ea.) Assembly
FIGURE 6-15. CLUTCH BODY DISASSEMBLY

1. Snap Ring 3. Sealring (large)
2. Balance Plate 4. Clutch Body

10. Setup front bearing retainer assembly on a 12. Setup front bearing retainer on a press with
press as shown in Figure 6-16. Place assembly supports under the retainer and spaced to allow
on supports which will allow hub to drop out of bearing to drop out of bore as shown in Figure
front ball bearing. 6-18.
a. Remove woodruff keys (1). a. Place tool # 2 on front bearing (2).
b. With tool (2) positioned on fan hub and com- b. Place tool # 5 on top of bearing removal tool
plete assembly under ram, press hub and press bearing out.
assembly out of front bearing.
FIGURE 6-16. FAN MOUNTING HUB REMOVAL

1. Woodruff Key 4. Fan Mounting Hub
2. Tool #4 Assembly FIGURE 6-18. FRONT BEARING REMOVAL
3. Bearing Retainer
Assembly 1. Bearing Retainer 3. Tool #5
2. Front Bearing 4. Tool #2
11. Disassemble front bearing retainer.

a. Remove snap ring (1, Figure 6-17).
13. Sleeve Bearing Inspection: Refer to Figure 6-19
b. Use a punch to drive the front oil seal (3) out and compare appearance of I.D. of the sleeve
of the bearing retainer bore. 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 3. Oil Seal
2. Bearing Retainer

FIGURE 6-19. SLEEVE BEARING
INSPECTION
Examine the surface of the sleeve

bearings for wear:
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 necessary,
proceed to step 14.
14. Setup fan mounting hub assembly (2, Figure 6- 16. Remove tool from bore of hub and remove
20) on supports on bed of press. Insert tool #1D assembly from press.
through bore and press end cap (3) out.
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 4. Rear Sleeve
2. Fan Mounting Hub Bearing
FIGURE 6-20. END CAP REMOVAL 3. Seal/Retainer Assy. 5. Front Sleeve
Bearing
1. Tool #1D 3. End Cap
2. Fan Mounting Hub
Assembly

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 2. Wear Sleeve
FIGURE 6-22. SEAL/RETAINER REMOVAL 19. Back Section Disassembly:

1. Fan Mounting Hub 3. Seal/Retainer a. Remove hook-type sealrings (1, Figure 6-24)
2. Pry Bar Assembly from shaft and bracket assembly (2).
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, dam-
age 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

FIGURE 6-27. WEAR SLEEVE REMOVAL
1. Chisel 2. Wear Sleeve
FIGURE 6-25. SHAFT & BRACKET REMOVAL

1. Tool #4 3. Shaft & Bracket
2. Bearing 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 Removing the rear wear sleeve requires extreme
from damage as it drops free. care.If the wear sleeve is completely split, dam-
f. Remove seal/retainer assembly (1, Figure 6- age to the shaft underneath will result in seal
26). 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. 2. Shaft & Bracket Assy.

FIGURE 6-28. OIL SEAL REMOVAL
1. Pulley Adapter 3. Oil Seal
2. Snap Ring
h. Place supports under pulley adapter (1, Fig- FIGURE 6-29. REAR MAIN BEARING REMOVAL
ure 6-28). Remove snap ring (2). 1. Tool #5 3. Pulley Adapter
i. Use a punch to drive rear oil seal (3) out of 2. Tool #2 4. Bearing
bore.
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.

Cleaning And Inspection Fan Clutch Components Inspection
Clean all parts thoroughly. Remove sealant. Always Refer to the illustrations below and on the following
replace severely damaged parts. 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.
Shaft & Bracket Assembly
Must have square edges at O.D.
External Snap Rings: Internal snap rings: Refer to Figure 6-30 and measure shaft dimensions
Must not be damaged. Must not be worn on at locations shown in the illustration. The table lists
sides. Must be flat. Must have square edges dimensions for the maximum amount of acceptable
at I.D. wear. Refer to “notes” for additional information
regarding wear surface condition.
Sealrings (large & small): Replace at rebuild
Be certain internal ports are clean and openings are
Oil Seals: Replace at rebuild
not plugged.
Bolts/Washers: Reuse unless damaged or
worn
Seal/Retainer Assemblies: Replace if
damaged or worn
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 NOTES

mm inches
A 38.029 φ Min. 1.4972 φ Min. No steps in surface
B 2.616 Max. Width 0.103 Max. Width Sealrings must fit free in
grooves
C 57.836 φ Min. 2.277 φ Min.
D 60.000 φ Min. 2.3622 φ Min.
E 63.449 φ Min. 2.498 φ Min. Must bee free of nicks that rise
above surface
F 79.896 φ Min. 3.1455 φ 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

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
FIGURE 6-31. PULLEY ADAPTER INSPECTION
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

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 *Note: Dowel pin holes are 8.92 mm (0.351 in.) dia.
have straight sides that would restrict plate max. when new and may be elongated by wear.
movement. If wear marks have smooth entry and Maximum diameter across the elongated area
exit marks, the notches will not restrict plate must not exceed 9.53 mm (0.375 in.).Remove all
movement and the retainer may be reused. sealant.

ASSEMBLY INSTRUCTIONS Assembly
1. In preparation for installation, place the end cap
General Instructions
in a freezer or dry ice for 15-30 minutes.
Thoroughly clean all parts using care to 2. Using tool #1B (2, Figure 6-42), press the front
remove all oil residue, sealant compounds, sleeve bearing (3) into the fan mounting hub
dirt, debris, and other foreign material from (1). Apply pressure until step in tool contacts
components.
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
FIGURE 6-42. FRONT SLEEVE BEARING
malfunction. Be sure to use specified surface
preparation products, and adhere to initial INSTALLATION
setup and cure time of the product specified 1. Fan Mounting Hub 3. Front Sleeve Bearing
(where applicable). 2. Tool #1B
Apply the specified Loctite® products on both
the male and female surfaces in contact
unless otherwise specified.
3. Invert the fan mounting hub (1, Figure 6-43).
Successful assembly can be accomplished Press the rear sleeve bearing (3) into the bore
by the use of the procedures and tools shown of the hub until tool (2) contacts rear of hub.
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.
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 3. Rear Sleeve Bearing

2. Tool #1B

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
FIGURE 6-44. FRONT SEAL/RETAINER
blue.
ASSEMBLY INSTALLATION
Note: The machined lead is not visible to the naked
1. Fan Mounting Hub 3. Tool #2 eye.
2. Seal/Retainer 4. Tool #3
Assembly
4. Press the front seal/retainer assembly (2, Fig-

Failure to install wear sleeves correctly will
ure 6-44) onto the fan mounting hub (1). Be
result in oil leaks. DO NOT interchange. Be cer-
certain seal/retainer assembly is straight. Tool
tain to properly identify the correct parts when
#3 will contact shoulder on hub when fully
the wear sleeves are installed in the next steps.
seated.
FIGURE 6-45. WEAR SLEEVE IDENTIFICATION
1. Front Wear Sleeve 3. Shaft and Bracket Assembly

2. Fan Mounting Hub Assembly 4. Rear Wear Sleeve

FIGURE 6-47. END CAP INSTALLATION
1. End Cap 2. Fan Mounting Hub
FIGURE 6-46. FRONT WEAR SLEEVE

IDENTIFICATION
1. Fan Mounting Hub 3. Front Wear Sleeve 6. Setup the fan mounting hub on the press as
2. Tool #2 shown in Figure 6-47.
a. Apply Loctite® Primer N to the bore of the
fan mounting hub (2) as shown in Figure 6-
47. DO NOT apply Loctite® to end cap.
5. Select the new front wear sleeve and verify the b. Apply Loctite® #242 to same area.
correct part according to the information on the
previous page. (Red color code). c. Remove end cap from freezer and press end
cap (1) into bore until it seats against face of
a. Apply Loctite® Primer N to I.D. of wear hub.
sleeve (3) and to fan mounting hub (1) as
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.

FIGURE 6-48. FRONT MAIN BEARING
INSTALLATION
FIGURE 6-49. FRONT OIL SEAL INSTALLATION
1. Bearing Retainer 3. Tool #5 1. Bearing Retainer 2. Oil Seal (Front)
(Front) 4. Internal Snap Ring (Front) 3. Tool #5
2. Bearing
7. Setup the bearing retainer (1, Figure 6-48) on 8. Remove front bearing retainer from press bed
supports as shown. and invert as shown in Figure 6-49. Place sup-
ports under bearing bore area.
a. Apply Loctite® Primer N to bearing (2) outer
race and bore of bearing retainer. 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 Loc-

tite® 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 seal-
ant and remove rubber “strings” created
when seal was pressed into bore.

9. Setup fan hub mounting assembly on supports e. After the bearing has been pressed in place,
on press bed as shown in Figure 6-50. remove the assembly tools and spin the
bearing retainer on the fan mounting hub
a. Apply Loctite® Primer N to bearing (6) inner
(approximately 25 revolutions) to burnish the
race and mating area on fan mounting hub
teflon seal lip contact area on the wear
(4).
sleeve. Seal lip and mating surface must
b. Apply Loctite® #609 to above parts. be dry.
c. Carefully lower bearing retainer assembly
onto fan mounting hub assembly. Make cer-
tain seal lip does not come in contact 10. Install the backing plate (2, Figure 6-51) on the
with the Loctite as parts are assembled. 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 3. Clutch Hub
2. Backing Plate
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 4. Fan Mounting Hub

2. Tool #3 5. Oil Seal
3. Bearing Retainer 6. Main Bearing
FIGURE 6-52. CLUTCH BODY ASSEMBLY
1. Sealring (Large) 3. Clutch Body
2. Dowel Pin

FIGURE 6-54. BALANCE PLATE INSTALLATION
FIGURE 6-53. PISTON HOUSING/CLUTCH
1. Internal Snap Ring 3. Piston Housing
BODY ASSEMBLY
2. Balance Plate Assembly
1. Clutch Body 3. Piston Housing
2. Sealring (Large 4. Sealring (Small)
13. Install small sealring (4, Figure 6-53) as follows: 15. Position the clutch body/piston housing assem-
bly as shown in Figure 6-54.
a. Stretch sealring (4) by hand prior to installa-
tion so it will completely fill the groove and a. Apply Loctite® Primer N to piston housing in
remain there for further installation. balance plate seating area as shown.
b. Install sealring in groove, making sure it is b. Apply Loctite® #242 in same area.
not twisted.
c. Install balance plate (2) and the internal snap
14. Lubricate surfaces shown in Figure 6-53 and ring (1).
assemble:
a. Use a very light force to move the large seal-
ring (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).

FIGURE 6-56. CLUTCH BODY/FRONT SECTION
ASSEMBLY
FIGURE 6-55. CLUTCH PLATE INSTALLATION 1. Clutch Body 2. Front Section
1. Wear Plate 4. Steel Plate (6 ea.) Assembly
2. Spring Washer 5. Clutch Hub Assy.
3. Facing Plate (7 ea.) 6. Woodruff Key (2 ea.) 18. Reposition the assembly as shown in Figure 6-
57 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 inter-
16. Install clutch hub assembly (5, Figure 6-55) and fering with the front bearing retainer.
woodruff keys (6) into fan mounting hub assem- 19. Rotate the tool #7 clockwise to tighten. Tighten
bly. 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 3. Clutch Body
2. Fan Mounting Hub 4. Tool #6
Assembly

FIGURE 6-58. REAR SEAL/RETAINER FIGURE 6-59. INSTALLING REAR WEAR SLEEVE
ASSEMBLY INSTALLATION 1. Tool #5 3. Wear Sleeve
2. Tool #2 4. Shaft & Bracket Assy.
1. Tool #5 4. Seal Retainer Assy.
2. Tool # 2 5. Shaft & Bracket Assy
3. Tool #3 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
20. Setup shaft and bracket assembly (5, Figure 6- of bearing (4) as shown in Figure 6-60.
58) on bed of press. Using tools #2, #3 and #5, b. Apply Loctite® #609 to same areas.
press seal retainer assembly (4) onto shaft until
c. Press the rear bearing into the pulley
it stops against the shoulder. Be certain seal
adapter.
retainer assembly is straight.
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 informa-
tion.)
a. Apply Loctite® Primer N to I.D. of wear
sleeve and sleeve mounting area of shaft. as
b. Apply Loctite® #242 to same areas.
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. 1. Pulley Adapter 3. Tool #5
2. Internal Snap Ring 4. Rear Bearing

b. Apply Loctite® #609 adequately but spar-
ingly 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 3. Pulley Adapter
2. Oil Seal
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.
b. Apply Loctite® #242 to same areas.
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
1. Tool #5 4. Rear Bearing
The seal lip must remain dry. DO NOT allow Loc-
2. Tool #2 5. Oil Seal
tite to contact seal lip.
3. Pulley Adapter Assy. 6. Shaft & Bracket Assy.
d. Wipe off excess sealant and remove rubber
“strings” after installation.
c. Carefully lower the pulley adapter assembly
onto the shaft assembly, making sure no
24. Setup shaft and bracket assembly as shown in Loctite comes in contact with the seal lip.
Figure 6-62. Press the assembly into place until the bear-
a. Apply Loctite® Primer N to I.D. of rear bearing contacts the wear sleeve.
ing (4) and the bearing seat area on the d. After the components are assembled, spin
shaft. the pulley adapter on the shaft for approxi-
mately 25 revolutions (with the seal lip and
mating contact surface dry) to burnish the
teflon seal lip contact area on the wear
sleeve.

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 4. Ring & Tube Assy.
2. Tool #2 5. Shaft & Bracket Assy.
3. Tool #3 FIGURE 6-64. SEALRING INSTALLATION
1. Sealrings 2. Shaft & Bracket Assy.

25. Press the ring and pitot tube assembly onto the
shaft and bracket assembly as shown in Figure
6-63.
a. Align the tapped set screw holes in the ring
with the pocket machined into the shaft.
27. Install the O-ring (4, Figure 6-65) on the bearing
Note: the tubes will be located at the 12 o'clock and 6 retainer assembly. Generously lubricate the
o'clock position when the fan clutch is mounted on hook-type sealring area and lower the front sec-
the engine. The tubes will curve counterclockwise tion (3) onto the rear section (5).
when viewing down into the adapter.
28. Install capscrews (1) and washers (2). Tighten
b. If tolerances allow, it may be possible to capscrews to 2.3 - 2.9 kg.m (17 - 20 ft. lbs.)
position the ring and tube assembly on the torque.
shaft without pressing. If not, use tools #2,
#3 and #5 to press in place.
c. After assembly, apply Loctite® primer N and
Loctite® #242 to threads of both setscrews.

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 select-
ing 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 ten-
sioned 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 rota-
tion 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 82°C (180°F) oil sup-
plied 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 disen-
gaged, but be sure fan mounting hub is
allowed to rotate freely while clutch is
engaged.
FIGURE 6-65. FINAL ASSEMBLY
1. Capscrews 4. O-Ring
2. Washers 5. Rear Section
3. Front Section
Fan clutch rotation causes the pitot tubes to
pump (lubrication) oil from inside the fan clutch,
maintaining low internal oil pressure. If lubricat-
29. Install fan belt pulley onto pulley adapter. Install
ing oil is supplied to the fan clutch before it is
capscrews and tighten to 5.0 - 5.9 kg.m (36 - 43
rotating in the proper direction, internal pres-
ft. lbs.) torque. Install fan spacer and/or engine
sures will become excessive, causing the oil
mounting bracket if applicable.
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.

FIGURE 6-66. FAN CLUTCH TEST HOOKUP

SPECIAL TOOLS
The tools on the following pages are necessary for proper disas-
sembly 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.

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 Coolant and Oil Heaters 05/04 M07009

COOLANT AND OIL HEATERS
SYSTEM OPERATION The heaters require 240 VAC for operation and are
rated as follows:
The optional cold climate engine coolant and oil heat-
ers provide a method of keeping the truck engine and •Engine Oil. . . . . . . . . . .600 watts (each heater)
transmission oil supplies and engine coolant warm •Engine Coolant. . . . . . .2500 watts (each heater)
when the truck is not being operated. For extremely
low temperature environments, an arctic option is avail- •Transmission. . . . . . . . .600 watts
able which provides heaters for the hydraulic oil supply
and rear axle oil in addition to the engine and transmis-
sion heaters. Refer to Figure 7-1 for location of heating The following additional heaters are installed with the
devices. arctic option:
•Hydraulic Tank. . . . . . .600 watts (each heater)
Two heaters (3) are installed in the engine oil pan and •Rear Axle. . . . . . . . . . . 600 watts (each heater)
are controlled by a single thermostat (4) to warm •An additional transmission oil heater
engine lubricating oil. Two heaters (6) are installed at
. . . . . . . . . . . . . . . .600 watts
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 trans-
mission oil pan and is controlled by a separate thermo-
stat (4).
If equipped with the extreme cold weather (arctic)
option, a second heater (7) is installed in the transmis-
sion 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 sec-
tion 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 shut-
down. Note: If equipped with the arctic option, two
receptacles are installed.

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

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 out- Always disconnect line power at receptacle (1, Fig-
let of the tank to the engine. The coolant leaving the ure 7-1) before disconnecting heater element or
heater tank is replaced with coolant drawn from the thermostat wiring. Hazardous voltage levels are
engine and the cycle is repeated. present when system has power applied!
The engine coolant heaters are controlled by a thermo-
stat (1) mounted on the intake end of the heating units.
The thermostat turns the heater ON at 38°C (100°F) When coolant temperature is below 38°C (100°F) and
and OFF at 49°C (120°F). An additional high tempera- power is applied to the system, the coolant heater
ture limit thermostat (6) located at the outlet end, pre- tanks (4, Figure 7-2) should feel warm to the touch.
vents excessive temperatures. 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 temper-
ature thermostat (1) for continuity.
A bi-directional check valve located in the inlet of
the heater allows a reduced amount of coolant to If thermostats are closed, check heater element for
reverse flow through the heater when the engine is open circuit. Replace any components that are not
running. This will maintain a full coolant level in the operational or appear to be damaged.
tank at all times to protect the element from over- If necessary, check continuity through harnesses from
heating. This is a safety device only. DO NOT run heaters to the junction box and power receptacle.
the engine with the heater energized. Replace any damaged or defective wiring.
FIGURE 3-2. COOLANT HEATER ASSEMBLY
1. Thermostat Housing 3. Temperature Range Label 5. Drain Plug

2. Thermostat Base 4. Heater Tank 6. High Limit Thermostat Housing

OIL HEATERS
The oil heaters are immersed in the oil in the transmis-
sion oil pan and engine oil pan and if equipped with the
arctic option, the rear axle and hydraulic tank. A sepa-
rate thermostat located adjacent to the heaters controls
the oil temperature. Each of these heaters (shown in
Figure 7-3) is identical.
Troubleshooting
FIGURE 3-3. OIL HEATER ASSEMBLY

1. Cover 4. O-Ring
2. Connector Terminals 5. Heater Element
3. O-Ring
Always disconnect line power at receptacle (1, Fig-
ure 7-1) before disconnecting heater element or
Disconnect line power and check the appropriate ther-
thermostat wiring. Hazardous voltage levels are
mostat and heating element circuit using the schematic
present when system has power applied!
in Figure 7-4. If equipped with the arctic option, also
When the oil is cool, the heater mounting boss should refer to Figure 7-5. for the additional heaters required.
feel warm to the touch when power is applied and the
Replace any defective or damaged components or wir-
heaters are working properly.
ing.
If no warmth is detected, verify correct line voltage.
FIGURE 3-4. ELECTRICAL HOOKUP DIAGRAM

FIGURE 3-5. ELECTRICAL HOOKUP DIAGRAM
(Arctic Option Only)

NOTES

SPECIAL TOOLS
SECTION C
PART
DESCRIPTION USE
NUMBER
Transmission
790-501-2000 Repair Stand
and Engine
SECTION C
PART
DESCRIPTION USE
NUMBER
799-203-8000 Tachometer Engine Speed
6215-81-3500 Adapter Engine Speed
SECTION D
PART
DESCRIPTION USE
NUMBER
Electrical
799-601-7400 T-Adapter Kit
Troubleshooting
Electrical
799-601-7200 Harness
Troubleshooting
Electrical
799-601-7300 Harness
Troubleshooting
M08009 04/04 Special Tools M8-1

SECTION F
PART
DESCRIPTION USE
NUMBER
Plate Torque
790-901-5110
(Repair Stand) Converter
SECTION F
PART
DESCRIPTION USE SERIAL RANGE
NUMBER
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 num-
bers A10190 & higher.
1. Shift Checker 3. Harness Assembly

(Part No. 799-607-2000 or 799-607-3000) 4. Transmission Control Box
2. Harness connector 5. Harness connectors (to Chassis Harness)
(to Shift Checker, see NOTE above) 6. Truck chassis Harness (Transmission Control Box)
M8-2 Special Tools 04/04 M08009

SECTION G
PART
DESCRIPTION USE
NUMBER
792-520-2110 Small Installer Floating Seals in
791-585-1510 Large Installer Final Drive
792-520-2110 Small Push Tool Use With Install-

791-585-1510 Large Push Tool ers Above
SECTION G
PART
DESCRIPTION USE
NUMBER
Differential
792-525-3000 Micrometer
Preload
SECTION G
PART
DESCRIPTION USE
NUMBER
Differential
790-425-1660 Wrench
Preload

SECTION G
PART
DESCRIPTION USE
NUMBER
Differential
790-425-1670 Adapters
Preload
SECTION G
PART
DESCRIPTION USE
NUMBER
792-530-1600 Large Seals
Push Tools
792-530-1700 Small Seals
1. Plate 5. Plate
2. Arm 6. Capscrew
3. Stud 7. Wing Nut
4. Plate 8. Washer
SECTION G
PART
DESCRIPTION USE
NUMBER
Ring Nut On
09003-07280 Spanner Wrench
Pinion Bearing

SECTION H
PART
DESCRIPTION USE
NUMBER
Removal of Sus-
790-450-1120 Plates pension Rod
Assembly
SECTION H
PART
DESCRIPTION USE
NUMBER
792-610-1000 Contains 2 Kits below
792-610-1100 Nitrogen Kit Adding Nitrogen
792-610-1200 Oil Charging kit Adding Oil
SECTION H
PART
DESCRIPTION USE
NUMBER
Front Suspen-
sion Flange
561-99-79220 Plate
Bushing Installa-
tion
NOTE: This item should be fabricated locally using
dimensions shown.

SECTION J
PART
DESCRIPTION USE
NUMBER
Fixture Final Drive &
790-438-1150
(3 Required) Brake Assembly
SECTION L
PART
DESCRIPTION USE
NUMBER
790-452-1100 Seal Installer Set
790-452-1110 Seal Protector Steering Valve
790-452-1120 Seal Installer Oil Seal
1. Seal Protector 3. Seal Compression
Installation
Compression 2. Seal Installer Ring
790-452-1130
Ring
SECTION L
PART DESCRIPTION
USE
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)
Adapter
WB-1093 0.50" -14 NPT 0.50" -14BSPT (PT)
WB-1094 0.75" -14 NPT 0.75" -BSPT (PT)
In order to adapt pressure test gauges using the "NPT" type threads com-
monly found in North America to the "PT" type threads used in the transmis-
sion and other areas of the truck, adapters are required.
PIPE THREAD ADAPTER

(WB1092 SHOWN)

SECTION L
PART
ITEM DESCRIPTION
NUMBER
1 790-102-3791 Wrench Assembly
2 790-102-3811 Wrench
3 790-102-3840 Tooth
4 790-102-3850 Tooth
5 790-102-3830 Tooth
6 01010-31260 Capscrew
7 01580-01210 Nut
8 01643-31232 Washer
9 790-102-3980 Bar
10 790-102-3151 Frame
11 790-102-33140 Frame
12 790-102-33140 Capscrew
13 01580-01613 Nut
14 01643-31645 Washer
15 01010-31245 Capscrew
16 01580-01245 Nut

SECTION L
PART
DESCRIPTION USE
NUMBER
Steering Valve
790-452-1200 Pilot Ring Tool
Installation
1. Ring 4. Knob
2. Shaft 5. Spring Pin
3. Collar 6. Spring Pin
SECTION L
PART
DESCRIPTION USE
NUMBER
790-502-1003
Hydraulic
or Rebuild Stand
Cylinders
790-502-2000
790-102-3802
Wrench
or Gland Nut
Assembly
790-102-3791
1. Hydraulic Cylinder 3. Rebuild Stand

2. Cylinder Head 4. Wrench Assembly
SECTION L
PART
DESCRIPTION USE
NUMBER
790-302-1340 40 mm Socket Rod Nut
1. Cylinder Rod 3. 40mmSock

2. Rebuild Stand et

SECTION L
PART
DESCRIPTION USE
NUMBER
Piston Ring Hydraulic Cylinders
790-720-1000
Expander (Hoist & Steering)
1. Expander 3. Clamp
2. Ring (rubber band)
SECTION L
PART
DESCRIPTION USE
NUMBER
799-101-5001 Hydraulic Tester Check Pressures
Digital Hydraulic
790-261-1102 Check Pressures
Tester

NOTES

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 suspension and inclinometer data. After traveling
160 m (0.10 mi.) from the loading site, the PLM II™
The Payload Meter II™ (PLM II™) On Board Weigh-
uses the data sampled under the shovel to calculate
ing System displays and records the payload weight
final payload.
along with other operating information. The system
consists of a payload meter, pressure sensors, deck The PLM II™ displays payload on its display when
mounted lights and an inclinometer. the truck is stopped. For the first 160 m (0.10 mi.)
after loading, the payload meter displays distance
The payload meter (Figure 20-1) uses the four sus-
from the loading site. At all other times when the
pension pressures and an inclinometer to determine
truck is moving, the display shows the time of day.
the load in the truck. The payload weight can be dis-
played in short tons or metric tons. The payload meter stores in memory various oper-
ating data. This data includes:
Haul Cycles
• payload, time, distance, and travel speed for
The beginning of a new haul cycle starts at the each cycle
dump, when the body comes down from dumping • date and time that the engine was started and
the last load. stopped
At the loading site, the PLM II™ begins to calculate • date and time of each fault that occurred or was
the size of each shovel pass (swingload) once the canceled
payload is greater than 10% of rated load for the
• total payload and the overall number of cycles
truck. There are three external deck-mounted lights
for a specific time period
on each side of the truck. The lights indicate pay-
load weight divided into three separate stages. A This data is retained even when the power is
forecast feature will flash a deck mounted light pre- switched off. The stored data is backed up by an
dicting the payload weight if the next bucket of internal battery.
material is dropped into the body. The data can be down loaded from the payload
At the moment the wheels begin to turn after loading meter to a personal computer when a communica-
under the shovel, the PLM II™ takes one sample of tion cable is connected to the port inside the cab.
FIGURE 20-1. PAYLOAD METER II

1. Display panel 7. Total/shift switch [TOTAL] [SFT]
2. Reception pilot lamp (Rx busy) 8. Light/increment switch [LIGHT] [INC]
3. Transmission pilot lamp (Tx busy) 9. Memory card
4. Memory card access lamp (CARD busy) 10. Cover
5. Mode switch [MODE] 11. Diagnostic/Download Port
6. Calibration/clear switch [CAL] [CLR]
WARNING - When not inserting or removing memory card (9), always keep the cover (10) closed)

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 Used to calibrate the machine when the condi-
in memory. This will include items such as: tions regulate this action. Also used with the
· Payload TOTAL/SFT switch to clear total payload and
overall number of cycles.
· Date & Time
7. Total/Shift Switch
· Cycles
Used to display payload and overall number of
· Travel Distance cycles each time the load is dumped. Will dis-
· Fault Codes and Warnings play the error codes. This switch is also used
with the CALIBRATION/CLEAR switch to clear
2. Reception Pilot Lamp (Rx Busy) total payload and overall number of cycles.
This light will illuminate for 3 seconds when the 8. Light/Increment Switch
system is powered up. It will then be lit when-
ever the computer is communicating. Used to change the digital increments or units
for the various displays. Also used to adjust the
3. Transmission Pilot Lamp (Tx Busy) brightness of the lights on the monitor display.
This light will illuminate for 3 seconds when the 9. Memory Card
system is powered up. It will then be lit when-
ever the memory is being downloaded to a per- Used to receive data from the payload meter
sonal computer. memory to this card which can then be used to
transfer the data into a personal computer. This
4. Memory Card Access Lamp (CARD Busy) enables the memory to be downloaded and
This light will illuminate for 3 seconds when the saved when a personal computer is not avail-
system is powered up. It will also be lit when- able.
ever the memory data is being downloaded to 10. Cover
the memory card.
Protective cover for the Memory Card. Do not
5. Mode Switch
open or place foreign objects in slot.
This switch is used to select the mode or sys-
11. Diagnostic/Download Port
tem that will allow a function to be performed.
This may include: Connector port that is used for downloading the
memory data to a personal computer.
· Various settings or corrections to the display
· Memory card downloading
· Clearing data
· Display of Abnormalities or Warnings
· Setting the speed limit
· Setting the date and time

TIPS FOR OPERATION EXTERNAL DISPLAY LIGHTS
To assure the On Board Weighing System records The Payload Meter II™ controls three light relays.
the most accurate and consistent data, these impor- The relays operate three deck mounted lights on
tant steps should be followed: 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 While the truck is stopped being loaded and the hoist
causing inaccurate payload data is due to lever is in the float position, the appropriate lights will
improperly charged suspensions. Always follow remain on according to the following schedule:
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.
• 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.
INDICATOR LIGHTS PAYLOAD WEIGHT
• At the loading area do not release the Brake Lock
(or Park Brake switch) until the loading is Off Off Green 50% and Greater
complete and the load shock from the last load Off Amber Green 90% and Greater
dumped has settled.
Red Amber Green 105% and Greater
• The loading area surface must be maintained as
flat and level as possible. The On Board The shovel or loader operator can predict the pay-
Weighing System can compensate for slight load weight by observing these lights. During the
variations in grade and unevenness, but ruts, loading operation, a forecast feature flashes a deck
berms, rocks, etc. will cause the system to record
mounted light predicting the payload weight after the
inaccurate and inconsistent data.
next bucket of material is loaded into the body. The
• Regularly remove "carryback" from the dump logic is as follows:
body.
1. If the measured payload is varying 3% or less
• Calibrate regularly. Refer to "Calibrating a Truck". of the rated load for more than 3 seconds, the
• Do not focus on single payloads when viewing current load is deemed a steady value.
data from the payload meter. Use the average of 2. If the difference between the previous steady
several payloads to get a more accurate value and the current steady value is greater
calculation of payload productivity. 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.

THEORY OF OPERATION
Basic Description
The payload meter uses the four suspension pres-
sures and the inclinometer to determine the load in
the truck. These inputs are critical to the calculation
of the load. The other inputs to the payload meter
(Body Up, Speed, Brake Lock, Alternator R Terminal,
and Engine Oil Pressure) are used to indicate where
the truck is in the haul cycle. These inputs enable the
payload meter to make time and distance measure-
ments for the haul cycle.
The suspension pressures are the key ingredients in
determining the sprung weight of the truck. These FIGURE 20-3. LINKAGE FACTOR
pressures are converted into forces using the formu-
las shown below.
3.14 Linkage Factor
Sprung Weight = Suspension Diameter2 (Psi Left + Psi Right)
4
Sprung Weight = Axle Weight(lbs)/2000 The linkage factor is part of the complex calculations
performed by the payload meter to determine the
load in the truck. The linkage factor is dependent on
These forces are combined with the geometry of the the load on the rear suspensions.
truck to produce the load calculation. It is critical that Figure 20-3 shows the side view of a truck. The nose
the suspensions are charged according to shop man- pin is marked with a star and there are three arrows
ual specifications and the pressure sensors are func- pointing to different spots of the rear tire. This figure
tioning properly. shows how the support under the rear tire can affect
the calculation of the load. The payload meter does
Inclinometer not directly measure the load transferred to the frame
The inclinometer gives the payload meter information through the nose pin. To account for portion of the
regarding the pitch angle of the truck. The front and load carried by the nose pin, the linkage factor is mul-
rear incline factors are determined by the pitch angle. tiplied by the rear suspension force. It is assumed
These two factors account for the load transfer that that the truck is supported under the center of the
occurs when the truck is inclined nose up or nose tire. In this case the payload meter uses L2 to help
down. 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.

Gain Factor Sources of Error
Gain factor is part of the formula the payload meter Poorly charged suspensions can lead to systematic
uses to calculate the payload. The gain factor is a error in the calculation of payload. The error is most
tool that compensates for variations between actual obvious when the oil level is low. When there is too
weight of the payload and the calculated weight from little oil in the suspensions, the cylinder may com-
the payload meter. The gain factor should only be press completely under a load. The weight of the
adjusted after several payloads have been weighed truck will be carried by the metal to metal contact
on a scale. The gain should never be adjusted based within the suspension. Not only will the ride of the
only on one payload. It takes at least 10 scale weigh- truck, the life of the tires, and other components be
ins to determine an average variation. A worksheet is affected, but the pressure in the cylinder will not truly
located at the end of this chapter to assist in calculat- represent the load on the truck. Under-charged sus-
ing the necessary gain adjustment. pensions typically cause the payload calculations
from the payload meter to be lower than the actual
There are two types of gain adjustments, Gt gain and
payload.
UP factor. It is recommended that only the Gt gain be
adjusted. This adjustment is made using the potenti- Typical Data From Service Check Mode
ometer on the side of the payload meter. Refer to
A sample data set is shown in Figure 20-4. This data
"Adjusting the Gain".
was taken in the laboratory and is used in Figure 20-
Brake Lock 5 to calculate the final load. Note the front suspen-
sion pressures were converted into the front sprung
The Brake Lock only applies the rear brakes. This weight using the formulas above Figure 20-5. The
allows the front wheels to rotate slightly as the truck front sprung weight is then multiplied by the front
is being loaded. This is important because the pay- incline factor and the front linkage factor. The same
load meter assumes that the front wheels can rotate is done with the rear sprung weight. The front and
freely. As the truck is being loaded, it will begin to rear sprung weights are then summed. This number
squat down on the suspensions. This will change the is multiplied by the Gt gain potentiometer value. The
wheel base dimension of the truck. This freedom of calibration load is subtracted from the total to pro-
movement prevents additional binding and friction in duce the final load. The load displayed on the meter
the front suspensions. is this final load (item #15) multiplied by the UP gain
The incline of the grade on which the truck is loading factor.
is measured by the inclinometer. This helps deter- Number Data Description
mine the incline factors that are applied to the front
and rear sprung weights. The tire forces on the road 1 13:09 Current Time
surface that hold the truck on grade affect the sus- 2 749.4 Front Left Pressure (Psi)
pension pressures. If the front and rear brakes are 3 848.9 Front Right Pressure (Psi)
locked, the effect on the suspension pressures can-
not be determined. If only the rear brakes are applied 4 863.2 Rear Left Pressure (Psi)
the effect is predictable and the incline factors accu- 5 1049.0 Rear Right Pressure (Psi)
rately account for the forces on the tires. 6 106.0 Front Weight (Tons)
If the service brake or park brake is used and 7 75.1 Rear Weight (Tons)
depending on the incline and other factors, the pay-
8 -1.85 Inclinometer (Degrees)
load meter can overestimate or underestimate the
load. It is important that only the brake lock be 9 0.95 Incline Factor - Front Wheels
used while loading the truck. (Parking brake on 10 0.984 Incline Factor - Rear Wheels
330M/HD785).
11 1 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.

NOTE: This screen is the only place that the Viewing Payload Calculation Inputs
value of the Gt gain potentiometer can be
The PLM II™ estimates payload by monitoring sus-
checked. pension pressures when the truck is loaded and
There are two gain factors that can be applied to the compares them to truck empty pressure values. The
payload measurement. The first is the Gt gain factor PLM II™ uses one empty truck weight for all payload
and the other is the UP gain factor. They are not calculations. This empty truck weight is called the
applied uniformly to all payload calculations. '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 suspen-
sions. The process of making the PLM II™ calculate
the tare weight is called the calibration procedure.
Example Calculation of Payload This calibration weight is used as item #13 from the
These calculations used a 13" front suspension manual calculation procedure in Figure 20-4.
diameter and 10" rear suspension diameter. 1. Press and hold the LIGHT/INC and
3.14 MODE switches until "CHEC" is
Sprung Weight= Suspension Diameter2 (Psi Left + Psi Right)
4 flashing on the display.
Sprung Weight = Axle Weight(lbs)/2000
2. Press and hold the CAL/CLR
switch until "CALL0" is flashing
on the display.
Front Weight (6) 106.00 Rear Weight (7) 75.10 3. Press the CAL/CLR switch to cycle through the
following data. The sequence repeats.
x Incline Factor (9) 0.95 x Incline Factor (10) 0.98
100.70 73.90 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
3. Hour: Minute 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
x Gain Factor (14) 1.00 7. Pressure Rear Left Psi
214.40 8. Pressure Rear Right Psi
- Calibration (13) -70.60 9. Front Sprung Weight Tons
10. Rear Sprung Weight Tons
FIGURE 20-5.
11. Degree of Incline ±° Nose Up Positive
12. Incline Factor - Front Axle
13. Incline Factor - Rear Axle
14. Link Factor Front Axle
15. Link Factor Rear Axle
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.

Checking the Gain Adjusting the Gain
1. Press and hold the LIGHT/INC and Before adjusting the gain perform the following steps:
MODE switches until "CHEC" is
1. Confirm the suspension oil and nitrogen
flashing on the meter.
charges are at the levels specified in the shop
2. Press and hold the LIGHT/INC manual.
switch until "ALL0" is flashing on the
2. Weigh the empty truck and then calibrate the
display. "A.FUL" may also be dis-
payload meter. Do both in succession to ensure
played.
the weights are nearly identical.
3. Press the LIGHT/INC switch14 times. The num-
3. Weigh at least 10 different loads to get an accu-
ber displayed will be the current Gt gain. Press
rate deviation from actual scale weight and the
MODE twice to return to normal operation. payload calculation from the payload meter.
Complete the gain adjustment worksheet at the
end of this module. The worksheet is an accu-
rate way to calculate the necessary gain adjust-
ment.
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.
3. Press and hold the LIGHT/INC and
MODE switches until "CHEC" is
flashing on the meter.
4. Press and hold the LIGHT/INC
switch until "ALL0" is flashing on the
display. "A.FUL" may also be dis-
played.
5. Press the LIGHT/INC switch14 times. The num-
ber 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.
7. Press MODE once and the meter will return to
normal operation.

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 num-
ber 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 0 - 6553.5
Short tons
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

Engine ON/OFF Data
When the engine is started or stopped, the following data is recorded.

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
Indicates when the engine was started.
Day Day 1 - 31
Time Hour Hour 24 Hour Clock
Last Two Digits Of The Year Year 0 - 99
Month Month 1 - 12
Indicates when the engine was shut off.
Day Day 1 - 31
Total Payload Metric tons 0 - 999900.0 Total payload from the time when the
Short tons 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.
Fault Codes and Warning Data

Error Code Displayed by a combination of letters and numbers representing a spe-
cific error code.
Engine Operation Number At Time Of Number 1 - 65535 Every time the engine is started the
Occurrence number advances by one.
Number Of Times Of Occurrence Since Number 1 - 255
The Engine Was Switched ON
Last Two Digits Of Year Year 0 - 99
Month Month 1 - 12
Day Day 1 - 31

Engine Operation

Every time the engine is started the
Number when Canceled Number 1 - 65535 number advances by one.
Month Month 1 - 12
Day Day 1 - 31
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.

Metric Tons The total payload since the unit was
Total Payload Short Tons 0 - 999900.0 cleared.
Total Number Of Cycles Digital Number 0 - 9999 The number of cycles since the unit
was cleared.
Month Month 1 - 12
Date and time the unit was cleared.
Day Day 1 - 31
Other Data

Set Up Data That The Operator Can Speed Limit Km/MPH
Check Option Code Digital Number Communication Mode
Year Year
Month Month
Calibration Data Date and time when calibrated.
Day Day
Hour Hour
Minute Minute

OPERATOR FUNCTIONS Clearing the Operator Load Counter
1. Press the TOTAL/SFT switch once. The num-
Using the Operator Load Counter
ber displayed is the total tons hauled since the
The payload meter makes available to the operator a last time the counter was cleared. The total is
total load counter and haul cycle counter. This allows displayed in hundreds of tons.
each operator to track the tons hauled during their 2. Press and hold the CAL/CLR switch until the
shift. The total is displayed in hundreds of tons. For display flashes.
example, if 223 is displayed, this means that 22,300
3. Press the CAL/CLR switch until "0000" is dis-
tons have been hauled since the last time the cycle
played. After 2 seconds the meter will return to
counter was cleared.
normal operation.
This memory location is separate from the main pay-
Clearing this memory does not affect the main pay-
load data storage. This memory is not cleared when
load data storage.
the Data All Clear Operation is performed. 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
1. Press the TOTAL/SFT switch once. II™ display.
If there is a fault code present at this time: From the normal operation display:
2. The error code for that problem will be dis- 1. Press the LIGHT/INC switch. The lighting will
played. This will be a flashing display. become one level dimmer. This will continue
3. Press the TOTAL/SFT switch again. If addi- until the lighting has reached its lowest level.
tional faults or warnings exist, that fault code will 2. After reaching the lowest level, the display will
be displayed as a flashing code. return to the brightest setting.
4. Repeat step #3 until no fault codes are dis-
If the switch is held in the depressed position, the
played. ":" will show when no additional faults
brightness will change continuously.
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.
5. Press the TOTAL/SFT switch again. The num-
ber displayed is the number of haul cycles since
the last time the cycle counter was cleared.
6. Press the TOTAL/SFT switch again. ":" is dis-
played for 2 seconds before the display returns
to normal operations.

INITIAL SETUP OF PAYLOAD METER
Switch Position
There are several things that must be checked and
programmed when a payload meter is first installed. 1 Initial Setup should be set to 1.00 - Gain
Clockwise(-20%) CCW (+20%)
1. Check the switch settings on the side of the Refer to "Gain Factor" for adjust guidelines
meter.
B Do not Adjust - Buzzer Volume
2. Check the Operator Check Mode settings
3. Check the Service Check Mode settings 7 - Speed Regulation
2 0=107%, 7=100%, F=92%
4. Calibrate the clean truck. The 930-2 should be set to '6'.
The next few pages show the steps required to per- 7 - Distance Regulation
form these checks. Only after all of these steps have 3 0=107%, 7=100%, F=92%
been performed can the payload meter be released The 930-2 should be set to '6'.
for service.
4 4 - 685E
5 - 630E
Switch Settings B - 730E
C - 930E
D - 530M
E - 330M
F - 830E
5 DOWN - Memory function
(DOWN = Enable, UP=Disable)
6 DOWN - Inclinometer Use
(DOWN = Enable, UP=Disable)
7 DOWN = Short Tons, UP = Metric Tons
8 UP
930E-2 trucks are equipped with 53/80R63 series

tires and require small changes to the switch set-
tings of the PLM II™. The tires have a larger roll-
ing radius than the PLM II™ assumes. This
causes the PLM II™ to underestimate distances
by 1%. The Speed Regulation and Distance Regu-
FIGURE 20-6.
lation 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
There are nine switches located behind the panel on
are larger than the original 930E suspension, and
the left side of the payload meter. Figure 20-6 shows
therefore, data programmed into the payload
the switch numbers. The following switch positions
meter is not completely accurate. The gain must
should be confirmed before the meter is installed.
be increased by 1%. There are two methods for
* Set switch 4 for the appropriate model. 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 potenti-
ometer. Refer to "Adjusting the Gain".

Checking the Operator Check Mode Checking the Service 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
Refer to page 24 for additional information on UP
switch. The display will show:
Factor and PL Mode prior to setting these values.
2. Press the MODE switch once.
The display will show: Refer to Setting "UP:XX"
"Data All Clear" to clear the haul
cycle data.
MODE switches. The display will
3. Press the MODE switch once. show:
The display will show: Refer to
"Display of Fault Codes" for view-
TOTAL/SFT switches. The display
ing fault codes.
will show:
3. Press the CAL/CLR switch once.
The display will show: This is the
The display will show:
truck ID number. Refer to "Setting
The Machine ID" to change Machine ID. 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
6. Press MODE and the meter will return to normal
ID" to change operator.
operation.
The display will show: Setting "PL:00"
"SP:62" should be displayed. The 1. Press and hold the LIGHT/INC and
speed limit should be set to 62 to avoid unnec- MODE switches. The display will
essary faults and warnings. Refer to "Setting show:
The Speed Limit" to make adjustments. 2. Press and hold the LIGHT/INC and
7. Press the MODE switch once. TOTAL/SFT switches.The display
The display will show: will show:
Refer to "Setting The Option 3. Press the CAL/CLR switch once.
Code" to change the option. The display will show:
8. Press the MODE switch once.The 4. Press the CAL/CLR switch once.
current time should be displayed The display will show:
with the minutes flashing. Refer to 5. Press the LIGHT/INC switch until
"Setting The Time And Date" to change the time "PL:00" is displayed. ONLY
and date. "PL:00" IS RECOMMENDED.
9. Push the MODE switch to return to normal 6. Press the MODE switch. The dis-
operation. play will show.
7. Press MODE and the meter will return to normal
operation.

Checking the Gt setting: Calibrating a Truck
Refer to "Checking the Gain" and "Adjusting the This procedure causes the PLM II™ to calculate a
Gain" for display and adjustment information. new empty 'tare' (calibration) weight (refer to "View-
ing Payload Calculation Inputs) for use with all sub-
Checking the Inclinometer Settings sequent payload estimates. Before calibrating,
confirm the truck nose up produces a positive incline.
Refer to "Viewing Payload Calculation Inputs" for
instructions on displaying truck pitch angle. With an The payload meter should be calibrated whenever
empty truck on level ground and suspensions prop- one of the following occurs:
erly charged, the display should indicate 0.0 ± 1.0.
1. When a new payload meter is installed.
Remember, this is not a live display. After adjust-
ment, Service Check Mode must be entered again to 2. When a suspension sensor has been changed.
obtain a new reading. 3. Whenever the suspensions have been serviced
or the Nitrogen levels have changed.
An alternative method is to use a personal computer
running the Komatsu Payload Download Program for 4. Whenever any major change to the truck has
Microsoft Windows. The "Monitor Pressures" section been performed that would change the empty
of the program displays live inclinometer data. The vehicle weight.
inclinometer can be loosened and adjusted until the 5. Once a month thereafter.
live display shows 0.0 ± 1.0 degrees with an empty
truck on level ground, and the suspensions properly
charged. To calibrate the payload meter:
Another method is to use a voltmeter to read the volt- 1. With the engine running and the truck stopped,
age output of the inclinometer. With an empty truck press and hold the CAL/CLR switch until "CAL"
on level ground, and the suspensions properly is flashing on the display.
charged, the output voltage should be 2.6 ± 0.1 volts. 2. Drive the truck until the speed is approximately
6-10 MPH (10-15 Km/H)
3. Press the CAL/CLR switch once.
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.

DISPLAYS AT START-UP 6. The display will show:
This function is not used.
POWER ON:
"SU : - -" indicates Switch 8 is up.
All external display lamps (Figure 20-2) will come on
and stay on for approximately 27 seconds during the "SU : oo" indicates Switch 8 is down.
"Power-up Process". 7. The display will show:
The "Power-up Process" will display the PLM II™ This display indicates the
settings. Each display will occur for approximately 3 Machine ID code where "xxx" indicates a value
seconds: between 0 and 200.
8. The display will show:
1. The display will show: This display indicates the Opera-
In addition, a buzzer will sound tor ID code where "xxx" indicates a value
and the following lamps will light for 3 seconds: between 0 and 200.
• Reception Pilot Lamp (2, Figure 20-1)
This display indicates the Speed
• Transmission Pilot Lamp (3, Figure 20-1)
Limit setting where "xx" indicates a value
• Memory Card Pilot Lamp (4, Figure 20-1) between 0 and 99 km/h.
2. The display will show: 10. The display will show:
The "xx" indicates the Truck Model. This display indicates the Option
Refer to "Initial Setup of Payload Meter" for code setting.
code definitions.
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
This display indicates the status of If the truck engine is started before the preceding
the Inclinometer for the PLM II™, where "Power-up Process" is completed, the display will
shift to normal operation.
"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
5. The display will show: before switching to normal operations.
This display indicates method of

measurement where:
"US : - -" indicates METRIC Tons.
"US : oo" indicates U.S. Tons.

SETUP AND MAINTENANCE Setting the Option Code
1. Press and hold the MODE switch
Speed Limit
until "Cd:dP" is displayed.
A warning can be displayed if the machine exceeds a 2. Press the MODE switch once.
preset speed. The display will show:
The available range is: 10 - 99 km/h (6 - 62 mph). It is 3. Press the MODE switch once.
recommended to set the speed limit to 99 km/h (62 The display will show:
mph). 4. Press the MODE switch repeat-
edly until "OP.XX" is displayed.
Setting The Speed Limit
5. Press the LIGHT/INC switch to
1. Press and hold the MODE switch change the "unit digit" to the desired number.
until "Cd:dP" is flashing.
6. Press the TOTAL/SFT switch and
2. Press the MODE switch once. the display will then indicate:
3. Press the MODE switch once. change the "tens digit" to the desired number.
8. Press the MODE switch to return to normal
4. Press the MODE switch repeat- operation.
edly until "SP.XX" is displayed.
9. The Option Code selects the PLM II™ commu-
5. Press the LIGHT/INC switch to nication mode as follows:
change the "unit digit" to the desired number.
the display will then indicate: Option Code COMMUNICATION MODE
7. Press the LIGHT/INC switch to 0 Stand Alone
change the "tens digit" to the desired number.
10 PMC Mode (530M/HD1500 only)
8. Press MODE switch to return to normal opera-
tion. Modular Mining Mode, Scoreboard
12 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 Manage-
ment 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".

Setting The Machine I.D. Code Setting The Time and Date
1. Press and hold the MODE switch 1. Press and hold the MODE switch
until "Cd:dP" is displayed. until "Cd:dP" is displayed.
2. Press the MODE switch once. 2. Press the MODE switch once.
The display will show: The display will show:
3. Press the MODE switch once. 3. Press the MODE switch once.
The display will show: The display will show:
4. Press the MODE switch 4. Press the MODE switch repeat-
once."d.XXX" is displayed. edly until "XX:XX" is displayed.
5. Press the LIGHT/INC switch to 5. Press the LIGHT/INC switch to
change the last digit to the desired number. change the minutes.
6. Press the TOTAL/SFT switch and 6. Press the TOTAL/SFT switch and
the display will show: the display will then indicate:
change the middle digit to the desired number. change the hours. The clock is a 24 hour clock.
8. Press the TOTAL/SFT switch and 8. Press the TOTAL/SFT switch and
the display will show: the display will then indicate:
change the first digit to the desired number. change the day.
10. Press the MODE switch to return to normal 10. Press the TOTAL/SFT switch and
operation. the display will then indicate:
Setting The Operator I.D. Code
change the month.
1. Press and hold the MODE switch
the display will then indicate:
The display will show: 13. Press the LIGHT/INC switch to
change the year.
The display will show: 14. Press MODE switch to return to normal opera-
4. Press the MODE switch repeat- tion.
edly until "o.XXX" is displayed.
change the last digit to the desired number.
the display will then indicate:
change the middle digit to the desired number.
the display will show:
change the first digit to the desired number.
10. Press the MODE switch to return to normal
operation.

DOWNLOAD OF INFORMATION DISPLAY OF FAULT CODES
Payload information and fault codes recorded should 1. Press and hold the MODE switch
be downloaded to a personal computer on a regular until "Cd:dP" is displayed.
basis. The software required is available under part 2. Press the MODE switch once.
number AK4635. Detailed instructions for installing The display will show:
the software and downloading the data is provided 3. Press the MODE switch once.
with AK4635 PLM II™ download software. The display will show:
Data All Clear 4. Press the TOTAL/SFT switch.
This function will erase all of the cycle data, engine If there are no faults or warnings,
ON/OFF data, and fault/warning data. Total payload the display will show for 6 sec-
and the overall number of cycles will not be cleared. onds.
If there are current faults or warnings, the
IMPORTANT - Before clearing the data, download codes will be displayed in order of their priority,
the data to a personal computer. the highest priority first. Each code will flash for
To begin, the shift lever should be in the "N" position, 6 seconds.
the brake lock set, the hoist control lever should be in 5. After the current codes have been displayed,
the "FLOAT" position and the body in the down posi- past history codes that have been reset will be
tion. displayed. Each code will flash for 3 seconds.
1. Press and hold the MODE If there are no history codes or
switch until "Cd:dP" is displayed. after all history codes have been
2. Press the MODE switch once. shown, the display will show for 3
The display will show: seconds:
3. Press and hold the CAL/CLR The system will then proceed to the following
switch until "A.CLE" is flashing. 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. • Condition of the shift selector on mechanical
trucks or brake lock on electric trucks.
This does not clear the Operator Load Counter.
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.

• 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.

Monitoring Input Signals Service Check Mode
This procedure can be used to monitor the current 1. Press and hold the LIGHT/INC and MODE
input signals to the payload meter. switches until "CHEC" is flashing.
1. Press and hold the LIGHT/INC and MODE 2. Press and hold the LIGHT/INC switch until
switches until "CHEC" is flashing. "ALL0" is flashing. "A.FUL" may also be dis-
played.
2. Press and hold the CAL/CLR and TOTAL/SFT
switches until "S.CHE" is flashing. 3. Press the LIGHT/INC switch to cycle through
the following data. The sequence repeats.
3. Press the CAL/CLR switch to cycle through the
following information :
Item and Description Units
C1:oo - Shift Selector in 1. Current Time Hours: Minutes

"N" 2. Pressure Front Left Psi
C1 Mechanical Trucks C1:-- - Shift Selector not in 3. Pressure Front Right Psi
"N"
4. Pressure Rear Left Psi
C1 Electric Trucks C1:oo - Brake Lock On
C1:-- - Brake Lock Off 5. Pressure Rear Right Psi
C2 Body Up C2:oo - Body Down 6. Front Weight Tons

C2:-- - Body Up 7. Rear Weight Tons
C3 Engine Oil Pressure C3:oo - Engine Run 8. Degree of Incline ±° Nose Up
C3:-- - Engine Stopped Positive
C4 Alternator R Terminal C4:oo -Alternator Charging 9. Incline Factor - Front Axle
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 Tons
C8 Digital 2 - Not Used 14. Gt Gain
C9 Speed Vehicle Speed
15. Current Load Tons
Travel Distance -
16. Backup Battery Voltage Volts
C10 under the current xx.xx Miles
loaded or empty state
4. Press MODE once and "CHEC" will flash on the
03:01 - Empty Stopped display.
Current Status 01:02 - Empty Traveling
C11 Note: Sample values 06:03 - Loading 5. Press MODE once and the meter will return to
are shown. 02:04 - Loaded Traveling normal operation.
04:05 - Loaded Stopped
05:06 - Dumping
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
* 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.

UP FACTOR - PAYLOAD CALCULATION Careful consideration must be given to the use of
GAIN PL:01 and PL:10. These modes divide the data
transmitted by Modular Mining and the data stored in
Description of UP Factor the payload meter's memory. Additionally, each
mode handles the UP factor differently and can cal-
The payload calculation gain, or UP factor is multi-
culate different loads for the same haul cycle. For
plied to the actual calculated load. From the example
these reasons it is recommended that the payload
shown in Figure 20-4, the calculated load is 143.8
meter be set to use PL:00 in all cases.
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 PL:00
used to minimize the effects of systematic error for a
particular truck. The UP factor is not applied uni- Modular Mining Transmission - The data is cap-
formly to all load calculations. There are three oper- tured at the last transition from 0 to 1 MPH prior to
ating modes for the payload meter and the UP factor traveling 160 meters from the shovel. The captured
is applied differently to each mode. Therefore, it is data is transmitted when the truck travels 160m from
recommended that this percentage be set to 0. There the shovel. This load calculation will use the UP fac-
are significant differences in final calculated load that tor percentage.
can be introduced by adjusting this gain. Memory Storage - Same as above, the data is cap-
tured at the last transition from 0 to 1 MPH prior to
traveling 160 meters from the shovel. The captured
data is stored into memory when the body rises at
the dump. This load calculation will use the UP fac-
Payload meters sent from the factory are typi- tor percentage.
cally set to "UP: 5" indicating a +5% gain in final
load. This should be checked on all new meters PL:01
and changed to "UP: 0". Modular Mining Transmission - The data is cap-
tured at the last transition from 0 to 1 MPH prior to
PL MODE -LOAD CALCULATION TIMING traveling 160 meters from the shovel. The captured
data is transmitted when the truck travels 160m from
Load Calculation Timing the shovel. This load calculation will use the UP fac-
The PL mode controls when the payload meter takes tor percentage.
a sample of the data and calculates the load. There Memory Storage - The data is captured and stored
are three modes available. There are two sets of data when the body rises from the frame. This calculation
that are affected by the PL mode setting. will not use the UP factor percentage.
• Modular Mining Transmission
PL:10
• Memory Storage
Modular Mining Transmission - The data is cap-
The PL mode setting can have a significant impact tured and transmitted when the truck travels 160
on the perceived accuracy of the payload meter. meters from the shovel. This calculation will not use
PL:00 is the only recommended setting. 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 recom-

mended.

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 repeat-
edly 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 and
"CHEC" will be displayed.
7. Press the MODE switch and the meter will
return to normal operation.

BATTERY REPLACEMENT PROCEDURE 4. Remove the electrical connector. Remove the
screws on the top surface and the rear face.
ERROR CODE, F-09, DISPLAYED 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 bat-
tery. This should be performed when the truck is in
FIGURE 20-8. ACCESS TO BATTERY
an unloaded condition. The data stored in the pay-
load meter should be downloaded to a personal com-
puter or carry out the memory card dump operation. 5. Grasp the wires coming from the battery and
If this is not done, when the battery is disconnected pull outward. By pulling perpendicular from the
all data will be lost. board, it will disconnect the connector from the
board and pull the battery out of its holder
All that is required is a phillips-head screwdriver and simultaneously (Figure 20-9).
a new battery (P/N 581-86-55710)
1. With the keyswitch in the ON position, down-

load 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 pay-
load 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.
7. Install the controller cover, replace the electrical
connector, and install the payload meter control-
FIGURE 20-7. REMOVING PAYLOAD METER ler back into the instrument panel.

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 calibra-
tion 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 remov-
ing the sensor with the adapter.
After Replacing the Battery
While replacing the battery, the backup power source Removal
for the memory inside the payload meter is momen-
tarily 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. Ensure the adapter and sensor are removed
1. Turn the keyswitch to the ON position. together from the valve assembly. Removing the
complete valve assembly or just the sensor may
may flash. result in the component being forced out of the
suspension by the gas pressure inside.
2. Using the Operator Check Mode, set the speed 1. Disconnect sensor from truck wiring harness.
limit option code, time and date. (These were Note: The Schrader valve in the valve assembly will
erased from memory when the battery was dis- prevent gas from escaping when adapter and
connected). sensor are removed together. If entire valve
3. Without turning the keyswitch to the OFF posi- assembly is turned allowing nitrogen gas to escape,
tion advance to the start position. With the recharging of the suspension will be required.
engine running, the display: 2. Hold valve (2, Figure 20-11) with wrench while
may flash. 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 FIGURE 20-11. PRESSURE SENSOR
Check mode. 1. Schrader Valve 3. Adapter
2. Valve Assembly 4. Sensor

Installation Installation
1. Install a new O-ring onto sensor (4, Figure 20- 1. Install inclinometer (3, Figure 20-13) with cap-
11) and install sensor onto adapter (3). Tighten screws, nuts and lockwashers (4).
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 20-
12)
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
2. Connect inclinometer wiring to the truck wiring
harness. (Figure 20-14) Be sure that wires are
Pin Number Wire Color Wire Function
connected correctly.
1 Black Ground (GND)
2 Red + Power
3 White Signal
INCLINOMETER
As the truck is tilted fore or aft, the weight distribution FIGURE 20-14. INCLINOMETER SIDE
between the front and rear axles changes. To com- CONNECTOR VIEW
pensate for this, the inclinometer measures the
ground angle at which the truck rests. This data is
Pin Number Wire Color Wire Function
then sent to the payload meter so it can calculate the
correct payload weight. The inclinometer is located 1 Black Ground (GND)
below the operator's center console (passenger seat 2 Red + Power
structure).
3 White Signal
Removal
Adjustment
1. Disconnect inclinometer wire lead from har-
ness. 1. Park the truck on a 0% grade.
2. Remove the three capscrews, nuts and lock- 2. Loosen the three inclinometer mounting cap-
washers (4, Figure 20-13) and inclinometer (3). screws (4, Figure 20-13) and rotate the incli-
nometer 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 stan-
dard torque, after the adjustment.

PAYLOAD METER BACK PANEL

CONNECTIONS
CN1 - AMP MIC-MKII 13 Pins White Connector CN3 - AMP MIC-MKII 9 Pins
No. Description Comments White (RS-232C Port)
1 Power +24V (Battery) No. Description
2 Lamp Relay 1 1 RTS
3 Lamp Relay 2 2 SG
4 Lamp Relay 3 3 RD
5 Lamp Relay 4 4 TX
6 Lamp Relay 5 5 CTS
7 Speed Sensor (Signal) 6 DTR
8 Speed Sensor (GND) 7 DSR
9 Alternator R Terminal (Charge Signal) Running - 28VDC 8

Off - 0VDC
10 Key Switch ACC Terminal (ACC Signal)
11
12
13 GND (Power GND)
CN2 - AMP 040 12 Pins Black Connector CN4 - AMP 040 8 Pins Black
No. Description Comments (Optional Input, Reserved)
1 Engine Oil Pressure Switch Running Open No. Description

Off - Closed 1 Optional Input GND
2 Sensor Power Out +18V 2 Analog Input 1
3 Sensor GND 3 Analog Input 2
4 Left Front Suspension Pressure Sensor 1-5VDC Normal 4 Digital Input 1
5 Right Front Suspension Pressure Sensor 1-5VDC Normal 5 Digital Input 2
6 Left Rear Suspension Pressure Sensor 1-5VDC Normal 6
7 Right Rear Suspension Pressure Sensor 1-5VDC Normal 7
8 Inclinometer
9 Body Rise Signal Body Down - Open
Body Up - Gnd
10 Brake Lock Signal/Neutral Signal Lock Off - Open
Lock On - Gnd
11
12

PAYLOAD METER II™ RE-INITIALIZATION PROCEDURE
This procedure is designed to reset the Payload

Meter II™ to clear repeated F.CAL errors. 6. Start the engine.
7. Set the time, date, OP, PL, and UP settings. All
other user settings should updated at this time.
This procedure is necessary to fix a rare condition in
the operation of the meter. Indication for this proce- 8. Calibrate the payload meter by holding the CAL
dure is a repeated display of F.CAL on the meter button until CAL flashes.
despite repeated calibration. If possible, download 9. Release the brake lock (park brake for 330M/
the payload meter before performing this procedure. HD785), begin driving 5-8 MPH on level ground,
This procedure will erase all memory and user set- and press CAL. CAL should display until the
tings. 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
12. Stop the truck and shut down the engine.
payload meter is returned for warranty or repair.
13. Turn on the payload meter but leave the engine
Before performing this procedure, be sure that the
off.
engine inputs into the payload meter can be manipu-
lated to indicate engine running and engine stopped. 14. Hold MODE and LIGHT until "CHEC" flashes.
Some payload meter installations have hard-wired 15. Hold LIGHT and CAL until "A:CLE" flashes.
these inputs. These inputs must be accessible and
able to produce the following input conditions: 16. Press CAL to clear the service memory.
17. When "CHEC" is displayed, press MODE to
21C 21D return to normal operation.
Condition Engine Oil Alternator "R"
18. Clear the haul cycle memory by holding MODE
Pressure Terminal
Engine Running Open 24VDC
19. Press MODE and "A.CLE" will be displayed.
Engine Stopped Ground Open
20. Hold CAL until "A.CLE" flashed.
21. Press CAL once more to clear the haul cycle
memory.
1. Turn off all systems.
22. Clear the operator load counter by pressing the
2. Turn on the Payload Meter but leave the engine
TOTAL button until ":" is displayed.
off.
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 24. Hold the CAL button until "0000" is displayed to
"00:00" is displayed. clear the memory.
5. Press CAL for 2 seconds." 00 00" will flash and 25. The payload meter should now function nor-
the meter will erase its memory and reset to its mally.
factory settings. This includes OP, UP, PL,
P.SEL, and E.SEL settings. The meter will
restart and display "F.CAL".

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)

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 per-
sonnel 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 main-
tenance 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 sus-
pension 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 under-
charged suspensions leads to premature failure. Consistently low payload estimates are the first sign that the sus-
pensions 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 fol-
lowing 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.

Symptom Table

Payload meter is not recording haul cycles. Broken or missing body-up signal. The body up
Only one haul cycle in memory. signal triggers the PLM II™to 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 trav-
eling. Broken or missing speed signal. Check using the
"Monitoring Input Signals" procedure.
No distance or speed information is recorded in
the haul cycle data.
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 Sig-
nals” on the following page.
F20 - F28 faults flashing Shorted sensor power or ground. Troubleshoot
Pressure sensor value drifts up or down erratically. wiring. Refer to the "Shorted 18v Sensor Power
Supply" fault tree in this section.
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 com-
mon 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 cir-
cuit indicates that the body is up. This input can be checked using the "Monitoring Input Signals" procedure.

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 repo-
sition 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 dis-
play 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 R-
terminal 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.

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.

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.

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 body-
up 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 pay-
load meter.

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 soft-
ware 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.

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.

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 intru-
sion. 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 930E’s, 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.

Sensor Power Fault Fault Tree

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 4-
volt 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 ⎠
Don’t 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 ⎠

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.

F-31, F-32: Inclinometer
There are very few problems with the inclinometer in general. The inclinometer allows the payload meter to com-
pensate 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:
Voutput = 2.6 volts - 0.103 degree

volts 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.

Inclinometer Fault Tree

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 mis-
aligned. 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.

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, fol-
low 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.

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 Sig-
nals”. 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 sen-
sor 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 con-
tacts 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 pay-
load 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 proce-
dure 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 trans-
former. 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 Sig-
nals”.
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 proce-
dure outlined in “Monitoring Input Signals”.
Refer to the following page for the fault tree diagram.

Speed Signal Fault Tree

CONNECTORS AND PRESSURE SENSORS
PAYLOAD METER BACK PANEL
Connector 7821915320
Terminal 7821915010
Connector 7830115260 Connector 7845253670
Terminal 7821912020 Terminal 7827101440
Plate 7821912510 Plate 7821912450
HARNESS CONNECTORS TO PAYLOAD METER
HARNESS SIDE SENSOR SIDE

Connector 0805500321 Connector 0805500311
Terminal 0805500050 Terminal 0805500040
Grommet 0805500060 Grommet 0805500060
Holder 0805500330 Holder 0805500330
PRESSURE SENSOR CONNECTIONS

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
BRAKE LOCK DOWNLOAD
CONNECTOR CONNECTOR
24 Pin Connector PB9818

Pin Contact PB8647
Plug PB8453
Connector Plug PB8643

Pin Contact PB8921
R/P239 PAYLOAD METER CAB CONNECTOR

Housing PB9756
Contact PB8602 Housing PB8599
Pin Contact PB8626 Contact PB8602
Strain Relief PB9814 (2) Pin PB8626
Screw VW7336 (2) Strain Relief PB8604 (2)
Cap PB9827 Screw VW7336 (2)
TYPICAL CONTROL CABINET CONNECTOR
PRESSURE SENSOR COMPONENTS

REAL-TIME PAYLOAD METER II™ MONITOR PROGRAM
Originally, this program was designed for engineering testing purposes only. It was not designed for general distri-
bution 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 har-
nesses 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.

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 K packet data sent
P 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 Missed communication packet, Frame started
(error 1) with something other than STX.
Unexpected STX PLM II™ transmitted a re-transmit request or re-
(error 2) initialized communications unexpectedly in mid-
dle of frame
BCC error (error 3) Block check sum error
Program error Scope cannot resolve
(error 4) 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 dis-
played swing load.
RTM Data Real-time data transmitted to Scope via the
RS232 connection. This data is transmitted by
the PLM II™ every 200ms.

TABLE 2. TRUCK STATUS & INPUTS
DISPLAY DEFINITION EXAMPLES

1. Empty Stop
2. Empty Run
RTM Status Truck State 3. Loading
4. Loaded Run
5. Loaded Stop
6. Dumping
N Brake Lock ON
n Brake Lock OFF
RTM D I/O Input States B Body DOWN
b Body UP
E Engine RUN, Oil Pressure Up
e Engine OFF, Low Oil Pressure
R R Terminal - Alternator Charge
r R Terminal - Alternator OFF

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 it’s 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 Tons FL FR RL RR Inc Speed State Lock Body Engine R

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 3 - RxD 4 - TxD 5 - CTS

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 PC’s,
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 indi-
cators 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 PC’s,
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.

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.

14. Isolate suspensions that look flat. As the suspension compresses the gas, the pressures go up. If the suspen-
sion 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 sus-
pension is very flat. Charge and oil the suspension according to shop manual procedure.

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 Description

EJ5366 970-1150 psi load
EJ5367 710-870 psi load
EJ5368 490-625 psi load
EJ5369 290-410 psi load

GAIN ADJUSTMENT WORKSHEET

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 Actuates exhaust brake system when the accelera-
gasses at the turbocharger outlet and results in the tor pedal is released (but only when the torque con-
engine exhaust stroke acting as an air compressor verter is in the lock-up condition).
to increase the effect of the braking force of the
engine. The exhaust brake is also used as a Switch OFF Position:
retarder when going downhill. Actuates exhaust brake system when the foot brake
The exhaust brake is actuated by a signal from the or retarder brake are operated (but only when the
transmission controller. It operates as follows when torque converter is in the lock-up condition).
the exhaust brake switch on the instrument panel is
turned ON or OFF.
FIGURE 28-1. EXHAUST BRAKE SYSTEM COMPONENTS
1. Exhaust Brake Lamp Switch 8. Exhaust Brake Switch

2. Torque Converter Lock-up Valve 9. Brake Valve
3. Brake Switch 10. Accelerator Sensor
4. Retarder Switch 11. Retarder Control Lever
5. Exhaust Brake Solenoid Valve 12. Exhaust Brake Assemblies
6. Transmission Controller 13. Relay
7. Relay 14. Batteries

SYSTEM OPERATION
Two exhaust brake assemblies are used on the
engine. The description below describes the opera-
tion 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 sole-
noid 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

SYSTEM COMPONENTS
Exhaust Brake Pressure Switch
The exhaust brake pressure switch (Figure 28-4)
activates the exhaust brake pilot lamp when the sys-
tem is turned ON and the switch is pressurized.
FIGURE 28-4. EXHAUST BRAKE PRESSURE

SWITCH
1. Terminal 5. Block
2. Terminal 6. Diaphragm FIGURE 28-5. SOLENOID VALVE
3. Spring 7. Body 1. Core A: Inlet Port
4. Plate 2. Coil Assembly B: Outlet
3. Spring C: Exhaust Port
4. Plunger
5. Valve Seat
Exhaust Brake Solenoid Valve
6. Rod
When the exhaust brake solenoid valve (Figure 28-5) 7. Valve
is energized, air flows from the air tank into port “A”, 8. Spring
valve (7) is opened and air flows out port “B” to the 9. Body
exhaust brake cylinders mounted on the turbo- 10. Connector
charger outlets, activating the exhaust brake system.
Exhaust gasses are blocked.
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.

FIGURE 28-6. EXHAUST BRAKE INSTALLATION
(Left Side Shown, Right Side Typical)
1. Engine 4. Gasket 7. Exhaust Pipe

2. Turbocharger 5. Exhaust Brake Assembly
3. Band 6. Air Supply Fittings
Exhaust Brake Assembly

The exhaust brake cylinder/valve units (5, Figure 28- When the system is de-activated, air is exhausted
6) are installed at the outlet of the right and left turbo- out the solenoid valve exhaust port, releasing air
chargers. pressure inside the cylinder. An internal spring
returns the piston to the top of the cylinder, opening
When the exhaust brake system is activated, air from the valve plate and allowing exhaust gasses to flow
the solenoid valve enters the port (6) at the top of through the exhaust pipes (7) and into the atmo-
each cylinder. When the piston moves down, it sphere.
closes a valve plate blocking the flow of exhaust gas,
creating an engine braking effect.

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 install-
ing, 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 28-
8. 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.

1. Quick Release Valve 6. Breather
2. Packing Cup 7. Waste Gate
3. Cylinder Shell Assy. 8. Slide Gate
FIGURE 28-7. QUICK RELEASE VALVE 4. Spring 9. Brake Body
1. Adapter 3. Diaphragm 5. Spring 10. Gate Adjust Screw
2. O-Ring 4. Housing

TROUBLESHOOTING Operational Characteristics
Refer to the chart below for possible operator com- If the exhaust brake switch is ON, the torque con-
plaints and possible causes for the problem. Refer to verter is in lock-up and the accelerator pedal
normal and abnormal operation characteristics to released, OR if the exhaust brake switch is OFF, the
help determine if there is an actual problem with the torque converter is in lock-up and the foot brake or
system. Refer to Section R for schematics relating to retarder lever is applied, the exhaust brake should
the electrical circuits for the various exhaust brake activate and the following may be noted:
system components. Properly Functioning Exhaust Brake:
If a problem occurs in the exhaust brake system, Truck speed should decrease when
first, determine whether it is safe to continue running descending a grade unless the grade is very
the engine or using the exhaust brake. steep or the load is heavy.
• If the engine is malfunctioning, do not use the There may be a slight drop in engine RPM.
exhaust brake until engine problems are
corrected. There may be a slight change in engine
sound.
• Do not operate the engine if it appears the
exhaust brake does not release. Depending on load and grade, it may be
possible to feel the retarding force when
applied.
Exhaust smoke should appear normal
OPERATOR COMPLAINT->
Insufficient Back Pressure
Excessive Back Pressure
Brake Does Not Operate
Engine temperature should remain normal.

Slow Brake Application
Intermittent Operation
Brake Won't Release
When the accelerator pedal is depressed,

normal throttle control should resume.
There may be a slight puff of exhaust smoke
when the exhaust brake is released.
Engine temperature should remain normal.
CAUSE
Possible Symptoms of Malfunctioning Exhaust
Broken Air Line X
Brake:
Insufficient Air Supply X X
Unusual noises or clanking sound as exhaust
Loose Electrical Connection X X X brake is applied or released.
Blown Fuse X An abnormal vibration is felt when exhaust
Solenoid Valve Failure X brake is applied or released.
Controller Circuit Failure X Engine seems to be straining or feels
Lock-up Circuit Failure X underpowered. If this occurs, check and
correct system immediately.
Plugged Cylinder Breather X X
Excessive exhaust smoke when brake is
Damaged Brake Cylinder X X X X X released.
Damaged Cylinder Seal X X Engine temperature exceeds normal levels.
Defective ON/OFF Switch X X
Leaky Gasket X If the above symptoms occur, the truck should be
Loose Mounting Bolts X removed from service until the exhaust brake
system is inspected and the problem corrected.
Plugged Quick Release X X X X
Valve
Carbon in Brake Body X X X
Incorrect Gate Adjustment X X
Worn Return Springs X X

System Component Checks Exhaust Brake Pressure Switch
Information below provides standard values for the Switch Actuation Test:
exhaust brake pressure switch, solenoid valve, and 1. Turn the key switch off.
the system ON/OFF switch mounted on the instru-
ment panel. 2. Disconnect connector AS1.
3. With system air pressure at 3.7 kg/cm2 (52.6
psi), or more, verify continuity between AS1
Exhaust Brake ON/OFF Switch male pins 1 and 2.
Switch Test: 4. With system air pressure at 3.3 kg/cm2 (46.9

psi) or less, verify no continuity between AS1
1. Turn the key switch off. male pins 1 and 2.
2. Disconnect connector EXH (see Figure 28-9) 5. If not within specifications, replace switch.
from rear side of switch.
6. Reinstall connector AS1.
3. With the switch in the ON position, verify conti-
nuity between pins 2 and 4 on the switch.
4. With the switch in the OFF position, verify no
Exhaust Brake Solenoid
continuity between pins 2 and 4 on the switch.
5. If test fails, replace switch. Solenoid Coil Test:
6. Reinstall connector. 1. Turn the key switch off.
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

NOTES

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
AS-2: Fault Code 1.0 Engine speed sensor, open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-13
AS-3: Fault Code 1.1 Right rear wheel speed sensor, open circuit . . . . . . . . . . . . . . . . . . . . . . . M29-14
AS-4: Fault Code 1.2 Left rear wheel speed sensor, open circuit . . . . . . . . . . . . . . . . . . . . . . . . M29-15
AS-5: Fault Code 1.3 Transmission output speed sensor, open circuit . . . . . . . . . . . . . . . . . . . . M29-16
AS-6: Fault Code 1.6 Steering angle sensor failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-17
AS-7: Fault Code 1.7 Accelerator signal system fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M29-18
AS-8: Fault Code 4.3 ASR/ARSC caution lamp system, open circuit. . . . . . . . . . . . . . . . . . . . . . M29-19
AS-9: Fault Code 4.5 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
AS-18: Fault Code 8.3 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 Automatic Spin Regulator System 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 sur- If both rear wheels slip at the same speed, the
faces. ASR function is not actuated. During this condi-
tion, the operator must reduce the accelerator to
When the truck starts to move on snow covered or control the engine output.
split road surfaces (where the condition of the road
surface is different on the left and right; such as when Note: The ASR system option is supplied in combina-
one side is snow and the other side is dry road), if an tion with the ARSC, (Automatic Retard Speed Con-
excessive torque is applied to the wheels, both or trol) system. Both systems use the same controller to
one of the wheels will spin and it may be impossible provide operational functions and share some com-
for the truck to start moving. However, if the truck is ponents such as the system caution lamp (1, Figure
equipped with an ASR system, the brake is automati- 29-1) used to detect problems in either system.
cally applied to the wheel that is spinning and the Therefore, when troubleshooting problems in the
torque applied to the wheel is controlled, so the truck ASR system, it may also be necessary to refer to
can move. ARSC System Troubleshooting information in this
manual for additional information and tests.
FIGURE 29-1. ASR SYSTEM COMPONENTS

1. ASR/ARSC Caution Lamp 5. Pressure Switching Valve 9. ASR System ON/OFF Switch
2. ASR Operation Lamp 6. Pressure Control Valve (L.H.) 10. Steering Angle Sensor
3. ASR/ARSC Controller 7. Wheel Speed Sensor (L.H.)
4. Pressure Control Valve (R.H.) 8. Wheel Speed Sensor (R.H.)

ASR SYSTEM DESCRIPTION maintenance personnel. When the system is turned
Off, the central warning lamp, buzzer and caution
Torque Control lamp will also turn Off.
If the truck tires slip while operating on a soft or slip-
Warning Type 2
pery surface and the left rear wheel speed differs
from the right rear wheel speed, the ASR system will If the following occurs in the ASR system, it indicates
apply the brake on the faster spinning wheel and a problem has occurred but the affected system will
torque will be applied to the other wheel to allow the still continue to operate.
truck to move.
• 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 • The failure code will be displayed on the face of
wheels will be rotating faster than the inner wheels. the controller and stored in memory.
To compensate for this and to prevent the ABS sys- If the above warning signal appears, the system
tem from incorrectly assuming the drive wheels are will continue to function, however the system
slipping, a potentiometer installed on the center arm should be turned Off immediately and the problem
of the steering linkage provides a signal to the ASR/ should be investigated and repaired. The normal
ARSC controller. This signal allows the controller to operator controls (foot brake, retarder lever) will still
determine the steering angle and allow for the be functional and should be used to control the truck.
increased speed of the outer wheels rather than
assuming the increase in speed is due to slippage When the system is turned OFF, the caution lamp
and apply braking. will also turn Off.
Refer to the Fault Code Index Table for a list of appli-
cable 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 System Components
of the manual describes troubleshooting procedures Refer to Figure 29-1 for system component location
for the ASR system only but it should be noted that and Figure 29-2 for a schematic diagram of the ASR
some components and functions are used by both system.
systems. Refer to Automatic Retard Speed Control
(ARSC) for troubleshooting problems unique to the ASR System Switch
ARSC system.
The ASR switch (9) activates the system when the
If a problem occurs in the either system, the operator operator turns the switch ON.
receives warnings based on the type of warning; type
1 or type 2.
ASR Operation Lamp
Type 1 Warning
The ASR operation lamp (2) indicates the ASR sys-
If a serious problem has occurred, the following
tem is working.
warnings will be observed:
• The central warning lamp on the instrument
panel will flash. ASR/ARSC Caution Lamp
• The warning buzzer will sound.
If an ASR system failure is detected while the ASR
• The ASR/ARSC caution lamp will flash. switch is turned On, the ASR/ARSC caution lamp (1)
• The failure code will be displayed on the face of will flash.
the controller and stored in memory. Note: A failure in the ARSC system will also cause
If the above warning signals appear, the system this lamp to illuminate.
will stop functioning. The system should immedi-
ately be turned off and the problem investigated by

FIGURE 29-2. ASR SYSTEM DIAGRAM

ASR/ARSC Controller OPERATION
The controller (3, Figure 29-1) receives various sig- Refer to Figure 29-3 for a graph depicting the opera-
nals from the system switches and speed sensors, tion of the controller as it detects slippage at the right
performs calculations on the data and provides out- wheel while the accelerator is depressed (operating
put signals to control the valves used to apply the attempting to move truck).
rear wheel brakes. The controller also provides warn-
ing signals and a troubleshooting fault code is dis- When not actuated:
played in a window (2, Figure 29-4) on the face of the
controller if a problem occurs in the system. Fault When starting off or when turning on slippery road
codes are stored in memory and retained until the surfaces, and there is no major difference in the
unit is reset. speed of the left and right drive wheels, the ASR is
not actuated, and the brakes are not applied to the
drive wheels.
Wheel Speed Sensors When the truck is turned, the steering angle position
is suppled to the controller and as long as the wheel
The wheel speed sensors (7 & 8) generate a pulsed speed difference is within normal limits, ASR remains
voltage signal as the teeth of the speed sensor gear off.
on each rear wheel pass across the face of the sen-
sor. The signal frequency is directly proportional to
the rotational speed of the wheel (and gear). The When actuated (when the truck starts to move):
controller then calculates wheel speed based on the
As shown in the graph in Figure 29-3, when the dif-
frequency of the signal.
ference 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
Steering Angle Sensor until both the left and the right wheel are rotating at
The steering angle sensor (10) is a potentiometer the same speed.
that changes resistance as the operator turns the t0 : Starting to depress accelerator pedal when
steering wheel. The sensor sends a variable voltage truck begins to move from a standstill.
signal to the controller based on the angle of the cen-
t1 : If the rear right wheel starts to slip and the
ter lever.
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
Pressure Switching Valve apply the brake gradually to the wheel that is
slipping.
The pressure switching valve (5) supplies air to the
left and right pressure control (ASR) valves. When t2 : When the acceleration of the wheel on the
the ASR system is turned On, the controller ener- side that is slipping goes below the set value, the
controller sends the maintain signal. When the
gizes this valve.
slippage starts to decrease, the controller
If a system failure occurs, the controller will de-ener- gradually sends the signal to exhaust, and
gize this valve to cut off air to the pressure control repeats the control so that the speed of the left
vales to turn the system off. 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.

FIGURE 29-3. CONTROLLER OPERATION GRAPH
FIGURE 29-4. ASR/ARSC CONTROLLER
1. Controller Housing 4. Connector (ARC2)

2. Fault Code Display Window 5. Connector (ARC3)
3. Connector (ARC1)

ASR SYSTEM TROUBLESHOOTING
The following pages provide information for trouble- 3. Verify the system is not affected by radio or
shooting problems that may occur in the ASR (Auto- other electrical equipment in use. It may be nec-
matic Spin Regulator System). essary to systematically disable suspected
equipment and try to repeat the failure occur-
Since the ARSC (Automatic Retard Speed Control)
rence. If such a component is determined to
system uses the same controller, the technician must
cause the problem, modify the equipment or
determine whether the problem is ASR system or
mounting location to eliminate the interference.
ARSC system related. These instructions refer to the
ASR system; if the observed failure code refers only 4. Always read and follow any precautions noted
to the ARSC system, refer to ARSC System Trouble- prior to performing system checks.
shooting for procedures for repairing that system.
Troubleshooting Specific Problems

GENERAL TROUBLESHOOTING The Fault Code Table that follows is used to deter-
INFORMATION mine what component or circuit in the ASR/ARSC
system may be causing a problem based on the fault
The ASR system provides self diagnostic features code observed on the controller display window.
including warning alerts from the central warning
lamp, warning buzzer, and ASR/ARSC caution lamp • Fault codes specifically related to the ASR
when a problem occurs. The controller displays a system are noted in the “Applicable System”
fault code to help determine the source of the prob- column. Instructions for troubleshooting these
lem. The following information describes how to trou- codes appear on page M29-12 through M29-47.
bleshoot the system based on the fault code(s) • Fault codes that are common to both the ASR
observed. 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
Preliminary Troubleshooting Procedures refer to Section M, Automatic Retard Speed
Control (ARSC) Troubleshooting for additional
1. Before troubleshooting, the technician should
information.
try to repeat the conditions under which the fault
occurred to determine if the fault will occur • Fault codes specifically related to the ARSC
again. system only are noted in the “Applicable System”
column. To troubleshoot these codes, refer to
Note: Failures in the electrical system circuits may be Section M, Automatic Retard Speed Control
caused by defective wiring, terminals, or wiring (ARSC) Troubleshooting.
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 When troubleshooting individual circuits in the ASR
necessary to try to duplicate the operating conditions system, refer to Table I, Fault Codes for the appropri-
when the failure occurred. This is especially ate failure code displayed or the nature of the fault,
important when the source of the problem cannot be then consult the detailed troubleshooting steps
determined when the truck is parked and the engine indexed in the “Index Code” column
is shut down. Follow the troubleshooting steps in sequence and be
certain all test conditions are observed (key switch
2. If the problem appears to be caused by an elec- ON or OFF, harness installed or disconnected etc.).
trical system failure, carefully check the appro- After the suggested component(s) is replaced, repeat
priate circuit harness connectors for improper the troubleshooting steps to ascertain the problem
connection, damage or contamination due to has been corrected.
oil, water etc. Check wiring harnesses for dam-
age due to abrasion, proximity to high tempera-
ture components (exhaust system) or
mechanical damage from debris or improper
routing.

Remedy for Failure Type 1: Clearing Fault Codes
1. If the Central Warning lamp and ARS/ARSC To clear fault codes after repairs have been made,
caution lamp flash and the buzzer sounds, a turn the key switch ON (do not start engine) and dis-
serious problem has occurred in either system. connect connectors CR1 and CR2 located behind
a. If the problem is in the ASR system, opera- the operator’s seat.
tion of the ASR system is stopped. After CR1 and CR2 are disconnected, the
2. When the ASR system switch is turned Off, the controller will flash the display “- -”.
central warning lamp and ASR/ARSC caution When the “- -” display changes from flashing
lamp turn Off and the buzzer will stop. and remains lit (3 seconds) the fault code has
been cleared.
Remedy for Failure Type 2:
After codes are cleared, reconnect CR1 and
If only the ASR/ARSC lamp flashes, it indicates a CR2.
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.
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 sys-
tem 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 LED’s 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”.

TABLE I - FAULT CODES
APPLICABLE
FAULT FAILURE INDEX
SYSTEM DETAILS
CODE TYPE CODE
ASR ARSC
0.1 X X Abnormality in power source 1 AS-1
1.0 X X Open circuit, short circuit to ground, short circuit in engine speed sensor system 1 AS-2
1.1 X Open circuit in RR wheel speed sensor 1 AS-3
1.2 X Open circuit in RL wheel speed sensor 1 AS-4

Open circuit, short circuit to ground, short circuit in transmission
1.3 X X 1 AS-5
output shaft speed sensor system
1.5 X Short circuit to ground in retarder oil temperature sensor system 1 See Note
1.6 X Steering angle sensor failure 2 AS-6
Open circuit, short circuit to ground, short circuit in accelerator

1.7 X X 1 AS-7
signal system
1.8 X Open circuit, short circuit to ground in suspension pressure sensor (left) system 1 See Note
1.9 X Open circuit, short circuit to ground in suspension pressure sensor (right) system 1 See Note
4.2 X Open circuit, short circuit in exhaust brake signal system 2 See Note
4.3 X X Open circuit, short circuit in ASR/ARSC caution lamp system 1 AS-8
4.4 X Open circuit in ARSC Standby lamp system 2 See Note
4.5 X X Open circuit, short circuit in central warning lamp system or buzzer system 2 AS-9
5.2 X Short circuit to ground in exhaust brake signal system 2 See Note
5.3 X X Short circuit to ground in ASR/ARSC caution lamp system 1 AS-10
5.4 X Short circuit to ground in ARSC Standby lamp system 2 See Note
5.5 X X Short circuit to ground in central warning lamp system or buzzer system 2 AS-11
6.0 X X Failure in engine speed sensor system 1 AS-12
6.1 X Failure in RR wheel speed sensor 1 AS-13
6.2 X Failure in RL wheel speed sensor 1 AS-14
7.0 X Open, short circuit in speed display up output 2 See Note
7.1 X Open, short circuit in speed display down output 2 See Note
7.2 X Open, short circuit in speed display clear output 2 See Note
7.3 X Short circuit to ground in speed display up output 2 See Note
7.4 X Short circuit to ground in speed display down output 2 See Note
7.5 X Short circuit to ground in speed display clear output 2 See Note
8.0 X Failure in LH pressure control valve (valve remains open) 1 AS-15
8.1 X X Short circuit to ground in pressure control valve system (right) 1 AS-16
8.2 X Short circuit to ground in pressure control valve system (left) 1 AS-17
8.3 X X Open, short circuit in pressure control valve system (right) 1 AS-18
8.4 X Open, short circuit in pressure control valve system (left) 1 AS-19
8.5 X X Failure in RH pressure control valve system (valve remains open) 1 AS-20
8.6 X Failure in LH pressure control valve system (valve remains closed) 1 AS-21
8.7 X X Failure in RH pressure control valve system (valve does not open) 1 AS-22

APPLICABLE
FAULT FAILURE INDEX
SYSTEM DETAILS
CODE TYPE CODE
ASR ARSC
8.9 X X Short circuit to ground in shut-off valve 1 AS-23
9.0 X X Open, short circuit in shut-off valve 1 AS-24
9.1 X X Failure in shut-off valve (remains open) 1 AS-25
9.2 X X Failure in shut-off valve (does not open) 1 AS-26
9.3 X Open circuit, short circuit in system switch 1 See Note
9.4 X Short to ground in system switch 1 See Note
9.5 X Open, short circuit to ground in travel speed set switch system 1 See Note
X Nothing displayed on controller display window AS-101
X X Fault code remains cleared: (“--” is displayed) or cannot be cleared AS-102

No Code Displayed
X X Another controller has a failure AS-103
X X Central warning lamp and buzzer remain ON (or OFF) AS-104

X Open circuit in ASR system ON/OFF switch AS-105
X Short to ground in ASR system ON/OFF switch AS-106
X ASR operation lamp does not illuminate AS-107
X 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.

TROUBLESHOOTING SYSTEM COMPONENTS
AS-1: Fault Code 0.1 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.

AS-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 cir-
cuit.
5. The engine speed sensor is shared by the transmission controller, electronic display panel and engine con-
troller.
6. Check from speed sensor to TMD1/TMD2, then to ARC3. If no problem is found, the controller is defective
and should be replaced.

AS-3: Fault Code 1.1 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.

AS-4: Fault Code 1.2 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.

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

AS-6: Fault Code 1.6 Steering angle sensor failure

AS-7: 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.

AS-8: 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 con-
troller connector ARC1 pin 10 and lamp, in the lamp assembly, and the lamp - cab ground.

AS-9: Fault Code 4.5 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.

AS-10: Fault Code 5.3 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.

AS-11: Fault Code 5.5 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.

AS-12: Fault Code 6.0 Engine speed system failure
4. The controller monitors the difference between the engine speed sensor and the transmission output shaft
speed sensor.

AS-13: Fault Code 6.1 Right rear wheel speed sensor failure
4. The controller compares the transmission output speed and the right rear wheel speed.

AS-14: Fault Code 6.2 Left rear wheel speed sensor failure
4. The controller compares the transmission output speed and the left rear wheel speed.

AS-15: Fault Code 8.0 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 pres-
sure switch feedback signal to the command value suppled to the pressure control valve.

AS-16: Fault Code 8.1 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.

AS-17: Fault Code 8.2 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.

AS-18: Fault Code 8.3 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.

AS-19: Fault Code 8.4 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 per-
formed 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.

AS-20: Fault Code 8.5 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.

AS-21: Fault Code 8.6 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.

AS-22: Fault Code 8.7 Right pressure control valve system failure
(valve does not open)
control valve and the signal returned to the controller by the pressure switch.

AS-23: Fault Code 8.9 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.

AS-24: Fault Code 9.0 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.

AS-25: Fault Code 9.1 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.

AS-26: Fault Code 9.2 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 sig-
nal returned to the controller by the shut-off valve pressure switch.

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.

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.

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.

AS-104: Central warning lamp (buzzer) stays ON (or OFF)

AS-105: Open circuit in ASR system ON/OFF switch

AS-106: Short circuit to ground in ASR system ON/OFF switch

AS-107: ASR operation lamp does not light up

AS-108 ASR operation lamp remains On

NOTES

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 ARSC System Troubleshooting M30002

AUTOMATIC RETARD SPEED CONTROL SYSTEM (ARSC)
TROUBLESHOOTING
The optional Automatic Retard Speed Control Sys- ture components (exhaust system) or
tem (ARSC) is supplied in combination with the Auto- mechanical damage from debris or improper
matic Spin Regulator (ASR) system. Both systems routing.
use the same controller to provide operational func- 3. Verify the system is not affected by radio or
tions and share some components such as the ASR/ other electrical equipment in use. It may be nec-
ARSC system caution lamp used to detect problems essary to systematically disable suspected
in either system. The controller is equipped with self- equipment and try to repeat the failure occur-
diagnostic features to aid the technician in trouble- rence. If such a component is determined to
shooting problems if they occur. cause the problem, modify the equipment or
If the system controller detects a fault, the Central mounting location to eliminate the interference.
Warning lamp, alarm buzzer, and the ASR/ARSC 4. Always read and follow any precautions noted
caution lamp will activate to inform the operator that prior to performing system checks.
a problem exists. In addition, the controller will dis-
play and store in memory, a fault code which can
help the technician diagnose a system problem and Troubleshooting Specific Problems
determine if the problem has occurred in the ASR
system or in the ARSC system. The Fault Code Table that follows is used to deter-
mine what component or circuit in the ASR/ARSC
Note: This section of the manual describes system may be causing a problem based on the fault
troubleshooting procedures for the ARSC system code observed on the controller display window.
only. Since some components of the ARSC system
are also used by the ARS system, it may be • Fault codes specifically related to the ARSC
necessary to refer to ASR (Automatic Spin system only are noted in the “Applicable System”
Regulator) System, in this section of the manual for column. Instructions for troubleshooting these
codes appear on page M30-7 through M30-55.
additional information and tests.
• Fault codes that are common to both the ASR
and ARSC system are noted in the “Applicable
System” column. Instructions for troubleshooting
PRELIMINARY TROUBLESHOOTING these codes appear on page M30-7 through
PROCEDURES M30-55 however, it may also be necessary to
refer to Section M, ASR System Troubleshooting
1. Before troubleshooting, the technician should
for additional information.
try to repeat the conditions under which the fault
occurred to determine if the fault will occur • Fault codes specifically related to the ASR
again. system only are noted in the “Applicable System”
column. To troubleshoot these codes, refer to
Note: Failures in the electrical system circuits may be Section M, ASR System Troubleshooting.
caused by defective wiring, terminals, or wiring
harness connectors and may occur due to vibrations
when the truck is operating at higher speeds or When troubleshooting individual circuits in the ARSC
operating on rough haul roads etc. Therefore, it is system, refer to Table I, Fault Codes for the appropri-
necessary to try to duplicate the operating conditions ate failure code displayed or the nature of the fault,
when the failure occurred. This is especially then consult the detailed troubleshooting steps
important when the source of the problem cannot be indexed in the “Index Code” column
determined when the truck is parked and the engine
Follow the troubleshooting steps in sequence and be
is shut down.
certain all test conditions are observed (key switch
ON or OFF, harness installed or disconnected etc.).
2. If the problem appears to be caused by an elec- After the suggested component(s) is replaced, repeat
trical system failure, carefully check the appro- the troubleshooting steps to ascertain the problem
priate circuit harness connectors for improper has been corrected.
connection, damage or contamination due to
oil, water etc. Check wiring harnesses for dam-
age due to abrasion, proximity to high tempera-

Remedy for Failure Type 1: Set Travel Speed Display
1. If the central warning lamp and ASR/ARSC The Set Travel Speed Display is also equipped with
caution lamp flash and the buzzer sounds, a a self-diagnostic function and will display a failure
serious problem has occurred in the either the code as shown below if a failure occurs:
ASR or the ARSC system.
a. If the problem is in the ARSC system, opera- Failure
No. Details to RESET:
Code
tion of the ARSC system is stopped and the
retarder is released. 1 E1 CPU Fault Turn the key switch ON
again or turn the ARSC
b. The brake pedal and retarder lever may then system switch ON
2 E2 Memory Fault
be operated manually by the operator for again.
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. NORMAL SYSTEM OPERATION
Note: If the fault code displayed is “9.3” or “9.4”, it Immediately after the key switch is turned ON, the
indicates a failure in the ARSC system switch. In this codes listed below will be displayed on the controller
situation, even though the ARSC switch is turned display in the following sequence:
OFF, the central warning lamp, ARSC caution lamp,
1. All LED’s light up.
and buzzer will remain on.
2. Truck Model code is displayed:
Code 78 = HD785-5
Remedy for Failure Type 2: 3. Tire diameter code is displayed:
1. If only the ASR/ARSC lamp flashes, it indicates B.- = Large diameter
a fault has occurred in the ASR or ARSC sys- 4. Initial fault code (if any)
tem but the affected system continues to func- 5. Code that occurred immediately before (initial)
tion. If this occurs, turn the ASR and ARSC fault code shown in 4 above.
system switches OFF to discontinue use of
6. Code that occurred immediately before fault
the systems. When switched off, the ASR/
code shown in 5 above.
ARSC caution lamp will turn off.
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 To clear fault codes after repairs have been made,
above occurs, turn the system switches OFF turn the key switch ON (do not start engine) and dis-
quickly to discontinue use of the ARSC and ASR connect connectors CR1 and CR2 located under the
system. 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.

APPLICABLE
FAULT FAILURE INDEX
SYSTEM DETAILS
CODE TYPE CODE
ASR ARSC
0.1 X X Abnormality in power source 1 R-1
1.0 X X Open circuit, short circuit to ground, short circuit in engine speed sensor system 1 R-2
1.1 X Open circuit in RR wheel speed sensor 1 See Note
1.2 X Open circuit in RL wheel speed sensor 1 See Note

1.3 X X 1 R-3
1.5 X Short circuit to ground in retarder oil temperature sensor system 1 R-4
1.6 X Steering angle sensor failure 2 See Note
Open circuit, short circuit to ground, short circuit in accelerator

1.7 X X 1 R-5
signal system
1.8 X Open circuit, short circuit to ground in suspension pressure sensor (left) system 1 R-6
1.9 X Open circuit, short circuit to ground in suspension pressure sensor (right) system 1 R-7
4.2 X Open circuit, short circuit in exhaust brake signal system 2 R-8
4.3 X X Open circuit, short circuit in ASR/ARSC caution lamp system 1 R-9
4.4 X Open circuit in ARSC Standby lamp system 2 R-10
4.5 X X Open circuit, short circuit in central warning lamp system or buzzer system 2 R-11
5.2 X Short circuit to ground in exhaust brake signal system 2 R-12

5.3 X X Short circuit to ground in ASR/ARSC caution lamp system 1 R-13
5.4 X Short circuit to ground in ARSC Standby lamp system 2 R-14
5.5 X X Short circuit to ground in central warning lamp system or buzzer system 2 R-15
6.0 X X Failure in engine speed sensor system 1 R-16
6.1 X Failure in RR wheel speed sensor 1 See Note
6.2 X Failure in RL wheel speed sensor 1 See Note
7.0 X Open, short circuit in speed display up output 2 R-17
7.1 X Open, short circuit in speed display down output 2 R-18
7.2 X Open, short circuit in speed display clear output 2 R-19

7.3 X Short circuit to ground in speed display up output 2 R-20
7.4 X Short circuit to ground in speed display down output 2 R-21
7.5 X Short circuit to ground in speed display clear output 2 R-22
8.0 X Failure in LH pressure control valve (valve remains closed) 1 See Note
8.1 X X Short circuit to ground in pressure control valve system (right) 1 R-23
8.2 X Short circuit to ground in pressure control valve system (left) 1 See Note
8.3 X X Open, short circuit in pressure control valve system (right) 1 R-24
8.4 X Open, short circuit in pressure control valve system (left) 1 See Note
8.5 X X Failure in RH pressure control valve system (valve remains open) 1 R-25
8.6 X Failure in LH pressure control valve system (valve remains closed) 1 See Note
8.7 X X Failure in RH pressure control valve system (valve does not open) 1 R-26

APPLICABLE
FAULT FAILURE INDEX
SYSTEM DETAILS
CODE TYPE CODE
ASR ARSC
8.9 X X Short circuit to ground in shut-off valve 1 R-27
9.0 X X Open, short circuit in shut-off valve 1 R-28
9.1 X X Failure in shut-off valve (remains open) 1 R-29
9.2 X X Failure in shut-off valve (does not open) 1 R-30
9.3 X Open circuit, short circuit in system switch 1 R-31
9.4 X Short to ground in system switch 1 R-32
9.5 X Open, short circuit to ground in travel speed set switch system 1 R-33
X Set speed cannot be set R-101
X X Fault code remains cleared: (“--” is displayed) or cannot be cleared R-102
X Retarding effort excessive when empty or ineffective when truck is loaded R-103
X X Another controller has a failure R-104

No Code Displayed
X No retarder control when travelling downhill, even when set speed is exceeded R-105
X Central warning lamp and buzzer remain ON (or OFF) R-106
X ARSC operation lamp does not illuminate R-107
X Exhaust brake does not work properly
X Exhaust brake is actuated when exhaust brake switch is OFF - OR - R-108
X Exhaust brake is not actuated when exhaust brake switch is ON
X Travel speed value and machine model value do not agree R-109
X Retarder lamp does not light or remains lit. R-110
X 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.

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.

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 cir-
cuit.
5. The engine speed sensor is shared by the transmission controller, electronic display panel and engine con-
troller.
6. Check from speed sensor to TMD1/TMD2, then to ARC3. If no problem is found, the controller is defective
and should be replaced.

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

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 tem-
perature sensor.

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.

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.

R-7: Fault Code 1.9 Right suspension pressure sensor system fault
Selection Connector: For model HD325, connect connectors SPR and SP2.

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.

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 con-
troller and lamp, in the lamp assembly, and the lamp - cab ground.

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.

R-11: Fault Code 4.5 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.

R-12: Fault Code 5.2 Exhaust brake selector signal output system, short to ground
4. The controller monitors for a short to ground in the RB relay output circuit.

R-13: Fault Code 5.3 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.

R-14: Fault Code 5.4 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.

R-15: Fault Code 5.5 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.

R-16: Fault Code 6.0 Engine speed system failure
4. The controller monitors the difference between the engine speed sensor and the transmission output shaft
speed sensor.

R-17: Fault Code 7.1 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.

R-18: Fault Code 7.1 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.

R-19: Fault Code 7.2 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.

R-20: Fault Code 7.3 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.

R-21: Fault Code 7.4 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.

R-22: Fault Code 7.5 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.

R-23: Fault Code 8.1 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.

R-24: Fault Code 8.3 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.

R-25: Fault Code 8.5 Pressure control valve failure (valve remains open)

R-26: Fault Code 8.7 Pressure control valve failure (valve fails to open)

R-27: Fault Code 8.9 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.

R-28: Fault Code 9.0 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.

R-29: Fault Code 9.1 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.

R-30: Fault Code 9.2 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.

R-31: Fault Code 9.3 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.

R-32: Fault Code 9.4 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.

R-33: Fault Code 9.5 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.

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 LED’s.

1. Check controller power source voltage (refer to R-1, fault code 0.1; “Power Source Voltage Fault”)

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 trouble-
shooting procedures below and the related electrical circuit diagram on the following page.

R-102: No failure code displayed on controller (display always shows “- -”) or failure can-
not be cleared
3. The failure code should be cleared after connector CR1/CR2 is disconnected for 3 seconds or more.

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.

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 incor-
rect.
4. The ARSC controller LED display should show “0.0” whether the accelerator is applied or released.

R-106: Central warning lamp (or buzzer) stays on (or off).

R-107: STANDBY (READY) lamp does not light (or remains lit)

R-108: Exhaust brake does not work properly

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.

B. Tire size setting (large diameter/small diameter) is incorrect

R-110: Retarder lamp does not light or remains lit

R-111: Travel speed always displayed or no display at all

NOTES

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
1. Disconnect the ground wire between the nega- 1. Lower cab and deck section onto truck and
tive terminal of the batteries and the frame. align capscrew mounting holes. Remove lifting
2. Remove capscrews (2, Figure 2-1) and wash- device.
ers from each corner of the left deck section. 2. Adjust left hand deck rubber mounts;
3. Disconnect all electrical wiring, air lines, and a. Temporarily assemble the mounting parts
hydraulic lines that would interfere with the without shims.
removal of the cab deck.
b. Measure dimension “a” (Figure 2-1) at four
4. Attach lifting device with wood blocks (5, Figure (4) places on each mounting pad as shown.
2-2) and lift deck section up and away from
truck. c. Add shims to the side where dimension “a” is
largest, and adjust so that the difference
5. Mark shims (4) so they will be installed in the
between dimension “a” at the four places is
same location when the cab and deck are
within 0.5 mm (0.02 in.).
installed.
3. Tighten nuts to 35-43.5 kg.m (254-315 ft.lbs.)
torque.

(LEFT DECK)

2. Capscrew 6. Flatwasher
FIGURE 2-2. CAB AND DECK
3. Special Washer 7. Nut
4. Shims 1. Cab 4. Door
2. Strap 5. Wood Block
3. Lifting Device
N02017 Truck Cab 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 4. Nozzle 7. Grommet 10. Spring Washer
2. Wiper Arm 5. Hose 8. Grommet 11. Washer
3. Blade 6. Clip 9. Screw
WINDSHIELD WIPER /WASHER Removal

1. Disconnect wiper motor wire harness near the
Operation
wiper motor under the dash.
The windshield wipers are activated by the wiper/ 2. Remove wiper arm (2, Figure 3-1) cover and
washer switch on the steering column. The switch nut from shaft.
has four wiper position settings and a washer push-
3. Remove four screws (9) and remove the wiper
button:
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)
d. HI: Wipers operate at high speed. with the four screws (9).
For Washer Spray, press end of switch to spray 2. Install nut, cover and wiper arm (2).
washer liquid onto windshield. 3. Connect wiper motor wire harness.

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 con-
tainer with an external 24 volt electric pump. The The air cleaner indicator is factory calibrated and pre-
washer is controlled by pushing in on the windshield set to show a red signal when there is a specific
wiper knob. The switch automatically returns to the amount of restriction in the engine air intake system.
off position when it is released. When the switch is The red indicator remains locked in view even with
activated, washing solution is fed to a nozzle located the engine shut down. After servicing the air cleaner,
in the front wall of the cab below the windshield. press the reset button to remove the red signal.
Service
If windshield washer maintenance is required, check BODY DUMP CONTROL LINKAGE
the following;
Figure 3-3 shows the body dump control lever and
1. Obstructions in the inlet to the pump. associated linkage mounted in the cab.
2. Kinked supply hose to the nozzle. The linkage should be lubricated at 2000 hour inter-
3. Check for system voltage at the pump termi- vals as described in Section "P", Lubrication and Ser-
nals. If voltage is not OK, check the wire har- vice.
ness or the wiper switch. If the voltage is OK at
Refer to Section L for linkage adjustment procedure.
the pump, replace the entire pump assembly.

FIGURE 3-3. DUMP CONTROL LINKAGE
1. Lever 8. Bolt 15. Screw 22. Shaft 29. Bearing
2. Grip 9. Washer 16. Washer 23. Bearing 30. Lever
3. Key 10. Cover 17. Washer 24. Grease Fitting 31. Screw
4. Bolt 11. Bolt 18. Nut 25. Screw 32. Bolt
5. Washer 12. Nut 19. Bracket 26. Plate 33. Washer
6. Washer 13. Nut 20. Bolt 27. Bolt
7. Bracket 14. Catcher 21. Rod End 28. Rod

STEERING COLUMN SERVICE
FIGURE 3-4. STEERING WHEEL & COLUMN
Removal
1A. Steering Wheel
1. Remove the four screws holding the top and 2A. Cup
bottom plastic covers in place. 3A. Plunger
2. Remove wiper switch by removing two mount- 4A. Bushing
ing screws and unplugging the wire harness 5A. Spring
under the dash. (Remove gauge cluster first.) 6A. Consent
3. Remove turn signal switch by removing the two 7A. Wire
crews from the steering column clamp and 8A. Spring
unplugging the harness on the column. 9A. Plate
4. Remove retarder lever by removing two cap- 10A. Plate
screws from the clamp and disconnecting the 11A. Insulator
three air lines. 12A. Cushion
13A. Button
5. Remove four capscrews and cover plate on the
left side of steering column near the floor. 1. Column
6. Remove two capscrews and cover from right 2. Bushing
side of steering column. 3. Grommet
7. Remove capscrew (27, Figure 3-4) from tilt 4. Cover
wheel mechanism and remove lever. Remove 5. Bearing
special hex coupler (23), spring (24), washer 6. Ring
(25), plate (21), and capscrew (22) from tilt-lock 7. Screw
mechanism. 8. Shaft
8. Remove pivot bolt (32), washers (34), bushing 9. Spider Assembly
(31), and spacer (30). Loosen capscrew (18) 10. Yoke
and slide yoke (17) from steering valve. 11. Yoke
Remove steering column (1). 12. Seal
13. Cover
Installation 14. Grease Fitting
15. Washer
1. Install steering column (1, Figure 3-4) by sliding 16. Cross & Bearing
yoke (17) onto steering valve. Tighten capscrew 17. Yoke
(18) to standard torque. Install pivot bolt (32), 18. Capscrew
washers (34), bushing (31), and spacer (30). 19. Washer
2. Install capscrew (22), plate (21), washer (25), 20. Bracket
spring (24), and special hex coupler (23) to tilt- 21. Plate
lock bracket (20). Install lever (26) and secure 22. Capscrew
with capscrew (27), washer (28). 23. Hex Coupler
3. Install two capscrews and cover on right side of 24. Spring
steering column. 25. Washer
4. Install four capscrews and cover plate on the 26. Lever
left side of steering column near the floor. 27. Capscrew
28. Washer
5. Install retarded lever control and connect the 29. Spring
three air lines. 30. Spacer
6. Install turn signal switch and plug in the harness 31. Bushing
on the column. Install wiper switch and plug in 32. Pivot Bolt
wire harness under the dash. 33. Nut
7. Install the four screws holding the top and bot- 34. Washer
tom plastic cover in place. 35. Nut
36. Lockwasher
37. Flatwasher

NOTES

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

NOTES

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 mechani-
cally adjusted to its lowest point, since increas-
ing 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 FIGURE 4-1. OPERATOR SEAT
adjustment knob to increase the air pressure in
the seat, increasing the stiffness of the seat for
Adjust the backrest angle by pulling up on the lever
a firmer ride (less vertical movement). For a
located on the right front corner of the seat just below
softer ride (more vertical movement), PULL
the cushion, and leaning forward or backward.
OUT the weight adjustment knob to reduce air
pressure and decrease the stiffness of the seat. 4. The Front-To-Rear position of the seat is
adjusted by pulling up on the bar located at the
Adjust the firmness by pushing in the weight
base of the seat in the center ([E], Figure 4-1),
adjustment knob. The amount of air pressure
then sliding the seat horizontally.
may need to be increased or decreased slightly
after the truck is operating to adapt to varying Adjust the fore / aft position of the seat so that
haul road conditions. The seat will raise slightly the throttle and brake pedals are comfortably
when adding air. accessible by pulling up on the bar located at
the base of the seat in the center, then sliding
3. Backrest Angle - is adjusted by pulling up on
the seat horizontally. The steering column angle
the lever ([C], Figure 4-1) located on the right
may also be adjusted at this same time to fur-
front corner of the seat just below the cushion,
ther enhance the operator ease and comfort.
and leaning forward or backward.

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 compres-
sor 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 3. Capscrews
2. Cab Floor
OPERATOR SEAT ASSEMBLY REPAIR

Numerous parts kits are available to simplify
seat rebuild procedures. Disassemble the vari-
ous 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 spe-
cific part numbers when ordering.

FIGURE 4-3. OPERATOR SEAT REPAIR PARTS KIT
1. Frame Assembly Kit 7. Recliner Cable Kit 13. Damper Kit 19. Valve Kit
2. Lumbar Support Kit 8. Headrest Kit 14. Air Spring Kit 20. Bearing Kit
3. Back Foam Kit 9. Height Riser Assy. Kit 15. Bump Stop Kit 21. Lever/Center Pivot Kit
4. Back Cover Kit 10. Height Riser Spring Kit 16. Harness Kit 22. Fore & Aft Adjust Kit
5. Seat Cover Kit 11. Handle Kit 17. Air Pipe Kit 23. Spacer Kit
6. Seat Foam Kit 12. Suspension Assy. Kit 18. Compressor Kit 24. Suspension Cover Kit

HEATER AND AIR CONDITIONER UNIT 6. Install four capscrews to hold the left access
door (where the recirculation filter is located) in
Removal place.
1. Drain engine cooling system slightly to avoid 7. Connect the two air conditioner water drain
coolant loss when removing heater assembly hoses to the air conditioner assembly.
from cab. 8. Install the four capscrews and the steel blower
2. Refer to Air Conditioning System in this Section cover to the right side of the heater assembly
for instructions and discharge air conditioner 9. Install the heater/air conditioner cover in front of
system refrigerant. the passenger seat by installing the four corner
Note: Refer to Figure 4-4 for the following capscrews.
procedures. 10. Fill the engine cooling system with the coolant
3. Remove the heater/air conditioner cover in front that was drained in Step 1 during removal.
of the passenger seat by removing the four cor- 11. Charge the air conditioner system. Refer to Air
ner capscrews. Conditioning System, this Section for proce-
4. Remove the four capscrews and the steel dures.
blower cover from the right side of the heater
assembly
5. Disconnect the two air conditioner water drain HEATER AND AIR CONDITIONER CORE
hoses from below air conditioner assembly.
REPLACEMENT
6. Remove four capscrews retaining the left
access door (where the recirculation filter is Disassembly
located) in place.
1. Split the assembly by removing ten screws
7. Disconnect the two refrigerant lines at the core. (eight at the split and two on top).
8. Remove control cable from coolant control 2. Remove motor by removing three screws.
valve.
3. Remove resistor by removing two screws.
9. Remove two capscrews holding the mounting
4. Remove heater core by disconnecting the water
brackets to the cab floor.
pipes and lifting it out of the housing.
10. Disconnect the two heater coolant hoses. 5. Remove air conditioning core by removing tube
11. Slide heater/air conditioner unit out. While slid- support screw and lifting the core out of the
ing, disconnect wiring harness from blower housing.
motor, blower motor resistor and air conditioner Refer to Figure 4-4 for further disassembly of unit if
sensor. 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 Assembly
sliding unit in, connect wiring harness to blower 1. Install air conditioning core and tube support
motor, blower motor resistor and air conditioner screw in the housing.
sensor.
2. Install heater core and connect the water pipes.
2. Connect the two heater coolant hoses.
3. Install resistor with two screws.
3. Install two capscrews holding the mounting
4. Install motor with three screws.
brackets to the cab floor.
5. Join the two halves with ten screws (eight at the
4. Install control cable to coolant control valve.
split and two on top).
Adjust to ensure it travels to complete on and
off positions.
5. Connect the two air conditioner lines to the
core.

FIGURE 4-4. HEATER / AIR CONDITIONER SYSTEM
1. Defroster Gasket 13. Motor Shim 25. Urethane 37. Evaporator Coil 49. Neoprene
2. Cable Clamp 14. Motor 26. Neoprene 38. Heater Coil 50. Urethane
3. Locknut 15. Cap 27. Decal 39. Seal 51. Plenum
4. Bracket 16. Water Valve 28. Poly Foam 40. Neoprene 52. Screw
5. Urethane 17. Bracket 29. Drain Pan 41. Grommet 53. Screw
6. I.D. Plate 18. Hose Clamp 30. Insulation 42. Case 54. Drain Hose
7. Relay 19. Hose 31. Cold Control 43. Screw 55. Check Valve
8. Harness 20. Bracket, RH 32. Hose 44. Nut 56. Tie Wire
9. Resistor 21. Hose Splice 33. Hose 45. Screw 57. Filter
10. Blower Wheel 22. Grommet 34. Panel 46. Intake Gasket 58. Rivet
11. Motor Plate 23. Grommet 35. Plenum 47. O-Ring 59. Latch
12. Screw 24. Bracket, LH 36. Cover 48. Expansion Valve

FILTER MAINTENANCE
Cab Fresh Air Filter
A filter element mounted on the front of the cab (Fig-
ure 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 condi-
tioner 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 con-
ditions.
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 4. After cleaning, position element in housing
1. Cab (Front) 3. Wing Bolt opening and insert fully.
2. Cover 4. Filter Element 5. Close access door cover and latch in closed
position.

DASH LEVER CONTROLS DASH PANEL
Removal Removal
1. Remove top dash cover and metal light holder.
2. Remove steel cover above the heater controls. 1. Remove the four tapered screws from the warn-
3. Remove the four front screws. ing light bracket.
4. Remove two top screws holding the rear rein- 2. Remove the four screws and the sun shade
forcement in place. from above the instrument panel display.
5. Slide control panel out part way and disconnect 3. Remove the five screws retaining the instru-
cable from fresh/recirculate lever. ment panel display.
6. Slide control panel out further and remove the 4. Remove the eighteen screws holding the plastic
two screws holding the rear support to control dash in place and the four heater/air conditioner
plate. knobs.
7. Disconnect blower speed switch wiring at con- 5. Remove dash panel.
nector.
8. Disconnect air conditioner switch and illumina-
tion light wire at connectors. Installation
9. Disconnect the cables from the vent and the 1. Install dash panel.
defrost levers.
2. Install the eighteen screws holding the plastic
Installation dash in place and the four heater/air conditioner
knobs.
1. Connect the cables to the vent and the defrost
3. Install the five screws retaining the instrument
levers.
panel display.
2. Connect air conditioner switch and illumination
4. Install the four screws and the sun shade from
light wire at connectors.
above the instrument panel display.
3. Connect blower speed switch wiring at connec-
5. Install the four tapered screws from the warning
tor.
light bracket.
4. Slide control panel in and install the two screws
holding the rear support to control plate.
5. Slide control panel in part way and connect
cable to fresh/recirculate lever.
6. Install two top screws holding the rear reinforce-
ment 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.

AIR CONDITIONING SYSTEM
Environmental Impact
Environmental studies have indicated a weakening of the earth’s protective Ozone (O3) layer in the outer strato-
sphere. Chloro-flouro-carbon compounds (CFC’s), such as R-12 refrigerant (Freon), commonly used in mobile
equipment air conditioning systems, have been identified as a possible contributing factor of the Ozone depletion.
Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of
R-12 refrigerant be discontinued after 1995. Therefore, a more “environmentally-friendly” hydro-flouro-carbon.
FIGURE 4-7. BASIC AIR CONDITIONING SYSTEM

1. Blower Switch 7. Evaporator 13. Magnetic Clutch
2. Thermostatic Switch 8. Expansion Valve 14. Compressor Drive Pulley
3. Battery Supply 9. Suction Line 15. Receiver-Drier
4. Circuit Breaker 10. Test Gauges & Manifold 16. Discharge Line
5. Blower 11. Compressor 17. Condenser
6. Temperature Sensor 12. Refrigerant Container

(HFC) refrigerant, commonly identified as HFC-134a or R-134a, is being used in most current mobile air condition-
ing 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 tradi-
tionally 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 refrig-
erant 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 char- A brief review of the principles of air conditioning is
acteristics of vibration, shock-loading, operator necessary to relate the function of the components,
changes, and climate conditions that present differ- the technique of troubleshooting and the corrective
ent design and installation problems for air condition- action necessary to put the AC unit into top operating
ing systems. Off-highway equipment, in general, is efficiency.
unique enough that normal automotive or highway
Too frequently, the operator and the serviceman
truck engineering is not sufficient to provide the reli-
overlook the primary fact that no AC system will func-
ability to endure the various work cycles encoun-
tion properly unless it is operated within a completely
tered.
controlled cab environment. The circulation of air
The cab tightness, insulation, and isolation from heat must be a directed flow. The cab must be sealed
sources is very important to the efficiency of the sys- against seepage of ambient air. The cab interior must
tem. It is advisable to close all vents, even the be kept free of dust and dirt which, if picked up in the
intakes of pressurization systems, when there are air system, will clog the intake side of the evaporator
high humidity conditions. coil.
The general cleanliness of the system and compo- Air Conditioning
nents is important. Dust or dirt collected in the con-
denser, evaporator, or air filters decreases the Air conditioning is a form of environmental control. As
system's cooling capacity. applied to the cab, it refers to the control of tempera-
ture, humidity, cleanliness, and circulation of air. In
The compressor, condenser, evaporator units, hoses the broad sense, a heating unit is as much an air
and fittings must be installed clean and tight and be conditioner as is a cooling unit. The term “air condi-
capable of withstanding the strain and abuse they tioner” is commonly used to identify an air cooling
are subjected to on off-highway vehicles. unit. To be consistent with common usage, the term
Equipment downtime costs are high enough to “air conditioner” will refer to the cooling unit utilizing
encourage service areas to perform preventative the principles of refrigeration; sometimes referred to
maintenance at regular intervals on vehicle Air Con- as the evaporator unit.
ditioning (AC) systems. (Cleaning, checking belt
tightness, and operation of electrical components).

Refrigeration - The Act Of Cooling The Refrigeration Cycle
• There is no process for producing cold; there is In an air conditioning system, the refrigerant is circu-
only heat removal. lated under pressure through the five major compo-
• Heat always travels toward cooler temperatures. nents in a closed circuit. At these points in the
This principle is the basis for the operation of a system, the refrigerant undergoes predetermined
cooling unit. As long as one object has a pressure and temperature changes.
temperature lower than another, this heat The compressor (refrigerant pump) takes in low pres-
transfer will occur.
sure heat laden refrigerant gas through the suction
• Temperature is the measurement of the intensity valve (low side), and as its name indicates, pressur-
of heat in degrees. The most common measuring izes the heat laden refrigerant and forces it through
device is the thermometer. the discharge valve (high side) on to the condenser.
• All objects have a point at which they will turn to Ambient air, passing through the condenser removes
vapor. Water boiling is the most common heat from the circulating refrigerant resulting in the
example of heating until vapor is formed. Boiling
conversion of the refrigerant from gas to liquid.
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not The liquid refrigerant moves on to the receiver drier
increase in temperature once brought to a boil. where impurities are filtered out, and moisture
The heat energy is used in the vaporization removed. This component also serves as the tempo-
process. The boiling point of a liquid is directly rary storage unit for some liquid refrigerant.
affected by pressure. By changing pressure, we
can control the boiling point and temperature at The liquid refrigerant, still under high pressure, then
which a vapor will condense. When a liquid is flows to the expansion valve. This valve meters the
heated and vaporizes, the gas will absorb heat amount of refrigerant entering the evaporator. As the
without changing pressure. refrigerant passes through the valve, it becomes a
• Reversing the process, when heat is removed low temperature, low pressure liquid and saturated
from water vapor, it will return to the liquid state. vapor. This causes the refrigerant to become cold.
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on The remaining low pressure liquid immediately starts
the cooler object. to boil and vaporize as it approaches the evaporator,
adding to the cooling. The hot, humid air of the cab is
• Refrigerant - Only R-134a should be used in the pulled through the evaporator by the evaporator
new mobile systems which are designed for this blower. Since the refrigerant is colder than the air, it
refrigerant.
absorbs the heat from the air producing cool air
which is pushed back into the cab. The moisture in
the air condenses upon movement into the evapora-
tor and drops into the drain pan from which it drains
out of the cab.
The cycle is completed when the heated low pres-
sure gas is again drawn into the compressor through
the suction side.
This simplified explanation of the principles of refrig-
eration does not call attention to the fine points of
refrigeration technology. Some of these will be cov-
ered in the following discussions of the components,
controls, and techniques involved in preparing the
unit for efficient operation.

AIR CONDITIONER SYSTEM
COMPONENTS
Compressor (Refrigerant Pump)
The compressor is where the low pressure side of Ram air condensers depend upon the vehicle move-
the system changes to high pressure. It concentrates ment to force a large volume of air past the fins and
the refrigerant returning from the evaporator (low tubes of the condenser. The condenser is usually
side) creating high pressure and a temperature much located in front of the radiator or on the roof of the
higher than the outside air temperature. The high truck.
temperature differential between the refrigerant and
Condensing of the refrigerant is the change of state
the outside air is necessary to aid rapid heat flow in
of the refrigerant from a vapor to a liquid. The action
the condenser from the hot refrigerant gas to much
is affected by the pressure of the refrigerant in the
cooler outside air.
coil and air flow through the condenser. Condensing
To create high pressure concentration, the compres- pressure in an AC system is the controlled pressure
sor draws in refrigerant from the evaporator through of the refrigerant which affects the temperature at
the suction valve and during compression strokes, which it condenses to liquid, giving off large quanti-
forces it out through the discharge valve to the con- ties of heat in the process. The condensing point is
denser. The pressure from the compressor action sufficiently high to create a wide temperature differ-
moves the refrigerant through the condenser, ential between the hot refrigerant vapor and the air
receiver-drier and connecting hoses to the expansion passing over the condenser fins and tubes. This dif-
valve. ference permits rapid heat transfer from the refriger-
ant to ambient air.
The compressor is driven by the engine through a v-
belt driving an electrically operated clutch mounted
on the compressor drive shaft.
Receiver-Drier
The receiver-drier is an important part of the air con-
Service Valves ditioning system. The drier receives the liquid refrig-
erant from the condenser and removes any moisture
Quick-connect hose end fittings with integral service
and foreign matter present which may have entered
valves attach to system service ports for servicing
the system. The receiver section of the tank is
the unit. A manifold gauge set is connected into the
designed to store extra refrigerant until it is needed
system at the service valve ports and all procedures,
by the evaporator. The storage of this refrigerant is
such as discharging, evacuating and charging the
temporary and is dependent on the demand of the
system, are performed through the service valves.
expansion valve.
A desiccant is a solid substance capable of removing
Condenser moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
The condenser receives the high pressure, high-tem- act as strainers.
perature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid. The receiver-drier is also equipped with a sight glass
and a moisture indicator. The sight glass can give a
It is designed to allow heat movement from the hot good indication of the charge of the system. If the
refrigerant vapor to the cooler outside air. The cool- sight glass is not clear, the system is low on refriger-
ing of the refrigerant changes the vapor to liquid. ant.
Heat exchange is accomplished using cooler air flow-
ing through the condenser. Condenser cooling is The moisture indicator is a device to notify service
achieved by air flowing from the radiator fan along personnel that the drier is full of moisture and must
with ram air provided by vehicle movement. The radi- be replaced. The indicator is blue when the compo-
ator fan moves more than 50% of condenser air flow nent is free from moisture. When the indicator turns
unless travel speed is at least 25 mph. beige or tan, the drier must be replaced.

Expansion Block Valve Evaporator
The expansion block valve controls the amount of The evaporator cools and dehumidifies the air before
refrigerant entering the evaporator coil. Both inter- it enters the cab. Cooling a large area requires that
nally and externally equalized valves are used. large volumes of air be passed through the evapora-
tor coil for heat exchange. Therefore, a blower
The expansion valve is located near the inlet of the
becomes a vital part of the evaporator assembly. It
evaporator and provides the functions of throttling,
not only draws heat laden air into the evaporator, but
modulating, and controlling the liquid refrigerant to
also forces this air over the evaporator fins and coils
the evaporator coil.
where the heat is surrendered to the refrigerant. The
The refrigerant flows through a restriction creating a blower forces the cooled air out of the evaporator into
pressure drop across the valve. Since the expansion the cab.
valve also separates the high side of the system from
Heat exchange, as explained under condenser oper-
the low side, the state of the refrigerant entering the
ation, depends upon a temperature differential of the
valve is warm to hot high pressure liquid; exiting it is
air and the refrigerant. The greater the temperature
low pressure liquid and gas. The change to low pres-
differential, the greater will be the amount of heat
sure allows the flowing refrigerant to immediately
exchanged between the air and the refrigerant. A
begin changing to gas as it moves toward the evapo-
high heat load condition, as is generally encountered
rator. This produces the desired cooling effect.
when the air conditioning system is turned on, will
The amount of refrigerant metered into the evapora- allow rapid heat transfer between the air and the
tor varies with different heat loads. The valve modu- cooler refrigerant.
lates from wide open to the nearly closed position,
The change of state of the refrigerant in and going
seeking a point between for proper metering of the
through the evaporator coil is as important as that of
refrigerant.
the air flow over the coil.
As the load increases, the valve responds by open-
All or most of the liquid that did not change to vapor
ing wider to allow more refrigerant to pass into the
in the expansion valve or connecting tubes boils
evaporator. As the load decreases, the valve reacts
(expands) and vaporizes immediately in the evapora-
and allows less refrigerant into the evaporator. It is
tor, becoming very cold. As the process of heat loss
this controlling action that provides the proper pres-
from the air to the evaporator coil surface is taking
sure and temperature control in the evaporator.
place, any moisture (humidity) in the air condenses
This system uses an internally equalized, block type on the cool outside surface of the evaporator coil and
expansion valve. With this type valve, the refrigerant is drained off as water.
leaving the evaporator coil is also directed back
At atmospheric pressure, refrigerant boils at a point
through the valve so the temperature of the refriger-
lower than water freezes. Therefore, the temperature
ant is monitored internally rather than by a remote
in the evaporator must be controlled so that the water
sensing bulb. The expansion valve is controlled by
collecting on the coil surface does not freeze on and
both the temperature of the power element bulb and
between the fins and restrict air flow. The evaporator
the pressure of the liquid in the evaporator.
temperature is controlled through pressure inside the
NOTE: It is important that the sensing bulb, if evaporator, and temperature and pressure at the out-
present, is tight against the output line and protected let of the evaporator.
from ambient temperatures with insulation tape.

ELECTRICAL CIRCUIT Compressor Clutch
The air conditioner's electrical circuit is fed from an An electromagnetic clutch is used in conjunction with
accessory circuit and is fused with a 30-ampere cir- the thermostat to disengage the compressor when it
cuit breaker. is not needed, such as when a defrost cycle is indi-
cated in the evaporator, or when the system or
The blower control is a switch which provides a blower is turned off.
range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the The stationary field clutch is the most desirable type
compressor clutch. Once the blower is turned on, fan since it has fewer parts to wear. The field is mounted
speeds may be changed without affecting the ther- to the compressor by mechanical means depending
mostat sensing level. on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The arma-
The thermostat reacts to changing temperatures ture is mounted on the compressor body.
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the When no current is fed to the field, there is no mag-
evaporator coil to sense temperature. netic force applied to the clutch and the rotor is free
to rotate on the armature, which remains stationary
When the contacts are closed, current flows to the on the crankshaft.
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which When the thermostat or switch is closed, current is
starts the refrigeration cycle. When the temperature fed to the field. This sets up a magnetic force
of the evaporator coil drops to a predetermined point, between the field and armature, pulling it into the
the contacts open and the clutch disengages. rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
When the clutch is disengaged, the blower remains remains stationary. This causes the compressor
at the set speed. After the evaporator temperature crankshaft to turn, starting the refrigeration cycle.
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the refriger- When the switch or thermostat is opened, current is
ation cycle resumes. cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
compressor is stopped until current is again applied
to the field. In addition, safety switches in the com-
Thermostat
pressor clutch electrical circuit control clutch opera-
An electromagnetic clutch is used on the compressor tion, disengaging the clutch if system pressures are
to provide a means of constant temperature control abnormal.
of the cab. The clutch is controlled by a thermostat in
the evaporator which is set initially by the driver to a
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The thermostat is simply a thermal device which con-
trols an electrical switch. When warm, the switch is
closed; when cold, it is open. Most thermostats have
a positive OFF position as a means to turn the clutch
OFF regardless of temperature.
The bellows type thermostat has a capillary tube con-
nected to it which is filled with refrigerant. The capil-
lary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the capil-
lary tube exerts pressure on the bellows, which in
turn closes the contacts at a predetermined tempera-
ture.

Trinary™ Switch • Fan Clutch - The mid-range function actuates the
engine fan clutch, if installed.
• High Pressure - This switch opens and
This switch is mounted on the receiver-drier and has disengages the compressor clutch if system
three functions, as implied by the name: pressure rises above the 300 - 350 psi range.
1. Disengage the compressor clutch when system After system pressure drops to 210 - 250 psi, the
switch contacts will close and the clutch will
pressure is too high.
engage.
2. Disengage the compressor clutch when system
pressure is too low. The switch functions will automatically reset when
system pressure returns to normal.
3. Engage and disengage the radiator fan drive
clutch during normal variation of system pres- OPENS CLOSES
sure. 15-30 psi -
Low 40 psi -
The Trinary™ switch performs three distinct func- descending
Pressure rising pressure
tions to monitor and control refrigerant pressure in pressure
the system. This switch is installed on the receiver- High
drier. The switch functions are: 300-350 psi 210-250 psi
Pressure
Terminals 1 & 2 are connected internally through 35-60 psi -
200-230 psi -
two, normally closed pressure switches in series, the Fan Clutch below closing
rising pressure
low pressure switch and the high pressure switch. pressure
The pressures listed above are typical of pres-

sures at the receiver-drier. Due to normal system
flow losses and the distance between the service
port and the receiver-drier, it is expected that
actual system pressure displayed on the gauge
will normally be approximately 20 psi higher.
This factor should be observed when checking
for proper operation of the switch.
NOTE: One other pressure controlling device is

Terminals 3 & 4 are connected internally through a installed within the compressor. A mechanical relief
normally open switch that is used to control the valve is located on the back of the compressor. The
clutch that drives the radiator fan. This switch closes relief valve will open at 500 - 550 psi. The purpose of
and causes the cooling fan clutch to engage when this valve is to protect the compressor in the event
that pressure should be allowed to rise to that level.
system pressure rises to 200 - 230 psi. When pres-
Damage to the compressor will occur if pressure
sure falls to 140 - 195 psi, the switch contacts open,
exceeds 550 psi.
and the cooling fan clutch disengages
• 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.

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 Federal regulations prohibit venting R-12 and
involved in the R-134a refrigerant quality and quan- R134a refrigerant into the atmosphere. An SAE
tity in an air conditioning system. and UL approved recovery/recycle station must
be used to remove refrigerant from the AC sys-
Because the refrigerant in an air conditioning system tem. Refrigerant is stored in a container on the
must remain pressurized and sealed within the unit to unit for recycling, reclaiming, or transporting. In
function properly, safety is a major consideration addition, technicians servicing AC systems must
when anything causes this pressurized, sealed con- be certified they have been properly trained to
dition to change. The following warnings are pro- service the system.
vided here to alert service personnel to their
Although accidental release of refrigerant is a
importance BEFORE learning the correct proce-
remote possibility when proper procedures are
dures. Read, remember, and observe each warning
followed, the following warnings must be
before beginning actual system servicing.
observed when servicing AC systems:
NOTE: If the mine operates a fleet with some trucks Provide appropriate protection for your eyes
using R-12 and others using R-134a refrigerant, it is (goggles or face shield) when working around
essential that servicing tools that come into contact refrigerant.
with the refrigerant (gauge sets, charging equipment,
A drop of the liquid refrigerant on your skin will
recycle/recovery equipment etc.) be dedicated to one
produce frostbite. Wear gloves and exercise
type refrigerant only, to prevent cross contamination.
extreme care when handling refrigerant.
If even the slightest trace of refrigerant enters in
your eye, flood the eye immediately with cool
water and seek medical attention as soon as pos-
sible.
Ensure sufficient ventilation whenever refriger-
ant is being discharged from a system, keeping
in mind refrigerant is heavier than air and will
seek low areas of shop.
When exposed to flames or sparks, the compo-
nents of refrigerant change and become deadly
phosgene gas. This poison gas will damage the
respiratory system if inhaled. NEVER smoke in
area where refrigerant is used or stored.
Never direct steam cleaning hose or torch in
direct contact with components in the air condi-
tioning system. Localized heat can raise the
pressure to a dangerous level.
Do not heat or store refrigerant containers above
120° F (49° C).
Do not flush or pressure test the system using
shop air or another compressed air source. Cer-
tain mixtures of air and R-134a refrigerant are
combustible when slightly pressurized. Shop air
supplies also contain moisture and other con-
taminants that could damage system compo-
nents.

SYSTEM OIL
R-134a air conditioning systems require the use of REPLACING OIL
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. At Component Oil to add
present time, General Motors part number
Condenser 2-3 ounces
(12345923) is the oil that is furnished in the system
on Komatsu trucks. This clear oil can be found at AC Evaporator 1 ounce
Delco dealers. In some areas, it can be found from
other suppliers as U-Con 488. The only other alterna- Receiver-Drier 2 ounces
tive is General Motors part number (12356151)
Compressors come with 10.5
which is now becoming more popular and is
ounces of oil in the sump. Refer
expected to become the furnished oil in Komatsu AC Compressor
to "Setting Up a New Compres-
systems. This oil is light blue-green in color and may
sor"
be mixed with the other recommended oil.
Block Valve
Handling and Reusing PAG Oil Adding oil is not necessary
(Expansion)
• Avoid skin contact and inhalation of PAG oil, as
Drain and measure amount
these are normal precautions with any chemical. Hoses
removed
• No PAG oil removed from new or old
components should be retained for re-use. It
Setting Up a New Compressor
should be stored in a marked container and
properly sealed. PAG oil is an environmental Compressors come with 10.5 ounces of oil in the
pollutant and should be properly disposed of after sump. Compressors being replaced should have
use. been operating with 6 ounces of oil in the sump,
• PAG oil in containers or in an air conditioning therefore, the new compressor should be adjusted,
system should not be left exposed to the accordingly.
atmosphere any longer than necessary. PAG oil
Example: If a compressor is being replaced, the
absorbs moisture very rapidly, and therefore, any
absorbed moisture could cause damage to an air receiver drier must also be replaced. (The receiver-
conditioning system. drier 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
Oil Quantity
accounts for the 6 ounces needed for the compres-
It is critical to keep the correct amount of lubricant in sor, and the 2 ounces for the new receiver-drier.
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 Never run the system with more than 10.5 ounces
parts. Excessive oil can result in “slugging” the com- of oil in the compressor sump. Damage to the
pressor. This condition occurs when the compressor compressor as well as other system components
attempts to compress liquid oil as opposed to vapor- may occur. It is important to have a good balance
ized refrigerant. Since liquid cannot be compressed, of oil throughout the system.
damage to internal parts results.
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.

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 An unclear sight glass on R-134a systems can
passes through filters located on the unit that meet indicate that the system may be low on refriger-
specifications stipulated by Society of Automotive ant. However, the sight glass should not be used
Engineers, SAE J2099. The refrigerant that has as a gauge for charging the system. Charging the
passed through the filtering process has only been system must be done with a scale to ensure the
cleaned of contaminants that are associated with proper amount of refrigerant has been added.
mobile systems. Therefore, recycled refrigerant from
mobile systems is only acceptable for reuse in mobile
systems.
Reclaimed Refrigerant
Reclaimed refrigerant has been filtered through a
R-134a Refrigerant Containers
more thorough filtering process and has been pro-
cessed to the same standards of purity as virgin Two basic, readily available containers are used to
refrigerant. Because of this, reclaimed refrigerant is store R-134a: the 30 or 60 pound bulk canisters (Fig-
acceptable for use in all systems, not just mobile. ure 4-8).
The reclaiming equipment used for this process is
Always read the container label to verify the contents
expensive, and therefore, not common among nor-
are correct for the system being serviced. Note the
mal maintenance shops. Equipment such as this is
containers for R-134a are painted light blue.
more commonly found in air conditioning specialty
shops.
Always use new, recycled, or reclaimed refriger-

ant when charging a system. Failure to adhere to
this recommendation may result in premature
wear or damage to air conditioning system com-
ponents and poor cooling performance.
Refrigerant Quantity
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much refriger- FIGURE 4-8. R-134a CONTAINERS
ant is charged into the system, the system will oper-
ate at higher pressures, and in some cases, may 1. 30 lb. Cylinder 2. 60 lb. Cylinder
damage system components. Exceeding the speci-
fied refrigerant charge will not provide better cooling.
If an incorrect charge is suspected, recover the
refrigerant from the system, and charge the system
with the correct operating weight (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 operat-
ing with the proper charge and providing optimum
cooling. Using the sight glass to determine the
charge is not an accurate method.

SERVICE TOOLS AND EQUIPMENT
Recovery/Recycle Station
Whenever refrigerant must be removed from the sys-
tem, a dual purpose station as shown in Figure 4-9, Mixing different types of refrigerant will damage
performs both recovery and recycle procedures equipment. Dedicate one recovery/recycle sta-
which follows the new guidelines for handling used tion to each type of refrigerant processing to
refrigerant. The recovered refrigerant is recycled to avoid equipment damage. DISPOSAL of the gas
reduce contaminants, and can then be reused in the removed requires laboratory or manufacturing
same machine or fleet. facilities.
To accomplish this, the recovery/recycle station sep- Test equipment is available to confirm the refrigerant
arates the oil from the refrigerant and filters the in the system is actually the type intended for the
refrigerant multiple times to reduce moisture, acidity, system and has not been contaminated by a mixture
and particulate matter found in a used refrigerant. of refrigerant types.
NOTE: To be re-sold, the gas must be “reclaimed” Recycling equipment must meet certain standards as
which leaves it as pure as new, but requires published by the Society of Automotive Engineers
equipment normally too expensive for all but the and carry a UL approved label. The basic principals
largest refrigeration shops. of operation remain the same for all machines, even
Equipment is also available to just remove or extract if the details of operation differ somewhat.
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 small-
est leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure the leak detector being used
applies to the refrigerant in the system.
FIGURE 4-9. RECOVERY/RECYCLE STATION FIGURE 4-10. TYPICAL ELECTRONIC LEAK

DETECTOR

FIGURE 4-12. VACUUM PUMP
FIGURE 4-11. R-134a SERVICE VALVE
1. System Service Port 3. Service Hose

Fitting Connection
2. Quick Connect Vacuum Pump
The vacuum pump (Figure 4-12) is used to com-
pletely evacuate all of the refrigerant, air, and mois-
ture from the system by deliberately lowering the
pressure within the system to the point where water
Service Valves turns to a vapor (boils) and together with all air and
Because an air conditioning system is a sealed sys- refrigerant is withdrawn (pumped) from the system.
tem, two service valves are provided on the com-
pressor to enable diagnostic tests, system charging
or evacuation. Connecting the applicable hoses from
the manifold gauge set to the compressor service
valves enables each of these to be readily per-
formed.
New and unique service hose fittings (Figure 4-11)
have been specified for R-134a systems. Their pur-
pose is to avoid accidental cross-mixing of refriger-
ants and lubricants with R-12 based systems. The
service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.

Manifold Gauge Set
A typical manifold gauge set (Figure 4-13) has two
screw type hand valves to control access to the sys-
tem, two gauges and three hoses. The gauges are
used to read system pressure or vacuum. The mani-
fold and hoses are for access to the inside of an air
conditioner, to remove air and moisture, and to put
in, or remove, refrigerant from the system. Shutoff
valves are required within 12 inches of the hose
end(s) to minimize refrigerant loss.
A gauge set for R-134a will have a blue hose with a
black stripe for the low side, a red hose with a black
stripe for the high side, and a yellow hose with a
black stripe for the utility (center) hose. The hoses
use a 1/2 in. ACME female nut on the gauge end.
Special quick disconnect couplings are normally
combined with a shutoff valve on the high and low
side hoses. The free end of the center hose contains
a 1/2 in. ACME female nut and a shutoff device
within 12 inches of the hose end. These special FIGURE 4-13. MANIFOLD GAUGE SET
hoses and fittings are designed to minimize refriger-
ant loss and to preclude putting the wrong refrigerant
in a system.
Low Side Gauge

NOTE: When hose replacement becomes The Low Side Gauge, registers both vacuum and
necessary, the new hoses must be marked “SAE pressure. The vacuum side of the scale is calibrated
J2916 R-134a”. 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.

Installing Manifold Gauge Set
Before attempting to service the air conditioning sys-
tem, a visual inspection of both the engine and sys-
tem 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 con-
tamination. Minimize all the possibilities for error or
malfunction of components in the air conditioning
system.
Shut off engine. DO NOT attempt to connect ser-

vice equipment when the engine is running.
1. Be sure all valves on the manifold are closed all

the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service fit-
tings and remove their protective caps.
4. Connect the two service hoses from the mani-
fold to the correct service valves on the com-
pressor as shown in Figure 4-14. (High side to
compressor discharge valve and low side to FIGURE 4-14. SERVICE HOSE HOOK-UP
compressor suction side.) Do not open service
valves at this time.
This gauge hook-up process will be the same,

regardless of the gauge set being installed. Whether
it is a recovery station or individual gauges, the con-
nections are the same. The procedures performed
next will vary depending what type of equipment is
being used. If a recovery/recycling station is being
used, complete servicing can be accomplished.
Using only a set of gauges will limit the servicing to
only adding refrigerant or observing pressures.

Purging Air From Service Hoses
The purpose of this procedure is to remove all the air This will require only a few minutes of time. The hose
trapped in the hoses prior to actual system testing. is the only area that is being placed in a vacuum and
Environmental regulations require that all service this will not require a lengthy process. Closing the
hoses have a shutoff valve within 12 inches of the valve will then insure the hose is purged. It is now
service end. These valves are required to ensure safe to open the other manifold valves.
only a minimal amount of refrigerant is lost to the
atmosphere. R-134a gauge sets have a combination
quick disconnect and shutoff valve on the high and
low sides. The center hose also requires a valve.
The initial purging is best accomplished when con-
nected to recovery or recycle equipment. With the
center hose connected to the recovery station, ser-
vice hoses connected to the high and low sides of the
system, we can begin the purging. The manifold
valves and service valves should be closed. Activat-
ing the vacuum pump will now pull any air or mois-
ture out of the center hose.
FIGURE 4-15. PURGING SYSTEM

Stabilizing the AC System 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.
During this stabilization period, do not open
hand valves on manifold for any reason. Equip- 2. Place fan in front of condenser to simulate nor-
ment damage and personal injury may result. mal ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent
1. Start the engine and return to an idle speed of
closest to evaporator.
1200 to 1500 RPM. Turn on the air conditioner.
4. Evaluate the readings obtained from the
2. After a performance check of the control func-
gauges to see if they match the readings for the
tions, blower speeds and air flow, set the AC
ambient temperature.
system controls to maximum cooling and
blower speed on high. Open the cab to ensure As preliminary steps to begin checkout of the system,
continuous operation of the compressor. perform the following:
3. Run the engine and air conditioner about 5 min- 1. Close all windows and doors to the cab.
utes for the system to stabilize.
2. Set air conditioning system at maximum cooling
4. If the humidity is high it will be necessary to and blower speed operation.
place a fan in front of the AC condenser to help
3. Readings on the two manifold gauges should
the air flow across the condenser. This helps to
be within normal range, adjust for ambient tem-
stabilize the system by simulating normal oper-
perature.
ating conditions.
4. Compare evaporator discharge air temperature
5. It is then possible to observe the gauge read-
reading to see if it matches the recommended
ings and the temperature coming out of the air
temperature for the ambient temperature and
ducts with a thermometer.
gauge readings obtained.
NOTE: If low refrigerant is indicated by lower than 5. Carefully feel the hoses and components on the
normal pressure readings, recover and charge the high side. All should be warm-hot to the touch.
proper amount of refrigerant to enable adequate Check the inlet and outlet of receiver-drier for
system testing. 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 con-
ditions 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 con-
sidered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.

SYSTEM LEAK TESTING Electronic leak detector
Refrigerant leaks are probably the most common (Refer to Figure 4-10). As the test probe is moved
cause of air conditioning problems, resulting from into an area where traces of refrigerant are present,
improper or no cooling, to major internal component a visual or audible announcement indicates a leak.
damage. Leaks most commonly develop in two or Audible units usually change tone or speed as inten-
three places. The first is around the compressor shaft sity changes.
seal, often accompanied by an indication of fresh
refrigerant oil. If a system is not operated for a while Tracer dyes
(winter months), the shaft seal may dry out and leak Tracer dyes are available that can be added to the
slightly. The centrifugal force of the clutch pulley system as refrigerant is added. The system is then
spinning can also cause the problem. When the sys- operated to thoroughly circulate the dye. As refriger-
tem is operated and lubricant wets the seal, the leak ant escapes, it leaves a trace of the dye at the point
may stop. Such leaks can often be located visually, of leakage, which is then detected using an ultravio-
or by feeling with your fingers around the shaft for let light (“black light”), revealing a bright fluorescent
traces of oil. (The R-134a itself is invisible, odorless, glow.
and leaves no trace when it leaks, but has a great
affinity for refrigerant oil.) Soap and water
A second common place for leaks is the nylon and Soap and water can be mixed together and applied
rubber hoses where they are crimped or clamped to to system components. Bubbles will appear to pin-
the fittings, or where routing allows abrasion. Other point the specific location of leaks.
threaded joints or areas where gaskets are used
After determining the location or source of leak(s),
should be visually and physically examined. Moving
repair or replace leaking component(s).
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the NOTE: The length of the hose will affect the
condensate will quickly indicate the condition of the refrigerant capacity. When replacing hoses, always
evaporator. Any trace of fresh oil here is a clear indi- use the same hose length, if possible.
cation of a leak.
Usually, a 50% charged system is enough to find
most leaks. If the system is empty, connect the mani-
fold gauge set to the system and charge at least 3.5
lbs. of refrigerant into the system.
Before system assembly, check the compressor
oil level and fill to specifications.
Use extreme caution when leak testing a system

while the engine is running.
In its natural state, refrigerant is a harmless, col-

orless gas, but when combined with an open
flame, it will generate toxic fumes (phosgene
gas), which can cause serious injuries or death.
NOTE: The refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.

SYSTEM REPAIR Hoses and Fittings
The following service and repair procedures are not When replacing hoses, be sure to use the same type
any different than typical vehicle service work. How- and ID hose you removed. When hoses or fittings are
ever, AC system components are made of soft met- shielded or clamped to prevent vibration damage, be
als (copper, aluminum, brass, etc.). Comments and sure these are in position or secured.
tips that follow will make the job easier and reduce
unnecessary component replacement. 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
All of the service procedures described are only
are used to prevent line vibration, be certain these
performed after the system has been discharged.
are in place and secured.
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. It is important to always torque fittings to the
proper torque. Failure to do this may result in
improper contact between mating parts and leak-
age may occur. Refer to the following torque
System Cleaning
chart for tightening specifications.
When performing repairs on air conditioning compo-
nents, 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 Fitting Newton
system should be checked for the source of the Foot Pounds
Size Meters
material.
6 10 - 15 ft.lbs. 14 - 20 Nm
8 24 - 29 ft.lbs. 33 - 39 Nm
10 26 - 31 ft.lbs. 36 - 42 Nm
Only SAE and/or Mobile Air Conditioning Society
12 30 - 35 ft.lbs. 41 - 47 Nm
(MACS) approved flushing methods with the
appropriate refrigerants are to be performed Installation torque for the single M10 or 3/8 in. cap-
when removing debris from the system. Other screws securing the inlet and outlet fittings onto the
methods may be harmful to the environment, as compressor ports is 11 - 25 ft.lbs. (15 - 34 Nm).
well as air conditioning components.
Expansion Valve
When removing the expansion valve from the sys-
tem, remove the insulation, clean the area and dis-
connect the line from the receiver-drier. Detach the
capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the fil-
ter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.

Receiver-Drier Clutch
The receiver-drier can not be serviced or repaired. It Clutch problems include electrical failure in the clutch
must be replaced whenever the system is opened coil or lead wire, clutch pulley bearing failure, worn or
for any service. The receiver-drier has a pressure warped clutch plate or loss of clutch plate spring tem-
switch to control the clutch, and should be removed per. Defective clutch assembly parts may be
and installed onto the new unit. replaced or the whole assembly replaced. If the
clutch shows obvious signs of excessive heat dam-
Thermostat age, replace the whole assembly.
A thermostat can be stuck open or closed due to con- The fast way to check electrical failure in the lead
tact point wear or fusion. The thermostat temperature wire or clutch coil is to hot wire the coil with a fused
sensing element (capillary tube) may be broken or lead. This procedure enables you to bypass clutch
kinked closed and therefore unable to sense evapo- circuit control devices.
rator temperature.
Clutch pulley bearing failure is indicated by bearing
When thermostat contact points are stuck open or noise when the AC system is off or the clutch is not
the sensing element can not sense temperature in engaged. Premature bearing failure may be caused
the evaporator, the clutch will not engage (no AC by poor alignment of the clutch and clutch drive pul-
system operation). Causes are a loss of charge in ley.
the capillary tube or a kink, burned thermostat con-
tact or just no contact. When troubleshooting, bypass Sometimes it may be necessary to use shims or
the thermostat by hot wiring the clutch coil with a enlarge the slots in the compressor mounting bracket
fused lead. If the clutch engages, replace the thermo- to achieve proper alignment.
stat. Excessive clutch plate wear is caused by the plate
Thermostat contact points may be fused (burned) rubbing on the clutch pulley when the clutch is not
closed and the clutch will not disengage. Causes are engaged or the clutch plate slipping when the clutch
a faulty switch that could be due to fatigue. The ther- coil is energized. A gap that is too small or too large
mostat must be replaced. When the clutch will not between the plate and clutch pulley or a loss of clutch
disengage you may also note that condensate has plate spring temper are possible causes. The ideal
frozen on the evaporator fins and blocked air flow. air gap between the clutch pulley and the clutch plate
There will also be below normal pressure on the low is 0.023 to 0.057 in. (1.02 ± 0.043 mm). If the gap is
side of the system. Side effects can be compressor too wide, the magnetic field created when the clutch
damage caused by oil accumulation (refrigeration oil coil is energized will not be strong enough to pull and
tends to accumulate at the coldest spot inside the lock the clutch plate to the clutch pulley.
system) and lower than normal suction pressure that
can starve the compressor of oil.
Compressor
NOTE: Some compressors may be discarded
The compressor can fail due to shaft seal leaks (no because it is suspected that internal components
refrigerant in the system), defective valve plates, within the compressor have seized. Ensure that
bearings, or other internal parts or problems associ- the compressor clutch is working properly before
ated with high or low pressure, heat, or lack of lubri- discarding a compressor for internal seizure. The
cation. Be sure the compressor is securely mounted normal compressor life span should be about
and the clutch pulley is properly aligned with the twice as long as the normal life span of the com-
drive pulley. pressor clutch.
Use a mechanic's stethoscope to listen for noises It is important to note that often times a weak clutch
inside the compressor. coil may be mistaken for a seized compressor. When
a coil’s resistance has increased over time and the
magnetic field weakens, the coil may not be able to
pull the load of the compressor. Failure of the coil to
allow the compressor shaft to be turned, may appear
as though the compressor is locked up.

Before a compressor is dismissed as being seized, a Do not drive or pound on the clutch plate, hub
check for proper voltage to the coil should be per- assembly, or shaft. Internal damage to the com-
formed. In addition, the coil should be ohm checked pressor may result.
for proper electrical resistance. The coil should fall 1. Remove the belt guard from the front of the air
within the following range: 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.
Servicing the Compressor Clutch FIGURE 4-16.
1. Belt Pulley 3. Shaft

* RECOMMENDED TOOLS FOR COMPRESSOR 2. Clutch Hub/Drive 4. Locknut
CLUTCH REMOVAL AND INSTALLATION Plate
J-9399 Thin Wall Socket
2. Remove the drive belt from compressor belt
**J-9403 Spanner Wrench
pulley (1, Figure 4-16).
**J-25030 Clutch Hub Holding Tool
Clutch Plate and Hub Assembly

J-9401
Remover
J-8433 Pulley Puller
J-9395 Puller Pilot
***J-24092 Puller Legs
J-8092 Universal Handle
J-9481 Pulley and Bearing Installer
J-9480-01 Drive Plate Installer
J-9480-02 Spacer, Drive Plate Installer

*Tools are available though your local Kent-Moore dealer.
** These tools are interchangeable.
***For use on multiple groove pulleys.
FIGURE 4-17.
1. Thin Wall Socket 3. Clutch Hub

Use the proper tools to remove and replace 2. Clutch Hub Holding
clutch components. Using the recommended Tool
tooling helps prevent damage to compressor
components during maintenance.

3. Remove locknut (4) using thin wall socket (1, 5. Remove square key (1, Figure 4-19) from the
Figure 4-17) or the equivalent. Use clutch hub keyways.
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.
FIGURE 4-20.
1. Clutch Hub 2. Pulley
FIGURE 4-18. 6. Inspect the friction surface on the clutch hub

and the friction surface on the pulley. Scoring
1. Clutch Assembly 2. Clutch Plate & Hub
on the friction surfaces is normal. DO NOT
Assembly Remover
replace these components for this condition
4. Thread clutch plate and hub assembly remover only.
(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.
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 exces-
sive heat are evident, it may be necessary to
replace the compressor. Excessive heat may
cause leakage in the seals and damage to inter-
nal components as well as external components.
FIGURE 4-19.
1. Square Key 2. Keyway in Shaft

Pulley Removal 10. Tighten the center screw on the puller against
the shaft of the compressor to remove the pul-
ley.
11. Clean the pulley and pulley bearing with sol-
vent. 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 evi-
dent.
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. If the resistance of the coil is not within the specifica-
tions, the clutch will not operate properly. Remove
1. Pulley Assembly 3. Retaining Ring Pliers the retaining ring and replace the coil.
2. Pulley Retainer Ring
7. Use retaining ring pliers (3, Figure 4-21) to

remove pulley retainer ring (2) from pulley (1). 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. Place the pulley assembly into position on the

compressor. Use bearing installer (1, Figure 4-
23), universal handle (2), and a hammer to
lightly tap the pulley assembly onto the com-
pressor until it seats. Use of the installer or the
equivalent ensures that the force driving the
FIGURE 4-22. bearing into position acts on the inner race of
1. Pulley Puller 3. Puller Pilot the bearing. Applying force to the outer race of
2. Pulley Assembly the bearing will result in bearing damage.
2. Ensure that the pulley rotates freely. If the pul-
9. Install pulley puller (1, Figure 4-22) and puller ley does not rotate freely, remove the pulley
pilot (3) onto the compressor, as shown. If a and check for damaged components. Replace
multiple groove pulley is used, install puller legs any damaged components and reinstall the pul-
(J-24092) onto the puller in place of the stan- ley.
dard legs. Extend the puller legs to the back 3. Install the pulley retainer ring and ensure that
side of the pulley. DO NOT use the belt grooves the ring is properly seated.
to pull the pulley from the compressor.

4. Install the absorbent sleeve into the neck of the
compressor. Install the sleeve retainer. 3. Thread drive plate installer (1, Figure 4-24) onto
the shaft of the compressor. Spacer (2) should
Clutch Assembly Installation be in place under the hex nut on the tool.
1. Insert square key (1, Figure 4-19) into the key-
way in the clutch hub. Allow the key to protrude
about 4.5 mm (0.18 in.) from the outer edge of 0.040 ± 0.017 in.
the hub. Use petroleum jelly to hold the key in
place.
FIGURE 4-25. CLUTCH GAP
4. Press the clutch onto the compressor using

FIGURE 4-24. installer (1). Continue to press the clutch plate
until a 2 mm (0.079 in.) gap remains between
1. Drive Plate Installer 2. Spacer the clutch friction surface and the pulley friction
surface. Refer to Figure 4-25.
NOTE: The outer threads of installer (J-9480-01) are
left handed threads.
2. Place the clutch assembly into position on the 5. Install locknut (4, Figure 4-16) and tighten the
compressor. Align the square key with the key- nut until it seats. The gap should now measure
way on the shaft. 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 speci-
fications.
7. After assembly is complete, burnish the mating
parts of the clutch by operating the air condi-
tioning 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.

RECOVERING AND RECYCLING THE 9. Check the system pressure after the recovery
REFRIGERANT equipment stops. After five minutes, system
pressure should not rise above “0” gauge pres-
Draining the Oil from the previous recovery cycle sure. If the pressure continues to rise, restart
and begin the recovery sequence again. This
1. Place the power switch and the controller on
cycle should continue until the system is void of
the recovery unit in the OFF position.
refrigerant.
2. Plug in the recovery station to the correct
10. Check the sight glass oil level to determine the
power source.
amount of oil that needs to be replaced. (The
3. Drain the recovered oil through the valve amount of oil that was lost during the recovery
marked “oil drain” on the front of the machine. cycle must be replaced back into the system).
4. Place the controller knob in the ON position. 11. Mark the cylinder with a RECOVERED (red)
The low pressure gauge will show a rise. magnetic label to reduce the chance of charging
5. Immediately switch to the OFF position and a system with contaminated refrigerant. Record
allow the pressure to stabilize. If the pressure the amount of refrigerant recovered.
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 appro- Performing the Recycling Procedure
priate container, and dispose of container as
indicated by local, state or Federal Regulation. The recovered refrigerant contained in the cylinder
THE OIL IS NOT REUSABLE, DUE TO CON- must undergo the recycle procedure before it can be
TAMINANTS ABSORBED DURING USE. reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
Performing the Recovery Cycle equipment manufacturer's instructions for this proce-
dure.
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. Evacuating and Charging the AC System
3. Check the cylinder refrigerant level before Evacuate the system once the air conditioner compo-
beginning recovery to make sure you have nents are repaired or replacement parts are secured,
enough capacity. and the AC system is reassembled. Evacuation
4. Confirm that all shut-off valves are closed removes air and moisture from the system. Then, the
before connecting to the AC system. AC system is ready for the charging process, which
adds new refrigerant to the system.
5. Attach the appropriate hoses to the system
being recovered.
6. Start the recovery process by operating the
equipment as per the manufacturer's instruc-
tions.
7. Continue extraction until a vacuum exists in the
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 mani-
fold valves and check the system pressure. If it
rises to 0 psi and stops, there is a major leak.

EVACUATING THE SYSTEM
Evacuating the complete air conditioning system is
required in all new system installations, and when
repairs are made on systems requiring a component
replacement (system opened), or a major loss of
refrigerant has occurred. All these conditions will
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the
system. Once properly evacuated, the system can be
recharged again.
Using a pump to create a vacuum in the air condition-
ing system effectively vaporizes any moisture, allow-
ing the water vapor to be easily drawn out by the
pump. The pump does this by reducing the point at
which water boils (212°F at sea level with 14.7 psi).
In a vacuum, water will boil at a lower temperature
depending upon how much of a vacuum is created.
As an example, if the ambient air outside the truck is
75°F at sea level, by creating a vacuum in the system
so that the pressure is below that of the outside air
(in this case, at least 29.5 inches of vacuum is
needed), the boiling point of water will be lowered to
72°F. Thus any moisture in the system will vaporize
and be drawn out by the pump if the pump is run for
approximately an hour. The following steps indicate
the proper procedure for evacuating all moisture from
the heavy duty air conditioning systems. FIGURE 4-26. VACUUM PUMP HOOKUP
Do not use the air conditioning compressor as a vac- 1. Low Pressure Hand 2. High Pressure Hand
uum pump or the compressor will be damaged. Valve Valve
NOTE: Lower the vacuum requirement one inch for 3. Vacuum Pump
every 1000 feet above sea level at your location.
1. With the manifold gauge set still connected 4. Observe gauge reading and wait 10 minutes.
(after discharging the system), connect the cen- Reading should not vary more than 1-2 in. hg.
ter hose to the inlet fitting of the vacuum pump After waiting, if more vacuum is lost than this, a
as shown in Figure 4-26. Then open the low serious leak is indicated and the system must
side hand valves to maximum. be recharged, leak tested, repaired and evacu-
2. Open the discharge valve on the vacuum pump ated.
or remove the dust cap from the discharge out- 5. Turn on pump, open hand valves and continue
let. Turn the pump on and watch the low side evacuation for at least one hour.
gauge. The pump should pull the system into a
vacuum (if not, the system has a leak). NOTE: If system has excessive amounts of moisture,
60 minutes evacuation may not be sufficient since
3. Run the pump for five minutes and close the
the water must turn to a vapor to be drawn out of the
hand valves and shut off the pump.
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.

The moisture must turn to gas before the pump can CHARGING THE AC SYSTEM
pull it out. The moisture takes time to boil away, so
that it can be drawn out of the system. The vacuum When charging the system, it is possible to put it in
pump can draw most of the air out quickly, but a as a gas or as a liquid. Adding refrigerant as a liquid
deep vacuum requires more time; the deeper the is faster but can damage the compressor if not done
vacuum the more time required. correctly. The procedure used, and where the refrig-
erant 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 R-
The most important factor is the ability for the
134a system is to first, recover all of the refrigerant
system to hold the deepest vacuum the pump
from the system. The charging refrigerant should
can pull, and hold it for 15 minutes after the
then be weighed on a scale to ensure the proper
pump has stopped. This may take several tries
amount is charged into the system. Most recovery
depending on how long the system was held in a
units include a scale within the apparatus, thus mak-
vacuum.
ing it very easy to charge the correct amount every
time. If equipment such as this is not available, a
common scale can be used to determine the weight
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the sys-
tem until the difference is shown on the scale. On
certain types of equipment, it is also possible to add
any necessary lubricant when charging the system.
If a scale is not used when charging R-134a into a

system, it is difficult to tell if the correct charge has
been achieved. The sight glass can provide some
indication, but it is not a reliable tool for determining
proper charge.

TROUBLESHOOTING
Pre-Diagnosis Checks Preliminary Steps
If the system indicates Insufficient cooling, or no The following steps outline the correct procedures
cooling, the following points should be checked necessary to prepare the truck and the system for
before proceeding with the system diagnosis proce- testing and diagnosis:
dures. 1. Correctly connect the manifold gauge set to the
system. Refer to the connection and purging
Preparing For Diagnosis
procedures outlined in this section.
Successfully servicing an air conditioning system, 2. Run the engine with the air conditioning system
beyond the basic procedures outlined in the previous on for five to ten minutes to stabilize the system.
section, requires additional knowledge of system
3. With the engine and the system at normal oper-
testing and diagnosis.
ating temperature, conduct a Performance Test
A good working knowledge of the manifold gauge set as outlined in this section.
is required to correctly test and diagnose an air con-
ditioning system. An accurate testing sequence is
usually the quickest way to diagnose an internal System Performance Test
problem. When correctly done, diagnosis becomes
an accurate procedure rather than guesswork. This test is performed to establish the condition of all
components in the system. Observe these conditions
• Compressor belt - Must be tight, and aligned. during testing:
• Compressor clutch - The clutch must engage. If it 1. Start engine and operate at 1200 to 1500 RPM.
does not, check fuses, wiring, and switches.
2. Place fan in front of condenser to simulate nor-
• Oil leaks - Inspect all connection or components mal ram air flow and allow system to stabilize.
for refrigeration oil leaks (especially in the area of
the compressor shaft). A leak indicates a 3. Place a thermometer in air conditioning vent
refrigerant leak. closest to evaporator.
• Electrical check - Check all wires and 4. Evaluate the readings obtained from the
connections for possible open circuits or shorts. gauges to see if they match the readings for the
Check all system fuses. ambient temperature.
Note: Some systems use different safety devices in As preliminary steps to begin checkout of the system,
the compressor circuit to protect the compressor. perform the following:
Check the thermal fuse, the low pressure cutout 1. Close all windows and doors to the cab.
switch, high pressure cutout switch or trinary
2. Set air conditioning system at maximum cooling
pressure switch if equipped.
and blower speed operation.
• Cooling system - Check for correct cooling 3. Readings on the two manifold gauges should
system operation. Inspect the radiator hoses, be within normal range, adjust for ambient tem-
heater hoses, clamps, belts, water pump,
perature.
thermostat and radiator for condition or proper
operation. 4. Compare evaporator discharge air temperature
reading to see if it matches the recommended
• Radiator shutters - Inspect for correct operation
temperature for the ambient temperature and
and controls, if equipped.
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.

5. Carefully feel the hoses and components on the Diagnosis Of Gauge Readings And System
high side. All should be warm-hot to the touch. Performance
Check the inlet and outlet of receiver-drier for
The following Troubleshooting Chart lists typical mal-
even temperatures, if outlet is cooler than inlet,
functions encountered in air conditioning systems.
a restriction is indicated.
Indications and or problems may differ from one sys-
tem to the next. Read all applicable situations, ser-
vice procedures, and explanations to gain a full
understanding of the system malfunction. Refer to
information listed under “Suggested Corrective
Use extreme caution when placing hands on high Action” for service procedures.
side components and hoses. Under certain con-
ditions 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 con-
sidered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.

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 Check for leaks by performing leak test.
slightly lower than normal.
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 perform-
ance 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.
- Pressure sensing switch may have compressor Add refrigerant (make sure system has at least
clutch disengaged. 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 com-
- Refrigerant excessively low; leak in system. pressor 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: Extremely Low Refrigerant Charge in the System
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.

- Extremely low or no refrigerant in the system. Check for leaks by performing leak test.
Possible leak in the system.
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 com-
pressor 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.)

Leaks in the system. 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.

PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - HIGH
High side pressure - HIGH

- 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. Re-
place 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 perform-
ance.
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.

An expansion valve malfunction could mean Test: Warm diaphragm and valve body with your
the valve is stuck in the closed position, the filter hand, or very carefully with a heat gun. Activate
screen is clogged (block expansion valves do not the system and watch to see if the low pressure
have filter screens), moisture in the system has gauge rises. Next, carefully spray a little nitrogen,
frozen at the expansion valve orifice, or the or any substance below 32° F, on the capillary coil
sensing bulb is not operating. If the sensing bulb (bulb) or valve diaphragm. The low side gauge
is accessible, perform the following test. If not, needle should drop and read at a lower (suction)
proceed to the Repair Procedure. pressure on the gauge. This indicates the valve was
partially open and that your action closed it. Repeat
the test, but first warm the valve diaphragm or
capillary with your hand. If the low side gauge
drops again, the valve is not stuck.
Repair Procedure: Inspect the expansion valve

screen (except block type valves). To do this,
remove all refrigerant from the system. Disconnect
the inlet hose fitting from the expansion valve.
Remove, clean, and replace the screen. Reconnect
the hose and replace the receiver-drier. Evacuate
and recharge the system with refrigerant using a
scale. Check AC operation and performance. If the
expansion valve tests did not cause the low press-
ure gauge needle to rise and drop, and if the other
procedure described did not correct the problem,
the expansion valve is defective. Replace the valve.

PROBLEM: Expansion Valve Stuck Open
Indications:
Air from vents in the cab seems warm
or only slightly cool.

The expansion valve is stuck open and/or the Test: Operate the AC system on it's coldest
capillary tube (bulb) is not making proper contact setting for a few minutes. Carefully spray
with the evaporator outlet tube. Liquid refrigerant nitrogen or another cold substance on the cap-
may be flooding the evaporator making it imposs- illary tube coil (bulb) or head of the valve. The low
ible for the refrigerant to vaporize and absorb pressure (suction) side gauge needle should now
heat normally. In vehicles where the expansion drop on the gauge. This indicates the valve has
valve sensing bulb is accessible, check the closed and is not stuck open. Repeat the test,
capillary tube for proper mounting and contact but first warm the valve diaphragm by warming
with the evaporator outlet tube. Then perform the with hands. If the low side gauge shows a drop
following test if the valve is accessible. If it is not, again, the valve is not stuck. Clean the surfaces of
proceed to the Repair Procedure. the evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened to
the evaporator outlet and covered with insulation
material. Operate the system and check perform-
ance.
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 expan-
sion 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.

Kink in a line, collapsed hose liners, plugged Repair Procedure: After you locate the defective
receiver-drier or condenser, etc. component containing the restriction, recover all
of the refrigerant. Replace the defective compo-
nent and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check AC
operation and performance.

PROBLEM: Compressor Malfunction
Indications:
High side pressure - LOW
Compressor operates noisily.

- Defective reed valves or other internal Repair Procedure: If the belt is worn or loose,
components. replace or tighten it and recheck system perform-
ance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale.
Check system operation and performance.
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.

- Thermostat malfunctioning possibly due to Replace the thermostatic switch. When removing
incorrect installation. the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and the capillary tube that is attached
to it. Use care not to kink or break the tube.
Position the new thermostat capillary tube at or

close to the same location and seating depth
between the evaporator coil fins as the old one.
Connect the electrical leads

PROBLEM: Condenser Malfunction or System Overcharge
Indications:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.

- Lack of air flow through the condenser fins 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 over-
charged. 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.

PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM
Truck Serial Number_________________________
Site Unit Number____________________________ Last Maintenance Check:_____________________
Date:____________Hour Meter:________________ Name of Service Technician________________
Maintenance Interval NOTE: Compressor should be run at least 5 minutes

(months) (40°F minimum ambient temperature) every month,
COMPONENT in order to circulate oil and lubricate components.
3 6 12 Done
1. Compressor Maintenance Interval
Check noise level (months)
Check clutch pulley COMPONENT
3 6 12 Done
Check oil level
Run system 5 minutes 4. Expansion Valve
Check belt tension Inspect capillary tube (if
X
(80-100) lbs; V-belt used) for leakage, dam-
Inspect shaft seal for leakage, looseness
age 5. Evaporator
Check mounting bracket Clean dirt, bugs, leaves,
(tighten bolts) etc. from fins (w/ com-
Check clutch alignment w/ pressed air)
crankshaft pulley Check solder joints on
(within inlet/outlet tubes (leakage)
0.06 in.) Inspect condensation
Perform manifold gauge drain
check 6. Other Components
Verify clutch is engaging Check discharge lines
2. Condenser (hot to touch)
Clean dirt, bugs, leaves, Check suction lines
etc. from coils (w/com- (cold to touch)
pressed air) Inspect fittings/clamps/
Verify engine fan clutch is hoses
engaging (if installed) Check thermostatic switch
Check inlet/outlet for for proper operation
obstructions or damage Outlets in cab: 40°F to 50°
F
3. Receiver-Drier
Inspect all wiring connec-
Check inlet line from
tions
condenser (should be hot
Operate all manual con-
to touch)
trols through full functions
Replace, if system is
opened

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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Traveling Again At Set Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Relationship With Exhaust Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Recommended Set Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 Operator Cab and Controls 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

NOTES

OPERATOR CAB AND CONTROLS
FIGURE 5-1. STEERING WHEEL AND CONTROLS
1. Steering Wheel 5. Windshield Wiper/Washer Switch 9. Throttle Pedal

2. Tilt Lever 6. Headlight Dimmer Switch 10. Center Console
3. Turn Signals and Headlight Switch 7. Retard Control Lever 11. Hoist Control Lever
4. Air Horn 8. Brake Pedal
STEERING WHEEL AND CONTROLS Horn

The steering wheel (1, Figure 5-1) may be adjusted The horn (4) is actuated by
through a tilt angle to provide a comfortable position the horn button in the center
for the operator. of the steering wheel. When
the button is depressed, it
Tilt Lever
activates the horn solenoid.
Adjust the tilt angle of the
steering wheel by pulling Tilt
Lever (2) up, toward steer-
ing wheel and moving the Windshield Wiper / Washer Switch
wheel to the desired angle.
The steering wheel may Windshield wiper switch (5) is used
also be adjusted (tele- to activate the wiper blades and
scoped) in or out at this time. Pushing the lever back washer system. This switch has four
locks the wheel in the desired position. wiper position settings and a washer
push-button:
Turn Signal Lever Switch INT: Wipers operate intermittently.
Turn signal lever (3) is used OFF: Wipers are off.
to activate turn signal lights: LOW: Wipers operate at low speed.
Move lever upward to signal HI: Wipers operate at high speed.
a turn to the right (R). Move
lever downward to signal a Press end of switch to spray washer liquid onto wind-
turn to the left (L). shield.

Headlights and Dimmer Switch THROTTLE PEDAL
The headlights and dim- The throttle pedal (9) is a
mer switch (6, Figure 5- foot operated treadle pedal
1) is part of the turn sig- which allows the operator to
nal lever function. The control fuel to the engine to
headlights are turned Off provide engine accelera-
and On by rotating the tion.
switch on the end of the
lever handle. The switch The electronic treadle pedal
has three positions: sends signals to the electronic engine fuel control
OFF; RUNNING/ system. The movement of the governor control arm
CLEARANCE LIGHTS; corresponds directly to travel of the treadle pedal as
and HEADLIGHTS. applied by the operator. When the pedal is released,
a spring returns the pedal and governor control arm
The dimmer switch is part of the turn signal lever to the low idle position.
function.
Pulling the lever up will activate headlights to low
beam [A]. Pushing the lever down activates head- CENTER CONSOLE AND CONTROLS
lights to high beam [B].
The center console (10, Figure 5-1) is located to the
right of the Operator.
Retard Control Lever

The retarder control Transmission Range Selector
lever (7) allows the oper-
ator to apply only the The transmission range selector (1, Figure 5-2) has
REAR oil-cooled brakes. seven positions (R, N, D, 5, 4, 3, and L).
During normal opera-
tion, this lever should be
used to control the
speed of the truck and to
When operating the shift lever, be sure to set it in
stop the truck instead of
position securely (detent). If the lever is not in a
using the foot-operated
detent position, the shift position display on the
service brake pedal. Use of this lever extends front
panel may go out and the transmission warning
brake life while maintaining maximum control of the
monitor lamp may light up.
truck.
When shifting between FORWARD and
REVERSE, stop the machine completely, and
reduce engine speed to low idle when moving the
BRAKE PEDAL lever.
The brake pedal (8) is a If the parking brake is not released, and the shift
foot-operated pedal which lever is moved to a position other than N, the
activates air-over-hydraulic central warning lamp will flash and the alarm
pressure converters which buzzer will sound.
apply front caliper dry disc If the dump lever is not at the FLOAT position,
brakes and rear oil-cooled and the shift lever is moved to a position other
wet disc brakes. This pedal than N, the central warning lamp will light up and
should be used when the alarm buzzer will sound.
maneuvering in tight places, at the shovel and dump,
Do not move the shift lever with the accelerator
and when quick stops or severe braking is required.
pedal depressed. This will cause shift shock, and
will reduce the life of drive train components.

When moving the range selector lever from N to R, or
Release Button from D to 5, the release button on the end of the han-
dle (operator side) must be pressed before the selec-
tor lever can be moved.
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 opera-
tions 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 transmis-
sion 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.
5, 4, 3 positions -
Road and load conditions sometimes make it desir-
able to limit the automatic up-shifting to a lower
range. These positions provide more effective retard-
FIGURE 5-2. CENTER CONSOLE ing 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
1. Transmission Range Selector (Shift Lever) also downshift to first range when required by grade/
2. Shift Limiter Switch load/engine conditions. When conditions permit,
3. Power Mode Selector Switch select position D for normal operation.
4. Emergency Steering Switch
5. Emergency Brake Lever L - LOW position -
6. Parking Brake Valve Lever Use this range position when maneuvering in tight
7. Engine Shutdown Warning Light spaces and when pulling through mud or deep snow.
8. Engine Maintenance Light Use this range position also when driving up and
9. Engine Maintenance Light down steep grades where maximum driving power or
10. Not Currently Used maximum retarding is required.
11. Engine Fault Code Switch NOTE: The transmission will be locked into first gear
12. Engine Diagnostic Switch if the body is not seated on the frame. Always lower
the body when traveling.

Shift Limiter Switch Emergency Steering Switch
This switch (2) is used to limit the This switch (4) actuates
highest speed range when the the emergency steering
transmission shift lever is in D or pump.
L Ranges.
Depress the center but-
ton to activate the emer-
gency steering pump
motor.
POSITION:
D Range - F2 - F7 Depress the button again to turn
L Range - F1 - F2 Off the emergency steering.
D Range - F2 - F6 When the switch is ON, the RED
L Range - F1 lamp in the switch will light. The
red warning light on the right-
When the switch position is OUT the light is OFF. hand side of the instrument panel
When the switch position is IN the light is ON. will also light.
Economy / Power Mode Switch

Do not use the emergency steering for longer
This switch (3) activates a part of than 90 second intervals and do not drive in
the electronically controlled excess of 5 km/hr (3 mph).
engine fuel system. The switch
Use this operation ONLY in emergency situa-
controls optimum operating effi-
tions. Do not use this function for normal body
ciency in loaded vs. unloaded
operation.
conditions.
When the emergency steering is actuated, it is possi-
ble to use the dump lever to raise the dump body.
NORMAL IDLE - When in Economy However, the body cannot be raised when loaded.
Mode (switch IN - light ON), fuel usage
Emergency steering will be activated automatically if
is reduced as full engine power is not
the steering pump fails or the engine stops during
required.
operation.
ADVANCED IDLE - When switched to
Power Mode (switch OUT - light OFF),
full fuel flow is allowed to provide max-
imum rated engine power.
NOTE: This switch also affects the transmission shift If the emergency steering automatically actuates,
points from F1 to F2, and F2 to F1: stop the machine as quickly as possible and
Economy Mode carry out an inspection to determine the cause.
Upshift (F1 to F2) = 2000 RPM. Notify maintenance personnel immediately.
Downshift (F2 to F1) = 1300 RPM.
Power Mode If the key switch is turned ON when the machine is

Upshift (F1 to F2) = 2100 RPM. stopped and the parking brake switch is OFF
Downshift (F2 to F1) = 1400 RPM. (unlocked position), the auto emergency steering will
be actuated after 1.5 seconds. Turn the parking
brake switch to the PARKING (ON/ locked) position.

Emergency Brake Lever • 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.
• 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

TRAVEL: Parking brake released.
brake ONLY if the foot operated brake pedal and/
(UNLOCKED)
or the column mounted retarder lever do not sup-
ply enough braking effort to stop the truck.
Use the emergency brake lever to bring the truck • When the lever is set to the PARKING position,
to a complete stop. When the truck has come to a the parking brake pilot lamp lights up.
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
Always apply the parking brake when parking or
ALL brakes (front, rear, & parking brake) with all
available pressure. leaving the machine.
• If the emergency brake is applied because of a

failure in the air system, the central warning lamp • When the lever is set to the PARKING position, if
will flash and the alarm buzzer will sound. the transmission shift lever is at any position
other than N, the central warning lamp will flash
and the alarm buzzer will sound.
AFTER MAKING AN EMERGENCY STOP • If the air pressure drops below 215.7 kPa (2.2 kg/
• Immediately after stopping, move parking brake cm2, 31.2 psi), the parking brake is automatically
lever (6, Figure 5-2) to the APPLIED/LOCKED applied.
position, then place blocks around all wheels to For instructions to release the parking brake when it
secure the machine. is applied because of failure in the air system, see
Notify maintenance personnel immediately. Do Release of Parking Brake, Section J, Parking Brake.
not operate the truck until the cause for the
emergency has been determined and repaired.

ENGINE ELECTRONIC CONTROL Engine Shutdown Light (Stop Engine)
SYSTEM When illuminated, this red
The following items (7, 8, 9, 11, & 12, Figure 5-2) engine shutdown light (7,
relate to the engine electronic fuel control system. Figure 5-2) indicates a seri-
ous engine problem exists.
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 The fault can be engine disabling.
On, the lamps (7,8, 9) should Stop the truck in a safe area, as
illuminate for about 2 sec- soon as possible. Shutdown the
onds and then turn Off, if no engine and notify maintenance
faults are detected in the personnel immediately.
system. This is a system
lamp test.
Engine Maintenance Light
(Check Engine)
If a light remains
On, or if a light This amber/yellow light, (8, Figure
flashes, then active 5-2) when illuminated, indicates
faults have been an engine fault exists. Current
detected by the sys- engine operation may proceed,
tem and the engine but the machine should be sched-
should not be uled for checkout/repair as soon
started until the con- as practical.
dition has been cor-
rected.
Engine Maintenance Light
(Protect Engine)
Refer to Determining Fault Codes.
This blue engine maintenance
During engine operation, if a fault is detected in the light (9), when illuminated, indi-
system, a light associated with that condition will turn cates an out-of-range condition
ON and stay on for Warning faults, or it will turn ON exists within the fuel temperature,
and FLASH for more severe faults that can affect coolant, oil, or intake air sys-
engine operation and require immediate attention. tem(s) of the engine.
The light may show initially as a
constant On, but will go to flashing On, if the condi-
tion 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.

ENGINE DIAGNOSTICS b. There will be a 1-2 second pause, and then
the red engine shutdown light (7) will flash
Fault Check Switch out the three digit diagnostic code.
This fault check switch (11, Figure Each digit is indicated with up to nine light
5-2), when moved to the ON flashes for each digit. There is a short pause
(down) position, may be used to between each digit of the fault code.
activate the engine electronic con-
c. After all three digits are flashed, the yellow
trol system diagnostic codes.
lamp will flash once, and then the red lamp
When the system detects a fault
will repeat the same fault code sequence as
and one of the indicator lamps (7,
before.
8, 9) illuminates as previously
described, this switch will permit
determination of the kind of fault(s)
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.
4. The system will continue to flash the same fault
To display the next active fault code, move the switch code until the fault scroll Switch (12) is activated
lever to the UP position momentarily and release again.
(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 Exiting The Diagnostics Mode
repeated, starting from the first fault code.
Starting the engine,
Moving the switch lever to the DOWN position or turning the key-
momentarily and releasing, permits the system to switch to the OFF
scroll (as described above) backwards through the position, will exit the
fault list. diagnostics fault
flash mode.
Determining Fault Codes
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 If active fault codes have been determined as
the ON position. described previously, refer to the appropriate
3. If there is an active fault: Komatsu engine manual.
a. The amber/yellow engine maintenance light

(8) will flash once.

HOIST CONTROL 5. After lowering the dump
body a certain distance,
The hoist control (11, Figure 5-1) is a four position, move dump lever to the
hand operated control lever located to the left of the FLOAT position.
operator seat. The hoist control lever and hoist con- Release the lever and it
trol valve are connected by a mechanical push-pull will return automatically
control cable. to the FLOAT position.
To raise the dump body: (refer also to Operating The body will move down under its own weight.
Instructions, Dumping)
1. Move shift lever (1) to
NOTE: When traveling, always set the dump lever at
the N position, and
the FLOAT position, regardless of whether or not the
apply parking brake
truck is loaded. If the transmission range selector is
valve lever (6) to
moved to any position other than N (NEUTRAL)
LOCKED position.
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 6. Release parking brake valve lever.
remain in this position until
moved to HOLD - either
manually or by the body-up Safety Lock
limit linkage.
Move hinged lock around dump
lever. This device locks the dump
2. Raise engine RPM to accelerate hoist speed. lever in the HOLD position.
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 When carrying out inspection on the machine
(adjusted position of body with the body raised, always lock the dump lever
positioner) dump lever in the HOLD position, and then install the body
returns to the HOLD posi- up safety pins.
tion. 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.
4. After material being

dumped clears body,
move dump lever to the
LOWER position and
dump body will start to
lower.

ASR / ARSC (OPTIONAL) ASR SYSTEM CONTROLS
The ASR (Automatic Spin Regulator) and ARSC The Automatic Spin Regulator (ASR) system is acti-
(Automatic Retard Speed Control) option package vated using the ASR system switch (1, Figure 5-3).
allows increased operator safety and convenience. It During operation, if wheel slippage is detected, the
provides the following features: 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 When slippage occurs, the system applies the ser-
conditions, the truck can start and travel normally vice brake on the slipping wheel allowing the other
even on a bad or slippery road surface. wheel to transmit the driving torque
• ARSC: A method to allow the operator to set the Refer to Figure 5-3 for the location of the ASR/ARSC
maximum speed of the truck when descending a
controls, indicator lights, and speed setting display.
hill. This feature automatically applies the
retarder to prevent the truck from exceeding the
maximum desired speed.
FIGURE 5-3. AUTOMATIC RETARD SPEED CONTROL AND AUTOMATIC SPIN

REGULATOR CONTROLS
1. ASR System Switch (ON/OFF) 5. Accelerator Pedal 9. ARSC Set Speed Display
2. ARSC System Switch (ON/OFF) 6. ASR/ARSC Caution Lamp (Red) 10. Retarder Control Lever
3. ARSC Set Lever 7. ARSC Standby Lamp (Green) 11. Central Warning Lamp
4. Brake Pedal 8. ASR Operation Lamp (Green) 12. Exhaust Brake Switch

System Switch PRECAUTIONS WHEN USING THE ASR
The ASR system switch (1, Figure 5-3) is used to SYSTEM
turn the ASR system On/Off. • 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.
ASR/ARSC Caution Lamp
• If both rear wheels slip at the same speed, the
The caution lamp (6) will light if a problem occurs in ASR system will not function. If this should occur,
the ASR or the ARSC systems. When the key switch the operator must adjust engine output using the
is first turned On, the lamp will light for 3 seconds to accelerator pedal.
verify the bulb is functioning.
ASR Operation Lamp

This lamp (8) illuminates when the system detects
slippage of the rear wheels and the ASR system
starts working. • The ASR system operates when the system
switch is turned ON.
• If a problem occurs within the system and
Central Warning Lamp travel cannot be controlled securely, the
system will turn Off, the warning buzzer will
This lamp (12) will light along with the ASR caution sound and the ASR system operation will
lamp if there is a serious problem in ASR system stop.
when the ASR switch (1) is ON. • Although the ASR system is designed to limit
wheel slippage, there may be conditions
where the truck cannot be operated safely
Retarder Control Lever such as on icy roads or a steep slope. In this
situation, the road surface should be repaired
When ASR is active and the operator applies the before driving.
retarder control lever (10), ASR operation is stopped.
• On a slippery road, more air is consumed by
operation of the ASR system. If the air
pressure drops and the warning buzzer
Accelerator Pedal sounds, stop the truck in a safe place. Wait
until the air pressure returns to normal and
The ASR system only operates if the accelerator then proceed.
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.
Brake Pedal
When ASR is active, if the brake pedal (4) is
depressed, ASR operation is stopped.

ARSC SYSTEM CONTROLS ASR/ARSC Caution Lamp
When traveling downhill, if the Automatic Retard The caution lamp (6) will light if a problem occurs in
Speed Control (ARSC) system is On and the set but- the ASR or the ARSC systems.
ton on the end of the ARSC set lever is pressed at
the speed that is to be maintained, the retarder is Note: When the key switch is first turned On, the
automatically applied when necessary to prevent the lamp will light for 3 seconds to verify the bulb is
travel speed from exceeding the set speed. functioning.
ARSC Standby Lamp

System Switch
When this lamp (7) is On, it shows that the travel
This switch (2, Figure 5-3) is used to turn the ARSC speed is set and that operation of the ARSC is possi-
system On/Off by depressing the button. ble. When it is Off, the ARSC is not actuated.
Note: The lamp will light up for 3 seconds when the

ARSC Set Lever 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 fol-
lows: Set Speed Display
• Used when setting the travel speed. The set speed display (9) displays the speed (km/h
or MPH) that has been set.
• Used when making fine adjustments up or down
to the set speed. (Tap Up/Tap Down) • When the key switch or the system switch is
turned ON, the display initially shows “– –”, and
• Used when canceling the set speed. then will display “0” until the speed is set.
• The display turns off when the system switch is
OFF.
Brake Pedal
• It displays “0” when the set value is canceled.
The brake pedal (4) can be used to apply the service
brakes even though the ARSC system is activated.
Retarder Control Lever
Accelerator Pedal Even if the ARSC system is active, the retarder can
be controlled with the retarder control lever (10).
The ARSC system is actuated only when the acceler-
ator pedal (5) is released.
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.

ARSC SYSTEM ACTUATION Traveling Again At Set Speed
The ARSC system is actuated when the system If the truck repeatedly travels on the same slope,
switch (2, Figure 5-3) is On. once the travel speed has been set, it is possible to
operate the ARSC without performing the setting
If the set switch on the ARSC set lever (3) is pressed, operation each time.
the travel speed at that moment is set as the downhill
travel speed. If the travel speed exceeds the set Before entering a downhill slope, if the travel speed
downhill speed, the retarder is automatically actu- has been adjusted to a speed lower than the set
ated. speed displayed on the travel speed display, the
ARSC Standby lamp (green) lights and the ARSC is
The travel speed set by the operator is displayed on actuated when the accelerator pedal is released.
the set travel speed display (9) and is stored in mem-
ory. NOTE: When traveling at a speed greater than the
set speed displayed on the travel speed display, the
If the accelerator pedal (5) is depressed when the ARSC is not actuated even when the accelerator
ARSC is being operated, the ARSC is canceled and pedal is released. When this happens, the ARSC
the speed increases. Standby lamp (green) also does not light up. Always
If the foot brake (4) or retarder control lever (10) are adjust the travel speed to a speed lower that the set
operated when the ARSC is being used, the truck speed displayed on the travel speed display, and
can be slowed or stopped in the normal manner. 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 The tap up and tap down operations are used for
selection of the shift lever as shown below. making fine adjustment of the set travel speed.
• When the shift lever is at positions D, 5, 4, 3, L, • To raise the set travel speed 1 km/h (0.6 MPH),
the set speed range is 10 - 55 km/h (6.2 - 34.2 push the ARSC set lever (3, Figure 5-3) forward
MPH) once.
• The travel speed cannot be set when the shift • To reduce the set travel speed 1 km/h (0.6 MPH),
lever is at N or R. pull the ARSC set lever back once.
• If the actual travel speed is less than 10 km/h (6.2 Release the ARSC set lever after changing the set
MPH) when the speed setting button is travel speed.
depressed, 10 km/h is set.
Notes:
At all other times, the actual travel speed is set.
• If the set switch and cancel are operated at the
same time, the cancel operation is given priority.
To Increase Set Speed • If the set switch and tap up are operated at the
same time, the tap up operation is given priority.
To increase the set speed, depress the accelerator
pedal (5, Figure 5-3) to increase speed, and when • If the set switch and tap down are operated at the
the desired travel speed is reached, press the set same time, the tap down operation is given
switch on the end of the ARSC set lever (3). The set priority.
travel speed will be changed to the new speed. • It is possible to adjust the set travel speed up to
±5 km/h (±3.1 MPH) when traveling in ARSC
To Decrease Set Speed (when the accelerator pedal is released).
To decrease the set speed, operate the retarder con- • When the accelerator pedal is being depressed,
trol lever (10, Figure 5-3) to reduce speed, and when the ARSC is canceled, so it is possible to operate
the desired travel speed is reached, press the set freely in a range from 10 to 55 km/h (from 6.2 to
switch on the ARSC set lever (3). The set travel 34.2 MPH).
speed will be changed to the new speed.
NOTE: After using the retarder control lever to
reduce the speed, return it to its original position.

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 ARSC system travel speeds must be set accord-
ing to operating conditions. Refer to Retarding
• If the system switch is turned Off, the control is Capacity decal in cab for proper gear range and
canceled. When the system switch is OFF, the
maximum truck speeds when descending
travel speed display turns off.
grades.
Do not exceed maximum engine speed or brake
NOTE: The cancel switch must be operated for at oil temperature.
least 1 second (different from other switches) to
cancel the control. This is to prevent cancelling The ARSC system is actuated only if the system
operation if the switch is touched accidentally. 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.
Relationship With Exhaust Brake On slippery road surfaces, the wheels may lock
If the exhaust brake switch (12, Figure 5-3) is in the when the ARSC system is actuated. IF ROAD
ON position, the exhaust brake is actuated normally CONDITIONS ARE POOR, DO NOT USE THE
when the accelerator pedal is released if the torque ARSC SYSTEM.
converter lock-up is On. If the truck attempts to
exceed the set speed, the ARSC is actuated. If a problem occurs in the system and it becomes
impossible to maintain accurate control of the
If the exhaust brake switch is in the OFF position, the truck, a warning is given, the system will turn Off
exhaust brake is not actuated when the ARSC is if a serious problem has occurred and the ASRC
being operated. If the foot brake or retarder control system is released. The operator should then use
lever are operated, the exhaust brake is actuated the foot brake and retarder control lever to main-
normally. tain control and move the truck to a safe place,
If the downhill slope is not steep and the engine then turn the system switch OFF.
brake and exhaust brake have ample effect, the truck
will not accelerate to the set travel speed and the
ARSC may not be actuated.
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 illu-
minate and the set travel speed is automatically
reduced.

TROUBLESHOOTING THE ASR/ARSC Warning Type 2
SYSTEMS If the following occurs in the ASR or ARSC system, it
The ASR system and the ARSC system share a indicates a problem has occurred in one of the sys-
common controller and therefore troubleshooting one tems but the affected system will still continue to
system may involve investigating the other system at operate.
the same time. • ASR/ARSC caution lamp flashes
The systems controller is located in the cab, behind • Central warning lamp remains Off
the operator seat.
• Warning buzzer remains Off
When a problem occurs in the system If the above warning signal appears, the system
The systems controller is equipped with a self-diag- will continue to function, however the system
nostic function. If a problem occurs, a failure code is should be turned Off immediately and the problem
displayed by the controller LED mounted on the face should be investigated and repaired. The normal
of the controller. Some failure codes are common to operator controls (foot brake, retarder lever) will still
both the ASR and the ARSC system circuits while be functional and should be used to control the truck.
others are unique to one system or the other. When the system is turned OFF, the caution lamp
The Fault Code Table on the following page lists the will also turn Off.
numeric code, a description of the fault, and an “X” in
Model Selection, Tire Selection, And Failure Code
the Applicable System column indicates whether the
Display
fault has occurred in the ASR system or if in the
ARSC system, or if the problem is common to and When the key switch is turned On, the codes below
affects both systems. The last column indicates are automatically displayed in the following order on
whether it is a Warning Type 1 or 2 (see below). the controller LED.
Refer to the Section M, Options for additional, 1. LEDs all light up.
detailed information regarding troubleshooting proce- 2. Model Code:78 (represents HD785-5LC)
dures based on the fault code observed.
3. Tire diameter
There are two levels of failure as recognized by the Code: B.- Tire: Large size (standard)
system and continued operation or system shutdown 4. Initial failure code.
will vary depending on the warning type:
5. Failure code that occurred immediately before
Warning Type 1 the failure code in 4.
6. Failure code that occurred immediately before
If a serious problem has occurred in the ASR or the the failure code in 5.
ARSC system the following warnings will activate:
• The central warning lamp (11, Figure 5-3) will Failure Codes
flash. Refer to Fault Code Table on the following pages for
• The warning buzzer will sound. a list of ASR/ARSC system faults and applicable
warning type.
• 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 set travel speed display (9, Figure 5-3) is also
the source of the problem. equipped with a self-diagnostic function, and a failure
If the above warning signals appear, the system code is displayed on the set travel speed display.
will stop functioning. The normal operator controls E1 - Abnormality in CPU - Turn the key switch
(foot brake, retarder lever) will still be functional and ON again or turn the system switch ON again.
should be used to control the truck.
E2 - Abnormality in memory - Turn key switch
The system should immediately be turned off and the ON again or turn the system switch ON again.
problem investigated by maintenance personnel.
When the system is turned Off, the central warning
lamp and caution lamp will also turn Off.

FAULT CODE TABLE
APPLICABLE
FAILURE SYSTEM WARNING
DETAILS
CODE TYPE
ASR ARSC
0.1 X X Abnormality in power source 1
1.0 X X Open circuit, short circuit to ground, short circuit in engine speed sensor system 1
1.1 X Open circuit in RR wheel speed sensor 1
1.2 X Open circuit in RL wheel speed sensor 1

1.3 X X 1
1.5 X Short circuit to ground in retarder oil temperature sensor system 1

1.6 X Steering angle sensor failure 2
1.7 X X Open circuit, short circuit to ground, short circuit in accelerator signal system 1
1.8 X Open circuit, short circuit to ground in suspension pressure sensor (left) system 1
1.9 X Open circuit, short circuit to ground in suspension pressure sensor (right) system 1
4.2 X Open circuit, short circuit in exhaust brake signal system 2
4.3 X X Open circuit, short circuit in ASR/ARSC caution lamp system 1
4.4 X Open circuit in ARSC Standby lamp system 2
4.5 X X Open circuit, short circuit in central warning lamp system or buzzer system 2
5.2 X Short circuit to ground in exhaust brake signal system 2
5.3 X X Short circuit to ground in ASR/ARSC caution lamp system 1
5.4 X Short circuit to ground in ARSC Standby lamp system 2
5.5 X X Short circuit to ground in central warning lamp system or buzzer system 2
6.0 X X Failure in engine speed sensor system 1

6.1 X Failure in RR wheel speed sensor 1
6.2 X Failure in RL wheel speed sensor 1
6.3 X Failure in transmission output shaft speed sensor 1

7.0 X Open, short circuit in speed display up output 2
7.1 X Open, short circuit in speed display down output 2
7.2 X Open, short circuit in speed display clear output 2

7.3 X Short circuit to ground in speed display up output 2
7.4 X Short circuit to ground in speed display down output 2
7.5 X Short circuit to ground in speed display clear output 2
8.0 X Failure in pressure control valve (left) or failure in pressure switch 2 system 1
8.1 X X Short circuit to ground in pressure control valve system (right) 1
8.2 X Short circuit to ground in pressure control valve system (left) 1

8.3 X X Open, short circuit in pressure control valve system (right) 1
8.4 X Open, short circuit in pressure control valve system (left) 1
Failure in pressure control valve system (retarder remains applied) or failure in pres-
8.5 X X 1
sure switch 1 system
Failure in pressure control valve system (retarder has no affect) or failure in pressure
8.6 X 1
switch 1 system

FAULT CODE TABLE
APPLICABLE
FAILURE SYSTEM WARNING
DETAILS
CODE TYPE
ASR ARSC
8.7 X X Failure in pressure control valve system (right) or failure in pressure switch 1 system 1
8.9 X X Short circuit to ground in pressure cracking valve 1
9.0 X X Open, short circuit in pressure cracking valve 1

Failure in pressure cracking valve (remains open) or failure in pressure switch 2 sys-
9.1 X X 1
tem
Failure in pressure cracking valve (does not open) or failure in pressure switch 2 sys-
9.2 X X 1
tem
9.3 X Open circuit, short circuit in system switch (See Note below) 1
9.4 X Short to ground in system switch (See Note below) 1

9.5 X Open, short circuit to ground in travel speed set switch system 1
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

NOTE: When using the ASR or ARSC for the first
Turn the truck key switch to ON (without starting the time, always clear the failure codes. After clearing
engine) and disconnect connectors CR1 and CR2 the codes, connect connectors CR1 and CR2.
protruding from the wire harness routed to the ASR/
ARSC controller connectors.
• 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.

INSTRUMENT PANEL AND INDICATORS
The instrument panel consists of the gauge and mon- The monitors and gauges inside the monitor module
itor module, speedometer module, monitor module, and speedometer module are actuated by the signal
service (hour) meter, odometer, plate, and the parts from the gauge and monitor module, and the odome-
connected to them. ter is actuated by signals from the speedometer mod-
ule.
The gauge and monitor module and speedometer
module each have a microcomputer to process and The following pages will identify each element of the
display the signals from the sensors. Liquid crystal is instrument panel as shown in Figure 5-4 and detail
used for the display area. its function and purpose for the operator.
FIGURE 5-4. CAB INTERIOR

FIGURE 5-5. WARNING AND CAUTION LAMPS
1. Central Warning Lamp W = Warning Monitor Lamp
2. Action Display Code E = Electronic Controller Monitor
C = Caution Monitor Lamp
WARNING & CAUTION LAMPS

1. The Central Warning Lamp is a red lamp that “C”, Caution Monitor Lamp - These lamps
will flash whenever any of the monitor lamps monitor other important truck functions. If any
(“W”, or “C”, Figure 5-5) are illuminated, or if the abnormality is detected in these systems, the
parking brake is applied and the transmission appropriate lamp(s) will light, and the central
shift lever is not in the N, (NEUTRAL) position. warning lamp will flash.
(Refer also to 54, Figure 5-7, later in this Sec-
When this condition occurs, check the action
tion.)
display code (2), and notify maintenance per-
In addition, if any of the warning monitor lamps, sonnel as soon as possible.
“W”, are illuminated, an alarm buzzer will
sound.
2. Action Display Code - If any abnormality or
“W”, Warning Monitor Lamp - These lamps maintenance requirement is detected, an action
monitor critical truck functions.If any abnormal- code will be displayed. Be prepared to follow
ity is detected in these systems, the appropriate the recommended action.
lamp(s) will light, the central warning lamp will
flash, and an alarm buzzer will sound. Refer to the decal in the upper left-hand corner
of the windshield.
When this condition occurs, STOP the truck
as safely and as quickly as possible, check
the action display code (2), and notify main- “E”, Electronic Controller Monitors -These
tenance personnel. lamps will flash if any abnormality is detected in
Do not operate the truck until the system(s) any of the mechatronics related systems.
is repaired and fully operational. If any of these lamps illuminate, check the
action display code (2), and be prepared to fol-
low the recommended action.

FIGURE 5-6. GAUGE AND MONITOR PANEL
GAUGE AND MONITOR PANEL

Air Pressure Monitor Coolant Temperature Monitor

The air pressure monitor (1, Fig- The coolant temperature monitor
ure 5-6) is a lamp which monitors (3) is a lamp which indicates a
the air pressure in the air tank. If rise in the cooling water tempera-
air pressure in the air tank drops ture.
below a pre-set value, the lamp When the monitor lamp flashes,
will flash. Action code “05” will be run the engine with no load at
indicated. 1200-1500 RPM until the green
If the lamp flashes, refer to (2) air pressure gauge for range of the engine water temperature gauge lights.
action. Action code “05” will be indicated.
Air Pressure Gauge Engine Cooling Water Temperature Gauge

The air pressure gauge (2) The engine cooling water
indicates the air pressure in temperature gauge (4) indi-
the air tank. The GREEN cates the temperature of the
RANGE should be lighted cooling water.
during normal operation.
If the temperature is normal during operation, the

If the red range lights up during operations, the alarm green range will light. If the red range lights during
buzzer will sound, the central warning lamp will flash, operation, the alarm buzzer will sound, the central
and the air pressure monitor lamp (1) will flash at the warning lamp will flash and the coolant temperature
same time. monitor lamp will flash at the same time. If this
occurs, stop the machine and run the engine with no
When the monitor lamp flashes, stop the machine in
load at 1200-1500 RPM until the green range lights.
a safe area, shift the range selector to N, (NEU-
TRAL), and run the engine with no load at 1200-1500
RPM until the green range of the gauge lights up.

Torque Converter Oil Temperature Monitor High Beam Pilot Lamp
The torque converter oil temper- The high beam pilot lamp (9)
ature monitor (5, Figure 5-6) is a lights up when the head lamps
lamp which indicates a rise in the are on high beam.
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 Left Turn Signal Pilot Lamp
lights. Action code “05” will be indicated.
When the turn signal lever is moved
Torque Converter Oil Temperature Gauge downwards, the left turn signal pilot lamp
(10) flashes.
The torque converter oil
temperature gauge (6) indi-
cates the temperature of the
torque converter oil. If the Right Turn Signal Pilot Lamp
temperature is normal dur-
ing operation, the green When the turn signal lever is moved
range will light. If the red range lights during opera- upwards, the right turn signal pilot lamp
tion, the alarm buzzer will sound, the central warning (11) flashes.
lamp will light up and the torque converter oil temper-
ature 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.
Speedometer
Retarder Oil Temperature Monitor The digital speedometer
The retarder oil temperature (12) indicates the travel
monitor (7) is a lamp which speed of the truck in miles
warns that the retarder oil temper hour. This figure will
perature has risen. appear momentarily when
the keyswitch is first turned
If it flashes, stop the machine, On to demonstrate that all segments are working.
return the transmission range
selector lever to NEUTRAL, and
run the engine under no load at 1200-1500 RPM until
Tachometer
the warning lamp goes out. Action code “05” will be
indicated. The tachometer (13) indi-
cates the engine speed in
Retarder Oil Temperature Gauge Revolutions Per Minute
The retarder oil temperature (RPM).
gauge (8) indicates the tem-
perature 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 opera- Shift Limiter Pilot Lamp
tion, the alarm buzzer will sound, the central warning
The shift limiter pilot lamp (14)
lamp will flash, and the retarder oil temperature mon-
lights up whenever the shift lim-
itor lamp will flash at the same time. If this happens,
iter switch in the center console
stop the machine, return the transmission range
is activated.
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.

Lock-up Pilot Lamp Automatic Transmission Mechatronics Monitor
The lock-up pilot lamp (15, Fig- This red indicator (19) flashes when-
ure 5-6) lights up whenever the ever any abnormality occurs in the
torque converter is locked up and mechatronics related parts of the trans-
the transmission enters direct mission control system.
drive.
Other Mechatronics Monitor (OPTIONAL)

This red indicator (20) flashes when-
Transmission Shift Position Pilot Lamp ever any abnormality occurs in the
mechatronics related parts of the PLM
The transmission shift position pilot lamp
(Payload Meter) system.
(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
Fuel Gauge
The shift indicator (17) indicates the lever
position of the transmission range selector. 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.
Engine Controller Monitor Display Lamps 23, 24 & 25 - Not Used

This red indicator (18) flashes when- These indicator lamps are currently not used.
ever any abnormality occurs in any of
the engine control systems.
NOT USED with SAA12V140ZE-2
engine.

Service Meter Odometer
The service meter (26, Figure 5-6) The odometer (28, Figure 5-6)
displays the total hours of opera- indicates the total distance that
tion for the truck. the truck has traveled in miles.
The service meter advances when-
ever the engine is operating, even
if the machine is not moving. Power Mode Indicator
The power mode indicator
Service Meter Indicator
lights (29, Figure 5-6) indicate
The service meter indicator (27) which of the two fuel control
flashes whenever the service meter modes is in use.
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

Refer to Figure 5-7. 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.

Coolant Level Monitor Front Brake On/Off Switch
The coolant level monitor (30,
Figure 5-7) indicates a low radia-
tor 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 This switch (35) is used to change the braking
The engine oil pressure monitor method according to the road conditions.
(31) indicates low engine oil This position (switch OUT - light OFF)
pressure. is used when traveling on normal road
If the lamp flashes and alarm surfaces. Braking force is applied to
buzzer sounds, stop the engine both front and rear wheels.
and carry out inspection. Action This position (switch IN - light ON) is
code “04” will be indicated. used when traveling on slippery roads.
Braking force is applied only to the rear wheels.
Charge Monitor
This switch is present in all instrument panels, but is
The charge monitor (32) indi- inactive in trucks without this option.
cates an abnormality in the
charging system while the engine
is running.
Panel Dimmer Switch
If the monitor lamp lights up,
check the charging circuit. Action The panel dimmer switch (36) is used
code “01” will be indicated. to adjust the brightness of the lighting
inside the monitor panel and pilot
Transmission Oil Filter Monitor lamps.
The transmission oil filter monitor

(33) warns of clogging of the Adjust as follows:
transmission oil filter. If the moni-
tor light lights up, replace the To increase brightness, turn clockwise.
transmission filters, and check To decrease brightness, turn
for contamination in the oil. counterclockwise.
Action code “01” will be indi-
cated.
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.

AISS/Auto Switch Starting Switch
The AISS (automatic idle The starting switch (39, Figure
selector switch, 37, Figure 5- 5-7) is a three-position key-
7) may be positioned to LOW switch:
or AUTO as desired. This
switch is used by the opera- OFF Position - Key insertion/
tor to control the idle speed withdrawal position - None of
of the engine. the electrical circuits activate in
this position. Turn the switch to
LOW position (switch IN - light ON) is OFF to stop the engine.
the MANUAL POSITION and is used
when fine control movements are needed, such as ON - Lamp circuits activate in this position.
when parking, or driving in/out of confined spaces. START - At this key position, the starting motor will
AUTO position (switch OUT - light crank the engine. Release the key immediately after
OFF) is used for normal operations. engine starts; the key will return automatically to ON.
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 park- Pilot Lamp Bulb Check Switch
ing brake is released to start traveling, the idling
Turn the starting switch
speed is automatically set to HIGH speed.
(39) to ON and press the
2. If the coolant temperature is low, the idling pilot lamp bulb check
speed is automatically set to HIGH speed to switch (40) to check if
reduce the time taken for the warming up oper- bulbs will light. All pilot
ation. lamp bulbs should light.
Manual Starting Aid Switch
This truck is equipped with an
Rear Brake Pilot Lamp
automatic cold start aid.
The rear brake pilot lamp (41)
The cold starting aid energizes
lights up when the service brake
the electric heaters in the engine
is depressed or the retarder con-
intake manifold.
trol lever is pulled to actuate the
rear brake.
Under normal conditions,
there is no need to use this
MANUAL switch. If the out- Body Float Caution Monitor
side temperature is below -
5°C (23°F) and the prelube When the dump body control
starter runs a long time, this lever is set to any position other
manual switch can be than FLOAT, or the body is not
pushed IN for 2-3 seconds seated on the frame, the body
before starting the engine to maintain engine pre- float caution monitor (42) lights
heating. up.
The Starting Aid Switch (38) is spring-loaded to the

When traveling, always set the lever to FLOAT posi-
OUT/OFF position.
tion with the body seated.
DO NOT PUSH COLD STARTING AID BUTTON

AFTER ENGINE HAS STARTED! SERIOUS DAM-
AGE TO ENGINE MAY OCCUR!

Parking Brake Monitor Steering Oil Temperature
The parking brake monitor (43) This lamp (48) indicates a rise in
lights up when the parking brake the steering oil temperature. If
is applied. 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
code “05” will be indicated.
Emergency Steering Monitor

If the emergency steering switch (located on center Indicator Lamp (49): Not Used
console) is activated, this lamp (44) lights up. This lamp (49) is not currently used.
It also lights up when the auto
emergency steering is actuated
because an abnormality has Side Slope Warning (Optional)
occurred in the steering hydraulic
circuit during travel. 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
Exhaust Brake (Optional) the body, and move the machine
to a safe, stable place. Action
The exhaust brake pilot lamp code “07” will be indicated.
(45) lights up when the exhaust
brake is actuated.
Rear Brake Caution Lamp

This lamp (51) flashes when the
rear brake is operated and the
over-stroke sensor in the brake
Cold Start chamber contacts the brake pis-
ton. Brake oil pressure below
The cold start pilot lamp (46) normal level is the usual cause. If
lights up when the automatic cold this lamp flashes, check the rear
start is activated or the manual brake system immediately.
cold start switch on the instru-
ment panel is depressed. 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.
Action code “01” will be indicated.
Indicator Lamp (47): Not Used
This lamp (47) is not currently used.

Exhaust Brake Switch (Optional) Central Warning Lamp (Red Convex Lens)
For operation of the exhaust brake switch (52, Figure

5-8), refer to the following switch positions:
The exhaust brake is actuated This central warning lamp (54, Figure 5-8) flashes
when the foot brake is depressed whenever an abnormality has occurred in any one of
or the retarder control lever is oper- the following systems:
Off Position
ated and the torque converter is in • Battery charging monitor
the lockup condition. • Emergency steering monitor
• Parking brake monitor
The exhaust brake is actuated
when the accelerator pedal is • Body float monitor automatic
released and the torque converter • Transmission monitor (Mechatronics)
ON Position • Suspension monitor
is in lockup condition.
• Fuel level monitor
Fog Light Switch (Optional)

This lamp flashes, and at the same time an alarm
buzzer sounds intermittently, whenever an abnormal-
ity has occurred in any one of the following systems:
Fog lights are optional equip-
ment. If truck is equipped, they • Air pressure monitor
are useful in foggy conditions • Coolant temperature monitor
and heavy rain. • Torque converter oil temperature monitor
• Retarder oil temperature monitor
• Coolant level monitor
• Engine oil pressure monitor
Fog lights are off when switch is in • Transmission oil filter monitor
this position (switch OUT - light OFF). This lamp will also flash and the alarm buzzer will
sound, if the parking brake is applied and range
Depressing the switch to this position
selector lever is not at Neutral.
(switch IN - light ON) turns fog lights
on. Note: There may be additional instances when the
central warning lamp may flash depending on
optional equipment installed on the truck.

FIGURE 5-8. INSTRUMENT PANEL - RIGHT SIDE
HEATER/AIR CONDITIONER CONTROLS Air Selector Lever

Refer to Figure 5-8. The air selector lever (57) selects the source of air.
Outside air enters through a filter and is sent to the
Temperature Adjustment Lever cab to ventilate the inside the cab. In this way, a
pleasant working environment is always maintained
The temperature adjustment lever (55, Figure 5-8) is
even on dusty job sites.
used to adjust the cab air temperature for heating or
cooling. Move the lever to the left toward FRESH for outside
air. Air is taken from outside to mix with the air inside
Move the lever to the left toward WARM (red bar) for
the compartment.
higher temperature.
Move the lever to the right toward RECIRC for recir-
Move the lever to the right toward COOL (blue bar)
culation of cab air only. This is generally used to cool
for lower temperature.
the cab quickly.
Blower Switch
Vent Selector Lever
The blower switch (56) is a four
The vent selector lever (58) directs the cool or warm
position switch to control fan
air through one or more of the following outlets: front
speed. Move the lever to fan
vents; foot vents; or defroster vents.
position desired.
Move the lever to the left toward VENT to direct
heated or cooled air through the front vents (59).
Move the lever to the center to HEAT to direct air to
The positions - from left to right - are as follows: the foot vents and defroster vents for heating and
dehumidifying.
OFF - LOW - MEDIUM - HIGH
Move the lever to the right to DEF to direct air to the
Low, Medium, and High are indicated by circular
defroster vents to remove and/or prevent mist from
marks of increasing size.
forming inside the windshield.
When in the OFF position, the air conditioner com-
pressor is de-activated.

Air Vent Correction Code Display
Air vents (59, Figure 5-8) are provided for circulation When an action code appears in this area (62, Figure
of cooled or heated air through the cab. 5-7), refer to the decal (Figure 5-9) in the upper left-
hand 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 con-
ditioner compressor is activated. This is used to pro-
vide 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 condi-
tioner 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 num-

ber displayed on the panel monitor.
FIGURE 5-9. CORRECTION CODE DECAL

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 Lubrication and Service P02043

Preventive maintenance will contribute to the long life The service intervals presented here are in hours of
and dependability of the Komatsu truck and its com- operation. These intervals are recommended in
ponents. The use of proper lubricants and the perfor- lieu of an oil analysis program which may deter-
mance of checks and adjustments at recommended mine different intervals. However, if the truck is
intervals is most important. being operated under extreme conditions, some, or
Lubrication requirements are referenced to the lube all, of the intervals may need to be shortened and the
key found at the top of the Lubrication Specifications service performed more frequently.
Chart (next page). Refer to engine manual when servicing the engine or
For detailed service requirements for specific compo- any of its components.
nents, refer to the shop manual section for that com-
COOLING SYSTEM
ponent (i.e. Section G for Final Drive, Section H for
ANTI-FREEZE RECOMMENDATIONS
Suspensions, etc.). (Ethylene Glycol Permanent Type Anti-Freeze)
Percentage of
HD785-5LC SERVICE CAPACITIES Protection To:
Anti-Freeze
U.S. 10 +23°F – 5°C
Liters
Gallons
20 +16°F – 9°C
Engine Crankcase including 140 37
lube oil filters. [132] [35] 25 +11°F – 11°C
Cooling System: 228 60 30 +4°F – 16°C
Hydraulic System: 35 – 3°F – 19°C
Front Brake Oil Tank Rear 2 0.53
Brake Cooling Oil Tank 366 96.6 40 – 12°F – 24°C
[248] [65.5] 45 – 23°F – 30°C
Steering/Hoist Oil Tank 248 65.5
[145] [38.3] 50 – 34°F – 36°C
Refer to Hydraulic Tank Ser- 55 – 48°F – 44°C
vice, page P2-17.
60 – 62°F – 52°C
Fuel Tank
Diesel Fuel-ASTM D975 No. 2* 1250 330 Use only anti-freeze that is compatible with engine
* Below -10°C (14°F) use No. 1 as specified by engine manufacturer.
Final Drive Case
(Differential & both planetaries) 250 66
Transmission Case: 125 33
including torque converter. [102] [26.9]
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.

10 HOUR (DAILY) INSPECTION
Prior to each operating shift, a “walk around” inspec- Truck Serial Number ________________________
tion should be performed. Check the truck’s general
Site Unit Number ____________________________
condition. Look for evidence of leaks; check all lights
and mirrors for clean and unbroken lenses; check Date: __________ Hour Meter _________________
operator's cab for clean and unbroken glass; check
frame, sheet metal and body for cracks. Notify the Name of Service Person ______________________
proper maintenance authority if any discrepancies
are found. Give particular attention to the following: 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). Cool-
ant 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 cham-
bers for leaks, damage,
etc.

10 HOUR (DAILY) INSPECTION (continued)
e. Check air cleaner
service indicator (1). If COMMENTS CHECKED INITIALS
the RED area is show-
ing 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.
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 hous-
ings and the hoses connected to the housings.

ENGINE
COMMENTS CHECKED INITIALS
1. Check alternator and fan belts for proper ten-

sion, alignment, and general condition.
2. Engine Oil Level- (lower right side)
(Engine stopped for at least 15 minutes)
a. Remove dip-
stick (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

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.

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 approxi-
mately 1000 RPM, until air pressure, coolant temper-
ature, 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.

NOTES

250 HOURS SERVICE
INITIAL 250 HOURS SERVICE ONLY Truck Serial Number ________________________
Perform the following maintenance after running the Site Unit Number ____________________________
machine for the first 250 hours. Thereafter, these Date: __________ Hour Meter _________________
services are to be accomplished at the 500/1000/
2000 hour interval as scheduled. Refer to pages P2- Name of Service Person ______________________
13, -14, & -15.
a. Steering, hoist oil tank and rear brake cool-
ing 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.

250 HOURS SERVICE (continued)

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 discrep-
ancies 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, Fil-
ter 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.

500 HOUR SERVICE
In addition to the 250 hour lubrication and inspection Site Unit Number ____________________________
schedule, perform the following: Date: __________ Hour Meter _________________
Name of Service Person ______________________

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-to-
air aftercooler for restrictions. If debris or dirt is
present, reduced cooling efficiency (and horse-
power) 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 tight-
ness.
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 and
replace two corrosion resistor elements.
8. BY-PASS FILTERS - Remove and replace two
engine by-pass filter elements. (1, Figure 2-2)
FIGURE 2-1. LUBE OIL FILTERS FIGURE 2-2. FILTERS - Upper Left Front of Engine
Upper Right Front of Engine
1. Engine Oil By-Pass 2. Fuel Filters
Filters
Truck Serial Number ________________________

1000 HOUR SERVICE
In addition to the 250 and 500 hour lubrication and Site Unit Number ____________________________
inspection schedules, perform the following:
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 Lubrica-
tion 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 suffi-
cient force to enter a person's body by penetrat-
ing the skin. Serious injury and possibly death
may result if proper medical treatment by a phy-
sician 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 Adjust-
ment, Section J for specifications and proper
inspection procedure.
Carry out inspection when the oil temperature is

below 60°C (140°F). Hot oil may cause serious
personal injury.
5. AIR DRYERS
Replace air dryer desiccant cartridges. Refer to
Service Manual, Section K for replacement
instructions.

EVERY 2000 HOUR SERVICE
Maintenance for every 250, 500 and 1000 hours Truck Serial Number ________________________
should also be carried out at this time. Site Unit Number ____________________________
Date: __________ Hour Meter _________________

1. STEERING, HOIST OIL TANK
Drain oil from tank and refill tank to specified
level, capacity 162 l (43 gal.). Refer to Lubrica-
tion Chart for type of oil to use. Lube key “C”.
Refer to Hydraulic Tank Service, page P2-17.
Remove / replace 2 high pressure filter ele-
ments. 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”.
Refer to Hydraulic Tank Service, page P2-17.
3. FINAL DRIVE CASE
Position machine so that casting line is horizon-
tal 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 speci-
fied 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 rub-
ber 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”

EVERY 5000 HOUR SERVICE
Maintenance for every 250, 500 and 1000 hours Site Unit Number ____________________________
should also be carried out at this time. Date: __________ Hour Meter _________________

1. ENGINE DRIVELINE ADAPTER
Inspect driveline adapter splines, rubber damp-
ers 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 assem-
bly. 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 sus-
pensions with clean oil and recharge with nitro-
gen. 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. After-
cooler 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.

HYDRAULIC TANK SERVICE 4. Replace fill cap.
5. If hydraulic components have been removed
Filling Instructions (Hoist Oil Supply) and lines drained, start the engine and raise the
1. Park the truck on a level surface, lower the dump body 2-3 times to circulate oil and fill all
dump body, and shut down the engine. voids.
When removing tank cap, turn cap slowly at first Before raising body, be certain that the truck is in
to relieve inner pressure. Remove cap only after an area where there is sufficient overhead clear-
pressure has been completely relieved. Any ance to allow the body to be raised.
operating fluid, such as hydraulic oil or brake
fluid escaping under pressure, can have suffi- 6. Lower the dump body and shut down the
cient force to enter a person's body by penetrat- engine and repeat steps 2. through 4. if neces-
ing the skin. Serious injury and possibly death sary.
may result if proper medical treatment by a phy-
sician familiar with this injury is not received
immediately.
Filling Instructions (Rear Brake Cooling Oil Sup-
2. Turn the oil filler cap (3, Figure 2-3) slowly ply)
sure. 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 immedi-
ately.
sure.
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
FIGURE 2-3. HYDRAULIC TANK BP TRACTRAN UTH. If these oils are not avail-
1. Filter Covers 6. Brake Oil Drain able, use Lube key “C”.
2. Bolts 7. Brake Cooling Oil
Rear Brake Oil tank refill capacity:
3. Hydraulic Oil Filler Sight Glass
. . . . . . . . . . . . . . . . . . . . . . . . 268 Liters (70.8 gal.)
Cap 8. Brake Cooling Oil
4. Hydraulic Oil Level Filler Cap 4. Remove and clean
Sight Glass 9. Breather Strainer (1, Figure 2-
5. Hydraulic Oil Drain 3A) from inlet to Oil
Cooler (inside R.H.
3. Fill tank with recommended oil until oil is visible frame rail). Be sure to
in the sight glass (4). Refer to Lubrication Chart clean this strainer at
for type of oil to use. Lube key “C”. every oil change and
after any rear brake fail- FIGURE 2-3A
Hydraulic tank refill capacity:
. . . . . . . . . . . . . . . . . . . . . . . . . 162 Liters (42.8 gal.) ure.

HYDRAULIC FILTERS
Filter Replacement
engine.


sure.
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 FIGURE 2-4. HYDRAULIC TANK FILTERS
bypass valve (3) components.
1. Hydraulic Tank 3. Bypass Valve
6. Install new elements. Install bypass valves and 2. Filter Element 4. Cover
covers. Tighten bolts (2, Figure 2-3) 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 pres-
sure.
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 thor-
oughly. 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 3. Element

2. Cover

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.

have sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
sure.
3. Place a receptacle under the filters to receive
hydraulic oil which will drain from filters when FIGURE 2-6. HIGH PRESSURE FILTERS & PIPING
disconnected.
4. Remove capscrews (1, 4, & 8, Figure 2-6), 2. Washer 9. Washer
washers (2, 5, & 9), and split flanges (10) secur- 3. O-Ring 10. Split Flange
ing filters (7). 4. Capscrew 11. Bracket (on
Move hydraulic tubes away from filter housings. 5. Washer Hydraulic Tank)
6. U-Bolt 12. Washer
5. Remove nuts (13) and washers (12) holding U-
7. Filter Assembly 13. Nut
bolts (6) to bracket (11). Remove filter assem-
blies (7). Discard O-rings (3).
Plug or cover all open hydraulic connections to
prevent entry of contaminants and move filter 4. Carefully align all components and connections
assemblies to a clean service area. 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 out-
lets and install capscrews (1 & 4), washers (2 & Tighten all connections before starting engine
5). Do not tighten capscrews to final torque at and applying hydraulic pressure.
this time.
2. Move hydraulic tubes to filter housings inlets
5. Start engine and check for leaks before releas-
and reconnect with capscrews (8), washers (9),
ing truck for service. Check hydraulic tank oil
and split flanges (10). Do not tighten capscrews
level; oil must be visible in sight glass (4, Figure
to final torque at this time.
2-3).
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.

Filter Element Replacement
1. Place filter assembly (Figure 2-7) on work 3. Install new element (2) into filter housing (1)
bench. Using a spanner tool at both ends, hold using new O-Ring (3) and Backup Ring (4).
housing (1) and loosen (counter-clockwise) inlet 4. Install inlet housing (5) to filter housing (1) and
housing (5). tighten to 10 - 12 kg.m (73 - 87 ft. lbs.) torque.
Remove inlet and then remove filter element (2) 5. Refer to Filter Assembly Installation and install
from housing. Discard O-Ring (3) and Backup on truck.
Ring (4). NOTE: Filter Elements should be replaced every
2. Thoroughly clean filter housing and inlet hous- 2000 hours*, and after any debris-producing
ing. Using clean hydraulic oil, lightly lubricate component failure within the hydraulic system.
sealing surfaces.
* More frequent replacement may be required in very
dusty/dirty environments.
1. Filter Housing 5. Filter Housing Inlet

2. Filter Element 6. Spanner Hole
3. O-Ring 7. Spanner Hole
4. Backup Ring

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 (restric-
tion). The switch will close @ 2.5 kg/cm2 (35 psi) by-
pass pressure. Actual by-pass of the hydraulic fluid
does not occur until 3.5 kg/cm2 (50 psi) by-pass
pressure.
Service
1. Remove drain plug (7, Figure 2-8) 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 trans-
mission for proper oil level and adjust if neces-
sary.
FIGURE 2-8. TRANSMISSION FILTER

1. Head Assembly 6. Pressure Switch
2. Core Kit 7. Drain Plug
3. Bypass Valve 8. O-Ring
4. Filter Bowl 9. Seal
5. Filter Element

PERIODIC REPLACEMENT OF COMPONENT PARTS FOR SAFETY DEVICES
To ensure safety in operation, the user is requested The following parts should be considered for repair or
to perform the periodic maintenance recommended replacement every 4000 hours, or every two years,
in the previous schedules. In addition, special care whichever comes first:
should be paid to the periodic replacement of certain
1. Fuel Pump Screen Filter - Check and clean or
other parts which may affect safety in operation.
replace screen filter.
Fabrication of safety devices and other component 2. Periodic Replacement Safety Parts Kit - Use
parts have been designed to high standards. How- the periodic replacement safety parts service kit
ever, all parts are subject to wear and gradual fatigue when replacing the parts.
during continuous use. Since it is difficult to deter-
3. High pressure hoses in steering circuit (to/from
mine accurately the process of change in quality,
pump, demand valve, steering valve, steering
wear, or fatigue, judgments must be made whether
cylinder).*
or not some parts should be replaced even if they do
not show any faulty symptom at the time. Of course, 4. Outlet hose of retarder cooling oil pump.*
any part found to have an abnormality should be 5. Outlet hose of steering oil pump.*
repaired or replaced, regardless of the time it has 6. Outlet hose of transmission oil pump.*
been used.
7. Steering valve hose.*
NOTE: This recommendation for the replacement
of parts is to ensure safety in operation. The war- 8. Hose of fuel filter.*
ranty guarantee to be free from manufacturing 9. Fuel hose.*
defects does not apply to the replacement of
*The replacement of these parts may be considered
functioning parts for precautionary reasons.
for Fire Prevention measures.
The following parts should be considered for repair or

replacement every 2000 hours, or every one year,
whichever comes first:
1. Brake valve parts. Other areas of the truck also require inspection and
2. Parking brake valve parts. may require periodic replacement of parts due to
environmental and operating conditions. Rubber or
3. Relay valve parts.
plastic parts which are subjected to extreme heat or
4. Air governor parts. ultraviolet (sunlight) conditions will deteriorate more
5. Retarder control valve parts. rapidly than similar parts in less severe service.
6. Emergency relay valve parts.
Periodically check the following:
7. Emergency brake valve parts.
1. Air inlet piping elbows close to turbochargers
8. Quick release parts.
and exhaust manifolds.
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 4. Windshield wiper blades.
manual for the proper inspection, procedures, 5. Windshield washer bottle.
and tools.
6. Plastic covers and caps.
12. Brake Discs - Refer to Section J, Brake System,
7. Water piping elbows and hoses.
Brake Circuit Checkout And Adjustment, for
proper inspection, procedures and tools. 8. Body cushion pads.

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 Automatic Lubrication System 05/04 P03020

AUTOMATIC LUBRICATION SYSTEM
OPERATION
The (optional) automatic lubrication system (Figure A switch on the instrument panel allows the operator
3-1) is controlled by an electric timer (2) and an or technician to manually bypass the normal timed
electrically operated solenoid valve (3). During truck operation to initiate a lubrication cycle.
operation, the timer periodically operates a switch
which energizes the solenoid air valve. As the sole-
noid valve opens, regulated air enters the pump (6)
air motor, and the pump begins to operate, deliver-
COMPONENTS
ing lubricant through the supply lines to each injec- The system is comprised of the basic components
tor (10). At the same time, as regulated air is applied listed below plus the necessary hoses and lube
to the air motor, regulated air is applied to the vent lines (refer to Figure 3-1):
valve (5) which keeps the vent valve closed until the
• Air Pressure Tank (1)
3-way solenoid air valve is de-energized.
• Lubrication Cycle Timer (2)
After the injectors have cycled, lubricant pressure
rises quickly to 175 kg/cm2 (2500 psi), and the • 3-way Solenoid Air Valve (3)
pump stalls against this pressure. The pump will • Air Regulator and Gauge (4)
remain stalled for a few seconds until the timer
• Vent Valve (5)
switch contact is broken and the solenoid air valve
is de-energized, shutting off the air supply. Trapped • Grease Pump & Motor (6)
air exhausts, the vent valve opens, and lubricant • Grease Reservoir (7)
pressure in the supply line (11) is vented back to the
reservoir. The injectors reload and the system is • Lubricant Injectors (10)
reset and ready for the next lube cycle.
FIGURE 3-1. TYPICAL AUTOMATIC LUBRICATION SYSTEM

1. Air Tank 6. Grease Pump 11. Grease Supply Line
2. 24 VDC Timer 7. Grease Reservoir 12. Pipe Plug
3. Solenoid Valve 8. Injector Manifold 13. Pipe Plug (or Grease Coupling)
4. Pressure Regulator 9. Injector Outlet Lines
5. Vent Valve 10. Grease Injector

Component Location
Figure 3-2 shows the location of the automatic lubri- Figures 3-3 through 3-5 illustrate each of the injector
cation system major components on the truck and a groups “A”, “B”, and “C” at various locations on the
typical group of injectors. 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 5. Air Pressure Regulator Valve

2. Manual Lubrication Switch 6. Solenoid Valve
3. 24VDC Timer 7. Air Supply Tank
4. Fuse Box BT3 (Terminal 12)

FIGURE 3-3. R.H. FRAME RAIL [“A”]
1. R.H. “A” Frame, Front 4. R.H. Tie Rod
2. R.H. Front Suspension 5. R.H. Steering Cylinder
3. R.H. “A” Frame, Rear 6. R.H. “A” Frame FIGURE 3-4. L.H. FRAME RAIL [“B”]
1. L.H. “A” Frame 7. R.H. Steering Cylinder

2. L.H. Steering Cylinder 8. Center Lever
3. L.H. Tie Rod 9. R.H. Tie Rod
4. L.H. “A” Frame, Rear 10. L.H. Tie Rod
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 10. R.H. Body Hinge Pin

2. L.H. Hoist Cylinder, Upper 11. R.H. Rear Suspension, Upper
3. L.H. Lower Radius Rod, Front 12. R.H. Rear Suspension, Lower
4. L.H. Upper Radius Rod, Lower 13. R.H. Lower Radius Rod, Rear
5. L.H. Upper Radius Rod, Front 14. R.H. Upper Radius Rod, Front
6. L.H. Lower Radius Rod, Rear 15. R.H. Upper Radius Rod, Rear
7. L.H. Rear Suspension, Lower 16. R.H. Lower Radius Rod, Front
8. L.H. Rear Suspension, Upper 17. R.H. Hoist Cylinder, Lower
9. L.H. Body Hinge Pin 18. R.H. Hoist Cylinder, Upper

GENERAL INFORMATION System Priming
The system must be full of grease and free of air
Lubricant Required for System
pockets to function properly. After maintenance, if
Refer to Lubrication Chart, this section for lubricant the primary or secondary lubrication lines were
specification and for specific lube points. replaced, it will be necessary to re-prime the system
to eject all entrapped air. To operate the air pump
Above 0°C (32°F) - Use No. 2 Molydisulphide
Lubricant. when priming the lube system, use the manual lubri-
cation switch (2, Figure 3-6) located on the instru-
-32° to 0°F (-25° to 32°F) - Use No. 1 ment panel in the cab.
Molydisulphide Lubricant.
1. Fill lube reservoir with lubricant, if necessary.
-54° to -32°C (-65° to -25°F) - Use No. 0
Molydisulphide Lubricant. 2. Remove plugs from all injector manifold dead
ends and supply lines.
Air Pressure Regulator 3. Turn air pump vent plug counterclockwise one
Normal Operation - regulator output should full turn. To expel trapped air between air pump
and supply line connection, run air motor until
be set at 4.2 to 4.6 kg/cm2 (60-65 psi).
grease flows freely from the vent plug. Close
Extreme Winter Conditions - regulator output vent plug clockwise.
may be reset to 6.3 kg/cm2 (90 psi). 4. Continue to run air pump until grease flows from
any one plug opening in the system. Replace
Initial Reservoir Fill
plug in this opening.
1. Remove pipe plug (12, Figure 3-1) from upper 5. Repeat step 4 until all lines are full and all plugs
portion of lubricant reservoir. This will prevent replaced.
damage to reservoir by allowing air to escape
as reservoir is being filled.
2. Clean grease coupler (13) on lower portion of NOTE: Fill each feed line with grease before
reservoir. connecting lines to the injector outlets and bearings.
3. Attach supply hose from external fill source to This will prevent having to cycle the individual
coupler (14). injectors once for each 1.0 in. (25 mm) length of feed
line between the injector and bearing fitting.
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.

SYSTEM CHECKOUT b. Using a Volt-Ohm meter, read the voltage
between positive and negative posts on the
The automatic lubrication system may be manually solid state timer with the truck keyswitch ON.
activated using the Manual Lubrication Switch (2,
Figure 3-6) on the instrument panel. If the switch is Normal reading should be 18-26 VDC,
depressed, the system will perform one cycle of depending upon whether or not the engine is
operation. The lubrication cycle timer will remain acti- running.
vated for the length of time indicated by the timer
Timer Adjustment
interval selector switch.
The timer is factory set for a nominal 2.5 minute (off
Note: Actual switch location may vary depending on
time) interval. Dwell time is approximately 1 minute,
optional equipment installed on the truck.
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 indi-

cated 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 FIGURE 3-7. TIMER (TOP COVER REMOVED)
truck is operating.
1. Timer Case 3. Timer Selector
NOTE: If the timer check is being made on a cold 2. Red LED (ON Indicator)
start, the first cycle will be approximately double the
nominal setting. All subsequent cycles should be
within the selected time tolerance.
4. Voltage checks at the timer should be accom-
plished if the above checks do not identify the
problem. Refer to Figure 3-9 for an electrical cir-
cuit diagram.
a. Insure timer ground connection is clean and
tight.

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).
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)
FIGURE 3-8. TYPE SL-1 INJECTOR (SINGLE) 42 kg/cm2 (600 psi)
1. Adjusting Screw 11. Spring Seat
2. Locknut 12. Plunger
3. Piston Stop Plug 13. Viton Packing Injector Adjustment
4. Gasket 14. Inlet Disc
5. Washer 15. Viton Packing The injectors may be adjusted to supply from 0.13 to
6. Viton O-Ring 16. Washer 1.31 cc (0.008 in3 to 0.08 in3) of lubricant per injec-
7. Injector Body Assy. 17. Gasket tion cycle. The injector piston travel distance deter-
8. Piston Assembly 18. Adapter Bolt mines the amount of lubricant supplied. This travel is
9. Fitting Assembly 19. Adapter in turn controlled by an adjusting screw in the top of
10. Plunger Spring 20. Viton Packing the injector housing.
Turn the adjusting screw (1, Figure 3-8) counter-
NOTE: The Piston Assembly (8) has a visible clockwise to increase lubricant amount delivered and
indicator pin at the top of the assembly to verify the clockwise to decrease the lubricant amount.
injector operation.
When the injector is not pressurized, maximum injec-
tor delivery volume is attained by turning the adjust-
ing 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)

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 pas-
sage (4) leading to the measuring chamber
(1) above the injector piston (2).
Stage 2.
When the slide valve (5) uncovers the pas-
sage (4), lubricant (6) is admitted to the mea-
suring 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 measur-
ing 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.

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 reser-
voir 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 run-
ning. 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. Remove check valve from pump outlet, clean thor-
oughly or replace.

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 Replace individual injector assembly.
pump building pressure and then venting.
All injectors inoperative - pump build up not suffi- Service and/or replace pump assembly.
cient to cycle injectors.
FIGURE 3-9. ELECTRICAL HOOKUP FOR AUTOMATIC LUBE

1. Solid State Timer 4. Air Supply Solenoid Valve
2. Manual Lube Timer 5. Fuse Box, BT3
3. Harness Assembly

NOTES

SECTION Q
ALPHABETICAL INDEX
Brake, Parking . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . D3-14 Brake Treadle Valve Operation . . . . . . . . . . . . J2-23
AISS Operation . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Brake Treadle Valve Repair . . . . . . . . . . . . . . . . J3-1
Air Cleaner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Air Cleaner Indicator . . . . . . . . . . . . . . . . . . . . . N3-4
Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . K3-10
C
Cab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Air Conditioning System . . . . . . . . . . . . . . . . . . N4-8
Component Service . . . . . . . . . . . . . . . . . . . . N4-8 Center Case Assembly (Rear Axle) . . . . . . . . . .G5-1
Air Dryer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-4 Chamber Assembly
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6
Air Filtration System . . . . . . . . . . . . . . . . . . . . . C5-3
General Service Information. . . . . . . . . . . . . . C5-3 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . . K3-10 Charging Procedure
Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . K3-12
Air Intake Troubleshooting. . . . . . . . . . . . . . . . . C5-6 Compressor, Air . . . . . . . . . . . . . . . . . . . . . . . . K3-10
Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1 Controller Troubleshooting
Automatic Transmission . . . . . . . . . . . . . . . . . D5-1
Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . . K2-7
Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . K2-7 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7-1
Automatic Shift Control . . . . . . . . . . . . . . . . . . . F6-1 Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Crossover Relief Valve. . . . . . . . . . . . . . . . . . . . L4-5
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . . D2-6
Antifreeze Recommendations . . . . . . . . . . . . . . P2-3 Cylinders
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6
Steering
B Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-4
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . L6-5
Maintenance and Service. . . . . . . . . . . . . . . . D2-4 A-Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . .G3-6
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . D2-4
Battery Charging System. . . . . . . . . . . . . . . . . . D2-6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Battery Disconnect Switch. . . . . . . . . . . . . . . . . D2-5 D
Belt, Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7 Decals (Warnings & Cautions) . . . . . . . . . . . . . . A4-1
Body, Dump. . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Body Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 Demand Valve . . . . . . . . . . . . . . . . . . . . . . . . . . L4-4
Body Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9
Chamber Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-6 Differential Carrier . . . . . . . . . . . . . . . . . . . . . . .G5-7
Rear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-10 Drivelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . .J2-1 Dryer, Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-4
Brake, Emergency . . . . . . . . . . . . . . . . . . . . . . .J2-19 Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Brake Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . C3-6
Brake Cooling Valve . . . . . . . . . . . . . . . . . . . . .J2-17
Bleeding Procedure
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J4-5
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J4-5
Q01048 Alphabetical Index Q1-1

E H
Electrical Connector Location. . . . . . . . . . . . . . D4-13 Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Electrical System Schematic . . . . . . . . . . . . . . . R1-1 Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Electronic Accelerator Pedal . . . . . . . . . . . . . . D3-14 Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
Emergency Brake Control Valve . . . . . . . . . . . J2-19 Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Emergency Steering System . . . . . . . . . . . . . . L4-14 Hoist Circuit Relief Valve Adjustment . . . . . . . .L10-8
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1 Hoist Lever Linkage Adjustment . . . . . . . . . . . .L10-4
Engine Specifications . . . . . . . . . . . . . . . . . . . . . A2-3 Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Hub, Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
F Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6 Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . R1-1
Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7 Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . .L3-4
Filters
Engine Air Cleaner . . . . . . . . . . . . . . . . . . . . . C5-1
High Pressure . . . . . . . . . . . . . . . . . . . . . . . . . L3-6 I
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . L3-5 Instrument Panel & Indicators . . . . . . . . . . . . . N5-21
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . F2-36
Final Drive Attachment . . . . . . . . . . . . . . . . . . . .G4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . .G4-4 L
Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Lubrication and Service. . . . . . . . . . . . . . . . . . . P2-1
Front Wheel Brakes . . . . . . . . . . . . . . . . . . . . . . J5-1
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Front Wheel Brake Cut Out Valve . . . . . . . . . . J2-16
Front Wheel Hub and Spindle . . . . . . . . . . . . . .G3-1
Front Tires & Rims . . . . . . . . . . . . . . . . . . . . . . .G2-4
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
M
Metric Conversion . . . . . . . . . . . . . . . . . . . . . . . A5-1
G Mode Change Switches . . . . . . . . . . . . . . . . . D4-44
Monitor Panel Troubleshooting . . . . . . . . . . . . . D6-1
General Safety Rules . . . . . . . . . . . . . . . . . . . . . A3-1
Governor, Air . . . . . . . . . . . . . . . . . . . . . . . . . . K3-10
Grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Q1-2 Alphabetical Index Q01048

N Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Safety Valve (Air) . . . . . . . . . . . . . . . . . . . . . . . . K2-7
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . H4-3
Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Service Capacities . . . . . . . . . . . . . . . . . . . . . . . P2-3
Slack Adjuster . . . . . . . . . . . . . . . . . . . . . . . . . J2-12
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
O
Specifications
Oil Cooler, Transmission . . . . . . . . . . . . . . . . . . F3-3
Oil, Suspension . . . . . . . . . . . . . . . . . . . . . . . H4-3
Oil Specification (Suspension). . . . . . . . . . . . . . H4-3
Nitrogen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Oil Strainer, Transmission . . . . . . . . . . . . . . . . . F3-3
Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . P2-4
Oil Strainer, Brake Cooling Oil. . . . . . . . . . . . . . L3-6
Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Oiling and Charging Procedure . . . . . . . . . . . . . H4-1
Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . .G3-1
Operating Instructions . . . . . . . . . . . . . . . . . . . A3-19
Standard Value Tables. . . . . . . . . . . . . . . . . . . . A6-1
Operator Cab and Controls . . . . . . . . . . . . . . . . N5-1
Steering
Optional Equipment . . . . . . . . . . . . . . . . . . . . . . M1-1
Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Circuit Test Procedure . . . . . . . . . . . . . . . . . L10-6
Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . L5-3
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-4
P
Troubleshooting . . . . . . . . . . . . . . . . . . . . . L10-12
Panhard Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Strainer, Brake Cooling Oil . . . . . . . . . . . . . . . . L3-6
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-1
Suspension
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Pedal
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Planetaries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1 T
Plates, Warning and Caution. . . . . . . . . . . . . . . A4-1 Tank
Pump, Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . L3-3 Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-3
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-4
R
Throttle Control
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Range Selector Console . . . . . . . . . . . . . . . . . . N5-6
Tie Rod. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G3-7
Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Tires
Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . . . G2-5
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-4
Retarder Control Valve . . . . . . . . . . . . . . . . . . . .J2-7
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-5
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Tools, Special. . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Rock Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Rod, Tie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Q01048 Alphabetical Index Q1-3

Torque Table (Standard) . . . . . . . . . . . . . . . . . . A5-2 Emergency Brake. . . . . . . . . . . . . . . . . . . . . . J2-19
Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . F2-4 Emergency Relay (RE6) . . . . . . . . . . . . . . . . . J2-4
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31 Front Brake Cut-off. . . . . . . . . . . . . . . . . . . . . J2-16
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . F2-17 Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-3
Transmission Filters . . . . . . . . . . . . . . . . . . . . . F2-36 Hoist Circuit Relief . . . . . . . . . . . . . . . . . . . . .L10-8
Troubleshooting Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . J2-18
Air Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6 Safety (Air) . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-7
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Service Brake Treadle . . . . . . . . . . . . . . . . . . . J3-3
Electrical System. . . . . . . . . . . . . . . . . . . . . . . D4-1 Steering Control (Hydraulic). . . . . . . . . . . . . . .L5-3
Monitor Panel . . . . . . . . . . . . . . . . . . . . . . . . . D6-1
Steering Circuit . . . . . . . . . . . . . . . . . . . . . . L10-12
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . D5-1 W
Warnings and Cautions . . . . . . . . . . . . . . . . . . . A4-1
Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . . . A2-4
V Wheel Hub and Spindle. . . . . . . . . . . . . . . . . . . G3-1
Valves Wheels and Tires
Automatic Emergency Relay . . . . . . . . . . . . . J2-4 Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Automatic Retarder Valve . . . . . . . . . . . . . . . J2-15 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Brake Cooling Valve . . . . . . . . . . . . . . . . . . . J2-17 Windshield Washer/Wiper . . . . . . . . . . . . . . . . . N3-3
Crossover . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-5
Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-4
Q1-4 Alphabetical Index 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
1. Crossover Relief Valve
240 kg/cm² (3400 psi)
11. Left Rear Wet Disk Brake
(Retarder)
21. Hoist Valve
22. Hoist Relief Valve
HH345
2. Right Steering Cylinder 12. Brake Control Valve (BCV) 210 kg/cm² (3000 psi) March 2004
* NOTE 1 3. Left Steering Cylinder (No oil flow 128 PSI Relief
when brakes are applied)
23. Steering Relief Valve
210 kg/cm² (3000 psi)
RT Right Turn Port 4. Wet Disc Brake Oil Cooler
5. Wet Disc Brake Oil Cooling Pump 13. Orifice 24. Demand Valve Hydraulic Schematic
LT Left Turn Port 14. Left Hoist Cylinder 25. Emergency Steering Pump
P Pressure Port 2000 rpm
LS Load Sense Port
1051 lpm (278 gpm) 15. Hydraulic Tank Oil Filters
3 elements - 30 micron
SAL025 24 gpm 3500 RPM
26. Steering Oil Cooler
HD785-5LC
6. Steering & Hoist Pump
R Return Oil Port 200 rpm Bypass 1.27 kg/cm² (18 psi) 27. Inline Filter UNIT 224, 228 & UP
688 lpm (177 gpm) 16. Brake Cooling Oil Tank (Rear) 28. Steering Control Valve
7. Flow Switch Emergency Steering 17. Steering & Hoist Tank 29. Hoist Strainer
1 2 3 4 8. Right Hoist Cylinder 18. Bypass Valve for Filters 30. Steering Strainer
9. Right Rear Wet Disc Brake 1.27 kg/cm² (18 psi) 31. Brake Cooling Oil Strainer
(Retarder) 19. Steering Oil Cooler Orifice
10. Orifice Plate
31
20. Snubber Valve 8
NOTE
* 10
1
RT R 5 6 7
LS
LT P
28
27
25 29
11
12
26 20 19
13
30 14
A B C D
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. Copyright 2004 Komatsu

2300 N.E. Adams Street Peoria, IL 61639 Phone: 309-672-7577 Fax: 309-672-7072 Printed in U.S.A.

HD 785 - 5LC CEBD013800 Shop Manual PDF

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CEBM013800

SERIAL NUMBERS A10316 & UP

A00024 06/04 Introduction A-1

“DANGER” identifies a specific potential hazard WHICH WILL

“WARNING” identifies a specific potential hazard WHICH

“CAUTION” is used for general reminders of proper safety

A-2 Introduction 06/04 A00024

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

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

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

A00024 06/04 Introduction A-3

A-4 Introduction 06/04 A00024

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

A1-2 Index 05/04 A01004

OPERATOR'S CAB SUSPENSION

A02051 09/00 Major Components and Specifications A2-1

A2-2 Major Components and Specifications 09/00 A02051

(Service Brakes - continued on next page)

A02051 09/00 Major Components and Specifications A2-3

Emergency Brakes: Overall Length . . . . . . . . . . . . . . . 10.62 m (34' 10")

TIRES EMPTY . . . . . . . . . . . Kilograms . . . . . . . Pounds

DUMP BODY CAPACITY (Standard) LOADED (100 Ton PAYLOAD)

OVERALL TRUCK DIMENSIONS

A2-4 Major Components and Specifications 09/00 A02051

PRECAUTIONS DURING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7

PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13

A03023 General Safety and Operating Instructions A3-1

ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18

OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19

A3-2 General Safety and Operating Instructions A03023

Clothing And Personal Protective Items

A03023 General Safety and Operating Instructions A3-3

Mounting And Dismounting

Fire Prevention For Fuel And Oil

A3-4 General Safety and Operating Instructions A03023

Asbestos Dust Hazard Prevention

Prevention Of Injury By Work Equipment

Fire Extinguisher And First Aid Kit

A03023 General Safety and Operating Instructions A3-5

Precautions For Attachments

A3-6 General Safety and Operating Instructions A03023

Ventilation For Enclosed Areas

A03023 General Safety and Operating Instructions A3-7

Keep Mirrors, Windows, And Lights Clean

OPERATING THE MACHINE

Truck Operation - General

A3-8 General Safety and Operating Instructions A03023

Check When Traveling In Reverse

A03023 General Safety and Operating Instructions A3-9

Ensure Good Visibility

Operate Carefully On Snow

Avoid Damage To Dump Body

Do Not Go Close To High-voltage Cables

Voltage Minimum Safety Distance

• The following actions are effective in preventing accidents:

A3-10 General Safety and Operating Instructions A03023

Working On Loose Ground

Parking The Machine