SERVICE

MANUAL

SM-1E-0505
 SECTION INDEX
DAEWOO BUS
SECTION NAME

SERVICE MANUAL 1 GENERAL INFORAMTION

CHASSIS
2 CLUTCH

3 TRANSMISSION

FOREWORD
4 PROPELLER

This manual includes special notes, important

points, service data, precautions, etc. that are 5 REAR AXLE
needed for the maintenance, adjustments, service,
removal and installation of the
components of the vehicles. 6 FRONT AXLE
The section index on the contents page enables
the user to quickly locate any desired section.
At the beginning of each section containing more
than one major subject is a Table of Contents, which
7 STEERING

gives the page number on which each

major subject begins.
An index is placed at the beginning of each major
8 BRAKE

subject within the section. Any reference to

brand names in this manual is intended merely is
an example o the types of lubricants, tools, 9 SUSPENSION

materials ,etc. recommended for use in servicing

Daewoobus vehicles.
In all cases, an equivalent may be used. 10 WHEEL AND TIRE

This manual should be kept in handy place for

ready technician to better serve the owners of
Daewoobus built vehicles.
All information, illustrations and specifications
contained in this literature are based on the
latest publication approval. The right is
reserved to make changes at any time without
notice.
 SECTION 1

GENERAL INFORMATION

CONTENTS PAGE

1. GENERAL REPAIR INSTRUCTIONS 2

2. IDENTIFICATION

2.1. CHASSIS NUMBER 3

2.2. ENGINE NUMBER 3

2.3. V.I.N. PLATE 3

3. SPECIFICATION

3.1. BODY DIMENSION 4

3.2. MAIN DATA 9

4. LUBRICATION

4.1. OIL VISCOSITY CHART 36

4.2. RECOMMENDED LUBRICATION LIST 38

4.3. LUBRICATION CHART 39

1
 1. General Information

1. General Repair Instructions ▣ When a service operation is completed, make

▣ To assure safety, park the vehicle on level
ground and brace the front or rear wheels when
lifting the vehicle.
▣ Raise the vehicle with a jack set against the
axle or the frame and perform service operations
after supporting the vehicle on chassis stands.
a final check to be sure everything has been done
properly.
▣ To assurance safety, always slowly release air
pressure from the air tanks before disconnecting
pipes, hoses or other parts from any unit under air
pressure.

▣ Before performing service operation,

disconnect the grounding cable from the battery
to reduce the chance of cable damage of burning
due to short-circuiting.

▣ Use a cover on the body, seats and floor to

protect them against damage and contamination.

▣ Brake fluid and anti-freeze solution must be

handled with reasonable care as they can cause
paint damage.

▣ The use of proper tools and special tools

where specified is important to efficient an
reliable service operation.

▣ Use genuine Daewoobus parts.

▣ Use cotter pins, gaskets, O-rings, oil seal, lock

washers and self lock nuts should be discarded
and new ones should be prepared for installation
as normal function of the parts can not be
maintained if these parts are reused.

▣ To facilitate proper and smooth reassembly

operation, keep disassembled parts neatly in
groups. Keeping fixing bolts and nuts separate is
very important as they vary in hardness and
design depending on position of installation.

▣ Clean the parts before inspection or

reassembly. Also clean oil ports, etc. with
compressed air to make certain they are free from
obstructions.

▣ Lubricate rotating and sliding faces of all parts

with oil or grease before installation.

▣ When necessary, use a sealer on gaskets to

prevent leakage.

▣ Carefully observe all specifications for bolt

and nut torques.

2
 1. General Information

2. Identification

2.1. Chassis Number

The type A is applicable for buses in all

countries except GCC members.

▣ The chassis number of the front engine bus

is stamped on the left front side of the chassis
frame.

The type B is applicable for buses in GCC

members

▣ The chassis number of the rear engine bus is

stamped on the left rear side of the chassis
frame within the engine compartment.

2.2. Engine Number

The engine number is stamped on the face of

the cylinder body.

2.3. V.I.N. Plate

The vehicle identification number plate is

attached above the front door.

3
 1. General Information

3. Specification

3.1. Body dimension

▣ Model BF106

▣ Model BM090

4
 1. General Information

▣ Model BS090

▣ Model BH090

5
 1. General Information

▣ Model BS106

▣ Model BH115E

6
 1. General Information

▣ Model BH116

▣ Model BH117

7
 1. General Information

▣ Model BH120

8
 1. General Information

3.2. MAIN DATA

▣ ENGINE ( Euro Ⅰ )

Model DE12 DE12T DE12Ti DV15T

Water cooled 4 cycle in-line, overhead valve type V type
Type
Direct injection type
Cylinder liner type Dry type Wet type
No. of piston ring Compression ring : 2EA oil ring : 1 EA
No of cylinder 9 8
Bore x stroke (㎜) 123 x 155 128 x 42
Piston displacement (㏄) 11051 14618
Compression ratio 17.1 : 1 16.5 :1
Length 1317 1394
Engine
Dimension Width 746 847 874 1024
(㎜)
Height 1028 1021 1090 963
Engine weight (dry) (kg) 945 960 990 1050
Idle speed 600 ± 50
Fuel injection timing BTDC 10 BTDC 9 BTDC 12 BTDC 7
Fuel injection order 1-5-3-6-2-4 1-5-7-2-6-3-4-8

Intake Open at BTDC 18 BTDC 12

valves Close at ABDC 34 ABDC 48

Exhaust Open at BBDC 46 BBDC 61

valves Close at ATDC 14 ATDC 11
Oil pump type Gear type
Oil cooler type Water cooled
Eng. total : 27.0ℓ
Oil capacity (ℓ) Engine total : 20.0ℓ, (Oil fan : 17.0ℓ)
(Oil fan : 24.0ℓ)
Cooling method Fresh water forced circulation
Cooling water capacity
19
(ℓ)
Water pump type Centrifugal type
Thermostat type Wax-pellet type
Max. output
235/2200 300/2200 340/2100 365/2300
(ps/rpm, SAE)
Max. torque
81.5/1400 110/1300 135/1200 138/1300
(kg.m/rpm, SAE)
Starter motor output
24-6.0 24-6.6
(V-KW)

Battery capacity (V-AH) 24-150

9
 1. General Information

ENGINE ( Euro Ⅱ )

DE08Tis DE12Ti DE12Tis

Model D1146 D1146Ti DE12 DV15T DV15Tis
225PS 240PS 280PS 310PS 340PS 290PS 310PS 340PS

Water cooled 4 cycle in-line, overhead valve type

Type
Direct injection type
Cylinder liner type Dry type Wet type
No. of piston ring Compression ring : 2EA, Oil ring : 2EA
No of cylinder 6 8
Bore x stroke (㎜) 111x139 123x155 128x142
Piston displacement (㏄) 8,071 11,051 14,618
Compression ratio 18.0:1 16.7:1 18.5:1 17.1:1 16.1:1 17.0:1 16.5:1 17.4:1
Length 1,253 1,169 1,317 1,290 1,112
Engine
Dimension Width 811.5 812.5 812 744 847 1,024 1,024
(㎜)
Height 934.5 1,009 1,003 1,015 1,064 1,023 1,015
Engine weight (dry) (kg) 730 745 872 910 920 950
Idle speed 600±50 600~650 600±50 600~650 600±50 550~600
Fuel injection timing BTDC15 BTDC9 BTDC3 BTDC10 BTDC12 BTDC1 BTDC7 BTDC5.5
Fuel injection order 1-5-3-6-2-4 1-5-7-2-6-3-4-8

Intake Open at BTDC16 BTDC18 BTDC18 BTDC12 BTDC15

valves Close at ABDC36 ABDC34 ABDC32 ABDC48 ABDC35

Exhaust Open at BBDC46 BBDC70 BBDC61 BBDC71.5

valves Close at ATDC14 ATDC30 ATDC11 ATDC15.5
10
 1. General Information

DE08Tis DE12Ti DE12Tis

Model D1146 D1146Ti DE12 DV15T DV15Tis
225ps 240ps 280PS 310PS 340PS 290PS 310PS 340PS

Oil pump type Gear type

Oil cooler type Water cooled, integral type
Engine:15.5 Engine:19.0 Engine:27.0 Engine:23.0
Oil capacity (ℓ) Engine:20.0 Oil Pan:17.0 Engine:22.0 Oil Pan:19.0
Oil Pan:13.0 Oil Pan:15.5 Oil Pan:24.0 Oil Pan:20.0

Cooling method Fresh water forced circulation

Cooling water capacity (ℓ) 11 19 21
Water pump type Centrifugal type
Thermostat type Wax-pellet type
Max. output
182/2500 205/2200 225/2300 240/2300 230/2200 280/2100 310/2100 340/2100 290/2100 310/2100 340/2100 365/2300 390/2200
(ps/rpm, SAE)
Max. torque
57/1600 75/1400 82/1000 90/1000 81/1300 115/1260 125/1260 135/1260 112/1260 125/1260 145/1260 138/1300 160/1300
(kg.m/rpm, SAE)
Starter motor output
24x4.5 24x6.0 24x6.6
(V-KW)

Battery capacity (V-AH) 24x150 24x200 24x150

11
 1. General Information

▣ CLUTCH

BF106
Distinction
D1146 DE08Tis DE12 DE08Tis
Dry single plate with coil spring dampers hydraulic circuit
Type
Incorporating clutch minipack
Outside dia. 380 430
Clutch facing
Inside dia. 240 250
dimension(㎜)
Thickness 5
Clutch clamping force(㎏) 1240±10% 1470±10% 1380±10% ←
Ratio 7.09
Clutch pedal Free play 48.8
Max. stroke 170
Clutch minipack start working
5.5
pressure(㎏/㎠)
Master cylinder bore dia. (㎜) 20

Distinction BM090/BS090 BH090/BS106 BH115E BH120E

Dry single plate with coil spring dampers hydraulic circuit
Type
Incorporating clutch minipack
Outside dia. 380 430 ← ←
Clutch facing
Inside dia. 240 250 ← ←
dimension(㎜)
Thickness 5 ← ← ←
D1146 1240±10%
D1146Ti 1470±10%
DE12 1380±10%
Clutch DE08Tis(210ps) 1360±10%
clamping
force(㎏) DE08Tis(240ps) 1450±10%
DE12/T/Ti/Tis(280ps) 1950±10%
DE12Ti/Tis(310ps) 2100±10%
DE12Ti/Tis(340ps) 2320±10%
Ratio 6.75 6.67 6.75 ←
Clutch pedal Free play 46.4 46.6 47.2 47.4
Max. stroke 170 150 170 ←
Clutch minipack start working
5.5 6.1 5.5 ←
pressure(㎏/㎠)
Master cylinder bore dia. (㎜) 20

12
 1. General Information

Distinction BH116 BH117 BH120

Dry single plate with coil spring dampers hydraulic circuit
Type
Incorporating clutch minipack
Outside dia. 430 ← ←
Clutch facing
Inside dia. 250 ← ←
dimension(㎜)
Thickness 5 ← ←
DE12T 1950±10%
Clutch DE12Ti/Tis(310ps) 2100±10%
clamping
force(㎏) DE12Ti/Tis(340ps)
2320±10%
DV15T/15Tis
Ratio 6.75 ← ←
Clutch pedal Free play 47.2 47.2 ←
Max. stroke 170 ← ←
Clutch minipack start working
5.5 ← ←
pressure(㎏/㎠)
Master cylinder bore dia. (㎜) 20

13
 1. General Information

▣ TRANSMISSION (MANUAL)

Model K805A K805P K806P T8HS5B T8HS5P T8HS6P T-9 T10S5B

Speed 5.D.D 5.O.D 6.O.D 5.D.D 5.O.D 6.O.D 5.D.D 5.D.D
Torque(㎏.m) 82 ← ← ← ← ← 90 125
1st 6.666 5.455 6.666 6.571 5.405 6.571 ← 6.589
2nd 3.826 3.130 3.826 3.807 3.447 3.807 ← 4.002
3rd 2.213 1.728 2.213 2.201 1.739 2.201 ← 2.430
Gear
4th 1.417 1.000 1.417 1.463 1.000 1.463 ← 1.507
ratio
5th 1.000 0.745 1.000 1.000 0.738 1.000 ← 1.000
6th - - 0.734 - - 0.751 - -
Rev. 6.851 5.606 6.851 6.240 5.650 6.240 6.239 6.888
Dry weight(㎏) 192 ← 200 234 ← 279 240 250
Oil capacity(ℓ) 9.8 ← 11.2 10.0 ← 12.0 10 13

Model T13S5B K1005C K1005P K1006R K1205C K1205P K1206R K1405A K1406P

Speed 5.D.D 5.D.D 5.O.D 6.O.D 5.D.D 5.O.D 6.O.D 5.D.D 6.D.D
Torque(㎏.m) 135 115 ← ← 125 ← ← 145 ←
1st 6.589 6.608 5.500 ← 6.608 5.500 ← 6.608 6.608
2nd 4.002 3.993 3.323 3.482 3.993 3.323 3.482 4.184 4.184
rd
3 2.430 2.423 1.782 2.147 2.423 1.782 2.147 2.580 2.580
Gear th
4 1.507 1.518 1.000 1.348 1.518 1.000 1.348 1.518 1.618
ratio
5th 1.000 ← 0.755 1.000 ← 0.755 1.000 ← ←
6th - - - 0.755 - - 0.755 - 0.759
Rev. 6.888 6.937 5.774 ← 6.937 5.774 ← 7.003 ←
Dry weight(㎏) 250 ← ← 260 250 ← 260 290 340
Oil capacity(ℓ) 13 9.7 ← 11.2 9.7 ← 11.2 14.5 16.0

14
 1. General Information

▣ TRANSMISSION (AUTO)

Model MT643 B300R B400R B500R D851.2 D863 D854.2 D864 HP500 HP590 HP600
Speed 4.D.D 4DD/5OD/6OD 4DD/5OD/6OD 4DD/5OD/6OD 3.D.D 3.D.D 4.O.D 4.O.D 4DD/5OD/6OD 4DD/5OD/6OD 4DD/5OD/6OD

Torque(㎏.m) 88.4 97.8 125.4 179.6 102 132.7 102 132.7 112.2 127.6 142.9
3N 6.2 - 3N 6.2
st 3S 5.9 3S 5.9 3S 5.9
1 3.58 3.49 ← 3.51 3.43 ← ←
4N 5.4 4N 5.4 4N 5.4
4S 5.1 4S 5.1 4S 5.1
3N/3S 1.43
2nd 2.09 1.86 ← 1.91 ← ← ← 2.01 ← ←
4N/4S 1.36
3N/3S 1.00
3rd 1.39 1.41 ← 1.43 ← ← ← 1.42 ← ←
4N/4S 1.00
Gear 3N/3S 0.70
ratio 4th 1.00 ← ← ← - - ← 1.00 ← ←
4N/4S 0.73
5th - 0.75 ← 0.74 - - - - 0.83 ← ←
6th - 0.65 ← 0.64 - - - - 0.59 ← ←
3N 6.2 3N 6.2 3N 6.2 3N 6.2
3S 5.9 3S 5.9 3S 5.9 3S 5.9
Rev. 5.67 5.03 ← 4.80 4.84 ← ←
4N 5.4 4N 5.4 4N 5.4 4N 5.4
4S 5.1 4S 5.1 4S 5.1 4S 5.1
Dry weight(㎏) 231 227 ← 412 295 300 330 335 310 315 330
Oil capacity(ℓ) 25 ← ← 45 28 ← ← ← 30 ← ←

15
 1. General Information

▣ PROPELLER SHAFT (Manual Transmission)

BF106

Distinction D1146 D1146 DE12

K805A/P
K806P T8HS6P K806P T8HS6P
T8HS5B/P
Length 1586 1494.2 1485.2 1535.8 1526.8
st
1 piece(㎜)
Outside dia. 88.9 ← ← ← ←
(when equipped)
Inside dia. 80.9 ← ← ← ←
Length 1467.5 ← ← 1334.1 ←
1st piece(㎜)
Outside dia. 88.9 ← ← ← ←
(when equipped)
Inside dia. 80.9 ← ← ← ←
Length 1360 ← ← 1350 ←
1st piece(㎜)
Outside dia. 88.9 ← ← ← ←
(when equipped)
Inside dia. 80.9 ← ← ← ←

D1146
DE08Tis DE12 DE12T DE12Ti DE12Tis
D1146Ti
Distinction
BM090 BM090 BH115E BH115E BH115E BH115E
BH090 BS106 BS106 BS106 BS106
BS090 BS090 BH120E BH120E BH120E BH120E
Length 320 340.0 320.0
K805A
Outside dia. 88.9 88.9 ←
K805P
Inside dia. 80.9 80.9 ←
Length 690.0 577.0
T-9 Outside dia. 88.9 88.9
Inside dia. 80.9 80.9
Length 557. ← 560.0 ← ← ← ←
K4005C
Outside dia. 88.9 ← 101.6 ← ← ← ←
K1005P
Inside dia. 80.9 ← 91.6 ← ← ← ←
Length 463.0 ← 367.0 ← ← ← ←
K1006R Outside dia. 88.9 ← 101.6 ← ← ← ←
Inside dia. 80.9 ← 91.6 ← ← ← ←
Length 535.8 535.8 535.8
T-10 Outside dia. 101.6 101.6 101.6
Inside dia. 91.6 91.6 91.6
Length 560.0 560.0 560.0
K1205C
Outside dia. 101.6 101.6 101.6
K1205P
Inside dia. 91.6 91.6 91.6
Length 367.0 367.6 367.6
K1206R Outside dia. 101.6 101.6 101.6
Inside dia. 91.6 91.6 91.6

16
 1. General Information

DE12Ti/Tis DE12Ti/Tis
DE12T DV15T DV15TiS
Distinction (310ps) (340ps)
BH116 BH116/BH117 BH117/BH120F
Length 600.2
K1105C
Outside dia. 101.6
K1006R
Inside dia. 91.6
Length 400.7
K1006R Outside dia. 101.6
Inside dia. 91.6
Length 569.9 569.9
T-10S5B Outside dia. 101.6 101.6
Inside dia. 91.6 91.6
Length 600.2
K1205C
Outside dia. 101.3
K1205P
Inside dia. 91.6
Length 400.7
K1206R Outside dia. 101.6
Inside dia. 91.6
Length 541.4 730.3
K1405A Outside dia. 101.6 101.6
Inside dia. 91.6 91.6
Length 620.3
K1406P Outside dia. 101.6
Inside dia. 91.6
Length 709.8
T16DS5A Outside dia. 114.3
Inside dia. 101.1
Length 678.0
K1605A Outside dia. 114.3
Inside dia. 101.1

17
 1. General Information

▣ PROPELLER SHAFT (Auto Transmission)

D1146
DE08Tis DE12 DE12T DE12Ti DE12Tis
D1146Ti
Distinction
BM090 BM090 BH115E BH115E BH115E BH115E
BH090 BS106 BS106 BS106 BS106
BS090 BS090 BH120E BH120E BH120E BH120E
Length 577.0 470.0 ←
MT643 Outside dia. 88.9 ←
Inside dia. 80.9 ←
Length 626.0 ←
B300 Outside dia. 88.9 88.9 ←
Inside dia. 80.9 80.9 ←
Length
B400 Outside dia.
Inside dia.
Length 660.0 557.0 ←
D851.2 Outside dia. 88.9 88.9 ←
Inside dia. 80.9 80.9 ←
Length
D854.2 Outside dia.
Inside dia.
Length 529.0 529.0
D863 Outside dia. 114.3 114.3
Inside dia. 101.6 101.1
Length
D864 Outside dia.
Inside dia.
Length 393.0 676.0 566.0 ← 569.5 569.5
HP500 Outside dia. 88.9 88.9 88.9 ← 101.6 101.6
Inside dia. 80.9 80.9 80.9 ← 91.6 91.6
Length 569.5 569.5
HP600 Outside dia. 101.6 101.6
Inside dia. 91.6 91.6

18
 1. General Information

DE12Ti/Tis DE12Ti/Tis
DE12T DV15T/DV15Tis
Distinction (310ps) (340ps)
BH116 BH116 BH116/BH117 BH120F
Length

B400R Outside dia.

Inside dia.

Length

B500R Outside dia.

Inside dia.

Length

D851.2 Outside dia.

Inside dia.

Length

D854.2 Outside dia.

Inside dia.

Length 555.8 ←
D863 Outside dia. 114.3 ←
Inside dia. 101.1 ←
Length 482.8 ←
D864 Outside dia. 101.6 ←
Inside dia. 91.6 ←
Length 599.3
HP500 Outside dia. 101.6
Inside dia. 91.6
Length 599.3
HP590 Outside dia. 101.6
Inside dia. 91.6

19
 1. General Information

▣ FRONT AXLE

BM090
Distinction BF106 BH090 BS106 BH115E BH120E BH116 BH117 BH120
BS090
Type Reverse elliot I beam
Tire tread(㎜) 2050
Capacity(㎜) 6000
King pin(㎜) Outside dia. 50
Length 252
Toe-in(㎜) 4~6 ← 0~2 4~6 0~2
Wheel Camber(˚) 0.5˚±30＇
alignment
Caster(˚) -1˚00＇±30＇ 0˚12＇±30 1˚30＇±30 -0˚36＇±30 0˚12＇±30 1˚30＇±30
King pin
7.5˚±10＇
Inclination(˚)
Steering angle Inside(˚) 42˚ 45˚
Outside(˚) 34˚ 37˚

20
 1. General Information

▣ REAR AXLE

BM090
Distinction BF106 BH090 BS106 BH115E BH120E BH116 BH117 BH120
BS090

Type Banjo full floating type

Final drive gear type Spiral bevel Hypoid gear

39/6 39/7 - 39/7 -

39/7 39/8 39/8 39/8 39/8

Final 39/8 - 39/10 - 39/10

gear Option
Ratio 39/11 39/10 ← ← ←

39/11 39/11 39/11 39/11

39/12 39/12 39/12 39/12

Oil capacity (ℓ) 11.5~12.5

Axle load capacity (㎏) 9500 10500

21
 1. General Information

▣ STEERING

BM090 BS106
Distinction BF106 BS090 BH115E BH116 BH117 BH120
BH090 BH120

Type Recirculating ball with integral power assisted

Steering wheel diameter (㎜) 500

Gear ratio 22.4:1

Power Sector gear

96˚
steering Operating angle

Gear oil capacity(㎜) 1 1.5

Length of drop arm (㎜) 200

Oil capacity (ℓ) 5 6 7 7.5

22
 1. General Information

▣ BRAKES (Air Over Hydraulic circuit)

Distinction BF106

Drum inside Front 410

Diameter (㎜) Rear 410

Brake lining (㎜) Front 209 x 155 x 16 - 8

L x W x T-N Rear 209 x 180 x 16 - 8

Wheel cylinder Front 53.5

Bore dia. (㎜) Rear 55.56

Anchor pin (㎜) Front 30 x 133.5

Dia. x length Rear 35 x 132
Internal expansion drum type
Type
K805A/P, K806P T8HS5B/P, T8HS6P
Parking Brake drum inside dia. (㎜) 254 304.8
Brake
Brake lining (㎜)
288 x 60 x 5.5 353 x 75 x 6.15
LxWxT
Auxiliary brake Exhaust brake ←

▣ BRAKES ( Full Air circuit)

BM090/BS090/BH090
Distinction BF106 BH116/BH117/BH120
BS106/BH115E/BH120

Drum inside Front 410 ← ←

Diameter (㎜) Rear 410 ← ←

Brake lining (㎜) Front 209 x 155 x 19 - 8 ← ←

L x W x T-N Rear 209 x 220 x 19 - 8 ← ←

Wheel cylinder Front

Bore dia. (㎜) Rear ← ←

Anchor pin (㎜) Front 30 x 106.5 ← ←

Dia. x length Rear 35 x 121.5 ← ←

23
 1. General Information

▣ SUSPENSION ( Leaf Spring )

BM090
Distinction BF106 BS106 BH115E BH120E
BS090
Type Semi elliptical alloy steel
Span(㎜) 1400 1500
Width(㎜) 80 90
11-2
Front Thickness
12-7 13-6 13-7 13-8
-no. of leaf
11-1
Spring constant
32.83 25.33 33.5 36.42
Leaf (㎏/㎜)
Spring Span(㎜) 1660
Width(㎜) 100
12-2
Rear Thickness 14-4 15-1
11-3 14-11
-no. of leaf 15-4 14-9
16-4
Spring constant
32.86 43.5 47.9 50.31
(㎏/㎜)
Type Hydraulic, double acting telescopic
Front rebound 650 595
Shock
Damp Front compression 275 260
absorber
force(㎏) Rear rebound 650 650
Rear compression 260 260

24
 1. General Information

▣ SUSPENSION ( Air Spring )

FRONT REA R
Distinction BH116
BH090 BH116 BH1117 BH120 BH090 BH117 BH120
STD WIDE
Type Variable throttle type with stabilizer
Effective dia. (㎜) 250 260 250
Design height(㎜) 270 270 260
Air
Max. out dia. (㎜) 310 316 310
Spring
No. of springs 2 4
Stroke of ext. 100 100
Spring(㎜) comp. 100 100
Type Double acting telescopic type
Out. dia. (㎜) 86 86 74.5

Shock Base shell dia. (㎜) 76.3 76.3 65

Absorber No. of S/A 2 2 4
Extension (㎜) 594 545 710
Compression (㎜) 384 338 465
L/V No of leveling valve 1 2

25
 1. General Information

▣ WHEEL AND TIRE

9.00-20-14PR 9.00R20-14PR 10.00-20-14PR 10.00-20-16PR 10.00R20-16PR

Distinction
(Tube) (Tube,Radial) (Tube) (Tube) (Tube, Radial)

Out dia. (㎜) 1014~1034 1006~1032 1046~1076 ← ←

Max width (㎜) 229 ← 254 ← ←

Tire
Tire Front 7.7㎏/㎠(109psi) 8.0㎏/㎠(113psi) 7.0㎏/㎠(99psi) 8.1㎏/㎠(115psi) ←
Inflation
Pressure Rear 7.0㎏/㎠(99psi) 7.3㎏/㎠(103psi) 6.3㎏/㎠(89psi) 7.4㎏/㎠(105psi) ←

Disc. Wheel size 7.00T-20 ← ← ← ←

11.00-20-16PR 11.00R20-16PR 11R22.5-16PR 12R22.5-16PR 295/80R22.5-16PR

Distinction
(Tube) (Tube, Radial) (Tubeless) (Tubeless) (Tubeless)

Out dia.(㎜) 1078~1108 1068~1098 1037~1067 1068~1098 1030~1058

Max width (㎜) 295 293 295 305 295

Tire
Tire Front 8.4㎏/㎠(119psi) ← ← ← 8.3㎏/㎠(118psi)
Inflation
Pressure Rear 7.7㎏/㎠(109psi) ← ← ← 8.3㎏/㎠(118psi)

Disc. Wheel size 7.50V-20 ← 8.25x22.5 ← ←

26
 1. General Information

▣ COOLER ( Sub Cooler )

Type PBC-2400(D)
Cooling capacity (㎉/h) 26,000
Refrigerant R-12/R-134a (OPTION)
Weight ABOUT 550㎏
Model KIA S-2
Piston displacement(㏄) 2209
No. of cylinder 4
Engine
High 1850
Rotating
mid 1450
Speed (rpm)
Low 1150
Type ND 6C-500
Compressor
Piston displacement (㎜) 495
Condenser AL FIN & CU TUBE
Blower capacity (㎥/min) (AT 40㎜ Aq) 66.7
Expansion valve Thermostatic expansion valve
Receiver capacity (ℓ) 2.6

27
 1. General Information

▣ COOLER ( Roof-On Cooler )

Type Standard Tropical Heavy duty

Compressor 1 ← ←
Cooling capacity (㎉/h) 21,000 ← ←
Refrigerant R-12/R-134a (OPTION)
Type 4PFC/4PFCY(OPTION)
No. of cylinder 4 ← ←
Compressor Diameter (㎜) 210 ← ←
Stroke (㎜) 57 ← ←
Capacity (㏄/rev) 560 ← ←
Type AL FIN & CU TUBE
Condenser
Total area (㎥) 0.466 0.762 ←

PROPELLER PROPELLER
Type ←
FAN x 3 FAN x 5
Condenser
fan Capacity (㎥/h) 4700 7200 ←
Required power (A) 5.5A/EA ← ←

Receiver Type Horizontal

Tank Capacity (ℓ) 3.4 ← ←
Type AL FIN & CU TUBE
Evaporator
Total area (㎥) 0.346 ← ←
SIROCCO FAN
Type SIROCCO FAN x 8
x 12
Evaporator
Fan Capacity (㎥/h) 400/EA ← ←
Required power (A) 5.5A/EA ← ←

Expansion Type External equalizing pressure

Valve Capacity (RT) 8 ← ←
Total weight(㎏) 190 218 240

28
 1. General Information

ENGINE ( Euro Ⅲ )

Model DL08 DV11

Water-cooled, 4 cycle, in-line Water-cooled, 4 cycle, V-type 90˚
Type Turbo charged & inter-cooled Turbo charged & inter-cooled
Direct injection type
Cylinder liner type Replaceable dry liner Wet type
Timing gear system Gear driven type
No. of piston ring 2 compression ring, 1 oil ring
No of cylinder 6
Bore x stroke (㎜) 108 x 139 128 x 142
Piston displacement (㏄) 7,640 10,964
Compression ratio 17:1 17.1 : 1
Engine Dimension (㎜)
1,356 x 919 x 1,153 1,203 x 1,031 x 1,070
(Length x Width x Height)
Rotating direction
Counter clockwise
(from flywheel)
Engine weight (dry) (kg) 836 904
Firing order 1-5-3-6-2-4 1-4-2-5-3-6
Bosch CP3.3 fuel high pressure Bosch CP3.4 fuel high pressure
Fuel high pressure Pump type
pump type pump type
Engine control system Electric control type (ECU)
Multi-hole (9xΦ0.197 Bosch
Injection type Multi-hole (9xΦ0.147)
DLLA146)
Fuel injection pressure (㎏/㎠) 250bar(operating pressure 1,600bar)
Intake valve 0.3 0.4
Valve
Exhaust valve 0.4 0.5
clearance
Jake brake 1.5 1.5
Open at 26.3˚ (BTDC) 24.0˚ (BTDC)
Intake valves
Close at 34.3˚ (ABDC) 30.0˚ (ABDC)

Exhaust Open at 53.0˚ (BBDC) 52.5˚ (BBDC)

valves Close at 13.0˚ (ATDC) 14.5˚ (ATDC)
Fuel filter type Full-flow (cartridge)
Fuel injection At idle speed 1.0~3.0
pressure
(㎏/㎠) At rated speed 3.0~5.5

29
 1. General Information

Model DL08 DV11

Using lubrication oil ACEA-E5 (API CI-4 class)
Lubrication method Full forced pressure feed type
Oil pump type Gear type driven by crank shaft
Full-flow, paper element type
Oil filter type Cartridge type
(double)
Lubricating oil capacity
Bus : 27 / 21 Bus : 34/26
( max./min.) (ℓ)
Oil cooler type Water cooler
Oil pressure indicator Oil pressure unit
Water pump Belt driven centrifugal type
Cooling method Pressurized circulation
Cooling water capacity (ℓ) 13.3 14.3
Type Wax pallet type
Open at (℃) 83℃
Thermostat
Open wide at(℃) 95℃
Valve lift (㎜) 8
Water temperature indicator Water temperature sensor mounted
Type Water cooled
Air Capacity(㏄/rev) 440 550
compressor
1:1(engine speed ; air compressor 1 : 1.265(engine speed ; air
Revolution ratio
speed) compressor speed)
Type Gear driven, vane type
Capacity 16 or 18 16 / 18 / 25
Steering
Adjusting
pump 125 125 / 150
pressure(㎏/㎠)
1 : 1.303 1 : 1.265
Revolution ratio
(engine speed : pump speed) (engine speed : pump speed)
Turbocharger Exhaust gas driven type ( waste gate)
Engine stop system Fuel feeding shut-off by ECU
Engine brake Control by ECU
Alternator
24-60 24-60 or 24-150
( voltage-capacity) (V-A)
Starting motor
24-4.5 24-6.0
(voltage-output)(V-kW)
Air heater capacity (V-A) 12V-1.3kW x 2EA 24V-2.64kW
Battery capacity (V-AH) 24-150

30
 1. General Information

▣ CLUTCH

Distinction BS090 BH090 BS106 BH115E BH116 BH117 BH119 BH120 BX212

Dry single plate with coil spring dampers hydraulic

Type
circuit incorporating clutch minipack
Outside
430 430
Clutch dia.
facing
dimensions Inside dia. 250 242
(㎜)
Thickness 5 4
Clutch clamping 2000± DL08 : 2000±10% DV11(160㎏.m) : 2000±10%
1585±10%
force(㎏) 10% DV11 : 2300±10% DV11(170㎏.m) : 2300±10%

Free play 46.4 47.4 47.5 47.1 47.4

Clutch
pedal Max.
170
stroke

Clutch minipack start

5.5
working pressure(㎏/㎠)

Master cylinder
20
bore dia.(㎜)

31
 1. General Information

▣ TRANSMISSION

BS090 BH090 BS106

Type XDB HGF SCC XDB HGF SCC GBD FGC/FQD XAD/XMD/X01 GBE

Model T9DS5A T9DS5P K1005R K1005R K1005D T9DS5A T9DS5P T9DS5PN K1005R K1005RN K1005D T10DS5C T10DS5B K1005C

Speed 5 D.D 5 O.D 5 D.D 5 O.D 5 D.D 5 O.D 5 D.D

Speed
14/6 15/6 14/6 15/6 14/6 14/6 12/6 11/6 12/6 11/6 12/6 11/6 12/6 11/6
Gear
Control MANUAL MANUAL MANUAL

Code MS6 MR5 MSS MN9 MS5 MS6 MR5 MS6 MR5 MT2 MN9 MN6 MK1 MT3 MP7 ML0

Engine DL08 GE08Ti DL08 DL08 GE12Ti

Power 250PS 240PS 250PS 270PS 250PS 270PS 300PS 290PS

BH115E BH116(BH115E) BH117/BH119/BH120

Type FBO FGC/FBO GBO FGC XAD GBO XHD IHD/HHD/ESD

Model T10DS5C K1205D T10DS6C 1206Q T10S5B K1205C T14DS5A K1405A T14DS6P K1405T K1205D T10DS5C K1206Q T10DS6Q K1205C T10S5B K1405A T14DS5A K1406T T14DS6P T16DS6F K1606T T17DS6F K1706T

Speed 5 D.D 6 O.D 5 D.D 5 D.D 6 O.D 5 D.D. 6 O.D 5 D.D 5 D.D 6 O.D 6 O.D

Speed
12/6 14/6 11/6 11/7 12/7 12/6 14/6 11/6 12/7 12/7 12/7
Gear

Control MANUAL POWER SHIFT POWER SHIFT

Code MT3 MK1 MR6 MK2 MP7 MP9 MT5 MP5 MT4 MK3 MK1 MT3 MK2 MR6 MP9 MP7 MP5 MT5 MK3 MT4 MT6 MK4 MT7 MK5

Engine DL08 GE12Ti DV11 DV11

Power 310PS 310PS 340PS 360PS 380PS

32
 1. General Information

▣ PROPELLER SHAFT

Model BS090 BH090 BS106 BH115E BH116 BH117 BH119 BH120

Flange
GE08Ti DL08 DL08 GE12Ti DL08 DL08 GE12Ti DV11 DL08 GE12Ti DV11 DV11
(R/A-T/M) Engine
240PS 250PS 250PS 270PS 290PS 300PS 310PS 340PS 310PS 340PS 360PS/380PS
T9DS5A 347.6
K1005D 344.1
T9DS5A 370.0
HR-CF
K1005D 362.5
T9DS5P/PN 373.3
K1005R/RN 365.8
T10S5B 565.4 566.1 570.0
T10S5B 581.3 585.5
T10DS6Q 591.1 597.1
K1005C 596.1
K1205C 596.7 600.2
C/F-C/F T10DS5C 670.6 671.2 675.5
K1205D 719.3 719.1 724.8
T14DS6P 836.2 841.7
K1406T 846.6 852.0
K1405A 897.6 903.0
T14DS5A 926.2 931.6
K1606
741.8 741.8
/1706T
X/S-X/S
T13
952.2 795.2
/T17DS6P

33
 1. General Information

▣ REAR AXLE

BH117
Distinction BS090 BH090 BS106 BH115E BH116 BH119 BX212
BH120
Type Banjo full floating type
Final drive gear type Spiral bevel Hypoid gear
39/8 39/8
39/9
Final gear ratio 39/8 39/8 39/9 39/9 39/11 39/11
39/10
39/12 39/12
425 444.5
Pinion cage length
( 16 – M12 x 1.25 ) ( 12 –M16 x 1.5 )
Operation type 4x2
Oil capacity (ℓ) 10.5 11.5

▣ FRONT AXLE

Distinction BS090 BH090 BS106 BH115E BH116 BH117 BH119H BH120

Type Reverse elliot I beam
King pin out. dia. (㎜) Φ50x252 ← ← ← ← ← ← ←

Tire Front 2,050 ← ← ← ← ← ← ←

Rear 1,853 ← ← ← ← ← ← ←

Toe-in Bias : 4~6㎜, Radial : 0~1㎜

Camber 0.5˚±30＇
Wheel
Alignment Caster 0˚12＇±30＇ 1˚30＇±30＇ -0˚36＇±30＇ 0˚12＇±30＇ 1˚30＇±30＇ ← 2˚36＇±30＇ ←

King pin
7˚30＇±30＇
Inclination
Steering Front 45˚
angle Rear 37˚

34
 1. General Information

▣ STEERING

Distinction BS090 BH090 BS106 BH115E BH116 BH117 BH119H BH120

Type Recirculating ball with integral power assisted

Steering wheel
500 ← ← ← ← ← ← ←
Diameter(㎜)

Gear ratio 22.4 : 1 ← ← ← ← ← ← ←

Power Sector gear

96˚ ← ← ← ← ← ← ←
steering operating angle
Gear oil
1.5 ← ← ← ← ← ← ←
capacity(ℓ)

Length of drop arm(㎜) 200 ← ← ← ← ← ← ←

oil capacity(ℓ) 7 ← ← ← ← ← ← ←

▣ BRAKE

BH116
BH117
BS106
Distinction BF106 BS090 BH090 BH119
BH115E
BH120
BX212
Service brake type Full air (dual circuit)
Drum inside diameter (㎜) 410 ← ← ← ←

Brake lining(㎜) Front 209x155-19-8 ← ← ← ←

LxWxT-N Rear 209x220-19-8 ← ← ← ←
No. of Front 24-Φ7.3 ← ← ← ←
lining rivet
-diameter Rear 32-Φ7.3 ← ← ← ←
Manual slack
0.3±0.1㎜ ← ← ← ←
adjuster
Lining clearance
Auto slack
0.5~0.8㎜ ← ← ← ←
adjuster

35
 1. General Information

▣ SUSPENSION (Leaf Spring)

Leaf Spring Shock absorber

Distinction
Length x Width x Thickness Damping force(㎏)
- no. of leaf Rebound/Compression
Front 1,500x9013-6 595/150
BS090
1,660x100x12-2
Rear 650/150
1,660x100x16-5

Front 1,500x90x13-6 595/150

BS106
1,500x100x14-5
Rear 650/150
1,500x100x15-4

Front 1,500x90x13-7 595/150

BH115E
1,660x100x15-1
Rear 650/150
1,660x100x14-9

▣ SUSPENSION (Air Spring)

FRONT REAR
Distinction
BH116 / BH117 / BH119 / BH120
Type Variable throttle type with stabilizer
Effective dia. (㎜) 250 250
270(STD)
Design height (㎜) 270
Air 260(WIDE)
Max out. dia. (㎜) 275 275
Spring
No. of springs 2 4
Extension 100 ←
Stroke
Compression 100 ←
Type Double acting telescopic type
Outside dia. (㎜) 86 ←

Shock Base shell dia. (㎜) 76.3 ←

2(STD)
Absorber No. of S/A 2
4(WIDE)
595(SD)
Extension 570
stroke 300(WIDE)
Compression 100 ←
L/V No. of leveling valve 1 2

36
 1. General Information

4. LUBRICATION

4.1. OIL VISCOSITY CHART

▣ Engine oil

▣ Gear oil

37
 1. General Information

4.2. Recommended lubrication list

Lubricant Lubricant point Capacity Oil change period Specification Maker and brand name

15.5ℓ First : 1,000㎞

CC grade CALTEX : 20RPM DELO 40
Engine oil Engine (BF,BS) Every : 5,000㎞
CD grade SHELL : RIMULA X
20ℓ (BH) (D1146)

8ℓ (BF,BS) CALTEX : Multi-Purpose

Transmission 15,000 (DE12,DV15)
9.8ℓ (BH) THUBAN EP
Gear oil GL-5 grade
8ℓ (BF,BS) SHELL : SPIRAX H.D
Rear axle First : 3,000~5,000㎞
10ℓ (BH) MOBIL : MOBILUBE H.D

Power steering Power 6ℓ (BF,BS) CALTEX : DEXRON

Every : 24,000㎞ DEXRON R-11
oil steering 8.5ℓ (BH) SHELL : DEXRON

Brake fluid Brake & clutch 4ℓ First : 1,000㎞ SAE J1703 CALTEX : BRAKE FLUID

Every : 24,000㎞ Multi-purpose CALTEX : MARFAK

Wheel bearings Needed
Grease Every 1 year Type grease MOBIL : GREASE MP
Grease fittings quantity
Every : 4,000㎞ NLGI No. 2 or 3 SHELL : ALVANIA EP R2

4.3. Lubrication chart

The lubrication chart gives all information

necessary for providing the vehicle chassis with
correct lubricating attention.
In the following chart, the kinds of lubricant and
hydraulic oil to be used, intervals of lubricating
services, type of service required, and lubrication
points are indicants are for quick reference.
The lubricants are recommended for use when
adding lubricant or when disassembling parts.
When using the lubricants, observe the following.

When the vehicle was assembled in Daewoobus,

the various parts were lubricated throughout.
Therefore, before lubricating according to the
following chart, drain and clean all parts thoroughly
of all such lubricant.

When lubricating, always use the same product

consistently.
Never mix lubricants of different manufactures. If
the above precautions are observed conscientiously,
bearing seizure or other troubles may be prevented
and the vehicle service life will be appreciably
lengthened.

38
 1. General Information

LUBRICATION CHART FOR FRONT ENGINE BUS

39
 1. General Information

LUBRICATION CHART FOR REAR ENGINE BUS

40
 SECTION 2

CLUTCH

CONTENTS PAGE
1. GENERAL DESCRIPTION
1.1. CONSTRUCTION 42
1.2. SPECIFICATION 42
2. SERVICING OF CLUTCH ASSEMBLY
2.1. REMOVAL 44
2.2. DISASSEMBLY 45
2.3. INSPECTION OF DISASSEMBLED PARTS 46
2.4. REASSEMBLY AND INSTALLATION 49
3. SERVICING OF CLUTCH CONTROL ASSEMBLY
3.1. CLUTCH MASTER CYLINDER 51
3.2. MINI-PACK (AIR-BOOSTER) 53
3.3. CLUTCH PEDAL AND RELATIVE PARTS 62
3.4. ADJUSTMENT OF CLUTCH PEDAL FREE PLAY 68
3.5. BLEEDING OF CLUTCH HYDRAULIC CIRCUIT 69
4. TROUBLE SHOOTING 71

41
 2. Clutch

1. General description

1.1. Construction

This model is equipped with a dry single plate

type clutch with coil spring dampers to permit
coupling and uncoupling of the engine and
transmission. The clutch assembly consists
principally of the pressure plate, driven plate,
clutch cover, springs, release levers, etc.
The driven plate is positioned between the
engine flywheel and pressure plate and is held
in good contact with the flywheel and pressure
plate by the action of the springs to carry the
engine torque to the transmission through
frictional resistance. The clutch control is
hydraulically actuated and when the clutch
pedal is depressed, foot pressure is relayed via
the master cylinder and clutch mini-pack to the
link rod which, in turn, move the clutch shift
fork lever, shift block and release levers,
thereby releasing the pressure plate.
Thus, the driven plate is brought into free state
to uncouple the engine and transmission. When
the clutch pedal is released, the pressure plate
forces the driven plate against the engine
flywheel by the action of the clutch springs to
couple the engine and transmission.

1.2. Specification

Distinction BM090 BF106 BS106 BH115E BH115 BH116 BH117 BH120

Dry single plate with coil spring dampers hydraulic
Type
circuit incorporating clutch minipack
Outside dia. 380 430
Clutch facing
Inside dia. 240 250
dimension(㎜)
Thickness 5
1380±10% (DE12)
1470±10% 2320+8%-6%
Clutch clamping force (㎏) 1950±10%(DE12T)
(DE12Ti) (DE12Ti/DV15T)
2100±10%(DE12Ti)
Ratio 6.75 7.09 6.67 6.75 6.75 6.75

Clutch pedal Free play 46.4 48.8 46.6 47.1 47.2 47.4

Max. stroke 170 180 150 170 170 170

Clutch minipack start working
5.5
pressure(㎏/㎠)
Master cylinder bore dia. (㎜) 20

42
 2. Clutch

CLUTCH ASSEMBLY IN DISASSEMBLED VIEW

1. Plate A-pressure 9. Bearing-clutch, REL.

2. Plate A-driven 10. Fork-shift, clutch
3. Bolt-hex M10 x 1.5 11. Screw-set, shift fork
4. Washer-spring 12. Washer-spring
5. Shaft-W/lever 13. Spring-return, shift block
6. Nipple-grease 14. Hose-flexible
7. Key-feather, clutch shaft 15. Nipple-grease
8. Block-shift 16. Clip

43
 2. Clutch

2. Servicing of clutch assembly

Service tools : A set of open-end wrenches, offset
wrenches, socket wrenches, wire, pliers, hammer, hoist,
transmission jack, micrometer, vernier
calipers, dial indicator, square, spring
tester, feeler gauge, straighter edge.
Special tools : Clutch pilot bearing aligner, clutch
release lever aligner, clutch pilot
bearing remover, clutch release
bearing ruler
▣ Disconnect the speedometer cable at the joint on the
2.1. Removal transmission side.
Removal the clutch assembly from vehicle together ▣ Raise the transmission assembly on a hoist or
with the transmission assembly in the following support the transmission assembly on a transmission
procedure. jack and remove the bolts mounting the clutch housing.
Remove the transmission assembly rearward.
▣ Disconnect the propeller shaft at the flange yoke on
the transmission side. Note. Handle the transmission assembly with care as it
is heavy weighing approximately 280kg. Pull out the
▣ Remove the bolts from the rubber holder fixing the transmission assembly horizontally using care not to
center bearing cushion rubber. cause distortion of the driven plate.
▣ Remove the propeller shaft.
▣ Remove the floor board within the cab.

▣ Remove the gearshift lever assembly or connecting

rod and disconnect the wiring of the back-up lamp
switch on the quadrant box.
▣ Disconnect the parking lever assembly or
connecting rod from the relay lever at the joint pin.
Remove the parking brake lever assembly or
connecting rod.
▣ Remove the bolts fixing the clutch pressure plate
assembly. Remove the pressure plate assembly.

Note. The driven plate comes out of position when

removing the pressure plate. For assurance of safety,
hold the driven plate assembly in position by inserting
special tool, clutch pilot bearing aligner into splined
portion of the driven plate.

▣ Remove the clutch mini-pack assembly together

with the bracket and fasten the mini-pack assembly to
the frame member with wire. It is not necessary to
disconnect air and oil pipes unless when inspecting or
replacing them.

44
 2. Clutch

2.2. Disassembly levers and holder springs.

2.2.1. Disassembly of Pressure Plate Assembly

▣ Pull out cotter pin from the release levers and

▣ Depress the clutch cover with a bench press to remove the release lever pins. Remove the release
compress the clutch springs and remove the release levers and holder springs.
lever lock nuts.
2.2.2. Disassembly of Clutch Shift Fork and
Relative Parts
Note. Clutch springs can not be compressed by merely
depressing the spring case without applying pressure
onto the clutch cover.

▣ Remove the clutch shift fork set bolts. Remove the

cover by tapping on the end of the shaft with a copper
hammer from the shift lever side. ( clutch mini-pack
side )
▣ Remove the release lever lock nuts and distance
pieces.Turn loose bench press gradually and remove
the clutch cover from the pressure plate.

▣ Drive the shaft part way out by tapping on its end

from the cover side using a suitable bar and a hammer.
When the keys on the shift form clear, remove the
▣ Remove the clutch spring cases and clutch springs keys and pull out the shift fork shaft toward the mini-
from the pressure plate. park side.

▣ Pull out the cotter pin from the release levers and ▣ Remove the shift fork from the front cover together
remove the release lever pins. Remove the release with the shift block. Remove the return springs.
45
 2. Clutch

▣ Remove the bolts mounting the clutch housing.

Remove the clutch housing from the transmission case.

▣ When replacing the release bearing, take out the

bearing from the shift block using the special tool-
bearing puller.

▣ Wash clean disassembled parts.

2.3. Inspection of Disassembled Parts ▣ Check the clutch driven plate for warage using a
dial indicator. Take measurement at the portion
2.3.1. Driven Plate 170mm apart from the center of the driven plate.
Replace the driven plate if the amount of warpage is
beyond the limit.

Unit : ㎜
Allowance for
Limit for use
assembly
Driven plate
1.0 or less 1.5 or more
warpage

▣ Assemble the clutch driven plate to the splined

portion of the transmission top gear shaft and check
the amount of play in the springs in rotary direction at
▣ Check the friction face of the driven plate for cracks, the outer edge of the driven plate.
hardening of material and a sign of slippage due to
contact with oil or grease. Check the rivets for Note. To obtain correct measurement, apply a mark to
looseness and damper springs for checks and wear. the outer circumference of the driven plate and set the
probe of surface rotary direction.
▣ Measure the depression (t) of the rivet heads from
the surface of the clutch facing on both sides. Replace
the driven plate if measured value is less than the limit. Unit : ㎜
Standard
value for Limit for use
Unit : ㎜ assembly
Nominal Limit for Play of clutch
value use center splines in
Depression BM/BF 3.6 0.2 rotative direction 0.09~0.24 0.42
of river (at the outer edge
heads (t) BS/BH 3.0 0.2 of driven plate)

46
 2. Clutch

▣ If the amount of play is beyond the limit, check
condition of step wear on the top gear shaft splines to
determine the parts to be replaced. Slight amount of
step wear on the top gear shaft splined may be
removed using a scrapper or other suitable tool.
Note. If material in thickness of more than 1.0mm is to
be removed from the pressure plate through correction,
it is necessary to adjust set length of the clutch springs
by installing a washer equivalent in thickness to the
material removed under each spring.

▣ Check the clutch facing for cracking, scores and 2.3.3. Release Lever Pins
hardening of material due to heating. Replace the
driven plate if found to be defective.

▣ Check the damper springs for weakening and rivets

for looseness. Replace the driven plate assembly as
necessary.

2.3.2. Pressure Plate and Clutch Cover

Measure the outside diameter of the release lever pins

with an outside micrometer. Replace the release lever
pin if the measured value is beyond the limit of heavy
scores are noticeable.

Unit : ㎜
Nominal Limit for
▣ Check the pressure for scoring, warpage and diameter use
reduction in thickness due to wear. If the amount of 15”(Φ380) 31 30.5
Outside
warpage or depth of scoring is within 1.5mm, correct
diameter 17”(Φ430) 60 59.5
with a surface grinder.

Unit : ㎜
▣ Check the dry bushing (made up of sintered alloy
Nominal Limit for with teflon coating) for wear. Replace the parts if the
thickness use amount of wear is considerable.
Thickness of 15”(Φ380) 31 30.5 2.3.4. Release Levers
pressure plate
(t) 17”(Φ430) 60 59.5
▣ Check the tip end of the release levers for wear.
Release the release lever if the amount of wear is in
excess of 1 mm.

47
 2. Clutch

2.3.5. Clutch Springs. 2.3.6. Shift Fork and Relative Part

▣ With a spring tester measure the load required to

compress the clutch springs to set length of 57.6 mm.
Reject the spring if measured value is beyond the limit.

▣ Check the contacting face of the shift fork and shift

block for wear.
Replace the parts if the amount of wear is in excess of
1 mm. If a slight amount of wear is noticeable, correct
with an oil-stone.

▣ Inspection of thrust bearing

Check the thrust bearing by turning it with hand.
▣ Measure the free length of the clutch springs with a Replace the bearing if it produces abnormal noise.
spring tester. Replace the spring if measured value is
beyond the limit. ▣ Check the clutch shift fork shaft for wear.
If uneven wear or step wear is noticeable, replace the
Nominal shift fork shaft together with the needle roller bearing.
spring tension Limit of
and free use
length 2.3.7. Replacement of Needle Roller Bearing
Set load : when
compressed to set 115㎏ 105k㎏ ▣ To replace needle roller bearing, proceed as follows
length of 67mm Drive out the needle roller bearing from both sides of
Free length the housing using a soft metalbar and a hammer.
62.6㎜ 61.3㎜
(reference value) The needle roller bearing on the shift lever side (clutch
mini-pack side) is fitted with an oil seal.
▣ Check ends of the clutch springs for distortion. Remove the oil seal together with the bearing using a
Position the clutch springs on a surface plate as shown soft metal bar.
in the drawing and check the amount of inclination
from vertical using a square. Replace upper end of the ▣ Installation of new bearing
spring and square is beyond the limit. Drive the bearing, with marked side out, into the
housing, using a hammer carefully so as not to scratch
Unit : ㎜ the oil seal.
Nominal Limit for
clearance use
Inclination from
1.0 or less 2.5 or more
vertical

48

▣ Apply wheel bearing grease to the clearance
between dust seal and needle roller bearing when
installing the dust seal.
Note. Refer to the drawing above for dust seal setting
position
▣ Install the plug on the left side face of the housing
when installing of the clutch shaft is completed.
2.3.8. Flywheel and Pilot Bearing
▣ Check the friction face of the flywheel for cracks,
scores and damage. Replace or correct by grinding if
cracks or scores could be removed within the limit of
reduction in thickness. Measure the depth of the
friction face of the flywheel from the clutch cover
fitting face. If the amount of wear is excessive, replace
49
2. Clutch
the flywheel.
Unit : ㎜
Depth of friction Nominal
Limit for use
face from clutch depth
cover fitting face 48 49
▣ If the friction face of the flywheel has been worn or
ground, or if pressure plate has been ground, causing
more than 1 mm of increase in the seat length of the
clutch springs, resulting reduction in contacting
pressure should be compensated for b installing
washers equivalent in thickness to the amount of
increase in the set length of the clutch springs in
position between the pressure plate and clutch springs.
▣ The clutch pilot bearing is fitted to the engine
flywheel. Remove the pilot bearing cover an remove
the pilot bearing.
Wash clean the bearing in detergent oil and abnormal
noise.
Replace the bearing if found to be defective.
2.4. Reassembly and Installation
2.4.1. Reassembly
▣ To reassemble the clutch assembly, follow the
disassembly procedure in the reverse order and note
the following points.
▣ If the set length of the clutch springs has been
increased by more than 1 mm due to wear of the
flywheel or through grinding of the pressure plate,
clutch spring set load should be adjusted by installing
under each clutch spring a washer which is equivalent
in thickness to the amount of clutch spring set length
increased..
▣ Leave the release lever adjust nuts semi-tight as
they are to be fully tightened when release lever height
 2. Clutch

adjustment is completed after the installation of the

clutch assembly on the vehicle.

2.4.2. Installation

▣ Before installation, wipe clean surface of the

flywheel, driven plate and pressure plate and check
that they are free from oil or grease.

50
 2. Clutch

3. Servicing of clutch control assembly

3.1. Clutch master cylinder

Clutch Master Cylinder in Disassembled View

A. Master cylinder A-clutch 10. Plate

1. Body 11. Ring-retaining
2. Piston 12. Rod
3. Primary cup 13. Boot
4. Secondary cup 14. Nut-hex M10 x 1.25
5. Spacer 15. Nut hex M10 x 1.25
6. Seat-spring 16. Joint-jaw
7. Spring 17. Packing
8. Valve A-check 18. Retainer
9. Connector 19. Nipple-hose

51
 2. Clutch

3.1.1. Removal wear, damage and elasticity and replace with

▣ Disconnect the vinyl pipe connected
between the master cylinder and fluid reservoir
from master cylinder joint nipple.
▣ Take out the joint bolt and disconnect the
flexible hose.
new ones as necessary.
② Check the cylinder body and piston for
wear and damage and replace with new ones if
found to be excessive wear and damage.
Unit : ㎜

Note. Prepare a suitable container to receive Standard

Limit for
brake fluid that flows out when the pipe and value for
use
hose are disconnected. assembly
Clearance
More than
▣ Pull out the push rod joint pin and between the 0.10
0.15
disconnect the pedal arm from the push rod. body and piston

③ Check the return spring for damage and

weakening

※ Reference
set load / set length 2.7
Free length

④ Check the boot for damage and elasticity

and replace with a new one as necessary.

3.1.3. Reassembly and Installation

▣ Take out the master cylinder fixing bolts,
then remove the master cylinder.
3.1.2. Disassembly and inspection
▣ Take out the boot and push rod.
▣ Reassembly and install the master cylinder
on the vehicle in the reverse order of
disassembly and removal and note the
following points.
▣ Discard used piston cups and install new
ones when reassembling.

▣ Submerge the parts in the clean brake fluid

when reassembling.

▣ Note the director piston cups.

▣ Remove the clip, then take out the 1 stopper,

2 piston assembly, 3 spacer, 4 piston cup, 5
return spring and 6 check valve.

▣ Wash clean the disassembled parts and

check them in the following manner.

Note. : Never use the gasoline and diesel fuel. ▣ When installation of master cylinder is
completed, adjust the clutch pedal free play
① Check the primary and secondary cups for and bleed the hydraulic circuit.

52
 2. Clutch

3.2. Mini-Pack (Air-Booster)

3.2.1. General description

The clutch mini-pack assembly is a compressed air assisted clutch booster and consists essentially of
compressed air circuit and hydraulic circuit integrated into a compact unit. The mini-pack assembly is
nearly equal to brake air-master in construction and operation. The clutch mini-pack serves as a clutch
slave cylinder and controls the clutch lever, via the push rod.

53
 2. Clutch

MINIPACK ASSEMBLY IN DISASSEMBLED VIEW

54
 2. Clutch

A. Booster A-clutch 25. Gasket

1. Connector 26. Bush
2. Gasket 27. Bolt
3. Spring 28. Steel cylinder A
4. Valve-poppet 29. Washer
5. Body-valve 30. Nut
6. Spring 31. Guard A
7. Diaphragm 32. Cup-packing
8. Fitting 33. Cup-packing
9. Gasket 34. Piston
10. Ring-snap 35. Cylinder-hydraulic
11. Cup-packing 36. o-ring
12. Piston-relay 37. Ring-retainer
13. Cover-exh. 38. Washer
14. Cap-protector 39. Retainer
15. Screw-air bleeding 40. Cup-packing
16. End plate A 41. Washer
17. Seal-oil 42. Bolt-W/Washer
18. O-ring 43. Gasket
19. Rod-push 44. Gasket
20. Spring 45. Bolt-eye
21. O-ring 46. Connector-eye
22. Piston-power 47. clamp
23. Cup-packing
24. Nut

55
 2. Clutch

3.2.2. Removal of Clutch Mini-pack

▣ Remove the clutch mini-pack return spring.

▣ Disconnect the air pipe and oil pipe at the
joint.

Note. Plug or tape opening in the mini-pack

and pipes to prevent entry of foreign matter.

▣ Remove the pin and disconnect the clutch

lever from the yoke at the end of the clutch ▣ Clamp the end plate flange in a vise and
mini-pack push rod. remove the valve adapter from the upper valve
body using a wrench, then remove he gasket,
▣ Remove the stud bolts and nuts from the poppet valve spring and poppet valve.
bottom the end plate flange bolts, then remove
the clutch mini-pack from the remove the
clutch mini-pack from the bracket.

▣ Drain the clutch mini-pack.

Note. Oil can be drained by loosening bleeder

screw on the way relay valve.

3.2.3. Disassembly of Clutch Mini-pack

Assembly

▣ Wipe clean exterior of the mini-pack

assembly prior to disassembly. Apply setting
mark to the joining portions before
disassembling.

▣ Upper valve body removal

Remove the bolts fixing the end plate and take
out the upper valve body, valve spring and
diaphragm assembly from the end plate.

Note. Do not attempt to disassemble

diaphragm assembly.

56
 2. Clutch

1. Hydraulic cylinder
2. Hydraulic piston
3. Hydraulic piston cup

▣ Loosen the bushing connecting the end plate

with the control tube.
A seal is fitted into the end of the bushing.
Remove the four bolts fixing the end plate to
the cylinder shell and take out the end plate
assembly, piston return spring and piston push
rod assembly.

▣ Removal of hydraulic cylinder assembly

Remove the hydraulic cylinder assembly with
the hydraulic piston using a wrench.

▣ Clamp the hexagonal portions of the push

rod in a vise and removal the gasket retainer
nut, piston gasket expander, felt gasket, gasket
retainer plate, piston gasket and O-ring in the
order described.

▣ Relay valve piston removal

Clamp the end plate in a soft-jawed vise and
remove the valve fitting using valve fitting
wrench or a box wrench. The valve fitting
includes retaining ring, relay valve piston,
hydraulic piston cup, valve and fitting seal.
▣ Remove the hydraulic piston and piston
cups from the hydraulic cylinder.

Note. Discard used hydraulic piston cups and

O-rings and install new ones at the time of
reassembly.

57

▣ Remove the hydraulic piston cup from the
relay valve piston.
① retaining ring ③ valve fitting
Relay valve
② piston cup ④ after cleaning with brake fluid if not too long a
piston
▣ Remove the bleeder screw using a wrench.
Removal of the exhaust pipe and screw
assembly is unnecessary.
▣ Remove the O-ring and snap ring from
inside of the hydraulic cylinder and take out
the piston stop washer, seal retainer, hydraulic
piston cup, push rod washer and oil seal in the
order described.
Note. Discard used hydraulic piston cups and
O-rings and install new ones at the time of
reassembly.
These rubber parts are available as a repair kit.
58
2. Clutch
① snap ring ⑤ push rod washer
② stop washer ⑥ oil seal
③ seal retainer ⑦ end plate
④ push cup
3.2.4 Inspection
▣ Wash metallic parts in essential metal
cleaner ( Trichioroethylene, Metal clean, etc )
and keep them neatly on a clean bench.
Check these parts for using, correction and
damage.
Metal parts with rust can be cleaned by lapping
with chrome oxide power. Discard parts if
condition of rust or corrosion is beyond
correction.
Note. Avoid hard with rust sanding or the use
of coarse sand paper for removal of rust, or
leakage of oil or air will result.
▣ Rubber parts are to be replaced with new
ones each time the clutch mini-pack assembly
is overhauled. However, they may be reused
time has passed since previous overhauling.
▣ Check the hydraulic piston and hydraulic
cylinder wall for wear of damage and replace
them with new ones as necessary.
▣ Inspection of mini-pack return spring.
Check free length of the return spring and
replace with a new one if the measured value is
beyond the limit.
Standard value Free
100 mm
length of return spring

3.2.5. Reassembly
▣ Reassembly of end plate assembly.
① apply air master paste to the hydraulic
piston cups, seals and O-ring before
installation. Assemble the hydraulic piston
cups, back to back, to the relay valve piston.
② insert the relay valve piston with the cups
into the valve fitting into wrench into which
retaining ring has been assembled.
( check to make certain the lipped portions of
the piston cups are correctly seated. )
③ Apply air master paste to the valve fitting
seal and insert it into the adapter groove in the
valve fitting. Clamp the flanged portion of the
end plate in a vise and install the valve fitting
using special tool : valve fitting wrench or I
type box wrench.
Tightening torque 0.3m-㎏
59
2. Clutch
④ Insert the O-ring into the shell side groove
of the end plate. Apply generous amount of air
master paste to the inner face of the end plate,
then assemble the push rod washer, hydraulic
piston cups, retainer seal and piston stop
washer to the end plate in the order described.
Secure these parts in position with the snap
ring, then install the O-ring and bleeder screw.
▣ Reassembly piston and push rod assembly.
① Apply a thin coat of air master paste to the
piston gasket fitting face of the piston plate
before installation.
② Clamp the hexagonal portion of the push
rod in a vise and install the O-ring, piston, cup
packing and packing plate nut. Caulk opposed
two portions of the nut.
Note. 1. Apply generous amount of vacuum
cylinder oil to the cup packing.
2. Apply air master paste to the push rod.
▣ Reassembly of hydraulic piston assembly
Apply air master paste to the hydraulic piston
cups before fitting them to the hydraulic piston.
The piston cups should be assembled, back to
back, to the piston as illustrated.
▣ Installation of hydraulic piston
Apply a thin coat of air master paste to the

inner wall of the hydraulic cylinder and insert
the hydraulic piston into the cylinder from the
end plate fitting side.
▣ Major reassembly
① Wipe clean the inner wall of the cylinder
shell and apply a thin coat of air master paste
to the entire wall.
② Insert the bushing and seal into the control
tube.
③ Insert the piston push rod assembly, piston
spring, end plate and seal assembly, then fasten
the clylinder shell with the end plate using
bolts.
Note. When installing the piston and push rod
assembly use care not to cause distortion of the
piston gasket.
60
2. Clutch
④ Align setting marks applied at the time of
disassembly and tighten the nuts evenly, then
install the plug on the bottom face of the
cylinder shell and tighten it to 1 m-kg torque.
Then install the control tube bushing on the
end plate.
Apply air master paste to the hydraulic
cylinder and screw it carefully into the end
plate.
Note. Screwing hydraulic cylinder quickly into
end plate can cause damage to the O-ring.
⑤ Clamp the flanged portion of the end plate
in a vise and fully tighten the hydraulic
cylinder with a wrench, then wipe clean the
end plate and valve fitting.
⑥ Install the diaphragm assembly and
position the valve spring over the diaphragm.
Align the upper valve body with the mark on
the end plate, then install and tighten the bolts.
⑦ Insert the poppet valve and spring to the
upper valve body and tighten the valve adapter
together with gasket to the upper valve body.
Note. Before installing the upper valve body,
check to mark certain the hydraulic piston
returns quickly by applying compressed air
into the cylinder shell from the end plate side.
If the movement of the piston is unsmooth,
loosen the nuts fastening the end plate with the
cylinder shell and stroke the piston repeatedly
before retightening the nuts.
This test is important as slugguish movement
of the piston will result in oil leakage.
3.2.6. Testing of Clutch Mini-Pack Assembly
after Installation
▣ Air leak test
When installation of the clutch mini-pack
assembly is completed, start and let the engine
run until compressed air reaches 6 kg/㎠, then
loosen the plug on the bottom face of the
cylinder shell and exhaust cover and check for
air leakage.
▣ Oil leak test
Depress the clutch pedal and check the joints
 2. Clutch

in the hydraulic circuit for leakage. Hold the

clutch pedal depressed and check for variation
in pedal feel and movement of the push rod. If
the clutch pedal feel remains unchanged and
push rod stays still, it indicates that the piston
cups and oil seals are in good order.

▣ Operation test
Depress and release the clutch pedal repeatedly
and check movement of the mini-pack push rod
and listen for hiss accompanied by discharge of
compressed air to make certain clutch system
operates without delay.

▣ Bench test
Performance of the clutch mini-pack can be
test accurately using a brake booster tester and
a clutch test kit.

61
 2. Clutch

3.3. Clutch Pedal and relative parts

3.3.1. Disassembled View

62
 2. Clutch

1. Pedal arm A-clutch 18. Tank A-oil

2. Seal-plate 19. Hose
3. Seal-rubber 20. Grommet
4. Cover-seal, rubber 21. Clip-board
5. Pad-pedal 22. Clamp
6. Cover-pedal pad 23. Bracket-oil tank
7. Spring 24. Bolt hex M10 x 1.25
8. Shaft 25. Nut-hex M10 x 1.25
9. Screw-set 26. Washer-spring
10. Washer-spring 27. Bolt-hex M6 x 1.0
11. Nipple-grease 28. Nut-hex M6 x 1.0
12. Bracket-clutch master cylinder 29. Bolt-hex M10 x 1.25
13. Bracket-clutch pedal 30. Washer-spring
14. Master cylinder A-clutch 31. Bolt-hex M10 x 1.25
15. Pin-joint 32. Stopper-pedal
16. Washer-plain 33. Bolt-hex M6 x 1.0
17. Pin-split 34. Washer-spring

63
 2. Clutch

3.3.2. DISASSEMBLED VIEW(BS106)

64
 2. Clutch

1. Support A-clutch pedal 21. Washer-plain

2. Arm A-clutch pedal 22. Support-clutch pedal mounting
3. Bush 23. Bolt-hex, M12 x 1.25
4. Shaft 24. Washer-spring
5. Nut-hex, M10 x 1.25 25. Washer-plain
6. Washer-plain 26. Oil tank A-clutch master cylinder
7. Washer-spring 27. Bracket
8. Pad-clutch pedal 28. Bolt-hex M5 x 0.8
9. Bolt-hex, M10 29. Nut-hex, M5 x 0.8
10. Washer-spring 30. Washer-spring
11. Nut-hex, M10 31. Hose-rubber
12. Spring-return 32. Grommet
13. Master cylinder A-clutch 33. Clip
14. Pin-joint 34. Clamp
15. Washer-plain 35. Cover-clutch pedal pad
16. Pin-shaft
17. Stopper-upper
18. Stopper-lower
19. Bolt-hex
20. Washer-spring

65
 2. Clutch

3.3.3. DISASSEMBLUED VIEW (BH Series)

66
 2. Clutch

1. Pedal arm A-clutch 21. Clip

2. Rubber-seal 22. Clamp
3. Plate-seal 23. Bracket
4. Cover-seal rubber 24. Bolt-hex, M8 x 1.25
5. Pedal-pad 25. Nut-hex M8 x 1.25
6. Cover-pedal pad 26. Washer-spring
7. Spring 27. Bolt-hex M8 x 1.25
8. Shaft 28. Nut-hex M8 x 1.25
9. Stopper 29. Washer-spring
10. Bracket-clutch pedal 30. Bolt-hex M10 x 1.25
11. Bracket-clutch pedal 31. Washer-spring
12. Bracket-clutch control 32. Bolt-hex M10 x 1.25
13. Bracket 33. Nut-hex M10 x 1.25
14. Master cylinder A-clutch 34. Washer-spring
15. Pin-joint 35. Bolt-hex
16. Washer-plain 36. Nut-hex M5 x 0.8
17. Pin-split 37. Washer-spring
18. Oil tank A-clutch M/cyl. 38. Bolt-hex M8 x 1.25
19. Hose-vinyl 39. Nut-hex M8 x 1.25
20. Grommet 40. Washer-spring

67
 2. Clutch

3.3.4. Inspection of clutch pedal bushing for Standard value for assembly
wear 0.1㎜
( clearance between pin and pin hole )
▣ Check the clutch pedal bushing for play by
shaking the clutch pedal vertically with the 3.3.6. Inspection of pedal stopper rubber
clutch pedal return spring and master cylinder
push rod jaw joint pin removal. Check end stopper rubber for fatigue or
If a considerable amount of play is noticeable, damage and replace with a end new one as
disassemble the clutch pedal assembly and necessary.
check the bushing for wear. Measure the
clearance between the pedal bushing and shaft. 3.4. Adjustment of clutch pedal free play
If the amount of clearance is beyond the value
indicating need for servicing, replace either the ▣ It is necessary to adjust the clutch pedal free
bushing or the shaft with higher rate of wear. play when overhauling of the clutch pedal
assembly, master cylinder assembly or clutch
Value mini-pack assembly is completed.
Standard value indicating Clutch pedal free play adjustment is also
for assembly need for necessary when the amount of free play is
servicing decreased ( less than 35mm ) due to driven
Clearance plate wear.
between 0.25㎜ or
0.06㎜ Note. Clutch pedal free play should be checked
bushing more
and shaft with the mini-pack in free state. ( air pressure
0kg/㎠).
Apply grease to the clutch pedal bushing and
shaft after installation. ① Clutch pedal free play consists of the
following two factors.

② Clutch pedal free stroke before mini-pack

push rod begins to move. 25~30mm.
Clutch pedal free stroke before relese bearing
comes into contact with release lever
( clearance between release bearing and release
lever 1.5~2.0mm) 20~25mm.

Standard free play ( ① and ② ) 45~55mm.

3.4.1. Adjustment of clutch pedal stopper

3.3.5. Inspection of pedal jaw joint pin for

wear Adjust the clutch pedal stroke to 165mm by
means of the pedal stopper bolt.
▣ Replace the jaw joint pin with a new one if ( reference ) Height of pedal from floor :
a considerable amount of play is noticeable. approx. 180mm

68

3.4.2. Adjustment of master cylinder push
rod
▣ Remove the boot and loosen the push rod
lock nut and turn the push rod until it is
brought into contact with the piston, then back
off 1/2 of a turn and tighten the lock nut.
▣ Remove the return spring and check that a
clearance exists between the push rod and
piston.
▣ Pull out the lock pin and install the boot and
return spring.
3.4.3. adjustment of mini-pack push rod
▣ Remove the push rod return spring and boot.
▣ Loosen the push rod lock nut and turn the
push rod until the piston is fully returned, then
back off the push rod 1 2/3 turns and tighten
the lock nut.
Note. When adjusting the mini-pack push rod
clearance without removing return spring,
remove the check hole cover on the clutch
housing and check the clearance between the
release lever and release bearing (1.5~2.0mm)
▣ Install the boot and return spring.
69
2. Clutch
3.5. Bleeding of clutch hydraulic circuit
Bleeding operation should be performed when
the clutch hydraulic circuit is drained and
refilled or when overhauling of master cylinder
assembly of mini-pack assembly is completed.
To bleed the clutch hydraulic circuit, proceed
as follows:
▣ Check the level of fluid in the clutch fluid
reservoir and replenish as necessary to
maintain the specified level during the
bleeding operation.
▣ Remove the bleeder rubber cap on the upper
part of the mini-pack. Connect the vinyl tube to
the bleeder and insert the other end o the tube
into a transparent container filled with brake
fluid.
▣ Depress and release the clutch pedal
repeatedly and hold it down.
Note. Bleeding operation should be performed
with the engine stationary and with air drained
from the air tank to hold the clutch mini-pack
in free state.
▣ With the clutch pedal depressed, loosen the
bleeder screw 1/2 of a turn to discharge brake
fluid with air and tighten it immediately.
 2. Clutch

▣ Repeat the operation until air bubbles

disappear completely from the fluid being
forced out into the container.

▣ When bleeding operation is completed,

check clutch pedal free play and operation of
the clutch.

70
 2. Clutch

4. Trouble shooting

4.1. Clutch slipping

▣ when accelerating, vehicle speed does not increase sharply in response to increase in engine speed.
▣ Engine overheating
▣ Engine lacks power.

CAUSE CORRECTION
① Clutch pedal free play insufficient ① Adjust to specification (45~55mm)
② Oil or grease on driven plate ② Clean or replace driven plate
③ Driven plate worn excessively ③ Replace
④ Clutch spring broken or weakened ④ Replace
⑤ Shift block binding ⑤ Correct shift block and front cover

4.2. Clutch dragging

▣ Hard-shifting gear grating occurs when gear shifting is attempted.

CAUSE CORRECTION

① Adjust to specification (45~55mm)

① Clutch pedal free play excessive
② Clutch fluid leaking
③ Height of release levers unequal
④ Uneven wear of clutch parts.
⑤ Clutch mini-pack push rod stroke
insufficient due to presence of air in
clutch hydraulic circuit
⑥ Movement of driven plate unsmooth due
to wear or sticking of driven plate and
top gear shaft splines
② Replace piston cups. Replace piston and
cylinder if found to be worn.
③ Adjust
④ Correct or replace driven plate, pressue
plate, fly-wheel, thrust bearing,
support pins.
⑤ Readjust
⑥ Perform bleeding operation or correct
mini-pack assembly
⑦ Clean splines and apply bell moly paste
( made by sumico lubracation co.)

4.3. Clutch juddering

▣ Juddering occurs when clutch is engaged for starting.

CAUSE CORRECTION

① Driven plate warped or worn unevenly ① Replace

② Pressure plate and flywheel ② Correct or replace
worn unevenly
③ Cushion plate on driven plate cracked ③ Replace
or broken
④ Rivet(s) on driven plate broken ④ Replace
⑤ Damper spring(s) on driven plate ⑤ Replace
weakened or broken
⑥ Height of release levers unequal ⑥ Adjust
⑦ Clutch springs weakened or broken ⑦ Replace

71
 2. Clutch

4.4. Clutch noisy

▣ Rattling noise occurs when clutch pedal is depressed

▣ Clutch pedal arm squeaks.

CAUSE CORRECTION
① Thrust bearing worn or seized ① Replace
② Clutch pedal shaft poorly ② Apply grease

72
 SECTION 3

TRANSMISSION

CONTENTS PAGE
1. GENERAL DESCRIPTIN
1.1. MODEL 74
1.2. MAIN DATA AND SPECIFICATION 74
1.3. TRANSMISSION CONTROL 87
2. SERVICING OF K SERIES TRANSMISSION
2.1. REMOVAL AND INSTALLATION 91
2.2. DISASSEMBLY 93
2.3. INSPECTION 103
2.4. REASSEMBLY 105
3. TROUBLE SHOOTING 110

73
 3. Transmission

1. General description
1.1.Model

The transmission is 5 speed overdrive type or 5 speed direct drive type and has constant mesh type gears
with blocker ring type synchromesh on the 2nd, 3rd, 4th and 5th gears. The gears are supported on the main
shaft via the needle roller bearings for improved durability.
The countershaft is supported in the ball bearing at the front end and by the roller bearing at the rear to
provide a long service life under severe operation condition.

1.2. Main data and specification

TRANSMISSION MODELS APPLICATION

Model K805A K805P K806P T-9 T-10S5B T-13S5B

Type 5.D.D 5O.D 6O.D 5D.D 5D.D 5D.D
1st 6.666 5.455 6.666 6.571 6.589 6.589
2nd 3.826 3.130 3.826 3.807 4.002 4.002
3rd 2.213 1.728 2.213 2.201 2.430 2.430
Gear
4t 1.417 1.000 1.417 1.463 1.507 1.507
Ratio
5th 1.000 0.745 1.000 1.000 1.000 1.000
6th - - 0.734 - - -
Rev 6.851 5.606 6.851 6.239 6.888 6.888
Oil capacity(ℓ) 9.8 9.8 11 11 13 13
Input torque(㎏.m) 82 82 82 90 125 135
Weight(㎏) 192 192 200 240 250 250

Model K1005C K1005P K1006R K1205C K1205P K1206R K1405A

Type 5D.D 5O.D 6O.D 5D.D 5O.D 6O.D 5D.D
1st 6.608 5.500 5.500 6.608 5.500 5.500 6.608
2nd 3.993 3.323 3.482 3.993 3.323 3.482 4.184
rd
3 2.423 1.782 2.147 2.423 1.782 2.147 2.580
Gear
4t 1.518 1.000 1.348 1.518 1.060 1.346 1.518
Ratio
5th 1.000 0.755 1.000 1.000 0.755 1.000 1.000
6th - - 0.755 - - 0.755 -
Rev 6.937 5.774 5.774 6.937 5.774 5.774 7.003
Oil capacity(ℓ) 9.7 9.7 11.2 9.7 9.7 11.2 14.5
Input torque(㎏.m) 115 115 115 125 125 125 145
Weight(㎏) 250 250 260 250 250 260 290

74
 3. Transmission

TRANSMISSION IN SECTIONAL VIEW

Model K805

75
 3. Transmission

TRANSMISSION IN DISASSEMBLED VIEW

Model K805

76
 3. Transmission

1 Shaft-Top gear, W/Dog clutch 26 Sleeve-1st/ Reverse

2 Bearing-Top gear shaft 27 Gear-1st main
3 Ring-Snap, Top gear shaft 28 Collar-1st gear
4 Shaft-Main, Transmission 29 Washer-Thrust, 1st gear
5 Bearing-Pilot main shaft 30 Bearing-Main shaft, Rear
6 Ring-Snap, Pilot bearing 31 Piece-Distance, Main shaft
7 Hub-Clutch, 4th/5th 32 Gear-Speedometer
th
8 Sleeve- 4th/5 33 Shaft-Counter
th
9 Ring-Block, 4th/5 34 Bearing-Counter shaft, front
10 Block-Detent, Synchronizer 35 Ring-Snap
11 Plunger-Detent, Synchronizer 36 Gear-Counter shaft drive
12 Spring-Detent, Synchronizer 37 Key-Feather counter
th
13 Ring-Snap, 4th/5 clutch hub 38 Collar-Distance
th
14 Gear-4 , W/Dog, clutch 39 Gear-O/Drive, counter shaft
15 Bearing-Needle, 4th Gear 40 Key-Feather counter
16 Gear-3rd, Main W/Ring 41 Bearing-Counter shaft, rear
17 Bearing-Needle, 2nd/3rd 42 Ring-Snap, counter shaft, rear
18 Collar-3rd, gear 43 Shaft-Reverse
19 Ring-Snap, 3rd gear 44 Gear-Reverse
20 Hub-Clutch, 2th/3th 45 Bearing-Needle, reverse
21 Synchronizer A-2nd/3rd 46 Piece-Distance, needle bearing
22 Gear-2nd main 47 Washer-Thrust, reverse
23 Bearing-1st/reverse gear 48 Screw- Set, reverse shaft
24 Gear-Reverse, main 49 O ring-Reverse shaft
25 Hub-Clutch, 1st/Reverse

77
 3. Transmission

TRANSMISSION IN SECTIONAL VIEW

Model K1005/K1205

78
 3. Transmission

TRANSMISSION IN DISASSEMBLED VIEW

Model K1005/K1205

79
 3. Transmission

1. Shaft-Top gear 28. Hub-Clutch 1st/ Reverse

2. Clutch-Dog Top gear 29. Sleeve-1st/ Reverse
3. Circlip-Dog, clutch set 30. Gear-1st main shaft
4. Bearing-Top gear shaft 31. Collar-1st gear
5. Ring-Snap, Top gear shaft 32. Washer-Thrust, 1st gear
6. Shaft-Main 33. Bearing-Main shaft rear
7. Bearing-Pilot main shaft 34. Gear-Speedometer drive
8. Ring-Snap pilot bearing 35. Shaft-Counter
th
9. Hub-Clutch 4th/5 36. Bearing-Counter shaft, front
th
10. Sleeve-4th/5 37. Ring-Snap
11. Ring-Block 4th/5th 38. Gear-Counter shaft drive
12. Insert-Synchronizer 39. Key-Feather counter
13. Plunger-Synchronizer 40. Piece-Distance
14. Spring-Plunger 41. Gear-4th counter shaft
15. Spring-Block, ring set 42. Synchronizer A-4th/5th
16. Ring-Snap 4th/5th clutch 43. Gear-3rd counter shaft
17. Gear-4th, W/Dog clutch 44. Key-Feather counter
18. Bearing-Needle, 4th gear 45. Bearing-Top gear shaft
19. Gear-3rd main W/Ring 46. Ring-Snap bearing
20. Bearing-3rd gear 47. Shaft- Reverse
21. Collar-3rd gear 48. Gear- Reverse
22. Ring-Snap, 3rd gear 49. Bearing-Needle reverse
23. Hub-Clutch, 2nd/3rd 50. Piece-Distance needle bearing
24. Synchronizer A-2nd/3rd 51. Washer-Thrust reverse
25. Gear-2nd main shaft 52. Screw-Set reverse shaft
26. Bearing-3rd gear 53. Washer-Spring
27. Gear-Reverse main shaft

80
 3. Transmission

TRANSMISSION IN SECTIONAL VIEW

Model K1405

81
 3. Transmission

TRANSMISSION IN DISASSEMBLED VIEW

Model K1405

82
 3. Transmission

1. Shaft-Top gear 28. Hub-Clutch 2nd/3rd

2. Clutch-Dog Top gear 29. Sleeve-1st/ Reverse
3. Circlip-Dog, clutch set 30. Gear-1st main
4. Bearing-Top gear shaft 31. Collar-1st gear
5. Ring-Snap, Top gear shaft 32. Washer-Thrust gear
6. Shaft-Main mission 33. Bearing-Main shaft rear
7. Bearing 34. Gear-Speedometer drive
8. Ring-Snap pilot bearing 35. Shaft-Counter
th
9. Hub-Clutch 4th/5 36. Bearing-Counter shaft, front
th
10. Sleeve-4th/5 37. Ring-Snap 3rd collar
11. Ring-Block 4th/5th 38. Gear-Counter shaft drive
12. Insert-Synchronizer 39. Key-Counter shaft/4th
13. Plunger-Synchronizer 40. Piece- Counter shaft
14. Spring-Plunger 41. Gear-4th counter shaft
15. Spring-Block, ring set 42. Bearing-2nd gear
16. Ring-Snap 4th/5th clutch 43. Gear-3rd counter shaft
17. Gear-4th, M/Shaft W/Dog(28T) 44. Key- counter shaft 3rd gear
18. Bearing-Needle, 4th gear 45. Bearing-Main shaft rear
19. Gear-3rd main W/Ring 46. Ring-Snap 3rd gear
20. Bearing-3rd 47. Shaft- Reverse, shaft
21. Collar-3rd 48. Gear- Reverse, shaft
22. Ring-Snap, 3rd collar 49. Bearing-Needle reverse
23. Hub-Clutch, 2nd/3rd 50. Piece-Distance needle bearing
24. Synchronizer A-2nd/3rd 51. Washer-Thrust reverse
25. Gear-2nd main 52. Screw-Set reverse shaft
26. Bearing-2nd gear 53. Washer-Spring
27. Gear-Reverse main 54. Synchronizer A-4th/5th

83
 3. Transmission

TRANSMISSION IN SECTIONAL VIEW

Model T-9

84
 3. Transmission

TRANSMISSION IN DISASSEMBLED VIEW

Model T-9

85
 3. Transmission

1. Shaft-Main 25. Sleeve-1st/ Reverse

2. Ring-Snap 26. Hub-1st/ Reverse constant
3. Bearing-Pilot 27. Bearing- Ball
4. Nut-Lock 28. Gear-Main shaft 1st
5. Washer-Lock 29. Bearing-Needle roller
th
6. Ring-SYN, 4th/5 30. Sleeve-1st gear bearing
7. Hub-4th O/D 31. Pinion A-Drive
8. Key-Shifting 32. Bearing -Ball
9. Spring-Detent 33. Ring-Snap
10. Sleeve-4th O/D Synchronizer 34. Shaft-Reverse gear
11. Gear A-M/S 4th 35. Gear-Reverse idle
12. Bearing-Needle roller 36. Bearing-Needle
13. Spacer-Bearing 37. Spacer-Bearing
14. Sleeve-Needle bearing 38. Washer-Reverse gear side
15. Washer-Thrust 39. O-ring
16. Gear A-M/S 3rd 40. Piece-Reverse shaft lock
17. Bearing-Needle roller 41. Bolt-Flange, M10 X 20
18. Sleeve-Needle bearing 42. Shaft-Counter
19. Hub-2nd/3rd synchronizer 43. Gear-C/S constant
20. Synchronizer A-2nd/3rd 44. Gear-C/S 4th
21. Gear A-M/S 2nd 45. Key-Sunk
22. Washer-1st gear 46. Bearing-Ball
23. Gear-Main shaft reverse 47. Ring-Snap
24. Bearing-Needle 48. Bearing-Ball

86

1.3. Transmission control
TRANSMISSION CONTROL IN DISASSEMBLED VIEW
1. Lever A-Charge, T/M cont.
2. Seal-Dust
3. Knob A-Change lever
4. Bracket-Change lever
5. Bolt-Hex ,M10 X 1.5
6. Washer-Spring
3. Transmission
Model BF105 (LHD TYPE)
7. Nut-Hex M10 X 1.25 13. Pin-Split
8. Washer-Spring 14. Joint
9. Control rod A-Transmission 15. Collar
10. Pin-Joint, Rod end 16. Nut-Hex slotted
11. Washer-Plain 17. Washer-Plain
12. Nut-Hex slot, M10 X 1.25 18. Nipple grease
87
 3. Transmission

TRANSMISSION CONTROL IN DISASSEMBLED VIEW

Model BH115/BH116/BH117

88
 3. Transmission

1. Box A-Transmission control 17. Pin-Split

2. Knob A-Change lever 18. Nipple-Grease
3 Seal-Dust 19. Bolt-Reamer M10X 1.25
3-1. Adapter-Boots 20. Nut-Hex M10X 1.25
4. Seal-Dust 21. Washer-Spring
5. Bolt-Hex M8 X 1.25 22. Joint-Pipe
6. Washer-Spring 23. Bolt-Hex M6X 1.0 X 18
7. Cover-Transmission control box 24. Nut-Hex M6X 1.0
7-1. Boots 25. Washer-Spring
7-2. Retainer-Boots 26. Pin-Taper
8. Screw-Tap PH M5 X 1.0 27. Washer-Plain
9. Pipe-No.1 28. Pin-Split
10. Pipe-No.2 29. Bracket
11. Pipe-No.3 30. Support A-Transmission control
12. Universal joint A-Control rod 31. Seal-Dust
13. Yoke 32. Seal-Dust Support fix
14. Hub 33. Damper rod CPL A
15. Pin 34. Damper rod A
16. Nut-Hex slotted

89
 3. Transmission

TRANSMISSION CONTROL IN DISASSEMBLED VIEW

Model BH120

1. Control Box A- Transmission 10. Claim-Conduit

2. Knob-Change lever 11. Nut-Hex, M8 X 1.25
3. Retainer-Boots 12. Washer-Spring
4. Boots 13. Bracket-Transmission Upper
5. Adapter-Boots 14. Clip-Cable
6. Screw-Tapping 15. Bolt-Hex, M6 X 1.0
7. Bolt-Hex Flange, M8 X 1.25 16. Bolt-Hexagon, Flange
8. Cable A-Transmission control 17. Nut
9. Adapter 18. Washer

90
 3. Transmission

2. SERVICING OF K SERIES TRANSMISSION

2.1. Removal and installation

Removal steps Installation steps

1. Gearshift control rod 1. Transmission assembly
2. Clutch minipack with bracket 2. Control rod
3. Yoke flange 3. Yoke flange
4. Control rod 4. Clutch minipack with bracket
5. Transmission assembly 5. Gearshift control rod

91
 3. Transmission

2.1.1 Removal

▣ Remove the gearshift control rod.

▣ Remove the clutch minipack with bracket
▣ Remove the Yoke flange
▣ Remove the control rod

▣ Remove the transmission assembly, using a

transmission jack.

2.1.2. Installation

▣ Align the transmission inclination with the ▣

engine slope and shift the gear directly.
▣ Install the transmission to the engine
carefully.
▣ Install the control rod.
▣ Install the Yoke flange.
▣ Install the clutch minipack with bracket.
▣ Install the gear shift control rod.

92
 3. Transmission

2.2. Disassembly

2.2.1. Major component

93
 3. Transmission

A. Housing A-Clutch, W/Bearing

1. Housing-Clutch 18. Cover-Front, W/Oil seal
2. Bearing-Clutch release 19. Seal-Oil, Cover FRT
3. Seal-Dust, Clutch release 20. Bolt-Cover, FRT
4. Cover-Check hole, UPR 21. Washer-Spring
5. Cover-Check hole, Lower 22. Washer-Plain
6. Gasket-Liquid, T/M 23. O ring-Cover bolt FRT
7. Bolt-Hex HD cover fix 24. Cover-Rear
8. Bolt-Hex HD cover fix 25. Seal-Oil RR cover
9. Nut-Clutch, HSG fix 26. Cover-Dust
10. Bolt-Clutch, HSG T/M case 27. Bolt-cover RR
11. Washer-spring 28. Cover-Side, T/M case
12. Case-T/M 29. Bolt-Side cover fix
13. Plug-Oil drain 30. Cover-Seal C/Shaft
14. Packing-Filter 31. Gear-Speedometer driven
15. Plug-Oil drain magnetic 32. Bush-Speedometer, W/Seal & Ring
16. O ring-Drain plug 33. Seal-Oil speedometer gear
17. Bolt-Stud clutch HSG & T/M 34. O ring-Driven gear
35. Screw-Set, Bush

94
 3. Transmission

▣ Remove the quadrant box assembly

▣ Remove the counter shaft front bearing with

▣ Engage two gear sets or wedge a piece of hard removers.
between the gears and case to prevent turning of
main shaft, and remove the flange nut and O-ring

▣ Remove the flange and oil seal cover.

▣ Remove the counter shaft rear bearing and snap

ring.

▣ Remove the speedometer driven gear, oil

seal, bushing and O-ring with removers.

▣ Remove the rear cover, oil seal and gasket.

▣ Remove the speedometer drive gear.

▣ Remove the clutch housing, front cover, oil

seal and gasket.

▣ The dog gear is installed to the top gear

shaft with the circlip.

▣ The dog gear can be separated from the top

gear shaft by pulling strongly.

▣ Take out the top gear shaft assembly,

remaining the top gear shaft dog gear in
the gear case

▣ Remove the counter shaft front bearing ▣ Remove the 5th blocker ring, main shaft rear
cover by gripping the knob with pliers. bearing and snap ring.

95
 3. Transmission

▣ Take out the blocker ring together with the

main shaft.

▣ Remove the main shaft assembly from the

case using a suitable hook or wire.

Note. When removing the main shaft assembly

from the case, it is convenient to
install the du㎜y collar.

▣ Remove the counter shaft assembly.

▣ Remove the reverse shaft assembly with a

remover.

96
 3. Transmission

2.2.2. Upper Quadrant Box Assembly

A Control top A-Horizontal

1. Housing-Control 8. Screw-Set, Cover 15. Seat-Gear lever,Upper
2. Shaft-Control, Operating 9. Washer-Cover 16. Shim-Lever socket
3. Lever-Shift, Short gear 10. Lever-Shift, Gear stub 17. Washer-Spring, lever socket
4. Screw-Lock 11. Cover-Dust 18. Screw-Lever socket
5. Cap-Shift Rail 12. Clip-Hose 19. Breather
6. Gasket-Liquid 13. Socket-Lever 20. Bolt
7. Cover-Control housing 14. Seat-Gear lever, Lower 21. Washer-Spring

97
 3. Transmission

2-2-3. Lower Quadrant Box Assembly

98
 3. Transmission

1. Box-Quadrant, Lower 21. Arm-Shift, 1st/ Reverse

2. Bolt-Q/Box to T/M 22. Washer-Plain spindle
3. Washer 23. Spindle-1st / Reverse
4. Clip-harness 24. Washer
5. Bracket-Mounting 25. Nut-Hex M12 X 1.25
6. Gasket-Liquid, Transmission 26. Arm-Shift, 1st/ Reverse
7. Screw-Set, Q/Box reverse 27. Rod-Shift, 1st/ Reverse
8. Washer 28. Block-Shift, 2nd/3rd
9. Cover-Shift rod 29. Arm-Shift, 2nd/3rd
10. Switch-Back lamp 30. Rod-Shift, 2nd/3rd
11. Cover-Shift rod Quad 31. Pinion-4th/5th shift
12. Switch-Neutral 32. Bearing- Needle, Pinion
13. Block-Shift, 1st/Reverse, Front 33. Cover-Pinion
14. Spring-Coil sleeve 34. Bolt-Cover fix, pinion washer-Spring
15. Ball-Detent sleeve 35. Arm-Shift, 4th/5th
16. Spring-Coil 36. Block-Shift, 4th/5th
17. Sleeve-Shift, 1st/Reverse 37. Rod-4th/5th block
18. Cap-Shift, 1st/Reverse 38. Rod-4th/5th arm
19. Block-Shift, 1st/Reverse 39. Ball-Detent, Shift rod
20. Rod-Shift, 1st/Reverse,Block

99

▣ Remove the back-up lamp switch, neutral
switch and inter lock ball.
▣ Remove the 1st and reverse shifter rod, pin,
shift block and cover.
Note. When removing parts, exercise care so as
not to permit detent ball to snap out of position
and be careful not to damage the shift rod hole.
▣ Remove the detent ball and detent spring.
100
3. Transmission
Note. Be careful not to drop the ball into the hole
from which the spring was removed.
▣ Remove the inter lock ball.
▣ Remove the 2nd and 3rd shifter rod, shift
block, shift arm, pin, cover, detent ball,
detent Spring, and inter lock ball.
▣ Remove the 4th and 5th shifter rod, shift arm,
cover, detent ball, and detent spring.
▣ Remove the 1st and reverse shifter rod, shift
arm and cover.
 3. Transmission

2.2.4. Gears

1. Top gear shaft assembly 15. 2nd gear

2. Snap ring 16. Needle roller bearing
3. Pilot bearing 17. Thrust washer
th
4. 5 blocker ring 18. 1st gear, needle bearing and collar
5. Snap ring 19. Sleeve and clutch hub
th th
6. 4 and 5 synchronizer assembly 20. Reverse gear and needle bearing
th
7. 4 blocker ring 21. Main shaft
th
8. 4 gear 22. Snap ring
9. Needle roller bearing 23. Counter shaft drive gear and key
10. Snap ring 24. 4th gear and key
11. Collar 25. 3rd gear and key
12. 3rd gear 26. Collar
13. Needle roller bearing 27. Counter shaft
nd rd
14. 2 and 3 synchronizer assembly

101
 3. Transmission

plungers, spring and clutch hub.

▣ Remove the bearing with a remover

▣ Remove the all parts of item 11 to 16 using

bench press

▣ Remove the pilot bearing with a remover

▣ Remove the front bearing inner race with a

remover

▣ Remove the 4th and 5th synchronizer

assembly from the main shaft using a puller

▣ Disassemble the synchronizer assembly into

blocker rings, springs, sleeve, inserts,
102
 3. Transmission

2.3. Inspection and repair

▣ Make necessary correction or parts replacement

if wear, damage of any other abnormal conditions
are found through inspection.

▣ For the should of shifter rod grove, rounding of

shoulder part due to wear can cause slip out of
gear.

▣ Inspect the thickness of the shift arm with a

micrometer caliper.
▣ Inspect all disassembled parts for wear, damage
or other abnormal conditions. Unit : ㎜

▣ Inspect the following parts paying particular Standard Limit

attention to the points shown in the illustrations. Thickness

▣ Inspect the free length of detent spring with a

vernier caliper.

Unit : ㎜

Standard Limit
Thickness

▣ For the front and rear cover oil seal

replacement.

1) Note direction of oil seal installation

2) Apply oil to fitting face of oil seal.
3) Insert oil seal until it is properly seated in
position.
4) Fill the cavity between felt and lip of oil seal
with grease.
▣ Inspection the clearance of the synchronizer
inner and outer ring.

Unit : ㎜

Standard Limit
Thickness

103
 3. Transmission

▣ If the fine grooves on the face (A) are found to

have worn completely away, replace the
synchronizer assembly with a new one.

▣ Inspect the free length of the insert spring.

Unit : ㎜

Standard Limit
▣ Inspect the clearance between gear and blocker
Thickness
ring.

Unit : ㎜

Standard Limit
Thickness

▣ If the fine grooves on the inner face have worn

completely away, replace the blocker ring with a
new one.

▣ Inspect the clearance of the clutch hub.

104
 3. Transmission

2.4. Reassembly

2.4.1. Gears

1. Counter shaft 16. Needle roller bearing

2. Collar 17. 4th gear
3. 3rd gear and key 18. 4th blocker ring
4. 4th gear and key 19. 4th and 5th synchronizer assembly
5. 20. Snap ring
6. Counter shaft drive gear and key 21. Pilot bearing
7. Snap ring 22. Snap ring
8. Main shaft 23. Reverse gear and needle bearing
9. Needle roller bearing 24. Sleeve and clutch hub
10. 2nd gear 25. 1st gear, needle bearing, and collar
11. 2nd and 3rd synchronizer assembly 26. Thrust washer
12. 3rd gear 27. 5th blocker ring
13. Needle roller bearing 28. Top gear shaft assembly
14. Collar
15. Snap ring

105

▣ Assemble the counter shaft and collar.
▣ Assemble the 3rd gear, 4th gear, counter shaft
drive gear, keys and snap ring.
▣ Assemble the main shaft needle roller
bearing and 2nd gear.
▣ Assemble the 2nd and 3rd synchronizer
assembly, and sleeve with larger protrusion
on the rear side.
▣ Assemble the 3rd gear and needle roller
bearing.
▣ Assemble the collar, snap ring, and needle
roller bearing, using a bench press.
▣ Assemble the 4th gear and 4th blocker ring.
106
3. Transmission
▣ Assemble the 4th and 5th synchronizer
assembly, and assemble the block
in alignment with the circumferential
direction of the clutch hub.
▣ Assemble the snap ring.
▣ Assemble the pilot bearing using a installer
kit.
▣ Assemble the snap ring, reverse gear, and
needle bearing.
▣ Assemble the sleeve and clutch hub.
▣ Assemble the 1st gear, needle bearing collar,
and thrust washer.
▣ Assemble the 5th blocker ring.
▣ Assemble the top gear shaft assembly using
a suitable bar and a bench press.
 3. Transmission

2.4.2. Lower Quadrant Box Assembly
▣ Assemble the 1st and reverse shifter rod,
shift arm, detent spring and detent ball.
▣ Assemble the shift shaft and coat gear oil to
shaft and needle bearing.
Note. Assemble so as to not to roll up the lip of
the oil seal.

▣ Assemble the spring pin and internal select

ever.

▣ Install the 4th and 5th shifter rod in proper

direction of installation.

▣ Assemble the washer, oil seal and external

select lever.

▣ Assemble the key bolt.

Nut torque(kg.m) 0.8 ~ 1.8

▣ Assemble the link rod assembly.

▣ Assemble the bush assembly, O-ring and set

▣ Install and lock shift arm of shift block with screw.
bolt and wire, then set the rod in neutral
position.

▣ Assemble the inter lock ball, detent spring and

detent ball.

▣ Assemble the 2nd and 3rd shifter rod, shift block,

shift arm, pin, inter lock ball, detent spring and
detent ball.

▣ Assemble the 1st and reverse shifter rod,

shift block, pin and inter lock ball.

▣ Assemble the neutral switch, back-up lamp

switch and rod cover.

2.4.3. Upper Quadrant Box Assembly

▣ Assemble the upper quadrant box.

Bolt torque(kg.m) 2.8 ~ 4.6

▣ Assemble the shift lever.

107
 3. Transmission

2.4.4. Major Component ▣ Assemble the countershaft assembly.

▣ Assemble the thrust washer. ▣ Assemble the main shaft assembly and
thrust washer.
▣ Assemble the reverse gear, distance piece
and needle roller bearing.

▣ Assemble the reverse gear with O-ring and

align the set screw in the shaft hole in
in the case.

▣ Assemble the main shaft bearing and snap

ring with a installer kit.

▣ Assemble the 5th blocker ring.

▣ The adjusting groove on the shaft should be

turned rearward and aligned in the vertical
direction.

▣ Install the top gear shaft with cutaway portion

of dog gear down.
The top gear shaft assembly can be mounted only
after the counter shaft assembly is dropped in the
transmission case.
▣ Assemble the reverse shaft set screw and
apply liquid gasket to the set screw.

Torque(kg.m) 1.5 ~ 2.8

108
 3. Transmission

Torque(kg.m) 0.4 ~ 0.6

After tightening, caulk nut against slot in main

shaft.

Note. The collar may become deformed if the

nut is tightened excessively.

▣ Assemble the front cover, oil seal and gasket.

▣ Assemble the clutch housing.

▣ Assemble the counter shaft rear bearing with
▣ Before installing the quadrant box to the
snap ring using a installer kit.
transmission case, refill the case with the specified
new gear oil. Assemble the quadrant box assembly.

▣ Assemble the speedometer drive gear.

▣ Assemble the rear cover, oil seat and gasket

and apply liquid gasket to the bolt.

Torque(kg.m) 5.8 ~ 8.7

▣ Assemble the speedometer driven gear, oil

seal, bushing and O-ring.

Torque(kg.m) 0.4 ~ 0.6

▣ Assemble the flange and oil seal cover.

▣ Discard used flange nut and install a new

one and O-ring using a box wrench.

109
 3. Transmission

3. Trouble shooting

NOISE
If a noise arises from around the transmission when the engine is running at idle, disengage the clutch to
see if the noise stops, If so, it indicates that the trouble is within the transmission

Cause Correction
(1) Insufficient gear oil (1) Replenish
(2) Wrong oil in use (2) Replace with reco㎜ended oil
(3) Gears defective (3) Correct or replace
(4) Bearing or splines worn (4) Replace

Hard-Shifting (Gear grating occurs when gear shifting is attempted)

Cause Correction
(1) Clutch dragging (1) Adjust
(2) Insufficient gear oil (2) Replenish
(3) Wrong oil in use (3) Replace with recommended oil
(4) Wrong synchronizer assembly (4) Replace
(5) Remote control rod joints worn (4) Replace worn parts

Slipping Out of Gears While Running

Cause Correction
(1) Worn shift rod of lock ball,or sagged spring (1) Adjust with shim or replace
(2) Worn shift rod ball groove (2) Replace
(3) Excess play in rotational direction of spline (3) Replace
(4) Parts off-centered due to loosening (4) Rectify or retighten
(5) Worn of bent shift arm (5) Rectify or replace
(6) Gear with considerable partial wear (6) Replace gear
(7) Bearing with considerable partial wear (7) Replace bearing

(8) Stepped portion on main shaft, clutch

hub and shaft, clutch hub and sleeve and (8) Replace
shoulder portion on splines worn.

110
 SECTION 4

PROPELLER SHAFT

CONTENTS PAGE
1. GENERAL DESCRIPTION
1.1. CONSTRUCTION 112
1.2. SPECIFICATION 112
2. SERVICING OF PROPELLER SHAFT
2.1. REMOVAL 117
2.2. DISASSEMBLY 117
2.3. INSPECTION 118
2.4. REASSEMBLY AND INSTALLATION 119
3. SERVICING OF PROPELLER SHAFT
3.1. REMOVAL 121
3.2. DISASSEMBLY 121
3.3. INSPECTION 122
3.4. REASSEMBLY 122
4. TROUBLE SHOOTING 124

111
 4. Propeller shaft

1. General description

1.1. Construction

1.1.1. Front Engine

Each propeller shaft is made up of a hollow steel tube to provide sufficient bending strength and torsional
rigidity. Each propeller shaft assembly is carefully balanced for smooth rotation.

1.2. Specification

Distinction BM090 BF106 BS106 BH115E BH115 BH116 BH117 BH120

Length 345.1 1,586 613.8 597.4 600.2 600.2 541.4 730.3

ST
1 piece(㎜)
Outside dia. * 88.9 88.9 88.9 88.9 88.9 101.6 101.6
(when equipped)
Inside dia. * 80.9 82.9 82.9 82.9 88.9 96.6 96.6

Length * 1,468 * * * * * *
nd
2 piece(㎜)
Outside dia. * 88.9 * * * * * *
(when equipped)
Inside dia. * 80.9 * * * * * *

Length * 1,360 * * * * * *
rd
3 piece(㎜)
Outside dia. * 88.9 * * * * * *
(when equipped)
Inside dia. * 80.9 * * * * * *

112
 4. Propeller shaft

1.1.2. Rear Engine

The propeller shaft assembly serves to deliver the engine torque to the rear axles.
The transmission is supported on the chassis frame with the engine while the rear axles are floatingly
suspended on the chassis frame via the springs. The relative position between the transmission and rear
axles varies because of flexibility of the chassis frame and springing action of the suspension system.
And, to allow for variation in the working length and relative angle of the propeller, shaft, the propeller
shaft assembly incorporates the spline shaft, sleeve and universal joints.
The propeller shaft assembly consists basically of the tube, spline shaft and flange of integral construction,
yoke flanges, sliding sleeve, universal joints (spiders, needle roller bearings, seals), etc.

113
 4. Propeller shaft

PROPELLER SHAFT IN DISASSEMBLED VIEW

FRONT ENGINE

114
 4. Propeller shaft

1. Shaft-1st, propeller 12. Pin-split

nd
2. Shaft-2 , propeller 13. Nipple-grease
rd
3. Shaft-3 , propeller 14. Bolt-hex
4. Joint A-universal 15. Washer-plain
5. Bearing A-center 16. Nut-hex
6. Flange-yoke 17. Pin-split
7. Flange-companion 18. Nut-hex M14x1.5
8. Flange-yoke 19. Washer-spring
9. Yoke-sliding 20. Bolt-hex
10. Washer 21. Bolt-hex
11. Nut 22. Washer-spring
23. Nut-hex

115
 4. Propeller shaft

PROPELLER SHAFT IN DISASSEMBLED VIEW

REAR ENGINE

A Shaft A-propeller 5. Strap-lock

1. Yoke-flange 6. Bolt
2. Bearing kit-journal 7. Bolt-hex
3. Yoke A-slip 8. Washer-spring
4. Nipple-grease 9. Nut-hex M14x1.5

116
 4. Propeller shaft

2. Servicing of propeller shaft

( Front Engine)

2.1. Removal

▣ Remove the bearing by tapping on the shoulder

of the yoke lightly with a copper hammer.

▣ Remove the bearings remaining in position by

tapping on the spider from side to side lightly with
a copper hammer. Disassembly of sleeve retainer
and felt ring is not normally required.
▣ Remove the flange yoke bolts on the rear axle
Disassemble the transmission side universal joint
side of the 2nd propeller shaft.
and 2nd propeller shaft universal joint.
Remove the 2nd propeller shaft rearward.
2.2.2. Center bearing assembly
▣ Disconnect the 1st propeller shaft at the flange
yoke on the transmission side.

▣ Remove the bolts fixing the center bearing

bracket and rubber holder. Remove the 1st
propeller shaft assembly.

2.2. Disassembly

Disconnect the 1st propeller shaft with flange yoke

from the universal joint.

2.2.1. Universal joint assembly ▣ Remove the bolts fixing the lock washer and
remove the lock washer. Remove the flange nut
(hexagonal 56㎜) using a box wrench.

▣ Mount the flange yoke to the flange yoke

bracket and remove the needle roller bearing
covers.
▣ Pull out the flange and remove the center
bearing rubber. Remove the center bearing case
and distance piece using special tool bearing
puller.

117
 4. Propeller shaft

2.3. Inspection

2.3.1. Universal spider pins and needle roller

Unit : ㎜
bearings.
Standard value Value indicating
for assembly need for servicing
Propeller shaft
0.3 or less 0.4 or more
run-out
Note. : S-1610

2.3.3. Splines

▣ Measure the outside diameter of the universal

joint spider pins with an outside micrometer.
Replace the universal joint if the measured valve
is beyond the limit.

Unit : ㎜
Nominal Limit for
▣ Check the amount of play between the sleeve
diameter use
Spider pin yoke and 2nd and 3rd propeller shaft splines in
outside 27.7 27.5 rotative direction using a pointed feeler gauge.
diameter If the amount of play is in excess of 0.5㎜, replace
Note. : S-1510 either of the parts with higher rate of wear.

Check the universal joint needle roller bearings 2.3.4. Center Bearing and Yokes
for wear, corrosion and seizure.
Replace the bearings if any abnormal condition is
noticeable.

2.3.2. Propeller Shaft

▣ Check the amount of play in the center bearing

▣ Check the propeller shaft for run-out using a
dial indicator.
If the amount of run-out of beyond the value
indicating need for servicing, correct with a bench
press without applying heat.
by holding the bearing inner race and moving the
outer race with hand.
Replace the center bearing if the measured value
is in excess of 0.2㎜.
▣ Check the center bearing cushion rubber for
fatigue and replace as necessary.
▣ Check the flange yokes and spline yoke for
cracks and bearing fitting face for distortion.
Replace the parts of found to be defective.

118

2.4. Reassembly and installation
2.4.1. Installation
▣ Insert the felt ring into the bearing case which
has been disassembled. Apply bearing grease into
the bearing before installing it into the bearing
case.
Note. The center bearing is of a sealed type to
eliminate the need for frequent servicing.
However, it should be repacked with specified
grease every 48,000km or when overhauling the
propeller shaft assembly.
Amount of grease required for repacking : 60g
▣ Install the bearing case assembly on the
propeller shaft.
Assembly the center bearing cushion rubber to the
bearing case by fitting recessed portion of the
cushion rubber to the projected portion of the
bearing case.
▣ Assemble the flange to the splined portion.
Install and tighten the flange nut to specified
torque(50-60m-kg)/
Align the bolt holes in the lock washer and flange
nut. Install three bolts.
Note. If the bolt holes in the lock washer and
flange nut are out of alignment, reverse.
119
4. Propeller shaft
2.4.2. Reassembly
▣ Assemble the spider to the spline yoke.
Install the bearings with dust cover and gasket
into the yoke using a mallet.
Note. Grease fittings have an angle of
approximately 60 degrees.
Install the universed joint on the transmission side
of the 1st propeller shaft, center bearing side of the
2nd propeller shaft and rear axle side of the 3rd
propeller shaft, so that grease fittings are pointed
upward and yoke arms positioned vertically.
▣ Assemble the yoke to the spider and install the
bearings.
▣ Install the bearings covers by fitting them into
the bearing stopper groove.
▣ Install the lock plate and bolts
1. Install the 1st universal joint on the
transmission side.
2. Assemble the 2nd universal joint to the 1st
propeller shaft rear flange. Install the sliding
sleeve.
3. Assemble the 3rd universal joint to the yoke
on the 2nd propeller shaft.
 4. Propeller shaft

2.4.3. Installation of propeller shaft

Install the propeller shaft assembly in the reverse order of removal and note the following points;
The propeller shaft assembly is carefully balanced for smooth rotation.
Check to be certain the setting marks and flange yokes are lined up properly.

Tightening torque
Unit : ㎏.㎜

T/M side 14.2~17.4

Flange bolt
Rear axle side and others 14.2~17.4
Center bearing spline flange nut 50-60
Rubber holder bolt 16-24

120
 4. Propeller shaft

3. Servicing of propeller shaft

3.1. Removal

▣ Brace the wheels

▣ Take out the yoke flange bolt on the

differential side of the propeller shaft and
disconnect the propeller shafts at the flange.

▣ Disassemble the remaining universal joint by

following the same procedure.

3.2. Disassembly 1. Spider 4. Seat

Prior to disassembly, apply setting mark to the 2. Dust cover 5. Needle roller bearing
joining portions of the propeller shaft assembly as 3. Rubber ring
it is carefully balanced.

3.2.1. Universal Joint Assembly

▣ Flatten out the lock plate and remove the cover

fixing bolts, then remove the plate and cover.

▣ Remove the needle roller bearing by tapping

on the shoulder of the flange yoke.

▣ Remove the needle roller bearing remaining on

the spider by tapping on the spider.

121
 4. Propeller shaft

3.3. Inspection Note. Note the direction of the dust cover and seat.

3.3.1. Universal Joint

▣ Check the edge of the spider pins for burrs or

damage and replace the spider assembly with a
new one as necessary.

▣ Check the needle roller bearings for wear,

seizure, binding of corrosion and replace the
entire assembly if found to be defective. On
model with bearing seals, replace the bearings if
the seals have been broken.
3.3.2. Propeller shaft splines
▣ Clamp the spline shaft in a vise and assemble
the sliding sleeve to the shaft, then check for play
in direction of rotation using a feeler gauge.
▣ Assemble the spider to the flange yoke by
noting the direction of the grease fitting.
Note. Install the grease fitting at an angle of
approximately 30 degrees, then assemble the
spider to the yoke, so that the grease fitting is
pointed upward.

▣ Correct splines with an oil stone if step wear is

noticeable even if the amount of play is within the ▣ Install the needle roller bearing by aligning the
limit. hole in the yoke with the spider pin using a mallet.

Unit : ㎜
Note. Note the direction of the needle roller
bearing stopper grooves.
Standard
Inspection item value for Limit for use
assembly
Play in splines 0.15 0.5
Note. S-1610

3.4. Reassembly

▣ Install the dust cover, O-ring (or rubber ring)

and seat on the spider in the order described.

▣ Install the needle roller bearing in the opposite

position by following the same step.
Align the cover with the bearing stopper groove
and install the cover and lock plate. When the
cover bolts are tightened, bend the tabs on the
lock plate.

Note. Discard used lock plates and install new

122
 4. Propeller shaft

ones at the time of reassembly.

▣ Assemble the spider, needle roller bearings,

covers and plates to the yoke on the spline sleeve
and shaft sides.

▣ Assemble the retainer and felt ring to the

splined portion of the shaft and install the spline
sleeve and yoke.

▣ Position the retainer over the sleeve and caulk

four positions of the retainer with a chisel.

123
 4. Propeller shaft

4. Trouble shooting
▣ Propeller shaft and vehicle vibrate.

CAUSE CORRECTION
① Yokes nut properly installed ① Correct setting of yokes
② Propeller shaft bent or distorted ② Replace or correct
③ Propeller shaft parts loosened in ② Replace or correct
mount or nut of balance

▣ Propeller worn noises

CAUSE CORRECTION
① Splines worn excessively ① Check amount of play in rotary
direction.
Replace worn parts
② Spider pins or needle roller bearing ② Replace
worn, seized or damaged
③ Propeller shaft parts loosened in mount ③ Correct
④ Propeller shaft parts poorly lubricated ④ Lubricate with chassis grease
⑤ Center bearing(s) worn or damaged ⑤ Replace

124
 SECTION 5

REAR AXLE

CONTENTS PAGE
1. GENERAL DESCRIPTION 126
2. SERVICING OF DIFFERENTIAL CARRIER ASSEMBLY
2.1. REMOVAL 133
2.2. DISASSEMBLY 133
2.3. INSPECTION 135
2.4. REASSEMBLY 135
2.5. INSTALLATION 141
3. SERVICING OF REAR HUB ASSEMBLY
3.1. DISASSEMBLY 142
3.2. INSPECTION 143
3.3. REASSEMBLY 144
4. TROUBLE SHOOTING 146

125
 5. Rear Axle

1. General description

These models adopt a full-floating type rear axle. The axle case is a banjo type of differential carrier
assembly consisting of the final drive gearing and differential assembly to which rear axle shafts are
connected. The outer end of each axle shaft is connected to the rear hub.
The final drive assembly uses a spiral or hypoid gearing to effect a signal reduction and final drive pinion
is fitted, via a pair of taper roller bearings and spacers, to the pinion cage which, in turn, is assembled to
the differential carrier.
The final driven gear is installed on the differential cage into which a pair of side gears and four pinion
gears are assembled via the spider. The differential assembly is mounted, via the taper roller bearings, to
the differential carrier and driven gear is engaged with the drive pinion.

Specification

Distinction BM090 BF105 BS106 BH115E BH115 BH116 BH117 BH120

Type Banjo full floating type

Final drive gear type Spiral bevel Hypoid gear

39/6 39/8 39/8 39/10 39/10 39/11 39/11

Final gear ratio 39/8 39/7 39/10 39/11
39/8 39/10 39/11 39/11 39/12 39/12 39/12

Oil capacity (ℓ) 10

Axle capacity (㎏) 11,500

126
 5. Rear Axle

DIFFERENTIAL IN DISASSEMBLED VIEW

MODEL BF105, BS106, BH115E, BH120

127
 5. Rear Axle

A. Final drive A 19 Bearing-pilot, pinion

1. Carrier A-differential, rear 20 Ring-snap, pilot bearing
2. Bolt-bearing cap fixing 21 Bearing
3. Nut-adjust differential cage 22 Tag-ratio
4. Flange A-composition, W/cover 23 Spacer-pinion bearing
5. Plate-lock, bearing adjust nut 24 Cage-final pinion
6. Plate-lock, bearing adjust nut 25 Shim-pinion cage
7. Bolt-adjust, lock plate 26 Seal-oil, pinion cage
8. Bearing 27 Bolt-final pinion cage
9. Cage A-differential, W/fix 28 Washer-spring, pinion cage
10. Bolt-differential cage setting 29 Washer-pilot bearing, retainer
11. Nut-differential cage setting 30 Bolt-pilot bearing retaining
12. Pinion-differential 31 Nut-pilot bearing retaining
13. Gear-side, differential 32 Pin-split, pilot bearing
14. Spider-differential pinion 33 Nut-final pinion
15. Washer-thrust, differential pinion 34 Bolt-adjust D/gear, thrust
16. Washer-side gear 35 Pad-adjust bolt, gear thrust
17. Gear & pinion set 36 Nut-hex
18. Bolt-drive gear

128
 5. Rear Axle

REAR AXLE IN DISASSEMBLED VIEW

MODEL BF105, BS106,BH115E,BH115

129
 5. Rear Axle

A. Axle A-rear 14. Wheel pin-rear

1. Case A-rear axle 15. Nut-wheel
2. Bolt-hex M12 x 1.25 16. Bearing-roller outer
3. Washer-spring 17. Seal-oil, OTR
4. Breather-rear axle case 18. Bearing-roller inner
5. Plug-oil filter 19. Seal-oil, inner
6. Packing 20. Ring-snap
7. Plug-drain magnet 21. Washer-lock, bearing nut
8. O-ring-drain plug 22. Nut-rear hub bearing
9. Hub & drum A-rear 23. Bolt-hex M6 x 1.0
10. Drum-brake, rear 24. Washer-spring
11. Hub-rear wheel 25. Axle shaft-rear
12. Wheel pin kit 26. Bolt-hex
13. Nut-hex 27. Washer-spring
28. Nipple-grease

130
 5. Rear Axle

REAR AXLE IN DISASSEMBLED VIEW

MODEL BH Series with Air Spring

131
 5. Rear Axle

1. Case A-axle rear 14. Wheel pin-rear

2. Bolt-hex, M16 x 1.5 15. Nut-wheel pin
3. Washer-spring 16. Bearing-roller outer
4. Breather-axle case, rear 17. Seal-oil, hub outer
5. Plug-oil filter 18. Bearing-roller inner
6. Packing-axle case, rear 19. Seal-oil, hub inner
7. Plug-drain, main axle, rear 20. Ring-snap
8. O-ring-drain plug 21. Washer-lock bearing nut
9. Hub & drum A-rear 22. Nut-bearing hub, rear
10. Drum-brake, rear 23. Bolt-W/washer, M6 x 1.0
11. Hub-wheel, rear 24. Shaft-axle, rear
12. Wheel pin kit-rear 25. Bolt-hex
13. Nut-hex 26. Washer-spring

132
 5. Rear Axle

2. Servicing of differential carrier

2.2. Disassembly
assembly
▣ Removal of final assembly.
2.1. Removal
Remove the bolts fixing the final pinion cage.
Remove the final pinion assembly.
▣ Prior to removal, drain the differential case
by removing the drain plug.

▣ Disconnect the propeller shaft at the

differential side joint.

▣ Remove the driven gear adjust bolt on the

side face of the differential carrier.

▣ Remove the bolts fixing the rear axle shafts.

Pull out the rear axle shafts. If the axle
shaft is stuck and does not come out
smoothly, screw the axle bolt alternately
into the threaded holes in
the flange.

▣ Removal of differential carrier bearing caps.

① Apply setting mark to the right and left side

bearing caps.
② Remove the lock plate from the bearing caps.
③ Remove the bearing caps and adjust nuts.

▣ Remove the differential carrier mounting

bolts.
Remove the bolt on the uppermost position
as the final step o differential carrier
removal for assistance of safety.
Raise the differential carrier assembly on a
hoist using differential check hole in the rear
body floor, or support the differential carrier
assembly on a tans mission jack and screw
the differential carrier mounting bolt into
three threaded holes in the differential
carrier fitting face alternately in progression.

▣ Removal of differential cage assembly.

133

Put a round bar through the axle shaft fitting hole
and lift the differential cage assembly off the
differential carrier using a hoist and wire.
Note. Keep the side bearing outer races separate
to prevent interchanging.
▣ Pilot bearing removal.
Remove the cotter pin, nut, blot and washer fixing
the pinion pilot bearing.
Remove the pilot bearing.
▣ Disassembly of final pinion assembly
① Mount the final pinion assembly to the spline
yoke bracket and clamp these parts in a vise.
② Flatten out the pinion nut lock washer.
Remove the pinion nut using a box wrench.
③ Remove the flange, retainer, oil seal, washer,
bearing outer, shim and spacer.
134
5. Rear Axle
④ Remove the pinion inner bearing using a bench
press and bearing puller.
▣ Disassembly of differential cage assembly
① Apply setting mark to the joining portion of the
differential cages A and B.
② Remove the nuts fixing the differential cage.
③ Separate the differential cages and remove the
side gear thrust washers. Spider and differential
pinion gears.
④ Driven gear is bolted to the differential cage using
lock-tight. Do not attempt to separate these parts
unless when parts replacement is necessary. If it is
necessary to remove the driven gear, remove the set
bolts.
 5. Rear Axle

⑤ Remove he bearings from the differential

cages “A” and “B” by fitting a tool into the
grooves in the differential cages.

2.3. Inspection

▣ Inspection of gear teeth

Check the teeth of the final drive pinion, driven
gear and differential pinion side gears for poor
contact and damage. Replace the gear if found to
be defective.
▣ Inspection of clearance between side gears and
differential cage
▣ Inspection of bearings
Measure the inside diameter (d1) of the side gear
Check the differential cage side bearings and drive
fitting holes and outside diameter (d2) of the side
pinion bearings for separation, wear and noise.
gears. Compare the measured values to determine the
Replace the bearing if any abnormal condition is
amount of clearance. If the clearance is beyond the
noticeable.
value indicating need for servicing, replace either the
side gears or the differential cage.
▣ Inspection o clearance between differential
pinions and spider
Measure the inside diameter of the differential Unit : ㎜
pinions and outside diameter of the spider pins. Value
Compare the measured values to determine the Standard
indicating
amount of clearance. If the clearance is beyond value for
need for
the value indicating need for servicing, replace the assembly
servicing
parts with higher rate of wear. Clearance
between side gear
0.07 0.15 or more
Unit : ㎜
and differential
Value cage
Standard
indicating
value for
need for
assembly
servicing
Clearance
between pinions 0.040~0.105 0.5
and spider pins

▣ Check the differential pinion and side gear thrust

washers for wear. Replace he pars if the amount of
wear is considerable

▣ Inspection o side gear splines 2.4. Reassembly

Check the amount of play between the side gear
and axle shaft splines in rotary direction using a 2.4.1. Final Pinion Assembly
dial indicator. If the amount of play is beyond the
limit, replace either the side gears o the axle. ▣ Install the inner bearing on the final pinion using a
bench press.
Limit for use : 0.5㎜
▣ Install the bearing preload adjust shims and

135

spacers on the pinion. Install all of the shims and
spacers removed at the time of disassembly. If the
shims are found to be defective, discard them and
install new ones in the order of thickness, so that
thinner one is on the inner bearing side. Install the
spacers.
▣ Install the pinion cage, outer bearing and
retainer. Assemble the flange yoke to the splines.
Install and semi-tighten the flange nut.
▣ Mount the flange yoke to the yoke bracket and
clamp these parts in a vise. Tighten the flange nut
to 50~60kg.m using a box wrench.
▣ Measurement of bearing preload
① Hook a spring scale to one of the bolt holes in
the differential pinion cage .pull it in tangential
direction o rotation and read the scale when the
pinion cage begins to rotate.
Note. Bearing preload should be checked without
installing the retainer (fitted with felt ring and oil
136
5. Rear Axle
seal), or sliding resistance of the felt ring and oil seal
will give a false indication o bearing preload.)
② If the measured value deviates greatly from the
specified range, disassemble the final pinion
assembly and adjust the bearing preload by installing
shims of different thickness ( or by varying thickness
of shims of combines spacer ).
Starting torque : 5kg
Bearing preload adjusting shims are available in 11
different thicknesses (graduated in thickness by 0.01
㎜). spacers are also available in 5 different
thicknesses (graduated in thickness by 0.2㎜).
③ Discard used felt ring and install new one in the
retainer. Check the lipped portions of the oil seal.
Replace the oil seal if any abnormal condition is
noticeable. Apply grease to lipped portions o the oil
seal.
④ Install the gasket in position between and tighten
the flange nut to specification (50~60kg.m). bent
down the lock washer.
 5. Rear Axle

2.4.2. Differential Cage Assembly

▣ If the driven gear has been removed from the differential cage, install and fix in position with the bolts
in the following manner.

Procedure
Steps Cautions
No. Process
① Do not gasoline, kerosene or other
Wash clean bolts and driven petroleum product for washing.
gear in alkaline solution,
1 Washing ② Never use sparks or open flames when
tichloroethylene, aceton
or either. detergent is in use
③Use detergent in a well ventilated place.
2 Drying
Application of Apply loctite to top end of Apply Loctite i㎜ediately before
3
Loctite bolts cover 3-4 threads tightening.
Avoid applying shock load to the driven
Tightening of gear after tightening bolts.
4 Tighten the bolts to 33.2㎏.m
bolts At least 1(one) hour should be allowed for
Loctite to dry before testing driving

Assemble these parts into the differential cage A

by engaging the differential pinions with the side
gears. Assemble the differential cage B with the
side gears to the differential cage A by aligning
the setting marks applied at the time of
disassembly.

▣ Install the side bearing into position on the

defferential cages “A” and “B”.

▣ Assemble the thrust washer to the differential

cages A and B by aligning dowel pins with the
dowel pin holes. Install the side gears.

▣ Install and semi-tighten the differential cage

▣ Assemble the differential pinions and thrust
washers to the differential spider.
fixing bolts to 10kg-m. insert a feeler gauge into
the differential cage through the opening and
measure the amount of clearance behind the side
gears.
(These clearances are to be used to determine the
amount of backlash between the side gears and
pinion gears.)
If the amount of backlash deviates greatly from
the specified range, adjust with the thrust washers.

137
 5. Rear Axle

Unit : ㎜
Standard Thrust
value for washer`s
assembly available
Clearance
2.8, 2.9, 3.0
between
0.20~0.28 3.1, 3.2, 3.3,
differential cage
3.4
and side gear

② Check the bearing preload by pulling one of

the final driven gear set bolts with a pull scale in
tangential direction of rotation. Make necessary
adjustment with the adjust nuts, so that pull
required to rotate the driven gear becomes
2.7~3.1kg-m.

At driven gear set bolt position : 2.7~3.1kg

▣ Tighten the differential cage fixing bolts to When new bearings are installed
12.5~15.5kg-m.
At driven gear set bolt position : 4.5~5kg
Caulk 2-3 portions of each nut.

③ Check the amount of driven gear run out using

2.4.3. Major Reassembly
▣ Inspection of differential side bearing preload
and driven gear run-out.
① Assemble the outer race to the differential side
bearings and mount these parts to the differential
carrier.
a dial indicator. If the amount of run out is
excessive, changes are that foreign matter may be
lodged in between the differential cage and driven
gear. Disassemble the differential assembly and
check for presence of foreign matter.
Replace the driven gear if the amount of run-out is
excessive and foreign matter could not be found
through careful examination.

Note. Check the position of side bearing outer

races fitted into the differential cages “A” and “B” Unit : ㎜
to avoid interchanging. Value indicating
Standard value
Install the bearing adjust nuts. Install the bearing need for
for assembly
caps by aligning the setting marks. Install and servicing
tighten bearing cap clamping nuts to 5kg-m. Driven gear
0.1 0.2
run-out
Note. The final pinion assembly is not installed at
this stage of reassembly operation.

138
 5. Rear Axle

▣ Inspection of gear tooth contact and adjustment.

▣ Installation of drive pinion assembly
① Apply red check to both faces of 7~8 gear
① Install the drive pinion assembly using all of
tooth.
the adjusting shims that have been removed at the
② Turn the driven gear in both directions slowly
time of disassembly. If the differential carrier,
while imposing a drag on the gear with hand.
pinion cage, drive pinion ear or driven gear has
been replaced, select the thickness of shims to be ③ Tooth contact patterns and adjustment
installed according to the following table. procedure are indicated in the following table.

② Assemble the drive pinion assembly with

adjusting shims to the differential carrier, shims
and pinion cage. Install 3-4 bolts and semi tighten
them.

▣ Inspection of backlash between driven gear and

pinion.

▣ The amount of backlash between the driven

gear and pinion can be adjusted with the bearing
adjust nuts. To maintain bearing preload
adjustment intact, turn in the adjust nuts on one
side the same amount if the nuts on the other side
are turned out.

Standard value for

assembly
Backlash between
0.28~0.36
driven gear and pinion

139

Tooth contact patterns an adjustment procedure
Tooth contact Cause
Normal contact
Normal tooth contact is indicated by a
trace of tooth contact which is well
centered on the pitch line of the teeth
covering 70 percent of the entire
length, leaving intact area of
approximately 5㎜ on the toe side.
Drive pinion is too far away
from driven gear.
Drive pinion is too close
to the driven gear.
Driven gear is too close
to the pinion.
Driven gear is too far away
from the drive pinion.
140
5. Rear Axle
Adjustment procedure
Position of drive pinion relative to the
driven gear can be adjusted by means
of the shims fitted to he drive pinion
cage. Position of driven gear relative
to the drive pinion can be adjusted by
following he backlash adjustment
procedure.
1. Move the drive pinion toward the
driven gear by decreasing the
thickness of shims fitted behind the
drive pinion cage.
2. Adjust the backlash
by moving driven
gear away from the
drive pinion.
1. Move the drive pinion away from
the driven gear by increasing
thickness of shims fitted behind
the drive pinion cage.
2. Adjust the backlash
by moving driven
gear in toward the
drive pinion.
1. Move the drive pinion away from
driven gear by increasing thickness
of shims fitted behind the drive
pinion cage.
2. Adjust the backlash
by moving driven
gear away from the
driven pinion.
1. Move the drive pinion in toward
the driven gear by decreasing
thickness of shims fitted behind
the drive pinion cage.
2. Adjust the backlash
by moving driven
gear in toward the
drive pinion.
 5. Rear Axle

▣ Install and tighten the bearing cap nuts.

Install the cotter pins.

Bearing cap nut torque : 18~25㎏.m

2.5. Installation

Install the differential assembly into the rear axle

Since the side bearing cap fixing method in the
differential unit has been altered from stud & nut
to bolt & lock wire, the bolt tightening torque
should be changed as follows.
case in the reverse order of removal. Bond the
gasket to the joining face of the rear axle case
with adhesive. Install and tighten 16 bolts.
Bolt torque : 16~20㎏.m

Bolt torque : 27~33㎏.m

▣ Install the side bearing adjust nut lock plate by

aligning it with the adjust nut grooves.
Install an tighten the bolts.

▣ Fully tighten the drive pinion cage fixing bolts :

Bolt torque : 10.5~13.5㎏.m
▣ Turn the adjust bolt on the side face of the
differential carrier all the way in until it is brought
into contact with the driven gear and back out 1/8
of a turn (45 degrees).
The differential assembly should be installed with
its correct side up, so that the driven gear is on left
side of the driven pinion.
▣ Install the propeller shaft assembly in the
reverse order of removal by aligning the direction
of yokes of the front and rear ends of the propeller
shaft.

▣ Fill the rear axle case to the level plug with

specified gear oil.

When this step is followed, a clearance of 0.25㎜

will be provided between the driven gear and
adjusted bolt.

▣ When installing the adjust bolt, apply liquid

gasket (adhesive) to the portion indicated in the
drawing to prevent oil leakage.

141
 5. Rear Axle

3. Servicing of rear hub assembly

Special tools : Brake return spring replacer
Rear hub nut wrench
Rear hub puller

Other tools and equipments :

General tools
Micro-meter
Feeler gauge
Dial indicator with magnetic
stand
Spring scale ▣ Removal of hub bearing nut
Remove the lock washer. Remove the rear hub
3.1. Disassembly bearing nut using hub nut wrench.

▣ Removal of wheels
Remove the wheel pin nuts with the wheel pin nut
wrench. Remove the wheels. Wheel pin nuts on
the right side wheels have right-handed threads
and those on the left side wheels have left-handed
threads.

① Loosen the wheel pin nuts; outer and jack up

the rear axle. Remove the wheel pin nuts and
outer wheel.

② Lower the jack until the wheels touch the

▣ Remove the rear hub assembly by fitting
ground and loosen the wheel pin nuts; inner. Jack special tool hub puller into the axle shaft bolts
up and support the rear axle on rigid racks. holes in the rear hub.
Remove the wheel pin nuts an inner wheels.

▣ Remove the bolts fixing the axle shaft and pull

out the axle shaft. If the axle shaft is stuck and
does not come out easily, screw the axle shaft
bolts alternately into the 2 threaded holes in the
axle shaft flange.

▣ Disconnect the brake pipe from the wheel

cylinder.
Remove the brake shoe return spring using special
tool spring replacer.

▣ Remove the oil seal by pulling the center rib

with pliers. Remove the distance piece.

142

▣ Remove the bolts and nuts attaching the anchor
bracket to the rear axle flange. Remove the brake
assembly.
▣ Remove the snap ring and oil. Insert soft metal
bar into cut-away portions o the hub grease
reservoir and remove the outer bearing outer race
and inner bearing by tapping on the rear face of
the bearing sleeve.
Note. Hub inner oil seal comes out with inner
bearng.
▣ Remove the nuts from the wheel pins on the
inner face of the brake drum. Separate the rear
hub from the brake drum.
Note. The left hub uses left-handed-thread and the
right hub uses right-handed thread.
3.2. Inspection
▣ Inspection of rear axle shafts
Support the rear axle shaft on V block at its end
and check for run-out using a dial indicator. If the
amount of bending is in excess of 0.5㎜ (amount
of run-out is in excess of 1.0㎜), replace the shaft
with a new one. Also check the shaft with a new
one.
143
5. Rear Axle
▣ Inspection of rear hub bearings
Check the hub bearing outer races for separation,
wear and abnormal noise. Replace the parts if
found to be defective.
▣ Inspection of oil seals
Check the lipped portions of the oil seals for wear
and fatigue. Replace oil seal if any abnormal
condition in noticeable.
▣ Inspection of hubs
Check the wheel pin stopper grooves in the hubs
for expansion also check the portions into which
the oil seal and bearing are to be installed and
replace the parts if fitting interference is no longer
provided.
Nominal size Unit : ㎜
A Φ174
B Φ170
C Φ160
D Φ163
▣ Inspection of rear axle case
Check the entire rear axle case for bending and
cracking. Check oil seal fitting faces of the rear
axle case for wear and damage. Replace the rear
axle case if found to be defective. Also check
flanges and spring fitting faces for cracking and
distortion. The use of red check is recommended
 5. Rear Axle

when checking the rear axle case for cracking.

▣ Install the rear hub inner bearing and oil seal.

Secure these parts in position with the snap ring.

Nominal Size Unit : ㎜
A Φ118
B Φ95
C Φ90
3.3. Reassembly
▣ Mount the brake drum to the rear hub with the
wheel pins and nuts. Tighten the nuts on the brake
drum side wheel pins to 45-50kg-m. Caulk three
portions of each nut with a chisel and a ha㎜er.
Note. When replacing brake drums, check o be
certain new drums are installed on the correct
sides as they are unequal in direction o threads
and have different part numbers.
▣ Install the rear brake assembly in the reverse
order of removal. Fully contact the brake shoes by
turning the brake shoe adjust cam.
Assembly the rear hub assembly to the rear axle.
Install the outer bearing and hub bearing nut.
▣ Hub bearing preload adjustment
With hub nut wrench turn in the hub bearing nut
until brake drum becomes dragged. Loosen the
hub bearing nut just enough so that the brake
drum can be turned easily with hand. Retighten
the bearing nut to obtain specified bearing preload.
To check bearing preload ( starting torque), hook
one of the wheel pins in tangential direction of
rotation with a spring scale and read the scale
when the hub begins to rotate.
* Starting torque = pull required to rotate hub x
distance between wheel pin and center of axle.

Pull measured with

a spring scale
hooked to wheel pin
New bearing preload 7~9㎏

Bearing preload after

2~3㎏
brake-in

▣ Install the inner and outer hub bearing outer

races. Apply grease to the hub bearing and hub
grease reservoirs.

Amount of grease
required
Grease reservoir in
1,150g
rear hub
▣ Install the lock plate and fix it in position with
three lock bolts.
144
 5. Rear Axle

▣ Assemble the distance piece and oil seal to the

hub, then install the axle shaft.

▣ Install the rear axle shaft.

▣ Install the rear wheel; inner. Install and tighten

the wheel pin inner nuts to specification.

Wheel pin nut torque : 45~50㎏.m

▣ Install the rear wheel ; outer, so that air valve

on the outer and inner wheels are oppositely
positioned. Install and tighten the wheel pin nuts
to specification.

145
 5. Rear Axle

4. Trouble shooting
Rear axle noises
Complaint Cause Correction

Gear worn
Noise on pull
Gears backlash insufficient Replace gears or
adjust backlash
When driving at high Gear worn
speed
Gear backlash excessive
Continuous
noise Gear oil level too low Replenish
Drive pinion bearing or
differential bearings worn or Replace or adjust preload
When driving at a
loosen in mount
constant speed
Driven gear worn Replace
Replace bolts. Apply Loctite
Driven gear loosened
and tighten securely.
Gears defective Replace
Intermittent When driving at a Foreign matter in axle case Check
noise constant speed
Play in axle shaft splines
replace
excessive

Oil leak
Complaint Cause Correction

Oil level too high Adjust

Oil leaks from the flange yoke(s) Oil seal(s) defective Replace

Air breather clogged Clean or replace

Differential carrier mounting
Retighten
bolts loosened
Differential carrier gasket broken Replace
Oil leaks from axle
Axle case cracked Replace

Air breather clogged Clean or replace

Hub outer oil seal(s) defective Replace

Oil leaks into rear hub(s)
Oil level too high Adjust

Oil leaks into brake drum(s) Hub oil seals defective replace

Engine torque not being carried to drive wheel(s)

Complaint Cause Correction
Rear axle shaft(s) broken Replace
Propeller shaft turns
Gears damaged replace

146
 SECTION 6

FRONT AXLE

CONTENTS PAGE
1. GENERAL DESCRIPTION 148
2. SERVICING OF FRONT AXLE ASSEMBLY
2.1. DISASSEMBLY 154
2.2. INSPECTION 156
2.3. REASSEMBLY 158
2.4. ADJUSTMENT OF FRONT WHEEL ALIGNMENT 161
2.5. ADJUSTMENT OF MAXIMUM STEERING ANGLES 163
3. TROUBLE SHOOTING 165

147
 6. Front Axle

1. General description
Two kind of front axle be equipped depending on the vehicle type. A steering knuckle is pivotally
assembled to each end of the axle via the kingpin. Each front wheel is mounted to the steering
knuckle via the front hub bearings and hub.
The knuckle arm and tie-rod to form a part of the steering linkage through which turning motion of
the steering wheel is relayed to the steering knuckles and causes them to pivot about the kingpin.
To maintain running stability of the vehicle, the front axle has various built-in angles such as “toe-in”,
“camber”, “caster”, “kingpin inclination” etc. that generally referred to as “front end alignment”.

Specifications

Distinction BM090 BF105 BS106 BH115E BF115 BH116 BH117 BH120

Type Reverse Elliot I Beam

Tire tread (㎜) 2,050
Capacity (㎏) 6,500

King Outside dia. 50

pin(㎏) Length 252
Toe in (㎜) BIAS : 4~6, RADIAL : 0~1
Camber (˚) 1˚±30＇
Wheel
alignment Caster (˚) -30˚±30＇ 50˚±30＇
Kingpin
7˚±10＇
inclination (˚)
Steering Inside (˚) 45˚ 42˚ 45˚
angle Outside (˚) 37˚ 34˚ 37˚

148
 6. Front Axle

REVERSE ELLIOT I BEAM TYPE(Applicable for leaf Spring)

I BEAM TYPE ( Applicable for Air Spring)

149
 6. Front Axle

FRONT AXLE ASSEMBLY IN DISASSEMBLED VIEW

MODEL BF105

150
 6. Front Axle

A. Axle A-front 32 Nut-hex M12 x 1.25

1 Axle-front, I beam 33 Washer-spring
2 Bolt-key, king pin 34 Nipple-grease
3 Nut-hex M10 x 1.25 35 Joint ball
4 Washer-spring 36 Seat-ball
5 Knuckle 37 Spring-coil comparison
6 Ring-snap 38 Plug-adjust
7 Plug-plate knuckle 39 Ring-snap
8 Bolt-hex 40 Cover
9 Nut-hex M18 x 1.5 41 Nut-hex
10 Bearing-upper 42 Pin-split
11 Bearing-lower 43 Hub & drum A-front
12 Seal-king pin 44 Hub-front
13 Pin-knuckle, drum cover 45 Drum-brake
14 Pin-king 46 Wheel pin kit-front
15 Washer-thrust 47 Pin-wheel, front
16 Bearing-thrust roller 48 Nut-hex, drum
17 Nipple-grease 49 Nut-wheel
18 Cover-king pin 50 Bearing-front, hub outer
19 Bolt-hex M12 x 1.25 51 Bearing-taper roller, inner
20 Arm-knuckle 52 Washer-lock
21 Packing-king pin cover 53 Nut-bearing
22 Arm-knuckle 54 Washer-lock
23 Bolt-hex 55 Bolt-w/washer, M6 x 1.0
24 Bolt-hex 56 Cap-hub bearing outer
25 Nut-hex 57 Packing-hub cap
26 Arm-tie rod 58 Bolt-hex M8 x 1.25
27 Bolt-hex 59 Washer-spring
28 Rod A-tie 60 Cover-hub bearing inner
29 Rod-tie 61 Ring-snap
30 End A 62 Seal-oil
31 Bolt-hex M12 x 1.25

151
 6. Front Axle

FRONT AXLE IN DISASSEMBLED VIEW

MODEL BH SERIES ( With Air Spring)

152
 6. Front Axle

1. Front axle-I beam 40. Tie rod arm

2. Key bolt-king pin 41. Tie rod arm
3. Nut-hex M10 x 1.25 washer-spring 42. Nut-hex
4. Knuckle 43. Tie rod A
5. Knuckle 44. Link rod
6. Ring-snap, knuckle plug 45. End A-tie rod
7. Plug-plate knuckle 46. End A-tie rod
8. Bolt-hex 47. Nut-hex
9. Nut-hex, M18 x 1.5 48. Wheel pin-front
10. Bearing-upper 49. Nut
11. Bearing-lower 50. Washer-spring
12. Seal-king pin 51. Cover
13. Pin-knuckle drum cover 52. Ring-snap
14. King pin 53. Joint ball
15. Thrust washer (OPT) 54. Ball seat
16. Bearing-thrust roller 55. Spring-coil comp
17. Grease nipple 56. Adjust plug
18. Bolt 57. Nipple-grease
19. Bolt-hex, knuckle arm 58. Bolt-hex
20. Bolt-hex, knuckle arm 59. Nut-hex M12 x 1.25
21. Knuckle arm 60. Bracket A
22. Hub & drum A-front 61. Bracket-rear
23. Drum-brake, front 62. Bolt
24. Hub-front 63. Nut-hex M18 x 1.5
25. Wheel pin kit-front 64. Spacer
26. Nut-hex, drum 65. Washer-spring
27. Bearing-front hub outer 66. Bracket
28. Bearing-taper roller inner(OPT) 67. Bracket-lower
29. Washer-lock 68. Bolt
30. Nut-bearing 69. Nut-hex M18 x 1.5
31. Washer-lock 70. Washer-spring
32. Bolt-w/washer, M6 x 1.0 71. Spacer-front, spring lower
33. Cap-hub bearing outer 72. Bolt-hex M12 x 1.25
34. Packing-hub cap 73. Nut-hex M12 x 1.25
35. Bolt-hex M8 x 1.25 washer-spring 74. Washer-spring
36. Cover-hub bearing inner 75. Bracket-leveling valve
37. Ring-snap 76. Bolt-hex M10 x 1.25
38. Seal-oil 77. Washer-spring
39. Nut-hex

153

2. Servicing of front axle assembly
2.1. DISASSEMBLY
▣ Loosen the wheel pin nuts with a wheel pin nut
wrench. Jack up the front axle. Remove the wheel
pin nuts and wheel.
▣ Position rigid racks under rear of the front
spring rear brackets.
▣ Remove the front the hub cap.
▣ Remove the front hub bearing nut lock plate.
▣ Remove the hub using a hub nut wrench.
▣ Fully contract the brake shoes by turning the
brake shoe adjust cam. Remove the front hub
using a hub puller.
154
6. Front Axle
▣ Remove the oil seal, snap ring and inner hub
bearing.
Remove the inner bearing and outer bearing outer
races by fitting remover into grooves in the grease
reservoir.
▣ Take out the wheel pin nuts from the inner part
of the brake drum and separate the brake drum
from the hub when replacement of the hub or
brake drum is necessary.
Note. The left side hub nuts have left-handed
threads and those on the right side have right
handed threads.
▣ Removal of front brake assembly.
1) Prior to removing the front brake assembly,
take out the tie-rod end ball joint nut and
disconnect the tie-rod from the tie-rod arm.
Note. 1. The above operation may be omitted
when disassembly of tie-rod arm and tie-rod
assembly is unnecessary.
2. The ball joint is tapered for positive connection
with the tie-rod arm. Remove the ball joint by
tapping on the side face of the tie-rod arm end
with a copper hammer.
Note. When disconnecting the brake flexible hose,
loosen the nuts in sequence as shown below and
avoid disconnecting the hose at the joint on one
side only or twisting and damage to the hose will
result.
 6. Front Axle

Wheel cylinder side

1) Remove the kingpin cover and pull out the
kingpin with the aid of kingpin puller.
Remove the steering knuckle and thrust bearing.

Note. If the kingpin turns, tighten the center bolt

on puller with a wrench.

3) Take out the snap ring and remove the plate

plug from the lower face of the steering knuckle.

▣ Remove the U bolts and nuts using a box

▣ Remove 4 bolts fixing the anchor pin bracket.
Remove the front assembly.
The 2 bolts on the lower side of the anchor pin
bracket are used to fixing the tie-rod arm.
wrench. Lower the jack carefully and remove the
front axle toward the front of vehicle.
▣ Tie-rod assembly

▣ Steering knuckle arms

1) Pull out the cotter pin from the drag link
adjust screw.
Remove the adjust screw and disconnect the
drag link from the knuckle arm.

2) Remove the 2 bolts connecting the knuckle

arm. Disconnect the knuckle arm.

▣ Kingpin
1) Loosen the joint not fastening the tie-rod arm
with the tie-rod end until its outer face is flush
with the end of joint ball.
Disconnect the joint ball from the tie-rod arm by
tapping on the joint nut with a hammer.

2) Remove the tie-rod end fixing bolt, then screw

out the tie-rod end.

3)Take out the snap ring fixing the tie-rod end

adjust screw. Remove the adjust screw, spring ball
seat, joint ball, ball seat and dust cover.
1) Loosen the kingpin key bolt nut until its outer
face is flush with the end of the key bolt. Loosen
the key bolt by tapping on the nut with a hammer.
Remove the nut and key bolt.
155
 6. Front Axle

2.2. Inspection

2.2.1. Kingpins and Needle Roller Bearings

▣ Check the kingpins visually for cracking, step

wear, scoring or corrosion and replace with new
ones as necessary, use red check for detection of
cracking.

1) Remove the bearing using special tool : kingpin

needle roller bearing remover and a hammer or a
bench press. Oil seal comes out together with the
bearing.

2) Press the needle roller bearing into position by

holding special tool against the marked side of the
bearing case.

▣ Measure the outside diameter at several Note. Do not install the needle roller bearing with
portions of the kingpins using an outside portions their faces reversed, or damage to the bearing case
of the kingpins an outside micrometer. will result.
Take measurement at the upper and lower ends
(bearing fitting faces) in two directions at a right a. Install the upper side needle roller bearing by
angle to each other. aligning the grease hole in the knuckle and press it
in just enough, so that its outer face is depressed
▣ Assemble the needle roller bearings to the 2.5mm from the upper edge of the knuckle.
knuckle and install the kingpin, then check that b. Install the two lower side needle roller bearings
the needle roller bearings rotate smoothly without from the lower side of the knuckle. Press it in just
binding. enough, so that there is provided a clearance of
5.5mm between the inner edge of the knuckle and
▣ Measure the clearance between the kingpin and inner face of the bearing. Install another bearing
kingpin needle roller bearings. If the clearance is and press it in just enough so that its outer face is
beyond the value indicating need for servicing, flush with the plug fitting face.
replace the needle roller bearings with new ones.
3) Installation of oil seal
Standard
Value indicating Limit for
Inspection item value for
need for servicing use
assembly
Kingpin outside
50Φ - 49.9Φ
diameter
Clearance between 0.001~
kingpin and needle 0.12 -
roller bearing 0.007

▣ Kingpin needle roller bearing replacement

procedure

156
 6. Front Axle

2.2.3. Joint Balls

▣ Check the joint balls for wear, identification

and damage. Replace the parts if found to be
defective.

▣ Install the oil seal from the inner face of the

steering knuckle using a protective plate
exercising care not to cause distortion o the oil
seal.
Apply a thin coat o grease to the oil seal before
installation.
▣ Measure the outside diameter of the joint balls.
2.2.2. Steering Knuckles, Knuckle Arm and Replace the parts if the measured value is beyond
Tie-rod Arms the limit.

Unit : ㎜

Nominal diameter Limit for use

Knuckle arm joint
ball outside Φ35 35±0.03
diameter
Outside joint ball
Φ35 35±0.03
outside diameter

▣ Check the joint balls for poor contact by

▣ Check the steering knuckles, knuckle arm and
tie-rod arms for bending and distortion. Check
these parts further for cracking paying particular
attention to the tapered portions of the knuckle
arm and tie-rod arms which are subject to
localized stresses using red check and replace
them if found to be defective.
▣ Check the bearing fitting faces and oil seals for
wear and replace as necessary.
applying a thin coat of the special compound (red
lead and oil mixture) to the tapered portion of the
joint balls and assembling them to the tie-rod arms,
drop arm and knuckle arm. Correct or replace the
parts with new ones if abnormal contact is
noticeable.
2.2.4. Tie-rod
▣ Support the tie-rod on v-blocks at its ends and
check for run-out by turning it slowly. A slight
amount of bending may be corrected with a bench
press without applying heat.

2.2.5. Front Hubs

▣ Check the front hub for crack. Check the wheel

pin stopper grooves in the front hubs and bearing
fitting holes for expansion.
Replace the front hub if fitting interference is no
longer provided and bearing fits loosely into the
hole.

157
 6. Front Axle

Unit : ㎜

Part number Thickness

1431711-230 4.90
1431711-230 4.95
1431711-230 5.00
1431711-230 5.05
1431711-230 5.10
1431711-230 5.15
1431711-230 5.20
1431711-230 5.25

Unit : ㎜
2) Install kingpins or test bars of the same
diameter into the kingpin fitting holes in the front
Nominal diameter axle.
Stretch a thin cord across the kingpin centers.
A Φ136.5

B Φ114.3

2.2.6. Bearings

Wash clean the bearings in detergent oil, then

check them for wear, separation and abnormal
noise and replace with new ones as necessary.

2.3. Reassembly

▣ Assemble the front axle to the leaf springs 3)Look down on the front axle and check for
using U bolts. alignment between the cord and center bolt holes
in the spring seats.
U bolt nut torque(Kg-m) : 32~48

▣ Selection of kingpin thrust washers.

1) Assemble the knuckle and thrust bearing to the

front axle, then install the kingpin. Measure the
clearance between the knuckle and front axle. 4) Check the kingpins for indication as viewed
from side to side.
Note. Install the thrust bearing on the upper face
of the axle, and take measurement with the
▣ Front axle for vertical misalignment
kingpin fitted half way into the front axle.

Select the thrust washer equivalent in thickness to

the clearance (H) plus 0.05㎜.

158
 6. Front Axle

▣ Assemble the knuckle, thrust bearing and thrust

washer to the front axle.
Apply bell moly paste or engine oil to both faces
of the thrust washer and install it in position using
thrust washer driver.

▣ Stretch a core and check for alignment between

the cord and upper face of the spring seats. Front
axle with slight amount of bending or distortion
may be corrected with a bench press without
applying heat.

Note. Install the thrust bearing so that its dust

covered face is turned up.
Bell Moly paste is a kind of molybdenum
lubricant. (Made by Sumico Lubrication Co.)

▣ Check fit of the kingpin into the kingpin fitting

hole in the front axle using a new kingpin.
Replacement of the front axle using axle is
necessary if the kingpin fits loosely or if the
amount of wear at the upper and lower edges of
the kingpin fitting holes is excessive.

▣ Check the ends of the front axle carefully for ▣ Apply grease to the needle roller bearing and
cracks using red check. Replace the front axle thrust bearings. install the kingpin into position
with a new one if found to be cracked. using kingpin sleeper by aligning the groove with
the key bolt hole in the front axle.
Unit : mm
Standard value for Value indicating
When installing he kingpin, exercise care not to
assembly need for servicing cause distortion of kingpin head.
Clearance
Clearance more
between knuckles Interference 0.05
than 0.5
and front axle

▣ Install the key bolt, spring washer and nut.

Tighten the nut securely.

159
 6. Front Axle

▣ Install the kingpin cover with gasket and fix
these parts in position with the bolts.
▣ Install the plug on the lower face of the steering
knuckle and fix it with the snap ring.
▣ Assemble the knuckle arm to the steering
knuckle. Apply Bell moly paste with engine oil
(paste 1 : oil 4) to the bolts and tighten the nuts,
and caulk 2 portion o each nut.
4) Assemble the ball seat upper, joint ball, ball
seat lower and spring to the tie-rod end in the
order described, then install the adjust plug. Turn
in the adjust plug. Turn in the adjust plug fully
and back out 1/3 of a turn and drill a hole sizing
2.2mm in diameter and 9-12mm in depth, then
install the snap ring.
▣ Assemble the tie-rod end assembly to the tie
rod.

Nut torque : 50~55kg-m Note. Apply generous amount o Bell moly paste
to the threaded portions of the tie-rod end. Turn in
▣ Front brake assembly the tie-rod end until a setting mark applied at the
time of disassembly is covered and leave it in that
position so that the bolt is torqued to specification
when toe-in
adjustment is completed.

Tie-rod end bolt torque : 7.7~9.5㎏-m

▣ Install the tie-rod to the tie-rod arm.

Tie-rod arm joint ball nut torque : 35~40㎏-m

Note. Caulk opposed two portions of the nut after

1) Assemble the front brake assembly to the
steering knuckle by fitting the dowel pin hole in
the anchor pin bracket to the dowel pin on the
steering knuckle.
2) Install the anchor pin bracket with the bolts ( 2
bolts on the lower side of anchor bracket are used
to fix the tie-rod arm).
Unit : ㎏-m
tightening.
▣ Install and turn in drag link adjust screw until
the outer end o the screw is flush with the face of
the drag link and install the cotter pin.
If the pin holes in the drag link are not in
alignment with the corresponding groove in the
adjust screw, turn in the screw just enough to
obtain alignment.

Bolt torque : upper bolts 16.8~20.6 ▣ Hub assembly

Bolt torque : lower bolts
( Apply Bell moly paste 50.0~55.0
and engine oil )

3) Connect the brake flexible hoses to the wheel

cylinders.

1) If the hub and brake drum assembly has been

disassembled, fasten them together using wheel
pins and nuts.
Tighten wheel pins to 45~50kg-m. and caulk 3
portions of each nut.

160
 6. Front Axle

2) Apply grease to the inner bearing. Install the

inner bearing and bearing cover on the hub and fix
them in position with the snap ring, then install
the oil seal. Install the outer bearing outer race on
the hub and fill the front hub grease reservoir with
grease.
▣ Fill 1/3 of space within the hub cap with grease.
Install the hub cap.
▣ Adjust the brakes, then perform bleeding
operation on brake hydraulic circuit.

3) Install the outer bearing outer race and apply
grease to the grease port.
Total amount of grease
400g
required (each wheel)
▣ Fully contract the brake shoes by turning the
brake shoe adjust cam and install the brake drum
and front hub.
▣ Install the outer bearing, bearing washer and
hub nut. Fully tighten the hub nut and loosen it.
▣ Install the wheels and wheel pin nuts. Semi-
tighten the wheel pin nuts with a wheel pin nut
wrench. Remove the rigid racks from under the
front axle and lower the wheels to ground. Tighten
the wheel pin nuts to 45-50kg-m. Do not over-
tighten wheel pin nuts.
2.4. Adjustment of front wheel alignment
Various front end angles such as toe-in, camber,
caster, kingpin inclination, etc. are referred to as
“front wheel alignment”.

2.4.1. Preparation for front wheel alignment

▣ Check to be certain the front hubs, kingpins,

tie-rod joints and “U” bolts are tightly fitted and
have no excessive play.

▣ Check the disc wheels for wobbling.

▣ Check and adjust tire inflation pressure as

necessary.

Standard
▣ Adjust the bearing preload by turning in the Tire size inflation
hub, so that a pull required to rotate the hub pressure
becomes 3-5kg when checked with a spring scale 10.00-20-16PR
hooked to one of the wheel pins. Front 6.75㎏/㎠
11.00-20-19PR
and rear (6.6x100kpa)
11R-22.5-16PR
Starting torque (or bearing
preload) when measured with ▣ Unload and park the vehicle on a level ground.
a spring scale hooked to
wheel pin
2.4.2. Adjustment of Tie-in
Hub bearing preload after
1.0㎏
break-in
▣ Apply chalk to front and rear part of the tire
Hub bearing preload on new
3.0~5.0㎏ tread. Mark a tire center line on the tread by
bearings
turning the wheel carefully with a scriber held in
contact with the center of the tire.
▣ Install lock washer and lock bolts
▣ Set the end o the positer on the toe-in gauge to
When the adjustment is completed, install the lock
the height of steering knuckle spindle.
plate.

Note. If the bolt holes in the lock plate are not in

alignment with the corresponding holes in the nut,
reverse the lock plate.
If the bolts holes are out still of alignment, turn in
the nut just enough to obtain alignment.

161
 6. Front Axle

3) Remove the front hub cap and mount a gauge

to the end of the steering knuckle spindle.

▣ Measurement of camber angle

▣ Measure the distance A and B with toe-in

gauge. Compare the measured values to determine
the amount of toe-in.

▣ If the measured value deviates from the

specified range, adjust by loosening the bolt on
the tie-rod end and turning the tie-rod as necessary.

▣ When a correct adjustment is obtained, securely

tighten the bolts.

Tie-rod end bolt torque 8~9 ㎏-m

With the gauge installed on the steering knuckle
2.4.3. Measurement of camber angle, caster spindle properly, the camber angle can be directly
angle and kingpin inclination read on the gauge.

Various types of instruments for measuring
camber angle, caster angle and kingpin inclination
are in use but in this section front end angles are
measured using a level vial type camber, caster
and kingpin inclination gauge.
▣ Measurement of caster angle and kingpin
inclination
Take measurement on each front
Wheel in the following manner;(Right wheel)

▣ Preparation for measurement

1) Position each front wheel on a turning radius

gauge, so that the tire center line is well centered
on the running radius gauge. Set the front wheels
in straight ahead position.

2) Position a piece of wood equivalent in

thickness to the height of the turning radius
gauges under the rear wheel.

1) Turn the steering wheel clockwise. Make sure

to depress the foot brake pedal and hold when
turning the steering wheel with the front wheels
positioned on turning radius gauges.

162

2) Steer the front wheels to an angle of 20 degrees
(inner wheel) and hold then in position. Calibrate
the scale on the kingpin inclination and caster
gauge to zero by means of the adjust screw on the
rear face of the gauge.
3) Turn the steering counter-clockwise until the
light wheel (outer) is steered to an angle of 20
degrees.
Read the scale on the caster and kingpin
inclination gauge. If the caster of kingpin
inclination angle is incorrect, the following
troubles are suspectable:
① Kingpins and kingpin bearing worn
excessively.
② Front axle bent or distorted.
Incorrect front wheel alignment will not result
from normal operation of the vehicle. However, if
the front wheel alignment if found to be incorrect,
check condition of the related systems to locate
the cause of trouble and give necessary service
attention before attempting to correct alignment.
2.4.4. Measurement of side slippage
When adjustment of the toe-in, camber, caster and
kingpin inclination is completed, measure the
163
6. Front Axle
amount of side slippage using a side slip tester.
If the amount of side slippage is in excess of 5mm
per distance of 1m, readjustment of the wheel
alignment is necessary.
2.5. Adjustment of maximum steering angles
The maximum steering angle of the front wheels
can be adjusted with the knuckle stopper bolts and
the drop arm stopper bolts. The maximum steering
angle of the front wheels determines the minimum
turning radius.
▣ Position each front wheel on the center of the
turning radius gauge in a straightened position.
Set the parking brake securely.
▣ Loosen the drop arm stopper bolt and knuckle
stopper bolt lock nuts and turn in the stopper bolts,
then turn the steering wheel and adjust setting of
the knuckle stopper bolt so that the front wheels
are steered to the specified angles.
Note. 1. Maximum steering angles should be
checked and adjusted after the adjustment of front
wheel alignment.
2. Hold the brake pedal depressed when turning
the steering wheel with the front wheels
positioned on the turning radius gauges.
(Maximum steering angle)
Inner Outer
BF105 42˚ 34˚
BS106
BM090
BH115E 45˚ 37˚
BH115
BH120
▣ Adjust setting of the drop arm stopper bolt, so
that the drop arm comes into contact with the
stopper bolt when the knuckle is steered to stop.
 6. Front Axle

▣ When adjusting the setting of the drop arm

stopper bolt and knuckle arm stopper bolt is
completed, turn the steering wheel to lock and
check that the knuckle and drop arm are brought
into contact with the stopper bolts at a time and
that the steering angles are within the specified
value.

▣ Repeat the same adjustment on both sides.

164
 6. Front Axle

3. Trouble shooting

(1) Steering unstable and steering shimmy occurs.

Cause Correction

Clearance between kingpins and bearing excessive

Replace kingpins or needle roller bearing
Play in tie-rod end and drag link joints
Adjust or replace if amount of wear is considerable
Retighten
Excessive “U” bolts loosened
Replace bushings
Spring pin bushing worn
Adjust
Front axle alignment incorrect
Retighten
Wheel pin nuts loosened
Adjust
Tires not uniformly inflated
Balance
Rotating parts out of balance

(2) Return action of steering wheel poor

Cause Correction
Moving parts poorly lubricated Lubricate
Joints worn Adjust or replace
Wheel alignment incorrect Adjust

(3) Hard-steering

Cause Correction
Moving parts poorly lubricated Lubricate
Kingpins fitted too tight Adjust clearance between kingpins and needle
roller bearings
Thrust bearings defective Replace
Joint balls fitted too tight Adjust
Tires under-inflated Adjust to recommended pressures
Front wheel alignment incorrect Adjust
Thrust bearing incorrectly installed Correct

(4) Steering pulls to one side

Cause Correction
Tires not uniformly inflated Adjust
Tread height of tires unequal Adjust by replacing tires as necessary
Front springs on one side weakened or broken Replace
Front wheel alignment incorrect Correct

165
 6. Front Axle

(5) Maximum steering angle(s) insufficient

Cause Correction

Drop arm stopper bolt or knuckle stopper bolt(s) set

Adjust to obtain specified steering angle(s)
incorrectly

(6) Premature or uneven tire tread wear

Cause Correction
Tires not properly inflated
Adjust
Wear on center part of tread indicates over-
inflation
Wear on shoulders part of tread indicates under-
Correct
inflation
Balance
Front wheel alignment incorrect
Rotating parts out of balance

166
 SECTION 7

STEERING

CONTENTS PAGE
1. GENERAL DESCRIPTION 167
2. SERVICING OF STEERING ASSEMBLY
2.1. REMOVAL 175
2.2. DISASSEMBLY, INSPECTION AND REASSEMBLY 176
3. POWER STEERING-ROTARY VALVE TYPE
3.1. CONSTRUCTION 180
3.2. OPERATION 181
3.3. MAIN SPECIFICATIONS 184
3.4. DISASSEMBLY AND REASSEMBLY 184
4. TROUBLE SHOOTING 198

167

1. General description
The steering system consists basically of the
steering wheel, steering shaft, yoke, universal
joint, spline shaft, steering column, steering
unit, drop arm, drag link assembly, etc.
The steering unit is of an integral power-
assisted type and worm shaft is connected, via
the yoke, universal joint and steering shaft, to
the steering wheel. When the steering wheel is
turned, the turning motion of the worm shaft is
changed into sliding motion of the ball-nut
rack is engaged with the taper gear on the
sector shaft to which the drop arm is connected,
so that turning motion of the steering wheel is
relayed to the steering linkage via the drop arm.
Due to increase in the size of vehicles and
resulting increase in the front axle load and to
use of low inflation tires for improved riding
quality, ground contact resistance of the front
wheels has increased remarkably, causing a
substantial increase in the force for steering
operation.
Specifications
Distinction BM090 BF106
Type Recirculation ball with integral power assisted
Steering wheel
diameter(㎜)
Gear ratio
Power Sector gear
Gear oil
1.2 1 1.5
capacity(ℓ)
Length of prop arm(㎜)
Oil capacity (ℓ) 6 5
7. Steering
An increase force for steering operation gives a
rise to fatigue of the operator particulary in a
long distance haulage, and therefore ,a means
should be provide that relieves the operator of
undue fatigue, for assurance of driving safety.
The power steering system provides automatic
hydraulic assistance to the turning effort
applied to the mechanical steering system. The
power steering system consists of a control
valve, power cylinder, and a hydraulic pump
used with the steering gear. The power cylinder
is moved by operation of the control valve
which supplies steering fluid to either side of
the power cylinder piston as required,
depending on the position of the valve. The
control valve is either a rotary-type or spool-
type valve which is mounted directly to the
steering gear assembly. The pressure used to
operate this system is supplied by a vane-type
oil pump.
BS106 BH115E BH115 BH116 BH117 BH120
500
20.2 : 1
94˚
1.7
200
7 7.5
168
 7. Steering

STEERING ASSEMBLY IN DISASSEMBLED VIEW

MODEL BF106

169
 7. Steering

1. Steering wheel complete 19. Washer-spring

2. Wheel A-steering 20. Seat-rubber
3. Horn-button 21. Bracket-upper, strg shaft
4. Nut-hex M20x1.5 22. Bolt-hex M10 x 1.25
5. Washer 23. Washer-plain
6. Shaft & column – steering 24. Washer-spring
7. Shaft-steering 25. Nut-hex M10 x 1.25
8. Bush-steering shaft 26. Stay-steering column
9. Column-steering 27. Bolt-hex M8 x 1.25
10. Grommet 28. Washer-plain
11. Flange-steering 29. Washer-spring
12. Key-feather 30. Nut-hex M8 x 1.25
13. Screw-set 31. Bracket
14. Washer-spring 32. Cap-bracket
15. Bracket A-column 33. Bolt-hex M10 x 1.25
16. Bracket-column 34. Washer-spring
17. Cap-column bracket 35. Bolt-hex M8 x 1.25
18. Screw-cap 36. Washer-spring

170
 7. Steering

STEERING ASSEMBLY IN DISASSEMBLED VIEW

MODEL BM090, BS106

171
 7. Steering

1. Complete A-steering wheel 16. Bracket-stay

2. Body A-steering wheel 17. Strut-steering column
3. Pad A-button, horn 18. Boot-steering, UPR
4. Nut-hex M20 x 1.5 19. Bracket-steering column, LWR
5. Washer 20. Bolt-hex M6 x 1.0
6. Column A-steering 21. Washer-spring
7. Shaft A-steering column 22. Cover A-steering column
8. Tube A-steering column 23. Steering column-housing UPR, FRT
9. Bearing-ball 24. Steering column housing UPR, RR
10. Ring-snap 25. Screw-machine, pan HD
11. Stay-steering column 26. Screw-machine, pan HD
12. Bolt-hex M8 x 1.25 27. Nut-spring
13. Washer-spring 28. Seal-rubber, steering column
14. Washer-plain 29. Cover-seal rubber
15. Nut-hex M8 x 1.25

172
 7. Steering

STEERING ASSEMBLY IN DISASSEMBLED VIEW

MODEL BH116/BH117/BH120

173
 7. Steering

1. Complete A-steering wheel 12. Column-steering, housing UPR, RR

2. Body A-steering wheel 13. Screw-tapping fan head
3. Pad A-button, horn 14. Screw-machine fan head
4. Nut-hex M20 x 1.5 15. Stay-steering
5. Washer-lock 16. Bracket-stay
6. Column A-steering 17. Structure-steering shaft
7. Boot-steering column 18. Bolt-hex flange
8. Plate-boot 19. Bolt-hex M12R
9. Bolt-hex, flange, M6 x 1.0 20. Nut-hex M12 x 1.0
10. Cover A-steering column 21. Seal-rubber
11. Column-steering, housing UPR, FRT 22. Cover-seal

174
 7. Steering

2. Servicing of steering assembly
2.1. Removal
2.1.1. Steering wheel assembly
Note. Before disconnecting the oil pipe, clean
the steering unit paying particular attention to
the area around the joint, and plug or tape the
oil port after disconnecting the pipe, to prevent
entry of dust or other foreign matter.

▣ Remove the horn button assembly by

turning the horn ring nut counter-clockwise
then remove the grounding plate.

▣ Flatten out the steering shaft nut lock

washer and remove the nut and washer.
Remove the steering wheel using steering
wheel puller.

▣ Removal of combination switch

① Take out the screw fixing the combination

switch cover and remove the combination ▣ Remove the cotter pin from the adjust screw
switch cover together with the emergency on the front end of the drag link. Loosen the
switch lever. screw and disconnect the drag link from the
drop arm ball joint.
② Remove the screws fixing combination
switch assembly. Remove the clip fixing the
switch wiring to the steering column and
remove the combination switch assembly.

▣ Pull out the bushing upward by depressing

the bosses on the side face of the bushing with
screw drivers.

Note. When removing the bushing, use care

not to break the horn wiring.

▣ Remove the bolts fixing the steering column

boot and plate. Remove the boot and plate and ▣ Take out the bolts and remove the power
withdraw the steering shaft assembly upward. steering unit from the frame together with the
mounting bracket.
2.1.2. Steering unit

Prior to removing the steering unit, drain the

steering oil by disconnecting the oil pipes.

▣ Remove the drop arm from the power

steering using special tool-drop arm remover.

175
 7. Steering

▣ Reassemble the drag link assembly in the

reverse order of disassembly after lubricating
2.2. Disassembly, Inspection and reassembly the ball seats and adjust screws with grease.

2.2.1. Disassembly

▣ Remove the adjust screw. Remove the joint

ball, ball seats, spring and spacer in the order
described.

▣ Remove the mud guard. Remove the ▣ Tighten the adjust screw and back off
knuckle arm side ball joint assembly in the 2/12~3/12 of a turn(60~90˚) to align the cotter
order of the adjust screw, spacer, spring and pin holes then install the cotter pin.
ball seats.

2.2.2. Inspection

▣ Prior to inspection, wash clean disassembled

parts in detergent oil. Check the drag link, ball
seats and springs for wear, cracking and
damage. Replace the parts if any abnormal
condition is noticeable. Check the mud guards
for fatigue, distortion and damage. Replace the
parts if found to be defective.

▣ Check free length and tension of the springs

with a spring tester.
Replace the spring with new ones if measured
valves deviate greatly from the limit.

Normal valve Limit for use

Free length 67.9mm 66.9mm

Set load
200kg/63.3mm 163kg/63.3mm
Set length

2.2.3. Reassembly

176
 7. Steering

3. Power steering-rotary valve type

Power steering unit and disassembled view

177
 7. Steering

A. Steering unit-power
1. Gear box 19. O ring
2. Bearing-needle 20. Ring-piston
3. Plug-taper 21. Shaft-sector
4. Packing-Y 22. Screw-Adjust
5. Ring-back up 23. Retainer
6. Seal-oil 24. Cover-side
7. Housing-valve 25. Bearing-needle
8. O ring 26. Ring-back up
9. Ring-seal 27. Packing-Y
10. O ring 28. O ring
11. O ring 29. Nut-Hex
12. O ring 30. Bolt-W/washer
13. Shaft A-worm 31. Plug-breather
14. Pin-dowel 32. Nut-Hex
15. Plug-adjust 33. Bolt-W/washer
16. Bearing-ball 34. Washer-plain
17. Packing-Y 35. Washer-spring
18. Pistion-rack 36. Bolt-W/washer
37 Universal joint A

178
 7. Steering

Power steering unit sectional view

Rotary valve type

179
 7. Steering

3.1. Construction operates entirely on dispatching oil to provide

hydraulic oil pressure assist only turning.
As the entire gear assembly is always full of oil,
The control valve, power cylinder and
all internal components of the gear are
complete mechanical steering gear are all
immersed in oil, making periodic lubrication
accommodated in the housing of the ball and
unnecessary. In addition this oil acts as a
nut power steering gear. The steering gear
cushion to absorb road shocks that may be
housing is designed as cylinder for piston,
transmitted to the driver.
which moves axially when the input shaft is
The steering shaft, hydraulic valve, worm and
turned.
the rack piston nut are all in line making a
The gear incorporates the re-circulating ball
compact and space saving gear, all oil passages
system in which steel ball acts as a rolling
are internal except the pressure and return
thread between the steering worm shaft and
hoses between the gear and pump.
rack piston.
The rack piston is geared to the sector of the
The rotary valve feature provides a smooth
pitman shaft. Lash between the pitman shaft
transmission through the driving range of
and rack piston is maintained by and adjusting
steering wheel effort.
screw which is retained in the end of the
A torsion bar transmits the road feel to the
pitman shaft gear.
driver. Response of the steering gear to effort
The rotary valve is contained in the gear
applied to the steering wheel is greatly
housing thus eliminating the need for
increased. This increased response gives the
separately mounted valve and cylinder
driver greater control and minimizes over-
assemblies.
steering.
The rotary valve power steering assembly

180

The rotary valve is shown schematically in
figure and is an open-center, rotary-type valve.
The rotor (valve spool) is inside the valve body
and is held in a neutral position by a torsion
bar attached to one end of the valve body
through the torsion bar cap and extends
through this valve. The other end of the torsion
bar in attached to a stub shaft which in turn is
splined to the gear flange that bolts to the
3.2. Operation
3.2.1. When driving straight forward (Neutral)
In the straight ahead or neutral position, oil
flows from the power steering pump through
the open position of the rotary valve and back
to the power steering pump reservoir without
circulating in the power cylinder in which the
181
7. Steering
steering shaft flange.
Twisting of torsion bar allows the rotor(valve
spool) to displace or move its position in
relation to the valve body, there by directing oil
to the proper area in the gear to provide a
hydraulic assist on turns. During the turn the
steering worm as the turn. This causes the rack
piston nut to move which in turn applies a
turning effort to the pitman shaft gear.
rack position is located. Since all passages are
open, flow resistance is low in neutral position
at all times except when steering in turns, the
power required to operates the pump is at the
minimum.

The power cylinder is full of oil at all times,
although in the straight ahead
position the pressure on both side of the rack
position is equal and very low.
Oil from the steering gear pump flows through
a passage in the gear housing to an annular
groove around the valve body. When no
3.2.2. When steering wheel is turned clockwise.
When the steering wheel is turned to the right,
resistance to turning is encountered between
the front wheels and the roadbed, tending to
twist the stub shaft. Since the stub shaft is pin-
locked to the torsion at one end and the
opposite end connects the rotor by a pin on the
stub shaft, the twisting action moves the rotor
to right in relation to the valve body. As the
rotor turns, the clearance communicating the
oil pump with the chamber “B” decreases and
prevents flow of fluid into the outlet port.
182
7. Steering
twisting force is applied to the steering stub
shaft from the steering wheel, there are same
clearances between the grooves and the flow
resistance is same to permit oil to flow to the
return port via the hole of worm shaft. Thus,
the pressure of oil on both sides of the rack
piston is balanced.
As a result the fluid flows, past the groove, into
the chamber “A” within the cylinder and
causes and increase in the pressure of fluid
trapped within the chamber. As the pressure of
fluid increases, the piston receives a thrust
force in direction of the arrow and relays the
force to the pitman shaft to turn and reduces
driver turning effort in executing the right turn.
As the piston strokes, the fluid in the chamber
“B” is simultaneously forced out through the
rotary valve and back to the pump reservoir.

The higher the resistance to turning between
the roadbed and the front wheel, the more the
rotor is displaced, and the higher the oil
pressure in the chamber “A”. since the amount
of valve displacement and, consequently, the
amount of hydraulic pressure built in the
cylinder is dependent upon the resistance to
turning, the driver is assured of the proper
3.2.3. When steering wheel is turned counter-clockwise
When the steering wheel is turned to the left,
similar action takes place but with the direction
of motion of the valve, torsion bar and piston
are reversed.
Executing a left turn causes the fluid to flow
from the power steering ump through the
rotary valve and to the area between the rotary
valve and the rack piston via drilled passage.
This is to assist in forcing the rack piston to
turn the pitman shaft and linkage.
183
7. Steering
amount of smooth hydraulic assistance at all
times. As the driver stops applying steering
effort to the steering wheel and then relaxes the
wheel, the rotor is forced back into is bar.
When this happens, the fluid pressure is again
equal on both side of the rack piston nut and
the steering geometry of the vehicle causes the
wheels to return to the straight ahead position.
As shown on the figure, the fluid from the
steering gear pump flows through rotary valve
into chamber “B’ to force the rack piston in
direction of the arrow and this forces the
pitman shaft to turn and reduces driver turning
effort in executing the left turn. The oil in the
chamber “A” is simultaneous by forced out
through the rotary valve form a drilled passage
in the housing and back to the pump reservoir.
 7. Steering

3.2.4. Manual Operation
Even when no hydraulic pressure I applied to
the power steering as the engine has stopped or
due to a trouble of the oil pump or damaged
gydraulic circuit, a stopper is formed shaft and
groove on the stub shaft as illustrated, and
manual steering can be performed by pushing
the piston directly.
▣ Handling precautions
Keep the disassembled parts clean and in good
order to prevent the parts from loss or damage.
Such as pitman shaft, piston rotor and worm
shaft should be treated with meticulous care as
they are precision finished and carefully
matched to maintain exact dimension.
▣ Special service tools
For efficient and correct service operations the
use of the special service tools is recommended.

3.3. Main specifications

Item Specification

Gear ratio 22.4 : 1

Sectional area of piston 78.5
Sector gear operating angle
96˚
(Deg.)
Worm helix direction Left
Valve stopper angle (Deg.) ±8.5˚

3.4. Disassembly and reassembly

3.4.1. Disassembly and reassembly

Precautions.

▣ Preparation
Prior to disassembling the power steering unit
clean the work bench and wash the exterior
surface of the power steering unit with the
solvent.
Then drain the oil from the power steering unit
by stroking the piston.

184
 7. Steering

3.4.2. Disassembly

▣ Remove the nut from the housing by using

special wrench assembly(910-10742).
▣ Clamp the power steering unit in a vice.

▣ Remove the protector from the oil port.

▣ Remove the dust cover from the stub shaft.

▣ Remove the adjusting plug from the valve
▣ Unscrew the adjusting screw fixing nut and housing by turning it 180˚ with special wrench
side cover fixing bolts and washers. assembly(910-10743).

Note. When removing the adjusting plug

exercise care not to pop out the bearing from
the housing.

▣ Bring the sector shaft into center position,

then remove the sector shaft with the side
cover by tapping on the serrated portions
lightly with a plastic hammer.
▣ Unscrew the valve housing fixing bolts, then
Note. ① The sector shaft can not be removed remove the ball screw and valve housing
unless when it is held in center position. assembly from the steering body.
② When removing the sector shaft never use
the steel hammer. Note. Remove the ball screw and valve
housing assembly carefully so as not to scratch

185
 7. Steering

the inner surface of steering body and piston.

▣ Disassemble the sector shaft and side cover

assembly as follows.

④ Remove the retainer by using special

bar(910-22811) from the sector shaft and
remove the adjusting screw.

▣ Disassemble the ball screw and valve

① Remove the side cover assembly by turning housing assembly as follows.
the adjusting screw clockwise with a screw
driver.

Note. Do not clamp the sector shaft in a vise

without any protector.

① Place the ball screw and valve housing with

② Remove the O-Ring, Y-packing and back-up
ring by prying off with special needle(910-
21200). It is not necessary to remove the
needle bearing unless it damaged.
the piston side down and rotate the stub shaft
until the worm shaft is removed. Drop the steel
balls installed in the ball race into the inside of
piston.
Note. Use care not to lose the steel ball.

② Disassemble the Y-packing and bearing

③ Flatten out two caulked taps with a punch. from the adjusting plug.

186
 7. Steering

▣ Disassemble the shaft assembly as follows.

▣ Remove the clip fixing screws and remove

the clip.
① Drop the steel balls out of the shaft
assembly into a clean pan and disassemble the ▣ Remove the ball tube from the piston with
side race and bearing cage. fingers.

Note. Use care not to lose any steel ball. Note.

(Number of balls : 18) 1. Never attempt to pry off the ball tube with
a screw driver.
2. Use care not to lose any steel ball which
may remain in the ball tube.

② Remove the rotor from the shaft assembly,

then remove the seal ring from the rotor using
special needle(910-21200).
▣ Remove the seal ring and O-ring from the
outside grooves of piston.

③ Remove three O-rings and three seal rings

from the inside grooves of valve housing.
▣ Remove the oil seal, back-up ring and Y-
packing from the steering body.

187
 7. Steering

3.4.3. Inspection replaced as a matched assembly.

▣ Wash all parts in clean solvent and blow out
all oil holes with compressed air.
▣ If the drive pin in the lower shaft or valve
body is cracked, excessively worn or broken,
replace the complete valve and shaft assembly.
▣ If there is evidence of leakage between the
torsion bar and the stub shaft or scores, nicks,
or burrs on the ground surface of the sub shaft
that cannot be cleaned up with crocus cloth, the
entire valve and shaft assembly must be
replaced.
▣ Check the outside diameter of the rotor and
the inside diameter of the valve body for nicks,
burrs, or bad weat spots. If the irregularities
cannot be cleaned up by the use of crocus cloth,
the complete valve and shaft assembly will
have to be replaced.
▣ Inspect ball tubes, making sure that the ends
where the balls enter and leave the guides are
not damaged.
▣ Inspect lower thrust bearing and washers for
scores or excessive wear. If any of the
conditions are found, replace the thrust bearing
and washer.
▣ Inspect rack piston teeth for scoring or
excessive wear. Inspect the external ground
surfaces for wear, scoring or burrs. If any of
these conditions exist and are excessive, both
the rack piston and worm must be replaced.
3.4.4. Reassembly
▣ Assemble the sector shaft assembly as
follows.

▣ If the small notch in the skirt of the valve

body is excessively worn, the complete valve
and shaft assembly will have to be replaced.

▣ Lubricate the rotor with power steering fluid

and check the fit of the valve spool in the valve
body ( with the valve spool dampener “O” ring
removed). If the valve does not rotate freely
without binding, the complete valve and shaft
assembly will have to be replaced.

▣ Check sector shaft bearing surface in the ① After protecting the sector shaft with cloth,
side cover for scoring. If badly worn or scored, clamp the sector shaft in a vise.
replace the side cover.
② Apply generous amount of grease into the
▣ Check the sealing and bearing surfaces of
adjusting screw hole on the sector shaft, then
the sector shaft for roughness, nicks, etc. if
install the adjusting screw and retainer and
minor irregularities in surface cannot be
tighten the retainer using special bar(910-
cleaned by use of crocus cloth, replace the
22811)
sector shaft.
Note. When installing the retainer tighten the
▣ Replace sector shaft assembly if teeth are
retainer fully, then loosen it to 180 degrees.
damaged or if the bearing surfaces are pitted or
And then tighten it again to 4kg.m o torque and
scored.
loosen it to 20 degrees. Check that adjusting
screw turns freely.
▣ Check sector shaft lash adjusting screw. It
must be free to turn with no perceptible end
play. If adjusting screw is loose replace the
sector shaft assembly.

▣ Inspect the worm and rack piston grooves

and all the balls scoring. If either the worm or
rack piston needs replacing, both must be
188
 7. Steering

③ Insert the special insert tool assembly into

the side cover to seat the back-up ring properly.

▣ Assemble the valve housing and shaft

assembly as follows.

④ After tightening the retainer, caulk two

points of upper face of the retainer using a
special tool.

▣ Assemble the side cover assembly as

follows.
① Insert the o-rings and seal rings into the
groove in the inner circumference of the valve
housing.

② Insert the special insert tool into the valve

housing to seat the O-rings and seal rings
properly.

① Insert the Y-packing and back-up ring into

the groove in the inner circumference of the
side cover.

Note. Prior to installing the Y-packing apply

grease to the Y-packing then insert it in
position so that the lip of Y-packing is pointed
to the needle bearing. ③ Press the Y-packing into the adjusting plug
using special press fit tool(910-20404) and
② Insert the O-ring into the groove in the hand press.
outer circumference of the side cover.

189

④ Apply generous amount of grease to the lip
of Y-packing, then install the ball bearing.
⑤ Insert the seal ring into the groove in the
outer circumference of the rotor, then seat it
properly with special insert tool.
⑥ Assemble the rotor between the stub shaft
and worm shaft by aligning the notch on the
rotor with the straight pin.
⑦ Place the special guide tool(910-20333) on
the special tool assembly (910-10611) then fit
the worm shaft assembly in the special tool.
⑧ Insert the side race, bearing cage and steel
balls in order, then slide the special tool
assembly (910-10611) downward so that the
190
7. Steering
steel balls are seated properly in position.
⑨ Remove the special guide tool(910-20333)
and install another side race.
⑩ Install the shaft and slide bearing assembly
in the valve housing.
Note. When installing the valve housing
exercise care not to scratch the seal ring fitted
into the groove in the inner circumference of
valve housing.
⑪ Clamp the special attachment assembly
(910-10671) in a vise, then mount the shaft and
valve housing assembly on the special
attachment assembly.

⑫ Insert the O-ring into the groove in the
inner circumference of the valve housing, then
install the adjusting plug in the valve housing.
Note. When installing the adjusting plug, be
extremely careful not to damage the Y-packing
fitted in the stub shaft.
⑬ Tighten the adjusting plug using the special
wrench (910-10743), then check that the stub
shaft turns freely.
⑭ Insert the O-rings into the grooves in the
outer circumference of valve housing and the
inner circumference of oil part respectively.
▣ Assemble the piston assembly as follows
① Insert the O-ring and seal ring into the
grooves in the outer circumference of piston,
then seat them properly using the special insert
tool (910-21718).
191
7. Steering
② Place the piston on a work bench and hold
it firmly.
③ Apply generous amount of grease into the
ball tube and insert 10 or 11 each of steel balls
into the ball tube. Insert the steel ball into the
other ball tube in the same manner.
Note. Never clamp the piston in a vise.
② Slide the worm shaft and valve housing
assembly into the rack piston.
⑤ Turn the worm shaft until the ball race of
piston is aligned with the ball race of worm
shaft.
⑥ Feed the remaining balls into the piston,
while slowly rotating the stub shaft clockwise.
⑦ Insert the ball tube which contains steel
balls inside in the piston, then install the clamp
and tighten two clamp screws to
0.45~0.55kg.m torque.
Note. When installing the ball tube, never
apply excessive force to the ball tube.
▣ Assembly the steering body as follows.

① Insert the back-up ring and Y-packing into
the groove in the inner circumference of the
steering housing.
Note. Prior to installing the Y-packing apply
grease to the Y-packing then insert it in
position so that the lip of Y-packing is pointed
to the needle bearing.
② Seat the back-up ring and Y-packing
properly using the special insert tool.
③ Apply grease to the oil seal and press the
oil seal into position using the special insert
tool(910-1101)
▣ Assemble the individual units together as
follows.
192
7. Steering
① Clamp the steering body in a vise.
② Install the piston and worm shaft assembly
with its splined side ahead, into the steering
body and check that rack gear is turned upward
as view and from side cover fitting window.
Note. When installing the piston and worm
shaft assembly, be extremely careful not to
damage the seal ring fitted on the piston.
③ Align the oil passage of steering body with
the oil port of valve housing and tighten the
bolts to 12~13kg.m torque.
④ Assemble the sector shaft with the side
cover by rotating the adjusting screw counter
clockwise.

⑤ Insert the O-ring into the groove in the
outer circumference of the side cover.
⑥ Insert the sector shaft assembly, with its
serrated end ahead, into the steering gear body,
using care not to scratch the Y-packing. Align
the tapered portion of the sector gear and rack
of the piston and worm shaft assembly.
⑦ Tighten the side cover fixing bolts to
5.5~6.5kg.m torque.
⑧ Tighten the adjusting plug assembly to
23~25kg.m torque using the special wrench
(910-10743).
193
7. Steering
⑨ Apply the liquid gasket to the inner face of
nut and install it on the valve housing.
⑩ Tighten the nut to 12kg.m torque, then
caulk two points of nut securely using a punch.
⑪ Install the dust cover on the stub shaft.
▣ Adjust the backlash between rack piston and
sector shaft as follows.
① Assembly the pitman arm to the sector
shaft.
② Hold the piston and worm shaft assembly
in neutral position and measure the amount of
play. The amount o play of pitman should be
within 0.1~0.45mm.
 7. Steering

③ If the measured value deviates from the

specified range, make an adjustment by
rotating the adjusting screw.

④ When correct backlash is obtained, lock the

adjusting screw with the lock nut and apply the
liquid gasket to the lock nut.( nut tightening
torque : 12~13kg.m)

Note. Hold the adjusting screw with a screw

driver when tightening the lock nut.

3.4.5. Installation

Refer to “Power steering-spool valve type” in

this section.
Also inspect and adjust the steering parts after
installation on vehicle according to the
procedure described in “Power steering spool
valve type” in this section.

194
 7. Steering

3.4.6. Special Service Tools

# Appearance Tool Name(Tool No.) Application

Seal
1 Assembly Thrust bearing
(910-10611)

Guide
Thrust bearing
2 Seal
Steel ball guide
(910-23033)

Attachment
3 Assembly Valve housing
(910-10671)

Wrench
4 Assembly Lock ring
(910-10742)

Wrench
5 Assembly
(910-10743)

195
 7. Steering

# Appearance Tool Name(Tool No.) Application

Inside seal Inside seal

6 Assembly Assembly using with
(910-11001) Inside #7

Inside
(910-21704 : Φ58
Output shaft
7 910-21715 : Φ48
Y-packing
910-51716 : Φ45
910-21717 : Φ40)

Press fit Input shaft

8
(910-20404) Y-packing

O-ring
Needle
9 Seal ring
(910-21200)
Y-packing

Inside
Piston
10 (910-21701 : 100Φ
Seal ring
910-21718 : 85Φ,90Φ)

196
 7. Steering

# Appearance Tool Name(Tool No.) Application

Squeeze Adjusting screw

11
(910-21801) Retainer

Inside Valve housing seal ring

12
(910-22772) Rotor seal ring

Bar Adjusting screw

13
(910-22811) Retainer

197
 7. Steering

4. Trouble shooting

Complaint Cause Correction

1. Oil pump malfunction or defective. 1. Replace

2. Flow control valve or pressure relief 2. Clean or replace
valve seized or damaged
3. Valve spring fatigued or damaged 3. Replace
Oil pressure will not rise
4. Power cylinder control valve seized or 4. Clean or replace
damaged
5. Oil leak at connections or oil lines 5.Tighten Connections.
plugged replace with assembly

1. Insufficient oil in tank 1. Replenish

2. Air in oil line 2. Bleed air
3. Low oil pressure 3. Refer to above
Steering wheel dragging
4. Control valve seized 4. Clean or replace
5. Failure of piston to correspond to 5. Replace with assembly
movement of steering wheel

Steering wheel fails to 1. Piston will not correspond to the 1.Replace with assembly
return to its position movement of steering wheel
(when front alignment us 2. Power steering control valve seized or 2. Clean or replace
correctly made) damaged

Wheels wanter ( with the

front alignment correctly 1. Free play in control valve spool 1. Tighten spool nut
made)

1. Insufficient oil in tank 1. Replenish

2. Clogged inlet tube or filter 2. Wash or replace
3. Loose or poor pipe joint or 3. Replace
Noise
connection. Improperly bent or
collapsed pipe.
4. Defective pump 4. Replace

198
 SECTION 8

BRAKE ( FULL AIR TYPE )

CONTENTS PAGE

1. CONSTRUCTION

1.1. FRONT BRAKE 201

1.2. ADJUSTER 202

1.3. REAR BRAKE 203

1.4. BRAKE CIRCUIT 204

2. SPECIFICATON 204

3. BRAKE ASSEMBLY IN DISASSEMBLED VIEW

3.1. FRONT BRAKE 205

3.2. REAR BRAKE 207

4. BRAKE ASSEMBLY IN SECTIONAL VIEW

4.1. FRONT BRAKE 210

4.2. REAR BRAKE 212

5. SERVICING OF BRAKE ASSEMBLY

5.1. DISASSEMBLY OF FRONT BRAKE ASSEMBLY 210

5.2. DISASSEMBLY OF REAR BRAKE ASSEMBLY 212

5.3. INSPECTION OF DISASEMBLED PARTS 213

5.4. REASSEMBLY OF BRAKE ASSEMBLY 215

5.5. BRAKE ADJUSTMENT 216

5.6. SERVICING OF POWER CHAMBER 216

5.7. SERIVCING OF SPRING BRAKE 218

6. SERVICING OF BRAKE CONTROL

6.1. DUAL BRAKE VALVE 226

6.2. RELAY VALVE 240

6.3. PRESSUER CONTROL VALVE 242

6.4. AIR TANK AUXILIARY PARTS 243

7. TROUBLE SHOOTING 24

199
8. EXHAUST BRAKE

8.1. INSPECTION 246

8.2. TROUBLE SHOOTING 248

9. AUTO SLACK ADJUSTER ( OPTION )

9.1. CONSTRUCTION 249

9.2. PRINCIPLE OF OPERATION 251

9.3. INSTALLATION AND CHECK 254

10. ABS/ARS (OPTION)

10.1. INSTRODUCTION 255

10.2. ABS CONTROL 255

10.3. ARS CONTROL 256

10.4. ABS / ARS DIAGRAM FOR AIR BRAKE SYSTEM 260

10.5. ECU SELF-TEST FEATUER 261

10.6. ABS / TROUBLE SHOOTING PROCEDURE 264

200
 8. Brake (Full Air)

1. Construction
The full air brake system consists of the leading and trailing type front and rear brakes to ensure
positive brake action.

1.1. Front Brake

The front brakes are of the cam-actuated internal-expanding type with the brake drum and linings sizing
410㎜ in diameter and 155㎜ in width, respectively. The brake anchor bracket is of an integral
construction and is mounted to the knuckle with dowels and four bolts. The bolts on the lower part the
anchor bracket are also used to connect the tie-rod arm.

A pair of bushing are fitted to cam side of the anchor bracket to support the camshaft and are lubricated
with grease via the grease fitting. To balance the force applied to the leading and trailing shoes when
the shoes are expanded outward by the pivoting motion of the cam, the brake assembly adopts and
asymmetrical cam.
When assembling the front brake assembly, install the camshaft on the anchor bracket by turning
outward the arrow pointer on the splined end of the camshaft, then install the adjuster, stopper plate and
snap ring. The stopper plated should be installed by aligning the arrow mark on the plate with that n the
end of the camshaft.
The brake shoes have on their ends in contact with the cam, a roller and pin which are secured in
position with the snap ring. Two pieces of linings are riveted to each brake shoe.
With an aim to even out wear of the linings on the leading and trailing sides and to improve brake
action, concaved linings are installed on the trailing side broke shoes. These should not be interchanged
with those on the leading side at the time of relining.

201
 8. Brake (Full Air)

1.2. Adjuster

The adjuster assembly consists of the worm gear and worm shaft assembled to the lever.
When the worm shaft is rotated, its motion is carried via the worm gear to the camshaft thereby
adjusting the power piston stroke and brake lining clearances. The adjuster is fitted with a stopper plate
to prevent adjustment beyond the limit as the linings are worn excessively.

202
 8. Brake (Full Air)

1.3. Rear brake

The rear brakes are of the cam-actuated internal-expanding type with the brake drum and linings sizing
410㎜ in diameter and 220㎜ in width, respectively.
The brake anchor of the rear axle case with eight bolts.
The rear brake assembly is identical with the front brake assembly in construction except that two brake
show return springs are used in the rear brake system. The return springs are hooked to the pins on each
brake shoe.
Two pieces of brake linings are riveted to each brake shoe.
The brake linings on the leading and trailing side brake shoes are unequal in shape to help even out
lining wear.

203
 8. Brake (Full Air)

1.4. Brake circuit

The brake circuit consists of independent front and rear brake circuits which are operated
simultaneously by the action of the dual brake valve to ensure positive brake action.
When the brake pedal is depressed, air from the tank is fed, via the dual brake valve, to the relay valve
in the front and rear. The relay valve, in turn, feeds compressed air into the power chamber to provide
brake action.

2. Specification

Distinction BF105 BM090 BS106 BH115E BH115 BH116 BH117 BH120

Service brake type Full air brake, dual circuit

Drum inside Front 410

Diameter(㎜) Rear 410

Brake lining(㎜) Front 186 x 155 x 19-8

LxWxT-N Rear 186 x 220 x 19-8

Wheel cylinder Front -

Bore dia.(㎜) Rear -

Anchor pin(㎜) Front 30 x 106.5

Dia. length Rear 30 x 121.5

204
 8. Brake (Full Air)

3. Brake disassembled view

3.2. Front brake

205
 8. Brake (Full Air)

A. Brake A-FRT
1. Cover-drum 21. Washer-lock
2. Cover-check hole 22. Bolt-Hex M10x1.25
3. Bolt-Hex M10x1.25 23. Bracket-anchor
4. Washer-spring 24. Seal-oil
5. Chamber A-power 25. Bush-cam shaft
6. Slack adjust A 26. Nipple-grease
7. Washer-spring 27. Ring-spacer
8. Bolt 28. Cam shaft
9. Shoe A-brake, FRT 29. Felt ring-cam shaft
10. Bush-brake shoe 30. Collar-cam shaft
11. Pin-roller 31. Spacer-cam shaft
12. Roller 32. Nut-Hex M16x1.5
13. Clip-roller pin 33. Plate-stopper
14. Pin-shoe return spring 34. Ring-snap
15. Shoe 35. Bracket-UPR
16. Rivet 36. Bracket-LWR
17. Lining-front 37. Washer-plain
18. Spring A-W/cover 38. Bolt-Hex M8x1.25
19. Pin-anchor 39. Nut-Hex
20. Lock plate 40. Washer-spring

206
 8. Brake (Full Air)

3.2. Rear brake

207
 8. Brake (Full Air)

A. Brake A-RR
1. Cover-drum 24. Roller
2. Cover-check hole 25. Clip-roller pin
3. Bolt-Hex M10x1.25 26. Pin-shoe return spring
4. Washer-spring 27. Bush
5. Bracket-anchor 28. Pin-spring
6. Bush-cam shaft 29. Spring A
7. Seal-oil 30. Spring A-return
8. Pin-anchor 31. Nut-Hex M14x1.5
9. Lock plate 32. Washer-spring
10. Washer-lock 33. O ring
11. Bolt-Hex M10x1.25 34. Bush-cam shaft
12. Bolt 35. Bracket-bush
13. Cam shaft 36. Nipple-grease
14. Ring 37. Bolt-Hex M10x1.25
15. Collar 38. Nut-Hex M10x1.25
16. Clip 39. Washer-spring
17. Felt ring-cam shaft 40. Spacer-cam shaft
18. Chamber A-spring 41. Plate-stopper
19. Shoe A-brake, RR 42. Ring-snap
20. Shoe 43. Washer-plain
21 Lining-rear 44. Washer-spring
22 Rivet 45. Bolt-Hex M12x1.25
23 Pin-roller 46. Bracket-auto slack adjust A
47. Slack adjust A

208
 8. Brake (Full Air)

4. Brake assembly in sectional view

4.1. Front brake

4.2. Rear Brake

209
 8. Brake (Full Air)

5. Servicing of brake assembly

5.1. Disassembly of front brake assembly

5.1.1. Removal of brake drum

▣ Refer to “Front axle” for brake drum

removal procedure.

▣ Remove the brake shoe return spring using

a remover. 5.1.4. Removal of brake shoe assembly

▣ Pull out the anchor pin and remove the

brake shoe assembly.

Note. If the anchor pin is stuck and does not

come out easily, use a slide ha㎜er by fitting
the tool into the threaded portion of the anchor
pin.

5.1.2. Removal of anchor pin lock plate

▣ Flatten out the lock plate bolt lock washer

and remove the bolt and lock plate from the
anchor pin groove.

▣ Remove the pin from the eye joint

connecting the brake adjuster with the power
chamber.

5.1.3. Removal of drum cover assembly

▣ The drum cover assembly is of the split type

and each section is fixed in position with three
bolt.

Note. The lower brake shoe assembly falls off

when the drum cover is removed.
5.1.5. Removal of camshaft and brake
adjuster
▣ Remove the snap ring retaining the
camshaft and remove the stopper plate.
Remove the adjuster from the camshaft and
pull out the camshaft from the anchor bracket.

Note. the camshaft and stopper plate are

provided with an arrow mark to facilitate
210
 8. Brake (Full Air)

alignment.

5.1.6. Removal of anchor bracket

▣ The anchor bracket is mounted to the

knuckle with four each of bolts and nuts and
those on the lower side are used to connect the
tie-rod arm.

5.1.7. Disassembly of brake adjuster

Take out the worm shaft lock ball screw and

remove the spring and ball.
Pull out the stopper pin and remove the worm
shaft by turning itself.

Note. The worm gear is fixed to the body with

the side cover and rivets. Do not attempt to
remove the worm gear unless when absolutely
necessary.

211
 8. Brake (Full Air)

1. Worm gear 8. O-ring

2. Grease fitting 9. Boot
3. Bushing 10. Worm shaft
4. Ball 11. Cover
5. Spring 12. Rivet
6. Plug 13. Pin
7. plug

5.2. Disassembly of rear brake assembly

5.2.1. Removal of brake drum

▣ Refer to “Rear axle” for brake drum

removal procedure.

5.2.2. Removal of brake shoe return springs

▣ Removal the outer return spring using a

reomver. To remove the inner side return
spring, proceed as follows: Hook the arm of
the remover and installer to the end of the
return spring from the inner side of the brake
shoe and insert the handle into the arm through
the guide hole, then turn the handle.
▣ Refer to “Disassembly of front brake
assembly” for brake drum cover and brake
shoe removal procedure.
▣ Pull out the pin from the eye I\joint
connecting the adjuster with the power
chamber.

Note. Refer to “spring brake” for spring brake

service procedure.

212
 8. Brake (Full Air)

5.2.3. Removal of camshaft and brake
adjuster
▣ Remove the snap ring retaining the camshaft
and remove the stopper plate. Remove the
adjuster from the camshaft and pull out the
camshaft from the anchor bracket.
Compare the measured values to determine the
amount of clearance.
If the amount of clearance is beyond the valve
indicating the need for servicing, replace the
bushing.

Note. the camshaft and stopper plate are

provided with an arrow mark to facilitate
alignment.

5.2.4. Removal of anchor bracket

▣ The anchor bracket is mounted to the axle

flange with an ten bolts and nuts. Remove the
bolt and nut, then remove the anchor bracket
from the axle flange.

Unit : ㎜
Value
Standard
Nominal indicating
5.3. Inspection of disassembled parts value for Limit for use
diameter need for
servicing
servicing
5.3. Inspection of brake shoe assembly
Clearance
between
▣ Check the brake shoe for deformation or 0.25 or
anchor pin and
crack and replace with a new one as necessary. more00.1
brake shoe
Remove the end roller pin from the brake shoes bushing
and check the roller for wear or damage. Then Outside
check the amount of clearance between the diameter of Φ30 29.85
roller and pin. Replace the parts with new ones anchor pins
if the amount of clearance is excessive.
5.3.2. Inspection o brake shoe return springs

▣ Check the brake shoe return springs for

weakening, corrosion of damage and replace
with new ones if found to be defective.
Also check the spring covers for corrosion
damage, or looseness of fir and replace with
new ones as necessary.

front Rear inner Rear outer

Free length(㎜) 190 232 194
Set local/set
▣ Measure the outside diameter of the anchor length 40/212 48/257 64/212
(kg) / (㎜)
pins and inside diameter of the brake shoe
bushing using outside and inside micrometers.
213
 8. Brake (Full Air)

5.3.3. Inspection of camshaft

▣ Check the camshaft for run out using a dial
indicator. Replace the camshaft with a new one
if the amount of run-out is excess of 1㎜.
▣ Check the working face of the cam for wear
of scuffing and replace with a new one as
necessary.
5.3.4. Inspection of brake adjuster
assembly
▣ Check the adjuster worm shaft for wear or
damage and replace as necessary. If the worm
gear is found to be defective, remove the three
rivets and take out the worm gear, then install a
new one.

▣ Assemble the adjuster to the splined portion
of the camshaft and check for play in rotative
direction. Replace both of the parts if the
amount of play is excessive.
▣ Check the retainer spring and o-ring for
wear and replace with new ones as necessary.
Check the fit of the joint pin into the pin hole
at the end of the adjuster for looseness.
Replace the parts if a considerable amount of
play is noticeable.

Unit : ㎜
Nominal diameter of joint pin 16Φ
Standard clearance between
0.09~0.17
bushing and pin

5.3.6. Inspection of brake drums

▣ Check the brake drums for uneven wear,

scores and cracking. If the amount of uneven
5.3.4. Inspection of clearance between wear is beyond the value indicating need for
camshaft and bushings servicing or if scores are noticeable, correct
with a grinder.
▣ Measure the outside diameter of the If the amount of increase in brake drum inside
camshaft and inside diameter of the bushings diameter due to wear or grinding is in excess of
in the anchor bracket or power chamber 2.0㎜, install oversize brake linings.
bracket and compare the measured values to Replace the brake drum with a new one if the
determine the amount of clearance between the amount of increase in the inside diameter is in
parts. If the amount of clearance is beyond the excess of 4.0㎜.
value indicating need of servicing, replace
either the bushings or the camshaft. Standard
Value
Nominal indicating Limit for
value for
diameter need for use
assembly
servicing
Increase in 2.0㎜ or
brake drum more: install
410Φ 4.0
inside oversize brake
diameter linings
Run-out :
Uneven wear
0.05㎜ or 0.2 or more
and/or scores
less

Thickness of brake lining

Standard : 16㎜
Oversize : 17㎜
Nominal Standard Value indicating
size value need for servicing 5.3.7. Brake shoe relining precautions
Clearance between
cam shaft and 0.05~0.11 0.6
bushing The brake linings on the leading and trailing
Outside diameter of
49Φ ±1.0
side shoes are not equal in shape; brake shoes
cam shaft on the trailing side are fitted with concaved
214
 8. Brake (Full Air)

type brake linings.

5.4. Reassembly of brake assembly

To reassemble the brake assembly, follow the

disassembly procedure in the reverse order and
note the following points:

5.4.1. Anchor bracket installation

▣ Lubricate the bolts with molybdenum

bisulfide grease before installation of the front
side anchor bracket. When the entire bolts are
torqued to specification, lock the bolts and nuts
that are used to connect the tie-rod arm using a
punch.

Anchor bracket tightening torque ㎏.m

Front Rear
Upper side 17~21
12~14
Lower side 50~55
5.4.3. Brake shoe installation
5.4.2. Camshaft installation
▣ Apply molybdenum bisulfide grease to the
▣ Install the power chamber bracket before brake shoe anchor pin and bushings before
installing the camshaft on the rear side brake. installation.
Tightening torque 11.5~16kg.m Install the lock plate and bolts, then bend down
the lock washer.
▣ Mount the cover with a felt ring to the end
of the anchor bracket (front side) or power 5.4.4. Brake shoe return spring installation
chamber bracket (rear side).
▣ To install the brake shoe return spring on the
▣ Install the power chamber assembly. inner side, follow the removal procedure in the
reverse order. Install the outer side brake shoe
▣ Assemble the O-ring to the camshaft (on return spring on the rear brake ( or install brake
front brakes, install the O-ring in position shoe return spring on the front brake ) using a
within the anchor bracket) and apply chassis setting tool.
grease to the working face of the camshaft and
bushings, then install the camshaft. The
camshaft should be so installed that the arrow
mark on the splined end of the camshaft is
pointed outward.

5.4.5. Adjuster installation

▣ Adjust the length of the power chamber

push-rod to the specified value.

215

▣ Assemble the adjuster to the splined portion
of the camshaft by aligning the hole at the end
of the adjuster with the joint fitting hole in the
power chamber push-rod. If the holes are out
of alignment, turn the adjuster worm gear.
Apply molybdenum bisulfide grease to the pin
before installation.
▣ Install the stopper plate by aligning the
arrow mark on the stopper plate with that on
the splined end of the camshaft, then install the
snap ring.
5.4.6. Brake drum installation
▣ Refer to “Front axle” or “Rear axle” for
brake drum installation procedure.
5.5. Brake adjustment
When the worm shaft on the adjuster is turned,
its movement is relayed to the camshaft
thereby adjusting the clearances between the
brake drum and brake linings.
▣ Check that pressure of air within the air
tanks is 6kg/㎤ (5.9x 100Kpa) or higher.
▣ Brace the front and rear wheels and release
the parking brake.
▣ Insert a 0.3㎜ feeler gauge into the brake
216
8. Brake (Full Air)
lining clearance through the lining check hole
in the back plate and adjust the lining clearance
by turning the adjuster shaft with a wrench, so
that the feeler gauge fits snugly into the
clearance. The brake lining clearance increases
as the worm shaft is turned clockwise and
decreases as it its turned counter-clockwise.
Standard clearance (Front and Rear) 0.3㎜
▣ Operate the power chambers by depressing
the brake pedal and check that the push-rod
stroke is within the value specified in the table.
standard Limit
Front 57㎜
35~40㎜
Rear 63.5㎜
Rear
30~35㎜ 63.55
(with spring brake)
If the push-rod stroke deviates from the
specified range, recheck the brake lining
clearances and adjust as necessary.
5.6. Servicing of power chamber
5.6.1. Removal of power chamber assembly
▣ Remove the joint pin connecting the brake
adjuster with the power chamber.
▣ Disconnect the air hose.

▣ Take out the two nuts fixing the power
chamber and remove the power chamber
assembly from the bracket.
5.6.2. Disassembly of power chamber
assembly
▣ Clamp the power chamber assembly in a
vise and take out the two bolts fixing the clamp
ring, then remove the clamp ring.
Release the vise gradually and remove the
power chamber and individual parts.
217
8. Brake (Full Air)
5.6.3. Inspection of power chamber
assembly
▣ Check the diaphragm and spring for damage
and replace with new ones if found to be
defective.
5.6.4. Reassembly of power chamber
assembly
▣ To reassembly the power chamber assembly,
follow the disassembly procedure in the
reverse order and adjust the length of the push-
rod to the standard value specified under
paragraph.
 8. Brake (Full Air)

5.7. Servicing of spring brake

5.7.1. Spring brake actuator in disassembled view

1. Caging Tool Plug 10. Dust Shield

2. Chamber A 11 Housing A
3. Diaphragm 12. Washer
4. Adapter A 13. Nut
5. Clamp Band A 14. Dust Boot A
6. Carriage Bolt & Nut A 15. Jaw Nut T
7. Diaphragm 16. Clevis A
8. Service Push Rod 17. Clevis Pin
9. Return Spring 18. Vent Hole Plug

218

5.7.2. Mechanical release of spring brake
▣ Remove dust plug from release tool keyhole
in center of spring chamber.
▣ Remove release tool assembly from side
pocket of adapter.
DANGER
Do not attempt to mechanically release (cage)
the spring when spring brake shows structural
damage and/or when safety ears＊ have been
removed. Caging the spring or disassembly of
the chamber may result in the forceful release
of the spring chamber and its contents which
could cause death, severe personal injury
and/or property damage. Remove spring brake
and replace with new unit.
▣ Insert release stud through key hole in
chamber into the pressure plate.
▣ Turn release stud 1/4 turn clockwise.
▣ Pull on release stud to ensure stud cross pin
is properly seated in the pressure plate.
▣ Assemble release stud washer and nut on
release stud finger tight.
219
8. Brake (Full Air)
▣ To cage compression spring, tighten release
stud nut with handwrench ( DO NOT USE
IMPACT WRENCH ) and make certain push
rod is retracting.
① DO NOT OVER TORQUE RELEASE
STUD ASSEMBLY:
DANGER : Over torquing the nut can cause
pressure plate damage:
S-Cam type 35 ft.lb (47 Nm Maximum)
② To ensure compression spring is fully
caged, the stud length beyond the nut should
measure:
DANGER
The above instructions only apply when spring
brake is not pressurized. If air pressure is used
to compress the spring, do not tighten release
stud nut more than finger tight. Torquing the
nut can cause pressure plate damage resulting
is sudden release of the spring causing death or
sever personal injury.
WARNIGN : If the reco㎜ended “X”
dimension is not correct for chamber size and
torque value, the spring brake should be
considered structurally damaged. See removal
of instruction on preceding page.
X dimension
30 “chamber-2.875” Minimum
5.7.3. Service diaphragm replacement
▣ Follow mechanical Release of Spring Brake
instructions.
Note. Always cage compression spring with
release tool. Do not rely on air pressure to keep
spring compressed.

▣ To prevent sudden release spring of the
piggy back or service push rod assembly and to
facilitate the installation of the new diaphragm,
the service push rod should be prevented from
retracting by clamping he service push rod in
place with vise grip pliers as shown.
▣ Remove service clamp assembly and
discard old diaphragm.
▣ Inspect the service clamp assembly, the
adapter wall and lip, the housing, the service
return spring and service push rod. If any
structural damage is noted, replace with new
part.
▣ Wipe the surface push rod plate clean of any
oil, grease or dirt.
▣ Check to see that weep holes in housing are
not plugged.
▣ Place the new service diaphragm in adapter
and center the housing over the diaphragm and
adapter.
220
8. Brake (Full Air)
▣ Be certain the diaphragm is properly seated
between the adapter and housing lip and
reassemble the service clamp assembly. Torque
carriage bolts and clap assembly for proper
seating around the adapter and housing lip and
remove vise grip pliers from service push rod.
▣ Apply a maximum of 120 PS/G air pressure
to the service port and check diaphragm seal
for leakage by applying a water and soap
solution to the service clamp area (no leakage
allowed)
▣ Uncage compression spring and reassemble
release tool in side pocket of adapter.
▣ Release dust in release tool keyhole in
center of chamber.
WARNING : First follow instructions for
mechanical release of spring brake. After
reassembly, check for proper emergency and
service operation. If installed on vehicle, check
brake adjustment. ( for brake adjustment
follow vehicle manufacturer instructions.)
5.7.4. Emergency / Parking diaphragm
replacement
DANGER
If spring brake appears damaged or if the
proper “X” dimension is not obtained, DO
NOT attempt disassembly of the spring portion
of the brake. Replace the piggyback or
combination unit and dispose removed unit
using a safety chamber.
DANGER
DO NOT attempt to repair or replace any part
of a sealed piggyback assembly. Remove
complete piggyback assembly and replace with
a new brake.
WARNING : First follow instructions for
mechanical release of spring brake.
▣ Follow Mechanical Release of Spring Brake
instructions.
▣ If vehicle air pressure was used to aid in the
caging process.
Note. The use of “one way air valves” in
disassembly of spring brakes in not
recommended.

▣ Remove emergency clamp assembly only if
the safety hooks are intact and air pressure has
been exhausted from spring brake.
▣ To break diaphragm seal, rotate chamber
(Arrow A).
To aide breaking the diaphragm loose, a knife
edge may be inserted between the diaphragm
and adapter lip. Do not pry or strike any part of
the chamber.
Do not cut or remove chamber safety hooks
(ears).
▣ Slide chamber sideways off the adapter and
discard oil diaphragm. (Arrow B)
▣ Inspect the clamp assembly, the chamber
ears, lip and sidewall and the adaptor lip and
sidewall.
▣ Inspect adapter push rod seal, adapter push
rod plate and return spring. If any structural
221
8. Brake (Full Air)
damage or leak is noted replace complete
piggyback assembly.
▣ Carefully wipe pressure plate surface clean
of any oil or grease.
Check to see that weep holes in chamber are
not plugged. If plugged, open weep holes so
chamber can drain.
DANGER
DO NOT attempt to remove the compression
spring.
Disassembly of the release fool from the
chamber assembly will result in the forceful
release of the compression spring and pressure
plate and may result in sever personal injury or
death.
Disarm chamber assembly using a safety
chamber before discarding.
▣ To reassemble, place the piloted emergency
diaphragm in chamber and slide the chamber
assembly sideways back on the adapter.
Note. Piloted diaphragms to be used only on
anchorlock spring brakes and only the
emergency side. Use on the service side will
result in a reduction of stroke length.
▣ Be certain that the diaphragm is properly
seated between the adapter and chamber lip
and reassemble clamps. Torque carriage bolts
and clamps for proper seating. Do not strike
the clamp0s or any other part with ha㎜er.
▣ Apply a maximum of 120PG/G air pressure
to the emergency port and check seal for
leakage by applying a water and soap solution
to the emergency clamp area (no leakage is
slowed).
▣ Uncage compression spring and reassemble

release tool in side pocket of adapter.
▣ Reinstall dust plug in release tool keyhole in
center of chamber.
WARNING : After reassembly, check for
proper emergency operation, service operation
and brake adjustment ( for brake adjustment
follow vehicle manufacturer`s structions.)
5.7.5. Rotating mounting bolts, clamps, and
air port
TO ROTATE SERVICE HOUSING
MOUNTING STUDS ONLY
(Clockwise or counter-clockwise rotation)
See 5.7.2. for mechanical release of spring
brake.
DANGER
Failure to comply with all instructions of
mechanical release may result in the forceful
release of the spring and cusses death, severe
personal injury and/or property damage.
▣ If vehicle air pressure was used to aid in the
caging process, exhaust the air pressure.
▣ To prevent sudden release of service
housing assembly and to facilitate rotation, the
service push rod should be prevented from
retracting by clamping the service push rod in
place with vise grip pliers.
▣ Remove service clamps an rotate housing to
desired position
▣ For reassembly of the service housing
follow instructions. 5.7.3.
222
8. Brake (Full Air)
▣ To rotate spring chamber only.
(Clockwise of counterclockwise rotation)
▣ See 5.7.2. for mechanical release of spring
brake.
DANGER
Failure to comply with all instructions for
mechanical release may result in the forceful
release of the spring and cause death, severe
personal injury and/or property damage.
▣ If vehicle air pressure was used to aide in
the caging process, exhaust the air pressure.
▣ Remove emergency clamp band assembly
only if the safety hooks are intact and air
pressure has been removed form the spring
brake.
▣ Rotate spring chamber to deserted position .
▣ For reassembly of the spring chamber,
follow instructions 5.7.4.
▣ To rotate air ports.
(clockwise or counterclockwise rotation)
see pages 5.7.2. for mechanical release of
spring brake.
DANGER
Failure to comply with all instructions of
mechanical release may result may result in the
forcefully release of the spring and cause death,
severe personal injury and/or property damage.
▣ Remove service clamp assembly. (follow
instructions 5.7.5.)
 8. Brake (Full Air)

▣ Remove emergency clamp assembly. (follow

instructions 5.7.5)

▣ Rotate adapter to desired air port position

without moving the positions of the spring
chamber and service housing.

▣ For reassembly of the spring chamber to the

adapter. (follow instruction 5.7.4)

▣ For reassembly of the service housing to the

piggyback assembly. (follow instruction 5.7.3)
for leakage check. (Follow instruction 10 on
page 22 and instruction 5.7.3, 5.7.4)

▣ Uncage compression spring and reassembly

release tool in side pocket of adapter.

▣ Install dust plug in release tool keyhole in

center of chamber.

223
 8. Brake (Full Air)

6. Servicing of brake controls

Brake piping diagram BH117

224
 8. Brake (Full Air)

Brake piping diagram BH120

225
 8. Brake (Full Air)

6.1. Dual brake valve

The dual brake valve assembly is adapted to control the dual circuits simultaneously to provide an extra
margin of safety.

Dual brake valve assembly in disassembled view

226
 8. Brake (Full Air)

1. Upper body 30 Valve retainer

2. Upper valve 31. Valve spring
3. Valve retainer 32. Retainer
4. Valve spring 33. O-ring
5. Retainer 34. Washer
6. O-ring 35. Retainer ring
7. Washer 36. O-ring
8. Retainer ring 37. Cover
9. O-ring 38. Screw
10. Retainer ring 39. Check
11. Relay piston spring 40. O-ring
12. Relay piston 41. Bolt
13. O-ring 42. Plate assy
14. O-ring 43. Plunger
15. Piston return spring 44. Plunger bolt
16. Stem 45. Treadle
17. Inner spring 46. Treadle boot
18. Outer spring 47. Pin
19. Sleeve 48. Pin
20. Stem washer 49. Roller
21. Upper piston 50. Pipe
22. Rubber spring 51. Split pin
23. Spring seat 52. Set screw
24. Plain washer 53. Nut
25. Spring washer 54. Bolt
26. Nut 55. Pipe plug
27. O-ring 56. Bushing
28. Lowest valve 57. Retainer washer
29. Lower valve 58. Forming screw

227

6.1.1. Outline of Dual Brake
The dual brake valve simultaneously controls
two brake systems, one for front axle an rear
axle and the other for the rear axle.
The dual brake valve is a control valve which
operates as the pedal is depressed by the foot,
and supplies an air pressure corresponding to
the depressed angle of the pedal th the relay
valve on the air master. The dual valve consists
of two controls valve, primary and secondary
each of w3hich has an air supply port for
supplying the air from the air tank, and a
discharge port for sending the air to the relay
valve for the air master.
Dual brake valve in sectional view
228
8. Brake (Full Air)
The secondary valve senses the primary valve
pressure, and supplies a pressure nearly equal
to it to the air master relay valve for the
secondary system.
If the primary valve fails to generate a pressure
due to damage to the primary system piping,
for example, the secondary valve is so
designed as to operate in direct response to t he
depressing force applied to the pedal.
As explained above, the dual brake valve
independently controls the two separate brake
system (primary and secondary ) so that even if
one of the brake systems should fail, the other
system can apply the brake, and thus ensure the
safety of the vehicle.

6.1.2. Construction
▣ The pedal ① is mounted on top of the
brake valve in contact with the plunger ② for
the primary valve. The plunger ② is in
contact with a spring seat ③, to which a
rubber spring ④, primary piston ⑤, stem
spring ⑥, relay piston ⑦, and relay piston
spring ⑧ are fitted together.
The primary piston ⑤ is kept pushed upward
by a return spring ⑨.
The primary valve assembly ⑬ is mounted
229
8. Brake (Full Air)
under the primary piston ⑤.
▣ The second valve has the same construction
as the primary valve, and is pushed to the body
seat by a spring ⑩. Each valve and reach relay
piston ⑦ are hollow, an the discharged air
runs through their hollow centers to push up
the exhaust passage ○ D located at the bottom
end to the exhaust port, and out into the
atmosphere.
 8. Brake (Full Air)

6.1.3. Operation

▣ When brake valve is depressed.

▣ When the pedal ① is stepped on, the foot`s ▣ When the primary valve ⑬ operates, port
depressing force is conveyed via the plunger ⑮ of air pressure is routed through part of the
②, spring seat ③ and rubber spring ④ to body to chamber ○ B in the top part of the
the piston ⑤ so that the piston compresses the second valve relay piston ⑦ to push the relay
return spring ⑨ and moves downward. As the piston down.
piston ⑤ gone down, the primary exhaust
valve ⑫ at the bottom end of the piston ⑤
contacts the primary inlet valve ⑬ to close
the center exhaust passage
The piston further compresses the primary
valve return spring ④ so that the primary
valve opens to let air out of the supply port. ⑭
to chamber ○ A and the primary valve
discharge port, from which the air is supplied
to the primary system air master as a command
pressure.

230

▣ Air pressure stabilization
3) The secondary exhaust valve seat ○ 16 to the
bottom end of the relay piston contact the
secondary inlet valve ○ 17 to close the center
exhaust passage.
The secondary inlet valve ○17 is further pushed
downward to make a clearance between it and
the body inlet valve seat so that the air from
the supply port runs through chamber ○ C to
the secondary discharge port, from which the
air is supplied to the secondary system air
master as a command pressure.
231
8. Brake (Full Air)
1) When a depressed angle is kept constant the
air pressure generated by depressing the pedal
is stabilized at a level compressing to the
depressed angle.
When the pedal is stepped on, the exhaust
passage ○ D closes and the inlet valve ○ 13 ○
17
opens to start air supply as mentioned above.
The air pressure simultaneously works on the
bottom of the piston ⑤⑦to push it up.

2) If the pedal depressing angle is kept
constant, the air pressure on the bottom of the
pistons ⑤,⑦ raises the piston to compress the
rubber spring ④ on top of the piston ⑤,⑦.
The piston ⑤ rises in contact with the inlet
valve ⑬, and the inlet valve contacts with the
body inlet valve seat ○ 18 to stop the air supply.
The piston ⑤ and inlet valve ⑬ are in
contact with each other, and the air pressure
stabilizes at this point of time.
232
8. Brake (Full Air)
3) The secondary relay piston ⑦ falls
according to the air pressure supplied from the
primary inlet valve ⑪, thus generating an air
pressure in the secondary inlet valve ○ 17 . This
air pressure simultaneously acts on the bottom
of the relay piston ○ 7 . When the secondary
pressure acts on the bottom of the relay piston
⑦ becomes equal to the primary pressure
applied to the top of the piston ⑦, the force
pushing the relay piston ⑦ down is offset so
that the relay piston ⑦ moves upward in
contact with the secondary inlet valve ○17 .

4) When the inlet valve ③, ○ 17 contacts
cover`s inlet valve seat ○18 ○
19 , air supply from
the supply port to the discharge port is stopped.
Because the exhaust port is closed at this time,
the air pressure stabilizes without rising. At
this point of time, the secondary air pressure
stabilizes at the same level as the primary air
pressure.
The relay piston spring ⑨,⑩ plays the role of
reducing pressure difference between the
primary inlet valve ⑬ and secondary inlet
valve ○17 .
233
8. Brake (Full Air)
▣ When brake valve is released
1) When the pedal is released, the plunger ②
and piston ⑤ are pushed up by the spring
⑨ and the primary valve air pressure so that
the exhaust valve seat ○
19 at the bottom end
of the piston ⑤ moves away from the
primary inlet valve ⑬, thus opening the
center exhaust passage ○D.
The primary valve ⑬ air pressure is released
through the exhaust passage ○
D and exhaust
port ⑪ into the atmosphere.
 8. Brake (Full Air)

▣ Operation in case of breakage

2) If the primary air pressure falls, the relay

piston ⑦ is pulled up by the secondary air 1) Operation of primary valve only
pressure and the stem spring ⑥ so that the If the secondary brake piping is damaged, the
exhaust valve seat at the bottom end of the primary valve ⑬ operates normally because it
relay piston ⑦ move away from the is separated from the secondary valve ○17 by

secondary inlet valve ○ 17 , thus opening the the relay piston ⑦.

center exhaust passage ○ D to the atmosphere.
Therefore, the secondary air pressure is
released through the exhaust passage ○ D and

exhaust port ⑪ into the atmosphere.

234

6.1.4. Disassembly of Dual Brake Valve
Assembly
▣ Removal of dual brake valve assembly from
vehicle, discharge compressed air completely
by opening the drain cock on the air tank
before removing the dual brake valve assembly.
1. Disconnect the supply pipe, delivery pipe
and the link rod.
235
8. Brake (Full Air)
2) Operation of secondary valve only
If the primary brake piping is damaged, no
primary air pressure is generated to operate the
relay piston ⑦ and the secondary valve ○ 17
as in normal operation. If the pedal is
depressed further than normal, the bottom end
of the piston ⑦ hits the top of the relay piston
⑦ so that the relay piston ⑦ exhaust valve
seat ○16 directly pushed the inlet valve ○ 17 to
generate an air pressure, stabilizes it, and
releases it in the same way as in the primary
valve ⑬ in normal condition.
2. Take out the bolts fixing the dual brake
valve assembly in position on the frame and
remove the valve assembly.
▣ Disassembly
1. Prior to disassembly, wash clean the exterior
of the dual brake valve assembly to prevent
entry of dust, grit, water or other foreign matter.
2. Apply setting mark to the joining portions of
the parts before disassembling.
3. Wash disassembled metal parts in metal
cleaner such as trichloroethylene, etc. and use
alcohol for washing rubber parts.
 8. Brake (Full Air)

4. Take out the three mounting plate bolts and ▣ Take out the four bolts fastening the body
remove the mounting plate together with the with cover and remove the cover, return spring
brake pedal. and O-ring.

5. Take out the retainer and remove the piston

with rubber spring and return spring.

▣ Remove the relay piston outer, inner and O-

rings from the valve body.

▣ Remove the piston self-locking bolt and

separate the rubber spring.

▣ Take out the upper inlet valve retaining ring

and remove the inlet valve, O-ring, return
spring and spring seat.
▣ Take out the discharge cover retainer ring
and remove the discharge cover, guide valve,
lower inlet valve and O-ring. Take out the
retaining ring from the skirt of the inlet valve
and remove the guide valve and return spring.

236
 8. Brake (Full Air)

Return spring data

Pin and remove the roller, boot and plunger. (㎜) or (㎏)
The fulcrum pin is fitted to the brake pedal
with a dowel pin. Do not remove these parts Free length Set length Set load
unless when absolutely necessary.
Piston 80 or more 21.3 7.6~10.6

6.1.5. Inspection of Dual Brake valve Upper inlet

41 or more 14.3 5~6
valve
▣ Discard rubber parts, O-ring and retaining Lower inlet
25 or more 17.1 3.5~4.5
rings and install new ones at the time of valve

reassembly. Relay piston 23 or more 16.7 0.8~1

▣ Check the piston and body for scuffing,

wear or corrosion and replace the parts as
necessary.
▣ Check the brake pedal pin, bushing and
roller for wear and replace with new ones as
necessary.
▣ Check the return springs for weakening or
damage and replace as necessary.
6.1.6. Reassembly of Dual Brake Valve
▣ Discard used O-ring, inlet valve and rubber
parts and install new ones. These parts are
available replacement kit.
▣ Reassemble the dual brake valve assembly
following the disassembly procedure in the
reverse order and note the following.
▣ Apply grease to the sliding face, O-ring and
mating parts before installation.

▣ Apply wheel bearing grease to the sliding

face of the pins and plungers. Apply
approximately 1cc of wheel bearing grease into
the plungers and boot.

▣ Bolt torque specifications :

Bolt - self locking : 0.5~0.7m-kg
Cover set bolt : 1.2~1.9m-kg

237

▣ Wash the clean metal parts to prevent entry
of dust or other foreign matter.
6.1.7. Brake Pedal Free Play Adjustment
Adjust the length of the link rod with the turn
buckle, so that free play of the brake pedal
(stroke of pedal before a resistance is felt) is
held within 12~23㎜.
6.1.8. Operation Test
Prepare a brake valve support, angle gauge, 3
air pressure gauges, foot pressure tester.
▣ Mount the dual brake valve assembly to the
support.
▣ Air leak test
1. Apply compressed air of 7kg/㎤ into the
brake valve from the supply side and check for
leakage from around the delivery side port
using soap water.
2. Connect a pair of air pressure gauges to the
delivery side of the brake valve. Operate the
brake pedal to the specified angles and check
for air leakage at the discharge port. Also
check for leakage from around the joint of
covers, connectors and plugs. If air leakage is
noticeable, correct seating of the inlet valve
and replace O-ring as necessary.
▣ Operate the brake valve and check the air
pressure against the air pressure gauges to see
if the performance of the brake valve is within
the specifications diagrammtically represented.
The upper and lower sections of the valve are
equal in performance, however , the pressure
of air at the discharge port of the lower section
is slightly lower than that of the upper side
(difference of pressure should be0.3kg/㎠ or
less).
238
8. Brake (Full Air)
1. Depress the brake pedal gradually and check
the angle of the brake pedal when the pressure
indicated on the air pressure gauge begins to
increase.
Standard value 3.5~8㎜
Note. This adjustment is equal to brake pedal
free play adjustment.
2. Set the brake pedal at an angle of 12 degrees
and check reading of air pressure gauge
connected to the discharge side.
Standard value 1.5~2.1kg/㎠
3. Measure the foot pressure required to
depress the brake pedal to an angle of 12
degrees.
Standard value 8.5~11.5kg/㎠
4. Further depress the brake pedal and measure
the angle of the brake pedal when the pressure
of air at the supply and discharge sides
becomes equal.
Standard value 20˚
6.1.9. Operating Test On Vehicle
Start and let the engine at idle until pressure of
air within the air tank reaches the specified
level, connect air pressure gauge to the
discharge port in the upper and lower sides
after making a leak test. Air pressure gauges
may be connected to the pipes on the relay
valve side.
 8. Brake (Full Air)

▣ Air leak test Standard value 8~12㎜

The dual brake valve assembly should be
tested for leakage by following the steps.
▣ Operating test
1 the point.
1. Apply a mark to a point 24㎜ below the tip
end of the brake pedal ( or a point 200㎜ away
from the fulcrum point of the pedal).
4. Measure the pressure of air discharged from
the discharge port against the pressure gauge
when the brake pedal is depressed 35㎜ from
Standard value 1.5~2.1kg/㎠
5. Measure the foot pressure required to
depress the brake pedal to the point described
in the above paragraph.

5~11.5kg
Standard (a point 150㎜ away
value from the fulcrum point
of the pedal)

6. Further depress the brake pedal and check

the stroke of the pedal when the pressure of air
at the discharge port becomes equal to the
2. Measure the height of the pedal (a) from the pressure of air within the air tank. Repeat the
cab floor to the marked point. same test on normal control models.

3. Gradually depress the brake pedal and Standard

measure the stroke of the pedal when the 51~61㎜(Jidosha Kiki)
value
pressure indicated on the air pressure gauge
begins to increase.

6.1.10. Dual Brake Valve Performance Diagram

239

6.2. Relay valve
6.2.1. Operation of Relay Valve
(for Front and Rear wheel brake)
Air supplied from the brake valve is fed into
the chamber where it is further applied to the
diaphragm for compressing the spring 1. as a
result, the passage of air between the discharge
port and chamber C is closed and valve is
pushed open, communicating the chamber C
with the chamber.
Thus, compressed air flows from the clamber
D into the power chamber via the chamber C,
240
8. Brake (Full Air)
providing a brake action.
▣ As the brake pedal is released, air within the
chamber A is discharged, so that pressure of air
within the chamber B overcomes that in the
chamber A, causing the diaphragm to move
upwards by the action of the return spring.
▣ As a result, the valve rod is lifted off the
seat and opens the passage of air between the
chamber C and discharge port, so that air
within the chamber C is discharged, thereby
releasing the brake.

6.2.2. Disassembly
(1) Disassembly precautions
▣ Prior to disassembly, wash clean the
exterior of the relay valve assembly to prevent
entry of dirt, grit or other foreign matter.
▣ Apply a setting mark to the joining portions
of the parts prior to disassembly.
▣ Wash metal part in essential metal cleaner
such as trichloroethylene, etc. and use alcohol
for washing rubber parts.
▣Take out the bolts fixing the body upper and
remove the body, diaphragm and spring.
▣ Take out the bolts fixing the body lower and
remove the body, O-ring, valve seat, spring and
O-ring.
6.2.3. Inspection
▣ Check disassembled parts and replace with
new ones as necessary.
6.2.4. Reassembly
▣ Reassemble the relay valve assembly by
following the disassembly procedure in the
reverse order and note the following.
241
8. Brake (Full Air)
▣ Apply air-master paste to the O-rings before
installation.
▣ Perform and operating test and leak test on
the relay valve assembly when reassembly
operation is completed.
6.2.5. Operation test and leak test
▣ Install the relay valve assembly in position
on the vehicle and set the air pressure gauge in
position of power chamber.
Make a test using air pressure of 7kg/㎠ or
higher.
▣ Check around the discharge port for leakage
using soap water.
▣ Fully depress the brake pedal and check that
pressure of air ait the outlet side of the power
chamber becomes equal to that in the air tank.
Hold the brake pedal fully depressed and check
around the discharged port for air leakage.
▣ Release the brake pedal and check that
pressure of air at the outlet side of the power
chamber becomes zero.
▣ Check for leakage from the joining portions
of the valve body using soap water.

6.3. Quick release valve (QRV)
6.3.1. General description
The quick release valve is to be installed in the
parking brake circuit utilizing a spring brake
actuator for holding the pressure of air within
the spring chamber constant.
The quick release valve is positioned between
the spring brake actuator and parking brake
valve to prevent lowering of air pressure within
6.3.2. Construction
▣ The function of the Quick Release Valve is
to speed up the exhaust of air from the air
chamber. It is mounted close to the chambers it
serves. In its standard configuration the valve
is designed to deliver within one (1) psi of
control pressure to the controlled device;
however, for special applications the valve is
available with greater differential pressure
designed into the valve.
6.3.3 Operation
(1) Under normal conditions
▣ Compressed air from the air tank is fed
through the parking brake valve into the quick
release valve and then into the spring brake
actuator via the diaphragm moves down and
outlet port B.
As the piston is pushed against the body as
shown in the figure, the discharge port is held
closed maintaining the pressure of air within
the actuator constant.
(2) When parking brake is applied
242
8. Brake (Full Air)
the spring brake actuator resulting from
repeated braking there by to prevent brake
dragging.
When the pressure of air within the air tank
lowers beyond the valve opening pressure or
when the parking is applied, the quick release
valve functions to discharge air acting on the
spring brake actuator spring, thereby
facilitating smooth removal of compressed air.
▣ When the parking brake valve is actuated
and pressure of air at the outlet side(A) of the
pressure control valve lowers beyond the valve
opening pressure of 20.4kg/㎠(2.4x100Kpa),
the diaphragm moves up, discharging air
through the exhaust port.
6.3.4. Servicing
(1) Disassembly
▣ Remove four screws.
▣ Remove spring and spring seat
(if so equipped)
▣ Remove diaphragm.
▣ Remove cover O-ring.
(2) Inspection
▣ Wiper clean the rubber parts with clean
cloth saturated with alcohol or thinner.
Wash clean all the metal parts in metal cleaner.
(3) Reassembly precautions
 8. Brake (Full Air)

▣ Clean all metal parts in mineral spirits. Wipe

all rubber parts clean.

▣ Apply generous amount of air-master paste

to the seating face and sliding faces of the parts
before reassembly.

▣ Handle the parts carefully not to scratch the

seating face and sliding faces of the parts.

(4) Reassembly

▣ Install diaphragm
▣ Install diaphragm.
▣ Install O-ring in cover groove;
▣ Install cover and tighten screws evenly and
securely. (torque to 30-60 inch pounds.)

(5) Inspection after reassembly

▣ When reassembly operation is completed,

check for leakage and perform operating test.

6.4. Air tank auxiliary parts

6.4.1. Air Governor

High pressure valve Low pressure valve

opening pressure opening pressure
8.5±0.2kg/㎠ 7.5±0.2kg/㎠

6.4.2. Air tank safety valve

valve opening 9±0.5kg/㎠

pressure

6.4.3. Air check valve

6.4.4. Low air pressure warning switch

opening Closing
pressure(Turning out pressure(Turning in
the lamp) the lamp)
4.5±0.2kg/㎠ 4.5±0.2kg/㎠

243
 8. Brake (Full Air)

7. Trouble shooting
7.1. Poor brake action

Cause Correction
1. Brake linings in poor contact with brake 1. Correct or reline.
drums.
2. Face of brake linings hardened, or oil or 2. Correct or reline.
grease on linings.
3. Brake linings clearances or power chamber 3. Adjust
stroke excessive.
4. Dual brake valve defective(air leaking) 4. Overhaul
5. Air pressure insufficient. 5. Check air pressure gauge and and air line and
correct as necessary.
6. Camshaft sticking or binding. 6. Lubricate or correct cam shaft bushing
7. Relay valve defective. 7. Overhaul

7.2. Brake pedal squeaks

Cause Correction
1. Rivet heads exposed due to excessive wear to 1. Reline
brake linings, or a clearance exists between
brake linings and brake shoes.
2. Face of brake linings hardened, or material of 2. Correct or reline
linings poor.
3.Anchored face of brake shoes poorly 3. Lubricate
lubricated.
4.Brake lining clearances incorrect. 4. Adjust
brake shoe return springs or spring covers
defective.
5. Foreign matter between brake lining and 5. Replace
brake drum brake drum distorted, worn
excessively or loosened in mount

244
 8. Brake (Full Air)

7.3. Brake action one sided

Cause Correction
1. Brake linings clearance uneven, linings is 1. Correct, adjust or reline.
poor contact with brake drums, linings
material poor, or oil or grease on
linings.(one side)
2. Brake drum run-out or loosened in mount. 2. Overhaul.
3. Brake drum run-out or loosened in mount. 3. Correct
4. Wheel bearings defective. 4. Overhaul
5. Tires not uniformly inflated. 5. Adjust
6. Pressure of air fed into power-chambers 6. Check air circuit for air leakage
unequal.

7.4. Overheating of brake drums causing dragging

Cause Correction

1. Brake pedal free play insufficient 1. Clean or adjust

2. Discharge port in dual brake valve clogged. 2. Clean
3. Dual brake valve defective. 3. Overhaul
4. Joint between adjuster and push rod binding. 4. Overhaul
5. Camshaft returning action sluggish. 5. Correct bushings or lubricate.
6. Discharge port in relay valve clogged. 6. Clean
7. Relay valve defective. 7. Overhaul
8. Brake linings clearances insufficient. 8. Adjust
9. Brake shoe return spring weakened or broken. 9. Replace
10. Brake shoe anchor pins sticking. 10. Overhaul

245
 8. Brake (Full Air)

8. Exhaust brake

General description

The exhaust brake consists basically of a butterfly valve installed within the engine exhaust manifold
and is connected with the air control cylinder via link rod.
The exhaust brake is remotely controlled by means of a switch mounted to the steering column.

1. Exhaust brake switch 4. Pilot 7. Control cylinder

2. Accelerator switch 5. Air tank 8. Exhaust brake valve
3. Clutch switch 6. magnetic

8.1. Inspection

8.1.1. Exhaust Brake Switch

Pull out the lever switch and check that the

indicator light operates normally.
If the indicator light does not turn on, check
the fuse, light bulb and exhaust brake switch.

8.1.2. Accelerator Switch

The accelerator switch is provided with the

following 3 terminals: 8.1.4. Magnetic valve

Common terminal, ② Normally open,
③ Normally closed.
Normally closed terminal is not in use. When
installing the accelerator switch, note the
terminals carefully to avoid wrong connections.
Make a continuity test on the coil using a tester.
Check contacting face of the plunger and valve
seat.
Correct as necessary.
If the plunger is sticking, correct with a fine
sand paper and apply a thin coat of engine oil.

8.1.3. Clutch Switch

The clutch switch is factory-adjusted to operate
at the brake fluid pressure of 4-8kg/㎠.
Depress and release the clutch pedal and check
operation of the clutch switch.
8.1.5. Exhaust Brake Valve
Disconnect the control rod and check operation
of the control lever. Also check that the
butterfly valve is in parallel with the exhaust
manifold and that it closes completely.
Setting of the butterfly valve cannot be

246
 8. Brake (Full Air)

checked visually without removing the entire

exhaust brake valve assembly. However,
setting angle of the butterfly valve can be
estimated by checking tilting angle of the lever.
If the angle of the lever is incorrect, adjust with
the stopper bolt.
8.1.6. Inspection of Control Cylinder
Assembly
▣ Check the operation of the control cylinder
push rod in the following manner.

▣ Pull the push rod jaw joint with a pull scale

and read the scale when the push rod begins to
move.
Operation of the control cylinder assembly in
normal if the reading of the pull scale is within
the following range.

Stroke of push rod Reading of pull scale

26.2㎜ A 23kg

48.6㎜(maximum) B 32.5kg

8.1.7. Testing of Exhaust Brake ▣ Depress the accelerator pedal and listen for
(With Engine Sationary) the same hissing sound. Operation of the
accelerator switch is under the influence of the
▣ Pull out the exhaust brake switch and check accelerator pedal stroke.
that exhaust brake indicator light operates.
( Operation of exhaust switch will be
accompanied by a hissing sound which
indicates that air is drawn into the power
chamber.)

▣ Depress the clutch pedal and check that the

indicator light remains on and hissing sound
continues until exhaust brake is released.
247
 8. Brake (Full Air)

8.2. Trouble shooting

Complaint Correction

Exhaust brake does not operate when switch is Fuse burned out. Circuit open
turned on (indicator light inoperative)
Exhaust brake does not operate when switch is
turned on ( indicator light operates)
Exhaust brake switch defective
Accelerator switch defective circuit open
Clutch switch defective, circuit open
Magnetic valve coil open or poorly grounded
Magnetic valve sticking
Air pressure too low
Exhaust brake valve sticking

Exhaust brake cannot be released by depressing Clutch switch defective(when hydraulic circuit is
clutch pedal. operating normally)
Exhaust brake cannot be released by repressing
Accelerator switch defective or out of adjustment
accelerator pedal.
Discharge port in magnetic valve clogged valve
Valve returning action poor
piston sticking

Setting of stopper bolt incorrect

Valve does not close completely Butterfly valve off-centered
Valve poorly seat due to deposit of carbon

248

9. Auto slack adjustment
9.1. Construction
This system automatically adjusts linings
clearance according to brake lining wear.
Caution : As lining wear amount is not
indicated, check remained lining through check
hole on brake anchor plate.
Housing 1 is cast in nodular iron and tenifer
treated to give a low coefficient of friction and
high wear resistance.
The housing is available in different variations
with a choice of lever length, offset and
direction.
Bushing 2 is made of hardened steel and can
be supplied in different dimensions.
Control unit 12 supplies the motion required
for the compensatory action o the adjuster. The
unit consists of control disc 21, control arm 22
and cover 23. The control rotate freely as a unit
249
8. Brake (Full Air)
in the cover. Between the cover and the control
arm is a sealing ring. The control disc has a
milled recess for the toe of the rack. The flanks
of the recess are hardened.
Gasket 27 fits between control unit 12 and
housing 1.
Torx-slotted screw 24 (6 off.) hold the control
unit in place.
Worm gear 3 and 4 transmits force from
housing 1 to the S-cam shaft. The tooth profile
of the gear is asymmetrical, and both parts are
made of specially treated high-grade steel.
O-rings 5 and 28 (2 off.), which are made o
nitrile rubber, protect the mechanical parts
from salt, water and dirt.
Rack 13 converts the rotation of control disc
21 to a reciprocating linear action.
The rack is sintered to a high standard of
density and hardness.
Return springs 14 and 15 keep the rack in
contact with the lower flank of the recess in the
control disc when cone clutch 4 and 9 is
disengaged.
 8. Brake (Full Air)

Welch plug 16 closes the insertion opening for

the return springs 14 and 15 in housing 1.

One-way clutch 7-8-9 converts the linear

motion o the rack 13 to rotary motion. The
clutch consists of gear wheel 7, clutch spring 8
and clutch ring 9.

Bearing 6 is a radial bearing for worm screw

4; it is made of free cutting steel and is tenifer
treated.

Needle bearing 10, thrust washer 18 and

screw covers 11 and 20 take up the thrust from
coil spring 17.
Coil spring 17 holds worm screw 4 in contact
with clutch ring 9.
Rivets 31 (2 of.) lock screw covers 11 and 20
in the desired position and allow easy
disassembly.

250
 8. Brake (Full Air)

9.2. Principle of operation

Application of brake with excessive clearance

▣ When braking occurs with excessive

clearance between the brake into lining and the
drum, the deflection of the slack adjuster can
be divided into following components:
Clearance angle (C) corresponding to normal
clearance.
Excess clearance angle (Ce)
Corresponding to excess clearance due to worn
brake linings, etc.
(1) Movement through clearance angle (C)
The slack adjuster moves through angle A until
the toe of the rack 13 pushes against the lower
flank of the recess in the control disc 21. The
brake shoes expand, but not enough to touch
the brake drum. Thus normal clearance (C)
corresponds to the clearance angel (A).

Elasticity angle (E) accounted for by the

elasticity of the brake drum, brake linings an
transmission components between brake
cylinder and wheel brake.
The working cycle of the slack adjuster can be
divided into the following stages:

(2) Movement through excess clearance

angle (Ce)
The control disc 21 pushes the rack 13 upward
so that it turns the gear wheel 7 of the one-way
clutch 7-8-9. The one-way clutch is disengaged
in this sense of rotation. At the same time the
S-camshaft expands the brake shoes until the
linings are in contact with the brake drum.

Starting position

The control arm of the slack adjuster is located

so that the rack 13 is at the bottom of its travel
and its toe is in contact with the upper flank of
the recess in the control disc 21. Angle A
(clearance angle), between the lower flank of
the recess in the control disc 21 and the toe of
the rack 13 determines the normal clearance
that will be obtained between brake lining and
braked drum.
251
 8. Brake (Full Air)

(3) Movement into elasticity zone (E)

The worm screw 4 is displaced axially and
compresses the coil spring 17 so that the cone
clutch between 4 and 9 is disengaged. This
happens when the torque on the S-camshaft
rises rapidly as a result of the brake linings
being pressed with increasing force against the
brake drum.

(2) Movement into clearance zone (C)

The cone clutch 4 and 9 engages when the
torque on the S-camshaft falls to a level at
which the coil spring 17 can push the worm
screw 4 into contact with the clutch ring 9.

(4) Movement through elasticity angle (E)

The control disc 21 continues to push the rack
13 upward. Now, however, the rack turns the
whole one-way clutch assembly 7-8-9 because
the cone clutch 4 and 9 is disengaged.

Release of brake with excess clearance

(3) Movement through clearance angle (C)

The force exerted by the return springs 14 and
15 on the rack 13 is not enough to turn the one-
way clutch 7-8-9 when the cone clutch is in
engagement. As a result, contact between the
toe of the rack 13 and the recess in the control
disc 21 shifts from the lower to the upper flack
(angle A).

(1) Movement through elasticity angle (E)

The return springs 14 and 15 hold the toe of
the rack 13 against the lower flank of the
recess in the control disc 21. The rack 13 turns
the one-way clutch assembly 7-8-9 because the
cone clutch 4 and 9 is disengaged.

252

Taking up the slack
The control disc 21 pushes the rack down to its
bottom position in the housing 1. As both
clutches are now in engagement the worm
screw 4 is turned by the rack and the worm
wheel 3 and the S-camshaft turn with it.
The net result is an automatic adjustment
which keeps the clearance between the brake
shoes and the drum at a constant value. If the
clearance is abnormally large, e.g, after the
slack adjuster has been removed in connection
with repairs, the brake will have to be applied
many times to adjust the slack adjuster to its
normal stroke. Alternatively the excess
clearance can be taken up manually by turning
253
8. Brake (Full Air)
hexagon clockwise. The take up of slack
adjuster per stoke is determined by the gear
ratio.
Braking at normal clearance.
The working cycle in this case is generally as
described above, with the following difference:
▣ When the brake is applied at normal
clearance, the linings touch the drum as soon
as the slack adjuster has rotated through angle
A.
The sequence of events as the brake is applied
harder is the same as before
(see Picture 5 and 6)
▣ When the brake is released, the slack
adjuster acts as already described as far as
point C3, after which the following happens;
The slack adjuster moves through clearance
angle A.
The toe of the rack butts against the upper
flank of the recess in the control disc of at the
same moment as the rack reaches its bottom
limit of travel in the housing 12, so no further
slack is taken up.

9.3. Installation and check
▣ Check that the brake chamber push rod is in
its fully released position and that the brake
lining-to-drum clearance is larger than the
recommended clearance. If the vehicle is
equipped with spring brakes a minimum
pressure in the system of 6 bars must be
obtained. The anchor bracket should be fitted
but not tightened.
Lubricate S-camshaft splines with an anti-
corrosive grease before fitting adjuster.
▣ Place the adjuster on the S-camshaft so that
the arrow on the housing points in the direction
of application of the adjuster. The adjuster is
screwed into the clevis of the piston rod by
turning the hexagon on the end of the worm
screw clockwise until the hole in the adjuster
coincides with the clevis pin holes. Then fit the
clevis pin and secure.
254
8. Brake (Full Air)
▣ Secure the adjuster on the S-camshaft.
Check that the adjuster is not pinched and is
returning easily to its original position.
▣ Rotate control arm as far as possible
following radial direction of cast arrow on
housing. Do not hammr control arm. Then
adjust anchor point hole to align with hole in
control arm, without moving position of
control arm. Finally lock the anchor point to
the control arm using the appropriate fixation.
i.e, through bolt/nut or per bolt/nut.
▣ Adjust the clearance by turning the worm
screw hexagon clockwise until the brake
linings meet the drum and then back-off the
worm screw hexagon 3/4 of a turn (Backing off
the adjuster produces a loud clicking sound).
Check the function of the automatic slack
adjuster by performing a few brake
applications. The adjustment can then be seen
when the hexagon head of the worm screw
rotates clockwise at the return stroke.

10. ABS/ARS (OPTION)
10.1. Introduction
ABS means safety in braking. Today the
antilock braking system is available on almost
all vehicles either as optional or standard
equipment. ABS makes braking safe even
under extreme conditions. On ice an snow,
even if the driver himself over-reacts the wheel
do not lock up. The vehicle remains steerable,
vehicle combinations remain stable in their
lane and stopping distance optimal.
If the pavement under one side of the vehicle is
slippery, the pressure build-up in the brake
cylinder of the wheel with a high coefficient of
friction is limited; the yaw moment builds up
slowly. The driver can keep his vehicle in its
lane with much less steering wheel movement.
However, critical driving situation can also
arise when driving off and accelerating,
especially on slippery pavement on hills or in
curves if the powered wheel spin. These
problems were solved by expanding the ABS
to ABS/ARS, antilock braking system with
traction controller. ASR prevents wheel-spin
during drive-off and acceleration.
▣ ASR provides optimum control or
propulsion on pavement that is slippery on one
or both sides, when pulling out of icy parking
spaces at the side of the road (e.g. bus stop),
when accelerating in curves and driving off on
hills.
▣ Spinning wheels, like locking wheels, can
transmit little cornering force: handling
becomes unstable and the rear end breaks away.
With ARS the vehicle stays under control:
ARS increase safety.
▣ Spinning wheel lead to a high rate of wear
on the tires nad the drive mechanics
(differential, axle shaft). This becomes
dangerous when a spinning wheel suddenly
hits a non-slippery surface: ARS limits repair
costs.
▣ ASR is always ready and switches on
automatically when needed. When there is a
difference in wheel-spin between the powered
wheels, ASR can differentiate between
cornering and wheel spin.
The tires do not “grind” in tight curves as they
do with mechanical locks. If the drive
255
8. Brake (Full Air)
accelerates over, even a limited-slip differential
cannot keep the wheels from spinning.
However, ASR automatically regulates engine
power so that the wheel grip the road. Within
physical limits. ABS/ASR is an important aid.
Finally, insurance companies offer a 10%
discount on comprehensive insurance
premiums for vehicles with ABS, and it is
planned that ABS be reguired by law for
commercial vehicles.
10.2. ABS control
When the driver brakes, he feels pressure into
the brake cylinders with the result that the
wheels are decelerated. As long as the brake
slip of a wheel is below the response threshold
of the ABS, brake pressure is not regulated. If
the ABS/ASR control unit calculates from
wheel-speed that one or more wheels are
tending to lock up, the pressure-control valves
are energized. In order to achieve optimum
pressure in the relevant brake cylinder, the
pressure is lowed, maintained or built up
according to the friction ratio between tires and
pavement and vehicle handling.
At time t1, pressure builds up in the brake
cylinder. The wheel is decelerated. At time t2,
the wheel shows signs of locking up because
the allowable threshold values for wheel
deceleration and slip have been exceeded.
By closing the pressure-holding valve and
opening the outlet valve, pressure in the brake
cylinder is built up until the wheel again
accelerates at time t3.
Pressure I maintained at a constant level by
closing the outlet valve until time t4.
This brings the slip closer to the valve λ=0
and the acceleration of the wheel again reaches
a value that allows a renewed rise in pressure.
Next the pressure is “pulsed up” by the

momentary opening and closing of the
pressure-holding valve until time t5.
Since the allowable threshold values for wheel
deceleration and slip have again been exceeded,
pressure is again built up. This control-cycle
sequence is repeated until the vehicle is
virtually at a standstill. When adhesion is very
low, braking with the retarder can bring about
high brake slippage on the driving wheel,
reducing vehicle stability to an unacceptable
level. The ABS controls brake slip switching
the retarder on and off.
10.3. ARS control
When driving off of accelerating,
the transmission of power depends on the
wheel slip between tires and pavement. If a
wheel`s slip is below the response threshold of
the ASR, wheel speed is not controlled. The
ASR logic in the ABS/ASR control unit
monitors the speed o the powered wheels and
recognizes when a wheel through two control
circuits:
▣ Brake Control Circuit
At speeds of up to 20 mph(30 km/h), if a
powered wheel is tending toward spinning, this
wheel is braked and the speed of the wheels are
256
8. Brake (Full Air)
synchronized (limited-slip differential effect).
This takes place when compressed air from the
storage reservoir is directed via the solenoid
valve into the brake cylinder.
The corresponding pressure-control valve
modulates brake pressure.
▣ Engine Control Circuit
If both powered wheels are tending toward
spinning, the drive torque of the engine will,
for example, be reduced by the electronic
engine control system. At speeds of above 30
km/h the spinning of one of the powered
wheels will also be prevented with the aid of
the engine control system. As soon as a
powered wheel tends toward spinning, the
ASR infolight lights up (slippery conditions
warning). Figure 3 shows the drive-off of a
vehicle equipped with ASR. At time t1 the
vehicle drives off. Wheel 1 tends toward
spinning and, beginning at time t2, it is braked
via the brake control circuit. At time t3 the
speed of wheel 1 is again approaching vehicle
speed. Now the brake pressure for wheel 1 is
“pulsed down”. At time t4 wheel 2 tends
toward spinning and is now braked by stages.
Since both wheels are tending toward spinning
at time t5, the electronic engine control system
also intervenes and reduces the drive torque.
 8. Brake (Full Air)

ASR Operation
Vf Vehicle speed
Vr1,Vr2 Speed of powered wheels; Me injected fuel quantity
Pz1,Pz2 Brake pressure in the brake cylinders of the powered driving wheels
HV1,HV2 Pressure holding valves of the pressure control valves for the powered wheels
AV1,AV2 Outlet valves of the pressure control valve for the powered wheel.

Interface for engine control

Pulse length modulated signal:

1. Accelerator pedal position, input

2. Control lever angle, reducing
3. Control lever angle, increasing

257

▣ Electric control unit (ECU)
The ABS/ASR control unit is of digital design
with redundant microprocessors. If features
four functional areas:
▣ Input stages for conditioning the wheel
speed signals.
▣ Computer for calculating the brake
slip/traction and wheel deceleration/ wheel
acceleration control signals and energizing the
output stage if one wheel tends to lock up or
spin.
▣ Output stages for energizing the pressure
control valves, the solenoid valve and the
interface for engine control and the axle load
transfer facility.
▣ Voltage supply for delivering a stabilized
voltage for the operation of the control unit.
258
8. Brake (Full Air)
The intergrated protection unit renders
electrical disturbances acting on the vehicle
electrical circuit ineffective.
▣ Pressure control valve(PCV)
Each wheel is controlled by a 1-channel
pressure control valve. This valve is comprised
of two diapgragmtype valves (pressure holding
and outlet valves) that are pilot controlled by
solenoid valves. During normal braking,
compressed air flows freely through the
pressure control valve to the brake cylinders. If
one of the wheels tends to lock up, the
ABS/ASR control unit energizes both solenoid
valves, thereby lowering pressure in the brake
cylinder. The activation of the pressure holding
valve brings about the pressure holding phase.
During pressure build up, no current flows to
the two solenoid valves.
 8. Brake (Full Air)

4. Solenoid valve
5. Atmosphere

Pressure control Valve Schematic Diagram

1. From service brake valve

2. To brake cylinder
3. Pressure holding valve
4. Outlet valve
5. Solenoid valve (pilot control of pressure
Shuttle Valve
holding valve)
1. Sear ring
6. Solenoid valve (pilot control if outlet valve)
2. Piston
7. Atmosphere
3. Sear ring
4. From ASR valve
5. To P.C.V
6. From relay valve

▣ Speed sensor
The bosch 4-channel ABS uses four wheel
speed sensors. The sensor consists of a
permanent magnet connected to a metal
rod, around which a coil has been wound.
PCV not working PCV workng A pulse wheel mounted to the hub induces
an alternating voltage in the sensor coil.
▣ Solenoid Valve and Shuttle Valve The frequency of the alternating voltage is
The solenoid valve is a combination of two proportional to the wheel speed.
pilot controlled 3/2 solenoid valves that
energize the brake cylinder of the powered axle
with compressed air when the corresponding
wheel tends to spin. Two control plungers are
controlled by these solenoid valves.
When no current is flowing, supply 1 is closed
and the cylinder connections are opened up to
the outside.

Speed sensor with pulse wheel

1. From air reservoir

2. Control plunger
3. To shuttle valve RH/LH

259
 8. Brake (Full Air)

▣ Braking comparison

10.4. ABS/ASR diagram for air brake

system

Compressed Air supply

1. Air reservoir (air tank)

Service braking system

2. Service brake valve
3. Relay valve
4. Brake cylinder

ABS/ASR component
5. Shuttle valve (connection to ASR)
6. Impulse ring
7. Wheel speed sensor
8. ABS/ASR controller
(electric control unit)
9. Pressure controller
10. Solenoid valve

260

10.5 ECU Self-test feature
When the ignition is switched on, the ECU
microprocessors run a self-test. The self-test
consists of checking the computer memory, the
timer and a number of arithmetic and logic
functions. During operation, the ECR
continuously runs a test of the permanent
memory. Within 0.4 seconds after the ignition
has been switched on, the valve relay (VR1
and VR2) are checked for proper operation and
an active solenoid test is conducted. When the
ABS or ASR functions are required in a
particular instance, the solenoid valves are
constantly checked for correct electrical
function. During the initial self-test and when
abs or ASR is acutated, the solenoid valve
circuits are checked for failures. The self-test
will detect open circuits and shorts to ground
or 12 volts. If the ABS/ASR is not active, only
open circuits and shorts to ground can be
detected. The wheel speed sensor circuits are
constantly monitored by the ECR whenever the
vehicle is in operation. The monitoring will
detect open circuits and shorts to ground and
12 volts in the sensor cables. In addition,
changes in the air gap between the speed
sensor and the pulse wheel are detected.
The abs warning lamp illuminates after the
ignition has been turned on and remains lit
until the first successful speed sensor test.
When the sensors have been tested successfully,
four good sensor signals are received and all
other tests are good, the warning lamp goes out
indicating that the abs is ready for operation.
The warning lamp should go out no later than a
maximum speed of 9 mph has been reached.
The lamp will remain out unless a fault is
detected in the system.
ASR is ready even if the warning lamp is still
on, as would be the case when first driving
away in a low traction situation.
▣ ABS warning lamp and ASR/Diagnostic
lamp
The driver is responsible for monitoring the
abs warning lamp and (if equipped) the ASR
lamp (wheel slip indicator). The ASR light
261
8. Brake (Full Air)
should illuminate for a moment after ignition is
switched on and, if the abs warning lamp does
not illuminate immediately after the ignition
has been switched on, then the bulb or lamp
circuit is defective and must be repaired.
▣ Abs failure modes
If a failure in the ABS/ASR system is detected
during vehicle operation, the failure is recorded
in the ECR memory and the defective portion
of the system is witched off. The abs warning
lamp will illuminate (and remain illuminated),
indicating to the driver that there is as failure.
The intact portion of the ABS/ASR system will
continue to be operational.
▣ On-Board Diagnostics
A blink code diagnostic readout can be called
up by pressing the abs diagnostic button. The
blink code constants of three blocks of blink
pulses. The number of blink pulses in the first
block identifies the configuration of the ECR
(abs only, abs with ASR brake controller, etc.).
The number of blink pulses in the second block
identifies a failure found in diagonal 1(left
front/right rear) and the number of blink pulses
in the third block identifies a failure in
diagonal 2 (right front/left rear).
To store the diagnostic codes, the ignition must
be switched off and back on at least once. In
order to read the code, the abs diagnostic
button must be pressed for at least one second.
The diagnostic blink codes are covered in
detail in the troubleshooting section of this
manual.
If the ECR detects a failure, the corresponding
failure code is stored. The failure code remains
stored until it is detected from the ECR
memory by pressing the diagnostic button
while simultaneously turning the ignition on,
the button should remain depressed for a brief
moment after the ignition has been turned on.
This procedure will also cause the cu to
reconfigure itself to the vehicle system and to
the ABS/ASR components which may be
installed. If no response is received after the
button has been depressed, test the diagnostic
button.
 8. Brake (Full Air)

▣ Axle cross diagnosis

▣ Block blink pulse

262
 8. Brake (Full Air)

▣Checking and troubleshooting with blink pulse

Pulse Check and

Block Cause Remark
times Trouble shooting

First 4 ABS/ASR system application - Normally 4 times blink

1 Normal operation

2 ECU trouble
Exceed clearance between front wheel
3
speed sensor and impulse ring, harness short
Exceed clearance between front wheel speed
4
sensor and impulse ring, harness short
ECR replacement
Sensor clearance adjusting
Harness check and replacement
Sensor clearance adjusting
Harness check and replacement
Recheck on resetting
Replace ECR in trouble
Clearance between sensor and
impulse ring : 0.1㎜
Clearance between sensor and
impulse ring : 0.1㎜

5,8,12 Not used For trailer

Sensor harness checking Sensor resistance:

Second 6 Harness crack of front sensor and short
and replacement 950~1,450Ω
And
Sensor harness checking Sensor resistance:
third 7 Harness crack of front sensor and short
and replacement 950~1,450Ω

9 Voltage drop(below 19V)and short in PCV. Source voltage(24V) checking PCV voltage : 19V

RR PCV checking
10 Valve defect of rear pressure adjusting PCV resistance : 14~21Ω
and replacement
RR PCV checking
11 Valve defect of rear pressure adjusting PCV resistance : 14~21Ω
and replacement

13 Operation defective of valve relay Relay checking and replacement Relay resistance : 145~175Ω

ASR valve checking

14 ASR valve defect Relay resistance : 145~175Ω
and replacement

▣ Diagnosis with system tester

Prior to diagnosis, check the parking brake, battery, alternator and diagnose on normal operation
condition. It is possible to check each component functions and electric resistances of ABS/ASR system
with system tester (0-684-101-605), adaptor cable 35P(1-684-563-204) and multi-tester ㎜D301(0-684-
500-301), but cannot to check ECU itself. (ECU is diagnosed with blink pulse)

263

10.6 ABS/ASR Trouble shooting procedure
SYMPTOM
ABS warning lamp stays on after
vehicle has exceeded 9 mph or
illuminates during vehicle operation.
Diagnostic lamp does not illuminate
after diagnostic button has been pressed.
Diagnostic lamp stays on after diagnostic
button has been pressed.
Code block 1 trouble shooting
Configuration pulse code does not match
configuration on vehicle.
POSSIBLE
CAUSE / RPOBLEM
ABS system has detected a failure
Diagnostic button was not held
long enough.
Faulty diagnostic circuit wiring of bulb.
Check diagnostic switch, bulb and related
wiring. Repair or replace as required.
No continuity between pins 12 & 14 on
ECU connector.
Faulty diagnostic
Installed options do not match ECU
internal memory list.
Was service step #1 performed?
ASR cable not connected to ASR valve
Check/connect ASR valve cable.
(if equipped).
ABS/ASR harness defective.
264
8. Brake (Full Air)
ACTION
Store Diagnostic Code
Turn ignition to off position and then on.
Read Diagnostic Code
A. Press diagnostic button of at least one
second and release.
B. Count blink pulses of diagnostic lamp
and write sequence down (Figure 4)
C. Compare configuration display by
blink code(Code block 1) with the
system installed in the vehicle. If
configuration numbers match, then
proceed to code block 2 and 3
troubleshooting procedures.
Press diagnostic button and hold for
more than a second.
Perform service step #3
diagnostic lamp/switch check
Check continuity between pins 12 & 14
in ABS harness (Figure 10).
Repair or replace harness as required
Perform service step #3 steps 2
Thru. 5 diagnostic lamp/switch
check
Check and replace switch as required
First block configuration
Configuration No. of pulses
ABS only 12/V 6
ABS W/ASR brake
Contrlooer/12V 8
Note : The ECU is capable of additional
configurations which are not used.
Perform service #1 reconfigure
ECU and erase failure memory
Check ABS/ASR harness per ABS tester
instructions Section 11.
Check ABS/ASR harness with
ABS/ASR tester
Perform each step of the ABS tester to
fully test the ABS/ASR harness.
 8. Brake (Full Air)

POSSIBLE
SYMPTOM ACTION
CAUSE / RPOBLEM

Code block 2 Second block diagnostic code

troubleshooting (diagonal 1) DIAGONAL 1
Steer Axle ■ □
DIAGONAL 1 Left Wheel
DIAGNOSTIC CODE Drive Axle(s) □□ ■
Right Wheel(s) □□ ■■

X-1-X Diagonal is OK No action required on Diagonal 1

X-2-X ECU defective
Be sure to perform service step #1 to Perform service step #1
confirm that ECU is bad. If problem replace ECU
clears, ECU is not defective.
X-3-X Problem steer axle speed sensor (Left) : Push in sensor (toward pulse wheel)
Large air gap or Shorted wires

If sensor moves when pushed, Perform service step #7 wheel

check wheel bearing play. bearing adjustment

Worn out wheel bearings Check/replace wheel bearings

Damaged pulse wheel Check pulse wheel/hub.
Damaged hub If damaged, replace hub.
Damaged speed sensor
Perform service step #8
replace sensor

CODE BLOCK 2
Diagnostic code (Cont.)
X-4-X Problem drive axle speed sensor(Right): Push in sensor
Large air gap or (toward pulse wheel)
Shorted wires
If sensor moves when pushed, Perform service step #7
Possible excessive wheel bearing play wheel bearing adjustment

Worn out wheel bearings Check/replace wheel bearings

Damaged pulse wheel Check pulse wheel/hub
Damaged hub If damaged, replace hub.
Damaged speed sensor
Perform service step #8
replace sensor

X-6-X Problem steer axle speed sensor (Left): Perform service step #4
Faulty sensor resistance check of sensor

Broken wire in sensor circuit

Short to 12V or ground in sensor circuit Perform service step #4 with
sensor connected
Measure resistance across pins 15 & 32
on ECU connector (Figure 10). If reading
is out of range and sensor is good, then
harness wires to sensor are faulty.
Replace sections(s) of harness as
required.

265
 8. Brake (Full Air)

POSSIBLE
SYMPTOM ACTION
CAUSE / RPOBLEM

CODE BLOCK 2
Diagnostic code (Cont.)

X-7-X Problem drive axle speed sensor (Right) Perform service step #4
Faulty sensor resistance check of sensor
Broken wire in sensor circuit
Perform service step #4
Short to 12V or ground in sensor circuit.
with sensor connected
Measure resistance across pins 16 & 33
on ECU connector (Figure 10). If reading
is out of range and sensor is good, then
harness wires to sensor are faulty.
Replace section(s) of harness as required.

X-9-X Low electrical system voltage, VR1 relay
not actuating.
Truck batteries in poor condition
Fuses/circuit breakers blown or faulty
Check batteries. Clean Battery terminals
and charge or replace faulty batteries.
Check charging system.
Replace blown fuse/reset of replace
circuit breaker.
Check of cause of blown fuse of tripped
circuit breaker.

Faulty termination in harness Replace faulty relay. Use bosch P/N

Faulty starter lock-out relay 0 332 204 101 or 332 204 151.

Faulty termination in harness Troubleshoot harness in VR1

relay circuits.
Fuse/relay push back and not making Check for pushed back VR1 relay
contact. terminal or DU fuse terminal.
Reinsert terminal.
CODE BLOCK 2
Diagnostic code (Cont.)
X-10-X Problem pressure modulation
Perform service step #5
Valve(PMV) at steer axle(Left)
measure PMV coil resistance
Faulty PMV
Clean terminals or replace
Faulty PMV connector
harness section
Check for pinched or cut cable.
Faulty PMV cable
Replace harness section(s) as required

Bad vehicle ground to PMV Check and repair as required

X-11-X Problem pressure modulation
Perform service step #5
Valve(PMV) at drive axle(Right):
measure PMV coil resistance
Faulty PMV
Clean terminals or replace
Faulty PMV connector
harness section.
Check of pinched or cut cable
Faulty PMV cable
Replace section(s) required

Bad vehicle ground to PMV Check and repair as required

266
 8. Brake (Full Air)

POSSIBLE
SYMPTOM ACTION
CAUSE / RPOBLEM

CODE BLOCK 2
Diagnostic code (Cont.)

X-13-X Problem VR1 relay(Diagonal 1) Replace VR1 relay with:

Sticking relay contacts Bosch P/N 0 332 204 151 or
Other relay internal failure 0 332 204 151
Perform service step #1
reconfigure ECR and
erase failure memory

Perform service step #6 measure

ASR valve coil resistance

Terminals or replace harness section.

T Check for pinched cut cable
Replace harness section.

Check for pinched cut cable .

Replace harness section as required

Code block 3
troubleshoooting
(Diagonal 2 )
Diagnostic code
X-X-1 Diagonal is OK No action required on Diagonal 2
X-X-2 ECU defective
Perform service step #1
Be sure to perform service step #1 to
reconfigure
confirm that ECU is bad. If problem
ECR and erase failure memory
clears, ECU is NOT defective.
X-X-3 Problem steer axle speed sensor (Right): Push in sensor(toward pulse wheel)
Large air gap or Shorted wires
If sensor moves when pushed Perform service step #7
Check wheel bearing play wheel bearing adjustment

Worn out wheel bearings Check/replace wheel bearings

Damaged pulse wheel Check pulse wheel/hub./

Damaged hub If damaged, replace hub.

Perform service step #1

Damaged speed sensor
replace sensor

Code block 3
Troubleshooting
(Diagonal 2)
Diagnostic code (Cont.)
X-X-4 Problem drive axle speed sensor (Left): Push in sensor (toward pulse wheel)
Large air gap or shorted wires

If sensor moves when pushed. Perform service step #7

Possible excessive wheel bearing play wheel bearing adjustment

Worn out wheel bearings Check/replace wheel bearings

267
 8. Brake (Full Air)

POSSIBLE
SYMPTOM ACTION
CAUSE / RPOBLEM
Damaged pulse wheel Check pulse wheel/hub
Damaged hub If damaged, replace hub
Perform service step #8
Damaged speed sensor
replace sensor
X-X-6 Problem steer axle speed sensor (right): Perform service step #4
Faulty sensor resistance check of sensor

Perform service step

with sensor connected
Measure resistance across pins 17 & 34 on
Broken wire in sensor circuit.
ECU connector (Figure 10). If reading is
Short to 12V or ground in sensor circuit
out of range and sensor is good, then
harness wires to sensor are faulty.
Replace section(s) of harness as required.

X-X-7 Problem drive axle speed sensor(Left) Perform service step #4

Faulty sensor resistance check of sensor

Perform service step #4

with sensor connected
Measure resistance across pins 18 & 35
Broken wire in sensor circuit
on ECU connector (Figure 10). If reading
Short to 12V or ground in sensor circuit
is out of range and sensor is good, then
harness wires to sensor are faulty.
Replace section(s) of harness as required.

X-X-9 Low electrical system voltage,
VR1 relay not actuating
Truck batteries in poor condition
Fuses/circuit breakers blown or faulty
Faulty VR1 relay or
Faulty starter lock-out relay
Check batteries. Clean battery terminals
and charge or replace faulty batteries.
Check charging system.
Replace blown fuse/reset or replace
circuit breaker. Check for cause of blown
fuse or tripped circuit breaker.
Replace faulty relay. Use Bosch P/N
0 332 204 101 or 0 332 204 151.

Troubleshoot harness in VR2

Faulty termination in harness
relay circuits
Fuses/relay pushed back and not Check for pushed bac VR2 relay terminal
making contact or D2 fuse terminal. Reinsert terminal.

Code block 3
Troubleshooting
(Diagonal 2)
Diagnostic code (Cont.)
X-X-10 Problem pressure modulation
Perform service step #5
Valve(PMV) at steer axle(Right)
measure PMV coil resistance
Faulty PMV
Clean terminals or replace
Faulty PMV connector
harness section
Check for pinched or cut cable.
Faulty PMV cable
Replace harness section(s) as required
Bad vehicle ground to PMV Check and repair as required

268
 8. Brake (Full Air)

POSSIBLE
SYMPTOM
CAUSE / RPOBLEM
X-X-11 Problem pressure modulation
valve(PMV) at drive axle (Left):
Faulty PMV
Faulty PMV connector
Faulty PMV cable
Bad vehicle ground to PMV
X-X-13
Problem VR2 relay (Diagonal 2)
Sticking relay contacts
Other relay internal failure
ACTION
Perform service step #5 measure
PMV coil resistance
Clean terminals or replace
harness section
Check for pinched or cut cable.
Replace section(s) as required
Check and repair as required
Replace VR2 relay with;
Bosch P/N 0 332 204 101 or
0 332 204 151
Perform service step #1
reconfigure and erase memory

Problem ASR valve (if equipped) Perform service step #6 measure

Faulty ASR valve ASR valve coil resistance

X-X-14 Clean terminals or replace

Faulty ASR valve connector
harness section.
Check for pinched or cut cable.
Faulty ASR cable Replace harness section as required.

269
 SECTION 9A

SUSPENSION
(Leaf Spring)

CONTENTS PAGE
1. GENERAL DESCRIPTION
1.1. FRONT AND REAR LEAF SPRINGS 271
1.2. SPECIFICATIONS 273
2. SERVICING OF LEAF SPRING DISASSEMBLY
2.1. INSPECITION PRIOR TO DISASSEMBLY 278
2.2. REMOVAL 278
2.3. DISASSEMBLY 279
2.4. INSPECITION 279
2.5. REASSEMBLY 279
2.6. INSTALLATION 280

270
 9A. Suspension (Leaf Spring)

1. General description assembly is fastened at the center part to the front

1.1. Front and rear leaf springs
The front suspension consists principally of leaf
spring assemblies which are mounted at the front
end to the front bracket with the spring pin and at
the rear end to the rear spring bracket with “H”
type shackle and spring pin. Each front spring
axle via the clamp plate with “U” bolts.
Telescopic hydraulic double-acting shock
absorbers are fitted between the axle and chassis
frame to improve riding comfort. The rear
suspension assembly consists of leaf springs just
as in the case of front suspension to gain
adaptability to spring load variations depending
on condition of load on vehicle.

LEAF SPRING ASSEMBLY

Model BF105

271
 9A. Suspension (Leaf Spring)

LEAF SPRING ASSEMBLY

Model BM090, BS106

Model BH115E

272
 9A. Suspension (Leaf Spring)

1.2. Specifications

LEAF SPRING MAIN DATA

Model BM090 BF10 BS106 BH115E

Type Semi elliotical alloy steel
Span(mm) 1500 1400 1500
Width(mm) 90 80 90
FRT 11-2
Thickness(mm)
13-6 12-6 13-6 13-7
-no.of leaf
11-1
Leaf Spring
25.33 28.75 25.33 33.5
spring constant(kg/mm)
Span(mm) 1660
Width(mm) 100
RR 12-1 12-2
Thickness(mm) 12-2 15-1
11-3 13-1
-no.of leaf 16-5 14-9
16-4 16-5
Spring
35.9 28.89 41.5 47.9
constant(kg/mm)
Type Hydraulic, double acting telescopic
FRT rebound 595 595
Shock
Damp force FRT compression 260 260
absorber
(kg) RR rebound 650 595 650
RR compression 260 240 260

273
 9A. Suspension (Leaf Spring)

FRONT LEAF SPRING IN DISASSEMBLED VIEW

Model BF105

1. Spring A-leaf, front 9. Nipple-grease 17. Washer-plain

2. Shackle A-front 10. Plate-clamp 18. Wedge-caster
3. Pin-leaf spring 11. U bolt-spring, front 19. Nut-Hex M18x1.5
4. Pin 12. Nut-Hex M22x1.5 20 Bracket-1st spring, front
5. Pin-leaf spring 13. Shock absorber A-front 21. Bracket-2nd spring, front
Pin-shock absorber
6. Washer 14. 22. Bracket-shock absorber
setting
7. Nut-Hex 15. Nut-Hex M24 x 2.0
8. Pin-Split 16. Washer-spring

274
 9A. Suspension (Leaf Spring)

FRONT LEAF SPRING IN DISASSEMBLED VIEW

Model BS106, BH115E

1. Spring A-leaf, front 10. Shock absorber A-front

2. Shackle A-front, spring 11. Pin-shock ABS front frame
3. Pin-leaf spring 12. Pin-shock ABS front axle
4. Washer 13. Supporter A-front
5. Nut-Hex 14. Washer-plain
6. Pin-Split 15. Nut-Hex M24x2.0
7. Plate-Clamp, U Bolt 16. Washer-spring
8. U Bolt-front, spring 17. Nipple-grease
9. Nut-Hex M22 x 1.5

275
 9A. Suspension (Leaf Spring)

REAR LEAF SPRING IN DISASSEMBLED VIEW

Model BF105

1. Spring A-leaf, rear 13. Washer-plain

2. Shackle A-rear 14. U Bolt-spring, rear
3. Pin-leaf A, rear 15. Nut-Hex
4. Bolt-Hex M14 x1.5 16. Washer-plain
5. Bolt-hex M14 x 1.5 17. Pad-rear spring
6. Nut-Hex M14x1.5 18. Cushing-rubber, rear
7. Washer-spring 19. Bolt-Hex M10x1.25
8. Pin-spring, rear 20. Bolt-Hex M10 x1.25
9. Washer-lock 21. Shock absorber A-rear
10. Nut-Hex M24x2.0 22. Bracket-3rd spring, rear
11. Washer 23. Bracket-4th spring, rear
12. Nipple-grease 24. Bracket-shock absorber

276
 9A. Suspension (Leaf Spring)

REAR LEAF SPRING IN DISASSEMBLED VIEW

Model BS106, BH115E

1. Spring A-leaf, RR 12 Pin

2. Shackle A-RR spring 13 Pin
3. Nipple-grease 14 Washer-plain
4. Pin 15 Nut-Hex M24 x2.0
5. Nut-Hex 16 Washer-spring
6. Washer 17. Nut-Hex M18 x1.5
7. Pad-U Bolt RR spring 18 Washer-spring
8. U Bolt-RR spring 19. Bolt-Hex M10x1.25
9. Nut 20. Washer-plain
10. Cushing rubber-spring, rear 21. Pin-split
11. Shock absorber A-rear 22 supporter

277
 9A. Suspension (Leaf Spring)

2. Servicing of leaf spring assembly ▣ Remove the shock absorbers.

2.1. Inspection prior to disassembly ▣ Take out the U bolt nuts using a box wrench
and remove the U bolts.
The operation of the suspension assembly is under
a direct influence of the leaf springs, shock Note. When removing U bolt nuts, clean threads
absorbers, buffer rubbers, tire inflation pressure, and loosen them a few turns with a hand tool
etc. before using an impact wrench to prevent seizing.
When a suspension trouble is suspected, check the
following points and adjust or correct as necessary
before removing the suspension assembly.

▣ Check tire inflation pressure

▣ Check leaf springs for breakage and

clips for looseness.

▣ Check U bolts for looseness

▣ Check buffer rubbers for distortion,

separation or damage ▣ Take out the spring pin and shackle pin key
blots, remove the grease fittings, then remove the
▣ Check shock absorbers for oil leaks, abnormal
pins.
noise or looseness in mount and brackets for
distortion or cracking.

▣ Measure the buffer clearances. If the amount

of clearance is much less than the standard value
for new vehicle of a type, check the leaf springs
for weakening.

2.2. Removal

▣ Loosen the wheel nuts.

▣ Jack up the axle just enough so that the front

wheels are lifted off the floor, then support the ▣ Lower the axle carefully and remove the leaf
frame on chassis stands. spring assembly.

Note. Brace the rear (front )wheels before jacking Note. When removing the leaf spring assembly,
up the front(rear) axle. use care not to damage brake flexible hoses and
drag link in contact with leaf springs.

▣ Remove the wheels.

278
 9A. Suspension (Leaf Spring)

or distortion and replace as necessary.

2.3 Disassembly
▣ Check the threaded portions of the U bolts for
▣ Apply a setting mark to the side face of the leaf damage and replace the bolt with a new one if
springs. found to be defective.

▣ Check the buffer rubbers for separation or

cracking. Replace the parts with a new one as
necessary.

▣ Inspection of shock absorbers

The shock absorbers are of an integral
construction and can not be disassembled for
inspection or adjustment.
The shock absorbers should therefore be replaced
with new ones if found to be no longer serviceable.

▣ Compress the leaf springs with a bench press or
a leaf spring remover and installer
▣ Remove the spring clips and center bolt.
Loosen the bench press gradually ( or loosen the
nut on the leaf spring remover and installer) and
remove the leaf springs.
2.4 Inspection
▣ Check the leaf springs for cracking or damage
and center bolts and spring clips for distortion or
damage.
Replace the parts with new ones if found to be
defective.
▣ Check the spring pins visually and shackle pins
for abnormal wear or damage. Measure the
outside diameter of the pins with and outside
micrometer and replace the pins with new ones if
the measured values are beyond the limit.
▣ Measure the inside diameter of the bushings
and compare the measured values with the outside
diameter of the pins to determine the clearance.
Replace the bushings with new ones if the amount
of clearance is beyond the value indicating need
for servicing.
Unit : ㎜
Standard value
Limit for use
for assembly
Pin diameter 32 31.7
Clearance
between pin and 0.1 0.5
bushing
1. Check the shock absorbers for oil leakage.
shock absorber with a slight amount of oil seepage
is normal and may be used without any service
attention as it indicates that the piston rod and
seals are being lubricated:
2. After driving over rough surface, check for rise
in temperature by touching the shock absorber
inner tube with hand. Normal operation of the
shock absorbers is accompanied by an increase in
temperature of the shock absorber body.
If the shock absorber remains cold after driving
over rough surface, it is out of normal function
and should be replaced with a new one.
Note. If the shock absorber (double-acting
type)does not give a resistance as pulled with
hand, should be replaced with a new one.
3. check the shock absorber mounting rubbers for
fatigue or distortion and replace with new ones as
necessary.
2.5 Reassembly
Reassembly the leaf spring assembly by following
the disassembly procedure in the reverse order
after applying a thin coat of graphite grease to
both faces of each spring.
Compress the leaf spring assembly with a bench
press or a leaf spring remover and installer, then
install and fully tighten the center bolt.

▣ Check the spring bracket shackle for cracking

279
 9A. Suspension (Leaf Spring)

2.6 Installation

To install, reverse the removal procedure and note

the following points.

▣ Install the leaf spring assembly, so that the

double coiled end is turned to the front of the
vehicle.

▣ Discard the pin thrust washers and install new

at the time of reassembly if their seals are found to
be worn or damaged.

▣ Install the spring pins by aligning the key bolt

holes.

▣ Bolt torque specifications.

U-bolt Torque
(㎜) (kg.m)
BF105
Front M22 x 1.5 45~55
BS106
BF105 M24 x 2.0 70~85
Rear BS106
M27 x 2.0 85~95
BH115E

Spring pin key bolt torque : 7.5~9.5kg.m

▣ Lubricate the pivot points using a grease gun

when reassembly operation is completed.

280
 SECTION 9B

SUSPENSION
(Air Spring)

CONTENTS PAGE
1. GENERAL DESCRIPTION
1.1. FRONT AND REAR AIR SPRING 282
1.2. SPECIFICATIONS 283
2. SERVICING OF AIR SUSPENSION
2.1. DISASSEMBLY 292
2.2. INSPECTION 295
2.3. AIR SPRING 297
2.4 REASSEMBLY 298
2.5 CAUTION IN INSPECTING AND SERVICING 300
3. SERVICING OF LEVELING VALVE
3.1. GENERAL DESCRIPTION 301
3.2. OPERATING PRINCIPLE 301
3.3. LEVELING VALVE MAIN DATA 302
3.4. INSTALLTION REQUIREMENTS 302
3.5. MAINTENANCE 303
3.6. INSPECTION AND SERVICE STANDARDS 305
4. SERVICING OF AIR VALVE
4.1. GENERAL DESCRIPTION 307
4.2. DISASSEMBLY 308
4.3. ADJUSTMENT 308
4.4. INSPECTION 508

281
 9B. Suspension (Air Spring)

1. General description utilizes a torsion bar that is actuated to put the

body back in normal position only when the
1.1. Front and rear air spring body has been inclined laterally. It does not
work when the body moves up and down
1.1.1. Front Air Spring uniformly. Each end of the torsion bar is
connected to the support beam through a
The front suspension is designed to have rubber bushing. Also, each side of the torsion
variable throttle type air springs, one on each bar is provided with an arm which connects
side, secured by bolts between the bottom through a link rod the to body structure
surface of the longitudinal member and the top member.
surface of the front axle. The air spring is not
provided with transverse rigidity; therefore,
three torque rods and a radius rod (guide link,
which is positioned perpendicular to the torque
rods) are employed so that the front axle may
be fixed in position. The torque rods, one each
on the right and left of the bottom side and one
at the top center, are connected to the bracket
on the front axle side at one end and to the
body structure member ant the other, through
conical rubber bushings.
The lateral rod, likewise, is connected through
similar rubber bushings to both the axle and
the body structure member so as to fix the axle
position in both longitudinal and lateral
directions.

1.1.2. Rear Air Spring

The rear suspension is designed to gave two

variable throttle type air springs on each side,
right and left, which are mounted, with bolts,
between the bottom surface of the longitudinal
member and the top surface of the support
beam which is secured by bolts to the rear axle.
Two torque rods and two radius rods are used
with the rear axle, also. Two torque rods are
mounted on each side at the bottom , and two
radius rods are mounted on the top. The bottom
rods are connected to each other by a pin to
which rubber has been heat boned, while the
double rod is connected through a slotted
conical rubber bushing to the body structure
member.
This rubber bushing must be installed so that
its slots are positioned at the bushing ends. The
rods are also used for keeping the axle properly
positioned in the lateral direction.

1.1.3. Stabilizer

Suspension springs that are two soft cause a

vehicle to roll or be inclined outward (from
centrifugal force ) when making a sharp turn.
To eliminate this trouble, a stabilizer is
mounted on the support beam. This stabilizer
282
 9B. Suspension (Air Spring)

1.2. Specification

Front Rear

Distinction BH BH BH BH BH BH116 BH BH
115 116 117 120 115 STD WIDE 117 120

Type Variable throttle type with stabilizer

Effective dia. (㎜) 250 260 250
Design height (㎜) 270 270
Air
Max. out. dia. (㎜) 310 316 310
Spring
No. of springs 2 4

Stroke of Extension 100

spring(㎜) Comp. 100
Type Double acting telescoping type
Out. Dia.( ㎜) 86 74.5

Shock Base shell dia.( ㎜) 76.3 65

Absorber No. of S/A 2 4
Extension 640 545 636
Compression 407 338 391
L/V No. of levering valve 1 2

283
 9B. Suspension (Air Spring)

FRONT AIR SUSPENSION IN DISASSEMBLY VIEW

MODEL BH115/116/117/120

284
 9B. Suspension (Air Spring)

1. Air spring A-Front 21. Nut-hex M18x1.5

2. Shock absorber A 22. Bush-rubber
3. Bracket –torque rod, upper 23. Washer
4. Pin-frame side 24. Stabilizer bar
5. Washer-plain 25. Bush-rubber
6. Washer-spring 26. Support
7. Nut-Hex M18x1.5 27. Bolt-Hex M12x1.25
8. Nut-Hex M24x1.5 28. Washer
9. Washer-spring 29. Rod A-W/bush
10. Torque rod A-upper 30. Washer-spring
11. Torque rod A-lower 31. Washer-spring
12. Radius rod A 32. Nut-Hex, M20x1.25
13. Bush-rubber 33. Arm-leveling
14. Bush-pin 34. Turnbuckle
15. Plate-end 35. Bolt-Hex, M14x1.5
16. Plate-end 36. Washer-spring
17. Lock plate 37. Nut-Hex, M14x1.5
18. Bolt-Hex M16x1.5 38. Blot-Hex, M14x1.5
19. Valve A-leveling 39. Washer-spring
20. Bracket-radius rod front 40. Nut-Hex, M14x1.5

285
 9B. Suspension (Air Spring)

REAR AIR SUSPENSION IN DISASSEMBLED VIEW

Model BH115/116 ( STD TYPE )

286
 9B. Suspension (Air Spring)

1. Air spring A-front 18. Bush-rubber

2. Spacer-air spring, rear 19. Plate-end
3. Beam A-air suspension 20. Nut
4. Shock absorber A 21. Pin-radius rod rear
5. Pad – U bolt 22. Lock plate
6. U bolt 23. Bar-stabilizer rear
7. Nut 24. Bush-rubber
8. Washer-spring 25. Retainer
9. Torque rod A-lower 26. Bolt-hex M8x1.25
10. Radius rod A-rear 27. Nut-Hex M8x1.25
11. Plate-end 28. Washer-spring
12. Pin-stabilizer bar 29. Rod A-stabilizer bar
13. Bush-rubber 30. Cushion rubber
14. Bush-pin 31. Plate-end
15. Bolt-Hex M16x1.5 32. Washer
16. Nut-Hex M27x1.5 33. Nut-lock
17 Stud-axle side 34. Nut-lock

287
 9B. Suspension (Air Spring)

REAR AIR SUSPENSION N DISASSEMBLED VIEW

MODEL BH117/120 ( WIDE TYPE )

288
 9B. Suspension (Air Spring)

1. Beam A-side 24. Radius rod A

2. U bolt-spring, rear 25. Nut
3. Pad-U bolt rear 26. Washer-spring
4. Air spring A-rear 27. Plate-end
5. Spacer-air spring, rear 28. Pin-torque rod
6. Shock absorber A 29. Bush-pin
7. Stabilizer bar 30. Bush-rubber
8. Support 31. Plate-end
9. 32. Lock plate
10. Bolt-Hex M12x1.25 33. Bolt-Hex M16x1.5
11. Washer-spring 34. Plate-end
12. Rod A-W/bush 35. Stud-axle side
13. Plate-end 36. Nut-slotted
14. Nut-Hex, M18x1.25 37. Nut
15. Washer 38. Nut-lock
16. Washer 39. Pin-split
17 Bush-rubber 40. Pin-radius rod
18. Pin 41. Valve A-leveling
19. Washer 42. Arm-leveling
20. Washer-spring 43. Turnbuckle
21. Nut-Hex M16x1.5 44. Bolt-Hex M12x1.25
22. Key 45. Washer-spring
23. Torque rod A-rear 46. Nut-Hex, M12x1.25
47. Washer-spring

289
 9B. Suspension (Air Spring)

FRONT AIR SPRING IN DISASSEMBLED VIEW

MODEL BH115/116/117

1. Diaphragm (Air bag) 4. Piston A

2. Plate A-upper 5. Nut-Hex M12x1.25
3. Buffer 6. Washer-spring

290
 9B. Suspension (Air Spring)

REAR AIR SPRING IN DISASSEMBLED VIEW

MODEL BH115/116/117/120

1. Diaphragm (Air bag) 4. Nut-Hex M12x1.25

2. Plate A-upper 5. Washer-spring
3. Piston

291

2. Servicing of air suspension
2.1. Disassembly
2.1.1. Front Suspension
▣ Air removal
Brace the front and rear wheels and discharge
compressed air form the entire air suspension
system by opening the drain cock on the main
tank.
It is to be noted that removal of compressed air
from the air suspension system causes lowering
of the vehicle height by 100mm.
▣ Jacking
Jack up the vehicle by setting the jack against
the jacking point of the vehicle body. It is
dangerous and not advisable to position a piece
of wood or other spacer between the jack and
vehicle body.
▣ Raising of axle
Jacking up the body beyond 200mm with the
axle held against the stopper rubber with
compressed air discharged means the support
the weight of the axle assembly only with air
springs, down stoppers and shock absorbers
292
9B. Suspension (Air Spring)
with a chance of damaging these parts.
Therefore, it is advisable to fasten the body and
axle together using a wire before jacking. It is
also to be noted that jacking up the front axle
only may bring the rear lower face of the body
into contact with the ground.
▣ Removal of wheels
Check that the vehicle is held securely, then
jack up the front axle and remove the wheel.
▣ Loosen the drag link adjust plug and
disconnect the drag link and knuckle arm at the
knuckle arm joint ball.
▣ Leveling valve removal
Remove the ball joint on the lower end of the
leveling valve connecting rod and release
compressed air in the pneumatic system by
stroking the lever several times. Do not loosen
the turnbuckle on the leveling valve connecting
rod.

▣ Flexible hose removal
Disconnect the brake flexible hose at the wheel
cylinder.
When disconnecting the brake flexible hose,
use care so as not to spill brake fluid over the
bellows and torque-rod rubber bushing.
▣ Removal of shock absorbers
Remove the nut from the shock absorber pin at
ends and take out the shock absorber.
▣ Diaphragm removal
1) Remove the pipe end eye joint bolt above
▣ Torque rod and radius rod removal
1) Check that front axle is supported on jack
securely.
2) Remove the three bolts on the axle side of
the torque rod and radius rod, then remove the
lock plate together with the end plate.
3) Loosen the three bolts attaching the end
plate to the body side of the torque rod and
remove the rod.
Note. Mark the upper and lower torque rods on
each side to prevent interchanging.
4) When three torque rods are removed, move
293
9B. Suspension (Air Spring)
the front air spring, then disconnect the air pipe
extending from the leveling valve. Remove the
nuts fastening the end plate and flange and
front axle and piston, then remove the air
spring assembly.
2) Remove the nut fixing the lower side piston
and stopper, then remove the diaphragm
assembly.
3) Compress the diaphragm inwards.
4) Remove the throttle valve from the flange
the axle slightly forward and remove the radius
rods in the similar manner.
Note. The rubber bushing is press-fitted to
each end of the torque rod and nylon is fitted to
the inner tube into which pin is assembled via
the collar. Tap out the pins carefully.
▣ The front axle assembly is separated from
the body when the above steps are followed.
The arrangement of front side knuckles and
front hubs is in common to the model with leaf
spring type suspension system.

2.1.2. Rear Suspension
▣ Air removal
Brace the front and rear wheels securely.
Discharge compressed air within the air
suspension system by opening the drain cock
on the main tank. It is to be noted that removal
of compressed air causes lowering of the
vehicle height by approximately 100mm.
▣ Jacking
Set the jack against jacking point of the vehicle
body.
▣ Raising of axle
Jacking up the beyond 185mm with
compressed air removed and with axle held
against the stopper means to support the weight
of the axle assembly only with the air springs
▣ Stabilizer removal
1) Loosen the ball joint nut on the upper and
lower ends of the stabilizer rod and disconnect
the stabilizer rod at the lower end, then remove
the nuts on the chassis frame side and remove
the stabilizer rod assembly.
2) To remove the stabilizer bar, loosen the cap
bolts on the right and left side beams, then
remove the cap by supporting the bar. Remove
the stabilizer bar.
▣ Leveling valve removal
Remove the ball joint on the lower end of the
leveling valve connection rod.
294
9B. Suspension (Air Spring)
and shock absorbers with a chance of
damaging these parts. To prevent this, the axle
should be fastened to the body before jacking.
▣ Removal of wheels
Check that the vehicles body is supported
securely, then jack up the rear axle and remove
the wheels.
▣ Propeller shaft removal
Remove the flange yoke bolts on the
differential side yoke and disconnect the
propeller shaft.
▣ Flexible hose removal
Disconnect the brake flexible hose at the 3 way
joint exercising care so as not to spill brake
fluid over the diaphragms and torque rod
rubber bushings.
Remove the bolts mounting the leveling valve
body and take out the leveling valve assembly
from the bracket.
Do not disturb setting of the turnbuckle on the
connecting rod unless when vehicle height
adjustment is necessary. The connecting rod
unless when vehicle height adjustment is
necessary.
▣ Shock absorber removal
The rear shock absorber is mounted with rod
and can be removed in the following manner:
remove the upper and lower double nuts and
cushion rubber, then remove the shock
absorber by compressing it.

▣ Diaphragm removal
1) Remove the nuts fixing the flange and end
plate and piston to beam, then remove the air
spring assembly from between the right and
left side beams and sub frame.
2) Remove the lower piston and stopper fixing
nuts and remove the diaphragms.
3) To disassemble diaphragms assembly,
compress the diaphragms.
4) Remove the throttle valve assembly from
the flange. (for the model and optional
equipment)
▣ Torque rod removal
1) Remove the three bolts fixing the torque rod,
then remove the torque rod together with the
lock plate and the end plate.
2) Tap out the lower torque rod on each side
horizontally.
▣ Radius rod removal
1) remove the double nuts fixing the radius
rods, then remove the radius rod with the end
plate
2) tap out the upper radius rod on each side
horizontally.
Note. Keep torque rods on each side separate
to prevent interchanging.
▣ Beam removal
1) Loosen the U bolt nuts fixing the rear axle
to the beams.
2) Set a jock against the beam carefully to hold
the rear axle, then remove the U bolts and
beam.
▣ Remove the rear axle assembly
2.2. Inspection
2.2.1. Inspection of Air Spring Assembly
▣ Diaphragm
Check the diaphragm visually for deterioration,
cuts, cracks, tears, wear, deformation and
295
9B. Suspension (Air Spring)
deposit of foreign matter and replace as
necessary.
▣ Check the faces of the piston in contact with
the diaphragms for corrosion and correct or
replace necessary. At disassembly, wash clean
the diaphragms to remove, oil and wipe dry.
▣ When inspection the diaphragms
unassembled condition, check for presence of
dirt, frit and stones between piston and
diaphragms and clean as necessary.
2.2.2 Inspection of Torque Rods, Radius
Rods, Stabilizer Rods and Stabilizer Bars.
▣ Check these parts carefully for bending,
cracks and damage and replace with new ones
if found to be defective. The stabilizer bar is
integrated with the stabilizer arm by welding
and should be checked without disintegrating.
▣ Inspection of torque rod and radius rod
bushings. Check the rubber bushings for
deterioration, deformation, cracks and wear.
Replace the parts with new ones as necessary.
2.2.3. Inspection of Rear axle case and Beam
Check the rear axle case and beams for
distortion, cracks and wear at rod fitting faces
and correct or replace the part as necessary.
2.2.4. Inspection of shock absorber
The shock absorbers cannot be adjusted
without the aid of an essential tester. Replace
the entire shock absorber assembly when found
to be faulty.
▣ Inspection for oil leaks
A slight amount of oil seepage is a result of rod
and seal lubrication and it does not indicate
leaky condition.
▣ Testing
Touch the inner tube of the shock absorbers
with bare hand immediately after driving over
rough surface and check for increase in
temperature. Normal operation of the shock
absorber is accompanied by an increase in
temperature of the tube. If the shock absorber
remains cold, it is defective and should be
replace.
▣ Check the rubber bushings and support
 9B. Suspension (Air Spring)

rubber for deterioration, wear, cracks and

damage. Replace the parts as necessary.

2.2.5. Inspection of rubber bushing

▣ Check the guide bushings for wear and

correct or replace as necessary. The guide
bushings with a considerable amount of wear
must be replaced.

▣ Check the cushion rubber and support

rubber for deterioration, wear, crack and
damage. Replace the parts if found to be
defective.

296
 9B. Suspension (Air Spring)

2.3. AIR SPRING

2.3.1. Construction

▣ Front

▣ Rear

297

2.4. Reassembly
2.4.1. Front suspension
▣ Carry the front axle assembly to position of
installation using a garage jack or equivalent.
▣ Torque-rod and radius rod installation
1) Assembly the end plate and rubber bushing
to the pin on the radius rod and torque rod,
then mount the radius rod to the axle side
bracket. Install the bolts and nuts and leave the
nuts semi-tight.
Note. Never use oil or water as lubricant when
installing the rubber and bushing inner tube on
the axle side bracket.
Bring the front axle into alignment with the
body side brackets and install the bolts and
nuts. Leave the nuts semi-tight.
2) Install the remaining upper and lower torque
rods in the similar manner and leave the nuts
semi-tight. Install the bolts with the double nut
side turned inward.
▣ Diaphragm installation
1) Assemble the diaphragm ring, clip rings,
stoppers and end plates and piston in the
reverse order of disassembly.
298
9B. Suspension (Air Spring)
2) Install eth throttle valve and rubber seat on
the upper face of the air spring to the upper
side flange. Install the lower side of piston on
the front axle seat.
▣ Tightening of radius rod and torque rod
bolts. Loosen the rubber bushing on the rods
and adjust the fitting length of the air spring to
300mm with the aide of the jack. Turn in the
bolts on the rod until end plate on each side is
brought into contact with the pin, then lock the
bolts with the double nuts.
▣ Leveling valve installation
Install the leveling on the bracket and check
that the air spring is adjusted to the standard
length, then connect the joint ball on the
leveling valve connecting rod to the axle side
bracket (when properly installed, the leveling
valve lever is held nearly horizontal).
▣ Drag link installation
Connect the drag link to the knuckle arm.
Install and tighten the adjust plug to
specification.
▣ Air pipe installation
Connect the air pipe to the leveling valve, then
connect the pipe immediately above the
diaphragm using an eye joint.
Discard used gaskets and install new ones.
▣ Shock absorber installation
Install the shock absorber in position using
rubber bushing(install the nut to compress the
rubber bushing).
▣ Brake flexible hose installation
 9B. Suspension (Air Spring)

Connect the brake flexible hose to the wheel ▣ Beam installation

cylinder and bleed the hydraulic circuit.
Perform the operation carefully so as not to
allow brake fluid and r=grease into contact
with the diaphragms.

▣ Wheel installation
Install the wheels, lower the jack supporting
the axle. Brace the wheels and lower the jack
supporting the body.

▣ Adjustment of vehicle height

Carry the rear axle assembly to the position of

installation
Hold the right and left side beams horizontally
and install the pads on the lower face. Clamp
the beam and rear axle together with the U
bolts, the check that the parts are set properly
to maintain standard dimensions at the front
and rear.

Close the drain cock on the air tank and start ▣ Torque (radius) rod installation
the engine to fill the air suspension system
with air.
When the pressure of air reaches 6.4~7.3kg/㎠
and air suspension system becomes stabilized,
check that the vehicle height is within the
specified range. When the vehicle height
deviates from the specified range, adjust the
height of the air springs with the turnbuckle on
the leveling valve connecting rods. It is
allowable to adjust the height of the front and
rear air springs to a range within 300 plus or
minus 5mm depending on the operating
condition of the vehicle.

▣ Inspection for air leaks

Check the joints in the entire air circuit by
applying soap water.
If air leakage is found and cannot be stopped
by retightening, disassemble and clean the
parts and reassemble them using new gasket.

2.4.2. Rear suspension
▣ Wash clean the parts, paying particular
attention to faces in contact with the rubber
bushings, to remove all traces of oil, then allow
to dry.
Install the rubber bushing on the pin at the end
of the upper and lower torque rods.
Install the end plate on each end of the rod,
then install and semi-tighten the bolts or studs.
▣ Stabilizer bar installation
Install the tubular rubber bushing on each end

299

of the stabilizer bar and connect the bar to the
beam support. Install the cap and bolts and
leave the bolts semi-tight. Connect the rod
assembly to the stabilizer bracket on the lower
face of the frame, then connect the arm with
the rod.
▣ Shock absorber installation
Compress the shock absorber and connect it to
the axle side bracket using the support rubbers
and washer. Then, connect the frame side and
fully tighten the nut by expanding the shock
absorber.
▣ Diaphragm installation
1) Reassemble stoppers, end plates and piston
in the reverse order of disassembly.
2) Install the throttle valve and rubber seat on
the air spring, the connect the air spring to the
upper side flange. Connect the lower side of
piston to the diaphragm seat on the beam and
securely tighten the nut
▣ Leveling valve installation and retightening
of torque rod bolts.
Adjust the vehicle height and axle center to
specification and install the leveling valve by
connecting the connecting rod to the bracket on
the beam. Loosen the bolts fixing the upper
and lower side torque rods just enough to
remove force acting on the rubber bushing
tighten the bolts. Install the leveling valve and
pipes on the intake and outlet sides properly to
prevent air leaks.
▣ Retightening of stabilizer bolts
Loosen the cap to remove force acting on the
stabilizer bar and rubber bushings, then fully
tighten the cap bolts.
▣ Propeller shaft installation
Connect the propeller shaft and fully tighten
the bolts on the yoke.
▣ Brake flexible hose installation
Connect the brake flexible hose to the3 way
joint tightly, then bleed the hydraulic circuit.
▣ Wheel installation
Install the wheels after checking to make
certain the axle is tightly supported.
▣ Inspection for air leaks
Start the engine and allow pressure of air
300
9B. Suspension (Air Spring)
within the main tank to reach the specified
level, then check the joints of leaks by
applying soap water. When air leakage is found,
re-tight the joint. If the leakage cannot be
stopped, disconnect the joint and reconnect it
using a new gasket.
▣ With the pressure of air in the tank at normal
level, check that the height o the air springs is
within the standard value plus or minus 5mm
and variance in height between the springs is
within the limit of plus or minus 5mm. If the
height deviates from the specified range, adjust
with the turnbuckle on the leveling valve
connecting rod. Fully tighten the nut when a
correct adjustment is obtained.
2.5. Caution in inspection and servicing
▣ When inspecting and servicing the vehicle,
pay attention to keep oil from air spring. When
welding near air spring, always consider to
protect the air spring.
▣ When jacking up the vehicle rapidly leaving
axle beneath, the pressure in the air spring
decrease, and guard ring might get out of place.
After lowering the vehicle, make sure that the
guard ring is in the right position. ( Inspection
can be done by uncovering the protector)
▣ When parking vehicle for a long time, avoid
air spring being compressed by air discharging,
and keep it approximately normal height with
jack stands.

3. Servicing of leveling valve
3.1. General description
3.2. Operating principle
The vehicle body with is its leveling valve will
move down as the load on the body is
increased. The linkage between valve raises
both lever (f) and guide (d) via eccentric
cam(e).
As guide(d) moves up, it also lifts its pin, thus
opening inlet valve(b), allowing air from the
reservoir to flow through the valve via port 1
and check valve(a) into the air bellows which
are connected to ports 21 and 22. In order to
minimize air consumption, the outside of the
pin is machined in such a way that the passage
of air through the valve is regulated at two
levels depending on the deflection of lever(f).
301
9B. Suspension (Air Spring)
As the pressure in the air bellows increase, the
chassis height is adjusted, and lever(f) causes
inlet valve(b) to close. In this position, ports 21
and 22 are connected to each other via a
transverse throttle.
When the vehicle load is decreased, the reverse
process takes place. The vehicle chassis is now
raised by the excess pressure in the air
suspension bellows and lever (f) with eccentric
cam (e) and guide (d) are pulled down. This
causes the pin to be moved downwards from its
seat on inlet valve (b), permitting excess
pressure from the air bellows to escape to
atmosphere via drilling (c) and vent holes 3.
with this drop in pressure in the air bellows,
the chassis height is lowered and lever (f) is
returned to its normal horizontal position. As
drilling (c) is blocked by the pin resting on
inlet valve (b), the leveling valve is again in a
balanced position.
 9B. Suspension (Air Spring)

3.3. EVELING VALVE MAIN DATA

Part number 464 006 0002 0 464 006 100 0

3/2 Directional control valve Without With
Operating pressure Pe 13 bar max.
Dynamic bellows pressure Pe 15 bar max.
Permissible medium Air
Operating temperature range -40℃ to ±80℃
Linkage Round lever Φ6㎜
Nominal width leveling valve 2 x Φ3㎜
Nominal width height limiting valve - Φ6㎜
Weight 0.41㎏ 0.51㎏

3.4. Installation requirements
The valve is mounted either vertically with the
exhaust port facing downwards, or horizontally.
It is fastened to the chassis by means of two
bolts M8.
To simplify the installation and the adjustment
of the lever and the connecting linkage, the
unit can be locked into its neutral position by
means of a spike Φ3h8 or a straight pin Φ3h8
x 24 DIN 7 (see dimensional installation
drawing).
The connecting linkage can be mounted with
the vehicle at its normal level. The air
suspension valve is to be fitted with maximum
lever length wherever possible.
The rubber cap beneath the 3/2 –way valve is
to be removed for adjustment purposes and the
setting screw turned with a screwdriver Trox
T30: Turn it anticlockwise to reduce the
closing angle and clockwise to increase. One
full rotation is the equivalent of an angle of
approx. 13.
FRU : Please pay attention to the service data
of vehicle manufacturer.
With the aide of the table it is possible to
determine the increase in the vehicle`s height
up to the point when the supply air to the
raise/lower valve is cut off, as a function of the
closing angle and the lever length.

Using the hexagon head screw located on the

mounting of the round lever, the adjusting
lever can be fixed at random at any length.
Depending on the space available, it it possible
to use any offset for the lever. Bhy fixing or
turning the lever through 180 the valve can
optionally be actuated on the left or the right.
Depending on tis final mounting position
vertical or horizontal the lever is pushed
through one of the two holes, offset by 90, on
the adjusting shaft.

The leveling valve … 100 is delivered with a

closing angle of 30.
Adjustment is possible between 15 –45. a
closing angle>15 is not allowed, because the
section is reduced and it can be closed.

302
 9B. Suspension (Air Spring)

Once the body has been lowered onto the bump
stops using the raise/lower valve the height of
the chassis should be measured. The chassis is
then raised using the raise/lower valve. If the
permissible overall travel of the spring is
reached before the air suspension height
limiting comes into effect the raising process is
to be stopped and the vehicle lowered.
Important :
The transmission rods and air suspension
spring lever should not from a straight line
slince the linkage could invert and damage the
air suspension valve.
3.5. Maintenance:

By turning the setting screw on the stop valve No special maintenance is necessary beyond
anticlockwise it is possible to reduce the the tests required by law.
closing angel and thus the travel of the spring.
If the height limitation comes into effect before
the vehicle has reached the desired height the
vehicle should again be lowered. The setting
screw should be turned clockwise to increase
the closing angle and thus travel of the spring.
This procedure is to be repeated until the
desired travel of the spring ( equal to or smaller
than the maximum travel of the spring
specified by the axle manufacturer) is reached.
The setting screw is self-locking.

303
 9B. Suspension (Air Spring)

LEVELING VALVE ASSEMBLY IN DISASSEMBLED VIEW

1. Housing 10. Retainer ring 19. Clamping piece

2. Lip seal 11. Spring 20. Ring
3. V-ring 12. Stem 21. Connecting piece
4. Felt ring 13. Ring 22. Filter
5. Slide piece 14. Thread bush 23. Adjustment plate
6. Shaft 15. Felt washer 24. Washer
7. Screw 16. Breather 25. Screw
8. Lip seal 17. Valve
9. washer 18. spring

304
 9B. Suspension (Air Spring)

3.6. Inspection and service standards

3.6.1. Inspection and Service Standard Table

The table includes the inspection and service standards necessary to maintain proper operation the
leveling valves and air suspension assembly.

It is suggested that the leveling valve assembly be inspected and serviced by referring to the inspection
and service standard table.

Inspection interval
Remark
Inspection Items Daily 1 4 24 48

Check for exhaust port to leveling valve

O
and air piping for air leakage

Drain air tanks O

Drain leveling valve O
Clean air cleaner of air compressor
Clean filter on exhaust port O
Lubricate sliding faces O 2~3cc.
Adjust stabilized range O
Replace rubber parts O

…..Refer to Owner`s and Driver`s Manual 1………….. Every week or 1,000km

4………….. Every month of 4,000km
24…………. Every 6 months or 24,000km
48…………. Every year or 48,000km

305
 9B. Suspension (Air Spring)

3.6.2. Leveling Valve Inspection Procedure

Inspection of the leveling valve should be performed as listed below:

Inspection with leveling valve installed on vehicle

Inspection items Inspection procedure Correction

1. Inspection of pipe line
2. Inspection of intake valve
3. Inspection of discharging valve
4. Inspection of check valve
5. Inspection of filter in discharge valve and examine state of
port
6. Inspection of stabilized point Operate the lever slowly and
(also check for play and looseness measure the stroke of the lever from
in parts)
7. Other inspection
Check the joint, weld portions and
kinked portions of the pipe lines in
the air suspension system for leaks
visually and by using soap water.
Disconnect intake side joint to air
spring and hold main tank under
specified pressure. Hold the lever in
neutral position and check for leaks
at intake hold using soap water
Hold pressure of air in air spring at
specified level. Hold the lever in
neutral position and check air spring
for leaks at discharge port using
soap water
Hold pressure of air in air spring at
specified level and disconnect the
main tank side joint. Raise the lever
to hold intake valve in open state
and check the joint to the main tank
for leaks using soap water.
Lower the lever to open discharge
discharge of air to check for
restrictions in discharge port.
Hold pressure of air in main tank
and air springs at specified level.
intake valve opening point to
discharge valve opening points, at
the scale on the end of the lever.
grease the sliding faces of the parts
and check that grease is not exuded
from the discharge port as use of
excess amount of grease may cause
plugging of discharge port.
Check the entire parts visually for
damage
Correct or replace defective parts.
When air spring is found to be
leaking, the trouble could be due to
defective valve seal or seat.
Disassemble and check for presence
of foreign matter and clean or
replace parts as necessary. Replace
with a new one as necessary.
When discharge valve is found to be
leaking, wash clean discharge valve
assembly, then check for cause of
leakage and replace the parts as
necessary. Check the diaphragm for
damage and replace with a new one
as necessary . also check O ring at
joint for damage and replace as
necessary.
If leakage is found, the trouble
could be due to presence of foreign
matter or to defective valve seal or
valve seat. Disassemble the check
valve assembly and replace the
parts as needed.
If restrictions are noticeable, wash
clean the filter.
It the lever stroke deviates from the
standard valve, make an adjustment
with the adjusters. Adjustment is
necessary when lever travel is
excess of 16mm.
If a considerable amount of grease
is exuded, remove the end cover and
wiper clean the interior to remove
all traces of grease.
If the parts are found to be damaged
in contact with stones, etc. or if the
connecting rod bushings have a
play, replace the parts.

306

4. Servicing of valve
4.1. General description
The air circuit of model Bh115 is split into two
independent sections by means of the air valve
(refer to the piping diagram)
one section of the air circuit includes the air
compressor, air tanks, main air brake circuit,
etc and the other section is for supplying air to
the air suspension system, clutch minipack,
door engine, exhaust brake system, etc. the
valve remains open when the pressure of air at
each side of the valve is higher than the
specified level but when the pressure becomes
lower than the specified level, the valve closes
307
9B. Suspension (Air Spring)
to interrupt flow of air between the split
sections and thus maintaining the main air
brake system in normal function in the event of
a leakage in the latter circuit. Due to action of
the air valve, the circuit on the air tank side is
filled first as the entire air circuit is under low
pressure conditions and valve begins to open
when the pressure of air reaches 4.2kg/㎠,
allowing both circuits to be filled at a time.
(as the air valve is opened, pressure of air in
the air tank side lowers from 4.2kg/㎠ to
3.8kg/㎠ and both circuits are filled at a time
when the pressure of air at each side of the air
valve becomes equalized.

4.2. Disassembly
▣ Clean the exterior of the air valve to remove
dust, dirt or grit.
▣ Loosen the nut ⑦ and adjust screw ⑤ to
release tension of the spring ⑥.
▣ Loosen the 4 bolts evenly in progression and
remove them and take out the cover ④, so that
diaphragm assembly ② and spring seat ③
can be removed.
If a considerable amount of air leaks from
around the seat after reassembly and
adjustment, remove and wash clean the
diaphragm carefully.
If the seat contact is abnormal or the seat is
scored, lapping is necessary.
The diaphragm assembly should be replaced
with a new one if the amount of scores is
beyond correction.
4.3. Adjustment
▣ The air valve actuating pressure diagram is
as shown below.
308
9B. Suspension (Air Spring)
▣ To make an adjustment on the air valve,
proceed as follows:
Release compressed air in the air spring side
completely and adjust setting of the screw, so
that the valve begins to open when the pressure
of air in the air tank reaches 4.2kg/㎠.
When adjustment is completed, tighten the nut
and recheck operation of the valve.
4.4. Inspection
Apply compressed air of 4.2kg/㎠ to A side
and check that the valve opens. Submerge the
air valve assembly in kerosene with B side
plugged, then apply compressed air of 10kg/㎠
into the air valve from the A side and check for
air bubbles. Using a measuring cylinder, check
the amount of air leaking at the B side by
applying compressed air of 3.5kg/㎠ into the
valve from A side.
(Amount of leakage should be less than
25cc/min.)
similarly, measure the amount of leakage at A
side by applying compressed air of 5.0kg/㎠
into the air valve from B side.
(Amount of leakage should be less than
25cc/min.)
 SECTION 10

WHEEL AND TIRE

CONTENTS PAGE

1. GENERAL DESCRIPTION

1.1. MAIN DATA AND SPECIFICATIONS 311

1.2. CONSTRUCTION 311

1.3. TUNELESS TIRE 314

1.4. SNOW TIRE AND SNOW SPIKE TIRE 315

1.5. TIRE PERFORMANCE 315

2. SERVICING AND MAINTENANCE

2.1. DISASSEMBLY 318

2.2. INSPECTION 318

2.3. REASSEMBLY 319

2.4. TIRE ROTATION 320

2.5. TIRE INSTALLATION PERFORMANCES 320

2.6. FRONT WHEEL BALANCING 321

2.7. TIRE WEAR 322

3. ABNORMAL TIRE TREAD WEAR AND MAJOR CAUSES 325

309
 10. Wheel and Tire

1. General description ▣ Ply rating

The road wheel assembly consists of tire and disc
wheel assembly which plays an important role of
supporting the weight of vehicle and road as it
rolls.
Major Function of Tire
▣ Load characteristics to support load
▣ Traction and braking force to carry engine
torque and brake force to road.
▣ Riding comfort to absorb shocks from road.
▣ Steering characteristics and directional stability
to permit changing direction.
The term “ply” refers to number of carcass cord of
the tire structure and in the past, number of layers
of cotton cord is used to represent the tire strength.
However, with the development of advanced tire
cord, the term “ply rating” is used to represent the
tire strength. Higher number of ply rating
indicates that higher inflation pressure can be used
in the tire.
In other words, tire higher inflation pressure can
be made to greater load with safety.

Tire Designation

In general, tire sizes are represented using various

codes which indicate tire width, rim diameter and
ply rating.
The following is the typical code used:

▣ Numeric

10.00 - 20 - 16PR
Ply rating

Nominal rim diameter

in inches (b)
Nominal section
width in inches (a)

310
 10. Wheel and Tire

1.1. Main data and specification

BM BF BS BH BH BH BH BH BH
Distinction
090 105 106 115E 115 115 116 117 120
11R-22.5-16PR
Size (FRT/RR) 10.00-20-16PR
10.00-20-16PR
Outer Dia.(mm) 1046 ~ 1076

Tire Max. width (mm) 293/274

Tire inflation
11R-22.5-16PR : 115 ~ 120
pressure (psi)
Air valve type 10.00-20-16PR : 95 ~ 100
Disc
size 7.00T x 20 8.25 x 22.5 / 7.00T x 20
Wheel

1.2. Construction

311

The tire assembly is composed of inner tube, air
valve, flap and tire.
It is important to use inner tube selected according
to the size of the tire. To permit installation or
removal of air into or from the inner tube, and air
valve is provided on the inner tube.
A flap is used to seal air valve hole in the rim and
to protect inner tube against damage in contact
with tire bead.
It is strongly advisable to use the flap that fits
properly to the rim and tire bead.
The disc wheel assembly consists of pressed steel
disc to which rim to welded.
1.2.1. Tread section
The tire consists principally of sections which
include tread, carcass, breaker or belt and beads.
The tread section can be split into tread shoulder
section and side walls both of which have
different functions.
▣ Tread section
The term “tread” represents the outer layer of tire
used to protect the carcass cord against wear
damage.
The tread section has on its face a tread pattern
carefully designed to drain water on wet surface
as well as to present tire slippage when a hard
traction or braking force is applied.
▣ Carcass section
The carcass section is made rugged to withstand
load on the tire, stocks from the road and inflation
pressure.
On bias tires, the carcass cord is belted diagonally
across the beads and on radial tires, the carcass
cord is belted radically across the beads.
312
10. Wheel and Tire
▣ Bead section
The tire beads include high tensile carbon steel
wires bundled together to support the ends of
carcass cord and to secure the tire to rim of the
wheel.
Generally, a slight interference is provided
between the beads and rim of the wheel, so that
beads can be fitted tightly into the rim when the
tire is inflated.
▣ Breaker section
The breaker is bias design and serves to protect
the carcass cord against shock load and to prevent
disintegration of tread and carcass.
1.2.2. Tread Patterns
▣ Tread patterns of various designs are used for
following purposes.
1) To prevent skidding and side slippage of tires.
2) To facilitate dissipation of heat generated
within the tire.
3) To prevent cuts or other damage to the tread
from spreading.
4) To provide a positive traction or steering ability
depending on vehicle models and types of service
intended.
▣ The tread patterns can be classified broadly into
rib type, lug type and block type but for practical
applications, these basic patterns are combined in
various forms to provide special characteristics
desired.
 10. Wheel and Tire

1) Rib design

Block design has independent blocks on the tread

face.
The tread with longitudinal grooves cut along the
outer circumference of the tread face is called rib Feature:
design.
Features : 1. Excellent in traction and braking force
2. Insures excellent mobility in snow and mud
1. Low in rolling resistance
2. Excellent in riding comfort 4) Combined rib / lug design
3. Excellent in steering stability with reduced
possibility of side slippage.
4. Low in tire noise

2) Lug design

This design combines the features of rib and lug

designs.

Features:

Tire tread with transverse grooves cut across the 1. Ribs at center of tread insure running
tread face is called lug design. stability and prevent side slippage.
2. Lugs at shoulders of tread provide excellent
Features : traction and brake force.

1. Provide better traction and broken and brake

force.
2. Provide better traction on rough surfaces.

3) Block design

313
 10. Wheel and Tire

1.2.3. Classification

▣ Radial tires

Carcass cord arrangement is equal to that of bias

Carcass cords are radially arranged with belt laid
in longitudinal direction to increase tread rigidity.
Features :
design but belts are placed over the carcass cord
to combine the advantages of radial and bias
designs.
1. The road performance of belted bias design
tires is intermediate between radial and bias
design tire performance.

1. High in resistance to wear 1.3. Tubeless tire

2. Less in heat generation
3. Excellent in running stability
4. Low in rolling resistance an excellent in
high speed durability
5. Excellent in brake action

▣ Bias design

▣ Both the tubeless tire and the rim should have

excellent air retentivity as air is retained between
the tire and rim without the aid of any sealer.
Both the rayon and nylon that are used in the
manufacture of the conventional pneumatic tire as
the cord material are permeable to air while the
rubble protecting the cord is also permeable to air
Carcass cords are belted across the tire alternately therefore, if the conventional using the inner tube,
and guarded with breaker. ply separation or tread separation will result. To
prevent this, the inner face of the tubeless tire is
Features : lined with butyl rubber sheet which is equivalent
to the inner tube.
1. Excellent in general performance
2. Excellent in riding comfort ▣ The tire bead is generally protected with the
chafer consisting of a thick textile coated with a
rubber is not adequate for use in the tubeless tire
▣ Belted bias design because it is not sufficiently high in resistance to
314

air.
▣ For this reason, a thick textile made up of
fishing gut which is less permeable to air, or an
ordinary thick textile chemically treated to
improve impermeability to air is used as the base
material and is coated with rubber sheet to form a
chafer. The chafer is bonded to the bead not only
to improve air rententivity but also to protect the
bead against damage resulting from careless
installation or removal of the tire to or form being
exposed even if the bead is damaged.
To improve sealing between the tire bead and rim,
the tubeless tires are made smaller in diameter
with respect to the rim.
Some of the tubeless tires have their bead ridged
to improved air retentivity.
1.4. Snow tire and snow spike tire
▣ Principles of snow tires
The snow tire has deep grooves in the tread which
work into compress it with the load on the tire.
Snow becomes compressed in direction of motion
when the tire is provided with a traction.
The snow tire utilizes these combined action to
kick caked snow which tends to resist this action.
This resistance is called shear resistance of snow
which is utilized by the snow tire in combination
with scraping action of the tread edges, to obtain a
traction.
▣ Snow spike tire
315
10. Wheel and Tire
On ice or frozen surface, the snow tires fail to
provide a sufficient traction an snow spike tires
have been developed to meet the demands. Spikes
are driven into the tire tread far enough to keep
their ends projected beyond the tread face, so that
they work into ice to provide a traction or braking
force.
Limit of performance of snow and snow spike
tires
The snow and snow that of the conventional tires,
to provide a sufficient traction on ice.
However, traction provided tends to decline as
wear in the tread advances and to indicate the tire
service life or limit, platforms wear indicator ) are
provided in the tread grooves that appears as the
tread wear becomes 50 percent.
1.5. Tire performance
1.5.1. Tire wear
The rate of tire varies depending on tire materials.
However, the rate is known to increase with the
amount of slippage that occurs in area of thread in
contact with the road surface and with the force
acting horizontally over the contact face.
Tire wear is under the influence of the following
factors.
▣ Inflation pressure
The lower the inflation pressure, the greater
becomes the rate of slippage of tread face and rate
of wear.
▣ Load
And increase in the tire load causes to increase the
rate of flexing of tire, contact area, slippage of
tread on road surface and tangential force acting
on the face of the tread in contact with the load
surface, accelerating tire tread wear.

▣ Speed
Tangential force acting the tires through traction,
braking while the vehicle is in motion increases in
proportion to speed squared.
In addition, tire temperature increases with an
increase in the speed, causing wear resistance of
tread rubber to deteriorate.
▣ Cornering
When cornering, the vehicle is subjected to
centrifugal force in proportion to the speed
squared and to reciprocal of the radius of the
curvature.
To combat the centrifugal force, tires slip and
tread deforms to produce a centripetal force which
permits cornering when balanced with the
centrifugal force.
The affect of cornering over the rate of tire wear is
great and the rate of tire tread wear I great and the
rate o tire tread wear is known to increase in
proportion to the tire slippage angle squared.
▣ Brake performance
As the relations between braking and rate of wear
are diagrammatically represented, the greater the
vehicle speed, the greater becomes the slippage
and braking force acting on road contact face of
the tire tread, to absorb the energy in proportion to
the vehicle speed squared, causing the rate of tire
tread wear to increase.
▣ Road condition
▣ Temperature
316
10. Wheel and Tire
It is advantageous to use synthetic rubber tires in
areas where variations in temperatures are high in
rate because the affect of temperature over (SBR)
is less than that of the natural rubber tires (NR).
Advantages of higher wear resistance of synthetic
rubber tires over natural rubber tires become more
pronounced when the
temperature exceeds 16℃.
1.5.2. Heat Generation
Severe flexing takes place at road contacting face
of the tires, and energy that tire cords, tread rubber,
etc. receive in the form of hysteresis loss, friction,
etc. is converted into heat which causes the tire
temperature to increase.
Since the tire rubber, tread rubber, etc. are poor
conductor of heat, heat generated tends to build up
with in the tire and causes the tire temperature to
increase util a balance is obtained between heat
generated tends to balance with the rate of heat
dissipation with in 1 to 2 hours of continuous
driving and causes the tires to reach maximum
temperature.
▣ Tire inflation pressure
The tire generates heat through flexing of side
walls and tread section in contact with the road
surface, and flexing action becomes more violent
as the inflation pressure further.
▣ Load
The rate of flexing of tire increases with the tire
load and causes the tire temperature to increase.
▣ Speed
Rotating speed of tires increase with the vehicle
 10. Wheel and Tire

speed and resulting increase in the number of

impact of the tire tread with irregularities on the
road surface causes more heat to be generated.

▣ Tread depth
Reduction in the tread depth will cause tire
temperature to lower due to reduced rate of
hysteresis loss and increased rate of heat
dissipation. This means that most heat is
generated when tire is new.

▣ Tire construction
When compared with bias tires, radial tier is lower
in rate of heat generation. The radial tire is lower
in rate of flexing of tread section and is therefore
lower in rate of hysteresis loss.

317
 10. Wheel and Tire

2. Servicing and maintenance

Road Wheel Assembly In Disassembled View (Rear)

1. Tire A 4. Bracket-Wheel cap FRT 7. Wheel cap-FRT

2. Disk wheel A-7.00T, 20 5. Wheel cap-RR 8. Bracket-Wheel cap FRT
3. Wheel Cap-FRT 6. Bracket-Wheel cap RR

2.1. Disassembly
▣ Insert pry bars alternately into position between
▣ Deflate tire by removing core from the air the rim and flap. Disengage tire bead from the
valve. disc wheel.
Mark setting position of the air valve on the tire.
▣ Remove the inner tube from the tire using care
not to scratch the inner tube.

2.2. Inspection

2.2.1. Tire Assembly

▣ Check tires for abnormal wear, broken cords,

deterioration in material and bead damage.
Check inside of tires for damage and presence of
foreign matter.

▣ Check tire tread for stones, nails and other

▣ Disengage tire bead from the rim using a tire foreign matter.
changer.

▣ Insert a pair of pry bars ( approximately 20mm

in width ) alternately into grooves in the side ring
and remove the side ring.

318

▣ Check inner tube for swelling, deformation and
deterioration in material.
Check air valve and valve seat for damage.
▣ Check tires for run-out using a surface gauge. If
a considerable amount of run-out is noticeable,
check disc wheel for distortion an correct as
necessary.
2.2.2. Disc Wheel
▣ Check the rim, flange and base for corrosion
and deposit of rubber and other foreign matter. If
corrosion is noticeable , clean with a wire brush or
sand paper.
▣ Check condition of welding on rim and disc.
Check wheel pin holes for wear and cracking.
Replace the disc wheel if any abnormal condition
is noticeable.
319
10. Wheel and Tire
▣ Check the rim for distortion and disc wheel for
run-out in the following manner: Mount the disc
wheel to the hub and turn the wheel slowly with
the probe of a dial indicator or surface gauge
resting on the wheel.
Unit : ㎜
Standard value
Limit for use
for assembly
Disc wheel run out
( vertical and from side 3.0 or less 5.0 or less
to side )
2.3. Reassembly
2.3.1. Tube Tire
▣ Insert the inner tube into the tire.
To facilitate smooth installation of inner tube into
the tire, inflate the inner tube slightly and apply
small amount of glycerine, silicone powder or talc
power to the inner tube and inner face of the tire.
▣ Install the flap paying attention to the position
of air valve.
▣ Fit tire to the disc wheel by aligning air valve
on the inner tube with the air valve fitting hole in
the disc wheel. Set the air valve into the hole in
the rim using a pry bar.
▣ Install the side ring into position using a pry bar
and hammer.]
▣ Inflate the inner tube to a certain extent an
check that tire bead is in good contact with the
side ring, then inflate the tire to specified pressure.
▣ Check tire for air leakage.
Install valve cap.
 10. Wheel and Tire

2.5.1. Single Tire

2.3.2. Tubeless Tire
▣ When installing the wheel pin nuts, clean
▣ Assemble the air valve for tubeless tire with the threads with a wire brush and lubricate with oil.
rim hole.
▣ Tighten the wheel pin nuts to specified torque
▣ Clean the rim bead seat with dry clothes on only and avoid over-tightening.
which tire bead is mounted.
▣ On double tires, install the air valve on the
▣ Apply grease on the former tire bead an the inner and outer tires in position opposed to each
upper bead seat of rim. other for convenience of inflation pressure
adjustment.
▣ Fit the former tire bead on the upper rim an let
vise-grip plier play a role of anchor by jawing a Nut torque : 45 ~50kg-m
rim flange.
▣ It is advisable to use new tires to on the front
▣ Start to fit the latter tire bead to the upper rim side and to transfer them to the rear when 1/3 of
using a lever and make use of another lever in their estimated service life is covered.
case of need.
2.5.2. Double
▣ Complete the tire assembling work by applying
grease on about 150mm length of tire bead which
can not be fitted easily.

2.4. Tire rotation

Condition of tire tread wear varies depending on

the position of the tire on the vehicle, and rear
tires normally receive even wear as they are
subject to traction power and braking force
alternately.
However, front tires tend to receive uneven wear
as they are under a direct influence of the ▣ The amount of offset of disc wheels is carefully
suspension system, steering system and front end determined to prevent direct contact between the
alignment while being subjected only to braking tire side walls and to permit installation of tire
force. chains.
To even out tire wear, it is strongly advisable to The use of disc wheels with insufficient amount of
rotate tired as illustrated below. offset or under-inflation could cause direct side
wall to side wall contact.

▣ On double tires, it is important to use the outer

and inner tires of a size, ply rating and material-
for if tires of different sizes are installed, larger
tires are made to carry heavier load. The use of
nylon and rayon tires in combination and tires of
different makes and design is not desirable.
If the use of different size tires is unavoidable,
install larger size tire on the outer position.

2.5. Tire installation precautions

320

2.6. Front wheel balancing
Due to continuous development of surface traffic,
chances have increased not only for cars and
medium-sized trucks but also for heavy duty
vehicles to drive continuously at high speed.
High-speed driving may be accompanied by
unique phenomena such a steering shimmy,
pitching, etc. which are not experienced through
driving at low an medium speed, and need has
arisen for balancing front wheels in order to
minimize these troubles.
However, most tire balancing on the market are
designed for small and medium size tires, and
those for large size tires are very limited in
number and costly, and are generally too large in
scale for general applications.
The following section introduces simple methods
of statically balancing large size tires so as to
minimize adverse effect of tire unbalance on the
vehicle.
2.6.1. Balancing of front wheel on vehicle
▣ Prior to balancing tires, drive the vehicle for 5-
10 km or more in winter. ( This is necessary to run
in hub bearings, to remove flat spots and to heat
bearing grease.). Jack up the front axle and loosen
the bearing nut just enough, so that the wheel
begins to rotate before the reading of pull scale
becomes 300g when checked by pulling the wheel
pin with a pull scale in tangential direction of
rotation.
Note. Do not loosen bearing nut beyond need, or
effort required it turn the wheel will increase. Pull
test should be repeated at least three times with
pull scale hooked to different wheel pins.
▣ Start the engine and turn the wheel 2-3 turns an
release hand. Wait until the wheel comes to stop
to locate heavy stop.
Repeat the test at least three times and mark
bottom position on tire each time the wheel comes
to a complete stop. Compare the marks to obtain
averaged heavy spot.
Note. Keep the engine running at idle while
making a test as engine vibrations are used to
locate heavy spot on the wheel.
▣ When heavy spot is determined, install counter
321
10. Wheel and Tire
weight (clay or equivalent) in position on the
outer edge og the disc wheel directly opposite the
heavy side of the wheel. To determine whether or
not the wheel is balanced, rotate th wheel to bring
the heavy spot in horizontal position in line with
the center of wheel and see if the wheel tends to
rotate by the effect of heavy spot. If the wheel
remains stopped, it indicates that the wheel is
balanced.
Now, install a balance weight equivalent in weight
to the dummy weight on the side ring.
▣ This method is useful to balance the wheels to
an extent to minimize adverse effect of wheel
unbalance on the vehicle.
Take a 10.00-20-14PR tire for instance, unbalance
of 13 cm-kg or more ( this is equivalent to a
balance weight of 450 kg on the side ring. ) will
result in steering shimmy or pitching at 60 km/h
or higher speed. However, the amount of
unbalance could be held within 3 kg-cm when the
wheel is balanced in the above-mentioned manner.
( maximum unbalance of 3 cm-kg could not be
detected through this test because of resistance in
the hub bearings and oil seals).
2.6.2. Balancing of Front Wheel With A Jig
▣ The balancing jig has a dummy knuckle spindle
as shown by A and is so designed that the wheel
to be checked can be mounted on the jig together
with the hub bearings.
As the wheel assembly is supported on the actual
knuckle spindle via the hub bearings B resistance
of bearing grease and oil seals cannot be
 10. Wheel and Tire

disregarded at the time of wheel balancing.

However, on the jig, the wheel is supported by the
bearings C, so that rolling resistance is very small
and may be disregarded.

▣ For this reason, the amount of static unbalance

of wheels (10.00-20-14PR) could be held as small
as to 1.3 kg-cm when the wheels are checked and
balanced using this jig. Balancing of wheels is
useful not only to minimize steering but also to
prolong service life of the tires. If is, therefore, 1) Excessive amount of toe-in will cause
recommended that wheels be balanced when excessive wear on the inner edge of the tread.
rotating tires.

2.7. Tire wear

Abnormal tire tread wear may be considered as

sickness assuming normal tire tread wear to be as
fatal.
Even though abnormal tire tread wear does not
always indicate critical conditions, it will
adversely affect the service life of the tire if the
tire used without removing the cause of trouble.
Cause of abnormal wear is generally indicated by
the type if wear developed on the tire tread. 2) Excessive toe-out will cause excessive wear on
Detection of abnormal wear and correction of the outer edge of the tread.
trouble in the early part of the tire service life is
important to obtain longest service life from the
tires.
The following paragraphs outline various types of
abnormal tire tread wear and possible causes.

2.7.1. Toe-in and Camber

Toe-in and camber angles are carefully

determined, so that front tires indicate side slip
angles, they will continuously receive a sided
force while driving and causes one sided tread 3) Excessive camber will cause of the tread.
wear and premeature wear.
If the front tires have a tendency of premature
wear, it is wise to check toe-in and camber angles.

▣ Toe-in and Camber wear

4) The same condition will result from bent front

axle.

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▣ Side force
▣ The influence of side force on tire tread wear is
well demonstrated at the circles. Making right or
left turns continuously will cause the tires to
receive a side force in one direction producting
feather-edging of ribs on the tread. As apparent
from the drawing, the condition of tread wear
indicates the type of force the tire has received,
showing condition of under-chassis parts and how
the vehicle has been operated.
2.7.2. Under-inflation
▣ Tires are designed and constructed to provide
satisfactory performance when inflated to
recommend pressure and use of tires under
improperly inflated conditions will result in
abnormal wear.
▣ Particularly, under-inflation promotes flexing
of tire side walls and slipping og tread over rolling
surface, accelerating wear on shoulders.
▣ Under-inflation causes excessive wear at
shoulders.
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10. Wheel and Tire
▣ Over-inflation causes excessive wear at center
of tread.
2.7.3. Out of Balance
▣ Spotty wear on the tire tread could be due to
out of balance or run-out of rotating parts such as
tire, rim, hub, etc.
▣ When driving at high speeds, out-of-balance or
heavy spot on the wheel promotes centrifugal
force and causes wheel tramp or shimmy thereby
accelerating abnormal thread wear.
▣ Run-out, out-if-balance or looseness of parts
causes spotty wear.
▣ Once the tire receives abnormal wear resulting
vibrations promote abnormal wear and lead to
early failure of tire tread.
When the tire gives a sign of abnormal wear, it is
wise to check the wheel for run-out and out-of-
balance. Rotating tires is one way to even out
tread wear before abnormal wear develops into
serious trouble. It is recommend to balance the
wheels before driving at high speeds.
2.7.4. Play and Looseness
Looseness in wheel spindles, kingpins or other
steering parts may cause wheel tramp producing
 10. Wheel and Tire

spotty wear on the tire tread.
If such a condition exists, jack up the front end of
the vehicle and check the wheels for run-out and
looseness. Spotty wear could also result from
dragging brake or out-of-round brake drum which
causes abnormal contact between the drum and
linings.
piece of broken glass and nail on roads is called
cut damaging.
The cut damaging occurs on tread, side wall and
portion where a tire chain used on a snowy comes
into contact, sometimes, this damaging is not
limited on the rubber portion if a tire but also it is
resulted in a burst.

2.7.5. Cornering Wear and Braking Wear ▣ Crack

Crack occurred on the rubber portion of a tire.
Crack may grow, adversely affecting the carcass
and cause the cord to be cut. As the major cracks,
there are ozone cracks, and the portion where a
crack occurs differs depending on the cause.

Quick stopping or hard cornering

accompanying squeal of tires is a great enemy of
tires as the screaming is a result of skidding of
tires, including that the tire tread is wearing
rapidly as if being cut with a file. And in an
extreme case a heavy spotty wear has occurred
after a single braking as a result of hard stopping
on a high way.
Once the tire receives spotty wear, the tendency of
localized wear becomes more pronounced, unless
corrective action is taken, showing how the
vehicle has been operated.

2.7.6. Phenomena and Tire Damages

▣ Separation
The breaker or carcass is separated from the tread
rubber, the breaker is separated from other
breakers, or the carcass is separated from other
breaking-up.

▣ Carcass breaking-up
A carcass cord is broken due to a fatigue. In a
serious case, the cord is broken toward the entire
circumference of the tire or a burst occurs. This
damaging occurs mainly in the range from the
shoulder and bead.

▣ Cut
A damaging of the due to foreign matters such as
324
 10. Wheel and Tire

3. Abnormal tire tread wear and major causes

Type of wear Cause (Points to be checked)

Spotty wear
1. Check tires and wheels for run-out
2. Check hubs and spindles for run-out and
Excessive flat spots
bending.
Change tire into
3. Check bearing and kingpins for play.
polygonal shape
4. Check rotating parts for out of balance.
gradually

1. Check rotating parts for out-of-balance

Excessive wear one sided 2. Check tires and wheels for run-ou
on tread 3. Check hubs and spindles for run-out and
bending.

1. This condition is caused by hard.

braking or abrupt starting(Once the tire
Excessive wear on sided receives spotty wear, the affected area tends to
on tread develop into premature wear.)
2. When a piece of canvas is installed within
tire.

Excessive wear at shoulder

1. Check camber and toe-in for out of
adjustment.
( in most cases, excessive
wear occurs at outer
2. Excessive wear caused by hard-cornering.
shoulder of tread.)

Excessive wear at 1. Check tire and wheel for run-out

shoulders opposed to
each other 2. Check hub bearings and kingpin for play.

Shoulder wear
1. This condition is caused by overloading
(Excessive wear
or underinflation.
at shoulders)

325
 10. Wheel and Tire

Type of wear Cause (Points to be checked)

Feather-edging 1. This condition is caused by talking curves

( on rib tires. Feather-like at excessively high speeds.
edges appear on one side of
ribs.) 2. Toe-in or camber out of alignment.

1. Feather-edging is liable to occur on lug

tires when they are used on the front side as
they are subject only to braking force.

2. When used on the rear side, lug tires generally

Feather-edging ( on lug tires. receive ever wear as they are subject
Feather-like edges appear on alternately to traction power and braking force.
one side of treads)
3. It is strong advisable to rotate lug tires
periodically in order to even out tread wear as
they are sensitive and type of wear that they
receive varies greatly depending on position of
installation on the vehicle.

326
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