1035 NB Training Spec

Service Training COURSE REFERENCE
Course Materials MATERIALS
1035 Off highway Truck

Service Training Reference Material
Table of Contents
Pressure Data and Adjustments ............................................. 3
Transmission - Remote Mounted ......................................... 4
Brake System - Air (Roto Chambers) ...................................... 9
Power Steering System ............................................................... 23
Suspension Cylinder Charging and Checking .......................... 32
Wheel Bearing Adjustment ........................................................ 34
Controls Gauges and Warnings ................................................. 36
EIPS ............................................................................................... 38
Preventive Maintenance ............................................................ 40
Machine fluids recommendations ................................................ 44
Lubrication & Maintenance Chart .............................................. 45
Standard Bolt and Nut Torque Specifications ............................. 47
Conversion Tables ........................................................................ 48
Transmission Planetary ............................................................... 49
Transmission Hydraulic System ................................................. 51
2
Pressure Data and Adjustments

Description 1035 1040
Engine Oil Pressure 35psi (min) @ rated rpm 35psi (min) @ rated rpm
Trans. Main Pressure @ FWD 150 to 175 psi 150 psi (min) @ 600 rpm In all
82°C REV 230 to 290 psi 180 psi (max) Gears
Steering Pressure 1750 psi @ 1500 rpm 1750 psi @ 1500 rpm
Hydraulic System Pressure 2250 psi @ high idle rpm 2250 psi @ high idle rpm
Parking Brake Release 500 to 550 psi (min) at Low idle rpm 500 to 550 psi (min) at Low idle rpm
Pressure
Air cut off Pressure 7.5kg / sq.cm 7.5kg / sq.cm
Front wheel Alignment 45mm (toe-out) 50.8mm (toe-out)
BRAKE PUMP(Dual)
Brake Cooling Section 318 lpm @ 2100 rpm 318 lpm @ 2100 rpm
Parking Brake Rel. Section 32 lpm @ 2100 rpm 32 lpm @ 2100 rpm
Brake Cooling Pressure @ 15 to 35 psi at cooler outlet, 72°C 15 to 35 psi at cooler outlet, 72°C
Hiqh Idle
Engine RPM Low Idle 750 + 50 rpm Low Idle 750 + 50 rpm
High Idle 2265 + 50 rpm High Idle 2265 + 50 rpm
Stall 1650 + 50 rpm Stall 1650 + 50 rpm
Valve Lash Inlet 0.015" Inlet 0.015"
Exhaust 0.030" Exhaust 0.030"
Tyre Inflation Front 85 psi Front 85 psi
Rear 85 psi Rear 85 psi
SUSPENSION CYLINDERS CHARGING DETAILS

Front
Measurement After 38.1 mm 38.1 mm
Charging Oil
Measurement After 172.0+3mm 172.0+3mm
Charging Nitrogen
Nitrogen Pressure with 300psi Approx. 300psi Approx.
in the Cylinders
Rear
Measurement After 770 + 6mm 770 + 6mm
Charging Oil
Measurement After 869 + 6mm 869 + 6mm
Charging Nitrogen
Nitrogen Pressure with 350psi Approx. 350psi Approx.
in the cylinders
3
Transmission CLBT 764
1. Converter drive cover assembly 15. Center support 31. Rear planetary ring gear
2. Transmission front cover 16. Main shaft 32. Center planetary ring gear
3. Lockup clutch 17. Third clutch 33. Oil screen
4. Torque converter turbine 18. Transmission main housing 34. Oil pan
5. Torque converter pump 19. Planetary connecting drum 35. Center planetary carrier
6. Torque converter housing 20. Second clutch 36. Front planetary ring gear
7. Retarder plate 21. Adapter housing 37. Front planetary sun gear
8. Retarder housing 22. First (low) clutch 38. Front planetary carrier
9. Retarder rotor 23. Rear planetary carrier 39. Control valve
10. Front support 24. Rear planetary sun gear 40. Fifth clutch housing
11. Forward clutch 25. Speedometer drive gear 41. Fifth clutch driving hub
12. Fifth clutch 26. Output shaft 42. Forward clutch hub
13. Fourth clutch 27. Output flange retaining nut 43. Forward clutch housing
14. Center planetary sun gear and shaft 28. Governor drive gear 44. Pitot tube
assembly 29. Transmission rear cover 45. Charging oil pump
30. Low planetary ring gear 46. Torque converter stator
4
1035 Off highway Truck Transmission
Transmission - Remote Mounted
Model Description C - Converter

CLBT 754 L - Lockup clutch
B - Hydraulic Retarder(Brake)
T - Planetary Type Transmission
7 - Type of transmission
5 - No of forward speeds
4 - Model change
Converter Section Three element converter with a stall torque ratio of 2.30:1. Has an
automatic lockup clutch which hydraulically locks up the converter pump
and turbine together at higher engine speeds due to which 1:1 ratio of
converter output is obtained.
Retarder Section Hydraulic retarder is a device which when charged with oil helps to check
the speed of the engine. The torque absorbed by the oil is transformed
into heat and is harmlessly dissipated through the Torque Converter oil
cooler.
Range Section The range section is provided with separate clutch packs forward, first,
second, third, fourth and fifth. The forward clutch is applied only during
operation in a forward gear and is always paired with another clutch
(either first, second, third, fourh or fifth). During reverse shift, fifth and
first clutches are engaged.
Function of major components
Charging Oil Pump Located behind the converter pump in the converter housing. The dust
changing pump is driven through pump hub, at the ratio of 1:1 to engine
RPM.
Oil discharged by one section of the pump flows to the main filter and the
main pressure regulator valve. The second section in the dual pump supplies
the lubrication circuit.
5
Oil Filter Installed on the left side of the frame at the top left side of the transmission.
This filters the oil received from the charging pump and sends it to main
pressure regulator valve.
Main Pressure Mounted in the front support assembly. This valve regulates the main
Regulator Valve pressure in conjunction with the forward regulator pressure( from the sector
valve) in any position. During the reverse gear engagements forward regula-
tor pressure is not present at the regulator valve hence main pressure is
regulated at a higher value.
Governor Valve A centrifugal type governor, driven by the transmission output shaft controls
the position of the governor valve. The greater the output speed, the greater
is rear governor pressure.
Modulator Valve Located on the left, bottom, rear side of the transmission connected to the
throttle linkage through a cable. The modulator valve produces a regulated
reduced pressure which is derived from main pressure. When the throttle
opening is increased the modulator pressure is reduced and vice versa.
Trimmer Regulator The trimmer regulator valve reduce main pressure to regulated pressure.
Valve The regulated pressure is raised or lowered by changes in modulator
pressure. Trimmer regulator pressure is directed to the lower side of the
regulated plugs to vary the clutch apply pressure from the trimmer valves.
Lockup Shift Valve Located in the front support assembly. At turbine valve output speeds, as a
result of higher pitot pressure acting on the lockup shifl valve, the shifl valve
admits main pressures to the lockup piston and hence locks up the
converter pump to turbine.
Lockup Cut Off Valve The lockup cut off valves provide a momentary release of the lockup clutch
during shifls from one gear to another.
6
Oil Flow - Transmission CLBT 764
SUMP
PUMP PUMP
LUB. REG. FRONT TRANS.

FILTER
VAL GOVN. PARTS
PILOT PRESSURE
TO LOCKUP
CLUTCH SUMP
FRWD. REG. PR.
LOCKUP MAIN PR. RANGE CON. CLUTCHTRIM. ALL SHIFT MODULATOR GOVERNER PRIORITY
VAL. REG. VALVE VALVE REG.VALVE SIGNAL VAL. VALVE VALVE VALVE
TRIMMER GOVERNER
SUMP SUMP SUMP
ACC. VALVE ACC. VALVE
CONVERTER HOLD REG. TRIMMER 2-3 RELAY 1-2 RELAY

CONVERTER
BYPASS VAL. VALVE VALVE VALVE VALVE
CUT-OFF VAL.
CLUTCH
CONV. REG. 3-4 & 4-5 RELAY

COOLER SUMP SUMP
VALVE VALVE
RETARDER RETARDER
SUMP SUMP CLUTCHES
HOUSING VALVE
7
Lubrication Pressure Lubrication oil, supplied by the second section in the dual pump, is directed
Regulator Valve through the transmission to components requiring continuous lubrication and
cooling The lubrication oil then drains into the sump oil in excess of that
required by the lubrication circuit is by passed through a check valve to
provide additional oil to the converter.
Hold Regulator Valve Produces a regulated, reduced pressure derived from main pressure. Hold
regulator pressure at each signal valve will push the upper valve upward and
raise the pressure at which the lower valve will be pushed upward by rear
governor pressure. Thus, when hold regulator pressure is present, an up
shift can occur at that shift valve, but only at an elevated speed.
Priority Valve Ensures that the control system upstream from the valve will retain suffcient
pressure during shifls to perform its automatic functions.
Range Control Valve Located inside the sump and bolted to the bottom of the transmission
(Automatic) housing. Has 7 detent positions - 5 forward ranges, 1 neutral and 1 reverse
range. The selector valve is manually shifled to the selected operating range
desired It can be shifled to neutral, reverse, drive 1-5 1-4, 1-3, 1-2 and
drive 1 Hold. At each of this position, the selector valve establishes the
hydraulic circuit for operation in the selected range Shifling within
any range above 1 Hold is automatic depending upon vehicle speed and
throttle position.
Hydraulic Retarder Located at the right front side of the transmission. On operating this valve, it
Valve moves upward and charges the retarder with oil The turbulence created
because of the opposing vanes in the housing and the rotor on the turbine
shaft, absorbs the torque developed by the driving wheels. Because of this
action the oil gets heated up which is given off at the oil cooler.
However in OCDB models of 1035 this valve is isolated from the system as
the retarder brake is applied through the service brake circuit.
8
Brake System - (Earlier Models)
Description The automatic safely brake system is an integral part of the service brake
system, it is designed for use as a parking brake and to make available air
supply for automatically applying front and rear safety brakes, bringing the
unit to a safety stop should air pressure in the supply reservoirs drop below
45 PSI.
Compressor Develops compressed air and delivers to the reservoirs through unloader valve.
Unloader Valve (with Automatically controls pressure in the air reservoirs by cutting out when the
Tyre Inflator) pressure reaches to 125 PSI cutting in when the pressure drops below 109
PSI. Also diverts compressed air for external use such as tyre inflation This
features a built-in safety valve.
Pressure Protection Prevents air flow to air operated accessories until a preset minimum pressure
Valve of 75 PSI, is developed in the control system.
Check Valve Will allow air pressure to nOw from primary reservoir to other reservoirs and
will not allow the reverse flow.
Treadle Valve Meters air supply as required to the control ports of the Relay Emergency
Valves for the operation of the brakes and also actuates auto-draining in
condensing valve.
Hand Brake Control Controls delivery of air pressure to safety brake chambers and venting of
Valve safety chamber lock ports This valve also directs changing air to the brake
reservoirs.
Relay Emergency Directs and retains safety brake reservoir air supply and directs air flow to
Valve safety brake chambers, when received signal in the control port Also when
the air pressure goes below 60 PSI automatic brakes will start apply.
9
Synchro Valve Controls and directs air pressure to safety brake chamber lock ports as per
the signals received from hand control valve and relay valve.
Safety brake chambers It normally functions as a service brake chamber, but in addition has a
means of mechanically locking in brake application, so that it can safely be
used for parking.
Operation Compressor directs compressed air to the primary reservoir through line
(A), unloader valve and air drier unit (B).
From the primary reservoir the air flows to the front brake tank through
lines (F1 ),(F2), and (F3).
From the primary tank the air pressure also flows to Hand Brake control
valve and pressure switch through line (G1 ) and (G2).
The front and rear brake tanks are also charged through lines(J1), (J2) relay
emergency valve(front), line (J3) and lines (J1), (J4) relay emergency valve
(rear), line (J5) respectively. The primary reservoir pressure is available at
retarder valve through line (H1).
The front brake tank pressure is available at the front synchro valve through
line (K1), the rear brake tank pressure is available at the rear synchro valve
through line (K2), port 2 of the Hand Brake Control valve is connected to
the synchro valves through lines (11), (L2) & (L3).
The delivery ports of the front relay emergency valves are connected
through lines (M1), and (M2) to the service ports of the brake chambers
and through lines (M3) to the front synchro valve.
Similarly the delivery ports of the rear Relay Emergency valves are
connected through lines (M4) & (M5) to the Service ports of the brake
chambers and through lines (M4) & (M5) to the Service ports of the brake
chambers and through line(M6) to the rear synchro valve and line (M7) to
the stop light switch. The delivery port of the treadle valve is connected to
the control ports of the emergency valves through line (N1), (N2) & (N3).
The front synchro valve delivery port is connected to the lock ports of the
front brake chambers through lines (01)m (02) and (03). Similarly the rear
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syncho valve delivery port is connected to the lock ports of the rear brake
chambers through lines (04), (05) & (06).
Hand Brake Control The port 1 & 2 are charged. The front and rear brake tanks are charged
Valve in “Release” through the Hand brake control valve port 1, lines (J1), (J2), (J3), (J4) &
Position (J5). Due to the air supply through the port 2 of Hand Brake control valve,
controls the synchro valves through lines (L1), (L2) &(L3). The synchro
valves directs air to the lock ports of the brake chambers through lines
(01), (02), (03), (04), (05) & (06).
During the normal operation, the service brakes are applied on all wheels
by depressing the treadle valve. Air pressure is directed through the treadle
valve through lines (N1), (N2) &(N3) to the control ports of the front and
rear relay emergency valves. Air is released by the relay emergency valve
through lines (M1), (M2) (M4) and (M5) to the front and rear safety
chambers to apply the service brakes. The amount of air that flows to
the safety chambers is dependent upon the degree to which the treadle
valve is depressed. The safety brakes release when the treadle valve is
released i.e.: air from the lines (N1), (N2) and (N3) is released through the
treadle valve, air from the lines (M1), (M2) & (M3) is released through the
Relay emergency valve (front) and air from the lines (M4), (M5), (M6) &
(M7) is released through the Relay emergency vale (rear).
Hand Brake Control Both ports 1 & 2 are vented. Since the port 1 is vented air in the lines (J1),
Valve in “Emergency” (J2) and (J4) are vented. The relay emergency valves directs air from the
Position respective tanks ie: front & rear brake tanks, to service brake pods of the
brake chambers through lines (J3), (M1), (M2), (M3) and (J5), (M4),
(M5) & (M6). Hence the brakes are applied. Since the port 2 is vented,
supply through the synchro valve is cut off. The air through lines (M3) and
(M6) delivered from the respective Relay Emergency Valve is supplied
through lines (01), (02), (03), (04), (05) & (06) to the lock ports.
Hand Brake Control Port 1 is charged and port 2 is vented. The operator must move the hand
Valve in “Park” brake control lever to ‘PARK” position by passing the lever through the
Position “EMERGENCY” position. A pause of 3 seconds in the “EMERGENCY”
position is necessary in order to assure that the service brakes are fully
applied. Because the port 1 is charged the service ports air pressure is
11
vented through the relay emergency valves. This causes the locking
mechanism of the safety chambers to catch & hold the push rods. Hence,
brake is mechanically held.
Pressure protection When the pressure at Pressure Protection Valve is above 75 PSI, the air
valve pressure is supplied to the horn solenoid through line (P1). When the horn
button is pressed, energizes the horn solenoid which allows the air pressure
through line (P2) to horn .
The brake stop light switch provided at the rear Relay Emergency valve,
operates by the delivery pressure of the Relay emergency valve through line
(M7) which energizes the rear brake light.
To Release of To release the brakes from parking position allow air pressure to raise to
Parking Brake normal operating pressure of 125 PSI, move the hand brake control valve
lever to “EMERGENCY” position, after dwelling for 3 seconds move to
“RELEASE” position.
12
Brake System - Air lines
Operation The automatic safety braking system is an integral part of the service brake
system, by the use of parking brakes on the rear bringing the unit to safety
stop, should air pressure in the supply reservoir drop below 45 PSI through
the parking brake valve.
The rear brakes are oil cooled disc brakes operated by an air over
hydraulic system. The front brakes are dry caliper disc type with air over
hydraulic actuation. An ON-OFF valve on the instrument panel in the cab
permits the operator to turn “OFF” the air to the front brakes when they are
not needed. The rear brakes also serve as parking brake operated through
an Hand Brake Control Valve which is located on the Dash Panel.
An indicator lamp located on the panel glows, when parking brakes are
applied. The parking and emergency brakes are spring applied and
hydraulic pressure released.
The rear service brakes serve as the retarder operated through hand
operated retarder valve, when the vehicle retarding is needed. There is a
retarder “ON” light on the dash board.
The service brakes for the front wheels and springs in the service brake
assemblies for the rear wheels are used for emergency braking using the
Hand Brake Control Valve.
If air pressure in the system decreases below 60 PSI a warning buzzer in

the cab is activated. The buzzer makes noise until the operator shuts off the
disconnect switch or the pressure in the system increases above 60 PSI.
Engine running, HBCV must be moved to release position to release parking piston on
Parking Brake Off, the rear service brakes to release the parking brakes. Air pressure from
Front Brake Off and primary tank will go through the treadle valve to HBCV and to the Parking
Retarder On pressure switch and to the control port ‘Co’ of the parking brake valve.
The air pressure will open the parking brake valve there by sending the oil
from the parking brake release pump to the brake housings. This oil
pressure will release the spring applied parking brakes.
When the retarder brake is applied, the pressurized air from the primary
13
reservoir will flow through the supply junction of treadle valve and retarder
valve double check valve to control passage ‘S’ on rear relay valve to open
the relay valve and supply air to rear master cylinder. Oil pressure from the
master cylinder will go into the slack adjuster (Refer Hydraulic system),
then to the rear brake housing and apply the rear wheel retarder. Engine
speed must be kept a minimum of 1700 RPM to keep the brake cooling oil
cool.
When the retarder pedal is released, the flow of air to the control port ‘S’
of rear relay valve is stopped. The air pressure in the line between the
retarder valve and rear relay valve will go out of the exhaust passage on
the retarder valve. Air pressure in the line between the delivery passage of
the relay valve and rear master cylinder will go out of the exhaust passage
of the relay valve. The oil pressure that applied on the service piston will
return to the master cylinder as the piston is pulled up by the spring in the
cylinder.
Engine running, When the handle on the HBCV is moved to the emergency position, both
Parking Brake Off, ports Del 1 and Del 2 of HBCV are vented and the pressure drops to Zero.
Front Brake Off and The venting of Del 2 of HBCV, opens the passage of parking brake release
Emergency Brake On pump oil and the oil line leading to the emergency piston, to the tank return
line thro the parking brake valve. This causes the springs on the emergency
piston apply the rear brakes. When the port Del 1 of HBCV is vented, the
air supply to the control passage ‘Co’ of FRE valve goes to zero letting the
FRE valve open. The air pressure from the front brake tank is supplied
through the FRE valve to the front master cylinder. Oil pressure from the
master cylinder will flow to the front wheel brakes and activate the brakes.
When the handle on HBCV is moved to the release position, both ports Del
1 and Del 2 are charged. The charging of Del 2 line close the return line
port of the parking brake valve and opens the line leading to emergency
piston chamber. Due to this the parking brake release pump oil goes to the
brake group as above and releases the spring applied rear brakes. The
charging of Del 1 of the HBCV, charges the control port ‘Co’ of FRE
valve, thus stopping the flow of air to the front brake master cylinder,
thereby disengaging the front brakes.
14
15
Engine running, When the pedal on the treadle valve is pushed down, air pressure from
Parking Brake Off, the primary reservoir will go through the treadle valve, double check valve
Front Brake Valve Off to control port ‘S’ on the rear relay valve to open the rear relay valve.
with Rear Service Air pressure will not flow through the front brake valve,when the valve is in
Brakes Activated the OFF position. Supply air from rear tank will flow through the relay valve
to the master cylinder. Oil pressure from the master cylinder will go into the
slack adjuster, then to the rear brake housing and apply the rear wheel
brakes.
When the treadle valve pedal is released, the flow of air to the control port
“S” of rear relay valve is stopped. The air pressure in the line between the
treadle valve and rear relay valve will go out of the exhaust passage of the
relay valve. The oil pressure that applied the brakes will return to the master
cylinder as the pistons are pulled up by the springs in the cylinder.
Engine running, When the pedal on the treadle valve is pushed down, air pressure from the
Parking Brake Off, primary reservoir will go through the treadle valve, double check valve to
Front Brake Valve On control port ‘S’ on the rear relay valve to open the relay valve. With front
with Rear Service brake valve on, air pressure will flow through the front brake valve from the
Brakes Activated auxiliary delivery. ‘Ade’ of treadle valve to the control passage ‘S’ on the
front relay emergency valve for the front wheels and open the front relay
valve. Supply air from front reservoir will flow through the front relay valve
to the front wheels brake master cylinder. Oil pressure from the master
cylinder will go to the front wheel brakes and activate the brakes.
When the pressure on the brake pedal is released, the flow of air from
the air reservoir is stopped. The air pressure between the control passage
and treadle valve will go out thro the exhaust passage in the valve. The
air pressure between the relay valves and master cylinder will go out of the
exhaust passage in each relay valve. The oil pressure on brakes will return
to the master cylinder as the pistons are pulled up by the springs in the
cylinders.
Engine running, When the engine is started, the air flows from the compressor through Air
Parking Brake On drier unit unloader valve to the primary air tank from the primary tank, the
air flows through one way check valves to the emergency tank, rear brake
tank & front brake tank. The Air drier unit has a non - return valve, a
governor and an unloader valve with tyre inflation. The air also flows from
the primary tank to the treadle valve, Retarder valve, Hand Brake control
valve and air pressure gauge.
16
When the air pressure in all the reservoirs become 120 psi, unloader valve
will control the system pressure. Air pressure gauge will give the operator
an indication of the pressure in the system. If the pressure in the system
goes below 60 psi, a warning buzzer will sound and automatic brakes will
start applying.
When the HBCV is pushed to the parking position, the air supply in
delivery 2 of HBCV is vented, thus closing the parking brake release pump
oil supply line to the emergency piston chamber in the brake group oil
connecting the same to the return line to tank, and thus returning the oil from
the rear brakes to the tank and the brakes are applied by spring pressure.
17
Brake System - Hydraulic Lines
Operation The front wheel brakes are operated by the front brake master cylinder oil
pressure. The oil to the front master cylinder is supplied from the make up
oil tank through line (B). The master cylinder multiplies the pressure
supplied through air line from the front brake relay valve (A) and applies the
front brakes.
The rear wheel service brakes are applied with the rear brake master
cylinder for which the oil is supplied from the make up oil tank through line
(E). The air pressure from the rear brake relay valve (C) is converted to
hydraulic pressure and the oil is supplied to the slack adjuster (7) through
line (F). This oil is supplied to the service brakes through lines (G); for
applying the brakes.
The parking brakes on the rear wheels are spring applied and hydraulic
released. The parking brake valve receives oil from the parking brake
release pump. This oil flows to the parking piston oil chamber of the rear
brakes and the parking brakes are released. Diversion of oil from the
parking brake valve to the tank automatically applies the parking brake.
18
19
Brake Group
Operation Wheel group is located on the spindle by tapered roller bearings (not
listed). The ring-gear is a fixed member bolted on to the spindle and does
not rotate. Emergency & parking springs push on emergency and parking
piston against the service and retarding brake piston. Service and retarding
brake piston will push friction discs and reaction plates together. Reaction
plates are located on the ring gear and hence do not rotate. While the
friction discs turn with the wheel group. The friction between the friction
discs and reaction plates prevent the wheel from rotation and the unit will
stop.
When the parking and emergency brake control valve on the panel is
moved to the “RELEASE” position, the parking BRAKE valve send the oil
from the parking pump to the parking brake oil passage (PL). This oil
passage “PL” is connected to the parking & emergency oil chamber. The
pressure oil will force the parking & emergency piston away from friction
discs and reaction plates. Springs will pull the service brake and retarding
piston away from the friction discs and reaction plates. Thus the friction
discs and reaction plates will not be in contact and the parking and
emergency brakes will be released.
When the service brake or retarder brake is applied, oil pressure from the
rear service brake master cylinder is sent to the service brake oil passage
(SL). This oil passage (SL) is connected to the service and retarding oil
chamber. As the oil pressure increases service and retarding piston will push
the friction discs and reaction plates together and cause the rotation of the
wheel group to stop.
Brake cooling oil from the brake cooling pump and the oil cooler will go in
passage (C1) and cool the friction discs and the reaction plates. The cooling
oil will then go out of the brake cooling outlet passage (C2) back to the
hydraulic tank.
20
21
Rear Brake Cooling The rear brakes are oil cooled. The oil from the hydraulic tank is sucked by
System brake pump located on the power take-off assembly. The delivery oil from
the pump flows through the oil cooler located the bottom tank of the
radiator. The cool oil from the oil cooler then flows to the brake group and
cools the friction discs and the reaction plates. The hot oil from the brake
group then flows back to the hydraulic tank.
22
Steering System
The system is fully hydraulic, consisting of dual pump, priority valve, orbitrol
valve, valve block, and two double acting single stage cylinders.
Neutral Position Oil is drawn from the tank through lines by a continuously running pump. Oil
from the pump flows through line to the priority valve.
From the priority valve, through line, oil flows to Orbitrol valve. Since the
orbitrol valve is of closed centre type the pressure develops in the lines, up
to orbitrol valve. This pressure acts on the spool in the priority valve at the
port PP. This action moves the spool in the priority valve which diverts the
pump output (secondary) through the port ‘EF’ to line which joins the
primary pump output, supplied to the Body Hydraulic control valve.
Right Hand (OR) Left When the steering wheel is turned either clockwise or anti-clockwise for
Hand Turn R.H. or L.H. turning the oil from the Orbitrol valve will be diverted through
lines according to the direction of rotation, and also through line. The oil
flowing through line, will be acting on the other side of the spool in the
priority valve through the port ‘LS’ which in addition to the spring force
moves the spool. This action of the spool direct the output from the
secondary pump through Orbitrol Valve, lines to the tank.
The relief cartridge is provided at the port ‘T’ of the priority valve which
controls the system pressure at 1750 PSI.
Supplemental Steering In the event of an engine or standard steering system pump failure the
System (Optional) emergency steering system can be engaged by operating a switch on the
instrument panel thus operating the pump motor.
The pump draws oil from the hydraulic tank through line and delivers to the
priority valve through line and check valve. This prevents back flow to the
emergency pump when the standard system is operating. Similarly the check
valve in line prevents back flow emergency oil supply to the standard
system pump when the emergency system is in operation. The oil flow from
the priority valve to the orbitrol valve and steering cylinders, is as in the
main steering system.
23
24
Truck Body Hydraulic System
Description The pump for the hydraulic system is mounted on the top part of power
- take - off assy. It is a double outlet pump with one catering to the vehicle
steering system and the main outlet serving the hydraulic system. The pump
operates the hoist cylinders for the body dumping and lowering. The pump
sucks the oil through a screen in the hydraulic tank and the line from the
tank to pump. The pump delivery flows through line to the control valve
located on the top of the hydraulic tank. From the control valve the oil flows
to the hoist cylinders and operates the hoist cylinders in accordance with the
position of the control valve spool. The relief valve, a part of the control
valve, opens when the pressure of the pump oil in either lines gets to 2250
psi.
The control lever in the cab of the vehicle has linkages that connect it to the
valve spool, in the control valve on the hydraulic tank. The positions of the
control valves spool are RAISE position, HOLD position, LOWER
position and FLOAT position.
Control Valve A control lever in the cab of the vehicle has linkages that connect it to the
valve spool of the control valve on the hydraulic tank. The control lever has
four detent positions FLOAT, LOWER, HOLD and ‘RAISE’, through the
ball and spring arrangement with operating lever assembly.
Control Valve in The oil from the pump goes in to the control valve ‘ PRESSURE’ port.
‘FLOAT’ Position With the spool in the “FLOAT” positions, the oil flows over the spool and
gets drained through the bottom tank port of the control valve to the tank
and the two ports of the hoist are connected to the tank through the control
valve.
Control Valve in With the value spool in the “LOWER” position, the pump oil goes through
‘FLOAT’ Position the pressure port of the control valve and the pump oil flows through port
‘BB’ of the control valve to the rod ends of the hoist cylinders. This oil
forces the oil in the base ends of the hoist cylinders to flow to the port ‘AA”
of the control valve through the manifold. The return oil to the port ‘AA”
flows over the spool and gets drained in to the tank through the bottom
RETURN port of the control valve.
25
26
Control Valve in With the valve spool in the “HOLD” position, the pump oil to the
‘HOLD’ Position ‘PRESSURE’ port flows over the spool and gets delivered to the tank. The
ports ‘AA’ and ‘BB’ are locked and hence the oil in the rod and base ends
of the hoist cylinder are also restricted to flow. Thus cylinders are held in
whichever position, they are in.
Control Valve in When the valve spool is shifted to the “RAISE” position, the pump oil flows
‘HOLD’ Position to the base ends of the hoist cylinders through the spool through the control
valve ‘BB’ port back to the tank, thus raising the dump body.
27
Pressure Checks
Parking Brake Remove the cap from the connector of the parking brake valve and connect
Release Pressure a pressure gauge of range 0 to 1000 PSI.
Start the engine and build up the air pressure, move the HBCV valve to
release position.
The pressure gauge should read 550 PSI at low idle RPM.
If the pressure is not coming alright, stop the engine and release the
pressure by moving the HBCV lever to emergency or parking position.
Remove the cap from the relief valve on the pump and screw the plug in or
out to get the correct relief pressure .
Start the engine and move the HBCV lever into release position and
recheck the pressure gauge reading. After ensuring correct pressure, stop
the engine and provide the cap on the pump relief valve. Remove the
pressure gauge from the connector and screw the cap.
Parking Brake Release Pressure Checking Parking Brake Release Pressure Adjusting
28
Hydraulic System Lower the dump body and stop the engine.
Release Pressure
Ensure filters and screens are clean.
Ensure the hydraulic oil is of correct grade and up to the level mark.
Visually inspect the entire hydraulic system for leaks & damages and rectify.
Connect a pressure gauge of 0 to 5000 psi to the checking point.
Start the engine and operate the dump body repeatedly until the
temperature reaches normal operating temperature.
Run the engine at high idle and move the hoist control lever to raise
position.
After the dump body is fully raised look at the pressure gauge holding the
lever in the raise position. The gauge should read 2250 psi at high idle
RPM.
If the pressure value is not as per the above specification adjust the relief
valve screw and recheck the pressure.
Secure the adjusting screw properly and remove the pressure gauge from
the connector.
Hydraulic System Release Pressure Checking and Adjusting
29
Steering Pressure
Sumitomo Valve Remove the cap from the connector of ‘CF’ line at the priority valve and
connect the gauge 0 to 3000 PSI.
Start the engine, operate the system by turning the wheels to full turn. Keep
the wheels in this position pressed against the stop, by continously applying
pressure on the steering wheel.
The pressure gauge should read 1750 PSI at 1500 RPM.
For adjusting the steering system pressure, stop the engine and disconnect
the hose from the ‘T’ port of the priority valve.
Adjust the pressure by loosening or tightening the plug in the above port.
Connect the hose and recheck the pressure as per the above mentioned
procedure.
If the pressure found to be correct disconnect the gauge and secure with the
cap and reconnect the hose at the ‘T’ port.
30
Steering System Release Pressure Checking and Adjusting
Donfoss Valve Remove the cap from the connector of ‘CF’ line at the priority valve and
connect the gauge 0 to 3000 PSI
Start the engine, operate the system by turning the wheels to full turn. Keep
the wheels in this position, pressed against the stop.
The pressure gauge should read 1750 PSI at 1500 RPM.
For adjusting the pressure stop the engine and remove the plug situated at
the bottom RH side of the valve.
If the pressure is not correct, adjust the pressure by loosening or tightening

the plug in the above port. Recheck the pressure as per the procedure.
If the pressure found correct disconnect the gauge and secure with the cap
and also provide the plug at the bottom side of the valve.
31
Suspension Cylinder Charging and Checking
Charging of front Ensure the unit is brought to stop slowly on hard level ground without
suspension cylinder braking before checking or charging the suspension cylinders.
Check for leakage of nitrogen at head joints and valves using soap water.
Check the heights of the cylinders pertaining to that unit.
If signs of leakage, hard ride or difference in heights are noticed attend to

the servicing of the suspension cylinders.
Perform charging procedure to both right and left cylinders even if one
cylinder needs servicing.
Complete the repaires and eliminate any oil and nitrogen leaks before
charging the defective cylinders.
Lift the unit and keep the spacers between the spindle and cylinder housing
(38 mm) to maintain oil charged height and charge the cylinders with
recommended oil removing all the air bubbles.
32
Charge both the cylinders simultanously with nitrogen gas so that to maintain
the recommended charge height (172 + 3 mm).
Leave the valves open for 5 minutes.
Remove the nitrogen charging group from the suspension cylinders and
install the charging valve caps.
Charging of rear
suspension cylinder
Adopt the procedures as for the front suspension cylinders above 1 to 6.
Charge both the rear cylinders with the recommended oil to the required
height by lifting the frame and holding it firmly at that height. Bleed out any
air bubbles by opening the outlet to the container.
Connect the nitrogen charging group and change the both the cylinders at a
regulated pressure of 350 psi, until the required pressure is reached.
Disconnect the supply and leave the valves pressure in the both the
cylinders for about 5 minutes to equalize nitrogen charging pressure in both
the cylinders.
Remove the nitrogen charging group from the suspension cylinders and
install the charging valve caps.
33
Wheel Bearing Adjustment
Rear Wheel Bearing Preload Adjustment
1. Ensure the duo cone seals are installed properly on the brake group and the
wheel assembly.
2. Ensure the wheel bearings are free from damages and wear, cleaned and
oiled and properly assembled on to the wheel assembly and the wheel
assembly is carefully mounted on the spindle.
3. Secure the wheel assembly by the bearing preload adjuster / retainer nut
tightening the same to hand tight.
4. Install the fishtail wrench to the wheel threaded hole keeping its rectangular
section against one of the nut projections so that it can be tightened while
rotating the wheel.
5. Keep the emergency brakes released by applying pressurized oil on the

emergency piston through the unit electrical brake retration system.
6. Fit the toquing bar to the wheel studs and using the torque wrench tighten
the wheel bearing unit to 1000 ft.lbs simultaneously tightening and bumping
the wheel.
7. Back of the nut by loosing to 1/4 turn, ensure the wheels is rotating freely
and retorque the nut to 650 ft.lbs.
8. Align the lock plate in the nut slot and the spindle splines and secure the
same with the two bolts. Torque the bolts to 38 ft.lbs and wire lock the
same.
9. Remove the torque bar, fishtail tool from the wheel. Also release the
pressure i.e. affected on the emergency piston to free wheel assembly.
34
Front Wheel Bearing Adjustment
1. Ensure wheel bearings, oil seal and bushing are free from damages and
excess wear, cleaned and packed with the recommended quality grease.
2. Assemble the wheel to the spindle after ensuring the bearings and grease
seal are installed in the wheel assembly.
3. Install the outer bearing cone, keyed washer and the spindle nut and tighten
the nut by using the special socket wrench where projections sit in the nut
slots to 1000 ft.lbs simultanously tightening and bumping the wheel.
4. Back off the nut, ensure free rotation of the wheel and retorque the nut to
600 ft.lbs. Lock the spindle nut providing the locking bolt in the threaded
hole at the slotted portion of the nut and tightening the same. Wire lock the
bolt with spindle.
5. Fill the 1/3 volume of spindle cap with the recommended grease and secure
to the wheel assembly properly.
35
Controls, Gauges and Warnings
The operator station has various controls, gauges & warnings for the serv
iceman to check the performance or observe the condition of the different
systems in the unit.
Apart from the controls Steering wheel, Horn valve, Throttle pedal, Front
brake on, off valve, Master switch whose functions are self explanatory the
other controls are
Hand Brake Control It has three positions Parking, Emergency & Release for the operation of
Valve (HBCV) respective brake circuits to apply or release the brakes.
Treadle Valve It is used to apply service brakes for controlling the braking force . All the
four wheel brakes are applied by air assisted hydraulic pressure if the front
brake valve is in on position and only rear brakes are applisd if the above
valve is in off position
Retarder Valve This is used when a more precised control of braking force is required on
rear wheels while the unit is traveling down the gradient and the engine
RPM is exceeding the rated value. Engine RPM should not fall below 1700.
Transmission Shift In 1035 models this is used for selecting the desired speed range and in
Lever 1040 model this is an electrical shift type lever for shifting from one speed
position to the next speed position.
36
Body Hydraulic Lever It has four positions Raise, Hold, Lower & float whose functions are self
explanatory.
Combination Switch This is used for operating head lights dim/dip switch, direction indicators,
wind shield wiper & washer.
The other switches are Engine start switch, Emergency steering switch and
piano switch group for Gauges illumination, Head lights, Cab light & Fan.
EIPS Electronic Instrument Panel System for warning regarding the different
systems condition Warning light test switch is used for testing the condition
of EIPS.
In addition to the above there are the gauges Ammeter, Air pressure gauge,
Engine oil pressure gauge, Trans clutch pressure gauge, Engine coolant
temperature gauge, Converter temperature gauge, Service hour meter.
Tachometer, Speedo meter, Brake oil temperature gauge &Transmission
shift gauge for guiding the operator.
Trans Shift Gauge It indicates the operator when the upshift or downshift is to be made to
avoid the straining of Engine / Transmission(only in 1040 units)
37
EIPS Details
Warning Light Indication Function Electrical Schematic
1. Low Air Turn Key ON Indicates to the operator that the
Pressure Warning Light will glow and system pressure has dropped
Warning Light buzzer activated until the below 5.5 Kg/Cm2 and vehicle
& Buzzer pressure is increased to > 5.5 should be moved only after
Kg/Cm2 increasing the air system pressure
to 8 Kg/Cm2
2. Retarder Turn Key ON Indicates to the operator that the

Warning Light When Retarder Brake Lever is retarder brake is applied
operated, Warning Light will
glow
3. Convertor Start Engine Indicates to tbe operator that the

Lock-up Raise Engine RPM to 1500 Convertor Lock-up Clutch is
Warning Light Warning Light will glow and engaged
will continue to glow until the
Engine RPM drops below 1350
4. Body up Turn Key ON Indicates to the operator that the

Warning Light Lift Body Hydraulic Lever to body is in raised position
& Buzzer RAISE Position
Warning Light will glow and
Buzzer is activated. Stops when
lever is shifted to LOWER
position
5. Parking Turn Key ON Indicates to the operator that

Brake Warning Apply HBCV Lever to Park Parking Brake is applied and
Light & Buzzer Position (or) Emergency vehicle should not be moved
position / System pr. < 5.5
Kg/cm2
Warning Light will glow,
Buzzer is activated
6. Brake Oil Engine running Indicates to the operator that the

Temperature Warning Light will glow when brake oil temperature has increased
Warning Light the Brake Oil temperature above 120°C and the vehicle has to
increases above 120°C. be stopped and engine kept running
at 1500 RPM until the temperature
drops
38
Warning Light Indication Function Electrical Schematic

7. Trans Oil Engine running Indicates to the operator that the
Temperature Buzzer is activated when Trans transmission oil temperature has
Warning Oil temperature increases above increased above 120°C and the
Buzzer 120°C. vehicle has to be stopped and
engine kept running at 1500 RPM
until the temperature drops
8. Water Engine running Indicates to the operator that the

Temperature Buzzer activated Engine Water Temperature has
Warning Light Warning Light glows when crossed 99° C and the vehicle has
& Buzzer engine water temperature to be stopped and engine kept
increases above 120°C. running at 1500 RPM until the
temperature drops
9. Engine Oil Engine running Indicates to the operator that the

Pressure Buzzer activated Engine Oil pressure has dropped
Warning Light Warning Light glows until below 10 PSI and the vehicle has
& Buzzer pressure increases to be stopped and engine shut
down
10. TransLow Engine running Indicates to the operator that the

Pressure Buzzer activated transmission oil pressure has
Warning Light Warning Light glows until dropped below 80 PSI and the
& Buzzer pressure increases vehicle has to be stopped and
engine shut down.
11. Ignition Indicates to the operator that the Turn Key ON. Warning Light
Warning Light alternator is charging the battery glows
and there is no external excitation Engine running. Warning Light
of alternator from battery disappears
12. Rado Water Level correct Indicates to the operator that the
Alarm and Turn Key ON radiator water level has dropped
Warning Buzzer activated for a moment below the operating level
Light Warning Light glows and
disappears
Water Level Low
Turn Key ON
Buzzer activated
Warning Light glows conti-
nuosly until level is maintained
NOTE:
1. Any indication that appears momentarily during start up or operation of other electrical implements should not be considered as an indication
/ warning.
2. Buzzer will be activated without any W / L glowing only in case of Trans oil temperature increase.
39
Preventive Maintenance (Transmission)
Importance of Proper Oil Level
1. Maintaining the proper oil level is very important. The transmission oil is
used to apply clutches and lubricate and cool componenets. If during check
procedure (d, below), inconsistent readings occur, look for proper venting
of the transmission breather and / or proper venting of the oil filler tube.
2. Always check the oil level at least twice. Consistency is important in

maintaining accuracy.
3. The oil level rises as the sump temperature increases. Do not add oil to the
transmission until normal operating temperature is reached. 160-200°F (71-
93°). Add the required amount of oil to bring the oil level to the full mark on
the HOT RUN band.
4. Do not overfill the transmission with oil. Excessive oil causes overheating
and irregular shift patterns. If the oil level is too low, the result can be poor
performance (clutches will not receive adequate oil supply and will slip).
CAUTION
A dipstick that anchors inside the top end of a non-vented filler tube can
draw oil up into the tube during removal and give an inaccurate reading on
the dipstick.
Foaming and Aerating
1. Transmission performance will be affected when the oil foams or aerates.

The primary causes of aeration are low oil in the sump, too much oil in the
sump, or a defective or missing seal-ring on the intake pipe.
2. A low oil level will not completely envelop the oil filter. Therefore oil and air
are drawn by the input pump and are directed to the clutches and converter,
causing converter cavitational noises and irregular shifting. The aeration also
changes the viscosity and color to a thin milky liquid.
40
3. A defective seal-ring on the filter intake pipe will cause the input pump to
draw air result in the into the oil system. Air thus entering the oil will
conditions described in (2), above.
Protect Fill Pipe When adding oil or checking oil level, dirt or foreign material must not be
allowed to enter the fill pipe.
Oil Level Check Procedure
1. Check the oil while the vehicle is on level ground and the parking brake
applied. Start the engine and shift the transmission through all drive rages to
fill the clutch cavities and oil passages then shift to neutral.
2. Cold Run Band Run the engine for one minute at 1000 rpm to charge the system. Idle the
engine until the temperature reaches 60 to 120°F (16-49°C). With the
engine idling and the transmission in neutral, check the oil level. Oil
registering in the COLD RUN band indicates a sufficient quantity of oil to
safely operate the transmission until the temperature reaches 160 to 200°F
(71 to 93°C). When the temperature is 160 to 200°F(71 to 93°C), a hot oil
check must be made.
3. Hot Run Band Be sure the temperature has reached 160 to 200°F (71-93°C). With the
engine idling and the transmission in neutral and check the oil level. If the oil
level registers in the HOT RUN band, the quantity of oil in the transmission
is safe for operating the vehicle. If it registers on or below the bottom line of
the HOT RUN band, add the required amount of oil necessary to bring the
oil level to the middle of the HOT RUN band. (Approximately one (1)
quart (0.9 liters) of oil is required to move the oil level from the bottom line
of the HOT RUN band to the middle of the HOT RUN band).
41
Oil Changing Oil and Filters
Cleanliness
1. Oil must be handled in clean containers to prevent foreign material entering

the transmission.
CAUTION
Containers or fillers that have been used for antifreeze or engine coolant
solution must not be used for transmission oil.
2. Clean around the oil filler tube before removing the dipstick and lay the
dipstick in a clean place while filling the transmission.
3. Check the current issue of the Parts Catalog for proper oil filter. Keep the
filters in cartons until ready for installation.
Procedures
1. The transmission should be at operating temperature (after about one hour

operation).
2. Remove the oil drain plugs from the sump and oil filters and drain the oil.
Replace the plugs.
3. The transmission has a cylindrical oil strainer located into the oil sump. A
new gasket should be used when replacing the cover after each cleaning.
Clean the strainer assembly thoroughly.
4. Filter elements should be replaced whenever the oil is changed, and at hour
intervals between oil changes. The filter shells should be thoroughly cleaned.
New gaskets (or sel- rings) should be used when new filter elements are
installed.
5. Before starting the engine, refill the transmission with clean transmission oil.
The oil filler arrangement varies among installations.
42
6. When filling the system, pour enough oil into the transmission until the
correct level is indicated on the sight gauge ot at the ADD check plug. Start
the engine, and let it idle for two or three minutes. If the main oil pressure
fluctuates and will not stabilize during this period, more oil should be added.
After enough oil is added to stabilize the pressure, operate the vehicle
through all ranges until the temperature reaches 180°F(82°C). Stop the
vehicle and check the oil, add oil, if required, while the engine is running.
7. Carefully inspect the filter components and cover for oil leakage while the
vehicle engine is running.
Note: The internal suction screen does not require routine servicing. Do not
remove the oil pan.
Oil Contamination
Examine At Oil Change At each oil change, examine the oil which is drained for evidence of dirt or
water. A small amount of condensation will emulsify in the oil during
operation of the transmission. However, if there is evidence of water, check
the cooler (heat exchanger) for leakage between the water and oil areas.
Oil in the water side of the cooler (or vehicle radiator) is another sign of
leakage. This however, any indicate leakage from the engine oil system. Any
accumulation of sludge or soft dirt in the sump should be removed.
Metal Particles Metal particles in the oil (except for the minute particles normally trapped in
the oil filter) indicate damage has occurred in the transmission. When these
particles are found in the sump, the transmission must be disassembled and
closely inspected to find the source. Metal contamination will require
complete disassembly of the transmission and cleaning of all other areas
where the particles could lodge.
Coolant Leakage The presence of ethylene glycol coolant in the transmission oil is detrimental
to the reliability and durability of the internal components. Ethylene glycol
has a deteriorating effect on non-metallic components (seals, gaskets, etc.,)
and on highly loaded steel parts, such as bearings and gears, due to
reduced lubricity of the oil.
43
Machine fluids recommendations

Hindustan 1035 Dumpers / Water Sprinklers
Factory Fill
COMPARTMENT OIL TYPE OIL LUBRICANT CHANGE CAPACITY

OR & VISCOSITIES AMBIENT PERIOD (LITERS)
SYSTEM CLASSIFICATION TEMPERATURE (2) (HOURS) (1)
Min oC Max oC CUMMINS CAT
Engine Valvoline Power SAE 15W 40 Refer Engine First 50 & 40 -
supreme Manual Every 300
Multigrade SAE 15W 40 -15 50 250 - 34
API CH-4
Transmission Caterpillar SAE 30 0 50 1000 46
TDTO
Hydraulic System 230
Caterpillar SAE 10W -20 40 1000
Ride cylinders TDTO 5
Front & Rear
PTO Caterpillar SAE 90 -20 40 1000 Shoe brakes 3 Lts.
GO (Gear Oil) OCDB 2 Lts.
Differential and Caterpillar SAE 50 10 50 1000 54
Final Drives TDTO
Recommendations:
(1)
The Oil Change Hours are given as a guidance for operating under normal conditions and may vary
depending upon site conditions.
(2)
If the ambient temperatures are beyond the specified range, contact your CAT Dealer for additional
information on selecting oils.
44
1035 Dumper Lubrication & Maintenance Chart

SERVICE HOURS & SYSTEM SERVICE DETAIL SERVICE
POINTS
WHEN REQUIRED:
Engine Air Intake System Service when indicated by Restriction Gauge 1
Windshield Wiper Check for Proper Operation 2
Batteries Inspect clamps, Clean Terminals -
Hydraulic Tank & Trans Sump Screen Remove & Clean Screens when System is attended for Major Repairs 2
EVERY 10 HOURS OF OPERATION
Engine Air Cleaner Check Air Restriction Indicator 1
Engine Crankcase Check Oil Level 1
Transmission Check Oil Level 1
Hydraulic Tank Check Oil Level 1
Air Tanks Drain Water 3
Fuel Tank & Fuel Filters Drain Moisture & Sediments 3
Radiator Check Coolant Level 1
Indicators, Gauges & Back-Up Alarms Check for Proper functioning -
Tie-Rod & Steering Pivot Pins Lubricate fittings 6
Front Suspension Cylinders Lubricate fittings 2
Rear Suspension Cylinder Lubricate fittings 4
Banjo Stabiliser Rod Bearings Lubricate fitting 2
Steering Booster ( Rod & Base End ) Lubricate fitting 4
A-Frame Bearing Lubricate fitting 1
Body Hinge & Hoist Pins Lubricate fitting 6
Drive -line Slip Joints Lubricate fittings 2
Hydraulic Tank First 50 HOURS only - Clean Screen : Change Element 1
Fan-Belt Pressure Check for 1/4 - 3/4 deflection at 15 lb push Mid-Pulleys 1
Treadle Valve Lubricate oil in Brake Pedal 1
FIRST 50 HOURS ONLY (FOR CUMMINS ENGINE)
Engine Oil, Fuel Filter & Oil Filter Drain & Refill oil, change elements 3
Batteries Check Electrolyte Level : If needed add Distilled water 12
Differential, Final Drive & PTO Check Oil level 4
Accelerator Cross Shaft Lubricate fitting 1
Linkages - All Lubricate with Can Oil -
Brake Cam Shafts Lubricate Fittings - Shoe Brakes 4
Brake Shoe Anchor Pins Lubricate Fittings - Shoe Brakes 8
CONTD...
45
SERVICE HOURS & SYSTEM SERVICE DETAIL SERVICE

POINTS
EVERY 200 HOURS OF OPERATION (Every 1000 Hours for PALL Filters)
Transmission Filter Change Element 1
Engine Check Valve-Lash ( Only First 250 HOURS ) - CAT Engine 1
Pressure Protection Valve Check for Correct Closing Pressure 1
Engine Drain & Refill Oil 1
Engine Oil Filter Clean Filter Hsg. Change Element 1
Primary Fuel Filter Clean / Wash 1
Fuel Filters Clean Filter Hsg. Change Element 2
Cooling System (Add 500ml of Coolant Conditioner - CAT) & (Add Coolant additive 1 lit-Cummins) 1
Hydraulic Tank, Banjo, Trans & PTO Clean Breathers 4
Hydraulic Tank Clean Filter Hsg. Change Element 1
Brake Oil Filter Clean Filter Hsg. Change Element 1
Fuel Tank Filter Cap Wash Filter wool 1
Treadle Valve Check Boot : If Damaged - Change 1
Trans Filter (PALL Filter) - Option Change Element 1
Fuel Tank Clean Filler screen 1
Differential & Final Drive Drain & Refill Oil 3
PTO Drain & Refill Oil 1
Transmission Clean Sump Screen : Drain & refill Oil 1
Hydraulic Tank Clean Filter Hsg. Suction Screen : Drain & Refill Oil 1
Suspension Cylinders ( Front & Rear ) Change Oils & Re-charge 4
Front Wheel Bearing Change Grease & Preload 2
Rear Wheel Bearing Adjust Bearing Preload on Both sides 2.
Air Dryer Replace Desiccant Cartridge 1
EVERY 3000 HOURS OF OPERATION (Refer Engine O & M Manual)
Engine Cooling System Drain & Refill INTAC Cleaner 1
Engine Valves Check Valve-lash 1
Turbo-Charger Inspect 1
Thermostat / Water Regulator Replace 1
46
Standard Bolt and Nut Torque Specifications

Recommended maximum torque values 6 5%
SIZE S.A.E. SYMBOL S.A.E. SYMBOL

GM 280 - M STEEL GM 300 - M STEEL
(S.A.E. GRADES 5) (S.A.E. GRADES 8)
Torque Clamp Load Torque Clamp Load
(Foot / Lbs.) (Lbs.) (Foot / Lbs.) (Lbs.)
Dry Lub Dry Lub
1/4-20 8 6 2020 12 9 2855
1/4-28 10 7 2310 14 11 3260
5/16-18 17 13 3330 24 18 4700
5/16-24 19 15 3690 27 21 5210
3/8-16 31 24 4930 44 34 6950
3/8-24 35 27 5580 49 38 7880
7/16-14 49 38 6760 70 54 9550
7/16-20 55 42 7550 78 60 10675
1/2-13 75 58 9030 105 82 12750
1/2-20 85 65 10200 120 90 14380
9/16-12 110 84 11580 155 120 16350
9/16-18 120 93 12930 170 132 18250
5/8-11 150 115 14400 210 165 20300
5/8-18 170 130 16300 240 185 23000
3/4-10 270 205 21300 375 290 30000
3/4-16 295 230 23750 420 320 33500
7/8-9 395 305 27000 605 455 41500
7/8-14 435 335 29800 670 515 45800
1-8 590 455 35400 905 695 54500
1-14 660 510 39700 1030 785 61200
1-1 /8-7 795 610 42300 1285 990 68700
1-1/8-12 890 685 47500 1440 1110 77000
1-1/4-7 1120 860 53800 1820 1400 87200
1-1/4-12 1240 955 59500 2010 1550 96500
1-3/8-6 1470 1130 64200 2380 1830 100400
1-3/8-12 1670 1290 73000 2710 2084 118300
1-1/2-6 1950 1500 78000 3160 2430 126500
1-1/2-12 2190 1690 87700 3555 2730 142200
1-3/4-5 3075 2370 105500 4980 3840 171000
2-4-1/2 4620 3550 138500 7480 5760 225000
47
Conversion Tables
LINEAR MEASURE
Inches x 2.54 = Centimeters Centimeters x .3937 = inches
Yards x 0.9144 = Meters Metres x 3.2808 = Feet
SQUARE MEASURE
Sq. Inches x 6.452 = Sq. Cent. metrs Cent. mtrs. x 0.155 = Sq. Inches
Sq. Feet x 0.0929 = Sq. Meters Sq. Metres x 10.764 = Sq. Feet
CUBIC MEASURE
Cu. Feet x 28.316 = Litres Cu. Metres x 35.314 = Cu. Feet
Cu. Yards x 0.7646 = Cu Metres Cu. Metres x 1.308 = Cu. Yards
U.S. Pints x 0.473 = Litres Litres x 2.1134 = U.S. Pintss
U.S. Quarts x 0.946 = Litres Litres x 1.0567 = U.S. Quarts
Litres x 0.2642 = Gallons (USA) Gallons x 3.785 = Litres
Litres x 0.2199 = Gallons (UK) Gallons x 4.546 = Litres
WEIGHTS
Pounds x 0.45359 = Kilograms Kilograms x 2.2046 = Pounds
Tonnes x 0.9842 = Tonnes Tonnes x 1.0161 = Tonnes
PRESSURE & TORQUE

Lbs. Per. Sq. Inch x 0.0703 = Kgs. per Sq. Centimeter x 14.244 =
Kgs. per Sq. Centimeter Lbs. per Sq. Inch
Kilopascal x 0.145 = Pounds per Pounds per square inch x 6.895 =
square inch kilopascal
Newton metres x 0.7376 = Pound feet Pound feet x 1.356 = Newton metres
Newton metres x 0.1019 = KGF metre KGF metre x 9.807 = Newton metres
TEMPERATURE
5 x (F° - 32) 9 x C°
= C° + 32 = F°
9 5
48
Transmission Planetary
The planetary transmission has eight forward speeds and one reverse
speed. REVERSE and NEUTRAL use only torque converter drive. At
lower ground speeds. FIRST speed and SECOND speed use torque
converter drive. At higher ground speeds, FIRST speed and SECOND
speed use direct drive. As the ground speed increases in FIRST speed or in
SECOND speed, the lockup clutch of the torque converter engages. This
provides FIRST speed and SECOND speed with direct drive. The torque
converter is always in direct drive for speeds THIRD through EIGHTH, but
there is a short period of torque converter drive when the clutches engage in
the planetary transmission. The torque converter lockup clutch is disen
gaged during transmission shifts in order to provide smooth shifts. The table
below shows the clutches that are engaged for each speed.
SPEED SELECTION
Speed Engaged Clutches
REVERSE speed 3&6
NEUTRAL 6
FIRST speed 4&6
SECOND speed 1&6
THIRD speed 1&4
FOURTH speed 1&5
FIFTH speed 1&3
SIXTH speed 1&2
SEVENTH speed 2&3
EIGHTH speed 2&5
49
Transmission Planetary
(1) Input shaft (6) Clutch 5

(2) Sensor (input speed) (7) Clutch 4
(3) Sensor (output speed) (8) Clutch 3
(4) Output yoke (9) Clutch 2
(5) Clutch 6 (10) Clutch 1
50
Transmission Hydraulic System
The transmission is controlled, cooled and lubricated by oil that is supplied

from the sump (19) of the planetary transmission by transmission oil pump
(15).
Oil is taken from the sump of the planetary transmission by the transmission
oil pump and oil is fed via transmission oil filter (5) to the following
components:
¢ Modulating Valve (Torque Converter Lockup Clutch)

¢ Transmission Latching Solenoid
¢ Modulating Valves (Electronic Clutch Pressure Control)
¢ Transmission Hydraulic Control Relief Valve
Test points for oil pressure and an oil temperature sensor are incorporated
in the hydraulic system.
Control of the planetary transmission is achieved by electronically activated

modulating valves (15) that allow oil to fill the various clutches in the
planetary transmission. On earlier machines, latching solenoid (10) provides
retention of the gear that is selected in the event of an electrical failure. The
latching solenoid controls the oil pressure in the latching rail. The pressure
of this oil can be measured by test point (16). On later machines, the
latching system has been removed.
Torque converter (4) allows the power to be transmitted smoothly from the
engine to the planetary transmission. The torque converter allows the
speeds of the engine and the transmission to be matched smoothly. Once
the speeds are matched, the modulating valve for the torque converter
lockup clutch (2) engages clutch (3) in the torque converter. The torque
converter provides direct drive from the engine to the planetary
transmission.
Oil is fed to the torque converter and the oil transmits the drive from the
engine to the planetary transmission. Outlet oil from the torque converter
goes via check valve (8) to the oil cooler and forward as lubricant for the
transmission (13).
51
Transmission Hydraulic System
Transmission hydraulic control for AWR455-UP
(1) Oil filter bypass valve (10) Latching solenoid

(2) Modulating valve (11) Torque converter inlet relief valve
(Torque converter lockup clutch) (12) Transmission oil temperature sensor
(3) Torque converter lockup clutch (13) Transmission lubrication
(4) Torque converter (14) Transmission oil pump
(5) Transmission oil filter (15) Modulating valves
(6) Transmission oil temperature sensor (Electronic clutch pressure control)
(7) Transmission hydraulic control relief valve (16) Test Point for the latching rail
(8) Torque converter outlet relief valve (17) Scavenge screen
(9) Oil cooler (18) Sump
52
Control of the transmission planetary is achieved by hydraulically actuated

clutches that hold selected components of the planetary group stationary in
order to allow the transmission of drive through the transmission.
Oil is supplied by the transmission pump through a filter. The oil (1) is
available to each modulating valve (8). On earlier machines, pressurized oil
is also supplied to latching rail (3).
Shifting of the transmission is controlled by the electronic control module

(ECM). The ECM acts in response to a variety of inputs.
Inputs to the ECM module include the following information.
¢ Selected Gear
¢ Engine Speed
¢ Ground Speed
¢ High Gear Limit
The control of the transmission also accounts for factors such as the
temperature of the transmission.
Shifting of the transmission gears involves the release of one clutch and the
subsequent engagement of the next clutch.
Each clutch is engaged by hydraulic oil pressure that is supplied by the

modulating valves. The modulating valves are controlled by pulse width
modulated signals (PWM). The signals are sent by the ECM to the
individual solenoid (4) on each modulating valve (8).
53
For details of the operation of the modulating valves, refer to Systems

Operation, Testing and Adjusting, “Modulating Valves (Electronic Clutch
Pressure Control)”.
The pressure of the oil in the clutches is approximately proportional to the

electrical current that is supplied to solenoid (4) that controls the clutch.
A high current input is made initially. This overcomes the inertia of the valve
and the clutch components and this initiates filling of the clutch. The current
is reduced as the clutch is filled with oil and the plates move toward
engagement. The current is held at a minimum value in order to allow the
pressure of the oil in the clutch to increase slowly. The clearances between
the plates and the disks are taken up smoothly. This period is called
touchup. Once the plates and the disks are in contact, the current is
increased gradually in order to ensure that maximum pressure is applied to
the clutch in a smooth manner.
Electronic control of this process provides improved quality of transmission

shifts.
A combination of clutches engages each of the eight forward gears and

reverse gear.
On earlier machines, a latching system allows the current gear selection to

be maintained in the event of a electrical failure. If there is a failure of the
electrical supply to the solenoids, latching solenoid (2) will cut off the oil
pressure to latching rail (3).
Drive to the planetary transmission is through torque converter (12). The

torque converter allows the speeds of the engine and the transmission to be
matched smoothly. Once the speed of the engine and the transmission is
matched, torque converter lockup clutch (11) engages in order to allow
direct drive between the engine and the transmission. The torque converter
lockup clutch is controlled by the modulating valve (torque converter
lockup clutch) (10) that is activated by the power train ECM. The
modulating valve for the torque converter lockup clutch is similar to the
modulating valves for the planetary transmission clutches.
Oil is supplied to the torque converter by relief valve (15).
54
55
Oil from the torque converter flows through torque converter outlet relief
valve (13) to oil cooler (14).The torque converter outlet relief valve
maintains a required pressure in the torque converter. The oil then goes
from the oil cooler to the transmission as lubricant.
Transmission shifts are dictated by operating conditions. Transmission

shifting is automatic. The appropriate gear ratio is selected for the speed of
the engine and the speed of the machine. Operator inputs can alter the
shifting of the transmission. Examples of operator inputs are the selection of
a highest permissible gear or the selection of transmission hold. Features
such as overspeed protection and the application of the engine compression
brake can also alter the shifting of the transmission.
56
Modulator cable checking and adjusting
Ensure the accelerator linkages are properly installed without stickyness such as
rubbing and fouling, so that the throttle pedal moves freely from low idle to high
idle position of the throttle pedal.
Ensure the modulator cable travels 30 to 39mm from low idle to high idle.
Ensure a 0.030" movement of modulator cable when the throttle pedal is fully
depressed.
Ensure when the throttle pedal is returned to low idle position the modulator
cable is fully traveled back ( as not stucked up in the middle)
Ensure the tightness of the modulator cable at the bracket mountings and at the
clevis mountings.
Ensure the cable is properly routed such that there are no sharp bends or
fouling.
57
Transmission stall test
Purpose A stall test should be conducted when the power package (engine and
transmission) is not performing satisfactorily. The purpose of the test is to
determine if the transmission or the engine is the malfunctioning component.
WARNING
When conducting a stall test, the vehicle must be positively prevented from
moving. Both the parking and service brakes must be applied and, if necessary,
the vehicle should be blocked to prevent movement forward or reverse. Keep
people safely away from the vehicle.
58
Procedure CAUTION
Do not maintain the stalled condition longer than 30 seconds due to rapid
heating of the transmission oil. With the transmission in neutral, run the engine at
1200 to 1500 rpm for 2 minutes to cool the oil between tests. Do not allow the
converter-out temperature to exceed 300°F (149°C). Keep close check to
prevent overheating of the engine cooling system.
1. A stall test is performed by locking the transmission output, putting the

transmission in highest forward gear and accelerating the engine to full
throttle, and noting the maximum rpm the engine will attain.
2. The speed attained is then compared with the speed specified by the vehicle
manufacturer as normal for those conditions. An engine speed above or
below the specified range may indicate a malfunction in the engine or
transmission.
NOTE
Temperature, altitude, engine accessory loss variations, etc., affect the power
input to the converter. These conditions may cause the stall speed to vary
6150 rpm from the established normal value. When deviations do not exceed
150 rpm and can be attributed to such causes, the actual speed can be
accepted as normal.
3. After making allowances for elevation, a low engine speed may indicate an
engine malfunction. Refer to the engine SERVICE MANUAL for engine
repair information.
4. If low engine speed persists after the engine is tuned, refer the
troubleshooting procedures.
5. If high engine speed is noted, refer the troubleshoot the transmission.
59

1035 NB Training Spec

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Service Training COURSE REFERENCE

Course Materials MATERIALS

1035 Off highway Truck

Pressure Data and Adjustments ............................................. 3

Transmission - Remote Mounted ......................................... 4

Brake System - Air (Roto Chambers) ...................................... 9

Power Steering System ............................................................... 23

Suspension Cylinder Charging and Checking .......................... 32

Wheel Bearing Adjustment ........................................................ 34

Controls Gauges and Warnings ................................................. 36

Preventive Maintenance ............................................................ 40

Machine fluids recommendations ................................................ 44

Lubrication & Maintenance Chart .............................................. 45

Standard Bolt and Nut Torque Specifications ............................. 47

Conversion Tables ........................................................................ 48

Transmission Planetary ............................................................... 49

Transmission Hydraulic System ................................................. 51

Pressure Data and Adjustments

SUSPENSION CYLINDERS CHARGING DETAILS

Transmission CLBT 764

Transmission - Remote Mounted

Model Description C - Converter

Function of major components

LUB. REG. FRONT TRANS.

CONVERTER HOLD REG. TRIMMER 2-3 RELAY 1-2 RELAY

CONV. REG. 3-4 & 4-5 RELAY

Brake System - (Earlier Models)

Brake System - Air lines

If air pressure in the system decreases below 60 PSI a warning buzzer in

Brake System - Hydraulic Lines

Truck Body Hydraulic System

Connect a pressure gauge of 0 to 5000 psi to the checking point.

Hydraulic System Release Pressure Checking and Adjusting

The pressure gauge should read 1750 PSI at 1500 RPM.

Steering System Release Pressure Checking and Adjusting

The pressure gauge should read 1750 PSI at 1500 RPM.

If the pressure is not correct, adjust the pressure by loosening or tightening

Suspension Cylinder Charging and Checking

Check the heights of the cylinders pertaining to that unit.

If signs of leakage, hard ride or difference in heights are noticed attend to

Leave the valves open for 5 minutes.

Adopt the procedures as for the front suspension cylinders above 1 to 6.

Wheel Bearing Adjustment

Rear Wheel Bearing Preload Adjustment

5. Keep the emergency brakes released by applying pressurized oil on the

Front Wheel Bearing Adjustment

Controls, Gauges and Warnings

2. Retarder Turn Key ON Indicates to the operator that the

3. Convertor Start Engine Indicates to tbe operator that the

4. Body up Turn Key ON Indicates to the operator that the

5. Parking Turn Key ON Indicates to the operator that

6. Brake Oil Engine running Indicates to the operator that the

Warning Light Indication Function Electrical Schematic

8. Water Engine running Indicates to the operator that the

9. Engine Oil Engine running Indicates to the operator that the

10. TransLow Engine running Indicates to the operator that the

Preventive Maintenance (Transmission)

Importance of Proper Oil Level

2. Always check the oil level at least twice. Consistency is important in

Foaming and Aerating

1. Transmission performance will be affected when the oil foams or aerates.

Oil Level Check Procedure

Oil Changing Oil and Filters