1

Product
Training
Presentation

TA30 Unit Familiarisation

(Instructors Manual)

PRODUCT SUPPORT DEPARTMENT

TEREX EQUIPMENT LIMITED
MOTHERWELL
SCOTLAND
ML1 5RY

REF. NO. TA30UF775*

Terex Product Training TA30 Unit
Familiarisation

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Product Support Department

Further information on the TA30 Articulated Dumptruck can be obtained from the
following;

TA30 Sales Specification Form No. 775

TA30 Operators Hand Book OEH 775
TA30 Service Manual SM 775

The illustrations, technical information, data and descriptive text in this manual, to the
best of our knowledge, were correct at the time of print. The right to change
specifications, equipment and maintenance instructions at any time without notice, is
reserved as part of the Terex Equipment Limited policy of continuous development and
improvement of the product.

No part of this publication may be reproduced, transmitted in any form - electronic,

mechanical, photocopying, recording, translating or by any other means without prior
permission of Product Support Department - Terex Equipment Limited.

Please refer to TEREX Specification Sheets or consult Factory Representatives to ensure

that information is current.

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Slide Index

Slide Description Slide Description

Part 1 Part 2 (cont)

1 Terex Logo 21 System Protection Valve
2 Title and Description 22 Air Tanks
3 Front View 23 Emergency Relay Valves
4 Left View 24 Brake Pedals & Park Brake Control
5 Rear view 25 Pressure Converters
6 Right View 26 Brake Calliper & Park Brake
7 Serial Number Plate Location
8 Vehicle Dimensions Part 3
9 Vehicle Weights 1 Terex Logo
10 Unit Safety 2 Aux. Air Components
11 Engine Title 3 Trans. Diff. Lock & Retarder
12 Engine Technical Data 4 Front Suspenssion
13 Engine Oil Filter 5 Cooling Fan
14 Engine Fuel Filters 6 Hydraulic Tank
15 Engine Coolant Filter 7 Hydraulic Oil Specification
16 Engine Oil Fill and Dipstick 8 Hydraulic Tank Filter
17 Engine Oil Specification 9 Hydraulic Filter Restriction
18 Fuel Tank Location 10 Steering System
19 Coolant Fill Cap 11 Steering Pump
20 Air Cleaner Location 12 Steering Accumulator Valve
21 Air Filter Elements 13 Steering Accumulator
22 Air Filter Restriction Gauge 14 Steering Filter
23 Transmission Title 15 Steering Orbitrol Valve
24 Transmission Technical Data 16 Double Relief Valve
17 Steering Cylinders
Part 2 18 Body System
1 Terex Logo 19 Body Pump
2 Transmission Detailed 20 Body Hoist Valve
3 Transmission Oil Level Check 21 Body Control Lever
4 Transmission Oil Filters 22 Pilot Control Valve
5 Transmission Oil Cooler 23 Body Cylinders
6 Transmission Oil Specification 24 Diverter Tube
7 Transmission Gear Shift Control 25 Hydraulic Oil Cooler
8 Drivetrain Layout
9 Differential Lock Switch Part 4
10 Gear Oil Specification 1 Terex Logo
11 Front Suspension Schematic 2 Body
12 Front Suspension Actual View 3 Batteries & Master Switch
13 Rear Suspension Schematic 4 Fuses & Relays
14 Rear Suspension Interleaf Mount 5 Alternator/Starter Motor/Starter Relay
15 Frames Front and Rear 6 Electrical Bulkhead
16 Articulation and Oscillation 7 Operators Cab
17 Pivot-Actual View 8 Seats
18 Brake System 9 Dash
19 Air Compressor 10 Service Capacities
20 Air Drier 11 End

1. TEREX LOGO PART 1

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2. TA30 TITLE AND DESCRIPTION

This presentation is designed to familiarise you with the Terex Articulated 30 ton truck
(TA30). The 30 denotes a 30 US ton (27 metric tonne ) capacity. The truck has three axles
in permanent all-wheel drive 6 X 6.

3. FRONT VIEW

The cab complies to both R.O.P.S. and F.O.P.S. legislation. The narrow low profile hood
aids forward visibility. Fender indicators also assist the operator in conjunction with wire
steps to give easy access to service decks. All working areas around the cab are coated
with anti-slip material.

4. LEFT VIEW

This view shows the location of the door for entering the cab. There are various hand
holds to assist the operator on entering or leaving the cab.

The wheels are, each secured with (12) wheel nuts. Torque 590 Nm (435lbf/ft).

Check wheel torque every 50 hours (weekly)

Check tyre pressures daily, preferably before the machine is placed in operation. Refer to
Service Manual Section 8-3 for correct inflation pressures.

5. REAR VIEW

The rear view shows the body pivot pins, reversing light, stop and tail lights and
directional indicator lights. Mounted on the rear axle are the metal laminated interleaf
mounts.

6. RIGHT VIEW

Mounted on the front frame platform at the right hand side is the air filter. On the right
hand side of the cab is mounted the air conditioning and heater unit. Forward of the air
filter is the fuel tank and fuel filler cap.

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7. SERIAL NUMBER PLATE LOCATION

When requesting your dealers’ assistance always quote the information on the serial
number plate. Model Type and Serial Number.

The hour meter reading should also be quoted.

8. VEHICLE DIMENSIONS

Operators and maintenance personnel should always be aware of the machine dimensions.

Beware of overhead obstructions and overhead cables.

Shown are the main dimensions. See Operators Handbook or Service Manual
for more information.

9. VEHICLE WEIGHTS

Read chart.

Note : Payload is 27,000 kg, 27 metric tonne (30 US ton) Refer to operators
handbook Section 9-6.

10. UNIT SAFETY

Locked Position
Always connect the steering lock bar and oscillation lock pin before working in the
articulation area. This bar and pin are located on the right side of the machine at the rear
tractor area.

Always connect the steer lock bar and oscillation lock pin prior before lifting machine by
crane and when transporting by trailer/vessel.

Stowed Position
Disconnect the steering lock bar and oscillation lock pin and secure in the ‘STOWED’
position before operating the machine. The machine would not be free to steer otherwise.

Body Prop
Do not work under or near unblocked or unsupported body. Always use the body safety
prop, when making adjustments or servicing the vehicle in or around this area. Body prop
must only be used when the body is empty.

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11. ENGINE TITLE

The 10.8 litre Cummins M Series Range sets performance and efficiency standards.
Building on the proven design of the 10 litre L series, the new M series delivers productive
performance for efficient construction equipment operations. The resulting engine delivers
higher peak torque, meets 1996 emission standards and retains the fuel efficiency level of
the L series.

12. ENGINE TECHNICAL DATA

Make/Model Cummins MTA11-C300

Type 4 stroke, Low emission, Direct injection diesel,
Water-cooled, Turbocharged and Aftercooled.

Gross Power @ 2100 RPM 224kW(300HP)

Net Power @ 2100 RPM 214 kW(287HP)
Max. Torque 1376 Nm(1015 lbf ft) @ 1300 RPM
No. of Cylinders/Configuration 6 - In Line
Bore x Stroke 125 x 147mm (4.92 x 5.79 in)
Piston Displacement 10.8 litres(660 in3)
Air Cleaner Dry type - Double element
Starting Electric
Max. Speed No Load 2450 RPM
Max. Speed Full Load 2100 RPM
Idle Speed 675 - 750 RPM

13. ENGINE OIL FILTER

The engine oil filter is located on the Right Hand Side of the engine. Filter and oil should
be replaced every 250 Hours.

14. ENGINE FUEL FILTER

The fuel filter and water separator is located on the Left Hand Side of the engine.

Fuel Filter/Water Separator - Drain the water and sediment from the separator daily.

Filter should be replaced every 250 Hours

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15. ENGINE COOLANT FILTER

The Coolant Filter is located on the Right Hand Side of the engine.

The filter should be replaced every 250 Hours. The DCA4 additive concentration should be
checked.

16. ENGINE OIL FILL AND DIPSTICK

Shown are the engine oil fill and dipstick locations.

Oil Level Check - Position the vehicle on a level work area, apply the parking brake, shut
off the engine and wait at least five minutes (to allow oil to drain to the oil pan) before
checking the oil level. The oil level should be between the low (L) and high (H) marks on
the dipstick. Add oil if low.

Note: Never operate the engine with oil level below the low (L) or above the high (H)
mark on the dipstick.

17. ENGINE OIL SPECIFICATION

Engine oil with 1.00% sulphated ash is recommended. Sulphated as must not exceed
1.85% limit.

API Code CG-4 or CF-4

SAE Grade 15W-40

Note - The use of low viscosity oils such as 10W or 10W-30 can be used to aid in starting
the engine and providing oil flow at ambient temperatures below -5 oC(23oF). Continuous
use of low viscosity oils can seriously decrease the engine life due to wear.

18. FUEL TANK LOCATION

The fuel tank is located on the front right hand side of the vehicle.

Fuel tank capacity is 330 litres (87 US gal).

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19. RADIATOR COOLANT FILL CAP

This shows the location of coolant fill cap on remote header tank.

Coolant level should be checked daily.

Warning - Press red button on centre of cap to relieve pressure, before removing cap.

Cooling system capacity is 54 litres (14.3 US gal)

20. AIR CLEANER LOCATION

The dual dry element air cleaner is remote mounted horizontally on the right hand fender
of the machine.

The air cleaner prolongs engine life by removing grit, dust and water from the air as it
enters the engine. Grit and dust, combined with engine oil, forms a highly abrasive
compound that can destroy the engine in a comparatively short period of time.

A rubber vacuator valve attached to end cover in a downward position, ejects grit, dust
and water while the engine is running. Vacuator valve minimises the need for daily
servicing. Even though vacuator valve is normally under a slight vacuum when the engine
is running, pulsing of the vacuum opens and closes the rubber valve, expelling dust and
water as they collect. When the engine is stopped, vacuator valve opens and expels any
accumulated grit, dust or water.

21. AIR FILTER ELEMENTS

This slide shows the main elements of the Air Filter;

1. Primary element
2. Secondary element
3. Vacuator valve

The secondary element should never be cleaned and should only be replaced after the 3 rd
secondary element service.

The primary element can be cleaned up to approximately 6 times, depending on site

conditions and filter condition.

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22. AIR FILTER RESTRICTION GAUGE

Check the air restriction gauge daily. This gauge is mounted externally on the Right Hand
Side of the rear cowl (arrow) and shows when the system air flow is being restricted, by a
red band that gradually rises in the gauge window as air restriction increases. The red
band is locked when maximum allowable restriction is reached.

When the red band locks at the top of the gauge window the primary filter element should
be serviced. The air restriction gauge should be reset by pushing the red button on the
gauge, holding it for several seconds and then releasing it.

23. TRANSMISSION TITLE

Z.F. 6WG 260 fully automatic with manual over ride.

The transmission assembly consists of a torque converter close coupled to a countershaft

type gearbox with integral output transfer gearing. Automatic shifting throughout the
gears, 6 forward, 3 reverse. However, a manual over ride mode may be manually selected
should the driver wish to retain total control temporarily during difficult operation
situations. Lock up to lock up shifts in all forward gears preserves vehicle momentum
during gear changes.

A torque proportioning output differential transmits drive permanently to front and rear
axles. This differential may be locked by the driver for use on difficult traction conditions.
An integral hydraulic retarder is standard for controlled descent speed, with automatic
engagement should the engine approach over speed condition.

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24. TRANSMISSION TECHNICAL DATA

Make/Model ZF 6WG 260

Pressures;
Main 16 + 2 bar (232 + 30 lbf/in²)
Lockup (Wk) 14 ± 1 bar (190 ± 15 lbf/in²)
Retarder 5.5 bar (80 lbf/in 2 )
Temperatures:
Normal 80° - 110° C (176° - 230° F)
Maximum 120° C (248° F)
Stall Speed 1 655 ± 50 rev/min
Ratios:
Torque Converter 1.84:1
Transmission Refer to table

Forward
Gear 1 2 3 4 5 6
Ratio 5.35 3.45 2.21 1.42 0.97 0.62
KPH 5.0 8.0 12.5 19.5 29.0 45.0
MPH 3.0 5.0 8.0 12.0 18.0 28.0
Reverse
Gear 1 2 3
Ratio 5.35 2.21 0.97
KPH 5.0 12.5 29.0
MPH 3.0 8.0 18.0

INSTRUCTORS NOTE - NOW MOVE TO PART 2

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1. TEREX LOGO - PART 2

2. TRANSMISSION DETAILED

This slide shows us the main components of the transmission.

1. Retarder Oil Temperature Sender

2. Main Control Valve
3. Difflock Warning Light Switch
4. Lock up Solenoid
5. Engine Speed Sensor
6. Output Speed Sensor
7. Central Gear Train Sensor
8. Turbine Speed Sensor
9. Oil Temperature Sender (Gauge)
10. Breather

The transmission oil should be drained and replaced every 1000 Hours.

The transmission filters should be replaced every 1000 Hours.

The breather should be cleaned on a regular basis -weekly.

3. TRANSMISSION OIL CHECK

WARNING - When checking the oil level, be sure that the parking brake is applied and all
road wheels are securely blocked.
Check the transmission oil level and add oil if low, every 10 hours/daily.

4. TRANSMISSION OIL FILTERS

2 transmission oil filters are mounted on the rear LHS of the tractor unit.

Filters should be replaced after the first 100 hours of operation, there after, every 1000
hours.

5. TRANSMISSION OIL COOLER

The transmission oil cooler is located in front of the radiator. The transmission oil cooler is
connected in the cooling and transmission oil circuits, between the radiator and
transmission. The purpose of the transmission oil cooler is to maintain transmission oil
within its required operating temperature range.

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6. TRANSMISSION OIL SPECIFICATION

Use engine oil with 1.85% max. sulphate ash limit.

MIL-L-2104 C/D/E API Code CD, CE, CF

MIL-L-46152 C/D/E SF, PSG

7. TRANSMISSION GEAR SHIFT CONTROL

The EST-37 transmission is equipped with an electronic control unit (ECU) which
continually monitors the transmission and shift system electrical components and warns
the operator when a problem develops. It also takes action to prevent damage to the
transmission, and provides the serviceman with diagnostic capabilities so that problems
can be corrected quickly and easily.

The EST-37 transmission control has been designed to provide the driver with maximum
operational flexibility by allowing the choice of automatic or manual gear selection to
optimise vehicle performance under all operating conditions.

The transmission provides six forward gears, three reverse gears and a neutral position.
The gear positions are indicated on the LCD display located on the dash panel. The
transmission will only operate in the gear selected by the operator in the manual range,
or, when the lever is in the automatic range, shifts will occur automatically between 1st
and 6th gear, depending on operating requirements. The reverse gears 1st through 3rd
are manual mode only.

WARNING ; Before any welding is done on a machine equipped with an EST-37 shift
system, disconnect battery earth cable, battery supply cable alternator earth cables,
alternator supply positive cables and electrical connections at the ECU to avoid damage to
electrical components. Turn off battery master switch to isolate the batteries before
disconnecting any components.

KICK DOWN FEATURE

A kick down facility, which can be used when automatic mode is selected, allows for the
possibility of selecting a lower gear by pressing down fully on the throttle pedal and
holding. This can be used to provide a downshift on demand provided that the vehicle
speed is within the range allowable. That is, the vehicle is not travelling at a speed that
would result in the engine over-speeding in the lower gear. When driving with kick down,
the transmission will give earlier downshifts and later up-shifts. To disengage the
transmission kick down, release the throttle pedal and allow it to return to a light throttle
position.

Note : See Operators Handbook for additional information.

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8. DRIVE TRAIN SCHEMATIC

This schematic shows the drivetrain layout with the transmission separately mounted from
the engine and with three independent axles. The output drive from the transmission is
through a planetary differential with one third of the torque going to the front axle and
two thirds to the rear axles. To improve traction, the operator can lock this differential
together with the through drive differential located on the centre axle.

All three axles have limited slip. Note: Drivelines are sealed for life.

The ‘PARKING BRAKE’ disc is located on the pivot ‘thru’ shaft output.

Note: Warnings
Disconnecting the driveline between engine and transmission will stop the steering pump
from operating.

Removing the driveline between the parking brake and the rear axles or transmission, or
removing the axle shafts and planetary covers or pinion gears from the axles will make the
parking brake ineffective.

9. DIFFERENTIAL LOCK SWITCH

Shown is the location of the ‘Differential lock’ switch.

The differential lock switch in the cab when operated engages the differential locks in both
the transmission drop-box differential and the centre axle thru-drive differential for
improved traction when operating in soft or slippery conditions. The ‘AMBER’ ‘Differential
lock’ warning light on the instrument panel illuminates to alert the driver when the
differential locks are applied.

Note - Automatically acting limited slip differentials in each axle will retain traction on
most surfaces, therefore it should only be necessary to engage the differential locks in
extreme conditions.

OPERATING DIFFERENTIAL LOCK

To apply the differential locks, stop the machine with the service brakes and operate the
differential lock switch. Stop the machine and disengage the differential locks as soon as
possible.

Note: The differential locks can be pre-selected when machine is moving however, they
will only engage on the move when the machine speed is below 5 km/hr (3m/hr).

Note: Before driving in soft or slippery conditions, stop and engage differential locks.
Spinning wheels can result in damage to the transmission and axle differentials.

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10. GEAR OIL SPECIFICATION

Extreme Pressure Gear Lubricant MIL-L-2105 D API Code GL-5 SAE Grade 80W-90.

Note: Axles have limited slip differentials. If use of standard SAE 90 oil results in very
loud noise and jerking of the wheels when driving slowly round sharp corners, an EP oil
with limited slip additives should be used.

11. FRONT SUSPENSION SCHEMATIC

The TA30 front axle is mounted to a lead arm sub frame, which is hinged to the
mainframe by 2 widely spaced bushings at the rear, permitting a vertical movement of the
front axle of more than 100 mm (4 in). The suspension is provided by inflatable rubber
bellows which maintain ride height regardless of the payload. 4 heavy duty dampers
control the suspension movement on both bump and rebound.

12. FRONT SUSPENSION - ACTUAL VIEW

13. REAR SUSPENSION SCHEMATIC

The axles are connected to longitudinal rocking beams, which are pivoted at their centres.
The weight bearing down on the rear frame causes the rocking beams to move until the
load on each rear axle is equal. Between the underside of each beam end and the axle is a
bonded rubber/steel cushion that forms the shock-absorbing medium. The linkages are
mostly rubber-bushed.

14. REAR SUSPENSION - ACTUAL VIEW

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15. FRAMES FRONT AND REAR

The front and rear frames are all welded high grade steel fabrications with rectangular
box-section beams forming the main side and cross-members.

These are heavy-duty structures designed to withstand the loads incurred in the normally
arduous nature of articulated Dumptruck applications.

The red portion shows the articulation and oscillation pivot linking the front and rear
frames.

There is no limit to the amount of oscillation that can take place. Care should be taken
negotiating extremely hazardous and uneven terrain to prevent trailer capsizing.

16. ARTICULATION AND OSCILLATION

Steering articulation is controlled through two widely spaced pivot pins ‘BLUE’ located by
two sets of, back to back, taper roller bearings.

Inter-frame oscillation is achieved through a cylindrical coupling, which is carried on two

large diameter cast Nylon Bushes which are installed in the trailer frame.

Thrust shoulders are incorporated on both large nylon bushes to absorb shock.

Thrust wear is taken up by adjusting the large gland nut at the rear of the oscillation
assembly.

The bushes are marked and should be installed with the ‘painted dot’ at top dead centre,
doing so will align the lubricating galleries. After bush installation always check that the
grease has a free passage through trailer oscillation housing and bush.

The ‘thru’ drive shaft transmits the drive to the rear axles.

17. PIVOT - ACTUAL VIEW

Shown is an actual view of the pivot assembly linking the front and rear frame assemblies.

We can see the two-articulation pivot points where the taper roller bearings are installed.

The gap in the centre of the slide between the pivot assembly and front face of the trailer
assembly should be equal top and bottom.

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If the gap is not equal then some wear has taken place in the oscillation assembly and
requires maintenance and or adjustment.

18. BRAKE SYSTEM

19. AIR AND BRAKE SYSTEM COMPRESSOR

Shown is the location of the compressor which supplies the compressed air for the brake
system and the auxiliary systems.

20. AIR DRIER

The air drier is mounted on the left-hand side of the cowl assembly, the purge tank is
located to the inside of the cowl.

The purpose of the air drier is to filter the air from the compressor to remove any oil and
moisture before it enters the primary air tank.

Shown on the slide are the various valves incorporated in the air drier.

The integrated unloader valve is connected directly to the air compressor. This valve
controls supply pressure to the system, stopping & starting delivery of air form the
compressor.

Max Press. 8.3 bar (120 PSI) Min Press. 7.5 bar (109 PSI)

When air pressure reaches 8.3 bar (120 PSI), air enters under the diaphragm seating it
and opening the unloader valve. The air compressor now pumps air at low pressure
directly to atmosphere. Dirt and water collected around unloader valve flows out of the
drain to atmosphere.

Dry air from purge tank flows through the orifice in the check valve and desiccant carrying
the water molecules out of the drain to atmosphere.

This purging process continues until purge tank pressure is zero or until unloader valve
closes at 7.5 bar (109 PSI) and once again compressed air passes through the desiccant
cartridge.

The orifice check valve meters compressed air into the purge tank & traps air in the
primary tank during purging operations.

The safety valve limits system pressure 10.75 bar (156 PSI)

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21. SYSTE
M PROTECTION VALVE

The pressure protection valve is located between the left-hand front frame and the
primary tank.

The pressure protection valve supplies air to all 3-air tanks and the auxiliary manifold.

Shown are the ports on the pressure protection valve.

Ports, 1 - Supply
22 - To Rear Tank
24 - To Primary Tank
23 - To Auxiliary Components
21 - To Front Tank

22. AIR TANK LOCATIONS

There are three air tanks in the air system: two at the front and one at the rear. The front
tanks are located at the front left hand side of the tractor frame. The rear tank is located
on the left hand side of the trailer frame forward of the frame cross channel.

Air tanks store compressed air from the engine compressor until it is required for brake or
auxiliary systems operation. Tanks maintain an air supply for normal brake application or
for emergency brake application if required.

Air pressure in the tanks is indicated on the air system pressure gauge located on the
instrument panel in the operators compartment. All three tanks are fitted with drain cocks
and should be drained daily.

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23. EMERGENCY RELAY VALVES

The front relay valve is mounted off the cross channel of the front frame, to supply the
front brake system pressure converter.

The rear relay valve is located to the front of the rear frame, mounted to a bracket inside
the frame rail.

Ports; 1 Supply from air tank

2 To brake Converter Valve
41 From Treadle Valve
42 From Park/Emergency Valve
Pressure from the Park/Emergency valve is supplied via port 42 to the chamber above the
piston. When pressure is applied to the piston it moves down and contacts the lower
piston, they then move down together and close the exhaust seat. Further pressure
causes the pistons to move the inlet/exhaust valve down again and open the inlet seat
thereby permitting air to flow from the supply port 1 to the delivery port 2.

When the service brake is applied air pressure from the treadle valve enters port 41 and
acts on both pistons and actuates the relay valve as above.

24. BRAKE PEDAL & PARK BRAKE CONTROL

The treadle valve is mounted alongside the accelerator treadle on the cab floor.

The treadle valve directs and controls air to the front and rear relay valves which control
air delivery to the pressure converters.

The park/emergency control lever is located on the dash panel to the Right Hand Side of
the operators seat.

The control lever has three positions, RELEASE, EMERGENCY, PARK.

Parking - Moving the lever from the ‘RELEASE’ position through the ‘EMERGENCY’
position and pushing the lever to the right into the ‘PARK’ position will apply the driveline
mounted brake. The parking brake warning light on the instrument panel will illuminate.
To release the parking brake move the lever to the left through the ‘EMERGENCY’ position
and then to the ‘RELEASE’ position.

Emergency - Moving the lever to the ‘EMERGENCY’ position will apply the service brakes
at all six wheels and the spring applied parking brake, this should be done only in
emergencies; never for normal braking.

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25. PRESSURE CONVERTERS

The front pressure converter is mounted on a bracket located to the left side of the
engine.

The rear pressure converter is located in front of the cross-member in the rear frame.

Pressure converter ratio is 23:1.

26. BRAKE CALLIPER & PARK BRAKE

The service brakes are of the calliper disc type with one hydraulic dry disc on each wheel
with a single heavy-duty calliper per disc on the rear axles and a double calliper per disc
on the front axle.

The parking brake consists of a sliding calliper acting on a brake disc on a rear driveline.
The parking brake is of the ‘INVERTED DESIGN’, i.e. requiring air pressure to hold the
parking brake off.

Operation is by air pressure directed from the parking brake control valve. When the
control valve is in the ‘RELEASE’ position, air pressure compresses the coil spring in the
actuator, releasing brake pads from the brake disc.

Placing the brake control valve in the ‘PARK’ position cuts off air pressure and exhausts
the actuator through the brake control valve, allowing the coil spring to expand. This
movement exerts force on the slack adjuster, which is splined to the operating shaft, to
apply the parking brake.

Replace brake pads when lining thickness is 3 mm (0.12 in) or less.

INSTRUCTORS NOTE - NOW MOVE TO PART 3

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1. TEREX LOGO - PART 3

2. AUXILIARY AIR COMPONENTS

Mounted between the primary tank and the left hand frame rail is the auxiliary manifold.
The manifold receives an air supply from the pressure protection valve and distributes it to
the various components.

3. TRANSMISSION RETADER & DIFF LOCK

When the retarder switch in the operators’ compartment is activated, solenoid valve will
open allowing air from the primary tank to flow through a pressure-reducing valve (80PSI)
the valve and into the retarder valve on the transmission. This applies the transmission
retarder. De-activating the retarder switch releases the retarder activation.

When the differential lock switch in the operators’ compartment is activated, solenoid
valve will open allowing air from the primary tank to flow through the valve and into the
differential lock cylinders (18). This applies the transmission and inter-axle differential
locks. De-activating the differential lock switch releases the differential locks.

The lock cylinders on the transmission and the inter-axle differential are air powered ON
but spring returned to the OFF position.

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4. FRONT SUSPENSION

The purpose of the levelling valve is to control the airflow to and from the air springs to
maintain a constant air spring stiffness under all load conditions. The valve control lever is
mechanically linked to the suspension frame by a connecting rod.

Adjusting the length of the connecting rod sets the unloaded height. Air passing through
the levelling valve either deflates the air springs until the control lever assumes a
horizontal (neutral) position. In the horizontal (neutral) position there is no airflow
between the valve and the air springs.

Increasing or decreasing loads alter the height between the chassis and front suspension
frame. The levelling valve senses this change.

A load increase is sensed by the connecting rod that moves the control lever up. This
upward movement permits air to flow from the primary air tank, through the valve
housing, to the air springs causing the springs to inflate until the control lever reaches its
horizontal (neutral) position. There is no airflow through the valve housing in this position.

A load decrease causes the connecting rod to move the control lever downwards. This
exhausts air from the air springs causing them to deflate until the control lever reaches its
horizontal (neutral) position. There is no airflow through the valve housing in this position.

Note: The slide shows the control lever downward of the horizontal (neutral) position.
(During assembly)

5. COOLING FAN

The single sensing direct temperature sensing (DST) fan drive system comprises of two
main components. A coolant sensor control valve and a fully modulating viscous fan drive
driving the engine-cooling fan.

Air pressure is fed from the supply into the inlet connection of the sensor control valve.
When the temperature is below a pre-determined value, the sensor control valve supplies
idle pressure to the DST fan drive. This idle pressure controls the DST fan drive to give the
engine cooling fan idle speed. At a pre-determined coolant temperature, the outlet
pressure from the sensor control valve increases giving an increased fan speed. Any
further rise in coolant temperature results in increased fan speed. The fan speed increases
proportionally with the increase in coolant temperature over a 5° C range, until the fan is
fully engaged.

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When the coolant temperature drops, so the fan speed reduces proportionally until the
idle speed is reached.

The DST fan drive has a fail-safe feature, i.e. if the air pressure to the fan drops to zero,
the fan will be automatically engaged.

6. HYDRAULIC TANK

The hydraulic tank is the common oil reservoir for the steering and body hoist systems. It
is mounted to the tractor frame, at the rear of the cab.

The tank has (2) sight glasses, and the following instructions give the correct procedure
for checking the Hot and Cold oil level.

Cold Oil Level - With the body down and the engine off, turn the steering wheel back and
forth to dissipate any pressure in the steering accumulator. The hydraulic oil should be
visible in the bottom of the top sight gauge.

Hot Oil Level - Operate the body hoist cylinders to their fully-extended positions to charge
all cylinders and lines, then lower the body. With the engine running, accumulator charged
and body fully lowered, the oil level should be above the bottom sight gauge but not
showing in the top sight gauge. If this is not the case, repeat the ‘Cold Oil Level‘ check.

Hydraulic System (steering and body ) capacity 215 litres (57.0 US gal.)

The hydraulic tank oil fill cap is located on top of the tank, on the Right Hand Side of the
machine.

7. HYDRAULIC OIL SPECIFICATION

Hydraulic oil meeting EMS19058 is generally used

However, please refer to the operators manual or service manual for guide on correct oil
specification for local ambient temperatures.

8. HYDRAULIC TANK FILTER

Integral with the tank assembly are (2) suction screens, filter element, relief valve, access
covers, breather and oil filler neck assembly.

Two sight gauges on the right hand side of the tank assembly indicate hydraulic oil level.
Located on the centre cover is the pressure stat and the temperature switch.

Internally there is a baffle plate, which divides the tank assembly into a steering
compartment and a body hoist compartment. Should the oil level drop below this baffle
level, the tank assembly operates as two separate tanks.

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The suction screens are 25-micron filtration and the filter element is 6-micron filtration.
The filter change period is every 2 000 Hours or when filter restriction indicator light
illuminates.

9. FILTER RESTRICTION

Restriction pressure is sensed at the pressure stat installed in the access cover (centre of
cover) which registers on the hydraulic oil filter warning light on the dash.

The hydraulic oil filter warning light illuminates at 2.75 bar (40 ib/in 2) restriction indicating
the filter requires to be changed.

The temperature switch installed in the access cover (off centre) is closed when an oil
temperature of 500 C (1220 F) is reached.

The temperature switch is connected in series with the pressure stat therefore, hydraulic oil
filter warning light on the dash will not illuminate until the hydraulic oil temperature
reaches normal running temperature.

10. STEERING SYSTEM

11. STEERING PUMP

Mounted off the transmission power takeoff (PTO), the steering pump is an axial piston,
variable displacement (adjustable) pump, capable of high-pressure operation.
Compensator valve assembly regulates system pressure at 172 bar (2 500 PSI), producing
95 l/min @ 2480 RPM.

The steering pump is assembled for left-hand (counter-clockwise) rotation, as viewed from
drive-shaft end.

Note: Never drive a pump in the wrong direction of rotation, as pump seizure may result.

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12. STEERING ACCUMULATOR VALVE

The accumulator valve is mounted off the rear right hand cab leg. Relief valve cartridge, at
the lower portion of the assembly, is pre-set to 207 bar (3 000 PSI) and seated. This valve
acts as a backup in the event of a malfunction of the steering pump compensator valve.

A relief valve will relieve excess pressure back to tank, should the compensator valve allow
steering pressure to exceed pre-set pressure of the relief valve.

To set relief valve, set steering pump compensator to 210 bar (3050 PSI). You can now
adjust the accumulator valve relief cartridge to 207 bar (3000 PSI). Once this valve has
been adjusted, remember to set the steering pump compensator back to 172 bar (2500
PSI)

13. STEERING ACCUMULATOR

The steering accumulator is mounted to the RH side of the hydraulic tank.

The steering accumulator supplies supplementary steering pressure.

The steering accumulator is of piston type and has a nitrogen pre-charge of 50 bar (800
PSI) at an ambient temperature of 21oC (70oF).

This pre-charge can vary, depending on local ambient temperatures. Please refer to
Operators Manual or Service Manual for details.

The accumulator assembly consists of charging valve, end cap, cylinder assembly and
piston. Charging valve is equipped with a locking feature. Loosening lock-nut will open
charging valve so that the pre-charge can be checked or the accumulator charged. Piston
acts as a separator dividing cylinder assembly into two sections. The section nearest
charging valve contains the nitrogen pre-charge. The other section receives the hydraulic
oil from the steering pump.

WARNING: Accumulators are charged with Nitrogen. The service pressure is 55 bar (800
PSI) at 21° C (70° F). To prevent personal injury and property damage, do not attempt to
remove any valves or fittings until all nitrogen pressure is completely relieved.

14. STEERING FILTER

The steering filter is mounted off the front frame, under the right hand fender of the
machine. It is connected in the steering line between the accumulator valve and the
steering valve. Check filter indicator daily and change element if indicator shows red or at
1000 hours whichever comes first.

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15. STEERING VALVE

The steering valve is mounted on the underside of the cab. It is of a closed centre design,
indicating oil is dead headed at the valve until it is operated. The steering valve is
connected to the steering column and controls the hydraulic oil flow to the steering
cylinders.

16. DOUBLE RELIEF VALVE

The double relief valve (shock valve) is located on the top LHS of the Transmission.

When a steering cylinder rod sustains a shock load, excessive high pressure can be
created in the steering system. When this pressure exceeds 190 bar (2 750 lbf/in²), valves
open and allow oil to flow into the opposite end of the steering cylinder, preventing high-
pressure shock to steering system components.

Fluctuating pressures in the steering system are smoothed out by the action of the
cushioning portion of relief valve.

17. STEERING CYLINDERS

There are 2 single stage, double acting steering cylinders on the vehicle. The cylinder base
end is connected to the articulation and oscillation pivot and the piston rod end is
connected to the front frame. Single stage double acting means that the piston rod can
have oil applied to either side, extending or reacting the piston rod.

Pins, spacers, seals and spherical bearings secure cylinder mounting with circlips. Spherical
bearings permit a limited amount of cylinder misalignment when travelling through rough
terrain.

18. BODY SYSTEM

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19. BODY HOIST PUMP

The hydraulic pump is a rotary gear pump mounted to the transmission housing and
driven by the transmission gear train. The hydraulic pump supplies oil to the body control
valve to operate the body hoist system.

The hydraulic pump is assembled for right hand (clockwise) rotation, as viewed from the
drive shaft.

Pump capacity 329 l/min @ 2480 RPM.

Rated Pressure of 228 bar (3300 PSI)

20. BODY HOIST VALVE

The single spool body control valve, which is fitted with electro-hydraulic operation, is
mounted behind the front right hand wheel, onto bracket mounted to the frame rail. The
main components of the control valve assembly are a four position control spool, relief
valve, check valve assembly and valve housing. The position of the control spool is
controlled by the body control joystick by means of electrical signals to the pressure
reducing valves.

Relief pressure set at 172 bar (2500 PSI)

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21. BODY HOIST CONTROL LEVER

The body control joystick is mounted on the right hand side dash panel, between the
transmission shift controller and the document location.

The body control joystick controls the hydraulic control valve operation, by means of
electrical signals to the pressure reducing valves, which in turn operates the body hoist
cylinders. The four operating positions of the joystick from front to rear are as follows:

'FLOAT' - The joystick should be moved to this position while the body is lowering by
gravity and should remain in this position until the body must be operated again. The
control joystick should always be kept in 'FLOAT' while the machine is in motion.
'LOWER' - Pushing the joystick forward and holding it in this position provides hydraulic
force to power-down the body. It is needed when the body cannot be started downward
from the fully raised position by gravity. When the body starts lowering by gravity, the
joystick can be released and internal valve springs will move the joystick to the 'HOLD'
position.
'HOLD' - Moving the joystick to this position while the body is being raised or lowered
traps the oil in the body hoists to stop and hold the body at any desired height. The
joystick will remain in the 'HOLD' position when released.
'RAISE' - Pushing the joystick back and holding it in this position directs oil to extend the
body hoists and raise the body. When released, the joystick will be spring-returned to the
'HOLD' position.
Note: The body control lever must remain in the 'FLOAT' position until it is necessary to
operate the body again. Failure to comply to this could result in overheating the hydraulic
oil and failure of the hydraulic system components.
Note: A proximity sensor prevents the body being fully powered down onto the chassis. At
a predetermined height, the sensor automatically defaults the body control valve to the
detent 'FLOAT' condition.
Note: If an electrical failure occurs, the body control valve will automatically default to the
'HOLD' condition. The cause of the electrical fault must be investigated and corrected.

22. PILOT SUPPLY VALVE

Mounted off the fender support bracket on the rear right hand cab leg, the pilot supply
valve is located in the hydraulic servo control lines between the accumulator unloader
valve and the body control valve. The pilot supply valve is a direct acting pressure
reducing valve which steps down the supply pressure of 172 bar (2 500 PSI) to 30 bar
(435 PSI). Integral to the pilot supply valve is a relief valve which opens at 45 bar (652
PSI).

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23. BODY HOIST CYLINDER

There are two single stage, double acting body hoist cylinders, cushioned at both ends of
the stroke on the vehicle. The cylinder base end is connected to the trailer frame and
piston rod end is connected at the body. Single stage double acting means that piston rod
can have oil applied to either side, extending or retracting the piston rod. Cylinder
mounting is by pins, spacers and spherical bearings secured in place with circlips.
Spherical bearings permit a limited amount of cylinder misalignment.

24. DIVERTOR TUBE

Mounted to the lower right corner of the hydraulic tank, as the name implies, its purpose
is to divert a percentage of return oil within the body circuit to the cooler.

25. HYDRAULIC OIL COOLER

The air cooled hydraulic oil cooler is mounted on the front of the radiator assembly, with
the purpose of cooling hydraulic oil circulating through the hydraulic tank.

INSTRUCTORS NOTE - NOW MOVE TO PART 4

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1. TEREX LOGO - PART 2

2. BODY

The standard body is an all welded construction with all wear plates fabricated from high
hardness
(min. 360 BHN) 1 000 MPa (145 000 lbf/in 2) yield strength steel. Angled lower body sides
reduce body impacts when loading and a tailshute angle of 25° provides good retention
when travelling without a tailgate.

The body is pivoted at the rear of the trailer frame and is operated by two single stage,
double acting hoist cylinders which are cushioned at both ends of the stroke to reduce
impact shocks. The hoist cylinders raise the body to a tipping angle of 65° in 13 seconds
and power-down the body in 9 seconds.

3. BATTERIES AND MASTER SWITCH

The electrical system is 24 volts(negative ground) and power is supplied by (2) 12 volt
batteries.

The system has an isolator switch known as the battery master switch. This switch should
always be switched off when leaving the vehicle unattended.

The battery box is located at the front left hand side of the vehicle.

4. FUSES & RELAYS

The fuse box is mounted on the underside of the left-hand side of the dashboard.

5. ALTERNATOR/STARTER MOTOR/STARTER RELAY

The 70 amp alternator is mounted on the right hand side of the engine.

The starter is mounted on the left hand side of the engine.

The starter relay is mounted of the LH Tractor frame rail. (Below Starter Motor)

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6. ELECTRICAL BULKHEAD

This slide shows the position of each harness at the cab bulkhead.

7. OPERATORS CAB

The fully trimmed, thermally and acoustically insulated cab is mounted on rubber isolation
mounts, all contributing to a low noise level at the operators ear. The cab is certified for
R.O.P.S. (Roll over protection) and F.O.P.S. (Falling objects protection). And conforms to
ISO recommendations on zones of comfort and reach to ensure fatigue-free, long-term
operation.

8. OPERATORS/PASSENGERS SEAT

Both operators seat and instructor/passenger seat are provided with retractable lap-type
seat belts.

9. DASH VIEW

Shown is the dash with the various controls, gauges and warning lights.

10. SERVICE CAPACITIES

Fuel tank 330 litres (87 US gal)

Hydraulic System (hoist & steering)
Engine Crankcase and filters
Cooling System
Transmission & filters (dry fill)
Transmission & filters (wet fill)
Differentials - Front & Rear (each)
Differential - Centre
Planetaries (each)
200 litres (52.8 US gal)
40 litres (10.5 US gal)
54 litres (14.3 US gal)
52 litres (13.8 US gal)
26 litres (6.9 US gal)
11 litres (2.9 US gal)
14 litres (3.7 US gal)
3.5 litres (0.9 US gal)

11. END - TEREX LOGO

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NOTES

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